Academic literature on the topic 'Blood pressure;aircraft noise;child'

SynopsisA sample of 77 women of high and low noise sensitivity in 1977, living in areas of high and low exposure to aircraft noise, were interviewed in the community in 1980. High, intermediate and low noise sensitive women were compared, using measures of blood pressure, heart rate, skin conductance, hearing threshold, uncomfortable loudness level and magnitude estimation of six tones. These physiological measures did not clearly distinguish different noise sensitivity groups, except that highly noise sensitive women had a consistently slower heart rate. Noise sensitivity was not related to auditory threshold. In the high aircraft noise area there were significantly more skin conductance responses than in the low aircraft noise area, irrespective of noise sensitivity. This may be the result of chronic exposure to high aircraft noise.

BackgroundAlthough several cross-sectional studies have shown that aircraft noise exposure was associated with an increased risk of hypertension, a limited number of longitudinal studies have addressed this issue. This study is part of the DEBATS (Discussion on the health effect of aircraft noise) research programme and aimed to investigate the association between aircraft noise exposure and the incidence of hypertension.MethodsIn 2013, 1244 adults living near three major French airports were included in this longitudinal study. Systolic and diastolic blood pressure, as well as demographic and lifestyle factors, were collected at baseline and after 2 and 4 years of follow-up during face-to-face interviews. Exposure to aircraft noise was estimated for each participant’s home address using noise maps. Statistical analyses were performed using mixed Poisson and linear regression models adjusted for potential confounding factors.ResultsA 10 dB(A) increase in aircraft noise levels in terms of Lden was associated with a higher incidence of hypertension (incidence rate ratio (IRR)=1.36, 95% CI 1.02 to 1.82). The association was also significant for Lday (IRR 1.41, 95% CI 1.07; to 1.85) and Lnight (IRR 1.31, 95% CI 1.01 to 1.71). Systolic and diastolic blood pressure increased with all noise indicators.ConclusionThese results strengthen those obtained from the cross-sectional analysis of the data collected at the time of inclusion in DEBATS, as well as those from previous studies conducted in other countries. Hence, they support the hypothesis that aircraft noise exposure may be considered as a risk factor for hypertension.

In a cross-sectional analysis of a case-control study in 2015, we revealed the association between increased arterial stiffness (pulse wave velocity) and aircraft noise exposure. In June 2020, we evaluated the long-term effects, and the impact of a sudden decline in noise exposure during the coronavirus disease 2019 (COVID-19) lockdown, on blood pressure and pulse wave velocity, comparing 74 participants exposed to long-term day-evening-night aircraft noise level > 60 dB and 75 unexposed individuals. During the 5-year follow-up, the prevalence of hypertension increased in the exposed (42% versus 59%, P =0.048) but not in the unexposed group. The decline in noise exposure since April 2020 was accompanied with a significant decrease of noise annoyance, 24-hour systolic (121.2 versus 117.9 mm Hg; P =0.034) and diastolic (75.1 versus 72.0 mm Hg; P =0.003) blood pressure, and pulse wave velocity (10.2 versus 8.8 m/s; P =0.001) in the exposed group. Less profound decreases of these parameters were noticed in the unexposed group. Significant between group differences were observed for declines in office and night-time diastolic blood pressure and pulse wave velocity. Importantly, the difference in the reduction of pulse wave velocity between exposed and unexposed participants remained significant after adjustment for covariates (−1.49 versus −0.35 m/s; P =0.017). The observed difference in insomnia prevalence between exposed and unexposed individuals at baseline was no more significant at follow-up. Thus, long-term aircraft noise exposure may increase the prevalence of hypertension and accelerate arterial stiffening. However, even short-term noise reduction, as experienced during the COVID-19 lockdown, may reverse those unfavorable effects.

The rapidly increasing flight activity affects the health of the population living, traveling, and working around or at airports. Noise generated by aircraft causes physiological and psychological disturbances. This study aims to assess the effect of noise on increasing blood pressure. The research was conducted in Tolotio Village, Gorontalo Regency in 2019. Respondents were selected using a purposive sampling technique. The Noise was collected using a Sound Level Meter, and blood pressure was collected using a sphygmomanometer. Data were analyzed using One Way Anova statistical test. The results of the analysis showed that there was a significant difference in the systolic blood pressure of the respondents who lived in the three sampling locations with p-value = 0.016 = 0.05. However, for diastolic blood pressure, there was no significant difference between respondents who lived in the three sampling locations p-Value = 0.670 = 0.05. It is recommended to provide education about the dangers of airport noise for public health.

Chronic exposure to aircraft noise elevated psychophysiological stress (resting blood pressure and overnight epinephrine and norepinephrine) and depressed quality-of-life indicators over a 2-year period among 9- to 11-year-old children. Data collected before and after the inauguration of a major new international airport in noise-impacted and comparison communities show that noise significantly elevates stress among children at ambient levels far below those necessary to produce hearing damage.

Current objective data on aircraft noise effects on sleep are needed in the US to inform policy. In this pilot field study, heart rate and body movements were continuously measured during sleep of residents living in the vicinity of Philadelphia International Airport (PHL) and in a control region without aircraft noise with sociodemographic characteristics similar to the exposed region (N = 40 subjects each). The primary objective was to establish the feasibility of unattended field measurements. A secondary objective was to compare objective and subjective measures of sleep and health between control and aircraft noise exposed groups. For all measurements, there was less than 10% of data loss, demonstrating the feasibility of unattended home measurements. Based on 2375 recorded aircraft noise events, we found a significant (unadjusted p = 0.0136) exposure-response function between the maximum sound pressure level of aircraft noise events and awakening probability inferred from heart rate increases and body movements, which was similar to previous studies. Those living near the airport reported poorer sleep quality and poorer health than the control group in general, but when asked in the morning about their last night’s sleep, no significant difference was found between groups. Neither systolic nor diastolic morning blood pressures differed between study regions. While this study demonstrates the feasibility of unattended field study measurements, for a national study around multiple US airports refinements of the study design are necessary to further lower methodological expense and increase participation rates.

Thesis (Ph. D.)--University of Sydney, 2003.
Title from title screen (viewed Apr. 29, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the School of Public Health, Faculty of Medicine. Includes bibliography. Also available in print form.

The purpose of the study was to examine the existence of an association between child blood pressure (BP) and exposure to domestic jet aircraft noise in the context of the construction of a new parallel north-south runway at Sydney (Kingsford-Smith) Airport. The baseline study was commissioned and funded by the Federal Airports Corporation (FAC), with measurements conducted in 1994 and 1995. A follow-up longitudinal component to the study was subsequently commissioned and funded by the FAC in 1997, and measurements conducted in the same year. As the same individuals were measured and re-measured over changing conditions of exposure to aircraft noise, the quasiexperimental nature of the study allowed inferences to be made regarding exposure to aircraft noise and child BP. The main hypotheses for testing were that BP, and within-subject longitudinal changes in BP, are positively related to domestic jet aircraft noise exposure and longitudinal changes in domestic jet aircraft noise exposure respectively. Subsidiary hypotheses tested for evidence of short- and long-term BP adaptation effects where BPs were related to prior changes to aircraft noise exposures. A sample of 75 primary schools within a 20 km radius of Sydney Airport under various noise exposure conditions, both existing and those projected with the advent of the new runway, participated in the study. The baseline cohort comprised 1,230 Year 3/4 children attending the schools in 1994 and 1995, and the follow-up participants comprised 628 of the original baseline sample re-measured in 1997. Study participants were enrolled by active parental consent. The baseline response rate was approximately 40% of children in the participating schools. Systolic (SBP) and diastolic (DBP) blood pressure readings of the children were taken using automated BP measuring equipment along with anthropometric measurements (heights, weights, skinfold thicknesses and waist measurements). Parental surveys captured items pertaining to the child�s ethnic background as measured by the country of birth of the child and parent(s), residential address and housing structure, child eating habits and activity levels, along with family and child history of high blood pressure. Aircraft noise exposure data were collected by the National Acoustic Laboratories and processed into the energy-averaged noise metric used in Australia for aircraft noise exposure assessment called the Australian Noise Exposure Index (ANEI). Mean exposures for a given calendar month were used in the analysis. ANEI values were geocoded to exact geographic locations using digitised street maps from which values for each house and school address, also geocoded, were interpolated. A child BP measured in a given month was matched to a aircraft noise exposure value both at their school and residential address for that month for analysis. After adjusting for confounding and other factors, the cross-sectional relationship between BP and aircraft noise exposure was found to be inconsistent. SBP was nonsignificantly negatively associated with school aircraft noise exposure at baseline (0.05 mmHg/ANEI, cluster-sampling-adjusted p>0.05), but positively and non-significantly associated with school aircraft noise exposure at follow-up (0.05 mmHg/ANEI, p>0.05). As for SBP, baseline DBP was significantly negatively related to school aircraft noise exposure at (0.09 mmHg/ANEI, p<0.001) and non-significantly positively associated with school aircraft noise exposure at follow-up (0.05 mmHg/ANEI, p>0.05). Within-subject BP changes, occurring from baseline to follow-up, regressed on corresponding longitudinal changes in aircraft noise exposures produced inconsistent results. SBP change was positively and non-significantly (0.027 mmHg/ANEI, p>0.05) associated with corresponding school aircraft noise exposure change, while SBP change was negatively associated total aircraft noise exposure change (statistically nonsignificant, 0.06 mmHg/ANEI, p>0.05). DBP changes were similarly and nonsignificantly related to corresponding aircraft noise exposure changes. Some evidence for short-term BP adaptation to recent changes in aircraft noise exposure was found. Consistent negative associations between systolic and diastolic BP and recent changes in school aircraft noise exposure were found. This association was statistically significant at study baseline (SBP: 0.19 mmHg/ANEI, p<0.001; DBP: 0.12 mmHg/ANEI, p<0.001), and of similar magnitude although not statistically significant at follow-up (SBP: 0.14 mmHg/ANEI; DBP: 0.10 mmHg/ANEI, p>0.05). In the presence of inconsistent cross-sectional BP-aircraft noise exposure associations, this finding is consistent with evidence of a homoeostatic BP response to recent changes in aircraft noise exposure, where resting BP returns to pre-existing levels unrelated to aircraft noise exposure. The public health implication of this finding appears to be benign.

The purpose of the study was to examine the existence of an association between child blood pressure (BP) and exposure to domestic jet aircraft noise in the context of the construction of a new parallel north-south runway at Sydney (Kingsford-Smith) Airport. The baseline study was commissioned and funded by the Federal Airports Corporation (FAC), with measurements conducted in 1994 and 1995. A follow-up longitudinal component to the study was subsequently commissioned and funded by the FAC in 1997, and measurements conducted in the same year. As the same individuals were measured and re-measured over changing conditions of exposure to aircraft noise, the quasiexperimental nature of the study allowed inferences to be made regarding exposure to aircraft noise and child BP. The main hypotheses for testing were that BP, and within-subject longitudinal changes in BP, are positively related to domestic jet aircraft noise exposure and longitudinal changes in domestic jet aircraft noise exposure respectively. Subsidiary hypotheses tested for evidence of short- and long-term BP adaptation effects where BPs were related to prior changes to aircraft noise exposures. A sample of 75 primary schools within a 20 km radius of Sydney Airport under various noise exposure conditions, both existing and those projected with the advent of the new runway, participated in the study. The baseline cohort comprised 1,230 Year 3/4 children attending the schools in 1994 and 1995, and the follow-up participants comprised 628 of the original baseline sample re-measured in 1997. Study participants were enrolled by active parental consent. The baseline response rate was approximately 40% of children in the participating schools. Systolic (SBP) and diastolic (DBP) blood pressure readings of the children were taken using automated BP measuring equipment along with anthropometric measurements (heights, weights, skinfold thicknesses and waist measurements). Parental surveys captured items pertaining to the child�s ethnic background as measured by the country of birth of the child and parent(s), residential address and housing structure, child eating habits and activity levels, along with family and child history of high blood pressure. Aircraft noise exposure data were collected by the National Acoustic Laboratories and processed into the energy-averaged noise metric used in Australia for aircraft noise exposure assessment called the Australian Noise Exposure Index (ANEI). Mean exposures for a given calendar month were used in the analysis. ANEI values were geocoded to exact geographic locations using digitised street maps from which values for each house and school address, also geocoded, were interpolated. A child BP measured in a given month was matched to a aircraft noise exposure value both at their school and residential address for that month for analysis. After adjusting for confounding and other factors, the cross-sectional relationship between BP and aircraft noise exposure was found to be inconsistent. SBP was nonsignificantly negatively associated with school aircraft noise exposure at baseline (0.05 mmHg/ANEI, cluster-sampling-adjusted p>0.05), but positively and non-significantly associated with school aircraft noise exposure at follow-up (0.05 mmHg/ANEI, p>0.05). As for SBP, baseline DBP was significantly negatively related to school aircraft noise exposure at (0.09 mmHg/ANEI, p<0.001) and non-significantly positively associated with school aircraft noise exposure at follow-up (0.05 mmHg/ANEI, p>0.05). Within-subject BP changes, occurring from baseline to follow-up, regressed on corresponding longitudinal changes in aircraft noise exposures produced inconsistent results. SBP change was positively and non-significantly (0.027 mmHg/ANEI, p>0.05) associated with corresponding school aircraft noise exposure change, while SBP change was negatively associated total aircraft noise exposure change (statistically nonsignificant, 0.06 mmHg/ANEI, p>0.05). DBP changes were similarly and nonsignificantly related to corresponding aircraft noise exposure changes. Some evidence for short-term BP adaptation to recent changes in aircraft noise exposure was found. Consistent negative associations between systolic and diastolic BP and recent changes in school aircraft noise exposure were found. This association was statistically significant at study baseline (SBP: 0.19 mmHg/ANEI, p<0.001; DBP: 0.12 mmHg/ANEI, p<0.001), and of similar magnitude although not statistically significant at follow-up (SBP: 0.14 mmHg/ANEI; DBP: 0.10 mmHg/ANEI, p>0.05). In the presence of inconsistent cross-sectional BP-aircraft noise exposure associations, this finding is consistent with evidence of a homoeostatic BP response to recent changes in aircraft noise exposure, where resting BP returns to pre-existing levels unrelated to aircraft noise exposure. The public health implication of this finding appears to be benign.

Epidemiological research into the health effects of transportation noise has during the last decades focused on investigating effects on the cardiovascular system. These studies have consistently shown that exposure to road traffic and aircraft noise is associated with elevated blood pressure, prevalent arterial hypertension, as well as a higher risk of ischaemic heart disease. Moreover, recent studies have found exposure to road traffic and aircraft noise to be associated with a higher risk for stroke, and possibly atrial fibrillation. Lastly, new studies point towards transportation noise as a risk factor for metabolic disease, showing an association with obesity and development of diabetes. This chapter examines the epidemiological studies within this research area, with a focus on describing the level of evidence for each outcome, the size of the associations, and research gaps.

Environmental assessment is closely related to the impact environments make on people. Places that induce anxiety and stress in childhood may be regarded with dismay later in life. The relationship between people and their environments may be conceived in physiological, psychological, or ethnological terms, or, which is often the case, by concepts borrowed from these three fields simultaneously. The description of the relationship can be kept either at a molecular or a molar level. The former may be exemplified by the effect of noise on blood pressure, while the latter may be the home's impact on the developing child. The present chapter constitutes an attempt to formulate a model at the molar level of human-environment interaction, largely based on knowledge from the neuropsychological discipline. For the sake of clarity I will first discuss some of the basic concepts employed in contemporary model building in neuropsychology. I will then suggest that these concepts may be brought together into what I have called the basic emotional process. I will support this construct by results from previous research on emotion, and also demonstrate the remarkable congruence between the physiological and semantic branches of this research. Using the emotional process as a focus, a model of human-environment interaction will be proposed, which describes how the person may feel and act under the influence of the physical and social environment, mediated by his or her individual reaction tendencies. The presentation will be illustrated by reference to field studies and experiments carried out by our group since the mid-1960s. Ample use will also be made of studies carried out elsewhere. However, the chapter does not, in the conventional sense, constitute a review of the existing literature on environmental assessment. Instead, it presents one view on assessment, which naturally leads to a specific organization of the existing evidence. One advantage of the proposed model is that it has the capacity to incorporate recent findings of the neurosciences in a detailed and precise way. The model may also be developed and tested further in this direction. Another advantage is that the model has proven to be a useful tool in the environmental design process.

The aviation flight is characterized by significant psychophysiological stress in combination with noise, overloads, low barometric pressure, low partial pressure of oxygen, ionizing and non-ionizing radiation. All of above mentioned factors increases the likelihood of stress in body adaptive systems, system of blood coagulation including. The analysis of the literature data of blood coagulation system state in professional pilots showed that the aviation flight factors have multidirectional impact. However, according to most studies data, flight factors total effect leads to coagulation balance shift towards hypercoagulation. A case of thrombophilic condition in pilot during a long-haul flight was noted. No mentions of hemorrhagic condition cases in the literature have been found. The results of analysis indicate the theme relevance and the need for further coagulation status in aviation medicine comprehensive studies since hypercoagulation is closely associated with cardiovascular diseases, which is the most common reason for aircraft pilots disqualification.