| 1. |
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| 2. |
- Smith, Michael, et al.
(författare)
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Wind Turbine Noise Effects on Sleep: The WiTNES study
- 2017
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Ingår i: ICBEN 2017.
-
Konferensbidrag (refereegranskat)abstract
- Onshore wind turbines are becoming increasingly widespread globally, with the associated net effect that a greater number of people will be exposed to wind turbine noise (WTN). Sleep disturbance by WTN has been suggested to be of particular importance with regards to a potential impact on human health. Within the Wind Turbine Noise Effects on Sleep (WiTNES) project, we have experimentally investigated the physiological effects of night time WTN on sleep using polysomnography and self-reporting protocols. Fifty participants spent three nights in the sound exposure laboratory. To examine whether habituation or sensitisation occurs among populations with long-term WTN exposure, approximately half of the participants lived within 1km of at least one turbine. The remaining participants were not exposed to WTN at home. The first night served for habituation and one WTN-free night served to measure baseline sleep. Wind turbine noise (LAEq,indoor,night=31.9 dB) was introduced in one night. This exposure night included variations in filtering, corresponding to a window being fully closed or slightly open, and variations in amplitude modulation.
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| 3. |
- Aasvang, Gunn Marit, et al.
(författare)
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Burden of disease due to transportation noise in the Nordic countries.
- 2023
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Ingår i: Environmental research. - 1096-0953. ; 231:Pt 1
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Tidskriftsartikel (refereegranskat)abstract
- Environmental noise is of increasing concern for public health. Quantification of associated health impacts is important for regulation and preventive strategies.To estimate the burden of disease (BoD) due to road traffic and railway noise in four Nordic countries and their capitals, in terms of DALYs (Disability-Adjusted Life Years), using comparable input data across countries.Road traffic and railway noise exposure was obtained from the noise mapping conducted according to the Environmental Noise Directive (END) as well as nationwide noise exposure assessments for Denmark and Norway. Noise annoyance, sleep disturbance and ischaemic heart disease were included as the main health outcomes, using exposure-response functions from the WHO, 2018 systematic reviews. Additional analyses included stroke and type 2 diabetes. Country-specific DALY rates from the Global Burden of Disease (GBD) study were used as health input data.Comparable exposure data were not available on a national level for the Nordic countries, only for capital cities. The DALY rates for the capitals ranged from 329 to 485 DALYs/100,000 for road traffic noise and 44 to 146 DALY/100,000 for railway noise. Moreover, the DALY estimates for road traffic noise increased with up to 17% upon inclusion of stroke and diabetes. DALY estimates based on nationwide noise data were 51 and 133% higher than the END-based estimates, for Norway and Denmark, respectively.Further harmonization of noise exposure data is required for between-country comparisons. Moreover, nationwide noise models indicate that DALY estimates based on END considerably underestimate national BoD due to transportation noise. The health-related burden of traffic noise was comparable to that of air pollution, an established risk factor for disease in the GBD framework. Inclusion of environmental noise as a risk factor in the GBD is strongly encouraged.
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| 4. |
- Ageborg Morsing, Julia, et al.
(författare)
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Wind Turbine Noise and Sleep: Pilot Studies on the Influence of Noise Characteristics
- 2018
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Ingår i: International Journal of Environmental Research and Public Health. - : MDPI AG. - 1661-7827 .- 1660-4601. ; 15:11
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Tidskriftsartikel (refereegranskat)abstract
- The number of onshore wind turbines in Europe has greatly increased over recent years, a trend which can be expected to continue. However, the effects of wind turbine noise on long-term health outcomes for residents living near wind farms is largely unknown, although sleep disturbance may be a cause for particular concern. Presented here are two pilot studies with the aim of examining the acoustical properties of wind turbine noise that might be of special relevance regarding effects on sleep. In both pilots, six participants spent five consecutive nights in a sound environment laboratory. During three of the nights, participants were exposed to wind turbine noise with variations in sound pressure level, amplitude modulation strength and frequency, spectral content, turbine rotational frequency and beating behaviour. The impact of noise on sleep was measured using polysomnography and questionnaires. During nights with wind turbine noise there was more frequent awakening, less deep sleep, less continuous N2 sleep and increased subjective disturbance compared to control nights. The findings indicated that amplitude modulation strength, spectral frequency and the presence of strong beats might be of particular importance for adverse sleep effects. The findings will be used in the development of experimental exposures for use in future, larger studies.
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| 5. |
- Andersson, Eva M., 1968, et al.
(författare)
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Road traffic noise, air pollution and cardiovascular events in a Swedish cohort
- 2020
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Ingår i: Environmental Research. - : Elsevier BV. - 0013-9351. ; 185
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Tidskriftsartikel (refereegranskat)abstract
- Urbanization and increasing road traffic cause exposure to both noise and air pollution. While the levels of air pollutants such as nitrogen oxides (NOx) have decreased in Sweden during the past decades, exposure to traffic noise has increased. The association with cardiovascular morbidity is less well established for noise than for air pollution, and most studies have only studied one of the two highly spatially correlated exposures. The Swedish Primary Prevention Study cohort consists of men aged 47 to 55 when first examined in 1970-1973. The cohort members were linked to the Swedish patient registry through their personal identity number and followed until first cardiovascular event 1970-2011. The address history during the entire study period was used to assign annual modelled residential exposure to road traffic noise and NOx. The Cox proportional hazards model with age on the time axis and time-varying exposures were used in the analysis. The results for 6304 men showed a non-significant increased risk of cardiovascular disease for long-term road traffic noise at the home address, after adjusting for air pollution. The hazard ratios were 1.08 (95% CI 0.90-1.28) for cardiovascular mortality, 1.14 (95% CI 0.96-1.36) for ischemic heart disease incidence and 1.07 (95% CI 0.85-1.36) for stroke incidence, for noise above 60 dB, compared to below 50 dB. This study found some support for cardiovascular health effects of long-term exposure to road traffic noise above 60 dB, after having accounted for exposure to air pollution.
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| 6. |
- Andersson, Henrik, et al.
(författare)
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Benefit measures for noise abatement : calculations for road and rail traffic noise
- 2013
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Ingår i: European Transport Research Review. - : Springer Science and Business Media LLC. - 1867-0717 .- 1866-8887. ; 5:3, s. 135-148
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Tidskriftsartikel (refereegranskat)abstract
- PurposeThe aim of this study is to estimate monetary abatement values for road and rail traffic noise that can be used for policy purposes. However, a main objective is to critically discuss the assumptions necessary to convert the monetary values elicited in willingness to pay (WTP) studies to values than can be use for policy purposes.MethodsWe employ the hedonic regression technique on Swedish data to elicit individuals' preferences for noise abatement. Our elicited values are then converted to policy values and critically examined based on findings from a literature review.ResultsWe show that WTP for road and rail not only differs in levels but also that the relationship between the noise level and the marginal value differs between the two sources. We also show that a health cost component added to the WTP estimate, based on the assumption of uninformed property buyers, will be small but not negligible and that also modest differences in the assumption of the discount rates will have a significant effect on the estimated values.ConclusionsThe main implications from this study are: (i) WTP for road and railway noise abatement differs not only on absolute but also marginal levels, (ii) Even small differences in the chosen discount rate, which is necessary to convert WTP values from a hedonic price study to policy values, have large effects on the policy values, and (iii) We show how to add a health cost component to the WTP estimates in order for the monetary estimates to reflect the total social cost. However, we argue that the motivation for doing so is weak and that more research is needed on this issue.
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| 7. |
- Andersson, Henrik, et al.
(författare)
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Bulleravgift för järnvägsoperatörer : prissättning enligt marginalkostnadsprinciper
- 2006
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The Swedish Parliament has decided that, in order to mitigate externalities in railway infrastructure, operators in the Swedish railway infrastructure shall pay charges based on short-run marginal social costs. Internalization of the social cost from noise is of particular interest, since it is the only environmental problem which people perceive as more troublesome today than they did in the early 1990s. Inclusion of a noise component in rail infrastructure charges raises two problems: (i) the monetary evaluation of noise abatement, since noise is a non-marketed good, and (ii) the estimation of the effect on the noise level that one extra train will create. We are interested in the marginal noise, since infrastructure charges based on the short-run marginal cost principle should be based on the effect from the marginal train, not the noise level itself. We show in this study that, based on already obtained knowledge, it is possible to implement a noise component in the rail infrastructure charges. Those values that already today are used to estimate the social cost from noise exposure (which in Sweden are based on noise from road-traffic) in cost benefit analysis can also be used to calculate the marginal cost. We recommend, however, that further research is carried out in order to get more robust estimates and to get estimates based on railway traffic. We also show that the existing noise estimation models can easily be modified to estimate the marginal noise. Noise infrastructure charges give the operators incentives to reduce their noise emissions. We believe that this kind of charges can be used to reduce overall emission levels to an optimal social level, but that it is important that these charges are based on monetary estimates for rail-traffic and not road-traffic.
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| 8. |
- Andersson, Henrik, et al.
(författare)
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Bullervärden för samhällsekonomisk analys : beräkningar för väg- och järnvägsbuller
- 2009
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Noise is a significant social problem. For example, more than 20 per cent of the European Union's population is exposed to higher noise than what is considered acceptable. The transport sector is a major contributor to society's increasing noise problem, due to increased traffic volumes and urbanization exposing more people to noise. Road traffic is admittedly the largest individual noise source in the transport sector, but other transport modes such as aircraft and railways are also responsible for considerable noise emissions. Noise entails costs for the society. This fact, and that society has different needs, means that policies and projects to reduce noise levels need to be evaluated to secure an efficient resource allocation. Benefit cost analysis is a powerful tool to evaluate noise abatement, but it requires both benefits and costs to be measured in a common metric, i.e. in monetary values. Today's official monetary values for all modes are based on the impact of road-traffic noise on property prices. It is a well established fact that the disturbance which individuals experience differs between modes, and therefore there is a need to estimate monetary values based on the respective modes. This report focuses on road and rail noise, two noise sources with different characteristics. This study describes the need to revise the current official Swedish policy values for noise abatement. Current values for road-traffic noise show a progressive relationship between the social cost and the noise level that is too strong, and values for railway noise has been missing and instead based on results for road noise. Valuation of health effects should also be based on EKM since it is sanctioned within the EU, instead of the approach now proposed by ASEK based on estimated total social costs from noise exposure in relation to estimates from willingness to pay studies.
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| 9. |
- Andersson, Henrik, et al.
(författare)
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Charging the polluters : a pricing model for road and railway noise
- 2011
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This study outlines a method to estimate the short run marginal cost (SRMC) for road and railway noise. It is based on standardized calculation methods for total noise levels and monetary cost estimates from well established evaluation methods. Here official calculation methods and monetary values are used for Sweden, but the estimation method for the SRMC outlined can be directly applied using other standardized noise calculation methods and monetary values. This implies that the current knowledge regarding the calculation of total noise levels and the evaluation of the social cost of noise can be extended to estimate the marginal effect as well. This is an important finding since it enables policy makers to price noise externalities in an appropriate way. Several sensitivity tests run for the SRMC show that: (i) increasing the total traffic on the infrastructure has only a minor influence, (ii) estimates are quite sensitive to the number of exposed individuals, and (iii) to the monetary values used. Hence, benefits transfer, i.e. using monetary values elicited based on road noise for railway noise, should be done with caution or not at all. Results also show that the use of quiet technology can have a significant effect on the SRMC. The fact that this model is able to differentiate not only modes of transport, but also vehicles and even technologies is an important finding. It is essential that the noise charges give the operators the right incentives to choose their optimal allocation.
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| 10. |
- Andersson, Henrik, et al.
(författare)
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Charging the Polluters A Pricing Model for Road and Railway Noise
- 2013
-
Ingår i: Journal of Transport Economics and Policy. - 0022-5258 .- 1754-5951. ; 47, s. 313-333
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Tidskriftsartikel (refereegranskat)abstract
- By combining standardised calculation methods for total noise levels and monetary estimates from well-established evaluation methods, this study outlines a model to estimate the short-run marginal cost (SRMC) for road and railway noise that is able to differentiate not only modes of transport, but also vehicles and technologies. Several sensitivity tests run for the SRMC show that estimates are insensitive to traffic volume, sensitive to the number of exposed individuals, and sensitive to the monetary values used. Results also show that the use of quiet technology can have a significant effect on the SRMC.
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| 11. |
- Andersson, Henrik, et al.
(författare)
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Efterfrågan på tystnad : skattning av betalningsviljan för icke-marginella förändringar av vägtrafikbuller
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Efterfrågan på tystnad från vägbullerexponering skattas i detta projekt baserat på båda stegen i en så kallad hedonisk modell. Vi använder data från sju olika kommuner runt om i Sverige. Baserat på efterfrågekurvan kan vi räkna ut betalningsviljor för icke-marginella förändringar i bullerexponering från vägtrafik. Dessa resultat har stor användning i samhällsekonomiska kalkyler inom transportsektorn. Våra skattningsresultat visar att betalningsviljan för en bullerreducering från 66 till 65 dB är 2211 kronor per individ och år och 477 kronor per individ och år för en bullerreducering från 56 till 55 dB. Resultaten visar ingen betalningsvilja för bullerreduceringar under 52,8 dB. För en bullerreducering från 66 dB till 52,8 dB och alla lägre bullernivåer är betalningsviljan 15 225 kronor. Denna summa är även kostnaden för att utsättas för 66 dB vägbuller per individ och år.
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| 12. |
- Andersson, Henrik, et al.
(författare)
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Marginal cost pricing of noise in railway infrastructure
- 2008
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In order to mitigate negative effects from traffic it has been decided that infrastructure charges in the European Union (EU) should be based on short run marginal costs. The Swedish Parliament has legislated that operators in the Swedish railway infrastructure must pay charges based on short run marginal social costs in order to mitigate externalities in railway infrastructure. Internalization of the social cost of noise is of particular interest, since it is the only environmental problem perceived as more troublesome today than in the early 1990s. Inclusion of a noise component in rail infrastructure charges raises two issues: (i) the monetary evaluation of noise abatement, since noise is a non-market good, and (ii) the estimation of the effect on the noise level that one extra train will create. Regarding the latter, we are interested in the marginal noise, since infrastructure charges based on the short-run marginal cost principle should be based on the effect from the marginal train, not the noise level itself. Using already existing knowledge, this study shows that it is possible to implement a noise component in the rail infrastructure charges. The values that are used today to estimate the social cost of noise exposure in cost benefit analysis can also be used to calculate the marginal cost. We recommend, however, that further research be carried out in order to get more robust estimates based on railway traffic. We also show that the existing noise estimation models can easily be modified to estimate the marginal noise. Noise infrastructure charges give the operators incentives to reduce their noise emissions. We believe that this kind of charge can be used to reduce overall emission levels to an optimal social level, but that it is important for the charge to be based on monetary estimates for rail-traffic and not road-traffic.
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| 13. |
- Andersson, Henrik, et al.
(författare)
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Marginal cost pricing of noise in railway infrastructure
- 2009
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Ingår i: Railway Transportation. - : Nova Science Publishers, Inc.. - 9781617285745 - 9781606928639 ; , s. 141-162
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- In order to mitigate negative effects from traffic it has been decided that infrastructure charges in the European Union (EU) should be based on short run marginal costs. The Swedish Parliament has legislated that operators in the Swedish railway infrastructure must pay charges based on short run marginal social costs in order to mitigate externalities in railway infrastructure. Internalization of the social cost of noise is of particular interest, since it is the only environmental problem perceived as more troublesome today than in the early 1990s. Inclusion of a noise component in rail infrastructure charges raises two issues: (i) the monetary evaluation of noise abatement, since noise is a non-market good, and (ii) the estimation of the effect on the noise level that one extra train will create. Regarding the latter, we are interested in the marginal noise, since infrastructure charges based on the short-run marginal cost principle should be based on the effect from the marginal train, not the noise level itself. Using already existing knowledge, this study shows that it is possible to implement a noise component in the rail infrastructure charges. The values that are used today to estimate the social cost of noise exposure in cost benefit analysis can also be used to calculate the marginal cost. We recommend, however, that further research be carried out in order to get more robust estimates based on railway traffic. We also show that the existing noise estimation models can easily be modified to estimate the marginal noise. Noise infrastructure charges give the operators incentives to reduce their noise emissions. We believe that this kind of charge can be used to reduce overall emission levels to an optimal social level, but that it is important for the charge to be based on monetary estimates for rail-traffic and not road-traffic.
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| 14. |
- Andersson, Henrik, et al.
(författare)
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Noise charges in railway infrastructure : a pricing schedule based on the marginal cost principle
- 2006
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In order to mitigate the negative effects of transportation and to achieve a competitive transport sector, infrastructure charges in the European Union shall be based on short-run marginal costs. This paper shows that railway-noise charges can be estimated using already obtained knowledge of monetary and acoustical noise evaluation. Most European countries have standardised calculation methods for total noise level, which can be used to estimate the marginal acoustical effect. Based on a Swedish case study (with a relatively high number of exposed individuals), railway-noise charges are estimated at 0.026, 0.099 and 0.89 e/km for commuter, high-speed and freight trains, respectively.
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| 15. |
- Andersson, Henrik, et al.
(författare)
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Noise charges in road traffic : a pricing schedule based on the marginal cost principle
- 2007
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- One way of mitigating the negative effects of noise from road traffic is to include the external cost of noise in a road charging system. This study shows how standardized calculation methods for road traffic noise can be used together with monetary estimates of the social cost of noise exposure to calculate charges based on the social marginal cost. Using Swedish data on traffic volume and individuals exposed to road noise, together with official Swedish monetary values for noise exposure, we estimate road-noise charges for light (cars) and heavy (trucks) vehicles.
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| 16. |
- Andersson, Henrik, et al.
(författare)
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Property prices and exposure to multiple noise sources : hedonic regression with road and railway noise
- 2008
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This study examines the effect of road and railway noise on property prices. It uses the hedonic regression technique on a Swedish data set that contains information about both road and railway noise for each property, and finds that road noise has a larger negative impact on the property prices than railway noise. This is in line with the evidence from the acoustical literature which has shown that individuals are more disturbed by road than railway noise, but contradicts recent results from a hedonic study on data of the United Kingdom.
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| 17. |
- Andersson, Henrik, et al.
(författare)
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Property Prices and Exposure to Multiple Noise Sources : Hedonic Regression with Road and Railway Noise
- 2010
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Ingår i: Environmental and Resource Economics. - : Springer Science and Business Media LLC. - 0924-6460 .- 1573-1502. ; 45:1, s. 73-89
-
Tidskriftsartikel (refereegranskat)abstract
- This study examines the effect of road and railway noise on property prices. It uses the hedonic regression technique on a Swedish data set that contains information about both road and railway noise for each property, and finds that road noise has a larger negative impact on the property prices than railway noise. This is in line with the evidence from the acoustical literature which has shown that individuals are more disturbed by road than railway noise, but contradicts recent results from a hedonic study on data of the United Kingdom.
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| 18. |
- Andersson, Henrik, et al.
(författare)
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Traffic noise effects of property prices : hedonic estimates based on multiple noise indicators
- 2015
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Valuation of traffic noise abatement based on hedonic pricing models of the property market has traditionally measured the noise as the equivalent, or another average, level. What is not captured in such a noise indicator is the maximum noise level of a vehicle passage. In this study, we incorporate the maximum noise level in the hedonic model letting the property price depend on both the equivalent noise level and the maximum noise level. Hedonic models for both rail and road noise are estimated. Data consists of characteristics of sold properties, property-specific noise calculation, and geographical variables.We use the hedonic approach to estimate the marginal willingness to pay (WTP) for maximum noise abatement where we model the effect as the maximum noise level subtracted with the equivalent noise level. Furthermore, we control for the equivalent noise level in the estimations. The estimated results show that including the maximum noise level in the model has influence on the property prices, but only for rail and not for road. This means that for road we cannot reject the hypothesis that WTP for noise abatement is based on the equivalent noise level only. For rail, on the other hand, we estimate the marginal WTP for the maximum noise level and it turns out to be substantial. Also, the marginal WTP for the equivalent noise levels seems to be unaffected by the inclusion of the maximum noise level in the model. More research of this novel topic is requested though.
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| 19. |
- Arnesson, Matilda, 1988, et al.
(författare)
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Residential vibration exposure from railway traffic in Sweden
- 2016
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Ingår i: Proceedings of the INTER-NOISE 2016 - 45th International Congress and Exposition on Noise Control Engineering: Towards a Quieter Future. ; , s. 2131-2137
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Konferensbidrag (refereegranskat)abstract
- Ground borne vibrations generated by train passages cause annoyance and sleep disturbance when the vibration velocity is too high in dwellings close to railway lines. In order to estimate how many people that are exposed to certain vibration velocities from railway traffic in Sweden, data almost 3 000 measurements of vibration have been used and classified according to geology at the receiving building and at the point on the railway line closest to the receiver. For 7 classes of geology the measurement results at the building foundation was used to estimate a simplified mathematical model, and by using 575 measurements of responses from foundation to indoor vibration velocity the weighted indoor levels could be predicted. Based on geological maps and a database of all properties close to railways the total number of exposed individuals in Sweden could be estimated. The results show that approximately 14 000 people are exposed to an rms-weighted maximum vibration velocity of 1.0 mm/s in their home in Sweden, which is about 65 percent higher than previous estimates.
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| 20. |
- Arvidsson, Anna K., 1971-, et al.
(författare)
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Åkkvalitet på vinterväg
- 2014
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Denna VTI-studie konstaterar att det går att mäta ojämnheter på vinterväg på samma sätt som på barmarksväg. Både ojämnheter och buller vid låga frekvenser ökar vid visst vinterväglag och är kopplade till hastighet. De mätningar som utförts inom projektets ramar visar att det går utmärkt att utföra mätningar på en snöklädd yta. Med vinterväglag menas här en snöklädd väg cirka ett dygn efter ett kraftigt snöfall. Baserat på de vägar som mättes visar studien att ojämnheter i våglängdsintervallet 0,05 till 1 meter påverkas allra mest av vinterväglaget. Ojämnheterna ökar cirka 5 gånger i medeltal för hela testslingan från barmarks- till vinterförhållanden. Det går även att se att ytans struktur, som beskrivs av de kortaste våglängderna som undersöktes, <10 mm, blir slätare på den snöklädda ytan vilket var en av hypoteserna och som indikerar att mätningen är pålitlig. Kopplingen mellan buller och ojämnheter är relaterade till hastighet. Den största ljudskillnaden mellan vinter- och sommarväg var vid låga frekvenser. Det uppfattade ljudet i bilen var då mellan 3 och 6 decibel högre för körningen på vinterväg. I de mer högfrekventa områdena var skillnaden i ljudnivå tvärtom, lägre för vintervägen än för sommarvägen och en trolig orsak till detta kan vara att ljudet absorberas av snön.
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| 21. |
- Bartels, Susanne, et al.
(författare)
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The impact of nocturnal road traffic noise, bedroom window orientation, and work-related stress on subjective sleep quality: results of a cross-sectional study among working women.
- 2021
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Ingår i: International archives of occupational and environmental health. - : Springer Science and Business Media LLC. - 1432-1246 .- 0340-0131. ; 94, s. 1523-1536
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Tidskriftsartikel (refereegranskat)abstract
- To examine the effect of work-related stress and road noise exposure on self-rated sleep and potential additive interaction effects.Sleep and predictor variables were surveyed within two subsamples with 2191 and 1764 working women in a cross-sectional study. Sleep was assessed using a single question on general sleep quality and four questions on specific sleep problems and subsequently dichotomized (poor sleep vs. no poor sleep). Work-related stress was operationalized by job strain and effort-reward imbalance. Nocturnal exposure to road traffic noise was assessed as (a) the orientation of the bedroom window to a quiet façade vs. a low-, medium- or high-trafficked street and (b) energy-equivalent sound pressure levels for night-time modelled at the most exposed façade (Lnight). We distinguished between low (<45dB(A)), medium (45-50dB(A)) and high exposure (>50dB(A)).Poor sleep was associated with job strain and effort-reward imbalance. The prevalence of poor sleep did not increase with increasing Lnight, but bedroom window orientation showed a non-significant trend. A quiet façade had a protective effect on sleep in each Lnight category. We found a non-significant trend for an additive interaction between bedroom window orientation and job strain.Noise levels modelled for the most exposed façade likely overestimate the actual exposure and thus may not be a precise predictor of poor sleep. Bedroom window orientation seems more relevant. Potential additive interaction effects between bedroom window orientation and job strain should be considered when interpreting epidemiological study results on noise-induced sleep disturbances.
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| 22. |
- Bolling, Anne, et al.
(författare)
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SHAKE - an approach for realistic simulation of rough roads in a moving base driving simulator
- 2010
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Ingår i: Trends in driving simulation design and experiments. - Arcueil : Institut national de recherche sur les transports et leur securite, INRETS. - 9782857826859 ; , s. 135-143
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Konferensbidrag (refereegranskat)abstract
- With today’s advanced measurement equipment for measuring roads, it is possible to measure road geometry at high precision within a large span of wavelengths. Detailed information about the roads longitudinal and lateral profile, including macro texture, would in theory be sufficient for a realistic reproduction of road induced vibration and noise in a driving simulator. Especially, it would be possible to create a direct connection between the visual information of the road condition and the ride experience, which would increase the level of realism in the simulation. VTI has during three years performed an internal project called SHAKE with the aim to develop and implement models in VTI driving simulator III that use measured road data for generating realistic vibrations and audible road noise connected to the visual impression presented on the projection screen. This has indeed resulted in an more realistic driving experience, and a validation study with test persons driving both in the simulator and in the field has been undertaken. The OpenDRIVE standard is used as a framework for describing the road properties (e.g. visual, vibrations and noise). For this purpose some augumentations to the OpenDRIVE standard had to be made. This paper describes the technical implementations in the driving simulator, along with results from test drives on the implemented road sections
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| 23. |
- Enoksson Wallas, A., et al.
(författare)
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Traffic noise and other determinants of blood pressure in adolescence
- 2019
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Ingår i: International Journal of Hygiene and Environmental Health. - : Elsevier BV. - 1438-4639 .- 1618-131X. ; 222:5, s. 824-830
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Tidskriftsartikel (refereegranskat)abstract
- Background: Exposure to traffic noise has been associated with hypertension in adults but the evidence in adolescents is limited. We investigated long-term road traffic noise exposure, maternal occupational noise during pregnancy and other factors in relation to blood pressure and prehypertension at 16 years of age. Methods: Systolic and diastolic blood pressure were measured in 2597 adolescents from the Swedish BAMSE birth cohort. Levels of road traffic noise were estimated at home addresses during lifetime and for the mother during pregnancy as well as maternal occupational noise exposure during pregnancy. Exposure to NO x from local sources was also assessed. Associations between noise or NO x exposure and blood pressure or prehypertension were analysed using linear and logistic regression. Results: The prevalence of prehypertension was higher among males and in those with overweight, low physical activity or overweight mothers. No strong or consistent associations were observed between pre- or postnatal exposure to road traffic noise and blood pressure at 16 years of age. However, inverse associations were suggested for systolic or diastolic blood pressure and prehypertension, which reached statistical significance among males (OR 0.80 per 10 dB L den , 95% CI 0.65–0.99) and those with maternal occupational noise exposure ≥ 70 dB L Aeq8h (OR 0.60, 95% CI 0.41–0.87). On the other hand, occupational noise exposure during pregnancy tended to increase systolic blood pressure and prehypertension risk in adolescence. No associations were seen for NO x exposure. Conclusion: No conclusive associations were observed between pre- or postnatal noise exposure and blood pressure or prehypertension in adolescents. © 2019
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| 24. |
- Forssén, Jens, et al.
(författare)
-
A model of sound scattering by atmospheric turbulence for use in noise mapping calculations
- 2014
-
Ingår i: Acta Acoustica united with Acustica. - : S. Hirzel Verlag. - 1610-1928 .- 1861-9959. ; 100:5, s. 810-815
-
Tidskriftsartikel (refereegranskat)abstract
- Sound scattering due to atmospheric turbulence limits the noise reduction in shielded areas. An engineering model is presented, aimed to predict the scattered level for general noise mapping purposes including sound propagation between urban canyons. Energy based single scattering for homogeneous and isotropic turbulence following the Kolmogorov model is assumed as a starting point and a saturation based on the von Kármán model is used as a first-order multiple scattering approximation. For a single shielding obstacle the scattering model is used to calculate a large dataset as function of the effective height of the shielding obstacle and its distances to source and receiver. A parameterisation of the dataset is used when calculating the influence of single or double canyons, including standardised air attenuation rates as well as façade absorption and Fresnel weighting of the multiple façade reflections. Assuming a single point source, an aver aging over three receiver positions and that each ground reflection causes energy doubling, the final engineering model is formulated as a scattered level for a shielding building without canyon plus a correction term for the effect of a single or a double canyon, assuming a flat rooftop of the shielding building. Input parameters are, in addition to geometry and sound frequency, the strengths of velocity and temperature turbulence.
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| 25. |
- Forssén, Jens, 1968, et al.
(författare)
-
A Model of Sound Scattering by Atmospheric Turbulence for Use in Noise Mapping Calculations
- 2014
-
Ingår i: Acta Acustica united with Acustica. - : Wissenschaftliche Verlagsgesellschaft mbH. - 1610-1928 .- 1861-9959. ; 100:5, s. 810-815
-
Tidskriftsartikel (refereegranskat)abstract
- Sound scattering due to atmospheric turbulence limits the noise reduction in shielded areas. An engineering model is presented, aimed to predict the scattered level for general noise mapping purposes including sound propagation between urban canyons. Energy based single scattering for homogeneous and isotropic turbulence following the Kolmogorov model is assumed as a starting point and a saturation based on the von Karman model is used as a first-order multiple scattering approximation. For a single shielding obstacle the scattering model is used to calculate a large dataset as function of the effective height of the shielding obstacle and its distances to source and receiver. A parameterisation of the dataset is used when calculating the influence of single or double canyons, including standardised air attenuation rates as well as facade absorption and Fresnel weighting of the multiple facade reflections. Assuming a single point source, an aver aging over three receiver positions and that each ground reflection causes energy doubling, the final engineering model is formulated as a scattered level for a shielding building without canyon plus a correction term for the effect of a single or a double canyon, assuming a flat rooftop of the shielding building. Input parameters are, in addition to geometry and sound frequency, the strengths of velocity and temperature turbulence.
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| 26. |
- Forssén, Jens, 1968, et al.
(författare)
-
An urban planning tool demonstrator with auralisation and visualisation of the sound environment
- 2020
-
Ingår i: Proceedings of the FA2020 Conference. ; , s. 869-871
-
Konferensbidrag (refereegranskat)abstract
- The paper presents findings from a recent project about the development of a demonstrator of an urban planning tool that includes auralised sounds as well as visualisations of sound propagation and facade noise levels linked to health impact. In urban development projects, the sound environment is one of the key elements, but often enters late in the planning process. As a result, even if the noise regulations are fulfilled, the potentially good sound environment may suffer unnecessary quality reductions. In addition, the standard ways of presenting and analysing the situations, using noise levels and noise maps, has potential for improvement, especially considering the transdisciplinary approaches to planning that are increasing in use. The tool aims to simplify the usage also at early stage planning, including scenario analysis, as well as to facilitate the urban planners' understanding of the sound environment and its effects. The paper presents results from the development of the demonstrator, reflecting on auralisation as well as on multiple aspects of visualisation including grid noise maps, health-related facade noise levels and choice of colour scales.
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| 27. |
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| 28. |
- Forssén, Jens, 1968, et al.
(författare)
-
Thick barrier noise-reduction in the presence of atmospheric turbulence: Measurements and numerical modelling
- 2002
-
Ingår i: Applied Acoustics. - 0003-682X .- 1872-910X. ; 63:2, s. 173-187
-
Tidskriftsartikel (refereegranskat)abstract
- Atmospheric turbulence causes scattering of sound, which can reduce the performance of sound barriers. This is an important inclusion in prediction models to obtain a correct picture of the sound reduction at higher frequencies. Here a prediction method is applied that uses the strengths of the wind and temperature turbulence to estimate the scattered power into the shadow zone of a barrier. The predictions are compared to full-scale measurements on a thick barrier, where both acoustic and meteorological data were recorded simultaneously under both calm and windy conditions. Comparison between the measurements and the predictions indicate that the method gives reasonably accurate results for mid to high frequencies and a slight overestimation at very high frequencies.
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| 29. |
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| 30. |
- Genell, Anders, 1974-, et al.
(författare)
-
Methods for calculating LAFmax using the Nordic prediction method, Nord 2000 and Cnossos-EU
- 2019
-
Ingår i: INTER-NOISE 2019 MADRID - 48th International Congress and Exhibition on Noise Control Engineering. - : SOCIEDAD ESPANOLA DE ACUSTICA - Spanish Acoustical Society, SEA. - 9788487985317
-
Konferensbidrag (refereegranskat)abstract
- In Sweden the use of maximum a-weighted sound level (LAFmax), in combination with equivalent a-weighted sound level over 24h (LAeq24h), has been used for noise regulation for many years. The regulation was turned into legislation in 2015 for new housing development plans. The maximum level gives a good indication of sleep disturbance for residents in exposed dwellings, especially if combined with number of loud passages or events. In areas with little traffic the equivalent level can be very low, whereas the maximum level just depends on an individual vehicle rather than on the number of vehicles. The Swedish legislation defines maximum noise level as "the loudest vehicle, with time weighting'Fast', calculated as a free field value". When calculating noise levels from road or rail traffic, there is no knowledge of individual vehicle properties. In the prediction methods used in Sweden, the calculation of maximum level is therefore based on statistical data such as the standard deviation of measured sound levels for each vehicle type at a certain speed. In the current paper some different methods to calculate maximum noise levels are presented, using Nordic methods as well as the common Cnossos-EU method, as well as their impact on results. © INTER-NOISE 2019 MADRID - 48th International Congress and Exhibition on Noise Control Engineering. All Rights Reserved.
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| 31. |
- Gidlöf-Gunnarsson, Anita, 1957, et al.
(författare)
-
Comparative studies on railway and road traffic noise annoyances and the importance of number of trains
- 2011
-
Ingår i: 11th International Congress on Noise as a Public Health Problem (ICBEN), 24-28 July, 2011, London, UK.
-
Konferensbidrag (refereegranskat)abstract
- Railway noise is perceived as less annoying than road traffic noise, both in terms of general annoyance and sleep disturbances according to dose-response relationships from meta-analyses. However, findings in recent years from Japanese studies show, unlike most European studies, that railway noise is perceived as more annoying than road traffic noise at sound levels >LAeq,24h 55 dB. This applies particularly to the Japanese Shinkansen express trains as well as conventional trains. Several of the Japanese studies have been done in areas with a very large number of trains (about 500-800 trains/day). In the present study, the following research questions were asked: How does a large number of trains affect noise annoyance and can the differences between Japanese studies (railway noise more annoying than road traffic noise) and European studies (railway noise less annoying than road traffic noise) in part be due to major differences in the number of trains? Socio-acoustic surveys (n=1689) were conducted in residential areas exposed to railway noise with different number of trains (124 trains/day vs. 481 trains/day) and road traffic noise (LAeq,24h 45-65 dB in all areas) The findings show that the number of trains/day, and not only the equivalent sound levels influence how railway noise is perceived. When the number of trains is very large, (481 trains/day), the proportion who are annoyed and report disturbed activities is significantly higher than in a situation with fewer trains (124 trains/day) at equal sound levels and in comparison to road traffic noise >LAeq,24h 55 dB.
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| 32. |
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| 33. |
- Gidlöf-Gunnarsson, Anita, 1957, et al.
(författare)
-
Good sound environment in green areas modify road-traffic noise annoyance at home
- 2009
-
Ingår i: Proceedings of the 8th European Conference on Noise Control 2009 (EURONOISE 2009). - uo : Curran Associates, Inc.. ; , s. 1579-1587
-
Konferensbidrag (populärvet., debatt m.m.)abstract
- There has been a growing recognition among noise researchers that natural elements and natural areas of the built environment have potentials to reduce annoyance due to traffic noise. It has been suggested that presence of vegetation (e.g., trees, bushes, grass, flowers) contributes to an aesthetically pleasing environment, which influence overall residential satisfaction and people?s perception of the noise. Other expected benefits of natural elements/areas are prevention or modification of adverse effects of work-, personal-, or environmental stress (e.g., noise) through restoration processes. Within the large TVANE-project, the present study examined the effect of green areas (park or similar at walking distance) on noise responses in residential settings (n=468) exposed to road traffic noise (LAeq,24h 45 to 65 dB). A binary multiple logistic regression analysis, with sound exposure as the prime variable assumed to predict general noise annoyance at home, indicated that presence of green areas, a closer distance to it from the subject?s home, and perceived green-area characteristics (good sound environment, high attractiveness and potentials for recreational activities) significantly lowered noise annoyance. The results suggest that the exposure-response relationship between noise and annoyance is influenced by access to nearby green areas provided that they have good environmental quality, particularly regarding the perceived sound environment
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| 34. |
- Gidlöf-Gunnarsson, Anita, 1957, et al.
(författare)
-
Noise annoyance and restoration in different courtyard settings: Laboratory experiments on audio-visual interactions
- 2007
-
Ingår i: Proceedings of Inter Noise 2007, Istanbul 28-31 August, Paper no IN07_117 (Available on CD)..
-
Konferensbidrag (refereegranskat)abstract
- Having access to restorative, natural environments in urban residential areas is important for health and wellbeing. However, previous research on restorative environments is mainly focused on the visual impression. Knowledge is needed on the interaction between the acoustic/perceived soundscape and the visual appearance in residential settings intended for restoration and recreation. The present study examines audio-visual interactions in two laboratory settings – an attractive vs. unattractive courtyard. At each courtyard setting, six sound conditions were presented in a randomised order during 4 minutes each: only sounds from road traffic at LAeq 43, 50 and 55 dB, and these traffic sound levels together with birdsong. 24 subjects (12 men, 12 women) participated in the experiment. The results indicate that visual courtyard perception, road traffic noise annoyance, perceived soundscape (e.g., soothing, stressing), emotional reactions, and possibilities to rest/relax were affected by courtyard setting, sound levels, and birdsong. For example, noise annoyance decreased with the attractive courtyard setting and presence of birdsong. However, about 35 to 50% and 75 to 90% were annoyed at 50 and 55 dB, respectively. At these sound levels, few of the participants reported that they would like to visit the courtyards, even if it was the attractive one.
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| 35. |
- Gidlöf-Gunnarsson, Anita, 1957, et al.
(författare)
-
Railway noise annoyance and the importance of number of trains, ground vibration, and building situational factors
- 2012
-
Ingår i: Noise & Health. - : Medknow. - 1463-1741. ; 14:59, s. 190-201
-
Tidskriftsartikel (refereegranskat)abstract
- Internationally accepted exposure-response relationships show that railway noise causes less annoyance than road traffic and aircraft noise. Railway transport, both passenger and freight transport, is increasing, and new railway lines are planned for environmental reasons. The combination of more frequent railway traffic and faster and heavier trains will, most probably, lead to more disturbances from railway traffic in the near future. To effectively plan for mitigations against noise and vibration from railway traffic, new studies are needed to obtain a better basis of knowledge. The main objectives of the present study was to investigate how the relationship between noise levels from railway traffic and general annoyance is influenced by (i) number of trains, (ii) the presence of ground borne vibrations, and (iii) building situational factors, such as orientation of balcony/patio and bedroom window. Socio-acoustic field studies were executed in residential areas; (1) with relatively intense railway traffic; (2) with strong vibrations, and; (3) with the most intense railway traffic in the country. Data was obtained for 1695 respondents exposed to sound levels ranging from LAeq,24h 45 to 65 dB. Both number of trains and presence of ground-borne vibrations, and not just the noise level per se, are of relevance for how annoying railway noise is perceived. The results imply that, for the proportion annoyed to be equal, a 5 - 7 dB lower noise level is needed in areas where the railway traffic causes strong ground-borne vibrations and in areas with a very large number of trains. General noise annoyance was twice as high among residents in dwellings with balcony / patio oriented towards the railway and about 1.5 times higher among residents with bedroom windows facing the railway.
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| 36. |
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| 37. |
- Gustafson, Andreas, et al.
(författare)
-
Kompletterande anvisningar för strategisk kartläggning avbuller från väg- och spårtrafik med CNOSSOS-EU
- 2022
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Denna text utgör ett tillägg till kartläggningsanvisningarna i SP Rapport 2010:77(SPR2010:77) [1], och innehåller kompletterande information som behövs för attgenomföra strategisk kartläggning av buller från väg- och spårtrafik medberäkningsmetoden CNOSSOS-EU [2].Med strategisk kartläggning avses bullerkartläggning enligt EU:somgivningsbullerdirektiv [3].
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| 38. |
- Gustafson, Andreas, et al.
(författare)
-
Nord2000 spår : Svenska emissionsdata för beräkning av bullerfrån spårburen trafik med hjälp av Nord 2000
- 2024
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Denna rapport beskriver emissionsdata för beräkningav buller från spårtrafik i Sverige med den Nordiskaberäkningsmetoden Nord2000. Emissionsdata ärframtagna för olika tågtyper utifrån mer än 700uppmätta tågpassager fördelade över 9 mätplatser,samt från mätningar av ytråheten på rälhuvudet pådessa platser. Totalt presenteras indataparametrar för8 motorvagnar (inklusive X2) och godståg medgjutjärnsblock skapade genom statistisk analys avmätresultaten i enlighet med ett utkast tilleuropastandard (prEN 17936). För motorvagnen ER1,godståg med skivbroms eller K-block och för lokdragnapersontåg var mätunderlaget för litet och deframtagna indata är istället baserade på bådeuppmätta passa ger och/eller äldre indata.
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| 39. |
- Gustafson, Andreas, et al.
(författare)
-
Status Nord2000 : Inventering av Nord2000 relativt svenska behov
- 2022
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Rapporten innehåller en genomgång av historik och nuvarande status för Nord2000. Nu gällande rapporter, svenska källdata, samt tillgängliga mjukvaror redovisas. Utvecklingsbehov i närtid och på sikt diskuteras.Det återstår en begränsad mängd arbete med att förbereda en bastillämpning av Nord2000 för svenska inhemska utredningar. Arbetet bör huvudsakligen kunna utföras under 2022 så att de tekniska förutsättningarna för att använda Nord2000 är tillgängliga tidigast 1 januari 2023. En förutsättning är att arbetet i huvudsak är begränsat till följande identifierade behov:Källdata för spårbuller finns i dagsläget inte för alla tågtyper, men nya indata kommer tas fram under 2022.Implementering av maximalnivå för vägtrafik i programvaran SoundPLAN pågår för närvarande, en betaversion finns framme.För att beräkna maximalnivå från vägtrafik behöver också standardavvikelser per fordonskategori tas fram.De problem med beräkning av maximalnivå från spårtrafik som rapporterats om är identifierade och ett fungerande alternativ finns. Det kvarstår ett behov av att förtydliga och eventuellt också förbättra metoden, men det bör kunna vänta.Avståndskorrektion för LAFmax spårtrafik återstår att implementera.Anvisningar för användare (akustikkonsulter och andra) kommer behövas, en första version är under utarbetande.En formell övergång till Nord2000 behöver föregås av informationsspridning till dem som berörs. Hur det ska gå till och hur mycket tid det erfordrar är inte slutgiltigt fastställt. En plan för övergången behöver tas fram, bl a för Trafikverket. För att Nord2000 ska kunna utgöra en rekommenderad metod erfordras även arbete med styrande regelverk hos t ex Transportstyrelsen. Sverige bör också delta i arbetet med att förvalta referensprogramvaran Compro, och Kunskapscentrum om buller föreslås ansvara för detta.
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| 40. |
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| 41. |
|
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| 42. |
- Haraldsson, Mattias, et al.
(författare)
-
Marginalkostnadsskattningar för buss och lätt lastbil : buller, trafiksäkerhet och vägslitage
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Syftet med denna rapport är att beräkna marginalkostnader för buller, trafiksäkerhet och vägslitage för bussar och lätta lastbilar. Bullerkostnaderna beräknas med modellen Nord 2000 tillsammans med kalkylvärden från ASEK 5. Marginalkostnaden för trafiksäkerhet beräknas utifrån olycksstatistik i STRADA, en fördelning av trafikarbete mellan landsbygd och tätort samt kalkylvärden från ASEK 5. Marginalkostnaden för vägslitage beräknas genom att justera de värden för genomsnittliga tunga fordon som finns i ASEK 5. Justeringen görs utifrån antalet standardaxlar. För bussar beräknas antalet standardaxlar med hjälp av statistik från fordonsregistret, medan antalet standardaxlar hos lätta lastbilar beräknas utifrån fordonstypens maximala totalvikt. Marginalkostnaden för buller har differentierats på vägar med olika ÅDT och omgivning med olika tät befolkning.
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| 43. |
- Haraldsson, Mattias, et al.
(författare)
-
Samhällsekonomisk analys av rundvirkestransporter med 90-tonslastbilar : delprojekt inom Sammodalitetsprojektet
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Syftet med denna rapport är att göra en samhällsekonomisk analys som visar hur de kostnader som rundvirkestransporter med lastbil ger upphov till, skulle påverkas om fordonens totalvikt tilläts öka från 60 till 90 ton och samtidigt få en tillåten maxlängd på 30 meter. Analysen görs på två sätt. Först redovisas genomsnittliga kostnader per fordonskilometer för olika fordonsstorlekar. Dessutom görs en kalkyl, som utgår från scenarier om hur mycket trafikarbetet skulle påverkas om större fordon tilläts. För att analysera hur transporterna av rundvirke genomförs i olika scenarier används den svenska godstransportmodellen Samgods. Flödesberäkningar från denna används därefter tillsammans med uppgifter från Nationella vägdatabasen (NVDB) för att beräkna samhällsekonomiska kostnader. Dessa beräkningar tar hänsyn till vägtyp och andra lokala förutsättningar och fångar därmed upp den variation i samhällsekonomiska kostnader som finns. Beräkningarna sammanfattas med den totala kostnaden för att transportera rundvirke med lastbil i Sverige under ett år. Enligt simuleringarna minskar trafikarbetet med 21 procent om 60-tonsfordon ersätts med 90-tonsfordon, om man inte tar hänsyn till brorestriktionerna. Detta ger en total samhällsekonomisk kostnadssänkning med 4 procent eller 163 miljoner kronor årligen. Då ska man dock komma ihåg att kostnaden för bärighetsåtgärder på broar, vilket är en förutsättning för att scenariot ska kunna realiseras, inte är inkluderade i analysen. Om vissa broar är spärrade för trafik med 90-tonsfordon är det inte generellt lönsamt att ersätta 60-tonsfordon, eftersom den samhällsekonomiska kostnaden då ökar med 15 procent. Redan idag är det dock möjligt att använda 90-tonsfordon på ett antal stråk som är viktiga för rundvirkestransporter.
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| 44. |
- Hornikx, Maarten, 1980, et al.
(författare)
-
On the improved point-to-point calculations for noise mapping in shielded urban areas
- 2012
-
Ingår i: 41st International Congress and Exposition on Noise Control Engineering 2012, INTER-NOISE 2012; New York, NY; United States; 19 August 2012 through 22 August 2012. - 9781627485609 ; 6, s. 5223-5234
-
Konferensbidrag (refereegranskat)abstract
- Noise mapping of urban areas according to standardized engineering calculation methods systematically results in an underestimation of noise levels at areas shielded from direct exposure to noise, such as inner yards. In these methods, road traffic lanes are represented by point sources and noise levels are computed utilizing point-to-point propagation paths. For a better prediction of noise levels in shielded urban areas, the attenuation terms describing these propagation paths are extended by terms including geometrical aspects of the urban environment both in the source and in the receiver area. In the present work, it has been studied to what extent these terms may be treated as being independent of the source-receiver distance. Also, the validity of treating the propagation path in a 2D plane rather than in 3D is investigated. Results obtained from a wave-based acoustic propagation model have been used for this assessment.
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| 45. |
- Hornikx, Maarten, 1980, et al.
(författare)
-
Urban background noise mapping : The multiple-reflection correction term
- 2014
-
Ingår i: Acta Acoustica united with Acustica. - 1610-1928 .- 1861-9959. ; 100:2, s. 293-305
-
Tidskriftsartikel (refereegranskat)abstract
- Mapping of road traffic noise in urban areas according to standardized engineering calculation methods systematically results in an underestimation of noise levels at areas shielded from direct exposure to noise, such as inner yards. In most engineering methods, road traffic lanes are represented by point sources and noise levels are computed utilizing point-to-point propagation paths. For a better prediction of noise levels in shielded urban areas, an extension of engineering methods by an attenuation term Acan has been proposed, including multiple reflections of the urban environment both in the source and in the receiver area.The present work has two main contributions for the ease of computing Acan. Firstly, it is shown by numerical calculations that Acan may be divided into independent source and receiver environment terms, As and Ar. Based on an equivalent free field analogy, the distance dependence of these terms may moreover be expressed analytically. Secondly, an analytical expression is proposed to compute As and Ar for 3D configurations from using 2D configurations only. The expression includes dependence of the street width-to-height ratio, the difference in building heights and the percentage of facade openings in the horizontal plane. For the expression to be valid, the source should be separated from the receiver environment by at least four times the street width.
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| 46. |
- Ibáñez, Cristian, et al.
(författare)
-
Circadian clock components regulate entry and affect exit of seasonal dormancy as well as winter hardiness in Populus trees
- 2010
-
Ingår i: Plant Physiology. - : ASPB Publications. - 0032-0889 .- 1532-2548. ; 153:4, s. 1823-1833
-
Tidskriftsartikel (refereegranskat)abstract
- This study addresses the role of the circadian clock in the seasonal growth cycle of trees: growth cessation, bud set, freezing tolerance, and bud burst. Populus tremula x Populus tremuloides (Ptt) LATE ELONGATED HYPOCOTYL1 (PttLHY1), PttLHY2, and TIMING OF CAB EXPRESSION1 constitute regulatory clock components because down-regulation by RNA interference of these genes leads to altered phase and period of clock-controlled gene expression as compared to the wild type. Also, both RNA interference lines show about 1-h-shorter critical daylength for growth cessation as compared to the wild type, extending their period of growth. During winter dormancy, when the diurnal variation in clock gene expression stops altogether, down-regulation of PttLHY1 and PttLHY2 expression compromises freezing tolerance and the expression of C-REPEAT BINDING FACTOR1, suggesting a role of these genes in cold hardiness. Moreover, down-regulation of PttLHY1 and PttLHY2 causes a delay in bud burst. This evidence shows that in addition to a role in daylength-controlled processes, PttLHY plays a role in the temperature-dependent processes of dormancy in Populus such as cold hardiness and bud burst.
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| 47. |
- Jerson, Tomas, et al.
(författare)
-
Elmotorvagn Coradia Duplex - Littera X40 : indata till beräkningsmodellerna NMT96 och Nord 2000
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Resultaten från bullermätningarna visar att den aktuella motorvagnstypen X40 har lägre bulleremission än befintliga tågtyper som t.ex. snabbtåget X2. I diagrammen 1 och 2 redovisas X2-tågets predikterade ljudnivåer i jämförelse med mätresultaten från X40-passager.Erhållna data har normaliserats enligt beräkningsmodellerna NMT96 och Nord 2000 och ingångsdata för beräkningar av bullerimmission från elmotorvagn X40 redovisas i tabeller 6 och 7 i avsnitt 6 ”Indata beräkningsmodeller”.
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| 48. |
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| 49. |
- Jerson, T, et al.
(författare)
-
How does noise annoyance relate to traffic intensity?
- 2010
-
Ingår i: Proceedings of the 10th International Workshop on Railway Noise, 18-22 October 2010, Nagahama, Japan. - : Curran Associates, Inc.. - 9781615676804 ; , s. 1-7
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- This study is part of the Swedish research program TVANE, where a number of questionnaire surveys has been performed. A comparison between three areas demonstrate that the reported annoyance is higher where the traffic intensity is higher even if the equivalent noise level is the same. The traffic intensity varies with a factor of 7 between the areas, and the reported annoyance is increased 1.3 –2.5 times.
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| 50. |
- Jerson, Tomas, et al.
(författare)
-
TVANE - Train vibration and noise effects : presentation of a Swedish research project
- 2009
-
Ingår i: Noise Control Engineering. International Congress And Exhibition.. - : Curran Associates, Inc.. - 9781605609898 ; , s. 1397-1403
-
Konferensbidrag (refereegranskat)abstract
- For efficient planning of noise and vibration reducing measures, it is important to have knowledge of the health effects of noise and vibrations from railway traffic as well as from road traffic noise. Issues of relevance are “the railway bonus”, the effect of simultaneous exposure to railway and road traffic noise, the effect of vibrations from railway traffic per se as well as in combination with noise, and effects of high intensive railway traffic. The TVANE-project aims to investigate all these issues by socio-acoustic field surveys, noise and vibration measurements, and laboratory experiments
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