Department for Environment, Food & Rural Affairs

Noise and Nuisance Policy

Noise Climate Assessment:
A Review of National and European Practices

3 Results of European Review

3.1 Introduction

This section reports the results of the review of noise mapping activities in European countries other than the UK. The first section describes the way in which the selection of six countries was carried out. It provides a summary of the preliminary information on which the selection was made.

The remaining sections report the findings of the review for each selected country under a standard set of sub-headings for ease of reference and consistency. In some cases an individual sub-heading is not particularly relevant to the information available from that country and no text follows. The section for each country starts with a brief overview of environmental noise legislation to set the scene. Annex B gives a more complete review of the legislation in each country. This is followed by a description of noise models and mapping systems, and then an outline of future plans and possible links to mapping of other environmental pollutants.

3.2 Initial Screening

The screening process was based on the following information and rationale.

Ireland was eliminated as it is similar to the UK due to a similar legal system and hence a similar approach to environmental noise matters.

Luxembourg was eliminated as it covers a small land area and is unlikely to provide any ideas that are transferable to the UK situation.

Germany and the Netherlands were included as they have mapping systems in place.

A northern EU country, ie Denmark, Sweden or Finland was to be included. Finland is sparsely populated so noise is less likely to be a high priority. Sweden and Denmark should be broadly similar. We have contacts in Denmark and we understand the Danish Authorities are considering standard national prediction methods from which mapping might result. Hence we discarded Finland and Sweden and selected Denmark.

Similarly, a southern EU country was to be included, ie Greece, Spain or Portugal. We were advised of little relevant mapping activity in Portugal or Greece, so selected Spain.

France is our closest neighbour with many similarities to the UK. We knew of airport noise contour modelling similar to that used at UK International Airports. France was therefore selected.

Austria, Belgium and Italy remained. Given that we had selected the Netherlands, Belgium seemed unnecessary. Furthermore, it would provide no more geographic spread as we also had selected France.

Italian legislation appears to be somewhat behind some other EU countries; the draft Framework Law on Noise Pollution (Legge quadro sull inquinamento acoustico) is seen as the first stage of a three stage implementation plan for environmental noise control. It provides only the framework. There is already a system for setting noise limits according to land-use zoning. Stage 2 will be to measure and predict levels in each zone, and Stage 3 will involve Local Authorities preparing action plans for abatement of the main sources. Hence there may be little to learn from the current position in Italy.

Austria has a programme for assessing railway noise and a directive providing principles for mapping noise is expected. The Ministry of Transport does some modelling work and we understand there are some localised GIS based studies. It appears that the process of developing a mapping system is more advanced in Austria, so Italy was discarded.

Thus the selection made was:

3.3 Austria

3.3.1 Legislative Background

No general legislation on environmental noise exists at the Federal level in Austria. There are, however, different regulations and laws in each of the nine Federal provinces (Bundesländer). There is also an ÖNORM (S 5021 'Schalltechnische Grundlagen für die örtliche und überörtliche Raumplanung und Raumordnung', Ausgabe 1st August, 1990) and a ÖAL-Guideline No 3 'Beurteilung von Schallimmissionen, Lärmstörungen im Nachbarschaftsbereich' 5th Edition, December 1986) which specify maximum ambient noise levels.

The impact of noise from Federal roads is controlled by the Decree on Noise Control on Federal Roads, 1983. The Provinces (Bundesländer) have responsibility for its implementation. Rail traffic noise emissions and impact are regulated by a statutory order on noise emissions from rolling stock 1993. Air traffic noise emissions are regulated by a statutory order on noise emissions from aircraft (ZLZV) 1992. The Aircraft Noise Act for regulating the impact of aircraft noise is currently in preparation. The two primary regulations for controlling the impact of noise from industry are the Trade Law (GewO) and the Trade Law EC Directive (GewO R1. 79/113/EWG), which deals with emissions from machinery and technical equipment.

3.3.2 Current Noise Mapping Activities

Noise Databases, Mapping Systems or Models Currently In Use, or Proposed

In terms of noise impact, there are no overall national mapping systems in place in Austria at present, as such systems are currently at the research and development stage. There is, however, localised noise mapping activity. For example, maps on all sources of noise (eg, road, rail and industry) have been produced for the City of Vienna. Figure 3.3a shows an example of a traffic noise map generated for the major roads of Vienna in 18989.

Noise contour modelling has been used at Vienna Airport to produce and update noise maps for every year between 1970 and 1997. Maps have also been produced for other airports, although only in the period 1980-88 (eg, Salzburg Airport in 1985).

The Austrian Federal Environmental Agency has started work in the area of noise and prepared a draft monitoring system for road traffic emissions and for assessing the effects of increases in traffic. This draft was prepared for highways and Federal roads, although no maps have been produced yet. However, maps are required as part of the planning and construction process, as part of an EIA.

For railway noise, national maps have been produced for two years: actual noise in 1990, and predicted noise in the year 2000. These maps are a nation-wide inventory for rail, although not updated, and map noise for a 100 metre corridor either side of the track.

There are proposals on sound emission and conflict plans (see below), as well as noise contour plans to be used in Austria, although it is unclear who should be responsible for financial support, since the State have indicated that they will not provide funding. It is proposed that the Federal provinces (Bundesländer) should help communities to establish local mapping systems on noise.

There is no comprehensive legislation on emissions or impact (including noise mapping or modelling) in Austria. However, the Austrian Working Group for Noise Abatement and Control (ÖAL) has recently finalised new guidelines on noise measurement, calculation and mapping for road, rail, air and industry(1). This is based on guidelines worked out by order of the Amt der Steiermärkischen Landesregierung derived from six pilot projects in Steiermark. It is expected that this guideline will be published in the near future.

This document forms the basis of guidelines on noise mapping. For example, the process of conflict mapping is described for differences between noise levels predicted from calculations and noise level limits that exist for certain areas. If the calculated values are higher than existing noise limits, conflict maps can be prepared, followed by a noise contour plan indicating what measures could be undertaken to reduce such conflicts. Communities are then free to decide which approach to take.

There are no national maps available for industrial noise. However, industry is required to carry out noise assessments and prepare noise maps as part of the authorisation process. Data used for this purpose are available through local authorities, although this data source is not used for compiling national maps.

Sound propagation programmes or models that are currently used at a commercial level in Austria are the two German models, Schallplan (SoundPlan) and Immi (produced by Wölfel). These two models, as used in Austria, have been specially prepared based on the Austrian calculation methods described in ÖAL-guideline 28 for calculating sound propagation. Several other models are used by independent consultants.

A study on the propagation of sound is currently being carried out by 25 organisations and companies, including civil engineers, from the nine Federal provinces (Bundesländer). This study is focusing on methods for comparison of environmental noise from industry, road and rail. Road traffic noise propagation is based on ÖAL-guideline 28. Data on noise emissions from industrial machines and plants is taken from VDI-guidelines: 'Emissions-kennwerte technischer Schallquellen', as well as several research reports commissioned by the German Umweltbundesamt.

Work had started on compiling a noise emissions database or inventory ('kataster') based on the calculation of average noise levels on Federal highways or roads and main rail routes from frequency counts (rather than field measurements of noise). However, activities in this area are reported to have ceased for the present.

The Purpose of the Noise Mapping Efforts; Targets and Objectives For Noise Exposure

Environmental noise exposure is the responsibility of the Federal provinces (Bundesländer). Until now, no data has been prepared for Austria as a whole.

The overall objective of noise mapping is as a contribution and assessment tool for land-use planning and noise reduction on a local level, rather than for national monitoring. For example, noise mapping is used as a planning tool for streets and other activities for which an environmental impact assessment is necessary, and for validating complaints concerning noise.

There are several reports on noise exposure in Austria. These have been prepared at a provincial level, as well as Federal level.

Type of Data Required

There are two main aspects to data used for noise modelling. As the situation in Austria is similar to that in Germany, VDI-guidelines are used (eg, emission factors for industry), as well as data present in various Austrian guidelines on road, rail and air traffic. These existing sources of acoustic emissions data can be used to predict noise levels from various sources. Secondly, measurements can be made in order to verify computer calculations. Non-acoustic data that is required for the preparation of noise maps must also be collected by consultants, eg numbers of vehicles, etc.

The type of data depends on what input data is required. For road traffic, there are standardised data for trucks and cars on different road surfaces. For rail, there are also standardised noise levels that are used in calculations. Road traffic noise propagation is based on ÖAL-guideline 28. Furthermore, in terms of Federal roads, there are automatic car recognition systems for counting cars, lorries, etc. These frequency data are therefore available on an annual basis.

In 1994, ÖAL-guideline 24 on the calculation of aircraft noise around airports was published. This outlined recommendations for work in this area, although this guideline is now in need of some revision in light of new emission data, etc. However, a model is used to calculate air traffic noise for all airports in Austria. Air traffic noise maps do exist for all airports in Austria, and noise levels have been predicted for the year 2010 based on calculations described in ÖAL-guideline 24. The LAeq is used as it is for roads, rail and industry.

For industry, data is available from various databases on industrial noise levels as detailed in ÖAL-guideline 36. Data used is mainly based on calculations from this guideline, although measurements are occasionally required for particular situations. Data on noise emissions from industrial machines and plants is taken from VDI-guidelines: 'Emissions-kennwerte technischer Schallquellen', as well as several research reports commissioned by the German Umweltbundesamt.

Organisations Responsible for Generating the Required Data

The Federal Environment Agency is responsible by law for any kind of inventory that is used to compile and monitor environmental data. The majority of data on road traffic is compiled by consultants to the Ministry of Economic Affairs which has responsibility for roads. Data has recently been finalised for use in road traffic modelling in Austria. The same consultants also have responsibility for establishing data on railways for the Ministry for Transport and Public Works through measurements and use of calculations according to the Austrian standard: ÖNORM, S: 5011. For industry, a report has recently been prepared by the Federal Environment Agency.

Noise Levels in Relation to Population Distribution and Published Statements of Population Exposure

Noise levels have not yet been related to population distribution in any way. However, the Austrian Agency for Statistics has a responsibility to conduct population censuses on how people are annoyed by noise, although there has been no subsequent attempt to correlate this information with noise levels. Figure 3.3b is an example of an 'annoyance map' that has been generated from such data, it shows the percentage of the population across Vienna annoyed by lorry noise during the day in 1982.

These censuses are carried out every three years, and results have shown decreasing levels of annoyance for the country as a whole; in 1970, 50% of all people were 'annoyed' because of noise levels compared to 30% at the present time. This decrease is attributed to noise control measures that have been introduced in Austria.

Costs of Setting Up and Running Systems

No data on costs is available, although authorities indicate that SoundPlan requires at least two people for its operation.

Potential Interface of Local Models With Wider Mapping Systems

There are ideas to introduce data from these local models into GIS. Output data from every program used must be compatible with GIS

3.3.3 Evaluation/Review of Existing Noise Mapping Work

The production of guidelines on noise measurement, modelling and mapping represents the first stage in the process of evaluating existing work in this area. ÖAL-guideline 36 on environmental noise mapping in Austria represents such a guideline.

3.3.4 Future Noise Mapping Activity

Within the Federal Environmental Agency, the issue of noise pollution is not a primary area of interest at the moment. There have been considerable reductions in available budget and subsequent staff reductions. Hence, at present there are cost restrictions on noise mapping, but there are ideas to establish noise control measures as the last step in noise mapping.

3.3.5 Mapping of Other Relevant Environmental Pollutants

There are mapping systems available for various of air pollutants, although no links have yet been established with noise mapping systems. No consideration has been given to this issue in Austria.

Area-wide mapping has been undertaken in Austria for tropospheric ozone. There are also plans to map acid precipitation. However, no links have yet been established between such other environmental pollutants and noise. Experience has shown that to obtain adequate maps of ozone requires a dense monitoring network to calibrate the model and verify the results. Further models are requried to correlate monitoring data and for extrapolation.

3.4 Denmark

3.4.1 Legislative Background

Environmental administration in Denmark was decentralised to the elected County or Municipal Councils in October 1974. As a result, each municipality is responsible for regulating noise levels within their own jurisdiction. Environmental requirements concerning noise are set out as a requirement to comply with a limit value (eg, the maximum noise level in dB(A) at the site boundary between 0700 and 1800 hrs, based on Best Available Technology (BAT)). The relevant EC Directives on noise have been directly incorporated into Danish law, and different legislation exists for each type of noise source.

Legislation on road and rail traffic is generally weak although there are planning standards for new developments that create zones according to noise level.

3.4.2 Current Noise Mapping Activities

Noise Databases, Mapping Systems or Models Currently In Use, or Proposed

Environmental authorities in the four Nordic countries Denmark, Finland, Norway and Sweden have co-operated for many years on development, revision and harmonisation of calculation methods for road traffic noise, railway noise and air traffic noise. Three reports have been produced by the Nordic Noise Group:

The present Nordic working reports set out requirements for the prediction of road, rail and air traffic noise in the Nordic countries. These prediction methods are used for the calculation of noise for use in mapping systems. However, there are alternative calculation methods as developed and used by consultants.

Danish authorities are considering a standard national prediction method - the 'Nordic Noise Model' (Guideline No. 5 on the implementation of Nordic prediction methods) from which mapping may result. Hence, if in the future industry is required to define noise zones, Guideline No. 5 would be used. However, mapping is currently used around most (local) noise sources including airports, roads and railways.

Local mapping is also used in cities by local authorities. Noise levels are estimated for different dwellings and this data is adapted for use in nation-wide mapping.

In terms of road traffic noise exposure mapping, early work was carried out by the Danish Acoustical Institute (Delta Acoustics) in 1974. This involved an analysis of the noise impact of building a road by mapping noise exposure around five alternative routes of an urban motorway. Standard propagation conditions were defined, and traffic conditions were determined in predictions made for the year 2000. Since this early attempt at mapping, such work has become routine as part of the planning and construction process for new roads.

The Danish Acoustical Institute has carried out mapping work on Copenhagen Airport in 1993 for the years 2000 and 2010. Noise level contours (LDEN were calculated using the programme DANSIM developed by the Institute (Delta Acoustics). Information for mapping work on dwellings was based on statistics for 1986-87 provided by municipalities responsible for noise level contours used in earlier work. In 1993, these municipalities updated this information based on data from the end of 1992.

Previous mapping systems have dealt with noise exposure of dwellings in one or more municipalities. However, a nation-wide map of road traffic noise exposure was prepared in 1991 by a consultancy. The approach taken was to:

In the past, the Danish Ministry of Traffic and the Danish EPA has funded several mapping projects on road traffic noise exposure. As a result a database has been established with an increasing amount of data on Danish road sections, with traffic data and data on dwellings and their location in relation to roads. Availability of these data allows calculations on the nation-wide efficiency of regulating traffic flow, speed, etc on various types of road. Nation-wide maps have been developed using existing municipal maps produced by various towns and cities, supplemented by mapping selected towns to obtain representative data. Data from approximately 35 towns has been included in the database, together with noise data based on the immediate vicinity of national roads.

In recent years, 'continuous' methods have been used for calculating actual noise levels rather than using existing data for different classes of noise. After having mapped noise levels in the selected areas, the results have been extrapolated to be representative for the whole of Denmark. For this, information has been used from Statistics Denmark on the distribution of dwellings in various municipalities.

Danish mapping of road traffic has in the past been limited to roads with more than 1,000 vehicles over a 24-hr period, assuming noise levels to be below LAeq,24 hours 55 dB adjacent to such roads. Future noise mapping will be extended to include roads with less traffic.

New methods have been introduced recently that allow noise levels to be calculated using computer programs based on information in digital maps. This includes road centre lines and building contours in the XY plane. This allows more accurate calculation of noise levels, since noise reflection and barriers can be considered. Noise levels calculated at a point (x,y) can therefore be related to information on buildings at that point.

The Danish Building and Dwelling Register contains most buildings in Denmark, for which XY co-ordinates are known. In 1998, the actual position of dwellings within a building will be registered. This will allow an accurate calculation of noise levels at each individual dwelling Such registers are considered to be powerful tools in mapping existing situations and analysing consequences of various options for noise mitigation, etc.

For industry, noise criteria exist which establish noise limits that must not be exceeded. As a result, mapping systems are rarely used for industry. Noise zones are, however, established around certain industries which use primitive mapping systems, including areas used for shooting and motor-sport. Furthermore, some purification plants for natural gas use noise models such as SoundPlan to determine environmental noise levels. In this program noise sources are defined and noise calculations are made, taking into account details on slope, aspect, etc. There is no demand for noise zoning around other industries.

There have been two further guidelines published on shooting ranges. Guideline No 1 (1995) on administration and Guideline No 2 (1995) for the implementation of the Nordic prediction method, which describes the Norwegian computer program, SKUDD.

SoundPlan, a program for noise emissions from all sources including road and rail, is the most widely used. Databases are only used by consultancies.

GIS can be used to combine data on noise emissions within cities with the Nordic Noise Model, from which a noise plan can be formulated.

Regulations are in preparation covering noise around military areas. In particular, zoning is under discussion. Based on Guideline No. 5 (1993), research has been carried out on five databases for noise emissions from weapons and explosives. For such noise sources, two systems are currently used, including the German computer system, Larmlast.

Different computer models are used for roads. However, there is a general requirement to comply with algorithms as prescribed in the guidelines and then develop a model. As an example of noise exposure metrics, the Noise Exposure Number SBT is used by Danish road authorities as a one-number descriptor of traffic noise exposure which is combined with other descriptors of the economics of time-saving, etc when deciding on priorities for new road construction. For this, the road traffic noise level is calculated at each dwelling, and an annoyance factor is determined as a function of the level of road traffic noise out of doors in residential areas.

The Purpose of the Noise Mapping Efforts; Targets and Objectives For Noise Exposure

To restrict development in noise sensitive areas and to ensure that dwellings are not subject to excessive noise according to Law No. 338 of 6th June 1991 on planning.

Type of Data Required

Data are not always measured. For example, estimates can be made of emission levels which can then be compared to predicted noise levels. EPA has issued a handbook on standard noise data for vehicles.

In general, noise prediction is the preferred approach in Denmark and other Nordic countries, rather than noise measurement, as the basis for noise mapping. No comprehensive set of measurements on traffic noise have been made in Denmark because accurate prediction methods have been available for the last 20 years. Similar calculation procedures and descriptors are used throughout the Nordic countries, although Denmark uses 1-hour LAeq to characterise noise from motor-sport, compared to the use of the maximum noise level LAmax (fast) in other countries. The development of a new integrated noise prediction method in octave bands, relevant to all sources of environmental noise is currently being pursued as a result of an initiative in 1996. This is expected to be finished in the year 2000.

For road traffic models, emission data are required for both light and heavy vehicles. This includes noise at a specified distance from a road; the noise levels generated at different speeds; and when using the model it is necessary to understand how traffic moves. The Danish EPA prescribes mathematical algorithms to be used when formulating computer models. However, the current road traffic model is not very different from earlier models, although it is not yet fully implemented. The same principle is used for rail traffic, although types of rail wagon are defined from country to country. Hence, national emission data exists for all types of train/wagon. A new model has been developed for rail traffic, and this will be subject to a testing programme as carried out for air traffic models.

In the Nordic prediction method for road traffic noise, it was assumed that when the speed limit was 50 km/h or lower, the traffic noise level would be the same no matter what the actual speed was. As a consequence, traffic regulations reducing speed limits to 30 or 40 km/h had no effect on mapped noise exposure. Following further research in 1993/94, the prediction method for road traffic was revised in 1996 and the speed dependence was extended down to 40 km/h for light vehicles. However, speed dependence below this speed has not yet been included in the Nordic prediction method.

Predictions were, until quite recently, carried out manually using maps to determine calculation parameters such as distance between roads and dwellings, road and ground surface height, position of sound reflecting and screening obstacles. However, present calculations are made using computer calculations based on digital maps. As a result, this has enabled more detailed maps to be generated as well as indicating the need to revise current prediction methods.

In terms of air traffic, the Danish EPA has used the principles of air traffic modelling as reported at the European Civil Aviation Conference (ECAC) attended by all EC countries. There are very few national models in use in Denmark: the Integrated Noise Model (INM), developed in the US and used by the US Federal Aviation Authorities (FAA); and DANSIM which has been developed and is used by Delta Acoustics in Denmark. Other consultants use INM in Denmark. INM uses an integrated (international) database for military/civil aircraft.

For industrial plant, shooting ranges and motor-sport areas, similar models are used in Denmark. A new octave band calculation method has been developed for use by rail and industry.

Organisations Responsible for Generating the Required Data

Several research institutions (eg, Delta Acoustics) and consultancies are responsible for generating data. For example, when seeking authorisation in industry, it is the responsibility of industry to use consultants to draw up plans on noise.

Delta Acoustics has been involved in environmental mapping since the early 1960s, primarily developing methodologies, calculations and measurements of environmental noise mapping for all Nordic countries.

Noise Levels in Relation to Population Distribution and Published Statements of Population Exposure

No such studies have been completed for industrial noise or shooting activities, although there are some discussions with regard to traffic noise. GIS systems can be used as input and output files for SoundPlan, but there have been no discussions for relating industrial noise levels to population distribution.

However, as a case study, population distribution has been related to noise levels in one city in Denmark. This work was carried out within the last two years. It was possible to combine these results with different registers on dwellings, etc using GIS and so establish the exact position of all dwellings in relation to all noise sources.

Costs of Setting Up and Running Systems

The cost to purchase a program developed by Norwegian consultants would be approximately US$ 1,000 (approximately £ 600), but time would be needed to become familiar with the program and in its application. No further information is available.

Potential Interface of Local Models With Wider Mapping Systems

Not known.

3.4.3 Evaluation/Review of Existing Noise Mapping Work

There has been no review, as noise mapping has not been used on a large scale within industry. However, the prediction method has been evaluated and tested several times since the 1980s.

3.4.4 Future Noise Mapping Activity

This is currently under discussion within the EC, and there will be a need to engage in mapping when the EC adopts a harmonised approach. For this reason, Danish authorities have produced a report on g the Danish experience with monitoring noise exposure and the necessary steps towards procuring data for a uniform European system for mapping environmental noise. This report recommends steps the European Environment Agency (EEA) could take to establish guidelines on the production and presentation of relevant and comparable noise data . The guidelines would cover noise from road, rail and air traffic, industrial enterprises and other noise sources. The results of this report are intended as support for the EEA project M4A: 'Ambient Noise Levels and Exposure'.

Furthermore, as part of the ISIS project (Integrating Systems for Implementing Sustainability), a team in Copenhagen in Denmark are responsible for the production of a guidance document for European cities on how to develop an action plan on noise abatement. Copenhagen has developed procedures for mapping traffic noise as part of this plan.

3.4.5 Mapping of Other Relevant Environmental Pollutants

The possibility of establishing links between road traffic noise and other pollutants has been considered, and SoundPlan enables combined consideration of noise and air quality in planning. Some links have been established on a local and national level.

However, when assessing air pollution roads in cities, more or less the same data is required and so it would require little additional effort to collect data on other parameters and establish such links.

Other systems for the prediction of air quality when granting permits to industry have been considered and are described in Guideline No. 9: 'Industrial Air Pollution Guidelines' (1992). These guidelines describe a computer program for the calculation of stack heights, etc allowing the combined assessment of noise emissions and air quality from different perspectives.

3.5 France

3.5.1 Legislative Background

The Noise Abatement Law of 31st December 1992 deals with several sources of noise:

There are planning limits for new roads and railways and provisions for insulation is required levels cannot be met.

Noise law in France is administered at a national level.

3.5.2 Current Noise Mapping Activities

Noise Databases, Mapping Systems or Models Currently In Use, or Proposed

There are very few databases on noise in France. Some major towns do have noise maps (approximately 50), but the Ministry of Environment do not have a complete list of these towns. There is little information available on the methods used to generate these maps, the types of noise source covered or the way in which local authorities use such maps.

In the case of industry, there are no significant developments with regard to noise mapping. However, as part of the authorisation process, industry is under a requirement to carry out a study of the effects of noise generation on the environment. Private software is used to predict what efforts will be required to control or mitigate such environmental noise. Noise mapping forms part of this effort.

There is software that is used to predict environmental noise around roads, railways and airports. In particular, a method of classification for roads and railways, as well as software for mapping noise, has been developed by CERTU (Centre d'Etudes et de Recherche sur les Transports l'Urbanisme et les Constructions Publiques). The two levels of commercial software developed by CERTU and used in France are:

This software has been available since 1995, and is being used by the 100 administrative divisions of France for mapping the entire road and railway network. Noise is mapped up to 10 metres either side of a road or railway route. From these data, maps are produced for all towns and zones. There are currently 150 users of this software in France, 100 of which are the administrative regions that have used it in the application of new regulations since September 1996(2). Each region is responsible for collecting data according to local arrêtés and producing local maps for its own road and rail networks.

CERTU has the responsibility for harmonising these local maps at a national level. When all maps have been supplied to CERTU, GIS will be used for the generation of a national map on road and rail noise in France. The objective is to map 100% of the administrative regions by the end of 1998, although it is expected that approximately 70-80% of the area will be mapped by this time. One particularly difficult area is that of the Paris region which is expected to take some time to map.

Noise contour modelling is used in local environmental assessments of new roads and railways. The two main types of software used in France are Microbruit and Mithra. Furthermore, there are several other types of software used including the German program, IMMI, and the Dutch program, Motus. The French transcription of these methods is used.

There is also a French standard NF S 31 130 'cartographie du bruit en milieu extérior' which defines three types of maps.

The Purpose of the Noise Mapping Efforts; Targets and Objectives For Noise Exposure

There are no targets or objectives for environmental noise exposure. However, for roads and railways, there is a general definition of black spots, which are a group of buildings where noise levels two metres in front of buildings (LAeq, 0800-2000 hours or LAeq 0600-2200 hours is greater than 70 dB. Such buildings have to be considered in decision making or modifying roads and railways. In 1995, a census was carried out of all black spots. This report showed that one in four people are annoyed by transport noise (road, rail, air); seven million people are exposed to noise levels exceeding 65 dB (LAeq facade day period); low income groups are proportionately exposed four times more to environmental noise than higher income groups. This report demonstrated there was a general reduction in black spots, yet an increase in grey spots (those areas where noise levels are bearable).

At the current time, there are two main objectives of these mapping efforts. One is to generate data at a regional level for both road and rail networks that can be used in the generation of national noise maps. The second objective is use at a local level for environmental assessments of new developments on a site-by-site basis as part of the planning process.

Type of Data Required

Data collected consists primarily of traffic data from which noise levels, 10 metres either side of road and rail infrastructures. Data are collected for two classes of road (such data are not normally available for roads in medium-sized and small towns):

To avoid the need for a major programme of noise measurement. Where traffic data is lacking, methods have been developed to enable noise levels to be predicted from physical characteristics (eg width of street)

In terms of air traffic noise, for example, the SONATE (Suivi Operationnel des Nuisances d'Avions et de leurs Trajectoires pour l'Environnement) computerised Noise and Tracking monitoring system (NTK) provides real-time and recorded data around the Charles de Gaulle Airport in Paris.

Organisations Responsible for Generating the Required Data

In terms of mapping of both road and rail infrastructures, the 100 administrative regions are responsible for collecting data to be used in regional maps that will consequently be used by CERTU in the generation of national ground transport infrastructure maps.

Noise Levels in Relation to Population Distribution and Published Statements of Population Exposure

There are no reports as of yet, as maps are only in the preliminary stages of development, though data on noise eimmissions have been collected. Once all maps for both road and rail have been collected for all 100 administrative regions, statistical analysis will be undertaken by CERTU on behalf of the Government in relation to population distribution.

Costs of Setting Up and Running Systems

Funding is available from the Ministries of Environment and Transportation amounting to 20 million FF in 1997/8 (approximately £ 2 million) covering the costs of undertaking pilot studies for noise mapping as part of the national initiative using Cartobruit. This does not include costs for administration of the system, such as staff or accommodation.

Potential Interface of Local Models With Wider Mapping Systems

Not known.

3.5.3 Evaluation/Review of Existing Noise Mapping Work

Not known.

3.5.4 Future Noise Mapping Activity

The regulations for the classification of road and rail infrastructures will have the consequence of harmonising the methods currently used in noise mapping (for ground transport infrastructures). This is not the result of EU initiatives in this area, although it is hoped that this method will be able to respond to the demands of the Union, or at least, that it will only be necessary to make minor amendments.

3.5.5 Mapping of Other Relevant Environmental Pollutants

There are currently no established links to existing mapping systems for other environmental pollutants. No further information is available.

3.6 Germany

3.6.1 Legislative Background

The legal basis for noise pollution in Germany is the Federal Clean Air Act of 1974. Attempts were made in 1980 to adopt a road traffic noise protection law, but this was rejected. However, in 1983 a regulation (not law) was passed which contained noise eimmission limits applicable to all Federal roads in Germany. According to this regulation, funds are provided to all dwellings along existing roads to carry out noise insulation measures. These limits were further amended in 1986 and in 1990. The protection against road traffic noise is the responsibility of the authority responsible for construction of the road. There are three levels:

For rail traffic noise, an ordinance from June 1990 establishes similar noise eimmission limits for new lines as for roads, only less 5dB. Dwellings subject to levels that exceed such calculated levels are subject to noise protection measures. There are no current limits for existing railways.

The sixteen Federal States of Germany have adopted the use of emission values for noise reduction planning. Target values have been chosen based on noise limits outlined in the 16th decree of the law on traffic noise from 1990.

3.6.2 Current Noise Mapping Activities

Noise Databases, Mapping Systems or Models Currently In Use, or Proposed

Noise mapping started as an initiative of the Federal States in Germany. In particular, the State of Lower Saxony carried out mapping of all towns within this state approximately 15 years ago. A total of 50 maps have been prepared. After 1990 when the noise protection law (Federal Clean Air Act/German environmental [emissions] protection law) changed through the insertion of Paragraph 47, other states began noise mapping. For example, the State of Hesse started with its own computer calculation program on noise mapping which was considered more advanced than that used by Lower Saxony. This program has now been commercialised.

There are approximately 10 different kinds of software program that are currently used in different Federal States in Germany for the calculation of noise eimissions. These include:

SoundPlan is used for noise mapping of whole residential areas, and most programs can do noise 'conflict' mapping. Noise eimissions from different sources are not summed or overlaid - there is no system for assessing overall noise exposure in use in Germany, although all programs provide comparable results.

Most of these programs use noise emission data from various sources to calculate the propagation of sound. Some models are also used to explore the effects of noise-reflection from buildings, whereas others use an average building coefficient to calculate mean noise levels. For example, work on noise mapping in Lower Saxony has used 'point calculation' methods to calculate average noise levels for the entire region, whereas in other Länder the same methods have been used to calculate 'noise-shadows' and 'reflections' for each building or have calculated the mean noise level based on the strength of source and the degree of screening by buildings. This is a particularly simple and low cost method. However, point-calculations are not a requirement for town planning.

Maps can then be prepared on the sensitivity of a town according to type of area for which target noise values exist:

Noise 'conflicts' can then be calculated as the difference between predicted eimmission levels and emission limits/standards/criteria for each region of the town. For example, the target value for traffic during the day is 59 dB(A), but the actual calculated emission value may be 65 dB(A). This results in a noise conflict of 6 dB(A). These values are then plotted on a noise conflict map to identify which areas of a town experience noise conflicts. Details on traffic and industry noise as conflicts can also be added to such maps. This can then be used as a tool for planning to establish any areas where work is required as part of noise reduction.

Such as approach can be used to calculate the impact of planning, eg new road, and predictions made on noise levels with or without a road to show any change in noise level, ie to show differences in noise levels in different planning scenarios.

In the State of Baden-Württemberg the key issue is road traffic noise. As a result, a noise imission plan has been produced for all roads throughout the area. The entire State of Baden-Württemberg has been divided into grid squares measuring 200 by 200 metres outside towns, and at a level of 10 by 10 metres within a town itself. Predicted levels are calculated according to the number of vehicles, speed and type within each grid. Noise levels are then mapped onto these grids using LAeq, 24 hours. Colours on these maps are used to reflect the noise level.

Other noise modelling work is related to the noise reduction plans of 10 communities within the State of Baden-Württemberg. A guide was published in 1995 by LfU for the development and implementation of noise immission plans by these communities. The initial aim is to identify actual noise levels from the main sources of road and rail traffic, as well as from leisure and industrial activities. Noise eimmission plans are then compared to prescribed noise limits and noise conflict maps can be generated based on the most significant areas requiring some form of noise protection measures.

Furthermore, in areas with significant levels of noise as found in Rhein-Neckar ad Stuttgart, noise eimmission plans from 1975, 1980, 1985 and 1992 have been combined to produce a 'difference' plan reflecting the change in noise levels over this period. An increase of 2.3 dB(A) from 51.5 dB(A) in 1975 to 53.8 dB(A) in 1992 has been recorded.

Sources of noise such as civil aircraft are subject to local studies around airports, whereas military aircraft noise is monitored by SKYGARD.

For new railways, noise limits from the 16 Federal States are adopted, as there is currently no standard limits throughout Germany.

In terms of industry, noise levels are maintained according to strict noise limits of TA Lärm. Hence, no noise mapping exists around such sites.

The UBA is responsible for calculations and noise mapping around airports, as established by Federal law.

The Purpose of the Noise Mapping Efforts; Targets and Objectives For Noise Exposure

The targets for noise mapping are conflict values, although the element of time has still not been incorporated into these efforts. High blood-pressure and heart-attacks have been linked to excessive noise levels, and after 2005 noise levels should be reduced to less than 65 dB(A) during the day for, in principle, all sources of noise in accordance with the targets of the Fifth Environmental Action Programme. This has been suggested by the UBA (Federal Environment Agency), although not officially adopted by the BMU (Federal Ministry of Environment).

Type of Data Required

Geographical data is required, and maps detailing all streets, houses, lines of height or altitude are compiled by hand and entered into software programs, such as SoundPlan. Data is also required on, for example, road traffic characteristics. These include traffic velocities, road or ground type (eg, paved or bitumen), numbers of cars and trucks, speed limits, and numbers of lanes. These data can then be used to predicte road traffic noise levels using algorithms.

In industry, some data is measured, although some data is required on predicted noise emissions for which there are several methods.

For air traffic, computer modelling of noise levels is relatively inexpensive and is required by law.

Organisations Responsible for Generating the Required Data

In accordance with Section 47 (a) of the Federal Clean Air Act/German environmental [emissions] protection law, towns are, in principle, responsible for undertaking this work. Section 47 (a) states that noise reduction plans are the responsibility of towns. Towns provide this data to the Länders, who then do the calculations. However, in the case of Lower Saxony, individual towns took responsibility for such calculations. Data is usually collected over a period of six months to one year.

Noise Levels in Relation to Population Distribution and Published Statements of Population Exposure

There are initial trials to relate noise levels to population distribution, although this is still in the development stage. GIS is being developed with the mapping systems. However, in the towns of Halle (East Germany) and Brandenburg maps have been related to statistics on the number of people exposed to noise levels over, for example, 65 dB(A). These data have been compiled by hand and by calculation. This type of work started in Lower Saxony 15 years ago, whilst in other areas mapping has only developed over the last 5 years.

The Berlin Traffic Noise Inventory is a GIS based noise mapping system for Berlin covering 1,170 km (about 1/4) of roads in the city. The system adopts representative distances for estimating propagation losses to building facade locations. Population data is added via a GIS, based on simple assumptions on building height and family size, all of which are generated from GIS databases. The system covers railway and aircraft noise and is fully interactive allowing traffic data, planning limits, photographs, and videos to be accessed from the map base. In this way it has been estimated that 5% of the population of Berlin are exposed to daytime LAeq levels higher than 65 dB. This is a surprisingly low figure compared to estimates from other studies, eg 15% for the whole of Germany, and 12% for Belgium, and may indicate a need to investigate a higher proportion of minor roads in the city.

Many towns have environmental reports, and noise maps are part of these reports.

In terms of any trends that exist, this is difficult to determine as, for example, road traffic noise is decreasing where people live but is generally spreading geographically as traffic volumes increase.

Costs of Setting Up and Running Systems

In Lower Saxony, costs range from 50 Pfennigs to 1 DM 50 for each inhabitant for each town (approximately £ 0.2 to 0.6) . If a more complicated situation exists, these costs can increase to 5-7 DM per inhabitant (approximately £ 2). However, these costs will decrease with the development of GIS. Satellite GIS is sometimes used and maps can be produced for towns of 100,000 inhabitants. However, this would require staff resources all year round.

The Berlin Traffic Noise Inventory represents one of the most sophisticated noise mapping systems that has been made possible in recent years by the abundance of GIS based mapping and census data. Data collation for this system took five years at a cost of about 500,000 DM (approximately £ 200,000). The total cost of the system has been estimated at 1,000,000 DM (approximately £400,000), ie about 0.3 DM (£ 0.1) per inhabitant. Four staff are required to operate the system which provides planning advice to 23 regions of the city.

3.6.3 Evaluation/Review of Existing Noise Mapping Work

Attempts have been made to review existing work, although only fairly recently. The purpose of such reviews is to identify what towns are using mapping systems and whether they are using them for planning purposes. Results are positive, although not all towns are using noise mapping.

3.6.4 Future Noise Mapping Activity

Noise mapping in Germany was initiated well before any EC initiatives were proposed. Indeed the EC initiatives were in part a result of pressures made by Germany on the adoption of harmonised noise mapping efforts.

There are no plans to change or develop current noise mapping practice in Germany. The only plan is to introduce some form of time schedule for increasing the area of the country covered by noise mapping. This will be determined according to the political drive for such a requirement. Of towns with over populations over 50,000, over one third have become engaged in noise mapping since noise reduction planning was introduced in 1995.

3.6.5 Mapping of Other Relevant Environmental Pollutants

There are some attempts to establish links as authorities are obliged to measure air pollution from road traffic in towns and calculation algorithms are now being finalised on emissions and immissions. However, different authorities are involved in noise and air pollution monitoring and there are some difficulties in terms of co-operative effort. Clearly the abundance of GIS-based noise mapping systems in Germany increases the potential for common map bases for other pollutants. However, little information has been made available on this matter at present.

3.7 Netherlands

3.7.1 Legislative Background

There are three main laws regulating noise in the Netherlands:

The Noise Abatement Act was adopted in 1979, and came into force in various stages. By the end of 1987, all sections of this Act had become mandatory. This Act aimed to eliminate new noise problems through 'preventative actions', and to recognise solutions for existing problems through 'black spot corrective actions'. The Act covers all sources of environmental noise.

In particular, the following relevant sections of the Act became mandatory on the dates indicated:

3.7.2 Current Noise Mapping Activities

Noise Databases, Mapping Systems or Models Currently In Use, or Proposed

At a local level there are several standardised noise models for different types of noise source in the Netherlands. These range from simple models for use by civil servants to more elaborate models. Standard calculation procedures are used for all major sources of noise.

These models are also used in noise impact studies as required under the EC community directive on EIA, to define alternative ways of achieving an activity (eg, rail routes).

For the Netherlands as a whole, work has been carried out on simplified versions of these models, which are incorporated and combined into a database on noise source (eg, numbers of vehicles, speed, etc). For roads, information is also required on terrain etc so that detailed maps with noise exposure as a whole can be generated. These maps are not yet complete, but will be used for national environmental planning.

At a national level, ARC-INFO and MAPLAB are used. At a local level models are more diverse, although large towns or cities may use ARC-INFO. The type of local model used depends on the consultants who undertake the traffic calculations and mapping. However, the same basic procedure is used to calculate noise levels, and there are four main companies responsible for producing the GIS-based models, which are consequently implemented by individual communities. Some municipalities are quite advanced with regard to noise modelling, eg, Utrecht.

MAPLAB is based on a UNIX workstation and is used for the calculation of noise transmissions at a national level in the Netherlands. This program can also be used on PC. However there are plans to develop a much quicker program in C++ language. MAPLAB is used to calculate noise emissions and co-ordinates and therefore noise 'transmissions' from source to receptor. This data can then undergo further analysis by ARC-INFO.

ARC-INFO is a GIS based mapping tool that can also be used on any UNIX workstation. The primary use of this tool is further analysis of noise by combining noise contours with population distribution. This system requires the input of geographical data, including location of road, rail, air and industrial noise. However, problems exist in that data are not geometric quantities in terms of noise origin. The main aim of this tool is establishing a national picture of disturbance. It is not necessary to know the exact location of the noise source when generating an overall picture of noise disturbance.

Both these systems have been used over the last year, and are therefore still at the stage of research and development.

In order to obtain the necessary data for use in models and mapping systems, various calculation methods are used according to noise source:

The Purpose of the Noise Mapping Efforts; Targets and Objectives For Noise Exposure

Although no formal objectives have been formulated, the three main objectives for the use of local noise mapping in the Netherlands are:

In terms of national use, these systems are used for evaluating the objectives formulated with respect to the specified levels of public annoyance. Noise mapping is used to create noise exposure curves, and therefore the population experiencing a given level of annoyance in the Netherlands can be estimated on the basis of these maps. These national maps of disturbance also deal with odour levels.

National mapping systems have been implemented and maps published, although these systems are still at the development stage and all results are considered tentative.

Local noise models are used by acoustical engineering companies for use in all types of situations.

At the moment, local models use PC-compatible software (running under Windows), with a move towards the use of GIS. National Calculation Procedures are carried out using GIS, and the production of national maps can take approximately one week in computing time.

Type of Data Required

For local models, road traffic data is collected by various national acoustical information bureaux. For rail traffic, there is a national database which has been generated by Dutch Railways. This provides detailed input data on the numbers and types of train. In terms of industry, data is collected on an ad hoc basis, usually measured at several different sites, in relation to different environmental features.

At a national level, existing national databases are used. For example, there is a network of information available on roads in the Netherlands. Information exists on traffic flows which are used as one source of information for input to national models. (Other examples include information on surroundings, land type, etc). This information is combined with satellite information on buildings. This information is also used for rail traffic on a local level.

For industry, the lack of information at a national level on noise emissions means that a site specific approach is not feasible. Hence, a generic approach is taken and noise levels are estimated according to the type of industry. Information is collected at a local level on an ad hoc basis, taking measurements on noise emissions at various points and in relation to various environmental features.

In terms of noise exposure metrics, an Environmental Quality Measure MKM is used to combine noise at a receiver from more than one type of source (eg, road, rail, air, industry, etc). This method is based on the determination of noise levels from road traffic, which reflects the same degree of annoyance as the combined noise from different sources. Noise from road traffic other than motorway traffic is used as a reference. MKM is a one-number descriptor of the environmental quality at a particular dwelling.

Organisations Responsible for Generating the Required Data

TNO (the Netherlands organisation for applied scientific research) are mainly working on research and development of models for noise propagation and models for establishing levels of annoyance.

National data exists for the period 1969 to 1990. However, authorities are under a requirement to predict noise levels for the years 2010 and 2020. This has been done for road and air traffic. The Ministry for Transportation and Waterways has responsibility for roads and the National Aerospace Laboratory has responsibility for calculating air traffic noise levels.

Noise Levels in Relation to Population Distribution and Published Statements of Population Exposure

Attempts have been made to establish relationships between noise levels and population as part of the national system. However, there are various problems that need to be overcome. In particular, localisation of industrial sources of noise and population needs to be accurate in order to reduce the level of error in relation to population exposure. For example, a large national database exists of the location of industrial premises. However, the premises are located according to postal codes which are then translated into XY co-ordinates. This is not sufficiently precise to map population exposure to industrial noise accurately close to the source.

When noise levels are calculated using MAPLAB, these data can be overlaid with population distribution by using ARC-INFO. Information can therefore be generated on specific areas and related to sleep disturbance and therefore health. Results on population exposure to noise have not yet been published, although there are some maps available on the Internet(4). Figure 3.7a gives an example of such a map showing national noise disturbance (in MKM dB) covering all sources of noise across the Netherlands.

TNO in the Netherlands has been involved in various studies on environmental noise and health since 1987. In the course of these studies, a database of standardised data on noise/annoyance and odour/annoyance relationships has been developed. Figure 3.7b gives the results of census information on annoyance for all noise sources (using the MKM dB scale). Figure 3.7c gives the results of trending annoyance between 1987 and 1993 and shows how the balance of annoyance between noise sources has shifted in that period.

An annual census is used to assess the effects of disturbance. However, the Dutch Ministry of Environment initiated a project with the objective of establishing an 'Environmental Decision Support System (EDSS) that can be used to determine the impact of noise and odour on man and the environment, as well as for monitoring the effects of disturbance policy on environmental quality. TNO is only carrying out research on environmental aspects of noise and odour, whereas the Dutch Ministry of Environment is conducting research on other aspects of disturbance, including external safety and local air pollution.

The procedure used by TNO is the initial determination of the relevant sources of disturbance by noise and odour (all main sources including road, rail, air and industry). Data sets have been selected that provide detail on the location of these sources. Noise levels or odour around these sources have been calculated or obtained from previous studies. Results are then expressed as a percentage of disturbed area per square kilometre. Maps display the location and extension of noise disturbance from the individual sources. National maps have been produced for disturbance by road, rail and aircraft traffic noise, as well as for industry. Combined disturbance maps have also been produced for all main noise sources. For disturbance by aircraft noise in the Netherlands, noise contours around airports have been translated into Equivalent Sound Levels. For Schiphol Airport, the calculated LAeq contours are available from 50 dB Ldn from 1990 onwards. For industry, no geographical data are available for the location of all the 50 dB(A) limit zones in the Netherlands. Hence, the approach taken was based on the use of physical planning distances used by municipalities. All maps are provisional as not all sources of noise or odour are included yet.

Analysis of these 'provisional' maps has been undertaken, including overlaying the noise and odour maps with population. Response functions can also be applied to this overlay, allowing the assessment of the actual number of disturbed people, as well as the total area disturbed by noise/odour. The Dutch Ministry of Environment has made an inventory of planned residential areas in the Netherlands - mainly located in the west. An overlay of these areas with the disturbance maps has demonstrated that the level of noise disturbance (in MKM) in these areas is higher than the average for the whole of the Netherlands.

The current method for estimating the effect of noise from different sources is the 'Zwicker' or Cumulation Method. This method has been in use in the Netherlands since 1993, as the Noise Abatement Act established a requirement for all noise sources to be taken into consideration during the planning process for new houses or new noise 'sources' (eg, roads, railways, etc) from that year. Application to large developements include the environmental statements (ESs) for Schiphol's 5th runway and for the Betuwe freight railway line.

Costs of Setting Up and Running Systems

Costs of developing and establishing a national mapping system may be approximately 1-2 million Dutch Guilders (approximately £ 300,000 to £600,000). However, at a more local level there is no general indication of cost as there are many independent variables that need to be taken into account.

Current levels of staff required depend on the level of implementation. During the research and development stage, expertise is required on noise propagation and dose/effect relationships ('theory'), noise modelling of both exposure and annoyance, traffic, as well as GIS and databases.

Potential Interface of Local Models With Wider Mapping Systems

See above.

3.7.3 Evaluation/Review of Existing Noise Mapping Work

There have been no evaluations of current noise mapping practice, although there has been a recent review of noise propagation models as part of an EU study by TNO. This was published in early 1997.

3.7.4 Future Noise Mapping Activity

The Netherlands has considerable experience in terms of noise mapping. The Ministry of Environment do not see a need for any additional activity, as all communities undertake noise mapping.

There are a number of activities planned at the moment. These include work on the harmonisation of noise metrics because several different metrics are used in the Netherlands for different types of noise source. Several companies are working out the options in relation to EU work by DGVII and DGXI on proposals for noise metrics and the Green Paper respectively.

TNO are currently working on an integrated noise mapping system at a local level and a system based around GIS (ARC-INFO) for the implementation of noise propagation models.

In terms of standardised and national models, the procedures used in the national system are too coarse to be applied at a local level where a higher level of detail is required. These procedures can be used for calculations on roads, but much more information is required to apply this system to all areas of a town. TNO are currently developing a system based on detailed geographical maps that are available in the Netherlands, and which contain information about roads and railways. Information can then be added (eg, buildings, ground type, traffic intensities, etc) and calculations incorporated. The objective is that with minimal effort, maps of the entire noise exposure for a whole town can be generated.

TNO are working on a project which is co-funded by the EU. The first application is related to the Dutch policy offering greater freedom for local authorities to establish their own objectives. Local authorities need to provide information to the public and government on the state of the environment and require these types of system.

TNO would be very interested to receive any information on similar institutions carrying out R&D work on noise mapping/modelling in the UK - with a view to establishing opportunities for co-operation.

3.7.5 Mapping of Other Relevant Environmental Pollutants

Current national mapping systems are also used for odour. Local models (eg,roads) focus on noise, as well as three emission compounds (CO, Benzene and NOx). TNO are currently developing a system for noise and air pollution, called 'Management System for Urban Air Quality and Noise'.

3.8 Spain

3.8.1 Legislative Background

There was no national legislation specifically on noise exposure or recommendations for noise limits prior to 1993. However, since 1985 some regions have adopted regulations on noise, including road traffic and industrial noise (5).

Furthermore, since 1983 several towns have introduced local ordinances concerning external and internal noise levels from industry but not from road traffic. These ordinances recommend the adoption of zoning within towns. However, many municipalities have not adopted the concept of noise control. Spanish project law of 1988 does, however, require an EIA for new roads.

Up until 1993, there was also no official specific methodology for the calculation of road traffic noise levels, no technical regulations concerning the engineering design and construction of corrective measures, and no legislation allowing the inclusion of noise considerations in town planning.

3.8.2 Current Noise Mapping Activities

Information requested for the remainder of this section has not been forthcoming, but it appears from the review of relevant legislation that there is little mapping activity to report.

1 ÖAL-guideline 36: Basics of acoustics for local and regional land use planning- Planning of measures to improve the situation, 1997.
2 Arrêté on noise classification of roads and railways; the last text of which was produced on 30 May 1996.
3 For road traffic, all roads with more than 2,500 vehicles per day require the establishment of noise zones for which noise models are used.
4www.xs4all.nl/~rigolett/ENGELS/
5For example, in the Asturias region where Chapter1, Article 1.2 of the Decreto 99. 1985, de 17 Octoubre, por el que se Aprueban las Normas Sobre Condiciones Technicas de los Proyectos de Aislamiento Acustio y de Vibraciones sets noise limits for the daytime and night time periods in the vicinty of buildings.

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Published 1 June 1999
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