Behavioural and physiological measures following treadmill exercise as potential indicators to evaluate fatigue in sheep.

The welfare consequences of long-distance transportation of animals remain a controversial topic. Animals that stand for most of the long journey (especially if additional muscular activity is required to deal with postural instability) are at risk of developing fatigue. Previous observational studies of behaviour and physiology suggested either that sheep do not become markedly fatigued by long journeys or that previous methods did not adequately identify fatigue. A range of behavioural and physiological measures were made on eight pairs of sheep during and after treadmill exercise. Within each pair of sheep, a treatment sheep was walked on a treadmill at 0.5 m/s for up to 5 h or until the sheep voluntarily stopped exercising or showed other signs of reduced performance, and a control sheep was exercised for two 10-min periods on either side of the exercise period for the treatment sheep. With the exception of one sheep that only walked for 4.5 h, all treatment sheep walked for 5 h without apparent difficulty. After exercise, the plasma cortisol concentration of treatment sheep was significantly greater than that of control sheep. However, there were no significant treatment effects on plasma creatine kinase activity or blood lactate concentration. After 5 h of exercise, there was a proportionate decrease in the median frequency of the electromyogram recorded over the m. semitendinosus, and this was significantly different from control sheep. There was no evidence that treatment sheep lay down sooner or for longer after treadmill exercise than controls. In sheep tested in a maze to examine whether there was increased motivation to rest after exercise, there was no significant difference between the times taken by treatment and control sheep to obtain a food reward. Qualitative behavioural assessment of the sheep by a panel of observers identified two main dimensions of sheep demeanour, but among descriptors elicited from observers only one person used a term associated with fatigue. No significant difference was found between the scores of treatment and control sheep on these two demeanour dimensions. Thus, there was little evidence that prolonged gentle walking exercise fatigues sheep. Further development of methods to both repeatedly induce and to identify fatigue in sheep is required.

Actigraphic sleep duration and fragmentation are related to obesity in the elderly: the Rotterdam Study.

OBJECTIVE: The epidemiological evidence for the association between sleep duration and obesity in the elderly is inconsistent and has not been investigated with objective measures. Furthermore, the role of sleep fragmentation in this relationship is unknown. Our aim was to investigate the association of sleep measures with body mass index (BMI) and obesity in a normal elderly population. DESIGN: Cross-sectional study. SUBJECTS: A total of 983 community-dwelling elderly (mean age 68.4+/-6.9 years, range, 57-97). MEASUREMENTS: Weight and height were measured, and sleep duration and fragmentation were assessed with on average six nights of actigraphy. RESULTS: A quadratic model adequately described the association between continuous measures of sleep duration and BMI. Actigraphic sleep duration had a significant U-shaped relationship with BMI (beta of quadratic term=0.30, 95% confidence interval (CI): 0.08, 0.52). Both short sleepers (<5 h: OR, 2.76 (95% CI: 1.38, 5.49), 5 to <6 h: OR, 1.97 (95% CI: 1.26, 3.08)) and long sleepers (>or=8 h: OR, 2.93 (95% CI: 1.39, 6.16)) were more likely to be obese, compared to participants who slept 7 to <8 h. BMI increased with 0.59 kg m(-2) per standard deviation of sleep fragmentation (95% CI: 0.34, 0.84). After adjustment for sleep fragmentation, the association between short sleep and obesity was no longer significant. Exclusion of participants with probable sleep apnea only marginally changed these associations. Self-reported habitual sleep duration was not associated with BMI or obesity. CONCLUSIONS: Sleep duration, as measured with actigraphy, had a U-shaped relationship with BMI and obesity in an elderly population. A highly fragmented sleep is associated with a higher BMI and a higher risk of obesity, and may explain why short sleep is related to obesity. To preclude bias that can be introduced by self-report measures of sleep duration, using multiple measures of sleep parameters is recommended in future research.

Annoyance from transportation noise: relationships with exposure metrics DNL and DENL and their confidence intervals.

We present a model of the distribution of noise annoyance with the mean varying as a function of the noise exposure. Day-night level (DNL) and day-evening-night level (DENL) were used as noise descriptors. Because the entire annoyance distribution has been modeled, any annoyance measure that summarizes this distribution can be calculated from the model. We fitted the model to data from noise annoyance studies for aircraft, road traffic, and railways separately. Polynomial approximations of relationships implied by the model for the combinations of the following exposure and annoyance measures are presented: DNL or DENL, and percentage "highly annoyed" (cutoff at 72 on a scale of 0-100), percentage "annoyed" (cutoff at 50 on a scale of 0-100), or percentage (at least) "a little annoyed" (cutoff at 28 on a scale of 0-100). These approximations are very good, and they are easier to use for practical calculations than the model itself, because the model involves a normal distribution. Our results are based on the same data set that was used earlier to establish relationships between DNL and percentage highly annoyed. In this paper we provide better estimates of the confidence intervals due to the improved model of the relationship between annoyance and noise exposure. Moreover, relationships using descriptors other than DNL and percentage highly annoyed, which are presented here, have not been established earlier on the basis of a large dataset.

Community reaction to aircraft noise: time-of-day penalty and tradeoff between levels of overflights.

A decrease in the level of sound events can compensate for an increase in the level of other events, but noise metrics assume different tradeoffs. Noise metrics also differ in the penalty applied to noise in the evening and to noise in the night, and in the definition of these periods. These two aspects of noise metrics, i.e., the tradeoff and the penalty for the nighttime (23-7h), are investigated. A general model of the relation between SELs of sound events (aircraft overflights) and noise annoyance is presented which allows for a wide range of tradeoffs and time-of-day penalties. The (tradeoff and time-of-day penalty) parameters of the model are fitted to the data from an aircraft noise study conducted around Amsterdam Airport Schiphol, which is especially suited for investigating the tradeoff and time-of-day penalties. It was found that in this study the tradeoff between the levels of events in metrics based on L(Aeq)'s, such as L(Aeq)(24 h), DNL, and DENL, is approximately correct for the prediction of noise annoyance. Furthermore, it was found that the strongest correlation with annoyance is obtained with a nighttime penalty of circa 10 dB. No suitable data were available for further tests of the tradeoff. The result with respect to the nighttime penalty was weakly further supported by the outcome of analyses of the original data from four other aircraft noise surveys (one survey conducted around British airports, and three coordinated surveys carried out around Paris Orly, Amsterdam Schiphol, and Glasgow Abbotsinch).

Exposure-response relationships for transportation noise.

This article presents synthesis curves for the relationship between DNL and percentage highly annoyed for three transportation noise sources. The results are based on all 21 datasets examined by Schultz [J. Acoust. Soc. Am. 64, 377-405 (1978)] and Fidell et al. [J. Acoust. Soc. Am. 89, 221-233 (1991)] for which acceptable DNL and percentage highly annoyed measure could be derived, augmented with 34 datasets. Separate, nonidentical curves were found for aircraft, road traffic, and railway noise. A difference between sources was found using data for all studies combined and for only those studies in which respondents evaluated two sources. The latter outcome strengthens the conclusion that the differences between sources cannot be explained by differences in study methodology.