ÎNTOCMIREA HĂRŢII DE ZGOMOT ŞI

Transcription

ACTION PLANS FOR NOISE
MANAGEMENT AND NOISE REDUCING IN
IAŞI CITY
FINAL REPORT
BENEFICIARY: IAŞI MUNICIPALITY
CONTRACT: no. 106207/15.11.2013
JUNE 2014
Action plans to reduce levels of noise in Iaşi City
1
CONTRACT: no. 106207/15.11.2013 - „Update the noise map for Iaşi City”
BENEFICIARY: Iaşi Municipality
SIGNATURES SHEET
ELABORATED BY:
SC Transport Research Institute - INCERTRANS SA
SC INCERTRANS SA
CDI TECHNICAL MANAGER:
eng. Gheorghe DINU
CONTRACT RESPONSIBLE:
eng. Luigino SZECSY
2
SUMMARY
1.0 FOREWORD...................................................................................................................4
1.1 LIMITS............................................................................................................................5
2.0 REPORT.........................................................................................................................6
2.1. Description of the city, main streets, main railways or main airports and other sources
of noise taken into account……….………………………………………………………………6
2.2. Responsible authority.....................................................................................................8
2.3. Legal frame....................................................................................................................8
2.4. Limit values in force.....................................................................................................10
2.5. The mapping of noise in Iaşi City – the synthesis of the results………………………..11
2.6. The assessment of the estimated number of persons exposed to noise, the
identification of the problems and of the situations which require improvement ................21
2.7. The official synthesis of pulic consultancies organized in compliance of provisions of
art. 11 paragraph (8) and (9) of Government Decision 321/2005, republished …………..26
2.8. Measures in force to reduce noise and ongoing projects............................................28
2.9. Actions to be taken by the authorities in the following 5 years, inclusively the
measures to preserve quite areas......................................................................................31
2.10. Long term strategies..................................................................................................53
2.11. Financial information (if available): budgets, evaluation of economic efficiency, costbenefit assessment ...........................................................................................................54
2.12. Provisions taken in consideration in the assessment of implementation and the
results of action plan...........................................................................................................57
ANNEXES
ANNEX 1
ANNEX 2
ANNEX 3
ANNEX 4
ANNEX 5
ANNEX 6
ANNEX 7
ANNEX 8
Data base for road traffic source of noise after the implementation of action
plans
Data base for railway traffic source of noise after the implementation of action
plans
Maps of noise after the implementation of action plans
Conflict maps after the implementation of action plans
Difference maps after the implementation of action plans
Quiet areas
Shape
Minutes of public debate
3
1.0 FOREWORD
Under the contract no. 106207/15.11.2013 concluded with Iaşi Municipality, SC Transport
Research Institute – INCERTRANS SA prepared action plans to reduce the noise in Iaşi
city, in compliance with legal regulations.
These action plans were prepared in compliance with the provisions of:
Directive no. 2002/49/EC of European Parliament and Council from 25.06.2002
regarding the assessment and management of noise;
Decision no. 321 of 14th of April 2005 regarding the assessment and management
of noise – republished;
Decision no. 674 of 28th of June 2007 to modify and complete The Goverment
Decision no. 321/ 2005 regarding the assessment and management of noise;
Order no. 678/1344/915/1397 of 30th of June2006 to approve the Guidelines
regarding intermediary methods to calculate noise indicators for noise produced by
activities of industrial areas, by road traffic, rail traffic and air traffic in the vicinity of
airports;
Order no. 978 of 2nd of December 2003 regarding Rules of authorization for persons
and companies that prepare assessment studies for environment impact;
Guidelines to prepare, analyze and assess the strategic noise map, annex of
Environment and Development Ministry Order nr. 1830/2007.
This study was prepared based on strategical noise maps of Iaşi City made in 2014 by SC
INCERTRANS SA.
4
1.1 LIMITS
According to reference terms, there wasn’t done any distructive test or physical test.
These results are limited, so they can be observed visually and sonically and also by
theoretical calculations. Note that INCERTRANS tried to identify all the deficiencies
associated to this project. Although, in compliance with standard guidelines of good
practices, INCERTRANS can not be done responsible for the occured issues due to the
deficiences which have not been taken into account.
This study is based, in part on the information received from other parts. Unless it’s stated
otherwise, INCERTRANS assumes that these information are accurate and trustfull, so
they can be used to prepare the conclusions of the study.
5
2.0 REPORT
2.1. Description of the city, main streets, main railways or main airports and other
sources of noise taken into account
o Geographical location
Iaşi City, the residence of Iaşi County, is located at 47°10' North latitude and 27°35' East
longitude in Eastern part of Romania and it is the main urban center of North-Eastern
Romania. Iaşi City is also the main cultural, economic and academic center of Moldavia.
The city is situated on Bahlui River, an affluent of Jijia, which flows in Prut River. Through
its extension, Iaşi is the legendary city of the 7 hills: Cetățuia, Galata, Copou, BuciumPăun, Șorogari, Repedea and Breazu, with altitudes which vary between 40 m in Lunca
Bahluiului and 400 m on Păun Hill and Repedea Hill. The main hills are: Copou, Cetățuia,
Tătărași și Galata. The city is crossed by Nicolina River and Șorogari stream; to East of
the city it flows Ciric stream, on which are artificially created three lakes for leisure (source:
ro.wikipedia.org).
The area inside the administrative limits of Iaşi City is 9,391 ha (according to PUG).
The population of Iaşi City according with Population and Residences Census was in
2011 of 290,422 inhabitants.
6
Fig. 1 – Iaşi City
o Climate
The meteorological parameteres for Iaşi, estimated for acoustic mapping and assessment
of noise as medium annual values, according to Iaşi Wheather Forecast Service and
Quality Assurance are:
Meteorological data for Iaşi
Year 2011
Annual
average
The average
temperature
of the air
0
( C)
10,3
Annual
average
pressure
(mb)
1008,0
Annual
relative
moisture
(%)
74
Annual
average
speed
(m/s)
2,2
Dominat
direction of the
wind
West, East and
North-West
o The description of noise sources taken into account
Roads infrastructure of Iaşi city: 564 km, represented by traffic arteries
7
Railway infrastructure – non-electrified line CF 600 Tecuci – Iaşi – Ungheni and
electrified line CF 606 Iaşi – Paşcani.
Tram – 8 routes of tram, with a total of 76 km.
Industrial activity – IPPC enterprises
Air traffic – Iaşi International Airport
The main sources of noise for Iaşi city are:
 road traffic, especially on big arteries which are overlapped by public transport
routes;
 rail transport: railway and tram;
 industrial activity – IPPC enterprises;
 air traffic – Iaşi International Airport.
2.2. Responsible authority
The authority in charge with carrying out of noise maps and action plans preparing is Iaşi
City Hall, Ştefan cel Mare şi Sfânt Bvd. no. 11.
For railway traffic source of noise – authority in charge is also SNCFR S.A., under the
authority of Transport Ministry.
For air traffic source of noise – the authority in charge is also – Iaşi County Council.
2.3. Legal frame
Teh preparing of strategical maps of noise and action plans was done in compliance or
following rules ans regulations:
HG (Government Decision) 321/2005 republished regarding the assessment and
management of noise;
OM (Minister Order) no. 678-1344-915-1397 published in MO no. 730/730 BIS of
th
25 of August 2006, to approve the Guidelines regarding intermediary methods to
calculate noise indicators for noise produced by activities of industrial areas, by rail
traffic and air traffic in the vicinity of airports;
OM no. 152-558-1119-532/2008, to approve the Guidelines regarding the
establishing of limit values and their application when action plans are prepared, for
indicators Lden and Lnight, for noise produced by road traffic on main roads and in cities,
air traffic on big and/or urban airports and for the noise produced in cities’ areas where
are performed industrial activities envisaged in Annex no. 1 of Government Ordinance
no. 152/2005 regarding the prevention and integrated control of pollution, approved
with amendments by Law no. 84/2006;
8
OM no. 1830/2007 to approve the Guidelines for prepare, analyze and assess
strategic maps of noise;
In the process of preparing and/or reviewing the action plans, the local authorities have the
obligation to ensure the procedure of public participation and consulting.
Minimal requirements for action plans
1. An action plan should include at least the following elements:
a) the description of the city, main roads/streets, main railways or big airports and other
sources of noise taking into account;
b) the authority or the responsible unit;
c) legal frame;
d) the values of limit used in accordance with the provision of art. 7, paragraph 7, point b)
from the decision;
e) the synthesis of the information obtained through the mapping of noise;
f) an assessment of the number of estimated persons who are exposed to noise, the
identification of issues and situations which require improvements;
g) official synthesis of public consultancy organized in compliance with the provisions of
art. 11, paragraph (8) and (9) from the decision;
h) information on the measures to reduce the noise, in progress and information about the
projects in preparation to reduce the noise;
i) actions to be taken by authorities in th enext 5 years, which to include the measures to
protect quite areas;
j) long term strategy;
k) financial information (if they are available): budgets, cost-efficiency evaluation, costprofit evaluation;
l) prognosis on the assessment of the implementation and the results of action plan.
2. The measures which the authorities named in art. 4 paragraph (1) and the units
mentioned in art. 4 paragraph (3) from the decision can taken in their area of competence
are, for example:
(i) traffic planning;
(ii) land planning;
(iii) technical measures at the level of sources of noise;
(iv) the selection of quieter sources;
(v) measures to reduce noise transmission;
(vi) implementation, depending on the case, of economical actions to stimulate the
reducing or the keeping of the values of the levels of noise under allowed maximum.
3. Every action plan should include estimations of reducing the number of affected persons
(discomfort, sleep problems).
9
4. The preparing and the update of guidelines envisaged in art. 7 paragraph (3) point c)
from the decision will take into consideration the contain of the guidelines of European
Comission, which give directions on action plans.
2.4. Limit values in force
In 2008 there was adopted the Order of Environment and Sustainable Development
Minister, Transport Minister, Public Health Minister, Home Office and Administrative
Reform Minister in order to approve the limit values and their application when action plans
are prepared for the indicators L den and Lnight, in the case of the noise produced by traffic
on main roads and in the cities, the air traffic on the big and/or urbane airports and for the
noise produced in areas of the cities where industrial activities are performed, activities
mentioned in Annex no. 1 at Government Ordinance no. 152/2005 regarding the
prevention and integrated control of pollution, approved with amendments and completions
by Law no. 84/2006.
Table 1 – Criteria to stablish the areas for which action plans are prepared,
depending on limit values corresponding to L den and Lnight indicators
Column 1
Sources of
noise
Streets, roads
and highways
Railways
Airports
Industrial areas
Ports (railway
transport and
transport by
road inside the
port)
Ports (industrial
activities inside
the port)
Lden– dB(A)
Column 2
Target for
maximum
allowed values
for 2012
Column 3
Maximum
allowed values
65
70
65
65
60
70
70
65
65
70
60
65
Column 4
Sources of
noise
Lnight – dB(A)
Column 5
Target for
maximum
allowed values
for 2012
Streets, roads
and highways
Railways
Airports
Industrial areas
Ports (railway
transport and
transport by
road inside the
port)
Ports (industrial
activities inside
the port)
Column 6
Maximum
allowed values
50
60
50
50
50
60
60
55
50
60
50
55
10
Table 2 – Criteria to establish quite areas in a city with a population higher than
250,000 inhabitants depending on limit value corresponding to Lden indicator and
Lnight indicator and of the minimal area in which limit value is recorded
Lden– dB(A)
Sources of noise
Streets, roads and highways
Railways
Airports
Industrial areas (including ports)
Maximum allowed values
The minimal area for which is
defined a quite area
- (ha) -
55
4,5
2.5. The mapping of noise in Iaşi City – the synthesis of the results
In 2004, INCERTRANS prepared Strategic Maps of Noise for Iaşi City. This activity was
performed in phases, following the provisions of specifications and in compliance with
legal rules in the domain. So, these maps have been prepared through measurements on
the site and theoretical calculations on the entire area of the city.
For every source of noise it has been done a map, for those two acoustic parameters
envisaged in Government Decision no. 321/2005, respectively Lden and Lnight. These maps
have been attached with a complete report which describe the phases of the acoustic
mapping.
The synthesis of noise mapping is the action to present the assessment of the obtained
results follow to preparing og every strategic map of noise and of the associated data
regarding exposure to noise for sources of noise:




Road traffic
Railways traffic
Industrial noise
Air traffic
Map of noise regarding road traffic in Lden regime
According to results obtained followinf the preparinf of map of noise for road traffic due to
geometrical characteristics of streets but also to traffic values currently available there are
been highlighted the following areas:
- it is observed the reaching of the threshold of 70 dB for Lden, for the following streets:
Carol I Blvd.
Şos. Naţională
Dacia Blvd.
Alexandru cel Bun Blvd.
11
Gării Street
Bacinschi Street
Şos. Arcu
Cuza Vodă Street
G. Enescu Street
Vasile Alecsandri Street
Ştefan cel Mare şi Sfânt Blvd.
Horea Street
A. Fătu Street
Petru Movilă Street
Langa Street
Silvestru Street
Sf. Andrei Street
Costache Negri Street
Tătăraşi Street
Ion Creangă Street
Han Tătar Street
Aleea Grădinari
Aeroportului Street
Aurel Vlaicu Street
Primăverii Blvd.
Egalităţii Street
Libertăţii Street
Şos. Tudor Neculai
Şos. Voineşti
Cetăţuia Street
Frumoasa Street
Mitropolit Varlaam Street
Atelierului Street
Calea Galata
Luca Arbore Street
Şos. Varianta Rediu
Munteni Street
Elena Doamna Street
Exceedings with more than 5 dB are recorded on the following streets which are
considered to have a significant imapct of noise on the population:
Şos. Ştefan cel Mare şi Sfânt
Sărărie Street
12
Col. Dr. N. Vicol Street
Păcurari Street
Canta – Şos. Moara de Foc Street – Străpungere Silvestru Street
Independenţei Blvd.
I. C. Brătianu Street
Cucu Street
Eternitate Street
Tudor Vladimirescu Street
Vasile Lupu Street
Grădinari Street
Splai Bahlui
Sfântul Lazăr Street
Nicolina Street
Bradului Street
Nicolae Iorga Blvd
Pantelirnon Halipa Street
Cerna Street
Poitiers Blvd.
Bucium Street
Socola Blvd
Şos. Bucium
Tabacului Street
The number of building exposed to Lden
dB band
No. of buildings, of
which
- Education units
- Health units
55-60
60-65
65-70
70-75
> 75
1853
46
13
1676
44
11
2151
63
14
1903
49
5
912
11
2
The number of buildings exposed to Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
330
385
572
529
177
* The number of persons affected by noise is expressed in hundreds.
The map of noise regarding road traffic in L n regime
According to the data obtained following the preparing of the map of noise for road traffic
due to geometrical characteristics of the streets and to the values of traffic currently
available thare are highlighted the following areas:
- it is observed the reaching of theshold of the 60 dB for Lnight, on the following streets:
13
Şos. Bârnova
Vasile Urechia Street
Petre Andrei Street
Aleea Sadoveanu
Brânduşa Street
Călăraşi Street
Gălăţeanu Street
- exceedings with more than 5 dB are recorded on the following streets which are
considered to be with relevant impact of noise on the population:
Rediu Street
Movila Păcureţi
Petru Poni Street
V. Pogor Street
N. Gane Street
C. A. Rosetti Blvd.
Ciric Street
Stejar Street
Smârdan Street
Otilia Cazimir Street
Anton Şesan Street
Palat Street
Florilor Street
Codrescu Teodor Street
Gh. Asachi Street
Oastei Street
Fagului Street
Nicoriţă Street
Mioriţei Street
Ciurchi Street
Gr. Ureche Street – Barnovschi Street
Zmeu Street
Cărămidari Street
Aleea Tudor Neculai
Miroslava Street
Răzoarelor Street
Ion Inculeţ Street
Clopotari Street
Sarmisegetuza Street
Vitejilor Street
Ipsilanti Street
14
- exceedings with more than 10 dB are recorded on the following streets which are
considered with a significant impact of noise on the population:
Sărărie Street
Lascar Catargiu Street
Costăchescu Street
Fagului Street
Munteni Street
Toma Cozma Street
Păcurari Street
Canta Street
Varianta Rediu Street
Luca Arbore Street
Moara de Foc Street – Străpungere Silvestru Street
Băncilă Street
Şos. Arcu – Cuza Vodă Street
Gării Street
A. Fătu Street
Carol I Street
H. Berthelot Street
Bălcescu Street
Eminescu Street
V. Stroescu Street
G. Enescu Street
Muzicescu Street
Horea Street
Cucu Street – C. Negri Street – Eternitate Street
Moara de Vânt Street
Tudor Vladimirescu Blvd.
Elena Doamna Street
Tătăraşi – Str. Pictorului
Ion Creangă Street
Aeroportului Street
Aurel Vlaicu Street
Vasile Lupu Street
15
Han Tătar Street – Savini Street
Langa Street
Tabacului Street – Şos. Naţională
Dacia Blvd. – Alexandru cel Bun Blvd.
Sf. Andrei Street
Ghibănescu Street
Anastasie Panu Street
Splai Bahlui
Cerna Street
Bârsescu Street
D. Cantemir Blvd.
Decebal Street
Ţuţora Blvd.
Primăverii Blvd.
Socola Blvd.
Bucium Street Street
Atelierului Street
Bradului Street
Egalităţii Street
Salciilor Street
Frumoasa Street
Libertăţii Street
Şos. Galata
Voineşti Street – Tudor Neculai Street
Şos. Nicolina
Poitiers Blvd.
Şos. Bucium
Grădinari Street
Aleea Grădinari
Smârdan Street
Cicoarei Street – Arh. Ioan Berindei Street
Cetăţuia Street
The number of buildings exposed to Lnight
dB band
which
- Health units
45-50
1955
13
50-55
55-60
60-65
65-70
> 70
1729
13
1983
13
2017
4
1284
7
323
0
16
The number of person exposed to Lnight
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
328
353
482
582
352
> 70
26
The map of noise regarding road traffic due to major source DN 28 in Lden regime
According to data obtained following the preparing of noise map for road traffic due to
major source DN 28 it is observed:
dB band
No. of buildings,
which
- Education units
- Health units
55-60
60-65
65-70
70-75
> 75
258
7
0
207
1
0
147
0
0
177
1
0
111
1
0
of
The number of person exposed to Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of person*
92
63
41
59
43
The map of noise regarding road traffic due to major source DN 28 in Ln regime
According to the data obtained following the preparing of noise map for road traffic due to
dB band
which
- Health units
45-50
298
0
50-55
55-60
60-65
65-70
> 70
226
0
175
0
165
0
180
0
5
0
The number of person exposed to Lnight
dB band
45-50
50-55
55-60
60-65
65-70
No. of person *
108
74
51
46
72
> 70
1
The map of noise regarding road traffic due to major source DN 24 in Lden regime
According to the data obtained following the preparing of noise map for road traffic due to
17
dB band
No. of buildings,
which
- Education units
- Health units
55-60
60-65
65-70
70-75
> 75
309
5
3
163
5
1
109
8
1
133
5
0
102
2
0
of
The number of person exposed to Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
34
25
12
28
16
The map of noise regarding road traffic due to major source DN 24 in Ln regime
According to data obtained following the preparing of noise map for road traffic due to
The number of buildings exposed to L night
dB band
which
- Education units
45-50
341
50-55
55-60
60-65
65-70
> 70
226
2
133
1
104
0
135
0
38
0
5
The number of persons exposed to Lnight
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
36
30
17
15
32
> 70
3
The map of noise for railways traffic in L den regime
According to the data obtained following the preparing of noise map for railways traffic it is
observed that the task of noise exceeds the limit value with (0-5 dB) to several buildings
on Arcu Street (up to Gravril Muzicescu Street) and Cuza Vodă Street (up to Rond Tg.
Cucu).
dB band
No. of buildings,
which
- Education units
- Health units
55-60
60-65
65-70
70-75
> 75
347
19
5
68
15
5
40
5
0
0
1
0
0
0
0
of
18
The number of persons exposed to Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
142
13
3
0
0
The map of noise regarding railways traffic in Ln regime
According to data obtained following the preparing of noise map for railways traffic there
are observed exceeds with 5-10 dB of the limit value in the next areas:
- beyond station, up to Alexandru cel Bun Passage at 6 buildings;
- at 4 buildings on Luca Arbore Street;
- at several buildings on Arcu Street (up to Gavril Muzicescu) and Cuza Vodă Street
(up to Rond Tg. Cucu).
The value of noise task exceeds with 0-5 dB the limit value in the following areas:
- at several buildings on Luca Arbore Street and beyond on Sdl. Canta;
- bezond station up to Alexandru cel Bun Passage at several buildings on the both side
of railways;
- at several buildings on Pădurii Street and Tătăraşi Street;
- at 4 buildings on Aurel Vlaicu Street;
- at 3 buildings on Vasile Lupu Street;
- at several buildings on Strămoşilor Street, Dacia Blvd. and Alexandru cel Bun
Blvd.
dB band
which
- Health units
45-50
507
1
50-55
55-60
60-65
65-70
> 70
159
0
45
0
4
0
0
0
0
0
dB band
No. of persons*
45-50
238
50-55
45
55-60
5
60-65
0
65-70
0
> 70
0
The map of noise for industrial activity in Lden regime
According to data obtained following the preparing of noise map for industry source there
is no exceeding of limit value.
19
dB band
No. of buildings,
which
- Education Units
- Health Units
55-60
60-65
65-70
70-75
> 75
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
of
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
0
0
0
0
0
The map of noise regarding the industrial activity in Ln regime
is no exceeding of limit value.
dB band
which
- Health units
45-50
1
50-55
55-60
60-65
65-70
> 70
0
0
0
0
0
0
0
0
0
0
0
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
0
0
0
0
0
> 70
0
The map of noise regarding air traffic in Lden regime
According to data obtained following the preparing of noise map for air traffic there is not
observed any exceeding of limit value.
dB band
No. of buildings,
which
- Education units
- Health units
55-60
60-65
65-70
70-75
> 75
326
0
0
62
0
0
0
0
0
0
0
0
0
0
0
of
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
17
4
0
0
0
20
The map of noise regarding air traffic in Ln regime
According to data obtained following the preparing of noise map for air traffic there is
observed the exceeding with 5-10 dB of the limit value in the next areas:
- at several buildings on Marginei Street and Mistreţului Street.
The task of noise excceds the limit value with (0-5 dB) at the following buildings:
- at several buildings between streets: Aeroportului, Cpt. Protopopescu, Moţilor,
Aviaţiei, Aterizaj, Avionului, Holboca, Nisipari and Marginei.
dB band
which
- Health units
45-50
223
0
50-55
55-60
60-65
65-70
> 70
257
0
36
0
0
0
0
0
0
0
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
16
13
2
0
0
> 70
0
2.6. The assessment of the estimated number of persons exposed to noise, the
identification of the problems and of the situations which require improvement
Road traffic
The total number ob persons exposed to levels which exceed the limit values is 127,757
persons for Lden and of 179,430 for Lnight. These persons live on the following streets:
21
Sărărie Street
Păcurari Street
Canta Street
Şos. Moara de Foc
Străpungere Silvestru Street
Cucu Street
Eternitate Street
Tudor Vladimirescu Blvd.
Vasile Lupu Street
Grădinari Street
Splai Bahlui
Nicolina Street
Bradului Street
Nicolae Iorga Blvd.
Pantelirnon Halipa Street
Cerna Street
Poitiers Blvd
Bucium Street
Socola Blvd.
Şos. Bucium
Tabacului Street
Carol I Blvd.
Şos. Naţională
Dacia Blvd.
Alexandru cel Bun Blvd.
Gării Street
Bacinschi Street
Şos. Arcu
Sarmisegetuza Street
O. Băncilă Street
Savini Street
Tutora Blvd.
Ciric Street
A. Sesan Street
Ciurchi Street
Razoarelor Street
Aleea Sadoveanu
Cuza Vodă Street
G. Enescu Street
Horea Street
A. Fătu Street
Langa Street
Sl. Silvestru
Sf. Andrei Street
Tătăraşi Street
Ion Creangă Street
Han Tătar Street
Aleea Grădinari
Aeroportului Street
Aurel Vlaicu Street
Primăverii Blvd.
Egalităţii Street
Libertăţii Street
Şos. Tudor Neculai
Şos. Voineşti
Cetăţuia Street
Frumoasa Street
Atelierului Street
Calea Galata
Luca Arbore Street
Şos. Varianta Rediu
Munteni Street
Elena Doamna Street
Şos. Rediu
Vitejilor Street
Muzicescu Street
Ghibanescu Street
Petru Poni Street
Smardan Street
Oastei Street
Gr. Ureche Street
Calarasi Street
Brandusa Street
Movila Păcureţi Street
Costăchescu Street
Codrescu Teodor Street
Gh. Asachi Street
Lascăr Catargiu Street
Toma Cozma Street
H. Berthelot Street
V. Pogor Street
N. Gane Street
Florilor Street
Eminescu Street
V. Stroescu Street
Vântu Street
Moara de Vânt Street
Misai Street
Stejar Street
Mioriţei Street
Zmeu Street
Palat Street
Anastasie Panu Street
Bârsescu Street
Al. Ipsilanti Street
Cărămidari Street
Cicoarei Street
Vasile Urechia Street
Sălciilor Street
Hatman Şendrea Street
Lotrului Street
Şos. Galata
Arh. Ioan Berindei Street
Ion Inculet Street
Aleea Tudor Neculai
Clopotari Street
Fagului Street
Pictorului Street
D. Cantemir Blvd.
CA Rosetti Blvd.
O. Cazimir Street
Nicorita Street
Miroslava Street
P. Andrei Street
Galateanu Street
The exceeding of limit value is due mainly to high values of traffic flows, presence of heavy
traffic on a part of streets of the urban network streets, but also to road paving.
Railways traffic – CFR + tram:
According to data obtained following the preparing of noise map for railways traffic there is
observed that the task of noise Lden exceeds the value limit with (0-5 dB) at several
buildings on Arcu Street (up to Gavril Muzicescu Street) and Cuza Vodă Street (up to Rond
Tg. Cucu).
22
According to data obtained following the preparing of noise map for railways traffic there is
observed exceedings of Ln with 5-10 dB of the limit value in the following areas:
- beyond station up to Alexandru cel Bun Passage at 6 buildings;
- at 4 buildings on Luca Arbore Street;
- at several buildings on Arcu Street (up to Gavril Muzicescu Street) and Cuza Vodă
Street (up to Rond Tg. Cucu).
The value of task of noise Ln exceeds with 0-5 dB the limit values in the following areas:
- at several buildings on Luca Arbore Street and beyond on Sdl. Canta;
- beyond the station up to Alexandru cel Bun Passage at several buildings on the
both sides of railways;
- at several buildings on Pădurii Street and Tătăraşi Street;
- at 4 buildings on Aurel Vlaicu Street;
- at 3 buildings on Vasile Lupu Street;
- at several buildings on Strămoşilor Street, Dacia Blvd and Alexandru cel Bun Blvd.
The total number of persons exposed to levels which exceeds the limit values is 299
persons for Lden. The total number of persons exposed to levels which exceed the limit
values is 299 persons for Lden and of 5015 for Lnight.
Industrial activities
is observed no exceeding of the limit value for L den.
is observed no exceeding of the limit value for Ln.
Air traffic:
According to data obtained following the preparing of noise map for air traffic there isn’t
observed any exceeding of limit value for L den.
The total number of persons exposed to levels which exceed the limit value for Lnight is
1514 persons. These persons live across the following streets: Aeroportului, Cpt.
Protopopescu, Moţilor, Aviaţiei, Aterizaj, Avionului, Holboca, Nisipari and Marginei.
There is necessary that population to be informed and warned about which are the levels
of noise which human body can support, what means a certain theshold of the level of
noise and especially to what dangers are they exposed due to prolonged exposure to a
noise of high intensity (fig. 2).
23
Level of pain
Range of noise
specific for human
social activity
Level of audibility
Fig 2 – The levels of noise for different sources of noise
Negative effects of noise
The sound/noise can be generated by several types of sources and it plays an important
positive role in people’s life (communication, culture), but also produces negative effects
as:
Discomfort
The noise can be defined as the sound that is perceived as disturbing by human. The way
how people react to noise exposure doesn’t depend only by its intensity but also of what it
represents for the person. The noise has a subjective meaning, it is not only a variation of
pressure.
Sleep disturbing
A good sleep over the night is a necessary condition for well-being. Sleep disturbing is one
of the main reason to claim the noise. The main phenomena are: the difficulty of falling
asleep, unwished premature awakening, the difficulty to sleep again after a person has
awaken and changes in the phases of sleep. People can claim also secondary effects of
sleep disturbing as: the reducing of sleep quality, the fatigue, depressions, the reducing of
productivity and attention. The psychological effects are: the rise of blood pressure, the
rise of puls, contraction of blood arteries, changes of breath rythm, cardiac arrhythmia.
24
Other adverse effects
Hearing affecting – the persons who work in certain industrial domains have a high risk if
there are not taken preventive measures for protection. There is a growing concern
regarding noise exposure in clubs, disco, restaurants and other locations of this type.
The interference with talking and other means of communication
The noise may mask the voices (talking), radio listening or TV listening and other sounds,
inclusively music that people want to hear.
Mental health
The noise of ambiance is not considered a primary cause, but is possible to be a factor to
accelerate or to intensify.
Work productivity
It has been demonstrated that noise of ambiance can increase the performance in routine
work, but can decrease this performance in activities which require attention and
memorization.
Learning process
This can be affected, also the process of reading can be affected, motivation can be
reduced and all these affect the accomplishment of complex tasks.
Social behavior
The studies show that noise exposure can make people to be non-comunicative and
taciturn, less understanding and available to help other people or neighbors. It’s less
probable that the noise generates agression, but noisy environments induce a higher state
of uncertainty.
Changes of noise
Taking into consideration the rythm and current trends of development, the studies show
that the noisy environments which will not benefit of measure to limit the noise exposure
will be more deteriorate in the future. This because:
- the increase of number and the power of noise sources and the increasing of their use
(especially transport);
- geographical spreading of noise sources in city’s development, new transport
infrastructure and touristic activities.
– the expansion of noise in time, especially in early morning and night and in week-ends.
The limits on certification of noise sources imposed by EU policy shouldn’t seem yet to
have effect in reducing the global levels of noise in urban areas.
The level of environmental noise in a city tends to be higher when the transport structure is
concentrated. While new models of vehicles are increasingly silent, the level of traffic
increases. New buses or trams should be more silent, but also their infrastructure should
25
be improved. Many of central streets of the city have reached their saturation regarding the
traffic, almost daily congested and with increasingly low speed of traffic in the entire day.
In Iaşi City, the noise is made mainly by road traffic and less by railways traffic and air
traffic. The impact on human health can be direct on hearing and on whole body. The
impact on ear can lead to acute disorders resulted as a prolonged action of high noises
which determine trauma of eardrum or medium ear, expressed as clogging or breaking of
the eardrum, bleeding, deafness etc. At small children the noises of high intensity
determine several disorders with negative consequences for further body’s development.
In the case of impact on the whole body the penetration of noise is done not only through
acoustic nerve but also through skin, muscles, bones etc. So, it occurs the increasing of
pulse, of blood pressure, of amplitude and frequency o the breath, the decrease of the
attention, rapid fatigue, headache and nervous asthenia. Among the disorders caused by
noise can be: neuroses, psihastenia, gastritis, gastric and duodenal ulcers, colitis,
diabetes, hyperthyroidism, etc.
2.7. The official synthesis of pulic consultancies organized in compliance of
provisions of art. 11 paragraph (8) and (9) of Government Decision 321/2005,
republished
The preparing of action plan to reduce the acoustic pollution has to take into consideration
of public consultancies. The process of preparing the action meant to reduce and to
eliminate the noise is a long term procedure. The public information offers the opportunity
of citizens’ participation to prepare the action plan.The experience shows that the
acceptance of the methods and measures is higher when citizens were informed from the
beginning regarding action plans.
For public information the map of noise and conflict noise were shown on official site of
Iaşi City Hall, following to that action plans to be published for public consultancy.
On 19th of June 2014 it was hold at Iaşi City Hall the meeting of public debate of action
plans to reduce the noise for Iaşi City. To this meeting were participated representatives of
directions and services of City Hall, of companies and services subordinated to Local
Council and representatives of other institutions with responsabilities in noise
management, representatives of economic agents, mass-media and owners associations
(see Annex 8 – Minutes no. 55587/19.06.2014).
As a conclusion that resulted from the discussions it was the idea that in the future the
strategic maps of noise, toghether with action plans should constitute an efficient
instrument which can be taken into consideration in preparing of zonal urban plans and
detailed urban plans and also in update of general urban plan. Urban plans can be
adjusted so as to assure that are not built new buildings in the areas with high impact of
26
noise and to assure that no new enterprises which generate noise are placed close to
quiet or residencial areas.
2.8. Measures in force to reduce noise and ongoing projects
 Road traffic
Curretntly there are projects to improve and repair the streets which contribute indirectly to
reducing of noise. These projects are indicated in below table:
27
Tabelul nr. 2a - City – noise due to road traffic
Unique code of the city
The name of action plan
(mandatory information)
1
RO013_Iași_250000
2
Implement a traffic management system
RO013_Iași_250000
Built a ring road of the city
RO013_Iași_250000
Improve network of streets
Cost of action
implementation
(lei)
Date of start for
action plan
(day_month_year)
Date of
ending for
action plan
(day_month_
year)
(additional
information)
3
(additional
information)
4
(additional
information)
5
72.000.000
2011
2015
-
140.000.000
2008
2011
-
545.200.000
2008
2013
-
The number of persons
who benefit of a
reducing of noise level
(additional information)
6
28
 Railway traffic – CFR + tram
Currently there are projects to improve and repair the infrastructure for tram track and to
upgrade the fleet of trams which contribute to noise reducing. These projects are indicate
in the following table:
29
Tabelul nr. 2b - City - noise due to railway traffic
Unique code of the city
The name of action plan
1
2
Cost of action
implementation
(lei)
Date of start for
action plan
(day_month_year)
Date of
ending for
action plan
(day_month_
year)
(additional
information)
3
(additional
information)
4
(additional
information)
5
The number of persons
who benefit of a
reducing of noise level
(additional information)
6
RO013_Iași_250000
Improve the tracks of tram
-
2008
2015
-
RO013_Iași_250000
Upgrade the fleet of trams
-
-
-
-
30
 Industrial areas
There are no completed or ongoing projects/programs to reduce the noise.
 Air traffic
There are no completed or ongoing projects/programs to reduce the noise.
2.9. Actions to be taken by the authorities in the following 5 years, inclusively the
measures to preserve quite areas
This chapter is divided into three separate sections designed for action plans prepared for
every source of noise: road traffic, rail traffic and industry.
The most effective tool to prevent noise problems is good planning. It is a long-term
instrument that will not solve the immediate problems, but based on strategic noise maps,
urban plans can be adjusted to ensure that no new buildings are built in areas with a high
impact of noise and and to ensure that no new enterprises/business which generate noise
are placed close to quiet or residential areas.
The planning process can also be used to improve the environment in the area, in this way
ensuring that long-term use of land is changed. It can be decided for example that a
residential area with high impact of noise should change gradually in an area with a less
sensitive character, for example small offices and workshops.
When building new roads, railways, airports and industrial units it has to comply with the
legislation in force so that new investments should be subject to a careful analysis of the
environmental impact.
 Road traffic
For road traffic, new roads should always be planned so as not to increase the number of
homes and people with discomfort caused by noise. This can include noise reduction
measures along the new road (such as noise barriers) or expropriation of houses.
However, designing a new road should be based on a traffic modeling study, different
scenarios to verify and prove the the overall advantage of the new road by estimating the
size of impact on traffic and environment (including noise and air pollution). Traffic
modelling is an important tool for planning and irreplaceable. It is necessary both for traffic
analysis (the calculation of traffic volume and the establishing of its origins, its destinations
and its link) and for the traffic prognosis (the estimation of the impact of proposed
31
measures, as for example a new road or speed restriction).
It is very important to calculate the impact of planned measures before they are prepared.
For this it is necessary to prepare traffic studies with specialized soft for road traffic
modelling.
For existing roads, the reducing of noise can be divided in three types:
 reduce the noise at the source
 mitigate the propagation path
 measures around the receiver
Reduce the noise at the source
There is a large range of possible measures. Some of them have only local effects, other
have to be implemented in overall urban concepts. The basic approach to reduce the
noise of road traffic consists in:
 Measures to avoid or to reduce the noise of vehicles traffic
 Measures to concentrate the inevitably traffic or to divert it toward less sensitive
areas
 Measures to make remained traffic more consistent
Prevent the noise of vehicles traffic
- Technical measures on vehicles and tires: technical measures are a very important topic
with a high potential to reduce the noise. The standards are set by the European Union.
The municipality may introduce buses, vehicles to collect the garbage which produce less
noise etc.
- Urbanism: is desirable to separate noise sources from residential areas. On the other
hand, the density and diversity of the various uses have some effect on the behavior of the
people in terms of mobility. The experience shows that motor traffic is reduced if it is
possible to shop or work close to home. Therefore, urbanism plans should fiind a
compromise between the separation of incompatible uses and combination and
concentration of compatible uses as housing, shopping and unpolluting activities so as to
reduce the need for transport. For new resindential areas should be ensured routes of
public transport. In planning new industrial areas should be taken into account not only the
direct impact but also the anticipated routes of heavy freight vehicles.
- Promote public transport: encouraging public transport can help to reduce traffic
emissions. Although trams and buses can be noisy, their specific noise emissions (for
example reported to a capacity of 1,000 people per hour) are much smaller than emissions
from cars. The measures that can be considered are quality transport improvement, for
example the increase of the service by introducing special lanes for buses and traffic light
system with priority for public transport in intersection.
- Encouraging the use of bike: promote non-motorized means of transport is very useful in
32
cities. Several European cities like Amsterdam, Copenhaga and Gent have an extensive
network of bicycle tracks, so over 20% of all trips are made by bicycle. In these cities the
byke is widely accepted means of transport, which help to reduce the traffic of vehicles.So,
the municipality should consider the possibility to set tracks for byke, especially in
congested areas with a high density of traffic.
- Reduce traffic (at destination): introduce parking charges or maximum parking period (for
example 2 hours) to park on street can reduce the traffic, especially that due to commuters
which will prefer public transport. This generates less traffic (also less noise) and has as
secondary effect the existence of several parking spaces for more valuable purposes and
reducing the need for space. Other possibilities are road taxes combined with systems to
control the access, which to limit the number of vehicles that enter in the center of the city.
- Park and use public transport (park&ride): A „park&ride” (parching spaces with access to
public transport lines) increase the attractiveness of public transport, especially for the
commuters. In general, these parkings should be built on the main streets of penetration in
the city, but it involves new public transport lines which to link these parkings and the main
points of interest of the city.
-Reduce the heavy freight traffic within the city by installing of logistic centers and
coordinated systems for goods distribution.
Traffic concentration or its diverting towards less sensitive areas
- Traffic concentration on main streets and traffic calming on secondary streets: the
concentration of traffic on upper categories of roads/streets can be a very efficient method
to reduce because the differences in the level of noise depend of percentage differences of
traffic volume. Disadvantage – excessive congestion of some arteries also very congested
(especially at peak hours) whose capacity of traffic would be exceeded, leading to
congestion.
- Divert traffic towards less sensitive areas: it is possible to divert traffic on a sensitive
road, with several inhabitants, towards a less sensitive road, for example from an industrial
area or a ring road. This can reduce both total volume of traffic and the share of heavy
traffic.
- Classify the network of streets: as a result of concepts and above mentioned measures it
can be defined a network of main streets/roads with sufficient capacity. Especially for
heavy freight vehicles it should be a routing system wich to follow towards the network of
main streets/roads. On secondary remained streets/roads should be applied traffic
calming, for example speed restrictions.
The proper approach of remained traffic, which can not be avoided or diverted (usually the
largest part)
- The surfaces of roads/streets: Good surfaces have a high potential to reduce the noise.
Although, normally there is not possible to be simoultaneously replaced all damaged
surfaces, the action plan should set a list of priorities, so as the Municipality be able to
repair first those surfaces which have the highest level of noise and the highest number of
affected persons. On roads/streets with higher limits of speed it can be usefull special
surfaces open porous asphalt.
33
- Measures to improve and to homogenize the traffic flow: the roundabouts can help to
reduce the speed, to harmonize traffic flow, to reduce the jams and the number and the
gravity of traffic injuries. Traffic light systems with computed synchronization which depend
of traffic volume can reduce the number of accelerations and stops (green light). At night,
the traffic lights can be turned off at intersections with low traffic intensity.
- Overall concept for traffic management: There are possible a lot of measures to influence
noise emissions of traffic vehicles. For example, the limitation of speed can considerably
reduce the level of noise and can move the traffic on other streets. One way streets can
reduce the volume of traffic but can determine higher speeds. The forbidding of heavy
freight vehicles on a certain road/street can generate problems on the alternative streets.
Therefore it is usefull to be ellaborated an overall concept which to take into acount both
the level of noise and the number of affected persons and the requirements of an effective
network of streets.
- Redesign the streets: Another possibility is to change the allocation of cross-section of
the street. Leaving more space for trams, buses, cyclists and pedestrian it may require the
use of public transport or non-motorized traffic and can increase the distance between the
source of noise and facade. The experience shows that better proportion of vegetation
planting can make population to feel more confortable, even there is possible not to exist
measurable differences of noise level.
Mitigate the path of propagation
Acoustic barriers or ground banks can lead to a significant reduction of noise. The barriers
placed either by the roadside or near the houses which follow to be protected.
The structure of built areas and buildings alignment may also shield the buildings from
areas located behind them. Therefore, the planning should follow enclosed structures,
without openings between buildings.
The acoustic requirements of an phonic barrier are very simple:
- the barrier has to be as high as possible
- the barrier has to be compact, without gaps and leaks
- the surface mass of the barrier should be at least of 25 kg/m2 only, excluding the
support construction
- it should be avoided the reflections to the opposite side of the road (absorbant
surface).
Measures around the receiver
The level of noise inside the houses can be improved by isolation of the facades and
possibly by (re)construction of the roof. The most critical components are normally the
windows. It can be installed new windows with soundproof glass. To ensure good results it
is very important to carefully examine the building and to identify and prioritize the the
paths of noise transmission. The procedure consists in calculation of the noise inside the
34
building in different rooms. The method of calculation is described by ISO 12354 standard
„noise transmission through the facades of buildings”.
For Iaşi City the main cause which generate noise is the high values of traffic on above
mentioned arteries and especially the heavy traffic which tranzit some streets. To reduce
these values of traffic it is imperative to complete the building of city ring in Northern and
Eastern part of the city. In this way the values of traffic of city’s streets will be largely
reduced.
Streets with higher speed and capacity geberates higher levels of noise which affect larger
areas. To lower speeds achieved in most part of urban and sub-urban areas of Iaşi City,
the main sources of noise are the change of speed, stop and start on congested streets.
The congestion can reduce the speeds during the daylight, especially in central area.
There is a trend to increase the traffic even during this period of the day, in which the
congestion is not so high.
It can be taken into account different aspects of noise generated by road traffic:
 continous noise of congested traffic and average noise or background noise to
which humans are exposed, several times, on a long time ;
 congested traffic, marked by repeated starts and stops, where is more
important the vehicles acceleration and isolated noises and also the noises
produced by heavy vehicles crossing on oscillation of level.
The considered measures are theoretical, a real image of the effectiveness of the
measures being achieved only after the monitoring of the measures.
Assumptions
A. The volume of road traffic in Iaşi City is kept constant (unless otherwise is specified in
the Action Plan).
B. The City Hall can intervene in any area affected by noise.
C. The estimated budget to reduce the noise is not limited, the decision regarding financial
limits remains the task of Iaşi City Hall.
D. The buildings and the topography around the areas affected by noise remain
unchanged.
Action Plan 1 (PA1)
Under this action plan, beside general consideration made at the beginning it is considered
that Iaşi City Hall will apply the project of traffic management, envisaged by the Integrated
Plan of Development for Growth Pole Iaşi. These projects consist in:
Prepare a Sustainable Urban Mobility Plan
Complete the implementation of traffic management system
35
Intermodal Transportation Center – Iaşi Bus Station
Improve the link between the Intermodal Transportation Center – Iași Station
Build byke tracks towards neighboring villages of Iaşi
Electronic systems to improve the mobility in Iași Metropolitan Area (ticketing, public
transport prioritizing, parking management, citizens’ informing).
The aim of these projects of traffic management is to reduce the time of travel between two
points of the city, whatever of hour, to lead to elimination of the accelerations and sudden
braking, so common in terms of congested traffic.
The estimated cost of these measures is 112,000,000 lei.
Action Plan 2 (PA2)
Action Plan 2 consists in reducing as much as possible of the number of heavy vehicles
with mass over 3,5 t, on the network of streets of the city, by completing the ring road in
Northern and Eastern part of the city.
The advantages of a area of forbidding are:
1. reducing of noise and vibrations due to heavy vehicles;
2. additional charges to City Hall budget heavy vehicles entry in city;
3. fleet renewal by public transport operators in Iaşi.
The estimated cost in order to build the ring road is 16,000,000 lei/km.
Action Plan 3 (PA3)
Action Plan consists in replacing the current surface of the streets with one with noise
absorbing properties, which can reduce the level of noise from the affected area by the
change of the asphalt up to 5 dB. Of course, this method has its advantages and
disadvantages but the effects on acoustic background of the area are immediately felt.
In the next period it is envisaged the improvement of streets infrastructure in industrial
area of Iași City.
The estimated cost of these measures is 100,000,000 lei.
For noise reducing to be as large as possible it is necessary to be applied all 3 action
plans so as the number of inhabitants to be affected by the levels of noise above limit
values to be as small as possible (ideally 0). The combined application of these 3
proposed plans represents the recommended alternative of the developer of this study in
order to increase the effects to reduce the noise in the city.
36
The number of persons affected by the level higher than the limit value, after the combined
application of PA1, PA2, PA3 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. de persons*
356
581
632
108
4
Number of persons affected by levels higher than the limit value, after the combined
application of PA1, PA2, PA3 - Ln
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
355
441
705
279
16
> 70
1
The difference between the initial total number of persons exposed to noise produced by
road traffic and the total number of exposed persons, after the combined application of
PA1, PA2, PA3 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
-26
-196
-60
422
173
road traffic and the total number of exposed persons, after the combined application of
PA1, PA2, PA3 - Ln
Bandă dB
45-50
50-55
55-60
60-65
65-70
Nr. de persoane*
-27
-88
-223
303
336
> 70
25
Assessment
From the above results it can be seen that through proposed measures it can be
significantly reduce the number of persons affected by noise. In those areas where even
after the application of measures to reduce noise for Lden > 65 dB, respectively Ln > 50 dB
we propose a passive protection. It is indicated to start a program of “changing the
windows”, first for the buildings which are situated along the main streets for which, even
after the application of the measures of reducing , the level of noise Lden > 70 dB,
respectively Ln > 65 dB.
37
 Railway traffic – CFR + tram
Currently the railway traffic cause the exceeding of the noise limit value in certain areas,
especially near the central station but also on some non-modernized section of
infrastructure of tram. Below are listed various measures which can be applied to reduce
the noise due to railway traffic.
impact of noise and to ensure that are not places new enterprises near residential or quite
areas.
Measures to reduce the noise for railway traffic are in most part the same as for the roads.
Good planning is essential. This fact is especially important around existing railways. A
classic dilemma is that in urban areas located near railway there is usually unused land
which can be purchase at a cheap price (because is close to railways). This land is bought
by a contractor which starts immediately to built residential buildings. The new buildings
are exposed to noise and vibration generated by trains.
It is recommended to be included in rules and legislation some provisions regarding the
minimal distance and the maximum level of the noise for new investments near a railway.
Issues that require improvements
There are several issues which lead to the existance of a number of persons affected by
noise due to railway traffic:
- an old fleet of trams and trains having mainly braked shoes system;
- a non-improved railway infrastructure;
- the lacks of periodical maintenance works by rail rectification;
- the lack of acoustic protection measures (panels).
The reducing of noise can be devided in three types:
 reduce the noise at source
 mitigate the path of propagation
38
Reduce the noise to source
An empirical rule for trains is that the noise of the locomotive is one dominant at a speed of
train up to 30-40 km/h, after that the noise wheel/rail replace it and is dominant up to very
high speeds (more than 200km/h), when it starts to prevail the noise produced by
turbulence of air flow.
For romanian trains, especially the freight ones, the passing from the noise of locomotive
to wheel/rail noise is produced to even a lower speed. This fact is true in part because the
romanian freight trains are relatively long, but especially because the bad state of the
wheels and rails.
Freight wagons are equipped with iron braked shoes. These brakes fray the surface of the
wheel generating the so-called „straight sections” because the wheels are blocked during
the braking process. The noise can be significantly reduced if the wagons are upgraded
with braked shoes of composite materials, which can lead to reducing of rail use.
The railway system is used only by a small number of companies. It could be possible to
be defined standards regarding the emissions for trains which travel in main railways.
Also, the reducing of noise generated by trains traffic can be achieved by:
the reducing the noise issued at the contact rail – wheel through: the rectification
of wheels and rails; the value of reducing depends on the cadence of
rectification, previous European studies indicating a worsening of 0,8 dB of the
acoustic level after the moment of the rectification for every year of delaying of
process re-playing. The main issue consists in the lack of control of Iaşi City
Hall on freight and passengers transport operators in order to impose some
measure of periodical rectification. Neither the rectification of rail is not the duty
of Iaşi City Hall, an investment in necessary equipments for this activity being
big and ineffective to be done, unless at central level S.N.C.F.R. In change, the
Municipality should be involved in tram network rehabilitation.
the reducing of noise and vibration of the wagons and locomotives by their
replacement with more silent vehicles; this measure can not be applied by Iaşi
Municipality, it is the responsability of S.N.C.F.R. the municpality should ensure
the necessary funds for trams fleet renewal.
The reducing of the speed in the areas affected by the noise; this measure can
not be applied by Iaşi City Hall, being an internal decision of S.N.C.F.R. The
Municipality should establish the speeds for different sections of trams traffic.
Mitigate the path of propagation
The acoustic barriers can significantly reduce the noise. The barriers should be placed
39
either near the railways, or near the houses which following to be protected.
The structure of built areas and the alignment of buildings may also shield the buildings in
areas behind them. Therefore, planning should aim enclosed structures with no openings
between buildings.
The acoustic requirements of a phonic barriers are very simple:
- the barrier has to be as high as possible
- the barrier has to be compact, without gaps and leaks
- the surface mass of the barrier should be at least of 25 kg/m2 only, excluding the
support construction
- it should be avoided the reflections to the opposite side of the road (absorbant
surface).
windows. It can be installed new windows with soundproof glass.
To ensure good results it is very important to carefully examine the building and to identify
and prioritize the the paths of noise transmission.
The procedure consists in calculation of the noise inside the building in different rooms.
The method of calculation is described by ISO 12354 standard „noise transmission
through the facades of buildings”.
Through this method it can be determined the contribution to levels of internal noise
through different component of the building. The total level is calculated by summing of the
contributions.
40
Normal windows with double glazing
Rw = 29 dB
20mm
Acoustic isolated windows with double glazing
Rw = 36 dB
24 mm
Laminated glass windows with double glazing
Rw = 38 dB
Gypsum booard 2x13 mm
Isolation of a roof construction with gypsum board of 2x13 mm and mineral wool
Fig. 3 – Examples of construction for phonic isolation
41
Assumptions
A. The volume of railway traffic in Iaşi City is kept constant (if otherwise is not mentioned in
Action Plan).
B. The City Hall could interven in any area affected by noise.
C. The budget for reducing of noise is not limited, the decision concerning financial
limitation is the task of Iaşi City Hall.
D. The buildings and the topography around the areas affected by noise remain
unchanged.
Action Plan 1 (PA1)
In this action plan, beside the general considerations made at the beginning, it is
considered that Iaşi City Hall will continue and complete the works for upgrade of tram
infrastructure.
The estimated cost of this measure is 15,000,000 lei.
Action Plan 2 (PA2)
Action Plan 2 consists in the renewal/upgrading of trams fleet owned by RATP Iaşi.
The estimated cost for upgrade a tram is about 2,250,000 lei.
Action Plan 3 (PA3)
Action plan consists in installing soundproofing panels with a height of 2,5 m on the
section Central Station – ACB Passage. This soulution can be applied by Iaşi City Hall, but
it needs a very good cooperation from S.N.C.F.R. side because, to be effective the panels
have to be placed near the rail, in the area under the responsability of railways. Iaşi City
Hall can financially support these measures but can not implement them without the
support, at least for obtain the approval, of railways company. Generally, the applying of
principle „the polluter pays” imposed that S.N.C.F.R. to pay the entire costs of using
soundproofing panels.
The estimated cost of these measure is 340,000 lei.
For noise reducing to be as high as possible it is necessary to apply all 3 action plans so
as the number of inhabitants who are affected by the levels of noise over the limit values to
be as small as possible (ideally 0). Combined implementation of those 3 action plans is
also the recommended variant by the developer of this study in order to increase the
effects of noise reducing in the city.
42
The number of persons affected by the levels of noise over the limit values, after the
combined implementation of PA1, PA2, PA3 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
55
9
0
0
0
combined implementation of PA1, PA2, PA3 - Ln
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
52
39
1
0
0
> 70
0
railway traffic and the total number of exposed persons, after the combined application of
PA1, PA2, PA3 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
87
4
3
0
0
railway traffic and the total number of exposed persons, after the combined application of
PA1, PA2, PA3 - Ln
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
186
6
4
0
0
> 70
0
Assessment
The above results indicates that through proposed measures can be significantly
reducedthe number of persons affected by noise. In those areas where even after the
implementation of measures of reducing for Ln > 50 dB we propose passive protection. It
would be indicated to start a program to „change the windows” first for the buildings which
are placed along the rails (including rails for trams) for which even after the measures
implementation the level of noise Ln > 50 dB.
 Industry source of noise
Currently IPPC industrial units don’t cause the exceeding of noise limit value in the
administrative area of the city. Following there are listed different measures which can be
applied to reduce the noise due to source of industry.
43
In strategical mapping there were considered only the industries included in the IPPC
directive. Normally, these industries have an environment authorization which includes the
conditions regarding the emission of noise outside. This include information regarding to
main important source of noise in industrial unit.
The noise reducing can be divided in three types:
 reduce noise at source
 mitigate the path of propagation
Reduce noise at source
Old and noisy machinery could be replaced with machines / equipment with low noise. It’s
needed that this fact to be at least part of long-term strategy.
Inland transport and other outdoors noisy activities should be minimized, especially at
night.
Existing machines can be made quieter by closing them inside different enclosures,
silencers, etc.. Consideration should be given to reduce noisy activities during the night.
Improved mitigation on path of propagation
Phonic barriers or ground thresholds can be use in some cases to reduce the noise. The
barriers should be placed either near the machine or near the houses.
The bariers placed in the area of industrial unit is several times usefull, because several
sources of noise can be found with a height above the ground and the distance between
44
most sources of noise and barriers may be too high.
windows. It can be installed new windows with soundproof glass.
To ensure good results it is very important to carefully examine the building and to identify
and prioritize the the paths of noise transmission.
The procedure consists in calculation of the noise inside the building in different rooms.
The method of calculation is described by ISO 12354 standard „noise transmission
through the facades of buildings”.
Through this method it can be determined the contribution to levels of internal noise
through different component of the building. The total level is calculated by summing of the
contributions.
Industrial noise may contain high energy at low frequencies. Insulation against low
frequencies is complicated and expensive.

Air traffic
45
In recent decades, due to globalization, there was been an increased interest in air
transport. In the past, travels by aircraft represented a luxury, but currently they become
accessible to a wider and wider public.
Hundreds of people use the plane to arrive from Iasi in other places in the world, quickly
and conveniently. Obviously very few are thinking about the noise made by aircrafts.
It should be noted that air traffic, like other modes of transport, is a source of noise. Noise
reduction measures may be taken only by compliance with the rules regarding airline flight
safety and technical capacities.
In the last years, in terms of environmental protection, the requirements for aircraft became
more harsh also because of the need to reduce noise. In the last 30 years the aircraft
noise emission decreased by approx. 10 to 15 dB. But although aircraft noise emission has
decreased significantly, there was an increasing in number of complaints against noise
from air traffic.
Characteristic for air traffic noise is that after a longer or shorter period of silence, there is
a significant increase of noise. These high values trigger negative subjective assessments
against noise of air traffic. Currently, for noise regulation in Europe it is used the equivalent
noise level.
Obviously, after the implementation of measures to reduce noise, particular noise
problems will remain but the average value of noise level and the people affected will
decrease significantly.
Air traffic noise consists of the following parts:
the noise of the engines,
aerodynamic noise,
engine noise tests and ground maneuvers.
On the base of noise maps there was found that engine tests and the ground maneuvers
don’t produce noises that exceed the limits.
The factors that influence the noises over the limit value are:
 air traffic value,
 the division or air traffic after time,
 the characteristics of the engines/aircrafts,
 location of flight paths.
Effective noise reduction can be achieved by use in the same time of measures. For Iasi
International Airport it can be taken measures in the following domains:
46
a) Reduce the emission of noise of aircrafts which use the airport
There are available several measures (for example fines) through which the airport can
impose to airlines companies that at night or in quiet hours to use more silent aircrafts.
b) Optimize the traffic in terms of noise for night or quiet hours
After the reducing of noise emission of aircrafts, it is very important to reduce noise
emission for all the flights in the evening and the night. Then the disturbing effect is
enhanced. To reduce the noise it arises the possibility to optimize the time of departure
and arrival of certain types of aircraft.
Based on a mathematical formula, every aircraft using the airport, depending on the
emission of noise, got a share. Based on these shares during the quiet hours and over
night can be limited the aircraft movements so that more silent is an aircraft, the more of
this type aircrafts the airport can get in these periods of time. Exceedings of indicated rates
are possible in cases of emergency.
c) The change of flight routes
The transfer of flight routes over the roads with heavy traffic or over low populated areas.
When transferring flight route over a road with heavy traffic, noise from road traffic will
cover the noise of air traffic. In case of transfer over a low populated area, it must be
remembered that this transfer will have an adverse effect on the area, which was until then
was not affected by flight noise.
Please note that changing flight routes can be made only in those areas where on the
base of strategic noise maps it was found that there is no conflict. In the immediate vicinity
of the airport, where the number of those affected is large, this solution does not lead to
any decrease in the level of noise.
Since any changes in flight routes can not be made solely on the basis of noise protection,
these changes in flight routes are the responsibility of professionals in air safety and flights
directing.
d) Passive acoustic protection
Passive protection arrangement in protected buildings, primarily in areas with exceedings
of limit values.
e) Prepare a monitoring system
Preparing a monitoring system around the airport with several fixed and mobile points of
measurement. Obviously this measure doesn’t lead to decrease of noise due to air traffic
47
but, through their use can immediately be investigated the legitimacy of people’s
complaints and if these complaints are justified, proper measures can be taken. Accurate
and fast verification of complaints will lead to the decrease of unfounded complaints.
f) Systematization
In systematization, should be considered that areas with different uses, to be affected as
little as possible by noise of other areas. In areas near the airport, where it’s following to
build should be taken into account also the noise of airport which is to be built should be
considered and airport noise. This measure will not decrease the noise from the airport,
but will prevent the increasing of number of those affected by noise in the future.
The proposed action plans for Iaşi International Airport:
Action Plan 1 (PA1)
Change the flight route for departures during the night (between 23 pm and 7 am) by
aircrafts so as the departures to be made on North direction.
By applying this measure it will be significantly reduced the number of inhabitants affected
by values of noise over the limits permitted by legislation.
implementation of PA1 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
1
0
0
0
0
implementation of PA1 - Ln
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
4
1
0
0
0
> 70
0
air traffic (2011) and the total number of exposed persons, after the combined application
of PA1 – Lden
dB band
55-60
60-65
65-70
70-75
> 75
No. of persons*
16
4
0
0
0
48
air traffic and the total number of exposed persons, after the combined application
of PA1 - Ln
dB band
45-50
50-55
55-60
60-65
65-70
No. of persons*
12
12
2
0
0
> 70
0
Assessment
The above results show that through proposed measures it won’t be persons affected by
noise over the limits stipulated by legislation for Lden. For areas where even after the
implementation of the measures to reduce the noise for Ln > 50 dB we propose passive
protection. It should be indicated to start a program for „change the windows”, first for the
buildings situated along the streets for which even after the implementation of measures to
reduce the level of noise Ln > 50 dB.
Establish quiet areas
The quiet area of the city is that area established by the City Hall, where for all the sources
of the noise there are accomplished the conditions that the level of noise to be lower than
55 dB. (We mentioned that based on the rules, the minimal surface of quiet area should be
minimum 4,5 ha).
Ensuring the level of low noise of the areas for which can be said at the moment that they
are quiet (Lden < 55 dB) can be maintained through systematic accomplishment of the
measures listed in action plan.
Quiet areas in Iaşi
Only in areas closed for traffic we can talk about a situation more favorable for the noise.
Currently there are stated the following quiet areas:
Botanical Garden
The following areas could be stated as quiet areas:
Copou Park
Exposition Park
Şorogari Forest
Ţicău Forest
Ciric Forect
Valea Ursului Forest
Cetăţuia Forest
Breazu Forest
49
Fig. 4 – Quiet areas in Iaşi
Delimitation of quiet areas
The quiet area of the city is that area which is delimited by City Hall, where for all sources
of noise there are accomplished the most harsh conditions regarding the limits of level of
noise.
Quiet environment is that non-built area, delimited by City Hall, where it doesn’t exist
industrial noise or noises generated by leisure activities or traffic.
The aim of delimitation of quiet areas is that to preserve the “silence” of the area, in other
words, not even on long term the noise of the area not to exceed the current value and
inside the area not to be placed sources of noise.
Based on strategis maps of noise, the commission formed at Iaşi Environment Protection
Agency together with City hall representative decided that the following areas can fi
considered as quiet areas:
Botanical Garden
Copou Park
Exposition Park
50
Şorogari Forest
Ţicău Forest
Ciric Forest
Valea Ursului Forest
Cetăţuia Forest
Breazu Forest
A part of these are located on spaces delimited by main streets, so on their border the
level of noise is quite high, and only inside them this decreases to 55-65 dB. The spaces
near the main streets/roads can be protected by soundproof panels, inside the park can be
delimited a quiet area.
Although it was proposed through the previous action plan as quiet area, Ciric recreational
area can not be declared so because the process of modernization, rehabilitation and
reorganization of this area will be complete only this year (2014).
The designation of quiet area can be made as follows:
 The City Hall has to designate the quiet areas of the city.
 These quiet area should be integrated in Urban Plan of the city.
 On the regulatory plan of the area should be indicated the “quiet areas of the city”.
These areas are essentially those parts of recreational areas, sanitary areas, protected
areas, on which is wished to maintain the current situation, favorable for noise, on long
term.
In these areas can not be placed sources of noise, not even in the situation in which
protection measures are ensured.
The above requirement governs the overall noise of all sources of noise (road traffic,
railways, industrial etc.). We mention that this value is extremely severe, so with this
condition can be prevented the noisy becoming of the areas. The designation of the areas
should be represented also graphically (on map) and has to be indicated on the regulatory
plan of the area.
Measures for buffer areas
a) Şorogari Forest:
- area = 87,13 ha
- delimited by = CA Rosetti Blvd. to East, şos. Ştefan cel Mare in North-West, Ţicău Forest
to South.
Measures:
the implementation of the envisaged measures for road traffic source, to decrease
the traffic volume on those 2 arteries which delimit the area;
forbid the placement of ither sources of noise.
51
b) Ţicău Forest:
- area = 18,02 ha
- delimited by = CA Rosetti Blvd. to East, şos. Sărărie to West, Şorogari Forest to North,
and Poligonului Street to South.
Measures:
implement the envisaged measures for road traffic source, to decrease the volume
of traffic on the 3 arteries which delimit the area;
forbid the placement of other sources of noise.
c) Ciric Forest:
- area = 230,58 ha, of which the recreational area = 2,7 ha
- delimited by = Iaşi International Airport to East, Moara de Vânt Street to West, Aroneanu
Lake to North, and vacant lands to South and crossed by şos. Ciric.
Measures:
implement the envisaged measures for air traffic source;
d) Valea Ursului Forest:
- area = 22,89 ha
- delimited by = Ariniş Street to South-Est and vacant lands.
Measures:
e) Cetăţuia Forest:
- area = 78,53 ha
- delimited by = şos. Doi Peri to East, şos. Iaşi-Hlincea to West, Poitiers Blvd. to North, and
administrative border to South.
Measures:
f) Breazu Forest:
- area = 8,50 ha
- delimited by = Mihail Sadoveanu Alley to East, administrative border in North and vacant
lands in West and South.
Measures:
of traffic on the road which cross the area;
52
g) Copou Park:
- area = 10,10 ha
- delimited by = Carol I Blvd. to East, Macazului Street to West, Aurora Street to North, and
Copou Alley to South.
Measures:
implement all the envisaged measures for road traffic source, to decrease the
volume of traffic on the 4 arteries which delimit the area;
h) Exposition Park:
- area = 5,40 ha
- delimited by = Grigore Ghica Vodă Alley to East, Dumbrava Roşie Street to West, Toma
Dimitrescu Street to South and a group of buildings owned by Institute of Macromolecular
Chemistry in North.
Measures:
volume of traffic on the 4 arteries which delimit the area;
Measures to maintain a quiet area the Botanical Garden
volume of traffic on the arteries which delimit the area;
Of the list of porposed quiet areas, Exposition Park and Copou Park can be declared as
quiet areas in a first phase, on medium and short term. We recommend that other previous
mentioned areas, which accomplish the requirements of quiet areas to be declared so,
step by step as part of long term strategy.
2.10. Long term strategies
Action Plan for the next five years should be completed with a longer-term strategy which
to illustrate the long-term vision of noise reducing. Often it will be obvious that many of the
ideas developed in the preparation of the plan shall be settled better in a longer term. This
fact is especially true for noise reducing measures potentially very costly.
The most effective tool to prevent long-term problems of noise is good planning. This longterm tool that will not solve the immediate problems, but based on strategic noise maps,
The planning of the actitivies to prevent the noise (attention, NO FOR REDUCING) and to
preserve the quiet areas is feasible to be included in long-term strategies.
53
According to „Strategy for sustainable social-economic development of Iaşi City – Horizon
2020”, it is envisaged that environmental issues to be integrated to other domains as much
as possible.
Thus, among the Strategic Objectives of environmental protection in Iaşi City are
included:
Integration of the environmental regulations in urban development plan.
Transforming public services of water, gas, electricity, in efficient organization from
the energy point of view.
Integrated management of solid waste in Iaşi.
Promote activities to inform the public about the long-term effect of pollution.
Stimulate and facilitate the rehabilitation of underground drainage and water
networks.
Part of the proposals which can be found in „Strategy for sustainable social-economic
development of Iaşi City – Horizon 2020” regarding the improvement of environmental
quality we mention:
Urban Mobility Plan.
Passengers public transport management which includes among other:
- the analysis of the impact of public transport on the environment and air
quality;
- the renewal of vehicles fleet;
- permanent promotion among the residents and visitors of integrated services
and charging system.
Create green spaces and recreational spaces.
Designate as quiet areas the following forests located on administrative land of the
city: Şorogari, Ţicău, Ciric, Valea Ursului, Cetăţuia, Breazu.
2.11. Financial information (if available): budgets, evaluation of economic efficiency,
cost-benefit assessment
Official financial information are not available from Iaşi City Hall (except those presented in
tables 2a and 2b).
In what follows it will be shown the cost of the measures described in the documentation. It
is important to note that the current phase is only an assessment based on professional
experience. The exact cost of the works marked with * will be determined only after the
execution of the works to reduce the noise.
It is important to emphasize that not all the costs will borne by the Municipality, for example
for noise generated by rrailway traffic, the costs to reduce the noise are usually borne by
SNCFR.
54
Estimated cost [lei]
Source of noise
Road traffic
Streets rehabilitation
North-East Ring Road
Traffic management
system
Total for road traffic
Short and medium term
Long term
100.000.000
400.000.000
16.000.000 lei/km
112.000.000
212.000.000
900.000.000*
Railway traffic
Modernize the tram
infrastructure
Upgrade the trams fleet
Soundproofing panels
(299 m)
Total for railway
* For a length of ring road of 25 km.
15.000.000
45.000.000
112.500.000
340.000
60.340.000
112.500.000
Among the actions to reduce noise, the benefit can be interpreted primarily as an external
social benefit.
a) External benefits
As result from the main purpose of action plan, the primary benefit is the protection against
the noise of Iaşi inhabitants.
The sensitive point of traffic, especially of road traffic, is the harmful effect on health and
who will compensate these damages. Usually the effect of acoustic pollution of traffic is
treated less comparative wit the effect of air pollution (NOX). In the literature we find
different dates, for example in some works it is estimated that the demaging effect of noise
is about half of the effect of air pollution, while in other works is stated that this is a third or
even a quarter of the effect of air pollution.
The demaging effects of noise pollution on health are:
hearing damage;
audibility problems;
sleep disturbance whose consequences can be blood pressure, increased hearth
rate, hearth rhythm disorders and so on;
physiological effects, which may be temporary or permanent;
mental diseases;
negative effects on capacity.
Risk groups:
people suffering from chronic diseases (e.g.. Hypertension),
persons in covalescence,
persons dealing with complex cognitive problems,
55
blind people,
people with hearing diseases,
toddlers, babies, embryos,
elderly people.
The demaging effects on health can fi quantified through:
number of days of sick leave,
number of days of care in hospitals,
number of cases of disability,
number of deaths.
Undesirable effects will decrease in proportion to the reduction of noise..
b) Other social benefits
Among other social benefits we consider only the one related to increasing of the value of
affected buildings after the implementation of noise reduction measures.
When a high traffic street is built in a residential area it will decrease the value of buildings,
which are located along this street. There are many such examples in European cities. In
many cases the court ruled the compensation of people affected, with up to 30-40% of the
value of property.
In this case the situation is just the reverse, for buildings that were executed sound
isolation works (change windows, isolation with polystyrene), we can expect an
increase of value of property.
The effect of road traffic on the value of the property can be determined by hedonic
method of calculation.
The hedonic method of calculation
This method makes a statistical analysis on a large number of data. Beside the price of the
property, it takes into account other characteristics as the number of rooms, the
accessibility, information regarding the neighbors, environmental variables. Based on
these it is designed a statistical model, after that there are included other 7 factors (among
them, the noise) in order to identify their effect on the value of the property. Of these 7
factors, after all there were considered only the noise, because the most requests for
compensation refer to this aspect.
On this model, it was calculated that in case of a increase of road traffic noise with 1 dB,
the value of properties will decrease with 0,6 %.
In our case, to a reduction with a 1 dB of road traffic noise will have an increase of
value of the properties by 0,6 %.
56
2.12. Provisions taken in consideration in the assessment of implementation and the
results of action plan.
The results of plan implementation will be assessed as changes in the number of persons
affected by noise will appear.
The number of persons affected by noise will be modified when the measures to reduce
the noise will be applied and it will be possible to calculate the occurred change in
comparison with current situation.
57

ÎNTOCMIREA HĂRŢII DE ZGOMOT ŞI

Transcription

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