This is a repository copy of A demonstrator tool of web-based virtual reality for participatory evaluation of urban sound environment.
Article available under the terms of the CC-BY-NC-ND licence (https://creativecommons.org/licenses/by-nc-nd/4.0/) eprints@whiterose.ac.uk https://eprints.whiterose.ac.uk/ Reuse Unless indicated otherwise, fulltext items are protected by copyright with all rights reserved. The copyright exception in section 29 of the Copyright, Designs and Patents Act 1988 allows the making of a single copy solely for the purpose of non-commercial research or private study within the limits of fair dealing. The publisher or other rights-holder may allow further reproduction and re-use of this version -refer to the White Rose Research Online record for this item. Where records identify the publisher as the copyright holder, users can verify any specific terms of use on the publisher's website. TakedownIf you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing eprints@whiterose.ac.uk including the URL of the record and the reason for the withdrawal request. AbstractVisual impact is one of the major environmental impacts of motorways and requires adequate assessment. This study investigated the effect of traffic noise on the perceived visual impact of motorway traffic by comparing impact with sound to impact without sound. Computer visualisation and edited audio recordings were used to simulate different traffic and landscape scenarios, varying in four traffic conditions, two types of landscape, and three viewing distances. Subjective visual judgments on the simulated scenes with and without sound were obtained in a laboratory experiment. The results show that motorway traffic induced significant visual impact. In both sound conditions, increases in traffic volume led to higher visual impact and changes in traffic composition changed the impact significantly when traffic flow was low. Visual impact was significantly higher in the natural landscape and the increment was largely constant and independent from the effect of traffic condition in both sound conditions. The effect of viewing distance was also significant and there was a rapid-to-gentle decrease of visual impact by distance both with and without sound, but the decrease with sound was less rapid and the decrease pattern less clear. Overall, introduction of traffic noise increased the visual impact by a largely constant level which did not show clear dependence with noise level, traffic condition, landscape type, or viewing distance, although there was a possible effect of viewing distance on the increase. It suggests that the additional impact caused by traffic noise should be considered in visual impact assessment of motorway projects.
This is a repository copy of How do shared-street design and traffic restriction improve urban soundscape and human experience?-An online survey with virtual reality.
Introduction The DAPA-CKD trial assessed dapagliflozin in patients with chronic kidney disease (CKD) with or without type 2 diabetes (T2D). To aid interpretation of results, renal and cardiovascular outcomes plus healthcare resource utilization (HCRU) and costs were assessed in a real-world population similar to that of DAPA-CKD. Methods Henry Ford Health System (2006–2016) data were used to identify patients with CKD stages 2–4 [estimated glomerular filtration rate (eGFR) 25–75 ml/min/1.73 m 2 at index and urine albumin-to-creatinine ratio (UACR) 0–5000 mg/g; n = 22,251]. Included patients had confirmatory eGFR ≥ 90 days post-index and no kidney transplant or progression to end-stage kidney disease during 12 months pre-index. The final population ( n = 6557) was stratified by UACR (0–29, 30–199 and 200–5000 mg/g; the last comprising the DAPA-CKD-like cohort). Patients were followed for 5 years post-index. Results Adverse clinical outcomes incidence increased with UACR and was highest for the DAPA-CKD-like cohort (UACR 200–5000 mg/g) versus lower UACR categories (0–29 mg/g and 30–199 mg/g): renal composite outcome (progression to CKD stage 5, dialysis, transplant, ≥ 50% sustained eGFR decline): 26.0% versus 2.2% and 5.8%; heart failure (HF): 36.1% versus 13.9% and 24.6%; myocardial infarction: 11.3% versus 4.7% and 7.4%; stroke: 8.9% versus 4.0% and 5.7%; and mortality: 18.5% versus 6.0% and 11.7%, respectively. Within the DAPA-CKD-like cohort, patients with versus without T2D or HF had a higher frequency of adverse outcomes. The DAPA-CKD-like cohort also had significantly higher annualized per-patient healthcare costs ($39,222/year versus $19,547/year), hospital admission rate (0.55/year versus 0.20/year) and outpatient specialist visit rate (7.55/year versus 6.74/year) versus the lowest UACR category. Conclusion The significant adverse renal and cardiovascular outcomes observed, particularly in the DAPA-CKD-like cohort, represent a substantial burden resulting in increased mortality, HCRU and costs, demonstrating the need for additional treatment options. Supplementary Information The online version contains supplementary material available at 10.1007/s12325-020-01609-2.
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