Introduction:

This is a letter from Dr. jur. Willy Aecherli Secretary General, International Association Against Noise (AICB) to Mr. Prudencio Perera Commission of the European Union as translation by Hans Schmid Right to Quiet, Society for Soundscape Awareness and Protection, Vancouver, Canada. Printed by permission of Dr. Aecherli. Jan. 20, 1997

Dear Mr. Perera,

Regarding the FUTURE NOISE PROTECTION POLICIES in the Green Book of the European Commission I submit the following COMMENTS:

The situation to date:

According to available estimates, approximately 20% of the Union's population or about 80 million people are exposed to noise levels considered unacceptable by scientists and medical professionals; by which most people feel disturbed; which lead to sleep disturbances and could have detrimental effects on their health. 170 million more people live in so-called "grey zones" where noise impact leads to strong annoyance during day time. Thanks to the existing regulations and technological advances, significant single source noise reduction has been achieved. Thus, for instance, sound emissions of cars have been reduced by 85% and of lorries by 90% since 1970. However, the data of the last 15 years show no clearreduction of the noise impact, especially not with regard to road traffic noise. The increase in traffic volume as well as its duration and expansion in affected areas, plus the development of leisure activities and tourism, has partially cancelled out the technological improvements. In fact, the anticipated increase in road and air traffic as well as the expansion of high-speed railroad traffic is expected to augment the noise problem.

The European Union has taken noise abatement measures for over 25 years now. In addition to that, member countries have implemented legal requirements and taken other measures to reduce the problems with noise. In spite of having achieved reduced sound levels in the most burdened areas, latest data show that the overall noise problem has gotten worse and the number of people living in the "grey areas" has grown. Above all, the uninterrupted volume increase of all means of traffic, combined with the growth of cities, has expanded the noise problem in time as well as in space. In addition, new sources of noise and areas affected by it, were created through leisure and tourism activities during the past 20 years. Due to this developement, the already established political measures to solve the noise problem are no longer adequate.

In general, noise abatement measures have been given less priority so far than efforts to reduce other environmental problems like air and water pollution. And this in spite of the fact that, according to opinion polls, noise is considered to be a major encroachment on the quality of life. One of the reasons for that could be that the decision makers are unaware of these problems or, perhaps do not know the unspectacular effects of noise: these are insidiously malicious, not immediately catastrophic.

The Green Book comes to the conclusion that the data of the past 15 years show no clear improvements in the alleviation of environmental noise, particularly with respect to road traffic noise. Although the noise levels have remained relatively stable since the early eighties and measures in specially affected areas with exposures to over 70 dB(A) have been successful, those population segments that are exposed to noise levels of more than 65 dB(A) still remain high. Furthermore, during the late eighties, in the so-called "grey areas" (55-65 dB(A)) of many West European countries, more people became affected due to the rapid increase in road traffic.

Recommendations for a more effective mitigation of the noise burden (impact)

1. Road traffic noise

It must be the duty of the Europe-wide traffic policy to restrict any furthe= r increase in trans-border road traffic, especially that of heavy-weight vehicles, and to transfer as much as possible of it to the railroads. The political co-operation in Europe regarding traffic has been unable to keep up with the expansion of the traffic volume. Conflicting interests in traffic policies between the member states of the EU and those of the Free Trade Zone, particularly in Switzerland, increasingly turn out to be an obstacle to an effective restriction of the volume in trans-alpine north-south traffic and traffic with the northern countries. In the countries with influx of heavy-weight vehicle traffic a change in attitude must be effected and the heavy-weight vehicle traffic must be taken off the roads and onto the rails. With the increase in heavy-weight vehicle traffic to be expected not only in countries with transit over the Alps, especially Switzerland and Austria, but equally, in adjacent countries, an unreasonable noise burden and a threat to the quality of life is to be expected.

Through the Swiss Alpine Initiative, there shall be an abstention from the construction of trans-alpine high-capacity roadways and within 10 years the trans-alpine motor vehicle traffic shall be transferred onto rail.

According to legal requirements in Switzerland heavy motor vehicles during nights and on Sundays are prohibited to drive. Exempt are vehicles for passenger transport, (farm-) tractors and other similar equipment. The driving restriction during night time is in effect from April 1st to October 31st, between 10:00 pm and 4:00 am and from November 1st to March 31st between 9:00 pm and 5:00 am.

Considering the detrimental health effects, the following findings are of particular importance: according to a study by the Federation for the Protection of the Environment and Nature (FPEN) in Germany and the German Working Group for No ise Abatement (GWGNA), people living along main traffic arteries face a 20% higher risk of a myocardial infarction. Also, 2% of all infarctions were traced to traffic noise and levels above 70 dB(A), the risk of a fatal infarction rises by one fifth.

The president of the GWGNA, Prof. Dr. Rainer Guski, explained: "The study confirms that 2,000 to 3,000 fatal infarctions per year could be avoided if the annoying traffic noise could be reduced to below 65 dB(A)." The FPEN states that permanent noise means permanent stress. The body's responses include fatigue, loss of appetite, stomach ulcers and hypertension. Both organisations cited road traffic noise as the main source of noise. 2. Aircraft noise According to a Swiss study, at this country's airports a reduction of the noise emis- sions at the source is countered by a 15-40% increase in aircraft movements. Under the abatement measures taken so far, these conflicting tendences lead to no appreciable change of the situation. The airports are reaching their maximum capacity for which they try to shift ever more aircraft movements into formerly quiet residential zones and fringe time slots.

2. Postulates:

A ban on night flights must be decreed and promptly enforced. That ban may not simply be lifted due to a lack of capacity as frequently happens now, but only in emergencies like diversions due to bad weather or unavoidable delays. The latter shall be subject to massive surcharges. Improvements to the fleet of aircraft at the national and international level shall be advanced through allocated fees like, for example, noise-dependent user fees and rise in fuel price.

Regularly scheduled domestic air traffic at national and regional airports is to be restricted. Europe has an already well developed railroad network.

There shall be limitations in volume and time on regularly scheduled air traffic at regional airports as well as on training and charter flights for tourism at any airodrome; for instance, flights only from 9 to 11 am and 3 to 5 pm and, above all, no such flights on week-ends. It is not admissible to allow increases in aircraft movements at a time when noise reduction has been achieved through technological advances in noise abatement. Helicopter flights are to be limited to important rescue and transport flights only. Flights for taking pictures are to be permitted only where an important need can be proven.

3. Protection of noise in discotheques

Noise levels in discotheques remain largely unrestricted to date. According to studies carried out in Austria and Norway, this increasing burden on hearing through music has already lead to a statistically significant deterioration of juveniles' hearing capacity. Such noise levels can reach 115 dB(A) and those of a "walkman" can range from 80 to 110 dB(A). By comparison, road traffic reaches approximately 70 dB(A).

According to a study carried out in Austria, two thirds of the so called disco-accidents are traced to loud music in discos, and a lot fewer to the consumption of alcohol. This excessively loud music causes hearing impairment that lasts for several hours.Aside from that, an increase in blood pressure and heart beat and an acceleration in breathing occurs in the discos. These changes last for several hours, are still effective while driving home and result in a clearly discernible increase in aggressive driving manners. This, in turn, results in a reduction of the driver's capacity to respond, concentrate and pay attention.

A recent announcement on television stated that the hearing of every fifth French and German is already threatened. Since April 1, 1996 an ordinance in Switzerland has limited the noise level to 93 dB(A). This makes Switzerland the first country to protect the hearing of attendants of musical events. Considering the amount of hearing damage and related health care costs, it is incumbent on the EU Commission to implement noise protection measures in discotheques and at similar events.

FNAL OBSERVATIONS:

• The Green Book shall effect a public discussion about the direction of noise protection policies in the future.

• The effectiveness of a successful noise protection policy largely depends on the good co-operation of the (member-) states.

• In addition, the EU can assist member states in information exchange regarding the fight against noise.

• The EU Commission will expand the available means and afford noise abatement a higher political profile. Transit providers/operators and leading producers in the industry shall be invited to develop low-noise appliances and products.

With kind regards,

ASSOCIATION INTERNATIONALE CONTRE LE BRUIT

(signature)

Dr. Willy Aecherli
Secretary General

Contact addresses:
Dr. jur. Willy Aecherli, Secretary General,
International Association Against Noise (AICB)
Hirschenplatz 7
CH-6004 Luzern
Switzerland
tel.: (041) 410 30 13
fax.: (041) 410 90 93

Mr. Prudencio Perera
Commission of the European Union
200, rue de la Loi
B-1049 Bruxelles
Belgium

A Copy of this letter went to:
Mr. L.H. Visse
(German Working Group for Noise Abatement)
P.O. Box 30 02 20
Dusseldorf
Germany

Published with the permission of Dr. Willy Aecherli.