Report

Contents

Page

4 NOISE IMPACT 1

4.1 Legislation, Standards and Guidelines 1

4.2 Description of the Noise Environment 12

4.3 Construction Airborne Noise Impact Assessment 32

4.4 Construction Groundborne Noise Impact Assessment 45

4.5 Road Traffic Noise Impact Assessment 48

4.6 Fixed Noise Sources Impact Assessment 97

4.7 Aircraft Noise Impact Assessment 114

4.8 Rail Airborne Noise Assessment 117

4.9 Rail Groundborne Noise Assessment 133

4.10 Helicopter Noise Assessment 136

4.11 Marine Traffic Noise Impact Assessment 141

Figure 4.1 Existing and Planned Noise Sources (Sheet 1 of 3)

Figure 4.1a Existing and Planned Noise Sources (Sheet 2 of 3)

Figure 4.1b Existing and Planned Noise Sources (Sheet 3 of 3)

Figure 4.2 Road and Rail Layout near Tung Chung East

Figure 4.3a NEF Contours Against TCE Phasing (Year 2011) (Sheet 1 of 3)

Figure 4.3b-1 NEF Contours Against TCE Phasing (Year 2011) (Sheet 2 of 3)

Figure 4.3b-2 NEF Contours Against TCE Phasing (Year 2011) (Sheet 3 of 3)

Figure 4.3c NEF Contours Against TCE Phasing (Year 2021) (Sheet 1 of 3)

Figure 4.3d-1 NEF Contours Against TCE Phasing (Year 2021) (Sheet 2 of 3)

Figure 4.3d-2 NEF Contours Against TCE Phasing (Year 2021) (Sheet 3 of 3)

Figure 4.3e NEF Contours Against TCE Phasing (Year 2030) (Sheet 1 of 3)

Figure 4.3f-1 NEF Contours Against TCE Phasing (Year 2030) (Sheet 2 of 3)

Figure 4.3f-2 NEF Contours Against TCE Phasing (Year 2030) (Sheet 3 of 3)

Figure 4.3g NEF Contours Against TCE Phasing (Year 2032) (Sheet 1 of 3)

Figure 4.3h-1 NEF Contours Against TCE Phasing (Year 2032) (Sheet 2 of 3)

Figure 4.3h-2 NEF Contours Against TCE Phasing (Year 2032) (Sheet 3 of 3)

Figure 4.4 Prevailing Noise Measurement Locations

Figure 4.5 Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 1 of 9)

Figure 4.5-1 Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 2 of 9)

Figure 4.5-2 Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 3 of 9)

Figure 4.5-3 Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 4 of 9)

Figure 4.5a Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 5 of 9)

Figure 4.5b Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 6 of 9)

Figure 4.5c Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 7 of 9)

Figure 4.5d Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 8 of 9)

Figure 4.5e Location of Representative Noise Assessment Points (Construction Airborne Noise) (Sheet 9 of 9)

Figure 4.6 Location of Representative Noise Assessment Points (Construction Groundborne Noise) (Sheet 1 of 2)

Figure 4.6a Location of Representative Noise Assessment Points (Construction Groundborne Noise) (Sheet 2 of 2)

Figure 4.7 Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 1 of 20)

Figure 4.7-1 Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 2 of 20)

Figure 4.7-2 Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 3 of 20)

Figure 4.7-3 Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 4 of 20)

Figure 4.7a Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 5 of 20)

Figure 4.7b Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 6 of 20)

Figure 4.7c Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 7 of 20)

Figure 4.7d Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 8 of 20)

Figure 4.7e Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 9 of 20)

Figure 4.7f Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 10 of 20)

Figure 4.7g Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 11 of 20)

Figure 4.7h Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 12 of 20)

Figure 4.7i Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 13 of 20)

Figure 4.7j Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 14 of 20)

Figure 4.7k Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 15 of 20)

Figure 4.7l Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 16 of 20)

Figure 4.7m Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 17 of 20)

Figure 4.7n Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 18 of 20)

Figure 4.7o Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 19 of 20)

Figure 4.7p Location of Representative Noise Assessment Points (Road Traffic Noise) (Sheet 20 of 20)

Figure 4.8 Location of Representative Noise Assessment Points (Fixed Noise) (Sheet 1 of 3)

Figure 4.8a Location of Representative Noise Assessment Points (Fixed Noise) (Sheet 2 of 3)

Figure 4.8b Location of Representative Noise Assessment Points (Fixed Noise) (Sheet 3 of 3)

Figure 4.9 Location of Representative Noise Assessment Points (Aircraft Noise)

Figure 4.10 Location of Representative Noise Assessment Points (Railway Airborne Noise) (Sheet 1 of 3)

Figure 4.10a Location of Representative Noise Assessment Points (Railway Airborne Noise) (Sheet 2 of 3)

Figure 4.10b Location of Representative Noise Assessment Points (Railway Airborne Noise) (Sheet 3 of 3)

Figure 4.11 Location of Representative Noise Assessment Points (Railway Groundborne Noise) (Sheet 1 of 2)

Figure 4.11a Location of Representative Noise Assessment Points (Railway Groundborne Noise) (Sheet 2 of 2)

Figure 4.12 Location of Representative Noise Assessment Points (Helicopter Noise)

Figure 4.13 Location of Representative Noise Assessment Points (Marine Traffic Noise) (Sheet 1 of 3)

Figure 4.13a Location of Representative Noise Assessment Points (Marine Traffic Noise) (Sheet 2 of 3)

Figure 4.13b Location of Representative Noise Assessment Points (Marine Traffic Noise) (Sheet 3 of 3)

Figure 4.14a Mitigation Measures for Road Traffic Noise at 2023 (Sheet 1 of 3)

Figure 4.14a-1 Mitigation Measures for Road Traffic Noise at 2023 (Sheet 2 of 3)

Figure 4.14a-2 Mitigation Measures for Road Traffic Noise at 2023 (Sheet 3 of 3)

Figure 4.14b Mitigation Measures for Road Traffic Noise at 2025 (Sheet 1 of 3)

Figure 4.14b-1 Mitigation Measures for Road Traffic Noise at 2025 (Sheet 2 of 3)

Figure 4.14b-2 Mitigation Measures for Road Traffic Noise at 2025 (Sheet 3 of 3)

Figure 4.14c Mitigation Measures for Road Traffic Noise at 2027 (Sheet 1 of 4)

Figure 4.14c-1 Mitigation Measures for Road Traffic Noise at 2027 (Sheet 2 of 4)

Figure 4.14c-2 Mitigation Measures for Road Traffic Noise at 2027 (Sheet 3 of 4)

Figure 4.14c-3 Mitigation Measures for Road Traffic Noise at 2027 (Sheet 4 of 4)

Figure 4.14d Mitigation Measures for Road Traffic Noise at 2045 (Sheet 1 of 4)

Figure 4.14d-1 Mitigation Measures for Road Traffic Noise at 2045 (Sheet 2 of 4)

Figure 4.14d-2 Mitigation Measures for Road Traffic Noise at 2045 (Sheet 3 of 4)

Figure 4.14d-3 Mitigation Measures for Road Traffic Noise at 2045 (Sheet 4 of 4)

Figure 4.14e Mitigation Measures for Road Traffic Noise (Sheet 1 of 3)

Figure 4.14e-1 Mitigation Measures for Road Traffic Noise (Sheet 2 of 3)

Figure 4.14e-2 Mitigation Measures for Road Traffic Noise (Sheet 3 of 3)

Figure 4.15a Mitigation Measures for Railway Airborne Noise before 2026 (Sheet 1 of 2)

Figure 4.15a-1 Mitigation Measures for Railway Airborne Noise before 2026 (Sheet 2 of 2)

Figure 4.15b Mitigation Measures for Railway Airborne Noise after 2026 (Sheet 1 of 4)

Figure 4.15b-1 Mitigation Measures for Railway Airborne Noise after 2026 (Sheet 2 of 4)

Figure 4.15b-2 Mitigation Measures for Railway Airborne Noise after 2026 (Sheet 3 of 4)

Figure 4.15b-3 Mitigation Measures for Railway Airborne Noise after 2026 (Sheet 4 of 4)

Figure 4.15c Mitigation Measures for Railway Airborne Noise (Sheet 1 of 2)

Figure 4.15c-1 Mitigation Measures for Railway Airborne Noise (Sheet 2 of 2)

Figure 4.16 Overall Mitigation Measures for Road Traffic Noise and Railway Noise (Sheet 1 of 3)

Figure 4.16a Overall Mitigation Measures for Road Traffic Noise and Railway Noise (Sheet 2 of 3)

Figure 4.16b Overall Mitigation Measures for Road Traffic Noise and Railway Noise (Sheet 3 of 3)

Appendix 4.1 Photos of Existing NSRs

Appendix 4.1a NSR and Area Sensitivity Rating adopted in Different Noise Assessments

Appendix 4.2 SWL of PME

Appendix 4.3 Detailed PME Inventory

Appendix 4.4 Locations of Workfronts and Phases of Construction

Appendix 4.5 Monthly Unmitigated Noise Contribution

Appendix 4.6 Unmitigated Construction Noise Impact at Selected NSRs

Appendix 4.6a Unmitigated Construction Noise Impact at Various Representative Floor Levels

Appendix 4.7 Sketch of Typical Temporary Noise Barrier/ Enclosure

Appendix 4.8 Monthly Mitigated Noise Contribution

Appendix 4.9 Mitigated Construction Noise Impact at Selected NSRs

Appendix 4.9a Mitigated Construction Noise Impact at Various Representative Floor Levels

Appendix 4.10 Construction Groundborne Noise Assessment Methodology

Appendix 4.10a Construction Groundborne Noise Assessment Results

Appendix 4.11 Computer Plot of Noise Model (TCE and TCW)

Appendix 4.12 Key Map of Traffic Flow and Traffic Data at 2023, 2025, 2027 and 2045

Appendix 4.13a Detailed Road Traffic Noise Level at NAPs (Unmitigated) at 2023

Appendix 4.13b Detailed Road Traffic Noise Level at NAPs (Unmitigated) at 2025

Appendix 4.13c Detailed Road Traffic Noise Level at NAPs (Unmitigated) at 2027

Appendix 4.13d Detailed Road Traffic Noise Level at NAPs (Unmitigated) at 2045

Appendix 4.14a Detailed Road Traffic Noise Level at NAPs (Mitigated) at 2023

Appendix 4.14b Detailed Road Traffic Noise Level at NAPs (Mitigated) at 2025

Appendix 4.14c Detailed Road Traffic Noise Level at NAPs (Mitigated) at 2027

Appendix 4.14d Detailed Road Traffic Noise Level at NAPs (Mitigated) at 2045

Appendix 4.15 Calculation of Maximum Allowable SWL of Planned Salt Water Pumping Station/ Sewage Pumping Stations

Appendix 4.16 Predicted SPL at NSRs due to Sports Ground

Appendix 4.17 Calculation of Maximum Allowable SWL of TCE/TCW Railway Stations and associated facilities

Appendix 4.18 Rail Airborne Noise Assessment Methodology

Appendix 4.19 Rail Noise Source Term Measurement

Appendix 4.20 Rail Noise Measurement Validation

Appendix 4.21 Detailed Rail Noise Level at NAPs (Unmitigated)

Appendix 4.21a Detailed Rail Noise Level at NAPs (Mitigated)

Appendix 4.22 Rail Groundborne Noise Assessment Methodology

Appendix 4.22a Rail Vibration Source Term Measurement

Appendix 4.23 Operational Groundborne Noise Assessment Results

Appendix 4.24 Helicopter Noise Assessment Area Determination

Appendix 4.25 Detailed Helicopter Noise Assessment Results

Appendix 4.26 Marine Traffic Noise Assessment Methodology

Appendix 4.26a Marine Noise Source Determination

Appendix 4.27 Marine Traffic Noise Assessment Area Determination

Appendix 4.28 Detailed Marine Traffic Noise Level at NAPs (Unmitigated)

4 NOISE IMPACT

4.1 Legislation, Standards and Guidelines

4.1.1 General

4.1.1.1 The relevant legislation and associated guidance applicable to the present 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 (TM-GW);

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

· TM on Noise on Construction Work in Designated Areas (TM-DA);

· TM on Noise from Places other than Domestic Premises, Public Places or Construction Sites (TM-Places); and

· Environmental Impact Assessment Ordinance (EIAO) (Cap. 499) and TM-EIAO.

4.1.2 Construction Noise

Construction Airborne 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 TM-EIAO 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 TM-EIAO stipulates criteria of 65 – 75dB(A) for daytime construction activities, as shown in the following table.

Table 4.1 Noise standards for construction activities

Uses	Noise Standards^[1], L_eq (30mins) dB(A)
Uses	0700 to 1900 hours on any day not being a Sunday or general holiday
All domestic premises including temporary housing accommodation	75
Hotels and hostels	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.

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 Airborne 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 TM-GW details the procedures adopted by Environmental Protection Department (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 In addition to the general controls on the use of PME during restricted hours, the use of Specified Powered Mechanical Equipment (SPME) and the undertaking of Prescribed Construction Work (PCW) during the restricted hours in a designated area are controlled by the TM-DA. Construction plant or equipment classified as SPME under the TM-DA includes hand-held breakers, bulldozers, concrete lorry mixers, dump trucks and poker vibrators. The PCW includes the erection or dismantling of formwork or scaffolding, hammering, handling of rubble, wooden boards, steel bars, or scaffolding material, and the disposal of rubble through plastic chutes.

4.1.2.6 The TM-DA details the procedures that should generally be adopted by the Authority for assessing the use of SPME during restricted hours and for determining whether a CNP would be issued.

4.1.2.7 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 in Designated Areas are more stringent than those given in the TM-GW and are summarised in the following table.

Table 4.2 ANLs for construction during restricted hours

Time Period	ANLs for Area Sensitivity Ratings^[1], dB(A)
Time Period	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:

[1] Figures in brackets are ANLs for SPME construction work in designated areas.

4.1.2.8 As defined in the Noise Control Designated Area Plan No. EPD/NP/NT-05, Tung Chung areas such as Yu Tung Court, Fu Tung Estate, Coastal Skyline, Yat Tung Estate, Shek Mun Kap, etc are within the Designated Area.

4.1.2.9 Despite any description made in this 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.

Percussive Piling

4.1.2.10 Under the TM-PP, 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

4.1.2.11 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.

Construction Groundborne Noise During Normal Hours

4.1.2.12 Noise arising from general construction works that may generate groundborne noise during normal working hours is governed by the TM-EIAO under the EIAO as shown in Table 4.1. The TM-Places under the NCO stipulates that noise transmitted primarily through the structural elements of building, or buildings, shall be 10dB(A) less than the relevant ANLs.

4.1.2.13 Based on the same principle for the ground-borne noise criteria (i.e. ANL-10 dB(A) under the TM-Places), the construction groundborne noise levels inside domestic premises and schools shall be limited to 65dB(A) and 60dB(A) respectively when compared to the TM-EIAO.

4.1.2.14 A summary of construction groundborne noise criteria for daytime construction activities is given in the table below.

Table 4.4 Construction groundborne noise criteria

NSR type	Noise Criteria, dB(A)
NSR type	0700 to 1900 hours on any day not being a Sunday or general holiday
All domestic premises including temporary housing accommodation	65
Hotels and hostel	65
Educational institutions including kindergarten, nurseries and all others where unaided voice communication is required	60 55 (for during examination)

Construction Groundborne Noise During Restricted Hours

4.1.2.15 Similar to construction airborne noise during restricted hours, NCO also provides statutory control of construction work during restricted hours. As discussed in the above section, same principle for groundborne noise criteria (i.e. ANL-10dB(A) under the TM-Places) shall be adopted. Therefore, table below summarizes the construction groundborne noise criteria.

Table 4.5 Construction groundborne noise during restricted hours

Time Period	Noise Criteria, dB(A) for Area Sensitivity Ratings, dB(A)
Time Period	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)	50	55	60
All days during the night-time (2300 to 0700 hours)	35	40	45

4.1.3 Operational Noise

4.1.3.1 The TM-EIAO (Annex 5 of TM) has stipulated the noise standards for various noise sources as shown in Table 4.6. It should, however, be noted that the following noise criteria are only applicable to uses that rely on opened windows for ventilation.

Table 4.6 Noise standards for operational phase

Common Uses	Noise Standards^[1]
Common Uses	Aircraft Noise (Noise Exposure Forecast: NEF)	Helicopter Noise L_max 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 (b) L_max(2300-0700 hours) = 85dB(A)	(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 (b) the prevailing background noise levels (For quiet areas with level 5 dB(A) below the ANL)
Hotels and hostels	25	85	70
Offices	30	90	70
Educational institutions including kindergartens, nurseries and all others where unaided voice communication is required	25	85	65
Places of public worship and courts of law	25	85	65
Hospitals, clinics, convalescences and homes for the aged, diagnostic rooms, wards	25	85	55

Notes:

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

[2] Rail noise is under the control of the NCO and shall comply with the ANLs laid down in the Technical Memorandum for the Assessment of Noise from Places other than Domestic Premises, Public Places or Construction Sites. The criteria for noise transmitted primarily through the structural elements of the building or buildings should be 10dB(A) less than the relevant acceptable noise level.

Road Traffic Noise

4.1.3.2 The criteria for assessing road traffic noise is given in the TM-EIAO and tabulated in Table 4.6. For domestic premises, hotels, hostels 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 TM-Places. To plan for a better environment, the TM-EIAO has specified the following requirements for the planed fixed noise sources, whichever is more stringent.

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

· the prevailing background noise levels.

4.1.3.4 Besides, ANL stipulated in the TM-Places will be adopted in the evaluation of potential cumulative fixed noise impact assessment from existing and planned fixed noise sources. This approach has been adopted in the approved 3RS EIA (AEIAR-185/2014) and Lamma Power Station Units L4 & L5 Flue Gas Desulphurization Plan Retrofit Project (AEIAR-098/2006).

4.1.3.5 The ANLs for different Area Sensitivity Ratings during different periods are summarised in the following table.

Table 4.7 ANLs for fixed noise sources

Time Period	ANL, dB(A)
Time Period	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 4.2.4.

Aircraft Noise

4.1.3.7 The noise criterion for aircraft noise is given in Table 4.6. 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 Airborne Noise

4.1.3.8 The noise criterion for assessing rail airborne noise is given in Table 4.6. In addition, noise level during the period between 11:00pm and 7:00am of the following day should not exceed L_max 85dB(A). Similar to road traffic noise assessment, all these criteria only apply to NSRs relying on opened windows for ventilation. More details on Area Sensitivity Rating are discussed in Section 4.2.4.

Rail Groundborne Noise

4.1.3.9 The noise criterion for assessing rail groundborne noise is given in Table 4.6. The TM-Places under the NCO stipulates that noise transmitted primarily through the structural elements of building, or buildings, shall be 10dB(A) less than the relevant ANLs.

4.1.3.10 The ANLs for different Area Sensitivity Ratings during different periods are summarised in the following table. More details are discussed in Section 4.2.4.

Table 4.8 ANLs for railway groundborne noise sources

Time Period	ANL, dB(A)
Time Period	Area Sensitivity Rating A	Area Sensitivity Rating B	Area Sensitivity Rating C
Day (0700 to 1900 hours)	50	55	60
Evening (1900 to 2300 hours)	50	55	60
Night (2300 to 0700 hours)	40	45	50

Helicopter Noise

4.1.3.11 As discussed in Table 4.6, for helicopter noise between 0700 – 1900, NSRs should be planned beyond having noise impacts not exceeding L_max 85dB(A), except for offices which should be exposed to noise impacts not exceeding L_max 90dB(A). Similar to the road traffic noise, all these criteria only apply to NSRs relying on opened windows for ventilation.

4.1.3.12 It should however be noted that, other than the daytime noise criterion of L_max 85dB(A) for residential premises and 90dB(A) for offices as discussed in Table 4.6, there are no statutory noise criteria for helicopter noise during both evening period (i.e. 1900 – 2300) and night-time period (i.e. 2300 – 0700).

4.1.3.13 For the area in Tung Chung 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 latest information, 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, fire fighting) have to be conducted on an as-required basis to suit actual circumstances. More details of the operation of GFS are given in Section 4.2.

4.1.3.14 HKBAC is a helicopter landing services company providing a facility for commercial helicopters to use. According to HKBAC’s latest information, there had only been 2 flight events between HKIA and Macau, and another 2 flights between HKIA and Kowloon in Year 2011 during daytime period.

4.1.3.15 It can therefore be seen from the above paragraphs that there would be helicopter events in Tung Chung area for both evening and night-time periods. Whist there are no statutory helicopter noise criteria for evening and night-time periods, a review on both local and international practice has been conducted to determine an appropriate approach to address the helicopter noise impacts during these periods.

4.1.3.16 A review of all the approved EIA Reports under the EIAO has revealed that there are at least 5 projects involving helicopter noise assessment, including the following:

· Expansion of Heliport Facilities at Macau Ferry Terminal (AEIAR-095/2006);

· Helipad at Yung Shue Wan, Lamma Island (AEIAR-094/2006);

· Peng Chau Helipad (AEIAR-087/2005);

· Kai Tak Development (AEIAR-130/2009); and

· North East New Territories New Development Areas (NENT NDA) (AEIAR-175/2013).

4.1.3.17 For the Expansion of Heliport Facilities at Macau Ferry Terminal (AEIAR-095/2006), an additional helipad is added to the existing facilities. Its operation involves only commercial helicopter events commuting between HK and Macau serving only both daytime and evening periods, and there are no night-time flight events. This EIA adopted the statutory L_max 85dB(A) for residential premises and L_max 90dB(A) for offices during the daytime period. For the evening period between 1900 – 2300 however, it adopted a non-statutory L_eq (4 hours) 65dB(A) for its commercial flight events, which was based on existing noise measurements at NSRs locations. It should be noted that all the helicopter flight events in this group of helipad facilities are not for emergency services.

4.1.3.18 For the Helipad at Yung Shue Wan in Lamma Island (AEIAR-094/2006), there had been no permanent, dedicated helipad serving the local community. The community was using the helipad at The Hong Kong Electric Co. Ltd’s Lamma Power Station at a distance of 2.75km with around 20 minutes by mini-ambulance from the North Lamma Clinic. And then a temporary helipad had been operated at Yung Shue Wan since October 2003 pending the construction of a permanent helipad to serve the local community. Its operation is solely for emergency uses such as Casualty Evacuation (CASEVAC) operations, transporting residents for medical treatment. The statutory L_max 85dB(A) noise criterion is adopted for daytime period. The approved EIA does not propose criteria at night time for emergency uses.

4.1.3.19 For the Helipad at Peng Chau (AEIAR-087/2005), the original Peng Chau helipad was located on a soccer pitch near Tai Lung Tsuen and was subsequently relocated to Pak Wan, northwest Peng Chau. Its operation is solely for emergency uses such as CASEVAC operations, transporting residents for medical treatment. Only the statutory L_max 85dB(A) noise criterion is adopted for daytime period. The approved EIA does not propose criteria at night time for emergency uses.

4.1.3.20 For the helipad at Kai Tak, it is used for cross-boundary tourism industry according to Kai Tak Development (AEIAR-130/2009) and is located at the tip of the former Kai Tak Airport runway. This helipad is for commercial use and hence is not intended for emergency uses. Only the statutory L_max 85dB(A) noise criterion is adopted for the daytime period.

4.1.3.21 The Lo Wu Classification Range at Tai Shek Mo is used for fire fighting and police training according to NENT NDA (AEIAR-175/2013). Training will normally be 0700 – 1900 with only one helicopter and the duration of training normally lasted for one and a half hours. Only the statutory L_max 85dB(A) noise criterion is adopted for the daytime period.

4.1.3.22 Besides the review on approved EIAs under the EIAO, an international review has also been conducted on international practice. The review includes Federal Aviation Administration “Nonmilitary helicopter urban noise study” December 2004, British Helicopter Association “Helicopter flights in urban areas”, Environment Committee “London in a spin – a review of helicopter noise”, Department for Environment, Food and Rural Affairs “Research into the Improvement of the management of helicopter noise” June 2008, International Civil Aviation Organization (ICAO), “Noise Control Guidelines” October 2008 etc.

4.1.3.23 From the “Noise Control Guidelines” published by Environment Protection Authority of Victoria, the maximum free field noise level should not exceed 82dB(A) between 0700 – 2200 (i.e. a façade noise limit of 85dB(A)). Operation hours outside 0700 – 2200 is not permitted except for emergency flight. In addition, the reports (including Nonmilitary helicopter urban noise study, Helicopter flights in urban areas, London in a spin – a review of helicopter noise, research into the improvement of the management of helicopter noise) noted that “the public expressed supported for exemption from noise restriction alternatives for services in performance of emergency operations” and FAA-hosted workshops was the mutual agreement among public and industry participants that emergency helicopter service (air medical, law enforcement, fire-fighting, public services, etc) should be exempted from any proposed limitation or restrictions considered by Congress following this study. These services are time-critical and provide a noise-excusable public service.” This situation applies to the evening and night-time operation for CASEVAC, SAR, fire fighting, law enforcement and emergency training.

4.1.3.24 To summarise the findings regarding noise criteria for emergency helicopter services in Hong Kong during evening and night-time periods, there has been no statutory noise criteria for these periods. This is also consistent with the findings from the review on international practice given the need and nature of emergency services, air medical, law enforcement, fire-fighting, public services, etc.

Marine Traffic Noise

4.1.3.25 There is no statutory requirement for marine traffic noise. Additional non-statutory noise criteria beyond the NCO may therefore need to be considered. An approach to establish the noise criterion based on the prevailing noise measurement had been adopted in approved EIA report (AEIAR-070/2003) for the Proposed Joint User Complex and Wholesale Fish Market at Area 44, Tuen Mun. Similar approach has been adopted for the marine traffic noise assessment. Similar to road traffic noise assessment, all these criteria only apply to NSRs relying on opened windows for ventilation.

4.2 Description of the Noise Environment

4.2.1 Existing Environment

4.2.1.1 As discussed in Section 1, the Possible Development Areas (PDAs) consist of 2 parts including the TCE and TCW as shown in Figure 1.1. TCE is located north to the reclamation area near Ying Hei Road and is currently a sea area. The existing noise climate is dominated by the road traffic from Ying Hei Road and NLH, Airport Express Line (AEL), Tung Chung Line (TCL), aircraft approaching and departing from HKIA and helicopter holding and transiting.

4.2.1.2 TCW is located at the existing scattered villages of Ma Wan Chung, Sha Tsui Tau, Ngau Au, Shek Lau Po, Shek Mun Kap, etc. The noise climate is dominated by aircraft approaching and departing from HKIA and helicopter holding and transiting. TCW is relatively tranquil and only relatively minor traffic is observed on Yu Tung Road and Tung Chung Road.

4.2.2 Existing and Planned Noise Sources

Existing Noise Sources

4.2.2.1 The area for noise impact assessment shall generally include all areas within 300m from the boundary of TCE, TCW and the associated infrastructure. Individual assessment area for fixed plant noise and marine traffic noise will be discussed in the respective sections. Table 4.9 shows the key existing noise sources and their locations are illustrated in Figure 4.1.

Table 4.9 List of key existing noise sources

Types	Noise Sources	Reference Location^[1]
Existing Noise Sources	Road Traffic from Existing NLH	ENS01
	AEL and TCL	ENS02 / ENS03
	Public Pier in Tung Chung	ENS04 / ENS05
	Ngong Ping Skyrail Tung Chung Terminal	ENS06
	North Lantau Hospital	ENS07
	Tung Chung Town Electric Substation	ENS08
	Helicopter Operations to/ from HKIA	ENS09
	Existing Activities within HKIA with Two Runway System	ENS10
	Tung Chung Fire Station	ENS11
	Sewage Pumping Station	ENS12

Notes:

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

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

North Lantau Highway (NLH)

4.2.2.3 NLH is a highway linking HKIA, Lantau Island and Tsing Ma Bridge. It has an Annual Average Daily Traffic (AADT) of 50,000 in Year 2013 and is an expressway with three lanes in each direction for its entire length, and with a speed limit of 110km/h for the section near Tung Chung. Some sections of the NLH near Tung Chung have also been installed with vertical noise barriers and friction course material. These existing vertical noise barriers have an approximate height of 3m and an extent of about 540m, as illustrated in Figure 4.2. Potential road traffic noise impacts have therefore been addressed in this noise assessment.

AEL and TCL

4.2.2.4 Similar to NLH, AEL is located at south of TCE (Figure 4.1). According to the railway operator’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 135 km/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.

4.2.2.5 For the section to the east of TCE near Pak Mong, both the AEL and TCL share common tracks which are on ballast and there are neither barriers nor other existing screening structures. For the section between Caribbean Coast and Pak Mong, it bifurcates into 2 sets of ballast tracks. For the section to the west of TCE, the TCL enters into a tunnel portal near the Hei Tung street oil station while AEL continues as at-grade with a semi-enclosure between the tracks and TCE as shown in Figure 4.2. The shortest distance between the tracks and planned NSRs A1-1 at TCE (Figure 4.1a) is about 100m. Potential rail airborne noise impacts have therefore been addressed in this noise assessment.

Public Pier in Tung Chung

4.2.2.6 A public pier in Tung Chung is located at north of Seaview Crescent. Although the public pier is located at approximately 980m west of the nearest planned NSRs D1-1 at TCE (Figure 4.1a) and 900m east of the nearest planned NSRs TCW-2 at TCW (Figure 4.1b), the pier serves ferries commuting between Tuen Mun, Tung Chung, Sha Lo Wan and Tai O, and the route is approximately 120m north of planned NSRs E3-1 and E3-2 at TCE (Figure 4.1a). Marine traffic noise impacts have therefore been addressed in this noise assessment.

Ngong Ping Skyrail Tung Chung Terminal

4.2.2.7 Ngong Ping Skyrail Tung Chung Terminal is located at the junction of Mei Tung Street and Tat Tung Road. It serves as the terminal to connect north coast of Lantau (Po Lin Monastery and Tian Tan Buddha) and Tung Chung rail line. The terminal is located at approximately 1300m west of planned NSRs D1-1 at TCE (Figure 4.1a) and 450m east of planned NSRs TCW-2 at TCW (Figure 4.1b). Given the large separation distance, fixed noise impacts are therefore not anticipated.

North Lantau Hospital

4.2.2.8 North Lantau Hospital is located at the junction of Chung Yan Road and Yu Tung Road. It would accommodate outdoor noise sources such as air-cooled chillers, cooling tower, ventilation louvers, etc. As the hospital site is located at approximately 140m south of planned NSRs TCW-2 at TCW (Figure 4.1b), fixed noise impacts have therefore been addressed in this noise assessment.

Tung Chung Town Electric Substation

4.2.2.9 Tung Chung Town Electric Substation is located at the junction of Shun Tung Road, Tung Chung Waterfront Road and Chek Lap Kok South Road. The substation is located at approximately 1600m west of planned NSRs D1-1 at TCE (Figure 4.1a) and 350m north of planned NSRs TCW-2 at TCW (Figure 4.1b). Given the large separation distance, fixed noise impacts are therefore not anticipated.

Helicopter Operations to/ from HKIA

4.2.2.10 GFS and 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, air ambulance, tactical police support, lifting loads and internal cargo, airborne monitoring, the carriage of government passengers. 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. Both the GFS and HKBAC are located at approximately 4km west and 3 km northwest from the planned NSRs at TCE and TCW respectively. Hence, noise impact generated from helicopter approaching, take-off and manoeuvring are not anticipated.

4.2.2.11 The operation parameters of GFS and HKBAC are given in the table below.

Table 4.9a Helicopter operation parameters

Operation Parameters	HKBAC^[1]	GFS
Nature of Use	Business	Government
Operation Time	[2]	24 hours
Operation Frequency	[1]	Routine and emergency [3]
Helicopter Types	· MD902 Explorer helicopter · AgustaWestland AW139 · Sikorsky S-76 · Sikorsky S-92A	· Eurocopter AS332 L2 (Super Puma AS332 L2) helicopters · Eurocopter EC155 B1 (EC155) helicopters

Notes:

[1] Information provided by Hong Kong Business Aviation Centre (HKBAC). According to the approved 3RS EIA (AEIAR-185/2014), there were average two flights going to Macau and 2 flights going to Kowloon per month in Year 2011.

[2] According to AIC 20 / 11 16 December 2011, operators are recommended to apply time slots during the off-peak periods (0700 – 1000 and 1700 – 1800) and subject to the approval from HKIA. In addition, Civil Aviation Department has confirmed that permission will not be granted to commercial helicopters for regulation at HKIA during evening and night time periods.

[3] Routine and emergency tasks will be discussed in the following section.

4.2.2.12 As seen from Table 4.9a, 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 are listed as below:

· Air ambulance

GFS provides a 24-hour air ambulance service for patients in the outlying islands to receive immediate medical treatment in hospitals. GFS has a 20-minute services pledge for locations within Island Zone such as Hong Kong Island, Cheung Chau, Hei Ling Chau, Lantau, Peng Chau and Soko Islands, and 30 minutes for elsewhere within the Hong Kong territory. This accounts for the time that GFS receives emergency callouts from clinics throughout the territory to the arrival time on-scene.

· Search & Rescue (SAR)

One of the major responsibilities of the GFS lies with SAR operations, e.g. injured hikers and vessels in distress. The area of responsibility covers Hong Kong SAR, the majority of the South China Sea up to 700 nautical miles (1300 km) south of Hong Kong.

· Supporting law enforcement agencies

The Hong Kong Police Force makes frequent use of GFS’s helicopters in operations such as anti-smuggling, anti-illegal immigrations, anti-drug trafficking, movement of personnel and traffic monitoring.

· Fire fighting

One of the two types of helicopters own by the GFS, the Super Puma AS332 L2 is used for countryside fire suppression operations. In addition to the standard fire bucket system, these helicopters can also be fitted with a ‘belly tank' with its own suction pump and fire foam delivery system to enhance the fire fighting capability.

4.2.2.13 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.

4.2.2.14 As discussed above, there are routine services provided by GFS during daytime period. During evening and night time periods, however, only emergency services would be provided. Their operation statistics are given in the table below:

Table 4.9b Pass year operation statistics (in Trips)

Year	2010	2011	2012	2013	2014	Average
Total No. of Flight Trips	3518	3801	4129	4311	4251	4002
No. of Routine Trips^{[1], [2]}	1246	1317	1345	1348	1330	1317
Total No. of Flight Trips between 1900 – 2300	450	485	511	573	594	584
Total No. of Flight Trips between 2300 - 0700	365	415	398	436	425	404
No. of Emergency Trips^[2] – CASEVAC, SAR Fire Fighting, Law Enforcement
No. of Casualty evacuation (CASEVAC)	1702	1823	2100	2247	2133	2001
No. of SAR	411	391	492	496	567	471
No. of Fire Fighting	62	145	70	76	72	85
No. of Law Enforcement	97	125	122	144	149	127
% of Emergency Trips	65	65	68	69	69	67
% of Routine Trips	35	35	33	31	31	33
Daily Average No. of Flight Trips	9.6	10.4	11.3	11.8	11.6	10.9
Daily Average No. of Trips for Routine Trips	3.4	3.6	3.7	3.7	3.6	3.6
Daily Average No. of Trips for Emergency Trips	6.2	6.8	7.6	8.1	8.0	7.3
Daily Average No. of Trips for Emergency Trips between 1900 – 2300	1.2	1.3	1.4	1.6	1.6	1.4
Daily Average No. of Trips for Emergency Trips between 2300 - 0700	1.0	1.1	1.1	1.2	1.2	1.1

Note:

[1] All the routine trips would be conducted between 0700 – 1900.

[2] According to Section II Rule 5 (3) of Air Navigation (Hong Kong) Order 1995, it is stated that “Nothing in this Rule shall prohibit an aircraft from flying in such a manner as is necessary for the purpose of fire fighting or prevention, life-saving or law enforcement operations and including the training of personnel engaged in such activities”. Therefore, CASEVAC, SAR, fire fighting, law enforcement and training are considered as necessary and essential in achieving emergency duty.

4.2.2.15 It can be seen from Table 4.9b that, according to the statistics between 2010 and 2014, there are average of about 4 daily routine tasks between 0700 – 1900 while of about 7 emergency tasks in one day such as CASEVAC, SAR, fire fighting, etc. In addition, out of 7 emergency tasks, there was on average only one emergency operation between 1900 and 2300 (i.e. evening) and between 2300 and 0700 (i.e. night time period) respectively, and the flight direction would be either eastward or westward depending on the destination and needs of the emergency tasks. Only those eastward flight would fly closer to Tung Chung Area and those westward flight would closer to Sha Lo Wan.

4.2.2.16 The helicopter holding and transiting in the helicopter holding areas near Cathay City and Tung Chung Bay may generate helicopter noise, helicopter noise impacts have therefore been addressed in this noise assessment.

Existing Activities within HKIA with Two Runway System

4.2.2.17 According to the website of HKIA, HKIA is connected to about 180 destinations in 2014, including 45 in the Mainland, through over 1,000 daily flights by more than 100 airlines. The minimum separation distance from the southern runway of the airport is about 1.8km and 2km from planned NSRs D1-1 at TCE (Figure 4.1a) and TCW-2 at TCW (Figure 4.1b) respectively.

4.2.2.18 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 4.3a and 4.3b. Based on this information, the NEF 25 contour in year 2011 will encroach onto the reclamation boundary at TCE but away from all the existing residential premises in Tung Chung such as Ma Wan Chung, Yat Tung Estate, Fung Tung Estate, etc. However, the existing two runway option will be expanded to three runway system, and more details have been discussed in Section 4.7.

Tung Chung Fire Station

4.2.2.19 Tung Chung Fire Station is located at the junction of Shun Tung Road and Yu Tung Road to provide emergency service for the communities in the vicinity. Noise sources from the station operations include loudspeakers, siren, fire engine sirens, etc. These noise may cause potential nuisance to the nearby planned NSRs, despite their occurrences are on an as-needed basis and last for short duration only. In addition, the operation of a fire station also require certain fixed noise sources such as condenser, transformer, etc. As the station is located at about 1.5km from planned NSRs D1-1 at TCE (Figure 4.1a), potential nuisance and fixed noise impacts on TCE are not anticipated due to the large distance attenuation of about 70dB(A). At TCW, the station is at about 300m from the nearest planned NSRs TCW-2 (Figure 4.1b), which is equivalent to a distance attenuation of about 55 dB(A). Besides, there is also a terrain (maximum 75mPD) in between the planned NSRs TCW-2 (75mPD) and the existing fire station, which would provide screening effect to the planned NSRs. On this basis, potential nuisance and fixed noise impacts on the TCW are therefore not anticipated.

Sewage Pumping Station

4.2.2.20 A sewage pumping station is located at the junction of Shun Tung Road and Yat Tung Street. As the pumping station is located at approximately 70m south of planned NSRs TCW-2 at TCW (Figure 4.1b), fixed noise impacts have therefore been addressed in this noise assessment.

Planned Noise Sources

4.2.2.21 Other than the key existing noise sources within 300m from the boundary of TCE, TCW and associated infrastructure, there are planned noise sources which may give rise to potential impacts on existing and future NSRs. They are listed in the table below and their locations are shown in Figure 4.1.

Table 4.10 List of key planned noise sources

Types	Noise Sources	Land Lot Nos.	Reference Location^[1]
Possible Future Noise Sources from Project	Salt Water Pumping Station / Sewage Pumping Station / Pumping Station	D0-1, C0-4 at TCE B0-4, TCV-f, TCV-b, TCV-d at TCW, TCV-a, TCV-c, TCV-e at TCW	PNS01
	Fire Station	G0-3 at TCE	PNS02
	Electric Substation	B0-2 at TCE	PNS03
	Public Transport Interchange (PTI)	C2-2, A1-2, B1-1 at TCE COM-3 at TCW	PNS04
	Road P1 Extension	-	PNS05
	Internal Roads	-	PNS06
	Chung Mun Road Sewage Pumping Station	-	PNS07
	Planned Service Reservoirs near TCW	-	PNS08
	Sewerage Network	-	PNS09
Possible Future Noise Sources by others	Marina	F0-5 at TCE	CNS01/ CNS02
	Sports Ground	G0-1 at TCE	CNS03
	Ventilation Building for HKLR (being implemented)^[2]	-	CNS04
	HKLR (being implemented)^[2]	-	CNS05
	TM-CL Link (being implemented)^[2]	-	CNS06
	HKBCF (being implemented)^[2]	-	CNS07
	Expansion of HKIA into a Three-Runway System (3RS)	-	CNS08
	Proposed Pier for the Three-Runway System (3RS) of HKIA	-	CNS09
	Railway Stations at Tung Chung East and Tung Chung West	-	CNS10/ CNS11
	Construction of additional sewage rising mains and rehabilitation of the existing sewage rising main between Tung Chung and Siu Ho Wan	-	CNS12
	Planned developments in the existing Tung Chung New Town such as residential developments at Tung Chung Area 27, Area 39, Area 54, Area 55, Area 56 and hotel development at Tung Chung Area 53a	-	CNS13

Notes:

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

[2] According to AEIAR-144/2009 Hong Kong-Zhuhai-Macao Bridge Hong Kong Link Road, AEIAR-145/2009 Hong Kong-Zhuhai-Macao Bridge Hone Kong Boundary Crossing Facilities and AEIAR-146/2009 Tuen Mun-Chek Lap Kok Link.

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

Sewage Pumping Station / Salt Water Pumping Station / Pumping Station

4.2.2.23 Six Sewage Pumping stations / Salt Water Pumping Stations are planned at TCE (B0-4, C0-4 and D0-1) (Figure 4.1a) and TCW (TCV-b, TCV-d and TCV-f) (Figure 4.1b) to cater for the demand increase in water supply and sewage load. These pumping stations would need to be operated during daytime, evening time and night-time periods. The sewage pumping station / salt water pumping station will be located at 5m and 80m from the Reclamation Area next to TCE (N3) and Shek Lau Po (N2-6) respectively. In addition, the pumping stations are located within TCE and TCW. Hence, the associated construction noise and fixed noise impacts have been addressed in this noise assessment.

4.2.2.24 Three Pumping Stations are planned at TCW (TCV-a, TCV-c and TCV-e) (Figure 4.1b) to discharge the treated runoff from the stormwater attenuation and treatment ponds to drainage network. These pumping stations would need to be operated during daytime, evening time and night-time periods. These pumping stations will be located at about 10m and 20m from the nearest planned NSR at TCV-1 and Shek Lau Po (N2-6) respectively. Hence, the associated construction noise and fixed noise impacts have been addressed in this noise assessment.

Fire Station

4.2.2.25 A fire station (G0-3) (Figure 4.1a) is proposed in the south-eastern part of TCE to provide emergency service for the future community. Noise sources from the station operations include loudspeakers, siren, fire engine sirens, etc. In addition, the operation of a fire station also require certain fixed noise sources such as condenser, transformer, etc. These noise may be potential nuisance to the nearby NSRs, despite their occurrences are on as-needed basis and last for short duration only.

4.2.2.26 The nearest NSRs are the planned Police Married Quarters (C0-2) at TCE (Figure 4.1a) and the planned Post Secondary Institution (G0-2) at TCE (Figure 4.1a), with separation distances of about 80m and 30m respectively. These separation distance of 80m and 30m would have provided a sound attenuation of about 46dB(A) and 37dB(A) according to standard point source correction. The operational noise from fire station could also be masked to a certain extent by the road traffic noise from NLH. Other form to reduce the nuisance should be adopted including special systems like green-wave system / hurry call system. In addition, the planned Police Married Quarters (C0-2) has been designed to have all the openable window facing north to enjoy a better view and the Post Secondary Institution (G0-2) at TCE (Figure 4.1a) is unlikely to have school activities during night-time period and will not rely on opened windows for ventilation. Thus, potential nuisance has been minimised as much as practicable.

4.2.2.27 Further away from the above NSRs, the next nearest NSRs would be the planned residential premises (C2-1) located at TCE (Figure 4.1a) which is approximately 150m away from the station. These residential premises are partially screened by planned commercial buildings in COM-3 and Police Married Quarters (C0-2) (Figure 4.1a). In addition, the proposed fire station is located at 1.5km from the existing NSRs Caribbean Coast (N29). Thus, potential nuisance has been minimised as much as practicable. However, the associated construction noise and fixed noise (such as chillers, condensers, etc) impacts have been addressed in this noise assessment.

Electric Substation

4.2.2.28 Noise sources within electric substation (B0-2) (Figure 4.1a) consist of transformers (132/11KV) and necessary ventilation system. The electric substation is located at 100m from planned NSRs B1-2 at TCE (Figure 4.1a); and 80m from existing NSRs of Reclamation Area next to Tung Chung East (N3). Hence, the associated construction noise and fixed noise impacts have been addressed in this noise assessment.

Public Transport Interchange (PTI)

4.2.2.29 Four public transport interchanges (C2-2, A1-2, B1-1 at TCE and COM-3 at TCW) (Figure 4.1a and 4.1b) are proposed inside TCE and TCW. Key noise generating sources inside PTI usually include ventilation fans, idling engine and manoeuvring vehicles, etc. However, the PTI would be decked under proposed building structures and designed with no line-of-sight at the noise sensitive use and therefore their noise emissions are adequately controlled. In addition, the location of ingress and egress of the facilities should be planned in order to avoid adverse noise impacts to the adjacent area in detail design stage. However, the associated fixed noise impacts from ventilation fans and construction noise impacts have been addressed in this noise assessment.

Planned Road P1 Extension

4.2.2.30 The Road P1 extension with road speed 50km/h is a planned road located along the southern boundary of TCE and will continue from Ying Hei Road and stretch further east at TCE. Reclamation Area next to TCE (N3) are located at the western end of Road P1.

4.2.2.31 Road P1 would be further extended to Tai Ho. Different construction methodology options have been considered (see Section 2.7). Despite this, the alignment would be similar and the nearest existing NSR for that portion of Road P1 extension are the village houses in Pak Mong at the eastern end. According to the site inspection, the nearest separation distance from the existing NSRs at Pak Mong from Road P1 is about 400m and the natural topography has provided some screening and absorption. Hence, adverse road traffic noise impacts from Road P1 on Pak Mong are not anticipated. However, road traffic noise impacts on existing, committed and planned NSRs have been addressed in this noise assessment. In addition, the associated construction noise impacts have also been assessed.

Planned Internal Roads

4.2.2.32 Internal roads have been planned inside both TCE and TCW to facilitate the transportation after population intake. The associated construction noise and road traffic noise impacts have been addressed in this noise assessment.

Chung Mun Road Sewage Pumping Station

4.2.2.33 The existing Chung Mun Road Sewage Pumping Station will be upgraded from existing capacity of 12,360m³/day to a proposed capacity of approximately 20,660m³/day. This Sewage Pumping Station is located at Chung Mun Road adjacent to TCW, and is at 30m from the planned NSRs TCV-1 at TCW (Figure 4.1b) and 180m from existing NSRs YMCA of Hong Kong Christian College (N14). Hence, fixed noise impacts have been addressed in this noise assessment.

Planned Service Reservoirs at the east of the TCW

4.2.2.34 Two service reservoirs, including one for fresh water and the other for flushing water are proposed about 350m at the east of the TCW to cater for the demand increase in water supply. The planned service reservoirs will be located at 90m from the existing Chek Lap Kwok New Village (N22) and at 130m from Sheung Ling Pei (N10) respectively. It is informed that there is no water pump installed in both fresh water and flushing water service reservoirs. The service reservoir, which locates on hillsides, only serves as a temporary storage for the fresh water and flushing water and will discharge the water to communities through water mains. In addition, water mains will be constructed and connected to the existing water mains system. Considering the small work scale of the water mains work, only the associated construction noise of service reservoirs have therefore been addressed in this noise assessment.

Sewerage network

4.2.2.35 A new sewerage network independent from the existing sewerage network is proposed to avoid impacts to existing gravity sewers. This sewerage network has been planned inside both TCE and TCW and extended along Yu Tung Road and the maintenance access road north of Siu Ho Wan Depot to Siu Ho Wan Sewage Treatment Works. The associated construction noise impacts have been addressed in this noise assessment.

Marina

4.2.2.36 A marina basin with moorings and supplies for yachts and small boats (a total of 95 berths) has been planned at the northern tip of the TCE. While the land formation of this marina would be carried out as part of the reclamation process, the operation will be further determined by future marina operator. The construction (except the land formation) and operation of the marina is a separate Schedule 2 DP and are not under scope of this Project. As the proposed marina is located at 120m north of planned NSRs F2-1 at TCE (Figure 4.1a), the associated construction noise and marine traffic noise impacts have therefore been addressed in this noise assessment.

4.2.2.37 There is a boatyard and maintenance area for the yachts located at F0-5 (Figure 4.1a). This area will provide minor maintenance works. The boatyard and maintenance area is located at 140m from the planned NSRs F2-1 at TCE (Figure 4.1a). Hence, the associated fixed noise and construction noise impacts have therefore been addressed in this noise assessment.

4.2.2.38 As the proposed marina is considered as a Designated Project under Item O.2 of Schedule 2 of TM-EIAO, a separate EIA study would be conducted by the future operator to fulfil all the statutory requirements and procedures under the EIAO.

Sports Ground

4.2.2.39 A sports ground (G0-1) with a capacity to accommodate more than 10,000 persons is planned at east of the TCE. While the land formation of this marina would be carried out as part of the reclamation process, the operation will be further decided by future operator. The construction (except the land formation) and operation of the sports ground are not under scope of this Project. Noise from operation of the facility and public address (PA) system are anticipated. The sports ground is located at 50m from the nearest planned NSRs School (C0-1) at TCE (Figure 4.1a). Since the school will be using central air-conditioning system, it will not rely on opened windows for ventilation. Another planned NSRs residential buildings (C2-2), with a separation distance of about 120m is therefore assessed. Hence, the associated construction noise and noise from operation of the facility have therefore been addressed in this noise assessment.

4.2.2.40 Should the sports ground is designed to accommodate more than 10,000 people, it will be classified as a DP under Item O.7 of Schedule 2 of TM-EIAO, a separate EIA study would be conducted by the future operator to fulfil all the statutory requirements and procedures under the EIAO.

Ventilation building for HKLR (Being implemented)

4.2.2.41 According to the approved EIA report for HKLR (AEIAR-144/2009), a tunnel ventilation building will be located at south of Scenic Hill. The shortest separation between the TCW-2 at TCW and the ventilation building will be about 850m. The EIA report for HKLR (AEIAR-144/2009) had estimated the maximum allowable Sound Power Level (SWL) for the ventilation building to be 110dB(A) for daytime and 104dB(A) for night time respectively. Given the large distance attenuation of about 65dB(A), fixed noise impacts are therefore not anticipated. However, the cumulative fixed noise impacts from the approved EIA report for 3RS (AEIAR-185/2014) has taken account the associated fixed noise impacts from the ventilation building.

Hong Kong – Zhuhai Macao Bridge Hong Kong Link Road (HKLR – being implemented)

4.2.2.42 According to the approved EIA report for HKLR (AEIAR-144/2009), it is a dual-3 carriage way of about 12km in length. For the sections with speed greater than 100kph, it would be installed with friction course material. The separation distance between HKLR to the nearest NSRs D1-1 TCE (Figure 4.1a) and TCW-2 TCW (Figure 4.1b) are 950m and 850m respectively. Given the large separation distance, potential road traffic noise impacts are therefore not anticipated. However, the induced traffic due to HKLR has been taken into account in the traffic forecast for road traffic noise impact assessments.

Tuen Mun – Chek Lap Kok Link (TM-CLK Link – being implemented)

4.2.2.43 According to the approved EIA report for TM-CLKL (AEIAR-146/2009), the link will provide a direct route linking North West New Territories and North Lantau. It would run along the north-east and the east side of TCE. The separation distance between TM-CLKL to the TCE (F1-1, F1-2 and F2-2) (Figure 4.1a) are 250m. Hence, road traffic noise impacts have therefore been addressed in this noise assessment.

Hong Kong – Zhuhai – Macao Bridge Hong Kong Boundary Crossing Facilities (HKBCF – being implemented)

4.2.2.44 According to approved EIA report for HKBCF (AEIAR-145/2009), it will be located at about 2km from the existing Tung Chung Town Centre and about 1.5km from the existing coastline. The separation distances from the north of TCE (F2-2) (Figure 4.1a) and north-east of TCW (TCW-2) (Figure 4.1b) are about 360m and 3km respectively. HKBCF consists of facilities such as passengers clearance building, government departments, public transport interchange, transport drop-off and pick-up areas, water supply system, sewage and drainage systems, utilities, electronic system, traffic control and surveillance system, etc. Hence, fixed noise and road traffic noise impacts are therefore not anticipated.

Expansion of HKIA into a Three-Runway System (3RS)

4.2.2.45 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 Figures 4.3a and 4.3b. More details will be discussed in Section 4.7.

4.2.2.46 Information on fixed noise impacts including ground running of aircraft, engine run-up facilities (ERUFs), auxiliary power units (APU), etc has been assessed in the approved EIA report for 3RS (AEIAR-185/2014). The assessment area for the fixed noise impacts induced from the operation of three runway system are about 1,300m and 2,800m during day & evening and night time periods respectively. These assessment areas will encroach into the development areas at TCE and TCW. In addition, cumulative fixed noise impacts will be induced to existing NSRs such as Tung Chung Crescent (N4). Hence, cumulative fixed noise impacts have been addressed in this noise assessment. More details will be discussed in Section 4.6. In addition, road traffic with consideration of 3RS operation has been taken into account in the traffic forecast for road traffic noise impact assessments.

Proposed Pier for the Third Runway of HKIA

4.2.2.47 There will be a proposed SkyPier marine vessel moored to the piers due to operation of planned Third Runway of HKIA according to the approved EIA report for 3RS (AEIAR-185/2014). However, as the assessment area for the manoeuvring route is 1,350m which is more than 1,500m away from the nearest NSRs E3-1 and E3-2 at TCE (Figure 4.1a), cumulative marine traffic noise impacts are therefore not anticipated.

Proposed Railway Stations at TCE and TCW

4.2.2.48 Railway Stations at TCE and TCW are proposed at the south of TCE and in the central portion of TCW, and are connected to the existing MTR Tung Chung Station as shown in Figure 1.1. The proposed station at TCE would be at-grade and hence airborne train noise, construction airborne noise and fixed noise have therefore been addressed in this assessment.

4.2.2.49 For the proposed station at TCW, both the alignment for the extension from Tung Chung station and the TCW station would be underground and hence operational air-borne train noise is not anticipated. Fixed noise impacts from ventilation building and associated facilities, construction airborne noise from cut-and-cover station, construction groundborne noise and operational groundborne noise impacts due to the underground alignment have therefore been addressed in this assessment.

4.2.2.50 As the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. Hence, the noise assessment will only be conducted for planned NSRs within the TCE and TCW. The construction (except the land formation of the Railway Station at TCE as part of the reclamation process) and operation of the Railway Stations at TCE and TCW are not under scope of this Project.

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

4.2.2.51 The project includes the 1) construction of an additional 1200 mm diameter sewage rising main, 2) modification of Tung Chung Sewage Pumping Station (TC SPS) and Siu Ho Wan Sewage Treatment Works (SHWSTW), and 3) rehabilitation of the existing 1,200 mm diameter sewage rising main which conveys sewage from HKIA and Tung Chung to SHWSTW. The proposed new rising main is scheduled for commissioning in June 2023, while rehabilitation of the existing rising main is scheduled for completion by end of 2025. Hence, cumulative construction airborne noise has therefore been addressed in this assessment.

Planned developments in the existing Tung Chung New Town such as residential developments at Tung Chung Area 27, Area 39, Area 54, Area 55, Area 56 and hotel development at Tung Chung Area 53a

4.2.2.52 As discussed in Section 1, the induced traffic will be taken account in the road traffic noise impact assessment for Tung Chung Area 27, Area 39, Area 54, Area 56 and hotel development at Tung Chung Area53a. In addition, cumulative construction airborne noise from Area 27 has also been addressed in this assessment.

Possible Impacts from Existing and Planned Noise Sources

4.2.2.53 Possible impacts from existing and planned noise sources are summarized in the table below:

Table 4.10a Summary of noise sources

Summary	Assessment to be Conducted	Environmental Noise Impacts Considered
Existing Noise Sources
Road Traffic from Existing NLH	Y	Road Traffic Noise
AEL and TCL	Y	Rail Noise
Public Pier in Tung Chung	Y	Marine Traffic Noise
Ngong Ping Skyrail Tung Chung Terminal^[1]	N	-
North Lantau Hospital	Y	Fixed Noise
Tung Chung Town Electric Substation^[1]	N	-
Helicopter Operations to / from HKIA	Y	Helicopter Noise
Existing Activities within HKIA with Two Runway System	Y	Aircraft Noise, Fixed Noise
Tung Chung Fire Station^[1]	N	-
Sewage Pumping Station	Y	Fixed Noise
Planned Noise Sources from Project
Salt Water Pumping Station / Sewage Pumping Station / Pumping Station	Y	Construction Noise, Fixed Noise
Fire Station	Y	Construction Noise, Fixed Noise
Electric Substation	Y	Construction Noise, Fixed Noise
Public Transport Interchange (PTI)	Y	Construction Noise, Fixed Noise
Road P1 Extension	Y	Construction Noise, Road Traffic Noise
Internal Roads	Y	Construction Noise, Road Traffic Noise
Chung Mun Road Sewage Pumping Station	Y	Construction Noise, Fixed Noise
Planned Service Reservoirs near TCW	Y	Construction Noise
Sewerage Network	Y	Construction Noise
Planned Noise Sources by Others
Marina	Y	Construction Noise, Fixed Noise, Marine Traffic Noise
Sports Ground	Y	Construction Noise, Fixed Noise
Ventilation Building for HKLR (being implemented)^[1]	N	[2]
HKLR (being implemented)^[1]	N	Induced Traffic
TM-CL Link (being implemented)	Y	Road Traffic Noise
HKBCF (being implemented)^[1]	N	Induced Traffic
Expansion of HKIA into a Three-Runway System (3RS)	Y	Induced Traffic, Aircraft Noise, Fixed Noise
Proposed Pier for the Three-Runway System (3RS) of HKIA^[1]	N	-
Railway Stations at Tung Chung East and Tung Chung West	Y	Construction Noise, Rail Noise, Fixed Noise
Construction of additional sewage rising mains and rehabilitation of the existing sewage rising main between Tung Chung and Siu Ho Wan	Y	Construction Noise
Planned developments in the existing Tung Chung New Town such as residential developments at Tung Chung Area 27, Area 39, Area 54, Area 55, Area 56 and hotel development at Tung Chung Area 53a	Y	Construction Noise, Induced Traffic

Notes:

[1] Noise emission is evaluated and adverse noise impact is not anticipated.

[2] The cumulative fixed noise impacts from the approved EIA report for 3RS (AEIAR-185/2014) has taken account the associated fixed noise impacts from the ventilation building.

4.2.3 Prevailing Noise Levels

4.2.3.1 Prevailing noise levels have been measured in the vicinity of the assessment area in February, March 2012 and Feb 2014. Figure 4.4 shows the locations of prevailing noise measurements. A summary of the results are given in the Table 4.11.

Table 4.11 Prevailing noise measurements

Monitoring Location ^[1]	Prevailing Noise Levels^[2], dB(A)
Monitoring Location ^[1]	Day^[3]	Evening^[3]	Night^[3]
Tung Chung Development Ferry Pier (PNM-1)	59 – 64	59 – 61	53 – 61
Reclamation Area next to Tung Chung East (PNM-2)	56 – 60	55 – 57	53 – 59
Caribbean Coast – Facing Ying Hei Road (PNM-3)	62 – 63	62 – 63	54 - 60
Coastal Skyline – Facing Tung Chung Waterfront Road (PNM-4)	56 - 62	54 – 58	51 - 54
Ngong Ping Cable Car Terminal (PNM-5)	67 – 70	65 – 68	66 – 67
Yat Tung Estate – Facing Yu Tung Road (PNM-6)	54 – 58	52 – 56	48 – 55
Mok Ka (PNM-7)	48 – 56	45 – 50	45 - 50
Shek Mun Kap (PNM-8)	45 – 52	43 - 48	43 – 47
Ma Wan Chung Pier (PNM-9)	58 – 61	56 - 58	51 – 52
Hill Top – East Side of Tung Chung Road North (PNM-10)	55 – 57	54 - 55	51 – 52

Notes:

[1] PNM represents prevailing noise measurement location.

[2] Measurements conducted without facade correction in February, March 2012 and February 2014.

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

4.2.4 Noise Sensitive Receivers

4.2.4.1 With reference to Annex 13 of the TM-EIAO, 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.

4.2.4.2 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.

4.2.4.3 The existing NSRs are identified by means of topographic maps, aerial photos, land status plans, S.16 / S.12a Town Planning Ordinance and site inspections. Planned / committed NSRs are identified by making reference to relevant Outline Zoning Plans (OZP), Development Permission Area Plans, Outline Development Plans (ODP), Layout Plans and other relevant published land use plans, including plans and drawings published by the Lands Department and any land use and development applications approved by Town Planning Board in the vicinity of the Project.

4.2.4.4 The existing, committed and planned representative NSRs in the vicinity, which may be affected are identified in the table below and illustrated in Figures 4.5 to 4.13. Appendix 4.1 shows the photos of existing NSRs Appendix 4.1a indicates the NSRs to be assessed in different types of noise assessments and the associated Area Sensitivity Ratings of NSRs under fixed noise, operational groundborne noise and rail airborne noise assessments.

Table 4.12 Existing, committed and planned representative NSRs

No.[1]	NSR	Uses[2]	No. of Storey
N1	Residential Premises in Tung Chung East (Planned NSR)	R^[3]	7 – 58 ^[^3]
N1	Schools in Tung Chung East (Planned NSR)	E^[3]	8 – 11^[3]
N2	Residential Premises in Tung Chung West (Planned NSR)	R^[3]	3 – 38^[3]
N2	Schools in Tung Chung West (Planned NSR)	E^[3]	8^[3]
N2-1^[4]	Ma Wan Chung	V	1 – 2
N2-2^[4]	Ngau Au and Tung Hing	V	1 – 3
N2-3^[4]	Lam Che	V	1 – 3
N2-4^[4]	Nim Yuen	V	1 – 3
N2-5^[4]	Mok Ka	V	1 – 3
N2-6^[4]	Shek Lau Po	V	1 – 3
N2-7^[4]	Shek Mun Kap	V	1 – 3
N2-8^[4]	Temple	W	1
N2-9^[4]	Prajna Dhyana Temple	W	1 – 2
N2-10^[4]	Hau Wong Temple	W	2
N2-11^[4]	Wong Nai Uk	V	1-3
N3^[5]	Reclamation Area next to TCE	R	26 – 42
		E	8
N4	Tung Chung Crescent	R	28 – 50
N9	Yat Tung Estate	R	40
N10	Sheung Ling Pei	V	1 – 3
N11	Ha Ling Pei	V	1 – 3
N12	Wong Ka Wai	V	1 – 3
N13	Lung Tseng Tau	V	1 – 3
N14	YMCA of Hong Kong Christian College	E	8
N15	Caritas Charles Vath College	E	8
N16^[6]	North Lantau Hospital	Hos	10
N17^[7]	Possible Public Housing Development at Tung Chung Area 39	R	31 – 40
	Social Welfare Facilities at Tung Chung Area 39	R	4
	Possible School Development near Tung Chung Area 39	E, R	2 – 4
N18	Temple and Houses in Shek Pik Au	W, V	1 – 2
N19	Scattered Houses near Shek Pik Au	V	1
N20	Scattered Houses near Tung Chung Bay	V	1 – 2
N22	Chek Lap Kok New Village	V	1 - 3
N23	Tei Po New Village	V	1 - 3
N25	Shan Ha (Pa Mei)	V	1 - 3
N28	Ho Yu College and Ho Yu Primary School	E	7
N29	Caribbean Coast	R	60
N31	Lantau North (Extension) Country Park	O	N/A^[8]
N32	Yu Tung Court	R	28-38

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, Hos – Hospital, O – Others.

[3] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP). In addition, C-01 and G0-2 will not rely on opened windows for ventilation.

[4] Existing NSRs retained within TCW.

[5] According to the latest information from the “Proposed Residential / Commercial Development at TCTL 36, Tung Chung”, “Proposed Residential Development at Tung Chung Area 55B, TCTL No. 37”, “Public Rental Housing Development at Area 56, Tung Chung” and approved EIA Report “Expansion of Hong Kong International Airport into a Three-Runway System” (AEIAR-185/2014). Construction of the NAPs at these locations are either completed, on-going, or expected to be completed by Year 2020.

[6] A site visit has been conducted on February 2014 and found that the North Lantau Hospital does not rely on opened window for ventilation. Thus, the noise standard is not applicable for the North Lantau Hospital.

[7] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[8] N/A – Not applicable.

4.3 Construction Airborne Noise Impact Assessment

4.3.1 Construction Noise Impact Assessment Methodology

4.3.1.1 Construction noise assessment will be conducted based on the following procedures:

· Determine 300m from the boundary of the Project Site 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 TM-GW 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 TM-GW;

· 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 TM-EIAO and EIAO Guidance Note “Preparation of Construction Noise Impact Assessment under the Environmental Impact Assessment Ordinance” [GN 9/2010].

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 include areas within 300m from the boundary of the Project and the works of the Project. Representative NSRs locations that would be affected by the construction activities have been selected from Table 4.12 and are summarised in the table below and shown in Figure 4.5.

Table 4.13 Representative NSRs for construction airborne noise assessment

No.^[1]	Uses^[2]	No. of Storey	NAP^[7]
Planned NSRs – TCE
N1	R^[3]	7 – 58 ^[^3]	TCE Phase 1 (2020 Jan – 2023 Sep) B1-2-03, B1-2-04, B1-2-06 TCE Phase 2 (2020 Apr – 2030 Jan) D2-2-02 TCE Phase 3 (2022 Nov – 2027 Dec) A1-2-01, A2-2-05, A2-4-01 TCE Phase 4 (2024 Jan – 2030 Mar) C1-1-04, E1-4-03
N1	E^[3]	8 – 11^[3]	TCE Phase 1 (2020 Jan – 2023 Sep) N/A TCE Phase 2 (2020 Apr – 2030 Jan) N/A TCE Phase 3 (2022 Nov – 2027 Dec) N/A TCE Phase 4 (2024 Jan – 2030 Mar) F0-3-01
Planned NSRs - TCW
N2	R^[3]	3 – 40^[3]	TCW Phase 1 (2019 Apr – 2030 Dec) TCV-6-01, TCV-7-01 TCW Phase 2 (2022 Apr – 2030 Dec) N/A^[8]
Existing / Committed NSRs
N2-1^[4]	V	1 – 2	MWC-001, MWC-003, TCRN-001
N2-2^[4]	V	1 – 3	NGA-001, NGA-002, NGA-003
N2-3^[4]	V	1 – 3	LAC-001
N2-4^[4]	V	1 – 3	NIY-001
N2-5^[4]	V	1 – 3	MOK-002
N2-6^[4]	V	1 – 3	SLP-001, SLP-004
N2-7^[4]	V	1 – 3	SMK-002, SMK-003
N2-11^[4]	V	1 – 3	TCRN-002
N3^[5]	R	26 – 42	A55a-001, A56-001, A56-004
N3^[5]	E	8	PSc-001
N9	R	40	YTE-001, YTE-005, YTE-006, YTE-007
N10	R	1 – 3	FYH-001
N13	V	1 – 3	LTT-001
N14	E	8	ESc-006
N15	E	8	ESc-003
N17^[6]	R	2	A39-SW-001
N17^[6]	E	2	PSc-004
N18	V	1 – 2	SPA-001
N19	V	1	SPA-002
N20	V	1 – 2	TCB-001
N22	V	1 - 3	CLK-002
N31	O	N/A^[8]	LNCP-001, LNCP-002, LNCP-003
N32	R	28-38	YTC-001

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, V– Village type development, O – Others.

[3] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP).

[4] Existing NSRs retained within TCW.

[6] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[7] NAP – Noise Assessment Point.

[8] N/A – Not applicable.

Inventory of Noise Sources

4.3.2.2 Key construction activities have been identified for noise assessment. The major construction works would include the following activities:

· Reclamation for the TCE and for Road P1 Extension;

· Site clearance and formation activities for TCE and TCW;

· Construction of new rising main at TCE connecting the proposed SPS within TCE to existing Siu Ho Wan Sewage Treatment Works (SHWSTW);

· Upgrading of the existing Chung Mun Road sewage pumping station;

· Construction of service reservoirs;

· De-channelisation works along the channelized section of Tung Chung Stream;

· Construction of River Park in the land adjacent to a section of Tung Chung Stream up to Shek Mun Kap;

· Construction of internal roads; and

· Construction of superstructure.

4.3.2.3 In addition, cumulative impacts from concurrent projects include following construction activities:

· Construction of marina;

· Construction of sports ground;

· Re-alignment of existing TCL;

· Construction of Railway Stations at TCE / TCW;

· Construction of additional sewage rising mains and rehabilitation of the existing sewage rising main between Tung Chung and Siu Ho Wan; and

· Planned developments in the existing Tung Chung New Town such as residential developments at Tung Chung Area 27, Area 39, Area 54, Area 55 and Area 56 and hotel development at Tung Chung Area 53a.

4.3.2.4 These construction activities would be carried out with the use of PME including breakers, pipe pile rigs, excavators, lorries, mobile cranes, concrete pumps, concrete mixers, pokers, rollers, etc. SWLs for each PME would be established according to TM-GW and other relevant information as appropriate.

Utilization Rates and SWLs of Powered Mechanical Equipment

4.3.2.5 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 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 above section, the construction activities involve reclamation for the TCE and for Road P1 Extension, site clearance and formation, etc. The construction programme with phases of construction has been given in Appendix 2.7 and Appendix 4.4.

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 engineering 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 TM-GW. Appendix 4.2 presents the SWLs for each PME. Appendix 4.3 gives the plant inventory adopted for each workfront and Appendix 4.4 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 4.6a 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 4.14 below.

Table 4.14 Predicted construction noise impact at NSRs under unmitigated scenario

No.^[1]	NAP^[2][3]	Uses^[4]	L_eq (30mins), dB(A)			Duration of Exceedance Months
No.^[1]	NAP^[2][3]	Uses^[4]	Criterion^[5]	Unmitigated Noise Level^[6]	Exceedance^[5]	Duration of Exceedance Months
N1	A1-2-01	R^[3]	75	79	4	5 months
	A2-2-05	R^[3]	75	82	7	17 months
	A2-4-01	R^[3]	75	82	7	23 months
	B1-2-03	R^[3]	75	87	12	15 months
	B1-2-04	R^[3]	75	85	10	62 months
	B1-2-06	R^[3]	75	84	9	51 months
	C1-1-04	R^[3]	75	67	-	-
	D2-2-02	R^[3]	75	81	6	47 months
	E1-4-03	R^[3]	75	75	-	-
	F0-3-01	E^[3]	70 (65)	81	11 (16)	2 months (1 month)
N2	TCV-6-01	R^[3]	75	74	-	-
N2	TCV-7-01	R^[3]	75	72	-	-
N2-1^[7]	MWC-001	V	75	86	11	62 months
	MWC-003	V	75	87	12	74 months
	TCRN-001	V	75	71	-	-
N2-2^[7]	NGA-001	V	75	77	2	43 months
	NGA-002	V	75	78	3	43 months
	NGA-003	V	75	79	4	105 months
N2-3^[7]	LAC-001	V	75	85	10	105 months
N2-4^[7]	NIY-001	V	75	80	5	43 months
N2-5^[7]	MOK-002	V	75	86	11	43 months
N2-6^[7]	SLP-001	V	75	77	2	62 months
N2-6^[7]	SLP-004	V	75	78	3	105 months
N2-7^[7]	SMK-002	V	75	81	6	105 months
N2-7^[7]	SMK-003	V	75	86	11	63 months
N2-11	TCRN-002	V	75	85	10	55 months
N3^[8]	A55a-001	R	75	79	4	54 months
	A56-001	R	75	86	11	54 months
	A56-004	R	75	87	12	54 months
	PSc-001	E	70 (65)	80	10 (15)	72 months (24 months)
N9	YTE-001	R	75	82	7	74 months
	YTE-005	R	75	83	8	105 months
	YTE-006	R	75	83	8	105 months
	YTE-007	R	75	77	2	57 months
N10	FYH-001	V	75	81	6	25 months
N13	LTT-001	V	75	79	4	55 months
N14	ESc-006	E	70 (65)	80	10 (15)	141 months (46 months)
N15	ESc-003	E	70 (65)	79	9 (14)	57 months (46 months)
N17^[9]	A39-SW-001	R	75	80	5	60 months
N17^[9]	PSc-004	E	70 (65)	79	9 (14)	141 months (46 months)
N18	SPA-001	V	75	72	-	-
N19	SPA-002	V	75	71	-	-
N20	TCB-001	V	75	70	-	-
N22	CLK-002	V	75	84	9	53 months
N31	LNCP-001	O	N/A^[10]	71	N/A^[10]	N/A^[10]
	LNCP-002	O	N/A^[10]	84	N/A^[10]	N/A^[10]
	LNCP-003	O	N/A^[10]	74	N/A^[10]	N/A^[10]
	LNCP-004	O	N/A^[10]	62	N/A^[10]	N/A^[10]
	LNCP-005	O	N/A^[10]	62	N/A^[10]	N/A^[10]
	LNCP-006	O	N/A^[10]	53	N/A^[10]	N/A^[10]
	LNCP-007	O	N/A^[10]	63	N/A^[10]	N/A^[10]
	LNCP-008	O	N/A^[10]	66	N/A^[10]	N/A^[10]
	LNCP-009	O	N/A^[10]	69	N/A^[10]	N/A^[10]
N32	YTC-001	R	75	77	2	57 months

Notes:

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

[2] NAP equals to Noise Assessment Points.

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

[4] R– Residential Premises, E – Educational Institutions, V – Village Development, O – Others.

[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.

[7] Existing NSRs retained within TCW.

[8] According to the latest information from the “Proposed Residential / Commercial Development at TCTL 36, Tung Chung”, “Proposed Residential Development at Tung Chung Area 55B, TCTL No. 37” and “Public Rental Housing Development at Area 56, Tung Chung”.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] N/A – Not applicable.

4.3.3.5 It can be seen from the above table that without any mitigation measures, exceedances of noise criteria range from 2 to 12 dB(A) for residential premises and from 9 to 16 dB(A) for educational institutions between 2017 to 2030. 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 in Annex 5 in the TM have been calculated. It is predicted that a total of about 9,200 dwellings and 300 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);

· Use of temporary noise barriers and noise enclosure to screen noise from relatively static PMEs;

· Alternative use of plant items within one worksite, wherever practicable.

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.

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 TM-GW. 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 set plant noise performance specifications for specific PME so that some flexibility in selection of plant is allowed. A pragmatic approach would be to request that the Contractor independently verifies the noise level of the plant proposed to be used and demonstrates through furnishing of these results, that the plant proposed to be used on the site meets the requirements.

4.3.4.6 CNP applications which contain sufficient details of any particularly quiet items of PME or any special noise control measures which the CNP applicant proposes to employ on the site may be given special consideration by the Noise Control Authority. It should be noted that EPD may apply the noise levels specified in the TM-GW and TM-DA when processing a CNP application for evening or night time works.

4.3.4.7 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. A typical design which has been used locally is a wooden framed barrier with a small-cantilevered upper portion of superficial density no less than 7kg/m² on a skid footing with 25mm thick internal sound absorptive lining. 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.

4.3.4.8 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.

4.3.4.9 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.

4.3.4.10 To ensure the design and logistics of movable temporary noise barrier can be effectively manoeuvred with the PME, a noise mitigation plan shall be prepared to provide construction details, manoeuvring mechanism and trailing routes for the respective PME as part of the detailed implementation requirements.

4.3.4.11 The feasibility, practicability, programming and effectiveness of the above mitigation measures have been reviewed by engineer.

4.3.4.12 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 4.7, and the associated noise reduction is summarised in Table 4.15 below.

Table 4.15 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
Bulldozer	Barrier	-5
Concrete Lorry Mixer	Barrier	-5
Concrete pump	Enclosure	-15
Mobile Crane	Barrier	-5
Compactor, vibratory	Barrier	-5
Dump Truck	Barrier	-5
Drill Rig, rotary type (Diesel)	Barrier	-10
Excavator	Barrier	-5
Backhoe	Barrier	-5
Grout Mixer	Barrier	-10
Grout Pump	Enclosure	-15
Hoist, passenger/material (Petrol)	Barrier	-5
Lorry	Barrier	-5
Piling, large dia bored, reverse circulation drill	Barrier	-10
Vibratory Poker	Barrier	-10
Vibrating Hammer	Barrier	-10
Rock Drill	Barrier	-10
Roller	Barrier	-5
Water pump	Barrier	-10

(D) Alternative use of plant items within one worksite

4.3.4.13 In practice, some plant items will operate sequentially within the same work site, and certain reduction of the predicted noise impacts could be achieved. However, any additional control on the sequencing of plant will impose a restrictive constraint to the Contractor on the operation and planning of plant items, and the implementation of the requirement would be difficult to be monitored. Hence, sequencing operation of PME has not been taken into consideration.

Assessment Results of Construction Noise under Mitigated Scenario

4.3.4.14 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 4.8.

4.3.4.15 Appendix 4.9 and Appendix 4.9a present a summary of the calculated construction noise impacts at selected representative NSRs and at various representative floor levels for mitigated scenario respectively. Concurrent projects, including construction of TCE and TCW Railway Stations have been considered, and the predicted construction noise impacts at the NSRs are summarised in the Table 4.16.

Table 4.16 Predicted construction noise impact at NSRs under mitigated scenario

No.^[1]	NAP^[2][3]	Uses^[4]	L_eq (30mins), dB(A)			Duration of Exceedance Months
No.^[1]	NAP^[2][3]	Uses^[4]	Criterion^[5]	Mitigated Noise Level^[6]	Exceedance^[5]	Duration of Exceedance Months
N1	A1-2-01	R^[3]	75	66	-	-
	A2-2-05	R^[3]	75	69	-	-
	A2-4-01	R^[3]	75	68	-	-
	B1-2-03	R^[3]	75	74	-	-
	B1-2-04	R^[3]	75	73	-	-
	B1-2-06	R^[3]	75	72	-	-
	C1-1-04	R^[3]	75	50	-	-
	D2-2-02	R^[3]	75	69	-	-
	E1-4-03	R^[3]	75	58	-	-
	F0-3-01	E^[3]	70 (65)	65	- (-)	- (-)
N2	TCV-6-01	R^[3]	75	60	-	-
N2	TCV-7-01	R^[3]	75	59	-	-
N2-1^[7]	MWC-001	V	75	73	-	-
	MWC-003	V	75	75	-	-
	TCRN-001	V	75	57	-	-
N2-2^[7]	NGA-001	V	75	63	-	-
	NGA-002	V	75	64	-	-
	NGA-003	V	75	66	-	-
N2-3^[7]	LAC-001	V	75	71	-	-
N2-4^[7]	NIY-001	V	75	67	-	-
N2-5^[7]	MOK-002	V	75	74	-	-
N2-6^[7]	SLP-001	V	75	62	-	-
N2-6^[7]	SLP-004	V	75	64	-	-
N2-7^[7]	SMK-002	V	75	67	-	-
N2-7^[7]	SMK-003	V	75	75	-	-
N2-11	TCRN-002	V	75	74	-	-
N3^[8]	A55a-001	R	75	69	-	-
	A56-001	R	75	74	-	-
	A56-004	R	75	75	-	-
	PSc-001	E	70 (65)	65	- (-)	- (-)
N9	YTE-001	R	75	70	-	-
	YTE-005	R	75	71	-	-
	YTE-006	R	75	71	-	-
	YTE-007	R	75	64	-	-
N10	FYH-001	V	75	70	-	-
N13	LTT-001	V	75	65	-	-
N14	ESc-006	E	70 (65)	65	- (-)	- (-)
N15	ESc-003	E	70 (65)	65	- (-)	- (-)
N17^[9]	A39-SW-001	R	75	66	-	-
N17^[9]	PSc-004	E	70 (65)	65	- (-)	- (-)
N18	SPA-001	V	75	59	-	-
N19	SPA-002	V	75	58	-	-
N20	TCB-001	V	75	56	-	-
N22	CLK-002	V	75	73	-	-
N31	LNCP-001	O	N/A^[10]	66	N/A^[10]	N/A^[10]
	LNCP-002	O	N/A^[10]	73	N/A^[10]	N/A^[10]
	LNCP-003	O	N/A^[10]	61	N/A^[10]	N/A^[10]
	LNCP-004	O	N/A^[10]	62	N/A^[10]	N/A^[10]
	LNCP-005	O	N/A^[10]	48	N/A^[10]	N/A^[10]
	LNCP-006	O	N/A^[10]	40	N/A^[10]	N/A^[10]
	LNCP-007	O	N/A^[10]	49	N/A^[10]	N/A^[10]
	LNCP-008	O	N/A^[10]	63	N/A^[10]	N/A^[10]
	LNCP-009	O	N/A^[10]	57	N/A^[10]	N/A^[10]
N32	YTC-001	R	75	64	-	-

Note:

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

[2] NAP – Noise Assessment Points.

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

[4] R– Residential Premises, E – Educational Institutions, V – Village Development, O – Others.

[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.

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] N/A – Not applicable.

4.3.4.16 From Table 4.16, construction noise impact arising from the Project at all the planned and existing NSRs including residential premises and schools during normal and examination periods can be properly mitigated by implementing the proposed noise control measures between 2017 and 2030.

4.3.4.17 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.

4.3.4.18 Details of construction noise impact at different phasing are given in Appendix 4.8. The number of dwellings, classrooms and other sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

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 and schools during normal and examination periods can be properly mitigated by implementing the proposed noise control measures. The number of 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 TM is nil.

4.4 Construction Groundborne Noise Impact Assessment

4.4.1 Construction Noise Impact Assessment Methodology

4.4.1.1 Potential groundborne noise impacts on planned NSRs during the construction phase will arise mainly from the operation of Tunnel Boring Machine (TBM) for the construction of the rail tunnel extending from the existing Tung Chung Line to the future Tung Chung West Station.

4.4.1.2 The method used to predict construction groundborne noise is based on the U.S. Department of Transportation “High-Speed Ground Transportation Noise and Vibration Impact Assessment”, 1998. Details of the methodology is given in Appendix 4.10. This method was also adopted in the following approved EIAs:

· Shatin to Central Link – Tai Wai to Hung Hom (AEIAR-167/2012);

· Shatin to Central Link Stabling Sidings at Hung Hom Freight Yard (AEIAR-164/2012);

· Kowloon Southern Link (AEIAR-083/2005);

· Shatin to Central Link – Hung Hom to Admiralty Section (AEIAR-166/2012);

· Shatin to Central Link – Mong Kok East to Hung Hom Section (AEIAR-165/2012); and

· Kwun Tong Line Extension (AEIAR-154/2010).

4.4.2 Identification of Construction Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.4.2.1 For construction groundborne noise assessment, the assessment area include areas within 300m from the underground alignment and planned NSRs at TCW. Representative NSRs locations that would be affected by the construction activities have been selected from Table 4.12 and are summarised in the table below and shown in Figure 4.6.

4.4.2.2 As discussed in Section 4.2.2, as the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. As the noise emission is generated from other project and construction of the planned TCW station is outside scope of this project, construction ground borne noise assessment will be conducted for planned NSRs within TCW as shown in the below table.

Table 4.20 Representative NSRs for construction groundborne noise assessment

No.	Uses^[1]	No. of Storey	NAP^[2]
N2	R	18	TCW-2-01
N2	R	18	TCW-2-02

Notes:

[1] R – Residential Premises.

[2] NAP – Noise Assessment Points.

Inventory of Noise Sources

4.4.2.3 Potential groundborne noise impacts on planned NSRs during the construction phase will arise mainly from the operation of Tunnel Boring Machine (TBM) for the construction of the rail tunnel extending from the existing Tung Chung Line to the future Tung Chung West Station. Other construction activities such as lorry movement, concreting, road paving etc. are unlikely to generate significant groundborne noise. To assess the groundborne noise generated from the TBM, the most relevant source levels for TBM were derived by making reference to the vibration source data from other similar tunneling project – ‘Kowloon Southern Link’ (AEIAR-098/2004) by Kowloon–Canton Railway Corporation (KCRC).

4.4.2.4 The validity of the inventory has been confirmed with the railway operator.

4.4.3 Prediction and Evaluation of Construction Noise Impact

Phases of Construction

4.4.3.1 TBM is considered appropriate for the construction of part of the tunnel since the current alignment is proposed to pass underneath the existing Man Wan Chung bay area and also underneath the hill crests to the northeast of Ma Wan Chung which has a height up to +50mPD. A minimum of 1.0d, where d is the tunnel diameter, clearance has been allowed from the seabed level or ground level to the top of the tunnel during the design of the vertical alignment of the tunnel. The depth of the track level ranges from roughly -5mPD at the existing Tung Chung Station to -18.25mPD at the proposed TCW station.

Scenarios

4.4.3.2 Similar to construction airborne noise assessment, mitigated scenario will be conducted if the noise levels under unmitigated scenario exceed the respective criteria.

Prediction of Noise Impact

4.4.3.3 The predicted construction groundborne noise levels are given in Appendix 4.10a and are summarized in the table below.

Table 4.21 Predicted construction noise impact at NSRs under unmitigated scenario

No.	NAP^[1]	Uses^[2]	L_eq (30mins), dB(A)
No.	NAP^[1]	Uses^[2]	Noise Criteria for daytime (0700-1900)^[3]	Unmitigated Noise Level	Exceedance^[4]
N2	TCW-2-01	R	65	40	-
N2	TCW-2-02	R	65	38	-

Note:

[1] NAP – Noise Assessment Points.

[2] R – Residential Premises.

[3] Noise Criteria for daytime during normal working hours governed by TM-EIAO under EIAO.

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

4.4.3.4 As shown in Table 4.21, construction ground-borne noise levels at planned NSR TCW-2 at TCW would comply with the day time (0700-1900) noise criteria of 65 dB(A). Adverse ground-borne construction noise impact due to the use of PME would not be envisaged. The number of dwellings, classrooms and other sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.4.4 Mitigation of Construction Noise Impact

4.4.4.1 As adverse groundborne construction noise impact is not anticipated, mitigation measures are not required. The number of dwellings, classrooms and other sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.4.5 Evaluation of Residual Construction Noise Impact

4.4.5.1 Construction groundborne noise impact arising from the construction of tunnel alignment between Tung Chung West Railway Station and Tung Chung Station will be within respective criteria. Adverse residual noise impacts are thus not anticipated. The number of dwellings, classrooms and other sensitive elements that will be exposed to adverse residual noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.5 Road Traffic Noise Impact Assessment

4.5.1 Road Traffic Noise Impact Assessment Methodology

4.5.1.1 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.

4.5.1.2 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 will be presented in terms of noise levels exceeded for 10% of the one-hour period during peak traffic flow [ie L₁₀(1hr) dB(A)].

4.5.1.3 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 (As discussed in Section 1):

· Hong Kong – Zhuhai – Macao Bridge Hong Kong Boundary Crossing Facilities (AEIAR-145/2009);

· Hong Kong – Zhuhai – Macao Bridge Hong Kong Link Road (AEIAR-144/2009);

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

· Possible Lantau Logistics Park;

· Expansion of HKIA into a Three-Runway System (AEIAR-185/2014);

· Planned developments in the existing Tung Chung New Town such as residential developments at Tung Chung Area 27, Area 39, Area 54, Area 55 and Area 56 and hotel development at Tung Chung Area 53a;

· North Commercial District of Hong Kong International Airport;

· Topside Development at HZMB HKBCF;

· Cross Boundary Hub in Siu Ho Wan; and

· Proposed Leisure and Entertainment Node at Sunny Bay.

4.5.1.4 As discussed in Section 2, since the first population intake and ultimate occupation year of the Project will be in Year 2023 and 2029 – 2030 respectively, and operation of the proposed road network will commence in Year 2030, the assessment year for road traffic noise is taken as Year 2045 (which is the maximum traffic projection within 15 years after full operation for the proposed development). Figure 4.1 shows the 300 metres from the boundary of TCE, TCW and associated works which would be modelled by RoadNoise. Computer plots for the prevailing scenario and with project scenario are shown in Appendix 4.11. In addition, following phasings have been conducted:

· Phase 1 – population intake at Year 2023;

· Phase 2 – population intake at Year 2025;

· Phase 3 – population intake at Year 2027; and

· Phase 4 – population intake at Year 2030 (Year 2045 for the maximum traffic projection within 15 year is chosen for road traffic noise assessment).

4.5.1.5 For assessment of the noise impacts on the existing NSRs due to the Project, according to EPD's Guidance Note 12/2010, the traffic noise impacts should be considered significant if the traffic noise level at the NSRs with the project is greater than that without the project by 1.0 dB(A) or more.

4.5.1.6 Where the predicted noise impacts with the project exceed the noise criteria, mitigation measures shall be considered to reduce the noise from the improved road and project road to a level that:

· Is not higher than the standard; and

· Has no significant contribution to the overall noise from other existing roads, if the cumulative noise level, i.e. noise from the project road together with other existing roads exceeds the standard (i.e. less than 1.0 dB(A)).

4.5.2 Identification of Road Traffic Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.5.2.1 For operational road traffic noise assessment, the assessment area for the road traffic noise impact include areas within 300m from the boundary of the planned road works and the planned NSRs of the Project. Representative NSR locations have been selected from Table 4.12 and are summarized in the table below and illustrated in Figure 4.7.

Table 4.22 Representative NSRs for road traffic noise assessment

No.^[1]	Uses^[2]	No. of Storey	NAP^[9]
Planned NSRs - TCE
N1	R^[3]	7 – 58^[^3]	A1-1-01a to A1-1-18, A1-2-01 to A1-2-18, A2-1-01 to A2-1-28, A2-2-01 to A2-2-04, A2-2-06 to A2-2-09, A2-3-01 to A2-3-08, A2-4-01 to A2-4-37, B1-1-01 to B1-1-14, B1-2-01 to B1-2-59, C0-2-01 to C0-2-02, C1-1-01 to C1-1-57, C2-1-01 to C2-1-13, C2-2-01 to C2-2-03, C2-2-14 to C2-2-31, D1-1-01 to D1-1-21, D1-2-01, D2-1-01, D2-2-02, D2-3-01 to D2-3-09, D2-4-01 to D2-4-26, E1-1-01 to E1-1-02, E1-4-01 to E1-4-10, E1-5-01 to E1-5-07, E3-1-01, E3-1-03 to E3-1-07, F1-1-01 to F1-1-02, F1-1-04, F1-2-01 to F1-2-04, F2-1-01 to F2-1-02, F2-2-01 to F2-2-02
N1	E^[3]	8 – 11^[3]	D0-3-01 to D0-3-05, D0-4-01 to D0-4-05, E0-1-01 to E0-1-05, E0-2-01 to E0-2-02, E0-3-01 to E0-3-04, F0-2-01 to F0-2-02, F0-3-01 to F0-3-05, F0-4-01, F0-4-03
Planned NSRs – TCW
N2	R^[3]	3 – 40^[3]	TCW-1-01 to TCW-1-03, TCW-2-01 to TCW-2-03, TCW-3-01, TCV-1-01 to TCV-1-05, TCV-1-07 to TCV-1-19, TCV-2-01 to TCV-2-05, TCV-3-01 ,TCV-4-01 to TCV-4-02, TCV-5a-01 to TCV-5a-04, TCV-5b-01, TCV-6-01 to TCV-6-09, TCV-7-01 to TCV-7-03, TCV-8-01
Existing NSRs
N2-1^[4]	V	1 – 2	MWC-001 to MWC-002
N2-2^[4]	V	1 – 3	NGA-001
N2-3^[4]	V	1 – 3	LAC-001
N2-4^[4]	V	1 – 3	NIY-001
N2-5^[4]	V	1 – 3	MOK-001 to MOK-002
N2-6^[4]	V	1 – 3	SLP-001 to SLP-004
N2-7^[4]	V	1 – 3	SMK-001 to SMK-002
N2-8^[4]	W	1	ETe-005 to ETe-008
N2-9^[4]	W	1 – 2	ETe-001 to ETe-004
N2-10^[4]	W	2	ETe-009 to ETe-011
N4	R	28 – 50	TCC-001
N9	R	40	YTE-001 to YTE-004
N10	V	1 – 3	SHP-001
N11	V	1 – 3	HLP-001
N12	V	1 – 3	WKW-001 to WKW-002
N13	V	1 – 3	LTT-001
N14	E	8	ESc-005 to ESc-008, ESc-010
N15	E	8	ESc-003 to ESc-004, ESc-009
N18	W, V	1 – 2	ETe-012; SPA-001
N19	V	1	SPA-002
N20	V	1 – 2	TCB-001
N28	E	7	ESc-001 to ESc-002
N29	R	60	CAC-001 to CAC-002
N31	O	N/A^[6]	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009
Committed NSRs
N3^[5]	R	26 – 42	A54-001 to A54-002, A55a-001 to A55a-005, A55b-001 to A55b-003, A56-001 to A56-003
N3^[5]	E	8	PSc-001 to PSc-002
N17^[7][8]	R	3 – 40	A39-001 to A39-006, PSc-005 to PSc-006
	R	2 – 5	A39-SW-001 to A39-SW-004
	E	2	PSc-003 to PSc-004

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[3] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP).

[4] Existing NSRs retained within TCW.

[6] N/A – Not applicable.

[7] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[8] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[9] NAP – Noise Assessment Points.

4.5.2.2 The representative site layouts for road traffic noise assessment have been confirmed with Planning Department and Lands Department. Along southern side of TCE, commercial developments are strategically planned to protect planned NSRs at the back. A review would be conducted for the environmental noise performance of the concerned NSRs if there is a programme mismatch between occupation of commercial buildings and population intake of residential developments. Assumption of phasing of the relevant commercial lots and the residential uses intended to be protected are listed below.

Table 4.22a Schedule of commercial developments

Land Lot Nos. for Commercial Buildings as Noise Screens in TCE	Phase Intended to be Protected	Completion Year
	Phase Intended to be Protected	Completion Year
COM-1	1 and 2	2023
A1-1^[1]	1, 2 and 3	2027
A1-2^[1]	1, 2 and 3	2027
COM-2	4	2030
COM-3	4	2030

Notes:

[1] Commercial development within the CDA site would be constructed concurrently.

Inventory of Noise Sources

4.5.2.3 Major road traffic noise sources include roads in the vicinity of the project boundary and the associated road networks such as North Lantau Highway, Yu Tung Road and Tung Chung Road. The new road P1 and planned internal roads at TCE and TCW are also included. Hence, road traffic noise impacts on both existing, planned and committed NSRs have been assessed accordingly. Computer plot of road alignment in road traffic noise assessment is given in Appendix 4.11.

4.5.2.4 Details of traffic forecast for with and without project scenarios are given in Appendix 4.12. The traffic flow prediction has been confirmed with Transport Department.

4.5.3 Prediction and Evaluation of Road Traffic Noise Impact

Scenarios

4.5.3.1 The road traffic noise assessment includes following scenarios:

· Unmitigated scenario at assessment year 2023 for Phase 1 population intake (Appendix 4.13a);

· Mitigated scenario at assessment year 2023 for Phase 1 population intake (Appendix 4.14a);

· Unmitigated scenario at assessment year 2025 for Phase 2 population intake (Appendix 4.13b);

· Mitigated scenario at assessment year 2025 for Phase 2 population intake (Appendix 4.14b);

· Unmitigated scenario at assessment year 2027 for Phase 3 population intake (Appendix 4.13c);

· Mitigated scenario at assessment year 2027 for Phase 3 population intake (Appendix 4.14c);

· Unmitigated scenario at assessment year 2045 (Maximum traffic projection within 15 year after Phase 4 population intake at year 2030) (Appendix 4.13d);

· Mitigated scenario at assessment year 2045 (Maximum traffic projection within 15 year after Phase 4 population intake at year 2030) (Appendix 4.14d); and

· Prevailing scenario for indirect mitigated measures eligibility assessment at assessment year 2017 (Appendix 4.13).

Prediction of Noise Impact

4.5.3.2 The predicted road traffic noise levels at each representative NSRs under unmitigated scenario in different phases are presented in Tables 4.23 and 4.24. Appendix 4.13 shows the details of the noise impacts at different levels of the NSRs under unmitigated scenario in different phases.

Table 4.23a Predicted road traffic noise impact at existing and committed NSRs under unmitigated scenario (Year 2023)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	52 - 57	56 - 60	3.6 - 4.7	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	45 - 46	33 - 35	46 - 47	11.6 - 13.0	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	15 - 17	37	20.7 - 21.8	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	37	6	37	31.5	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	40 - 43	24 - 29	40 - 43	13.6 - 16.1	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 64	0 - 50	29 - 64	10.4 - 45.5	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	53 - 56	39 - 51	53 - 58	6.2 - 15.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	45 - 54	38 - 52	45 - 56	2.9 - 7.1	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	47 - 55	43 - 61	53 - 61	0.4 - 10.6	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	48 - 54	30 - 45	50 - 54	4.3 - 19.4	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 67	58 - 68	64 - 69	0.0 - 5.8	N
		A55a-001 to A55a-005	R	70	12 - 59	48 - 64	48 - 64	0.0 - 4.3	N
		A55b-001 to A55b-003	R	70	28 - 56	59 - 65	59 - 65	0.0 - 1.4	N
		A56-001 to A56-003	R	70	50 - 66	48 - 68	59 - 68	0.0 - 13.7	N
		PSc-001 to PSc-002	E	65	42 - 57	63 - 65	64 - 65	0.0 - 1.1	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	60 - 72	62 - 72	0.0 - 2.4	N
N10	Sheung Ling Pei	SHP-001	V	70	26 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	46 - 47	70	70	0.0	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	29 - 53	67 - 71	67 - 71	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	58 - 59	66	67	0.7	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, Esc-010	E	65	64 - 67	28 - 44	64 - 67	21.6 - 37.5	Y
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	63 - 64	36 - 53	63 - 65	11.3 - 28.2	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	50 - 68	23 - 67	61 - 68	0.1 - 43.3	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	63 - 71	63 - 71	0.0 - 0.5	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	62 - 63	32 - 56	62 - 63	7.3 - 30.3	N
		PSc-005 to PSc-006	R	70	56 - 67	33 - 47	57 - 67	9.9 - 33.7	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	26	41	41	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	36 - 37	39	41	1.8 - 2.1	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	28 - 29	30	32 - 33	1.9 - 2.7	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	23 - 25	26 - 27	28 - 29	1.5 - 2.0	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	6 - 20	45 - 59	45 - 59	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	26 - 32	63 - 69	63 - 69	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 46	39 - 74	41 - 74	0.0 - 8.5	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[5] Landuse according to the Outline Zoning Plan.

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] N/A – Not applicable.

Table 4.23b Predicted road traffic noise impact at existing and committed NSRs under unmitigated scenario (Year 2025)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	54 - 58	57 - 61	2.9 - 3.7	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	45 - 46	33 - 35	46	11.4 - 12.9	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	15 - 17	37	20.5 - 21.6	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	37	6	37	30.8 - 30.9	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	40 - 43	24 - 34	40 - 44	9.6 - 16.0	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 64	0 - 50	29 - 64	10.2 - 45.2	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	55 - 58	47 - 51	55 - 58	6.9 - 9.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	46 - 55	40 - 52	47 - 57	3.1 - 7.0	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	47 - 56	43 - 61	53 - 61	0.4 - 10.6	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	48 - 54	31 - 46	50 - 54	4.1 - 19.4	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 68	59 - 69	65 - 69	0.0 - 6.1	N
		A55a-001 to A55a-005	R	70	12 - 53	47 - 64	47 - 64	0.0 - 2.1	N
		A55b-001 to A55b-003	R	70	30 - 53	56 - 64	58 - 64	0.0 - 1.6	N
		A56-001 to A56-003	R	70	51 - 67	46 - 68	59 - 68	0.0 - 17.5	N
		PSc-001 to PSc-002	E	65	44 - 55	59 - 63	61 - 63	0.0 - 1.2	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	61 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	26 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	47	70	70 - 71	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	29 - 53	68 - 72	68 - 72	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	59	66	67	0.7	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, Esc-010	E	65	64 - 67	28 - 44	64 - 67	21.4 - 37.5	Y
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	63 - 65	36 - 53	63 - 65	11.1 - 28.2	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	50 - 68	24 - 68	61 - 68	0.1 - 42.8	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	64 - 72	64 - 72	0.0 - 0.5	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	62	32 - 56	62 - 63	7.1 - 30.1	N
		PSc-005 to PSc-006	R	70	56 - 67	33 - 48	57 - 67	9.3 - 33.5	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	28	43	43 - 44	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	37 - 38	47	48	0.4 - 0.5	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	28 - 30	38	39	0.3 - 0.5	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	23 - 25	27 - 28	28 - 30	1.5 - 1.9	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	10 - 21	43 - 59	43 - 59	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	62 - 69	62 - 69	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 57	39 - 74	41 - 74	0.0 - 8.4	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[5] Landuse according to the Outline Zoning Plan.

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] N/A – Not applicable.

Table 4.23c Predicted road traffic noise impact at existing and committed NSRs under unmitigated scenario (Year 2027)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	54 - 58	57 - 61	2.9 - 3.8	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	44 - 45	31 - 34	44 - 45	11.5 - 12.9	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	16 - 17	37	20.1 - 21.3	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	36	7	36	28.9 - 29.0	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	39 - 42	24 - 34	39 - 43	8.7 - 15.4	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 62	0 - 50	29 - 62	9.8 - 43.4	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	55 - 57	47 - 52	55 - 58	6.4 - 9.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	46 - 54	40 - 53	47 - 57	2.7 - 6.8	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	46 - 55	43 - 61	53 - 61	0.3 - 9.8	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	47 - 53	29 - 45	50 - 54	4.2 - 20.5	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 64	56 - 67	61 - 67	0.0 - 5.2	N
		A55a-001 to A55a-005	R	70	16 - 52	49 - 64	49 - 64	0.0 - 1.6	N
		A55b-001 to A55b-003	R	70	33 - 55	60 - 68	60 - 68	0.0 - 0.6	N
		A56-001 to A56-003	R	70	55 - 69	51 - 69	63 - 69	0.2 - 13.8	N
		PSc-001 to PSc-002	E	65	48 - 58	66	66 - 67	0.0 - 0.7	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	62 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	25 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	46 - 47	71	71	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	28 - 51	68 - 72	68 - 72	0.0	N
N13	Lung Tseng Tau	LTT-001	V	70	57	67	67	0.4	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, ESc-010	E	65	63 - 65	27 - 43	63 - 66	20.4 - 37.1	Y
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	61 - 63	37 - 53	62 - 63	9.1 - 26.1	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	48 - 67	24 - 68	60 - 68	0.0 - 41.2	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	63 - 73	64 - 73	0.0 - 0.6	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	61	31 - 54	61 - 62	7.3 - 30.3	N
		PSc-005 to PSc-006	R	70	55 - 65	32 - 48	56 - 65	7.7 - 33.7	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	28	43 - 44	43 - 44	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	36 - 37	47	48	0.4	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	27 - 29	38	39	0.3 - 0.5	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	21 - 23	25 - 26	27 - 28	1.3 - 1.8	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	13 - 21	46 - 59	46 - 59	0.0 - 0.1	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	64 - 70	64 - 70	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 59	37 - 75	41 - 75	0.0 - 8.4	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[5] Landuse according to the Outline Zoning Plan.

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] N/A – Not applicable.

Table 4.23d Predicted road traffic noise impact at existing and committed NSRs under unmitigated scenario (Year 2045)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	55 - 58	54 - 58	57 - 61	3.0 - 3.8	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	54	38 - 41	54 - 55	13.8 - 15.9	N
N2-3^[7]	Lam Che	LAC-001	V	70	61	16 - 17	61	43.9 - 45.4	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	54	6	54	47.9	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	52 - 53	25 - 45	52 - 53	7.9 - 27.2	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	54 - 67	0 - 52	54 - 67	14.3 - 53.7	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	65	52 - 59	65 - 66	6.7 - 12.9	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	51 - 62	49 - 55	55 - 62	2.5 - 10.0	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	42 - 53	45 - 62	53 - 63	0.1 - 8.8	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	52 - 60	36 - 49	54 - 60	4.7 - 21.2	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 66	58 - 69	63 - 69	0.0 - 4.9	N
		A55a-001 to A55a-005	R	70	16 - 51	50 - 65	50 - 65	0.0 - 1.4	N
		A55b-001 to A55b-003	R	70	34 - 53	60 - 67	60 - 67	0.0 - 0.7	N
		A56-001 to A56-003	R	70	59 - 67	49 - 70	60 - 71	0.3 - 14.5	N
		PSc-001 to PSc-002	E	65	52 - 56	63 - 66	64 - 66	0.1 - 0.7	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 49	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 64	62 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	42	69	69	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	52	72	72	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	42 - 55	68 - 72	68 - 72	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	60	67	68	0.8	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, Esc-010	E	65	67 - 71	35 - 49	67 - 71	20.7 - 34.6	Y
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	65 - 67	38 - 54	65 - 67	11.1 - 28.4	Y
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	51 - 72	24 - 68	63 - 72	0.1 - 46.3	Y
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	32 - 59	64 - 72	64 - 72	0.0 - 0.4	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	66 - 67	37 - 61	67 - 68	6.5 - 29.6	Y
		PSc-005 to PSc-006	R	70	60 - 71	38 - 48	60 - 71	12.8 - 32.8	Y
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	38	53 - 54	53 - 54	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	42	60	60	0.1	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	33 - 34	51	51	0.0 - 0.1	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	28 - 30	31 - 32	33 - 34	1.7 - 2.2	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	12 - 21	48 - 61	48 - 61	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	65 - 72	65 - 72	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 62	42 - 77	42 - 77	0.0 - 8.1	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[5] Landuse according to the Outline Zoning Plan.

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] N/A – Not applicable.

Table 4.24a Predicted road traffic noise impact at planned NSRs under unmitigated scenario (Year 2023)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	B1-1	B1-1-01 to B1-1-14	R	70	53 - 67	N
N1	B1-2	B1-2-01 to B1-2-59	R	70	38 - 68	N
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	55 - 67	N
	TCW-3	TCW-3-01	R	70	62 - 64	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	60 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	61 - 69	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.24b Predicted road traffic noise impact at planned NSRs under unmitigated scenario (Year 2025)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	B1-1	B1-1-01 to B1-1-14	R	70	51 - 70	N
	B1-2	B1-2-01 to B1-2-59	R	70	56 - 72	Y
	D0-3	D0-3-01 to D0-3-05	E	65	60 - 67	Y
	D0-4	D0-4-01 to D0-4-05	E	65	60 - 68	Y
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	65 - 73	Y
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	64 - 71	Y
	D2-1	D2-1-01	R	70	66 - 70	N
	D2-2	D2-2-02	R	70	58 - 61	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 71	Y
	D2-4	D2-4-01 to D2-4-26	R	70	60 - 73	Y
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	55 - 67	N
	TCW-3	TCW-3-01	R	70	63 - 64	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	60 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 69	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.24c Predicted road traffic noise impact at planned NSRs under unmitigated scenario (Year 2027)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	A1-1	A1-1-01a to A1-1-18	R	70	41 - 74	Y
	A1-2	A1-2-01 to A1-2-18	R	70	36 - 71	Y
	A2-1	A2-1-01 to A2-1-28	R	70	36 - 71	Y
	A2-2	A2-2-01 to A2-2-04, A2-2-06 to A2-2-09	R	70	35 - 55	N
	A2-3	A2-3-01 to A2-3-08	R	70	35 - 50	N
	A2-4	A2-4-01 to A2-4-37	R	70	27 - 58	N
	B1-1	B1-1-01 to B1-1-14	R	70	56 - 72	Y
	B1-2	B1-2-01 to B1-2-59	R	70	55 - 73	Y
	D0-3	D0-3-01 to D0-3-05	E	65	55 - 62	N
	D0-4	D0-4-01 to D0-4-05	E	65	55 - 63	N
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	60 - 69	N
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	61 - 67	N
	D2-1	D2-1-01	R	70	65 - 69	N
	D2-2	D2-2-02	R	70	64 - 67	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 71	Y
	D2-4	D2-4-01 to D2-4-26	R	70	59 - 72	Y
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	56 - 67	N
	TCW-3	TCW-3-01	R	70	63 - 65	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	60 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 69	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.24d Predicted road traffic noise impact at planned NSRs under unmitigated scenario (Year 2045)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	A1-1	A1-1-01a to A1-1-18	R	70	43 - 75	Y
	A1-2	A1-2-01 to A1-2-18	R	70	44 - 76	Y
	A2-1	A2-1-01 to A2-1-28	R	70	55 - 73	Y
	A2-2	A2-2-01 to A2-2-04, A2-2-06 to A2-2-09	R	70	60 - 71	Y
	A2-3	A2-3-01 to A2-3-08	R	70	61 - 71	Y
	A2-4	A2-4-01 to A2-4-37	R	70	56 - 74	Y
	B1-1	B1-1-01 to B1-1-14	R	70	54 - 69	N
	B1-2	B1-2-01 to B1-2-59	R	70	55 - 72	Y
	C0-2	C0-2-01 to C0-2-02	R	70	56 - 61	N
	C1-1	C1-1-01 to C1-1-57	R	70	57 - 73	Y
	C2-1	C2-1-01 to C2-1-13, C2-2-26 to C2-2-31	R	70	59 - 72	Y
	C2-2	C2-2-01 to C2-2-03, C2-2-14 to C2-2-25	R	70	52 - 71	Y
	D0-3	D0-3-01 to D0-3-05	E	65	57 - 64	N
	D0-4	D0-4-01 to D0-4-05	E	65	57 - 65	N
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	62 - 70	N
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	62 - 69	N
	D2-1	D2-1-01	R	70	65 - 70	N
	D2-2	D2-2-02	R	70	66 - 68	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 71	Y
	D2-4	D2-4-01 to D2-4-26	R	70	60 - 72	Y
	E0-1	E0-1-01 to E0-1-05	E	65	61 - 67	Y
	E0-2	E0-2-01 to E0-2-02	E	65	60 - 64	N
	E0-3	E0-3-01 to E0-3-04	E	65	61 - 66	Y
	E1-1	E1-1-01 to E1-1-02	R	70	64 - 69	N
	E1-4	E1-4-01 to E1-4-10	R	70	58 - 71	Y
	E1-5	E1-5-01 to E1-5-07	R	70	62 - 72	Y
	E3-1	E3-1-01, E3-1-03 to E3-1-07	R	70	59 - 67	N
	F0-2	F0-2-01 to F0-2-02	E	65	58 - 63	N
	F0-3	F0-3-01 to F0-3-05	E	65	60 - 64	N
	F0-4	F0-4-01, F0-4-03	E	65	60 - 62	N
	F1-1	F1-1-01 to F1-1-02, F1-1-04	R	70	66 - 69	N
	F1-2	F1-2-01 to F1-2-04	R	70	61 - 68	N
	F2-1	F2-1-01 to F2-1-02	R	70	65 - 70	N
	F2-2	F2-2-01 to F2-2-02	R	70	49 - 68	N
N2	TCW-1	TCW-1-01 to TCW-1-03	R	70	45 - 63	N
	TCW-2	TCW-2-01 to TCW-2-03	R	70	56 - 68	N
	TCW-3	TCW-3-01	R	70	63 - 65	N
	TCV-1	TCV-1-01 to TCV-1-05, TCV-1-07 to TCV-1-19	R	70	67 - 73	Y
	TCV-2	TCV-2-01 to TCV-2-05	R	70	63 - 72	Y
	TCV-3	TCV-3-01	R	70	62 - 63	N
	TCV-4	TCV-4-01 to TCV-4-02	R	70	55 - 61	N
	TCV-5a	TCV-5a-01 to TCV-5a-04	R	70	57 - 66	N
	TCV-5b	TCV-5b-01	R	70	61 - 62	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	62 - 72	Y
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 70	N
	TCV-8	TCV-8-01	R	70	63	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Existing and Committed NSRs (Unmitigated Scenario)

4.5.3.3 From Table 4.23 and Appendix 4.13, it can be found that with the project in place at Year 2023, 2025, 2027 and 2045, the predicted noise levels at the following existing and committed NSRs would be within the respective criteria:

Table 4.24e Representative existing and committed NSRs within respective criteria

Year	No.^[1]	Uses^[2]	NAP^[3]
2023	N2-1	V	MWC-001 to MWC-002
	N2-2	V	NGA-001
	N2-3	V	LAC-001
	N2-4	V	NIY-001
	N2-5	V	MOK-001 to MOK-002
	N2-6	V	SLP-001 to SLP-004
	N2-7	V	SMK-001 to SMK-002
	N2-8	W	ETe-005 to ETe-008
	N2-9	W	ETe-001 to ETe-004
	N2-10	W	ETe-009 to ETe-011
	N3	R	A54-001 to A54-002, A55a-001 to A55a-005, A55b-001 to A55b-003, A56-001 to A56-003
	N3	E	PSc-001 to PSc-002
	N9	R	YTE-001, YTE-003 to YTE-004
	N10	V	SHP-001
	N11	V	HLP-001
	N12	V	WKW-001
	N13	V	LTT-001
	N14	E	ESc-005, ESc-010
	N15	E	ESc-003 to ESc-004, ESc-009
	N17	R	A39-001 to A39-006
		R	A39-SW-001 to A39-SW-002, A39-SW-004, PSc-005 to PSc-006
		E	PSc-003 to PSc-004
	N18	W, V	ETe-012; SPA-001
	N19	V	SPA-002
	N20	V	TCB-001
	N28	E	ESc-001 to ESc-002
	N29	R	CAC-001 to CAC-002
2025	N2-1	V	MWC-001 to MWC-002
	N2-2	V	NGA-001
	N2-3	V	LAC-001
	N2-4	V	NIY-001
	N2-5	V	MOK-001 to MOK-002
	N2-6	V	SLP-001 to SLP-004
	N2-7	V	SMK-001 to SMK-002
	N2-8	W	ETe-005 to ETe-008
	N2-9	W	ETe-001 to ETe-004
	N2-10	W	ETe-009 to ETe-011
	N3	R	A54-001 to A54-002, A55a-001 to A55a-005, A55b-001 to A55b-003, A56-001 to A56-003
	N3	E	PSc-001 to PSc-002
	N9	R	YTE-001, YTE-003 to YTE-004
	N10	V	SHP-001
	N12	V	WKW-001
	N13	V	LTT-001
	N14	E	ESc-005, ESc-010
	N15	E	ESc-003 to ESc-004, ESc-009
	N17	R	A39-001 to A39-006
		R	A39-SW-001 to A39-SW-002, A39-SW-004, PSc-005 to PSc-006
		E	PSc-003 to PSc-004
	N18	W, V	ETe-012; SPA-001
	N19	V	SPA-002
	N20	V	TCB-001
	N28	E	ESc-001 to ESc-002
	N29	R	CAC-001 to CAC-002
2027	N2-1	V	MWC-001 to MWC-002
	N2-2	V	NGA-001
	N2-3	V	LAC-001
	N2-4	V	NIY-001
	N2-5	V	MOK-001 to MOK-002
	N2-6	V	SLP-001 to SLP-004
	N2-7	V	SMK-001 to SMK-002
	N2-8	W	ETe-005 to ETe-008
	N2-9	W	ETe-001 to ETe-004
	N2-10	W	ETe-009 to ETe-011
	N3	R	A54-001 to A54-002, A55a-001 to A55a-005, A55b-001 to A55b-003, A56-001 to A56-003
	N9	R	YTE-001, YTE-003 to YTE-004
	N10	V	SHP-001
	N12	V	WKW-001
	N13	V	LTT-001
	N14	E	ESc-005 to ESc-006, ESc-008, ESc-010
	N15	E	ESc-003 to ESc-004, ESc-009
	N17	R	A39-001 to A39-006
		R	A39-SW-001 to A39-SW-002, A39-SW-004, PSc-005 to PSc-006
		E	PSc-003 to PSc-004
	N18	W, V	ETe-012; SPA-001
	N19	V	SPA-002
	N20	V	TCB-001
	N28	E	ESc-001 to ESc-002
	N29	R	CAC-001 to CAC-002
2045	N2-1	V	MWC-001 to MWC-002
	N2-2	V	NGA-001
	N2-3	V	LAC-001
	N2-4	V	NIY-001
	N2-5	V	MOK-001 to MOK-002
	N2-6	V	SLP-001 to SLP-004
	N2-7	V	SMK-001 to SMK-002
	N2-8	W	ETe-005 to ETe-008
	N2-9	W	ETe-001 to ETe-004
	N2-10	W	ETe-009 to ETe-011
	N3	R	A54-001 to A54-002, A55a-001 to A55a-005, A55b-001 to A55b-003, A56-001 to A56-002
	N3	E	PSc-001
	N9	R	YTE-001
	N10	V	SHP-001
	N12	V	WKW-001
	N13	V	LTT-001
	N17	R	A39-001 to A39-004
	N17	R	A39-SW-001 to A39-SW-002, A39-SW-004, PSc-006
	N18	W, V	ETe-012; SPA-001
	N19	V	SPA-002
	N20	V	TCB-001
	N28	E	ESc-001 to ESc-002
	N29	R	CAC-001

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development.

[3] NAP – Noise Assessment Point.

4.5.3.4 For some of the existing and committed NSRs, the predicted noise levels under with Project scenario would exceed the respective criteria. Nonetheless, the noise level from the project road (i.e. proposed road network within TCE and TCW, and the proposed Road P1 section) is much less than the criteria and its contribution to the overall noise level is also insignificant (i.e. less than 1.0 dB(A)). These existing and committed NSRs are listed below:

Table 4.24f Representative existing and committed NSRs exceed respective criteria but have insignificant project contribution

Year	No.^[1]	Uses^[2]	NAP^[8]
2023	N4	R	TCC-001
	N9	R	YTE-002
	N12	V	WKW-002
	N17	R	A39-SW-003
2025	N4	R	TCC-001
	N9	R	YTE-002
	N11	V	HLP-001
	N12	V	WKW-002
	N17	R	A39-SW-003
2027	N3	E	PSc-001 to PSc-002
	N4	R	TCC-001
	N9	R	YTE-002
	N11	V	HLP-001
	N12	V	WKW-002
	N17	R	A39-SW-003
2045	N3	R	A56-003
	N3	E	PSc-002
	N4	R	TCC-001
	N9	R	YTE-002 to YTE-004
	N11	V	HLP-001
	N12	V	WKW-002
	N17	R	A39-SW-003
	N29	R	CAC-002

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development.

[3] NAP – Noise Assessment Point.

4.5.3.5 For the remaining existing and committed NSRs, the predicted noise levels with the Project in place would also exceed the respective criteria. The impacts are due to the associated traffic induced by the Project and/or the proposed road network. The predicted noise levels from the project road at these locations are higher than the criteria, and its contributions to the overall noise level are all found significant. The direct mitigation measures are discussed in Section 4.5.4. These existing and committed NSRs are listed below:

Table 4.24g Representative existing and committed NSRs exceed respective criteria and require mitigation measures

Year	No.^[1]	Uses^[2]	NAP^[8]
2023	N14	E	ESc-006 to ESc-008
2025	N14	E	ESc-006 to ESc-008
2027	N14	E	ESc-007
2045	N14	E	ESc-005 to ESc-008, ESc-010
	N15	E	ESc-003 to ESc-004, ESc-009
	N17	R	A39-005, A39-006, PSc-005
	N17	E	PSc-003 to PSc-004

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development.

[3] NAP – Noise Assessment Point.

4.5.3.6 The predicted noise levels at Lantau North (Extension) Country Park (LNCP-001, LNCP-004 to LNCP-006) near TCE range from 71 to 77dB(A) with associated contribution from project roads range from 0.0 to 0.2dB(A). The predicted noise levels at Lantau North (Extension) Country Park (LNCP-002 to LNCP-003, LNCP-008 to LNCP-009) near TCW are not exceeding respective criteria. Hence, the contribution from projects road is insignificant. In addition, given the transient nature of visitor using hiking trails, adverse road traffic noise impacts are not anticipated.

Planned NSRs (Unmitigated Scenario)

4.5.3.7 From Table 4.24 and Appendix 4.13, the predicted noise levels at Year 2023, 2025, 2027 and 2045 at the following planned NSRs under with Project scenario would exceed the respective noise criteria:

Table 4.24h Representative planned NSRs exceed respective criteria and require mitigation measures

Year	No.^[1]	Uses^[2]	Zoning	NAP
2023	N1	R	Nil	Nil
2025	N1	R	B1-2	B1-2-08 to B1-2-09, B1-2-25 to B1-2-26
			D1-1	D1-1-02 to D1-1-05
			D1-2	D1-1-06 to D1-1-07
			D2-3	D2-3-01, D2-3-06
			D2-4	D2-4-01 to D2-4-02, D2-4-04, D2-4-06 to D2-4-11
		E	D0-3	D0-3-02, D0-3-04 to D0-3-05
		E	D0-4	D0-4-01 to D0-4-02, D0-4-04
2027	N1	R	A1-1	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b, A1-1-04a, A1-1-04g, A1-1-05a
			A1-2	A1-2-02a to A1-2-02b, A1-2-05g
			A2-1	A2-1-01 to A2-1-02, A2-1-17, A2-1-26
			B1-1	B1-1-02 to B1-1-03, B1-1-05 to B1-1-06
			B1-2	B1-2-02 to B1-2-03, B1-2-08 to B1-2-09, B1-2-12 to B1-2-13, B1-2-25 to B1-2-26, B1-2-29 to B1-2-31, B1-2-36, B1-2-44 to B1-2-45
			D2-3	D2-3-01
			D2-4	D2-4-01, D2-4-06
2045	N1	R	A1-1	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b, A1-1-04a, A1-1-04g, A1-1-05a, A1-1-05g
			A1-2	A1-2-01 to A1-2-01b, A1-2-02a to A1-2-02b, A1-2-04a to A1-2-04b, A1-2-04g, A1-2-04l, A1-2-05a, A1-2-05g, A1-2-05l
			A2-1	A2-1-01 to A2-1-06, A2-1-12, A2-1-17, A2-1-19 to A2-1-22, A2-1-24 to A2-1-26, A2-1-28
			A2-2	A2-2-01, A2-2-04, A2-2-07, A2-2-08
			A2-3	A2-3-02, A2-3-03, A2-3-07, A2-3-08
			A2-4	A2-4-01 to A2-4-08, A2-4-10 to A2-4-11, A2-4-13 to A2-4-15, A2-4-17 to A2-4-22, A2-4-24 to A2-4-25, A2-4-29, A2-4-34, A2-4-37
			B1-2	B1-2-08 to B1-2-09, B1-2-25 to B1-2-26, B1-2-44 to B1-2-45
			C1-1	C1-1-01 to C1-1-03, C1-1-08, C1-1-15, C1-1-19, C1-1-21 to C1-1-22, C1-1-29 to C1-1-31, C1-1-36 to C1-1-37, C1-1-42 to C1-1-43, C1-1-49, C1-1-51, C1-1-53, C1-1-55
			C2-1	C2-1-01, C2-1-03, C2-1-12 to C2-1-13, C2-2-26 to C2-2-27
			C2-2	C2-2-14 to C2-2-15, C2-2-20 to C2-2-21
			D2-3	D2-3-06, D2-3-01
			D2-4	D2-4-01, D2-4-06, D2-4-07, D2-4-11
			E1-4	E1-4-04a to E1-4-04b, E1-4-06a to E1-4-06d
			E1-5	E1-5-01, E1-5-07
		E	E0-1	E0-1-02, E0-1-04 to E0-1-05
		E	E0-3	E0-3-01, E0-3-03
	N2	R	TCV-1	TCV-1-03, TCV-1-04a to TCV-1-04b, TCV-1-05a to TCV-1-05c, TCV-1-07 to TCV-1-09, TCV-1-14a, TCV-1-16a to TCV-1-16c, TCV-1-19
			TCV-2	TCV-2-03 to TCV-2-04
			TCV-6	TCV-6-02, TCV-6-06

Notes:

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

[2] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development.

[3] NAP - Noise Assessment Point.

4.5.3.8 The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM has been calculated. It is predicted that a total of about 40 classrooms at Year 2023, about 130 dwellings and 70 classrooms at Year 2025, about 270 dwellings and 2 classrooms at Year 2027 and about 1050 dwellings and 160 classrooms at Year 2045 will expose to noise impact.

4.5.3.9 The direct mitigation measures are discussed in Section 4.5.4. All remaining planned NSRs would comply with the respective noise criteria.

4.5.4 Mitigation of Road Traffic Noise Impact

Direct Mitigation Measures

4.5.4.1 As discussed in Section 4.5.3, mitigations measures are required for a number of planned NSRs within TCE and both planned and existing NSRs within TCW. It should be noted the design and layout of the new town extension have proactively located some commercial buildings between residential buildings and NLH to provide noise screening. This helps to avoid traffic noise impacts from NLH as much as practicable at the outset. Notwithstanding the above, the road traffic noise from local roads within the development areas and the adverse residual influence from NLH would still cause noise impacts to some NSRs and hence other noise mitigation measures are required. It has been demonstrated that the noise impacts can be mitigated to an acceptable level by employing a package of mitigation measures including 1) noise barriers along some road sections or boundary walls within development sites; 2) application of low noise road surfacing materials on some road sections; and 3) suitable treatment on end walls, arranging noise tolerant portions of buildings in internal layout design, and architectural fins in some buildings. However, there is scope for adoption of alternative noise mitigation measures, for example, by means of alternative layout and design of individual developments at detailed design stage. Besides, possibility of use of new road surfacing material with considerable traffic noise reduction capability may be explored when test results on its application in Hong Kong are available. An environmental review may be conducted in due course to study how the use of new road surfacing material could help reduce traffic noise impacts and minimise the scale/extent of the proposed noise mitigation measures. A summary of all these proposed mitigation measures is Table 4.25. Figure 4.14 shows the extent and location of proposed mitigation measures within TCE and TCW. The overall mitigation measures for road traffic noise and railway noise are given in Figure 4.16.

4.5.4.2 Besides, as discussed in Section 4.5.2, the assessment has based on the timely implementation of the noise non-sensitive building to the north of NLH / existing railway. This arrangement has been agreed with Planning Department and Lands Department.

4.5.4.3 Results for mitigated case are shown in Tables 4.26 and 4.27 and details could be found in Appendix 4.14. 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 4.25a Extents and locations of proposed mitigation measures at 2023

Zoning	Location	Type of Mitigation Measures^{[1] [2]}	Key NAPs Protected^[3]
TCE
B1-1	Facade of residential block	Facade with no openable window	-
B1-1	Facade of residential block	1.5m long architectural fin	-
B1-2	Facade of residential block	Facade with no openable window	-
B1-2	Facade of residential block	1.5m long architectural fin	-
TCW
TCV-6	Facade of residential block	Facade with no openable window	-
-	Possible School Development near Tung Chung Area 39	Approx. 50m long, 4m high school boundary wall	-
-	Corner at junction between Chung Mun Road and Road L24	Approx. 120m long, 5m high vertical barrier with 3m cantilevered arm at 45^o	ESc-006 to ESc-008
-	Along Chung Mun Road	Approx. 210m long LNRS	ESc-006 to ESc-008
-	Along Road L24	Approx. 160m long LNRS	ESc-006 to ESc-008
-	Along Road L30	Approx. 160m long LNRS	-

Notes:

[1] Details are shown in Figure 4.14a.

[2] LNRS – Low Noise Road Surfacing Materials

[3] “-“ indicates mitigation measures required to be constructed for NAPs exposed to noise exceedance at other phases (see Tables 4.25a - d).

[4] An environmental review may be conducted in due course to study how the use of new road surfacing material could help reduce traffic noise impacts and minimise the scale/extent of the proposed noise mitigation measures.

Table 4.25b Extents and locations of proposed mitigation measures at 2025

Zoning	Location	Type of Mitigation Measures^{[1] [2]}	Key NAPs Protected^[3]
TCE
B1-1	Facade of residential block	Facade with no openable window	-
B1-1	Facade of residential block	1.5m long architectural fin	-
B1-2	Facade of residential block	Facade with no openable window	B1-2-08 to B1-2-09, B1-2-25 to B1-2-26
B1-2	Facade of residential block	1.5m long architectural fin	-
D0-3	Along Road L3	Approx. 60m long, 5m high school boundary wall	D0-3-02, D0-3-04 to D0-3-05
D0-4	Along Road L3	Approx. 70m long, 5m high school boundary wall with 3m cantilevered arm at 45^o	D0-4-01 to D0-4-02, D0-4-04
D1-1	Facade of residential block	Facade with no openable window	D1-1-02 to D1-1-05
D1-2	Facade of residential block	Facade with no openable window	D1-1-06 to D1-1-07
D2-3	Facade of residential block	Facade with no openable window	D2-3-01, D2-3-06
D2-4	Facade of residential block	Facade with no openable window	D2-4-01, D2-4-06 to D2-4-11
D2-4	Facade of residential block	1.5m long architectural fin	D2-4-02, D2-4-04
TCW
TCV-6	Facade of residential block	Facade with no openable window	-
-	Possible School Development near Tung Chung Area 39	Approx. 50m long, 4m high school boundary wall	-
-	Corner at junction between Chung Mun Road and Road L24	Approx. 120m long, 5m high vertical barrier with 3m cantilevered arm at 45^o	ESc-006 to ESc-008
-	Along Chung Mun Road	Approx. 210m long LNRS	ESc-006 to ESc-008
-	Along Road L24	Approx. 160m long LNRS	ESc-006 to ESc-008
-	Along Road L30	Approx. 160m long LNRS	-

Notes:

[1] Details are shown in Figure 4.14b.

[2] LNRS – Low Noise Road Surfacing Materials.

[3] “-“ indicates mitigation measures required to be constructed for NAPs exposed to noise exceedance at other phases (see Tables 4.25a - d).

Table 4.25c Extents and locations of proposed mitigation measures at 2027

Zoning	Location	Type of Mitigation Measures^{[1] [2]}	Key NAPs Protected^[3]
TCE
A1-1	Facade of residential block	Facade with no openable window	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b
A1-1	Facade of residential block	1.8m long architectural fin	A1-1-04a, A1-1-04g, A1-1-05a
A1-2	Facade of residential block	Facade with no openable window	A1-2-02a to A1-2-02b, A1-2-05g
A1-2	Facade of residential block	1.8m long architectural fin	-
A2-1	Facade of residential block	Facade with no openable window	A2-1-01 to A2-1-02, A2-1-17, A2-1-26
A2-1	Facade of residential block	1.5m long architectural fin	-
A2-1	Facade of residential block	1.8m long architectural fin	-
A2-2	Facade of residential block	Facade with no openable window	-
A2-3	Facade of residential block	Facade with no openable window	-
A2-4	Facade of residential block	Facade with no openable window	-
A2-4	Facade of residential block	1.5m long architectural fin	-
A2-4	Facade of residential block	1.8m long architectural fin	-
B1-1	Facade of residential block	Facade with no openable window	B1-1-02 to B1-1-03, B1-1-05
B1-1	Facade of residential block	1.5m long architectural fin	B1-1-06
B1-2	Facade of residential block	Facade with no openable window	B1-2-02 to B1-2-03, B1-2-08 to B1-2-09, B1-2-25 to B1-2-26, B1-2-31, B1-2-36, B1-2-44 to B1-2-45
B1-2	Facade of residential block	1.5m long architectural fin	B1-2-12 to B1-2-13, B1-2-29 to B1-2-30
D0-3	Along Road L3	Approx. 60m long, 5m high school boundary wall	-
D0-4	Along Road L3	Approx. 70m long, 5m high school boundary wall with 3m cantilevered arm at 45^o	-
D1-1	Facade of residential block	Facade with no openable window	-
D1-2	Facade of residential block	Facade with no openable window	-
D2-3	Facade of residential block	Facade with no openable window	D2-3-01
D2-4	Facade of residential block	Facade with no openable window	D2-4-01, D2-4-06
D2-4	Facade of residential block	1.5m long architectural fin	-
TCW
TCV-6	Facade of residential block	Facade with no openable window	-
-	Possible School Development near Tung Chung Area 39	Approx. 50m long, 4m high school boundary wall	-
-	Corner at junction between Chung Mun Road and Road L24	Approx. 120m long, 5m high vertical barrier with 3m cantilevered arm at 45^o	ESc-007
-	Along Chung Mun Road	Approx. 210m long LNRS	ESc-007
-	Along Road L24	Approx. 160m long LNRS	ESc-007
-	Along Road L30	Approx. 160m long LNRS	-

Notes:

[1] Details are shown in Figure 4.14c.

[2] LNRS – Low Noise Road Surfacing Materials.

[3] “-“ indicates mitigation measures required to be constructed for NAPs exposed to noise exceedance at other phases (see Tables 4.25a - d).

Table 4.25d Extents and locations of proposed mitigation measures at 2045

Zoning	Location	Type of Mitigation Measures^{[1] [2]}	Key NAPs Protected^[3]
TCE
A1-1	Facade of residential block	Facade with no openable window	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b, A1-1-05g
A1-1	Facade of residential block	1.8m long architectural fin	A1-1-04a, A1-1-04g, A1-1-05a
A1-2	Facade of residential block	Facade with no openable window	A1-2-01 to A1-2-01b, A1-2-02a to A1-2-02b, A1-2-04a, A1-2-04g, A1-2-05g
A1-2	Facade of residential block	1.8m long architectural fin	A1-2-04b, A1-2-04l, A1-2-05a, A1-2-05l
A2-1	Facade of residential block	Facade with no openable window	A2-1-01 to A2-1-04, A2-1-17, A2-1-19 to A2-1-21, A2-1-25 to A2-1-26
A2-1	Facade of residential block	1.5m long architectural fin	A2-1-05, A2-1-12, A2-1-22, A2-1-24
A2-1	Facade of residential block	1.8m long architectural fin	A2-1-06, A2-1-28
A2-2	Facade of residential block	Facade with no openable window	A2-2-01, A2-2-04, A2-2-07 to A2-2-08
A2-3	Facade of residential block	Facade with no openable window	A2-3-02 to A2-3-03, A2-3-07 to A2-3-08
A2-4	Facade of residential block	Facade with no openable window	A2-4-01 to A2-4-04, A2-4-13, A2-4-15, A2-4-18, A2-4-21, A2-4-25, A2-4-29
A2-4	Facade of residential block	1.5m long architectural fin	A2-4-07, A2-4-14, A2-4-19, A2-4-24
A2-4	Facade of residential block	1.8m long architectural fin	A2-4-05 to A2-4-06, A2-4-08, A2-4-10, A2-4-20, A2-4-34, A2-4-37
A2-4	Along Road D3	Approx. 100m long, 5m high absorptive vertical barrier	A2-4-11, A2-4-17, A2-4-22
B1-1	Facade of residential block	Facade with no openable window	-
B1-1	Facade of residential block	1.5m long architectural fin	-
B1-2	Facade of residential block	Facade with no openable window	B1-2-08 to B1-2-09, B1-2-25 to B1-2-26, B1-2-44 to B1-2-45
B1-2	Facade of residential block	1.5m long architectural fin	-
C1-1	Facade of residential block	Facade with no openable window	C1-1-01 to C1-1-03, C1-1-08, C1-1-19, C1-1-21 to C1-1-22, C1-1-30 to C1-1-31, C1-1-36 to C1-1-37, C1-1-42 to C1-1-43, C1-1-49
C1-1	Facade of residential block	1.5m long architectural fin	C1-1-15
C1-1	Facade of residential block	1.8m long architectural fin	C1-1-29, C1-1-51, C1-1-55
C1-1	Along Road L7	Approx. 50m long, 5m high absorptive vertical barrier with 3m cantilevered arm at 45^o	C1-1-53
C2-1	Facade of residential block	Facade with no openable window	C2-1-01, C2-1-03, C2-1-12 to C2-1-13
C2-2	Facade of residential block	Facade with no openable window	C2-2-14 to C2-2-15, C2-2-20 to C2-2-21, C2-2-26 to C2-2-27
D0-3	Along Road L3	Approx. 60m long, 5m high school boundary wall	-
D0-4	Along Road L3	Approx. 70m long, 5m high school boundary wall with 3m cantilevered arm at 45^o	-
D1-1	Facade of residential block	Facade with no openable window	-
D1-2	Facade of residential block	Facade with no openable window	-
D2-3	Facade of residential block	Facade with no openable window	D2-3-01, D2-3-06
D2-4	Facade of residential block	Facade with no openable window	D2-4-01, D2-4-06 to D2-4-07, D2-4-11
D2-4	Facade of residential block	1.5m long architectural fin	-
E0-1	Along Road L2	Approx. 80m long, 4m high school boundary wall	E0-1-02, E0-1-04 and E0-1-05
E0-3	Along Road L2	Approx. 40m long, 3m high school boundary wall	E0-3-01, E0-3-03
E1-4	Facade of residential block	Facade with no openable window	E1-4-04a to E1-4-04b, E1-4-06a to E1-4-06d
E1-5	Facade of residential block	Facade with no openable window	E1-5-01, E1-5-07
TCW
TCV-1	Facade of residential block	Facade with no openable window	TCV-1-03, TCV-1-07 to TCV-1-08, TCV-1-19
TCV-1	Facade of residential block	1.5m long architectural fin	TCV-1-04a to TCV-1-04b, TCV-1-05a to TCV-1-05c
TCV-6	Facade of residential block	Facade with no openable window	TCV-6-02, TCV-6-06
-	Possible School Development near Tung Chung Area 39	Approx. 50m long, 4m high school boundary wall	PSc-003
-	Corner at junction between Chung Mun Road and Road L24	Approx. 120m long, 5m high vertical barrier with 3m cantilevered arm at 45^o	ESc-006 to ESc-008
-	Along Chung Mun Road	Approx. 210m long LNRS	A39-005 to A39-006, PSc-004 to PSc-005, TCV-1-09, TCV-1-14a, TCV-1-16a to TCV-1-16c, ESc-006 to ESc-008
-	Along Road L24	Approx. 160m long LNRS	ESc-004 to ESc-008, ESc-010, TCV-2-03 to TCV-2-04
-	Along Road L30	Approx. 160m long LNRS	ESc-003, ESc-009

Notes:

[1] Details are shown in Figure 4.14d.

[2] LNRS – Low Noise Road Surfacing Materials.

[3] “-“ indicates mitigation measures required to be constructed for NAPs exposed to noise exceedance at other phases (see Tables 4.25a - d).

[5] The planned Police Married Quarters (C0-2) has been designed to have all the openable window facing north to enjoy a better view.

Table 4.26a Predicted road traffic noise impact at existing and committed NSRs under mitigated scenario (Year 2023)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	52 - 57	56 - 60	3.6 - 4.7	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	44 - 45	33 - 35	44 - 45	10.5 - 11.7	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	15 - 17	37	20.5 - 21.7	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	35	6	35	29.6 - 29.7	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	40 - 42	24 - 29	40 - 42	13.3 - 15.9	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 62	0 - 50	29 - 62	10.4 - 43.7	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	53 - 56	39 - 51	53 - 58	6.2 - 15.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	44 - 54	38 - 52	45 - 56	2.9 - 7.0	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	46 - 55	43 - 61	53 - 61	0.3 - 10.4	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	47 - 53	30 - 45	50 - 54	4.2 - 19.3	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 67	58 - 68	64 - 69	0.0 - 5.8	N
		A55a-001 to A55a-005	R	70	12 - 59	48 - 64	48 - 64	0.0 - 4.3	N
		A55b-001 to A55b-003	R	70	28 - 56	59 - 65	59 - 65	0.0 - 1.4	N
		A56-001 to A56-003	R	70	50 - 66	48 - 68	59 - 68	0.0 - 13.7	N
		PSc-001 to PSc-002	E	65	42 - 57	63 - 65	64 - 65	0.0 - 1.1	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	60 - 72	62 - 72	0.0 - 2.4	N
N10	Sheung Ling Pei	SHP-001	V	70	25 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	46 - 47	70	70	0.0	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	27 - 52	67 - 71	67 - 71	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	58	66	66 - 67	0.6 - 0.7	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, ESc-010	E	65	59 - 62	28 - 44	60 - 62	15.6 - 32.3	N
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	61 - 63	36 - 53	61 - 63	9.6 - 26.4	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	50 - 66	23 - 67	59 - 67	0.1 - 40.7	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	63 - 71	63 - 71	0.0 - 0.5	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	51 - 60	32 - 52	52 - 60	6.5 - 27.8	N
		PSc-005 to PSc-006	R	70	54 - 64	33 - 47	55 - 64	7.8 - 31.2	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	26	41	41	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	36 - 37	39	41	1.8 - 2.1	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	28 - 29	30	32 - 33	1.9 - 2.7	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	22 - 24	26 - 27	28 - 29	1.3 - 1.8	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	6 - 20	45 - 59	45 - 59	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	26 - 32	63 - 69	63 - 69	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 46	38 - 74	41 - 74	0.0 - 8.0	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O – Others.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] N/A – Not applicable.

Table 4.26b Predicted road traffic noise impact at existing and committed NSRs under mitigated scenario (Year 2025)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	54 - 58	57 - 61	2.9 - 3.7	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	44 - 45	33 - 35	44 - 45	10.4 - 11.5	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	15 - 17	37	20.3 - 21.5	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	35	6	35	29.0	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	40 - 42	24 - 34	40 - 43	8.9 - 15.8	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 62	0 - 50	29 - 62	10.2 - 43.5	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	55 - 58	47 - 51	55 - 58	6.9 - 9.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	46 - 55	40 - 52	47 - 57	3.1 - 6.9	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	46 - 56	43 - 61	53 - 61	0.3 - 10.4	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	48 - 53	31 - 46	50 - 54	4.1 - 19.3	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 68	59 - 69	65 - 69	0.0 - 6.1	N
		A55a-001 to A55a-005	R	70	12 - 52	47 - 64	47 - 64	0.0 - 2.1	N
		A55b-001 to A55b-003	R	70	30 - 53	56 - 64	58 - 64	0.0 - 1.6	N
		A56-001 to A56-003	R	70	51 - 67	46 - 68	59 - 68	0.0 - 17.5	N
		PSc-001 to PSc-002	E	65	44 - 55	59 - 63	61 - 63	0.0 - 1.2	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	61 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	26 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	47	70	70 - 71	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	27 - 53	68 - 72	68 - 72	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	58	66	67	0.6	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, ESc-010	E	65	59 - 62	28 - 44	60 - 62	15.4 - 32.4	N
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	61 - 63	36 - 53	62 - 63	9.4 - 26.4	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	50 - 66	24 - 68	58 - 68	0.1 - 40.2	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	64 - 72	64 - 72	0.0 - 0.5	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	51 - 60	32 - 53	52 - 60	6.4 - 27.6	N
		PSc-005 to PSc-006	R	70	54 - 64	33 - 48	55 - 64	7.2 - 31.0	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	28	43	43 - 44	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	37 - 38	47	48	0.4 - 0.5	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	28 - 30	38	39	0.3 - 0.5	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	22 - 24	27 - 28	28 - 29	1.3 - 1.6	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	10 - 21	43 - 59	43 - 59	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	62 - 69	62 - 69	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 57	39 - 74	41 - 74	0.0 - 7.9	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O - Others

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] Not Applicable.

Table 4.26c Predicted road traffic noise impact at existing and committed NSRs under mitigated scenario (Year 2027)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	54 - 58	54 - 58	57 - 61	2.9 - 3.8	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	43 - 44	31 - 34	43 - 44	10.3 - 11.6	N
N2-3^[7]	Lam Che	LAC-001	V	70	37	16 - 17	37	20.0 - 21.2	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	34	7	34	27.3	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	39 - 41	24 - 34	39 - 42	8.0 - 15.2	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	29 - 60	0 - 50	29 - 60	9.8 - 41.6	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	55 - 57	47 - 52	55 - 58	6.4 - 9.1	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	46 - 54	40 - 53	47 - 57	2.7 - 6.7	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	46 - 55	43 - 61	53 - 61	0.3 - 9.6	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	47 - 53	29 - 45	50 - 54	4.2 - 20.5	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 64	56 - 67	61 - 67	0.0 - 5.2	N
		A55a-001 to A55a-005	R	70	16 - 52	49 - 64	49 - 64	0.0 - 1.4	N
		A55b-001 to A55b-003	R	70	33 - 55	60 - 68	60 - 68	0.0 - 0.6	N
		A56-001 to A56-003	R	70	55 - 69	51 - 69	63 - 69	0.2 - 13.8	N
		PSc-001 to PSc-002	E	65	48 - 58	66	66 - 67	0.0 - 0.7	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 48	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 63	62 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	25 - 31	66	66	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	46	71	71	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	26 - 51	68 - 72	68 - 72	0.0	N
N13	Lung Tseng Tau	LTT-001	V	70	56	67	67	0.3 - 0.4	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, ESc-010	E	65	58 - 61	27 - 43	58 - 61	15.7 - 32.0	N
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	60 - 61	37 - 53	60 - 61	7.5 - 24.4	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	48 - 64	24 - 68	57 - 68	0.0 - 38.6	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	20 - 55	63 - 73	64 - 73	0.0 - 0.6	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	50 - 59	31 - 51	50 - 59	6.7 - 27.9	N
		PSc-005 to PSc-006	R	70	52 - 63	32 - 48	54 - 63	5.8 - 31.2	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	28	43 - 44	43 - 44	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	36 - 37	47	48	0.4	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	27 - 29	38	39	0.3 - 0.5	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	20 - 23	25 - 26	27 - 28	1.1 - 1.6	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	13 - 21	46 - 59	46 - 59	0.0 - 0.1	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	64 - 70	64 - 70	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 59	37 - 75	41 - 75	0.0 - 7.9	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O - Others

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] Not Applicable.

Table 4.26d Predicted road traffic noise impact at existing and committed NSRs under mitigated scenario (Year 2045)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Noise Impact, L_{10 1hr} dB(A)^[6]			Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Project Road	Other Road	Overall	Project Road Contribution, dB(A)	Mitigation Measures Required [Y/N]
N2-1^[7]	Ma Wan Chung	MWC-001 to MWC-002	V	70	55 - 58	54 - 58	57 - 61	3.0 - 3.8	N
N2-2^[7]	Ngau Au and Tung Hing	NGA-001	V	70	54	38 - 41	54	13.4 - 15.4	N
N2-3^[7]	Lam Che	LAC-001	V	70	61	16 - 17	61	43.9 - 45.4	N
N2-4^[7]	Nim Yuen	NIY-001	V	70	54	6	54	47.8 - 47.9	N
N2-5^[7]	Mok Ka	MOK-001 to MOK-002	V	70	52	25 - 45	52 - 53	7.8 - 27.2	N
N2-6^[7]	Shek Lau Po	SLP-001 to SLP-004	V	70	54 - 65	0 - 52	54 - 66	14.0 - 53.7	N
N2-7^[7]	Shek Mun Kap	SMK-001 to SMK-002	V	70	65	52 - 59	65 - 66	6.7 - 12.9	N
N2-8^[7]	Temple	ETe-005 to ETe-008	W	65	51 - 62	49 - 55	55 - 62	2.5 - 10.0	N
N2-9^[7]	Prajna Dhyana Temple	ETe-001 to ETe-004	W	65	42 - 53	45 - 62	53 - 63	0.1 - 8.5	N
N2-10^[7]	Hau Wong Temple	ETe-009 to ETe-011	W	65	52 - 60	36 - 49	54 - 60	4.7 - 21.2	N
N3^[8]	Reclamation Area next to Tung Chung East	A54-001 to A54-002	R	70	6 - 66	58 - 69	63 - 69	0.0 - 4.9	N
		A55a-001 to A55a-005	R	70	16 - 51	50 - 65	50 - 65	0.0 - 1.3	N
		A55b-001 to A55b-003	R	70	34 - 53	60 - 67	60 - 67	0.0 - 0.7	N
		A56-001 to A56-003	R	70	59 - 67	49 - 70	60 - 71	0.3 - 14.5	N
		PSc-001 to PSc-002	E	65	52 - 56	63 - 66	64 - 66	0.1 - 0.7	N
N4	Tung Chung Crescent	TCC-001	R	70	43 - 49	66 - 72	66 - 72	0.0 - 0.1	N
N9	Yat Tung Estate	YTE-001 to YTE-004	R	70	0 - 64	62 - 72	63 - 72	0.0 - 1.6	N
N10	Sheung Ling Pei	SHP-001	V	70	42	69	69	0.0	N
N11	Ha Ling Pei	HLP-001	V	70	52	72	72	0.0 - 0.1	N
N12	Wong Ka Wai	WKW-001 to WKW-002	V	70	42 - 54	68 - 72	68 - 72	0.0 - 0.1	N
N13	Lung Tseng Tau	LTT-001	V	70	59	67	68	0.7	N
N14	YMCA of Hong Kong Christian College	ESc-005 to ESc-008, ESc-010	E	65	64 - 65	35 - 49	64 - 65	14.9 - 29.2	N
N15	Caritas Charles Vath College	ESc-003 to ESc-004, ESc-009	E	65	63 - 65	38 - 54	64 - 65	9.4 - 26.8	N
N17^[9][10]	Possible Public Housing Development at Tung Chung Area 39	A39-001 to A39-006	R	70	51 - 70	24 - 68	63 - 70	0.1 - 43.7	N
	Social Welfare Facilities at Tung Chung Area 39	A39-SW-001 to A39-SW-004	R	70	32 - 59	64 - 72	64 - 72	0.0 - 0.4	N
	Possible School Development near Tung Chung Area 39 (with boarding blocks)	PSc-003 to PSc-004	E	65	56 - 64	37 - 58	56 - 64	5.7 - 27.1	N
		PSc-005 to PSc-006	R	70	58 - 69	38 - 48	58 - 69	10.6 - 30.3	N
N18	Temple and Houses in Shek Pik Au	ETe-012	W	65	38	53 - 54	53 - 54	0.1	N
N18	Temple and Houses in Shek Pik Au	SPA-001	V	70	42	60	60	0.1	N
N19	Scattered Houses near Shek Pik Au	SPA-002	V	70	33 - 34	51	51	0.0 - 0.1	N
N20	Scattered Houses near Tung Chung Bay	TCB-001	V	70	27 - 30	31 - 32	33 - 34	1.6 - 2.1	N
N28	Ho Yu College and Ho Yu Primary School	ESc-001 to ESc-002	E	65	12 - 21	48 - 61	48 - 61	0.0	N
N29	Caribbean Coast	CAC-001 to CAC-002	R	70	27 - 32	65 - 72	65 - 72	0.0 - 0.1	N
N31	Lantau North (Extension) Country Park	LNCP-001 to LNCP-006, LNCP-008 to LNCP-009	O	N/A	0 - 62	42 - 77	42 - 77	0.0 - 7.9	N/A

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions, W – Places of Public Worship, V– Village type development, O - Others

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

[7] Existing NSRs retained within TCW.

[9] The development layout and no. of storey have been based on the “Planning Brief for Public Rental Housing Development at Tung Chung Area 39”.

[10] PSc-005 to PSc-006 represent the boarding blocks of the planned school near Area 39.

[11] Not Applicable.

Table 4.27a Predicted road traffic noise impact at planned NSRs under mitigated scenario (Year 2023)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	B1-1	B1-1-01 to B1-1-14	R	70	53 - 67	N
N1	B1-2	B1-2-01 to B1-2-59	R	70	38 - 68	N
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	55 - 67	N
	TCW-3	TCW-3-01	R	70	62 - 64	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	60 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	61 - 69	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.27b Predicted road traffic noise impact at planned NSRs under mitigated scenario (Year 2025)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	B1-1	B1-1-01 to B1-1-14	R	70	51 - 70	N
	B1-2	B1-2-01 to B1-2-59	R	70	56 - 70	N
	D0-3	D0-3-01 to D0-3-05	E	65	45 - 65	N
	D0-4	D0-4-01 to D0-4-05	E	65	42 - 65	N
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	65 - 70	N
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	64 - 70	N
	D2-1	D2-1-01	R	70	66 - 70	N
	D2-2	D2-2-02	R	70	58 - 61	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 70	N
	D2-4	D2-4-01 to D2-4-26	R	70	60 - 70	N
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	55 - 67	N
	TCW-3	TCW-3-01	R	70	63 - 64	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	60 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 69	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.27c Predicted road traffic noise impact at planned NSRs under mitigated scenario (Year 2027)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	A1-1	A1-1-01a to A1-1-18	R	70	41 - 70	N
	A1-2	A1-2-01 to A1-2-18	R	70	36 - 70	N
	A2-1	A2-1-01 to A2-1-28	R	70	35 - 70	N
	A2-2	A2-2-01 to A2-2-04, A2-2-06 to A2-2-09	R	70	35 - 55	N
	A2-3	A2-3-01 to A2-3-08	R	70	35 – 50	N
	A2-4	A2-4-01 to A2-4-37	R	70	27 - 58	N
	B1-1	B1-1-01 to B1-1-14	R	70	56 - 70	N
	B1-2	B1-2-01 to B1-2-59	R	70	55 - 70	N
	D0-3	D0-3-01 to D0-3-05	E	65	41 – 61	N
	D0-4	D0-4-01 to D0-4-05	E	65	37 - 60	N
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	60 - 69	N
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	61 - 67	N
	D2-1	D2-1-01	R	70	65 - 69	N
	D2-2	D2-2-02	R	70	64 - 67	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 70	N
	D2-4	D2-4-01 to D2-4-26	R	70	59 - 70	N
N2	TCW-2	TCW-2-01 to TCW-2-03	R	70	56 - 67	N
	TCW-3	TCW-3-01	R	70	63 - 65	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	59 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 69	N

Notes:

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

[2] NAP – Noise assessment point

[3] The first layer of NSRs is included.

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

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

Table 4.27d Predicted road traffic noise impact at planned NSRs under mitigated scenario (Year 2045)

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	Criterion, L_{10 1hr}dB(A)	Predicted Overall L_{10 1hr},dB(A)^[6]	Mitigation Measures Required [Y/N]
N1	A1-1	A1-1-01a to A1-1-18	R	70	43 - 70	N
	A1-2	A1-2-01 to A1-2-18	R	70	44 - 70	N
	A2-1	A2-1-01 to A2-1-28	R	70	55 - 70	N
	A2-2	A2-2-01 to A2-2-04, A2-2-06 to A2-2-09	R	70	60 - 70	N
	A2-3	A2-3-01 to A2-3-08	R	70	61 - 70	N
	A2-4	A2-4-01 to A2-4-37	R	70	55 - 70	N
	B1-1	B1-1-01 to B1-1-14	R	70	54 - 69	N
	B1-2	B1-2-01 to B1-2-59	R	70	55 - 70	N
	C0-2	C0-2-01 to C0-2-02	R	70	56 - 61	N
	C1-1	C1-1-01 to C1-1-57	R	70	57 - 70	N
	C2-1	C2-1-01 to C2-1-13, C2-2-26 to C2-2-31	R	70	59 - 70	N
	C2-2	C2-2-01 to C2-2-03, C2-2-14 to C2-2-25	R	70	52 - 70	N
	D0-3	D0-3-01 to D0-3-05	E	65	42 - 63	N
	D0-4	D0-4-01 to D0-4-05	E	65	39 - 62	N
	D1-1	D1-1-01 to D1-1-05, D1-1-08 to D1-1-15	R	70	62 - 70	N
	D1-2	D1-2-01, D1-1-06 to D1-1-07, D1-1-16 to D1-1-21	R	70	62 - 69	N
	D2-1	D2-1-01	R	70	65 - 70	N
	D2-2	D2-2-02	R	70	66 - 68	N
	D2-3	D2-3-01 to D2-3-09	R	70	62 - 70	N
	D2-4	D2-4-01 to D2-4-26	R	70	60 - 70	N
	E0-1	E0-1-01 to E0-1-05	E	65	59 - 65	N
	E0-2	E0-2-01 to E0-2-02	E	65	59 - 64	N
	E0-3	E0-3-01 to E0-3-04	E	65	61 - 65	N
	E1-1	E1-1-01 to E1-1-02	R	70	64 - 69	N
	E1-4	E1-4-01 to E1-4-10	R	70	58 - 70	N
	E1-5	E1-5-01 to E1-5-07	R	70	62 - 70	N
	E3-1	E3-1-01, E3-1-03 to E3-1-07	R	70	59 - 67	N
	F0-2	F0-2-01 to F0-2-02	E	65	58 - 63	N
	F0-3	F0-3-01 to F0-3-05	E	65	60 - 64	N
	F0-4	F0-4-01, F0-4-03	E	65	60 - 62	N
	F1-1	F1-1-01 to F1-1-02, F1-1-04	R	70	66 - 69	N
	F1-2	F1-2-01 to F1-2-04	R	70	61 - 68	N
	F2-1	F2-1-01 to F2-1-02	R	70	65 - 70	N
	F2-2	F2-2-01 to F2-2-02	R	70	49 - 68	N
N2	TCW-1	TCW-1-01 to TCW-1-03	R	70	45 - 63	N
	TCW-2	TCW-2-01 to TCW-2-03	R	70	56 - 68	N
	TCW-3	TCW-3-01	R	70	63 - 65	N
	TCV-1	TCV-1-01 to TCV-1-05, TCV-1-07 to TCV-1-19	R	70	65 - 70	N
	TCV-2	TCV-2-01 to TCV-2-05	R	70	62 - 70	N
	TCV-3	TCV-3-01	R	70	62 - 63	N
	TCV-4	TCV-4-01 to TCV-4-02	R	70	55 - 61	N
	TCV-5a	TCV-5a-01 to TCV-5a-04	R	70	57 - 66	N
	TCV-5b	TCV-5b-01	R	70	61 - 62	N
	TCV-6	TCV-6-01 to TCV-6-09	R	70	62 - 70	N
	TCV-7	TCV-7-01 to TCV-7-03	R	70	62 - 70	N
	TCV-8	TCV-8-01	R	70	63	N

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises, E – Educational Institutions.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

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

4.5.4.4 As discussed in Section 4.4, the total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM has been calculated. It is predicted that a total of about 40 classrooms at Year 2023, about 130 dwellings and 70 classrooms at Year 2025, about 270 dwellings and 2 classrooms at Year 2027 and about 1050 dwellings and 160 classrooms at Year 2045 will expose to noise impact.

4.5.4.5 With the implementation of mitigation measures, the total number of dwellings, classrooms and other noise sensitive receivers that will be benefitted and protected has been calculated. It is predicted that a total of about 40 classrooms is protected and about 40 classrooms benefited at Year 2023, about 130 dwellings and 70 classrooms is protected and 130 dwellings and 70 classrooms is benefited at Year 2025, about 270 dwellings and 2 classrooms is protected and 270 dwellings and 2 classrooms is benefited at Year 2027, and about 1050 dwellings and 160 classrooms is protected and 1050 dwellings and 160 classrooms is benefited at Year 2045.

4.5.4.6 The environmental requirements / constraints on representative site layouts for road traffic noise assessment have been confirmed with and made know to Planning Department, Housing Department and Lands Department.

Indirect Mitigation Measures

4.5.4.7 Review of the further mitigation measures have been conducted in consideration of the constraints and project nature. It is considered that all practicable direct mitigation measures, including 1) noise barriers along some road sections or boundary walls within development sites; 2) application of low noise road surfacing materials on some road sections; and 3) suitable treatment on end walls, arranging noise tolerant portions of buildings in internal layout design, and architectural fins in some buildings have been exhausted and no adverse residual impact is anticipated.

4.5.4.8 According to Section 4.8 of EIAO Guidance Note No. 12/2010, the testing criteria for consideration of Indirect Mitigation Measures are set out as below:

(i) the predicted overall noise level from the road project together with other traffic noise in the vicinity must be above a specified noise level (e.g. 70 dB(A) for domestic premises and 65 dB(A) for education institutions, all in L_10(1hr));

(ii) the predicted overall noise level is at least 1.0 dB(A) more than the prevailing traffic noise level, i.e. the total traffic noise level existing before the works to construct the road were commenced; and

(iii) the contribution to the increase in the predicted overall noise level from the road project must be at least 1.0 dB(A).

4.5.4.9 Appendix 4.14 summarises the mitigated results against the above testing criteria. As all representative NSRs do not fall within the above 3 testing criteria, indirect mitigation measure is therefore not required under this Project. The total number of existing dwellings, classrooms and other sensitive elements which may qualify for indirect mitigation measures is nil.

4.5.5 Evaluation of Residual Road Traffic Noise Impact

4.5.5.1 According to Section 4.5.4, adverse residual road traffic noise impact is not anticipated.

4.6 Fixed Noise Sources Impact Assessment

4.6.1 Fixed Noise Sources Impact Assessment Methodology

4.6.1.1 Fixed noise assessment will be 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 nighttime;

· Use standard acoustic principle for attenuation and directivity; and

· Adopt correction of tonality, impulsiveness and intermittency as stipulated in TM-places;

· Calculate the noise impacts using assumed plant inventories and utilisation schedule, if available;

· Cumulative impacts will be included.

4.6.2 Identification of Fixed Noise Sources Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.6.2.1 Except for fixed noise sources from HKIA, the assessment area should be: i) 300m assessment area for planned NSRs affected by planned and existing fixed noise sources; ii) 300m assessment area for planned fixed noise sources. The assessment area for fixed noise impact assessment is shown in Figure 4.8. In addition, as discussed in Section 4.2.2, cumulative fixed noise impacts from the operation of three runway system will be addressed in this report.

4.6.2.2 For operational fixed noise assessment, representative NSRs locations have been selected from Table 4.12 and are summarized in the table below. Photos of existing NSRs are given in Appendix 4.1.

Table 4.28 Representative NSRs for fixed noise assessment

No.	Uses^[1]	No. of Storey	NAP^[2]
Planned NSRs – TCE
N1	R	50	A1-1-05g
	R	50	A1-2-10c
	R	18	D1-1-01
	R	37	C2-1-06
	R	36	C2-2-03
	R	36	C2-2-04
	R	13	F1-2-03
	R	10	F2-1-02
Planned NSRs – TCW
N2	R	4	TCV-8-01
	R	4	TCV-2-01
	R	4	TCV-2-02
	R	4	TCV-3-01
	R	4	TCV-4-02
	R	4	TCV-5a-01
	R	4	TCV-1-01
	R	4	TCV-1-04
	R	4	TCV-1-06
	R	18	TCW-1-04
Existing NSRs
N2-6	V	3	SLP-003
N9	R	41	YTE-005
N31	O	N/A	LNCP-001
	O	N/A	LNCP-003
	O	N/A	LNCP-004
	O	N/A	LNCP-005
	O	N/A	LNCP-009
Committed NSRs
N3	R	26	A55a-001
	R	42	A56-002
	R	42	A56-003
	E	9	PSc-001

Notes:

[1] R – Residential Premises, E – Educational Institutions, V – Village type development, O – Others.

[2] NAP – Noise Assessment Points.

4.6.2.3 The representative site layouts for fixed noise source assessment have been confirmed with Planning Department and Lands Department.

4.6.2.4 Prevailing noise measurements have been conducted for determination of the assessment criteria as shown in Table 4.28a below:

Table 4.28a Noise criteria for fixed noise assessment

NAP^[1]	Time Period	ASR^[4]	ANL-5, dB(A) [A]	BNL, dB(A) [B]	Reference NM^[2]	Criteria, dB(A) Min. of [A] & [B]
Planned Salt Water Pumping Station/ Pumping Station at D0-1
D1-1-01	Day & Evening	B	60	55	PNM-2	55
D1-1-01	Night	B	50	53	PNM-2	50
Planned Salt Water Pumping Station/ Pumping Station at C0-3
C2-1-06	Day & Evening	B	60	55	PNM-2	55
C2-1-06	Night	B	50	53	PNM-2	50
Planned Salt Water Pumping Station/ Pumping Station at B0-4
A55a-001	Day & Evening	B	60	55	PNM-2	55
A55a-001	Night	B	50	53	PNM-2	50
Planned Salt Water Pumping Station/ Pumping Station at TCV-a
TCV-3-01	Day & Evening	B	60	50	PNM-7	50
TCV-3-01	Night	B	50	45	PNM-7	45
Planned Salt Water Pumping Station/ Pumping Station at TCV-c
SLP-003	Day & Evening	B	60	50	PNM-7	50
SLP-003	Night	B	50	45	PNM-7	45
Planned Salt Water Pumping Station/ Pumping Station at TCV-e
TCV-1-06	Day & Evening	B	60	50	PNM-7	50
TCV-1-06	Night	B	50	45	PNM-7	45
Planned Salt Water Pumping Station/ Pumping Station at TCV-f
TCV-8-01	Day & Evening	B	60	50	PNM-7	50
TCV-8-01	Night	B	50	45	PNM-7	45
Planned Salt Water Pumping Station/ Pumping Station at TCV-d
TCV-2-02	Day & Evening	B	60	50	PNM-7	50
TCV-2-02	Night	B	50	45	PNM-7	45
Planned Salt Water Pumping Station/ Pumping Station at TCV-b
TCV-4-02	Day & Evening	B	60	50	PNM-7	50
TCV-4-02	Night	B	50	45	PNM-7	45
Planned Chung Mun Road Sewage Pumping Station
TCV-1-04	Day & Evening	B	60	50	PNM-7	50
TCV-1-04	Night	B	50	45	PNM-7	45
Planned Fire Station at G0-3
C2-1-06	Day & Evening	B	60	55	PNM-2	55
C2-1-06	Night	B	50	53	PNM-2	50
Electric Substation at B0-2
A56-002	Day & Evening	B	60	55	PNM-2	55
A56-002	Night	B	50	53	PNM-2	50
A56-003	Day & Evening	B	60	55	PNM-2	55
A56-003	Night	B	50	53	PNM-2	50
Public Transport Interchange at B1-1
A56-002	Day & Evening	B	60	55	PNM-2	55
A56-002	Night	B	50	53	PNM-2	50
Public Transport Interchange at A1-2
A1-2-10c	Day & Evening	C	65	55	PNM-2	55
A1-2-10c	Night	C	55	53	PNM-2	53
Public Transport Interchange at C2-2
C2-2-04	Day & Evening	B	60	55	PNM-2	55
C2-2-04	Night	B	50	53	PNM-2	50
Public Transport Interchange at COM-3
YTE-005	Day & Evening	B	60	50	PNM-7	50
YTE-005	Night	B	50	45	PNM-7	45
Boatyard and Maintenance Area at F0-5^[3]
F2-1-02	Day & Evening^[4]	B	60	55	PNM-2	55
Planned Sports Ground at G0-1^[3]
F1-2-03	Day & Evening^[4]	B	60	55	PNM-2	55
C2-2-03	Day & Evening^[4]	B	60	55	PNM-2	55

Note:

[1] NAP – Noise Assessment Points.

[2] NM – Noise measurement location.

[3] Sports Ground and Boat Maintenance Area operates during daytime and evening time only.

[4] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1a.

Inventory of Noise Sources

4.6.2.5 Key existing and planned noise sources have been discussed in Section 4.2.2 and a summary of the fixed noise source affecting the project area given below and illustrated in Figure 4.1. The inventory of noise source has been confirmed with the project proponent.

Existing Fixed Noise Sources

· North Lantau Hospital;

· Existing Sewage Pumping Station in TCW;

Planned Fixed Noise Sources

· Salt Water Pumping Station / Sewage Pumping Station / Pumping Station;

· Electric Substation;

· PTIs;

· Chung Mun Road Sewage Pumping Station;

· Marina – Boat Maintenance Area (by others);

· Sports Ground (by others);

· Ventilation Building for HKLR (by others);

· Planned Third Runway of HKIA (by others); and

· Railway Stations at TCE and TCW and its associated railway system (by others).

4.6.3 Prediction and Evaluation of Fixed Noise Sources Impact

Scenarios

4.6.3.1 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. The worst operation mode with 100% operation will be predicted based on backward calculation of separation distance. Hence, the maximum Sound Power Level will be predicted regardless on the percentage usage. Validity of the operation modes have been confirmed with the project proponent.

Prediction of Noise Impact

North Lantau Hospital

4.6.3.2 North Lantau Hospital is located at 1500m west of TCE. Hence, it would not affect the NSRs in TCE. The nearest NSR TCW-2 (Figure 4.1b) in TCW is located at some 100m and the distance attenuation is about 49dB(A) according to standard point source correction. In addition, prevailing noise measurements have been conducted at PNM-10 (i.e. at the top of the Rocky Lion Hill at the north of the North Lantau Hospital, as described in Table 4.11 and location as illustrated in Figure 4.4) which is located at a shorter separation distance from the hospital than TCW-2. The North Lantau Hospital was in operation during the prevailing noise measurements and the outdoor noise sources included air-cooled chillers, cooling tower, ventilation louvers, etc.

4.6.3.3 According to the measured prevailing noise measurements, the noise levels at PNM-10 are 55dB(A), 54dB(A) and 51dB(A) during daytime, evening time and night-time periods respectively, and have included the effects of all the noise sources in the vicinity such as road traffic noise, community noise, aircraft noise, fixed noise impacts from the operation of the hospital and HKIA. Since the total noise from all these various sources are within the criteria, adverse fixed noise impacts from the hospital alone on TCW is not anticipated.

Existing Sewage Pumping Station in TCW

4.6.3.4 According to the measured prevailing noise measurements, the noise levels at PNM-6 are 54B(A), 52dB(A) and 48dB(A) during daytime, evening time and night-time periods respectively, and have included the effects of all the noise sources in the vicinity such as road traffic noise, community noise, aircraft noise, fixed noise impacts from the operation of the hospital and HKIA. Since the total noise from all these various sources are so close to the criteria, adverse fixed noise impacts from the existing sewage pumping station in TCW is not anticipated.

Planned Salt Water Pumping Station / Sewage Pumping Station / Pumping Station

4.6.3.5 The major noise sources of the planned SWPS/SPS/PSs are from the operation of pumps, mechanically racked screens, transformer and ventilation fan of deodorization unit. The separation distances for the NSRs nearest to the planned SWPS/SPS/PSs are listed below:

· SWPS/SPS (D0-1): Nearest NSR (planned) (D1-1) at 20m;

· SWPS/SPS (C0-3): Nearest NSR (planned) (C0-3) at 20m;

· SWPS/SPS (B0-4): Nearest NSR (planned) (N3) at 10m;

· SWPS/SPS (TCV-f): Nearest NSR (planned) (TCV-8) at 5m;

· SWPS/SPS (TCV-d): Nearest NSR (planned) (TCV-2) at 20m;

· SWPS/SPS (TCV-b): Nearest NSR (planned) (TCV-4) at 10m;

· PS (TCV-a): Near NSR (planned) (TCV-3) at 15m;

· PS (TCV-c): Near NSR (planned) (SLP-003) at 20m; and

· PS (TCV-e): Near NSR (planned) (TCV-1) at 10m.

4.6.3.6 Since there is no design information on the proposed SWPS/SPS/PS, analysis has been conducted to determine the maximum allowable SWL based on the respective separation distances.

4.6.3.7 Parts of the TCE and TCW are encroached into the assessment area of the fixed noise impact induced from the operation of 3RS of 1300m and 2800m during day & evening and night time respectively. Hence, cumulative impacts have been included. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.29 Summary of maximum allowable SWL for the planned SWPS/SPS/PS

Plant Item	Maximum Allowable SWL^[1], dB(A)
Salt Water Pumping Station / Sewage Pumping Station (TCE D0-1)	84
Salt Water Pumping Station / Sewage Pumping Station (TCE C0-3)	88
Salt Water Pumping Station / Sewage Pumping Station (TCE B0-4)	84
Salt Water Pumping Station / Sewage Pumping Station (TCW TCV-f)	75
Salt Water Pumping Station / Sewage Pumping Station (TCW TCV-d)	78
Salt Water Pumping Station / Sewage Pumping Station (TCW TCV-b)	71
Pumping Station (TCW TCV-a)	71
Pumping Station (TCW TCV-c)	73
Pumping Station (TCW TCV-e)	67

Note:

[1] Cumulative impacts from the operation of system of 3RS is included.

4.6.3.8 A 3dB(A) facade correction and 3dB(A) tonality correction have been applied in noise analysis. 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 report for North East New Territories New Development Areas (AEIAR-175/2013)).

4.6.3.9 The Contractor shall install acoustic silencers, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.29 will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality, impulsiveness and intermittency characteristics at the NSRs as much as practicable. However, 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.

Fire Station

4.6.3.10 The major fixed noise sources of fire station include condenser, transformer, etc. As discussed in Section 4.2.2, the nearest NSRs with receivers facing the fire station would be the planned residential premises (C2-1) located at TCE (Figure 4.1a) which is approximately 150m away from the station. Since there is no design information on the proposed fire station, analysis has been conducted to determine the maximum allowable SWL based on the separation distance. Cumulative impacts from HKIA have been included. The NSR is also potentially affected by nearby sewage pumping station (C0-3) and the public transport interchange (C2-2). Hence, cumulative impacts have been included. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.30a Summary of maximum allowable SWL for fire station

Plant Item	Maximum Allowable SWL^[1], dB(A)
Fire Station	97

Note:

[1] Cumulative impacts from the operation of system of 3RS, public transport interchange and sewage pumping station are included.

4.6.3.11 The Contractor shall install acoustic silencers, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.30a will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

Chung Mun Road Sewage Pumping Station

4.6.3.12 Similar to the planned SWPS/SPS/PS above, the major noise sources of Chung Mun Road Sewage Pumping Station are from the operation of pumps, mechanically racked screens, transformer and ventilation fan of deodorization unit.

4.6.3.13 The nearest NSR from the SPS is the planned NSR TCW TCV-1 are located at about 40m. Since there is no design information on the proposed SPS, analysis has been conducted to determine the maximum allowable SWL based on the separation distance. Parts of the TCE and TCW are encroached into the assessment area of the fixed noise impact induced from the operation of planned 3RS of 1300m and 2800m during day & evening and night time respectively. Hence, cumulative impacts have been included. Also, NSR TCV-1 at TCW is potentially affected by the ventilation building and associated facilities of the planned TCW Railway Station. Hence, cumulative impacts have been included. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.30b Summary of maximum allowable SWL for SPS

Plant Item	Maximum Allowable SWL^[1], dB(A)
Chung Mun Road Sewage Pumping Station	81

Note:

[1] Cumulative impacts from the operation of system of 3RS and the planned TCW Railway Station are included.

4.6.3.14 These predicted maximum allowable SWL are in similar range as those predicted in other EIA report (e.g. Approved EIA report for North East New Territories New Development Areas (AEIAR-175/2013)).

4.6.3.15 The Contractor shall install acoustic silencers, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.30b will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

Electric Substation

4.6.3.16 The major noise sources of electric substation are from the operation of transformers and ventilation systems.

4.6.3.17 The nearest NSR Reclamation Area next to Tung Chung East (A56-002), is located at about 150m from the electric substation. Since there is no design information on the proposed electric substation, analysis has been conducted to determine the maximum allowable SWL based on the separation distance. Cumulative impacts from HKIA have been included. Also, NSR Reclamation Area next to Tung Chung East (A56-002) is potentially affected by the public transport interchange (B1-1) and sewage pumping station (B0-4). Hence, cumulative impacts have been included. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.30c Summary of maximum allowable SWL for electric substation

Plant Item	Maximum Allowable SWL^[1], dB(A)
Electric Substation	96

Note:

[1] Cumulative impacts from the operation of system of 3RS, public transport interchange and sewage pumping station are included.

4.6.3.18 These predicted maximum allowable SWL are in similar range as those predicted in other EIA report (e.g. Approved EIA report for Kai Tak Development (AEIAR-130/2009)).

4.6.3.19 The Contractor shall install acoustic silencers, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.30c will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

PTIs

4.6.3.20 The PTIs would be decked under proposed building structures and designed with no line-of-sight at the noise sensitive use. The major fixed noise sources of PTIs include the operation of ventilation fans.

4.6.3.21 Since there is no design information on the proposed PTIs, analysis has been conducted to determine the maximum allowable SWL based on the separation distance to the nearest NSRs. Cumulative impacts from HKIA and other potential fixed noise sources have also been included in the cumulative assessment. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.30d Summary of maximum allowable SWL for PTIs

Plant Item	Maximum Allowable SWL^[1], dB(A)
PTI (TCE B1-1)	90
PTI (TCE A1-2)	91
PTI (TCE C2-2)	82
PTI (TCW COM-3)	86

Note:

[1] Cumulative impacts from the operation of system of 3RS, public transport interchange and sewage pumping station are included.

4.6.3.22 These predicted maximum allowable SWL are in similar range as those predicted in other EIA report (e.g. Approved EIA report for Kai Tak Development (AEIAR-130/2009)).

4.6.3.23 The Contractor shall install acoustic louvres, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.30d will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

Boatyard Maintenance Area (by others)

4.6.3.24 The major fixed noise sources of Boatyard Maintenance Area (F0-5) include the ventilation systems.

4.6.3.25 Since there is no design information on the proposed Boat Maintenance Area (F0-5), analysis has been conducted to determine the maximum allowable SWL based on the separation distance to the nearest NSR TCE (F2-1-02), which is about 200m from the noise source. Cumulative impacts from HKIA have also been included in the cumulative assessment. The table below shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.15.

Table 4.30e Summary of maximum allowable SWL for boatyard maintenance area

Plant Item	Maximum Allowable SWL^[1], dB(A)
Boatyard Maintenance Area	103

Note:

[1] Cumulative impacts from the operation of system of 3RS, public transport interchange and sewage pumping station are included.

4.6.3.26 These predicted maximum allowable SWL are in similar range as those predicted in other report (e.g. Noise Impact Assessment: Proposed New Office, Workshop and Yard Facility, Plot 4C The Core, Aberdeen, 2015).

4.6.3.27 The Contractor shall install acoustic louvres, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Table 4.30e will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

4.6.3.28 As the proposed Boatyard Maintenance Area is considered as a Designated Project under Item O.2 of Schedule 2 of TM-EIAO, a separate EIA study would be conducted by the future operator to fulfil all the statutory requirements and procedures under the EIAO.

Sports Ground (by others)

4.6.3.29 The landuse of TCE G0-1 is reserved for the development of Sports Ground. The assessment has made reference to the measurement data in the approved EIA report for Main Arena of the 2008 Olympic Equestrian Event (AEIAR-097/2006). Noise survey of operation facility and PA system were carried out at the grandstand and adjacent areas during a horse racing day. The measured noise levels for the operation of the facility and PA are about 73 dB(A) at 1.2m above floor level.

4.6.3.30 Noise from operation of the facility and PA noise assessment have then been conducted in accordance with the following procedures:

· Establish the noise from operation of the facility and PA noise level from previous relevant noise measurement data measured by the approved EIA report for Main Arena of the 2008 Olympic Equestrian Event:

· Determine in accordance with standard acoustic principle and practices the representative SWL;

· Determine the separation distance at the NSRs from the noise source;

· Apply corrections for façade, distance, barrier attenuation and acoustic reflection where applicable;

· Quantify the level of impact at the NSRs in accordance with TM-Places; and

· Predict the cumulative noise impacts of other noise sources on the NSRs where applicable.

4.6.3.31 Based on the assessment, adverse noise impacts of noise from operation of the facility and PA system noise from Sports Ground (TCE G0-1) are not anticipated. The predicted noise levels at the nearest NSRs from the sports activity at the Sports Ground are presented in Table 4.31. Detailed calculation is shown in Appendix 4.16.

Table 4.31 Predicted sound pressure level at NSRs

No.^[1]

NAP^[2]

ASR

Shortest Distance from the Source (m)

Predicted Sound Pressure Level, dB(A)

Daytime Criterion,

dB(A)^[1]

Compliance

F1-2-03

C2-2-03

110

Note:

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

[2] NAP – Noise Assessment Point.

[3] Activity conducted during daytime only. Relevant environmental standards/ criteria: TM-EIAO noise standards for fixed noise.

[4] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1a.

4.6.3.32 The predicted impacts of noise from operation of the facility and PA system noise will be within the noise criteria for the planned NSRs (TCE F1-2-03 and TCE C2-2-03).

4.6.3.33 In addition, it is also recommended to incorporate the following measures for the PA system and/or the sound amplification system, if used during the outdoor noise activities:

· To use a cluster of small power loudspeakers instead of a few large power loudspeakers;

· To use directional loudspeakers and orientate them to point towards the audience and away from the nearby NSRs; and

· To include a “Limiter” device in the system to set the upper bound of the output sound level.

4.6.3.34 With proper event management, the noise generated from the outdoor activities would be under control and adverse noise impact on the nearby NSRs would be minimised.

4.6.3.35 As the proposed sports ground is considered as a Designated Project under Item O.7 of Schedule 2 of TM-EIAO, a separate EIA study would be conducted by the future operator to fulfil all the statutory requirements and procedures under the EIAO.

Railway Stations at TCE and TCW (by others)

4.6.3.36 Railway Station at TCE would be at-grade and is located at 150m from TCE (A1-1) and is partially screened by commercial buildings next to COM-1 and COM-2. Since the detail design will be conducted by the railway operator, there is no design information on the proposed TCE station. Hence, analysis has been conducted to determine the maximum allowable SWL based on the separation distance from the nearest NSR TCE (A1-1-05) to various distances from the station boundary. Table 4.32 shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.17.

Table 4.32 Summary of maximum allowable SWL of Railway Station at TCE

Plant Item	Location	Maximum Allowable SWL^[1], dB(A)
Railway Station at TCE	At station boundary	93
Railway Station at TCE	10m from station boundary	94

Note:

[1] As the proposed Railway Stations at TCE and TCW and its associated railway system is a Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. The maximum SWL at different distance has been adopted for assessment.

4.6.3.37 Railway Station at TCW, the separation distance to both the nearest existing residential premises at Yat Tung Estate and planned residential premises at TCW (TCW-1) are about 30m. However, this station would be underground and hence airborne train noise is not an issue. The only airborne noise impacts would be from the ventilation shafts and associated facilities with locations to be further determined. Since the detail design will be conducted by the railway operator, there is no design information on the proposed TCE station. Hence, analysis has been conducted to determine the maximum allowable SWL based on the separation distance to the nearest NSR at the nearest station boundary, the northern end and southern end of station respectively. Table 4.33 shows the maximum allowable SWL. Detailed calculation is shown in Appendix 4.17.

Table 4.33 Summary of maximum allowable SWL of Railway Station at TCW

Plant Item	Location	Maximum Allowable SWL^[1], dB(A)
Railway Station at TCW	30m from station boundary	77
	50m from station boundary	81
	100m from station boundary	87

Note:

4.6.3.38 These predicted maximum allowable SWL are in similar range as those predicted in other EIA report (e.g. Approved EIA report for Shatin to Central Link – Tai Wai to Hung Hom Section (AEIAR-167/2012) and Shatin to Central Link – Mong Kok East to Hung Hom Section (AEIAR-165/2012)).

4.6.3.39 The Contractor shall install acoustic louvres, noise barrier or acoustic enclosure as appropriate to ensure the specified maximum SWLs as shown in Tables 4.32 and 4.33 will not be exceeded. The future design and selection of the equipment shall also aim to reduce the effect of tonality at the NSRs as much as practicable. However, 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.

4.6.3.40 As the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. Hence, the noise assessment will only be conducted for planned NSRs within the TCE and TCW. The construction (except the land formation of the Railway Station at TCE as part of the reclamation process) and operation of the Railway Stations at TCE and TCW are not under scope of this Project.

Existing HKIA / Planned Third Runway of HKIA (by others)

4.6.3.41 Fixed plant noise sources inside HKIA consist of operation of aircraft, Engine Run-Up Facilities (ERUFs), Auxiliary Power Unit (APU) of aircrafts, aircraft taxiing, etc.

4.6.3.42 According to the approved EIA report for 3RS (AEIAR-185/2014), fixed noise impacts induced from the operation of three runway system have been assessed for the TCE and TCW. The impacts also include the ventilation building for HKLR. Mitigation measure in terms of noise enclosure with at least 15dB(A) reduction at the ERUFs has been considered. The fixed noise impacts arising from the proposed noise source of the three runway system are not anticipated to be adverse and the noise level will be within the respective noise criterion (i.e., ANL-5 or prevailing noise level).

Cumulative Fixed Noise Impact

4.6.3.43 The predicted mitigated fixed noise impact in the approved EIA report 3RS (AEIAR-185/2014) is extracted and adopted in the cumulative fixed noise impact assessments of the planned pumping stations in Section 4.6.3. The cumulative mitigated fixed noise impacts are within the respective noise criterion. Detail calculation is shown in Appendix 4.15 to 4.17 and summary of the cumulative impact is given in Table 4.34.

Table 4.34 Summary of cumulative impact

No.^[1]	NAP^[2]	ASR	Max. Predicted Sound Pressure Level, dB(A)	Criterion, dB(A)^[3]	Compliance [Y/N]
N1	A1-1-05g	C	53	60	Y
	A1-2-10c	B	55	55	Y
	D1-1-01	B	51	55	Y
	C2-1-06	B	54	55	Y
	C2-2-03	B	53	55	Y
	C2-2-04	B	51	55	Y
	F1-2-03	B	54	55	Y
	F2-1-02	B	56	65	Y
N2	TCV-8-01	B	51	55	Y
	TCV-2-01	B	51	55	Y
	TCV-2-02	B	51	55	Y
	TCV-3-01	B	51	55	Y
	TCV-4-02	B	51	55	Y
	TCV-5a-01	B	51	55	Y
	TCV-1-01	B	50	55	Y
	TCV-1-04	B	51	55	Y
	TCV-1-06	B	51	55	Y
	TCW-1-04	B	51	55	Y
N2-6	SLP-003	B	51	55	Y
N3	A55a-001	B	51	55	Y
	A56-002	B	54	55	Y
	A56-003	B	51	55	Y
	PSc-001	B	51	55	Y
N9	YTE-005	B	52	55	Y
N31	LNCP-001	N/A	47	N/A	N/A
	LNCP-003	N/A	50	N/A	N/A
	LNCP-004	N/A	47	N/A	N/A
	LNCP-005	N/A	47	N/A	N/A
	LNCP-009	N/A	50	N/A	N/A

Note:

[1] NAP – Noise Assessment Points

[2] NM – Noise measurement location.

[3] Sports Ground and Boat Maintenance Area operates during daytime and evening time only.

[4] N/A – Not applicable.

4.6.3.44 Given the transient nature of visitor using hiking trails and mitigation measures as discussed in Section 4.6.4 are recommended to reduce the noise emission, adverse noise impact is not anticipated.

4.6.4 Mitigation of Fixed Noise Sources Impact

4.6.4.1 For the proposed noise sources which are located near to existing and planned NSRs, the following tentative noise mitigation measures are considered:

· All the pumps should be enclosed inside a building structure;

· Proper selection of quiet plant aiming to reduce the tonality at NSRs;

· Installation of silencer / acoustic enclosure / acoustic louvre for the exhaust of ventilation system.

· For underground train stations, sound attenuators with sufficient attenuations can be installed to the ventilation shafts.

· Openings of ventilation systems should be located away from NSRs as far as practicable.

4.6.4.2 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, the number of dwellings, classrooms and other sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.6.5 Evaluation of Residual Fixed Noise Sources Impact

4.6.5.1 With the implementation of suitable mitigation measures, fixed noise impacts are not expected. Adverse residual noise impacts are therefore not anticipated. The total number of 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 TM is nil.

4.7 Aircraft Noise Impact Assessment

4.7.1 Aircraft Noise Impact Assessment Methodology

4.7.1.1 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 Figures 4.3a and 4.3b. The NEF results in the above EIA is referenced for the consideration of aircraft noise impact at TCE and TCW.

4.7.2 Identification of Aircraft Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.7.2.1 For operational aircraft noise assessment, the assessment area includes all planned NSRs of the project (Figure 4.9). Representative NSRs locations have been selected from Table 4.12 and are summarized in the table below.

4.7.2.2 As the aircraft noise emission is generated from other project and operation of aircraft noise sources is outside scope of this project, the noise assessment will be conducted for planned NSRs within TCW and TCE.

Table 4.36 Representative NSRs for aircraft noise assessment

No.^[1]	NSR	Uses^[2][3]	No. of Storey^[3]
N1	Tung Chung East (Planned NSR)	R	7 – 58
N1	Tung Chung East (Planned NSR)	E	8 – 11
N2	Tung Chung West (Planned NSR)	R	3 – 38
N2	Tung Chung West (Planned NSR)	E	8

Notes:

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

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

[3] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP).

4.7.2.3 The representative site layouts for aircraft noise assessment have been confirmed with Planning Department and Lands Department.

4.7.3 Prediction and Evaluation of Aircraft Noise Impact

4.7.3.1 As mentioned in Section 4.1.3, NSRs relying on opened windows for ventilation should be planned beyond the NEF25 contour, except for offices which should be beyond the NEF30 contour. The NEF contours have been confirmed with Civil Aviation Department (CAD) and Airport Authority Hong Kong (AAHK).

4.7.3.2 Based on the NEF results from approved EIA report for Expansion of Hong Kong International Airport into a Three-Runway System (AEIAR-185/2014), the NEF 25 contour in the year 2021 will encroach onto the reclamation boundary at TCE. However, based on the 3RS EIA findings, the predicted NEF 25 contours of the 3RS would be away from the boundary of TCE upon the full commissioning of the 3RS, currently planned for 2023.

4.7.3.3 Regarding the operational year of the 3RS would need to be shifted beyond the programme stated in the 3RS EIA or the Project is developed in advance of operation of the 3RS of HKIA, the Project Proponent of this Project shall conduct a review on the dates of population intake so as to ensure that all the NSRs within TCE would not be adversely affected by aircraft noise. Moreover, without implementation of the 3RS project of the HKIA, it is noted that part of the proposed TCE reclamation on the seaward side would fall within the NEF 25 contour based on the current operation of HKIA. In that case, the planning of TCE which envisages a mix of residential and commercial development would need to be reviewed.

4.7.3.4 For TCW, the development boundary will be away from the predicted NEF 25 contours for all the operation modes for airport including the existing two runway system and the 3RS. Adverse aircraft noise impact is therefore not anticipated.

4.7.3.5 The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria is nil.

4.7.4 Mitigation of Aircraft Noise Impact

Direct Mitigation Measures

4.7.4.1 Though the NEF 25 contour in year 2021 will encroach onto the reclamation boundary of TCE, according to 3RS EIA findings, the predicted NEF 25 contours of the 3RS would be away from TCNTE upon the full commissioning of the 3RS, currently planned for 2023. Nevertheless, appropriate development phasing for TCE will also be considered to ensure all the NSRs within TCE and TCW will be outside the NEF 25 noise contours during the time of population intake. Hence, mitigation measures are not required. The total number of noise sensitive receivers that will be benefited from and be protected by the provision of direct mitigation measures is nil.

Indirect Mitigation Measures

4.7.4.2 As appropriate development phasing for TCE will be considered to ensure all the NSRs within TCE and TCW will be outside the NEF 25 noise contours during the time of population, indirect mitigation measures are not necessary. The total number of dwellings, classrooms and other noise sensitive elements which quality for indirect mitigation measures is nil.

4.7.5 Evaluation of Residual Aircraft Noise Impact

4.7.5.1 Adverse aircraft noise impacts are not expected and adverse residual noise impacts are therefore not anticipated.

4.8 Rail Airborne Noise Assessment

4.8.1 Rail Noise Impact Assessment Methodology

4.8.1.1 As discussed in Section 4.2.2, the proposed Rail Stations at TCE and TCW and its associated railway system are a separate DP and a separate EIA would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. Hence, the noise assessment will be conducted for planned NSRs within TCE and TCW.

4.8.1.2 Railway noise impact is predicted according to “Calculation of Railway Noise (1995)” (CRN) by the UK Department of Transport. A summary of correction factors are given in Appendix 4.18.

4.8.1.3 The assessment area for rail noise impact assessment includes areas within 300m from the boundary of the TCE which is shown in Figure 4.1. For TCW, the rail alignment would be underground and hence airborne rail noise impacts are not anticipated.

4.8.1.4 Requests have been made to the railway operator to obtain future operating scenario such as types, headway, speed profiles, etc. Details of railway operation near TCE are summarized in the table below.

Table 4.38 Operation details near TCE and TCW

Operation Parameters	TCL	AEL
Existing TCL and AEL before Year 2026 (Phases 1 and 2 population intake)
Maximum Train Length, m	184.2	184.2
No. of car	8	8
Headway per 30 minutes (Trains per hour)	6 (12)	3 (6)
Maximum operating speed in Tung Chung km/h	135	135
Realigned TCL after Year 2026 and before Year 2030 (Phases 1 to 3 population intake)
Maximum Train Length, m	184.2	229.2
No. of car	8	10
Headway per 30 minutes (Trains per hour)	9^[3](18)	4 (8)
Maximum operating speed in Tung Chung km/h	100 (Between portal and TCE Railway Station) / 60(TCE Railway Station) / 135 (from TCE Railway Station to the eastern end of TCE)	135
Realigned TCL after Year 2026 (Phases 1 to 4 population intake)
Maximum Train Length, m	184.2	229.2
No. of car	8	10
Headway per 30 minutes (Trains per hour)	9(18)	4 (8)
Maximum operating speed in Tung Chung km/h	100 (Between portal and TCE Railway Station) / 60(TCE Railway Station) / 135 (from TCE Railway Station to the eastern end of TCE)	135

4.8.1.5 Rail noise source term has been conducted at Ta Pang Po to validate previous approved EIA assumptions. The selected location is shown in Appendix 4.19. The measurement location was set at a horizontal separation of approximately 25 – 70m from the existing at-grade ballast track at a height 5m above ground level. Table below summarizes the rail noise source term and compares with the adopted source term in EIA-029/BC. Detailed calculation is shown in Appendix 4.19.

Table 4.39 Comparison of source term in EIA-029/BC and current measurements

Train	Direction	Estimated Speed, km/h	Distance, m	Measurement Result, dB(A)		Corrected SEL, dB(A)^[2][3]
Train	Direction	Estimated Speed, km/h	Distance, m	L_max	SEL^[1]	Corrected SEL, dB(A)^[2][3]
AEL	To Hong Kong	131	25	77.6	84.5	75.8
			50	74.2	81.5	75.8
			70	72.0	79.3	75.0
		126	25	78.9	84.9	76.5
			50	75.5	81.9	76.5
			70	73.1	79.7	75.7
		129	25	77.0	83.8	75.2
			50	73.8	81.2	75.6
			70	72.3	79.0	74.8
	To Airport	129	29	73.8	81.7	73.7
			54	71.2	79.6	74.3
			74	68.8	77.9	74.0
		128	29	73.7	81.1	73.2
			54	71.1	79.1	73.9
			74	69.0	77.7	73.9
		128	29	72.2	80.9	73.0
			54	69.2	78.9	73.7
			74	67.2	77.1	73.3
TCL	To Hong Kong	129	25	82.6	87.3	78.7
			50	78.5	83.7	78.1
			70	75.5	81.4	77.2
		123	25	80.9	87.1	78.9
			50	77.6	84.2	79.0
			70	75.5	82.0	78.2
		123	25	80.6	86.8	78.6
			50	77.0	84.0	78.8
			70	74.6	81.6	77.8
	To Tung Chung	126	29	79.6	84.8	77.0
			54	76.7	82.4	77.3
			74	73.9	80.3	76.6
		132	29	79.2	84.1	75.9
			54	75.8	81.7	76.2
			74	73.7	80.0	75.9
		126	29	78.7	84.2	76.4
			54	74.9	81.6	76.5
			74	73.4	79.7	76.0
		124	29	76.3	82.6	75.0
			54	73.8	80.3	75.4
			74	70.9	77.9	74.3
		125	29	75.2	82.2	74.5
			54	71.9	79.5	74.5
			74	70.2	77.8	74.2
Average						75.8
Minimum						73.0
Maximum						79.0
Reference Source Term^[4]	-	135	-	-	-	83.9

Notes:

[1] The separation distance between measurement locations and track to Hong Kong Station is 25 – 70m while the separation distance between measurement location and track to Tung Chung Station / Airport is 29 - 74m. The measured L_max and SEL are referenced at 8-car and specified speed at that particular section.

[2] Correct noise level to 25m at 135 km/h at 1 car as in Lantau and Airport Railway Environmental Assessment Report EIA-029/BC.

[3] Corrections applied including:

i. Distance correction: 10log(D₁/D₀), where D₁ is measurement distance, D₀is 25m;

ii. Speed correction: 20log(V₁/V₀), where V₁ is train speed, V₀ is 135km/h.

[4] According to Lantau and Airport Railway Environmental Assessment Report EIA-029/BC and Equation 15.21 in Transportation Noise Reference Book, 1987. Equation 15.21 in Transportation Noise Reference Book is listed below

SEL = L_max + 10log(L/V)+10.5-10log[4D/(4D² +1)+2tan^-11/(2D)]

Where L = Train length, m

V = Train speed, km/h

d = Distance from track, m

D = d/L

4.8.1.6 As shown in Table 4.39, all the corrected SEL is in the range of 73dB(A) to 79dB(A) at 25m with speed 135km/h for 1 car, whereas a SEL of 83.9 dB(A) at 25m with speed 135km/h was adopted in previous approved EIA study. The rolling stock for AEL and TCL was not yet finalized and there was no definitive source noise data at the time when preparing the EIA study (EIA-029/BC). In order to cater for a more conservative assessment, the maximum SEL 83.9dB(A) at 25m at 1 car with speed 135 km/h is adopted as rail noise source term and the source term parameters are summarized in the table below.

Table 4.40 Rail noise source term to be adopted in this noise assessment

Parameters	TCL	AEL
SEL for 1 car at 25m at 135km/h, dB(A)	83.9	83.9
SEL for 8 car at 25m at 135km/h, dB(A)	92.9	N/A
SEL for 10 car at 25m at 135km/h, dB(A)	N/A	93.9
Track type	On Ballast Track	On Ballast Track
Rail	Continuously weld rail	Continuously weld rail
Speed	[1]	[1]

Notes:

[1] N/A – Not applicable.

4.8.1.7 Noise measurements for rail noise assessment is given in Appendix 4.20.

4.8.2 Identification of Rail Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.8.2.1 For operational rail airborne noise assessment, representative NSRs locations have been selected from Table 4.12 and are summarized in the table below and illustrated in Figure 4.10.

4.8.2.2 As discussed in Section 4.2.2, as the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. The noise emission is generated from other project and operation of planned TCE station and associated railway system are outside scope of this project, operation rail airborne noise assessment will be conducted for planned NSRs within TCE.

Table 4.43 Representative NSRs for rail airborne noise assessment (before Year 2026)

No.^[1]	NSR	NAP^[2][3]	Uses^[4][5]	ASR^[6]	No. of Storey	Daytime & Evening/ Night-time Criterion L_{eq 30 min} dB(A)^[7]	Criterion L_maxdB(A)^[8]
N1	Tung Chung East (Planned NSR)	B1-1-02	R	B	36	65/55	85
		B1-1-03	R	B	36	65/55
		B1-1-05	R	B	36	65/55
		B1-1-07	R	B	36	65/55
		B1-1-09	R	B	36	65/55
		B1-1-10	R	B	36	65/55
		B1-1-11	R	B	36	65/55
		B1-1-12	R	B	36	65/55
		B1-1-13	R	B	36	65/55
		B1-1-14	R	B	36	65/55
		B1-1-15	R	B	36	65/55
		B1-2-01	R	C	39	70/60
		B1-2-06	R	C	38	70/60
		B1-2-07	R	C	38	70/60
		B1-2-10	R	C	38	70/60
		B1-2-11	R	C	38	70/60
		B1-2-16	R	C	38	70/60
		B1-2-23	R	C	39	70/60
		B1-2-24	R	C	38	70/60
		B1-2-38	R	C	39	70/60
		B1-2-49	R	C	38	70/60
		B1-2-50	R	C	38	70/60
		B1-2-56	R	C	38	70/60
		B1-2-65	R	C	39	70/60
		B1-2-69	R	C	39	70/60

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

[6] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1a.

[7] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed according to TM-Places.

[8] Noise criterion between 2300 – 0700 hours according to TM-EIAO.

Table 4.43a Representative NSRs for rail airborne noise assessment (After Year 2026 and before Year 2030)

No.^[1]	NSR	NAP^[2][3]	Uses^[4][5]	ASR^[6]	No. of Storey	Daytime & Evening/ Night-time Criterion L_{eq 30 min} dB(A)^[7]	Criterion L_maxdB(A)^[8]
N1	Tung Chung East (Planned NSR)	A1-1-01a	R	C	50	70/60	85
		A1-1-01b	R	C	50	70/60
		A1-1-02a	R	C	45	70/60
		A1-1-02b	R	C	45	70/60
		A1-1-03	R	B	50	65/55
		A1-1-04a	R	B	45	65/55
		A1-1-04i	R	C	45	70/60
		A1-1-05a	R	B	50	65/55
		A1-1-05i	R	C	50	70/60
		A1-1-08c	R	B	50	65/55
		A1-1-09	R	B	50	65/55
		A1-1-19a	R	B	50	65/55
		A1-2-01a	R	C	31	70/60
		A1-2-01b	R	C	31	70/60
		A1-2-02a	R	C	50	70/60
		A1-2-02b	R	C	50	70/60
		A1-2-03	R	B	50	65/55
		A1-2-04l	R	C	31	70/60
		A1-2-05l	R	C	50	70/60
		A1-2-10c	R	B	50	65/55
		A1-2-20c	R	B	31	65/55
		A2-4-07	R	C	32	70/60
		A2-4-08	R	C	32	70/60
		B1-1-02	R	B	36	65/55
		B1-1-03	R	B	36	65/55
		B1-1-05	R	B	36	65/55
		B1-1-07	R	B	36	65/55
		B1-1-09	R	B	36	65/55
		B1-1-10	R	B	36	65/55
		B1-1-11	R	B	36	65/55
		B1-1-12	R	B	36	65/55
		B1-1-13	R	B	36	65/55
		B1-1-14	R	B	36	65/55
		B1-1-15	R	B	36	65/55
		B1-2-01	R	C	39	70/60
		B1-2-06	R	B	38	65/55
		B1-2-07	R	C	38	70/60
		B1-2-10	R	B	38	65/55
		B1-2-11	R	C	38	70/60
		B1-2-16	R	C	38	70/60
		B1-2-23	R	C	39	70/60
		B1-2-24	R	C	38	70/60
		B1-2-38	R	C	39	70/60
		B1-2-49	R	C	38	70/60
		B1-2-50	R	C	38	70/60
		B1-2-56	R	C	38	70/60
		B1-2-65	R	C	39	70/60
		B1-2-69	R	C	39	70/60

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

[6] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1a.

[7] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed according to TM-Places.

[8] Noise criterion between 2300 – 0700 hours according to TM-EIAO.

Table 4.43b Representative NSRs for rail airborne noise assessment (After Year 2030)

No.^[1]	NSR	NAP^[2][3]	Uses^[4][5]	ASR^[6]	No. of Storey	Daytime & Evening/ Night-time Criterion L_{eq 30 min} dB(A)^[7]	Criterion L_maxdB(A)^[8]
N1	Tung Chung East (Planned NSR)	A1-1-01a	R	C	50	70/60	85
		A1-1-01b	R	C	50	70/60
		A1-1-02a	R	C	45	70/60
		A1-1-02b	R	C	45	70/60
		A1-1-03	R	B	50	65/55
		A1-1-04a	R	B	45	65/55
		A1-1-04i	R	C	45	70/60
		A1-1-05a	R	B	50	65/55
		A1-1-05i	R	C	50	70/60
		A1-1-08c	R	B	50	65/55
		A1-1-09	R	B	50	65/55
		A1-1-19a	R	B	50	65/55
		A1-2-01a	R	C	31	70/60
		A1-2-01b	R	C	31	70/60
		A1-2-02a	R	C	50	70/60
		A1-2-02b	R	C	50	70/60
		A1-2-03	R	B	50	65/55
		A1-2-04l	R	C	31	70/60
		A1-2-05l	R	C	50	70/60
		A1-2-10c	R	B	50	65/55
		A1-2-20c	R	B	31	65/55
		A2-4-07	R	B	32	65/55
		A2-4-08	R	B	32	65/55
		B1-1-02	R	B	36	65/55
		B1-1-03	R	B	36	65/55
		B1-1-05	R	B	36	65/55
		B1-1-07	R	B	36	65/55
		B1-1-09	R	B	36	65/55
		B1-1-10	R	B	36	65/55
		B1-1-11	R	B	36	65/55
		B1-1-12	R	B	36	65/55
		B1-1-13	R	B	36	65/55
		B1-1-14	R	B	36	65/55
		B1-1-15	R	B	36	65/55
		B1-2-01	R	C	39	70/60
		B1-2-06	R	B	38	65/55
		B1-2-07	R	C	38	70/60
		B1-2-10	R	B	38	65/55
		B1-2-11	R	C	38	70/60
		B1-2-16	R	C	38	70/60
		B1-2-23	R	C	39	70/60
		B1-2-24	R	C	38	70/60
		B1-2-38	R	C	39	70/60
		B1-2-49	R	C	38	70/60
		B1-2-50	R	C	38	70/60
		B1-2-56	R	C	38	70/60
		B1-2-65	R	C	39	70/60
		B1-2-69	R	C	39	70/60
		C0-2-01	R	B	21	65/55
		C0-2-02	R	B	21	65/55
		C1-1-01	R	B	32	65/55
		C1-1-49	R	B	32	65/55
		C2-1-03	R	B	37	65/55

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

[6] Details on the determination of Area Sensitivity Rating are shown in Appendix 4.1a.

[7] The criteria are presented for [Daytime and evening time criterion / night-time criterion]. Noise criterion is proposed according to TM-Places.

[8] Noise criterion between 2300 – 0700 hours according to TM-EIAO.

4.8.2.3 The representative site layouts for rail noise assessment have been confirmed with Planning Department and Lands Department. As discussed in Section 4.5, commercial developments are strategically planned to protect planned NSRs at the back of TCE. A review would be conducted for the environmental noise performance of the concerned NSRs if there is a programme mismatch between occupation of commercial buildings and population intake of residential developments. Assumption of phasing of the relevant commercial lots and the residential uses intended to be protected are listed below.

Table 4.43d Schedule of commercial developments

Land Lot Nos. for Commercial Buildings as Noise Screens in TCE	Phase Intended to be Protected	Completion Year
	Phase Intended to be Protected	Completion Year
COM-1	1 and 2	2023
A1-1^[1]	1, 2 and 3	2027
A1-2^[1]	1, 2 and 3	2027
COM-2	4	2030
COM-3	4	2030

Notes:

[1] Commercial development within the CDA site would be constructed concurrently.

Inventory of Noise Sources

4.8.2.4 Potential rail airborne noise impacts are anticipated. TCL and AEL which runs on the at-grade ballast track between MTR Tung Chung Station and MTR Tsing Yi Station is located to the southern side of TCE. The noise inventory in the approved EIA report for Lantau and Airport Railway Environmental Assessment Report (EIA-029/BC) has been adopted and confirmed with the railway operator.

4.8.3 Prediction and Evaluation of Rail Noise Impact

Scenarios

4.8.3.1 An unmitigated scenario is conducted on the worst operation mode representing the maximum noise emission. The operation parameters have been discussed in Section 4.8.1. The maximum number of headway, train length and speed as advised by the railway operator have been adopted for worst operation mode as shown in Table 4.38. Mitigated scenario will be conducted if unmitigated scenario exceeds respective criteria. Three scenarios have been conducted as shown in Table 4.38 and listed below:

· Phases 1 and 2 population intake at TCE before Year 2026 for existing TCL and AEL alignment;

· Phase 1, 2 and 3 population intake after Year 2026 and before Year 2030. i.e. with TCE Railway Station and without the implementation of Phase 4; and

· Phases 1 to 4 population intake at TCE with the operation of TCE Railway Station after Year 2030.

Prediction of Noise Impact

4.8.3.2 From Table 4.40, the adopted SEL at 25m at 1 car with Speed 135km/h is 83.9dB(A). For L_max prediction, Equation 15.21 in the Transportation Noise Reference Book 1987 is adopted to calculate L_max at NSRs and façade correction is included.

4.8.3.3 The predicted rail noise levels at the representative NSRs are presented in the table below and the rail noise prediction has included building screening such as commercial buildings at COM-2, COM-3, etc which have been strategically located to provide certain screening. Since the daytime and nighttime peak headways are the same, the predicted railway noise levels are also the same for both periods. Details are provided in Appendix 4.21.

Table 4.44 Predicted rail noise impacts – unmitigated

No.^[1]	Location	NAP^[2][3]	Uses^[4]	Criterion		Predicted Noise Levels		Exceedance^[6]
No.^[1]	Location	NAP^[2][3]	Uses^[4]	L_{eq 30 min} dB(A)^[5]	L_max, dB(A)	L_{eq 30 min,} dB(A)	L_max, dB(A)	L_{eq 30 min,} dB(A)	L_max, dB(A)
Phase 1 and Phase 2 population intake before Year 2026
N1	B1-1	B1-1-02 to B1-1-03, B1-1-05, B1-1-07, B1-1-09 to B1-1-15	R	65/55	85	40-56	83	0/1	0
N1	B1-2	B1-2-01, B1-2-06 to B1-2-07, B1-2-10 to B1-2-11, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	45-62	83-85	0/2	0
Phase 1, 2 and 3 population intake after Year 2026 and before Year 2030
N1	A1-1	A1-1-03, A1-1-04a, A1-1-05a, A1-1-08c, A1-1-09, A1-1-19a	R	65/55	85	29-55	82-83	0/0	0
	A1-1	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b, A1-1-04i, A1-1-05i	R	70/60	85	48-65	82-83	0/5	0
	A1-2	A1-2-03, A1-2-10c, A1-2-20c	R	65/55	85	50-59	83-84	0/4	0
	A1-2	A1-2-01a to A1-2-01b, A1-2-02a to A1-2-02b, A1-2-04l, A1-2-05l	R	70/60	85	62-67	83-84	0/7	0
	A2-4	A2-4-07 to A2-4-08	R	70/60	85	61-63	83	0/3	0
	B1-1	B1-1-02 to B1-1-03, B1-1-05, B1-1-07, B1-1-09 to B1-1-15	R	65/55	85	40-59	81-82	0/4	0
	B1-2	B1-2-06, B1-2-10	R	65/55	85	42-48	82	0/0	0
	B1-2	B1-2-01, B1-2-07, B1-2-11, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	51-61	82	0/1	0
Phase 1 to 4 population intake after 2030
N1	A1-1	A1-1-03, A1-1-04a, A1-1-05a, A1-1-08c, A1-1-09, A1-1-19a	R	65/55	85	29-55	82-83	0/0	0
	A1-1	A1-1-01a to A1-1-01b, A1-1-02a to A1-1-02b, A1-1-04i, A1-1-05i	R	70/60	85	48-65	82-83	0/5	0
	A1-2	A1-2-03, A1-2-10c, A1-2-20c	R	65/55	85	46-55	83-84	0/0	0
	A1-2	A1-2-01a to A1-2-01b, A1-2-02a to A1-2-02b, A1-2-04l, A1-2-05l	R	70/60	85	60-67	83-84	0/7	0
	A2-4	A2-4-07 to A2-4-08	R	65/55	85	54-58	83	0/3	0
	B1-1	B1-1-02 to B1-1-03, B1-1-05, B1-1-07, B1-1-09 to B1-1-15	R	65/55	85	40-59	81-82	0/4	0
	B1-2	B1-2-06, B1-2-10	R	65/55	85	42-48	82	0/0	0
	B1-2	B1-2-01, B1-2-07, B1-2-11, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	51-61	82	0/1	0
	C0-2	C0-2-01 to C0-2-02	R	65/55	85	36-48	83-84	0/0	0
	C1-1	C1-1-01, C1-1-49	R	65/55	85	51-62	83	0/7	0
	C2-1	C2-1-03	R	65/55	85	49-58	83-84	0/3	0

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] The noise criteria are presented for [daytime and evening time criterion / night-time criterion].

[6] The number of exceedance is presented for [daytime and evening / night-time] period. Bold value denotes non-compliance with TM-EIAO’s criteria.

4.8.3.4 It can be seen that most of the NSRs met the criteria except some NSRs exceed the night time noise criterion of 1 – 7 dB(A). Hence, mitigation measures are required.

4.8.3.5 The total number of dwellings that will be exposed to rail noise impact exceeding the criteria set in Annex 5 in the TM have been calculated. It is predicted that a total of about 110 dwellings will be exposed to rail noise impact under unmitigated scenario during phase 1; 1020 dwellings during phase 3 and 980 dwellings during phase 4.

4.8.4 Mitigation of Rail Noise Impact

4.8.4.1 As the unmitigated scenario has exceeded the respective noise criterion, the proposed mitigation measures are shown in Figure 4.15a and Figure 4.15b and summarized in the table below. The overall mitigation measures for road traffic noise and railway noise are given in Figure 4.16.

Table 4.45 Proposed rail noise mitigation measures

No.	Location	Type of Noise Barrier	Key NSRs Protected
Phase 1 and Phase 2 population intake before Year 2026
N1	Facade of residential block at B1-2	1.5m long architectural fin and facade with no openable windows	B1-2-06, B1-2-07 and B1-2-11
Phase 1 to 3 population intake after Year 2026 and before Year 2030 and Phase 1 to 4 population intake after Year 2030
SE1	Along the tracks of Tung Chung Line facing B0-2 and COM-1	Approx. 325m long, semi enclosure	A1-1-04i, A1-1-05i, B1-1-07, B1-1-09, B1-2-01, B1-2-38
SE2	Along the tracks of Tung Chung Line facing A1-2 and C1-1	Approx. 210m long, semi enclosure	A1-2-04l, A1-2-05l, A1-2-10c, A1-2-20c, A1-2-20d, A2-4-07, A2-4-08
SE3	Along the track of Tung Chung Line to Tung Chung direction facing C1-1 to C2-1	Approx. 390m long, semi enclosure
SE4	Along the track along the track of Tung Chung Line to Hong Kong direction facing C1-1 and C2-1	Approx. 630m long, semi enclosure

4.8.4.2 The predicted mitigated rail noise levels at the representative NSRs are presented in the table below. Details are provided in Appendix 4.21a.

Table 4.46 Predicted mitigated rail noise impacts – mitigated

No.^[1]	Location	NAP^[2][3]	Uses^[4]	Criterion		Predicted Noise Levels		Exceedance^[6]
No.^[1]	Location	NAP^[2][3]	Uses^[4]	L_{eq 30 min} dB(A)^[5]	L_max, dB(A)	L_{eq 30 min,} dB(A)	L_max, dB(A)	L_{eq 30 min,} dB(A)	L_max, dB(A)
Phase 1 and Phase 2 population intake before Year 2026
N1	B1-1	B1-1-07, B1-1-09 to B1-1-14	R	65/55	85	40-55	83	0/0	0
N1	B1-2	B1-2-01, B1-2-06, B1-2-10, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	45-60	83-85	0/0	0
Phase 1, 2 and 3 population intake after Year 2026 and before Year 2030
N1	A1-1	A1-1-03, A1-1-04a, A1-1-05a, A1-1-08c, A1-1-09, A1-1-19a	R	65/55	85	29-52	82-83	0/0	0
	A1-1	A1-1-04i, A1-1-05i	R	70/60	85	45-57	82-83	0/0	0
	A1-2	A1-2-03, A1-2-10c, A1-2-20c	R	65/55	85	47-51	83-84	0/0	0
	A1-2	A1-2-04l, A1-2-05l	R	70/60	85	45-58	83-84	0/0	0
	A2-4	A2-4-07 to A2-4-08	R	70/60	85	47-52	83	0/0	0
	B1-1	B1-1-07, B1-1-09 to B1-1-14	R	65/55	85	40-50	81-82	0/0	0
	B1-2	B1-2-06, B1-2-10	R	65/55	85	39-46	82	0/0	0
	B1-2	B1-2-01, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	42-57	82	0/0	0
Phase 1 to 4 population intake after 2030
N1	A1-1	A1-1-03, A1-1-04a, A1-1-05a, A1-1-08c, A1-1-09, A1-1-19a	R	65/55	85	29-52	82-83	0/0	0
	A1-1	A1-1-04i, A1-1-05i	R	70/60	85	45-57	82-83	0/0	0
	A1-2	A1-2-03, A1-2-10c, A1-2-20c	R	65/55	85	43-51	83-84	0/0	0
	A1-2	A1-2-04l, A1-2-05l	R	70/60	85	43-58	83-84	0/0	0
	A2-4	A2-4-07 to A2-4-08	R	65/55	85	40-50	83	0/0	0
	B1-1	B1-1-07, B1-1-09 to B1-1-14	R	65/55	85	40-50	81-82	0/0	0
	B1-2	B1-2-06, B1-2-10	R	65/55	85	39-46	81	0/0	0
	B1-2	B1-2-01, B1-2-16, B1-2-23 to B1-2-24, B1-2-38, B1-2-49 to B1-2-50, B1-2-56, B1-2-65, B1-2-69	R	70/60	85	42-57	82	0/0	0
	C0-2	C0-2-01 to C0-2-02	R	65/55	85	33-44	83-84	0/0	0

Notes:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs is included.

[4] R – Residential Premises.

[5] The noise criteria are presented for [daytime and evening time criterion / night-time criterion].

[6] The number of exceedance is presented for [daytime and evening / night-time] period. Bold value denotes non-compliance with TM-EIAO’s criteria.

4.8.4.3 With the proposed mitigation measures, all the representative NSRs will be within the respective noise criterion. The feasibility, practicability, programming and effectiveness have been reviewed by engineer. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil. It should be noted that the Railway Stations at TCE and TCW and its associated railway system is a Designated Project under Item A.2 of Schedule 2 of TM-EIAO. A separate EIA study will therefore be conducted by the railway operator to fulfil all the statutory requirements and procedures under the EIAO. Hence, the proposed mitigation measures in Section 4.8.4 are tentative for cumulative assessment purpose in this EIA and all the mitigation measures will be revised by the railway operator during their Schedule 2 EIA.

4.8.4.4 Besides, as discussed in Section 4.8.2, the assessment has based on the timely implementation of the noise non-sensitive building to the north of NLH / existing railway. This arrangement has been agreed with Planning Department and Lands Department.

4.8.5 Evaluation of Residual Rail Noise Impact

4.8.5.1 As all the NSRs within TCE are within the respective noise criterion, adverse residual noise impacts are therefore not anticipated. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to adverse residual noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.9 Rail Groundborne Noise Assessment

4.9.1 Rail Noise Impact Assessment Methodology

4.9.1.1 When trains operate in tunnels that are located in close proximity to occupied structures, vibrations associated with train passbys will be transmitted through the ground and structure, and radiated as noise in the spaces occupied within the structure. Depending on the source strength and receiver sensitivity, noise and vibration levels may be high enough to cause annoyance to the planned NSRs.

4.9.1.2 The current prediction methodology recommended by the “High-Speed Ground Transportation Noise and Vibration Impact Assessment”, 1998 is used in this EIA study. The manual is issued by the US Department of Transportation and is intended to provide guidance in preparing and reviewing the noise and vibrations sections of environmental submittals to the US Government. The methodology had been applied to a number of transit systems in Hong Kong over the years, including:

· Shatin to Central Link – Tai Wai to Hung Hom (AEIAR-167/2012);

· Shatin to Central Link Stabling Sidings at Hung Hom Freight Yard (AEIAR-164/2012);

· Kowloon Southern Link (ARIAR-083/2005);

· Shatin to Central Link – Hung Hom to Admiralty Section (AEIAR-166/2012);

· Shatin to Central Link – Mong Kok East to Hung Hom Section (AEIAR-165/2012); and

· Kwun Tong Line Extension (AEIAR-154/2010).

4.9.1.3 It should be noted that the EIA report for AEL and TCL does not include vibration source term for groundborne noise assessment. Vibration measurements have therefore been conducted at suitable locations to establish the vibration level generated by both AEL and TCL running at tunnel sections. These measured vibration levels are then adopted for groundborne noise assessment for the planned NSRs within TCW. In order to introduce conservatism in the assessment results, the assessment methodology has only included those correction factors with positive correction values such as Building Vibration Resonance (BVR), Turnout and Crossover (TOC). All the correction factors with negative values such as Building Coupling Factor (BCF) have not been included. Details of calculation are given in Appendix 4.22 and vibration source term measurement has been given in Appendix 4.22a.

4.9.2 Identification of Rail Groundborne Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.9.2.1 For operational rail groundborne noise assessment, assessment area cover planned NSRs along underground alignment and representative NSRs locations have been selected from Table 4.12 and are summarized in the table below and illustrated in Figure 4.11.

4.9.2.2 As discussed in Section 4.2.2, as the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO. As the noise emission is generated from other project and operation of the planned TCW station and associated railway system are outside scope of this project, operation ground borne noise assessment will be conducted for planned NSRs within TCW.

Table 4.47 Representative NSRs for rail groundborne noise assessment

No.	NAP^[1]	Uses^[2][3]	No. of Storey^[3]
N2	TCW-1-01	R	17
N2	TCW-2-01	R	18

Notes:

[1] NAP – Noise assessment point

[2] R – Residential Premises

[3] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP).

4.9.2.3 The representative site layouts for rail noise assessment have been confirmed with Planning Department and Lands Department.

Inventory of Noise Sources

4.9.2.4 Existing TCL running towards the proposed Tung Chung West Railway Station generates groundborne noise to the nearby planned NSRs. The validity of the inventory has been confirmed with the railway operator.

4.9.3 Prediction and Evaluation of Rail Groundborne Noise Impact

Scenarios

4.9.3.1 An unmitigated scenario is conducted on the worst operation mode representing the maximum noise emission. The operation parameters have been discussed in Section 4.8.1. The maximum number of headway, train length and speed as advised by the rail operator have been adopted for worst operation mode as shown in Table 4.38. Where the groundborne noise exceedance were identified, mitigated scenario would be made.

Prediction of Noise Impact

4.9.3.2 The predicted rail noise levels at the representative planned NSRs are presented in the table below The prediction results showed that the night-time criteria is achievable at the representative planned NSR. Details are provided in Appendix 4.23. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

Table 4.48 Predicted rail groundborne noise impacts for planned NSR

No.	NAP^[1][2]	Uses^[3]	Criterion, L_{eq 30 min} dB(A)^[4]	Max. Predicted Noise Levels, L_{eq 30 min} dB(A)	Exceedance^[5], L_{eq 30 min} dB(A)
N2	TCW-1-01	R	45	44 ^[6]	N
N2	TCW-2-01	R	45	34 ^[6]	N

Note:

[1] NAP – Noise assessment point

[2] The first layer of NSRs is included.

[3] R – Residential Premises

[4] The noise criterion is presented for night time period only which is 10dB(A) more stringent than daytime period.

[5] Bold value denotes non-compliance with TM-EIAO’s criteria.

[6] Only those correction factors with positive correction values such as Building Vibration Resonance (BVR), Turnout and Crossover (TOC) have been included for conservative assessment.

4.9.3.3 During operational phase, as the underground alignment between Railway Stations at TCE and TCW and its associated railway system is a Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate EIA study will be conducted to fulfil all the statutory requirements and procedures under the EIAO.

4.9.4 Mitigation of Rail Noise Impact

4.9.4.1 Base on the latest information, all the NSRs within TCW are within the respective noise criterion. Hence, mitigation measures are not required. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.9.5 Evaluation of Residual Rail Noise Impact

4.9.5.1 With the implementation of the proposed mitigation measures, adverse residual environmental impacts are not expected at this stage. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to adverse residual noise impact exceeding the criteria set in Annex 5 in the TM is nil.

4.10 Helicopter Noise Assessment

4.10.1 Helicopter Noise Impact Assessment Methodology

4.10.1.1 Helicopter noise will be generated during manoeuvring over the helipad and during lateral (approach/departure) flight. Operational modes that may generate noise will be considered. Helicopter noise is considered as a ‘point’ source and will be evaluated based on standard acoustic principle of point source propagation. Corrections will be applied for the distance attenuation, façade, barrier or topographical effect where applicable.

4.10.2 Identification of Helicopter Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.10.2.1 Representative NSRs locations have been selected from Table 4.12 and are summarized in the table below and illustrated in Figure 4.12.

4.10.2.2 As the noise emission is generated from other project and operation of helicopter noise sources are outside scope of this project, helicopter noise assessment will be conducted for planned NSRs within TCE and TCW.

Table 4.49 Representative NSRs for helicopter noise assessment

No.^[1]	Location	NAP^[2][3]	Uses ^[4][5]	No. of Storey^[5]
N1	Tung Chung East (Planned NSR)	A1-2-01	R	31
		C2-2-02	R	36
		F1-1-03	R	10
		F2-2-02	R	10
N2	Tung Chung West (Planned NSR)	TCV-1-06	R	4
N2	Tung Chung West (Planned NSR)	TCV-6-01	R	38

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs within 130m horizontal to the flight path of helicopter is included. Appendix 4.24 shows the assessment area determination.

[4] R – Residential Premises.

[5] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP)

4.10.2.3 The representative site layouts for helicopter noise assessment have been confirmed with Planning Department and Lands Department.

Inventory of Noise Source

4.10.2.4 Potential helicopter noise impacts are anticipated due to GFS and business helicopter operations. The helicopter noise source term based on the Flight Manual AS 332 L2, Flight Manual EC 155 B1, Technical Description MD902 Explorer, Flight Manual AW139, European Aviation Safety Agency Type-Certificate Data Sheet Sikorsky S-76 and S-92A have been confirmed with GFS and relevant parties.

4.10.2.5 The International Civil Aviation Organization (ICAO) has a stipulated reference noise standard for helicopters with lateral movement for different flying modes including approach, take-off and flyover. Besides, according to the Flight Manual AS 332 L2, Flight Manual EC 155 B1, Technical Description MD 902 Explorer, European Aviation Safety Agency Type-Certificate Data Sheet Sikorsky S-76 and S-92A, have presented a measured noise level for the types of helicopters of concern. A comparison of the measured noise levels to the maximum limit as specified in the ICAO are shown in table below.

Table 4.51 Helicopter noise data with lateral movements

Flying Mod	EPN, dB
	Super puma AS332 L2		EC155 B1		MD 902		AW139		S-76		S-92A		EC175
	[1]	[2]	[1]	[2]	[1]	[2]	[1]	[2]	[1]	[2]	[1]	[2]	[1]	[2]
Approach	96.1	100.7	95.7	97.9	89.6	95.3	94.1	99.3	97.7	98.3	97.5	101.8	95.1	98.8
Take-off	99.7	99.7	92.2	96.9	85.4	94.5	90.3	98.3	96.0	97.3	94.6	100.8	89.8	95.8
Flyover	93.6	98.7	89.0	95.9	83.5	93.3	89.8	97.3	93.2	96.3	97.2	99.8	91.0	93.8

Notes:

[1] Measured noise levels according to the Flight Manual of AS 332 L2 and EC 155 B1 and Technical Description MD 902 Explorer, European Aviation Safety Agency Type-Certificate Data Sheet Sikorsky S-76 and S-92A.

[2] ICAO reference limit.

[3] L_max = 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 20^th International Congress of Acoustics), Section 2.1 “Consideration to noise index for evaluating airport noise in Japan” (The 33^rd 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).

4.10.2.6 The GFS helipad and HKBAC on Airport Island are about 4km and 3km away from TCE and TCW respectively. Due to the large separation distance from the TCE and TCW, helicopter noise impact will be mainly generated by flyover mode (Not above 1,500 ft according to Aeronautical Information Publication Amendment 06/15).

4.10.2.7 There is a helicopter holding area near Cathay City (H6) and one near Tung Chung Bay (H10). The holding procedures used by helicopters according to the Aeronautical Information Publication (AIP) Hong Kong Amendment 06/15 issued by Civil Aviation Department Hong Kong are shown in table below.

Table 4.52 Helicopter holding procedures

Location	Altitude above mean sea level, ft
Pak Mong (H5)	Not above 1,000
Cathy City (H6)	Not above 800
Freight Centre (H7)	Not below 800
Tung Chung Bay (H10)	800 – 1,000

4.10.2.8 It is also stated in Schedule 14, Cap.448c, Air Navigation (Hong Kong) Order 1995 that a helicopter should not fly over a congested area of a city, town or settlement below a height of 1500 feet (i.e. ~457m) above the highest fixed object within 2000 feet (i.e. ~609m) of the helicopter.

4.10.2.9 The determination of assessment area is based on the worst case scenario on flyover mode (i.e. Sikorsky S-92A), as shown in Appendix 4.24. The proposed assessment area is around 250m from both TCE and TCW, which is the minimum setback distance for achieving the L_max 85dB(A) noise criterion.

4.10.3 Prediction and Evaluation of Helicopter Noise Impact

Scenarios

4.10.3.1 The helicopter noise impact assessment of the Project is conducted with respect to the unmitigated scenario and mitigated scenario on the worst operation mode (i.e. flyover mode with helicopter type Sikorsky S-92A for daytime period and Super Puma AS332 L2 for evening and night time with maximum noise emission) representing the maximum noise emission. The operation modes have been confirmed with GFS, CAD and AAHK.

Prediction of Noise Impact

4.10.3.2 The predicted helicopter noise levels at the representative NSRs are shown in table below. Details are provided in Appendix 4.25.

Table 4.53 Predicted helicopter noise impacts

No.^[1]	NAP ^[2][3]	Uses ^[4][5]	Criteria L_max, dB(A)^[6]	Max. Predicted Daytime L_max, dB(A)	Max. Predicted Evening time and Nighttime L_max, dB(A)	Exceedance
N1	A1-2-01	R	85	81	79	0
	C2-2-02	R	85	82	81	0
	F1-1-03	R	85	81	80	0
	F2-2-02	R	85	81	80	0
N2	TCV-1-06	R	85	80	79	0
N2	TCV-6-01	R	85	81	80	0

Note:

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

[2] NAP – Noise assessment point.

[3] The first layer of NSRs within 130m horizontal to the flight path of helicopter is included. Appendix 4.24 shows the assessment area determination.

[4] R – Residential Premises.

[5] Landuse according to the Recommended Outline Development Plan (RODP).

4.10.3.3 The maximum predicted noise levels at concerned NSRs range from 79 – 81dB(A) as shown in Table 4.53. From the above table, all planned NSRs will be within daytime noise criteria of L_max 85dB(A) and also below L_max 85dB(A) during evening time and nighttime periods.

4.10.4 Mitigation of Helicopter Noise Impact

4.10.4.1 All the business helicopter and routine tasks by GFS will be operated during daytime period only. Regarding the evening and nighttime uses, it will only involve emergency uses including air ambulance, search & rescue, supporting law enforcement agencies and fire fighting and there would not be any scheduled events during both evening and night-time periods. Those emergency events would be either eastward or westward depending on the destinations of the emergency events, are considered essential and inevitable to serve the community.

4.10.4.2 While the predicted helicopter noise impacts would comply with the statutory requirement, further considerations have been taken into account to reduce any nuisance from helicopter noise, by making reference to Annex 13 of the TM-EIAO, as summarized below:

4.10.4.3 The routes of the helicopter flyover events are constrained by a number of factors relating to safety and operational requirements, especially for the eastward route that would overpass TCE. Besides safety, the route shall also cater for various destinations and operational requirements, including those destinations at south of Lantau. The current route has therefore been designated to optimize all these safety and operational requirements while still complying the statutory requirements on helicopter noise impacts.

4.10.4.4 The current urban design of TCE has adopted a stepped height profile in a way that those residential lots with higher building height and development density are strategically located to the southern part of the reclamation, and those residential lots with lower building height and development density are strategically located to the northern part of the reclamation where the helicopters would fly across. Similar arrangements have been made for TCW development. In other words, for both TCE and TCW, more residential population has been located further way from the influence of helicopter noise. Hence, the current urban design of TCE has optimized the opportunities to achieve a more suitable landuse arrangement and siting to address issue on helicopter noise as far as practicable.

4.10.4.5 The GFS would replace the existing Super Puma AS332 L2 and EC 155 B1 to Airbus Helicopter EC175 around Years 2017 to 2018. Since the EC175 would generate a lower noise level than the Super Puma AS332 L2 and EC 155 B1 during flyover events, once all the Super Puma AS332 L2 and EC155 B1 are replaced by EC175, the maximum predicted noise levels by emergency events during evening and night-time periods would also be reduced into a range of L_max 74 – 76 dB(A). This would further improve the noise environment.

4.10.4.6 Helicopter noise impacts for TCE and TCW are caused by flyover events which are at elevated levels above the buildings. Since noise measures including screening by noise tolerant buildings, setback of buildings, decking over, extended podium, building orientation, noise barrier/enclosure, special building design and architectural festures/balcony, are primarily intended to abate noise sources at low levels, it would not be effective to abate and reduce noise from helicopter flyover operations. Besides, use of open-textured road surfacing relates to road traffic noise control and is not applicable to reduce the helicopter noise impact.

4.10.4.7 All practical measures have been considered and evaluated. The noise did not exceed the noise standard laid down in Annex 5 of the EIAO-TM. Hence indirect mitigation measures are not recommended.

4.10.5 Evaluation of Residual Helicopter Noise Impact

4.10.5.1 As discussed above, the maximum predicted noise levels caused by emergency helicopter events during evening and night-time periods would be in the range of L_max 74 – 76 dB(A) after new helicopters are put in service. There would be anticipated on average 1 emergency event during evening period and 1 emergency event during night-time period, and there would not be any scheduled events during both evening and night-time periods. The duration of the pass-by events is estimated to be approximately 5 – 10 seconds at various residential lots. The noise did not exceed the standard laid down in Annex 5 of the EIAO-TM.

4.10.5.2 The total number of 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 TM is nil.

4.11 Marine Traffic Noise Impact Assessment

4.11.1 Marine Traffic Noise Impact Assessment Methodology

4.11.1.1 The prevailing noise measurement conducted has included existing noise sources including those from marine traffic near Tung Chung area, public pier in Tung Chung and piers in HKIA. Nevertheless, SEL of the existing ferry commuting between Tuen Mun, public Pier in Tung Chung, Sha Lo Wan and Tai O has also been measured. In addition, as the scale and operation of the proposed marina is similar to that in Gold Coast Yacht Club and Aberdeen Harbour, marine noise measurements have conducted at these two existing marinas.

4.11.1.2 The following general procedures are adopted for marine traffic noise assessment.

· 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 nighttime;

· Obtain relevant information such as number of marina vessels, speed of marina vessels, assumed route, marina layout, etc;

· Determine the source level in accordance with ISO 2922-1975(E);

· Use standard acoustic principle for attenuation as stated in the approved EIA report for Proposed Joint User Complex and Wholesale Fish Market at Area 44, Tuen Mun (AEIAR-070/2003);

· Calculate equivalent noise levels using assumed information if available;

· Cumulative impacts will be included.

4.11.1.3 A summary of equations adopted in the marine traffic noise assessment is given in Appendix 4.26.

4.11.1.4 As there is no statutory requirement for marine traffic noise, additional non-statutory noise criteria may therefore need to be considered. An approach has been adopted similar to the approved EIA report for the Proposed Joint User Complex and Wholesale Fish Market at Area 44, Tuen Mun (AEIAR-070/2003). It considered the predicted noise level as unlikely to cause any disturbance and nuisance when it is below the prevailing noise level.

4.11.1.5 The operational details for the existing ferry and proposed marina are summarized in the table below.

Table 4.54 Operational details for the existing ferry and proposed marina

Operation Parameters	Existing Ferry	Proposed Marina
Ferry / yacht per hour	2^[1]	6^[2]
Speed knots/h	16	5^[3]

Notes:

[1] According to operation schedule from operator and the frequency has been confirmed by Transport Department.

[2] The frequency has been confirmed by Marine Department.

[3] According to Marine Department Notice No. 84, only speed at 5 knots per hour for yachts is allowed inside typhoon shelter. In addition, as advised by the marine traffic engineer, the speed for the marine route as indicated in Figure 4.1 is in 5 knots per hour.

4.11.1.6 Measurements for marine noise source terms have been conducted at Gold Coast for the proposed marina, and Tung Chung Development Pier and Tai O Promenade for the existing ferry. The measurement location at Gold Coast was about 50m from the vessels. For the measurements at Tung Chung Pier and Tai O Promenade, the separation distance was about 10 – 100m, depending on the transit route. The table below summarizes the marine noise source term. Detail calculations are shown in Appendix 4.26a.

Table 4.55 Marine noise source term measurement

Location^[1][4]	Distance, m^[2]	Estimated Speed, knots/h	Measured L_max,dB(A)	SEL, dB(A)^[3]
Gold Coast	50	3	61.4	79.8
	50	8	60.6	77.6
	50	8	65.1	82.1
	50	6	63.1	81.0
Tai O Promenade	20	16	63.6	69.5
	20	16	57.2	63.1
	10	16	74.7	74.6
	10	16	71.5	71.4
	10	16	80.9	80.8

Notes:

[1] Only non-disturbed events have been tabulated in the above table. Detail calculation is shown in Appendix 4.26a.

[2] Estimated horizontal distance from yacht to the measurement location.

[3] SEL at 25m at reference speed of about 5knots/h for proposed yacht and 16knots/h for existing ferry.

[4] Marine noise measurement was also conducted in Aberdeen. However, the measurement results are not shown due to high background noise level.

4.11.2 Identification of Marine Traffic Noise Impact

Identification of Assessment Area and Noise Sensitive Receivers

4.11.2.1 For operational marine traffic noise assessment, representative NSRs locations have been selected from Table 4.12 and are summarized in the table below and illustrated in Figure 4.13.

Table 4.56 Representative NSRs for marine traffic noise assessment

No.^[1]	NAP^[2][3]	Uses ^[4][5]	No. of Storey^[5]	Reference Location	PNL ^[6]
N1	D2-2-01	R	18	PNM-1	59/59/53
N1	E3-1-02	R	18	PNM-1	59/59/53
N2-1	TCRN-001	V	2	PNM-9	58/56/51

Notes:

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

[2] NAP – Noise assessment point

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

[4] R – Residential Premises

[5] Landuse and no. of storey according to the Recommended Outline Development Plan (RODP).

[6] Prevailing noise levels refer to Table 4.11 and locations refer to Figure 4.4. The PNL are presented for [daytime / evening time / night-time].

4.11.2.2 The representative site layouts for marine traffic noise assessment have been confirmed with Planning Department and Lands Department.

Inventory of Noise Sources

4.11.2.3 Potential marine traffic noise impacts are anticipated due to existing public ferry commuting between Tuen Mun, Tung Chung and Tai O, and the proposed marina at TCE. The determination of assessment area is given in Appendix 4.27. The proposed assessment area is approximately 190m for TCE and 480m for TCW respectively. The ferry route has been agreed with Transport Department.

4.11.3 Prediction and Evaluation of Marine Traffic Noise Impact

Scenarios

4.11.3.1 An unmitigated scenario on the worst operation mode representing the maximum noise emission is conducted. The maximum number of marine traffic, and speed as advised by the Transport Department and Marine Department have been adopted for worst operation mode as shown in Table 4.54. Where noise exceedances were identified, mitigated scenario would be made.

Prediction of Noise Impact

4.11.3.2 The predicted marine noise levels at the representative NSRs are presented in the table below. The predicted marine noise levels are shown in Appendix 4.28.

Table 4.57 Predicted marine traffic noise impacts

No.^[1]	NAP^[2][3]	Uses^{[4 ][5]}	PNL ^[6]	Max Predicted Noise Levels, dB(A)^[7]
N1	D2-2-01	R	59/59/53	46/44
N1	E3-1-02	R	59/59/53	48/44
N2-1	TCRN-001	V	58/56/51	39/39

Note:

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

[2] NAP – Noise assessment point

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

[4] R – Residential Premises

[5] Landuse according to the Recommended Outline Development Plan (RODP).

[6] The prevailing noise levels are presented for [daytime / evening / night-time].

[7] Maximum predicted noise level is presented for [daytime and evening time / night-time] period. Bold value denotes non-compliance with TM-EIAO’s criteria.

4.11.3.3 From Table 4.57, the predicted marine noise levels at all the representative NSRs will be well below the PNL. The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the adopted criteria is nil.

4.11.3.4 As the noise emission from existing ferry near TCW is generated from other project and operation of existing marine traffic noise sources are outside scope of this project, adverse noise impact for the Country Park near TCW is not anticipated. In addition, for the proposed marina, the marine traffic route is separated with a large distance of about 1.2km and screened by the planned development at TCE, adverse noise impact for the Country Park near TCE is not anticipated.

4.11.4 Mitigation of Marine Traffic Noise Impact

4.11.4.1 Based on the latest information, all the NSRs within TCE and TCW will be within the respective prevailing noise level. Hence, mitigation measures are not required.

4.11.5 Evaluation of Residual Marine Traffic Noise Impact

4.11.5.1 Adverse residual noise impacts are therefore not anticipated. The total number of dwellings, classrooms and other noise sensitive elements that will be exposed to adverse residual noise impact exceeding the adopted criteria is nil.

4.12 Conclusion

4.12.1.1 Construction noise 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 of the neighboring residential noise sensitive uses would be controlled to acceptable levels. For educational institutions, the construction noise impacts during school normal and examination periods would also comply with the relevant criteria.

4.12.1.2 Operational road traffic noise impact on planned, existing and committed noise sensitive uses within TCE and TCW have been predicted for the assessment year. Results indicate that the noise impacts can be mitigated by a combination of noise mitigation measures including 1) noise barriers along some road sections or boundary walls within development sites; 2) application of low noise road surfacing materials on some road sections; and 3) suitable treatment on end walls, arranging noise tolerant portions of buildings in internal layout design and architectural fins in some buildings to within the respective noise criteria. These mitigation will also ensure that the noise levels caused by project road are within the respective noise criteria.

4.12.1.3 However, there is scope for adoption of alternative noise mitigation measures, for example, by means of alternative layout and design of individual developments at detailed design stage. Besides, possibility of use of new road surfacing material with considerable traffic noise reduction capability may be explored when test results on its application in Hong Kong are available. An environmental review may be conducted in due course to study how the use of new road surfacing material could help reduce traffic noise impacts and minimise the scale/extent of the proposed noise mitigation measures.

4.12.1.4 Besides, as discussed in Section 4.5.2, the assessment has based on the timely implementation of the noise non-sensitive building to the north of NLH / existing railway. This arrangement has been agreed with Planning Department and Lands Department.

4.12.1.5 Fixed noise assessment has been conducted. Noise impact from planned fixed plant could be effectively mitigated by implementing noise control measure at source during the detailed design stage. With the adoption of the proposed maximum permissible SWLs for the proposed fixed plant, the impact noise levels at representative NSRs complies with the relevant noise criteria. Therefore, adverse fixed noise sources impact to the NSRs is not anticipated.

4.12.1.6 According to the approved 3RS EIA findings, the predicted NEF 25 contours of the 3RS would be away from TCE upon the full commissioning of the 3RS. Nevertheless, appropriate development phasing for TCE will also be considered to ensure all the NSRs within TCE and TCW will be outside the NEF 25 noise contours during the time of population intake.

4.12.1.7 Rail noise assessment has been conducted based on rail noise source measurement and operational information from the railway operator. Results indicate that the noise impacts on NSRs would comply with the statutory requirement with the provision of semi enclosures, facade with no openable windows and architectural fins. It should be noted that the realignment of TCL and Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO. A separate EIA study will be therefore conducted by the railway operator to fulfil all the statutory requirements and procedures under the EIAO. Hence, the proposed mitigation measures in Section 4.8.4 are tentative for cumulative assessment purpose in this EIA and all the mitigation measures will be revised by the railway operator during their Schedule 2 EIA.

4.12.1.8 There will be a proposed alignment running underground between Railway Stations at TCE and TCW and its associated railway system. Groundborne noise assessment results indicate that the groundborne noise impacts on planned NSRs would comply with the statutory requirement and hence mitigation measure is not required. As the proposed Railway Stations at TCE and TCW and its associated railway system is a separate Designated Project under Item A.2 of Schedule 2 of TM-EIAO, a separate study would be conducted by the rail operator to fulfil all the statutory requirements and procedures under the EIAO.

4.12.1.9 Helicopter noise impact on planned sensitive uses within TCE and TCW have been predicted. According to the latest information, the flight path of helicopters would maintain sufficient separation distance from noise sensitive receivers in TCE and TCW. Consideration for measures have also been taken into account as discussed in Section 4.10.4 and 4.10.5. The noise impact on NSRs at TCE and TCW would comply with the statutory requirement

4.12.1.10 An assessment has been conducted for marine traffic noise based on measurement data. Results indicate that the noise impacts on NSRs would be well below the prevailing noise level and hence adverse noise impact is not anticipated.