The current European emission model, HBEFA, specifies emission factors for different driving patterns and vehicle types. This model does not study the example of individual intersections. This study utilizes the same microscopic model, PHEM (www.tugraz.at), as HBEFA to calculate also intersection emissions and emissions of links without intersections. With PHEM the release of four vehicle types (cars fueled by diesel or petrol and trucks with and without trailers) calculated for several different road classes according to the division still used in the models EVA and CAPCAL. To illustrate the emissions of intersections calculations for emissions for a quick stop to rest and then the withdrawal of the original speed is also presented.

In addition to a description of the method of how the new emissions have been calculated in the new tables also include suggestions of future updating of the model. In addition, reported the conclusion of tests and comparisons to facilitate the transition from the current basic model VETO to PHEM. The calculations show that previous assumptions about the significantly lower emissions of vehicles have not been met, and that the vehicle speed impact on emissions has changed., We suggest that more vehicle types will be included in the model at the next update.

The model simulates the CO2, SO2, fuel consumption, HC / VOC, CO, NOx, NO2 and exhaust particles, but the report only presents fuel consumption. However, all other parameters can be obtained directly from the authors. The report first provides a brief description of the different emission models, how the calculations are done up to now and then how adaptations and updates led to the resulting emission factors.

The European Aviation Safety Agency (EASA) has together with the European Commission decided to introduce new Flight Time Limitations (FTL) that came into force February 2016. How these new FTL will affect sleep, sleepiness and fatigue levels among Swedish commercial airline pilots was the major aim of the current project, named CHARLES. In the first part of the project, questionnaire data were collected from 598 Swedish pilots (61% response rate) with questions about sleep, sleepiness, fatigue, health, working hours, and the work environment. The second part included working time analyses of a month (autumn 2015) that was subject to the former FTL (Subpart Q and LFS 2008:33). The last part of the project consisted of a field study to obtain objective data of the situation under the current FTL. Although the questionnaire results showed that job satisfaction in general was high, certain working time related phenomena were considered problematic, most notably alternating early and late flight duty periods and the fact that rosters were received less than 14 days in advance. For long haul operations, short layovers were mentioned as the main problem. A vast majority of pilots reported to have made errors due to fatigue since the introduction of the new FTL and that they should have reported themselves unfit for flight at least once. Despite a considerable prevalence of disturbed sleep and insufficient recuperation whilst on leave, self-reported health was good. Working time analysis of the older FTL revealed that long-haul and regional operations were associated with the highest working time at a critical level of sleepiness. Field study results showed no signs of systematic insufficient sleep, although slightly longer (recovery) sleep was observed during days off. Hotel sleep was found to be shorter and worse than sleep at home. Sleepiness on the flight deck tended to culminate towards the end of any given working period, with a further considerable rise during the 5th sector (if any). About one fifth of all working days were associated with sleepiness up to a level that countermeasures felt appropriate and napping and coffee intake were among the most popular ones to take. Despite the fact that problems, like too many rotating shift schedules, occur in Swedish aviation, the overall picture does not differ very much from other occupational groups where shift work occurs. Certain working time arrangements do, however, leave room for optimization, and airliners should therefore consider taking actions such as having schedules that improve the possibilities for rest and recuperation in between working shifts rather than rotating between early and late check-ins and to find ways of giving pilots more influence on their own working schedules. Minimizing the number of early check-ins for evening types and late check-ins for morning types would be a good example.

To meet increased needs of transports in the Stockholm region and reduce the problems with traffic congestion in central parts, a 21 km long by-pass (18 km in a tunnel) is planned. The bypass is expected to reduce traffic and emissions in central Stockholm, but at the same time tunnel users could be exposed to high concentrations of air pollutants from traffic. Thus to control the air quality in the tunnel system, air pollution guideline values have been proposed. The current study is initiated and funded by the Swedish Transport Administration (Trafikverket), and the aim is to assess the potential health impacts of applying different NOX guideline values (1000, 2000, 3000 and 4000 μg/m3 as hourly average max values all-over the tunnel system). The passengers’ exposure was estimated based on annual average NOX exposures, time spent in the tunnel and the number of tunnel users. Health impacts were assessed following health impact assessment principles using equations and WHO’s software AirQPlus.

With minimal ventilation and maximal traffic amounts during rush hours the NOX hourly average concentrations could raise up to 3500 μg/m3 and even when the planned maximum ventilation would be in use, the maximum concentration would stay as high as 1789 μg/m3. Thus, it is in principle with planned the technology impossible to meet the lowest proposed guideline value of 1000 μg/m3 in the whole tunnel system. However, the effects would be with this guideline still the smallest, resulting annually in 22.2 (CI 95% 16.8–30.1) more premature deaths and 480.4 (95% CI 364.1–650.6) years of life lost (assuming travellers to come from the age group 30–74). If the guideline value would be 2000 μg/m3, the exposure would annually in the same age group cause 35.2 (CI 95% 26.7–47.6) premature deaths with 760.9 (480.4–650.6) years of life lost. With the lowest guideline level, passing the whole tunnel during rush hours on working days would increase mortality risk by 7.4% (95% CI 5.5-10.1), on average corresponding to a life expectancy decrease by 0.27 (95% CI 0.20-0.37) years for people aged 30–74 years.

Among different tunnel links, the biggest exposure is expected in link 5N, where 28.6-37.2% (depending on limit value scenario) of the total health impact could be generated. The link 3N has high NOX concentration, large number of passengers and long exposure time (time spent in the tunnel link). Even the NOX concentrations are expected to be highest in links 411 and 314, the exposure time there would be shorter and the number of exposed passengers smaller. For the separate links the differences in exposure between limit value scenarios could also vary largely: while the difference was big for link 5N, it was rather small for link 7N.

If we compare these results with the previously estimated beneficial effect on the health of the local population due to decrease of urban air pollution exposure (expecting annually 23.7 (95% CI 17.7–32.3) fewer premature deaths), only with most favourable assumptions as less older persons using tunnel and with highest ventilation the tunnel could have smaller negative health effects compared to the alternative current open road E4. In all other cases the health effects in the by-pass tunnel Förbifart Stockholm are expected to be higher. Also the exposure levels in the tunnel are expected to be somewhat higher compared to previous analysis due to more 5 enhanced dispersion modelling for the tunnel, including also ramps in the impact assessment and predicting higher numbers of cars than previously.

To reduce problems with traffic congestion and meet increased needs of transports, a 21 km long by-pass (18 km in a tunnel) is planned. The by-pass is expected to reduce traffic emissions in central Stockholm but at the same time tunnel users could be exposed to high concentrations of air pollutants from traffic.

For the reduction in urban air pollution concentrations, the change in annual ambient NO_X and PM₁₀ levels were modelled using 100x100 m grids and the population (1 628 528 inhabitants) average exposure was calculated for Greater Stockholm area. The tunnel exposure was estimated based on annual average NO_X and PM₁₀ levels, time spent in tunnel and number of persons using the tunnel. Health risks were calculated based on health impact assessment principles using equations and the WHO AirQ software. In these calculations the E-R coefficient for non-external mortality was 8% per 10 μgm^-3 increase of NO_X (vehicle exhaust indicator) and for daily number of deaths 1.68% per 10 μgm^-3 increase of non-exhaust (road dust) PM₁₀.

It appeared that for the general population there would be annually 23.7 (95% CI 17.7–32.3) premature deaths less; mainly from lower exposure to vehicle exhaust (indicated by NO_X) and somewhat from a reduction in coarse particles (indicated by PM₁₀), contributing 23.2 and 0.5 fewer deaths, respectively. Other adverse health effects of exposure are also expected to be reduced. At the same time, tunnel users will be exposed to vehicle exhaust components in terms of NO_X up to near 2000 μgm^-3 during rush-hours. Passing the whole tunnel twice on working days would correspond to an additional annual NO_X exposure of 9.6 μgm^-3. Assuming there would be on average approximately 55 000 vehicles per day each way and 1.3 persons in each vehicle from the range 30–74 years of age, this exposure would result in 20.6 (95% CI 14.1–25.6) more premature deaths. If there would be more persons per vehicle or older and more vulnerable people travelling, the adverse effect of exposure in traffic could become larger. Hence, the effects in reality may be different as these results are based on now presented scenarios.

Genom att flytta arbetsplatsen från det konventionella tornet till en lokal med begränsat ljusinsläpp finns en möjlighet att bristen på dagsljus påverka prestanda, säkerhet och operatörens hälsa negativt. Ökad sömnighet på dagtid och minskad vakenhet är möjlig påverkan p.g.a. otillräcklig belysning (Cajochen, 2007, Najjar et al., 2014). Det är möjligt att utforma ett belysningssystem efter riktlinjerna för Human Centric Lighting (HCL) som skulle kunna ge korrekt dagsljus vilket skulle motverka sömnighet och verka positivt för uppmärksamhet (alertness) och därmed inte påverka mänsklig prestanda och säkerhet negativt. Syftet med HCL:Baseline-projektet var att kvantifiera befintlig trötthet vid ”remote TWR” tjänst och konventionella torn, med tanke på ljusförhållandena. På grund av pandemiska omständigheter justerades schemat och målet. Inom forskningsprojektet genomförde vi tre studier. Studie 1 syftade till en teoretisk utveckling av ett HCL-koncept för ”remote TWR”. Studie 2 angrep faktiska ljusförhållanden för ”remote TWR” och konventionella tornarbetsplatser. I studie 3 mätte vi operativa flygledare i fält för utmattning i olika skift. Resultaten av de tre studierna integreras och vi finner att ljusförhållandena för ”remote TWR” arbetsplatsen är ganska mörka och ogynnsamma och en miljö där trötthet kan utvecklas. Dessutom avger skärmar mycket blått ljus vilket är potentiellt problematiskt för flygledarnas dygnsrytm. HCL konceptet som utvecklats i studie 1 kan vara till nytta för att motverka brister i existerande belysning som inte är optimal m.a.p. människans dygnsrytm och kognitiva förmågor. Resultaten i studie 3 stöder slutsatsen att en implementering av HCL konceptet skulle bidra till en förbättring av arbetsmiljön. Vidare bör HCL konceptet beaktas vid nyinstallationer och bedöms som relevant för arbetspositioner ämnade för övervakning och kontroll av processer ex. inom andra transportslag.

The World Health Organization Night Noise Guidelines for Europe 2009 report that there is sufficient evidence for biological effects of noise on sleep, starting at LAF,max,inside=32 dB. Alterations in sleep structure and electroencephalogram (EEG) awakenings start to occur at LAF,max,inside=35 dB. Changes in cardiovascular activity during sleep also occur as a result of noise exposure, but threshold levels have not been determined. Noise from freight trains in particular has been found to cause more frequent awakenings and stronger cardiac response than passenger trains. In the field, freight trains are often accompanied by low frequency vibration, with amplitudes commonly around 0.4 – 1.5 mm/s (comfort weighted) near railway lines. As with noise, moderate to high level vibration from freight has been shown to contribute towards cortical EEG reactions and changes of heart rate during sleep. However, it is not presently known at what threshold levels physiological effects due to vibration begin to occur. The research group aimed to identify a physiological reaction threshold to vibration during sleep. An initial pilot study was conducted to give a first indication of where such a threshold might lie. A subsequent larger-scale main study further investigated the vibration level response threshold, and also provided knowledge regarding what physiological response occur at 0.4 mm/s, the current lowest limit value enforced for new railway lines in Sweden. Changes in sleep stage and awakenings were observed at 0.4 mm/s, while indications were seen at 0.3 mm/s but not 0.2 mm/s. Changes in heart rate were seen at 0.3 and 0.4 mm/s, but not at 0.2 mm/s. This study found that the physiological effects and threshold levels for these WHO defined effects were 0.3 mm/s for changes in cardiac activity, and 0.4 mm/s for EEG awakenings and changes in sleep structure and fragmentation of sleep.

Previous studies show that health can be negatively affected by transportation noise noise, with increased prevalence and incidence of adverse health outcomes, for example annoyance, sleep disturbance and to some extent cardio metabolic diseases. Regarding noise from railway there is increasing evidence for the its impact on human health, while it is less clear how ground-borne vibrations from the rail traffic affect human perception and health. Sleep studies in experimental trials show that even low vibration levels lead to effects on heart rate and disturbed sleep structure. The project, Epidemiological studies on the health impacts of Vibrations from trains (EpiVib) aimed to expand knowledge about the long-term health effects of exposure to vibration from rail traffic among people living close to the railways. Both self-reported health and register data were analysed taking into account confounders. A similar study conducted in the Netherlands has also given us a unique opportunity to make comparisons of the results. Through a qualitative study, we have further deepen our knowledge of people's response to vibrations from train traffic.

Vibrationer i byggnader från bygg- och anläggningsverksamhet kan ibland förnimmas av de som bor och vistas i byggnaden. Känseltröskeln, dvs när vibrationen är så stark att den precis kan förnimmas, är relativt väl studerad och är väldigt olika beroende på kroppsställning och andra faktorer. Det finns också forskning kring när vibrationen upplevs som obehaglig eller störande vid en kontrollerad exponering i en laboratorieliknande situation. Betydligt mindre är känt kring störning av mer realistisk exponering i typiska byggnader, och vad antal händelser över olika tidsperioder betyder. Gemensamt för många studier är att andra faktorer än själva exponeringen, exempelvis oro, information mellan olika parter och upplevt inflytande, är mycket viktiga. I slutet på rapporten redovisas data från 10 bygg- och anläggningsprojekt, inklusive detaljerade analyser av exempel på olika typer av sprängningar, pålning/spontning och packning. Typiskt är toppnivåerna och den dominerade frekvensen högre för sprängningar än för övriga signaler, men det totala energiinnehållet är ofta lågt för sprängningar eftersom de ofta ger kortvariga vibrationsförlopp. De vibrationssignaler som insamlats i projektet är fritt tillgängliga för framtida forskning.

Denna rapport redovisar översiktligt resultaten ifrån forskningsprojektet ”Sömnstörning av stomljud från tågtrafik”. Projektet finansierades av Trafikverket, och pågick under perioden 2016 – 2018. Under projektets gång genomfördes två sömnförsök i ljudmiljölaboratoriet vid arbets- och miljömedicin, ett pilotförsök med totalt 5 deltagare och ett huvudförsök med 23 deltagare. Resultaten av sömnförsöken redovisas i två publikationer, en konferensartikel (Smith, Ögren, Ageborg Morsing, Jerson, & Persson Waye, 2018) och en artikel i tidskriften ”Building and environment” (Smith, Ögren, Morsing, & Waye, 2019). Konferensartikeln och de ljudfiler som togs fram för studien finns tillgängliga på svensk nationell datatjänst, en databas för öppna forskningsdata på följande URL: https://snd.gu.se/sv/catalogue/study/snd1056