Person: Myck, Thomas
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Veröffentlichung Measures to abate railway noise in Germany(2015) Myck, Thomas; Weinandy, RenéEnvironmental noise is an important issue causing one of the most common public com-
plaints in Germany and within the EU. Noise causes health threats, like cardiovascular ef-
fects and cognitive impairment and has an enormous negative economic impact. The most
important source for rail noise is freight trains that operate around the clock. The enormous
ecological "Achilles' heel" of railway traffic is the noise. Especially during the nights, the
noise impairment is up to 25 dB(A) above the threshold, which is to be aspired in terms of a
precautious health protection of the people. Noise is of high relevance with respect to any
expansion, upgrade or construction measures of railway infrastructure. Therefore, it is agreed
to enlarge noise protection measures to a wide degree. There are a number of technical
measures available, e.g. retrofitting of the freight wagons to alternative brake systems.
Moreover, legal measures like the TSI Noise exist. This Noise Technical Specification for
Interoperability constitutes general requirements for the transnational railway traffic in Eu-
rope. The presentation gives an overview on these technical and legal measures to efficientlyabate railway noise in Germany. Quelle: http://iiav.org
Veröffentlichung Effective abatement of railway noise in Germany(2020) Myck, Thomas; Weinandy, RenéVeröffentlichung Auswirkung von Lärm auf die Gesundheit des Menschen(2019) Appel, Percy; Myck, Thomas; Weinandy, RenéVeröffentlichung Abatement of railway noise in Germany(2018) Appel, Percy; Myck, Thomas; Weinandy, RenéOne of the most important environmental issues in densely populated areas is the problem of noise. Road traffic and railway noise and airports located in close proximity to the city is not only annoying for residents; it also leads to serious health issues and has an enormous negative economic impact. Due to this, it is of primary importance for city planners, engineers and politicians to make our cities quieter. An important source for railway noise is freight trains that operate around the clock. However, railway traffic has an important function for a sustainable mobility in Germany and Europe. Therefore, it is planned to transfer more traffic from the roads, waterways, or aircrafts towards the railway. Both the politicians and the majority of the people support this. In contrast to that is the enormous ecological â€ÌAchillesâ€Ì heelâ€Ì, the noise emissions. Especially during the nights, the noise exposure is up to 25 dB(A) above the threshold given by the World Health Organization, which is to be aspired in terms of a precautious health protection of the people. Noise is a frequent reason for complaints and of high relevance with respect to any expansion, upgrade or construction measures of railway infrastructure. Along one of the most used railway corridor Rotterdam-Genoa, the opposition from residents is very high. Numerous people in Germany are protesting against railway noise, especially in the Middle Rhine valley. Under the Directives on rail traffic across Europe, the EU Commission has established pan-European noise thresholds for new types of rolling stock in the Technical Specifications for Interoperability (TSI). These emission values are valid for new rolling stock also in Germany. Since 1974 (western states of Germany) and 1990, respectively (eastern states of Germany), rail traffic on new lines is regulated in the 16th BImSchV (Traffic Noise Protection), which establishes noise immission limits for the protection of local neighborhoods. The most important consequence of the noise thresholds of the TSI is, that particularly noisy rolling stock fitted with cast iron block brakes is no longer permitted to be homologated (wagons of this type entering the market are no longer permitted). The challenge is now to replace these brakes in especially noisy freight wagons in the current rolling stock with quieter braking systems. As a financial incentive for rail operators to refit such rolling stock with quieter brakes, noise dependent track access charges are implemented in Germany. Additionally, there are a number of technical and legal measures available. In Switzerland and Germany for example, a ban is proposed for noisy freight wagons (non-compliant with TSI) from 2020 on. Access restrictions can yield a high level of protection and are efficient to protect the people from railway noise. The presentation will give an overview on these measures to abate efficiently the emissions of the rail freight traffic. © Springer International Publishing AG, part of Springer Nature 2018.Veröffentlichung Fluglärmbericht 2017 des Umweltbundesamtes - Einordnung und Empfehlungen(2018) Lindmaier, Jörn; Myck, Thomas; Weinandy, René2007 wurde das Gesetz zum Schutz gegen Fluglärm (FluLärmG) novelliert. Mit der Gesetzesnovelle wurde auch eine regelmäßige Überprüfung des FluLärmG eingeführt. Danach muss die Bundesregierung erstmalig spätestens 2017 und dann spätestens alle zehn Jahre dem Deutschen Bundestag einen Bericht über dieses Gesetz vorlegen. Dabei sollen insbesondere die Schutzzonenwerte der Lärmschutzbereiche unter Berücksichtigung des Standes der Lärmwirkungsforschung und der Luftfahrttechnik bewertet werden. Das Umweltbundesamt hat zur Vorbereitung des Berichts der Bundesregierung zur Evaluation des FluLärmG den â€ÌFluglärmbericht 2017 des Umweltbundesamtesâ€Ì verfasst. Darin wird eine detaillierte Analyse des FluLärmG sowie weiterer Regelungen zum Schutz vor Fluglärm vorgenommen. Aufbauend auf den dabei gewonnenen Erkenntnissen werden Empfehlungen für eine Weiterentwicklung des FluLärmG und des untergesetzlichen Regelwerks gegeben. Da aber auch außerhalb des Geltungsbereichs des FluLärmG beträchtliche Fluglärmprobleme bestehen, ist ein übergeordnetes Konzept erforderlich. Dieses soll auch andere rechtliche Regelungen, wie beispielsweise das Luftverkehrsgesetz, in einen umfassenden Schutz vor Fluglärm einbeziehen. Das Umweltbundesamt empfiehlt daher eine grundsätzliche Änderung der Konzeption des FluLärmG, und zwar sollte für die Tagzeit von 6:00 bis 22:00 Uhr eine Lärmkontingentierung eingeführt und während der Nachtzeit von 22:00 bis 06:00 Uhr aus Gründen des präventiven Gesundheitsschutzes kein regulärer Flugbetrieb auf stadtnahen Flughäfen stattfinden. Diese sowie weitere Erkenntnisse werden vorgestellt und diskutiert. Quelle: http://app2018.daga-tagung.de