In this study, a functional magnetic resonance imaging paradigm originally employed by Takahashi et al. was adapted to look for emotion-specific differences in functional brain activity within a healthy German sample (N = 14), using shame- and guilt-related stimuli and neutral stimuli. Activations were found for both of these emotions in the temporal lobe (shame condition: anterior cingulate cortex, parahippocampal gyrus; guilt condition: fusiform gyrus, middle temporal gyrus). Specific activations were found for shame in the frontal lobe (medial and inferior frontal gyrus), and for guilt in the amygdala and insula. This is consistent with Takahashi et al.'s results obtained for a Japanese sample (using Japanese stimuli), which showed activations in the fusiform gyrus, hippocampus, middle occipital gyrus and parahippocampal gyrus. During the imagination of shame, frontal and temporal areas (e.g. middle frontal gyrus and parahippocampal gyrus) were responsive regardless of gender. In the guilt condition, women only activate temporal regions, whereas men showed additional frontal and occipital activation as well as a responsive amygdala. The results suggest that shame and guilt share some neural networks, as well as having individual areas of activation. It can be concluded that frontal, temporal and limbic areas play a prominent role in the generation of moral feelings.

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In 1932, Bakos and Kagan first attempted to measure traffic noise in Berlin. Later in 1938, Kösters and collaborators formed a “Map of Loudness” for Charlottenburg. At that early date they used a sound-level meter with weighting curves having frequency characteristics recommended by the German Acoustic Committee in 1937 and the logarithmic graphic level recorder of Braünmuhl. Many years later the PTB in Braunschweig and the Acoustics Laboratory in Düsseldorf began new traffic noise studies. In Düsseldorf we published a Map of Loudness for the city and tried to obtain acoustical statistics for all vehicles. The map of loudness so obtained in 1938, 1951, 1952, and 1955 showed successively an increase in the occurrence of levels over 80 db. For the purpose of evaluation, the levels at three points have been found useful in psychoacoustical work and for expert testimony. These are: (1) level of background, (2) average level (by a planimeter), and (3) median peaks per minute. These will be illustrated by an example. Many ways are possible for reducing traffic noise. One of the best is proper construction of the vehicles. Noise control now is known by town planning boards. Two projects are presented to show organized planning in Germany.

Methods used in the measurement and evaluation of traffic noise in cities in West Germany are summarized. Particularly useful are the values of (1) the background level, (2) the mean peak levels, and (3) the average level (as obtained by a planimeter), evaluated for one-minute periods. For spectral considerations, the “summation spectrum” is used; this is the sum of the spectra of a variety of vehicles which therefore averages out the variations between individual sources. Typical measurements are presented. Steps taken to reduce the disturbance from traffic noise by redesign of public vehicles and by town planning are described.