Long-term Aircraft Noise Exposure Research Articles

Associations between long-term aircraft noise exposure, cardiovascular disease, and mortality in US cohorts of female nurses.

Between 1994 and 2014, we followed 57,306 NHS and 60,058 NHSII participants surrounding 90 airports. Aircraft noise was modeled above 44 A-weighted decibels (dB(A)) and linked to geocoded addresses. Based on exposure distributions, we dichotomized exposures at 50 dB(A) and tested sensitivity of this cut-point by analyzing aircraft noise as categories (<45, 45-49, 50-54, ≥55) and continuously. We fit cohort-specific Cox proportional hazards models to estimate relationships between time-varying day-night average sound level (DNL) and CVD incidence and CVD and all-cause mortality, adjusting for fixed and time-varying individual- and area-level covariates. Results were pooled using random effects meta-analysis. Over 20 years of follow-up, there were 4529 CVD cases and 14,930 deaths. Approximately 7% (n = 317) of CVD cases were exposed to DNL ≥50 dB(A). In pooled analyses comparing ≥50 with <50 dB(A), the adjusted hazard ratio for CVD incidence was 1.00 (95% confidence interval: 0.89, 1.12). The corresponding adjusted hazard ratio for all-cause mortality was 1.02 (95% confidence interval: 0.96, 1.09). Patterns were similar for CVD mortality in NHS yet underpowered. Among participants in the NHS and NHSII prospective cohorts who generally experience low exposure to aircraft noise, we did not find adverse associations of aircraft noise with CVD incidence, CVD mortality, or all-cause mortality.

Long-term aircraft noise exposure and risk of hypertension in postmenopausal women

BackgroundStudies of the association between aircraft noise and hypertension are complicated by inadequate control for potential confounders and a lack of longitudinal assessments, and existing evidence is inconclusive. ObjectivesWe evaluated the association between long-term aircraft noise exposure and risk of hypertension among post-menopausal women in the Women's Health Initiative Clinical Trials, an ongoing prospective U.S. cohort. MethodsDay-night average (DNL) and night equivalent sound levels (Lnight) were modeled for 90 U.S. airports from 1995 to 2010 in 5-year intervals using the Aviation Environmental Design Tool and linked to participant geocoded addresses from 1993 to 2010. Participants with modeled exposures ≥45 A-weighted decibels (dB [A]) were considered exposed, and those outside of 45 dB(A) who also did not live in close proximity to unmodeled airports were considered unexposed. Hypertension was defined as systolic/diastolic blood pressure ≥140/90 mmHg or inventoried/self-reported antihypertensive medication use. Using time-varying Cox proportional hazards models, we estimated hazard ratios (HRs) for incident hypertension when exposed to DNL or Lnight ≥45 versus <45 dB(A), controlling for sociodemographic, behavioral, and environmental/contextual factors. Results/discussionThere were 18,783 participants with non-missing DNL exposure and 14,443 with non-missing Lnight exposure at risk of hypertension. In adjusted models, DNL and Lnight ≥45 db(A) were associated with HRs of 1.00 (95% confidence interval [CI]: 0.93, 1.08) and 1.06 (95%CI: 0.91, 1.24), respectively. There was no evidence supporting a positive exposure-response relationship, and findings were robust in sensitivity analyses. Indications of elevated risk were seen among certain subgroups, such as those living in areas with lower population density (HRinteraction: 0.84; 95%CI: 0.72, 0.98) or nitrogen dioxide concentrations (HRinteraction: 0.82; 95%CI: 0.71, 0.95), which may indicate lower ambient/road traffic noise. Our findings do not suggest a relationship between aircraft noise and incident hypertension among older women in the U.S., though associations in lower ambient noise settings merit further investigation.

Long-term aircraft noise exposure and incident hypertension in National U. S. Cohort Studies

Few cohort studies have examined relationships between aircraft noise and health, none in the United States. We evaluated associations between aircraft noise and incident hypertension in three national cohorts of women, the Nurses’ Health Studies (NHS/NHSII) and the Women’s Health Initiative (WHI). Noise levels around 90 airports for 1995–2015 (in 5-year intervals) were modeled using the Aviation Environmental Design Tool and assigned to participants’ geocoded addresses over time. Hypertension risks were estimated using time-varying Cox proportional-hazards models for day-night average sound level dichotomized at 45 and 55 decibels (dB), adjusting for fixed and time-varying covariates. Hypertension cases were 33,190, 28 256, 5299 over 0.7M,1.3M, and 0.09M person-years in NHS, NHSII, and WHI, respectively. In combined NHS/NHSII, we observed adjusted hazard ratios (HRs) of 1.03 (95% CI: 0.99, 1.07) for 45dB and 1.07 (95% CI: 0.98, 1.15) for 55 dB cut-points. In WHI, we observed preliminary HRs of 1.03 (0.94, 1.16) for 45 dB and 0.93 (0.83, 1.05) for 55 dB cut-points. Overall, in these cohorts, we did not find clear evidence of a positive association between aircraft noise exposure and hypertension.

Blood Pressure and Arterial Stiffness in Association With Aircraft Noise Exposure:Long-Term Observation and Potential Effect of COVID-19 Lockdown.

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.

Long-term aircraft noise exposure and risk of hypertension in the Nurses' Health Studies

BackgroundAircraft noise can affect populations living near airports. Chronic exposure to aircraft noise has been associated with cardiovascular disease, including hypertension. However, previous studies have been limited in their ability to characterize noise exposures over time and to adequately control for confounders. ObjectivesThe aim of this study was to examine the association between aircraft noise and incident hypertension in two cohorts of female nurses, using aircraft noise exposure estimates with high spatial resolution over a 20-year period. MethodsWe obtained contour maps of modeled aircraft noise levels over time for 90 U.S. airports and linked them with geocoded addresses of participants in the Nurses' Health Study (NHS) and Nurses' Health Study II (NHS II) to assign noise exposure for 1994–2014 and 1995–2013, respectively. We used time-varying Cox proportional hazards models to estimate hypertension risk associated with time-varying noise exposure (dichotomized at 45 and 55 dB(A)), adjusting for fixed and time-varying confounders. Results from both cohorts were pooled via random effects meta-analysis. ResultsIn meta-analyses of parsimonious and fully-adjusted models with aircraft noise dichotomized at 45 dB(A), hazard ratios (HR) for hypertension incidence were 1.04 (95% CI: 1.00, 1.07) and 1.03 (95% CI: 0.99, 1.07), respectively. When dichotomized at 55 dB(A), HRs were 1.10 (95% CI: 1.01, 1.19) and 1.07 (95% CI: 0.98, 1.15), respectively. After conducting fully-adjusted sensitivity analyses limited to years in which particulate matter (PM) was obtained, we observed similar findings. In NHS, the PM-unadjusted HR was 1.01 (95% CI: 0.90, 1.14) and PM-adjusted HR was 1.01 (95% CI: 0.89, 1.14); in NHS II, the PM-unadjusted HR was 1.08 (95% CI: 0.96, 1.22) and the PM-adjusted HR was 1.08 (95% CI: 0.95, 1.21). Overall, in these cohorts, we found marginally suggestive evidence of a positive association between aircraft noise exposure and hypertension.

Does night-time aircraft noise trigger mortality? A case-crossover study on 24886 cardiovascular deaths.

AimsIt is unclear whether night-time noise events, including from aeroplanes, could trigger a cardiovascular death. In this study, we investigate the potential acute effects of aircraft noise on mortality and the specific role of different night-time exposure windows by means of a case-crossover study design.Methods and resultsWe selected 24 886 cases of death from cardiovascular disease (CVD) from the Swiss National Cohort around Zürich Airport between 2000 and 2015. For night-time deaths, exposure levels 2 h preceding death were significantly associated with mortality for all causes of CVD [OR = 1.44 (1.03–2.04) for the highest exposure group (LAeq > 50 dB vs. <20 dB)]. Most consistent associations were observed for ischaemic heart diseases, myocardial infarction, heart failure, and arrhythmia. Association were more pronounced for females (P = 0.02) and for people living in areas with low road and railway background noise (P = 0.01) and in buildings constructed before 1970 (P = 0.36). We calculated a population attributable fraction of 3% in our study population.ConclusionOur findings suggest that night-time aircraft noise can trigger acute cardiovascular mortality. The association was similar to that previously observed for long-term aircraft noise exposure.

Neuron loss and dysfunctionality in hippocampus explain aircraft noise induced working memory impairment: a resting-state fMRI study on military pilots.

Long-term aircraft noise exposure may cast a detrimental effect upon the working memory of military pilots, and the brain structural and functional bases of noise related cognitive impairment remains unclear. In this study, we enrolled 30 fighter jet pilots and 30 matched controls. The working memory performance of the subjects was measured with a neurobehavioral test battery including immediate verbal/visual memory and delayed verbal/visual memory tests. Structural MRI and resting-state functional magnetic resonance imaging (rs-fMRI) were utilized to quantify brain grey matter volumes (GMV), regional homogeneity (ReHo), amplitude of low-frequency fluctuation (ALFF) and fractional ALFF (fALFF) differences between the two groups. Furthermore, correlation analyses were performed to find the association between the neural imaging changes with individual neurobehavioral performance. The military pilots showed significantly lower accuracy in delayed verbal and visual memory tests in comparison to the controls, indicating a potential working memory deficit in this population. Structural MRI data and rs-fMRI data showed that the pilots displayed markedly decreased GMVs, ReHo and ALFF signals in the left hippocampus, suggesting neuron dysfunction of the hippocampus. Besides, ReHo and ALFF/fALFF analysis also revealed reduced ReHo in the left amygdala, left thalamus, left superior temporal gyrus and right superior/middle frontal gyrus, indicating disrupted local neural activity under chronic noise exposure. Furthermore, Spearman correlation analysis proved that the GMV and ReHo of left hippocampus were significantly associated with working memory accuracy. This study provided direct evidence of dysfunctional hippocampus serving as the structural and functional bases for neuropsychological impairment under aircraft noise exposure.

Long-Term Aircraft Noise Exposure and Incident Hypertension in the Women’s Health Initiative

OPS 42: Cardiometabolic effects of noise exposure, Room 217, Floor 2, August 26, 2019, 4:30 PM - 5:30 PM Background: Aircraft noise is a persistent concern for communities surrounding airports. Studies report associations with hypertension, yet establishing causation is difficult as few were longitudinal; to date, no prospective cohort studies have been conducted in the U.S. We aim to evaluate the association between long-term aircraft noise exposure and hypertension risk among post-menopausal participants in the Women’s Health Initiative (WHI) Clinical Trials (CT) cohort, a large ongoing U.S. prospective study. Methods: Day-night average sound levels (DNL) 45-75 decibels (dB) were modeled for 90 U.S. airports from 1995-2015 in 5-year intervals using the Federal Aviation Administration’s Aviation Environmental Design Tool and linked to WHI-participant geocoded addresses. Subjects were followed from 1993-2010. Hypertension was defined as annual systolic/diastolic blood pressure measurements ≥140/90 mmHg or inventoried/self-reported anti-hypertensive medication use. Using time-varying Cox regression, we estimated hazard ratios (HR) for incident hypertension per 10 dB increase and for ≥45 dB vs. <45 dB, ≥55 dB vs. <55 dB, and ≥65 dB vs. <65 dB, controlling for participant sociodemographic, behavioral, and environmental/contextual factors (e.g. body mass index, neighborhood socioeconomic status) with further stratification by U.S. Census region. Results: The 45,504 women free of hypertension at baseline had a median follow-up time of 6.7 years. Of these, 21.9% were exposed to ≥45 dB, 3.8% to ≥55 dB, and 0.2% to ≥65 dB, and 26,718 developed hypertension. Multivariate models did not show statistically significant associations between DNL noise exposure and incident hypertension; however stratified analyses suggested higher risk for those exposed to ≥45 dB in the Northeast region (HR: 1.04, 95%CI: 0.97-1.12). Adjustment for concomitant air pollutant (NO2, PM2.5) concentrations did not alter effect estimates. Conclusions: This is among the first U.S.-based studies investigating the longitudinal relationship between aircraft noise exposure and incident hypertension using a national cohort. Investigations of nighttime aircraft noise-incident hypertension relationships are ongoing.

Relationship among long-term aircraft noise exposure, blood pressure profile, and arterial stiffness.

To assess the impact of long-term exposure to aircraft noise on blood pressure (BP), prevalence of arterial hypertension, and indices of asymptomatic organ damage. Using acoustic maps, we selected and further compared people living (average 35 years) in areas exposed to high, more than 60 dB (n = 101), and low aircraft noise, less than 55 dB (n = 100). Medical history taking, office BP measurement, ambulatory BP monitoring, and echocardiographic and arterial stiffness measurements were performed. Exposure to aircraft noise did not increase the prevalence of arterial hypertension (50%, both groups) but was associated with higher office (88.3 ± 11.4 vs. 79.8 ± 8.6 mmHg, P < 0.001) and night-time DBP (66.6 ± 9.5 vs. 63.6 ± 7.3 mmHg, P < 0.01). Participants exposed to a high aircraft noise level had a higher carotid-femoral pulse wave velocity (PWV) (10.3 ± 1.8 vs. 9.4 ± 1.4 m/s, P < 0.01) and lower early mitral annulus velocity (e') (8.4 ± 2.9 vs. 9.2 ± 3.4 cm/s, P = 0.047). These differences were independent of age, sex, BMI, education, time spent at home, smoking status, alcohol consumption, and antihypertensive treatment. Higher office and night-time DBP, PWV, and e' values were explicitly observed in exposed normotensive participants. PWV in aircraft noise-exposed normotensive participants was equal to that of two decades older unexposed normotensive participants and was significantly associated with noise annoyance. Long-term aircraft noise exposure is related to higher office and night-time DBP, more advanced arterial stiffness, and unfavourable left ventricle diastolic function changes. Accelerated arterial stiffening was observed in those exposed to aircraft noise, even normotensive participants, to a degree depending on noise annoyance.

Time-Varying Aircraft Noise Exposure and Incident Hypertension in the Nurses' Health Study

Background: Aircraft noise is of primary concern for communities living near airports. There is accumulating evidence of a relationship between aircraft noise and hypertension. However, most studies are cross-sectional or case-control, with limited numbers of prospective cohort studies and none in the U.S. This study aims to evaluate the association between long-term aircraft noise exposure and hypertension among participants in a large U.S. prospective cohort, the Nurses&amp;#8217; Health Study (NHS).Methods: Day-night average sound levels (DNL) 45-75 dB were modeled for 90 airports in the U.S. for 1995-2015 in 5-year intervals using the Aviation Environmental Design Tool and were linked to geocoded addresses of participants in NHS. We performed time-varying Cox proportional hazards models for hypertension incidence to estimate hazard ratios (HRs) for each 1 dB increase in current DNL, cumulative average DNL, and indicators for current DNL &amp;gt;45 dB (lowest dB considered &amp;#8220;exposed&amp;#8221;) and &amp;gt;55 dB, while adjusting for individual risk factors for hypertension, area-level socioeconomic status, and air pollution.Results: Among the 63,600 NHS participants free of hypertension in 1994, 28,286 new hypertension cases were observed by 2008. In each year, ~10% of the cohort were exposed to DNL levels &amp;gt;45 dB. In multivariable models, current and cumulative average DNL were not associated with hypertension incidence, but current exposure to &amp;gt;45 dB (HR&amp;#61;1.04; 95% CI: 0.99, 1.09) or &amp;gt;55 dB (HR&amp;#61;1.03; 95% CI: 0.89, 1.18) were associated with a suggestive increased risk.Conclusions: To our knowledge, this is the first study to evaluate the association between aircraft noise exposure and the risk of hypertension in a nationwide large prospective cohort study in the U.S. We will be investigating the noise-hypertension relationship in two additional cohorts, NHS II and the Health Professionals Follow-up Study, specifically examining the effect of nighttime aircraft noise exposure.

Does aircraft noise exposure increase the risk of hypertension in the population living near airports in France?

ObjectivesThe largest study until now around 6 major European airports, the HYENA (HYpertension and Exposure to Noise near Airports) study, reported an excess risk of hypertension related to long-term aircraft...

Long-Term Aircraft Noise Exposure and Body Mass Index, Waist Circumference, and Type 2 Diabetes: A Prospective Study

Background: Long-term aircraft noise exposure may increase the risk of cardiovascular disease, but no study has investigated chronic effects on the metabolic system.Objectives: The aim of this study was to investigate effects of long-term aircraft noise exposure on body mass index (BMI), waist circumference, and type 2 diabetes. Furthermore, we explored the modifying effects of sleep disturbance.Methods: This prospective cohort study of residents of Stockholm County, Sweden, followed 5,156 participants with normal baseline oral glucose tolerance tests (OGTT) for up to 10 years. Exposure to aircraft noise was estimated based on residential history. Information on outcomes and confounders was obtained from baseline and follow-up surveys and examinations, and participants who developed prediabetes or type 2 diabetes were identified by self-reported physician diagnosis or OGTT at follow-up. Adjusted associations were assessed by linear, logistic, and random-effects models.Results: The mean (± SD) increases in BMI and waist circumference during follow-up were 1.09 ± 1.97 kg/m2 and 4.39 ± 6.39 cm, respectively. The cumulative incidence of prediabetes and type 2 diabetes was 8% and 3%, respectively. Based on an ordinal noise variable, a 5-dB(A) increase in aircraft noise was associated with a greater increase in waist circumference of 1.51 cm (95% CI: 1.13, 1.89), fully adjusted. This association appeared particularly strong among those who did not change their home address during the study period, which may be a result of lower exposure misclassification. However, no clear associations were found for BMI or type 2 diabetes. Furthermore, sleep disturbances did not appear to modify the associations with aircraft noise.Conclusions: Long-term aircraft noise exposure may be linked to metabolic outcomes, in particular increased waist circumference.Citation: Eriksson C, Hilding A, Pyko A, Bluhm G, Pershagen G, Östenson CG. 2014. Long-term aircraft noise exposure and body mass index, waist circumference, and type 2 diabetes: a prospective study. Environ Health Perspect 122:687–694; http://dx.doi.org/10.1289/ehp.1307115

Aircraft noise and metabolic outcomes

Background: Long-term aircraft noise exposure may increase the risk of cardiovascular disease, but no study has investigated chronic effects on the metabolic system. Aims: The aim of this study was to assess the associations between long-term aircraft noise exposure and body mass index (BMI), waist circumference and Type 2 diabetes. Furthermore, we aimed to explore the modifying effects of sleep disturbance. Methods: In this prospective cohort study, we followed 5 411 Swedish men and women living in five municipalities in Stockholm County for up to ten years between 1992 and 2006. Time-weighted average aircraft noise exposure around Stockholm Arlanda airport was estimated during the follow-up period based on residential history. Baseline and follow-up surveys, including questionnaires and clinical examinations, provided information on outcomes and confounders. Subjects with prediabetes or Type 2 diabetes were identified by an oral glucose tolerance test. We used linear and logistic regression models to assess statistical associations and adjusted the results for individual as well as area-based confounders. Results: Mean increase in BMI between baseline and follow-up was 1.10 kg/m2 (SD 1.99) and for waist circumference 4.40 cm (SD 6.45). In total, we identified 434 cases of prediabetes and 172 cases of Type 2 diabetes, corresponding to cumulative incidences of 8 % and 3 %, respectively. In the fully adjusted model, we found a statistically significant association between aircraft noise and change in waist circumference, with a 1.24 cm (95 % CI 0.62 to 1.85) increase per 5 dB(A) rise. No clear associations were found for BMI or Type 2 diabetes, although the risk for diabetes tended to be elevated among women; OR=1.60 (95 % CI 0.94 to 2.70) per 5 dB(A) rise. Sleep disturbances did not appear to modify the association with aircraft noise. Conclusions: Long-term aircraft noise exposure may be linked to metabolic outcomes, in particular change in waist circumference.

Aircraft noise and incidence of hypertension—Gender specific effects

Recent studies show associations between aircraft noise and cardiovascular outcomes such as hypertension. However, these studies were mostly cross-sectional and there are uncertainties regarding potential gender differences as well as sensitive subgroups. In this study, we investigated the cumulative incidence of hypertension in relation to aircraft noise exposure among Swedish men and women living in Stockholm County. A total of 4721 subjects, aged 35–56 at baseline, were followed for 8–10 years. The population was selected according to family history of diabetes, which was present for half of the subjects. The exposure assessment was performed by geographical information systems and based on residential history during the period of follow-up. Blood pressure was measured at baseline and at the end of follow-up. Additional information regarding diagnosis and treatment of hypertension as well as various lifestyle factors was provided by questionnaires. In the overall population, no increased risk for hypertension was found among subjects exposed to aircraft noise ≥50 dB(A) L den; relative risk (RR) 1.02 (95% CI 0.90–1.15). When restricting the cohort to those not using tobacco at the blood pressure measurements, a significant risk increase per 5 dB(A) of aircraft noise exposure was found in men; RR 1.21 (1.05–1.39), but not in women; RR 0.97 (0.83–1.13). In both sexes combined, an increased risk of hypertension related to aircraft noise exposure was indicated primarily among those reporting annoyance to aircraft noise; RR 1.42 (1.11–1.82). No consistent effect modification was detected for any of the cardiovascular risk factors under investigation although a family history of diabetes appeared to modify the risk in women. In conclusion, the results suggest an increased risk of hypertension following long-term aircraft noise exposure in men, and that subjects annoyed by aircraft noise may be particularly sensitive to noise related hypertension.

Aircraft Noise and Incidence of Hypertension

An association between aircraft noise exposure and hypertension prevalence has been suggested but there are no longitudinal studies of this association. Our aim was to investigate the influence of aircraft noise on the incidence of hypertension. A cohort of 2754 men in 4 municipalities around Stockholm Arlanda airport was followed between 1992-1994 and 2002-2004. The cohort was based on the Stockholm Diabetes Preventive Program; half of the study subjects had a family history of diabetes. Residential aircraft noise exposure (expressed as time-weighted equal energy and maximal noise levels) was assessed by geographical information systems techniques among those living near the airport. Incident cases of hypertension were identified by physical examinations, including blood pressure measurements, and questionnaires in which subjects reported treatment or diagnosis of hypertension and information on cardiovascular risk factors. Analyses were restricted to 2027 subjects who completed the follow-up examination, were not treated for hypertension, and had a blood pressure below 140/90 mm Hg at enrollment. For subjects exposed to energy-averaged levels above 50 dB(A) the adjusted relative risk for hypertension was 1.19 (95% CI = 1.03-1.37). Maximum aircraft noise levels presented similar results, with a relative risk of 1.20 (1.03-1.40) for those exposed above 70 dB(A). Stronger associations were suggested among older subjects, those with a normal glucose tolerance, nonsmokers, and subjects not annoyed by noise from other sources. These findings suggest that long-term aircraft noise exposure may increase the risk for hypertension.