Background:Traffic noise affects a large number of people, particularly in urbanized areas. Noise causes stress and annoyance, but less is known about the relationship between noise and depression.Objective:We investigated the association of residential road traffic noise with depressive symptoms using 5-year follow-up data from a German population-based study.Methods:We analyzed data from 3,300 participants in the Heinz Nixdorf Recall study who were between 45 and 75 years old and were without depressive symptoms at baseline (2000–2003). Depressive symptoms were defined based on the Center for Epidemiologic Studies Depression scale (CES-D) 15-item questionnaire (total score ≥ 17) and antidepressant medication intake. Road traffic noise was modeled according to European Parliament/Council Directive 2002/49/EC. High noise exposure was defined as annual mean 24-hr noise levels > 55 A-weighted decibels [dB(A)]. Poisson regression with robust variance was used to estimate relative risks (RRs) a) adjusting for the potential confounders age, sex, socioeconomic status (SES), neighborhood-level SES, and traffic proximity; b) additionally adjusting for body mass index and smoking; and c) additionally adjusting for the potential confounders/intermediates comorbidities and insomnia.Results:Overall, 35.7% of the participants were exposed to high residential road traffic noise levels. At follow-up (mean = 5.1 years after baseline), 302 participants were classified as having high depressive symptoms, corresponding to an adjusted RR of 1.29 (95% CI: 1.03, 1.62; Model 1) for exposure to > 55 versus ≤ 55 dB(A). Adjustment for potential confounders/intermediates did not substantially alter the results. Associations were stronger among those who reported insomnia at baseline (RR = 1.62; 95% CI: 1.10, 2.59 vs. RR = 1.21; 95% CI: 0.94, 1.57) and appeared to be limited to those with ≤ 13 years of education (RR = 1.43; 95% CI: 1.10, 1.85 vs. 0.92; 95% CI: 0.56, 1.53 for > 13 years).Conclusion:Our results suggest that exposure to residential road traffic noise increases the risk of depressive symptoms.Citation:Orban E, McDonald K, Sutcliffe R, Hoffmann B, Fuks KB, Dragano N, Viehmann A, Erbel R, Jöckel KH, Pundt N, Moebus S. 2016. Residential road traffic noise and high depressive symptoms after five years of follow-up: results from the Heinz Nixdorf Recall Study. Environ Health Perspect 124:578–585; http://dx.doi.org/10.1289/ehp.1409400

Previous research suggests that green environments positively influence health. Several underlying mechanisms have been discussed; one of them is facilitation of social interaction. Further, greener neighborhoods may appear more aesthetic, contributing to satisfaction and well-being. Aim of this study was to analyze the association of residential surrounding greenness with self-rated health, using data from 4480 women and men aged 45-75 years that participated in the German population-based Heinz Nixdorf Recall study. We further aimed to explore the relationships of greenness and self-rated health with the neighborhood environment and social relations. Surrounding greenness was measured using the Normalized Difference Vegetation Index (NDVI) within 100 m around participants' residence. As a result, we found that with higher greenness, poor self-rated health decreased (adjusted OR 0.90, 95% CI 0.82-0.98; per 0.1 increase in NDVI), while neighborhood satisfaction (1.41, 1.23-1.61) and neighborhood social capital (1.22, 1.12-1.32) increased. Further, we observed inverse associations of neighborhood satisfaction (0.70, 0.52-0.94), perceived safety (0.36, 0.22-0.60), social satisfaction (0.43, 0.31-0.58), and neighborhood social capital (0.53, 0.44-0.64) with poor self-rated health. These results underline the importance of incorporating green elements into neighborhoods for health-promoting urban development strategies.

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Background Highly walkable neighbourhoods may increase transport-related and leisure-time physical activity and thus decrease the risk for obesity and obesity-related diseases, such as type 2 diabetes (T2D). Methods We investigated the association between walkability and prevalent/incident T2D in a pooled sample from five German cohorts. Three walkability measures were assigned to participant’s addresses: number of transit stations, points of interest, and impedance (restrictions to walking due to absence of intersections and physical barriers) within 640 m. We estimated associations between walkability and prevalent/incident T2D with modified Poisson regressions and adjusted for education, sex, age at baseline, and cohort. Results Of the baseline 16,008 participants, 1256 participants had prevalent T2D. Participants free from T2D at baseline were followed over a mean of 9.2 years (SD: 3.5, minimum: 1.6, maximum: 14.8 years). Of these, 1032 participants developed T2D. The three walkability measures were not associated with T2D. The estimates pointed toward a zero effect or were within 7% relative risk increase per 1 standard deviation with 95% confidence intervals including 1. Conclusion In the studied German settings, walkability differences might not explain differences in T2D.

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ZusammenfassungNeue Ansätze in der Stadtentwicklung werden gefordert, um Städte in nachhaltige Orte zu transformieren. Das erfordert u. a. eine Verdichtung der Städte, die kaum denkbar ist ohne eine Zunahme der Geräuschentwicklung – meist in Form von Lärm. Um eine Akzeptanz für die Verdichtung zu erreichen, sind qualitätsvolle, gesundheitsförderliche akustische städtische Räume erforderlich. Hierfür bedarf es Ansätze, die über reine Lärmminderungsmaßnahmen hinausgehen. Ausgehend von der Frage: „Was hält gesund?“, ist eine Perspektive, die auf eine gesundheitsförderliche städtische Klangqualität bzw. auf eine positiv bewertete akustische Umgebung zielt, erforderlich. Geräusche können als gestaltbare Qualität in urbanen Räumen als eine wichtige Ressource für eine gesundheitsförderliche Stadt verstanden werden. Hierfür werden über die schallpegelbasierten Indizes hinaus weitere Metriken benötigt, die eine gute urbane Klangqualität indizieren können. Wissen, Forschung und Anwendung zu urbaner akustischer Qualität, insbesondere mit Blick auf Gesundheit, befinden sich noch in den Anfängen. Für Urban Public Health schlagen wir eine Perspektiverweiterung durch die Verknüpfung und systematische Anwendung von zwei verschiedenen Soundscape-Ansätzen vor. Der vorliegende Beitrag gibt einen kurzen Überblick zu den Begriffen „Lärm“ und „Geräusche“, stellt zwei Ansätze der Soundscape-Forschung vor und legt anschließend Ziele und Methodik des Pilotprojektes SALVE („akustische Qualität und Gesundheit in urbanen Räumen“) zum Thema akustische Qualität in urbanen Räumen dar. Insgesamt wird ein Einblick in das neue Forschungs- und Praxisfeld von urbaner Klangqualität, Soundscapes und Stadtgesundheit gegeben.

ObjectivesTo examine three walkability measures (points of interest (POI), transit stations and impedance (restrictions to walking) within 640 m of participant’s addresses) in different regions in Germany and assess the relationships between walkability, walking/cycling and body mass index (BMI) using generalised additive models.SettingFive different regions and cities of Germany using data from five cohort studies.ParticipantsFor analysing walking/cycling behaviour, there were 6269 participants of a pooled sample from three cohorts with a mean age of 59.2 years (SD: 14.3) and of them 48.9% were male. For analysing BMI, there were 9441 participants of a pooled sample of five cohorts with a mean age of 62.3 years (SD: 12.8) and of them 48.5% were male.Outcomes(1) Self-reported walking/cycling (dichotomised into more than 30 min and 30 min and less per day; (2) BMI calculated with anthropological measures from weight and height.ResultsHigher impedance was associated with lower prevalence of walking/cycling more than 30 min/day (prevalence ratio (PR): 0.95; 95% CI 0.93 to 0.97), while higher number of POI and transit stations were associated with higher prevalence (PR 1.03; 95% CI 1.02 to 1.05 for both measures). Higher impedance was associated with higher BMI (ß: 0.15; 95% CI 0.04 to 0.25) and a higher number of POI with lower BMI (ß: −0.14; 95% CI −0.24 to 0.04). No association was found between transit stations and BMI (ß: 0.005, 95% CI −0.11 to 0.12). Stratified by cohort we observed heterogeneous associations between BMI and transit stations and impedance.ConclusionWe found evidence for associations of walking/cycling with walkability measures. Associations for BMI differed across cohorts.