Comparing the Effects of Road, Railway, and Aircraft Noise on Sleep: Exposure⁻Response Relationships from Pooled Data of Three Laboratory Studies.

OBJECTIVES: Air, road, and railway traffic, the three major sources of traffic noise, have been reported to differently impact on annoyance. However, these findings may not be transferable to physiological reactions during sleep which are considered to decrease nighttime recovery and might mediate long-term negative health effects. Studies on awakenings from sleep indicate that railway noise, while having the least impact on annoyance, may have the most disturbing properties on sleep compared to aircraft noise. This study presents a comparison between the three major traffic modes and their probability to cause awakenings. In combining acoustical and polysomnographical data from three laboratory studies sample size and generalizability of the findings were increased. METHODS: Data from three laboratory studies were pooled, conducted at two sites in Germany (German Aerospace Center, Cologne, and Leibniz Research Centre for Working Environment and Human Factors, Dortmund). In total, the impact of 109,836 noise events on polysomnographically assessed awakenings was analyzed in 237 subjects using a random intercept logistic regression model. RESULTS: The best model fit according to the Akaike Information Criterion (AIC) included different acoustical and sleep parameters. After adjusting for these moderators results showed that the probability to wake up from equal maximum A-weighted sound pressure levels (SPL) increased in the order aircraft < road < railway noise, the awakening probability from road and railway noise being not significantly different (p = 0.988). At 70 dB SPL, it was more than 7% less probable to wake up due to aircraft noise than due to railway noise. CONCLUSIONS: The three major traffic noise sources differ in their impact on sleep. The order with which their impact increased was inversed compared to the order that was found in annoyance surveys. It is thus important to choose the correct concept for noise legislation, i.e., physiological sleep metrics in addition to noise annoyance for nighttime noise protection.

Effect of color temperature on melatonin production for illumination of working environments.

UNLABELLED: We studied the influence of correlated color temperature (CCT) of 7 polychromatic white light illuminations (1600 K-14,000 K, 200 lx) in two experiments. Visual performance was tested in 17 students (8 men) during daytime. Visual acuity, contrast sensitivity and sleepiness did not vary with illuminations but polychromatic white light of <2000 K impaired color discrimination. Melatonin synthesis was tested with weekly intervals in 8 trials from 10pm to 2am (7 polychromatic illuminations and a dim light reference (<0.1 lx)) in 16 students (9 men, semi-recumbent position). Melatonin suppression was almost negligible for CCT <2000 K but increased with increasing CCT. CONCLUSIONS: CCTs <2000 K are not suitable for work places. Polychromatic white light with higher CCTs and significant melatonin suppression is expected to shift the circadian rhythm and to accelerate the adaptation to night work. This effect should be enhanced with elevation of luminance.

Bright-light effects on cognitive performance in elderly persons working simulated night shifts: psychological well-being as a mediator?

PURPOSE: The present study examined whether the relationship between light exposure and cognitive functioning is mediated by psychological well-being in elderly persons working night shifts. The role of psychological well-being has been neglected so far in the relationship between bright light and cognitive performance. Sleepiness and mood were applied as indicators of psychological well-being. Cognitive functioning was examined in terms of concentration, working memory, and divided attention. METHODS: A total of thirty-two test persons worked in three consecutive simulated night shifts, 16 under bright light (3,000 lux) and 16 under room light (300 lux). Concentration, working memory, and divided attention were measured by computerised tasks. The hypothesised mediators were recorded by questionnaires. RESULTS: Mediation analyses were conducted for estimating direct, total, and indirect effects in simple mediation models. Results indicate that sleepiness and mood did not function as mediators in the prediction of concentration, working memory, and/or divided attention by light exposure. CONCLUSIONS: Sleepiness led to an underestimation of the positive bright-light effect on concentration performance. Mood showed only a random effect due to the positive bright-light effect on working memory. Sleepiness and mood could completely be excluded as mediators in the relationship between light exposure and cognitive functioning. This study underlines that psychological well-being of elderly persons is not a critical component in the treatment of bright light on cognitive performance in the night shift workplace. In summary, it becomes evident that bright light has a strong direct and independent effect on cognitive performance, particularly on working memory and concentration.

Cortisol awakening response: are sampling delays of 15 minutes acceptable?

Cortisol awakening responses (CAR) are often blunted or even extinguished when saliva samplings are delayed. The literature suggests that delays of 10 or 15 min are tolerable. Delays of 15 min were analysed with 510 CARs with the first sample taken within 3 min post-awakening followed by 4 samples taken 15, 30, 45, and 60 min later. Varying delays of up to 30 min were analysed with these and further 148 CARs where sampling began within 30 min post-awakening. Times of awakening and of saliva collection were verified by polysomnography or actimetry and by electronic devices respectively. Simulated sampling delays of 15 min revealed highly significant deviations from correctly taken CARs. No deviations were found for delays of up to 11.5 min suggesting that delays of up to 10 min are acceptable but that delays between 10 and 15 min might become critical.

Mental strain and annoyance during cognitive performance in different traffic noise conditions.

In built-up areas, an increasing number of persons are affected by road traffic noise while performing mental work. This experimental study focused on annoyance and mental strain due to various noise scenarios. A total of 102 healthy, young persons (51 women, 51 men, aged 18-31 years) were randomly assigned to one of five experimental conditions determined by traffic flow (even, lumped) and traffic composition (20%, 40% heavy vehicles). While exposed to noise they performed a grammatical reasoning and a mathematical processing task. Performance and mental strain were not affected by any of the five noisy conditions. Individuals with high noise sensitivity were partially more annoyed and performed less than persons with low sensitivity. STATEMENT OF RELEVANCE: The present study provides information about mental strain due to tasks with different cognitive demands and the role of noise sensitivity in various traffic noise conditions. The results show that measures aiming at the reduction of the proportion of heavy vehicles should additionally consider particular traffic flow.

The normalization of the cortisol awakening response and of the cortisol shift profile across consecutive night shifts--an experimental study.

This study tested the hypothesis that the cortisol awakening response (CAR) and the cortisol shift profile normalize with successive night shifts due to the shift of the circadian system. 18 students (9 women, 9 men, 19-29 years), worked first four consecutive morning- and then four consecutive night shifts. Each work shift was preceded by an 8-h sleep opportunity meaning that the sleep-activity cycle was advanced by 8 h. The advance of the circadian system was promoted by a 2-h bright light pulse at the end of each night shift and quantified by 24-h phase assessment procedures (PA) before and after the four day shifts and again after the four night shifts. Saliva samples were taken 0, 15, 30, 45, and 60 min post-awakening, hourly during each work shift and each PA. During the night shift sequence, the CAR, indicated by the area under curve with respect to increase (AUC(I)), increased gradually across the 4-day sleep periods. Baseline levels were reached after 3 days in men and 4 days in women. The increase of the CAR was associated with a gradually increasing decline of cortisol levels during the night shifts. This adjustment was--at least not only--related to the advance of the circadian system which was 5 h. A contributor to the increase of the CAR might be the anticipation of the upcoming demands of the following work shifts.

Heat gain from thermal radiation through protective clothing with different insulation, reflectivity and vapour permeability.

The heat transferred through protective clothing under long wave radiation compared to a reference condition without radiant stress was determined in thermal manikin experiments. The influence of clothing insulation and reflectivity, and the interaction with wind and wet underclothing were considered. Garments with different outer materials and colours and additionally an aluminised reflective suit were combined with different number and types of dry and pre-wetted underwear layers. Under radiant stress, whole body heat loss decreased, i.e., heat gain occurred compared to the reference. This heat gain increased with radiation intensity, and decreased with air velocity and clothing insulation. Except for the reflective outer layer that showed only minimal heat gain over the whole range of radiation intensities, the influence of the outer garments' material and colour was small with dry clothing. Wetting the underclothing for simulating sweat accumulation, however, caused differing effects with higher heat gain in less permeable garments.

Longitudinal associations between endogenous melatonin production and reported sleep duration from childhood to early adulthood.

BACKGROUND/AIMS: The study objective was to assess longitudinal associations between melatonin secretion and reported sleep duration from childhood to early adulthood. METHODS: In the frame of the Dortmund Nutritional and Anthropometric Longitudinally Designed (DONALD) Study, 24-hour melatonin secretion and average daily sleep duration were determined once during childhood (4-< 11 years), adolescence (11-<16 years) and early adulthood (16-19 years) in 52 participants (23 males/29 females) aged 4-19 years. The associations between (1) melatonin secretion and sleep duration in childhood (cross-sectional); (2) melatonin secretion in childhood and sleep duration in early adulthood (prospective), and (3) changes in melatonin secretion and concurrent changes in sleep duration from childhood to early adulthood (concurrent) were analyzed. RESULTS: Melatonin secretion was associated with sleep duration in childhood (cross-sectional, 3.5 min/day/10 µg 6-hydroxymelatonin sulfate (6-OHMS)/day, p = 0.009) and tended to predict sleep duration in early adulthood (prospective, 9.8 min/day/10 µg 6-OHMS/day, p = 0.09). An individual increase in melatonin secretion between childhood and early adulthood was associated with a concurrent increase in sleep duration (concurrent, 6.9 min/day/10 µg 6-OHMS/day, p = 0.046). CONCLUSION: Our observational data suggest that pineal production of melatonin in childhood is correlated with alterations in sleep duration until early adulthood. Nevertheless, this observational evidence needs to be verified in clinical studies.

Aircraft noise effects on sleep: mechanisms, mitigation and research needs.

There is an ample number of laboratory and field studies which provide sufficient evidence that aircraft noise disturbs sleep and, depending on traffic volume and noise levels, may impair behavior and well-being during the day. Although clinical sleep disorders have been shown to be associated with increased risk of cardiovascular diseases, only little is known about the long-term effects of aircraft noise disturbed sleep on health. National and international laws and guidelines try to limit aircraft noise exposure facilitating active and passive noise control to prevent relevant sleep disturbances and its consequences. Adopting the harmonized indicator of the European Union Directive 2002/49/EC, the WHO Night Noise Guideline for Europe (NNG) defines four Lnight , outside ranges associated with different risk levels of sleep disturbance and other health effects ( < 30, 30-40, 40-55, and> 55 dBA). Although traffic patterns differing in number and noise levels of events that lead to varying degrees of sleep disturbance may result in the same Lnight , simulations of nights with up to 200 aircraft noise events per night nicely corroborate expert opinion guidelines formulated in WHO's NNG. In the future, large scale field studies on the effects of nocturnal (aircraft) noise on sleep are needed. They should involve representative samples of the population including vulnerable groups like children and chronically ill subjects. Optimally, these studies are prospective in nature and examine the long-term consequences of noise-induced sleep disturbances. Furthermore, epidemiological case-control studies on the association of nocturnal (aircraft) noise exposure and cardiovascular disease are needed. Despite the existing gaps in knowledge on long-term health effects, sufficient data are available for defining limit values, guidelines and protection concepts, which should be updated with the availability of new data.

Experimental studies on the effects of nocturnal noise on cortisol awakening response.

Cortisol awakening response (CAR), a considerable increase in cortisol concentrations post-awakening, is considered a reliable indicator of the reactivity of the hypothalamus-pituitary-adrenal axis (HPA). As noise has been shown to activate the HPA-axis, this analysis focuses on CAR as a possible indicator of noise-induced sleep disturbances. This analysis focuses on CAR using two studies. In Study 1, six women and six men (18-26 years) slept for 13 nights each in the laboratory. They were exposed to the noises of three different trains, each with 20, 40 or 80 pass-bys, with equivalent noise levels varying between 44 and 58 dBA, on nine nights. In Study 2, 23 persons slept first for four nights and then four days, in the laboratory; finally 23 persons slept in the reverse order. During six sleep periods, they were randomly exposed to road or rail traffic noises with L Aeq varying between 42 and 56 dBA. To determine the CAR, salivary cortisol concentrations were ascertained in both studies after night sleep immediately after awakening, and 15 and 45 minutes later; in Study 2 also after 30 and 60 minutes later. The time of awakening was determined using the polysomnogram and the participants rated their subjective sleep quality every morning. Subjective sleep quality was rated worse after noisy when compared to quiet nights. CAR was, however, attenuated only after the noisiest nights in a subgroup of Study 2. These persons had just performed a sequence of four consecutive night shifts. They were obviously still in the process of re-adjustment to their usual day-oriented schedule and probably in a state of elevated vulnerability. The study concludes that nocturnal noise exposure affects the CAR only if a person is in a state of at least temporarily elevated vulnerability.

The associations between noise sensitivity, reported physical and mental health, perceived environmental quality, and noise annoyance.

One hundred and ninety residents around Frankfurt Airport (46% female; 17-80 years) were interviewed concerning noise annoyance due to transportation noise (aircraft, road traffic), perceived mental and physical health, perceived environmental quality, and noise sensitivity. The aim of the analyses was to test whether noise sensitivity reflects partly general environmental sensitivity and is associated with an elevated susceptibility for the perception of mental and physical health. In this study, the reported physical and mental health variables were not associated with noise exposure but with noise annoyance, and were interpreted to reflect nonspecific codeterminants of annoyance rather than noise effects. Noise sensitivity was found to influence total noise annoyance and aircraft noise annoyance but to a lesser degree annoyance due to road traffic noise. Noise sensitivity was associated with reported physical health, but not with reported mental health. Noise-sensitive persons reported poorer environmental quality in their residential area than less sensitive persons in particular with regard to air traffic (including the facets noise, pollution, and contaminations) and quietness. Other aspects of the perceived quality of the environment were scarcely associated with noise sensitivity. This indicates that noise sensitivity is more specific and a reliable predictor of responses to noise from the dominant source (in this case air traffic) rather than a predictor of the individual perception of the environmental quality in general.

Alterations of the cortisol quiescent period after experimental night work with enforced adaptation by bright light and its relation to morningness.

A previous study where the delay of the circadian system was induced by bright light that was adjusted to the individual melatonin onset revealed concomitant alterations of the cortisol quiescent period that correlated inversely with morningness. This meta-analysis focuses on the question whether this applies to experimental shift work with fixed light schedules. The analysis bases on data from three laboratory studies where healthy young men [18 evening-, 20 neither-, 11 morning types (MT)] performed three consecutive day shifts and then three consecutive night shifts. Phase assessment procedures were performed after every three shifts to ascertain the diurnal melatonin profile for the quantification of the phase shift and the diurnal cortisol profile for the determination of the cortisol quiescent period. Work was done in 150-200 lx but phase delays were promoted by bright light (1,500-2,000 lx) either by 4-h pulses in the first part of the night or by continuous exposure during the whole night shifts. These different light scenarios caused similar phase delays. Morningness was inversely related to the phase delay and to the alteration of the cortisol quiescent period. The latter became shorter in morning and longer in evening types. Thus, MT are disadvantaged, even if treated with bright light. This suggests that morning-oriented career shift workers might have a higher health risk. These results need to be replicated by directed studies and verified by epidemiological studies.

Blink rate during tests of executive performance after nocturnal traffic noise.

This analysis is on the hypothesis that nocturnal traffic noise affects sleep quality whereas performance decrement is avoided by increased effort expressed by a decrease in blink rates (BRs) during a visual task. Twenty-four persons (12 women, 12 men; 19-28 years, 23.56+/-2.49 years) slept during three consecutive weeks in the laboratory while exposed to road, rail, or aircraft noise with weekly permuted changes. Each week consisted of a random sequence of a quiet night (32 dBA) and three nights with equivalent noise levels of 39, 44 and 50 dBA respectively. The polysomnogram was recorded during all nights. Every morning the participants rated their sleep quality and then completed two executive tasks (Go/Nogo-, Switch-task). Neither of the two performance tests was affected by nocturnal noise. Sleep efficiency and subjective sleep quality decreased with increasing noise levels but were not associated with the type of noise. In contrast, BRs were associated with the type of noise, not with noise levels. The results do not support the hypothesis concerning the BR. The possible reasons are discussed. However, the results do not exclude that other physiological parameters such as heart rate or brain potentials measured during the tests might have revealed alterations associated with nocturnal noise exposure.

Impairing effects of noise in high and low noise sensitive persons working on different mental tasks.

OBJECTIVE: There is no information of mental strain in noise sensitive persons working under moderate levels of noise. The aim of the study was to determine relevant dimensions of impairing effects differentiating between noise sensitive and insensitive persons. METHODS: 56 participants (27 men, 29 women; 18-31 years old) were classified into 28 low and 28 high noise sensitive persons. They worked either on a grammatical reasoning task (GRT) or a mental arithmetic task (MPT) under realistic road traffic scenarios [LAeq 55 dB(A)]. Afterwards they rated their annoyance and subjective mental strain. RESULTS: A multivariate analysis of variance provided significant effects for the individual noise sensitivity (P < 0.01) and the kind of task being performed (P < 0.01). To determine to what extent the rating scales lead to a differentiation of the four groups, a 2-factorial discriminant analysis was carried out subsequently. Results showed, that psycho-physiological effort and emotional strain differentiated best between the noise sensitivity groups and psycho physiological effort and focus on tasks (attention) separated the tasks. CONCLUSION: Noise sensitive persons are more distracted by noise than insensitive persons. Furthermore the results suggest that noise sensitive subjects do not only evaluate a noisy situation as more annoying but experience higher levels of strain than insensitive persons.

Aircraft noise effects on sleep: a systematic comparison of EEG awakenings and automatically detected cardiac activations.

Polysomnography is the gold standard for investigating noise effects on sleep, but data collection and analysis are sumptuous and expensive. We recently developed an algorithm for the automatic identification of cardiac activations associated with cortical arousals, which uses heart rate information derived from a single electrocardiogram (ECG) channel. We hypothesized that cardiac activations can be used as estimates for EEG awakenings. Polysomnographic EEG awakenings and automatically detected cardiac activations were systematically compared using laboratory data of 112 subjects (47 male, mean+/-SD age 37.9+/-13 years), 985 nights and 23,855 aircraft noise events (ANEs). The probability of automatically detected cardiac activations increased monotonically with increasing maximum sound pressure levels of ANEs, exceeding the probability of EEG awakenings by up to 18.1%. If spontaneous reactions were taken into account, exposure-response curves were practically identical for EEG awakenings and cardiac activations. Automatically detected cardiac activations may be used as estimates for EEG awakenings. More investigations are needed to further validate the ECG algorithm in the field and to investigate inter-individual differences in its ability to predict EEG awakenings. This inexpensive, objective and non-invasive method facilitates large-scale field studies on the effects of traffic noise on sleep.

The cortisol awakening response: a pilot study on the effects of shift work, morningness and sleep duration.

This study concerned the possible influence of experimental shift work, morningness and sleep length on the cortisol awakening response (CAR). Eight morning-oriented (MT) and eight evening-oriented (ET) healthy young men (19-27 years) slept after three consecutive day shifts during the night and after three consecutive night shifts during the day in the laboratory. Salivary cortisol concentrations were ascertained after each sleep period upon awakening and half an hour later, half-hourly during work shifts, and hourly during two 24-h periods, after the three day shift/night sleep sequences and after the three night shift/day sleep sequences. Statistical analyses considered the temporal position of sleep (night, day), the succession of sleep periods, the diurnal type and the polysomnographically verified total sleep time. The CAR was significantly smaller after day than after night sleep and increased significantly with total sleep time in ET. MT had moderately higher cortisol concentrations upon awakening than ET probably because they wake up at a later time of their circadian rhythm. But neither the CARs nor the cortisol concentrations during the following work shifts or during the 24h profiles were different in both diurnal types. The cortisol concentrations during work shifts correlated significantly with the previous post-awakening concentrations in MT but not in ET. Due to the small samples further studies are needed.

Arylalkylamine N-acetyltransferase (AANAT) genotype as a personal trait in melatonin synthesis.

The melatonin rhythm is arguably the best marker for the phase of the endogenous "biological clock." Arylalkylamine N-acetyltransferase (AANAT) is known to catalyze the acetylation of serotonin, a rate-limiting process in melatonin synthesis. Different single-nucleotide polymorphisms (SNPs) in the AANAT gene were identified recently in the Japanese population, and one of the genes was significantly associated with the delayed sleep phase syndrome. Thus, 54 healthy Caucasian males were genotyped to investigate whether these SNPs in the AANAT gene affected melatonin levels. The endogenous melatonin levels were analyzed in saliva under standardized experimental conditions ("constant routines") by radioimmunoassay. Despite the broad temporal variation of the human nocturnal melatonin profiles, none of the investigated SNPs were found in the AANAT gene in this study. These findings point to ethnic differences with respect to these SNPs, rather than time of day termed "morningness." In summary, SNPs in the AANAT gene identified thus far cannot explain the observed interindividual differences for nocturnal melatonin profiles in the subjects investigated.

Autonomic arousals related to traffic noise during sleep.

AIM: To analyze the heart rate (HR) response to traffic noise during sleep and the influence of acoustic parameters, time of night, and momentary sleep stage on these responses. PARTICIPANTS: Twelve women and 12 men (19-28 years). MEASUREMENTS AND RESULTS: The participants slept in the laboratory for 4 consecutive nights in each of 3 consecutive weeks and were exposed to aircraft, road, or rail traffic noise with weekly permutations. The 4 nights of each week consisted of a random sequence of a quiet night (32 dBA) and 3 nights during which aircraft, rail traffic, or road traffic noises occurred with maximum levels of 45-77 dBA. The polysomnogram and the electrocardiogram were recorded during all nights. In case of awakenings, the HR alterations consisted of monophasic elevations for >1 min, with mean maximum HR elevations of 30 bpm. Though obviously triggered by the noise events, the awakenings per se rather than the acoustical parameters determined the extent and pattern of the response. Without awakenings, HR responses were biphasic and consisted of initial accelerations with maximum HR elevations of about 9 bpm followed by decelerations below the baseline. These alterations were clearly influenced by the acoustic parameters (traffic mode, maximum level, rate of rise) as well as by the momentary sleep stage. CONCLUSIONS: Cardiac responses did not habituate to traffic noise within the night and may therefore play a key role in promoting traffic noise induced cardiovascular disease. If so, these consequences are more likely for responses accompanied by awakenings than for situations without awakenings.

The relationship between poor sleep and inhibitory functions indicated by event-related potentials.

The present study focused on the relationship between normal variations of sleep and inhibitory functions as reflected in event-related potentials. For this reason one night of 21 healthy participants was analysed. After waking up all participants completed a visual Go/Nogo task. On the basis of a sleep disturbance index (SDI) the participants were separated into 8 SDI-good and 13 SDI-poor sleepers using a cluster analysis. The results showed that Nogo-N2 amplitude was smaller and Nogo-P3 latency longer in SDI-poor sleepers. Moreover, Go-P3 amplitude was smaller in SDI-poor sleepers. Performance parameters were not influenced by poor sleep. We concluded that poor sleep specifically affects the intensity of pre-motor inhibitory processes (Nogo-N2 amplitude), the speed to inhibit a motor response (Nogo-P3 latency) and the intensity of task-relevant information processing (Go-P3 amplitude). In further studies, it should be explored under which conditions such subliminal deficits also become relevant for overt behaviour.