environmental impact assessment report corporation limited proposed comprehensive residential and...

MTR Corporation Limited Proposed Comprehensive Residential and Commercial Development atop Siu

Ho Wan Depot Environmental Impact Assessment Report

248118-REP-017-03 | Final | July 2017

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Contents

Page

4 Noise 1

4.1 Legislation, Standards and Guidelines 1

4.2 Description of the Environment 6

4.3 Construction Noise Impact Assessment 23

4.4 Road Traffic Noise Impact Assessment 37

4.5 Fixed Noise Sources Impact Assessment 56

4.6 Aircraft Noise Impact Assessment 78

4.7 Rail Noise Assessment 79

4.8 Helicopter Noise Assessment 138

4.9 Marine Traffic Noise Assessment 142

4.10 Noise Implications Caused by Elements to be Implemented by SHO and SHD Replanning Works 142

4.11 Conclusion 143

Appendices

Appendix 4.1a Photo of Existing NSR

Appendix 4.1b NSRs and Area Sensitivity Rating Adopted in Fixed Noise and

Rail Noise Assessments

Appendix 4.2 SWL of PME

Appendix 4.3 Locations of Workfronts and Phases of Construction

Appendix 4.4 Detailed PME Inventory

Appendix 4.5 Monthly Unmitigated Noise Contribution

Appendix 4.6 Unmitigated Construction Noise Impacts at Selected NSRs

Appendix 4.7 Unmitigated Construction Noise Impacts at Various

Representative Floor Levels

Appendix 4.8 Sketch of Typical Temporary Noise Barrier/ Enclosure

Appendix 4.9 Monthly Mitigated Noise Contribution

Appendix 4.10 Mitigated Construction Noise Impacts at Selected NSRs

Appendix 4.11 Mitigated Construction Noise Impacts at Various Representative

Floor Levels

Appendix 4.12 Computer Plot of Noise Model

Appendix 4.13 Key Map of Traffic Flow and Traffic Data at 2053

Appendix 4.14a Detailed Road Traffic Noise Level at NAPs (Unmitigated) for

Phase 1

Appendix 4.14b Detailed Road Traffic Noise Level at NAPs (Unmitigated) for

Phase 1 to Phase 2

Appendix 4.14c Detailed Road Traffic Noise Level at NAPs (Unmitigated) for

Phase 1 to Phase 3

Appendix 4.14d Detailed Road Traffic Noise Level at NAPs (Unmitigated) for Full

Occupation

Appendix 4.15a Detailed Road Traffic Noise Levels at NAPs (Mitigated) for Phase

1

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248118-REP-017-03 | Final | July 2017


Appendix 4.15b Detailed Road Traffic Noise Levels at NAPs (Mitigated) for Phase

1 to Phase 2

Appendix 4.15c Detailed Road Traffic Noise Level at NAPs (Mitigated) for Phase

1 to Phase 3

Appendix 4.15d Detailed Road Traffic Noise Level at NAPs (Mitigated) for Full

Occupation

Appendix 4.16 Section Drawing for Fixed Noise

Appendix 4.17 Calculation of Cumulative Fixed Noise Impacts

Appendix 4.18 Not Used



Appendix 4.21 Unmitigated Detailed Rail Noise Calculation

Appendix 4.22 Typical Noise Canopy Sections

Appendix 4.22a Section Drawing for Selected NSRs

Appendix 4.23 Mitigated Detailed Rail Noise Calculation


Appendix 4.25 Cumulative Mitigated Rail and Fixed Plant Noise Calculation

Appendix 4.26 Helicopter Noise Assessment Area Determination

Appendix 4.27 Detailed Helicopter Noise Assessment Results

Appendix 4.28 Helicopter Noise Contour

Figures

Figure 4.1 Locations of Key Existing and Planned Noise Sources

Figure 4.1a Base Scheme of the Project

Figure 4.1b Modified Scheme for the Project

Figure 4.1c Proposed Canopy for the Project

Figure 4.2a NEF Contours (Year 2011)

Figure 4.2b NEF Contours (Year 2021)

Figure 4.2c NEF Contours (Year 2030)

Figure 4.2d NEF Contours (Year 2032)

Figure 4.3 Locations of Representative Existing and Planned NSRs

Figure 4.3f Locations of Prevailing Background Noise Measurement

Figure 4.4 Locations of Representative Noise Assessment Points

(Construction Noise)

Figure 4.5 Locations of Representative Noise Assessment Points (Road

Traffic Noise)

Figure 4.6 Overall Mitigation Measures for Road Traffic Noise and Rail

Noise

Figure 4.6e Noise Mitigation Measures for Rail Noise from Existing SHD

Operation

Figure 4.7 Locations of Representative Noise Assessment Points (Fixed

Noise)

Figure 4.7b Location of Planned and Existing Fixed Noise Sources and NSRs

Figure 4.8 Locations of Representative Noise Assessment Points (Aircraft

Noise)

Figure 4.9 Locations of Representative Noise Assessment Points (Rail Noise)

Figure 4.10 Locations of Representative Noise Assessment Points (Helicopter

Noise)














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-1

4 Noise

4.1 Legislation, Standards and Guidelines

4.1.1 General

4.1.1.1 The relevant legislation and associated guidance applicable to present

the study for the assessment of noise impacts include:

Noise Control Ordinance (NCO) (Cap.400);

Technical Memoranda (TM) on Noise from Construction Work

other than Percussive Piling (GW -TM);

TM on Noise from Percussive Piling (PP-TM);

TM on Noise from Places other than Domestic Premises, Public

Places or Construction Sites (IND-TM); and

Environmental Impact Assessment Ordinance (EIAO) (Cap. 499)

and EIAO-TM.

4.1.2 Construction Noise

Construction Noise During Normal Hours

4.1.2.1 The NCO provides the statutory framework for noise control in Hong

Kong. Assessment procedures and standards are set out in the respective

TM promulgated under NCO.

4.1.2.2 To ensure a better environment, the EIAO-TM promulgated under the

EIAO has imposed more stringent criteria. For construction, there is no

statutory limit on daytime construction noise under the NCO and related

TMs. Nevertheless, the EIAO-TM stipulates criteria of 65 - 75dB(A)

for daytime construction activities, as shown in Table 4.1.

Table 4.1 Noise standards for construction activities

Uses

Noise Standards[1], Leq (30mins) dB(A)

0700 to 1900 hours

on any day not being a Sunday or

general holiday

All domestic premises including

temporary housing accommodation

75

Educational institutions including

kindergartens, nurseries and all

others where unaided voice

communication is required

70

65 (During examinations)

Note:

[1] The above standards apply to uses that rely on opened windows for ventilation.



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Page 4-2

4.1.2.3 In addition, reference has been made to EIAO Guidance Note No.

09/2010 on “Preparation of Construction Noise Impact Assessment

under the Environmental Impact Assessment Ordinance”.

Construction Noise During Restricted Hours

4.1.2.4 The NCO also provides statutory control on general construction works

during restricted hours (i.e. 1900 to 0700 hours (of the next day) from

Monday to Saturday and at any time on Sundays or public holidays).

The use of Powered Mechanical Equipment (PME) for construction

works during restricted hours would require a Construction Noise

Permit (CNP). The GW-TM details the procedures adopted by EPD for

assessing such application. The granting of a CNP is subject to

conditions stated in the CNP and it may be revoked at any time for

failure to comply with the permit conditions.

4.1.2.5 Maximum noise levels from construction activities during restricted

hours at affected Noise Sensitive Receivers (NSRs) are controlled under

the TMs and shall not exceed the specified Acceptable Noise Levels

(ANLs). These ANLs are stipulated in accordance with the Area

Sensitivity Ratings established for the NSRs. The ANLs for

construction works are summarised in Table 4.2.

Table 4.2 ANLs for construction during restricted hours

Time Period

ANLs for Area Sensitive

Ratings[1], dB(A)

A B C

All weekdays during the evening (1900 to 2300

hours), and general holidays (including Sundays)

during the day and evening (0700 to 2300 hours)

60 65 70

All days during the night-time (2300 to 0700 hours) 45 50 55

4.1.2.6 As defined in the Noise Control Designated Area Plan No.

EPD/NP/NT-06, Siu Ho Wan Depot are not within the Designated Area.

Therefore, the Project does not fall within the control of TM on Noise

on Construction Work in Designated Areas (DA-TM).

4.1.2.7 Despite any description made in EIA report, there is no guarantee that

a CNP will be issued for the project construction. The Noise Control

Authority will consider a well-justified CNP application, once filed, for

construction works within restricted hours as guided by the relevant

TMs issued under the NCO. The Noise Control Authority will take into

account contemporary conditions / situations of adjoining land uses and

any previous complaints against construction activities at the site before

making a decision in granting a CNP. Nothing in the report shall bind

the Noise Control Authority in making a decision. If a CNP is to be

issued, the Noise Control Authority shall include in it any conditions

demand. Failure to comply with any such conditions will lead to

cancellation of the CNP and prosecution under the NCO.



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Page 4-3

Percussive Piling

4.1.2.8 Under the PP-TM, CNPs are also required for percussive piling

involving the use of diesel, pneumatic and / or steam hammer. This TM

specifies the permitted hours and other conditions for percussive piling.

Table 4.3 lists the acceptable percussive piling noise levels for various

types of NSR.

Table 4.3 ANLs for percussive piling

NSR Window Type or Means of Ventilation ANL, dB(A)

(i) NSR (or part of NSR) with no window or other opening 100

(ii) NSR with central air conditioning system. 90

(iii) NSR with windows or other openings but without

central air conditioning system

85

4.1.2.9 Depending on the numbers and types of piling machines and the

separation from NSRs, percussive piling may be restricted to 12, 5 or 3

hours per day. For NSRs that are particularly sensitive to noise, such as

hospitals, medical clinics, educational institutions and courts of law, a

further reduction of 10dB(A) shall be applied to the above ANLs.

4.1.3 Operational Noise

4.1.3.1 The EIAO-TM (Annex 5 of TM) has stipulated the noise standards for

various noise sources as shown in Table 4.4. It should, however, be

noted that the following noise criteria are only applicable to uses that

rely on opened windows for ventilation.

Table 4.4 Noise standards for operational phase

Common Uses

Noise Standards[1]

Aircraft Noise

(Noise

Exposure

Forecast:

NEF)

Helicopter

Noise

Lmax dB(A)

0700-1900

hours

Road

Traffic

Noise

L10 (1hour)

dB(A)

Rail

Noise[2]

Fixed Noise

Sources

All domestic

premises including

temporary housing

accommodation

25 85 70 (a) The

appropriate

ANLs shown

in Table 2 of

the Technical

Memorandum

for the

Assessment of

Noise from

Places Other

than Domestic

Premises,

Public Places

or

Construction

Sites and

(a) 5dB(A)

below the

appropriate

ANLs shown in

Table 2 of the

Technical

Memorandum

for the

Assessment of

Noise from

Places Other

than Domestic

Premises, Public

Places or

Construction

Sites, or

Offices 30 90 70

Educational

institutions

including

kindergartens,

nurseries and all

others where

unaided voice

communication is

required

25 85 65

Hospitals, clinics,

convalescences

25 85 55



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Page 4-4

Common Uses

Noise Standards[1]

Aircraft Noise

(Noise

Exposure

Forecast:

NEF)

Helicopter

Noise

Lmax dB(A)

0700-1900

hours

Road

Traffic

Noise

L10 (1hour)

dB(A)

Rail

Noise[2]

Fixed Noise

Sources

and homes for the

aged, diagnostic

rooms, wards

(b) Lmax (2300-

0700 hours)

= 85dB(A)

(b) the

prevailing

background

noise levels (For

quiet areas with

level 5 dB(A)

below the ANL)

Notes:


[2] The above standards should be viewed as the maximum permissible noise levels assessed at 1m

from the external facade.

Road Traffic Noise

4.1.3.2 The criteria for assessing road traffic noise is given in the EIAO-TM

and tabulated in Table 4.4. For domestic premises and offices, the

criterion is 70dB(A). For educational institutes and places of worship,

the criterion is 65dB(A). For hospitals, clinics etc, a more stringent

criterion of 55dB(A) is stipulated. It should be noted that all these

criteria only apply to NSRs that rely on opened windows for ventilation.

In addition, reference has been made on EIAO Guidance Note No.

12/2010 on “Road Traffic Noise Impact under the Environmental

Impact Assessment Ordinance”.

Fixed Noise Sources

4.1.3.3 Operational noise from fixed noise sources is controlled under the

NCO’s TM on IND-TM. To plan for a better environment, the EIAO-

TM has specified the following requirements for the planned fixed

noise sources, whichever is more stringent.

5dB(A) below the appropriate ANLs in the IND-TM; or

the prevailing background noise levels.

4.1.3.4 The ANLs for different Area Sensitivity Ratings during different

periods are summarised in Table 4.5.

4.1.3.5 Besides, ANL stipulated in the IND-TM has been adopted in the

evaluation of potential cumulative fixed noise impact assessment from

existing and planned fixed noise sources. This approach has been

adopted in approved EIA reports for Tung Chung New Town Extension

(TCNTE) (AEIAR-196/2016), Expansion of Hong Kong International

Airport to a Three-way System (AEIAR-185/2014) and Lamma Power

Station Units L4 & L5 Flue Gas Desulphurization Plan Retrofit Project

(AEIAR-098/2006).



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Page 4-5

Table 4.5 ANLs for fixed noise sources

Time Period

ANL, dB(A)

Area

Sensitivity

Rating A

Area

Sensitivity

Rating B

Area

Sensitivity

Rating C

Day (0700 to 1900 hours) 60 65 70

Evening (1900 to 2300 hours) 60 65 70

Night (2300 to 0700 hours) 50 55 60

4.1.3.6 For assessing fixed noise sources, the Area Sensitivity Ratings at the

NSRs are defined in accordance with the relevant TMs. More details

are discussed in Section 4.5.2. Similar to the road traffic noise, all these

criteria only apply to NSRs relying on opened windows for ventilation.

Aircraft Noise

4.1.3.7 The noise criterion for aircraft noise is given in Table 4.4. For aircraft

noise, NSRs should be planned beyond the NEF25 contour, except for

offices which should be beyond the NEF30 contour. Similar to the road

traffic noise, all these criteria only apply to NSRs relying on opened

windows for ventilation.

Rail Noise

4.1.3.8 The noise criterion for assessing rail noise is given in Table 4.4. In

addition, noise level during the period between 11:00pm and 7:00am of

the following day should not exceed Lmax 85dB(A). Similar to road

traffic noise assessment, all these criteria only apply to NSRs relying

on opened windows for ventilation.

Helicopter Noise

4.1.3.9 As shown in Table 4.4, for helicopter noise between 0700 – 1900,

NSRs should be planned beyond having the noise impacts less than Lmax

85dB(A), except for offices which should be exposed to noise impacts

not exceeding Lmax 90dB(A). Similar to the road traffic noise, all these

criteria only apply to NSRs relying on opened windows for ventilation.

4.1.3.10 For the area in SHD in particular, the helicopters operated by both

Government Flying Services (GFS) and commercial company would be

using the airspace in the vicinity. GFS has a headquarters within the

Hong Kong International Airport (HKIA) and its helicopters serve both

routine and emergency services. According to the approved EIA report

for TCNTE (AEIAR-196/2016), all the routine services (including

flying support for all bureau and departments) would be conducted

during daytime period only while emergency services (including air

ambulance, search & rescue (SAR), supporting law enforcement

agencies, firefighting) have to be conducted on an as-required basis to

suit actual circumstances.

4.1.3.11 As discussed above, there would be helicopter events along Siu Ho Wan

Depot for both evening and night-time periods. Since there is no



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Page 4-6

relevant noise criteria in the EIAO-TM for both evening and night-time

periods, reference has been made to the approved EIA report for A

Rooftop Helipad at the Proposed New Block of Queen Mary Hospital

(AEIAR-208/2017). According to their findings, there is no statutory

noise criterion for emergency services (including air ambulance, search

& rescue (SAR), supporting law enforcement agencies, firefighting)

during evening and night-time periods. The emergency services are

generally exempted from the flight restrictions.

Marine Traffic Noise

4.1.3.12 There is no statutory requirement for marine traffic noise. The

construction of the Project would not involve any marine works and

hence construction vessels are not anticipated. Besides, there are neither

existing nor planned marine routes within the 300m assessment area.

Hence, marine traffic noise impacts are not anticipated during both

construction and operational phases.

4.2 Description of the Environment

4.2.1 Existing Environment

4.2.1.1 As discussed in Section 1, the proposed development for

comprehensive residential and commercial development is located on

the existing SHD (Figure 1.1). The existing noise climate is dominated

by the road traffic from North Lantau Highway (NLH), railways of

Tung Chung Line (TCL) and Airport Express Line (AEL), aircraft

approaching and departing from Hong Kong International Airport

(HKIA), helicopter transiting and the operation of SHD with some

minor fixed noise operations, such as SHW Government Maintenance

Depot and New Lantao Bus Company Siu Ho Wan Depot, located at

southeast to the proposed development.

4.2.2 Noise Abatement Strategy

4.2.2.1 As discussed in Section 2, the proposed development consists of

approximately 108 blocks of residential premises, three schools,

commercial uses, car parks, club houses, sports centre, Public Transport

Interchange (PTI) and kindergarten, etc.. As far as the residential blocks

are concerned, the Base Scheme that was considered during the early

design development (see Figure 4.1a) has been progressively refined

and eventually evolved as the Modified Scheme (see Figure 4.1b) to

abate various environmental constraints and avoid and minimize

environmental impacts as much as practicable. Those abatement

measures are summarised below:






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Adoption of self-protecting blocks with no noise sensitive façades

directly facing NLH (about 30m to the south), TM-CLK Link slip

road (about 40m to the south), Lantau Airport Railway (LAR)

(about 20m to the south) and the railway tracks at both ends of the

depot. These blocks are also designed in a curvative arrangement

to address visual impact issues;

Provision of podium up to +26.5mPD to mitigate the noise impacts;

Adjustment of building disposition coupled with provision of

acoustic windows at strategic locations to mitigate the noise

impacts;

Provision of sections of noise canopy along the podium edge at

+23mPD; and

Adoption of modified building blocks at strategic locations to

minimize noise impacts.

4.2.2.2 As discussed in Section 2.4.3, the option of constructing noise

barriers/enclosures at existing roads and LAR has been explored. For

abating road traffic noise, it should be noted that both TCL / AEL are

aligned between the southern site boundary and NLH with a separation

of approximately 30m. If NLH is to be installed with direct noise

mitigation measures, over 2km noise barrier/enclosure at NLH, coupled

with retrofitted installation at the viaducts of TM-CLK Link and Tai Ho

Interchange after structural strengthening, is required to shield the

significant traffic noise. Given that NLH and TM-CLK Link are the

only external road links for Lantau/HKIA, extensive construction

works required would cause unacceptable disturbance to the traffic on

those strategic highway. Hence, the approach of providing mitigation at

source is therefore not further considered.

4.2.2.3 The option of installing a large cantilevered noise barrier extending

from the podium of southern site boundary fronting NLH has also been

considered. However, given the large separation of 30m between the

southern boundary and NLH, the effectiveness of noise barriers along

the southern site boundary to alleviate road traffic noise will not be

effective and hence is not further considered.

4.2.2.4 The option to enclose the some 2km of the LAR is also found to be

technically not feasible. During the planning and preliminary design

stage of SHO and SHD Replanning Works, the provision of noise

enclosure on TCL/AEL tracks was reviewed. Review findings indicate

only limited clearance at the either side of TCL/AEL tracks with

existing depot facilities to the north, NLH and Tuen Mun Chek Lap Kok

Link Road on the south. Such site constraints greatly reduce the

constructability of noise enclosure on TCL/AEL tracks due to potential

disturbance to existing SHD operation and also road traffic network of

which temporary road closure required for supporting the construction.

In addition, due to proximity of running tracks, the stringent railway



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Page 4-8

protection measures for running tracks restricts the allowable working

hour for the enclosure construction to less than 2 hours each night,

leading to prolonged construction period of the noise enclosure which

may affect other maintenance activities. Building structures close to

high speed rail with speed about 130kph also introduce high suction

force on objects in the vicinity, together with the prolonged construction

period, construction of noise enclosure on TCL/AEL tracks create

undesirable high risk affecting the normal service of TCL/AEL. It is

therefore concluded that based on current design and operational

information, the provision of noise enclosure on TCL/AEL tracks is not

a practical and feasible mitigation proposal. In view of these, alternative

noise mitigation measures with efficient and practicable construction

method have been explored to be provided at the above ground

structures of SHD Topside Development for protecting the future

residents.

4.2.2.5 On the adoption of self-protecting building design for the first row of

residential blocks fronting NLH, it should be noted that NLH is a dual-

3 express highway with a speed limit of 110 km/hour and high traffic

volume. According to 2015 traffic census, this section of NLH had an

Annual Average Daily Traffic (AADT) of 68,930, and a peak traffic

flow of up to 4,200 veh / hr. It is also noted that the night-time traffic

flow is also as high as 3,100 veh /hr. Besides, it is predicted that the

peak traffic flow in Year 2053 (15 years after completion of the Project)

will be up to about 14,000 vehicle/hour (two-way). It is also aligned at

about 30m from the southern site boundary with the LAR in between.

The road traffic noise levels at the southern façade of the Project

directly facing NLH is therefore would be up to 84dB(A) (L10) during

peak hours. Such a high noise level could not be effectively mitigated

by implementing typical building design such as acoustic windows,

reduced view angles etc.

4.2.2.6 In view of these, the use of self-protecting buildings fronting NLH is

considered as the most practicable approach under the capacity

development scheme formulated for this feasibility study. The use of

non-sensitive uses to act as screening has also been duly considered.

However, given the prime objective of the topside development is to

provide as much housing as practicable to address issues on housing

supply, the current design is to accommodate non-residential uses

within the podium deck and residential blocks atop the podium. This

being said, the use of self-protecting buildings could be further

reviewed at the project implementation stage. Discussions on the

consideration of layout options are also detailed in Section 2.

4.2.2.7 The Base Scheme accommodates 52 numbers of Type A building

blocks and 56 numbers of Type B building blocks (Figure 4.1a). To

minimise the road traffic and rail noise impacts, a Modified Type B

building layout is proposed. The main difference between Type B

building blocks and Modified Type B building blocks is that Modified

Type B building blocks would have some of the noise sensitive

windows specially designed to reduce the view angle overlooking onto




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Page 4-9

NLH / TM-CLK Link and TCL / AEL, and hence the associated road

traffic noise and rail noise impacts respectively. The Modified Scheme

(Figure 4.1b) would replace some of the Type B building blocks by

Modified Type B building blocks at some locations

4.2.2.8 The following sections summarise the noise issues that have been

addressed by the Modified Scheme in terms of road traffic noise and

rail noise.

Road Traffic Noise

4.2.2.9 As discussed above, at source mitigation measures for road traffic noise

is not further considered. Hence, a road traffic noise assessment has

been conducted for the Base Scheme for different phases, including

Phase 1 at Year 2026, Phase 2 at Year 2030, Phase 3 at Year 2034 and

Phase 4 at Year 2038.

4.2.2.10 Phase 1 (Year 2027) - Result indicates that most of the planned NSRs

would comply with the 70dB(A) noise criterion except at blocks 103,

104, 110, 111, 113, 114, 116, 117, 136, 139, 140, 143, 146 and 147 with

Type B building blocks. The predicted noise levels would be 75dB(A)

for the 1st to 10th floors, up to 74dB(A) for 11th or above floors, etc.,

exceeding the noise criterion of 70dB(A) by up to 5dB(A). This is

attributable to the fact that those NSRs are affected by the NLH via the

openings between the building clusters. As at source noise mitigation

measures would not be further considered, it is recommended to adopt

acoustic windows at the affected facades of these blocks to reduce road

traffic noise impacts. Acoustic windows can generally provide a

notional noise reduction of about 5dB(A) (Note: the noise reduction of

acoustics windows would possibly be higher subject to detailed design),

and hence would be sufficient to abate the traffic noise impact at these

receivers.

4.2.2.11 For block 149 at the eastern site boundary of Phase 1c, the predicted

noise levels before Phase 4 development would be 76dB(A) for the 1st

to 15th floors, up to 75dB(A) for the 16th or above floors, etc., also

exceeding the noise criterion of 70dB(A) by up to 6dB(A). Since

acoustic windows can generally provide a notional noise reduction of

about 5dB(A), the use of acoustic windows would not be sufficient to

abate the noise impacts. It is therefore recommended to adopt the

Modified Type B building blocks which could be designed to achieve a

higher noise reduction.

4.2.2.12 Phase 1 to Phase 2 (Year 2030) – As the setting of Phase 2 development

(Type A building blocks) will be protected by self-protecting blocks for

the first row of residential blocks from Phase 1 (i.e. Type B building

blocks fronting NLH), all the planned NSRs in this phase would comply

with the 70dB(A) noise criterion.

4.2.2.13 Phase 1 to Phase 3 (Year 2034) – Similar to Phase 2 development, with

the self-protecting blocks from Phase 1 fronting NLH, all the planned

NSRs in this phase would comply with the 70dB(A) noise criterion.




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Page 4-10

4.2.2.14 Phase 1 to Phase 4 (Year 2038) – Result indicates that most of the

planned NSRs would comply with the 70dB(A) noise criterion except

at blocks 401, 403, 404, 407, 408, 409, 420, 421 and 422. For blocks

404, 408, 409, 420, 421 and 422, the predicted noise levels would be up

to 72dB(A) for the 1st to 10th floors, up to 74dB(A) for the 11th or above

floors, etc. For blocks 401, 403 and 407, the predicted noise levels

would be up to 77dB(A) for the 1st to 10th floors, up to 76dB(A) for the

11th or above floors, etc.. This is attributable to the fact that those NSRs

are affected by the NLH via the openings between the building clusters.

Since acoustic windows can generally provide a notional noise

reduction of about 5dB(A), it is recommended that those blocks (i.e.

blocks 404, 408, 409, 420, 421 and 422) with exceedance up to 5dB(A)

will be provided with acoustic windows at the affected facades. For

blocks 401, 403 and 407 with exceedance more than 5dB(A), Modified

Type B building blocks would be adopted instead.

4.2.2.15 Hence, for addressing road traffic noise, Modified Type B building

blocks are proposed for blocks 149, 401, 403 and 407 as illustrated in

Figure 4.1b.

Rail Noise

4.2.2.16 Rail noise impact assessment has also been conducted for the Base

Scheme, but with the proposed Modified Type B for building blocks

149, 401, 403 and 407 incorporated to address road traffic noise.

4.2.2.17 Phase 1 (Year 2027) - Result indicates that most of the planned NSRs

would comply with the noise criteria (i.e. daytime and evening criterion

of 70dB(A) and night-time of 60dB(A) for Area Sensitivity Rating C)

except for blocks 103, 104, 110, 111, 113, 114, 116, 117, 118, 122, 123,

133, 136, 139, 140, 146 and 147. The predicted noise levels would be

up to 70dB(A) for the 1st to 10th floors, up to 69dB(A) for the 11th or

above floors, etc., also exceeding the night-time noise criteria by up to

1 – 10dB(A). This is attributable to the fact that those NSRs are affected

by the AEL / TCL via the openings between the building clusters.

4.2.2.18 Unlike the case for road traffic noise, the TCL / AEL are located much

closer to the southern site boundary and hence it is more effective to

use canopy at +23 mPD to mitigate rail noise impacts. However, it

should be noted that the extent of the canopy is constrained by a number

of factors including 1) the need for smoke extracting strategy for staged

development of the depot area; 2) the need for smoke extracting strategy

for SHO and PTI located at Phase 1 development; 3) the practicability

of routing smoke exhaust of depot area at about +17.1mPD to above

+23 mPD (i.e. incompatibility with Emergency Vehicular Access

(EVA), safety and technical constraints in erecting exhaust at +23mPD

before podium construction) to provide continuous noise canopy; 4) the

suitability of routing smoke exhaust of depot area above podium at

+26.5mPD (i.e. visual impact, nuisance during routine testing and

safety and technical constraints in erecting exhaust at +26.5mPD before

podium construction). In connection with this, the current proposed




248118-REP-017-03 | Final | July 2017


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depot smoke discharge outlets will be arranged to prevent discharge

under cover and that shall be further reviewed during detailed design

stage. Potential concerns on smoke spilling into depot under a train fire

at TCL / AEL main line will also need to be followed up during detailed

design stage with relevant authorities.

4.2.2.19 Throughout the rail noise assessment, the effectiveness of installing a

15m wide canopy along the southern podium edge (Figure 4.1c) has

been considered. Result however indicates that, even with the at source

mitigation measures of 15m wide canopy, the predicted rail noise levels

would still exceed the noise criterion by 2 – 3dB(A) at blocks 117, 118,

139 and 140. This is attributable to the fact that Phase 1c development

is not constructed at that time and hence it is not possible to extend the

length of the noise canopy beyond the podium of Phase 1a and some

sections of 15m wide noise canopy cannot shield the TCL / AEL as the

alignment of TCL / AEL does not run parallel along southern podium

edge. Hence, it is necessary to consider adopting the Modified Type B

building blocks at those locations. Therefore, additional numbers of

Modified Type B building blocks are proposed for blocks 117, 139 and

140 to reduce the rail noise impacts as illustrated in Figure 4.1b. For

block 118 at the eastern boundary of Phase 1a development, the

provision of canopy at Phase 1a alone is not sufficient to protect these

NSRs before provision of Phase 1c noise canopy, Modified Type B

building block is also recommended.

4.2.2.20 Phase 1 to Phase 2 (Year 2030) – As the setting of Phase 2 development

(Type A building blocks) will be protected by self-protecting blocks for

the first row of residential blocks (Type B building blocks fronting AEL

/ TCL) and noise canopy from Phase 1, all the planned NSRs in this

phase would comply with respective noise criteria.

4.2.2.21 Phase 1 to Phase 3 (Year 2034) – Similar to Phase 2 development, with

the self-protecting blocks fronting AEL / TCL and noise canopy from

Phase 1, all the planned NSRs in this phase would comply with

respective noise criteria.

4.2.2.22 Phase 1 to Phase 4 (Year 2038) - Result indicates that most of the

planned NSRs would comply with the respective noise criteria.

However, for block 404 at which the predicted noise levels would be

up to 66dB(A) for for the 1st to 12th floors, up to 65dB(A) for the 13th

or above floors, etc.. Similar to Phase 1 development, two sections of

noise canopy at +23 mPD is recommended along podium of Phase 4

development to address the consideration of smoke extracting strategy.

Result however indicates that, even with the at source mitigation

measures of 15m wide canopy, the predicted rail noise levels would still

exceed the noise criterion by 5dB(A). This is attributable to the fact

some sections of 15m wide noise canopy cannot shield the TCL / AEL

as the alignment of TCL / AEL does not run parallel along southern

podium edge. Hence, it is necessary to consider adopting the Modified

Type B building block at block 404 to reduce the rail noise impacts.





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4.2.2.23 Hence, for addressing rail noise, Modified Type B building blocks are

proposed for blocks 117, 118, 139, 140 and 404 as illustrated in Figure

4.1b. Other than these blocks, there are some blocks that would be

exposed to 5dB(A) less than the statutory criteria. These blocks include

104, 111, 114, 116, 136 and 146. The current Modified Scheme has

proactively implemented Modified Type B building blocks at these

locations. During the subsequent detailed design stage, the need for

these Modified Type B building blocks would be revisited as

appropriate.

4.2.2.24 To summarise the concerns on road traffic noise and rail noise, the Base

Scheme (Figure 4.1a) has been progressively refined during the design

development to address and alleviate the road traffic noise and rail noise

impacts, and eventually evolved as the Modified Scheme, which would

replace Type B building blocks as Modified Type B building blocks at

blocks 104, 111, 114, 116, 117, 118, 136, 139, 140, 146, 149, 401, 403,

404 and 407 as shown in Figure 4.1b.

4.2.3 Noise Environment for With and Without Project

4.2.3.1 Without the topside development, existing SHD will be left as an open-

air depot facility. Maintenance noise from the operation of the depot

will possibly affect the surrounding. With the topside development in

place, all the noise sources will be enclosed within building structures

or the outdoor units will be installed with silencer or enclosure, etc.

Hence, the noise environment for with project scenario will be properly

controlled.

4.2.4 Existing and Planned Noise Sources

4.2.4.1 The area for noise impact assessment generally includes all those areas

within 300m from the site boundary. Table 4.6 shows the key existing

noise sources and their locations are illustrated in Figure 4.1.

Table 4.6 List of key existing noise sources

Types Noise Sources Reference

Location[1]

Type of Noise

Source

Approximate

Distance

between Site

Boundary, m

Existing

Noise

Sources

SHD ENS01 Rail / Fixed Within site

boundary

TCL and AEL ENS02 Rail 20m

Road Traffic from Existing

NLH

ENS03 Road 30m

SHW Government

Maintenance Depot

ENS04 Fixed 90m

Discovery Bay Tunnel

Administration Building

ENS05 Fixed 110m

New Lantao Bus Company

Siu Ho Wan Depot

ENS06 Fixed 140m








248118-REP-017-03 | Final | July 2017


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Types Noise Sources Reference

Location[1]

Type of Noise

Source

Approximate

Distance

between Site

Boundary, m

Helicopter ENS07 Helicopter [2]

Aircraft approaching and

departing HKIA

ENS08 Aircraft [3]

Notes:

[1] Reference source no. is shown in Figure 4.1.

[2] Although the GFS Headquarters is located at 7km away from the proposed development,

helicopter noise due to pass-by is anticipated for the proposed development.

[3] Although HKIA is located at 3.7km away from the proposed development, aircraft noise due to

overflight is anticipated for the proposed development.

4.2.4.2 The nature and operation of these noise sources are described as follows.

Existing Noise Sources

SHD

4.2.4.3 The existing SHD provides essential maintenance and support facilities

for the entire fleet of TCL, AEL and DRL. It will be replanned and

located underneath the proposed SHD Topside Development. While

potential rail and fixed noise impacts from the existing SHD during

depot replanning will be addressed in a separate EIA for Siu Ho Wan

Station and Siu Ho Wan Depot Replanning Works (Railway EIA) to be

submitted separately for approval under EIAO, impacts from fixed

noise and rail noise are therefore included and assessed in this EIA

report.

TCL and AEL

4.2.4.4 TCL and AEL are located at south of SHD (Figure 4.1). According to

MTR Corporation’s website, the existing headway for AEL is 10

minutes during peak hour and 12 minutes during non-peak hour and the

maximum operating speed is about 135km/h. TCL generally runs along

AEL and it terminates at Tung Chung Station. The headway of TCL is

approximately 4 minutes during peak hour and approximately 12

minutes during non-peak hour.

4.2.4.5 For the section to the south of SHD near Pak Mong, both the AEL and

TCL share common tracks which are on ballast and there are no barriers

or other existing screening structures. Since the site is located next to

the tracks, rail noise impacts are therefore addressed in this EIA report.

North Lantau Highway (NLH)

4.2.4.6 Similar to TCL and AEL, NLH is a highway linking HKIA, Lantau

Island and Tsing Ma Bridge, locating at the south of SHD. It has an

Annual Average Daily Traffic (AADT) of 68,930 in Year 2015 and is

an expressway with three lanes in each direction for its entire length.

The speed limit is 110km/h for the section within the assessment area.

Road traffic noise impacts are therefore addressed in this EIA report.





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SHW Government Maintenance Depot

4.2.4.7 SHW Government Maintenance Depot was operated since 2005 and it

contains garage, depot and carparking facilities for the Electrical and

Mechanical Services Department, Architectural Services Department

and Highway department. The depot is fully enclosed with its ingress /

egress located at southwest of the depot. The depot is located at 90m

southeast to the site boundary. During site visit, it was observed that the

maintenance works were carried out within the maintenance depot and

there is no night-time maintenance work as advised by the on-site

property management staff. In addition, as discussed in Section 2, no

noise sensitive use premises in the proposed development will be facing

the SHW Government Maintenance Depot. Hence, adverse fixed noise

impacts are therefore not anticipated.

Discovery Bay Tunnel Administration Building

4.2.4.8 Discovery Bay Tunnel Administration Building is the administration

and toll area for transportation accessing Discovery Bay and with

louvers installed in the building. It is located at 110m southeast to the

proposed development. During site visit, other than the louver, there

was no other noisy fixed plants nor activities identified. As discussed

in Section 2, no noise sensitive use premises in the proposed

development will be facing the Discovery Bay Tunnel Administration

Building. Hence, adverse fixed noise impacts are therefore not

anticipated.

New Lantao Bus Company Siu Ho Wan Depot

4.2.4.9 New Lantao Bus Company Siu Ho Wan Depot includes bus parking

facilities, sunket pit, car washing area, oil refuelling area. It is located

at 140m southeast to the proposed development. During site visit, no

noisy activities were in operation in the outdoor area. There is an indoor

area encroached in the depot, where other maintenance works were

carried out. As discussed in Section 2, no noise sensitive use premises

in the proposed development will be facing the New Lantao Bus

Company Siu Ho Wan Depot. Hence, adverse fixed noise impacts are

therefore not anticipated.

Helicopter

4.2.4.10 GFS and Hong Kong Business Aviation Centre (HKBAC) are located

at the south-western of the HKIA. GFS accommodates a total of seven

helicopters (Super Puma AS332 L2 and EC 155 B1) which are mainly

used for search and rescue (SAR), air ambulance, tactical police support,

lifting loads and internal cargo, airborne monitoring, the carriage of

government passengers. In addition, the existing helicopters will be

replaced by a fleet of new helicopters, Airbus Helicopter H175.

Deliveries will begin towards end 2017 with the first batch of three

helicopters, followed by the remaining four in 2018.



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4.2.4.11 There is a feasibility study by CEDD to relocating part of GFS

emergency flying services to a forward base within the central part of

Hong Kong, such that the flight path along North Lantau Expressway

(NLE) Route during emergency could be released, and hence helicopter

noise impact to the potential development along NLE could be

eliminated. Since the relocation is still under planning stage, it is not

included as an assumption in this EIA.

4.2.4.12 According to the approved EIA report for TCNTE (AEIAR-196/2016),

all the business helicopter and routine tasks by GFS will be operated

during daytime period. GFS’s main duty is to provide emergency

services to Hong Kong, South China Sea and fulfil international rescue

obligations. Their major types of services include air ambulance, SAR,

supporting law enforcement agencies and fire fighting.

4.2.4.13 Other than the above emergency services, GFS also provides flying

support to all Bureaux and Departments in the HKSAR. The more

frequent ones are flying support for Lands Department to conduct aerial

survey, transporting personnel of Home Affairs Department, Marine

Department, Civil Aviation Department and Information Services

Department for their operations; transporting Chief Executive and

visiting foreign officials for visits in Hong Kong.

4.2.4.14 HKBAC provides a venue for business operation of the helicopters

landing at HKIA including MD 902 Explorer, AgustaWestland AW139,

Sikorsky S-76 and Sikorsky S-92A. According to their websites, MD

902 Explorer (http://hongkong.peninsula.com/en/~/media/Files/Hong-

Kong/at-a-glance/phk-airport-transfer-en.pdf) will be used for flight

between HKIA and Kowloon, while AgustaWestland AW139

(http://www.skyshuttlehk.com/?pid=our-heli-fleet), Sikorsky S-76 and

Sikrosky S-92A

(http://www.helis.com/database/org/cn_china_southern_airlines/) will

be used for flight between HKIA and Macau, HKIA and Mainland

China respectively. Both the GFS and HKBAC are located at

approximately 7km northwest from the proposed development. Hence,

noise impact generated from helicopter approaching, take-off and

manoeuvring are not anticipated. Those for the helicopter routes along

NLH are therefore addressed in this EIA report.

Aircraft approaching and departing HKIA

4.2.4.15 According to the approved 3RS EIA (AEIAR-185/2014), the NEF noise

contours for the existing two runway option in year 2011 based on

operational records and daily radar data is shown in Figure 4.2a. Based

on this information, the NEF 25 contour in year 2011 will not encroach

onto the site boundary. However, the existing two runway option will

be expanded to three runway system, more details have been discussed

in Section 4.6.

http://hongkong.peninsula.com/en/~/media/Files/Hong-Kong/at-a-glance/phk-airport-transfer-en.pdf

http://hongkong.peninsula.com/en/~/media/Files/Hong-Kong/at-a-glance/phk-airport-transfer-en.pdf

http://www.skyshuttlehk.com/?pid=our-heli-fleet

http://www.helis.com/database/org/cn_china_southern_airlines/




248118-REP-017-03 | Final | July 2017


Page 4-16

Planned Noise Sources

4.2.4.16 Other than the key existing noise sources within 300m from the site

boundary, there are planned noise sources which may give rise to

potential impacts on existing and future NSRs. They are listed in Table

4.2 and their associated locations are shown in Figure 4.1.

Table 4.7 List of key planned noise sources

Types Noise Sources

Types of

Noise Source Reference

Location[1]

Approximate

Distance

between

proposed

development, m

Possible

Future

Noise

Sources

from the

Project

Sewage Pumping Station

(SPS)

Construction

/ Fixed

PNS01 Within site

boundary

Public Transport

Interchange (PTI) /

Proposed Development

Construction

/ Fixed

PNS02 Within site

boundary

Eastern connection access

on Sham Shui Kok Drive

and Western access via Tai

Ho Interchange

Construction

/ Road

Traffic

PNS03 < 5m

SHD Replanning Works

and Reprovisioned SHD

Construction

/ Rail / Fixed

PNS04 Within site

boundary

SHO Construction

/ Rail / Fixed

PNS05 < 50m

Possible

Future

Noise

Sources

by Others

Sewerage Network [2] Construction CNS01 Within site

boundary

Tuen Mun – Chek Lap Kok

Link (under construction) [2]

Road Traffic CNS02 40m

Road P1 (Tung Chung –

Tai Ho Section) [2]

Construction

/ Road

Traffic

CNS03 50m

Expansion of Hong Kong

International Airport into a

Three-Runway System

(3RS)

Aircraft CNS04 4.5km

Additional Sewage Rising

Mains and Rehabilitation

of the Existing Sewage

Rising Main between Tung

Chung and Siu Ho Wan

Construction CNS05 70m

Notes:

[1] Reference source no. is shown in Figure 4.1.

[2] According to TCNTE (AEIAR-196/2016).

4.2.4.17 The nature and operation of these noise sources are described as follows.





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Page 4-17

Sewage Pumping Station (SPS) / Public Transport Interchange (PTI) / Proposed Development

4.2.4.18 Construction of superstructures (including podium and residential

blocks) of the Proposed Development would have potential

construction noise impacts. Commercial uses, kindergartens and utility

plant rooms will be enclosed inside podium. Mechanical plant such as

chillers and pumps will be located inside plant rooms of podium and

hence mechanical ventilation is required. The potential construction

and fixed noise impacts from the ventilation louvers are therefore

addressed in this EIA report.

4.2.4.19 Sewage from the proposed development will be delivered to SHWSTW

for further processing via utilities connecting to existing SHWSTW. In

addition, one ultimate sewage pumping station will be located at

northeast of the proposed development with fully enclosed structure

with exhaust / intake louvers. Potential construction noise and fixed

noise impacts are therefore addressed in this EIA report.

4.2.4.20 A PTI is proposed to serve the residents in the proposed development.

Key noise generating sources inside PTI usually include ventilation

fans, idling engine and manoeuvring vehicles, etc. However, the PTI

would be enclosed within the proposed podium underneath the

proposed residential buildings, and the location of ingress and egress is

designed with no-line-of-sight at the noise sensitive use. However, the

potential construction noise and fixed noise impacts from ventilation

fans are therefore addressed in this EIA report.

Eastern Connection Access on Sham Shui Kok Drive and Western Access via Tai Ho Interchange

4.2.4.21 There is an existing service road located to the east of the depot, which

connects to the Sham Shui Kok Drive along the existing coastline. This

service road would need to be widened slightly to fulfill the highway

standards. According to the preliminary traffic assessment, most of the

traffic from the development would be using the Tai Ho Interchange to

the west of the proposed development. The western access, on the other

hand, would be in form of a short viaduct of approximately 50m long

connecting the podium to the Tai Ho Interchange to be constructed as

part of the Tung Chung East development. The potential road traffic

and construction noise impacts will be addressed in this EIA report.

SHD Replanning Works and Reprovisioned SHD

4.2.4.22 With the completion of depot replanning works, maintenance and

support facilities will be covered by a podium deck. Only exhaust /

intake louvers are expected to be the fixed noise sources. While

potential construction noise, rail noise and fixed noise impacts from the

existing SHD during depot replanning will be addressed in the Railway

EIA, which would be submitted separately for approval under EIAO,

impacts are therefore included and addressed in this EIA report.



248118-REP-017-03 | Final | July 2017


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SHO

4.2.4.23 SHO is proposed at the southwest of the proposed development to

provide a more efficient means of transportation and reduce vehicular

emission. Part of current TCL and AEL tracks would need to be re-

aligned accordingly. The rail noise impact from the realigned tracks and

the existing tacks of TCL and AEL will be addressed in this EIA report.

While potential construction noise and fixed noise impacts will be

addressed in the Railway EIA, which would be submitted separately for

approval under EIAO, impacts are therefore included and addressed in

this EIA report.

Sewerage Network (By others)

4.2.4.24 Sewerage network is planned under the approved EIA report for

TCNTE (AEIAR-196/2016), which is located along the seafront of the

site boundary and connected to the SHWSTW. The associated

cumulative construction noise impacts are therefore addressed in this

EIA report.

Tuen Mun – Chek Lap Kok Link (TM-CLK Link) (under construction) (By others)

4.2.4.25 According to the approved EIA report for TM-CLK Link (AEIAR-

146/2009), the link will provide a direct route linking North West New

Territories and North Lantau. It would run along the southwest of the

proposed development. Road traffic noise impacts are therefore


Road P1 (Tung Chung – Tai Ho Section) (By others)

4.2.4.26 The Road P1 (Tung Chung – Tai Ho Section) with road speed 50km/h

is a planned road under the approved EIA report for TCNTE (AEIAR-

196/2016) located to west of the site boundary. Road traffic noise

impacts and cumulative construction noise impacts are therefore


Expansion of Hong Kong International Airport into a Three-Runway System (3RS) (By others)

4.2.4.27 According to the approved EIA report for 3RS (AEIAR-185/2014), the

NEF noise contours at year 2021, 2030 and 2032 have been predicted.

The NEFs as published from that approved EIA report are shown in

Figure 4.2b to Figure 4.2d. More details have been discussed in

Section 4.6.3 of the EIA report.

Additional Sewage Rising Mains and Rehabilitation of the Existing Sewage Rising Main between Tung Chung and Siu Ho Wan (By others)

4.2.4.28 According to the Construction of Additional Sewage Rising Mains and

Rehabilitation of the Existing Sewage Rising Main between Tung

Chung and Siu Ho Wan – Investigation, Design and Construction

../Figure/Figure%204.2bcd.pdf



248118-REP-017-03 | Final | July 2017


Page 4-19

carried out by Drainage Services Department (DSD) under the

Agreement No. CE 6/2012, twin 1,200mm diameter rising main will be

adopted for conveying the planned sewage flow from Tung Chung and

the airport to the SHWSTW. Cumulative construction noise impacts

are addressed in this EIA report.

4.2.5 Prevailing Noise Levels

4.2.5.1 Prevailing noise levels have been measured within the Subject Site.

Figure 4.3f shows the locations of prevailing noise measurements. A

summary of the results are given in the Table 4.8a.

Table 4.8a Prevailing noise measurement

ID Monitoring Location

Prevailing Noise Levels[1], dB(A)

Daytime and

Evening[2] Night-time[2]

M01 Roof of Main Depot Building

in SHD (Facing NW) 61 59

M02 Roof of Main Depot Building

in SHD (Facing SE) 62 60

M03

In the Vicinity of Building

AB11 Transformer Room

(Facing SE)

71 64

Notes:

[1] Prevailing noise levels include facade correction.

[2] Day: 0700 to 1900 hours, Evening: 1900 to 2300 hours, Night: 2300 to 0700 hours.

4.2.6 Noise Sensitive Receivers

4.2.6.1 With reference to Annex 13 of the EIAO-TM, NSRs include residential

uses (all domestic premises including temporary housing), institutional

uses (educational institutions including kindergarten and nurseries),

hospitals, medical clinics, homes for the aged, convalescent homes,

places of worship, libraries, court of law, performing arts centres,

auditoria and amphitheatres, country park and others.

4.2.6.2 Representative NSRs within the assessment area have been identified

with the first layer of NSRs selected for assessment. These NSRs cover

all existing sensitive developments, committed and planned NSRs

during construction and operational phases.

4.2.6.3 According to the Clause 3.4.5.2 of Study Brief, existing, committed and

planned NSRs shall be identified on relevant Outline Zoning

Plans(OZPs), Development Permission Area (DPA) Plans, Outline

Development Plans (ODP), Layout Plans (LP) and other relevant

published land use plans, including plans and drawings published by

the Lands Department (LandsD) and any land use and development

applications approved by the Town Planning Board, in the vicinity of

the Project. The existing NSRs are identified by means of topographic

maps (10NW12c-d, 10NW21a-d, 10NW22a-d, 10SW1a-b and 9SE5a-

b) aerial photos (CW113128 and CW113262), land status plan and site

inspections. Planned / committed NSRs are identified by making

../../html/Figure/Figure%204.3f.pdf



248118-REP-017-03 | Final | July 2017


Page 4-20

reference to the statutory and departmental plans and plans and

drawings published by LandsD covering the vicinity of the Project.

These include the Approved Tung Chung Extension Area OZP No. S/I-

TCE/2, the Draft Tai Ho OZP No. S/I-TH/1, the Siu Ho Wan LP No.

L/I-SHW/1A and North-East Lantau Outline Development Plan No.

D/I-NEL/1. The examination of the statutory plans also reveals that no

land use and development applications have been approved by Town

Planning Board in the vicinity of the Project. As advised by CEDD,

“Technical Study on Developments at Siu Ho Wan and the Associated

Transport Infrastructures – Feasibility Study” is still under on-going

study and there is no committed land uses and implementation

programme available.

4.2.6.4 The existing representative NSR (i.e. Lantau North (Extension)

Country Park) in the vicinity is identified. The photo of existing

representative NSR is shown in Appendix 4.1a. There is no other

existing and committed NSRs within the 300m assessment area.

4.2.6.5 As discussed in Section 4.2, the Base Scheme (see Figure 4.1a) has

been evolved to the Modified Scheme (see Figure 4.1b) with the

consideration of constraints of the existing environment including road

traffic noise and rail noise. The Modified Scheme has been adopted for

subsequent noise assessments.

4.2.6.6 The planned representative NSRs within the site boundary are identified

in Table 4.8 and illustrated in Figure 4.3. Appendix 4.1b indicates the

associated Area Sensitivity Ratings of NSRs under fixed noise and rail

noise assessments.

Table 4.8 Existing and planned representative NSRs

ID[1] Uses[2] No. of Domestic Storey NAP[3]

Existing NSR

N01 C N/A[4] N01-01 to N01-02

Planned NSRs[5]

Phase 1a

101 R 17 101-01, 101-03 to 101-06

103 R 18 103-01, 103-03 to 103-06

104 R 18 104-01 to 104-04

107 R 18 107-01, 107-03 to 107-06

108 R 18 108-01, 108-03 to 108-06

110 R 18 110-01, 110-03 to 110-06

111 R 19 111-01 to 111-04

113 R 19 113-01, 113-03 to 113-06

114 R 19 114-01 to 114-04

116 R 19 116-01 to 116-04

117 R 19 117-01 to 117-04

118 R 19 118-01 to 118-04

Phase 1a to Phase 1b








248118-REP-017-03 | Final | July 2017


Page 4-21


119 R 15 119-01, 119-03 to 119-06

122 R 16 122-01, 122-03 to 122-06

123 R 16 123-01, 123-03 to 123-06

125 R 16 125-01, 125-03 to 125-06

126 R 16 126-01, 126-03 to 126-06

129 R 16 129-01, 129-03 to 129-06

130 R 17 130-01, 130-03 to 130-06

132 R 17 132-01, 132-03 to 132-06

133 R 17 133-01, 133-03 to 133-06

135 R 17 135-01, 135-03 to 135-06

801 E 1 801-01

Phase 1a to Phase 1c

136 R 19 136-01 to 136-04

139 R 20 139-01 to 139-04

140 R 20 140-01 to 140-04

142 R 20 142-01, 142-03 to 142-06

143 R 20 143-01, 143-03 to 143-06

146 R 21 146-01 to 146-04

147 R 21 147-01, 147-03 to 147-06

149 R 21 149-01 to 149-04

Phase 1 to Phase 2

201 R 16 201-01 to 201-04

202 R 16 202-01

203 R 16 203-01

206 R 16 206-01

207 R 17 207-01

208 R 18 208-01

211 R 17 211-01

212 R 17 212-01 to 212-02

215 R 18 215-01 to 215-04

216 R 19 216-01

217 R 19 217-01

218 R 19 218-01

501 E 7 501-01 to 501-05

802 E 1 802-01 to 802-02

Phase 1 to Phase 3

301 R 19 301-01

303 R 19 303-01 to 303-07

304 R 19 304-01

305 R 19 305-01

307 R 20 307-01 to 307-06



248118-REP-017-03 | Final | July 2017


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308 R 21 308-01 to 308-02

309 R 22 309-01 to 309-03

310 R 18 310-01 to 310-04

311 R 18 311-01 to 311-02

312 R 18 312-01

313 R 20 313-01

315 R 20 315-01

318 R 21 318-01

601 E 7 601-01 to 601-09

803 E 1 803-01

Phase 1 to Phase 4

401 R 21 401-01 to 401-04

403 R 21 403-01 to 403-04

404 R 22 404-01 to 404-04

407 R 22 407-01 to 407-04

408 R 20 408-02 to 408-18

409 R 20 409-01 to 409-18

410 R 22 410-01

411 R 22 411-01

413 R 22 413-01

414 R 21 414-01 to 414–15

415 R 21 415-01 to 415-02

417 R 21 417-01

419 R 21 419-01 to 419-14

420 R 22 420-01 to 420-19

421 R 22 421-01 to 421-18

422 R 22 422-01 to 422-12

701 E 7 701-01 to 701-08

804 E 1 804-01

Notes:


These standards should be viewed as the maximum permissible noise levels

assessed at 1 m from the external façade.

[2] R – Residential Premises, E – Educational Institutions, C – Country Parks

[3] NAP equals to Noise Assessment Points.

[4] N/A – Not Applicable, In accordance with Annex 13 of the EIAO-TM, country

parks are considered to be a NSR. However, the EIAO-TM and IND-TM do not

provide a specific noise limits for Country Parks.

[5] According to the Clause 3.2.1, Clause 4.2.1, Clause 5.2.1, Clause 6.2.1, Clause

7.2.1 and Clause 8.2.1 of Appendix C of Study Brief (ESB-294/2016), the

planning parameters and conditions together with constraints identified for the

Project have been reviewed and agreed with relevant Government

bureaux/departments, including Planning Department and Lands Department,

under separate submissions by the Project Proponent.



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4.3 Construction Noise Impact Assessment

4.3.1 Construction Noise Impact Assessment Methodology

4.3.1.1 The construction noise impact assessment during daytime, on weekdays

other than general holidays has been assessed in accordance with the

methodology in paragraphs 5.3 and 5.4 of Annex 13 of the TM.

4.3.1.2 Construction noise assessment has been conducted based on the

following procedures:

Determine 300m from the site boundary and associated works;

Identify and locate representative NSRs that may be affected by the

works;

Obtain the construction method and work sequence for the

construction period;

Obtain the construction plant inventory for each corresponding

construction work sequence;

Determine the SWLs of the plant items according to the

information stated in the GW-TM or other recognised sources of

reference, where appropriate;

Calculate the correction factors based on the distance between the

NSRs and the notional noise source positions of the work sites;

Apply corrections for façade, distance, barrier attenuation, acoustic

reflection where applicable;

Predict construction noise levels at the NSRs;

Quantify the level of impact at the NSRs, in accordance with GW-

TM;

Predict the cumulative noise impacts for any concurrent

construction works in the vicinity of the proposed work;

For any exceedance of noise criteria, all practical mitigation

measures such as alternative construction methodology, quiet plant,

silencer, enclosure, etc, shall be examined to alleviate the predicted

noise impacts as much as practicable; and

Consideration of noise mitigation measures will follow Annex 13

of EIAO-TM and EIAO Guidance Note “Preparation of

Construction Noise Impact Assessment under the Environmental

Impact Assessment Ordinance” [GN 9/2010].



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4.3.2 Identification of Construction Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.3.2.1 For construction noise assessment, the assessment area includes those

within 300m from site boundary and the works of the Project.

Representative NSR locations that would be affected by the

construction activities have been selected from Table 4.8 and are

summarised in Table 4.9 below. They are also shown in Figure 4.4.

Agreement with the Director on the assessment area and noise

assessment points has been obtained prior to the commencement of the

assessment.

Table 4.9 Representative NSRs for construction noise assessment


SHD Topside Development EIA

Existing NSRs

N01 C N/A[4] N01-01 to N01-02

Planned NSRs

101 R 17 101-06

107 R 18 107-06

108 R 18 108-06

114 R 19 114-04

118 R 19 118-04

119 R 15 119-06

126 R 16 126-06

135 R 17 135-06

136 R 19 136-04

142 R 20 142-06

143 R 20 143-06

149 R 21 149-04

215 R 18 215-01

501 E 7 501-04

307 R 20 307-01

309 R 22 309-02

601 E 7 601-08

401 R 21 401-04

407 R 22 407-04

Railway EIA

Existing NSR

N01 C N/A N01-01

Planned NSRs

101 R 17 101-06

107 R 18 107-06

108 R 18 108-06




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114 R 19 114-04

118 R 19 118-04

119 R 15 119-06

126 R 16 126-06

135 R 17 135-06

136 R 19 136-04

142 R 20 142-06

143 R 20 143-06

149 R 21 149-04

215 R 18 215-01

307 R 20 307-01

309 R 22 309-02

Notes:

[1] The assessment only includes NSRs which rely on opened windows for

ventilation.

[2] R – Residential Premises, C – Country Parks, E – Educational Institutions.

[3] NAP – Noise Assessment Point.

[4] N/A – Not Applicable. In accordance with Annex 13 of the EIAO-TM, country



Inventory of Noise Sources

4.3.2.2 It should be noted that SHO as well as SHD replanning works, which

would include construction of the foundation and concrete slab for

podium decking of Phases 1 to 4, will be separately implemented and

hence their impacts will be addressed in the Railway EIA, which would

be submitted separately for approval under EIAO. However, the

superstructure for Phase 1 to 4 will be constructed under this Project.

Cumulative construction noise impacts have been addressed in this EIA

report. Key construction activities have been identified for noise

assessment. The major construction works would include the following

activities:

Construction of Sewage Pumping Station;

Construction of new rising main connecting the proposed SPS to

existing Siu Ho Wan Sewage Treatment Works;

Road widening works on Sham Shui Kok Drive;

Construction of western access via Tai Ho Interchange;

Construction of Phase 1 to Phase 4 superstructures including

podium decking and residential blocks;

Construction of SHO and associated track works; and

SHD replanning works, which include construction of concrete slab

for podium decking for Phase 1 to Phase 4.



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4.3.2.3 In addition, cumulative impacts from concurrent projects include

following construction activities:

Construction of Road P1 (Tung Chung – Tai Ho Section);

Construction of Tung Chung East sewerage network; and

Construction of additional sewage rising mains and rehabilitation

of the existing sewage rising main between Tung Chung and Siu

Ho Wan.

4.3.2.4 These construction activities would be carried out with the use of

Powered Mechanical Equipment (PME) including breakers, excavators,

lorries, mobile cranes, concrete pumps, concrete mixers, pokers, rollers,

etc. Sound Power Levels (SWLs) for each PME would be established

according to GW-TM and other relevant information as appropriate.

4.3.2.5 The tentative population in-take year and inventory of noise sources for

NSR at different development phases are shown in Table 4.9a below.

MTR Corporation Limited Proposed Comprehensive Residential and Commercial Development atop Siu Ho Wan Depot

Environmental Impact Assessment Report

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Table 4.9a Tentative population in-take year and inventory of noise sources for NSR at different development phases

NSR ID Development

Phase

Tentative

Population

In-Take Year


[1] [2] [3] [4] [5] [6] [7] [8] [9] [10]

N01 - - Y Y Y Y Y Y Y Y Y Y

101 Phase 1a Apr 2026 - - Y - Y Y Y - Y -

107 Phase 1a Apr 2026 - - Y - Y Y Y - Y -

108 Phase 1a Apr 2026 - - Y - Y Y Y - Y -

114 Phase 1a Apr 2026 - - Y - Y Y Y - Y -

118 Phase 1a Apr 2026 - - Y - Y Y Y - Y -

119 Phase 1b Oct 2026 - - Y - Y Y Y - Y -

126 Phase 1b Oct 2026 - - Y - Y Y Y - Y -

135 Phase 1b Oct 2026 - - Y - Y Y Y - Y -

136 Phase 1c Apr 2027 - - Y - Y - Y - Y -

142 Phase 1c Apr 2027 - - Y - Y - Y - Y -

143 Phase 1c Apr 2027 - - Y - Y - Y - Y -

149 Phase 1c Apr 2027 - - Y - Y - Y - Y -

501 Phase 2a [11] - - Y - Y - Y - - -

215 Phase 2b July 2030 - - Y - Y - Y - - -

307 Phase 3a Jan 2034 - - Y - Y - Y - - -

309 Phase 3a Jan 2034 - - Y - Y - Y - - -

601 Phase 3b July 2034 - - Y - Y - Y - - -

401 Phase 4a Jan 2035 - - Y - Y - - - - -

407 Phase 4a Jan 2035 - - Y - Y - - - - -



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Notes:

Project:

[1] Construction of Sewage Pumping Station.

[2] Construction of new rising main connecting the proposed SPS to existing Siu Ho Wan Sewage Treatment Works.

[3] Road widening works on Sham Shui Kok Drive.

[4] Construction of western access via Tai Ho Interchange.

[5] Construction of Phase 1 to Phase 4 superstructures including podium decking and residential blocks.

[6] Construction of SHO and associated track works.

[7] SHD replanning works, which include construction of concrete slab for podium decking for Phase 1 to Phase 4.

Concurrent Project:

[8] Construction of Road P1 (Tung Chung – Tai Ho Section).

[9] Construction of Tung Chung East sewerage network.

[10] Construction of additional sewage rising mains and rehabilitation of the existing sewage rising main between Tung Chung and Siu Ho Wan.

[11] As the design, implementation arrangement and programme of the schools is not available at this stage, worst scenario has been adopted for construction noise assessment.



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Utilization Rates and SWLs of Powered Mechanical Equipment

4.3.2.6 Practically, the PMEs will not be operating for all times within a work

site. The utilization rates would depend on the construction sequences,

work fronts scale and construction nature. In this assessment, the

utilization rates have been reviewed by the engineer and have been

concluded to be practical for the purpose of this EIA. Appendix 4.2

tabulates the adopted utilisation rates.

4.3.3 Prediction and Evaluation of Construction Noise Impact

Phases of Construction

4.3.3.1 As discussed in Section 2.7, the proposed development will be

implemented in 4 phases with a total of 10 development packages. This

phasing strategy would depend on a number of considerations. The

final landuse options and its implementation strategy form the

implementation assumption for the construction noise assessment. The

construction programme with phases of construction has been given in

Appendix 2.1 and Appendix 4.3. Agreement with the Director on the

phases of construction has been obtained prior to the commencement

of the assessment.

Scenarios

4.3.3.2 An in-house program has been used for construction noise calculations.

Initially, program runs were conducted without any mitigation

measures (i.e. the “Unmitigated Scenario”). Where noise level

exceedance was identified, further runs would be made assuming

different combinations of mitigation measures to be incorporated (i.e.

the “Mitigated Scenario”).

Prediction of Noise Impact

4.3.3.3 According to the latest design, construction would mainly comprise

the activities as described in Section 4.3.2. The corresponding SWLs

of these activities have been estimated according to the PME’s SWLs

and the assessment methodology in the GW-TM. Appendix 4.2

presents the SWLs for each PME. Appendix 4.4 gives the plant

inventory adopted for each workfront and Appendix 4.3 shows the

locations of workfronts adopted for this construction noise assessment.

4.3.3.4 The monthly unmitigated noise contribution and impacts from

different phases of construction during the construction period have

been conducted in accordance with the work programme given in

Appendix 4.5. Appendix 4.6 and Appendix 4.7 present the calculated

construction noise impacts at selected representative NSRs and at

various representative floor levels respectively. The predicted

construction noise impacts at the NSRs under unmitigated scenario are

summarised in table below.












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Table 4.10 Predicted construction noise impact at NSRs under unmitigated scenario

No.[1] NAP[2][3] Uses[4]

Leq (30mins), dB(A)

Criteria[5] Unmitigated

Noise Level[6] Exceedance[5]


Existing NSRs

N01 N01-01 C N/A[7] 72 -

N01-02 C N/A[7] 67 -

Planned NSRs

101 101-06 R 75 85 10

107 107-06 R 75 83 8

108 108-06 R 75 83 8

114 114-04 R 75 82 7

118 118-04 R 75 84 9

119 119-06 R 75 84 9

126 126-06 R 75 84 9

135 135-06 R 75 85 10

136 136-04 R 75 85 10

142 142-06 R 75 85 10

143 143-06 R 75 84 9

149 149-04 R 75 86 11

215 215-01 R 75 84 9

501 501-04 E 70 (65) 68 - (3)

307 307-01 R 75 80 5

309 309-02 R 75 83 8

601 601-08 E 70 (65) 69 - (4)

401 401-04 R 75 84 9

407 407-04 R 75 82 7

Railway EIA[8]

Existing NSR

N01 N01-01 C N/A[7] 59 -

Planned NSRs

101 101-06 R 75 81 6

107 107-06 R 75 78 3

108 108-06 R 75 78 3

114 114-04 R 75 80 5

118 118-04 R 75 81 6

119 119-06 R 75 70 -

126 126-06 R 75 71 -

135 135-06 R 75 75 -

136 136-04 R 75 81 6

142 142-06 R 75 82 7

143 143-06 R 75 81 6

149 149-04 R 75 86 11

215 215-01 R 75 79 4

307 307-01 R 75 77 2

309 309-02 R 75 81 6



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No.[1] NAP[2][3] Uses[4]

Leq (30mins), dB(A)

Criteria[5] Unmitigated


Cumulative

Existing NSR

N01 N01-01 C N/A[7] 72 -

N01-02 C N/A[7] 67 -

Planned NSRs

101 101-06 R 75 85 10

107 107-06 R 75 84 9

108 108-06 R 75 83 8

114 114-04 R 75 82 7

118 118-04 R 75 84 9

119 119-06 R 75 84 9

126 126-06 R 75 84 9

135 135-06 R 75 85 10

136 136-04 R 75 85 10

142 142-06 R 75 85 10

143 143-06 R 75 84 9

149 149-04 R 75 87 12

215 215-01 R 75 84 9

501 501-04 E 70 (65) 68 - (3)

307 307-01 R 75 80 5

309 309-02 R 75 83 8

601 601-08 E 70 (65) 69 - (4)

401 401-04 R 75 84 9

407 407-04 R 75 82 7

Notes:


ventilation.


[3] The first layer of NSRs within 300m from site boundary is included.


[5] Values in parentheses indicate the noise criterion during examination period

(Jan, Feb, May and June) of educational institution.

[6] Bolded values mean exceedance of the relevant noise criteria.




[8] Results extracted from Railway EIA (ESB-296/2016).

4.3.3.5 It can be seen from the above table that without any mitigation

measures, exceedances of noise criteria range from 5 to 12 dB(A) for

residential premises and 3 to 4 dB(A) for education institution during

examination period. Details of construction noise impacts for different

phasing are given in Appendix 4.5. Mitigation measures are therefore

required.

4.3.3.6 The total number of dwellings, classrooms and other noise sensitive

receivers that will be exposed to noise impact exceeding the criteria set




248118-REP-017-03 | Final | July 2017


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in Annex 5 in the EIAO-TM have been calculated. It is predicted that

a total of about 7750 dwellings and 70 classrooms will be exposed to

construction noise impact under unmitigated scenario.

4.3.4 Mitigation of Construction Noise Impact

4.3.4.1 The predicted noise levels show that the unmitigated construction

noise impacts would exceed the daytime noise criteria. Mitigation

measures are therefore required. The following mitigation measures

have been considered:

Good site practices to limit noise emissions at the source;

Use of quality powered mechanical equipment (QPME); and

Use of temporary noise barriers and noise enclosure to screen

noise from relatively static PMEs.

4.3.4.2 The above mitigation measures would need to be implemented in work

sites as good practices where appropriate. Detailed descriptions of

these mitigation measures are given in the following sections.

(A) Good Site Management Practices

4.3.4.3 Good site practice and noise management techniques could

considerably reduce the noise impact from construction site activities

on nearby NSRs. The following measures should be practised during

each phase of construction:

only well-maintained plant should be operated on-site and plant

should be serviced regularly during the construction

programme;

machines and plant (such as trucks, cranes) that may be in

intermittent use should be shut down between work periods or

should be throttled down to a minimum;

plant known to emit noise strongly in one direction, where

possible, be orientated so that the noise is directed away from

nearby NSRs;

silencers or mufflers on construction equipment should be

properly fitted and maintained during the construction works;

mobile plant should be sited as far away from NSRs as possible

and practicable; and

material stockpiles, site office and other structures should be

effectively utilised, where practicable, to screen noise from on-

site construction activities.



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4.3.4.4 The benefits of these techniques can vary according to specific site

conditions and operations. The environmental noise climate would

certainly be improved with these control practices, although the

improvement can only be quantified during implementation when

specific site parameters are known.

(B) Use of Quality Powered Mechanical Equipment (QPME)

4.3.4.5 The use of quiet plant associated with the construction works is made

reference to the PME listed in the TM or the QPME/ other commonly

used PME listed in EPD web pages as far as possible which includes

the SWLs for specific quiet PME. It is generally known (supported by

field measurement) that particular models of construction equipment

are quieter than standard types given in the GW-TM. Whilst it is

generally considered too restrictive to specify that the Contractor has

to use specific models or items of plant, it is reasonable and practicable

to propose plant noise performance specifications for specific PME so

that some flexibility in selection of plant is allowed.

(C) Use of Movable Noise Barrier and Full Enclosure for

Relatively Fixed Plant Source

4.3.4.6 Movable temporary noise barriers that can be located close to noisy

plant and be moved concurrently with the plant along a worksite can

be very effective for screening noise from NSRs. The Contractor shall

be responsible for design of the movable temporary noise barriers with

due consideration given to the size of the PME and the requirement of

intercepting the line of sight between the NSRs and PME. The

minimum surface density of the movable noise barrier is 10kg/m2. This

measure is particularly effective for low level zone of NSRs. A

cantilevered top cover would be required to achieve screening benefits

at upper floors of NSRs.

4.3.4.7 Movable temporary noise barriers will be used for some PME (e.g.

excavator). It is anticipated that suitably designed barriers could

achieve at least 5dB(A) reduction for movable plant and 10dB(A) for

stationary plant.

4.3.4.8 The use of standard enclosure has been considered in this assessment

to shelter relatively fixed plant including air compressor, generator.

These standard enclosures can provide at least 15dB(A) noise

reduction.

4.3.4.9 A summary of the movable temporary noise barrier and standard

enclosure adopted for various PMEs is given in Appendix 4.2 and

indicative drawing for barrier and standard enclosure is shown in

Appendix 4.8, and the associated noise reduction is summarised in

Table 4.11 below. The feasibility, practicability, programming and

effectiveness of the above mitigation measures have been reviewed by

engineer.





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Table 4.11 Summary of barrier and standard enclosure adopted for PMEs

PME Enclosure / Barrier Attenuation, dB(A)

Air Compressor Enclosure -15

Asphalt Paver Barrier -5

Bar Bender and Cutter

(Electric)

Barrier -10

Hand Held Breaker Barrier -10

Concrete Lorry Mixer Barrier -5

Concrete Pump Enclosure -15

Mobile Crane Barrier -5

Compactor, Vibratory Barrier -5

Grinder Barrier -5

Dump Truck Barrier -5

Drill Rig, Rotary Type

(Diesel)

Barrier -10

Excavator Barrier -5

Backhoe Barrier -5

Generator Enclosure -15

Grout Mixer Enclosure -15

Grout Pump Enclosure -15

Hoist, Passenger/Material

(Petrol)

Barrier -5

Lorry Barrier -5

Piling, Diaphragm Wall,

Hydraulic Extractor

Barrier -5

Piling, Large Dia Bored,

Reverse Circulation Drill

Barrier -10

Power Rammer (Petrol) Barrier -10

Vibratory Poker Barrier -10

Vibrating Hammer Barrier -10

Poker, Vibratory, Hand-

Held (Electric)

Barrier -10

Roller Barrier -5

Roller, Vibratory Barrier -5

Saw, Concrete Barrier -10

Water Pump (Electric) Barrier -10

Water Pump, Submersible

(Electric)

Barrier -10

Assessment Results of Construction Noise under Mitigated Scenario

4.3.4.10 With the adoption of the above mitigation measures, the monthly

mitigated noise contribution and impacts from different phases of

construction during the construction period have been conducted in

accordance with the work programme given in Appendix 4.9.

4.3.4.11 Appendix 4.10 and Appendix 4.11 present a summary of the

calculated construction noise impacts at selected representative NSRs






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and at various representative floor levels for mitigated scenario

respectively. Cumulative impact from concurrent projects stated in

Section 4.3.2 to those identified NSRs has been evaluated and the

predicted construction noise impacts at the NSRs are summarised in

the Table 4.12.

Table 4.12 Predicted construction noise impact at NSRs under mitigated scenario

No.[1] NAP[2][3] Uses[4]

Leq (30mins), dB(A)

Criteria[5] Mitigated



Existing NSRs

N01 N01-01 C N/A[7] 59 -

N01-02 C N/A[7] 56 -

Planned NSRs

101 101-06 R 75 72 -

107 107-06 R 75 70 -

108 108-06 R 75 70 -

114 114-04 R 75 68 -

118 118-04 R 75 71 -

119 119-06 R 75 71 -

126 126-06 R 75 71 -

135 135-06 R 75 71 -

136 136-04 R 75 71 -

142 142-06 R 75 72 -

143 143-06 R 75 71 -

149 149-04 R 75 74 -

215 215-01 R 75 71 -

501 501-04 E 70 (65) 55 -

307 307-01 R 75 68 -

309 309-02 R 75 71 -

601 601-08 E 70 (65) 57 -

401 401-04 R 75 72 -

407 407-04 R 75 70 -

Railway EIA[8]

Existing NSR

N01 N01-01 C N/A[7] 59 -

Planned NSRs

101 101-06 R 75 75 -

107 107-06 R 75 73 -

108 108-06 R 75 73 -

114 114-04 R 75 75 -

118 118-04 R 75 75 -

119 119-06 R 75 70 -

126 126-06 R 75 71 -

135 135-06 R 75 73 -

136 136-04 R 75 75 -

142 142-06 R 75 74 -



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No.[1] NAP[2][3] Uses[4]

Leq (30mins), dB(A)

Criteria[5] Mitigated


143 143-06 R 75 74 -

149 149-04 R 75 75 -

215 215-01 R 75 75 -

307 307-01 R 75 69 -

309 309-02 R 75 73 -

Cumulative

Existing NSR

N01 N01-01 C N/A[7] 60 -

N01-02 C N/A[7] 56 -

Planned NSRs

101 101-06 R 75 75 -

107 107-06 R 75 74 -

108 108-06 R 75 74 -

114 114-04 R 75 75 -

118 118-04 R 75 75 -

119 119-06 R 75 73 -

126 126-06 R 75 72 -

135 135-06 R 75 73 -

136 136-04 R 75 75 -

142 142-06 R 75 74 -

143 143-06 R 75 75 -

149 149-04 R 75 75 -

215 215-01 R 75 75 -

501 501-04 E 70 (65) 55 -

307 307-01 R 75 70 -

309 309-02 R 75 74 -

601 601-08 E 70 (65) 57 -

401 401-04 R 75 72 -

407 407-04 R 75 70 -

Notes:


ventilation.

[2] NAP – Noise Assessment Points.

[3] The first layer of NSRs within 300m from site boundary is included.


[5] Values in parentheses indicate the noise criterion during examination period

(Jan, Feb, May and June) of educational institution.





[8] Results extracted from Railway EIA (ESB-296/2016).

4.3.4.12 From Table 4.12, cumulative construction noise impact arising from

the Project and other committed projects at all the planned and existing

NSRs including residential premises and schools during normal and



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examination periods can be properly mitigated by implementing the

proposed noise control measures. The construction noise impact at

Country Park (N01) ranges from 56 to 60dB(A). Given the transient

nature of visitor using hiking trails and mitigation measures are

recommended to reduce the noise emission, adverse noise impact is

not anticipated.

4.3.4.13 Details of construction noise impact at different phasing are given in

Appendix 4.9. There would be no number of dwellings, classrooms

and other sensitive receivers that will be exposed to noise impact

exceeding the criteria set in Annex 5 in the EIAO-TM.

4.3.5 Evaluation of Residual Construction Noise Impact

4.3.5.1 Construction noise impact arising from the Project at all the planned

and existing NSRs including residential premises, country parks and

schools during normal and examination periods can be properly

mitigated by implementing the proposed noise control measures and

the predicted noise levels would comply with the EIAO-TM normal

daytime criteria. There would be no dwellings, classrooms and other

sensitive receivers that will be exposed to adverse residual

construction noise impact exceeding the criteria set in Annex 5 in the

EIAO-TM.

4.4 Road Traffic Noise Impact Assessment

4.4.1 Road Traffic Noise Impact Assessment Methodology

4.4.1.1 Road traffic noise calculation is based on the method of UK

Department of Transport “Calculation of Road Traffic Noise (CRTN)”.

The predicted noise levels at the sensitive receivers include 2.5dB(A)

facade reflection and correction factors of effects due to gradient,

distance, view angle, road surface and barriers.

4.4.1.2 The computer programme, RoadNoise 2000, has been used to model

traffic noise from road networks. It complies with the Calculation of

Road Traffic Noise (CRTN) developed by the UK Department of

Transport. The road traffic noise has been presented in terms of noise

levels exceeded for 10% of the one-hour period during peak traffic

flow [i.e. L10(1hr) dB(A)].

4.4.1.3 Calculations of future road traffic noise are based on the peak hourly

flow for the maximum traffic projected within a 15 years period upon

full operation of the roadworks or full occupation of the NSRs. The

traffic projection has taken into account the induced traffic due to the

operation of other planned roads and committed projects as below:

Hong Kong – Zhuhai – Macao Bridge Hong Kong Boundary

Crossing Facilities (AEIAR-145/2009);




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Hong Kong – Zhuhai – Macao Bridge Hong Kong Link Road

(AEIAR-144/2009);

Tuen Mun – Chek Lap Kok Link (AEIAR-146/2009);

Expansion of HKIA into a Three-Runway System (AEIAR-

185/2014);

Tung Chung New Town Extension (AEIAR-196/2016);

North Commercial District of Hong Kong International Airport;

and

Topside Development at HZMB HKBCF.

4.4.1.4 Since the first population intake and ultimate occupation year of the

Project will be in Year 2026 and 2038 respectively, the assessment

year for road traffic noise has been taken as Year 2053 (which is the

maximum traffic projection within 15 years after full operation for the

proposed development). Figure 4.5 shows the 300m from the site

boundary which would be modelled by RoadNoise. Computer plots for

the prevailing scenario and with project scenario are shown in

Appendix 4.12. In addition, following phasings have been conducted:

Phase 11 – population intake at April 2027;

Phase 1 to Phase 2 – population intake at January 2030;

Phase 1 to Phase 3 – population intake at January 2034;

Full occupation (Phase 1 to Phase 4) – population intake at July

2038.

4.4.2 Identification of Road Traffic Noise Impact


4.4.2.1 For operational road traffic noise assessment, the assessment area for

the road traffic noise impact includes those within 300m from the site

boundary of the Project. Representative NSRs locations have been

selected from Table 4.8 and are summarised in the table below and

illustrated in Figure 4.5. Agreement with the Director on the

assessment area and noise assessment points has been obtained prior

to the commencement of the assessment.

1 Phase 1 is sub-divided into Phase 1a, Phase 1b and Phase 1c. In view of the curvative design of

the building layout for Block 101 and the modified layout for Block 118, noise exceedances for

these two blocks during Phase 1a and Phase 1b are not anticipated before Phase 1c population

intake. Therefore, the entire Phase 1 (i.e. Phase 1a to Phase 1c) is considered representative to

present the predicted noise levels for its sub-divided phases.






248118-REP-017-03 | Final | July 2017


Page 4-39

Table 4.13 Representative NSRs for road traffic noise assessment


Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06

103 R 18 103-01, 103-03 to 103-06

104 R 18 104-01 to 104-04

107 R 18 107-01, 107-03 to 107-06

108 R 18 108-01, 108-03 to 108-06

110 R 18 110-01, 110-03 to 110-06

111 R 19 111-01 to 111-04

113 R 19 113-01, 113-03 to 113-06

114 R 19 114-01 to 114-04

116 R 19 116-01 to 116-04

117 R 19 117-01 to 117-04

118 R 19 118-01 to 118-04

119 R 15 119-01, 119-03 to 119-06

122 R 16 122-01, 122-03 to 122-06

123 R 16 123-01, 123-03 to 123-06

125 R 16 125-01, 125-03 to 125-06

126 R 16 126-01, 126-03 to 126-06

129 R 16 129-01, 129-03 to 129-06

130 R 17 130-01, 130-03 to 130-06

132 R 17 132-01, 132-03 to 132-06

133 R 17 133-01, 133-03 to 133-06

135 R 17 135-01, 135-03 to 135-06

136 R 19 136-01 to 136-04

139 R 20 139-01 to 139-04

140 R 20 140-01 to 140-04

142 R 20 142-01, 142-03 to 142-06

143 R 20 143-01, 143-03 to 143-06

146 R 21 146-01 to 146-04

147 R 21 147-01, 147-03 to 147-06

149 R 21 149-01 to 149-04

801 E 1 801-01

Phase 1 to Phase 2

201 R 16 201-01 to 201-03

206 R 16 206-01

211 R 17 211-01

212 R 17 212-01 to 212-02

215 R 18 215-03

501 E 7 501-01 to 501-05



248118-REP-017-03 | Final | July 2017


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802 E 1 802-01 to 802-02

Phase 1 to Phase 3

301 R 19 301-01

303 R 19 303-01

304 R 19 304-01

305 R 19 305-01

307 R 20 307-01 to 307-04

308 R 21 308-01

309 R 22 309-01

310 R 18 310-01

311 R 18 311-01

312 R 18 312-01

601 E 7 601-01 to 601-09

803 E 1 803-01

Phase 1 to Phase 4

401 R 21 401-01 to 401-04

403 R 21 403-01 to 403-04

404 R 22 404-01 to 404-04

407 R 22 407-01 to 407-04

408 R 20 408-02 to 408-18

409 R 20 409-01 to 409-18

414 R 21 414-01

415 R 21 415-01 to 415-02

419 R 21 419-01 to 419-13

420 R 22 420-01 to 420-19

421 R 22 421-01 to 421-17

422 R 22 422-01 to 422-12

701 E 7 701-01 to 701-08

804 E 1 804-01

Notes:


ventilation.

[2] R – Residential Premises, E – Educational Institutions

[3] NAP – Noise Assessment Point


4.4.2.2 Major road traffic noise sources include roads in the vicinity of the site

boundary and the associated road networks such as NLH and TM-CLK

Link being implemented. The Road P1 (Tung Chung – Tai Ho Section)

under the approved EIA report for TCNTE (AEIAR-196/2016) are

also included. Also, the eastern connection access on Sham Shui Kok

Drive and western access via Tai Ho Interchange are included. Hence,

road traffic noise impacts on planned NSRs have been assessed



248118-REP-017-03 | Final | July 2017


Page 4-41

accordingly. Details of traffic forecast at assessment year 2053 are

given in Appendix 4.13. Agreement with the Director on the road

sections has been obtained prior to the commencement of the

assessment.

4.4.3 Prediction and Evaluation of Road Traffic Noise Impact

Scenarios

4.4.3.1 The road traffic noise impact assessment of the Project has been

conducted with respect to the criteria set in Annex 5 of the TM (See

Section 4.1.3).

4.4.3.2 The road traffic noise model adopted in the EIA includes following

scenarios:

Unmitigated scenario at assessment year 2053 for Phase 1 population intake in year 2027 (Appendix 4.14a);

Mitigated scenario at assessment year 2053 Phase 1 population intake in year 2027 (Appendix 4.15a);

Unmitigated scenario at assessment year 2053 for Phase 1 to Phase 2 population intake in year 2030 (Appendix 4.14b);

Mitigated scenario at assessment year 2053 for Phase 1 to Phase 2 population intake in year 2030 (Appendix 4.15b);

Unmitigated scenario at assessment year 2053 for Phase 1 to Phase 3 population intake in year 2034 (Appendix 4.14c);

Mitigated scenario at assessment year 2053 for Phase 1 to Phase 3 population intake in year 2034 (Appendix 4.15c);

Unmitigated scenario at assessment year 2053 (Maximum traffic projection within 15 years after full occupation, i.e. Phase 1 to Phase 4 in year 2038) (Appendix 4.14d); and

Mitigated scenario at assessment year 2053 (Maximum traffic projection within 15 years after full occupation, i.e. Phase 1 to Phase 4 in year 2038) (Appendix 4.15d).

4.4.3.3 Maximum traffic projection within 15 years after full occupation in

year 2038 is predicted to occur in year 2053. For conservative purpose,

year 2053 is selected for the assessment year for all chosen

representative scenarios. The validity of traffic flow prediction

adopted in the road traffic noise assessment has been confirmed with

Transport Department (TD).


4.4.3.4 The predicted road traffic noise levels at each representative NSRs

under unmitigated scenario in different phases are presented in Table

4.14. Appendix 4.14 shows the details of the noise impacts at different

levels of the NSRs under unmitigated scenario in different phases.










../Appendix/Appendix%204.14.pdf



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Table 4.14a Predicted road traffic noise impact at existing and planned NSRs under unmitigated scenario (Phase 1)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 75 Y

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 75 Y

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 75 Y

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 72 Y

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 75 Y

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 67 Y

Notes:

[1] The assessment only includes NSRs which rely on opened windows for ventilation.






248118-REP-017-03 | Final | July 2017


Page 4-43

Table 4.14b Predicted road traffic noise impact at existing and planned NSRs under unmitigated scenario (Phase 1 to Phase 2)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 75 Y

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 75 Y

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 75 Y

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 72 Y

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 75 Y

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 67 Y

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 63 N



248118-REP-017-03 | Final | July 2017


Page 4-44

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 66 - 67 Y

Notes:





Table 4.14c Predicted road traffic noise impact at existing and planned NSRs under unmitigated scenario (Phase 1 to Phase 3)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 75 Y

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 75 Y

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 75 Y

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 72 Y



248118-REP-017-03 | Final | July 2017


Page 4-45

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 75 Y

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 67 Y

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 62 N

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 66 - 67 Y

Phase 1 to Phase 3

301 R 19 301-01 70 <55 - 66 N

303 R 19 303-01 70 55 - 67 N

304 R 19 304-01 70 <55 - 65 N

305 R 19 305-01 70 <55 - 66 N

307 R 20 307-01 to 307-04 70 56 - 70 N

308 R 21 308-01 70 59 - 67 N

309 R 22 309-01 70 62 - 68 N

310 R 18 310-01 70 <55 - 66 N

311 R 18 311-01 70 <55 - 67 N

312 R 18 312-01 70 <55 - 66 N

601 E 7 601-01 to 601-09 65 <55 - 71 Y

803 E 1 803-01 65 <55 N

Notes:





Table 4.14d Predicted road traffic noise impact at existing and planned NSRs under unmitigated scenario (full occupation after Phase 4)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 75 Y

104 R 18 104-01 to 104-04 70 <55 N



248118-REP-017-03 | Final | July 2017


Page 4-46

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 75 Y

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 75 Y

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 <55 - 72 Y

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 75 Y

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 67 Y

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 62 N

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 66 - 67 Y

Phase 1 to Phase 3

301 R 19 301-01 70 <55 - 66 N

303 R 19 303-01 70 55 - 67 N

304 R 19 304-01 70 <55 - 65 N



248118-REP-017-03 | Final | July 2017


Page 4-47

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

305 R 19 305-01 70 <55 - 66 N

307 R 20 307-01 to 307-04 70 <55 - 69 N

308 R 21 308-01 70 <55 - 63 N

309 R 22 309-01 70 <55 - 63 N

310 R 18 310-01 70 <55 - 66 N

311 R 18 311-01 70 <55 - 66 N

312 R 18 312-01 70 <55 - 66 N

601 E 7 601-01 to 601-09 65 <55 - 71 Y

803 E 1 803-01 65 <55 N

Phase 1 to Phase 4

401 R 21 401-01 to 401-04 70 <55 N

403 R 21 403-01 to 403-04 70 <55 N

404 R 22 404-01 to 404-04 70 <55 - 56 N

407 R 22 407-01 to 407-04 70 <55 N

408 R 20 408-02 to 408-18 70 55 - 73 Y

409 R 20 409-01 to 409-18 70 <55 - 72 Y

414 R 21 414-01 70 55 - 68 N

415 R 21 415-01 to 415-02 70 <55 - 69 N

419 R 21 419-01 to 419-13 70 <55 - 70 N

420 R 22 420-01 to 420-19 70 <55 - 71 Y

421 R 22 421-01 to 421-17 70 <55 - 74 Y

422 R 22 422-01 to 422-12 70 <55 - 75 Y

701 E 7 701-01 to 701-08 65 <55 - 73 Y

804 E 1 804-01 65 <55 N

Notes:





4.4.3.5 From Table 4.14 and Appendix 4.14, the predicted noise levels at the

following planned NSRs would exceed the respective noise criteria:

Table 4.14e Representative planned NSRs exceed respective criteria and require mitigation measures

ID[1] Uses[2] NAP[3]

103 R 103-01, 103-03 to 103-05

110 R 110-01, 110-03, 110-05

113 R 113-01, 113-03 to 113-05

143 R 143-01, 143-03, 143-05

147 R 147-01, 147-03, 147-05

408 R 408-04 to 408-11, 408-14 to 408-18

../Appendix/Appendix%204.14.pdf



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ID[1] Uses[2] NAP[3]

409 R 409-01 to 409-05, 409-07, 409-14 to 409-18

420 R 420-10 to 420-14

421 R 421-06 to 421-16

422 R 422-03 to 422-10, 422-12

601 E 601-03 to 601-04, 601-07 to 601-08

701 E 701-06 to 701-08

801 E 801-01

802 E 802-01 to 802-02

Notes:


ventilation.




receivers that will be exposed to noise impact exceeding the criteria set

in Annex 5 in the EIAO-TM has been calculated. It is predicted that a

total of about, about 200 dwellings and 5 classrooms for Phase 1, about

200 dwellings and 15 classrooms for Phase 1 to Phase 2, about 200

dwellings and 35 classrooms for Phase 1 to Phase 3 and about 400

dwellings and 55 classrooms for Phase 1 to Phase 4 will expose to

noise impact.

4.4.3.7 The direct mitigation measures are discussed in Section 4.4.4. With

the implementation of all direct mitigation measures, all remaining

planned NSRs would comply with the respective noise criteria.

4.4.4 Mitigation of Road Traffic Noise Impact

Direct Mitigation Measures

4.4.4.1 As discussed in Section 4.4.3, mitigations measures are required for a

number of planned NSRs. It should be noted that the design and layout

of proposed residential development has proactively adopted self-

protecting blocks for the first layer of residential blocks facing NLH to

provide noise screening. This helps avoid traffic noise impacts from

NLH as much as practicable at the outset. It has been demonstrated

that the noise impacts can be mitigated to an acceptable level by

employing a package of mitigation measures for road traffic noise

including acoustic windows and arrangement of noise tolerant use in

some buildings.

4.4.4.2 Provision of acoustic windows could provide up to 8 dB(A) noise

attenuation according to EPD’s website. For conservative purpose,

only 5 dB(A) noise attenuation provided by acoustic windows has been

adopted in this EIA. Specially designed acoustic windows could be

considered during detail design stage to aim at achieving 8 dB(A) noise

attenuation.



248118-REP-017-03 | Final | July 2017


Page 4-49

4.4.4.3 A summary of proposed mitigation measures for road traffic noise is

listed in Table 4.15. Figure 4.6 shows the extent and location of

proposed mitigation measures for road traffic noise and rail noise.

Table 4.15 Locations of proposed mitigation measures for road traffic noise

Phase NAP[1] Type of Mitigation

Measures[2]

Phase 1

103 Acoustic windows






Phase 2 802 Acoustic windows

Phase 3 601 Noise tolerant use[3]

Phase 4






701 Noise tolerant use[3]

Notes:


[2] Details are shown in Figure 4.6.

[3] Noise tolerant use is proposed to be arranged in the internal layout at the facade facing the

NLH. Details are shown in Figure 4.6.

4.4.4.4 Results for mitigated case are shown in Table 4.16 and details could

be found in Appendix 4.15. It can be seen that with the provision of

the recommended mitigation measures, the traffic noise levels at all

existing and planned NSRs will comply with the respective criterion.

Table 4.16a Predicted road traffic noise impact at existing and planned NSRs under mitigated scenario (Phase 1)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 70 N

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 70 N

111 R 19 111-01 to 111-04 70 <55 N







248118-REP-017-03 | Final | July 2017


Page 4-50

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

113 R 19 113-01, 113-03 to 113-06 70 <55 - 70 N

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 67 N

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 70 N

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 62 N

Notes:




[4] For the noise sensitive receivers with the application of acoustic windows, the predicted noise

levels are the equivalent noise levels at 1m from the external facade after accounting the

reduction in noise levels inside the flat offered by the propose acoustic window.

Table 4.16b Predicted road traffic noise impact at existing and planned NSRs under mitigated scenario (Phase 1 to Phase 2)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 70 N



248118-REP-017-03 | Final | July 2017


Page 4-51

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 70 N

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 70 N

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 67 N

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 70 N

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 62 N

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 63 N

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 61 - 62 N

Notes:






248118-REP-017-03 | Final | July 2017


Page 4-52




Table 4.16c Predicted road traffic noise impact at existing and planned NSRs under mitigated scenario (Phase 1 to Phase 3)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 70 N

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 70 N

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 70 N

114 R 19 114-01 to 114-04 70 <55 N

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 57 - 67 N

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 70 N

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 62 N

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N



248118-REP-017-03 | Final | July 2017


Page 4-53

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 62 N

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 61 - 62 N

Phase 1 to Phase 3

301 R 19 301-01 70 <55 - 66 N

303 R 19 303-01 70 55 - 67 N

304 R 19 304-01 70 <55 - 65 N

305 R 19 305-01 70 <55 - 66 N

307 R 20 307-01 to 307-04 70 56 - 70 N

308 R 21 308-01 70 59 - 67 N

309 R 22 309-01 70 62 - 68 N

310 R 18 310-01 70 <55 - 66 N

311 R 18 311-01 70 <55 - 67 N

312 R 18 312-01 70 <55 - 66 N

601 E 7 601-01 to 601-09 65 <55 - 65 N

803 E 1 803-01 65 <55 N

Notes:







Table 4.16d Predicted road traffic noise impact at existing and planned NSRs under mitigated scenario (full occupation after Phase 4)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

Planned NSRs

Phase 1

101 R 17 101-01, 101-03 to 101-06 70 <55 - 67 N

103 R 18 103-01, 103-03 to 103-06 70 <55 - 70 N

104 R 18 104-01 to 104-04 70 <55 N

107 R 18 107-01, 107-03 to 107-06 70 <55 - 69 N

108 R 18 108-01, 108-03 to 108-06 70 <55 - 68 N

110 R 18 110-01, 110-03 to 110-06 70 <55 - 70 N

111 R 19 111-01 to 111-04 70 <55 N

113 R 19 113-01, 113-03 to 113-06 70 <55 - 70 N

114 R 19 114-01 to 114-04 70 <55 N



248118-REP-017-03 | Final | July 2017


Page 4-54

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

116 R 19 116-01 to 116-04 70 <55 N

117 R 19 117-01 to 117-04 70 <55 N

118 R 19 118-01 to 118-04 70 <55 N

119 R 15 119-01, 119-03 to 119-06 70 <55 - 63 N

122 R 16 122-01, 122-03 to 122-06 70 <55 - 69 N

123 R 16 123-01, 123-03 to 123-06 70 <55 - 69 N

125 R 16 125-01, 125-03 to 125-06 70 <55 - 64 N

126 R 16 126-01, 126-03 to 126-06 70 <55 - 70 N

129 R 16 129-01, 129-03 to 129-06 70 <55 - 67 N

130 R 17 130-01, 130-03 to 130-06 70 <55 - 65 N

132 R 17 132-01, 132-03 to 132-06 70 <55 - 69 N

133 R 17 133-01, 133-03 to 133-06 70 <55 - 70 N

135 R 17 135-01, 135-03 to 135-06 70 <55 - 69 N

136 R 19 136-01 to 136-04 70 <55 N

139 R 20 139-01 to 139-04 70 <55 N

140 R 20 140-01 to 140-04 70 <55 N

142 R 20 142-01, 142-03 to 142-06 70 <55 - 70 N

143 R 20 143-01, 143-03 to 143-06 70 <55 - 67 N

146 R 21 146-01 to 146-04 70 <55 N

147 R 21 147-01, 147-03 to 147-06 70 <55 - 70 N

149 R 21 149-01 to 149-04 70 <55 N

801 E 1 801-01 65 62 N

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 70 55 - 67 N

206 R 16 206-01 70 <55 - 64 N

211 R 17 211-01 70 56 - 70 N

212 R 17 212-01 to 212-02 70 <55 - 67 N

215 R 18 215-03 70 <55 - 62 N

501 E 7 501-01 to 501-05 65 <55 - 65 N

802 E 1 802-01 to 802-02 65 61 - 62 N

Phase 1 to Phase 3

301 R 19 301-01 70 <55 - 66 N

303 R 19 303-01 70 55 - 67 N

304 R 19 304-01 70 <55 - 65 N

305 R 19 305-01 70 <55 - 66 N

307 R 20 307-01 to 307-04 70 <55 - 69 N

308 R 21 308-01 70 <55 - 63 N

309 R 22 309-01 70 <55 - 63 N

310 R 18 310-01 70 <55 - 66 N

311 R 18 311-01 70 <55 - 66 N



248118-REP-017-03 | Final | July 2017


Page 4-55

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3]

Criteria,

L10 (1hr)

dB(A)

Noise

Impact,

L10 (1hr)

dB(A)[4]

Mitigation

Measures

Required

[Y/N]

312 R 18 312-01 70 <55 - 66 N

601 E 7 601-01 to 601-09 65 <55 - 65 N

803 E 1 803-01 65 <55 N

Phase 1 to Phase 4

401 R 21 401-01 to 401-04 70 <55 N

403 R 21 403-01 to 403-04 70 <55 N

404 R 22 404-01 to 404-04 70 <55 - 56 N

407 R 22 407-01 to 407-04 70 <55 N

408 R 20 408-02 to 408-18 70 <55 - 70 N

409 R 20 409-01 to 409-18 70 <55 - 70 N

414 R 21 414-01 70 55 - 68 N

415 R 21 415-01 to 415-02 70 <55 - 69 N

419 R 21 419-01 to 419-13 70 <55 - 70 N

420 R 22 420-01 to 420-19 70 <55 - 70 N

421 R 22 421-01 to 421-17 70 <55 - 69 N

422 R 22 422-01 to 422-12 70 <55 - 70 N

701 E 7 701-01 to 701-08 65 <55 - 64 N

804 E 1 804-01 65 <55 N

Notes:







4.4.4.5 With the implementation of mitigation measures, the total number of

dwellings that will be benefitted and protected has been calculated. It

is predicted that a total of about, about 200 dwellings and 5 classrooms

for Phase 1, about 200 dwellings and 15 classrooms for Phase 1 to

Phase 2, about 200 dwellings and 35 classrooms for Phase 1 to Phase

3 and about 400 dwellings and 55 classrooms for Phase 1 to Phase 4

will be benefitted and protected. There would be no dwellings and

classrooms that will be exposed to noise impact exceeding the criteria

set in Annex 5 in the EIAO-TM.

4.4.4.6 Table 4.15 has presented the packages of noise mitigation measures

that are recommended for the current building design. Nevertheless,

depends on the evaluation during subsequent detailed design, the

future developers may wish to explore any alternative approaches

including but not limited to acoustic balconies, altering building forms,

etc. to address road traffic noise issues as appropriate. In such case,

submission of a Noise Impact Assessment may be required under the

planning/ land lease/ building plan or other statutory mechanism so as



248118-REP-017-03 | Final | July 2017


Page 4-56

to demonstrate that the noise criteria can still be achieved by adopting

their packages of mitigation measures.

Indirect Mitigation Measures

4.4.4.7 Since direct mitigation measures are sufficient to protect the dwellings

to achieve compliance of relevant criteria, indirect mitigation measures

are not required.

4.4.5 Evaluation of Residual Road Traffic Noise Impact

4.4.5.1 According to Section 4.4.4, adverse residual road traffic noise impacts

are not anticipated.

4.5 Fixed Noise Sources Impact Assessment

4.5.1 Fixed Noise Sources Impact Assessment Methodology

4.5.1.1 Fixed noise assessment has been conducted based on the following

procedures:

Determine the assessment area;

Identify and locate representative NSRs that may be affected by

the noise sources;

Determine the noise criteria for both daytime and night-time;

Use standard acoustic principle for attenuation and directivity;

Adopt correction of tonality, impulsiveness and intermittency as

stipulated in IND-TM;

Calculate the noise impacts using assumed plant inventories and

utilisation schedule, if available; and

Include cumulative impacts.

4.5.1.2 The assessment has been based on the best available information,

which includes location of the planned fixed noise sources and their

associated maximum sound power levels (SWLs).

4.5.2 Identification of Fixed Noise Sources Impact


4.5.2.1 The assessment area is: i) 300m assessment area for planned NSRs

affected by planned and existing fixed noise sources; ii) 300m

assessment area for planned fixed noise sources. Agreement with the

Director on the assessment area has been obtained prior to the

commencement of the assessment.



248118-REP-017-03 | Final | July 2017


Page 4-57

4.5.2.2 For operational fixed noise assessment, representative NSRs locations

have been selected from Table 4.8 and are summarised in Table 4.17

below. They are also illustrated in Figure 4.7. Agreement with the

Director on noise assessment points has been obtained prior to the


Table 4.17 Representative NSRs for fixed noise assessment

ID[1] Uses[2] No. of Domestic Storey NAP[3] ASR[4]

Existing NSR

N01 C N/A[5] N01-01 N/A[5]

Planned NSRs

Phase 1a/ 1b/ 1c

103 R 18 103-01 C

108 R 18 108-06 C

110 R 18 110-01 C

113 R 19 113-01 C

116 R 19 116-01 C

119 R 15 119-01 B

119 R 15 119-06 B

123 R 16 123-01 C

136 R 19 136-04 C

139 R 20 139-01 C

142 R 20 142-06 C

143 R 20 143-06 C

149 R 21 149-03 C

149 R 21 149-04 C

801 E 1 801-01 C

Phase 1a to 2

103 R 18 103-01 C

108 R 18 108-06 B

110 R 18 110-01 C

113 R 19 113-01 C

116 R 19 116-01 B

119 R 15 119-01 B

119 R 15 119-06 B

123 R 16 123-01 C

136 R 19 136-04 B

139 R 20 139-01 B

142 R 20 142-06 C

143 R 20 143-06 C

149 R 21 149-03 C

149 R 21 149-04 C

201 R 16 201-04 B




248118-REP-017-03 | Final | July 2017


Page 4-58


202 R 16 202-01 B

203 R 16 203-01 B

208 R 18 208-01 B

216 R 19 216-01 B

218 R 19 218-01 B

801 E 1 801-01 C

802 E 1 802-02 C

Phase 1a to 3

103 R 18 103-01 C

108 R 18 108-06 B

110 R 18 110-01 C

113 R 19 113-01 C

116 R 19 116-01 B

119 R 15 119-01 B

119 R 15 119-06 B

123 R 16 123-01 C

136 R 19 136-04 B

139 R 20 139-01 B

142 R 20 142-06 B

143 R 20 143-06 B

149 R 21 149-03 B

149 R 21 149-04 B

201 R 16 201-04 B

202 R 16 202-01 B

203 R 16 203-01 B

208 R 18 208-01 B

216 R 19 216-01 B

218 R 19 218-01 B

308 R 21 308-02 B

309 R 22 309-03 B

313 R 20 313-01 B

318 R 21 318-01 B

801 E 1 801-01 C

802 E 1 802-02 C

Phase 1a to 4

103 R 18 103-01 C

108 R 18 108-06 B

110 R 18 110-01 C

113 R 19 113-01 C

116 R 19 116-01 B

119 R 15 119-01 B



248118-REP-017-03 | Final | July 2017


Page 4-59


119 R 15 119-06 B

123 R 16 123-01 C

136 R 19 136-04 B

139 R 20 139-01 B

142 R 20 142-06 B

143 R 20 143-06 B

149 R 21 149-03 B

149 R 21 149-04 B

201 R 16 201-04 B

202 R 16 202-01 B

203 R 16 203-01 B

208 R 18 208-01 B

216 R 19 216-01 B

218 R 19 218-01 B

308 R 21 308-02 B

309 R 22 309-03 B

313 R 20 313-01 B

318 R 21 318-01 B

407 R 22 407-01 B

411 R 22 411-01 B

413 R 22 413-01 B

417 R 21 417-01 B

419 R 21 419-14 B

421 R 22 421-18 B

422 R 22 422-07 C

801 E 1 801-01 C

802 E 1 802-02 C

Notes:




[4] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1b.

[5] N/A – Not Applicable, In accordance with Annex 13 of the EIAO-TM, country parks are

considered to be a NSR. However, the EIAO-TM and IND-TM do not provide a specific noise

limits for Country Parks.

4.5.2.3 Prevailing noise measurements have been conducted for determination

of the fixed noise criteria for planned fixed noise sources as shown in

Table 4.17a below. Details refer to Section 4.2.4 above.




248118-REP-017-03 | Final | July 2017


Page 4-60

Table 4.17a Noise criteria for fixed noise assessment

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

Phase 1a/ 1b/ 1c

103-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

108-06

Day &

Evening C 65 71

M03 65

Night 55 64 55

110-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

113-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

116-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

119-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

119-06

Day &

Evening B 60 61

M01 60

Night 50 59 50

123-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

136-04

Day &

Evening C 65 71

M03 65

Night 55 64 55

139-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

142-06

Day &

Evening C 65 71

M03 65

Night 55 64 55

143-06

Day &

Evening C 65 71

M03 65

Night 55 64 55

149-03

Day &

Evening C 65 71

M03 65

Night 55 64 55

149-04

Day &

Evening C 65 71

M03 65

Night 55 64 55

801-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

Phase 1a to 2

103-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

108-06 Day &

Evening B 60 71 M03 60



248118-REP-017-03 | Final | July 2017


Page 4-61

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

Night 50 64 50

110-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

113-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

116-01

Day &

Evening B 60 71

M03 60

Night 50 64 50

119-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

119-06

Day &

Evening B 60 61

M01 60

Night 50 59 50

123-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

136-04

Day &

Evening B 60 71

M03 60

Night 50 64 50

139-01

Day &

Evening B 60 71

M03 60

Night 50 64 50

142-06

Day &

Evening C 65 71

M03 65

Night 55 64 55

143-06

Day &

Evening C 65 71

M03 65

Night 55 64 55

149-03

Day &

Evening C 65 71

M03 65

Night 55 64 55

149-04

Day &

Evening C 65 71

M03 65

Night 55 64 55

201-04

Day &

Evening B 60 61

M01 60

Night 50 59 50

202-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

203-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

208-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

216-01

Day &

Evening B 60 61

M01 60

Night 50 59 50



248118-REP-017-03 | Final | July 2017


Page 4-62

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

218-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

801-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

802-02

Day &

Evening C 65 71

M03 65

Night 55 64 55

Phase 1a to 3

103-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

108-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

110-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

113-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

116-01

Day &

Evening B 60 71

M03 60

Night 50 64 50

119-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

119-06

Day &

Evening B 60 61

M01 60

Night 50 59 50

123-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

136-04

Day &

Evening B 60 71

M03 60

Night 50 64 50

139-01

Day &

Evening B 60 71

M03 60

Night 50 64 50

142-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

143-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

149-03

Day &

Evening B 60 71

M03 60

Night 50 64 50

149-04

Day &

Evening B 60 71

M03 60

Night 50 64 50



248118-REP-017-03 | Final | July 2017


Page 4-63

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

201-04

Day &

Evening B 60 61

M01 60

Night 50 59 50

202-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

203-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

208-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

216-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

218-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

308-02

Day &

Evening B 60 61

M01 60

Night 50 59 50

309-03

Day &

Evening B 60 61

M01 60

Night 50 59 50

313-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

318-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

801-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

802-02

Day &

Evening C 65 71

M03 65

Night 55 64 55

Phase 1a to 4

103-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

108-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

110-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

113-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

116-01

Day &

Evening B 60 71

M03 60

Night 50 64 50



248118-REP-017-03 | Final | July 2017


Page 4-64

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

119-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

119-06

Day &

Evening B 60 61

M01 60

Night 50 59 50

123-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

136-04

Day &

Evening C 65 71

M03 65

Night 55 64 55

139-01

Day &

Evening B 60 71

M03 60

Night 50 64 50

142-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

143-06

Day &

Evening B 60 71

M03 60

Night 50 64 50

149-03

Day &

Evening B 60 71

M03 60

Night 50 64 50

149-04

Day &

Evening B 60 71

M03 60

Night 50 64 50

201-04

Day &

Evening B 60 61

M01 60

Night 50 59 50

202-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

203-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

208-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

216-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

218-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

308-02

Day &

Evening B 60 61

M01 60

Night 50 59 50

309-03

Day &

Evening B 60 61

M01 60

Night 50 59 50

313-01 Day &

Evening B 60 61 M01 60



248118-REP-017-03 | Final | July 2017


Page 4-65

NAP Time

Period ASR

ANL-5,

dB(A) [A]

BNL[1],

dB(A) [B]

Reference

NM[2]

Criteria,

dB(A)

Min. of

[A] & [B]

Night 50 59 50

318-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

407-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

411-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

413-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

417-01

Day &

Evening B 60 61

M01 60

Night 50 59 50

419-14

Day &

Evening B 60 61

M01 60

Night 50 59 50

421-18

Day &

Evening B 60 61

M01 60

Night 50 59 50

422-07

Day &

Evening C 65 71

M03 65

Night 55 64 55

801-01

Day &

Evening C 65 71

M03 65

Night 55 64 55

802-02

Day &

Evening C 65 71

M03 65

Night 55 64 55

Notes:

[1] Prevailing background noise level.

[2] Prevailing noise measurement location.


4.5.2.4 Key existing and planned noise sources have been discussed in Section

4.2.3. A summary of the fixed noise source affecting the project area

is given below and illustrated in Figure 4.1. The inventory of noise

source has been confirmed with the Project Proponent.

Existing Fixed Noise Sources

SHD (e.g. ventilation louver at existing depot, rail grinding

activity, train washing activity, repairing workshops).

Planned Fixed Noise Sources

SPS;

PTI;




248118-REP-017-03 | Final | July 2017


Page 4-66

Ventilation louvers at podium;

Reprovisioned SHD (e.g. fixed plants including ventilation

louvers); and

SHO (i.e. ventilation louvers).

4.5.3 Prediction and Evaluation of Fixed Noise Sources Impact

Scenarios

4.5.3.1 The fixed noise impact assessment of unmitigated scenario and

mitigated scenario of worst operation mode representing the maximum

noise emission is conducted with respect to the criteria set in Annex 5

of the TM. Validity of the operation modes have been confirmed with

the Project Proponent. Agreement with the Director on the operation

modes has been obtained prior to the commencement of the assessment.


Existing SHD

4.5.3.2 While potential fixed noise impacts from the existing SHD (e.g.

ventilation louver at existing depot, rail grinding activity, train

washing activity, repairing workshops) during depot replanning will

be addressed the Railway EIA, which would be submitted separately

for approval under EIAO, fixed noise impacts have therefore been

addressed in this EIA report as well.

SPS/ PTI/ Ventilation Louvers at Podium

4.5.3.3 Sewage from the proposed development will be delivered to

SHWSTW for further processing with utilities connecting to existing

SHWSTW. Sewage pumping stations within each phase will be fully

enclosed within podium with exhaust / intake louvers. In addition, one

ultimate sewage pumping station will be located at northeast of the

proposed development. It will be open air until the completion of

Phase 4 construction. By the end of Phase 4 construction, it will be

fully enclosed structure with exhaust / intake louvers. Potential

construction and fixed noise impacts have therefore been addressed in

this EIA report.

4.5.3.4 A PTI is proposed to satisfy the transport demand for future

development(s) in the surrounding area. Key noise generating sources

inside PTI usually include ventilation fans, idling engine and

manoeuvring vehicles, etc. However, the PTI would be enclosed

within the proposed podium underneath the proposed development,

and the location of ingress and egress is designed with no-line-of-sight

at the noise sensitive use. However, the potential fixed noise impacts

from ventilation fans have therefore been addressed in this EIA report.

4.5.3.5 Commercial uses, kindergartens and utility plant rooms will be

enclosed inside podium. Mechanical plant such as chillers and pumps



248118-REP-017-03 | Final | July 2017


Page 4-67

will be located inside plant rooms of podium and hence mechanical

ventilation is required. The potential construction and fixed noise

impacts from the ventilation louvers have therefore been addressed in

this EIA report.

4.5.3.6 The potential fixed noise impacts from the SPS, exhaust/ intake

louvers as well as other fixed plant within the site boundary have been

included in this assessment. Analysis has been conducted based on the

best available information on the location of the planned fixed noise

sources and their associated maximum allowable SWLs. The table

below shows the maximum allowable SWL. The locations of the

planned noise sources are shown in Figure 4.7b.

Table 4.18 Summary of maximum allowable SWL for the SPS and louvers, within the site boundary

Plant Item Maximum Allowable SWL[1], dB(A)

Louvers 92/82

SPS 102/92

Notes:

[1] The maximum allowable SWL are presented for [Daytime maximum allowable

SWL/ Nighttime maximum allowable SWL].

4.5.3.7 Based on site observation for the existing noise sources (i.e. louver)

inside SHD, intermittency and impulsiveness are not expected at near

field. Consider the nature / function of planned louvers for topside

development, corrections of intermittency and impulsiveness are not

applied in current fixed noise assessment. However, tonality is

observed at near field but not at far field. A 3dB(A) tonality correction

have therefore been applied in the noise analysis for conservative

purpose. In addition, a 3dB(A) facade correction has also been applied

in the noise analysis for conservative purpose.

4.5.3.8 In the case that the noise sources falls within the view angle of the NSR

but with no direct line of sight to the noise source to the location of

noise source under the NSR or the noise source is below the transfer

plate slab of the planned NSRs, a 10dB(A) barrier attenuation has been

applied in the calculation. The barrier attenuation has been estimated

based on worst case scenario and frequency of noise sources of

concern obtained through on-site measurement inside SHD. In

addition, the barrier attenuation has been estimated based on ISO 9613

Acoustics – Attenuation of sound during propagation outdoors – Part

2: General method of calculation. Section drawing is provided in

Appendix 4.16. Given that estimated barrier attenuation is higher than

10dB(A), 10dB(A) barrier attenuation has been adopted for

conservative purpose.

4.5.3.9 Typically, a noise reduction of 10dB(A) and 20dB(A) is possible with

the application of silencer installation and special acoustic enclosure

at various units. These predicted maximum allowable SWL are in

similar range as those predicted in other EIA report (e.g. Approved

EIA reports for TCNTE (AEIAR-196/2016) and North East New

Territories New Development Areas (AEIAR-175/2013)).





248118-REP-017-03 | Final | July 2017


Page 4-68

4.5.3.10 The Contractor shall install acoustic silencers, noise barrier or acoustic

enclosure as appropriate to ensure the specified maximum SWLs as

shown in Table 4.18 will not be exceeded. The Contractor shall also

take into account the latest available information at time of detail

design to review and update the maximum allowable SWL as

appropriate.

SHD Replanning Works and Reprovisioned SHD

4.5.3.11 While potential fixed noise impacts (e.g. fixed plants including

ventilation louvers which will be operated above the concrete podium)

will be addressed in the Railway EIA, which would be submitted

separately for approval under EIAO, fixed noise impacts have

therefore been addressed in this EIA report as well. The locations of

the planned and existing noise sources are shown in Figure 4.7b. The

maximum allowable SWL for the planned louvers is summarised in

Table 4.18a.

Table 4.18a Summary of maximum allowable SWL for the planned ventilation louvers for the SHO and Reprovisioned SHD

Louver Item[1] Maximum Allowable SWL[2], dB(A)

LV-1

80/75 LV-2

LV-3 75/75

LV-4 75/80

LV-5 80/80

LV-6 85/80

LV-7

90/80

LV-8

LV-9

LV-10

LV-11

LV-12

LV-13

LV-14

LV-15

LV-16

LV-17

LV-18

100/90 LV-19

LV-20

LV-21

95/85 LV-22

LV-23

LV-24

90/80 LV-25

LV-26

LV-27 85/75

LV-28

LV-29 90/80

LV-30 110/100

LV-31 105/95

LV-32

100/90 LV-33

LV-34

LV-35

LV-36 95/85




248118-REP-017-03 | Final | July 2017


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Louver Item[1] Maximum Allowable SWL[2], dB(A)

LV-37

LV-38

LV-39

LV-40

LV-41 100/90

LV-42

95/85

LV-43

LV-44

LV-45

LV-46

LV-47

LV-48

LV-49

LV-50

100/90

LV-51

LV-52

LV-53

LV-54

LV-55

LV-56

LV-57

LV-58

105/95 LV-59

LV-60

LV-61 90/80

LV-62 85/75

LV-63 90/80

LV-64

LV-65 95/85

LV-66

LV-67

90/80 LV-68

LV-69

LV-70

LV-71 100/90

LV-72

CWP Room 100/100

Cooling Tower Plant 102/105

Notes:

[1] Location of planned louvers are extracted from the Railway EIA (ESB-

296/2016).

[2] The maximum allowable SWLs are presented for Daytime maximum allowable

SWL/ Nighttime maximum allowable SWL which are extracted from the

Railway EIA (ESB-296/2016).

SHO

4.5.3.12 While potential fixed noise impacts (e.g. fixed plants including

ventilation louvers which will be operated above the concrete podium)

will be addressed in the Railway EIA, which would be submitted

separately for approval under EIAO, fixed noise impacts have

therefore been addressed in this EIA report as well.



248118-REP-017-03 | Final | July 2017


Page 4-70

Cumulative Fixed Noise Impact

4.5.3.13 Detailed cumulative fixed noise calculation is shown in Appendix

4.17 and summary of the cumulative impacts are given in Table 4.19.





248118-REP-017-03 | Final | July 2017


Page 4-71

Table 4.19 Predicted fixed noise impact at existing and planned NSRs

ID[1] NAP[2] ASR

Planned Noise Source Only Existing + Planned Noise Source

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria

Leq 30 min dB(A) [3]

Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Existing NSR

N01 N01-01 N/A[4] 59/49[5] N/A[4] - 59/49[5] N/A[4] -

Planned NSRs

Phase 1a/1b/1c

103 103-01 C 61/51 65/55 Y 61/51 70/60 Y

108 108-06 C 57/47 65/55 Y 57/48 70/60 Y

110 110-01 C 57/47 65/55 Y 57/47 70/60 Y

113 113-01 C 57/47 65/55 Y 57/48 70/60 Y

116 116-01 C 56/46 65/55 Y 56/47 70/60 Y

119 119-01 B 57/49 60/50 Y 57/50 65/55 Y

119 119-06 B 57/48 60/50 Y 57/49 65/55 Y

123 123-01 C 61/51 65/55 Y 61/51 70/60 Y

136 136-04 C 57/48 65/55 Y 57/49 70/60 Y

139 139-01 C 59/49 65/55 Y 60/50 70/60 Y

142 142-06 C 58/50 65/55 Y 59/51 70/60 Y

143 143-06 C 58/52 65/55 Y 61/53 70/60 Y

149 149-03 C 58/49 65/55 Y 63/55 70/60 Y

149 149-04 C 56/47 65/55 Y 63/54 70/60 Y

801 801-01 C 61/-[6] 65/55 Y 62/-[6] 70/60 Y



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Page 4-72

ID[1] NAP[2] ASR


Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Phase 1a to 2

103 103-01 C 61/51 65/55 Y 61/51 70/60 Y

108 108-06 B 57/47 60/50 Y 57/47 65/55 Y

110 110-01 C 57/47 65/55 Y 57/47 70/60 Y

113 113-01 C 57/47 65/55 Y 57/47 70/60 Y

116 116-01 B 56/46 60/50 Y 56/46 65/55 Y

119 119-01 B 57/50 60/50 Y 57/50 65/55 Y

119 119-06 B 57/49 60/50 Y 57/49 65/55 Y

123 123-01 C 61/51 65/55 Y 61/51 70/60 Y

136 136-04 B 57/47 60/50 Y 57/47 65/55 Y

139 139-01 B 59/49 60/50 Y 59/49 65/55 Y

142 142-06 C 58/48 65/55 Y 59/49 70/60 Y

143 143-06 C 57/47 65/55 Y 61/49 70/60 Y

149 149-03 C 58/48 65/55 Y 63/50 70/60 Y

149 149-04 C 56/46 65/55 Y 63/49 70/60 Y

201 201-04 B 57/48 60/50 Y 57/48 65/55 Y

202 202-01 B 58/48 60/50 Y 58/49 65/55 Y

203 203-01 B 58/48 60/50 Y 58/48 65/55 Y

208 208-01 B 57/47 60/50 Y 57/47 65/55 Y



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ID[1] NAP[2] ASR


Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

216 216-01 B 57/47 60/50 Y 57/47 65/55 Y

218 218-01 B 54/46 60/50 Y 54/46 65/55 Y

801 801-01 C 61/-[6] 65/55 Y 63/-[6] 70/60 Y

802 802-02 C 59/-[6] 65/55 Y 59/-[6] 70/60 Y

Phase 1a to 3

103 103-01 C 61/51 65/55 Y 61/51 70/60 Y

108 108-06 B 57/47 60/50 Y 57/47 65/55 Y

110 110-01 C 57/47 65/55 Y 57/47 70/60 Y

113 113-01 C 57/47 65/55 Y 57/47 70/60 Y

116 116-01 B 56/46 60/50 Y 56/46 65/55 Y

119 119-01 B 57/50 60/50 Y 57/50 65/55 Y

119 119-06 B 57/49 60/50 Y 57/49 65/55 Y

123 123-01 C 61/51 65/55 Y 61/51 70/60 Y

136 136-04 B 57/47 60/50 Y 57/47 65/55 Y

139 139-01 B 59/49 60/50 Y 59/49 65/55 Y

142 142-06 B 58/48 60/50 Y 58/48 65/55 Y

143 143-06 B 57/47 60/50 Y 57/47 65/55 Y

149 149-03 B 58/48 60/50 Y 58/48 65/55 Y

149 149-04 B 56/46 60/50 Y 56/46 65/55 Y



248118-REP-017-03 | Final | July 2017


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ID[1] NAP[2] ASR


Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

201 201-04 B 57/48 60/50 Y 57/48 65/55 Y

202 202-01 B 58/48 60/50 Y 58/49 65/55 Y

203 203-01 B 58/48 60/50 Y 58/48 65/55 Y

208 208-01 B 57/47 60/50 Y 57/47 65/55 Y

216 216-01 B 57/48 60/50 Y 57/48 65/55 Y

218 218-01 B 56/48 60/50 Y 56/48 65/55 Y

308 308-02 B 58/48 60/50 Y 58/48 65/55 Y

309 309-03 B 55/46 60/50 Y 55/46 65/55 Y

313 313-01 B 59/50 60/50 Y 59/50 65/55 Y

318 318-01 B 59/50 60/50 Y 59/50 65/55 Y

801 801-01 C 61/-[6] 65/55 Y 63/-[6] 70/60 Y

802 802-02 C 59/-[6] 65/55 Y 59/-[6] 70/60 Y

Phase 1a to 4

103 103-01 C 61/51 65/55 Y 61/51 70/60 Y

108 108-06 B 57/47 60/50 Y 57/47 65/55 Y

110 110-01 C 57/47 65/55 Y 57/47 70/60 Y

113 113-01 C 57/47 65/55 Y 57/47 70/60 Y

116 116-01 B 56/46 60/50 Y 56/46 65/55 Y

119 119-01 B 57/50 60/50 Y 57/50 65/55 Y



248118-REP-017-03 | Final | July 2017


Page 4-75

ID[1] NAP[2] ASR


Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

119 119-06 B 57/49 60/50 Y 57/49 65/55 Y

123 123-01 C 61/51 65/55 Y 61/51 70/60 Y

136 136-04 B 57/47 60/50 Y 57/47 65/55 Y

139 139-01 B 59/49 60/50 Y 59/49 65/55 Y

142 142-06 B 58/48 60/50 Y 58/48 65/55 Y

143 143-06 B 57/47 60/50 Y 57/47 65/55 Y

149 149-03 B 57/47 60/50 Y 57/47 65/55 Y

149 149-04 B 55/45 60/50 Y 55/45 65/55 Y

201 201-04 B 57/48 60/50 Y 57/48 65/55 Y

202 202-01 B 58/48 60/50 Y 58/49 65/55 Y

203 203-01 B 58/48 60/50 Y 58/48 65/55 Y

208 208-01 B 57/47 60/50 Y 57/47 65/55 Y

216 216-01 B 57/48 60/50 Y 57/48 65/55 Y

218 218-01 B 56/48 60/50 Y 56/48 65/55 Y

308 308-02 B 58/49 60/50 Y 58/49 65/55 Y

309 309-03 B 56/46 60/50 Y 56/46 65/55 Y

313 313-01 B 59/50 60/50 Y 59/50 65/55 Y

318 318-01 B 59/50 60/50 Y 59/50 65/55 Y

407 407-01 B 53/43 60/50 Y 53/44 65/55 Y



248118-REP-017-03 | Final | July 2017


Page 4-76

ID[1] NAP[2] ASR


Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

Max. Predicted

Sound Pressure

Level, dB(A)

Daytime &

Evening/

Night-time Criteria


Compliance [Y/N]

411 411-01 B 58/48 60/50 Y 58/48 65/55 Y

413 413-01 B 58/48 60/50 Y 58/48 65/55 Y

417 417-01 B 58/48 60/50 Y 58/48 65/55 Y

419 419-14 B 58/48 60/50 Y 58/48 65/55 Y

421 421-18 B 59/49 60/50 Y 59/49 65/55 Y

422 422-07 C 58/48 65/55 Y 58/48 70/60 Y

801 801-01 C 61/-[6] 65/55 Y 63/-[6] 70/60 Y

802 802-02 C 59/-[6] 65/55 Y 59/-[6] 70/60 Y

Notes:



[3] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed based on ANL-5 for planned fixed noise impacts

and ANL for cumulative fixed noise impacts.

[4] N/A – Not Applicable. In accordance with Annex 13 of the EIAO-TM, country parks are considered to be a NSR. However, the EIAO-TM and IND-TM do not provide

a specific noise limits for Country Parks.

[5] Shortest horizontal distances among N01-01 and the noise sources have been used to calculate the predicted sound pressure level.

[6] Only day-time operation for the kindergarten.



248118-REP-017-03 | Final | July 2017


Page 4-77

4.5.3.14 As shown in the table above, the cumulative fixed noise impacts are

within the respective noise criterion. The fixed noise impact at Country

Park (N01) is anticipated to be about 59dB(A). Given the transient

nature of visitor using hiking trails, adverse noise impact is not

anticipated.

4.5.4 Mitigation of Fixed Noise Sources Impact

4.5.4.1 For the proposed noise sources which are located near to existing and

planned NSRs, the following tentative noise mitigation measures are

considered:

Mechanical plants should be enclosure inside a building structure;

Proper selection of quiet plant aiming to reduce the tonality at

NSRs;

Installation of silencer/ acoustic enclosure/ acoustic louver for the

exhaust of ventilation system;

Openings of ventilation systems should be located away from

NSRs as far as practicable.

4.5.4.2 The feasibility, practicability, programming and effectiveness of the

above mitigation measures have been reviewed by engineer. As the

fixed noise impacts for planned and existing NSRs will be within

respective noise criteria, there would be no dwellings, classrooms and

other sensitive receivers that will be exposed to noise impact exceeding

the criteria set in Annex 5 in the EIAO-TM.

4.5.4.3 Fixed glazing could be considered as specially provided glazing under

NCO in the later detail design stage. When fixed/rail noise is

transmitted to the NSR primarily through specially provided glazing at

the facade of the building as considered appropriate for reducing the

noise, and the assessment point is a particular internal location

considered appropriate having regard to the normal occupancy of the

building, the proposed fixed glazing will be provided with sufficient

noise insulation performance to meet NCO TM requirement.

4.5.5 Structural-borne Fixed Noise Impact

4.5.5.1 Relevant mitigation measures for structural-borne fixed plant noise

would be installed with reference to Good Practices on Ventilation

System Noise Control to reduce structural-borne noise impact.

Therefore, structural-borne fixed noise impact from the reprovisioned

SHD affecting the SHD Topside Development is not anticipated.

4.5.6 Evaluation of Residual Fixed Noise Sources Impact

4.5.6.1 With the implementation of suitable mitigation measures, fixed noise

impacts are not expected. Adverse residual noise impacts are therefore



248118-REP-017-03 | Final | July 2017


Page 4-78

not anticipated. There would be no existing dwellings, classrooms and

other noise sensitive elements that will be exposed to adverse residual

noise impact exceeding the criteria set in Annex 5 in the EIAO-TM.

4.6 Aircraft Noise Impact Assessment

4.6.1 Aircraft Noise Impact Assessment Methodology

4.6.1.1 According to the approved 3RS EIA (AEIAR-185/2014), the NEF

noise contours assessment at year 2021 (interim phase), 2030 (worst

operation mode) and 2032 (full operation mode) have been predicted.

The NEFs as published from the approved 3RS EIA are shown in

Figure 4.2b to Figure 4.2d. The NEF results in the above EIA are

referenced for the consideration of aircraft noise impact at the

proposed development. Agreement with the Director on the

methodology has been obtained prior to the commencement of the

assessment.

4.6.2 Identification of Aircraft Noise Impact


4.6.2.1 For operational aircraft noise assessment, the assessment area includes

all planned NSRs of the Project. Representative NSR locations have

been selected from Table 4.20 and summarised in the table below.

They are also illustrated in Figure 4.8. Agreement with the Director

on the assessment area and noise assessment points has been obtained

prior to the commencement of the assessment.

Table 4.20 Representative NSRs for aircraft noise assessment


Planned NSRs

119 R 15 119-01

201 R 16 201-03

217 R 19 217-01

309 R 22 309-03

315 R 20 315-01

410 R 22 410-01

422 R 22 422-07

802 E 1 802-02

Notes:


ventilation.



../Figure/Figure%204.2bcd.pdf




248118-REP-017-03 | Final | July 2017


Page 4-79

4.6.3 Prediction and Evaluation of Aircraft Noise Impact

4.6.3.1 As mentioned in Section 4.1.3.7, NSRs relying on opened windows

for ventilation should be planned beyond the NEF25 contour, except

for offices which should be beyond the NEF30 contour.

4.6.3.2 Based on the NEF results from the approved EIA report for Expansion

of Hong Kong International Airport into a Three-Runway System

(AEIAR-185/2014), the validity of the assumptions, input data, and

operation modes have been confirmed with CAD as stipulated under

paragraph 7.3.3.30 in the approved EIA report. The predicted NEF 25

contours of the 3RS will be away from site boundary in Year 2011

(~260m), Year 2021(~280m), Year 2030 (~1,000m) and Year 2032

(~1,000m). It is noted that the population intake of Phase 1 will be at

Year 2026 – Year 2027, and the separation distance from the predicted

NEF 25 contours will be about ~280m from the site boundary and

440m from Phase 1 development. In addition, the population intake of

Phase 2, Phase 3 and Phase 4 will be at Year 2030, Year 2034 and Year

2035 – Year 2038 respectively, the separation distance from the

predicted NEF 25 contours will be about 1,000m.

4.6.4 Mitigation of Aircraft Noise Impact


4.6.4.1 According to 3RS EIA findings, the predicted NEF 25 contours of the

3RS would be away from the proposed development upon the full

commissioning of the 3RS. Hence, direct mitigation measures are not

required.


4.6.4.2 According to 3RS EIA findings, the predicted NEF 25 contours of the

3RS would be away from the proposed development upon the full

commissioning of the 3RS. Hence, indirect mitigation measures are

not required. Although not under the statutory requirements, the use of

acoustic insulation in form of well-gasketted window to enhance the

indoor living environment would be reviewed in the detailed design

stage, as mentioned in Section 2.4.3.13 of this report.

4.6.5 Evaluation of Residual Aircraft Noise Impact

4.6.5.1 Adverse aircraft noise impacts are not expected therefore residual

noise impacts are not anticipated.

4.7 Rail Noise Assessment

4.7.1 Rail Noise Impact Assessment Methodology

4.7.1.1 Rail noise impact has been predicted according to “Calculation of

Railway Noise (1995)” by the UK Department of Transport.



248118-REP-017-03 | Final | July 2017


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Correction factors and operation details adopted in the rail noise

assessment have been made reference to Railway EIA. Agreement

with the Director on the methodology and computational model have

been obtained prior to the commencement of the assessment.

4.7.1.2 The assessment area for rail noise impact assessment includes those

within 300m from the site boundary.

4.7.2 Identification of Rail Noise Impact


4.7.2.1 For operational rail noise assessment, the assessment area includes

those within 300m from site boundary. Representative NSRs locations

have been selected from Table 4.8 and are summarised in the table

below and illustrated in Figure 4.9. Agreement with the Director on

the assessment area and noise assessment points has been obtained


Table 4.25a Representative NSRs for rail noise assessment (Phase 1a population intake after Year 2026)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03 to 101-06 C 70/60 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

R 18 103-06 B 65/55 85

104 R 18 104-01 to 104-03 B 65/55 85

R 18 104-04 C 70/60 85

107 R 18 107-01, 107-03 to 107-06 C 70/60 85

108 R 18 108-01, 108-03 to 108-06 C 70/60 85

110 R 18 110-01, 110-03 to 110-06 C 70/60 85

111 R 19 111-01 to 111-04 C 70/60 85

113 R 19 113-01, 113-03 to 113-06 C 70/60 85

114 R 19 114-01 to 114-04 C 70/60 85

116 R 19 116-01 to 116-04 C 70/60 85

117 R 19 117-01 to 117-04 C 70/60 85

118 R 19 118-01 to 118-04 C 70/60 85

Notes:






248118-REP-017-03 | Final | July 2017


Page 4-81



[5] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise

criterion is proposed according to IND-TM.

[6] Noise criterion between 2300 – 0700 hours according to EIAO-TM.




Table 4.25b Representative NSRs for rail noise assessment (Phase 1a to Phase 1b population intake after Year 2026)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03, 101-05 C 70/60 85

R 17 101-04 and 101-06 B 65/55 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

R 18 103-06 B 65/55 85

104 R 18 104-01 to 104-03 B 65/55 85

R 18 104-04 C 70/60 85

107 R 18 107-01, 107-03 to 107-06 C 70/60 85

108 R 18 108-01, 108-03 to 108-06 C 70/60 85

110 R 18 110-01, 110-03 to 110-06 C 70/60 85

111 R 19 111-01 to 111-04 C 70/60 85

113 R 19 113-01, 113-03 to 113-06 C 70/60 85

114 R 19 114-01 to 114-04 C 70/60 85

116 R 19 116-01 to 116-04 C 70/60 85

117 R 19 117-01 to 117-04 C 70/60 85

118 R 19 118-01 to 118-04 C 70/60 85


119 R 15 119-01, 119-03 to 119-06 B 65/55 85

122 R 16 122-01, 122-03, 122-05 C 70/60 85

122-04 and 122-06 B 65/55 85

123 R 16 123-01, 123-03, 123-05 C 70/60 85

123-04 and 123-06 B 65/55 85

125 R 16 125-01, 125-03, 125-05 C 70/60 85

125-04 and 125-06 B 65/55 85

126 R 16 126-01, 126-03 to 126-05 C 70/60 85




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Page 4-82

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

126-06 B 65/55 85

129 R 16 129-01, 129-03, 129-05 C 70/60 85

129-04 and 129-06 B 65/55 85

130 R 17 130-01, 130-03, 130-05 C 70/60 85

130-04 and 130-06 B 65/55 85

132 R 17 132-01, 132-03, 132-05 C 70/60 85

132-04 and 132-06 B 65/55 85

133 R 17 133-01, 133-03, 133-05 C 70/60 85

133-04 and 133-06 B 65/55 85

135 R 17 135-01, 135-03, 135-05 C 70/60 85

R 17 135-04 and 135-06 B 65/55 85

801 E 1 801-01 C 70/- 85

Notes:











Table 4.25c Representative NSRs for rail noise assessment (Phase 1a to Phase 1c population intake after Year 2027)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03, 101-05 C 70/60 85

R 17 101-04 and 101-06 B 65/55 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

R 18 103-06 B 65/55 85

104 R 18 104-01 to 104-03 B 65/55 85




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ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

R 18 104-04 C 70/60 85

107 R 18 107-01, 107-03 to 107-06 C 70/60 85

108 R 18 108-01, 108-03 to 108-06 C 70/60 85

110 R 18 110-01, 110-03 to 110-06 C 70/60 85

111 R 19 111-01 to 111-04 C 70/60 85

113 R 19 113-01, 113-03 to 113-06 C 70/60 85

114 R 19 114-01 to 114-04 C 70/60 85

116 R 19 116-01 to 116-04 C 70/60 85

117 R 19 117-01 to 117-04 C 70/60 85

118 R 19 118-01 to 118-04 C 70/60 85


119 R 15 119-01, 119-03 to 119-06 B 65/55 85

122 R 16 122-01, 122-03, 122-05 C 70/60 85

122-04 and 122-06 B 65/55 85

123 R 16 123-01, 123-03, 123-05 C 70/60 85

123-04 and 123-06 B 65/55 85

125 R 16 125-01, 125-03, 125-05 C 70/60 85

125-04 and 125-06 B 65/55 85

126 R 16 126-01, 126-03 to 126-05 C 70/60 85

126-06 B 65/55 85

129 R 16 129-01, 129-03, 129-05 C 70/60 85

129-04 and 129-06 B 65/55 85

130 R 17 130-01, 130-03, 130-05 C 70/60 85

130-04 and 130-06 B 65/55 85

132 R 17 132-01, 132-03, 132-05 C 70/60 85

132-04 and 132-06 B 65/55 85

133 R 17 133-01, 133-03, 133-05 C 70/60 85

133-04 and 133-06 B 65/55 85

135 R 17 135-01, 135-03 to 135-06 C 70/60 85

801 E 1 801-01 C 70/- 85


136 R 19 136-01 to 136-04 C 70/60 85

139 R 20 139-01 to 139-04 C 70/60 85

140 R 20 140-01 to 140-04 C 70/60 85

142 R 20 142-01, 142-03 to 142-06 C 70/60 85

143 R 20 143-01, 143-03 to 143-06 C 70/60 85

146 R 21 146-01, 146-03 to 146-06 C 70/60 85



248118-REP-017-03 | Final | July 2017


Page 4-84

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria

Leq 30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

147 R 21 147-01, 147-03 to 147-06 C 70/60 85

149 R 21 149-01 to 149-04 C 70/60 85

Notes:











Table 4.25d Representative NSRs for rail noise assessment (Phase 1a to Phase 2 population intake after Year 2030)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03, 101-05 C 70/60 85

101-04 and 101-06 B 65/55 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

103-06 B 65/55 85

104 R 18 104-01 to 104-04 B 65/55 85

107 R 18 107–01, 107–03, 107–05 C 70/60 85

107–04 and 107–06 B 65/55 85

108 R 18 108–01, 108–03, 108–05 C 70/60 85

108–04 and 108–06 B 65/55 85

110 R 18 110–01, 110–03 to 110–05 C 70/60 85

110–06 B 65/55 85

111 R 19 111-01 to 111-04 B 65/55 85

113 R 19 113–01, 113–03 to 113–05 C 70/60 85

113-06 B 65/55 85

114 R 19 114-01 to 114-04 B 65/55 85




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Page 4-85

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

116 R 19 116-01 to 116-04 B 65/55 85

117 R 19 117-01 to 117-04 B 65/55 85

118 R 19 118-01 to 118-04 B 65/55 85


119 R 15 119-01, 119-03 to 119-06 B 65/55 85

122 R 16 122-01, 122-03, 122-05 C 70/60 85

122-04 and 122-06 B 65/55 85

123 R 16 123-01, 123-03, 123-05 C 70/60 85

123-04 and 123-06 B 65/55 85

125 R 16 125-01, 125-03, 125-05 C 70/60 85

125-04 and 125-06 B 65/55 85

126 R 16 126-01, 126-03 to 126-05 C 70/60 85

126-06 B 65/55 85

129 R 16 129-01, 129-03, 129-05 C 70/60 85

129-04 and 129-06 B 65/55 85

130 R 17 130-01, 130-03, 130-05 C 70/60 85

130-04 and 130-06 B 65/55 85

132 R 17 132-01, 132-03, 132-05 C 70/60 85

132-04 and 132-06 B 65/55 85

133 R 17 133-01, 133-03, 133-05 C 70/60 85

133-04 and 133-06 B 65/55 85

135 R 17

135-01, 135-03, 135-05 C 70/60 85

135-04 and 135-06 B 65/55 85

801 E 1 801-01 C 70/- 85


136 R 19 136-01 to 136-04 B 65/55 85

139 R 20 139-01 to 139-04 B 65/55 85

140 R 20 140-01 to 140-04 B 65/55 85

142 R 20 142-01, 142-03 to 142-06 C 70/60 85

143 R 20 143-01, 143-03 to 143-06 C 70/60 85

146 R 21 146-01 to 146-04 C 70/60 85

147 R 21 147-01, 147-03 to 147-06 C 70/60 85

149 R 21 149-01 to 149-04 C 70/60 85

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 C 70/60 85

206 R 16 206-01 C 70/60 85

207 R 17 207-01 C 70/60 85



248118-REP-017-03 | Final | July 2017


Page 4-86

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

211 R 17 211-01 C 70/60 85

212 R 17 212-01 to 212-02 C 70/60 85

215 R 18 215-01 to 215-04 C 70/60 85

501 E 7 501-01 to 501-05 C 70/- 85

802 E 1 802-01 to 802-02 C 70/- 85

Notes:











Table 4.25e Representative NSRs for rail noise assessment (Phase 1a to Phase 3 after Year 2034)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03, 101-05 C 70/60 85

101-04 and 101-06 B 65/55 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

103-06 B 65/55 85

104 R 18 104-01 to 104-04 B 65/55 85

107 R 18 107–01, 107–03, 107–05 C 70/60 85

107–04 and 107–06 B 65/55 85

108 R 18 108–01, 108–03, 108–05 C 70/60 85

108–04 and 108–06 B 65/55 85

110 R 18 110–01, 110–03 to 110–05 C 70/60 85

110–06 B 65/55 85

111 R 19 111-01 to 111-04 B 65/55 85




248118-REP-017-03 | Final | July 2017


Page 4-87

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

113 R 19 113–01, 113–03 to 113–05 C 70/60 85

113-06 B 65/55 85

114 R 19 114-01 to 114-04 B 65/55 85

116 R 19 116-01 to 116-04 B 65/55 85

117 R 19 117-01 to 117-04 B 65/55 85

118 R 19 118-01 to 118-04 B 65/55 85


119 R 15 119-01, 119-03 to 119-06 B 65/55 85

122 R 16 122-01, 122-03, 122-05 C 70/60 85

122-04 and 122-06 B 65/55 85

123 R 16 123-01, 123-03, 123-05 C 70/60 85

123-04 and 123-06 B 65/55 85

125 R 16 125-01, 125-03, 125-05 C 70/60 85

125-04 and 125-06 B 65/55 85

126 R 16 126-01, 126-03 to 126-05 C 70/60 85

126-06 B 65/55 85

129 R 16 129-01, 129-03, 129-05 C 70/60 85

129-04 and 129-06 B 65/55 85

130 R 17 130-01, 130-03, 130-05 C 70/60 85

130-04 and 130-06 B 65/55 85

132 R 17 132-01, 132-03, 132-05 C 70/60 85

132-04 and 132-06 B 65/55 85

133 R 17 133-01, 133-03, 133-05 C 70/60 85

133-04 and 133-06 B 65/55 85

135 R 17

135-01, 135-03, 135-05 C 70/60 85

135-04 and 135-06 B 65/55 85

801 E 1 801-01 C 70/- 85


136 R 19 136-01 to 136-04 B 65/55 85

139 R 20 139-01 to 139-04 B 65/55 85

140 R 20 140-01 to 140-04 B 65/55 85

142 R 20 142-01, 142-03 to 142-05 C 70/60 85

142-06 B 65/55 85

143 R 20 143-01, 143-03 to 143-05 C 70/60 85

143-06 B 65/55 85

146 R 21 146-01 to 146-04 B 65/55 85

147 R 21 147-01, 147-03 to 147-05 C 70/60 85



248118-REP-017-03 | Final | July 2017


Page 4-88

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

147-06 B 65/55 85

149 R 21 149-01 to 149-04 B 65/55 85

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 C 70/60 85

206 R 16 206-01 C 70/60 85

207 R 17 207-01 C 70/60 85

211 R 17 211-01 C 70/60 85

212 R 17 212-01 to 212-02 C 70/60 85

215 R 18 215-01 to 215-04 C 70/60 85

501 E 7 501-01 to 501-05 C 70/60 85

802 E 1 802-01 to 802-02 C 70/- 85

Phase 1 to Phase 3

301 R 19 301-01 C 70/60 85

303 R 19 303-01 to 303-07 C 70/60 85

304 R 19 304-01 C 70/60 85

305 R 19 305-01 C 70/60 85

307 R 20 307-01 to 307-06 C 70/60 85

308 R 21 308-01 C 70/60 85

309 R 22 309-01 to 309-02 C 70/60 85

310 R 18 310-01 to 310-04 C 70/60 85

311 R 18 311-01 to 311-02 C 70/60 85

312 R 18 312-01 C 70/60 85

601 E 7

601–01 and 601–06 B 65/- 85

601–02 to 601–05, 601–07

to 601–09 C 70/- 85

803 E 1 803-01 B 65/- 85

Notes:














248118-REP-017-03 | Final | July 2017


Page 4-89

Table 4.25f Representative NSRs for rail noise assessment (full occupation after Year 2038)

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

Existing NSRs

N01 C N/A[7] N01-01 N/A[7] N/A[7] N/A[7]

Planned NSRs

Phase 1a

101 R 17 101-01, 101-03, 101-05 C 70/60 85

101-04 and 101-06 B 65/55 85

103 R 18 103-01, 103-03 to 103-05 C 70/60 85

103-06 B 65/55 85

104 R 18 104-01 to 104-04 B 65/55 85

107 R 18 107–01, 107–03, 107–05 C 70/60 85

107–04 and 107–06 B 65/55 85

108 R 18 108–01, 108–03, 108–05 C 70/60 85

108–04 and 108–06 B 65/55 85

110 R 18 110–01, 110–03 to 110–05 C 70/60 85

110–06 B 65/55 85

111 R 19 111-01 to 111-04 B 65/55 85

113 R 19 113–01, 113–03 to 113–05 C 70/60 85

113-06 B 65/55 85

114 R 19 114-01 to 114-04 B 65/55 85

116 R 19 116-01 to 116-04 B 65/55 85

117 R 19 117-01 to 117-04 B 65/55 85

118 R 19 118-01 to 118-04 B 65/55 85


119 R 15 119-01, 119-03 to 119-06 B 65/55 85

122 R 16 122-01, 122-03, 122-05 C 70/60 85

122-04 and 122-06 B 65/55 85

123 R 16 123-01, 123-03, 123-05 C 70/60 85

123-04 and 123-06 B 65/55 85

125 R 16 125-01, 125-03, 125-05 C 70/60 85

125-04 and 125-06 B 65/55 85

126 R 16 126-01, 126-03 to 126-05 C 70/60 85

126-06 B 65/55 85

129 R 16 129-01, 129-03, 129-05 C 70/60 85

129-04 and 129-06 B 65/55 85

130 R 17 130-01, 130-03, 130-05 C 70/60 85



248118-REP-017-03 | Final | July 2017


Page 4-90

ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

130-04 and 130-06 B 65/55 85

132 R 17 132-01, 132-03, 132-05 C 70/60 85

132-04 and 132-06 B 65/55 85

133 R 17 133-01, 133-03, 133-05 C 70/60 85

133-04 and 133-06 B 65/55 85

135 R 17

135-01, 135-03, 135-05 C 70/60 85

135-04 and 135-06 B 65/55 85

801 E 1 801-01 C 70/- 85


136 R 19 136-01 to 136-04 B 65/55 85

139 R 20 139-01 to 139-04 B 65/55 85

140 R 20 140-01 to 140-04 B 65/55 85

142 R 20 142-01, 142-03 to 142-05 C 70/60 85

142-06 B 65/55 85

143 R 20 143-01, 143-03 to 143-05 C 70/60 85

143-06 B 65/55 85

146 R 21 146-01 to 146-04 B 65/55 85

147 R 21 147-01, 147-03 to 147-05 C 70/60 85

147-06 B 65/55 85

149 R 21 149-01 to 149-04 B 65/55 85

Phase 1 to Phase 2

201 R 16 201-01 to 201-03 C 70/60 85

206 R 16 206-01 C 70/60 85

207 R 17 207-01 C 70/60 85

211 R 17 211-01 C 70/60 85

212 R 17 212-01 to 212-02 C 70/60 85

215 R 18 215-01 to 215-04 C 70/60 85

501 E 7 501-01 to 501-05 C 70/- 85

802 E 1 802-01 to 802-02 C 70/- 85

Phase 1 to Phase 3

301 R 19 301-01 C 70/60 85

303 R 19 303-01 to 303-07 C 70/60 85

304 R 19 304-01 C 70/60 85

305 R 19 305-01 C 70/60 85

307 R 20 307-01 to 307-06 C 70/60 85

308 R 21 308-01 C 70/60 85

309 R 22 309-01 to 309-02 C 70/60 85



248118-REP-017-03 | Final | July 2017


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ID[1] Uses[2]

No. of

Domestic

Storey

NAP[3] ASR[4]

Daytime &

Evening/

Night-time

Criteria Leq

30 min

dB(A)[5]

Criteria

Lmax

dB(A)[6]

310 R 18 310-01 to 310-04 C 70/60 85

311 R 18 311-01 to 311-02 C 70/60 85

312 R 18 312-01 C 70/60 85

601 E 7

601–01 and 601–06 B 65/- 85

601–02 to 601–05, 601–07

to 601–09 C 70/- 85

803 E 1 803-01 B 65/- 85

Phase 1 to Phase 4

401 R 21 401–01 to 401–04 B 65/55 85

403 R 21 403–01 to 403–04 B 65/55 85

404 R 22 404–01 to 404–04 B 65/55 85

407 R 22 407–01 to 407–04 B 65/55 85

408 R 20 408-02 to 408–18 C 70/60 85

409 R 20 409-01 to 409–18 C 70/60 85

414 R 21 414-01 to 414–15 C 70/60 85

415 R 21 415-01 to 415-02 C 70/60 85

419 R 21 419-01 to 419–13 C 70/60 85

420 R 22 420-01 to 420–19 C 70/60 85

421 R 22 421-01 to 421–17 C 70/60 85

422 R 22 422-01 to 422–12 C 70/60 85

701 E 7 701-01 to 701-08 C 70/- 85

804 E 1 804-01 B 65/- 85

Notes:












4.7.2.2 Potential rail noise impacts are anticipated from the existing TCL and

AEL which runs on the at-grade ballast track between MTR Tung

Chung Station and MTR Tsing Yi Station which is located to the

southern side of the proposed development. The noise inventory in the

approved Lantau and Airport Railway Environmental Assessment




248118-REP-017-03 | Final | July 2017


Page 4-92

Report (LAR EIA) (EIA-029/BC) has been adopted. Absorptive panel

shall be installed under platform of SHO as far as possible to prevent

noise reflection. The alignment of rail tracks considered in the

assessment is the re-aligned TCL and AEL due to provision of SHO.

In addition, the shunting noise in SHD during SHD operation is also

included and addressed in this EIA report.

4.7.3 Prediction and Evaluation of Rail Noise Impact

Scenarios

4.7.3.1 The rail noise impact assessment including the unmitigated scenario

and mitigated scenario has been conducted with respect to the criteria

set in Annex 5 of the TM. The worst operation mode representing the

maximum noise emission has been assessed. Agreement with the

Director on the scenarios has been obtained prior to the


4.7.3.2 The following scenarios have been conducted:

Phase 1a population intake after April 2026 (Unmitigated Scenario and Mitigated Scenario);

Phase 1a to Phase 1b population intake after October 2026 (Unmitigated Scenario and Mitigated Scenario);

Phase 1a to Phase 1c population intake after April 2027 (Unmitigated Scenario and Mitigated Scenario);

Phase 1 to Phase 2 population intake after January 2030 (Unmitigated Scenario and Mitigated Scenario);

Phase 1a to Phase 3 population intake after January 2034 (Unmitigated Scenario and Mitigated Scenario); and

Full occupation, i.e. Phase 1 to Phase 4 after July 2038 (Unmitigated Scenario and Mitigated Scenario).


4.7.3.3 The predicted rail noise levels in Leq (30 min) and Lmax during the day and

at night at the selected assessment points at various representative floor

levels (in m P.D.) are presented on tables and plans of suitable scale.

4.7.3.4 For Lmax prediction, Equation 15.21 in the Transportation Noise

Reference Book 1987 has been adopted to calculate Lmax at NSRs,

façade correction has been included.

4.7.3.5 The assessment has covered the rail noise impacts associated with the

existing railways, the re-aligned TCL and AEL and train movement

within SHD due to provision of SHO on existing and planned NSRs

with proposed mitigation measures within the assessment area. As the

operation of train movement within SHD is different during day-time

and night-time, rail noise impact for day-time and night-time have

been included.



248118-REP-017-03 | Final | July 2017


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4.7.3.6 The predicted rail noise levels for TCL/AEL and SHD operation at the

representative NSRs are presented in the Table 4.26. Details are

provided in Appendix 4.21.




248118-REP-017-03 | Final | July 2017


Page 4-94

Table 4.26a Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (Phase 1a population intake after Year 2026)

ID[1] NAP[2] ASR Max. Predicted Leq 30

min (Daytime), dB(A)

Max. Predicted Leq 30

min (Night-time), dB(A)

Predicted

Lmax[6] , dB(A)

Criteria, dB(A) Mitigation Measures

Required [Y/N] Leq 30 min[3] Lmax

[5]

Existing NSRs

N01 N01-01 N/A[4] 68 68 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03 to 101-06 C 57 57 78 70/60 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 53 51 84 65/55 85 N

104 104-01 to 104-03 B <40 <40 <60 65/55 85 N

104-04 C 54 52 <60 70/60 85 N

107 107-01, 107-03 to 107-06 C 62 60 77 70/60 85 N

108 108-01, 108-03 to 108-06 C 63 60 76 70/60 85 N

110 110-01, 110-03 to 110-06 C 67 67 83 70/60 85 Y

111 111-01 to 111-04 C 64 61 <60 70/60 85 Y

113 113-01, 113-03 to 113-06 C 67 67 84 70/60 85 Y

114 114-01 to 114-04 C 64 61 <60 70/60 85 Y

116 116-01 to 116-04 C 64 62 <60 70/60 85 Y

117 117-01 to 117-04 C 65 62 <60 70/60 85 Y

118 118-01 to 118-04 C 65 63 <60 70/60 85 Y

Notes:



[3] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed according to IND-TM.



248118-REP-017-03 | Final | July 2017


Page 4-95




[6] The nearest NSR of each building to the railway is adopted for Lmax calculation to represent the worst case scenario.

Table 4.26b Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (Phase 1a to Phase 1b population intake after Year 2026)





Predicted

Lmax[6] , dB(A)



[5]

Existing NSRs

N01 N01-01 N/A[4] 68 68 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C 45 45 72 70/60 85 N

101-04 and 101-06 B 50 48 72 65/55 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 53 51 84 65/55 85 N

104 104-01 to 104-03 B <40 <40 <60 65/55 85 N

104-04 C 54 52 <60 70/60 85 N

107 107-01, 107-03 to 107-06 C 62 60 77 70/60 85 N

108 108-01, 108-03 to 108-06 C 63 60 76 70/60 85 N

110 110-01, 110-03 to 110-06 C 67 67 83 70/60 85 Y

111 111-01 to 111-04 C 64 61 <60 70/60 85 Y

113 113-01, 113-03 to 113-06 C 67 67 84 70/60 85 Y

114 114-01 to 114-04 C 64 61 <60 70/60 85 Y

116 116-01 to 116-04 C 64 62 <60 70/60 85 Y



248118-REP-017-03 | Final | July 2017


Page 4-96





Predicted

Lmax[6] , dB(A)



[5]

117 117-01 to 117-04 C 65 62 <60 70/60 85 Y

118 118-01 to 118-04 C 65 63 <60 70/60 85 Y

Phase 1a to 1b

119 119-01, 119-03 to 119-06 B 43 45 <60 65/55 85 N

122 122-01, 122-03, 122-05 C 63 63 79 70/60 85 Y

122-04 and 122-06 B 47 47 79 65/55 85 N

123 123-01, 123-03, 123-05 C 61 61 80 70/60 85 Y

123-04 and 123-06 B 41 41 80 65/55 85 N

125 125-01, 125-03, 125-05 C 51 51 71 70/60 85 N

125-04 and 125-06 B <40 <40 71 65/55 85 N

126 126-01, 126-03 to 126-05 C 57 57 80 70/60 85 N

126-06 B <40 <40 80 65/55 85 N

129 129-01, 129-03, 129-05 C 51 51 82 70/60 85 N

129-04 and 129-06 B <40 <40 82 65/55 85 N

130 130-01, 130-03, 130-05 C 51 51 76 70/60 85 N

130-04 and 130-06 B <40 <40 76 65/55 85 N

132 132-01, 132-03, 132-05 C 60 60 79 70/60 85 N

132-04 and 132-06 B 43 43 79 65/55 85 N

133 133-01, 133-03, 133-05 C 62 62 80 70/60 85 Y

133-04 and 133-06 B 44 44 80 65/55 85 N

135 135–01, 135–03, 135–05 C 49 49 76 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-97





Predicted

Lmax[6] , dB(A)



[5]

135–04 and 135–06 B <40 <40 76 65/55 85 N

801 801-01 C 57 - 76 70/- 85 N

Notes:



[3] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed according to IND-TM





Table 4.26c Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (Phase 1a to Phase 1c population intake after Year 2027)





Predicted

Lmax[6] , dB(A)



[5]

Existing NSRs

N01 N01-01 N/A[4] 69 69 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C 45 45 72 70/60 85 N

101-04 and 101-06 B 50 48 72 65/55 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 53 51 84 65/55 85 N

104 104-01 to 104-03 B <40 <40 <60 65/55 85 N

104-04 C 54 52 <60 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-98





Predicted

Lmax[6] , dB(A)



[5]

107 107-01, 107-03 to 107-06 C 62 60 77 70/60 85 N

108 108-01, 108-03 to 108-06 C 63 60 76 70/60 85 N

110 110-01, 110-03 to 110-06 C 67 67 83 70/60 85 Y

111 111-01 to 111-04 C 64 61 <60 70/60 85 Y

113 113-01, 113-03 to 113-06 C 67 67 84 70/60 85 Y

114 114-01 to 114-04 C 64 61 <60 70/60 85 Y

116 116-01 to 116-04 C 64 62 <60 70/60 85 Y

117 117-01 to 117-04 C 65 62 <60 70/60 85 Y

118 118-01 to 118-04 C 65 63 <60 70/60 85 Y


119 119-01, 119-03 to 119-06 B 43 45 <60 65/55 85 N

122 122-01, 122-03, 122-05 C 63 63 79 70/60 85 Y

122-04 and 122-06 B 47 47 79 65/55 85 N

123 123-01, 123-03, 123-05 C 61 61 80 70/60 85 Y

123-04 and 123-06 B 41 41 80 65/55 85 N

125 125-01, 125-03, 125-05 C 51 51 71 70/60 85 N

125-04 and 125-06 B <40 <40 71 65/55 85 N

126 126-01, 126-03 to 126-05 C 57 57 80 70/60 85 N

126-06 B <40 <40 80 65/55 85 N

129 129-01, 129-03, 129-05 C 51 51 82 70/60 85 N

129-04 and 129-06 B <40 <40 82 65/55 85 N

130 130-01, 130-03, 130-05 C 51 51 76 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-99





Predicted

Lmax[6] , dB(A)



[5]

130-04 and 130-06 B <40 <40 76 65/55 85 N

132 132-01, 132-03, 132-05 C 60 60 79 70/60 85 N

132-04 and 132-06 B 43 43 79 65/55 85 N

133 133-01, 133-03, 133-05 C 62 62 80 70/60 85 Y

133-04 and 133-06 B 44 44 80 65/55 85 N

135 135–01, 135–03, 135–05 C 49 49 76 70/60 85 N

135–04 and 135–06 B <40 <40 76 65/55 85 N

801 801-01 C 57 - 76 70/- 85 N


136 136-01 to 136-04 C 65 63 76 70/60 85 Y

139 139-01 to 139-04 C 64 62 <60 70/60 85 Y

140 140-01 to 140-04 C 64 62 <60 70/60 85 Y

142 142-01, 142-03 to 142-06 C 66 63 <60 70/60 85 Y

143 143-01, 143-03 to 143-06 C 63 62 77 70/60 85 Y

146 146-01 to 146-04 C 59 55 78 70/60 85 N

147 147-01, 147-03 to 147-06 C 67 67 <60 70/60 85 Y

149 149-01 to 149-04 C 70 67 84 70/60 85 N

Notes:








248118-REP-017-03 | Final | July 2017


Page 4-100



Table 4.26d Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (Phase 1a to Phase 2 population intake after Year 2030)





Predicted

Lmax[6] , dB(A)



[5]

Existing NSRs

N01 N01-01 N/A[4] 69 69 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1

101 101-01, 101-03, 101-05 C 45 45 72 70/60 85 N

101-04 and 101-06 B <40 <40 72 65/55 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 44 44 84 65/55 85 N

104 104-01 to 104-04 B <40 <40 <60 65/55 85 N

107 107–01, 107–03, 107–05 C 56 56 77 70/60 85 N

107–04 and 107–06 B <40 <40 77 65/55 85 N

108 108–01, 108–03, 108–05 C 57 57 76 70/60 85 N

108–04 and 108–06 B <40 <40 76 65/55 85 N

110 110–01, 110–03 to 110–05 C 67 67 83 70/60 85 Y

110–06 B 42 42 83 65/55 85 N

111 111-01 to 111-04 B <40 <40 <60 65/55 85 N

113 113–01, 113–03 to 113–05 C 67 67 84 70/60 85 Y

113-06 B 41 41 84 65/55 85 N



248118-REP-017-03 | Final | July 2017


Page 4-101





Predicted

Lmax[6] , dB(A)



[5]

114 114-01 to 114-04 B <40 <40 <60 65/55 85 N

116 116-01 to 116-04 B <40 <40 <60 65/55 85 N

117 117-01 to 117-04 B <40 <40 <60 65/55 85 N

118 118-01 to 118-04 B <40 <40 <60 65/55 85 N


119 119-01, 119-03 to 119-06 B 45 45 <60 65/55 85 N

122 122-01, 122-03, 122-05 C 63 63 <60 70/60 85 Y

122-04 and 122-06 B 47 47 <60 65/55 85 N

123 123-01, 123-03, 123-05 C 61 61 80 70/60 85 Y

123-04 and 123-06 B 41 41 80 65/55 85 N

125 125-01, 125-03, 125-05 C 51 51 71 70/60 85 N

125-04 and 125-06 B <40 <40 71 65/55 85 N

126 126-01, 126-03 to 126-05 C 57 57 80 70/60 85 N

126-06 B <40 <40 80 65/55 85 N

129 129-01, 129-03, 129-05 C 51 51 82 70/60 85 N

129-04 and 129-06 B <40 <40 82 65/55 85 N

130 130-01, 130-03, 130-05 C 51 51 76 70/60 85 N

130-04 and 130-06 B <40 <40 76 65/55 85 N

132 132-01, 132-03, 132-05 C 60 60 79 70/60 85 N

132-04 and 132-06 B 43 43 79 65/55 85 N

133 133-01, 133-03, 133-05 C 62 62 80 70/60 85 Y



248118-REP-017-03 | Final | July 2017


Page 4-102





Predicted

Lmax[6] , dB(A)



[5]

133-04 and 133-06 B 44 44 80 65/55 85 N

135 135-01, 135-03, 135-05 C 49 49 76 70/60 85 N

135-04 and 135-06 B <40 <40 76 65/55 85 N

801 801-01 C 57 - 76 70/- 85 N


136 136-01 to 136-04 B <40 <40 <60 65/55 85 N

139 139-01 to 139-04 B <40 <40 <60 65/55 85 N

140 140-01 to 140-04 B <40 <40 <60 65/55 85 N

142 142-01, 142-03 to 142-06 C 60 59 77 70/60 85 N

143 143-01, 143-03 to 143-06 C 60 60 78 70/60 85 N

146 146-01 to 146-04 C 55 <40 <60 70/60 85 N

147 147-01, 147-03 to 147-06 C 67 67 84 70/60 85 Y

149 149-01 to 149-04 C 59 <40 <60 70/60 85 N

Phase 1 to Phase 2

201 201-01 to 201-03 C 57 57 75 70/60 85 N

206 206-01 C 50 50 72 70/60 85 N

207 207-01 C 46 46 69 70/60 85 N

211 211-01 C 50 50 77 70/60 85 N

212 212-01 to 212-02 C 50 50 74 70/60 85 N

215 215-01 to 215-04 C 48 48 68 70/60 85 N

501 501-01 to 501-05 C 52 - 74 70/- 85 N



248118-REP-017-03 | Final | July 2017


Page 4-103





Predicted

Lmax[6] , dB(A)



[5]

802 802-01 to 802-02 C 57 - 76 70/- 85 N

Notes:








Table 4.26e Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (Phase 1a to Phase 3 population intake after Year 2034)





Predicted

Lmax[6] , dB(A)



[5]

Existing NSRs

N01 N01-01 N/A[4] 69 69 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C 45 45 72 70/60 85 N

101-04 and 101-06 B <40 <40 72 65/55 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 44 44 84 65/55 85 N

104 104-01 to 104-04 B <40 <40 <60 65/55 85 N

107 107–01, 107–03, 107–05 C 56 56 77 70/60 85 N

107–04 and 107–06 B <40 <40 77 65/55 85 N



248118-REP-017-03 | Final | July 2017


Page 4-104





Predicted

Lmax[6] , dB(A)



[5]

108 108–01, 108–03, 108–05 C 57 57 76 70/60 85 N

108–04 and 108–06 B <40 <40 76 65/55 85 N

110 110–01, 110–03 to 110–05 C 67 67 83 70/60 85 Y

110–06 B 42 42 83 65/55 85 N

111 111-01 to 111-04 B <40 <40 <60 65/55 85 N

113 113–01, 113–03 to 113–05 C 67 67 84 70/60 85 Y

113-06 B 41 41 84 65/55 85 N

114 114-01 to 114-04 B <40 <40 <60 65/55 85 N

116 116-01 to 116-04 B <40 <40 <60 65/55 85 N

117 117-01 to 117-04 B <40 <40 <60 65/55 85 N

118 118-01 to 118-04 B <40 <40 <60 65/55 85 N


119 119-01, 119-03 to 119-06 B 45 45 <60 65/55 85 N

122 122-01, 122-03, 122-05 C 63 63 <60 70/60 85 Y

122-04 and 122-06 B 47 47 <60 65/55 85 N

123 123-01, 123-03, 123-05 C 61 61 80 70/60 85 Y

123-04 and 123-06 B 41 41 80 65/55 85 N

125 125-01, 125-03, 125-05 C 51 51 71 70/60 85 N

125-04 and 125-06 B <40 <40 71 65/55 85 N

126 126-01, 126-03 to 126-05 C 57 57 80 70/60 85 N

126-06 B <40 <40 80 65/55 85 N

129 129-01, 129-03, 129-05 C 51 51 82 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-105





Predicted

Lmax[6] , dB(A)



[5]

129-04 and 129-06 B <40 <40 82 65/55 85 N

130 130-01, 130-03, 130-05 C 51 51 76 70/60 85 N

130-04 and 130-06 B <40 <40 76 65/55 85 N

132 132-01, 132-03, 132-05 C 60 60 79 70/60 85 N

132-04 and 132-06 B 43 43 79 65/55 85 N

133 133-01, 133-03, 133-05 C 62 62 80 70/60 85 Y

133-04 and 133-06 B 44 44 80 65/55 85 N

135 135-01, 135-03, 135-05 C 49 49 76 70/60 85 N

135-04 and 135-06 B <40 <40 76 65/55 85 N

801 801-01 C 57 - 76 70/- 85 N


136 136-01 to 136-04 B <40 <40 <60 65/55 85 N

139 139-01 to 139-04 B <40 <40 <60 65/55 85 N

140 140-01 to 140-04 B <40 <40 <60 65/55 85 N

142 142-01, 142-03 to 142-05 C 59 59 77 70/60 85 N

142-06 B 43 43 77 65/55 85 N

143 143-01, 143-03 to 143-05 C 60 60 78 70/60 85 N

143-06 B 45 45 78 65/55 85 N

146 146-01 to 146-04 B <40 <40 <60 65/55 85 N

147 147-01, 147-03 to 147-05 C 67 67 84 70/60 85 Y

147-06 B 40 40 84 65/55 85 N

149 149-01 to 149-04 B <40 <40 <60 65/55 85 N



248118-REP-017-03 | Final | July 2017


Page 4-106





Predicted

Lmax[6] , dB(A)



[5]

Phase 1 to Phase 2

201 201-01 to 201-03 C 57 57 75 70/60 85 N

206 206-01 C 50 50 72 70/60 85 N

207 207-01 C 46 46 69 70/60 85 N

211 211-01 C 50 50 77 70/60 85 N

212 212-01 to 212-02 C 50 50 74 70/60 85 N

215 215-01 to 215-04 C 48 48 68 70/60 85 N

501 501-01 to 501-05 C 52 - 74 70/- 85 N

802 802-01 to 802-02 C 57 - 76 70/- 85 N

Phase 1 to Phase 3

301 301-01 C 50 50 77 70/60 85 N

303 303-01 to 303-07 C 56 56 73 70/60 85 N

304 304-01 C 50 50 69 70/60 85 N

305 305-01 C 51 51 70 70/60 85 N

307 307-01 to 307-06 C 62 62 73 70/60 85 Y

308 308-01 C 55 55 70 70/60 85 N

309 309-01 to 309-02 C 57 57 70 70/60 85 N

310 310-01 to 310-04 C 50 50 72 70/60 85 N

311 311-01 to 311-02 C 50 50 69 70/60 85 N

312 312-01 C 49 49 69 70/60 85 N

601 601–01 and 601–06 B 52 - 74 65/55 85 N



248118-REP-017-03 | Final | July 2017


Page 4-107





Predicted

Lmax[6] , dB(A)



[5]

601–02 to 601–05, 601–07

to 601–09 C 54 - 74 70/- 85 N

803 803-01 B <40 - <60 65- 85 N

Notes:







[6] Only the first layer of NSRs are selected for Lmax prediction as Phase 1a to Phase 1c and Phase 4a could provide noise screening to rail noise on the residential blocks

in Phase 2, Phase 3, Phase 4b and Phase 4c. As the predicted maximum Lmax for first layer of NSR is 85 dB(A), therefore, the predicted Lmax for Phase 2, Phase 3,

Phase 4b and Phase 4c should be smaller than 85dB(A), which complies with the Lmax criterion.

Table 4.26f Predicted rail noise impact at existing and planned NSRs under unmitigated scenario (full occupation after Year 2038)





Predicted

Lmax[6] , dB(A)



[5]

Existing NSRs

N01 N01-01 N/A[4] 69 69 80 N/A[4] N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C 45 45 72 70/60 85 N

101-04 and 101-06 B <40 <40 72 65/55 85 N

103 103-01, 103-03 to 103-05 C 67 67 84 70/60 85 Y

103-06 B 44 44 84 65/55 85 N

104 104-01 to 104-04 B <40 <40 <60 65/55 85 N



248118-REP-017-03 | Final | July 2017


Page 4-108





Predicted

Lmax[6] , dB(A)



[5]

107 107–01, 107–03, 107–05 C 56 56 77 70/60 85 N

107–04 and 107–06 B <40 <40 77 65/55 85 N

108 108–01, 108–03, 108–05 C 57 57 76 70/60 85 N

108–04 and 108–06 B <40 <40 76 65/55 85 N

110 110–01, 110–03 to 110–05 C 67 67 83 70/60 85 Y

110–06 B 42 42 83 65/55 85 N

111 111-01 to 111-04 B <40 <40 <60 65/55 85 N

113 113–01, 113–03 to 113–05 C 67 67 84 70/60 85 Y

113-06 B 41 41 84 65/55 85 N

114 114-01 to 114-04 B <40 <40 <60 65/55 85 N

116 116-01 to 116-04 B <40 <40 <60 65/55 85 N

117 117-01 to 117-04 B <40 <40 <60 65/55 85 N

118 118-01 to 118-04 B <40 <40 <60 65/55 85 N


119 119-01, 119-03 to 119-06 B 45 45 <60 65/55 85 N

122 122-01, 122-03, 122-05 C 63 63 <60 70/60 85 Y

122-04 and 122-06 B 47 47 <60 65/55 85 N

123 123-01, 123-03, 123-05 C 61 61 80 70/60 85 Y

123-04 and 123-06 B 41 41 80 65/55 85 N

125 125-01, 125-03, 125-05 C 51 51 71 70/60 85 N

125-04 and 125-06 B <40 <40 71 65/55 85 N

126 126-01, 126-03 to 126-05 C 57 57 80 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-109





Predicted

Lmax[6] , dB(A)



[5]

126-06 B <40 <40 80 65/55 85 N

129 129-01, 129-03, 129-05 C 51 51 82 70/60 85 N

129-04 and 129-06 B <40 <40 82 65/55 85 N

130 130-01, 130-03, 130-05 C 51 51 76 70/60 85 N

130-04 and 130-06 B <40 <40 76 65/55 85 N

132 132-01, 132-03, 132-05 C 60 60 79 70/60 85 N

132-04 and 132-06 B 43 43 79 65/55 85 N

133 133-01, 133-03, 133-05 C 62 62 80 70/60 85 Y

133-04 and 133-06 B 44 44 80 65/55 85 N

135 135-01, 135-03, 135-05 C 49 49 76 70/60 85 N

135-04 and 135-06 B <40 <40 76 65/55 85 N

801 801-01 C 57 - 76 70/- 85 N


136 136-01 to 136-04 B <40 <40 <60 65/55 85 N

139 139-01 to 139-04 B <40 <40 <60 65/55 85 N

140 140-01 to 140-04 B <40 <40 <60 65/55 85 N

142 142-01, 142-03 to 142-05 C 59 59 77 70/60 85 N

142-06 B 40 40 77 65/55 85 N

143 143-01, 143-03 to 143-05 C 60 60 78 70/60 85 N

143-06 B 41 41 78 65/55 85 N

146 146-01 to 146-04 B <40 <40 <60 65/55 85 N

147 147-01, 147-03 to 147-05 C 67 67 84 70/60 85 Y



248118-REP-017-03 | Final | July 2017


Page 4-110





Predicted

Lmax[6] , dB(A)



[5]

147-06 B 40 40 84 65/55 85 N

149 149-01 to 149-04 B <40 <40 <60 65/55 85 N

Phase 1 to Phase 2

201 201-01 to 201-03 C 57 57 75 70/60 85 N

206 206-01 C 50 50 72 70/60 85 N

207 207-01 C 46 46 69 70/60 85 N

211 211-01 C 50 50 77 70/60 85 N

212 212-01 to 212-02 C 50 50 74 70/60 85 N

215 215-01 to 215-04 C 48 48 68 70/60 85 N

501 501-01 to 501-05 C 52 - 74 70/- 85 N

802 802-01 to 802-02 C 57 - 76 70/- 85 N

Phase 1 to Phase 3

301 301-01 C 50 50 77 70/60 85 N

303 303-01 to 303-07 C 56 56 73 70/60 85 N

304 304-01 C 50 50 69 70/60 85 N

305 305-01 C 51 51 70 70/60 85 N

307 307-01 to 307-06 C 62 62 73 70/60 85 Y

308 308-01 C 48 48 70 70/60 85 N

309 309-01 to 309-02 C 48 48 70 70/60 85 N

310 310-01 to 310-04 C 50 50 72 70/60 85 N

311 311-01 to 311-02 C 50 50 69 70/60 85 N

312 312-01 C 49 49 69 70/60 85 N



248118-REP-017-03 | Final | July 2017


Page 4-111





Predicted

Lmax[6] , dB(A)



[5]

601

601–01 and 601–06 B 52 - 74 65/- 85 N

601–02 to 601–05, 601–07

to 601–09 C 54 - 74 70/- 85 N

803 803-01 B <40 - <60 65/- 85 N

Phase 1 to Phase 4

401 401–01 to 401–04 B <40 <40 <60 65/55 85 N

403 403–01 to 403–04 B <40 <40 <60 65/55 85 N

404 404–01 to 404–04 B <40 <40 <60 65/55 85 N

407 407–01 to 407–04 B <40 <40 <60 65/55 85 N

408 408-02 to 408–18 C 60 60 78 70/60 85 N

409 409-01 to 409–18 C 58 58 77 70/60 85 N

414 414-01 to 414–15 C 63 63 75 70/60 85 Y

415 415-01 to 415-02 C 55 55 72 70/60 85 N

419 419-01 to 419–13 C 52 52 73 70/60 85 N

420 420-01 to 420–19 C 53 53 77 70/60 85 N

421 421-01 to 421–17 C 58 58 81 70/60 85 N

422 422-01 to 422–12 C 63 63 84 70/60 85 Y

701 701-01 to 701-08 C 57 - 81 70/- 85 N

804 804-01 B <40 - <60 65/- 85 N

Notes:






248118-REP-017-03 | Final | July 2017


Page 4-112




[6] Only the first layer of NSRs are selected for Lmax prediction as Phase 1a to Phase 1c and Phase 4a could provide noise screening to rail noise on the residential blocks

in Phase 2, Phase 3, Phase 4b and Phase 4c. As the predicted maximum Lmax for first layer of NSR is 85 dB(A), therefore, the predicted Lmax for Phase 2, Phase 3,

Phase 4b and Phase 4c should be smaller than 85dB(A), which complies with the Lmax criterion.



248118-REP-017-03 | Final | July 2017


Page 4-113

4.7.3.7 It can be seen that most of the NSRs met the criteria except some NSRs

exceed the night-time criterion of 1 – 7 dB(A). Hence, mitigation

measures are required. The rail noise impact at Country Park (N01)

ranges from 68 to 69 dB(A). Given the transient nature of visitor using

hiking trails, adverse noise impact is not anticipated.


receivers that will be exposed to rail noise impact exceeding the

criteria set in Annex 5 in the EIAO-TM have been calculated. It is

predicted that a total of about 200 dwellings will be exposed to rail

noise impact under unmitigated scenario during Phase 1a; 200

dwellings during Phase 1a to 1b; 400 dwellings during Phase 1a to 1c,

400 dwellings during Phase 1a to 2, 400 dwellings during Phase 1a to

3 and 400 dwellings after full occupation.

4.7.4 Mitigation of Rail Noise Impact


4.7.4.1 As the unmitigated scenario has exceeded the respective noise criterion,

the proposed rail noise mitigation measures are shown in Table 4.27

and Figure 4.6.

Table 4.27 Extents and locations of proposed mitigation measures for rail noise


Measures[2, 4]

Phase 1

103 Noise canopy[3]

110 Noise canopy[3]

113 Noise canopy[3]

122 Noise canopy[3]

123 Noise canopy[3]

133 Noise canopy[3]

147 Noise canopy[3]

Phase 3 307 Noise canopy[3]


422 Noise canopy[3]

Notes:



[3] Out of 1.6km, a total of about 1.1km sections of noise canopy has been proposed along the

southern edge of the podium at +23mPD to protect the NSRs against road traffic and rail

noise impacts. Extend of canopy for each phase is shown in Figure 4.1c. Typical section

of noise canopy is given in Appendix 4.22.

[4] In addition, temporary cantilever noise barrier and canopy at the podium edge are proposed

after Phase 1 to mitigate the shunting noise during SHD replanning works. Extend of the

cantilever noise barrier and canopy is shown in Figure 4.6e.

4.7.4.2 Summary of the proposed road traffic noise and rail noise mitigation

measures are shown in Table 4.28.








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Table 4.28 Extents and locations of proposed mitigation measures for road traffic noise and rail noise


Measures[2,5]

Phase 1


Noise canopy[4]


Noise canopy[4]


Noise canopy[4]

122 Noise canopy[4]

123 Noise canopy[4]

133 Noise canopy[4]



Noise canopy[4]


Phase 2 802 Acoustic windows



Phase 4



414 Noise canopy[4]




Noise canopy[4]


Notes:



[3] Noise tolerant use is proposed to be arranged in the internal layout at the facade facing the

NLH. Details are shown in Figure 4.6.

[4] Out of 1.6km, a total of about 1.1km sections of noise canopy has been proposed along the

southern edge of the podium at +23mPD to protect the NSRs against road traffic and rail

noise impacts. Extend of canopy for each phase is shown in Figure 4.1c. Typical section

of noise canopy is given in Appendix 4.22.

[5] In addition, temporary cantilever noise barrier and canopy at the podium edge are proposed

after Phase 1 to mitigate the shunting noise during SHD replanning works. Extend of the

cantilever noise barrier and canopy is shown in Figure 4.6e.

4.7.4.3 There might be potential wheel squeal when train moving through

sharp bends within existing SHD. The passenger trains has been

installed with stick lubricator to minimize the potential wheel squeal,

where necessary, further administrative measures including train

wheel and rail lubrication techniques will be adopted, during the

operation of existing SHD to minimize the potential wheel squeal.








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4.7.4.4 Fixed glazing could be considered as specially provided glazing under

NCO in the later detail design stage. When fixed/rail noise is

transmitted to the NSR primarily through specially provided glazing at

the facade of the building as considered appropriate for reducing the

noise, and the assessment point is a particular internal location

considered appropriate having regard to the normal occupancy of the

building, the proposed fixed glazing will be provided with sufficient

noise insulation performance to meet NCO TM requirement.

4.7.4.5 The predicted mitigated noise levels at representative NSRs are

presented in Table 4.29. Details are provided in Appendix 4.23.




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Table 4.29a Predicted rail noise impact at existing and planned NSRs under mitigated scenario (Phase 1a population intake after Year 2026)

ID[1] NAP[2] ASR Max. Predicted Leq 30 min

(Daytime), dB(A)

Max. Predicted Leq 30 min

(Night-time), dB(A)


Required [Y/N] Leq 30 min[3]

Existing NSRs

N01 N01-01 N/A[4] 68 68 N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-06 C 57 57 70/60 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 46 44 65/55 N

104 104-01 to 104-03 B <40 <40 65/55 N

104-04 C 48 45 70/60 N

107 107-01, 107-03 to 107-06 C 53 51 70/60 N

108 108-01, 108-03 to 108-06 C 56 54 70/60 N

110 110-01, 110-03 to 110-06 C 55 54 70/60 N

111 111-01 to 111-04 C 52 50 70/60 N

113 113-01, 113-03 to 113-06 C 54 53 70/60 N

114 114-01 to 114-04 C 52 50 70/60 N

116 116-01 to 116-04 C 54 51 70/60 N

117 117-01 to 117-04 C 56 53 70/60 N

118 118-01 to 118-04 C 61 58 70/60 N

Notes:






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Table 4.29b Predicted rail noise impact at existing and planned NSRs under mitigated scenario (Phase 1a to Phase 1b population intake after Year 2026)


(Daytime), dB(A)


(Night-time), dB(A)



Existing NSRs

N01 N01-01 N/A[4] 68 68 N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C <40 <40 70/60 N

101-04 and 101-06 B 46 44 65/55 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 46 44 65/55 N

104 104-01 to 104-03 B <40 <40 65/55 N

104-04 C 48 45 70/60 N

107 107-01, 107-03 to 107-06 C 53 51 70/60 N

108 108-01, 108-03 to 108-06 C 56 54 70/60 N

110 110-01, 110-03 to 110-06 C 55 54 70/60 N

111 111-01 to 111-04 C 52 50 70/60 N

113 113-01, 113-03 to 113-06 C 54 53 70/60 N

114 114-01 to 114-04 C 52 50 70/60 N

116 116-01 to 116-04 C 54 51 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



117 117-01 to 117-04 C 56 53 70/60 N

118 118-01 to 118-04 C 61 58 70/60 N


119 119-01, 119-03 to 119-06 B <40 42 65/55 N

122 122-01, 122-03, 122-05 C 44 44 70/60 N

122-04 and 122-06 B <40 <40 65/55 N

123 123-01, 123-03, 123-05 C 51 51 70/60 N

123-04 and 123-06 B <40 <40 65/55 N

125 125-01, 125-03, 125-05 C 51 51 70/60 N

125-04 and 125-06 B <40 <40 65/55 N

126 126-01, 126-03 to 126-05 C 45 45 70/60 N

126-06 B <40 <40 65/55 N

129 129-01, 129-03, 129-05 C <40 <40 70/60 N

129-04 and 129-06 B <40 <40 65/55 N

130 130-01, 130-03, 130-05 C 51 51 70/60 N

130-04 and 130-06 B <40 <40 65/55 N

132 132-01, 132-03, 132-05 C 43 43 70/60 N

132-04 and 132-06 B 41 41 65/55 N

133 133-01, 133-03, 133-05 C 41 41 70/60 N

133-04 and 133-06 B <40 <40 65/55 N

135 135–01, 135–03, 135–05 C <40 <40 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



135–04 and 135–06 B <40 <40 65/55 N

801 801-01 C 57 - 70/- N

Notes:








Table 4.29c Predicted rail noise impact at existing and planned NSRs under mitigated scenario (Phase 1a to Phase 1c population intake after Year 2027)


(Daytime), dB(A)


(Night-time), dB(A)



Existing NSRs

N01 N01-01 N/A[4] 69 69 N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C <40 <40 70/60 N

101-04 and 101-06 B 46 44 65/55 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 46 44 65/55 N

104 104-01 to 104-03 B <40 <40 65/55 N

104-04 C 48 45 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



107 107-01, 107-03 to 107-06 C 53 51 70/60 N

108 108-01, 108-03 to 108-06 C 56 54 70/60 N

110 110-01, 110-03 to 110-06 C 55 54 70/60 N

111 111-01 to 111-04 C 52 50 70/60 N

113 113-01, 113-03 to 113-06 C 54 53 70/60 N

114 114-01 to 114-04 C 52 50 70/60 N

116 116-01 to 116-04 C 54 51 70/60 N

117 117-01 to 117-04 C 56 53 70/60 N

118 118-01 to 118-04 C 61 58 70/60 N


119 119-01, 119-03 to 119-06 B <40 42 65/55 N

122 122-01, 122-03, 122-05 C 44 44 70/60 N

122-04 and 122-06 B <40 <40 65/55 N

123 123-01, 123-03, 123-05 C 51 51 70/60 N

123-04 and 123-06 B <40 <40 65/55 N

125 125-01, 125-03, 125-05 C 51 51 70/60 N

125-04 and 125-06 B <40 <40 65/55 N

126 126-01, 126-03 to 126-05 C 45 45 70/60 N

126-06 B <40 <40 65/55 N

129 129-01, 129-03, 129-05 C <40 <40 70/60 N

129-04 and 129-06 B <40 <40 65/55 N

130 130-01, 130-03, 130-05 C 51 51 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



130-04 and 130-06 B <40 <40 65/55 N

132 132-01, 132-03, 132-05 C 43 43 70/60 N

132-04 and 132-06 B 41 41 65/55 N

133 133-01, 133-03, 133-05 C 41 41 70/60 N

133-04 and 133-06 B <40 <40 65/55 N

135 135–01, 135–03, 135–05 C <40 <40 70/60 N

135–04 and 135–06 B <40 <40 65/55 N

801 801-01 C 57 - 70/- N


136 136-01 to 136-04 C 60 58 70/60 N

139 139-01 to 139-04 C 55 53 70/60 N

140 140-01 to 140-04 C 56 53 70/60 N

142 142-01, 142-03 to 142-06 C 59 57 70/60 N

143 143-01, 143-03 to 143-06 C 56 55 70/60 N

146 146-01 to 146-04 C 55 44 70/60 N

147 147-01, 147-03 to 147-06 C 57 55 70/60 N

149 149-01 to 149-04 C 61 56 70/60 N

Notes:








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Table 4.29d Predicted rail noise impact at existing and planned NSRs under mitigated scenario (Phase 1a to Phase 2 population intake after Year 2030)


(Daytime), dB(A)


(Night-time), dB(A)



Existing NSRs

N01 N01-01 N/A[4] 69 69 N/A[4] N

Phase 1a

Planned NSRs

101 101-01, 101-03, 101-05 C <40 <40 70/60 N

101-04 and 101-06 B <40 <40 65/55 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 42 42 65/55 N

104 104-01 to 104-04 B <40 <40 65/55 N

107 107–01, 107–03, 107–05 C 42 42 70/60 N

107–04 and 107–06 B <40 <40 65/55 N

108 108–01, 108–03, 108–05 C 43 43 70/60 N

108–04 and 108–06 B <40 <40 65/55 N

110 110–01, 110–03 to 110–05 C 54 54 70/60 N

110–06 B 40 40 65/55 N

111 111-01 to 111-04 B <40 <40 65/55 N

113 113–01, 113–03 to 113–05 C 53 53 70/60 N

113-06 B <40 <40 65/55 N

114 114-01 to 114-04 B <40 <40 65/55 N



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(Daytime), dB(A)


(Night-time), dB(A)



116 116-01 to 116-04 B <40 <40 65/55 N

117 117-01 to 117-04 B <40 <40 65/55 N

118 118-01 to 118-04 B <40 <40 65/55 N


119 119-01, 119-03 to 119-06 B <40 <40 65/55 N

122 122-01, 122-03, 122-05 C 44 44 70/60 N

122-04 and 122-06 B <40 <40 65/55 N

123 123-01, 123-03, 123-05 C 51 51 70/60 N

123-04 and 123-06 B <40 <40 65/55 N

125 125-01, 125-03, 125-05 C 51 51 70/60 N

125-04 and 125-06 B <40 <40 65/55 N

126 126-01, 126-03 to 126-05 C 45 45 70/60 N

126-06 B <40 <40 65/55 N

129 129-01, 129-03, 129-05 C <40 <40 70/60 N

129-04 and 129-06 B <40 <40 65/55 N

130 130-01, 130-03, 130-05 C 51 51 70/60 N

130-04 and 130-06 B <40 <40 65/55 N

132 132-01, 132-03, 132-05 C 43 43 70/60 N

132-04 and 132-06 B 41 41 65/55 N

133 133-01, 133-03, 133-05 C 41 41 70/60 N

133-04 and 133-06 B <40 <40 65/55 N



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(Daytime), dB(A)


(Night-time), dB(A)



135 135-01, 135-03, 135-05 C <40 <40 70/60 N

135-04 and 135-06 B <40 <40 65/55 N

801 801-01 C 57 - 70/- N


136 136-01 to 136-04 B <40 <40 65/55

139 139-01 to 139-04 B <40 <40 65/55 N

140 140-01 to 140-04 B <40 <40 65/55 N

142 142-01, 142-03 to 142-06 C 47 47 70/60 N

143 143-01, 143-03 to 143-06 C 54 54 70/60 N

146 146-01 to 146-04 C <40 <40 70/60 N

147 147-01, 147-03 to 147-06 C 54 54 70/60 N

149 149-01 to 149-04 C <40 <40 70/60 N

Phase 1 to Phase 2

201 201-01 to 201-03 C 57 57 70/60 N

206 206-01 C 47 47 70/60 N

207 207-01 C 44 44 70/60 N

211 211-01 C 49 49 70/60 N

212 212-01 to 212-02 C 47 47 70/60 N

215 215-01 to 215-04 C 46 46 70/60 N

501 501-01 to 501-05 C 51 - 70/- N

802 802-01 to 802-02 C 57 - 70/- N

Notes:



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Table 4.29e Predicted rail noise impact at existing and planned NSRs under mitigated scenario (Phase 1a to Phase 3 population intake after Year 2034)


(Daytime), dB(A)


(Night-time), dB(A)



Existing NSRs

N01 N01-01 N/A[4] 69 69 N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C <40 <40 70/60 N

101-04 and 101-06 B <40 <40 65/55 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 42 42 65/55 N

104 104-01 to 104-04 B <40 <40 65/55 N

107 107–01, 107–03, 107–05 C 42 42 70/60 N

107–04 and 107–06 B <40 <40 65/55 N

108 108–01, 108–03, 108–05 C 43 43 70/60 N

108–04 and 108–06 B <40 <40 65/55 N

110 110–01, 110–03 to 110–05 C 54 54 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



110–06 B 40 40 65/55 N

111 111-01 to 111-04 B <40 <40 65/55 N

113 113–01, 113–03 to 113–05 C 53 53 70/60 N

113-06 B <40 <40 65/55 N

114 114-01 to 114-04 B <40 <40 65/55 N

116 116-01 to 116-04 B <40 <40 65/55 N

117 117-01 to 117-04 B <40 <40 65/55 N

118 118-01 to 118-04 B <40 <40 65/55 N


119 119-01, 119-03 to 119-06 B <40 <40 65/55 N

122 122-01, 122-03, 122-05 C 44 44 70/60 N

122-04 and 122-06 B <40 <40 65/55 N

123 123-01, 123-03, 123-05 C 51 51 70/60 N

123-04 and 123-06 B <40 <40 65/55 N

125 125-01, 125-03, 125-05 C 51 51 70/60 N

125-04 and 125-06 B <40 <40 65/55 N

126 126-01, 126-03 to 126-05 C 45 45 70/60 N

126-06 B <40 <40 65/55 N

129 129-01, 129-03, 129-05 C <40 <40 70/60 N

129-04 and 129-06 B <40 <40 65/55 N

130 130-01, 130-03, 130-05 C 51 51 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



130-04 and 130-06 B <40 <40 65/55 N

132 132-01, 132-03, 132-05 C 43 43 70/60 N

132-04 and 132-06 B 41 41 65/55 N

133 133-01, 133-03, 133-05 C 41 41 70/60 N

133-04 and 133-06 B <40 <40 65/55 N

135 135-01, 135-03, 135-05 C <40 <40 70/60 N

135-04 and 135-06 B <40 <40 65/55 N

801 801-01 C 57 - 70/- N


136 136-01 to 136-04 B <40 <40 65/55 N

139 139-01 to 139-04 B <40 <40 65/55 N

140 140-01 to 140-04 B <40 <40 65/55 N

142 142-01, 142-03 to 142-05 C 47 47 70/60 N

142-06 B 43 43 65/55 N

143 143-01, 143-03 to 143-05 C 54 54 70/60 N

143-06 B 44 44 65/55 N

146 146-01 to 146-04 B <40 <40 65/55 N

147 147-01, 147-03 to 147-05 C 54 54 70/60 N

147-06 B 40 40 65/55 N

149 149-01 to 149-04 B <40 <40 65/55 N

Phase 1 to Phase 2



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(Daytime), dB(A)


(Night-time), dB(A)



201 201-01 to 201-03 C 57 57 70/60 N

206 206-01 C 47 47 70/60 N

207 207-01 C 44 44 70/60 N

211 211-01 C 49 49 70/60 N

212 212-01 to 212-02 C 47 47 70/60 N

215 215-01 to 215-04 C 46 46 70/60 N

501 501-01 to 501-05 C 51 - 70/- N

802 802-01 to 802-02 C 57 - 70/- N

Phase 1 to Phase 3

301 301-01 C 48 48 70/60 N

303 303-01 to 303-07 C 56 56 70/60 N

304 304-01 C 49 49 70/60 N

305 305-01 C 49 49 70/60 N

307 307-01 to 307-06 C 56 56 70/60 N

308 308-01 C 55 55 70/60 N

309 309-01 to 309-02 C 57 57 70/60 N

310 310-01 to 310-04 C 48 48 70/60 N

311 311-01 to 311-02 C 48 48 70/60 N

312 312-01 C 47 47 70/60 N

601

601–01 and 601–06 B 49 - 65/55 N

601–02 to 601–05, 601–07 to

601–09 C 51 - 70/- N



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(Daytime), dB(A)


(Night-time), dB(A)



803 803-01 B <40 - 65- N

Notes:








Table 4.29f Predicted rail noise impact at existing and planned NSRs under mitigated scenario (full occupation after Year 2038)


(Daytime), dB(A)


(Night-time), dB(A)



Existing NSRs

N01 N01-01 N/A[4] 69 69 N/A[4] N

Planned NSRs

Phase 1a

101 101-01, 101-03, 101-05 C <40 <40 70/60 N

101-04 and 101-06 B <40 <40 65/55 N

103 103-01, 103-03 to 103-05 C 53 53 70/60 N

103-06 B 42 42 65/55 N

104 104-01 to 104-04 B <40 <40 65/55 N

107 107–01, 107–03, 107–05 C 42 42 70/60 N

107–04 and 107–06 B <40 <40 65/55 N



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(Daytime), dB(A)


(Night-time), dB(A)



108 108–01, 108–03, 108–05 C 43 43 70/60 N

108–04 and 108–06 B <40 <40 65/55 N

110 110–01, 110–03 to 110–05 C 54 54 70/60 N

110–06 B 40 40 65/55 N

111 111-01 to 111-04 B <40 <40 65/55 N

113 113–01, 113–03 to 113–05 C 53 53 70/60 N

113-06 B <40 <40 65/55 N

114 114-01 to 114-04 B <40 <40 65/55 N

116 116-01 to 116-04 B <40 <40 65/55 N

117 117-01 to 117-04 B <40 <40 65/55 N

118 118-01 to 118-04 B <40 <40 65/55 N


119 119-01, 119-03 to 119-06 B <40 <40 65/55 N

122 122-01, 122-03, 122-05 C 44 44 70/60 N

122-04 and 122-06 B <40 <40 65/55 N

123 123-01, 123-03, 123-05 C 51 51 70/60 N

123-04 and 123-06 B <40 <40 65/55 N

125 125-01, 125-03, 125-05 C 51 51 70/60 N

125-04 and 125-06 B <40 <40 65/55 N

126 126-01, 126-03 to 126-05 C 45 45 70/60 N

126-06 B <40 <40 65/55 N

129 129-01, 129-03, 129-05 C <40 <40 70/60 N



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(Daytime), dB(A)


(Night-time), dB(A)



129-04 and 129-06 B <40 <40 65/55 N

130 130-01, 130-03, 130-05 C 51 51 70/60 N

130-04 and 130-06 B <40 <40 65/55 N

132 132-01, 132-03, 132-05 C 43 43 70/60 N

132-04 and 132-06 B 41 41 65/55 N

133 133-01, 133-03, 133-05 C 41 41 70/60 N

133-04 and 133-06 B <40 <40 65/55 N

135 135-01, 135-03, 135-05 C <40 <40 70/60 N

135-04 and 135-06 B <40 <40 65/55 N

801 801-01 C 57 - 70/- N


136 136-01 to 136-04 B <40 <40 65/55 N

139 139-01 to 139-04 B <40 <40 65/55 N

140 140-01 to 140-04 B <40 <40 65/55 N

142 142-01, 142-03 to 142-05 C 47 47 70/60 N

142-06 B 40 40 65/55 N

143 143-01, 143-03 to 143-05 C 54 54 70/60 N

143-06 B 40 40 65/55 N

146 146-01 to 146-04 B <40 <40 65/55 N

147 147-01, 147-03 to 147-05 C 54 54 70/60 N

147-06 B 40 40 65/55 N

149 149-01 to 149-04 B <40 <40 65/55 N



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(Daytime), dB(A)


(Night-time), dB(A)



Phase 1 to Phase 2

201 201-01 to 201-03 C 57 57 70/60 N

206 206-01 C 47 47 70/60 N

207 207-01 C 44 44 70/60 N

211 211-01 C 49 49 70/60 N

212 212-01 to 212-02 C 47 47 70/60 N

215 215-01 to 215-04 C 46 46 70/60 N

501 501-01 to 501-05 C 51 - 70/- N

802 802-01 to 802-02 C 57 - 70/- N

Phase 1 to Phase 3

301 301-01 C 48 48 70/60 N

303 303-01 to 303-07 C 56 56 70/60 N

304 304-01 C 49 49 70/60 N

305 305-01 C 49 49 70/60 N

307 307-01 to 307-06 C 55 55 70/60 N

308 308-01 C 48 48 70/60 N

309 309-01 to 309-02 C 48 48 70/60 N

310 310-01 to 310-04 C 48 48 70/60 N

311 311-01 to 311-02 C 48 48 70/60 N

312 312-01 C 47 47 70/60 N

601 601–01 and 601–06 B 49 - 65/- N



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(Daytime), dB(A)


(Night-time), dB(A)



601–02 to 601–05, 601–07 to

601–09 C 51 - 70/- N

803 803-01 B <40 - 65/- N

Phase 1 to Phase 4

401 401–01 to 401–04 B <40 <40 65/55 N

403 403–01 to 403–04 B <40 <40 65/55 N

404 404–01 to 404–04 B <40 <40 65/55 N

407 407–01 to 407–04 B <40 <40 65/55 N

408 408-02 to 408–18 C 60 60 70/60 N

409 409-01 to 409–18 C 57 57 70/60 N

414 414-01 to 414–15 C 52 52 70/60 N

415 415-01 to 415-02 C 50 50 70/60 N

419 419-01 to 419–13 C 51 51 70/60 N

420 420-01 to 420–19 C 51 51 70/60 N

421 421-01 to 421–17 C 51 51 70/60 N

422 422-01 to 422–12 C 57 57 70/60 N

701 701-01 to 701-08 C 54 - 70/- N

804 804-01 B <40 - 65/- N

Notes:








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248118-REP-017-03 | Final | July 2017


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4.7.4.6 With the proposed mitigation measures, all the representative NSRs

will be within the respective noise criterion. There would be no

existing dwellings, classrooms and other noise sensitive elements that

will be exposed to adverse residual noise impact exceeding the criteria

set in Annex 5 in the EIAO-TM.




future developers may wish to explore any alternative approaches to

achieve equivalent or even better environmental performance. During

the detailed design stage, an environmental review may be conducted

to study and optimise the extent of sections of canopy and noise barrier

that could help to reduce the rail noise impacts to allow scope in

enhancing current scheme adopted in this EIA. They would need to

demonstrate that the noise criteria can still be achieved by adopting

their packages of mitigation measures.


4.7.4.8 Since direct mitigation measures are sufficient to protect the dwellings

to achieve compliance of relevant criteria, indirect mitigation measures

are not required.

4.7.5 Structural-borne Rail Noise Impact

4.7.5.1 As discussed in Section 4.5.5, structural-borne rail noise impact is not

anticipated under deck (reprovisioned SHD). In addition, the

TCL/AEL is operated on at-grade ballast track with no structural

integration with the topside development and SHO and SHD

Replanning Works, adverse structural-borne rail noise impact is not

anticipated.

4.7.6 Evaluation of Residual Rail Noise Impact

4.7.6.1 According to Section 4.7.4, all the NSRs are within the respective

noise criterion, adverse residual noise impacts are therefore not

anticipated.

4.7.7 Cumulative Rail and Fixed Plant Noise Impact

4.7.7.1 Cumulative rail and fixed plant noise impact assessment has been

conducted with mitigation for rail noise proposed in Section 4.5.4,

Section 4.7.4 and mitigation measures proposed in the Railway EIA.

4.7.7.2 Detail calculation is shown in Appendix 4.25 and summary of the

cumulative impacts are given in Table 4.30.




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Table 4.30a Predicted cumulative rail and fixed plant noise impact for selected representative NSR (Phase 1)

ID[1] NAP[2] ASR

Max. Predicted Noise

Level, dB(A) Criteria, dB(A)

Mitigation

Measures

Required [Y/N] Leq 30 min[3] Leq 30 min

[4]

103 103-01 C 61/55 70/60 N

108 108-06 C 60/55 70/60 N

110 110-01 C 59/55 70/60 N

113 113-01 C 58/54 70/60 N

116 116-01 C 56/49 70/60 N

119 119-01 B 57/50 65/55 N

119 119-06 B 57/49 65/55 N

123 123-01 C 61/54 70/60 N

136 136-04 C 62/58 70/60 N

139 139-01 C 60/51 70/60 N

142 142-06 C 62/58 70/60 N

143 143-06 C 62/54 70/60 N

149 149-03 C 65/58 70/60 N

149 149-04 C 65/55 70/60 N

Notes:



[3] The maximum noise level are presented for [Daytime and evening time Leq 30 min / night-time

Leq 30 min].



Table 4.30b Predicted cumulative rail and fixed plant noise impact for selected representative NSR (Phase 1 to 2)

ID[1] NAP[2] ASR



Mitigation

Measures


[4]

103 103-01 C 61/55 70/60 N

108 108-06 B 57/47 65/55 N

110 110-01 C 58/55 70/60 N

113 113-01 C 58/54 70/60 N

116 116-01 B 56/46 65/55 N

119 119-01 B 57/50 65/55 N

119 119-06 B 57/49 65/55 N

123 123-01 C 61/54 70/60 N

136 136-04 B 57/47 65/55 N

139 139-01 B 59/49 65/55 N

142 142-06 C 59/50 70/60 N

143 143-06 C 61/50 70/60 N

149 149-03 C 63/50 70/60 N



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ID[1] NAP[2] ASR



Mitigation

Measures


[4]

149 149-04 C 63/49 70/60 N

Notes:




Leq 30 min].



Table 4.30c Predicted cumulative rail and fixed plant noise impact for selected representative NSR (Phase 1 to Phase 3)

ID[1] NAP[2] ASR



Mitigation

Measures


[4]

103 103-01 C 61/55 70/60 N

108 108-06 B 57/47 65/55 N

110 110-01 C 58/55 70/60 N

113 113-01 C 58/54 70/60 N

116 116-01 B 56/46 65/55 N

119 119-01 B 57/50 65/55 N

119 119-06 B 57/49 65/55 N

123 123-01 C 61/54 70/60 N

136 136-04 B 57/47 65/55 N

139 139-01 B 59/49 65/55 N

142 142-06 B 58/49 65/55 N

143 143-06 B 57/49 65/55 N

149 149-03 B 58/48 65/55 N

149 149-04 B 56/46 65/55 N

Notes:




Leq 30 min].



Table 4.30d Predicted cumulative rail and fixed plant noise impact for selected representative NSR (full occupation after Phase 4)

ID[1] NAP[2] ASR



Mitigation

Measures


[4]

103 103-01 C 61/55 70/60 N

108 108-06 B 57/47 65/55 N

110 110-01 C 58/55 70/60 N



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ID[1] NAP[2] ASR



Mitigation

Measures


[4]

113 113-01 C 58/54 70/60 N

116 116-01 B 56/46 65/55 N

119 119-01 B 57/50 65/55 N

119 119-06 B 57/49 65/55 N

123 123-01 C 61/54 70/60 N

136 136-04 B 57/47 65/55 N

139 139-01 B 59/49 65/55 N

142 142-06 B 58/49 65/55 N

143 143-06 B 57/48 65/55 N

149 149-03 B 57/47 65/55 N

149 149-04 B 55/45 65/55 N

407 407-01 B 53/44 65/55 N

422 422-07 C 60/58 70/60 N

Notes:




Leq 30 min].






future developers may wish to explore any alternative approaches to

achieve equivalent or even better environmental performance. They

would need to demonstrate that the noise criteria can still be achieved

by adopting their packages of mitigation measures.

4.8 Helicopter Noise Assessment

4.8.1 Helicopter Noise Impact Assessment Methodology

4.8.1.1 Helicopter noise is considered as a ‘point’ source and has been

evaluated based on standard acoustic principle of point source

propagation. Corrections have been applied for the distance

attenuation, façade, barrier or topographical effect where applicable.

Agreement with the Director on the methodology and computational

model has been obtained prior to the commencement of the assessment.



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4.8.2 Identification of Helicopter Noise Impact


4.8.2.1 For helicopter noise assessment, the assessment area includes those

within 130m from site boundary (see Appendix 4.26 for the

assessment area determination). Representative Planned NSRs have

been selected from Table 4.8 and are summarised in the table below

and illustrated in Figure 4.10. Agreement with the Director on the

assessment area and noise assessment points has been obtained prior

to the commencement of the assessment.

Table 4.31 Representative planned NSRs for helicopter noise assessment

ID[1] Uses[2] No. of Domestic Storey NAP[3][4]

119 R 15 119-01

201 R 16 201-03

217 R 19 217-01

309 R 22 309-03

315 R 20 315-01

410 R 22 410-01

422 R 22 422-07

802 E 1 802-02

Notes:

[1] The assessment only includes include NSRs which rely on opened windows for

ventilation.



[4] First layer of NSRs within 130m assessment area is included. Appendix 4.26

shows the assessment area determination.


4.8.2.2 As discussed in Section 4.2.3, the existing helicopters of GFS (Super

Puma AS332 and EC 155 B1) will be replaced by Airbus Helicopter

H175. In addition, MD 902 Explorer will be used for flight between

HKIA and Kowloon, AgustaWestland AW139, Sikorsky S-76 and

Sikrosky S-92A will be used for flight between HKIA and Macau,

HKIA and China respectively. Therefore, it is anticipated that only

Airbus Helicopter H175 and MD 902 Explorer would travel along the

north coast of Lantau near the proposed development.

4.8.2.3 The helicopter noise source term based on the Flight Manual Airbus

Helicopter H175, Technical Description MD902 Explorer have been

confirmed with GFS and relevant parties.

4.8.2.4 The International Civil Aviation Organisation (ICAO) has a stipulated

reference noise standard for helicopters with lateral movement for

different flying modes including approach, take-off and flyover.

Besides, Type-Certificate Data Sheet for Noise Airbus Helicopter

H175 and Technical Description MD 902 Explorer have presented a

measured noise level for the types of helicopters of concern. A






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comparison of the measured noise levels to the maximum limit as

specified in the ICAO are shown in table below. Agreement with the

Director on the information of the helicopter noise characteristics has

been obtained prior to the commencement of the assessment.

Table 4.32 Helicopter noise data with lateral movements

Flying

Mode

EPN, dB

MD 902 H175

[1] [2] [1] [2]

Approach 89.6 95.3 95.1 98.8

Take-off 85.4 94.5 89.8 95.8

Flyover 83.5 93.3 91.0 93.8

Notes:

[1] Measured noise levels according to the European Aviation Safety Agency Type-

Certificate Data Sheet of Airbus Helicopter H175 and Technical Description

MD 902 Explorer.

[2] ICAO reference limit.

[3] Lmax = EPNdB-13, with reference to “Transportation Noise Reference Book”

(Nelson, 1987), Equation (6a) “Conversion Relationship of Aircraft Noise

Indices between WECPNL and DENL” (Proceedings of 20th International

Congress of Acoustics), Section 2.1 “Consideration to noise index for

evaluating airport noise in Japan” (The 33rd International Congress and

Exposition on Noise Control Engineering) and Section 2 “Evaluation and

Prediction of Airport Noise in Japan” (Journal of the Acoustical Society of

Japan).

4.8.2.5 The GFS helipad and HKBAC on Airport Island are about 7km away

from the proposed development. Due to the large separation distance

from the proposed development, helicopter noise impact will be

mainly generated by flyover mode.

4.8.2.6 Under normal operation, Silvermine is the normal helicopter entry exit

route from the HKIA during day-time, evening period and night-time.

Aerodrome Traffic Zone (ATZ) via the Visual Flight Rules (VFR)

Holding Area at Pak Mong, which is about 500m west of SHD.

Therefore, helicopter will flyover outside the 130m assessment area

and helicopter noise impacts are not anticipated. Under adverse

weather, however, the helicopter from GFS would need to fly along

North Lantau Expressway (NLE), which will be altered after

implementation of Topside development, at an average height of

approximately 500 feet (approx. 150m) above mean sea level and

130m north of SHD flight corridor along the coastline of North Lantau

between Pak Mong and the Toll Plaza of the Tsing Ma Bridge. In

addition, as advised by CAD, a helicopter shall not fly closer than 500

feet (approx. 150m) to any person, vessel, vehicle or structure.

Therefore, helicopter shall not fly closer than 150m under adverse

weather or for emergency uses at night-time. With Airbus Helicopter

H175 (EPD, 93.8dB under flyover mode) at 150m separation from

SHD and according standard acoustic principle of point source

attenuation, Lmax would be less than 85dB(A) including 3dB(A) facade

correction which is within the helicopter noise criteria.



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4.8.2.7 As discussed in Section 4.2.3.11, the partial relocation of GFS

emergency flying services to a forward base is still yet to be finalized.

Hence, the helicopter noise impact assessment is still based on the

worst case scenario on flyover mode (i.e. Airbus Helicopter H175). To

provide sufficient setback distance for achieving the Lmax 85 dB(A)

noise criterion, 130m away from the flight route for the routine

services under normal condition (see Appendix 4.26). As sufficient

setback distance is allowed, potential helicopter noise impacts are not

anticipated.

4.8.3 Prediction and Evaluation of Helicopter Noise Impact

Scenarios

4.8.3.1 The helicopter noise impact assessment of the Project is conducted

with respect to the proposed criteria and EPD agreement of

unmitigated scenario and mitigated scenario on the worst operation

mode (i.e. flyover mode with helicopter type Airbus Helicopter H175

with maximum noise emission) representing the maximum noise

emission. The operation modes have been confirmed with GFS.

Agreement with the Director on the operation mode has been obtained



4.8.3.2 The predicted helicopter noise levels at the representative NSRs are

shown in table below. Details are provided in Appendix 4.27.

Table 4.33 Predicted helicopter noise impacts

ID[1] Uses[2] NAP [3][4]

Criteria,

Lmax dB(A)

Max. Predicted

Daytime Lmax,

dB(A) [5]

Exceedance

[Y/N]

119 R 119-01 85 84 N

201 R 201-03 85 84 N

217 R 217-01 85 84 N

309 R 309-03 85 84 N

315 R 315-01 85 84 N

410 R 410-01 85 84 N

422 R 422-07 85 84 N

802 E 802-02 85 84 N

Notes:

[1] The assessment only includes include NSRs which rely on opened windows for

ventilation.



[4] First layer of NSRs within 130m assessment area is included. Appendix 4.26

shows the assessment area determination.


4.8.3.3 The maximum predicted noise levels at concerned NSRs is 84dB(A)

as shown in Table 4.33. From the above table, all planned NSRs will






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be within daytime noise criteria of Lmax 85dB(A). The Lmax contour is

shown in Appendix 4.27. Since there is no relevant noise criteria in

the EIAO-TM and overseas / international guidelines applicable to

emergency helicopter operation in the in evening and night-time

periods, the helicopter noise impact during evening and night-time

periods would not be quantitatively assessed. Furthermore, night-time

operation is only expected for emergency uses, and the flight-path

along Silvermine will be taken unless during adverse weather. As

discussed above, helicopter will not fly closer than 150m during

adverse weather. Adverse helicopter noise impacts are not anticipated.

4.8.4 Mitigation of Helicopter Noise Impact


4.8.4.1 As discussed above, the maximum predicted noise levels would be

84dB(A) and comply with relevant noise criteria. Therefore, direct

mitigation measures are not required.


4.8.4.2 As discussed above, the maximum predicted noise levels would be

84dB(A) and comply with relevant noise criteria. Therefore, indirect

mitigation measures are not required.

4.8.5 Evaluation of Residual Helicopter Noise Impact

4.8.5.1 Adverse helicopter noise impacts are not expected and adverse residual

noise impacts are therefore not anticipated.

4.9 Marine Traffic Noise Assessment

4.9.1.1 As discussed in Section 2, there is no statutory requirement for marine

traffic noise. The construction of the Project would not require any

marine works and hence construction vessels for marine works are not

anticipated. Besides, there are neither existing nor planned marine

routes within the 300m assessment area. Agreement with the Director

on the assessment has been obtained prior to the commencement of the

assessment. Hence, marine traffic noise impacts are not anticipated

during both construction and operational phases.

4.10 Noise Implications Caused by Elements to be Implemented by SHO and SHD Replanning Works

4.10.1.1 As discussed in Section 1.3, the latest implementation strategy has

recommended the following items in EIA Study Brief ESB-296/2016

will be separately implemented by the SHO and SHD Replanning

Works project which will be addressed in the Railway EIA.




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Railway depot replanning works within the existing site boundary;

Podium deck and property enabling works for the topside development;

A new SHO, as well as local access roads and emergency vehicular access (EVA); and

Provision of the sewerage network with sewage pumping station to cater sewage generated by SHO and SHD Replanning Works.

4.10.1.2 According to Railway EIA findings and recommendations, all the

practicable measures to avoid, minimise and mitigate the noise

generated from the SHO and SHD Replanning Works have been

exhausted. The Railway EIA has also recommended a series of

mitigation measures similar to those as described in Section 4.3.4,

Section 4.4.4, Section 4.5.4, and Section 4.7.4 for implementation.

The Railway EIA has concluded that, with the implementation of those

mitigation measures, adverse noise implications are not anticipated.

4.11 Conclusion

4.11.1 Construction Phase

4.11.1.1 Construction noise impact assessment associated with the use of

Powered Mechanical Equipment (PME) for different phases of

construction has been conducted. With the implementation of practical

mitigation measures including good site management practices, use of

movable noise barrier and full enclosure, use of “quiet” plant and

working method, construction noise impacts at all representative

planned residential noise sensitive uses would be controlled to

acceptable levels. For the representative planned educational

institutions, the construction noise impacts during school normal and

examination periods would also comply with the relevant criteria.

Although there are no criteria for country parks, the mitigated noise

levels are predicted to be low at the selected assessment points and

adverse construction noise impacts are therefore not anticipated.

4.11.2 Operational Phase

4.11.2.1 Operation road traffic noise impacts on planned and existing noise

sensitive uses within 300m assessment area have been predicted.

Results indicate that the noise impacts on representative planned NSRs

can be mitigated by a combination of noise mitigation measures

including acoustic windows, fixed glazing and arrangement of noise

tolerant use in some buildings to within the respective noise criteria.

Therefore, adverse road traffic noise impacts are not anticipated.

4.11.2.2 Fixed noise assessment has been conducted. Noise impact from

planned fixed plant could be effectively mitigated by implementing



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noise control measure at source during project implementation stage.

With the adoption of the proposed maximum permissible SWLs for the

proposed fixed plant, the noise levels at representative planned NSRs

due to both the existing and planned fixed plants complies with the

relevant noise criteria. For existing NSR (i.e. Lantau North (Extension)

Country Park), the predicted noise level due to both the existing and

planned fixed plants is 59 dB(A). Given the transient nature of visitor

using hiking trails, adverse fixed noise sources impacts are not

anticipated.

4.11.2.3 According to the approved 3RS EIA (AEIAR-185/2014) findings, the

predicted NEF 25 contours of the 3Rs would be away from site

boundary in Year 2011, Year 2021, Year 2030 and Year 2032. Adverse

aircraft noise impacts are not anticipated. Although not under the

statutory requirements, the use of acoustic insulation in form of well-

gasketted window to enhance the indoor living environment would be

reviewed in the detailed design stage, as mentioned in Section 2.4.3.13

of this report.

4.11.2.4 Rail noise assessment has been conducted. Rail noise impacts from

shunting tracks entering/ leaving from SHD are anticipated, rail noise

impact assessment results indicate that the noise impacts on NSRs

would comply with the statutory requirements with noise mitigation

measure including sections of canopy along the podium edge. For

existing NSR (i.e. Lantau North (Extension) Country Park), the

predicted noise level is 69 dB(A). Given the transient nature of visitor

using hiking trails, adverse rail noise impacts are not anticipated.

4.11.2.5 Cumulative fixed and rail noise assessment has been conducted. With

the implementation of the recommended mitigation measures,

cumulative fixed and rail noise impacts on NSRs would comply with

the relevant noise criteria.

4.11.2.6 Helicopter noise impacts on the planned noise sensitive uses have been

predicted. According to the latest information, the flight path of

helicopters would maintain sufficient separation distance from noise

sensitive uses. Adverse helicopter noise impacts are not anticipated.

4.11.2.7 Since there is no existing and planned marine route within the 300m

assessment area, marine traffic noise impacts are not anticipated.

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