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www.milieu.be
Publ
ic H
ealth
Environment
Energy & C
limate C
hange
Justice & Fundamental Rights
Health & Safety at Work
Cohesion Policy
www.milieu.be
Towards a Comprehensive Noise Strategy
Dr Catherine Ganzleben
Ms Monica Guarinoni
Dr Enda Murphy
www.milieu.be
Towards a Comprehensive Noise Strategy
Presentation Outline
•Sources of exposure•Health effects of noise•Current EU legislative framework•END•Source legislation•Added value of further EU action on noise
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Sources of exposure
• Transport: road, rail, aviation• Construction and industry
– 800,000 exposed to >55dB in cities• Community sources
• Social and leisure sources• Indoor noise sources
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Sources of exposure in agglomerations: Transport
Data submitted under the 2007 END reporting round
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Sources of exposure outside agglomerations: Transport
Data submitted under the 2007 END reporting round
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Health effects of noise
• Annoyance• Sleep disturbance• Cognitive impairment
• Cardiovascular disorders• Tinnitus ‐
ringing in the ears
• Mental health problems
• Premature death
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DALYs lost by disease attributable to noise exposure in the EU
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Pyramid of health effects of noise
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Noise Impacts
• 1 in 3 annoyed by noise during the day• 1 in 5 suffers from disturbed sleep at night
• 1‐1.6 million healthy life years lost every year in Western Europe from traffic noise
WHO, 2011, Burden of disease from environmental noise
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Public Prioritisation of Noise
44% of Europeans believe noise affects human health to a “large extent”
2010 Eurobarometer survey
Noise pollution is a major environmental and public health burden, second only to air pollution
WHO, 2011
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Current EU regulatory framework
• Directive 2002/49/EU, END• Legislation on sources:
Motor vehicles Outdoor machinery
Railway noise Recreational craft
Aircraft noise Household appliances
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Effectiveness of the END: 2011 Commission report on
implementation
• Ambitious data collection and reporting
• Completed 1st
round of Strategic Noise Maps and Action Plans
• 2nd
round, 30% of maps reported
• Increased awareness of noise• Best practice in some Member States
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Effectiveness of the END
Little progress in reducing the proportion of the EU population suffering from noise pollution
•Problems:
– delays in implementation
– poor quality of maps and action plans
– inconsistencies in mapping
– inconsistencies in designating quiet areas – confusion regarding requirements
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Recent progress
• CNOSSOS‐EU: common methodology for noise assessment (revision of Annex II foreseen)
• Range of guidance on quiet areas• EEA ReportNet system
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Improvement of the END
• Action planning:– Guidance is desirable– Enforcement on action plans requires common
targets
– Mandatory harmonised
measures against principles of subsidiarity & proportionality
• Synergies: air & noise– Data comparison remains superficial, further work
required to facilitate synergies
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Improvement of the END: Limit values
• Long term goal to achieve objective
• Subsidiarity issues v health impacts
• Implementation challenges
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Improvement of the END: Trigger values
• Thresholds for triggering mandatory action in noise hot spots
• More politically acceptable
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Improvement of the END: Target values
• Non‐binding, soft instrument
• Less impact
• More politically acceptable
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Limit, trigger or target values
• Must be linked to strong source legislation
• Otherwise:– Costs fall on local authorities/tax payers – Against the polluter pays principle– Mitigation measures at the receiver are less cost‐
effective
– Limited mitigation measures for urban areas
– Failure to achieve would lead to fines• Unrealistic in the current climate
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Improving EU legislation on road noise
• Noise abatement at source is most effective
• Need for stricter and more ambitious targets for reductions in permissible noise levels from
motor vehicles
• Test method must reflect real‐world driving conditions – i.e. method B
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Proposal COM (2011) 856 final for Regulation on the sound level of motor vehicles
• Proposed to lower the limits over 3 phases:– 68dB passenger vehicles– 69dB for lightest minibuses & vans
– 78dB for the heaviest vehicles• Emphasis on actions on asphalt and tyres
• Testing methods –
methods
B
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Proposal COM (2011) 856 final for Regulation on the sound level of motor vehicles
• Not ambitious on noise limit values
• Impact of change in test methods
• Measures on asphalt and tyre approval – less cost‐effective than noise limit values for vehicles
• For asphalt, costs fall on local authorities rather than car manufacturers and users
COM(2011)856 final is estimated to result in a noise reduction of Lden
by 1.7dB over 20 yrs
UBA, 2012
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First reading outcome
• Retained existing limit values for heavy vehicles ‐ 81dB
• NEW Category: 74dB for sports cars
• Extended timeframe for phase‐in – 2 phases
• Road surface classification system
• Labelling• AVAS in hybrid & electric vehicles
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Improving EU legislation on sources of noise
• Railway noise:– Scope for noise reduction with revision of the TSI
• Aircraft noise:– Some reduction at source achieved, but limited
impacts
– Further reductions technically unfeasible – Impact of meteorological conditions
– Alternative strategies required
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1st
reading on proposal 2011/0398(COD) on Noise‐related operating restrictions at Union airports
Discussions on:–Common criteria for noise abatement
–Balanced approach ‐
ICAO
–Cost effectiveness–Role of COM in scrutinising operating restrictions
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Improving EU legislation on sources of noise
• Recreational crafts:– Further research to assess impacts
• Outdoor machinery: – Further research required to establish limits for
specific types of machinery, in light of new international standards
In line with the ‘knowledge‐based approach’
for policy‐making in the 2002 Commission Declaration
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Added value of further EU action on noise
• Mitigation of noise at source is the most cost‐ effective strategy
• Policy mix of abatement at source and mitigation at the receiver
• Improving synergies between the END and source legislation