> State of the environment
07 09
> Noise
> Noise Pollution in Switzerland Results of the SonBase National Noise Monitoring Programme
> State of the environment
> Noise
> Noise Pollution in Switzerland Results of the SonBase National Noise Monitoring Programme
Published by the Federal Office for the Environment FOEN Bern, 2009
Impressum Issued by Federal Ofice for the Environment (FOEN) The FOEN is an agency of the Department of the Environment, Transport, Energy and Communications (DETEC). Authors Kirk Ingold, Noise Abatement Division, FOEN Micha Köpfli, LCC Consulting, Zürich Data preparation PLANTEAM GHS AG, Sempach-Station FOEN consultant Laurent Cosandey, Noise Abatement Division, FOEN Fredy Fischer, Noise Abatement Division, FOEN Urs Walker, Noise Abatement Division, FOEN Editorial revision Gregor Klaus, science writer Suggested form of citation FOEN 2009: Noise Pollution in Switzerland. Results of the SonBase National Noise Monitoring Programme. State of the Environment No. 0907). Federal Office for the Environment, Berne. 61 pp. Proofreading Jacqueline Dougoud Translation James Morris, Blackawton (UK) Design Ursula Nöthiger-Koch, Uerkheim Cover picture SonBase 2008, BAFU Downloadable PDF file www.environment-switzerland.ch/uz-0907-e (A printed version is not available) Code: UZ-0907-E This publication is also available in French, German and Italian (UZ-0907-F, UZ-0907-D, UZ-0907-I). © FOEN 2009
3
> Table of contents
> Table of contents Abstracts Foreword Summary
1 1.1 1.2 1.2.1 1.2.2 1.2.3 1.3 1.4 1.4.1 1.4.2
2 2.1 2.1.1 2.1.2 2.1.3 2.1.4 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.4 2.5 2.5.1 2.5.2
5 7 8
Monitoring noise nationwide What is noise? The impact of noise Health impact Social impact Costs Federal legislation on noise abatement SonBase: Visualisation of noise in Switzerland Fundamental mechanisms and data basis Geographical classification and statistical indicators
15 15 17 17 18 18 19 20 21
Status report Road traffic noise pollution Surface area affected by noise pollution People affected by noise pollution Dwellings and buildings affected by noise pollution Workplaces affected by noise pollution Railway noise pollution Surface area affected by noise pollution People affected by noise pollution Dwellings and buildings affected by noise pollution Workplaces affected by noise pollution Civil and military aircraft noise Surface area affected by noise pollution People affected by noise pollution Dwellings and buildings affected by noise pollution Workplaces affected by noise pollution Noise pollution from combined sources Noise pollution according to general thresholds Surface area affected by noise pollution People affected by noise pollution
25 25 25 28
23
29 30 31 31 34 35 36 37 37 40 42 43 44 46 46 48
2.5.3 2.5.4 2.6
3 3.1 3.2 3.3 3.4
Dwellings and buildings affected by noise pollution Workplaces affected by noise pollution Noise situation in Switzerland according to WHO standards
Outlook Forecasts The potential of SonBase Improving accuracy Prospects
Index Figures Tables Bibliography
51 51 52
56 56 56 57 58
59 59 60 60
5
> Abstracts
> Abstracts This report summarises the main findings obtained from the SonBase noise-monitoring tool. For the first time it is possible to provide comprehensive and scientifically based data concerning the current extent of noise pollution in Switzerland. The database records data from the three main noise sources in Switzerland (road, rail and air traffic), as well as the surfaces, private households, buildings, workplaces exposed to noise. Despite intensive efforts aimed at combating noise, numerous people remain exposed to noise emissions above the legally specified maximum levels. It is therefore essential to further intensify efforts to protect the population against noise pollution.
Keywords:
Der Bericht fasst die wichtigsten Resultate des Lärm-Monitorings SonBase zusammen. Zum ersten Mal können wissenschaftlich fundierte und flächendeckende Aussagen zum Ausmass der aktuellen Lärmbelastung in der Schweiz gemacht werden. Erfasst wurden die drei Hauptlärmquellen Strassen-, Eisenbahn- und Flugverkehr sowie die vom Lärm betroffenen Flächen, Personen, Wohnungen, Gebäude und Arbeitsplätze. Trotz grosser Anstrengungen bei der Bekämpfung des Lärms sind viele Menschen Lärmimmissionen über den gesetzlichen Belastungsgrenzwerten ausgesetzt. Die Anstrengungen zum Schutz der Bevölkerung vor Lärm müssen deshalb verstärkt werden.
Stichwörter:
Le rapport récapitule les principaux résultats de SonBase, base de données SIG pour le monitoring du bruit. C’est la première description à l’échelle nationale de l’ampleur de l’actuelle pollution sonore en Suisse. Le rapport couvre les trois sources majeures de bruit, la circulation routière, le trafic ferroviaire et le trafic aérien, ainsi que les récepteurs du bruit: surfaces, personnes, logements, bâtiments et places de travail soumis au bruit. En dépit des grands efforts déployés en matière de lutte contre le bruit, trop de personnes sont exposées à des immissions supérieures aux valeurs limites légales. Il faut donc renforcer la protection de la population contre le bruit.
Mots-clés:
Il rapporto riassume i risultati più importanti del sistema di monitoraggio del rumore SonBase. Per la prima volta è stato possibile illustrare in modo scientifico e ampio lo stato attuale dell’inquinamento fonico in Svizzera. La ricerca si è concentrata sulle tre fonti di rumore principali, ossia la strada, la ferrovia e l’aviazione, come pure su superfici, persone, abitazioni, edifici e posti di lavoro colpiti dal rumore. Nonostante i notevoli sforzi compiuti nella lotta contro i rumori, vi è tuttora un elevato numero di persone esposte a immissioni foniche superiori ai valori limite fissati dalla legge. L’impegno a proteggere la popolazione dal rumore deve pertanto essere rafforzato.
Parole chiave:
Noise pollution road traffic noise railway noise aircraft noise noise map SonBase World Health Organisation (WHO)
Lärmbelastung Strassenverkehrslärm Eisenbahnlärm Fluglärm Lärmkarte SonBase WHO
pollution sonore bruit de la circulation routière bruit du trafic ferroviaire bruit du trafic aérien carte du bruit SonBase OMS
Inquinamento fonico rumore del traffico stradale rumore del traffico ferroviario rumore del traffico aereo carta dei rumori SonBase OMS
> Foreword
> Foreword Peace and quiet is a valuable commodity, but it can no longer be guaranteed everywhere at all times. Human activity is leading to increased levels of noise pollution in the environment. Peace and quiet is becoming an increasingly scarce resource and therefore one well worth protecting. This report sheds light for the first time on the extent of noise pollution in Switzerland. The results are worrying: some 1.2 million people in Switzerland are exposed to hazardous or disturbing road traffic noise by day. Numerous maps and diagrams show where the noise hotspots are located and what the noise sources are. Unfortunately noise is still seen as a necessary evil for our standard of living. This is why the effect of noise on our psychological and social well-being continues to be trivialised, but more and more studies are finding that people do not get used to noise. Excessive and chronic noise also causes physical illness. The consequences include disturbed sleep, high blood pressure and even heart attacks. Noise also generates costs running into billions. Apart from the health costs, a very important factor is the depreciation in real estate values. The noise abatement strategy in Switzerland is based on three fundamental principles: measures at source, precautionary measures and remediation. The most important legal bases are the Environmental Protection Act and the Noise Abatement Ordinance. Despite numerous road and rail remediation measures, noise remains a widespread problem. Although the measures implemented or planned to date do offer a minimum level of protection, they are still inadequate. The objective of noise abatement is to reduce the excessive noise pollution to a level which is deemed healthy and as far as possible to protect regions which are still peaceful and keep them free from disturbing noise pollution.
Gérard Poffet Vice Director Federal Office for the Environment (FOEN)
7
Noise Pollution in Switzerland FOEN 2009
> Summary Noise is unwanted sound which can harm people exposed to it physically, psychologically and socially. Chronic and excessive noise poses a health risk, reduces indoor environment quality and the attractiveness of the regions affected and generates high costs to the national economy. For Switzerland, the extent of noise pollution from the three sources - road, rail and air traffic – has been calculated nationwide for the first time. The noise calculations and analyses cover Switzerland as a whole, from cities and conurbations through to rural zones. The noise was assessed: 1. according to the current limits in the Noise Abatement Ordinance (NAO) 2. using lower thresholds (absolute decibel classification) 3. according to the World Health Organization (WHO) Guidelines which take account of the general adverse and disturbing effects that noise has on people.
8
9
> Summary
Road traffic noise > Road traffic is the main source of noise in Switzerland. It gives rise to an extensive
noise footprint which covers large parts of the country. > A land area of 175 km² by day and 110 km² at night is affected by high road traffic > >
>
>
>
noise emissions. Some 1.2 million people are exposed to hazardous or disturbing road traffic noise during the day (Fig. 1). This represents 16 % of the Swiss population. Noise pollution drops during the night (Fig. 1). The ban on night-time driving covering heavy goods vehicles has the predominant positive impact on noise pollution, but road traffic is still the dominant source of noise during the night: About 10 % of the Swiss population (700 000 people) are exposed to hazardous or disturbing noise at night. Some 600 000 dwellings are affected by hazardous or disturbing road traffic noise by day, representing 17 % of the Swiss housing stock (Fig. 1). 350 000 dwellings are still affected by pollution at night (10 % of all dwellings). Over 110 000 buildings are affected by hazardous or disturbing road traffic noise during the day (Fig. 1). This represents 10 % of all buildings in Switzerland. 6 % of buildings (nearly 65 000) are exposed to night-time road traffic noise. Some 420 000 workplaces are exposed to excessive road traffic noise (Fig. 1), which is 12 % of all workplaces in Switzerland.
Fig. 1 > People, dwellings, buildings and workplaces affected by hazardous or disturbing road traffic noise in Switzerland
Basis of assessment: Limits in the Noise Abatement Ordinance (NAO)
1 400 000 1 200 000
Number
1 000 000 800 000 600 000 400 000 200 000 0 People
Dwellings Day
Buildings Night
Workplaces
10
Noise Pollution in Switzerland FOEN 2009
Railway noise > Railway noise occurs along narrow noise corridors. > A land area of 15 km² during the day and 31 km² at night is exposed to excessive
railway noise pollution. > By comparison with the extensive pollution from road traffic noise, few people are
affected by railway noise, namely 70 000 people by day and 140 000 at night (Fig. 2). > Some 35 000 dwellings and 7000 buildings are exposed to excessive or disturbing railway noise during the day. These figures rise to 75 000 and 15 000 at night. Therefore twice as many dwellings and buildings are affected by excessive railway noise at night as are exposed during the day (Fig. 2). This is primarily due to goods traffic which mainly operates at night. > Around 25 000 workplaces are polluted by excessive railway noise, which is 0.7 % of all workplaces in Switzerland.
Fig. 2 > People, dwellings, buildings and workplaces affected by hazardous or disturbing railway noise in Switzerland
Basis of assessment: Limits in the Noise Abatement Ordinance (NAO)
160 000 140 000 120 000
Number
100 000 80 000 60 000 40 000 20 000 0 People
Dwellings Day
Buildings Night
Workplaces
11
> Summary
Aircraft noise > Aircraft noise is concentrated around the two international airports of Zurich and
Geneva and the associated conurbations. > The aircraft noise data has not been analysed according to legal limits. This is
>
> >
> >
because firstly there are different limits for military airfields and civil airports and secondly the data is mainly available in 5 dB steps (isophones 50 dB(A), 55 dB(A), 60 dB(A) etc.), whereas the legal limits are between the dB(A) limits given, as can be the case with civil airfields (43 dB(A), 47 dB(A), 53 dB(A), etc.). Interpolation would theoretically be possible but would not reflect the actual situation with sufficient accuracy. The following levels form the basis: > 60 dB(A) by day and > 50 dB(A) by night. By day an area of 150 km² is exposed to noise levels over 60 dB(A), corresponding to 0.4 % of the land area. If the threshold is lowered to 50 dB(A), the critical range covers an area of 730 km². At night over 180 km² are affected by aircraft noise of more than 50 dB(A). As many as 120 km² are within the 50 to 55 dB(A) range. High aircraft noise during the day affects about 0.9 % of the total population (65 000 people), 1 % of dwellings (30 000) and 0.6 % of buildings (7000) (Fig. 3). Aircraft noise pollution is higher at night than during the day. The figures increase at night to 1.3 % of people (95 000), 1.2 % of dwellings (42 000) and 0.9 % of buildings (10 000). For a threshold which is 5 dB(A) lower (55 dB(A)), 225 000 people or 3 % of the population are affected in the daytime. About 85 000 workplaces are affected by noise levels of over 60 dB(A) during the day.
Fig. 3 > People, dwellings, buildings and workplaces affected by aircraft noise in Switzerland
Basis of assessment: Limits > 60 dB(A) day, > 50 dB(A) night
120 000 100 000
Number
80 000 60 000 40 000 20 000 0 People
Dwellings Day
Buildings Night
Workplaces
12
Noise Pollution in Switzerland FOEN 2009
Geographic distribution of noise > Urban areas and conurbations in particular are severely affected by noise (Fig. 4):
85 % of those exposed to hazardous or disturbing road traffic noise by day live in these areas. The figure is 90 % for railway noise and as high as 95 % for aircraft noise. > 85 % of dwellings affected by road traffic noise are in urban zones or conurbations. For railway noise the figure is 89 % and for aircraft noise almost 100 %. > Workplaces affected by harmful or disturbing road traffic and railway noise total over 90 % in the urban centres.
Fig. 4 > People affected by hazardous or disturbing noise pollution in Switzerland by location
Basis of assessment: Limits in the Noise Abatement Ordinance (NAO) for road traffic and railway noise, > 60 dB(A) day, > 50 dB(A) night for aircraft noise
1 400 000 1 200 000
Number
1 000 000 800 000 600 000 400 000 200 000 0 Road noise (Day)
Road noise (Night)
Rail noise (Day)
Rail noise (Night)
Aircraft noise (Day)
Urban areas and conurbations
Rural areas
Aircraft noise (Night)
13
> Summary
Spatial planning and suitability for development > Under Federal legislation, areas zoned for development in Switzerland can only be
divided up or developed (on noise abatement grounds) if the planning values are complied with (see section 1.3) or can be complied with by structural, engineering or design measures. However, planning permission may only be granted for new buildings or major building alterations if the impact thresholds are complied with (see section 1.3). If these noise levels are exceeded, planning permission is only allowed if the building is screened against noise or the susceptible rooms are located on the sides of the building away from the noise. > In Switzerland an area of 450 km² is exposed to road traffic noise pollution by day at a level which is subject to restrictions on the division and development of zoned areas or on planning permission. At night this figure falls to 350 km². > Railway noise affects an area of 35 km² by day and 55 km² at night.
Fig. 5 > Areas polluted by noise with restrictions on development and spatial planning by type of noise
Basis of assessment: Limits in the Noise Abatement Ordinance (NAO)
500 450 400 350
km²
300 250 200 150 100 50 0 Road noise (Day)
Road noise (Night)
Spatial planning restrictions
Rail noise (Day)
Rail noise (Night)
Development restrictions
Noise Pollution in Switzerland FOEN 2009
Areas with noise pollution from combined sources > In some regions, the three main noise sources are overlaid and give rise to relevant
noise pollution (per noise type: day > 55 dB(A), night > 45 dB(A)). The areas affected are mainly located near to Zurich and Geneva international airports. The surface area with three kinds of pollution extends over 3.7 km² by day and 1.8 km² at night. > Noise pollution from tandem sources occurs along many railway lines with roads running parallel to them. It affects a total of about 85 km² by day and 125 km² at night. The regions with excessive daytime road and aircraft noise pollution cover an area of around 100 km². The situation for thresholds of 60 dB(A) by day and 50 dB(A) at night > If the calculations apply the same thresholds for aircraft noise ( > 60 dB(A) by day
and > 50 dB(A) at night) to road traffic noise and railway noise, the noise problem is exacerbated. > In Switzerland 1.68 million people or 23 % of the total population are exposed to daytime road traffic noise levels of more than 60 dB(A). 24 % of dwellings and 13 % of buildings are affected. These figures drop at night to 13 % of the population, 14 % of dwellings and 8 % of buildings. > The number of people affected by railway noise during the day totals 100 000. At night nearly 200 000 people are exposed to these noise emissions. Situation according to the WHO Guidelines > The World Health Organization (WHO) Guideline values for the effect of noise on
people are > 55 dB(A) by day and > 45 dB(A) at night. These Guideline values can be used to quantify the need for action on noise abatement in terms of a long-term strategic objective. > If these strict Guideline values were applied, it would have to be assumed that 3.5 million people or nearly 50 % of the total population of Switzerland are affected by road traffic noise pollution. That is about three times as many as under the controlling exposure limits in the Noise Abatement Ordinance. > The corresponding daytime figures for rail and aircraft noise are 215 000 and 225 000 people respectively. > Under the WHO criteria, at night 2.8 million people are exposed to problematic road traffic noise and 330 000 to problematic railway noise.
14
1
> Monitoring noise nationwide
15
1 > Monitoring noise nationwide From a health and economic standpoint, excessive and chronic noise is now one of the most important environmental problems in Switzerland. Noise is practically ever present in our daily lives. The Federal Office for the Environment (FOEN) has calculated the nationwide noise pollution levels from the three main traffic sources, road, rail and aircraft, for the first time on the basis of a Geographical Information System (GIS) and has analysed the noise situation in Switzerland. The systematic inventorying and monitoring of noise is part of the SonBase noise database.
1.1
What is noise? If sound is perceived as unpleasant and disturbing, it is called noise (Tab. 1). The physical measure of noise is dB. The sound pressure level is expressed in dB. Because the human ear is less sensitive to low and high frequency sounds than medium frequencies of the same sound pressure, the values measured are weighted according to frequency. Most countries define sound using the so-called A-curve which allows the decibel to be used as the standard measure for all frequency ranges. The sound pressure level is then expressed as dB(A). The decibel is a logarithmic rather than a linear scale. An increase in a given dB(A) value of 10 dB(A) corresponds in terms of human hearing sensitivity to a doubling of the volume. If two equally loud noise sources coincide, the sound level increases by 3 dB(A).
16
Noise Pollution in Switzerland FOEN 2009
Tab. 1 > Sound levels of different sources and at different locations Source, situation, location
dB(A) Remarks
Jackhammer
130 Pain threshold
Aircraft (> 100t), take off at 100m
110
Nightclub (interior) Passenger train passing HGV (50km/h, distance: 7.5m) Horn Car (50km/h, distance: 7.5m)
95 Danger threshold 95–100 85–95 85 Risk threshold 60–80
Animated conversation
65 Discomfort and fatigue limit
Conversation
50
Car (idling, distance: 7.5m)
45–55
Quiet dwelling (inside)
35–45
Leaves rustling
25–30
Silence
0 Audibility limit
Measurements in dB(A) only express the sound pressure level at a specific time and do not indicate the duration of the exposure. However, this has a decisive influence on the perceived disturbance. Therefore a mean value called the average level or equivalent continuous sound pressure level Leq is calculated which is equivalent in energy terms to the actual pollution. To allow for the variations in interference between different types of noise, various pressure level corrections called K-values are applied in Switzerland (Noise Abatement Ordinance, Annex). The corrected average level is called the rating sound level (Lr). It is used in Switzerland for rating of noise nuisance or degree of disturbance under legal requirements (Environmental Protection Act, Noise Abatement Ordinance).
1
> Monitoring noise nationwide
1.2
The impact of noise
17
Noise has various health, economic and social effects, the occurrence and intensity of which increase as the sound level rises. Fig. 3 gives a list of the main effects. Tab. 2 > The main effects of noise Physiological noise impact
Psychological noise impact
• Hearing loss
• Annoyance
• Vegetative function disorders
• Stress, nervousness, anxiety
• Cardiovascular problems
• Depression
• Raised blood pressure
• Communication disturbance
• Less restful sleep
• Impaired performance
• Headache
• Irritation • Psychosomatic symptoms
Social noise impact
Economic noise impact
• Communication difficulties
• Rent and property prices
• Judgement of other people
• Noise abatement costs
• Less helpful behaviour
• Health costs
• Aggression
• Production losses
• Social segregation
• Spatial planning costs
Quelle: BAFU 2002a
1.2.1
Health impact
Everyday noise from a road or railway line cannot affect the hearing because permanent hearing damage only occurs at sound levels of over 80 dB(A). However, noise which does not cause hearing damage can still have an impact on health (Fig. 4). The psychological effects of noise generally involve problems such as disturbed concentration and degraded leisure and communication, but also reactions such as irritation or discomfort. At noise levels of over 60 dB(A) people wake up more often, resulting in less restful sleep. The consequences are fatigue, nervousness or increased irritability. The physical health consequences affect the vegetative nervous system. This can result in elevated blood pressure and heart rate, metabolic disorders and stress reactions. Studies indicate that chronic noise pollution increases the risk of cardiovascular disease even to the point of heart attacks. Physical changes often occur without being consciously perceived. For instance, tests on sleepers indicate hormonal changes in the body as a result of the effects of noise.
Chronic and excessive noise causes illness
18
Noise Pollution in Switzerland FOEN 2009
Tab. 3 > Overview of the years of life lost and cases of illness due to noise in 2005
Ischaemic heart disease: failure of blood supply: heart attack, angina pectoris etc. The years of life lost totalling 1087 (908 due to road traffic and 180 due to rail traffic) are based on 133 premature deaths (110 and 23). Source: ARE and FOEN 2008 Ischaemic heart disease High blood pressure-related disease due to noise by day due to noise at night Road
Railway
Total *
Road
Railway
Total *
318
17
335
590
163
752
23
1
24
26
7
33
101
5
106
235
65
300
9
0
9
13
4
17
923
49
972
3 130
864
3 994
No. of lost earning days hospital in-patient only)
236
13
248
450
124
574
Number of outpatient treatments
124
7
130
11 090
3 061
14 151
11 559
3 191
14 750
No. of years of life lost No. of years of earning lost No. of hospitalisations (in-patient) No. of hospitalisations (part in-patient) No. of hospital days (in-patient)
Daily medication doses (in 1000 p.a.) Source: ARE and BAFU 2008. * Differences of ± 1 are rounded.
1.2.2
Social impact
The primary social impact to be highlighted in addition to communication problems (interrupted conversations) is the segregation into residential zones associated with noise. There are clear indications that the numbers of single people, pensioners, foreigners and people on the poverty line are very high near noisy industrial or traffic infrastructure. It is only the well-off social groups who can escape the noise. This has caused noise pollution to become a social environmental problem to which everyone contributes but which predominantly affects the less well off.
1.2.3
Noise reinforces social differences and inequalities
Costs
As with the effects on health, the economic costs of noise are often underestimated. Calculations have shown (ARE and FOEN 2008) that the total noise costs of the national transport infrastructure in 2005 were CHF 1174 million. They consist of health costs and loss of rent. Buildings depreciate due to excessive noise and housing rents in areas polluted by noise tend to be lower than in quieter neighbourhoods. Under the Noise Abatement Ordinance, it is even possible to place usage restriction orders on buildings and properties. Road traffic noise is responsible for the majority of the costs (94 % or CHF 1101 million). Costs due to railway noise are 15 times lower (CHF 74 million or 6 %). This is due to the much lower noise pollution from trains. The breakdown between passenger and goods transport shows that 70 % of the costs are generated by passenger transport.
Noise generates costs running into billions
1
> Monitoring noise nationwide
1.3
Federal legislation on noise abatement The objectives of the Environmental Protection Act (EPA) of 7 October 1983 is to protect the population from hazardous or disturbing noise. As a precaution, effects which may be hazardous or disturbing are to be limited at an early stage.
19
The population must be protected from hazardous and disturbing noise
The Federal Council further substantiated these requirements in the Noise Abatement Ordinance (NAO) of 15 December 1986. It stipulated three different exposure limits for assessment of noise pollution generated by infrastructure such as roads, railways, airports, industry, commerce, agriculture, firing ranges and fixed military firing and exercise ranges (Tab. 4): > Impact thresholds: The impact thresholds for noise are defined so that, on the basis
of the latest know-how or experience, noise exposure levels below these levels do not significantly interfere with the well-being of the population. > Planning values: The planning values are defined for the design of new development zones and protection from noisy new fixed installations. The planning values are 5 dB(A) stricter than the impact thresholds. > Alarm values: The alarm values are defined for assessment of the urgency of remediation measures for noise emissions. They are above the impact thresholds. To ensure less noise at night, the exposure limits during this period (for transport infrastructure night time is defined as 22:00 to 06:00) are lower than during the day (06:00 to 22:00). They are also defined according to type of noise (e.g. road traffic noise, railway noise, aircraft noise). In order to take into account the sensitivity to disturbance of zones with different uses, four sensitivity levels were developed (Tab. 4). The different sensitivity levels defined by spatial planning result in stricter exposure limits being applied e.g. to leisure zones than to industrial zones. > Sensitivity level I: Zones with higher noise abatement requirement, notably leisure
zones. > Sensitivity level II: Zones without disturbance from operations, notably residential
zones and zones for public buildings and installations. > Sensitivity level III: Zones with moderate disturbance from operations, notably
residential and industrial zones (mixed zones) and agricultural zones. > Sensitivity level IV: Zones with high disturbance from operations, notably industrial
zones. The top priority for noise abatement legislation is to prevent or reduce noise emissions at source. Examples of noise reducing measures are speed reductions, low-noise road pavements or the use of low-noise rolling stock on the railways. If noise cannot be prevented at source, its propagation can be combated, for example by building noise abatement walls or embankments. If limiting emissions either at source or by propagation control (where excessive pollution still remains) is disproportionate or is prevented
Different exposure limits
20
Noise Pollution in Switzerland FOEN 2009
by overriding interests, the authority responsible may grant relief to the (public or licensed) installations. As a result, acoustic protection for the people affected (e.g. sound insulating windows) must be funded by the installation owner. Tab. 4 > Limits in the Noise Abatement Ordinance
The example relates to road traffic noise. Rating sound level Lr in dB(A); day: = 06:00 – 22:00; night: = 22:00 – 06:00. SL = Sensitivity level Sensitivity level
1.4
Planning value
Impact threshold
Alarm value
Day
Night
Day
Night
Day
Night
SL I
50
40
55
45
65
60
SL II
55
45
60
50
70
65
SL III
60
50
65
55
70
65
SL IV
65
55
70
60
75
70
SonBase: Visualisation of noise in Switzerland Despite the considerable impact of noise on health and the economy, the extent of current noise pollution in Switzerland has not made it into the public domain, or only sporadically. This trivialisation of noise is mainly because its effects are not sudden and catastrophic, instead they are creeping and therefore insidious. Noise abatement is also considered expensive and it generally affects socially weaker population groups with little political influence. The lack of attention paid to the problem is also due to limited knowledge of the exposure and nuisance to the Swiss population due to noise. Standardised, quantitative, nationwide inventorying of the pollution from the various noise sources and harmonised assessment, analysis and visualisation of this pollution was previously impossible. The data available was previously based on estimates and extrapolations. The noise exposure registers (NER) for roads, railways and airports and other available data were only of limited use in providing a comprehensive picture of the noise situation and its impact. Apart from the purely national needs, nationwide noise data is also required in relation to international cooperation. With Switzerland’s entry to the European Environment Agency (EEA) and its efforts to harmonise with the European Union (EU), EU compatible surveying and zoning of noise data are also necessary. Possible harmonisation with the EU Environmental Noise Directive 2002/49/EC means that nationwide mapping of the main regions with noise pollution and information on the current or anticipated noise pollution in the individual states must be provided. In 2004 the Federal Government initiated the SonBase project with the objective of developing a Switzerland-wide noise database in which all the relevant data and information would be stored and made available for analyses on the basis of a Geographical Information System (GIS). After a three-year technical development period, a modern
SonBase: A modern and powerful calculation tool for environmental monitoring
1
21
> Monitoring noise nationwide
and powerful calculation tool – SonBase – is now available to the Federal Office for the Environment (FOEN) and can be used systematically to record, analyse and illustrate the noise pollution from modes of transport in Switzerland for the first time nationwide. Foundations and results can be generated for strategic and conceptual work on noise and supplied in the form of geographical information, reports, graphics and maps (noise mapping). The systems for surveying and processing the noise-relevant data are EU compatible. SonBase has also created an interface for data exchange between the Federation and the cantons.
1.4.1
Fundamental mechanisms and data basis
Extensive and detailed technical information about SonBase can be found in the FOEN publication “FOEN 2009: GIS Application “SonBase” – Swiss Noise Database. Environmental studies no. 0908” which is published simultaneously with this report. The basic mechanisms and data bases are outlined briefly in this sub-section. The GIS components and associated database form the basis of the system. Special software is used for noise calculations. The noise sources currently covered in SonBase are road, rail and air traffic and the application calculates the emissions from the sources on the basis of the basic data available (e.g. geodata, statistical data, traffic volume data). Fig. 6 shows the approach for road traffic. For specific queries, any simulation or scenario calculation for subareas is possible. Fig. 6 > Calculation of road traffic noise in SonBase. Left: dwelling assessment; right: grid
The noise calculations in SonBase are carried out by corresponding software. The emissions from the sources are first calculated from the basic data available (e.g. traffic data) in the GIS (road traffic noise). The digital elevation model is then integrated to determine the noise propagation on the site and the resultant noise immissions. These immissions are stored as “Building assessments” (maximum noise level per building) and a “Noise grid” (10 x 10 m resolution). House analysis Road immissions (in dB) Rating sound level Lr
Buildings – No emission data
© Federal Office for the Environment FOEN, ARE, ASTRA, FSO, Swisstopo
Grid Road immissions (in dB) Rating sound level Lr
Buildings
Noise Pollution in Switzerland FOEN 2009
All the data currently available in the Swiss Federal Offices has been used for this report on the noise situation in Switzerland. Because the raw data is very heterogeneous and the model calculations are substantial and highly complex, it was necessary to perform adaptations, additions and in some cases model scenarios. The first calculation could then be carried out with minimum added data (setting defaults for missing basic data). Not all the results were calculated in SonBase. The emissions for determination of railway noise were taken from the Railway Emissions Plan 2015 (December 2001) issued by the Federal Office of Transport (FOT) and used to calculate the emissions. The existing noise isophones from the Federal Department of Defence (DDPS) and the Federal Office of Civil Aviation (FOCA) were used for noise pollution from civil and military aircraft (FOCA, issued 2006). The statistical analyses were then processed in SonBase. Due to the system related uncertainties, data and results from SonBase can only be used for large-scale statistical analyses at present. It should also be noted that SonBase is a national monitoring tool which cannot replace the local noise exposure registers. They use basic data for the noise calculations (e.g. survey data, traffic, population, topography) which is more precise but is only surveyed selectively or locally rather than nationally. The basic data will be updated in the coming years so that SonBase can be continuously improved.
22
1
> Monitoring noise nationwide
1.4.2
Geographical classification and statistical indicators
Based on the geographical classification of Switzerland by the Federal Statistical Office (SFSO), statistical analyses of different regions of Switzerland are carried out in SonBase. The SFSO geographical categories are combined for noise pollution in urban and rural zones (Fig. 7). Fig. 7 > Classification of the regions
Grey areas: Red areas:
Cities, towns and municipalities in the conurbations Rural municipalities
The following statistical indicators for noise pollution in Switzerland are analysed in this report: > > > >
Surface area People Dwellings and buildings Workplaces
23
Noise Pollution in Switzerland FOEN 2009
The noise was assessed according to various criteria: 1. Under the applicable legal noise exposure limits in the Noise Abatement Ordinance (NAO): They include the hazardous or disturbing impact of noise on health, the urgency of noise remediation measures and spatial planning and building restrictions due to excessive noise. The analyses of railway noise pollution are additionally based on the applicable Railway Emissions Plan 2015 (Eplan2015) issued by the Federal Council (Federal Railway Noise Abatement Act). It is based on the forecast rail emissions applicable following remediation of rolling stock and completion of the noise abatement measures by the year 2015. The building remediation measures will also be determined according to the Eplan2015. They are based on extrapolations of traffic growth and rolling stock use for 2015. Measures such as noise barriers are not yet fully implemented and are only included in SonBase in part. Data for private railways is also missing from this report. Limit considerations for aircraft noise are not illustrated or commented on in this report. This is because firstly the limits differ for military airfields and civil airports and secondly the data is mainly available in 5 dB steps (isophones 50 dB(A), 55 dB(A), 60 dB(A) etc.) but some of the legal limits fall between these dB(A) limits, as can be the case with civil airfields (43 dB(A), 47 dB(A), 53 dB(A), etc.). Interpolation would theoretically be possible but would not reflect the actual situation with sufficient accuracy. 2. Using the usage zone-independent thresholds of 60 dB(A) (day) and 50 dB(A) (night). 3. Using the usage zone-independent precautionary threshold values recommended by the World Health Organization (WHO): Lr = 55 dB(A) by day and Lr = 45 dB at night. The next section presents the main results on Switzerland-wide noise pollution according to type of noise. Detailed results for Switzerland as a whole and for urban areas and conurbations and rural municipalities are obtainable from the Federal Office for the Environment (FOEN) and will be put on the FOEN website (www.bafu.admin.ch/laerm) at a later date.
24
2
25
> Status report
2 > Status report Road traffic noise is the dominant source of noise in Switzerland. 16 % of the population or 1.2 million people are exposed to hazardous or disturbing noise emissions by day. 90 % of disturbing road traffic noise is concentrated in urban areas and conurbations of Switzerland. Railway noise takes the form of a linear noise corridor along the rail network. Excessive railway noise affects around 70 000 people in Switzerland by day, with the number affected doubled at night. Excessive aircraft noise affects relatively few regions of Switzerland, but about 65 000 people are still exposed to high noise pollution from air traffic by day. Aircraft noise is concentrated on the two international airports, Zurich and Geneva, and the associated conurbations.
2.1
Road traffic noise pollution
2.1.1
Surface area affected by noise pollution
The road traffic noise footprint extends across almost the whole of Switzerland (Fig. 8) and affects a much larger surface area than railway or aircraft noise. Fig. 8 shows the areas of Switzerland exposed to noise of more than 40 dB(A), in 5 dB(A) steps. Hazardous or disturbing road traffic noise affects 175 km² by day and 115 km² by night. 80 % of this area is located in urban zones or conurbations. High noise levels affect and restrict the spatial planning and development potential of plots and sites. Areas above the impact thresholds and the alarm value are subject to planning permission and development restrictions. In Switzerland a total of 450 km² of development zones are affected by such high levels of road traffic noise that they are subject to restrictions on their building development and spatial planning measures. This represents 1 % of the country’s area. 275 km² are associated with the zoning or opening up of development zones and around 175 km² with building development potential. 75 % are located in conurbations. Restrictions due to road traffic noise at night exist on 250 km² (spatial planning) and 115 km² (building projects).
175 km² of Switzerland are polluted by hazardous or disturbing road traffic noise by day
Noise Pollution in Switzerland FOEN 2009
Fig. 8 > Road traffic noise pollution in Switzerland
Day: 06 – 22 (in dB(A)) Rating sound level
Night: 22 – 06 (in dB(A)) Rating sound level
© 2008 Federal Office for the Environment FOEN, ARE, ASTRA, swisstopo (DV002234.1, DV002232.1)
26
27
> Status report
Fig. 9 > Surface area affected by road traffic noise pollution in Switzerland
in 5 dB(A) steps
4000 3500 3000
km²
2500 2000 1500 1000 500 0 40–45
45–50
50–55
55–60
60–65
65–70
70–75
>75
70–75
>75
dBA Day
Night
Fig. 10 > Development zones with pollution from road traffic noise in Switzerland
in 5 dB(A) steps
1000 900 800 700 600 km²
2
500 400 300 200 100 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
Night
65–70
28
Noise Pollution in Switzerland FOEN 2009
People affected by noise pollution
1.2 million people in total are affected by hazardous or disturbing road noise by day. This represents 16 % of the population (cf. Fig. 1). At night some 700 000 people or 10 % of the population are affected by excessive noise. About a million of those affected by hazardous or disturbing road traffic noise live in sensitivity level II regions (exclusively residential zones). This figure is 580 000 by night. Just 175 000 (106 000 by night) live in mixed residential and industrial zones (sensitivity level III). As expected, the majority of those affected are concentrated in conurbations and cities: 990 000 people by day and over 610 000 at night. This represents 85 % of people affected by road traffic noise. Fig. 11 > People affected by road traffic noise pollution in Switzerland
in 5 dB(A) steps
3 000 000 2 500 000 2 000 000 Number
2.1.2
1 500 000 1 000 000 500 000 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
Night
65–70
70–75
>75
16 % of the Swiss population are exposed to hazardous or disturbing road traffic noise
29
2
> Status report
2.1.3
Dwellings and buildings affected by noise pollution
Around 670 000 workplaces (12%) are within the hazardous or disturbing road traffic noise range by day. As expected, they are concentrated in urban areas and conurbations (cf. Fig. 13). Fig. 12 > Dwellings affected by road traffic noise in Switzerland
in 5 dB(A) steps
1 400 000 1 200 000
Number
1 000 000 800 000 600 000 400 000 200 000 0 40–45
45–50
50–55
55–60
60–65
65–70
70–75
>75
dBA Day
Night
Some 87 % of the dwellings affected by excessive noise are in urban zones. Looking at buildings, we can see that over 110 000 are affected by hazardous or disturbing road traffic noise by day. This represents 10 % of all buildings in Switzerland. Night-time road traffic noise affects nearly 65 000 or 6 % of buildings. Two thirds of the buildings affected by noise are in urban zones. It is noticeable that 33 000 or one third of the buildings affected by noise by day are in rural zones, with the figure dropping to 16 000 at night. This is quite different to the situation for dwellings, where 85 % of those affected by noise are in conurbations. This is due to the fact that buildings in urban zones tend to contain more dwellings than those in rural zones where detached and semi-detached houses predominate.
17 % of all dwellings in Switzerland are affected by excessive noise by day
30
Noise Pollution in Switzerland FOEN 2009
Workplaces affected by noise pollution
Regarding the results for workplaces affected by noise pollution, note that the 5 dB(A) higher limits for sensitivity levels I, II and III (under Article 42 NAO) are taken into account in their assessment in SonBase. Areas in industrial zones are considered less susceptible to noise under the Noise Abatement Ordinance. Consequently higher limits apply than for exclusively residential zones, based on the assumption that they are already affected by interior noise from industrial and trade activities. There is therefore less need for action on noise abatement measures. Nowadays however the majority of jobs are in the service sector. Less interior noise is generated in offices and many workplaces might therefore require remediation. Around 670 000 workplaces during the day (12%) are within the hazardous or disturbing road traffic noise range by day. As expected, they are concentrated in urban areas and conurbations (cf. Fig. 13). Fig. 13 > Workplaces affected by road traffic noise in Switzerland as a whole
in 5 dB(A) steps
1 200 000 1 000 000 800 000 Number
2.1.4
600 000 400 000 200 000 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
65–70
70–75
>75
More than 650 000 workplaces in Switzerland are affected by excessive noise
2
> Status report
2.2
Railway noise pollution
2.2.1
Surface area affected by noise pollution
Railway noise propagates in linear form along the rail network in Switzerland and forms a relatively narrow noise corridor, unlike road traffic noise (Fig. 14). Hazardous or disturbing railway noise affects 15 km² by day and 30 km² at night. 80 % of this area is located in urban zones or conurbations. The surface area affected by noise to the extent that restrictions apply to building and spatial planning is 35 km² by day and 56 km² by night. Almost 100 % of these areas are located in urban zones. Around 20 km² are affected to such an extent by day that spatial planning is impacted and 15 km² are subject to building restrictions. At night the areas are 25 km² (spatial planning) and 31 km² (building projects).
31
Noise Pollution in Switzerland FOEN 2009
Fig. 14 > Railway noise pollution in Switzerland
Day: 06 – 22 (in dB(A)) Rating sound level
Night: 22 – 06 (in dB(A)) Rating sound level
© 2008 Federal Office for the Environment FOEN, FOT, swisstopo (DV002234.1, DV002232.1)
32
33
> Status report
Fig. 15 > Surface area affected by railway noise pollution in Switzerland
in 5 dB(A) steps
500 400
km²
300 200 100 0 40–45
45–50
50–55
55–60
60–65
65–70
70–75
>75
70–75
>75
dBA Day
Night
Fig. 16 > Building zones affected by railway noise pollution in Switzerland
in 5 dB(A) steps
100 75 km²
2
50 25 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
Night
65–70
34
Noise Pollution in Switzerland FOEN 2009
People affected by noise pollution
At night over 145 000 people are exposed to hazardous or disturbing railway noise. By day this figure is halved. This means that 2 % (night) and 1 % (day) of the total population are affected (cf. Fig. 2). Nearly 90 % of those affected live in urban areas and conurbations. Rail traffic at night is increasing and represents a serious health problem. One factor is that the number of goods trains using the Swiss rail network at night is quite high. The potential for remediation measures on these noisy goods wagons is considerable. However, the majority of them are in the form of specific wagon fleets operated by foreign transport companies and the potential for legal intervention in Switzerland is limited. Fig. 17 > People affected by railway noise in Switzerland
in 5 dB(A) steps
350 000 300 000 250 000 Number
2.2.2
200 000 150 000 100 000 50 000 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
Night
65–70
70–75
>75
145 000 people are affected by hazardous or disturbing railway noise at night
35
2
> Status report
2.2.3
Dwellings and buildings affected by noise pollution
About 35 000 dwellings are affected by hazardous or disturbing railway noise emissions by day. This represents about 1 % of all dwellings in Switzerland. At night this figure rises to 2 % or 72 000 dwellings (cf. Fig. 2). Around 90 % of the dwellings affected are situated in urban conurbations. Of the buildings affected, over 16 000 are exposed to hazardous or disturbing railway noise at night. By day this figure is reduced to 7000 buildings. Therefore around 1.3 % (night) and 0.6 % (day) of buildings in Switzerland are affected by excessive railway noise. About 80 % of the buildings affected are in urban areas and conurbations. Proportionally, there are more dwellings where the limits are exceeded at night than during the day. It is also noticeable that a much higher proportion of dwellings in urban zones are affected than buildings. This is due to the fact that buildings with many dwellings tend to be located in urban and therefore more noisy zones rather than in quiet, peri-urban or rural zones. Fig. 18 > Dwellings affected by railway noise in Switzerland
in 5 dB(A) steps
160 000 140 000 120 000 Number
100 000 80 000 60 000 40 000 20 000 0 40–45
45–50
50–55
55–60
60–65 dBA
Day
Night
65–70
70–75
>75
16 000 buildings are exposed to excessive noise at night
36
Noise Pollution in Switzerland FOEN 2009
Workplaces affected by noise pollution
Around 25 000 or 0.7 % of workplaces in Switzerland are within range of hazardous or disturbing railway noise emissions, 10 000 of them in very noisy locations with over 70 dB(A) (Fig. 19). Fig. 19 > Workplaces affected by railway noise in Switzerland as a whole
in 5 dB(A) steps (day)
250 000 200 000
Number
2.2.4
150 000 100 000 50 000 0 40–45
45–50
50–55
55–60
60–65 dBA Day
65–70
70–75
>75
2
> Status report
2.3
Civil and military aircraft noise
37
Limit considerations for aircraft noise under the Swiss legislation (NAO) are not illustrated or commented on in this report. This is because firstly the limits differ for military airfields and civil airports and secondly the data is mainly available in 5 dB steps (isophones 50 dB(A), 55 dB(A), 60 dB(A) etc.) but some of the legal limits fall between these dB(A) limits, as can be the case with civil airfields (43 dB(A), 47 dB(A), 53 dB(A), etc.). Interpolation would theoretically be possible but would not reflect the actual situation with sufficient accuracy. Based on the data available, conclusions on noise exposure below 50 dB(A) are not possible at present.
2.3.1
Surface area affected by noise pollution
A large proportion of the aircraft noise in Switzerland is concentrated in the areas around the major international airports. Although many areas are still affected by aircraft noise during the day, relevant noise only occurs at night around the three international airports (Fig. 20). 150 km² of Switzerland are exposed to aircraft noise of over 60 dB(A) by day (Fig. 20). About one third are in rural zones (50 km²), representing around 0.4 % of the country. Applying a threshold of 50 dB(A), however, means that 730 km² are affected by high aircraft noise (1.8 % of the country). At night 180 km² are exposed to aircraft noise of more than 50 dB(A) (0.4 %). It is noteworthy that 120 km² are within the 50 to 55 dB(A) range. Excessive aircraft noise has an impact on construction and spatial planning (Fig. 22). Associated restrictions apply to 60 km² by day and the figure at night only drops to 40 km².
150 km² are considerably affected by aircraft noise by day
Noise Pollution in Switzerland FOEN 2009
Fig. 20 > Civil and military aircraft noise in Switzerland
Day: 06 – 22 (in dB(A)) Rating sound level
Night: 22 – 06 (in dB(A)) Rating sound level
© 2008 Federal Office for the Environment FOEN, FOCAL, Zurich Airport, swisstopo, DDPS
38
39
> Status report
Fig. 21 > Surface area affected by aircraft noise in Switzerland
in 5 dB(A) steps
350 300
km²
250 200 150 100 50 0 50–55
55–60
60–65
65–70
70–75
>75
70–75
>75
dBA
Day
Night
Fig. 22 > Development zones affected by aircraft noise in Switzerland
in 5 dB(A) steps
80 60 km²
2
40 20 0 50–55
55–60
60–65
65–70 dBA
Day
Night
40
Noise Pollution in Switzerland FOEN 2009
People affected by noise pollution
Aircraft noise is very localised, but still affects many people because it is concentrated over densely populated areas (Fig. 24). At night only the areas around the major airports of Geneva and Zurich are affected by pollution (mainly due to flight movements between 22:00 and 23:00). Around 65 000 people are exposed to sound levels of 60 dB(A) or more during the day (Fig. 23). This represents 0.9 % of the total population. The number of people exposed to sound levels of 55 dB(A) or over increases to 225 000 people or 3 %, the great majority in the city centres. At night more than 95 000 people (1.3 % of the population) are affected by aircraft noise of 50 dB(A) and over. At night 65 000 people live within the 50 to 55 dB(A) range alone (Fig. 23). The majority of those affected by aircraft noise live within the 50 to 60 dB(A) range (day) and 45 to 55 dB(A) (night). Around 95 % of people affected by aircraft noise live in conurbations near the major international airports (62 000). At night this figure rises to 100 %. Those affected mainly live in sensitivity level II residential zones. Fig. 23 > People affected by aircraft noise in Switzerland
in 5 dB(A) steps
200 000 150 000 Number
2.3.2
100 000 50 000 0 50–55
55–60
60–65
65–70 dBA
Day
Night
70–75
>75
Some 225 000 people are exposed to critical levels during the day
2
> Status report
41
Fig. 24 > People affected by aircraft noise pollution per km²
The indicator used is the number of people per km² who are exposed to high noise levels at their residence. The thresholds are 60 dB(A) by day and 50 dB(A) at night, based on the limits for hazardous or disturbing noise emissions in exclusively residential zones (IT [Impact threshold] SL [sensitivity level] II). This enables the maximum potential exposure of the population to be assessed. Day: 06 – 22 hrs Number of people above impact threshold/km²
Night: 22 – 06 hrs Number of people above impact threshold/km²
© 2008 Federal Office for the Environment FOEN, FOCA, FSO, Zurich Airport, swisstopo, DDPS
42
Noise Pollution in Switzerland FOEN 2009
Dwellings and buildings affected by noise pollution
Around 30 000 or 1 % of dwellings in Switzerland are affected by aircraft noise of over 60 dB(A) (Fig. 25). Over 4 % or 140 000 dwellings are within the 50 to 60 dB(A) range. At night 42 000 dwellings are exposed to pollution of over 50 dB(A). They are nearly all concentrated in the urban conurbations. The number of buildings affected by noise at night is around 10 000, giving a ratio of affected dwellings to buildings of 4:1. By day 7000 buildings are affected by considerable noise. Fig. 25 > Dwellings affected by aircraft noise in Switzerland
in 5 dB(A) steps
80 000 70 000 60 000 50 000 Number
2.3.3
40 000 30 000 20 000 10 000 0 50–55
55–60
60–65
65–70 dBA
Day
Night
70–75
>75
42 000 dwellings are significantly affected at night
43
2
> Status report
2.3.4
Workplaces affected by noise pollution
Taking the alarm value for exclusively residential zones, some 34 000 workplaces (1 %) are affected by aircraft noise of 65 dB(A) and over during the day (Fig. 26). Around 25 000 of these workplaces are located at the international airports of Zurich (18 000) and Geneva (7000). Another 50 000 workplaces are within the 60 to 65 dB(A) range. The workplaces affected are practically all in urban zones. Fig. 26 > Workplaces affected by aircraft noise in Switzerland as a whole
in 5 dB(A) steps
120 000 100 000
Number
80 000 60 000 40 000 20 000 0 50–55
55–60
60–65
65–70 dBA Day
70–75
>75
44
Noise Pollution in Switzerland FOEN 2009
2.4
Noise pollution from combined sources Some regions of Switzerland are affected by noise pollution from two or even all three main sources which are overlaid. Fig. 27 shows the regions with combined exposure. Regions with combined pollution are affected by emissions from two or three types of noise, each at ≥ 55 dB(A) by day and ≥ 45 dB(A) at night. There is relevant noise pollution and overlaying of all three main noise sources in only a few regions. They include the regions around Zurich-Kloten and Geneva-Cointrin Airports and Belp, Grenchen, Birrfeld, Sion and Payerne. But combined noise pollution along railway lines with parallel roads is widespread. Tab. 5 lists the surface area of Switzerland affected by combined noise pollution. Tab. 5 > Surface area with combined noise pollution Road + Rail
Road + Aircraft
Rail + Aircraft
Road + Rail + Aircraft
Day
83 km²
93 km²
4.7 km²
3.7 km²
Night
125 km²
36 km²
3.4 km²
1.8 km²
Various studies on road and railway noise show that the people affected perceive the types of noise differently and in variable ways. This led ultimately to the noise sources being assessed separately in the Swiss Noise Abatement Ordinance. The “Noise Survey 90” also considers the different effects of aircraft and road traffic noise (Oliva et al. 1995). It confirms the separate assessment and comes to the following conclusions: > The total disturbance by aircraft and road traffic noise is influenced more by an
increase in road traffic noise than by an increase in aircraft noise. The background sound from road traffic noise is obviously more identified with the total noise than the discrete events of aircraft noise. > It was found that the people questioned distinguished between the noise sources very clearly. When asked about aircraft noise, they assess it without thinking about the disturbance of road traffic noise and vice versa. Road traffic noise tends to be a continuous hum, whereas aircraft noise occurs as discrete events. This means that the two noise sources can be treated and assessed independently.
People perceive types of noise differently
2
> Status report
Fig. 27 > Areas affected by noise pollution from combined sources in Switzerland
Day, limit > 55 dB(A) Road, rail and aircraft immissions >= 55 DB Road and rail >= 55 DB Road and aircraft immissions >= 55 DB Rail and aircraft immissions >= 55 DB
Night, limit > 45 dB(A) Road, rail and aircraft immissions >= 45 DB Road and rail >= 45 DB Road and aircraft immissions >= 45 DB Rail and aircraft immissions >= 45 DB
© 2008 Federal Office for the Environment FOEN, FOCA, FSO, Zurich Airport, swisstopo (DV002234.1, DV002232.1), DDPS
45
46
Noise Pollution in Switzerland FOEN 2009
2.5
Noise pollution according to general thresholds The maximum extent of noise pollution can be determined using thresholds unrelated to land use zones. General thresholds of over 60 dB(A) by day and over 50 dB(A) by night are applied. They correspond to the impact threshold exposure limit in sensitivity level II, namely those applicable to residential zones or zones with public buildings and installations where noisy operations are not permitted. These thresholds represent the strictest limit under Federal law, above which hazardous or disturbing effects due to noise in dwellings can be expected.
2.5.1
Surface area affected by noise pollution
Measured according to general thresholds, about 930 km² are exposed to a road traffic noise level of over 60 dB(A) by day (Fig. 28). Another 1100 km² are within the 55 to 60 dB(A) range. A land area of 110 km² is exposed to railway noise of more than 60 dB(A). At night road traffic noise of more than 50 dB(A) affects about 750 km² of the land area, while railway noise affects 190 km². In terms of all urban zones in Switzerland (totalling 9100 km²), over 570 km² are affected by road traffic noise levels of over 60 dB(A) during the day. This represents 6 % of all urban zones. At night 480 km² are exposed to noise levels of over 50 dB(A). In rural zones 350 km² are affected by road traffic noise during the day. In urban zones some 70 km² or 0.7 % of these zones are affected by railway noise. At night the figure is 125 km² or 1.4 %. Data is available to FOEN covering development zones of around 2000 km² (day) and 960 km² (night). About 10 % of these or 225 km² are exposed to excessive road traffic noise, the night-time figure being 14 km² (Fig. 29). The figure for rail noise is ten times smaller at around 20 km² (day) and 40 km² (night). If a 5 dB(A) lower threshold (55 dB(A) day, 45 dB(A) night) were applied to road traffic noise, 500 km² or a quarter of all development zones in Switzerland are affected.
6 % of urban zones are affected by noise pollution
47
> Status report
Fig. 28 > Surface area affected by high noise levels according to noise type
Threshold > 60 dB(A) by day and > 50 dB(A) by night
1000 900 800 700
km²
600 500 400 300 200 100 0 Road noise
Rail noise
> 60 dBA (Day)
Aircraft noise
> 50 dBA (Night)
Fig. 29 > Development zones affected by high noise levels according to noise type
Threshold > 60 dB(A) by day and > 50 dB(A) by night
400
300
km²
2
200
100
0 Road noise
Rail noise
> 60 dBA (Day)
> 50 dBA (Night)
Aircraft noise
48
Noise Pollution in Switzerland FOEN 2009
People affected by noise pollution
1.68 million people are affected by road traffic noise of 60 dB(A) and over during the day (Fig. 30). At night this figure drops to 1 million (over 50 dB(A)). This is 23 % (day) and 13 % (night) of the total population.
Nearly a quarter of the population is exposed to problematic noise emissions from road traffic during the day
Some 1.4 % of the population or 110 000 people are exposed to railway noise of over 60 dB(A) during the day (Fig. 30). Therefore road traffic noise by day affects about 15 times as many people as railway noise. The proportion of the population affected by railway noise is twice as large at night as during the day. The numbers affected by pollution of over 50 dB(A) at night rise to nearly 200 000 or 2.7 % of the total population. A comparison with the results in section 2.2.2 shows that around 50 000 more people are affected by pollution from railway noise if stricter limits are applied. About 85 % of the people affected by road traffic noise live in urban areas and conurbations. This rises to 90 % for railway noise and as high as 95 % for aircraft noise. Once again it is clear that most of the excessive noise pollution occurs in urban areas and conurbations in Switzerland. Fig. 30 > People affected by high noise levels according to noise type
Threshold > 60 dB(A) by day and > 50 dB(A) at night
1 800 000 1 600 000 1 400 000 1 200 000 Number
2.5.2
1 000 000 800 000 600 000 400 000 200 000 0 Road noise
Rail noise
> 60 dBA (Day)
> 50 dBA (Night)
Aircraft noise
2
> Status report
49
Fig. 31 > People affected by road traffic noise per km²
The indicator used is the number of people per km² who are exposed to high noise pollution at their residence. The thresholds are 60 dB(A) by day and 50 dB(A) at night, based on the limits for hazardous or disturbing noise emissions in exclusively residential zones (IT SL II). This enables the maximum potential exposure of the population to be assessed Day: 06 – 22 hrs No. of people above impact threshold/km²
Night: 22 – 06 hrs No. of people above impact threshold/km²
© 2008 Federal Office for the Environment FOEN, ARE, ASTRA, FSO, swisstopo
Noise Pollution in Switzerland FOEN 2009
50
Fig. 32 > People affected by railway noise per km²
The indicator used is the number of people per km² who are exposed to high noise pollution at their residence. The thresholds are 60 dB(A) by day and 50 dB(A) at night, based on the limits for hazardous or disturbing noise emissions in exclusively residential zones (IT SL II). This enables the maximum potential exposure of the population to be assessed Day: 06 – 22 hrs No. of people above impact threshold/km²
Night: 22 – 06 hrs No. of people above impact threshold/km²
© 2008 Federal Office for the Environment FOEN, FOT FSO, swisstopo (DV002234.1, DV002232.1)
2
> Status report
2.5.3
Dwellings and buildings affected by noise pollution
Of the 3.6 million dwellings in Switzerland, 859 000 are affected by road traffic noise levels of over 60 dB(A) by day. This means that around a quarter of all dwellings in Switzerland are affected by considerable noise. If the dwellings exposed to levels over 55 dB(A) are included, the figure rises to over 1.7 million dwellings or 50 % of the total stock. At night 500 000 dwellings are exposed to emissions of over 50 dB(A), which is 13 % of the Swiss housing stock. The 160 000 or so buildings exposed to road noise of more than 60 dB(A) by day and 50 dB(A) by night (95 000 buildings) have an average of 5.4 and 5.8 dwellings respectively, which is well above the Swiss average of about 3. Therefore considerably more multi-occupancy buildings than detached or terraced houses are affected by high road traffic noise. This finding applies to all three types of noise, but is most pronounced for road traffic noise. 70 % of buildings affected by noise are located in the conurbations. 85 % of people affected live in them. Some 50 000 dwellings are exposed to railway noise pollution during the day which is 1.4 % of the total housing stock. This figure doubles at night to 100 000 units (3 % of the total housing stock). The number of buildings polluted by railway noise at night is 22 000, giving a ratio of affected dwellings to buildings of 4.5 : 1. During the day 11 516 buildings are exposed to railway noise of over 60 dB(A) (day) (4.3 : 1).
2.5.4
Workplaces affected by noise pollution
The limits for workplaces are generally 5 dB(A) higher than for dwellings. Therefore the threshold for harmful effects was raised to 65 dB(A) during the day. This threshold indicates the level at which workplaces are significantly affected by noise and how many workers could find their performance affected. In total, over 670 000 workplaces are exposed to road traffic noise levels of over 65 dB(A). This represents 18 % of all workplaces in Switzerland and around 12 times more than for railway noise (1.5 %). About 90 % are located in urban zones.
51
859 000 dwellings are affected by road traffic noise pollution of over 60 dB(A)
52
Noise Pollution in Switzerland FOEN 2009
2.6
Noise situation in Switzerland according to WHO standards As a precaution the WHO recommends thresholds intended to ensure the fullest possible protection of human health and well-being. These limits are 55 dB(A) for day and 45 dB(A) for night. The WHO endeavours to achieve full protection of health and well-being by a step-bystep reduction in the limits. Targets have been defined, namely 55 dB(A) as the first step, 40 dB(A) as the second and ultimately achievement of a target of 30 dB(A) noise emissions for night-time. The WHO thresholds correspond essentially to the legal planning values under the Noise Abatement Ordinance (NAO) for exclusively residential zones in Switzerland (45 dB(A) night). In the long term it will be beneficial to the health of the population if noise levels are reduced below these limits. Fig. 33 and Fig. 34 show the situation at night for the three types of noise according to the WHO Guidelines. Fig. 33 > Road traffic noise pollution at night according to WHO standards
Guidelines 55 dB(A), 40 dB(A), 30 dB(A), WHO 2008 Noise exposure level between 22:00 and 06:00 hrs (in dB) Rating sound level Lr Serious health risk (>= 55) Health risk (40–54.9) Moderate disturbance (30–39.9) Harmless to health (< 30)
© 2008 Federal Office for the Environment FOEN, ARE, ASTRA, swisstopo (DV002234.1, DV002232.1)
Guidelines for full protection of human health and well-being
2
> Status report
53
Fig. 34 > Railway noise pollution at night according to WHO standards
Recommendations 55 dB(A), 40 dB(A), 30 dB(A, WHO 2008 Noise exposure level between 22:00 and 06:00 hrs (in dB) Rating sound level Lr Serious health risk (>= 55) Health risk (40–54.9) Moderate disturbance (30–39.9) Harmless to health (< 30)
© 2008 Federal Office for the Environment FOEN, ARE, ASTRA, swisstopo (DV002234.1, DV002232.1)
If the WHO Guidelines of 55 dB(A) day and 45 dB(A) night are applied, 2000 km² of Switzerland are affected by road traffic noise or about 5 % of its land area. 1200 km² are in urban zones. 210 km² are affected along railway lines and 450 km² around the airports. The situation is similar at night: 1800 km² are exposed to road traffic noise and 330 km² to railway noise. Road traffic noise is also the dominant noise source in the WHO Guidelines, but the significance of aircraft noise is increasing. Many areas are affected by extensive noise pollution. Railway noise is more significant at night than during the day.
2000 km² affected by road noise
54
Noise Pollution in Switzerland FOEN 2009
3.5 million people or nearly 50 % of the total population are exposed to road traffic noise levels by day which exceed the WHO Guidelines. That is about three times as many as under the limits in the Noise Abatement Ordinance (Fig. 35). The figures for daytime rail and aircraft noise are 215 000 and 225 000 people, respectively.
Half the Swiss population is exposed to noise levels by day which exceed the WHO Guidelines
According to the WHO Guidelines, 2.8 million people in Switzerland are exposed to problematic road traffic noise and 330 000 to problematic railway noise at night. Fig. 35 > People exposed to noise pollution according to different thresholds and types of noise
4 000 000 3 500 000 3 000 000 Number
2 500 000 2 000 000 1 500 000 1 000 000 500 000 0 Road noise Day
Road noise Night
Hazardous or disturbing (to LSV)
Rail noise Day
Rail noise Night
> 60 dBA (Day), > 50 dBA (Night)
Aircraft noise Day
Aircraft noise Night
Health risk (WHO)
Around 1.78 million dwellings or 50 % of the Swiss housing stock are exposed to daytime road noise pollution of over 55 dB(A) (Fig. 36). 1.5 million of these are concentrated in the conurbations. Along both the railway lines and around the airports 105 000 dwellings are affected, of which 90 % (rail) and 95 % (aircraft) are in urban areas and conurbations. The situation is similar at night. Around 1.4 million dwellings are affected by road traffic noise levels of 45 dB(A) and over. The figure for railway noise is 160 000 dwellings.
1.78 million dwellings are exposed to unhealthy road traffic noise levels
55
> Status report
Fig. 36 > Dwellings affected by noise pollution according to different thresholds and types of noise
2 000 000 1 800 000 1 600 000 1 400 000 Number
2
1 200 000 1 000 000 800 000 600 000 400 000 200 000 0 Road noise Day
Road noise Night
Hazardous or disturbing (to LSV)
Rail noise Day
Rail noise Night
> 60 dBA (Day), > 50 dBA (Night)
Aircraft noise Day
Aircraft noise Night
Health risk (WHO)
During the day and at night around 380 000 and 300 000 buildings are exposed to road traffic noise levels of 55 dB(A) (day) and 45 dB(A) (night), respectively. The number of buildings affected by railway noise is double the figure obtained by applying the limits in the Noise Abatement Ordinance – 12 000 (day) and 37 000 (night), but are still well below those for road traffic noise. For daytime aircraft noise, an additional 25 000 buildings fall within this range. Around 70 % of all buildings affected by road traffic noise are in urban zones, the figures being about 80 % for railway noise and 82 % for aircraft noise.
56
Noise Pollution in Switzerland FOEN 2009
3 > Outlook SonBase is an important Federal Administration tool for surveying noise levels and also for analysis of projects and scenarios and production of noise pollution forecasts. Measures can be checked for their effectiveness and the economic and health impact of noise can be forecast. The accuracy of the results is being continuously improved. Other types of noise are also to be integrated in SonBase.
3.1
Forecasts The volume of road traffic continues to grow, particularly in the centres of the Swiss conurbations. The increases are primarily in night-time leisure traffic, motorized twowheelers, delivery vans and commuter traffic in the early morning and the evening. Many noise abatement systems have so far been installed as a priority along motorways and main traffic arteries, but little has been done in the inner cities where most people are exposed to the noise. There tends to limited space in the city centres and the multitude of interactions between the road and nearby buildings and the difficulty of integrating noise barriers have so far prevented more effective noise abatement. If traffic volumes continue to increase, some of the people not yet affected could come within range of harmful noise emissions in the coming years. If there is a progressive increase in noise pollution, areas which were previously quiet, particularly undeveloped rural leisure and nature zones, will become noisier.
3.2
The potential of SonBase The SonBase noise database gives the Federal Government a valuable noise abatement tool. It has many potential applications: > The SonBase noise database provides the facility to visualise changes in noise
Monitoring of noise
pollution by comparing this initial survey with future surveys (noise monitoring). > The acoustic principles for future projects, plans and political decisions can be
Defining acoustic principles
defined using SonBase. The impact of planned measures on noise pollution can be calculated. > The evolution of noise levels can be estimated for different scenarios using Son-
Base. For example, the noise impact of traffic relocation measures (e.g. shifting goods transport from road to rail) or other measures (e.g. extension or removal of the ban on HGV movements at night, speed limits) can be reviewed in advance.
Calculating scenarios
3
57
> Outlook
Future traffic increases, the effects of a new by-pass road or the impact of noise barriers or low-noise pavements can also be examined for the whole of Switzerland. > More detailed noise computations with special calculation settings can be carried out
Detailed calculations
for specific, freely definable areas. > In addition to analyses and results for noise levels under Swiss legislation (NAO)
and with absolute or more stringent thresholds, SonBase can also be used for analyses according to EU directives. > Integration of other types of noise. For example: – Civil firing ranges – Military firing and exercise ranges (approx. 250) – Industrial and trade installations – Tramlines
3.3
Analyses by different criteria and thresholds
Cost-benefit analyses of existing or planned noise abatement measures
Improving accuracy These results for noise pollution are based on various data bases for Switzerland which affect the accuracy of the results to some extent. Efforts will be made in future to improve the basic data and noise calculations. This will improve the accuracy and significance of the results. Details can be found in FOEN (2009). Among the main improvements are: > > > > > > >
Use of data from the official survey. Integration of bridges and missing noise barriers and embankments. Calculation per storey and/or for several points of a building. Use of the latest, enhanced and differentiated traffic data. Up-to-date emissions data for the railways. Use of detailed land use plans with updated classification of sensitivity levels. Greater accuracy through more precise noise calculation settings.
Improving the bases in SonBase, increasing the accuracy of calculations
Noise Pollution in Switzerland FOEN 2009
3.4
Prospects The objective of Federal noise abatement legislation is to protect the population from hazardous or disturbing noise. With this report the FOEN has produced nationwide, scientifically based results on the extent of current noise pollution in Switzerland for the first time. The three main noise sources, road, rail and air traffic, and the people, areas, dwellings, buildings and workplaces affected by noise have been recorded. The results show that despite considerable remediation efforts and measures on new buildings, around 1.4 million people are exposed to hazardous or disturbing noise emissions. The noise abatement objective has not been achieved. Even if all the remediation under the current regulations is completed, many people will still be exposed to hazardous or disturbing noise. Up to now the implementation of noise remediation has focussed on technical measures on noise propagation (e.g. construction of noise barriers). Possible measures are often not implemented because other interests are given higher priority (e.g. housing development, townscape). Technical measures to limit noise at source on vehicles and infrastructure or operational options cannot be pursued with the necessary vigour because insufficient financial resources are available for their development or the use or procurement of low-noise vehicles, equipment or machinery is not economically viable. This loop is closely linked to the fact that in many areas there is a lack of awareness of the risks and consequences of noise on health and the national economy. The economic costs resulting from constant high noise pollution are high. Property values in particular are very severely affected. The previous noise abatement strategy was appropriate and the measures were absolutely necessary, but these have not been sufficient to eliminate the problem altogether. It is also clear that noise abatement cannot be considered in isolation but is part of the social and spatial system and that other instruments must be integrated. The objective must be to enhance attractiveness and quality of the environment in such a way that noise pollution becomes less of an influencing factor in the minds of the population affected. Future strategies will focus on factors such as: > People exposed to noise and policy makers should be better informed about the
noise situation in Switzerland, its evolution and its consequences for health and property. The basis has already been created with SonBase. > Low-noise technologies should be promoted through measures which give them a market advantage. Candidates are low-noise road pavements or the “LEILA” lownoise goods wagon bogie for railways which is now under development). > The polluter pays principle enshrined in law should be strengthened. Financial incentives (e.g. on train path prices) and systemic approaches (e.g. on tax legislation) to continue to reduce noise pollution should be examined and then finalised where appropriate and feasible.
58
59
> Index
> Index Figures Fig. 1 People, dwellings, buildings and workplaces affected by hazardous or disturbing road traffic noise in Switzerland Fig. 2 People, dwellings, buildings and workplaces affected by hazardous or disturbing railway noise in Switzerland Fig. 3 People, dwellings, buildings and workplaces affected by aircraft noise in Switzerland Fig. 4 People affected by hazardous or disturbing noise pollution in Switzerland by location Fig. 5 Areas polluted by noise with restrictions on development and spatial planning by type of noise
9
10
11
12
13
Fig. 14 Railway noise pollution in Switzerland
32
Fig. 15 Surface area affected by railway noise pollution in Switzerland
33
Fig. 16 Building zones affected by railway noise pollution in Switzerland
33
Fig. 17 People affected by railway noise in Switzerland
34
Fig. 18 Dwellings affected by railway noise in Switzerland
35
Fig. 19 Workplaces affected by railway noise in Switzerland as a whole
36
Fig. 20 Civil and military aircraft noise in Switzerland
38
Fig. 21 Surface area affected by aircraft noise in Switzerland
39
Fig. 6 Calculation of road traffic noise in SonBase. Left: dwelling assessment; right: grid
21
Fig. 22 Development zones affected by aircraft noise in Switzerland
39
Fig. 7 Classification of the regions
23
Fig. 23 People affected by aircraft noise in Switzerland
40
Fig. 8 Road traffic noise pollution in Switzerland
26
Fig. 24 People affected by aircraft noise pollution per km²
41
Fig. 9 Surface area affected by road traffic noise pollution in Switzerland
27
Fig. 25 Dwellings affected by aircraft noise in Switzerland
42
Fig. 26 Workplaces affected by aircraft noise in Switzerland as a whole
43
Fig. 27 Areas affected by noise pollution from combined sources in Switzerland
45
Fig. 28 Surface area affected by high noise levels according to noise type
47
Fig. 29 Development zones affected by high noise levels according to noise type
47
Fig. 10 Development zones with pollution from road traffic noise in Switzerland
27
Fig. 11 People affected by road traffic noise pollution in Switzerland
28
Fig. 12 Dwellings affected by road traffic noise in Switzerland Fig. 13 Workplaces affected by road traffic noise in Switzerland as a whole
29
30
60
Noise Pollution in Switzerland FOEN 2009
Fig. 30 People affected by high noise levels according to noise type
48
Fig. 31 People affected by road traffic noise per km²
49
FOEN 2007: Environmental Monitoring MFM-U, Annual Report 2005 on Atmospheric and Noise Measurements. Umwelt-Zustand 0706, Berne.
Fig. 32 People affected by railway noise per km²
50
Fig. 33 Road traffic noise pollution at night according to WHO standards
FOEN 2006: Economic Acceptability and Proportionality of Noise Protection Measures, Optimisation of Balance of Interests. UmweltVollzug 0609, Berne.
52
Fig. 34 Railway noise pollution at night according to WHO standards
FOEN 2004: SonRoad – Calculation Model for Road Noise. Schriftenreihe Umwelt Nr. 366, Berne. 53 FOEN 2003: Monetarisation of Road Traffic Noise Related Health Damage. Umwelt-Materialien No. 166, Berne.
Fig. 35 People exposed to noise pollution according to different thresholds and types of noise
54
Fig. 36 Dwellings affected by noise pollution according to different thresholds and types of noise
55
Tab. 2 The main effects of noise
FOEN 2002a: Noise Abatement in Switzerland. Schriftenreihe Umwelt No. 329, Berne. FOEN 2002b: Imputing Noise Related Health Damage to Road Traffic. Schriftenreihe Umwelt No. 339, Berne. FOEN 2000: Acceptance of Structural Noise Protection Measures. Analyses and Guidelines for Construction of Noise Protection Measures from the Standpoint of Residents near Road and Rail Infrastructure. Schriftenreihe Umwelt No. 318, Berne.
Tables Tab. 1 Sound levels of different sources and at different locations
FOEN 2009: SonBase – The GIS Noise Database of Switzerland. Environmental studies no. 0908. Office for the Environment, Berne. 62 p.
16
FOEN 1988: Noise Protection and Spatial Planning, VU-6006-D, Berne.
17
BFS 2005: 2001 Federal Business Units Census Sectors 2 and 3. Federal Statistical Office, Neuenburg. BFS 2005: 2000 Federal Census. Federal Statistical Office, Neuenburg.
Tab. 3 Overview of the years of life lost and cases of illness due to noise in 2005
18
Tab. 4 Limits in the Noise Abatement Ordinance
20
Tab. 5 Surface area with combined noise pollution
44
Bibliography ARE and FOEN 2008: External Costs of Traffic in Switzerland. Update for 2005 with Spectra. Berne. ARE 2004: External Noise Costs of Road and Rail Traffic in Switzerland. Update for 2000. ARE, Federal Office of Public Health, Agency for the Environment, Forests, Landscape, Berne.
Federal Commission for Assessment of Noise Emission Limits 1997: Pollution limits for Noise at the International Airports (6th partial report), SRU-296-D, Berne. Federal Laboratories for Materials Testing, Research 1997: Noise Abatement in Switzerland, Dübendorf. EEA 2007: Presenting Noise Mapping Information to the Public. A Position Paper from the European Environment Agency Working Group on the Assessment of Exposure to Noise (WG-AEN). European Parliament and Council of the European Union 2002: Directive 2002/49/EC on the Assessment and Abatement of Ambient Noise, Luxembourg. EU-END: Directive 2002/49/EC of the European Parliament and Council dated 25 June 2002 on the Assessment and Abatement of Ambient Noise. http://ec.europa.eu/environment/noise/directive.htm
> Index
Ingold K., Klingl T., Köpfli M. 2007: National Monitoring of Noise Pollution in Switzerland. e-geo.ch No 18. Berne. Müller-Wenk R. 1999: Life-Cycle Impact Assessment of Road Transport Noise. IWÖ-Diskussionbeitrag Np. 77. Institute for Economics and Ecology, University of St. Gallen. St. Gallen. Oliva C. et al.: 1995: Noise Study 90: Pollution and Exposure of Residential Population due to Aircraft and Road Noise, Leipzig. Swiss Confederation 2000: Federal Act on Noise Remediation on the Railways, 12 September 2000 version, SR 742.144, Berne. Swiss Confederation 1986: Ordinance on Noise Protection (LSV), 1 January 2008 version, SR 814.41, Berne. Swiss Confederation 1983: Federal Act on Environmental Protection (Environmental Protection Act, USG), 1 July 2007 version, SR 814.01, Berne. WHO 2008: Night Noise Guidelines (NNGL) for Europe. Final implementation report. World Health Organization, European Centre for Environment and Health, Bonn. WHO 2007; Guidelines for Community Noise. World Health Organization, Geneva.
61
