Indoor environmental conditions (thermal, noise, light, and indoor air quality) may affect workers’ comfort, and consequently their health and well-being, as well as their productivity. This study aimed to assess the relations between perceived indoor environment and occupants’ comfort, and to examine the modifying effects of both personal and building characteristics. Within the framework of the European project OFFICAIR, a questionnaire survey was administered to 7441 workers in 167 “modern” office buildings in eight European countries (Finland, France, Greece, Hungary, Italy, The Netherlands, Portugal, and Spain). Occupants assessed indoor environmental quality (IEQ) using both crude IEQ items (satisfaction with thermal comfort, noise, light, and indoor air quality), and detailed items related to indoor environmental parameters (e.g., too hot/cold temperature, humid/dry air, noise inside/outside, natural/artificial light, odor) of their office environment. Ordinal logistic regression analyses were performed to assess the relations between perceived IEQ and occupants’ comfort. The highest association with occupants’ overall comfort was found for “noise”, followed by “air quality”, “light” and “thermal” satisfaction. Analysis of detailed parameters revealed that “noise inside the buildings” was highly associated with occupants’ overall comfort. “Layout of the offices” was the next parameter highly associated with overall comfort. The relations between IEQ and comfort differed by personal characteristics (gender, age, and the Effort Reward Imbalance index), and building characteristics (office type and building’s location). Workplace design should take into account both occupant and the building characteristics in order to provide healthier and more comfortable conditions to their occupants.

The purpose of this study was to assess the relationship between road traffic noise exposure at home and the prevalence of hypertension. We conducted cross-sectional analyses in a large random sample (N=40,856) of inhabitants of Groningen City, and in a subsample (the Prevention of Renal and Vascular End-Stage Disease [PREVEND]) study cohort; N=8592). Before adjustment for confounders, road traffic noise exposure was associated with self-reported use of antihypertensive medication in the city of Groningen sample (odds ratio [OR]=1.31 per 10-dB increase in Lden). Adjusted odds ratios were significant for the subjects between 45 and 55 years old in the full model when adjusted for PM10 (OR=1.19) and at higher exposure (Lden >55 dB) only (OR=1.21; with adjustment for PM10, OR=1.31). In the PREVEND cohort, the unadjusted odds ratio was 1.35 for hypertension (systolic and diastolic blood pressure >140 and >90 mm Hg, respectively, or use of antihypertensive medication). Again, the adjusted odds ratio was significant for subjects between 45 and 55 years old (OR=1.27; with adjustment for PM10, OR=1.39). Exposure to road traffic noise may be associated with hypertension in subjects who are between 45 and 55 years old. Associations seemed to be stronger at higher noise levels.

The effects of ambient air pollution on pregnancy outcomes are under debate. Previous studies have used different air pollution exposure assessment methods. The considerable traffic-related intra-urban spatial variation needs to be considered in exposure assessment. Residential proximity to traffic is a proxy for traffic-related exposures that takes into account within-city contrasts. We investigated the association between residential proximity to traffic and various birth and pregnancy outcomes in 7,339 pregnant women and their children participating in a population-based cohort study. Residential proximity to traffic was defined as 1) distance-weighted traffic density in a 150 meter radius, and 2) proximity to a major road. We estimated associations of these exposures with birth weight, and with the risks of preterm birth and small size for gestational age at birth. Additionally, we examined associations with pregnancy-induced hypertension, (pre)eclampsia, and gestational diabetes. There was considerable variation in distance-weighted traffic density. Almost fifteen percent of the participants lived within 50 m of a major road. Residential proximity to traffic was not associated with birth and pregnancy outcomes in the main analysis and in various sensitivity analyses. Mothers exposed to residential traffic had no higher risk of adverse birth outcomes or pregnancy complications in this study. Future studies may be refined by taking both temporal and spatial variation in air pollution exposure into account.

This study investigates the association between night time road traffic noise exposure $\left(L_{\text{night}}\right)$ and self-reported sleep problems. Logistic regression was performed in a large population based cohort study (GLOBE), including over 18 000 subjects, to study the association between exposure at the dwelling façade and sleep problems. Measures of sleep problems were collected by questionnaire with two questions: “Do you in general get up tired and not well rested in the morning?” and “Do you often use sleep medication or tranquilizers?” After adjustment for potential confounders, a significant association was found between noise exposure and the risk of getting up tired and not rested in the morning. Although prevalence of medication use was higher at higher noise levels compared to the reference category $\left(L_{\text{night}}<35\text{dB}\right)$ , after adjustment for covariates this association was not significant. Long-term road traffic noise exposure is associated with increased risk of getting up tired and not rested in the morning in the general population. This result extends the earlier established relationship between long-term noise exposure and self-reported sleep disturbance assessed with questions that explicitly referred to noise and indicates that road traffic noise exposure during the night may have day-after effects.

Road traffic noise in urban areas is a major source of annoyance. A quiet façade has been hypothesized to beneficially affect annoyance. However, only a limited number of studies investigated this hypothesis, and further quantification is needed. This study investigates the effect of a relatively quiet façade on the annoyance response. Logistic regression was performed in a large population based study (GLOBE, N∼18 000), to study the association between road traffic noise exposure at the most exposed dwelling façade (L_den) and annoyance in: (1) The subgroup with a relatively quiet façade (large difference in road traffic noise level between most and least exposed façade (Q > 10 dB); (2) the subgroup without a relatively quiet façade (Q < 10 dB). Questionnaire data were linked to individual exposure assessment based on detailed spatial data (GIS) and standard modeling techniques. Annoyance was less likely (OR_{Q >10} < OR_Q < 10) in the subgroup with relatively quiet façade compared to the subgroup without relatively quiet façade. The difference in response between groups seemed to increase with increasing Q and L_den. Results indicate that residents may benefit from a quiet façade to the dwelling.

Previous studies indicate that residents may benefit from a “quiet side” to their dwellings. The influence of the level of road traffic noise exposure at the least exposed side on road traffic noise annoyance was studied in Amsterdam, The Netherlands. Road traffic noise exposure was assessed at the most and least exposed façade (L_den,most and L_den,least respectively) of dwellings for subjects in a population based survey (N = 1,967). It was investigated if and to what extent relative quietness at the least exposed façade affected the level of road traffic noise annoyance by comparing two groups: (1) The subgroup with a relatively quiet façade; (2) the subgroup without a relatively quiet façade (large versus small difference in exposure between most and least exposed façade; DIF ≥ 10 dB and DIF < 10 dB respectively). In addition, it was investigated if and to what extent L_den,least affected the level of road traffic noise annoyance. Results indicate a significantly lower road traffic noise annoyance score at a given L_den,most, in the subgroup with DIF ≥ 10 dB versus DIF < 10 dB. Furthermore, results suggest an effect of L_den,least independent of L_den,most. The estimated size of the effect expressed in an equivalent change in L_den,most approximated 5 dB for both the difference between the two subgroups (DIF ≥ 10 dB and DIF < 10 dB), and for a 10 dB change in L_den,least.