Assessing the Impact of Road Traffic Externalities on Residential Price Values: A Case Study in Madrid, Spain.

This paper describes a study of the relationship between undesired road traffic externalities and residential price values in the Spanish city of Madrid. A large database was gathered, including the price and characteristics of 21,634 flats and road traffic intensity at 3904 different points across the city. The results obtained by a hedonic model suggest that both distance from the traffic measurement point and average daily traffic are significantly related to the price of residential properties, even after controlling for structural and neighbourhood variables. Distance to traffic areas has a positive impact on dwelling prices, whilst these are negatively related to traffic intensity.

The Trade-Off between Optimizing Flight Patterns and Human Health: A Case Study of Aircraft Noise in Queens, NY, USA.

Objectives: Airports in the U.S. have gradually been transitioning to automated flight systems. These systems generate new flight paths over populated areas. While they can improve flight efficiency, the increased noise associated with these novel flight patterns potentially pose serious health threats to the overflown communities. In this case study, we estimated the monetary benefits relative to health losses associated with one significant change in flight patterns at LaGuardia Airport, year-round use of "TNNIS Climb", which happened in 2012 as a result of flight automation in New York City. Prior to that, the use of the TNNIS Climb was limited to the U.S. Open tennis matches. Methods: We developed a decision-analytic model using Markov health states to compare the costs and quality-adjusted life years (QALYs) gained associated with the limited use of TNNIS (old status quo) and the year-round use of TNNIS (current status quo). The TNNIS Climb increases airplane noise to above 60 decibels (dB) over some of the most densely populated areas of the city. We used this increased exposure to noise as the basis for estimating ground-level health using data from sound monitors. The total costs (including both direct and indirect costs), QALYs, and the incremental cost-effectiveness ratio (ICER) were estimated for the limited versus the year-round use of the TNNIS Climb. Results: The incremental lifetime costs and QALYs per person exposed to noise associated with the limited versus the year-round use of TNNIS was $11,288, and 1.13, respectively. Therefore, the limited use of TNNIS had an ICER of $10,006/QALY gained relative to the year-round of TNNIS. Our analyses were robust to changes in assumptions and data inputs. Conclusions: Despite increases in efficiency, flight automation systems without a careful assessment of noise might generate flight paths over densely populated areas and cause serious health conditions for the overflown communities.

Years of life lost and morbidity cases attributable to transportation noise and air pollution: A comparative health risk assessment for Switzerland in 2010.

BACKGROUND: There is growing evidence that chronic exposure to transportation related noise and air pollution affects human health. However, health burden to a country of these two pollutants have been rarely compared. AIMS: As an input for external cost quantification, we estimated the cardiorespiratory health burden from transportation related noise and air pollution in Switzerland, incorporating the most recent findings related to the health effects of noise. METHODS: Spatially resolved noise and air pollution models for the year 2010 were derived for road, rail and aircraft sources. Average day-evening-night sound level (Lden) and particulate matter (PM10) were selected as indicators, and population-weighted exposures derived by transportation source. Cause-specific exposure-response functions were derived from a meta-analysis for noise and literature review for PM10. Years of life lost (YLL) were calculated using life table methods; population attributable fraction was used for deriving attributable cases for hospitalisations, respiratory illnesses, visits to general practitioners and restricted activity days. RESULTS: The mean population weighted exposure above a threshold of 48dB(A) was 8.74dB(A), 1.89dB(A) and 0.37dB(A) for road, rail and aircraft noise. Corresponding mean exposure contributions were 4.4, 0.54, 0.12µg/m(3) for PM10. We estimated that in 2010 in Switzerland transportation caused 6000 and 14,000 YLL from noise and air pollution exposure, respectively. While there were a total of 8700 cardiorespiratory hospital days attributed to air pollution exposure, estimated burden due to noise alone amounted to 22,500 hospital days. CONCLUSIONS: YLL due to transportation related pollution in Switzerland is dominated by air pollution from road traffic, whereas consequences for morbidity and indicators of quality of life are dominated by noise. In terms of total external costs the burden of noise equals that of air pollution.

A quieting ocean: unintended consequence of a fluctuating economy.

Simultaneous long-term monitoring of underwater sound and ship traffic provided an opportunity to study how low-frequency noise correlated with ocean-based commercial shipping trends. Between 2007 and 2010 changes in regional shipping off southern California occurred as a consequence of economic and regulatory events. Underwater average noise levels measured before and during these events showed a net reduction of 12 dB. Statistical models revealed that a reduction of 1 ship transit per day resulted in 1 dB decrease in average noise. This synthesis of maritime traffic statistics with ocean noise monitoring provides an important step in understanding the magnitude and potential effects of chronic noise in marine habitats.

An inventory of trees in Dublin city centre.

While urban areas are often considered to be comprised chiefly of artificial surfaces, they can contain a substantial portion of green space and a great diversity of natural habitats. These spaces include public parks, private gardens and street trees, all of which can provide valuable environmental services, such as improved air quality. Trees play a particular role in cities as they are often placed along roadsides and in the median strip of busy streets. As such they regulate access to sunshine, restrict airflow, provide shelter, scavenge air pollutants and manage noise at the street level. A tree planting policy can be an important part of a broader environmental strategy aimed at improving the quality of life in urban areas but this requires up-to-date knowledge of the current tree stock, which does not exist for Dublin. This article presents an inventory of trees in Dublin's city centre, defined as the area between the Grand and Royal canals. The results show that there are over 10,000 trees in the study area representing a density of 684 trees km-2 or one tree to approximately every 50 residents of the city centre. The tree canopy extent when in full foliage was nearly 1 km2 in extent or 6% of the study area. A more detailed analysis of those trees planted along streets shows little species variation but clear distinction in the sizes of trees, which is indicative of the age of planting. These data are used to estimate the carbon stored in Dublin's trees.

Policy discourse, people's internal frames, and declared aircraft noise annoyance: an application of Q-methodology.

Aircraft noise annoyance is studied extensively, but often without an explicit theoretical framework. In this article, a social approach for noise annoyance is proposed. The idea that aircraft noise is meaningful to people within a socially produced discourse is assumed and tested. More particularly, it is expected that the noise policy discourse influences people's assessment of aircraft noise. To this end, Q-methodology is used, which, to the best of the authors' knowledge, has not been used for aircraft noise annoyance so far. Through factor analysis five distinct frames are revealed: "Long live aviation!," "aviation: an ecological threat," "aviation and the environment: a solvable problem," "aircraft noise: not a problem," and "aviation: a local problem." It is shown that the former three frames are clearly related to the policy discourse. Based on this observation it is argued that policy making is a possible mechanism through which the sound of aircraft is turned into annoyance. In addition, it is concluded that the experience of aircraft noise and, in particular, noise annoyance is part of coherent frames of mind, which consist of mutually reinforcing positions and include non-acoustical factors.