Odense: Noise abatement in Denmark as exemplified by Odense

Abstract:

In 1993 the Danish government published a national action plan entitled ‘Traffic and Transport 2005’. One objective is by or before 2010 to reduce the number of homes exposed to noise levels higher than 65 dB(A) to less than 50,000. In 1997 the Environmental Protection Agency (EPA) and the Danish Ministry of Transport started a joint venture in order to to assess, identify and evaluate effects of a range of approaches in fulfilling the objectives stated in the national traffic and transport action plan.

Noise abatement in Denmark as exemplified by Odense

In 1993 the Danish government published a national action plan entitled ‘Traffic and Transport 2005’. One objective is by or before 2010 to reduce the number of homes exposed to noise levels higher than 65 dB(A) to less than 50,000. At present 130,000 homes are exposed to noise above 65 dB during a 24-hour period.

Table 1 shows as an example the number of dwellings exposed to high noise levels in Odense.

Table 1: Selected noise mapping results in the city of Odense

In 1992 the Danish Environmental Protection Agency (EPA) established a Traffic and Environmental Fund which has supported 90 Danish municipalities, including Odense, in implementing local action plans integrating traffic and environmental issues. Funding has contributed to strengthening the overall planning process with special emphasis on a holistic view of issues; in addition, the method has contributed towards putting traffic and environmental matters on the political agenda in cities and towns. Three main issues which have been raised are:

• traffic safety
• noise barrier effects
• road traffic noise

In 1997 EPA and the Danish Ministry of Transport started a joint venture in order to coordinate a follow-up project, centring on road traffic noise objectives in ‘Traffic and Transport 2005’. The purpose of this new project was to assess, identify and evaluate effects of a range of approaches in fulfilling the objectives stated in the national traffic and transport action plan.

Table 2: Typical traffic volumes on selected roads in Odense

As a starting point, various measures had been identified and selected for further analysis of the problems caused from noise by road traffic. Hereafter, a cost-benefit comparison between the noise reducing effects of each measure and noise reduction and the costs involved was undertaken and evaluated. The analysis focused primarily on dwellings affected by noise levels higher than 65 dB(A) as already set out in ‘Traffic 2005’.

The following measures were selected for closer investigation:

• phasing out the noisiest tyres currently in use;
• replacing relevant road surfaces using modern technology in low-noise asphalt;
• replacing relevant road surfaces using the latest technology for noise abatement;
• lowering speeds/speed limits in densely built-up areas of towns and cities;
• noise barriers;
• additional sound insulation for buildings;
• re-routing traffic on to main roads where buildings etc. are less sensitive to noise nuisance.

Fig. 1 (comp. Graphics) demonstrates various effects of noise abatement measures along selected roads in Odense.

Effects of selected measures were calculated and compared to a reference situation showing the position in 2010 regarding numbers of dwellings affected by noise levels up to and above 65 dB(A).

The reference calculation is based on assumptions of future growth in traffic and effects of the latest EU directives/regulations on vehicle (noise) emission.

Analysis shows that multiple efforts are necessary, including continuing current initiatives, to achieve noise reduction targets. Many of the possibilities evaluated have relatively large potential, although effectiveness depends also upon how they are implemented politically.

Calculations of tyre noise were based on assumptions that efforts to replace the noisiest tyres will reduce noise levels by 1 dB along local and main urban roads, and by 2 dB along motorways and dual carriageway roads. Calculations show that despite numerically small dB(A) reduction in this field, quite noticeable results can be achieved. However, this strategy will require political initiatives to be followed by further development, which need to aim at changing priorities in tyre characteristics on the part of tyre and motor vehicle manufacturers. Thus noise emission will be reduced directly at source. So far no political decisions have been made as to how an improvement could be achieved, but a study on how different types of tyres contribute to road traffic noise is being carried out in order to obtain a better estimate of potentials for noise reduction.

From experience acquired in the Netherlands, for example, of using 2-layer self-draining porous asphalt, a provisional estimate has been made as to noise abatement effects and costs of replacing relevant road surfaces in Denmark. Based on these assumptions calculations were made which indicated that significant noise level reductions can be achieved. Furthermore, it is economically favourable to use this approach compared to the other measures analysed. Further tests on how these Dutch techniques can be adapted to Danish conditions started in Copenhagen in 1999.

Speed reductions and/or limits in urban areas are other solutions which can be implemented both for noise abatement and to improve road safety. If speed reductions/ limits are introduced through legislative acts or by using traffic signs, enforcement of these measures will be necessary. Otherwise no positive effects will be achieved. Use of additional speed-reducing measures such as speed 'bumps’ and other special road surfaces should be chosen with care as they may create new noise problems.

Noise barriers and sound insulation for façades are well known as effective noise abatement measures. However, none of these solutions reduce noise at source, and their effectiveness in reducing noise is relatively low compared to the costs.

Sound insulation is effective with regard to reducing noise levels indoors, but not in the immediate environment, for example, in the case of outdoor leisure activities. Use of improved sound insulation in dwellings and noise barriers are still important measures for noise reduction as implementation does not take as long as other suggested solutions.

Calculations undertaken mainly focus on dwellings affected by noise levels of 65 dB(A) and above. Apart from this, all the solutions, except sound insulation, are also effective for dwellings exposed to lower noise levels.

In addition to analysed measures, a number of other possible solutions in noise abatement can be used, including:

• additional tightening in EU emission directives/regulations with regard to vehicle-generated noise;
• introducing road pricing and transport levies in order to limit traffic growth and support change to low-noise goods transport vehicles;
• better coordinating planning, building and infrastructure regulations between various land use areas;
• information and instruction for drivers to improve driving technique skills which generate less noise.

References

Søren Rasmussen: Noise abatement in Denmark as exemplified by Odense, in: European Academy of the Urban Environment: Raising awareness in candidate countries for future EU noise policy, Berlin2001

Contact:

Cities:

Odense:

The Danish port city of Odense is the capital of the administrative region of Fuenen. Odense is a major centre for transport and trade, linked to the Odense Fiord by a sea-going canal. Principal industrial products include machinery, metal working, vehicle building, glass, food products and textiles.

Population:

Pictures:

Fig. 1: Selected noise abatement measures

Project was added at 02.12.2002
Project was changed at 02.12.2002

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