The Mayor's Ambient Noise Strategy - Greater London Authority

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The Mayor’s Ambient Noise Strategy Mayor of London 79 making future bus operations quieter, although the overall effect is not likely to be significant. Reduced congestion should mean less of the types of noise which can cause annoyance, such as idling engines, and frustrated stop-start driving. The potential for encouraging some road users to travel earlier or later to avoid the charge is not expected to be significant. policy 12 The Mayor will encourage exploration of public realm improvements in Central London, developed in full consultation with affected parties, having regard to potential noise benefits and other issues. proposal 9 Transport for London will continue to carry out extensive monitoring of the impacts of Central London Congestion Charging, including traffic impacts outside the charging zone. Road freight 4A.45 Lorries have become quieter, and can become quieter still with wider application of newer technologies. The standard ‘drive-by’ noise level limit for a heavy goods vehicle has been reduced, progressively from 91 to 80 dB(A) over the last 25 years. However, the current ISO 362 drive-by test for certifying exterior noise for the purposes of European Directive 1992/97/EC is particularly inappropriate for commercial vehicles. Alternatives include lower speed, part-laden acceleration, ‘cruise-by’ and stationary tests. A stationary noise test could be combined with controlling noise from other components such as vehicle bodies. 19 This could assist users and authorities to specify ‘Environmentally Enhanced Vehicles’ (see glossary). Older lorries can still be among the noisiest vehicles on the road. They can generate high noise levels when driven harshly or under full load. Low frequency noise from large engines can be an issue. The proportion of heavy vehicles in the traffic flow has implications for sorts of measures which can best reduce noise on a particular street. Minimising stop-start conditions is especially important for reducing noise from many heavy vehicles. On the other hand, many heavy goods vehicle fleets are renewed more frequently than light vans, which have been growing in number in London. 4A.46 A London Sustainable Distribution Partnership (LSDP), proposed in the Mayor’s Transport Strategy, was launched in February 2002. It brings together the London Boroughs, business and the freight industry to develop an effective strategy for the distribution of goods and servicing in London. The Mayor’s Transport Strategy identified three main work areas - road based distribution and delivery issues; rail freight development; and use of London’s waterways. The Transport Strategy also proposed that Transport for London will encourage early development of Freight Quality Partnerships (FQPs), particularly at the sub-regional level, to complement
80 Mayor of London The Mayor’s Ambient Noise Strategy borough-led initiatives at a more local scale. Such partnerships involve dialogue between local authorities, the business community, residents, environmental groups and industry. A freight issues group, held during consultation on the draft Transport Strategy stated that the LSDP and FQPs should consider allocation of road space; loading and unloading provision; servicing; London Lorry Ban; overnight parking; new means of delivery; information technology; road freight and the environment; and rail, water-borne and air freight. 4A.47 The noise implications of many of these issues are considered elsewhere in this strategy (e.g. paragraphs 4E.18-21 and Policies 64 and 65). All of them have potential noise implications which the LSDP and FQPs will need to assess in detail. In some outer London locations there may be insufficient justification for a bus lane, but a priority lane shared with heavy goods vehicles could potentially enable both to be driven more smoothly and generate less noise. However, practical issues include maintaining clarity in lane status. Transport for London and the boroughs are examining a number of pilot measures. The noise impacts would need to be assessed on a case-by-case basis. Reducing the amount of empty or partially-empty running would have a more than proportionate effect on reducing noise, since heavy vehicles can generate more noise when empty or lightly laden than when carrying their design load, especially from suspension systems and body rattle on uneven road surfaces. 4A.48 Driver training in quiet, smooth and safe driving is already promoted by some fleet operators, vehicle/engine manufacturers, and in guidance related to the London Night and Weekend Lorry Control Scheme. Measures to improve driving include bonus schemes for accident-free performance and fuel saving, and staff consultation and suggestion schemes, building a constructive approach and sharing the benefits from tachograph analysis and other monitoring. Noise from loading and unloading - such as from roller shutters, tailgates, trolleys and reversing signals, as well as voices and music from cabs - can create annoyance, particularly during times of the day when background noise levels are lower. Modern broadband reversing signals can replace the highly intrusive ‘beep’ of traditional alarms. 20 Crossover, footway and other servicing surfaces, trolleys and other equipment should be designed to minimising noise. Quiet roller shutters can be specified.
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