The place of the tram regarding to the 49/2002/EC Directives Noise Map

Transcription

1 PROCEEDINGS of the 22 nd International Congress on Acoustics Noise Mapping: Paper ICA The place of the tram regarding to the 49/2002/EC Directives Noise Map Maria Bite Dr. (a), Istvan Dombi (a), Dr. Pal Zoltan Bite (a) (a) VIBROCOMP Ltd, Hungary, Abstract The Environmental Noise Directive (END) 49/2002/EC strategic noise mapping regulation describes the representation of noise pollution coming from the tramline, as well as its treatment as a part of the railway noise map. Experience shows that the locating of the tramlines is foreign on the railway noise maps. We present the results of several studies, all of which demonstrate that the tramline is to be treated as part of public road transportation. In particular, this fact is reflected in the importance of the preparation of the action plan. The planning of noise reduction for city roads can t be made without that the noise pollution coming from the public road, as well from the tram line is not represented together on the noise map. We illustrate with specific Hungarian and Romanian examples (Hungary treats together the tram and public road transportation, while Romania in accordance with the END directive represents the noise pollution coming from the tramlines together with the railway noise pollution) the noise maps and action plans produced through two different interpretation. We present the advantages of the Hungarian method, which primarily prevails at the preparation of action plans. Keywords: noise mapping, 49/2002/EC Noise Directive, tram, action plan

2 THE PLACE of the tram regarding to the 49/2002/EC Directives Noise Map 1 Introduction According to the 2002/49/EK (END) [1] directive for the assessment and management of environmental noise, which was accepted from the European Parliament and Council on the 25 th of June 2002, between the years of the strategic noise mapping, than the action plan of big cities should be prepared. In the recent years VIBROCOMP Ltd. made the noise maps for several cities in Hungary, as well as in Romania. The above directive was nationalized by the Hungarian government under No. 280/2004(X.20.) [2]. The requirements for the making of strategic noise maps prescribed by government decree are included in the 25/2004(XII.20) KvVM regulation [3]. The above mentioned are regulated in Romania by the Ordinului 1830 din elaborat de Ministerul Mediului şi Dezvoltării Durabile [4]. The Romanian regulation essentially consists the original END directive, and the noise maps are made according to the Interim method [5]. The Hungarian regulations for noise mapping differ in several respects from the END directive [6]. One of the significant differences is, that the noise pollution do to the tram lines is not illustrated on railway noise maps as railway noise pollution, but on road traffic noise maps as noise pollution coming from road traffic. As an example for the benefits of this valuation and examination method are described two similar sized cities, with similar traffic and structure. Source: Source: (Bite, 2014) 1.figure: Tram line network of Szeged 2.figure: Noise map of Szeged s railway lines (L den) 2

3 2 Guided ground transportation of certain cities On the 1. resp figures are illustrated the tram and railway transport network of Szeged, as well as Kolozsvár. At Szeged, as well as at Kolozsvár the tram line is located on a public road with intense traffic. In both cities the railway tracks lead on independent embankments, the noise pollution coming from the rail traffic is independent from the public rod traffic. 3 Illustration of noise maps In the case of Szeged, the noise pollution coming from the tram traffic (se on 2.figure:) appears together with the public road traffic, and in the followings, by the calculation of the involvement will be together evaluated [7]. In the case of Kolozsvár, the noise pollution coming from the tram traffic appears separately on the railway noise map (se on 3.figure:) [8]. Source: (Bite, 2014) Source: (Bite, 2014) 3.figure: Noise map from tram and railway netwok of Kolozsvár (L den) 4.figure: Noise map from public road and tram line of Szeged (L den) 3

4 4 Conclusions arising from the two modes of representation 4.1. Railways and tram lines on one noise map The number of affected from the railway and tram noise pollution will be evaluated in a table. Therefore the drawn conclusions cannot be characteristic for the affected from the railway, either from the public road. The number of affected from the tram noise pollution parishes in the number of affected from the railway. As an example, at Kolozsvár the height over the limit noise pollution (L den>60 db) caused by tram traffic is due to the deteriorated track and olden tram park. For this reason was recommended the replacement of the trams, as well as the construction of a state of the art low noise level tramway. The effect of the measure can be shown on the noise map, but not in the number of affected, because there appears together with the number of affected from the railway. This illustration method can only be successful, if the number of affected appears individually before and after the measure as well. However, the public road noise map gives an incorrect result, while the road track is passing along with the tram and the noise pollution coming from the tram line is higher than the noise pollution coming from road, so this is not displayed either on the noise map or in the number of effected. In this case, the action plan will also give misleading results, because the noise map from public road is made on the basis of the action plan and if there the tram is the determinative, than the value of the noise pollution and the number of affected is shown on the figure, as well as in the table, while the measurements will show a quite different value Public road and tram line on same noise map In this illustration model the noise pollution coming from the tram line appears together with the noise pollution coming from the public road. Where the number of people affected by noise pollution above 65/55 db is high, noise reduction measures are needed. This means that by the preparation of an action plan should be examined the noise reduction involving some areas, so in what part are involved the certain components in the formation of noise pollution, that is the public road or the tram line is the determinative. In this case the eligibility table shows the decreasing number of affected people, resulting from the reduction of noise pollution coming from the tram. 5 Conclusions According to our opinion the inclusion of noise pollution coming from the tram and tram lines on public road noise map has an especial importance by the preparation of the action plan and its acceptance. In the case representation of the tram - train noise pollution, the number of affected must be presented separately for each case, otherwise the effect of each measure change cannot be displayed in the number of affected. 4

5 References [1] Directive 2002/49/EC of the European Parliament and Council, Brussels [2] A környezeti zaj értékeléséről és kezeléséről - 280/2004. (X. 20.) Korm. rendelet, Budapest 2004 [3] KvVM Decree no. 25/2004 (20 December) on detailed regulation of strategic noise mapping, and action planning Budapest, [4] Ordinului 1830 din elaborat de Ministerul Mediului şi Dezvoltării Durabile Bucarest,2007 [5] COMMISSION RECOMMENDATION of 6 August 2003 concerning the guidelines on the revised interim computation methods. notified under document number C(2003) 2807), OJEC L212, P [6] M. Bite, P. Bite, I. Dombi: Noise Mitigation Planning in Eastern Europe Inter-Noise 2009, August Ottawa, Canada [7] Szeged stratégiai zajtérképe VIBROCOMP Kft, Budapest, [8] Harta strategică de zgomot a Cluj-Napoca, VIBROCOMP Kft-VIBROCOMP SRL Budapesta-Cluj Napoca,