NOISE ABATEMENT PLANS / NOISE ACTION PLANS
6.2 Noise maps

The Environmental Noise Directive lays down particular requirements for the calculation methods in the context of noise maps but the specific realization is left to the member states. In the medium term, however, the EU intends to establish a harmonized method of calculation and standardized limit values throughout Europe. (As it stands now, a standardized method of calculation is intended for the fourth noise mapping in 2022.)

This is why Germany had to adapt the existing calculation directives to the EU requirements and therefore published new calculation regulations:

• Preliminary method of calculation for environmental noise at roads (VBUS)
• Preliminary method of calculation for environmental noise at railways (VBUSch)
• Preliminary method of calculation for environmental noise at airfields (VBUF)
• Preliminary method of calculation for environmental noise through business and industry (VBUI)
• Preliminary method of calculation for the determination of the number of people affected by environmental noise (VBEB)

They largely follow the well-known national calculation guidelines RLS-90 (road traffic), Schall 03 (railway traffic) and TA Lärm (industry), but differ in a number of substantial elements:

Noise maps shall be presented for two noise indices:

L_DEN: Day-evening-night noise indicator over 24 hours for the assessment of the                   general noise pollution

L_Night: Night noise indicator for the assessment of sleep disturbances

The L_Night noise indicator describes the noise pollution at night between 10 pm and 6 am, while the L_DEN noise indicator covers the periods of day (6 am to 6 pm), evening (6 pm to 10 pm) and night (10 pm to 6 am). First, the average sound levels for the single time periods are calculated. Then they are summarized proportionally to a 24-hour level, including an addition of 5 dB(A) to the evening average sound level and of 10 dB(A) to that of the night.

Generally, the basis is the average sound level. In contrast to the "national" guidelines, rating levels are not used for noise maps according to the Environmental Noise Directive. Consequently, there are no disturbance additions for signal-controlled crossings and no railway bonus of 5 dB(A) (see section 3.1.2.5).

The awareness of the different methods of calculation is of particular importance for the interpretation of noise maps on rail traffic. Noise maps created pursuant to the Environmental Noise Directive show a higher noise pollution (by 5 dB(A)) along railtracks at night than if calculated pursuant to Schall 03 after deduction of the railway bonus.

This is why the results from noise maps cannot be compared directly with the calculation results pursuant to the national regulations. The same is true for the noise values from noise maps, which cannot be immediately compared with limit or guide values, as these are related to the rating levels determined according to the national regulations.

The above-mentioned methods of calculation only apply to the drawing up of noise maps pursuant to the Environmental Noise Directive. In planning and licensing procedures, we still use the "national" guidelines and directives.

Figure 6/1 shows the example of a noise map for an agglomeration.

The noise maps 2012 for Stuttgart total area and the individual districts can be found for download in PDF format at:
http://www.stadtklima-stuttgart.de/index.php?laerm_laermkartierung_karten_stgt_2012