5.1 Environmental Legislation and Guidelines. 5-1
5.2 Identification of Noise Sensitive Receivers
5.4 Identification of Potential Noise Impacts
5.7 Construction Noise Impact Assessment
5.8 Operational Noise Impact Assessment
5.11 Environmental Monitoring and Audit
5.1 Environmental Legislation and Guidelines
5.1.1 Construction Noise
5.1.1.1 The control over construction noise is governed by the Noise Control Ordinance (NCO) (Cap 400) and the EIAO, and their subsidiary requirements. Guidelines concerning the assessment methodology and the relevant criteria are provided in the relevant Technical Memoranda (TMs). These TMs prescribe the maximum permitted noise levels for the use of Powered Mechanical Equipment (PME) and certain construction activities and processes, according to the type of equipment or activity, perceived noise climate of the area, and working hours of the equipment operation and usage. The following TMs are applicable to the control of noise from construction activities:
(a) Technical Memorandum on Noise from Construction work other than Percussive Piling (TM-GW);
(b) Technical Memorandum on Noise from Construction work in Designated Areas (TM-DA); and
(c) Technical Memorandum on Environmental Impact Assessment Process (TM-EIAO).
5.1.1.2 No percussive piling is proposed for the project and as such the Technical Memorandum on Noise from Percussive Piling will not be relevant to the noise assessment and is not discussed further. Notwithstanding, Percussive Piling is prohibited at any time on Sundays and public holidays and during the weekday evening and night-time hours (1900-0700hrs, Monday through Saturday) and a Construction Noise Permit (CNP) would be required if such works were eventually needed.
General Construction Works
5.1.1.3 The noise generated by general construction works during normal working hours (i.e. 0700 to 1900 hours on any day not being a Sunday or public holiday) is governed by the TM-EIAO. The recommended noise standards are tabulated in Table 5.1 below.
Table 5.1 Daytime Construction Noise Limit
|
Uses |
Noise Standard (Leq, 30 min dB(A)) |
|
Domestic Premises |
75 |
|
Hotels and hostels |
75 |
|
Educational Institutions, kindergartens, nurseries and all others where voice communication is required |
70 (65 during examination period) |
Note: The above criteria apply to noise sensitive uses which rely on open window for ventilation and should be viewed as the maximum permissible noise levels assessed at 1m from the external façade.
5.1.1.4 The NCO provides statutory controls on general construction works during the restricted hours (i.e. 1900 to 0700 hours from Monday to Saturday and at any time on Sundays or public holidays). The use of PME for construction works during the restricted hours would require a CNP. The TM-GW provides details of the procedures adopted by the EPD for assessing such applications. The granting of a CNP is subject to the conditions as stated in the CNP, which may be revoked at any time for failure to comply with the permit conditions.
5.1.1.5 Maximum noise levels from construction activities during restricted hours at affected NSRs are controlled under the TMs and shall not exceed the specified Acceptable Noise Levels (ANLs), which are stipulated in accordance with the Area Sensitivity Ratings (ASRs) established for the NSRs. The ANLs for construction works in Designated Areas are more stringent than those given in the TM-GW (Table 5.2).
Table 5.2 Acceptable Noise Levels (ANL, Leq 5min dB(A))
|
Time Period |
Basic Noise Levels for Area Sensitivity Ratings, 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 (45) |
65 (50) |
70 (55) |
|
All days during the night-time (2300 to 0700 hours) |
45 (30) |
50 (35) |
55 (40) |
Note: Figures in brackets are ANLs for SPME construction work in designated areas
5.1.1.6 Despite any description or assessment made in this EIA Report on construction noise aspects, there is no guarantee that a Construction Noise Permit (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 Technical Memoranda issued under the Noise Control Ordinance. The Noise Control Authority will take into account contemporary conditions/situation of adjoining land uses and any previous complaints against construction activities at the site before making his decision in granting a CNP. Nothing in the EIA Report shall bind the Noise Control Authority in making his decision. If a CNP is to be issued, the Noise Control Authority shall include in it any condition seen fit. Failure to comply with any such conditions will lead to cancellation of the CNP and prosecution action under the NCO.
5.1.1.7 As defined in the Noise Control Designated Area Plan No. EPD/AN/NT-05 and Plan No. EPD/AN/NT-06 which will be effective by 1 January 2009, Pak Mong Village which will comprise the NSRs during the construction phase, as discussed in Section 5.2 below, is not within the Designated Area.
Blasting
5.1.1.8 There are no statutory procedures and criteria under the NCO and EIAO for assessing the noise impacts of blasting and therefore, the assessment of impacts from the blasting required for the toll plaza underpass is beyond the scope of the EIA.
5.1.1.9
However, the administrative and procedural control of
all blasting operations in
5.1.2 Operational Traffic Noise
5.1.2.1 The TM-EIAO provides guidance on the acceptable road traffic noise levels at uses which rely on the open windows for ventilation. The relevant criteria are shown in Table 5.3.
Table 5.3 Road Traffic Noise Planning Criteria
|
Common Uses |
Road Traffic Noise, L10 (1hour) dB(A) |
|
Domestic Premises |
70 |
|
Hotel and Hostels |
70 |
|
Offices |
70 |
|
Educational Institutions |
65 |
|
Places of public worship and courts of law |
65 |
|
Hospital & Clinics |
55 |
Note: The above criteria apply to noise sensitive uses which rely on open window for ventilation and should be viewed as the maximum permissible noise levels assessed at 1m from the external facades.
Operational Fixed Noise Sources
5.1.2.2 The noise from the operational fixed noise sources is controlled under the NCO and TM on Noise from Places other than Domestic Premises, Public Places or Construction Sites (TM-IND). The TM-EIAO specifies the following requirements, whichever is more stringent:
· 5 dB(A) below the appropriate ANLs of the TM-IND, or
· the prevailing background noise levels (for quiet areas with 5 dB(A) below the ANL).
5.1.2.3 The ANLs for different Area Sensitivity Ratings are summarised in Table 5.4 below.
Table 5.4 Operational Noise Criteria for Fixed Noise Sources
|
Area Sensitivity Rating |
Time Period [1] |
Acceptable Noise Levels (ANL), LAeq, 30 mins, dB(A) |
ANL for Fixed Plant Noise (ANL-5), L eq. 30 mins, dB(A) |
|
A |
Day & evening |
60 |
55 |
|
Night |
50 |
45 |
|
|
B |
Day & evening |
65 |
60 |
|
Night |
55 |
50 |
|
|
C |
Day & evening |
70 |
65 |
|
Night |
60 |
55 |
Note: [1] Day: 0700 to 1900 hours, Evening: 1900 to 2300 hours, Night: 2300 to 0700 hours
5.2 Identification of Noise Sensitive Receivers
5.2.1.1 Noise Sensitive Receivers (NSRs) have been identified in accordance with Annex 13 of the TM-EIAO which can included domestic premises, temporary housing accommodation, educational institutions, nurseries, hospitals, medical clinics, homes for the aged, convalescent homes, places of public worship, libraries, courts of law, performing arts centres, auditoria, amphitheatres, hostels and country parks. Due to the rural area nature of the north Lantau area, a study area boundary of 500m with reference to TM-GW has been adopted instead of 300m in accordance with the TM-EIAO for the construction phase. Sensitive receivers present within the 500m study area boundary have been identified.
5.2.1.2 The project is divided into three major areas, namely: (1) the northern landfall and toll plaza in Tuen Mun; (2) the southern landfall reclamation at the HKBCF and elevated viaduct connection at northern Lantau; and (3) a submerged tunnel section connecting (1) and (2). The overall layout for the project is provided in Figure 3.1. However, as noted below, noise sensitive receivers are not present in Tuen Mun and as such the noise assessment is relevant to the southern section of the project only.
5.2.1.3 Six works areas have been identified for use during the construction of the TM-CLKL. These included two in the Tuen Mun area (WA18 and WA19), three in Lantau (WA4, 5 and 6) and one on Tsing Yi (WA23). Details of the works areas are shown in Figures 3.8a and 3.8b. As detailed in Section 3, all of the work sites that will be used are currently formed, with some already being used as works areas for on-going construction projects. The works areas have been designated to be used for offices and material storage and would not represent key noise sources during construction. Notwithstanding, as mentioned above the there are no NSRs in Tuen Mun that would be affected by WA18 and WA19. In addition, WA23 is located in an industrial zone at the foot of the Tsing Ma Bridge, where there are no NSRs. WA5 and WA6 are located near Yam O Wan and WA4 at Tai Ho Wan and, again, no NSRs are within 300m of the proposed areas.
5.2.1.4 The existing NSRs are identified with reference to the latest information provided on the survey maps, topographic maps, aerial photos, land status plans and confirmed by various site surveys in mid of October 2008. The planned NSRs are also identified with reference to the latest published Outline Zoning Plans (OZPs), including:
· Chek Lap Kok OZP (No S/I-CLK/11);
· Tung Chung Town Centre Area OZP (No S/I-TCTC/16);
· Revised Concept Plan for Lantau (reviewed from the 2004 Concept Plan by the Lantau Development Task Force);
·
· Tuen Mun OZP (No S/TM/25).
5.2.1.5 The relevant stakeholders have been approached to obtain the latest information on planning applications, layout and building height, etc. The major planned uses in the vicinity of the study area include:
·
· Future Tung Chung East and West Developments;
· Road P1 (not including western section from Tung Chugn to Cham shui Kok);
· Possible tourism initiatives in Lantau; and
· Proposed Lantau Logistics Park (LLP) and possible LLP extension or other compatible uses
5.2.1.6 The other major concurrent projects in the study area comprise the HKBCF, HKLR and TMWB which all interface with the proposed TM-CLKL project. However, no NSRs are associated with these projects during either the construction or operational phases.
5.2.1.7 Figure 5.1 and Table 5.5 below show the representative NSRs identified within a distance of 500m from either side of and along the full sketch of the project boundary (including the proposed road and associated facilities) for both the construction and operational phases.
5.2.1.8
In Tuen Mun, most of the premises are industrial
buildings within the study area and the nearest identified NSR is located more
than 1000m from the project alignment, on the other side of
5.2.1.9 In north Lantau, the existing NSRs comprise the scattered village houses in Pak Mong, which are 3-storey high buildings. It should be noted that the nearest residential building in Tung Chung is more than 900m away from the project alignment and the assessment does not, therefore, include this residential area.
5.2.1.10 According to the relevant TM, the area sensitivity ratings (ASR) of the NSRs are identified as B to C by considering the types of area and the Influencing Factor (IF) of the NSRs.
Table 5.5 Representative Noise Sensitive Receivers
|
NSR |
Location |
Description |
No. of Floors Assumed |
Horizontal Distance (m) |
|
Existing NSRs |
||||
|
NSR1 |
|
Residential |
3 |
318(1) |
|
Planned NSRs |
||||
|
NSR2 |
Future Tung Chung East Development (facing East) |
Undetermined |
47(2) |
158 |
|
NSR3 |
Future Tung Chung East Development (facing South) |
Undetermined |
47(2) |
75 |
|
NSR4 |
Proposed LLP (initial 72ha development)(3) |
Logistics operations, Open Space, GIC and Office/ Commercial |
12(4) |
473 |
|
NSR5 |
Possible LLP extension and other compatible uses (40ha)(3)
|
Office/ Recreational Uses |
12(4) |
270 |
Note: (1): The study area has been increased to 500m from
the alignment for
(2): As the layout of the future Tung Chung East Development are unknown, NSRs 2 and 3 have been selected to present the worst case situation. In accordance with the existing development at Tung Chung, it is assumed the future development will be an equivalent height and therefore, blocks have been assumed to be 47 storeys high
(3): The type and location of the proposed buildings on the LLP initial development and extension areas is not known at his time. However, in order to be conservative, NSRs have been assumed to be present in worst-case locations.
(4): With reference to the Revised Final Traffic Impact Assessment Study Report of Lantau Logistics Park Development Feasibility Study (June 2007), the future building heights on the proposed LLP have assumed to be about 35m. Based upon this and an assumed 2.8m per floor, a total of 12 storeys have been assumed for the purposes of this assessment. It is noted that, in accordance with the revised Concept Plan for Lantau, the maximum building height may reach 40m and commercial properties which would not be NSRs could reach 70m.
5.3 Baseline Conditions
5.3.1.1
The proposed southern landfall of TM-CLKL is located in
a rural area of
5.4 Identification of Potential Noise Impacts
5.4.1.1
For construction noise impacts, as stated above, since
the only existing NSR in the study area is located in
5.4.1.2 Operationally, potential noise impacts would be dominated by traffic noise from the TM-CLKL and other major existing road network.
5.4.1.3 Operational noise impacts are, also, possible from the two proposed tunnel ventilation buildings. However, as these are located on both the northern landfall reclamation in Tuen Mun where no NSRs are identified (Figure 3.2a) and the southern landfall reclamation adjacent to the HKBCF (Figures 5.1 and 3.2b) and as such some 2.5 – 3.0 km away from the closest NSRs at Future Tung Chung East Development. Given this distance, significant impacts are not predicted from this source and as such, fixed noise will not be considered further in this assessment.
5.5 Concurrent Projects
5.5.1.1 The tentative construction period and commissioning year of the TM-CLKL would be 2010 to 2016 and 2016 respectively. All concurrent projects, which may likely contribute to noise impacts on NSRs during its construction and operational phases have been identified and summarised in Table 5.6, together with whether they will be included in the noise impacts assessment during either the construction or operational phases identified.
Table 5.6 Concurrent Projects
|
Projects |
Cumulative Impact |
|
|
Construction Phase |
Operational Phase |
|
|
HKBCF |
No(1) |
Yes |
|
HKLR |
No(1) |
Yes (Induced traffic will be reflected in traffic forecast) |
|
TMWB |
No(2) |
Yes |
|
Road P1 at North Lantau (eastern
section between Sham Shui Kok and |
No(3) |
Yes (Induced traffic will be reflected in traffic forecast) |
|
Future Tung Chung East Development |
No(3) |
Yes (Induced traffic will be reflected in traffic forecast) |
|
Proposed LLP (initial 72ha development)
|
Yes |
Yes (Induced traffic will be reflected in traffic forecast) |
|
Possible LLP Extension or other compatible uses (40ha) |
No(3) |
Yes (Induced traffic will be reflected in traffic forecast) |
|
Future development on |
No(3) |
Yes (Induced traffic will be reflected in traffic forecast) |
|
|
No |
Yes |
|
|
No |
Yes (Induced traffic will be reflected in traffic forecast) |
|
Lung |
No |
Yes |
|
|
No |
Yes (Induced traffic will be reflected in traffic forecast) |
(2): While the TMWB is assumed to be constructed concurrently with the TM-CLKL, as there are no NSRs to be affected by any cumulative impacts, this project will not be considered in the construction phase assessment.
(3): Construction not concurrent
5.6 Assessment Methodology
5.6.1 Construction Noise
5.6.1.1 Construction noise impact has been assessed by adopting the standard acoustic principles and the methodologies described in the relevant TMs issued under the NCO. The sound power levels (SWLs) of the plant items have been derived based on the information stated in:
· the Technical Memorandums under NCO, specifically the Technical Memorandum on Noise From Construction Works Other than Percussive Piling (TM-GW);
· British Standard “Noise Control on Construction and Open Sites, BS52328: Part 1: 1997” (BS5228). (The BS5228 also contains the sound power levels for specific quiet PME); and
· other approved EIA report/CNPs as necessary.
5.6.1.2
In terms of blasting, a tunnel at the toll plaza in Tuen
Mun Area 46, connecting the north bound traffic to the local roundabout at
5.6.1.3 It was assumed for the assessment, that construction activities for the TM-CLKL will be undertaken during the normal daytime working hours, that is, 0700 to 1900 hours on any day not being a Sunday or public holiday.
5.6.2 Operational Road Traffic Noise
5.6.2.1 Operational noise is largely attributable to road traffic. The impact of road noise arising from proposed TM-CLKL and existing roads in the area have been calculated at the facades of the representative NSRs in terms of L10(1hour) in dB(A) using the RoadNoise 2000 package. The calculation methodology has been based on the Calculation of Road Traffic Noise (CRTN) methodology, issued by the UK Department of Transport in 1988.
5.6.2.2 Calculations of future road traffic noise would be based on the peak hourly flow in respect of the maximum traffic projected within a 15 years period upon commencement of operation. As the commissioning year for the project is 2016, the assessment year will be 2031. All peak hour traffic flows and vehicle mixes for the worst case year of 2031 have been based on data provided by the traffic and transportation modelling study and all the traffic data have been approved for use by the Transport Department.
5.6.2.3 For the worst-case scenario relating to TM-CLKL, future traffic data in 2031 and prevailing traffic data in 2007 has been adopted in the noise model. The prevailing peak hour traffic data in 2007 and the forecast of peak hour traffic data in 2031 are presented in Appendix C1. For the purpose of this assessment, roads would be classified as the following categories for purpose of road traffic noise assessment:
· New roads including TM-CLKL and associated slip roads, and altered roads with major modification along the alignment such as the realignment works of the NLH;
· Existing roads within 300m of the project including the roads that remain either completely unchanged or that undergo only very minor alterations; and
· Other planned roads within 300m of the project.
5.6.2.4 The following assumptions have been made for the purposes of the noise modelling:
· a standard 0.8m profile barrier will be provided along the outside length of the elevated viaduct and this will be increased to 1.8m as the road crosses over the railway. The location of the 1.8m profile barrier is shown in Figure 5.6;
· friction course materials has been assumed for the proposed roads of TM-CLKL and NLH with the travelling speed of 80 kph;
· the peak hourly traffic flows will include special events such as those being held in the Asia World Expo;
· the limit for the proposed road has a stipulated speed of 80 km per hour;
· the toll plaza is located near Tuen Mun Area 46 either for TM-CLKL use alone or for co-use with the TMWB;
· the TMWB will not be tolled; and
· the toll plaza traffic will be free flowing and there will be no idling and waiting.
5.6.2.5 Notwithstanding, as there are no NSRs in Tuen Mun, the three latter items above will not be relevant to the noise assessment.
5.7 Construction Noise Impact Assessment
5.7.1 Construction Activities
5.7.1.1 Various construction activities have been identified at the southern end of the TM-CLKL project which could cause elevations in noise levels at the nearby NSR. The overall programme for construction for the project has been developed and shown in Section 3. Figure 5.2 shows the detailed zoning and locations of supporting piers for the elevated viaduct in north Lantau. Moreover, the proposed programme for the construction activities in north Lantau is provided in Figures 5.3 and 5.4. The main construction activities comprise the following:
Land and Marine Viaduct Construction Works
· Staging platform;
· Piling (for both marine and land based);
· Pile caps (for both marine and land based);
· Excavation & Lateral Support Works for Pile Caps (land based only);
· Columns;
· Deck erection (for both marine and land based).
· Street furniture, pavement and road markings; and
· E&M fitting out.
Other Land Based Works
·
Realignment of
· Slope Excavation;
· Slope Stabilisation Works;
· Slope Surface Work;
· Street furniture, pavement and road markings; and
· Underground Utilities Installation.
5.7.1.2 The closest reclamation and tunnel works will take place at the southern landfall adjacent to the HKBCF which are over 2km from the Lantau coastline and outside the study area for the noise assessment.
5.7.1.3
Only NSR1 has been identified in northern Lantau and,
therefore, only construction activities that are in its line of sight and
within 500m have been considered. The works sites under consideration
have been shown in Figure
5.5. As such, the relevant activities include viaduct
construction and street furniture and utilities installation works. In
addition, for worst case scenario, construction activities for
5.7.1.4 According to the review of concurrent projects, as described in Section 3 and summarised in Table 5.6 above, only the construction of the Lantau Logistics Park (LLP) (initial 72ha development) will take place concurrently to the works for the TM-CLKL. However, this development is more than 500m from NSR1, and, therefore, only construction activities for TM-CLKL have been considered in this assessment. The cumulative noise impacts from concurrent activities for the TM-CLKL have been assessed and a plant inventory has been established. The details are contained in Appendix C2.
5.7.2.1 The maximum noise levels at the NSRs during the various construction phase of the alignment without noise mitigation applied are shown in Table 5.7 below. The detailed calculations are provided in Appendix C2.
Table 5.7 Maximum Noise Levels (dB(A)) during Construction without Noise Mitigation
|
Sensitive Receiver |
Daytime Construction Noise Criteria, dB(A) |
Maximum Predicted Construction Noise Level, dB(A) |
|
NSR1 |
75 |
74 |
5.7.2.2 Based upon the anticipated construction scenarios for the TM-CLKL alignment and associated utility and slope works, the maximum noise levels at the NSR would not exceed the 75 dB(A) noise guideline for non-restricted hours. Therefore, no noise mitigation is required for the assessment, as the project will not cause any adverse construction noise impacts to the nearby NSRs.
5.7.3 Cumulative Construction Noise Assessment
5.7.3.1 As there are no concurrent construction projects being carried out within the 500m boundary of the NSR, cumulative construction noise assessment is not required.
5.8 Operational Noise Impact Assessment
5.8.1 Modelling Results
5.8.1.1 The predicted traffic flow figures for the noise modelling for the prevailing year of 2007 and the worst case design year 15 years after the opening of the road of 2031 are detailed in Section 3. Transport Department’s approval of the traffic figures for use in the EIA has been obtained.
5.8.1.2 The L10(1hour) noise levels in dB(A) at the representative existing NSRs during the operational phase without noise mitigation measures applied are shown in Table 5.8 below. The L10(1hour) noise levels at the future NSRs during the operational phase without noise mitigation measures applied are shown in Table 5.9 below Values at every floor of each sensitive receiver are presented and a complete set of modelling results are provided in Appendix C3.
Table 5.8 Predicted Unmitigated Traffic Noise Levels, L10(1 hour), dB(A), at Existing Noise Sensitive Receivers in the Year 2031
|
Sensitive Receiver |
Floor |
Predicted Prevailing L10 Noise (1 hour), dB(A) |
Predicted L10 Noise for 2031 (1 hour), dB(A)* |
|
NSR1 |
1 |
65.9 |
69.5 |
|
|
2 |
66.1 |
69.7 |
|
|
3 |
66.3 |
69.9 |
|
|
Represents an exceedance of the noise criteria |
||
Note* Noise Criteria is 70dB(A)
Table 5.9 Predicted Unmitigated Traffic Noise Levels, L10(1 hour), dB(A), at Future Noise Sensitive Receivers in the Year 2031
|
Sensitive Receiver |
Floor |
Predicted L10 Noise for 2031 (1 hour), dB(A)* |
|
NSR2 |
1 |
65.9 |
|
|
2 |
66.5 |
|
|
3 |
66.8 |
|
|
4 |
67.0 |
|
|
5 |
67.3 |
|
|
6 |
67.6 |
|
|
7 |
68.0 |
|
|
8 |
68.3 |
|
|
9 |
68.7 |
|
|
10 |
69.0 |
|
|
11 |
69.4 |
|
|
12 |
69.6 |
|
|
13 |
69.9 |
|
|
14 |
70.2 |
|
|
15 |
70.4 |
|
|
16 |
70.6 |
|
|
17 |
70.7 |
|
|
18 |
70.8 |
|
|
19 |
71.0 |
|
|
20 |
71.1 |
|
|
21 |
71.3 |
|
|
22 |
71.4 |
|
|
23 |
71.5 |
|
|
24 |
71.7 |
|
|
25 |
71.8 |
|
|
26 |
71.9 |
|
|
27 |
72.0 |
|
|
28 |
72.1 |
|
|
29 |
72.2 |
|
|
30 |
72.3 |
|
|
31 |
72.4 |
|
|
32 |
72.5 |
|
|
33 |
72.6 |
|
|
34 |
72.6 |
|
|
35 |
72.7 |
|
|
36 |
72.7 |
|
|
37 |
72.7 |
|
|
38 |
72.8 |
|
|
39 |
72.8 |
|
|
40 |
72.9 |
|
|
41 |
72.9 |
|
|
42 |
72.9 |
|
|
43 |
72.9 |
|
|
44 |
72.9 |
|
|
45 |
72.9 |
|
|
46 |
72.9 |
|
|
47 |
73.0 |
|
NSR3 |
1 |
68.7 |
|
|
2 |
69.6 |
|
|
3 |
70.3 |
|
|
4 |
71.0 |
|
|
5 |
71.9 |
|
|
6 |
72.7 |
|
|
7 |
73.3 |
|
|
8 |
73.9 |
|
|
9 |
74.4 |
|
|
10 |
74.7 |
|
|
11 |
75.0 |
|
|
12 |
75.2 |
|
|
13 |
75.4 |
|
|
14 |
75.6 |
|
|
15 |
75.9 |
|
|
16 |
76.1 |
|
|
17 |
76.2 |
|
|
18 |
76.3 |
|
|
19 |
76.5 |
|
|
20 |
76.5 |
|
|
21 |
76.6 |
|
|
22 |
76.7 |
|
|
23 |
76.7 |
|
|
24 |
76.8 |
|
|
25 |
76.8 |
|
|
26 |
76.8 |
|
|
27 |
76.8 |
|
|
28 |
76.8 |
|
|
29 |
76.8 |
|
|
30 |
76.8 |
|
|
31 |
76.8 |
|
|
32 |
76.8 |
|
|
33 |
76.7 |
|
|
34 |
76.7 |
|
|
35 |
76.7 |
|
|
36 |
76.7 |
|
|
37 |
76.6 |
|
|
38 |
76.6 |
|
|
39 |
76.6 |
|
|
40 |
76.5 |
|
|
41 |
76.5 |
|
|
42 |
76.4 |
|
|
43 |
76.4 |
|
|
44 |
76.4 |
|
|
45 |
76.4 |
|
|
46 |
76.3 |
|
|
47 |
76.3 |
|
NSR4 |
1 |
69.0 |
|
|
2 |
69.1 |
|
|
3 |
69.2 |
|
|
4 |
69.4 |
|
|
5 |
69.6 |
|
|
6 |
69.7 |
|
|
7 |
69.8 |
|
|
8 |
69.9 |
|
|
9 |
70.0 |
|
|
10 |
70.1 |
|
|
11 |
70.1 |
|
|
12 |
70.2 |
|
NSR5 |
1 |
67.9 |
|
|
2 |
68.0 |
|
|
3 |
68.1 |
|
|
4 |
68.3 |
|
|
5 |
68.4 |
|
|
6 |
68.6 |
|
|
7 |
68.7 |
|
|
8 |
68.8 |
|
|
9 |
68.9 |
|
|
10 |
69.1 |
|
|
11 |
69.3 |
|
|
12 |
69.4 |
|
|
Represents an exceedance of the noise criteria |
|
Note* Noise Criteria is 70dB(A)
5.8.1.3 Based upon the results in Table 5.8 above, it can be seen that the existing NSRs will not be subject to operational noise in excess of the 70 dB(A) noise criteria.
5.8.1.4 In terms of the future NSRs, the results in Table 5.9, also, shows that the majority of future NSRs would be affected by noise in excess of the 70 dB(A) noise criteria. However, as with the existing NSRs, the TM-CLKL will not provide the major contribution in all cases (Appendix C3). Hence, no direct mitigation measures will be required to reduce the noise contribution from the new road to less than 1dB(A). The input files of the noise models are shown in Appendix C4.
5.9 Mitigation Measures
5.9.1.1 No impacts in excess of the construction noise criteria as predicted (Table 5.7) and, therefore, no construction phase mitigation is required.
5.9.1.2 In terms of the operational phase, based upon the above Table 5.9, it can be seen that the majority of the future properties in the LLP and Future Tung Chung East Development will be subject to noise levels in excess of the criteria. However, the results show that the TM-CLKL will not provide the major contribution in all cases, with the road parapet and 1.8m railway profile (shown in Figure 5.6) reducing the contribution from the TM-CLKL at all NSRs to less than 1dB(A). Therefore, no mitigation measures will be required.
5.10 Residual Impacts
5.10.1.1 The assessment of construction noise has determined that no dwellings will be affected by the implementation of the project in excess of the stipulated standards. As such, no mitigation measures during the construction phase have been recommended and no adverse residual impacts are predicted.
5.10.1.2 Operationally, some contribution from the new TM-CLKL will occur at NSRs in the possible future development of in Future Tung Chung East Development but the contribution is below 1dB(A) and not significant.
5.11 Environmental Monitoring and Audit
5.11.1.1 The assessment has concluded that no impacts during the construction phase will occur as a result of the implementation of the project in north Lantau and, therefore, no mitigation measures are required. Notwithstanding, the predicted impacts at the Pak Mong Village in north Lantau during construction are marginal and, as such, it is recommended that construction phase environmental monitoring and audit is undertaken to ensure that adverse impacts do not occur. Further details of the specific EM&A requirements are detailed in Section 15.0 of this report and in the EM&A Manual. No EM&A in the operational phase is recommended.