Larmkontor GmbH

Hamburg, Germany

Larmkontor GmbH

Hamburg, Germany
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Klaeboe R.,Norwegian Institute of Transport Economics | Eggers S.,Larmkontor GmbH
Proceedings of the INTER-NOISE 2016 - 45th International Congress and Exposition on Noise Control Engineering: Towards a Quieter Future | Year: 2016

Economic analyses are a supplement to noise impact descriptions in the form of noise maps, noise limit exceedances, and aggregated population noise annoyance indicators. The economic performance of noise reduction measures are not intrinsic to the measures themselves, but depends heavily on the context in which the measure is implemented, the deployment strategies, and non-acoustic factors. Noise reduction benefits depend on the number of residents affected, how different areas are utilized, whether some measures have already been implemented and are difficult to improve on. As shown in the ON-AIR project, different countries assess and valuate noise benefits differently, and the economic rankings of noise reduction measures affecting a project area differ between countries and sites due to differences in methodology. When more than one measure is considered, it can be useful to consider whether additional benefits of noise improvements become smaller or come at high cost. In some cases additional benefits could be reaped from plugging protection gaps, and against secondary noise sources that increase in importance. Marginal benefit cost ratios indicate when benefits of extra noise reductions are too small, or come at too high a cost, to be worth-while implementing. © 2016, German Acoustical Society (DEGA). All rights reserved.


Eggers S.,LARMKONTOR GmbH
Proceedings of the INTER-NOISE 2016 - 45th International Congress and Exposition on Noise Control Engineering: Towards a Quieter Future | Year: 2016

As a criterion for determining areas in which noise abatement measures become necessary - so called "hotspots" - a variety of methods exists among the different European countries. An overview of different methods was published in scope of the ON AIR project for the Conference of European Directors of Road (CEDR). Possible methods for an evaluation not only include indicators, which may also take noise annoyance or economic factors into consideration. Also different methods for spatial aggregation exists to summarize the individual (façade) evaluation results. Besides the outcomes of the ON AIR project with a broad summary of common methods, a novel approach for identifying the most promising road stretch with the highest mitigation result will be presented. To achieve this, the noise reduction potential of each road stretch is calculated and valuated. An automated approach is demonstrated as well in urban settings with intersecting roads as in rural settings with a single country road. The results may facilitate the decision on where to best implement mitigation measures such as low noise road surfaces. © 2016, German Acoustical Society (DEGA). All rights reserved.


Bormann R.,Friedrich Ebert Stiftung | Gerike R.,TU Munich | Herzog G.,Abgeordneter im Deutschen Bundestag | Holzapfel H.,University of Kassel | And 6 more authors.
Larmbekampfung | Year: 2012

Effective noise control requires binding targets for overall noise exposure. Effective noise control requires an integrated strategy over all transport modes, all types of measures, short term to long term time horizons and the whole planning cycle. Central elements of such an integrated strategy are described. Background information on the status quo of the legal framework and on measures for reducing noise exposure form the basis for this strategy. The most important demands are summarized in ten key points.


Regarding tilted double windows with staggered opening areas, known as HafenCity-windows, with sound hard jamb and lintel, a sound reduction index of R w = 30 dB has been determined (opening distance o = 40 mm). In case of the investigated HafenCity-window a lining of the window lintel and jamb with sound absorbing material led to an increase of the sound reduction index up to ΔR w = 3 dB.


Bonacker M.,Konsalt GmbH | Hintzsche M.,Umweltbundesamt | Popp C.,Larmkontor GmbH
39th International Congress on Noise Control Engineering 2010, INTER-NOISE 2010 | Year: 2010

The contribution "Action planning in Hamburg - a communicative approach for large agglomerations" is reporting on the Strategic Action Plan and its communication process of the Free and Hanseatic City of Hamburg. The Strategic Action Plan Hamburg was the first planning stage for detailed noise reduction concepts for the Federal State of Hamburg. "Strategic" in this context means that only measures of city-wide importance (such as city-wide road surface or speed reduction conceptions) have been taken into account in the first phase of action planning (2008). In the second phase (2009) the public has been involved. In this phase got the public the possibility to present hot spots and possible noise reduction measures from their point of view. Local noise reduction measures (starting 2010 on district-level) will be developed in the third phase of noise mapping and action planning for the Free and Hanseatic City of Hamburg until 2012/2013. The development of these measures will be based on the noise reduction concepts of the Strategic Action Plan of the year 2008 and the results of the participation process in 2009.


Bonacker M.,Konsalt GmbH | Heinrichs E.,LK Argus GmbH | Kupfer D.,W2K Wurster Weiss Kupfer RechtsanwaLTE Partnerschaft mbB | Popp C.,LARMKONTOR GmbH | Weese U.,Stv. Leiter des Referats 53 Larmschutz und Luftreinhaltung im Ministerium fur Verkehr und Infrastruktur Baden Wurttemberg
Larmbekampfung | Year: 2015

To date, noise pollution in the transport sector will be determined and assessed separately. This approach is more and more often sharply criticized by those who are affected. This was the reason for the Ministry of Transport and Infrastructure of Baden-Wuerttemberg to initiate a pilot project. Within this project has been tested, how the total noise exposure can be determined, and how the cost of the necessary noise mitigation measures can be distributed to the institutions responsible for the noise sources. First, the total loads were entirely determined from all traffic noise sources to identify on its basis so-called "noise abatement areas". For these areas - supported through the participation of the public - noise reduction measures were drawn up and assessed in their effect. The resulting package of measures was introduced to the project partners, so that they could decide in consensus - as part of a negotiating process - about the implementation and financing of the actions.


Popp C.,LARMKONTOR GmbH | Eggers S.,LARMKONTOR GmbH
41st International Congress and Exposition on Noise Control Engineering 2012, INTER-NOISE 2012 | Year: 2012

The Environmental Noise Directive (END - Directive 2002/49EC) in the beginning was planned more or less as an awareness raising instrument. Ten years after entering into force, the END is more than that. It became a powerful planning instrument for a quieter urban future. But to reach this, one has to convince many local and regional stakeholders to support this aim politically and financially. Therefore it is suggested, to use respective planning tools, such as dynamic noise maps. This type of noise maps help laymen to understand how complex the noise mitigation business is. Further, these stakeholders (and citizens suffering from noise) have to be enabled to decide fast and easily, whether a noise mitigation measure is effective or not. This strategic noise mapping tool called dynamic noise map will be presented in this session. Copyright © (2012) by the Institute of Noise Control Engineering (INCE).


Hornfischer F.,W2k Wurster Wirsing Kupfer Rechtsanwalte Partnerschaft mbB | Kupfer D.,W2k Wurster Wirsing Kupfer Rechtsanwalte Partnerschaft mbB | Popp C.,LARMKONTOR GmbH | Weese U.,Ministerium fur Verkehr und Infrastruktur Baden Wurttemberg
Larmbekampfung | Year: 2014

Source related noise abatement alongside roads and railway lines is operated in Germany for a long time. However, if people shall be protected effectively from noise, this can only be realized by taking into account the whole road and railway network of the area under investigation. Only such an area related approach allows the calculation and evaluation of causation shares of individual sources at the overall noise level of an area. With the method presented in the part "Energetic Approach", it is possible to calculate causation related percentages of the overall noise impact for different source. Doing this, an important basis for an equitable distribution of costs through cooperative noise abatement can be formed.


Ibbeken S.,Wolfel Beratende Ingenieure GmbH Co. KG | Kruger M.,Larmkontor GmbH
42nd International Congress and Exposition on Noise Control Engineering 2013, INTER-NOISE 2013: Noise Control for Quality of Life | Year: 2013

In the state of Baden-Württemberg, the strategic noise mapping of major roads, major railways and congested urban areas is implemented in separate projects [1]. This paper describes the creation of the calculation model, the procedure of noise mapping for main roads, and the special characteristics of the map representation. The work required for this project was carried out by order and under the technical and scientific guidance of the LUBW ("Regional Office for Environment, Measurements and Nature Conservation of Baden-Württemberg"). The noise mapping of large road networks requires comprehensive geographic and traffic data which must be integrated into a calculation model. Mapping comprises the following steps: Collecting and providing data Merging and adapting the data Calculating noise maps Evaluating the results for the purpose of reporting to the EU The calculations and evaluations are made according to the uniform rules of the EU Environmental Noise Directive [2], which are not discussed in detail here. When the input data are acquired and prepared beforehand, however, special data records collected for mapping (e.g., noise barriers, bridges and tunnels) must be combined and compared with general data records (e.g., buildings and terrain) that are, in the most cases, already available. The paper describes the input data used and discusses solutions for potential problems that might arise in connection with their combination. For the process of informing the public, the lecture gives advice on the interpretation of noise maps which reveal unexpected noise levels in the environment of noise barriers, valleys and bridges. Copyright © (2013) by Austrian Noise Abatement Association (OAL).

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