Section	Title	Aims
1	Introduction	An introduction of the background information and the layout of the EIA report
2	Project Description	A description of the extent and details of the project available
3	Study Objectives and Scope	Outline the objectives and scope for various environmental aspects
4	Available Technical Information	List the key information reviewed in this EIA study
5	Air Quality Assessment	Present the legislation, methodology and recommendations for air quality impacts during construction phase
6	Operational Noise Assessment	Present the legislation, methodology and recommendations for operational noise impacts
7	Construction Noise Assessment	Present the legislation, methodology and recommendations for construction noise impacts
8	Water Quality Assessment	Present the legislation, methodology and recommendations for water quality impacts
9	Waste Management Implications	Present the legislation, methodology and recommendations for waste management
10	Cultural Heritage Assessment	Present the legislation, methodology and recommendations for cultural heritage
11	Landscape and Visual Impacts	Present the legislation, methodology and recommendations for landscape and visual impacts
12	Environmental Monitoring and Auditing Programme	Present the legislation, methodology and recommendations for EM&A
13	Recommendations and Conclusions	Summary of the findings and recommendations
14	Summary of Environmental Outcomes	Summarise environmental outcomes and benefits
15	Implementation Schedule	Summarise implementation responsibility for environmental mitigation measures
16	References	List of relevant reference information

Area	Developments along alignment
Reserve Zone	· Residential areas and Government / Institution / Community
Pui To Road	· Residential areas and Schools
Tsing Lun Road	· Residential areas

Description	Date
Final Assessment Report, West Kowloon to Tuen Mun Centre, Contract No. TS-900 Environmental Impact Assessment Report	Feb 1999
Final Assessment Report, Technical Annexes, Contract No. TS-900, Environmental Impact Assessment	Feb 1999
Environmental Monitoring and Audit Manual, West Kowloon to Tuen Mun Centre, Contract TS-900, Environmental Impact Assessment	Sept 1998
Archaeological Action Plan, Contract DD901, Environmental Support Services	Feb 1999
Essential Public Infrastructure Works, Final EIA Report, Contract No. DD-901, Environmental Support Services	May 1999
Supplement to the Archaeological Action Plan, The Au Tau Area, Contract No DD-901, Environmental Support Services	May 1999
Agreement No CE 66/96, Planning and Development Study on North West New Territories, Environmental Assessment, Technical Paper No. 6, Report No. 0208/TEC/T6.1	Apr 1999
Agreement No CE 10/95, Tin Shui Wai Development, Engineering Investigations for Development of Areas 3, 30 & 31 of the Development Zone and the Reserve Zone, Final Investigation Report, Vol 1 - Main Text, Executive Summary, EIA	Mar 1997
Agreement No CE 12/97, Tin Shui Wai Further Development, Design and Construction – Intensification of Areas 104 and 108b, Feasibility Assessment on Noise, Air Quality and Solid Waste Impacts, 0188/ENG/R6.2	Jun 1998
Agreement No CE 12/97, Tin Shui Wai Further Development, Intensification of Areas 104 and 108b, Final Report on Sewerage Impact Assessment, 0188/ENG/R4.2	Jun 1998
Agreement No CE 12/97, Tin Shui Wai Further Development, Intensification of Areas 104 and 108b, Final Report on Traffic Impact Assessment, 0188/ENG/R5.2	Jun 1998
Lam Tei & Yick Yuen - Outline Zoning Plan, S/TM-LTYY/1	Jun 1996
Tuen Mun - Outline Zoning Plan, S/TM/11	Jan 1999

	Concentration in micrograms per cubic metre (i)
Sulphur Dioxide	800		350		80
Total Suspended Particulates	500		260		80
Respirable Suspended Particulates (v)			180		55
Carbon Monoxide	30,000	10,000
Nitrogen Dioxide	300		150		80
Photochemical Oxidants (as ozone) (vi)	240
Lead				1.5

6 Operational Noise Assessment

6.1 Legislation and Standards

6.1.1 Railway Noise Criteria – Airborne Noise

Railway noise is controlled under the Noise Control Ordinance (NCO)^[5] and the associated Technical Memorandum on Noise from Places Other Than Domestic Premises, Public Places or Construction Sites (TM-Places) ^[14] .

The acceptable Noise Levels (ANLs) for different Area Sensitivity Ratings (ASRs) are summarised below:

ASR	Time Period ^{(see Note 1)}	Acceptable Noise Levels (ANL), L _{eq, 30 min}
A	Day & evening	60 dB(A)
	Night	50 dB(A)
B	Day & evening	65 dB(A)
	Night	55 dB(A)
C	Day & evening	70 dB(A)
	Night	60 dB(A)

Table 6.1: Acceptable Noise Levels (ANLs)

Note 1: Day : 0700 to 1900 hours

Evening : 1900 to 2300 hours

Night : 2300 to 0700 hours

Additional corrections shall also be applied if the measured noise level is qualified for tonality and intermittency.

The TM-EIA ^[13] and HKPSG ^[19] also provide criteria for railway noise. These criteria are given below:

Parameters	Criterion, dB(A)	Ref
Maximum A-weighted sound pressure level, L_max (2300-0700hrs)	85	TM-EIA
Equivalent Continuous Sound Level, L_{eq (24 hours)}	65	HKPSG

Table 6.2: Noise Criteria Stipulated in TM-EIA and HKPSG

6.1.2 Fixed Plant Noise Criteria

Similar to railway noise, noise from associated fixed plant (eg rectifier station) is controlled by the NCO. In addition, according to TM-EIA, fixed plant noise should also be designed to be 5dB(A) below the ANL stipulated in the TM-Places. A summary of the noise limits for fixed plant is given in the following table.

		Noise Limit, L _{eq, 30 min}, dB(A)
ASR	Time Period ^{(see Note 1)}	ANL	HKPSG
A	Day & evening	60	55
	Night	50	45
B	Day & evening	65	60
	Night	55	50
C	Day & evening	70	65
	Night	60	55

Table 6.3: Noise Levels for Fixed Plant Noise

Note 1: Day : 0700 to 1900 hours

Evening : 1900 to 2300 hours

Night : 2300 to 0700 hours

6.2 Noise Sensitive Receivers (NSRs)

6.2.1 NSR Locations

The study area for the noise impact assessment will include all noise sensitive receivers within 300m from the project boundaries. With the shielding from the first row of building blocks, the second row of NSRs will generally be protected. The assessment therefore focuses on the first row of NSRs that have direct line of sight to the operating trains within the project boundaries.

NSRs are chosen in accordance with Annex 13 of the TM-EIAO. Both existing and future planned uses will be included. The existing NSRs are identified through desktop review and site surveys. The planned NSRs are identified in the latest Outline Zoning Plans, and other building plans provided by Housing Authority (Appendix 3). The drawings in Appendix 2 illustrate the location plans and detailed descriptions of the NSRs proposed for the EIA study. A summary of these sensitive receivers is given below:

Works	NSR / Use	Horiz dist to rail / viaduct	Remarks
Tin Shui Wai Reserve Zone	Government / Institution / Community (GIC)	> 15m	Subject to detailed design by others
	Residential areas	15 – 60m	With openable windows
Grade separation work in Pui To Street	School along Pui To Road	40m	Provided with A/C
	Residential blocks	10 – 40m	With openable windows
Grade separation work in Tsing Lun Road	1-2 storey houses	> 20m	With openable windows

Table 6.4: Summary of Noise Sensitive Receivers close to the Alignment

The building plans for some of the future residential areas in Tin Shui Wai Reserve Zone area are not available. In order to estimate the noise impacts on these areas, the nearest NSRs are assumed to be 15m from the site boundary, and with a view angle of 180^m on the future LRT alignment.

6.2.2 Area Sensitivity Ratings

Appendix 2 also presents the Area Sensitivity Ratings (ASRs) for the identified NSRs assumed for operational noise assessment. The ASRs for the NSRs are determined by reviewing the traffic flow data available, the TS-900 EIA report for West Rail and the existence of any Influencing Factors.

The following table summaries the ASRs for the identified NSRs.

NSRs	ASRs
Residential houses near LT1, along Ng Lau Road in Lam Tei (within 100m from Tuen Mun Road) Residential blocks in Siu Hong Court near Lam Tei (within 100m from Tuen Mun Road)	C
Existing residential blocks along Pui To Road	B
Future top-side property in West Rail Tuen Mun Centre (within 100m from industrial area)	C
Future residential areas in Tin Shui Wai Reserve Zone	B

Table 6.5: Summary of Area Sensitivity Ratings for Identified NSRs

The ASRs assumed are indicative only based on the latest information available. It should be noted that fixed noise sources are controlled under Section 13 of the NCO. At the time of investigation, EPD will determine noise impact from concerned fixed noise sources on the basis of prevailing legislation and practices being in force, taking account of contemporary conditions / situations of adjoining land uses.

6.3 Airborne Noise Assessment

6.3.1 Assessment Methodology

6.3.1.1 Train Noise Data and Operational Data

KCR has provided the train noise data in L_max for LRV (both new and existing trains). The L_max data has been converted to SEL using established train noise prediction methodology^[25]. A summary of the noise data and the corresponding operating conditions is given below:

Parameters	Noise Data / Operating Conditions
L_max	: 65 dB(A)
Track form	: Ballast track in well maintained condition
Speed	: 50kph
Distance	: 25m
Length of train	: 40m (for 2-car trains)

Table 6.6 Summary of Train Noise Data Provided by KCR

6.3.1.2 Correction for Rail Deterioration

A 3dB(A) correction is included in the prediction model to allow for the rail deterioration.

6.3.1.3 Correction for Train Speeds

The train speeds for various rail sections are prepared by KCRC and LRT (Appendix 4). These speeds are the practical average travel speed, taking into account the speed limits at junctions and across roads.

The correction of L_max for train speeds is based on the following equation ^[25]:

Change of L_max with speed = 30 log (V₁ / V₂) dB(A)

Where V₁ and V₂ are the average train speeds.

6.3.1.4 Correction for Distance

The correction of L_max for distance is based on the following equation:

Change of L_max with distance = 10 log (d₁ / 25) dB(A)

Where d₁ is the distance between track and receiver.

6.3.1.5 Correction for Deck Reflection

Ballast track would be used for the track in Tin Shui Wai reserve Zone. For the grade separation works in Pui To Road, ballast track will be used except for the section directly underneath the deck of the future West Rail Tuen Mun Station. For the grade separate work in Tsing Lun Road, paved track will be used. The following corrections are applied for the reflection from the deck of viaduct.

· Viaduct with ballast track = 1.5dB(A)

· Viaduct without ballast track = 2.5dB(A)

6.3.1.6 Correction for Joints

There will be no cross-over in the proposed LRT. A 7dB(A) correction is included in the model to represent the argumentation in noise due to thermal expansion joints.

It has been advised by KCR that Continuously Welded Rail (CWR) will be adopted for the proposed LRT works. There would be neither thermal expansion joints nor structural breaks for the rail on viaduct.

6.3.1.7 Wheel Squeal

Wheel squeal would occur when wheelset negotiate sharp curves. For non-resilient wheels, researches have indicated that it may have squeal when the radius of curvature is less than 100 times of the wheelbase ^[25]. Other study ^[31] has concluded that resilient wheels are effective measures to control wheel squeal noise. That report also quoted that the use of resilient wheels would control squeal noise for radius of curvature less than 30m.

It has been advised by KCR that both the existing and future LRT trains are provided with resilient wheels, with a wheelbase of about 1.9m. For a conservative assessment however, this assessment has incorporated wheel squeal correction of 3dB(A) for curves with radius of curvatures less than 200m (including temporary track). For NSRs within 25m from such a curve, an additional correction of 3dB(A) would be allowed.

6.3.1.8 Conversion to SEL

The calculation of SEL from L _max is based on the following equation ^[25]

SEL = L _max + 10 log (L/V) +10.5 –10 log (4D / (4D²+1) + 2 tan-1 (1/2D))

Where L = train length, m

V = train speed, kph

d = Distance from track, m

D = d / L

6.3.1.9 Correction for Train Frequency

The predicted train frequencies (for before Year 2003 and up to Year 2011) during AM peak hour for various alignment sections has been provided by KCR . The train frequency for before Year 2003 will be adopted for the assessment on the temporary diversion in Pui To Road and Tsing Lun Road.

It has also been advised by LRT that the hourly train frequency during early morning before 0700 hours (ie 0630 to 0700 hours) would be 100% of the AM peak (Appendix 4). The train frequency during AM peak will therefore be adopted for the night-time noise assessment.

The correction of SEL for train frequency is calculated based on the following equation:

Change of SEL with train frequency = 10 log (N₁) dB(A)

Where N₁ is the train frequency for the rail segment.

6.3.1.10 View Angle

The correction for view angles is based on the following equation:

Change of SEL with view angle = 10 log (f/180) dB(A)

Where f is the view angle.

6.3.1.11 Correction for Façade Reflection

A 2.5dB(A) correction will be applied for all receivers to account for the façade reflection effect.

6.3.1.12 Cumulative Noise Impacts from West Rail

The proposed LRT alignments are arranged alongside the West Rail alignment in Tsing Lun Road, Lam Tei. For NSRs that are affected by both the LRT and West Rail alignments, additional noise contributions from West Rail has been included in the noise assessment to determine the cumulative noise impacts. The noise contributions from West Rail were extracted from the West Rail calculations (Appendix 5).

6.3.1.13 Structure Re-radiated Noise from Viaduct Structure

In order to estimate the magnitude of re-radiated noise from viaduct structure, noise measurements have been conducted to establish the noise re-radiated from existing LRT viaduct structures.

The location was close to Junction MJ9 (ie under the viaduct connecting Fung Tai Stop and Siu Hong Stop, and near Tuen Mun Government Primary School). The measurement location was directly underneath the existing concrete viaduct, with a head room of approximately 5-6m. Ballast track was installed. Trains were travelling at approximately 40-50kph.

The measured train noise levels are corrected to a distance of 25m (Figure 6.1) for comparison with the train noise data provided by KCR. A summary of the comparison is given below:

Location	Measured L _max,dB(A)	Dist corr, dB(A)	Corrected L_max, dB(A)	LRT Noise Data, L_max dB(A)
Near Tuen Mun Government Primary School	60 – 63	-8	52 – 55	65

Table 6.7: Comparison of Measured Structure Re-radiated Noise and KCR’s Noise Data

The corrected structure re-radiated noise levels are at least 10dB(A) less than the noise data of 65dB(A) L_max (at the reference conditions) provided by KCR. In this respect, the noise contribution from structure re-radiated noise from concrete viaduct structure would be more than 10dB(A) below the calculated airborne noise impacts. Since the cumulative noise impacts (ie with contributions from West Rail) will be controlled to within the ANL limits, the structure re-radiation noise would not have significant contributions on the cumulative noise impacts.

6.3.1.14 Normal, Abnormal and Emergency Operation

As advised by LRT, the definitions of Normal, Abnormal and Emergency Operations for LRT are as follows (see Appendix 6):

Normal The day-to-day operations without any interruption causing service delay.

Abnormal - The planned or expected event / happening which is not day-to-day or infrequent nature (eg engineering or operational adjustment catering for extended LRV services) or incidents resulting in service disruption less than 20 minutes).

Emergency - An unexpected occurrence that has environmental impact (eg spillage of chemical) or major incident as defined in the Procedure Manual of Contingencies.

Under the “Abnormal Operations”, the operation time of LRT will be extended from 0130 hours by another 1 –2 hours. These “Abnormal Operations” will occur during special periods (eg Chinese New Year and Christmas). Although the services period is extended in these occasions, the hourly train frequency will remain the same as that during “Normal” operation. The noise assessment during “Normal” operations will therefore also cover the “Abnormal” operation periods.

6.3.2 Assessment Results

The controlling noise parameter would be the night-time noise impacts (ie L_{eq, 30 min}) since the train frequency during early morning (ie 0630 to 0700) would be 100% of AM peak and the noise criterion before 0700 hours would be the one for night-time period. Given that the L_max is only 65dB(A) at 25m from track, all the NSRs would not be exposed to noise levels exceeding the stipulated 85dB(A) L_max criterion.

Air-borne rail noise prediction has been conducted according to the methodology described above. Appendix 7 presents a summary of the predicted cumulative train noise impacts.

Results indicate that the cumulative noise impacts (for year up to 2011) at all the NSRs would be within the stipulated noise limits. A summary of the predicted cumulative noise impacts for representative NSRs is given below (see Appendix 7 for details):

NSR	Description	Predicted Noise Impacts, dB(A)	Criteria, dB(A)	Compliance
N105	TSW Area 31 Phase 1 Block 1	54	55	Yes
N115	TSW Area 30 Block 4	54	55	Yes
N123	TSW Area 102 Block 4	53	55	Yes
N127	TSW Area 102 Block 15	52	55	Yes
N130	TSW Area 102 Block 18	46	55	Yes
N138	TSW Area 110 Phase 2	49	55	Yes
N149	TSW Area 111 Block 1	52	55	Yes
N151	TSW Area 111 Block 5	52	55	Yes
N153	TSW Area 111 Block 9	52	55	Yes
N45	Castle Peak Catholic Primary School	50*	65	Yes
N50	Tuen Mun Town Plaza (Block 1)	47*	55	Yes
N55	Tuen Mun Town Plaza (Block 8)	49*	55	Yes
N83	Future top-side property in West Rail Tuen Mun Centre (within 100m from industrial area)	55*	60	Yes
N48	Kam Wah Garden	49*	55	Yes
N70	Residential houses near LT1, along Ng Lau Road in Lam Tei (within 100m from Tuen Mun Road)	49*	60	Yes
N73	Yau Tze Tin Memorial College	54*	65	Yes

Table 6.8 : Summary of Predicted Cumulative Noise Impacts (up to 2011)

* with West Rail contribution

During the construction period when temporary diversion at Pui To Road and LT1 are required, the predicted cumulative noise impacts are also within the criteria. The following table summaries the results.

NSR	Description	Predicted Noise Impacts, dB(A)	Criteria, dB(A)	Compliance
N70	Residential houses near LT1, along Ng Lau Road in Lam Tei (within 100m from Tuen Mun Road)	54*	60	Yes
N45	Castle Peak Catholic Primary School	50*	65	Yes
N50	Tuen Mun Town Plaza (Block 1)	48*	55	Yes
N48	Kam Wah Garden	49*	55	Yes

Table 6.9 : Summary of Predicted Cumulative Noise Impacts (before 2003)

· with West Rail contribution

6.4 Fixed Plant Noise Assessment

6.4.1 Noise Sources

The proposed LRT works include a rectifier station (ie R16 for Tin Shui Wai Reserve Zone) that is a potential fixed noise source. It has been advised that the transformer to be installed in the rectifier stations would be similar to those that have been currently installed in Tuen Mun and Tin Shui Wai areas. Transformer bays will be provided with a concrete cover and opened on one side. Other equipment (eg switching gears) will be accommodated in plant rooms.

6.4.2 Assessment Methodology

Noise measurement results indicate that the outdoor transformers in existing rectifier stations would generate a noise level of 64 – 66dB(A) at a distance of 2m, when there are two transformers operating simultaneously. The measurements were taken during peak hour when the loading of the transformers was close to the maximum.

The assessment assumes “point source” dispersion with correction factors of 3dB(A) for tonality and 3dB(A) for façade effect. Possible screening effects from the rectifier station structure have not been included for a conservative assessment. All the transformers in the rectifier stations are assumed to be operating in the noise assessment.

6.4.3 Assessment Results

6.4.3.1 Transformer Noise

The noise impacts caused by the transformers have been conducted based on the measured transformer noise levels and the methodology described above. Calculations indicated that the predicted noise impacts, based on the measured noise data for existing transformers, would be in the range of 41-47 dB(A) for the NSRs near R16. These noise levels are within the NCO-5 limit of 50dB(A). Calculations of noise impacts are presented in Appendix 9.

Although the predicted noise impacts are within the specified noise limits, the Detailed Design Consultant is still recommended to orientate the transformer bays in such a way that the open sides are not facing the nearest NSRs, and preferably facing onto a main road, if it is practicable.

6.4.3.2 Other Noise Sources

Other potential noise sources in rectifier station include the ventilation system for switch rooms. It is recommended that a review to be conducted during the Detailed Design Stage to ensure that adequate noise attenuation treatments (eg silencers, acoustic louvres) are incorporated into the detailed design of the ventilation system to ensure compliance with the relevant noise criteria.

6.5 Recommendations

The findings of operational noise assessments indicate that there would not be any adverse impacts on the neighbouring NSRs. It is not required to implement specific noise mitigation measures for the proposed LRT Works. However, the following recommendations should be implemented during the design and operational stages of the proposed works.

· The railway operator should ensure that the worst-case noise level of 65 dB(A) L_max at 25m from straight and well maintained ballast track is always achieved.

· The Detailed Design Consultant should ensure that the structure re-radiated noise from viaduct structure is at least 10dB(A) below the noise criteria of 65 dB(A) L_max at 25m, at 50kph.

· The Detailed Design Consultant should ensure that the noise level at 2m from the transformer bays in the rectifier would be less than 66dB(A).

· The Detailed Design Consultant should orientate the open side of transformer bays in rectifier station to face away from the nearest NSRs, and preferably facing onto a main road, if practicable.

· The Detailed Design Consultant should conduct a detailed review on ventilation systems in the rectifier stations to determine the need for any noise attenuation (eg silencers, acoustic louvres etc).

6.6 Conclusion

Assessments of airborne noise and structure re-radiated noise have been conducted based on the train noise data provided by KCR and the methodology described in this section. Results indicate the cumulative noise impacts would be within the stipulated noise criteria. Recommendations are given for the railway operator and the Detailed Design Consultants to ensure compliance with the requirements given in TM-EIA.

7 Construction Noise Assessment

7.1 Legislation and Standards

Control over the generation of construction noise in Hong Kong is governed by the NCO^[5] and the EIAO^[2] and their subsidiary requirements. Various Technical Memoranda (TMs) have been issued under the NCO and the EIAO to stipulate control approaches and criteria. These TMs prescribe the maximum permitted noise levels for the use of Powered Mechanical Equipment (PME) and certain construction activities and processes, according to the type of equipment or activity, the perceived noise climate of the area, and the working hours of equipment operation and usage. The TMs applicable to the control of noise from construction activities in current proposed LRT works are:

· Technical Memorandum on Noise from Construction Work other than Percussive Piling ^[15] (TM-CW);

· Technical Memorandum on Noise from Construction Work in Designated Areas ^[16] (TM-DA); and

· Technical Memorandum on Environmental Impact Assessment Process ^[13] (TM-EIA).

7.1.1 Noise Standards in Normal Working Hours

Noise arising from general construction works during normal working hours is governed by the TM-EIA under the EIAO. The following table presents the recommended noise standards.

Uses	Acceptable Noise Standards L_{eq (30mins)}, dB(A)
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: The above standards apply to uses which rely on opened windows for ventilation.

Table 7.1: Noise Standards for Daytime (0700 to 1900 hours) Construction Activities

In accordance with the TM-EIA, the noise criteria as laid down in the above table for the construction of designated project shall be met as far as practicable. All practicable mitigation measures shall be exhausted and the residual impacts are minimised.

7.1.2 Noise Standards in Restricted Hours

The NCO provides statutory controls on general construction works during the restricted hours (ie 1900 to 0700 hours from Monday to Saturday and at any time on Sundays or public holidays). The use of Powered Mechanical Equipment (PME) for construction works during the restricted hours would require a Construction Noise Permit (CNP). The TM-CW details the procedures adopted by EPD for assessing such application. The granting of a CNP is subject to conditions stated in the permit and it may be revoked at any time for failure to comply with the stated conditions.

In addition to the general controls on the use of PME during the 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 mixer lorries, dump trucks and poker vibrators. 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.

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

Maximum noise levels from construction activities during the restricted hours at affected 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 (ASRs) established for the NSRs. The ANLs for construction works in designated areas are more stringent than those given in the TM-CW, as reflected from the corresponding Basic Noise Levels (BNLs) stated in the following table.

Time Period	Area Sensitive Ratings
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: Figures in brackets are BNLs for SPME construction work in designated areas

Table 7.2: BNLs for Construction Noise other than Percussive Piling

The eastern section of Pui To Road Grade Separation site (from Tuen Mun River Channel) lies within the Designated Area as defined in the Noise Control Designated Area Plan no. EPD/NP/KLN-01. Tin Shui Wai Reserve Zone Extension, LT1 Grade Separation and the western section of Pui To Road Grade Separation do not lie within the Designated Area.

7.2 Assessment Methodology

7.2.1 Noise Prediction Methodology

Under the current plan of construction schedule from periods March 2001 to November 2003, the construction works would be carried out at normal working hours only (ie 0700 to 1900 hours on any day other than Sunday or public holiday) and it would not be required to carry out construction works during the restricted hours (ie 1900 to 0700 hours from Monday to Saturday and at any time on Sundays and public holidays). This assessment therefore focuses on the construction works during the normal working hours.

However, should construction works during restricted hours are found to be necessary, the Contractor shall apply for a Construction Noise Permit (CNP) from the Noise Control Authority. Despite any description or assessment made in this EIA Report on construction noise aspects, 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 Technical Memoranda issued under the Noise Control Ordinance. The Noise Control Authority will take into account of contemporary conditions/situations of adjoining land uses and any previous complaints against construction activities at the site before making his decision in granting a CNP. Nothing in this EIA Report shall bind the Noise Control Authority in making his decision. If a CNP is to be issued, the Noise Control Authority shall include in it any condition he thinks fit. Failure to comply with any such conditions will lead to cancellation of the CNP and prosecution action under the NCO.

The following procedures apply to the assessment of construction noise impacts:

· locate representative NSRs that may be affected by the works;

· determine plant items for corresponding construction activities based on the agreed plant inventories with KCRC;

· determine the sound power levels of the plant items according to the information stated in the TM-CW 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 including façade, distance, barrier attenuation, acoustic reflection where applicable, in the calculations;

· predict construction noise levels at the NSRs in the absence of any mitigation measures;

· conduct assessment of noise impacts at NSRs to quantify the level of impact, in accordance with TM-CW.

An in-house program was used to facilitate the analysis of the construction noise calculations. The initial program runs were conducted without any mitigation measures. Where noise level exceedances were identified, further runs were made assuming different combinations of mitigation measures to be incorporated to control noise impacts.

7.2.2 Noise Mitigation Strategy

Where noise exceedances from assessment criteria were found at the NSRs, appropriate mitigation measures would be evaluated and recommended. A systematic approach to the evaluation of mitigation measures has been adopted, consisting of four levels of mitigation (and combination of each level) as described below.

Mitigation	Description
M1: Level One	Selection of quiet plant and working methods
M2: Level Two	Construction of temporary noise barriers
M3: Level Three	Delocalization of equipment and/or local reduction of number of plant items
M4: Level Four	Limiting equipment operating time

Table 7.3: Construction Noise Mitigation Strategy

7.2.2.1 M1: Level One Mitigation Measures

Some models of plant are quieter than the standard types listed in the TM-CW. Quiet plant is defined as PME whose actual SWL is less than the value specified in the TM-CW for the same piece of equipment. The benefits achieved in using quiet plant will depend on Contractor’s selection of working method. Examples of SWLs of specific silenced PME that may be used in the construction of the project worksites are given in BS5228 Part I, detailed in Section 7.3.5.3.

7.2.2.2 M2: Level Two Mitigation Measures

In general, noise barriers of 3 to 5 metres high located on site boundaries between noisy construction activities and NSRs could give up to 5-10 dB(A) reduction from screening. With careful consideration in the location of site access for the effectiveness of the barriers, barriers in the form of site hoardings could achieve this level of reduction. Certain types of PME, such as generators and compressors, can be partially or completely enclosed to give a total SWL reduction of 15-25 dB(A). Movable barriers that can be located close to noisy plant can also be very effective at screening NSRs from particular plant. This measure is particularly effective for low-rise noise sensitive premises or schools.

7.2.2.3 M3: Level Three Mitigation Measures

For the same set of plant items, delocalization of equipment or avoiding all equipment operating at the same site location would reduce the noise impact from construction activities on nearby NSRs. This approach is very effective for construction work site of linear shape. Delocalization of identical plant may include eg separating two dump trucks (or two concrete lorry mixers or two excavators) by more than 200m apart such that they would not be operated at the same working area. For the NSR close to the construction work site (less than 50m), the noise contribution from the distant PME would be insignificant.

Selection of the number and types of construction plant is usually left to the Contractor to allow flexibility in devising efficient working methodologies. However, in combination with the selection of quiet plant and noise barriers, limiting plant numbers may be required to provide further mitigation of construction noise levels at source in critical areas.

7.2.2.4 M4: Level Four Mitigation Measures

By restricting the percentage of operation of PME to 50% within 30-minute period, a noise reduction of 3 dB(A) could be achieved. Construction plant including dump truck may be used with careful attention to ensure that the engines are switched off or only idling at low power setting when not in direct use. For these PME the operating time should be carefully controlled so that they are only operating for 15 minutes in every consecutive 30-minute period.

7.3 Construction Noise Assessment

7.3.1 Noise Sensitive Receivers

NSRs have been identified in accordance with HKPSG and the TM-EIA. A comprehensive list of all the identified NSRs for assessment of operational noise impacts was prepared and presented in Appendix 2. These NSRs would also be affected by the construction works during the construction stage. The worst affected NSRs during the construction phase of the proposed LRT works have been considered.

The study areas will consist of three separated worksites. The three worksites that have been taken into consideration for the assessment are:

· Pui To Road Grade Separation (Worksite 1);

· LT1 Grade Separation (Worksite 2); and

· Tin Shui Wai Reserve Zone Extension (Worksite 3)

The landuses in the vicinity of the proposed alignment and LRT stops include schools and residential developments. The key representative NSRs for construction noise assessment are listed in the table. The separation distances of the NSRs to the construction sites are described in detail in Appendix 10.

Site Area	NSR	Description
Worksite 1- Pui To Road Grade Separation	N42^#	Fire Station and Ambulance
	N46	Top Court
	N47	Man Shing Building
	N48	Kam Wah Garden Block 1
	N49	Kam Wah Garden Block 2
	N50	Tuen Mun Town Plaza Block 1
	N51	Tuen Mun Town Plaza Block 2
	N53	Sun Court Podium
	N55	Tuen Mun Town Plaza Block 8
	N200	San Fat Estate
Worksite 2-LT1 Grade Separation	N64	2-storey residential house
	N65	3-storey residential house
	N66	Care Home for the Elderly
	N68	2-storey residential house
	N69	2-storey residential house
	N71	1-storey residential house
	N72	2-storey residential house
	N73	You Tze Tin Memorial College
	N74	Siu Tai House
	N76	Siu Ping House
Worksite 3- Tin Shui Wai Reserve Zone	N35	Shap Pat Heung Rural Committee Kung Yik She Secondary School
	N38	Lynwood Court Block 10
	N89	Tin Shui Wai Area 105 Phase 1 Block 5
	N106	Tin Shui Wai Area 31 Phase 1 Block 2
	N107	Tin Shui Wai Area 31 Phase 1 Block 3
	N115	Tin Shui Wai Area 30 Block 4
	N118	Tin Shui Wai Area 31 Phase 1 Primary School
	N120	Tin Shui Wai Area 31 Phase 2 Primary School
	N123	Tin Shui Wai Area 102 Phase 1 Block 4
	N129	Tin Shui Wai Area 102 Phase 5 Block 17
	N137	Tin Shui Wai Area 110 Phase 2 Block 11
	N138	Tin Shui Wai Area 110 Phase 2 Block 10
	N155	Tin Shui Wai Area 30 Phase 1 Block 6 Domestic (4/F-6/F)
	N155a	Tin Shui Wai Area 30 Phase 1 Block 6 Kindergarten (3/F)

# It was advised by the management of the Fire Station and Ambulance that there were no staff quarters and residential accommodations within the Fire Station area, and the Fire Station is not considered as NSR in this assessment.

Table 7.4: Listing of Key Representative NSRs for Construction Noise Assessment

7.3.2 Potential Sources of Impacts

Potential impacts on NSRs during the construction phase of the project will arise mainly from PME to be operated at the construction worksites. The proposed LRT alignment will be both at grade and elevated. The construction period would be from March 2001 to November 2003 according to KCRC. The LRT extension and alteration construction works will include the following key activities:

· at-grade alignment construction;

· standard viaduct construction (R.C. structure); and

· LRT stop construction.

The activities that may introduce potential noise impacts will include:

· site clearance and formation activities where it is proposed that excavator, vibratory rollers and dump trucks are used;

· LRT stop construction where it is proposed to use concrete lorry mixers and pokers;

· track laying involving tampering machine and mobile crane operation;

· piling where it is proposed to use reverse circulation drills, concrete lorry mixers and pokers;

· pile cap construction involving excavator/loader, concrete lorry mixer and poker operations;

· column construction where it is proposed to use concrete lorry mixers, pokers and mobile cranes; and

· superstructure construction where it is proposed to use concrete lorry mixers, pokers and mobile cranes.

The construction of the proposed LRT works involves different construction activities and plant at different stages. KCRC has provided construction plant inventories with the necessary quantity of plant to carry out the construction works. It is understood that the use of these plant and equipment would be KCRC’s preferred approach to the construction. Appendix 11 gives details of these plant inventories and construction schedules. This construction noise assessment has been based on these plant inventories for impact modelling.

A brief description of works to be undertaken at each worksite and the total SWLs for the plant in the absence of any mitigation measures are presented in the following table.

Site Area	Activity No.	Construction Activities Description	Total Unmitigated SWL⁽¹⁾. dB(A)
Worksite 1 – Pui To Road Grade Separation	1	Site Clearance (SCF)	121
	2	Piling (PIL)	122
	3	Pile Cap Construction (PCC)	122
	4	Backfilling (BF)	119
	5	Column Construction (CLC)	122
	6	Superstructure Construction (SSC)	122
	7	Track Laying (TRL)	120
	8	Installation of Overhead Line Cable (OLC)	118
	9	Site Reinstatement (SRE)	121
	10	Road Reinstatement (RRE)	114
Worksite 2 – LT1 Grade Separation	1	Site Clearance (SCF)	121
	2	Piling (PIL)	122
	3	Pile Cap Construction (PCC)	122
	4	Backfilling (BF)	119
	5	Column Construction (CLC)	122
	6	Superstructure Construction (SSC)	123
	7	Track Laying (TRL)	120
	8	Installation of Overhead Line Cable (OLC)	118
	9	Site Reinstatement (SRE)	121
	10	Road Reinstatement (RRE)	114
Worksite 3 – Tin Shui Wai Reserve Zone Extension	1	Site Clearance and Formation (SCF)	125
	2	LRT Stop Construction (LSC)	122
	3	Backfilling (BF)	119
	4	Track Laying (TRL)	120
	5	Installation of Overhead Line Cable (OLC)	119

[1] Based on KCRC’s plant inventories

Table 7.5: Total Unmitigated SWLs for Construction Activities

The construction works will generally be restricted to normal daytime working hours. Construction noise impacts are predicted in the following sections.

7.3.1 Cumulative Construction Noise Impact with West Rail Construction

In accordance with the current construction schedules of LRT and West Rail (Appendix 11), the two projects have no over-lapping construction period except that the LRT site formation work at Pui To Road (ie LRT Tuen Mun Station and San Fat LR Stop) would be overlapping with beam erection and station construction of West Rail.

In order to address the cumulative noise impact from West Rail construction during the overlapping period, all identified LRT NSRs at Pui To Road have been detail examined with the EPD endorsed West Rail Final EIA Report. This establishes the noise criteria for LRT construction such that the overall construction noise level at all NSRs will be within the 75dB(A) daytime construction noise limit. Table 7.7 below summarises the findings of the examination.

NSR	Description	Maximum Noise Contribution from West Rail Construction, dB(A)	Adopted LRT Construction Noise Criteria, dB(A)
N46	Top Court	#71	73
N47	Man Shing Building	#71	73
N48	Kam Wah Garden Block 1	#71	73
N49	Kam Wah Garden Block 2	#71	73
N50	Tuen Mun Town Plaza Block 1	#71	73
N51	Tuen Mun Town Plaza Block 2	#71	73
N53	Sun Court Podium	#71	73
N55	Tuen Mun Town Plaza Block 8	#71	73
N200	San Fat Estate	#75	- ^{(Note 2)}

Note:

1. The maximum noise contributions from West Rail construction are taken from the Final EIA Report for West Rail.

2. It was advised by Housing Department that San Fat Estate was scheduled to evacuate by March 2001 whereas LRT construction at that location would commence at April 2001. San Fat Estate is therefore not considered as NSRs in the assessment.

Table 7.6: Cumulative Construction Noise Criteria

The adopted LRT construction noise criteria of 73dB(A) for the above NSRs may be relaxed with a detailed assessment on West Rail construction plant schedule. It is recommended that such detailed construction noise impact assessment be conducted during the construction stage in order to allow more flexibility for the Contractor to select different plant items to suit his own construction method and schedule.

7.3.2 Predictions of Impacts

Façade noise levels at the NSRs were calculated ^[27] based on the SWLs and corrections for distance attenuation given in the TM-CW. The predicted unmitigated maximum noise levels at the key representative NSRs at ground level zone during the construction phase of the LRT works are shown below.

Site Area	NSR	Description	Activities in Each Construction Phase^(1,2)
			SCF	LSC	PIL	PCC	BF	CLC	SSC	TRL	OLC	SRE	RRE
Worksite1-Pui To	N46	Top Court	82 (9)	-	83 (10)	83 (10)	80 (7)	83 (10)	83 (10)	81 (8)	79 (6)	82 (9)	75 (2)
Road Grade Separation	N47	Man Shing Building	84 (11)	-	85 (12)	85 (12)	82 (9)	85 (12)	85 (12)	83 (10)	81 (8)	84 (11)	77 (4)
	N48	Kam Wah Garden Block 1	85 (12)	-	86 (13)	86 (13)	83 (10)	86 (13)	86 (13)	84 (11)	82 (9)	85 (12)	78 (5)
	N49	Kam Wah Garden Block 2	84 (11)	-	85 (12)	85 (12)	82 (9)	85 (12)	85 (12)	83 (10)	81 (8)	84 (11)	77 (4)
	N50	Tuen Mun Town Plaza Block 1	90 (17)	-	91 (18)	91 (18)	88 (15)	91 (18)	91 (18)	89 (16)	87 (14)	90 (17)	83 (10)
	N51	Tuen Mun Town Plaza Block 2	83 (10)	-	84 (11)	84 (11)	81 (8)	84 (11)	84 (11)	82 (9)	80 (7)	83 (10)	76 (3)
	N53	Sun Court Podium	85 (12)	-	86 (13)	86 (13)	83 (10)	86 (13)	86 (13)	84 (11)	82 (9)	85 (12)	78 (5)
	N55	Tuen Mun Town Plaza Block 8	86 (13)	-	87 (14)	87 (14)	84 (11)	87 (14)	87 (14)	85 (12)	83 (10)	86 (13)	79 (6)
	N200	San Fat Estate	84 (11)	-	84 (11)	84 (11)	82 (9)	84 (11)	84 (11)	83 (10)	81 (8)	84 (11)	77 (4)
Worksite2-LT1	N64	2-storey residential house	76 (1)	-	77 (2)	77 (2)	74 (0)	77 (2)	78 (3)	75 (0)	73 (0)	76 (1)	69 (0)
Grade Separation	N65	3-storey residential house	82 (7)	-	83 (8)	83 (8)	80 (5)	83 (8)	84 (9)	81 (6)	79 (4)	82 (7)	75 (0)
	N66	Care Home for the Elderly	74 (0)	-	75 (0)	75 (0)	72 (0)	75 (0)	76 (1)	73 (0)	71 (0)	74 (0)	67 (0)
	N68	2-storey residential house	71 (0)	-	72 (0)	72 (0)	69 (0)	72 (0)	73 (0)	70 (0)	68 (0)	71 (0)	64 (0)
	N69	2-storey residential house	88 (13)	-	89 (14)	89 (14)	86 (11)	89 (14)	90 (15)	87 (12)	85 (10)	88 (13)	81 (6)
	N71	1-storey residential house	88 (13)	-	89 (14)	89 (14)	86 (11)	89 (14)	90 (15)	87 (12)	85 (10)	88 (13)	81 (6)
	N72	2-storey residential house	70	-	71	71	68	71	72	69	67	70	63
	N73	You Tze Tin Memorial College	74 (4)	-	75 (5)	75 (5)	72 (2)	75 (5)	76 (6)	73 (3)	71 (1)	74 (4)	67 (0)
	N74	Siu Tai House	77 (2)	-	78 (3)	78 (3)	75 (0)	78 (3)	79 (4)	76 (1)	74 (0)	77 (2)	70 (0)
	N76	Siu Ping House	80 (5)	-	81 (6)	81 (6)	78 (3)	81 (6)	82 (7)	79 (4)	77 (2)	80 (5)	73 (0)
Worksite3-Tin Shui Wai Reserve zone	N35	Shap Pat Heung Rural Committee Kung Yik She Secondary School	76	73	-	-	70	-	-	71	70	-	-
Extension	N38	Lynwood Court Block 10	76 (1)	73 (0)	-	-	70 (0)	-	-	71 (0)	70 (0)	-	-
	N89	Tin Shui Wai Area 105 Phase 1 Block 5	81 (6)	78 (3)	-	-	75 (0)	-	-	76 (1)	75 (0)	-	-
	N106	Tin Shui Wai Area 31 Phase 1 Block 2	78 (3)	75 (0)	-	-	72 (0)	-	-	73 (0)	72 (0)	-	-
	N107	Tin Shui Wai Area 31 Phase 1 Block 3	79 (4)	76 (1)	-	-	73 (0)	-	-	74 (0)	73 (0)	-	-
	N115	Tin Shui Wai Area 30 Block 4	81 (6)	78 (3)	-	-	75 (0)	-	-	76 (1)	75 (0)	-	-
	N118	Tin Shui Wai Area 31 Phase 1 Primary School	82 (12)	79 (9)	-	-	76 (6)	-	-	77 (7)	76 (6)	-	-
	N120	Tin Shui Wai Area 31 Phase 2 Primary School	89 (19)	86 (16)	-	-	83 (13)	-	-	84 (14)	83 (13)	-	-
	N123	Tin Shui Wai Area 102 Phase 1 Block 4	85 (10)	82 (7)	-	-	79 (4)	-	-	80 (5)	79 (4)	-	-
	N129	Tin Shui Wai Area 102 Phase 5 Block 17	85 (10)	82 (7)	-	-	79 (4)	-	-	80 (5)	79 (4)	-	-
	N137	Tin Shui Wai Area 110 Phase 2 Block 11	83 (8)	80 (5)	-	-	77 (2)	-	-	78 (3)	77 (2)	-	-
	N138	Tin Shui Wai Area 110 Phase 2 Block 10	80 (5)	77 (2)	-	-	74 (0)	-	-	75 (0)	74 (0)	-	-
	N155	Tin Shui Wai Area 30 Phase 1 Block 6 Domestic (4/F-6/F)	87 (12)	84 (9)	-	-	81 (6)	-	-	82 (7)	81 (6)	-	-
	N155a	Tin Shui Wai Area 30 Phase 1 Block 6 Kindergarten (3/F)	87 (17)	84 (14)	-	-	81 (11)	-	-	82 (12)	81 (11)	-	-

Note:

(1) SCF : Site Clearance & Formation; LSC: LRT Stop Construction; PIL: Piling; PCC: Pile Cap Construction; BF: Backfilling; CLC: Column Construction; SSC: Superstructure Construction; TRL: Track Laying; OLC: Installation of Overhead Line Cable; SRE: Site Reinstatement; RRE: Road Reinstatement.

(2) Exceedances from daytime noise criteria (Table 7.1) are shown with brackets

Table 7.7: Unmitigated Predicted Noise Levels at Ground Level Zone of NSRs

The noise impacts at 5th floor level, 10 floor level up to 30 floor level in 5 floor level steps are also predicted, where appropriate for each NSR. Detailed analysis indicates that the predicted unmitigated maximum noise exceedances are between ground level and 5th floor level. Depending on distance and elevation of the NSR under consideration, the noise impact reduces by between 1 to 4 dB(A) for every 5 storeys.

7.3.3 Evaluation of Impacts

Predicted unmitigated construction noise levels at the NSRs are shown in Table 7.7. It should be noted that the noise levels represent worst case scenarios, since the calculations assume that all of the available plant items for a phase of works are in use for 100% of the time. In practice this is unlikely to be the case as a number of plant items will operate sequentially with spatial constraints within the work site, and all equipment items would unlikely be operated at the same location. As will be seen later, these constraints are recommended as part of the noise mitigation control strategy (M3 and M4) at some critical NSRs.

7.3.3.1 Pui To Road Grade Separation

During the construction of Pui To Road Grade Separation, adverse construction noise impacts would be likely at Tuen Mun Town Plaza Block 1 (N50) due to the limited buffer distances. Site clearance, pile cap construction, column and superstructure constructions all involve use of noisy Powered Mechanical Equipment. Other areas of significant noise impacts include Top Court (N46), Man Shing Building (N47), Kam Wah Garden (N48 and N49), Tuen Mun Town Plaza Block 2 (N51), Sun Court Podium (N53) and Tuen Mun Town Plaza (N55).

The affected floors would include low level, mid-level and high level floors. For N50 Tuen Mun Plaza Block 1, the noise exceedances in these floors are 13~16 dB(A), 10~12 dB(A) and 5~8 dB(A) respectively ^[27].

The worst affected NSRs would include the ground level and the 5th floor level, as the construction works would involve plant operation at an elevation.

The range of construction noise impacts would be 1 to 16 dB(A) exceeding the daytime criteria. The predicted worst NSRs include Tuen Mun Town Plaza Block 1 (N50).

7.3.3.2 LT1 Grade Separation

Adverse construction noise impacts would be anticipated at the low-rise residential houses (N69 and N71), primarily during site clearance, piling and pile cap construction, column and superstructure construction. A maximum noise level of 90 dB(A) was predicted at the 2-storey residential house (N69 and N71) with exceedance of 15 dB(A) above daytime construction noise criterion.

The majority of NSRs that is likely to be affected include low-rise residential houses. The high-rise building blocks including Siu Tai House and Siu Ping House (N74 and N76) will also be affected. The affected floors of these NSRs would include low level floor, mid-level floor and high-level floor. The noise exceedances in these floors are 4~7 dB(A), 3~6 dB(A) and 1~4 dB(A) respectively ^[27].

7.3.3.3 Tin Shui Wai Reserve Zone Extension

Exceedances of up to 19 dB(A) at the key representative NSRs were predicted within this section of LRT Reserve Zone Extension. The impacted areas shall include Kung Yik She Secondary School (N35), Lynwood Court Block 10 (N38), Tin Shui Wai Area 105 Phase 1 Block 5 (N89), Tin Shui Wai Area 31 Phase 1 Blocks 2 & 3 (N106 and N107), Tin Shui Wai Area 30 Block 4 (N115), Tin Shui Wai Area 31 Phases 1 & 2 Primary Schools (N118 and N120), Tin Shui Wai Area 102 Phase 1 Block 4 (N123), Tin Shui Wai Area 102 Phase 5 Block 17 (N129), Tin Shui Wai Area 110 Phase 2 Block 11 (N137) and Tin Shui Wai Area 110 Phase 2 Block 10 (N138). Adverse construction noise impacts would be anticipated at Tin Shui Wai Area 31 Phases 1 & 2 Primary Schools (N118 and N120).

The affected flats would include NSRs at all floor levels. For the high-rise residential blocks N38, N89, N106, N107 and N115, the noise exceedances in low-level, mid-level and high level floors are 3~10 dB(A), 5~10 dB(A) and 3~7 dB(A) respectively.

7.3.4 Recommended Mitigation Measures

The predicted noise levels show that unmitigated construction activities are likely to give rise to adverse daytime noise impacts at the majority of the NSRs in the vicinity of the proposed alignment, and mitigation measures are therefore required. Noise emissions from construction sites could be minimised by the following means:

· use of good site practices to limit noise emissions at the source;

· scheduling of construction works outside school examination periods in critical areas;

· use of “quiet PME” and working methods (M1);

· use of site hoarding as noise barriers (with careful design) to screen noise at ground level zone (M2);

· use of permanent, temporary and movable noise barriers (M2);

· delocalization of equipment and/or local reduction of the number of plant to be used on site, where practicable (M3); and

· limiting the operating time of construction equipment on site and use of smaller equipment (M4).

Based on the analysis of unmitigated impacts, the maximum allowable total sound power levels generated from plant items during daytime construction works (ie 0700 to 1900 hours) are derived, where maximum noise exceedance are predicted. The sound power level limits for the key representative NSRs are summarised in the table below.

Site Area	NSR	Description	Activities in Each Construction Phase^(1,2)
			SCF	LSC	PIL	PCC	BF	CLC	SSC	TRL	OLC	SRE	RRE
Worksite1-	N46	Top Court	112	-	112	112	112	112	112	112	112	112	112
Pui To Road	N47	Man Shing Building	110	-	110	110	110	110	110	110	110	110	110
Grade Separation	N48	Kam Wah Garden Block 1	109	-	109	109	109	109	109	109	109	109	109
	N49	Kam Wah Garden Block 2	110	-	110	110	110	110	110	110	110	110	110
	N50	Tuen Mun Town Plaza Block 1	104	-	104	104	104	104	104	104	104	104	104
	N51	Tuen Mun Town Plaza Block 2	111	-	111	111	111	111	111	111	111	111	111
	N53	Sun Court Podium	109	-	109	109	109	109	109	109	109	109	109
	N55	Tuen Mun Town Plaza Block 8	108	-	108	108	108	108	108	108	108	108	108
	N200	San Fat Estate	110	-	110	110	110	110	110	110	110	110	110
Worksite2-LT1 Grade	N64	2-storey residential house	120	-	120	120	120	120	120	120	120	120	120
Separation	N65	3-storey residential house	114	-	114	114	114	114	114	114	114	114	114
	N66	Care Home for the Elderly	122	-	122	122	122	122	122	122	122	122	122
	N68	2-storey residential house	125	-	125	125	125	125	125	125	125	125	125
	N69	2-storey residential house	108	-	108	108	108	108	108	108	108	108	108
	N71	1-storey residential house	108	-	108	108	108	108	108	108	108	108	108
	N72	2-storey residential house	126	-	126	126	126	126	126	126	126	126	126
	N73	You Tze Tin Memorial College	117	-	117	117	117	117	117	117	117	117	117
	N74	Siu Tai House	119	-	119	119	119	119	119	119	119	119	119
	N76	Siu Ping House	116	-	116	116	116	116	116	116	116	116	116
Worksite3- Tin Shui Wai Reserve Zone Extension	N35	Shap Pat Heung Rural Committee Kung Yik She Secondary School	114	114	-	-	114	-	-	114	114	-	-
	N38	Lynwood Court Block 10	119	119	-	-	119	-	-	119	119	-	-
	N89	Tin Shui Wai Area 105 Phase 1 Block 5	114	114	-	-	114	-	-	114	114	-	-
	N106	Tin Shui Wai Area 31 Phase 1 Block 2	117	117	-	-	117	-	-	117	117	-	-
	N107	Tin Shui Wai Area 31 Phase 1 Block 3	116	116	-	-	116	-	-	116	116	-	-
	N115	Tin Shui Wai Area 30 Block 4	114	114	-	-	114	-	-	114	114	-	-
	N118	Tin Shui Wai Area 31 Phase 1 Primary School	108	108	-	-	108	-	-	108	108	-	-
	N120	Tin Shui Wai Area 31 Phase 2 Primary School	101	101	-	-	101	-	-	101	101	-	-
	N123	Tin Shui Wai Area 102 Phase 1 Block 4	110	110	-	-	110	-	-	110	110	-	-
	N129	Tin Shui Wai Area 102 Phase 5 Block 17	110	110	-	-	110	-	-	110	110	-	-
	N137	Tin Shui Wai Area 110 Phase 2 Block 11	112	112	-	-	112	-	-	112	112	-	-
	N138	Tin Shui Wai Area 110 Phase 2 Block 10	115	115	-	-	115	-	-	115	115	-	-
	N155	Tin Shui Wai Area 30 Phase 1 Block 6 Domestic (4/F-6/F)	108	108	-	-	108	-	-	108	108	-	-
	N155a	Tin Shui Wai Area 30 Phase 1 Block 6 Kindergarten (3/F)	103	103	-	-	103	-	-	103	103	-	-

Table 7.8: Maximum Allowable Sound Power Levels

Note:

(2) Sound Power Levels in dB(A).

The above table gives guidance on the total allowable sound powers emitted from unmitigated plant items in different work areas to NSRs. The recommended control philosophies detailed in this section should be incorporated into the Contract Specification and developed in the Implementation Schedule in order to ensure the acceptable environmental performance of construction works will be complied.

The following illustrates a feasible approach to mitigate the predicted noise impacts during the construction phase. It is possible that the Contractor may develop a different package of environmental control measures to meet the required noise standards. Proposed alternative mitigation measures shall be demonstrated to meet or achieve better performances and in full compliance with the TM-EIA noise criteria and compatible with the construction programme.

7.3.4.1 Good Site Practices and Noise Management Techniques

Good site practice and noise management could considerably reduce the noise impact from construction site activities on nearby NSRs. The following measures should be followed 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, mobile container site office and other structures should be effectively utilised, where practicable, to screen noise from on-site construction activities.

The noise benefits of these techniques can vary according to specific site conditions and operations. The environmental noise climate would certainly be improved through these control practices, although the improvement can only be quantified during implementation when specific site parameters are known.

7.3.4.2 Scheduling of Construction Works Outside School Examination Period

During school examination periods, the daytime construction noise criterion is 65 dB L_{Aeq,
30 min.} which is lower than the normal daytime school criterion (70 dB L_{Aeq,
30 min.}) by 5 dB(A). In critical areas, scheduling of construction works outside school examination period to less intrusive periods would definitely reduce the noise impacts on the NSRs and this also relieves the need to incorporate more stringent noise mitigation measures required to ensure compliance with the construction noise criteria.

7.3.4.3 Use of “Quiet” Equipment and Working Methods (M1)

The use of quiet plant is identified as a feasible solution to tackle adverse noise impacts associated with the construction works. It is generally known (supported by field measurement) that particular models of construction equipment are quieter than standard types given in the TM-CW. 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.

The benefits achievable in this way can be considerable but will depend on the level of control given to the project engineer under the contract conditions and the ability and willingness to use these powers to control the level of environmental noise.

BS5228^[20] contains examples of SWLs for specific silenced PME. Examples known to be available are given in table below. The total SWLs for each construction activity with the suggested “quieter” PMEs are detailed in Appendix 12.

Power Mechanical Equipment (PME)	Power Rating and/or size	BS5228 Table No.	Maximum SWL, dB(A)	CNP Reference in TM-CW	SWL in TM-CW
Asphalt Paver	13t	C8	(101)	CNP004	109
Concrete Lorry Mixer	5m³	C6	(100)	CNP044	109
Dump Truck	35 t	C9	(109)	CNP067	117
Excavator	45kW	C3	(106)	CNP081	112
Excavator (idling)	73kW	C3	96	CNP081	112
Lorry	35t	C3	(105)	CNP141	112
Mobile Crane	56kW	C7	(106)	CNP048	112
Mobile Crane (idling)	56kW	C7	99	CNP048	112
Poker vibrator	2kW	C6	(102)	CNP170	113
Vibratory Roller	9kW, 7000kg	C3	(102)	CNP186	113

Note: Bracket indicates SWLs being used in the calculations of mitigated noise levels.

Table 7.9: Listing of “Quiet” Equipment

It should be noted that while various types of silenced equipment could be found in Hong Kong, however, the EPD when processing a CNP application for evening or night time works may apply the noise levels specified in the TM-CW and TM-DA, unless the noise emission of a particular piece of equipment can be validated by certified site measurement or demonstration.

7.3.4.4 Purpose Built Temporary Noise Barriers (M2)

Purpose built temporary noise barriers 3 to 5m high located on the site boundaries between noisy construction activities and NSRs could generally reduce noise levels by up to 5-10 dB(A) through partial screening. It would be possible for the Contractor to provide these in the form of site hoardings to achieve this attenuation effect, provided that the barriers have no openings or gaps and have a superficial surface density of at least 7kg/m².

Given that the LRT worksite is linear in shape, a 3.5m high site hoarding of adequate surface mass could provide partial screening to NSRs at lower floors from construction works at grade. In general this would provide minimum 5 dB(A) attenuation. This has been assumed in the calculations for low level NSRs provided that the construction activities are at grade. Given the detailed information of site boundary wall and the geometry between the NSRs and the noise sources, the designs of the hoarding can be worked out to meet these requirements or achieve better screening effect.

7.3.4.5 Movable Noise Barriers (M2)

Movable noise barriers that can be located close to noisy plant and be moved iteratively with the plant along a worksite can be very effective at screening noise from NSRs. A typical design which has been used in Hong Kong is a 3.5 m high wooden framed barrier with a small cantilevered upper portion of superficial density no less than 7kg/m²on a skid footing with 25mm thick internal sound absorptive lining. Barriers of this type can be placed within a short distance from mobile plant such as an excavator, mobile crane etc.

Where these screening effects can be achieved at upper floors of NSRs, greater benefits would result at lower floors. To affect noise screening to NSR at high level e.g. 5 to 15-storey zones, cantilevered top cover would be required.

It is anticipated that suitably-designed noise barriers could achieve up to 10 dB(A) for static plant and 5dB(A) noise reduction for mobile plant. The noise screening benefit for the plant items considered in this assessment is as follows:

· stationary plant – 10 dB(A) screening for PME e.g. air compressor, stressing rig, water pump, concrete pump, generator, hand-held pneumatic breaker, poker vibrator; and

· mobile plant – 5 dB(A) screening for PME e.g. excavator, roller, dump truck, concrete lorry mixer and mobile crane.

Any barriers designed by the Contractor should satisfy this noise performance in order to control the emission of noise from PME. The Contractor should pay particular attention to ensure barriers are close fitting around plant items thereby gaining greater noise reduction benefit.

7.3.4.6 Delocalization of Equipment in Critical Areas (M3)

For the same set of plant items, delocalization of equipment or avoiding all equipment operating at the same site location would reduce the noise impact from construction activities on nearby NSRs. Inspection of maximum noise exceedance calculations indicate the critical NSRs would be within 50m from the construction worksites. For two identical plant items at distance 200m apart, this would provide minimum 3 dB(A) or even more noise attenuation. In this assessment, 3 dB(A) noise reduction for concrete lorry mixer, excavator, dump truck, mobile crane, piling (reserve circulating drill) and poker is assumed to take into this factor, where required.

7.3.4.7 Local Reduction of Number of Plant Operating in Critical Areas where Practicable (M3)

In general the selection of the numbers of plant should be left to the Contractor so that in combination with the selection of quiet plant, any further reduction in the total plant noise levels, or the site specific maximum sound power levels can be achieved. This method could be more effective for activities associated with the use of dump trucks and excavators, where limiting operating plant items would be a practicable measure.

7.3.4.8 Limiting Operation Time of Construction Equipment On-Site (M4)

In locations where adverse noise impacts may arise, it would be appropriate to restrict the usage of particular noisy equipment operating within certain parts of the site that are very close to the NSRs. The percentage of time that the noisy equipment is allowed in operation may also need to be controlled so as to reduce the noise emissions during critical construction stages.

By restricting the percentage of operation of PME to 50% within 30-minute period, a noise reduction of 3 dB(A) could be achieved. In the assessment, this attenuation has been assumed for dump trucks in critical areas where M4 mitigation control is required. The dump trucks are only operating for 15 minutes in every consecutive 30-minute period.

7.3.5 Prediction of Mitigated Noise Levels

KCRC has confirmed that the above mitigation measures M1 to M4 as being practicable in completing the construction work on schedule. The noise mitigation measures described above regarding the use of quiet plant, noise barrier, equipment delocalization, local reduction of plant items and/or limiting operation time have been applied and the resultant noise levels with mitigation measures are shown in the table below.

Site Area	NSR	Description	Activities in Each Construction Phase^(1,2)
			SCF	LSC	PIL	PCC	BF	CLC	SSC	TRL	OLC	SRE	RRE
Worksite1-Pui To	N46	Top Court	73 (0) M3	-	72 (0) M1	72 (0) M2	70 (0) M1	73 (0) M1	73 (0) M2	73 (0) M2	70 (0) M1	73 (0) M2	72 (0) M2
Road Grade Separation	N47	Man Shing Building	72 (0) M2	-	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M2	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M3	72 (0) M2
	N48	Kam Wah Garden Block 1	73 (0) M2	-	73 (0) M2	73 (0) M2	73 (0) M1	73 (0) M2	73 (0) M2	73 (0) M2	73 (0) M1	73 (0) M3	73 (0) M2
	N49	Kam Wah Garden Block 2	72 (0) M2	-	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M2	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M3	72 (0) M2
	N50	Tuen Mun Town Plaza Block 1	73 (0) M3	-	73 (0) M3	73 (0) M4	73 (0) M2	73 (0) M4	73 (0) M4	73 (0) M3	73 (0) M2	72 (0) M3	73 (0) M4
	N51	Tuen Mun Town Plaza Block 2	73 (0) M2	-	73 (0) M1	73 (0) M2	71 (0) M1	73 (0) M2	73 (0) M2	73 (0) M3	71 (0) M1	73 (0) M2	73 (0) M2
	N53	Sun Court Podium	73 (0) M2	-	73 (0) M2	73 (0) M2	73 (0) M1	73 (0) M2	73 (0) M2	73 (0) M2	73 (0) M1	73 (0) M3	73 (0) M2
	N55	Tuen Mun Town Plaza Block 8	73 (0) M2	-	73 (0) M2	73 (0) M4	73 (0) M2	73 (0) M2	73 (0) M3	73 (0) M3	72 (0) M4	73 (0) M4	73 (0) M2
	N200	San Fat Estate	72 (0) M2	-	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M2	73 (0) M2	73 (0) M2	72 (0) M1	73 (0) M3	72 (0) M2
Worksite2-LT1 Grade Separation	N64	2-storey residential house	67 (0) M1	-	66 (0) M1	67 (0) M1	74 (0) M0	67 (0) M1	71 (0) M1	75 (0) M0	73 (0) M0	69 (0) M1	69 (0) M0
	N65	3-storey residential house	73 (0) M1	-	72 (0) M1	73 (0) M1	70 (0) M1	73 (0) M1	74 (0) M2	74 (0) M1	70 (0) M1	75 (0) M1	75 (0) M0
	N66	Care Home for the Elderly	74 (0) M0	-	75 (0) M0	75 (0) M0	72 (0) M0	75 (0) M0	69 (0) M1	73 (0) M0	71 (0) M0	74 (0) M0	67 (0) M0
	N68	2-storey residential house	71 (0) M0	-	72 (0) M0	72 (0) M0	69 (0) M0	72 (0) M0	73 (0) M0	70 (0) M0	68 (0) M0	71 (0) M0	64 (0) M0
	N69	2-storey residential house	75 (0) M2	-	75 (0) M2	75 (0) M2	75 (0) M2	75 (0) M2	75 (0) M3	75 (0) M2	73 (0) M2	75 (0) M3	75 (0) M2
	N71	1-storey residential house	75 (0) M2	-	75 (0) M2	75 (0) M2	75 (0) M2	75 (0) M2	75 (0) M3	75 (0) M2	73 (0) M2	75 (0) M3	75 (0) M2
	N72	2-storey residential house	70 (0) M0	-	71 (0) M0	71 (0) M0	68 (0) M0	71 (0) M0	72 (0) M0	69 (0) M0	67 (0) M0	70 (0) M0	63 (0) M0
	N73	You Tze Tin Memorial College	74 (0) M0	-	75 (0) M0	75 (0) M0	72 (0) M0	75 (0) M0	66 (0) M1	73 (0) M0	71 (0) M0	74 (0) M0	67 (0) M0
	N74	Siu Tai House	68 (0) M1	-	67 (0) M1	68 (0) M1	75 (0) M0	68 (0) M1	72 (0) M1	69 (0) M1	74 (0) M0	70 (0) M1	70 (0) M0
	N76	Siu Ping House	71 (0) M1	-	70 (0) M1	71 (0) M1	68 (0) M1	71 (0) M1	75 (0) M1	72 (0) M1	68 (0) M1	73 (0) M1	72 (0) M1
Worksite3-Tin Shui Wai Reserve Zone	N35	Shap Pat Heung Rural Committee Kung Yik She Secondary School	69 (0) M2	67 (0) M1	-	-	65 (0) M1	-	-	69 (0) M1	66 (0) M1	-	-
Extension	N38	Lynwood Court Block 10	73 (0) M1	67 (0) M1	-	-	75 (0) M0	-	-	69 (0) M1	75 (0) M0	-	-
	N89	Tin Shui Wai Area 105 Phase 1 Block 5	73 (0) M2	71 (0) M1	-	-	69 (0) M1	-	-	73 (0) M1	70 (0) M1	-	-
	N106	Tin Shui Wai Area 31 Phase 1 Block 2	75 (0) M1	69 (0) M1	-	-	67 (0) M1	-	-	71 (0) M1	68 (0) M1	-	-
	N107	Tin Shui Wai Area 31 Phase 1 Block 3	75 (0) M1	69 (0) M1	-	-	67 (0) M1	-	-	71 (0) M1	68 (0) M1	-	-
	N115	Tin Shui Wai Area 30 Block 4	73 (0) M2	71 (0) M1	-	-	69 (0) M1	-	-	73 (0) M1	70 (0) M1	-	-
	N118	Tin Shui Wai Area 31 Phase 1 Primary School	69 (0) M3	68 (0) M2	-	-	70 (0) M1	-	-	69 (0) M2	68 (0) M2	-	-
	N120	Tin Shui Wai Area 31 Phase 2 Primary School	70 (0) M3	69 (0) M3	-	-	70 (0) M2	-	-	67 (0) M3	67 (0) M3	-	-
	N123	Tin Shui Wai Area 102 Phase 1 Block 4	74 (0) M3	75 (0) M1	-	-	73 (0) M1	-	-	73 (0) M2	74 (0) M1	-	-
	N129	Tin Shui Wai Area 102 Phase 5 Block 17	74 (0) M3	75 (0) M1	-	-	73 (0) M1	-	-	73 (0) M2	74 (0) M1	-	-
	N137	Tin Shui Wai Area 110 Phase 2 Block 11	74 (0) M2	73 (0) M1	-	-	71 (0) M1	-	-	75 (0) M1	72 (0) M1	-	-
	N138	Tin Shui Wai Area 110 Phase 2 Block 10	75 (0) M4	71 (0) M1	-	-	69 (0) M1	-	-	73 (0) M1	70 (0) M1	-	-
	N155	Tin Shui Wai Area 30 Phase 1 Block 6 Domestic (4/F-6/F)	73 (0) M3	72 (0) M2	-	-	74 (0) M1	-	-	73 (0) M2	75 (0) M1	-	-
	N155a	Tin Shui Wai Area 30 Phase 1 Block 6 Kindergarten (3/F)	69 (0) M3	68 (0) M3	-	-	67 (0) M3	-	-	68 (0) M3	70 (0) M2	-	-

Table 7.10: Mitigated Predicted Noise Levels

Note:

(1) MM: Mitigation Measures (see Section 7.3.5 for details of various mitigation measures M1, M2, M3 & M4).

(2) The application sequences of M1, M2, M3 and M4 means that the higher level mitigation measures have already integrated the lower level measures.

(3) SCF : Site Clearance & Formation; LSC: LRT Stop Construction; PIL: Piling; PCC: Pile Cap Construction; BF: Backfilling; CLC: Column Construction; SSC: Superstructure Construction; TRL: Track Laying; OLC: Installation of Overhead Line Cable; SRE: Site Reinstatement; RRE: Road Reinstatement.

(4) Exceedances from daytime noise criteria (Table 7.1) are shown with brackets.

7.3.5.1 Pui To Road Grade Separation

With the use of quiet plant and noise barriers (M1+M2), construction noise levels at the majority of NSRs could be controlled within the daytime construction criteria. Noise level exceedances in the range of 3~6 dB(A) were predicted at Tuen Mun Town Plaza Block 1 (N50).

With further mitigation measures of equipment delocalization, local reduction of plant items and limiting the operation time of construction equipment (M1+M2+M3+M4), noise impact at Tuen Mun Town Plaza Block 1 (N50) would be minimised to within TM-EIA daytime recommendations.

7.3.5.2 LT1 Grade Separation

With the use of quiet plant and noise barriers (M1+M2), noise level exceedances in the range of 1~3 dB(A) were predicted at the low-rise residential houses (N69 and N71). These noise exceedances are due to superstructure construction.

With further mitigation measures of equipment delocalization and local reduction of plant items (M1+M2+M3), the construction noise levels at the above NSRs could be reduced to the acceptable daytime noise criteria.

7.3.5.3 Tin Shui Wai Reserve Zone Extension

With the use of quiet plant and noise barriers (M1+M2), noise level exceedances in the range of 1~8 dB(A) were predicted at Tin Shui Wai Area 31 Phase 1 Primary School (N118), Tin Shui Wai Area 31 Phase 2 Primary School (N120), Tin Shui Wai Area 102 Phase 1 Block 4 (N123) and Tin Shui Wai Area 102 Phase 5 Block 17 (N129) and N138, N155 and N155a.

Construction noise impacts at Tin Shui Wai Area 31 Phase 1 Primary School (N118), Tin Shui Wai Area 102 Phase 1 Block 4 (N123), Tin Shui Wai Area 30 Block 4 (N115), Tin Shui Wai Area 110 Phase 2 Block 11 (N137) and Block 10 (N138), and Tin Shui Wai Area 102 Phase 5 Block 17 (N129), N155 and N155a could be reduced to within the daytime noise limits by delocalization of plant items (M1+M2+M3).

7.3.5.4 Cumulative Impacts Within LRT Worksites

Adverse cumulative noise impacts from the three construction worksites would not be expected provided that noisy construction activities could be scheduled to more than 200m apart. This gives at least 10 dB(A) lower noise at a NSR compared to the noise generated from identical plant within a distance 50m apart.

In view of the locality of the three worksites, there would not be adverse cumulative noise impacts from simultaneous construction works in Pui To Road Grade Separation (Worksite 1) and LT1 Grade Separation (Worksite 2), as these two worksites are separated by more than distance 500m apart. However, there may be slight cumulative noise impact when construction works in the southern section of Tin Shui Wai Reserve Zone Extension and the northern end of Tin Shui Wai Phase 4 Extension (under a separate study proposal) are carried out simultaneously. To eliminate cumulative noise impacts, it is recommended to avoid simultaneous noisy activities within these two zones by scheduling of work areas at a minimum distance 200m apart. With careful management on the scheduling of construction works, the cumulative noise impacts in these areas could be eliminated.

7.3.6 Further Mitigation to be Considered by the Contractor

The following mitigation measures shall be implemented by the Contractor in order to reduce construction noise impacts identified in this report.

· The availability of detailed plans or work areas and locations of plant (as opposed to gazetted work boundaries) will enable the Contractor to reduce the amount of uncertainty in the distance corrections applied to source noise levels used in this assessment. As a guide, a doubling of distance from NSRs will achieve a 6dB(A) reduction in noise levels.

· The layout of worksites should be critically reviewed and judiciously planned in order to make best use of existing features which may be able to provide screening of NSRs from plant noise eg site offices, site containers, etc.

· To determine specific SWL measurement of typical plant proposed to be used, particularly those activities that have been identified to be noisy or cause exceedances above daytime noise criteria. These ‘actual’ levels may then be able to be used in place of the values in the TM-CW.

· Use of smaller PME with lower SWL, e.g. smaller excavator, lorry to replace dump truck, where practicable.

· Practicality/cost-effectiveness of portable, full noise barriers for sections of works identified in this report.

· Sequential operation of a limited number of plant items in every 30-minute interval. For example, only excavator and vibratory roller are used in every 30-minute interval while only grader and dump truck are used in the next consecutive 30-minute period, where practicable.

· Use of limiting the operational period of other PME, where appropriate and practicable, as a last resort in order to meet the noise criteria. As an example, if PME could be operated for only 10 minutes out of any 30 minute period, a reduction of 5dB(A) could be achieved.

With the application of one or more of the above recommended methods of mitigation, there is considerable scope practicable to reduce the majority of noise impacts to within the allowable noise limits.

7.4 Conclusion

This assessment has predicted that the unmitigated construction noise impacts associated with the LRT alterations and extensions would be high at the nearby NSRs. Standard noise mitigation measures have been identified which could reduce the noise levels to within the noise criteria at most NSRs. Measures including the use of silenced PME, installation of movable barriers, delocalization of equipment, local restrictions on the number of PME in use, limiting the operation time of construction plant and sequential operation of plant items should be incorporated into the Contract Specifications and Implementation Schedules.

With the recommended mitigation measures, construction noise impacts at all NSRs could be controlled to within 75dB(A) criteria stipulated in the TM.

The preceding assessment has been conducted based on daytime noise criteria and it is understood that evening and night-time works would not be required normally. Where evening and night works are desired by the Contractors, they shall apply for a CNP from EPD.

8 Water Quality Assessment

8.1 Legislation and Standards

The regulatory requirements and standards to protect water quality are the Water Pollution Control Ordinance (WPCO) ^[6] , its subsidiary technical memoranda, and various technical circulars issued by the Works Branch and EPD. Whilst the technical circulars are non-statutory, they are generally accepted as best guidelines in Hong Kong and have been adopted as relevant for this assessment.

8.1.1 Water Pollution Control Ordinance (WPCO)

Under the WPCO, Hong Kong waters are divided into 10 Water Control Zones (WCZs). Each WCZ has a designated set of statutory Water Quality Objectives (WQO). The standards to be met in each WCZ depend on the classification of the receiving waters (eg inland, inshore, marine or foul sewer). The standards are applied to effluents through licences issued by EPD under Sections 15, 16 and 20 of the WPCO. The relevant standards are set out in the Technical Memorandum on Standards for Effluents Discharged into Drainage and Sewerage Systems, Inland and Coastal Waters ^[17] (TM-Waters).

8.1.2 Technical Memorandum on Standards for Effluents Discharged into Drainage and Sewerage Systems, Inland and Coastal Waters

This TM issued under Section 21 of the WPCO defines acceptable discharge limits to different types of receiving waters.

Effluents discharged into the inshore and marine waters of the Victoria Harbour WCZ are subject to standards stipulated in Tables 9a and 9b of the TM. The standards in Tables 10a and 10b of the TM apply to effluents discharged into the inshore and marine waters of the North Western and Western Buffer WCZs respectively. For the Deep Bay WCZ, the standards in Table 8 of the TM apply, although reference should also be made to Section 8.1.3 below.

In this assessment study for the Tin Shui Wai Reserve Zone Extension, the standards for the effluent discharged into the coastal waters of Deep Bay WCZ, which stipulated in Table 8 of TM should be referred, although reference should also be made to Section 8.1.3 below. On the other hand, the assessment study for the Grade Separation Works, the standards for the effluent discharged into the Norther Western WCZ, which stipulated in Tables 10a and 10b of TM should be referred.

Discharges of effluents into the foul sewerage system need to comply with the standards listed in Tables 1 and 2 of the TM.

For cooling water discharges, in addition to the TM requirements (which only apply to discharges of up to 6,000m³per day), the EPD has required that discharges of between 6,000 and 1,000,000 m³ per day have a temperature of not more than 35⁰C and not more than 10⁰C above influent temperature, and contain not more than 0.2mg/1 of total residual chlorine.

8.1.3 The Deep Bay “Zero Discharge Policy”

In addition to Table 8 of the TM, this policy aims to limit the decline of water quality in Deep Bay and its catchments. It requires that major developments within Deep Bay catchments and all new developments in sensitive areas of the catchments do not increase existing pollution loads by connecting the sewage system of the developments to the public sewer system. If connection of the public sewer system is not feasible at the early development stage, (say first five years), the on-site treatment facilities should be installed as a temporary measure and the connection work of public sewer system must be completed within this period.

8.1.4 Construction Site Drainage Guidelines

The Practical Note for Professional Persons on Construction Site Drainage (PN1/94) issued by EPD provides basic environmental guidelines for the handling and disposal of construction site discharges to minimise impacts on water quality.

8.2 Assessment Methodology

8.2.1 Construction Phase

Current construction design was reviewed to assess the proximity of the proposed LRT construction activities to existing and committed WSRs. All WSRs have been identified according to the guidance provided in HKPSG, and verified by field surveys and area appraisals.

Construction type, sequence and duration were reviewed to identify activities likely to impact upon identified freshwater and marine water bodies and WSRs, water courses, streams, ponds and wetland freshwater catchment areas.

Following the identification of WSRs and potential water quality impacts, the scale, extent and severity of potential net (ie unmitigated) construction impacts were evaluated, taking into account all potential cumulative effects including those of adjacent projects, with reference to the WPCO criteria.

In the event that net water quality impacts exceed the appropriate WPCO criteria, practical water pollution control measures/mitigation proposals will be identified to ensure compliance with reference to the WPCO criteria for the beneficial uses of the marine water bodies and fresh water courses. Water quality monitoring and audit requirements will be subsequently developed to ensure the efficacy of the construction stage water pollution control and mitigation measures (Section 12).

8.2.2 Operational Phase

Present operational LRT designs were reviewed to assess the proximity of the rail alignment or any associated operational facilities to existing and future committed WSRs in accordance with the HKPSG.

All operational infrastructure proposals and activities were reviewed to identify activities likely to impact upon identified adjacent water bodies, water courses, streams, ponds, wetland freshwater catchment areas and marine WSRs.

Following the review of the LRT operation, the potential adverse effects, scale, extent and severity of potential net (i.e. unmitigated) impacts were assessed and evaluated, with reference to the WPCO criteria.

In the event that net impacts exceed the appropriate criteria, practical water pollution control measures and mitigation proposals will be identified for inclusion in the design to ensure residual impact compliance with reference to the WPCO criteria for the beneficial use of the marine water bodies and fresh water courses.

8.3 Assessment Results

The potential water quality impacts, which include the impacts on river and marine water quality and drainage, caused by the construction and operation of the Tin Shui Wai Reserve Zone Extension in Yuen Long and Grade Separations in Tuen Mun.

The generation of construction and operational wastewater are key issues as it may cause adverse water quality impacts on WSRs if not properly controlled. The mitigation measures have been recommended to ensure that discharge levels meet the TM-Waters and EPD’s ‘zero discharge’ policy for the Deep Bay catchment.

8.3.1 Construction Phase

8.3.1.1 Water Sensitive Receivers (WSRs)

Potential WSRs likely to be affected by the construction works of proposed Tin Shui Wai Reserve Zone Extension and Grade Separations include:

WSR of Grade Separation at LT1 near Tsing Lun Road	Tuen Mun River
WSRs of Grade Separation at J6/Mj7/Mj8near Pui To Road	Tuen Mun River, Tuen Mun Typhoon Shelter and the Gazetted batching beaches downstream of the Tuen Mun River
WSRs of Reserve Zone Extension	Tin Shui Wai Nullah and the proposed constructed wetland in Tin Shui Wai Reserve Zone.

8.3.1.2 Baseline Conditions

8.3.1.2.1 Tin Shui Wai Nullah

Tin Shui Wai Nullah is a concrete channel which drains the Tin Shui Wai area and discharges into inner Deep Bay. According to EPD’s River Water Quality in HK 1997, there was a marked improvement of the water quality of the nullah. The upstream monitoring station TSR2 was upgraded from “fair” to “good” and the downstream monitoring station TSR1 from “bad” to “fair”, with a substantial decrease in Ammonical-Nitrogen and E.coli (see Table 8.1).

The water quality of Tin Shui Wai nullah is monitored monthly by EPD’s river water monitoring programme. The EPD monitoring data of two monitoring stations TSR1 and TSR2 are summarised and given in Table 8.1. The monitoring locations are shown in Figure 8.1.

Even though the water quality of Tin Shui Wai Nullah was improved in 1997, the overall quality is still unsatisfactory, as reflected by occasional non-compliance with WQOs for BOD₅, COD and SS.

8.3.1.2.2 Tuen Mun River

The 38 km long Tuen Mun River has a catchment of around 16.5 km². The upstream section of the river passes through Lam Tei, San Hing Tsuen and Fu Tei. The lower section runs through Tuen Mun town as a 4 km long open nullah. The monitoring data for 1997 showed that the water quality of the lower section (Monitoring Stations TN3 – TN6) of the river was better than the upper section (Monitoring Stations TN1 – TN2). A summary of EPD monitoring data of 1997 for these six monitoring stations is given in Table 8.2. The monitoring locations are shown in Figure 8.2.

Although the water quality of Tuen Mun River was improved when compared with the monitoring data of 1996, the overall water quality is still poor, reflected by non-compliance with the WQOs, particularly the high COD values. It is also reflected by occasional non-compliance for BOD₅, SS and DO.

8.3.1.2.3 Tuen Mun Typhoon Shelter

The water quality of the Tuen Mun Typhoon Shelter is well documented by EPD’s Marine Water Quality in Hong Kong in 1997 (Monitoring Stations NT1, and NT3-NT5). A summary of monitoring data of 1997 for those monitoring stations is given in Table 8.3. The monitoring locations are shown in Figure 8.3.

The monitoring results indicate that the water quality in Tuen Mun Typhoon Shelter was generally acceptable with high level of depth-averaged DO, and low Total Nitrogen and E.coli counts.

8.3.1.2.4 Bathing Beaches in Tuen Mun

Water quality of gazetted beaches in Hong Kong is documented in report from EPD’s beach water quality monitoring programme. The water quality of gazetted bathing beaches along the shoreline of Castle Peak Road such as Kadoorie, New Cafeteria and Old Cafeteria beaches, have improved from ‘Poor’ to ‘Fair’ since 1998, although the water quality of Castle Peak beach remains as ‘Poor’.

8.3.1.2.5 North Western Water Control Zone

Water quality of North Western WCZ is also recorded in a report from EPD’s marine quality monitoring programme. A summary of monitoring data of 1997 for monitoring stations NM2 and NM3 is given in Table 8.4. North Western waters are well oxygenated in both surface and bottom layers. High E.coli counts, especially at monitoring station NM3, are reported on occasions, reflecting bacterial loading from the Tuen Mun River and Tuen Mun Typhoon Shelter. The monitoring locations are shown in Figure 8.3.

Parameter	TSR1	TSR2	WQOs for inland waters of Deep Bay WCZ
DO(mg/L)	7.6 (5.9 – 17.3)	10.5 (7.8 – 15.5)	4mg/L
BOD₅(mg/L)	14 (3-76)	3 (1-7)	3mg/L
COD(mg/L)	19 (11-130)	14 (4-41)	15mg/L
Oil and Grease (mg/L)	0.8 (0.5 – 7.6)	0.5 (0.5 – 1.2)	n.a.
SS (mg/L)	30 (7 – 140)	15 (5 – 93)	Annual Median 20mg/L
Ammonical N (mg/L)	2.50 (0.36 – 11.00)	0.46 (0.12 – 10.00)	n.a.
Total KjeldahI N (mg/L)	4.20 (0.78 – 20.00)	1.20 (0.23 – 14.00)	n.a.
Total P (mg/L)	0.88 (0.19 – 3.90)	0.17 (0.05 – 1.70)	n.a.
pH value	8.2 (7.9 – 9.6)	8.2 (7.6 – 9.5)	6.5 – 8.5
Flow (L/s)	NM	28 (3 – 570)	n.a.

Table 8.1 : Summary Statistics of 1997 Water Quality of Tin Shui Wai Nullah (TSR)

Notes:

1. Data presented are annual arithmetic means, except where specified otherwise.

2. Data enclosed in brackets are ranges.

3. NM indicates no measurement taken.

4. n.a. = not available

Source: EPD (January 1997 – December 1997)

Parameter	TN1	TN2	TN3	TN4	TN5	TN6	WQOs for inland waters of North Western WCZ
DO (mg/L)	4.0 (1.9–7.9)	9.2 (7.5–11.50)	4.4 (0.5–9.5)	4.5 (2.3–7.2)	4.5 (0.6–8.5)	5.2 (2.8–8.6)	≧4mg/L
BOD₅(mg/L)	31 (11-120)	5 (1–15)	4 (2-14)	5 (2-11)	5 (2-12)	2 (1–6)	≦3mg/L
COD (mg/L)	48 (13– 20)	18 (6–77)	135 (44–280)	107 (8–270)	130 (12–310)	140 (20–350)	≦15mg/L
Oil and Grease (mg/L)	2.3 (0.5–25.0)	1.0 (0.5–3.7)	0.5 (0.5–1.3)	0.5 (0.5–1.2)	0.5 (0.5–1.6)	0.5 (0.5–1.1)	n.a.
SS (mg/L)	29 (12–320)	12 (4–3500)	6 (3–29)	8 (5–25)	7 (4-22)	5 (3–25)	Annual Median ≦20mg/L
Ammonical N (mg/L)	9.55 (0.39-31.00)	1.75 (0.19–8.40)	0.56 (0.07–1.50)	0.55 (0.24– 1.20)	0.59 (0.10–1.50)	0.44 (0.23–0.76)	n.a.
Total Kjeldahl N (mg/L)	12.00 (0.72–38.00)	2.25 (0.26-13.00)	0.96 (0.74–2.00)	1.05 (0.72–2.10)	1.03 (0.41–2.00)	0.82 (0.54–1.20)	n.a.
Total P (mg/L)	1.80 (0.21 – 3.90)	0.47 (0.06 – 3.40	0.15 (0.07 – 0.32)	0.17 (0.09 – 0.26)	0.16 (0.07 – 0.38)	0.12 (0.07 – 0.38)	n.a.
pH value	8.0 (7.5 – 8.2)	7.6 (7.1 – 9.9)	7.6 (7.4 – 8.2)	7.7 (7.4 – 8.3)	7.6 (7.5 – 8.4)	7.3 (7.0 – 7.9)	6.5 – 8.5
Flow (L/s)	85 (30-1100)	27 (8-162)	NM	NM	NM	NM	n.a.

Parameter

TN1

TN2

TN3

TN4

TN5

TN6

WQOs for inland waters of North Western WCZ

DO (mg/L)

4.0

(1.9–7.9)

9.2

(7.5–11.50)

4.4

(0.5–9.5)

4.5

(2.3–7.2)

4.5

(0.6–8.5)

5.2

(2.8–8.6)

≧4mg/L

BOD₅(mg/L)

(11-120)

(1–15)

(2-14)

(2-11)

(2-12)

(1–6)

≦3mg/L

COD (mg/L)

(13– 20)

(6–77)

135

(44–280)

107
(8–270)

130
(12–310)

140

(20–350)

≦15mg/L

Oil and Grease (mg/L)

2.3

(0.5–25.0)

1.0

(0.5–3.7)

0.5

(0.5–1.3)

0.5

(0.5–1.2)

0.5

(0.5–1.6)

0.5

(0.5–1.1)

n.a.

SS (mg/L)

(12–320)

(4–3500)

(3–29)

(5–25)

(4-22)

(3–25)

Annual Median

≦20mg/L

Ammonical N (mg/L)

9.55

(0.39-31.00)

1.75

(0.19–8.40)

0.56

(0.07–1.50)

0.55

(0.24– 1.20)

0.59

(0.10–1.50)

0.44

(0.23–0.76)

n.a.

Total Kjeldahl N (mg/L)

12.00

(0.72–38.00)

2.25

(0.26-13.00)

0.96

(0.74–2.00)

1.05

(0.72–2.10)

1.03

(0.41–2.00)

0.82

(0.54–1.20)

n.a.

Total P (mg/L)

1.80

(0.21 – 3.90)

0.47

(0.06 – 3.40

0.15

(0.07 – 0.32)

0.17

(0.09 – 0.26)

0.16

(0.07 – 0.38)

0.12

(0.07 – 0.38)

n.a.

pH value

8.0

(7.5 – 8.2)

7.6

(7.1 – 9.9)

7.6

(7.4 – 8.2)

7.7

(7.4 – 8.3)

7.6

(7.5 – 8.4)

7.3

(7.0 – 7.9)

6.5 – 8.5

Flow (L/s)

(30-1100)

(8-162)

n.a.

Table 8.2 : Summary Statistics of 1997 Water Quality of Tuen Mun River

Notes:

1. Data presented are annual arithmetic means, except where specified otherwise.

2. Data enclosed in brackets are ranges.

3. NM indicates no measurement taken.

4. n.a. = not available

Source: EPD (January 1997 – December 1997)

Parameter	NT1	NT3	NT4	NT5
Temperature		23.8 (10.5 – 28.5)	24.2 (18.4 – 28.9)	23.7 (18.3 – 28.)	23.7 (18.1 – 28.6)
Salinity (ppt)		23.9 (8.7 – 30.8)	22.4 (5.5 – 30.9)	24.1 (9.1 – 31.0)	23.5 (7.6 – 31.4)
DO (% Saturation)	Surface	77 (53 – 88)	72 (47 – 87)	81 (54 – 95)	85.8 (61 – 103)
	Bottom	NM	NM	77 (53 – 91)	83.6 (60 – 101)
DO (mg/L)	Surface	5.6 (4.1 – 6.8)	5.3 (3.6 – 6.7)	5.9 (4.2 – 6.9)	6.3 (4.8 – 78)
	Bottom	NM	NM	5.7 (4.1 – 6.5)	6.2 (4.7 – 7.6)
pH value		7.9 (7.7 – 8.1)	8.0 (7.8 – 8.2)	7.9 (7.7 – 8.2)	7.9 (7.7 – 8.3)
SS (mg/L)		22.5 (15.0 – 32.0)	18.3 (8.0 – 40.0)	19.7 (10.4 – 37.0)	7.7 (4.2 – 11.7)
Turbidity (NTU)		8.4 (6.7 – 10.8)	15.6 (4.6 – 37.2)	6.7 (3.9 – 9.2)	4.7 (1.7 – 8.0)
BOD₅(mg/L)		0.8 (0.6 – 1.1)	0.8 (0.6 – 1.8)	0.6 (0.4 – 0.9)	0.5 (0.4 – 0.7)
Ammonical N (mg/L)		0.18 (0.08 – 0.24)	0.26 (0.09 – 0.56)	0.15 (0.05 – 0.19)	0.12 (0.03 – 0.16)
Total KjeldahI N (mg/L)		0.88 (0.56 – 1.30)	1.06 (0.71 – 1.80)	0.80 (0.55 – 1.20)	0.65 (0.22 – 1.00)
Total Nitrogen (mg/L)		1.27 (0.78 – 1.56)	1.45 (0.90 – 2.4)	1.18 (0.75 – 1.40)	1.06 (0.76 – 1.36)
Total.P (mg/L)		0.10 (0.07 – 0.15)	0.12 (0.08 – 0.18)	0.10 (0.06 – 0.14)	0.08 (0.05 – 0.13)
E. coli (cfu/100ml)		2375 (210 – 40000)	5568 (170 – 700000)	1708 (134 – 100500)	540 (39 – 17333)

Parameter

NT1

NT3

NT4

NT5

Temperature

23.8

(10.5 – 28.5)

24.2

(18.4 – 28.9)

23.7

(18.3 – 28.)

23.7

(18.1 – 28.6)

Salinity (ppt)

23.9

(8.7 – 30.8)

22.4

(5.5 – 30.9)

24.1

(9.1 – 31.0)

23.5

(7.6 – 31.4)

DO (% Saturation)

Surface

(53 – 88)

(47 – 87)

(54 – 95)

85.8

(61 – 103)

Bottom

(53 – 91)

83.6

(60 – 101)

DO (mg/L)

Surface

5.6

(4.1 – 6.8)

5.3

(3.6 – 6.7)

5.9

(4.2 – 6.9)

6.3

(4.8 – 78)

Bottom

5.7

(4.1 – 6.5)

6.2

(4.7 – 7.6)

pH value

7.9

(7.7 – 8.1)

8.0

(7.8 – 8.2)

7.9

(7.7 – 8.2)

7.9

(7.7 – 8.3)

SS (mg/L)

22.5

(15.0 – 32.0)

18.3

(8.0 – 40.0)

19.7

(10.4 – 37.0)

7.7

(4.2 – 11.7)

Turbidity

(NTU)

8.4

(6.7 – 10.8)

15.6

(4.6 – 37.2)

6.7

(3.9 – 9.2)

4.7

(1.7 – 8.0)

BOD₅(mg/L)

0.8

(0.6 – 1.1)

0.8

(0.6 – 1.8)

0.6

(0.4 – 0.9)

0.5

(0.4 – 0.7)

Ammonical N

(mg/L)

0.18

(0.08 – 0.24)

0.26

(0.09 – 0.56)

0.15

(0.05 – 0.19)

0.12

(0.03 – 0.16)

Total KjeldahI N (mg/L)

0.88

(0.56 – 1.30)

1.06

(0.71 – 1.80)

0.80

(0.55 – 1.20)

0.65

(0.22 – 1.00)

Total Nitrogen (mg/L)

1.27

(0.78 – 1.56)

1.45

(0.90 – 2.4)

1.18

(0.75 – 1.40)

1.06

(0.76 – 1.36)

Total.P (mg/L)

0.10

(0.07 – 0.15)

0.12

(0.08 – 0.18)

0.10

(0.06 – 0.14)

0.08

(0.05 – 0.13)

E. coli (cfu/100ml)

2375

(210 – 40000)

5568

(170 – 700000)

1708

(134 – 100500)

540

(39 – 17333)

Table 8.3 : Summary Statistics of 1997 Water Quality of Tuen Mun Typhoon Shelter

Note:

1. Except as specified, data presented are depth-averaged data.

2. Data presented are annual arithmetic means except for E.coli data which are geometric means.

3. Data enclosed in parentheses are ranges

Source: EPD (1998), Marine Water Quality in Hong Kong for 1997.

Determinant		North Western WCZ EPD Monitoring Station
		NM2	NM3
Temperature (⁰C)		24.5 (18.1 – 28.8)	22.6 (17.9 – 25.7)
Salinity (ppt)		22.8 (6.9 – 31.3)	28.2 (21.9 – 31.3)
DO (% Saturation)	Surface	85 (62 – 103)	73 (49 – 89)
	Bottom	90 (77 – 103)	67 (50 – 89)
DO (mg/L)	Surface	63 (4.8 – 7.8)	5.4 (3.9 – 6.9)
	Bottom	6.7 (5.6 – 7.8)	4.9 (3.6 – 6.8)
SS (mg/L)		7.0 (3.8 – 11.0)	8.0 (3.7 – 13.2)
Turbidity (NTU)		5.0 (2.5 – 6.8)	5.5 (1.9 – 8.0)
pH value		8.1 (8.0 – 8.2)	7.6 (6.6 – 8.2)
BOD₅(mg/L)		0.6 (0.4 – 0.8)	0.5 (0.3 – 0.7)
Ammoniacal N (mg/L)		0.10 (0.04 – 0.15)	0.10 (0.07 – 0.15)
Total KjeldahI N (mg/L)		0.62 (0.27 – 1.02)	0.73 (0.39 – 1.02)
Total P (mg/L)		0.07 (0.05 – 0.13)	0.08 (0.05 – 0.14)
E.coli (cfu/100ml)		106 (11 – 4400)	1358 (250 – 14933)

Table 8.4 : Summary Statistics of 1997 Marine Water Quality in North Western Waters

Note:

1. Except as specified, data presented are depth-average data.

2. Data presented are annual arthmetic means except for E. coli data which are annual geometric means.

3. Data enclosed in brackets are ranges.

Source: EPD (January 1997 – December 1997

8.3.1.3 Potential Source of Impact

Potential sources of impacts to water quality from the construction of the elevated grade separations and extension alignments are shown below:

· Construction Runoff ; and

· Sewage effluents generated from the construction workforce.

8.3.1.4 Prediction and Evaluation of Impact

8.3.1.4.1 Construction Runoff

Construction runoff from site areas may contain high loading of suspended solids (SS) and contaminants. Potential water pollution sources from construction site run off include:

a) Runoff and erosion from site surfaces, drainage channels, earth working areas and stockpiles;

b) Wash water from dust suppression sprays and wheel washing facilities; and

c) Fuel, oil, solvents and lubricants from maintenance of construction machinery and equipment.

Construction runoff may cause physical, biological and chemical effects. The physical effects could cause the increasing of SS from the site, which could cause blockage of drainage channels. Local flooding may also happen in a heavy rainfall situation. The chemical and biological effects caused by the construction runoff are highly dependent upon the chemical and nutrient content of the runoff. Runoff containing significant amounts of concrete and cement-derived material may cause primary chemical effects such as increasing of turbidity and discoloration, elevation in pH, and accretion of pH solids. A number of secondary effects may also result in toxic effects to water biota due to elevated pH values, and reduced decay rates of faecal micro-organisms and photosynthesis rate due to the decreased light penetration.

Once the construction activities commence, there will be an increase of SS levels and turbidity of nearby water bodies such as the proposed constructed wetland in Tin Shui Wai Reserved Zone. The downstream water quality of Tin Shui Wan Nulllah and Tuen Mun River may also be affected by the construction of Reserve Zone Extension and Grade Separations respectively.

The water quality impacts from these construction activities are likely to be minimal provided that site boundaries are well maintained and good construction practices are applied to ensure that litter, fuel, oil, solvents and lubricants are properly managed, stored, handled and disposed.

8.3.1.4.2 Sewage Effluents

Sewage effluents will arise from the sanitary facilities provided for the on-site construction workforce. The characteristics of sewage would include high levels of 5-day Biochemical Oxygen Demand (BOD₅), Ammonia and E. coli counts.

Portable chemical toilets and proper disposal of sewage will be implemented at site offices to ensure that discharge standards are met. The same practice could be applied for the sewage generated by the construction workers dispersed along the extension alignments. No major water quality impact is expected.

8.3.2 Operation Phase

8.3.2.1 Baseline Conditions

The selected WSRs for the construction phase are also applicable to the operational phase.

Owing to the enforcement of Livestock Waste Control Scheme and the WPCO, it is expected that the surface water quality will be improved gradually. Therefore, the pollution loading from the nearby environment should be reduced gradually.

8.3.2.2 Potential Sources of Impacts

The runoff from rail track is considered as a potential source of impact to water quality from the operation of the grade separations and extension alignment.

Air conditioning systems are not included in the design of LRT stops. Therefore, cooling water discharge is not considered as a potential source of impact.

Sewage discharge is not considered as a potential source of impact, as no commercial activities are allowed and there are no toilet/restroom facilities provided in the LRT stops. For LRT terminus however, toilets will be provided.

8.3.2.3 Predication and Evaluation of Impacts

The rail track runoff may be contaminated with SS (including metal chippings from track grindings and corrosion of rolling stock and other equipment). Grinding of rail will take place on a regular basis. Oil and grease arising from the light rail trains may also contaminate the rail track runoff. The requirements in the TM standards will be achieved if appropriate mitigation measures are adopted and implemented in order to minimise the potential contamination sources.

The sewage discharge from the toilets in the terminus will be discharged to the nearby public sewers. No adverse impacts are anticipated.

8.4 Recommendations

8.4.1 Construction Phase

Appropriate mitigation measures should be implemented to control construction runoff to prevent SS loading entering the water bodies and impacting on downstream WSRs. The surface runoff, soil erosion and sewage effluents should be minimised by proper site management practices.

The guidelines stipulated in the ProPECC PN 1/94 ^[18] should be followed in order to control the construction site runoff. Good housekeeping and best management practices should be implemented to ensure the runoff from construction site area and any stored excavated material complies with the WPCO and there are no unacceptable impacts on the WSRs caused by the construction activities. All discharge for the construction site areas should be controlled to comply with the TM-Waters. The “zero discharge” policy should also be complied for the construction of alignment of Tin Shui Wai Reserve Zone Extension due to the site areas falling within the Deep Bay WCZ.

8.4.1.1 Construction Runoff

Exposed soil areas should be minimised to reduce the contamination of runoff and erosion. The following mitigation measures should be adopted to control the runoff-related impacts:

a) The use of sediment/silt traps; and

b) The adequate maintenance of drainage systems to prevent flooding and overflowing.

The dikes or embankments for flood protection should be implemented around the boundaries of earthwork areas. Temporary ditches should be provided to facilitate the runoff discharge into an appropriate watercourse, through a site/sediment trap. The sediment/silt traps should be incorporated in the permanent drainage channels to enhance deposition rates.

Both temporary and permanent drainage pipes and culverts provided for runoff discharge should be adequately designed for the controlled release of storm flows. All sediment/silt traps should be cleaned and maintained regularly. The temporarily diverted drainage should be reinstated to its original condition when the construction works have finished or the temporary diversion is no longer required.

Wheel washing facilities should be implemented and regularly cleaned and maintained. Sediment, sand and silt in the wash water from the wheel washing facilities should be settled out and removed before discharging in storm drains. A section of the road between the wheel washing bay and the public road should be paved with backfill to prevent wash water or other site runoff entering the public road drain.

Oil interceptors should be provided in the drainage system downstream of any oil/fuel pollution sources. The oil interceptors should be emptied and cleaned regularly to prevent the release of oil and grease into the storm water drainage system after accidental spillage. A bypass should be provided for the oil interceptors to prevent flushing during of heavy rain.

All fuel/oil tanks and chemical storage tanks/areas should be provided with locks and be sited on sealed areas, within bunds of a capacity equal to 110% of the storage capacity of the largest tank, to prevent spilled fuel oils from reaching the receiving water bodies.

By adopting the above mitigation measures with Best Management Practices (BMPs) it is anticipated that the impacts of construction site runoff from the construction site will be reduced to an acceptable levels before discharges.

8.4.1.2 Sewage Effluent

Portable chemical toilets and sewage holding tanks are recommended to handle the construction sewage generated by workers from both the construction areas and dispersed along the alignment. A licensed contractor should provide appropriate and adequate portable toilets and is responsible for appropriate disposal and maintenance.

8.4.1.3 Residual Impacts

Although the runoff from construction areas is expected, the water quality impacts will generally be temporary and localised. Therefore, no residual water quality impacts are expected from the construction phase of the extension alignment, provided that all of the recommended mitigation measures including appropriate drainage and silty runoff collection facilities are adopted.

It is considered that control of discharges from construction activities and proper site management procedures, as mentioned above, no residual water quality impacts is expected.

8.4.2 Operation Phase

8.4.2.1 Runoff from Rail Track

The impacts from track runoff could be minimised by the adoption of the following mitigation measures:

a) Provide a surface water drainage system in order to collect the track runoff. Where oil and lubricating fluids could be spilt, the track drainage channels discharge should pass through oil/grit interceptors/chambers or sub-soil drainage system, to remove oil, grease and sediment before being pumped to the public stormwater drainage system;

b) The silt traps and oil interceptors should be cleaned and maintained regularly. The efficiency and performance of these facilities are highly dependent on regular cleaning and maintenance; and

c) Oily contents of the oil interceptors should be transferred to an appropriate disposal facility, or to be collected for reuse, if possible.

8.4.2.2 Residual Impacts

No residual operational water quality impacts are expected if appropriate drainage and effluent collection systems are adopted and incorporated.

8.5 Conclusion

The potential water quality impacts arising from the construction and operational phase of the Tin Shui Wai Reserve Zone Extension in Yuen Long and Grade Separations in Tuen Mun have been assessed. Assessment results indicate that no residual water quality impacts should be generated from the construction and operation of the new LRT extension and grade separation works provided that the recommended mitigation measures are implemented.

9 Waste Management Implications

9.1 Legislation and Standards

The following legislation relates to the handling, treatment and disposal of waste in Hong Kong, and will be considered in assessing potential impacts and their avoidance or mitigation:

a) The Waste Disposal Ordinance ^[7]

b) The Waste Disposal (Chemical Waste) (General) Regulation ^[8]

c) The Land (Miscellaneous Provisions)Ordinance ^[12]

d) The Public Health and Municipal Service Ordinance (Cap 132) – Public Cleansing and Prevention of Nuisances (Urban Council and regional Council) By-laws ^[9] ; and

e) Dumping At Sea Ordinance ^[10]

The Waste Disposal Ordinance (WDO) prohibits the unauthorised disposal of wastes. Construction and demolition (C&D) material is not directly defined in the WDO but is considered to fall within the category of “trade waste”. Under the WDO, wastes can only be disposed of at sites licensed by EPD.

Under the Waste Disposal (Chemical Waste) (General) Regulation, all producers of chemical wastes (including asbestos) must register with EPD and treat their wastes, either by utilising on-site plant licensed by EPD, or by arranging for a licensed collector to take the wastes to a licensed facility. The regulation also prescribes the storage facilities to be provided on site, including labelling and warning signs, and requires the preparation of written procedures and training to deal with emergencies such as spillage, leakage or accidents arising from the storage of chemical wastes.

Public fill, which are wholly inert construction wastes, may be taken to the Tseung Kwan O public filling area and Shatin (Pak Shek Kok) public filling area, which are the only two public filling areas available in Hong Kong. Public filling areas usually form part of land reclamation schemes operated by the Civil Engineering Department (CED). The Land (Miscellaneous Provisions) Ordinance requires that dumping licenses should be obtained by individuals or companies who deliver suitable public fill to public filling areas. The licenses are issued by the CED under delegated powers from the Director of Lands.

The Public Cleansing and Prevention of Nuisances By-Laws provide further controls on the illegal tipping of wastes on unauthorised (unlicensed) sites.

The following documents and guidelines also relate to waste management and disposal in Hong Kong:

a) Waste Disposal Plan for Hong Kong (December 1989), Planning, Environmental and Lands Branch, Hong Kong Government Secretariat;

b) Environmental Guidelines for Planning In Hong Kong (1990), Hong Kong Planning and Standards Guidelines, Hong Kong Government;

c) New Disposal Arrangements for Construction Waste (1992). Environmental Protection Department and Civil Engineering Department;

d) Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes (1992), Environmental Protection Department;

e) Works Branch Technical Circular No 2/93, Public Dumps;

f) Works Branch Technical No 16/96, Wet Soil in Public Dumps;

g) Works Bureau Technical Circular No. 5/98, On Site Sorting of Construction Waste on Demolition Sites;

h) Works Bureau Technical Circular No. 5/99, Trip-ticket System for Disposal of Construction and Demolition Material;

i) Environmental Protection Department Technical Circular No. 1-1-92, Classification of Dredged Sediments for Marine Disposal; and

j) Technical Circular No. 22/92, Marine Disposal of Dredged Mud, Works Branch.

9.2 Assessment Methodology

The assessment of environmental impacts from waste generation from the construction and operation of proposed LRT works is based on three factors:

a) The type and nature of waste generated;

b) The amounts and rates of principal waste types generated; and

c) The proposed reuse, recycling, storage, collection, transport and disposal method, and the impacts of these methods.

9.2.1 Types and Nature of Waste Generated

9.2.1.1 Construction Phase

Construction activities will result in the generation of a variety of wastes that can be divided into distinct categories based on their constituents, as follows:

a) Site clearance waste;

b) Excess excavated material;

c) General construction waste;

d) Demolition waste;

e) Chemical waste; and

f) General refuse.

Site clearance waste is generated from site preparation work, and generally consists of a mixture of wood, metal and general refuse from the temporary structures. Excess excavated material is defined as inert material removed from the ground and sub-surface which will not be reused on site.

General construction waste comprises unwanted materials generated during the construction works, including rejected structures and materials, materials which have been over ordered or are surplus to requirements, and materials which have been used and discarded.

Demolition waste may be generated through the demolition of roads and permanent buildings prior to construction. Materials with high scrap value, such as metals, are normally recycled. The remaining materials should be separated into inert and non-inert material for disposal at public dump landfill.

Chemical waste likely to be generated from the construction works will, for the most part, arise from the maintenance of equipment, scrap batteries or spent acid/alkali, used engine oils and hydraulic fluids, chemicals/oil based emulsions, spent mineral oils and cleaning fluids, and spent solvents.

General refuse includes any waste that does not fit into any of the categories previously described.

9.2.1.2 Operational Phase

During the operation phase of LRT, waste arisings will typically consists of the following:

a) General refuse;

b) Industrial waste; and

c) Chemical waste.

The amount of waste arising from these sources will depend on the staffing and customer levels and facilities available at the LRT stops and the nature of the maintenance activities.

General refuse will arise from the public and staff. As no commercial activity is allowed within the LRT stops, only miscellaneous waste produced during daily activities is expected.

Industrial waste will arise from the maintenance activities. The materials may include scrap materials from rail and carriage maintenance, cleaning materials and discarded electronic equipment.

Chemical waste will also arise from maintenance activities. This includes paint s, lubricants and solvents etc.

9.2.2 Proposed Waste Management Methods

The re-use, recycling, storage, collection, transport, and disposal methods for various wastes during the construction and operational stages, and the environmental implications will be proposed and discussed in Section 9.4.

9.3 Assessment Results

9.3.1 Potential Sources and Prediction of Impacts

9.3.1.1 Construction Phase

9.3.1.1.1 Site Clearance Waste

The grade separations are located in Tuen Mun urban areas. Both the temporary and permanent structures will be located close to the existing at grade track. Site clearance will be limited to the removal of several planters. The alignment area in the Reserve Zone has been reserved since the early development stage of Tin Shui Wai. Therefore, no major site clearance works is required and no significant site clearance waste is anticipated.

9.3.1.1.2 Excavated Material

The grade separations in Tuen Mun will be supported on the viaduct. The alignment of the new Reserve Zone Extension will be constructed at grade, with the ballast track (except the viaduct across Junction C). Extensive excavation works are not anticipated. The estimated quantity of excavated material is given in Section 9.3.2.1.2. Section 9.3.2.1.2 also highlight the potential to transport the excavated to other construction site for re-use.

9.3.1.1.3 General Construction Waste

General construction waste will be generated from the construction of the viaduct in Pui To Road and LT1, and tracks and passenger stops, and will consist of wood waste from formwork and falsework, material and equipment wrappings, and surplus or rejected construction material. The estimated quantity of general construction waste is given in Section 9.3.2.1.3. The measures to be taken during construction stage to reduce generation of construction waste and for the disposal of waste are given in Section 9.4.1.4.

9.3.1.1.4 Demolition Waste

No significant demolition works will be required for the proposed new extension and grade separations.

9.3.1.1.5 Chemical Waste

Substances likely to be generated by construction of the extension will, for the most part, arise from the maintenance of equipment. These include, but need not be limited to the following:

a) Scrap batteries or spent acid/alkali from their maintenance;

b) Used engine oils, hydraulic fluids and waste fuel;

c) Spent mineral oils and cleaning fluids from mechanical machinery; and

d) Spent solvent/solutions, some of which may be halogenated, from equipment cleaning activities.

Chemical waste may pose serious environmental, health and safety hazards if it is not properly managed. These hazards include:

a) Toxic effects to workers;

b) Advance effects on water quality from spills;

c) Fire hazards; and

d) Disruption of sewage treatment works if the chemical waste enters the sewerage system.

9.3.1.1.6 General Refuse

General refuse will be generated from the site offices. The storage of general refuse will have the potential to give rise to adverse environmental impacts. These include odour if waste is not collected frequently, windblown litter, water quality impacts if waste enters water bodies, and visual impacts. The site may also attract pests and vermin if the waste storage area is not well maintained and cleaned regularly. In addition, disposal of wastes at sites other than approved waste transfer or disposal facilities, can also lead to similar adverse impacts at those sites.

9.3.1.2 Operational Phase

9.3.1.2.1 General Refuse

General refuse will arise mainly within the LRT stops from the public. General waste produced during daily activities will be the main refuse source. Similarly to the construction phase, the storage of general refuse has the potential to give rise to adverse environmental impacts if the waste is not collected frequently.

9.3.1.2.2 Industrial Waste

Industrial waste will be generated from maintenance activities of the grade separations, railway and LRT stops. The materials may include scrap materials from rail and carriage maintenance, used fluorescent tubes, cleaning materials and discarded electronic equipment.

9.3.1.2.3 Chemical Waste

Chemical waste will be generated from maintenance activities of the grade separations, railway and LRT stops. The waste may include lubricants, paints, acids/alkalis, coolants and solvents. Similarly to the construction phase, these chemical wastes may cause significant environmental, health and safety impacts if they are not managed properly.

9.3.2 Evaluation of Impacts

9.3.2.1 Construction Phase

9.3.2.1.1 Site Clearance Waste

The grade separations will be built at the existing rail alignment areas. The proposed extension has been reserved since the early development stage of Tin Shui Wai. There will be minor site clearance works required. It is anticipated that the environmental impacts due to the storage, handling, transport and disposal of site clearance waste will be minimal.

9.3.2.1.2 Excavated Material

Tunnelling works are not required for this grade separations and extension project.

Excavated material will be expected from the removal of the top layer soil for the construction of the ballast track bed of Phase 4. Excavation will also be carried out for construction of piles and pile cap foundations. The approximate length of ballast track for Reserved Extension is 2.5 km. The average width of the ballast track is 9.5 m and an average depth of 0.5 m of top layer soil will be excavated. Relatively insignificant quantities in the range of a few hundred cubic metres of excavated material will be generated by the grade separation. Therefore, the total quantity of excavated material is estimated to be in the range of 12,000 m³ to 12,500 m³.

According to the WR EIA Report, the construction of the Western Section (Tuen Mun and Yuen Long areas) will generate about 543,000 m³ (37,000 m³ of rock and 506,000 m³ of soil) of excavated material and will require 1.55 million m³ of structural and embankment fill. Therefore, fill material needs to be imported to the site. It is suggested that, if practicable, the excavated material from LRT Alterations project could be transported to the sites of the Western Section of WR as filling material. If any excavated material is unsuitable as fill, it should comply with the public dumping license requirements, and could therefore be accepted at public filling areas.

It is anticipated that approximately 1500 m³ of excavated material will be on-site used. The rest quantity of approximately 11000 m³ of excavated material will be transported to the sites of the Western Section of WR or, where unavoidable, disposed at public filling area. Therefore it is not anticipated to have a significant impact on the demand for public filling capacity. The disposal of inert excavated material at public filling areas or land formation sites will not have any long-term environmental impacts.

9.3.2.1.3 General Construction Waste

The storage, handling, transport and disposal of general construction wastes have the potential to create visual, water, dust and associated traffic impacts. A total of about 1,600m²Gross Floor Area (GFA) will be constructed for the terminus and stops. Based on a waste generation rate of 0.1 m³/m² of GFA to be constructed, approximately 160m³ of general construction waste will be generated from the construction of LRT stops. The construction waste generated from the construction of grade separations in Tuen Mun is difficult to assess at this stage. However, owing to their relatively small scale, the quantity of construction waste generated will be minimal.

General construction waste should be removed from the site as soon as practicable in order to avoid adverse environmental impacts arisen from on-site storage of the material.

9.3.2.1.4 Demolition Waste

The quantity of the demolition waste will be insignificant, as there are no major demolition works required for this new proposed extension project.

9.3.2.1.5 Chemical Waste

It is difficult to quantify the amount of chemical waste that will arise from the construction activities as it will be highly dependent on the Contractor’s on-site maintenance activities and the number of plants and vehicles used. However, it is believed that the quantity of chemical waste, such as lubricating oils and solvents, produced from plant maintenance will be relatively small. These chemical wastes should be readily accepted by the Chemical Waste Treatment Center (CWTC) at Tsing Yi.

The storage, handling, transport and disposal of chemical waste should be undertaken in strict accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes. Provided that this is complied, and chemical wastes are disposed of at a licensed facility, the environmental impact due to handling and disposal of chemical waste will be minimal.

9.3.2.1.6 General Refuse

In accordance with the information provided by KCRC, the construction sites for the Grade Separations in Tuen Mun and Reserve Zone Extension in Yuen Long will employ about 260 and 156 workers respectively. Estimation of waste generated from the number of workers indicates that the amount of general refuse produced will be approximately 160 kg and 96 kg per day respectively. The environmental impacts caused by storage, handling, transport and disposal of general refuse could be minimised by the adoption of appropriate mitigation measures recommended in the next section.

9.3.2.2 Operational Phase

9.3.2.2.1 General Refuse

The daily activities in LRT stops will be the main source of general refuse during the operation stage. Two garbage bins (about 0.035m³) will be provided for each LRT stop platform and there are 16 passenger stops platforms in Tin Shui Wai Reserve Zone Extension.

It is assumed that the licensed contractor would collect the refuse up to 2 times per day, therefore, the maximum daily quantity of general refuse is estimated as about 2.24 m³. Any potential impacts could be minimised by the adoption of appropriate mitigation measures recommended in the next section.

9.3.2.2.2 Industrial Waste

The quantity of industrial waste to be produced during the operational phase is difficult to determine at this stage. However, it is likely to be relatively small. It is not expected that storage, handling, transport and disposal of industrial waste will cause any significant environmental impact if the scrap materials are collected regularly. Other general industrial waste such as plastic, cloth and paper can be collected together with the general refuse and disposed of at licensed waste transfer or disposal facilities.

9.3.2.2.3 Chemical Waste

The quantity of chemical waste to be produced during the operational phase is difficult to determine at this stage, but it is likely to be relatively small. Chemical waste should be stored, handled, transported and disposed of in accordance with the Chemical Waste Regulations and Code of Practice on Packaging, Labelling and Storage of Chemical Wastes. They should be collected and transported to the CWTC or other licensed facility by a registered waste collector. No unacceptable impacts associated with the management of chemical waste during the operational phase are anticipated if appropriate handling, storage and disposal procedures are followed.

9.4 Recommendations

This section sets out the storage, transportation and disposal measures which are recommended to avoid or minimise potential adverse impacts associated with waste arising from the construction and operation of the proposed LRT works. For the construction phase, the Contractor should incorporate these recommendations into a comprehensive on-site waste management plan. For the operational phase, it is recommended that KCRC should incorporate the recommendations into the current waste management plan of the operation of LRT.

9.4.1 Construction Phase

9.4.1.1 Waste Management Hierarchy

The waste management options can be categorised in terms of preference from an environmental viewpoint. The options considered to be more preferable have the least impacts and are more sustainable in a long term context. The hierarchy is as follow:

a) Avoidance and minimisation (not generating waste through changing or improving practices and design);

b) Reuse of materials, thus avoiding disposal;

c) Recovery and recycling, thus avoiding disposal; and

d) Treatment and disposal, according to relevant regulations, guidelines and good practice.

The Contractor should consult the Waste Disposal Authority on the final disposal of waste.

The hierarchy should be used to evaluate waste management options, thus allowing maximum waste reduction and often reducing costs. Reduction measures should be introduced at the design and construction stages, wherever possible, by careful purchasing control, reuse of formwork and good site management. By reducing or eliminating over-ordering of construction materials, waste is avoided and costs are reduced both in terms of purchasing and in disposing of wastes.

9.4.1.2 Storage, Collection and Transport of Waste

Permitted waste collectors should be used to collect and transport wastes to the appropriate disposal points. The following measures to minimise adverse impacts should be instigated:

a) Handle and store wastes in a manner which ensures that they are held securely without loss or leakage, thereby minimising the potential for pollution;

b) Use authorised or licensed waste collectors to collect the specific category of waste;

c) Remove wastes in a timely manner;

d) Maintain and clean waste storage areas regularly;

e) Minimise windblown litter and dust during transportation by either covering trucks or transporting wastes in an enclosed container;

f) Obtain the necessary waste disposal permits from the appropriate authorities, if required, in accordance with the Waste Disposal Ordinance (Cap 354), Waste Disposal (Chemical Waste) (General) Regulation (Cap 354) and the Land (Miscellaneous Provisions) Ordinance (Cap 28);

g) Dispose of waste at licensed sites;

h) Develop procedures such as a ticketing system to facilities, tracking of loads, particularly for chemical waste, and to ensure that illegal disposal of waste does not occur; and

i) Maintain records of the quantities of wastes generated, recycled and disposed.

9.4.1.3 Excavated Material

The quantity of surplus excavated material to be generated from construction of the proposed LRT works is expected to be small. However, in order to minimise the quantity of surplus excavated material to be delivered to public filling areas, the priority for off-site disposal of surplus excavated material should be considered as follows:

a) Transport to the Western Section of WR for reuse, if practicable;

b) Transport to other land formation sites in the Tuen Mun and Yuen Long areas for reuse;

c) Transport to public filling areas.

The Contractor should liaise with other Contractors who will require fill material during that period. This will minimise the quantity of inert excavated material to be delivered to public filling areas.

9.4.1.4 Construction and Demolition Material

In order to minimise waste arisings and keep environmental impacts within acceptable levels, the mitigation measures described below should be adopted.

Careful design, planning and good site management can minimise over-ordering and waste materials such as concrete, mortars and cement grouts. The design of formwork should maximise the use of standard wooden panels so that high reuse levels can be achieved. Alternatives such as steel formwork or plastic fencing should be considered to increase the potential for reuse.

The Contractor should recycle as much as possible of the construction waste on-site. Proper segregation of wastes on site will increase the feasibility of recycling certain components of the waste stream by recycling Contractors. Concrete and masonry can be used as general fill and steel reinforcement bars can be used by scrap steel mills. Different areas should be designated for such segregation and storage wherever site conditions permit.

On-site sorting and segregation facility of all type of wastes is considered as one of the best practice in waste management and hence, should be implemented in all projects generating construction waste. The sorted public fill and construction & demolition (C&D) waste should be disposed of at the designated public filling areas and landfills, respectively.

The handling and disposal of bentonite slurries should be undertaken in accordance with ProPECC PN 1/94 ^[18] .

9.4.1.5 Chemical Waste

For these processes which generate chemical waste, it may be possible to find alternatives which generate reduced quantities or even no chemical waste, or less hazardous chemical waste.

Chemical waste that is produced, as defined by Schedule 1 of the Waste Disposal (Chemical Waste) (General) Regulation, should be handled in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes as follows:

Containers used for the storage of chemical wastes should:

a) Be suitable for the substance they are holding, resistant to corrosion, maintained in a good condition, and securely closed;

b) Have a capacity of less than 450 liters unless the specification has been approved by the EPD; and

c) Display a label in English and Chinese in accordance with instructions prescribed in Schedule 2 of the regulation.

The storage area for chemical wastes should:

a) Be clearly labelled and used solely for the storage of chemical waste;

b) Be enclosed on at least 3 sides;

c) Have an impermeable floor and bunding of sufficient capacity to accommodate 110% of the volume of the largest container or 20 % of the total volume of waste stored in that area, whichever is the greatest;

d) Have adequate ventilation;

e) Be covered to prevent rainfall entering (water collected within the bund must be tested and disposed as chemical waste if necessary); and

f) Be arranged so that incompatible materials are adequately separated.

Disposal of chemical waste should:

a) Be via a licensed waste collector; and

b) Be transported to a licensed facility to receive chemical waste, such as the Chemical Waste Treatment Centre which also offers a chemical waste collection service and can supply the necessary storage containers; or

c) Be to a reuser of the waste, under approval from the EPD.

The Centre for Environmental Technology operates a Waste Exchange Scheme, which can assist in finding receivers or buyers for the chemical wastes.

9.4.1.6 General Refuse

General refuse generated on-site should be stored in enclosed bins or compaction units separate from construction and chemical wastes. A reputable waste collector should be employed by the Contractor to remove general refuse from the site, separately from construction and chemical waste, on a daily or every second day basis to minimise odour, pest and litter impacts. The burning of refuse on construction sites should be prohibited.

Office wastes can be reduced through recycling of paper if volume is large enough to warrant collection. Participation in a local collection scheme should be considered if one is available.

Training should be provided to workers about the concepts of site cleanliness and appropriate waste management procedure, including reduction, reuse and recycling of wastes.

9.4.2 Operational Phase

9.4.2.1 General Refuse and Industrial Waste

General refuse will be mainly generated from the daily activities of LRT stops. The management of LRT stops should be included in the current LR waste management plan. As mentioned in the current LR Waste Management Plan, at least 2 general garbage bins should be provided for each passenger stop, and the refuse to be collected by licensed Contractor twice per day. The small quantity of industrial waste generated can be collected together with general refuse.

9.4.2.2 Chemical Waste

Chemical waste is produced, as defined by Schedule 1 of the Waste Disposal (Chemical Waste) (General) Regulation, and should be handled and disposed of in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. For mitigation measures, the guidelines covered under the construction phase mitigation of chemical wastes should be referred.

9.5 Conclusion

The potential impacts of waste arising from the construction and operational stages of the proposed LRT works have been assessed as minor and insignificant.

Key issues found during the assessment include the requirement for effective waste management plan (during both the construction and operational phases), effective management of chemical/industrial and other potentially hazardous wastes, and the storage preference for reuse of clean surplus material. Waste management methods and practices and other mitigation measures have been recommended to ensure that potential impacts are avoided or controlled to acceptable levels.

11 Landscape and Visual Impacts

11.1 Legislation and Standards

The landscape and visual impact assessments have been carried out in accordance with the guidelines contained in Annexes 10 and 18 of the TM-EIA.

11.2 Landscape Impact Assessment Methodology

The assessment of the potential impacts of the proposed works on the existing landscape has comprised two distinct sections as follows:

· Baseline survey, and;

· Potential landscape impacts assessment.

A baseline survey of the existing landscape character and quality has been undertaken from a combination of site inspections and desktop surveys. The landscape elements considered include;

· Local topography

· Woodland and other vegetation types

· Built form, land use and patterns of settlement

· Scenic spots

· Details of local materials, architectural styles and streetscapes

· Prominent watercourses

· Cultural and religious identity

The baseline survey will form the basis of the landscape context by describing broadly homogenous units of similar character (Landscape Character Units). The landscape character is rated into low, medium or high depending not only upon the quality of the landscape elements present but also according to their sensitivity to change and local or regional importance.

The assessment of the potential landscape impacts of the proposed development will result from:

· Identification of the sources and magnitude of impacts that would be generated during construction and operation.

· Identification of the principal landscape impacts, primarily in consideration of the degree of change to the baseline conditions.

The overall landscape impact is a product of the following factors:

· The landscape character and its sensitivity / quality;

· Source and nature of potential impacts;

· The magnitude of change caused by each of the impacts to the existing landscape;

· Tolerance of the landscape to absorb the change;

· Significance of this change in consideration of the local and regional areas and other developments;

· Cumulative effects on the landscape of this and neighbouring proposals; and,

· Identification of plant species of significant value which should be conserved.

The sensitivity / quality of the landscape will be assessed as follows:

· High: e.g. important components or landscape of particularly distinctive character susceptible to relatively small changes;

· Medium: e.g. a landscape or moderately valued characteristics reasonably tolerant to change; and

· Low: e.g. a relatively unimportant landscape able to absorb significant change.

The magnitude of the change in the landscape is classified as follows:

· High: Notable change in the landscape characteristics over an extensive area ranging to very intensive change over a more limited area;

· Medium: Moderate changes in a localised area; and

· Low: Virtually imperceptible change in any components of the landscape.

The degree of impact is considered as follows:

· Significant: adverse / beneficial impact where the proposal would cause significant deterioration or improvement in existing landscape quality;

· Moderate: adverse / beneficial impact where the proposal would cause a noticeable deterioration or improvement in existing landscape quality;

· Slight: adverse / beneficial impact where the proposal would cause a barely perceptible deterioration or improvement in the existing landscape quality;

· Negligible: no discernible change in the existing landscape quality.

The analysis of the degree of impact is based on the following matrix:

	Sensitivity / Quality
Magnitude of Change		Low	Medium	High
	Low	Slight Impact	Slight/Moderate Impact	Moderate Impact
	Medium	Slight/Moderate Impact	Moderate Impact	Moderate/ Significant Impact
	High	Moderate Impact	Moderate/ Significant Impact	Significant Impact

11.3 Visual Impact Assessment Methodology

Similar to the landscape impact assessment, the assessment of the potential visual impacts of the proposed works has two distinct stages as follows:

· Baseline survey; and,

· Visual impact assessment.

The baseline survey of views towards the proposed development is carried out by identifying:

· The visual envelope within which the proposed development may be contained either wholly or partially within views, including indirect effects such as temporary contractor's works areas.

· The visually sensitive receivers (VSRs) within the visual envelope whose views will be affected by the scheme. The sensitivity of each VSR group is also influenced by the distance and direction of view to the proposed development. The potential receivers are divided into three groups;

(a) Views from residences. This group is the most sensitive due to the high potential intrusion on the visual amenity and quality of life;

(b) Views from workplaces. This group including e.g. schools, institutions and factories are less sensitive than (a) since visual amenity is less important within the work environment, and;

(c) Views from public areas not included in (a) or (b). This group includes, e.g., public parks, footpaths, roads etc. Sensitivity of this group is relatively low and will depend on the transitory nature of the receiver with views being typically glimpsed rather than sustained for long periods.

The baseline survey will describe and record by photograph typical views from within each of the visual envelopes to form the basis of the visual character and quality of the sites. Both present and future VSRs are considered.

The sensitivity of each receiver group and quality of views is based on the following:

· High: e.g. residential properties;

· Medium: e.g. recreational facilities or partially screened views; and,

· Low: e.g. workplaces, schools etc.

The assessment of potential visual impacts will result from;

· Identification of the sources of visual impacts and their magnitude that would be generated during construction and operation.

· Identification of the principal visual impacts with particular consideration given to the degree of change to the baseline conditions.

The impact assessment will compare the typical existing views identified in the baseline survey of the key receiver groups and the potential views after the sewerage works are complete. The visual impact will result from consideration of the following:

· Character of existing view;

· Quality of existing view;

· Context, location and distance of the VSR;

· Visual receiver group sensitivity;

· Number of viewers at VSR group;

· Degree of change to existing views; and,

· Other views available to visual receiver group and cumulative effects on views of this and other neighbouring developments.

The magnitude of change to the views is classified as follows:

· High: e.g. the majority of viewers affected / major changes in view;

· Medium: e.g. many viewers affected / moderate change in view; and,

· Low: e.g. few viewers affected / minor change in view.

The degree of visual impact is rated in a similar fashion to the landscape impact described in Section 11.2, i.e. significant, moderate, slight and negligible. The impacts may be beneficial or adverse. The analysis of the degree of visual impact, i.e. the correlation between magnitude of change and sensitivity/quality is also based on the matrix illustrated in Section 11.2.

11.4 Mitigation Measures

The identification of the landscape and visual impacts will highlight those sources of conflict requiring design solutions or modifications to reduce the impacts and, if possible, blend the development with the surrounding landscape. The proposed landscape mitigation measures are described and illustrated by means of site plans and simple photomontage and will take into account factors including;

· Screen planting

· Rerouting of temporary works away from woodland or areas with mature vegetation of important landscape and visual amenity;

· Views with no mitigation, with mitigation at completion and 10 years after operation.

11.5 Residual Impacts

Residual impacts are those impacts remaining after the proposed mitigation measures have been implemented. This is often 10 to 15 years after operation commences when the planting mitigation measures are deemed to have reached a level of maturity which allows them to perform their original design objectives.

The level of impact is derived from the magnitude of change which the proposals will cause to the view or landscape character which would have existed during this period if the proposed scheme had not been constructed and its ability to tolerate change, i.e. its quality and sensitivity taking into account the beneficial effects of the proposed mitigation. The degree of impact is derived from the matrix shown in Section 11.2.

The degree of impact is defined as follows:

Beneficial

Acceptable

Acceptable with mitigation measures

Unacceptable

Undetermined

The project will complement the landscape and visual character of its setting, will follow the relevant planning objectives and will improve overall landscape and visual quality

There will be no significant effects on the landscape, no significant visual effects caused by the appearance of the project or no interference with key views

There are some adverse effects, but these can be eliminated, reduced or offset to a large extent by specific measures

The adverse effects are considered too excessive and would not be reduced to an acceptable level by mitigation

Significant adverse effects are likely but the extent to which they may occur or may be mitigated cannot be determined from the study. Further detailed study will be required for the specific effects in question.

11.6 Review of Planning and Development Control Framework

The proposed LRT works will be located within the designated and constructed LRT reserves as indicated on the Tin Shui Wai OZP and in accordance with the previous Engineering Investigation Report ^[31] for the Tin Shui Wai Area. In Tin Shui Wai, the LRT works will be part of the phased development and extension of the existing system within the New Town and will not impose constraints on existing or planned development. In Tuen Mun the proposed works comprise viaduct construction within the horizontal alignment of existing tracks and will not comprise constraint on existing or planned development.

11.7 Assessment Results for Tin Shui Wai Reserve Zone

11.7.1 Existing Landscape and Visual Context

Figures 11.1 and 11.2 indicate the key landscape character units (LCUs) within 500m of the proposed LRT works and the visual envelope / key sensitive receivers respectively (Figure 11.3). The majority of the Tin Shui Wai Reserve Zone (LCU 1) is dominated by ongoing, large scale construction work comprising mainly site formation, drainage and road infrastructure projects. To the north and west of the Reserve Zone is the nullah (LCU 5). Beyond the nullah is the greenbelt at the interface with surrounding village areas, farmland and fishponds now mainly abandoned or used for storage (LCU 6). To the south of Tin Wah Road, the landscape and visual character can be divided into three distinct types, namely; LCU 2 comprising a number of high-rise residential estates and associated commercial facilities and schools, LCU 3 dominated by the existing LRT and bus termini and LCU 4 consisting of Tin Shui Wai Park – a green ‘oasis’ in the heart of the New Town.

The roadside landscape is in varied stages of completion throughout the study area. Reserves for planting are provided on the major roads between carriageways, footpaths, cyclepaths and LRT tracks. In some areas the planting, mainly common amenity and ornamental tree and shrub species, has been completed and is generally well maintained providing an attractive screen to road and rail traffic and shade to pedestrians and cyclists.

The land use mix proposed for the Reserve Zone on the Tin Shui Wai OZP is similar to that in LCU 2. Although the majority of the northern portion of the study area is presently a featureless construction site, it will in time generally resemble the built form and landscape character of the completed portion to the south.

11.7.2 Impacts

The proposed LRT extension comprises a loop extending from the junction of Tin Shiu Road and Tin Wing Road northwards into the Reserve Zone and returning to the existing terminus at Tin Yan Road. The LRT extension will be routed on designated reserves within the planned road corridors and its construction will not affect any vegetation. If the amenity planting in the reserves alongside the proposed LRT extension are of similar quantity and quality as the existing sections in Tin Shui Wai then the LRT at-grade should blend satisfactorily into the roadside landscape. The screening effect of the planting will improve over time as the plants mature.

The relative visual impacts of the proposed LRT extension can be estimated by considering typical views from low and high levels in adjacent areas of similar design. As is typical in areas of similar development density the visual envelope is narrow, contained by the wall effect of blocks in adjacent high rise estates. The main visually sensitive receive groups are residents overlooking the LRT and pedestrians, cyclists and road users who are in closest proximity to the tracks and LRT vehicles as they pass by, particularly at junctions and crossings. The impacts are reduced for residents in high rise blocks who typically see the LRT tracks and vehicles from a much greater distance often as a ‘bird’s eye view’. The views from different estates vary from block to block although the overall vistas are very similar. From elevated positions the LRT tracks generally blend well with the streetscape when seen in the context of broad and busy roads.

11.7.3 Recommended Mitigation Measures During Construction / Operation :

During Detailed The Detailed Design Cosultant should submit a Landscape Master Plan Design Stage: for approval before the LRT construction commences.

During construction : The majority of the works will be carried out within the designated LRT reserve and can be generally screened from view by site hoarding during the construction period. The hoarding will both screen the works and protect adjacent planter and footpaths and damage. Although no topsoil has been observed within the existing and proposed LRT reserves, if any topsoil is encountered during construction it shall be carefully stockpiled and provision made for its reuse in suitable planting areas.

During operation: Adopt a similar design for planting reserves flanking the LRT extension to those already in place to provide continuity of landscape character and effective screening for pedestrians, cyclists and road users. This includes use of raised planters and planting of trees and shrubs suited to roadside conditions, eg trees with compact crown to avoid snagging LRT vehicles and overhead power cables.

The landscape and visual mitigation measures are illustrated in Figures 11.4 to 11.8.

11.8 Assessment Results for Grade Separation for Tsing Lun Road, Tuen Mun

11.8.1 Existing Landscape and Visual Context

Figure 11.9 and 11.10 indicate the key landscape character units (LCUs) within 500m of the proposed LRT works and the visual envelope / key sensitive respectively. The study area is dominated by the numerous elevated structures of the Lam Tei Interchange (LCU 1) and considerable background noise generated by traffic on Tuen Mun Road and Castle Teak Road. Crossing the site from east to west is a 400kV power line with visually intrusive pylon positions near roadside footpaths. To the north and west of the interchange are the villages of To Yuen Wai, Tuen Mun San Tsuen, San Hing Tsuen and Tsz Tin Tsuen (LCU 2). The villages comprise a mix of old and new housing in generally low-lying topography interspersed with remnants of woodland, roadside amenity planting and copses of fruit trees planted by villagers. The original farmland is now mainly abandoned or used for open storage and workshops.

New high-rise housing development currently under construction in LCU 3 to the north of Lingnan College cerates a wedge separating the low-lying landscape of the village areas to the north from the small wooded knoll and Ching Leung Nunnery complex in LCU 4. The knoll and mature vegetation cover have been retained relatively intact with surrounding low-level areas cleared for storage and future development. LCU 4 is bounded to the west by Tuen Mun Road and Tuen Mun River Channel (LCU 5) the latter including promenade footpaths with ornamental planting. Further to the west on the other side of the LRT track is Siu Hong Court (LCU 6), a high-rise development overlooking the road, railway and river channel.

11.8.2 Impacts

The proposed LRT works comprise elevating the existing track on to a viaduct to cross Tsing Lun Road. As the horizontal alignment is similar the viaduct itself will not impact on existing vegetation or require tree felling. Instead, the main concern is the need for careful routing of temporary track diversions required during construction to avoid tree felling to the perimeter of the ball courts north of Siu Hong Court. DSD is currently carrying out works in this area and have cleared a corridor parallel to the LRT (refer Figure 11.12). The drainage corridor would be utilised for the temporary track to avoid tree felling. The belt of trees between the drainage corridor and the future LRT viaduct would be retained and continue to provide a strategic screen for users of the ball courts.

The key sensitive receivers of visual impacts will be pedestrians and road users passing by or under the viaduct. Figure 11.11 shows the visual envelope for the proposed works. The viaduct structure will obscure some overhead views for those in close proximity. However, the LRT viaduct will not be viewed in isolation. The future West Rail viaduct is located immediately adjacent to the east with the elevated portions of the Lam Tei Interchange beyond. In addition, the proposed footbridge with staircase and ramp access over Tsing Lun Road abutting the LRT viaduct to the west will be more visually prominent. Accordingly, the relative impact of the LRT viaduct is expected to be reduced in the context of the existing and other proposed road and rail development.

Residents in Siu Hong Court will have a more distant and more vertical view of the viaduct and would not have existing views obscured. The majority of views from nearby villages are screened by existing roadside or village trees and the visual impacts are not anticipated to be significant. Residents in housing estates or village areas to the east of Lam Tei Interchange will have the road and West Rail viaducts in the foreground mainly screening the LRT viaduct behind.

11.8.3 Recommended Mitigation Measures During Construction / Operation

During Detailed The Detailed Design Cosultant should submit a Landscape Master Plan Design Stage: for approval before the LRT construction commences.

Carefully detailing the use of forms, colour and finishes of external appearance of all above-ground structures should be carried out so that they are visually integrated into the surrounding landscape as much as practical.

During construction : Co-ordination with current works for utility routing would help retain the trackside tree screen north of Siu Hong Court. Site hoarding will also screen the works and protect adjacent planting from damage. Any topsoil encountered during construction shall be carefully stockpiled and provision made for its reuse in suitable planting areas.

The Contractor should implement tree and shrub planting within the railway reserve to soften the visual impact of the viaduct, and make use of climbing plants to soften the appearance of viaduct column.

During operation: The design of the viaduct should be coordinated with the West Rail proposals to avoid visual clutter of different structures. In particular, the parapet detailing and column shape should be complementary. Wherever possible, the spacing of columns for the LRT and West Rail viaducts should be aligned to minimise obstruction of views under the viaducts for pedestrians and road users.

The landscape and visual mitigation measures are illustrate in Figures 11.13 & 11.14

The portion of LRT track at grade replaced by the viaduct should be removed and the area designated for amenity planting in raised planters where headroom permits. Such planting will help improve the roadside amenity for pedestrians and road users and help screen the low quality views below the viaduct to the road interchange.

11.9 Assessment Results for Grade Separation At Pui To Road, Tuen Mun

11.9.1 Existing Landscape and Visual Context

Figures 11.15, 11.16 & 11.17 indicate the key landscape character units (LCUs) within 500m of the proposed LRT works and the visual envelope / key sensitive receivers respectively. The landscape character of the study area comprises a broad mix of land uses and range of good to poor quality environments. LCU 1 (Tai Hang Garden), LCU 2 (Tuen Mun San Hui) and LCU 3 (Shan King Estate) to the north and west are typical self-contained high rise residential developments with commercial facilities and schools. LCU 1 and 3 are separated by the extensive and generally unattractive industrial area (LCU 4) to the west of the river. On the opposite bank the older Housing Authority residential area of San Fat Estate (LCU 5) is proposed to be redeveloped as part of the West Rail Tuen Mun Centre Station.

LCUs 6 & 7 on the urban fringe contain mainly village settlements with some low-rise school or institute developments. There are extensive areas of attractive natural woodland behind the villages with mature copses and amenity planting extending downhill as far as Tsing Wun Road and Castle Peak Road. By far the most attractive area within Tuen Mun is the Town Park (LCU 8) which is bounded by river and promenade (LCU 11) to the west and the town centre commercial and town hall complexes (LCU 9) to the east. To the south of the park are two of the older Housing Authority developments Yau Oi Estate and On Ting Estate (LCU 10).

11.9.2 Impacts

The proposed LRT works comprise elevating the existing track on to a viaduct to cross Pui To Road. As the horizontal alignment is similar the viaduct is not expected to have a significant impact on existing vegetation or require tree felling. One exception of major concern is in the vicinity of the town park where the column footings for the viaduct encroach on the park boundary. The earth mounding and dense tree belt along the northern and eastern boundaries of the park have been designed as a strategic buffer from the road and rail traffic. Loss of any portion of this tree belt would be an unacceptable landscape and visual impact and seriously detract from the amenity of the park. Although initial design of the viaduct indicates the footings should be clear of the trees at the bottom of the boundary of the boundary slope detailed study of the precise location of footings and works areas will be required for discussion with Regional Services Department.

The temporary track diversions at Pui To stop and Kin On stop utilise existing roads and footpaths and are not anticipated to have significant landscape or visual impacts once the project is completed and the disturbed areas reinstated. The temporary diversion south of Ho Tin stop may affect a strip of amenity shrub planting and will require detailed route selection to utilise footpaths areas as far as possible. If the planter is disturbed, there would be no permanent landscape or visual impacts once reinstated upon completion.

In addition to track diversions three footbridges will be demolished / redesigned to accommodate the elevated portion of the LRT. The first footbridge affected, between the town park and the town centre, will stop east of the viaduct and provide access via stops to street level and connect unobtrusively to the park by a new footpath under the viaduct. The second footbridge which links the town park and promenade to the San Fat stop and San Fat Estate will be truncated to the north of the viaduct and be incorporated into the new station building. The third footbridge is located along the west bank of the river and is not intended to be reprovisioned. No significant landscape or visual impacts are anticipated as a result of the footbridge works.

The major visual impacts will be caused by introducing the viaduct over existing heavily trafficked road junctions where large numbers of pedestrians and road users will pass alongside or under the elevated structures. When the viaduct is seen against other higher structures such as the new Tuen Mun Centre Station or factory buildings west of the river the relative impact is less. However, when viewed at street level against the backdrop of the town park or in isolation crossing Tuen Mun Heung Sze Wui Road the viaduct will be more intrusive and will obstruct overhead views. Views from within the town park are well screened by a continuous belt of mature trees around the perimeter adjacent to the proposed viaduct. It should be reiterated that any alignment or temporary diversion during construction that affects the tree screenbelt in the town park should be avoided. The other low-level views of the viaduct are from the river promenade. Figure 11.18 indicates the visual envelope in the absence of the proposed Tuen Mun Centre Station with long uninterrupted views of the viaduct as it crosses the river from as far north as the footbridge at Ho Tin stop and as far south as Yau Oi Estate. After construction of the Tuen Mun Centre Station the river portion of the viaduct will be incorporated into the station building and will not be visible.

The visual envelope for high level sensitive receivers is relatively contained by the high-rise developments bordering the river channel and road corridors, i.e. San Fat Estate, Tuen Mun Town Plaza and the factories to the west of the river. One exception is residents on upper floors of Yau Oi Estate who will view the viaduct and the proposed Tuen Mun Centre Station complex over the town park. However, this view is relatively distant (approximately 500m) and is not anticipated to be significant. The visual impacts from the factories parallel to the river and along Pui To Road are not considered to be high as workers’ attention is not normally focused on outside views. Residents in upper floors of tower blocks close to the LRT alignment have a nearly vertical view of the viaduct and the elevation of the track is therefore less evident. The viaduct does not obstruct views and is seen in the context of the road network resulting in relatively low visual impacts.

11.9.3 Recommended mitigation measures during construction/operation

During Detailed The Detailed Design Cosultant should submit a Landscape Master Plan Design Stage: for approval before the LRT construction commences.

During Construction: It will not be possible to totally screen the proposed works for the viaducts. Hoarding will help screen the ground level work site and protect adjacent planting or footpaths from damage. Any topsoil encountered during construction shall be carefully stockpiled and provision made for its reuse in suitable planting areas.

During Operation: Similar to the construction phase, the viaducts cannot be totally screened by landscape mitigation measures. However, once the viaduct is complete the areas below will be returned to Government and it is proposed that, wherever feasible, the opportunity is taken to enhance the roadside amenity by reinstatement using raised planters and ornamental planting. Use of shade tolerant palm and shrub species and trees with compact crowns, wherever headroom and light levels below the viaduct permit, is recommended to have the maximum effect (Figures 11.19 to 11.23).

The portion of track between the two footbridges to be demolished connecting to the town park offers a good opportunity to provide an amenity area with ornamental planting, seating and footpath connection at grade below the viaduct. The current design of the viaduct is pairs of steel portals with cladding supporting the overhead deck. By suspending an arched decorative steel or aluminum frame between the columns an otherwise plan, impersonal structure can become a more attractive colonnade providing shade to pedestrians. Although the viaduct design is still under investigation it is recommended that the overall structure be as light in form as possible and have a rounded and tapered profile rater than an angular box-like form. The decorative arch panels described above would be consistent with this design objective.

11.10 Funding, Implementation, Management and Maintenance

The proposed landscape and visual impact mitigation measures are off-site, ie, the screen planting will be located in existing amenity planters or planters currently under construction, provided by Government, as part of the road / LRT infrastructure in Tin Shui Wai. In the Tuen Mun area the proposed planting would be located below the viaduct structures where feasible. Funding and implementation of the planters will be by Territory Development Department with Highways Department and Regional Services Department responsible for management and maintenance of hard landscape (raised planter walls) and soft landscape works respectively (Appendix 15). TDD have confirmed that the landscape hardworks and softworks will be completed under ongoing TDD construction contracts before the LRT commence operation. Areas below proposed viaducts in Tuen Mun are still subject to detailed design and on-going policy discussion regarding end usage.

Landscape Character Unit (LCU)	Description	Quality/ Sensitivity	Magnitude of Change	Impact	Degree of impact without mitigation
					During Construction	During Operation
Tin Shui Wai Reserve Zone
LCU 1	Majority of LCU 1 is currently a vast construction site. Upon completion this area will be predominantly high-rise residential estates bordering both sides of road and rail corridors similar to southern portion of Tin Shui Wai	Low	Low	Route of proposed LRT located within designated roadside reserves with no loss of vegetation.	Slight adverse	Slight adverse
LCU 2	Generally completed belt of high-rise residential estates with associated, schools, commercial centre, amenity planting and road / LRT infrastructure.	Low	Low	Route of proposed LRT located within designated roadside reserves with no vegetation loss.	Slight adverse	Slight adverse
LCU 3	Landscape dominated by extensive at-grade LRT and bus termini.	Low	Low	Route of proposed LRT located within designated roadside reserves with no vegetation loss.	Slight adverse	Slight adverse
LCU 4	Tin Shui Wai District Park comprising comprehensively landscaped recreational facilities providing green ‘oasis’ in the center of the New Town.	Medium	Nil	Route of proposed LRT extension does not encroach on this LCU.	Nil	Nil
LCU 5	Nullah comprising engineered embankments and amenity tree planting	Low	Nil	Route of proposed LRT extension does not encroach on this LCU.	Nil	Nil
LCU 6	Urban fringe area comprising former farmland / fishponds new mainly abandoned or used for storage	Low	Nil	Route of proposed LRT extension does not encroach on this LCU.	Nil	Nil
Grade Separation at Tsing Lun Road
LCU 1	Lam Tei Highway interchange dominated by numerous elevated road structures and at-grade sliproads. Predominately grass covered embankments with small groups of amenity tree planting.	Low	Low	Existing LRT will be elevated at the junction of Tsing Lun Road following existing horizontal alignment. No loss of vegetation anticipated.	Slight adverse	Slight adverse
LCU 2	Extensive village areas bisected by road and rail corridors. Mix of old and new housing in generally low-lying topography. Remnants of woodland, roadside amenity planting and copses of fruit trees throughout. Original farmland mainly abandoned or used for open storage or workshops.	Low	Low	Exiting LRT will be elevated at the junction of Tsing Lun Road following existing horizontal alignment. No loss of vegetation.	Slight adverse	Slight adverse
LCU 3	Extensive redevelopment area. High-rise housing under construction	Low	Nil	LRT works do not encroach on this LCU.	Nil	Nil
Grade Separation at Tsing Lun Road
LCU 4	Nunnery complex and wooded knoll isolated within highway infrastructure	Medium	Nil	LRT works do not encroach on this LCU	Nil	Nil
LCU 5	Tuen Mun River Channel comprising engineered embankments and landscaped footpath / cyclepath promenade parallel to existing LRT	Medium	Nil	LRT works do not encroach on this LCU	Nil	Nil
LCU 6	Siu Hong Court high-rise residential development. The recreational area contains a dense tree belt bordering the LRT route.	Medium	Low Medium	The existing LRT will be elevated at the junction of Tsing Lun Road following existing horizontal alignment. No loss of vegetation. Temporary track alignment during construction will encroach on ball court. Use of previously cleared route by DSD will avoid trees.	Slight adverse Moderate adverse	Slight adverse
Grade Separation at Pui To Road
LCU 1	Tai Hang Garden. Self contained high-rise residential estate with commercial centre and landscaped open space.	Medium	Nil	LRT works do not encroach on this LCU.	Nil	Nil
LCU 2	Tuen Mun San Hui. Self-contained high-rise residential estate with commercial centre and landscaped open space.	Medium	Nil	LRT works do not encroach on this LCU.	Nil	Nil
LCU 3	Shan King Estate. Self-contained high-rise residential estate with commercial centre and landscaped open space.	Medium	Nil	LRT works do not encroach on this LCU.	Nil	Nil
LCU 4	Industrial area comprising extensive area of generally unattractive factory / warehouse buildings of poor landscape character, dominated by goods vehicle traffic and existing LRT	Low	Low	Part of the existing LRT within the industrial area will be elevated following the existing horizontal alignment. No loss of vegetation.	Slight adverse	Slight adverse
LCU 5	San Fat Estate. Older generation Housing Authority Estate planned for redevelopment for proposed West Rail station development.	Low	Low	Proposed elevated portion of LRT, parallel to southern perimeter, will not result in loss of vegetation.	Slight adverse	Slight adverse
LCU 6	Urban fringe comprising mainly village settlements, pockets of woodland and low-rise school or institute developments.	Medium	Nil	LRT works do not encroach on this LCU.	Nil	Nil
LCU 7	Urban fringe comprising mainly village settlements, pockets of woodland and low-rise school or institute developments.	Medium	Nil	LRT works do not encroach on this LCU.	Nil	Nil
LCU 8	Town Park comprising generously landscaped recreational facilities as a green ‘oasis’ in the centre of the New Town.	Medium	Medium	Route of LRT grade separation to follow existing horizontal alignment around north and north-east park boundary. Potential encroachment of column foundations into town park and disturbance of grass and shrub planting during construction	Moderate adverse	Moderate adverse
LCU 9	Town centre commercial and town hall complex comprising mainly podium level open space and landscaped garden.	Low	Low	LRT works do not encroach on this LCU.	Nil	Nil
LCU 10	Older Housing Authority estates of Yau Oi Estate and On Tong	Low	Nil	Route of proposed LRT grade separation does not encroach on this LCU.	Nil	Nil
LCU 11	Tuen Mun River Channel comprising engineered embankments and landscaped promenades	Medium	Medium	Route of LRT grade separation to follow horizontal alignment at river crossing, mainly contained within structure of West Rail Tuen Mun Central Station building.	Moderate adverse	Moderate adverse

Table 11.1: Summary of Landscape Analysis and Impact Assessment

Key Visually Sensitive Receivers	Typical Viewpoint	Quality/ Sensitivity	Magnitude of Change	Impact	Degree of impact without mitigation
					During construction	During operation
Tin Shui Wai Reserve Zone
Residential (High Level) · Tin Shui Estate · TSYTL No 3 · TSYTL No.5 · Future residents in Areas 30, 31, 101, 102, 103, 105, 106, 108B, 110, 111, 112 & 115	Typical views from upper floors of the housing estates noted, bordering the proposed LRT route, are generally similar. That is, views are relatively short being contained by adjacent high-rise estates on both sides of LRT/road corridors resulting in narrow visual envelope.	High	Low	LRT will be located within designated at grade reserves, under construction, and will not obstruct views of high level VSRs.	Moderate adverse	Moderate adverse
Residential (Low Level) Above residential areas and villages	Typical views from lower floor of the housing estates noted, bordering the proposed LRT route, are generally similar. That is, dominated by road infrastructure and adjacent high-rise buildings.	High	Low	LRT will be located within designated at grade reserves, under construction, and will not obstruct views, particularly when seen in context of adjacent road infrastructure.	Moderate adverse	Moderate adverse
Pedestrians, cyclists and road users	Views will be generally short being contained by adjacent high-rise buildings and roadside amenity planting similar to southern portion of Tin Shui Wai.	Low	Medium	LRT will be located within designated at-grade reserves under construction. Visual intrusion by passing LRT vehicles reduced as LRT seen in context of road infrastructure.	Slight / Moderate adverse	Slight / Moderate adverse
Open area (Area 107)	Low-rise views will be generally contained by perimeter structure planting with high-rise buildings as surrounding backdrop.	Medium	Low	LRT will be located within designated at-grade reserves under construction. Visual intrusion by passing LRT vehicles beyond open space entrance as LRT seen in context of road infrastructure.	Slight/ moderate adverse	Slight/ moderate adverse
Grade Separation at Tsing Lun Road
Residential (High level) · Sui Hong Court · Botania Villa · Future high-rise estate in Area 22 · Mui Fat Buddhist Monastery	Long distance views of residential areas noted across valley to distant hill ranges. Medium to short distance views dominated by road interchange	High	Low	LRT works will comprise elevating existing track on to viaduct. Siu Hong Court residents would see LRT viaduct from above and on end. Relatively low impact overall when seen in context of road viaducts and proposed West Rail viaduct. More distant views from Area 22, Bontania Villa and Mui Fat Buddhist Monastery have Lam Tei Interchange and West Rail viaduct in foreground generally concealing LRT viaduct beyond.	Moderate adverse	Moderate adverse
Resident (Low level)	Some long distance views across valley to distant hill ranges with some obstruction by Lam Tei Interchange, particularly medium to short distance views.	High	Low	LRT viaduct closer to low level viewer in Siu Hong Court although impact reduced by on-end view and context of highway infrastructure. Low level views of LRT viaduct from Area 22, Bontania Villa and Mui Fat Buddhist Monastery screened by road interchange.	Moderate adverse	Moderate adverse
Pedestrians, cyclists and road users	Medium to long distance views typically screened by proximity to roadside trees in low-lying topography and dominated by LRT, road structures and high voltage pylons.	Low	Low	Cumulative effect of road, West Rail and LRT viaducts will further obstruct views from west. LRT viaduct generally screened behind interchange when viewed from street level east of Lam Tei Interchange.	Slight adverse	Slight adverse
Pui To Road Grade Separation
Residentail (High Level) · San Fat Estate · Tuen Mun Town Plaza · Yau Oi Estate · On Ting Estate	Majority of medium length views towards attractive town park and open vistas along river channel. Longer views from housing estates over unattractive industrial area, across valley to Castle Peak.	High	Low	High level viewpoints close to the LRT alignment not obstructed and viaduct less noticeable when seen from above against adjacent road network. VSRs in more distant locations in Yau Oi and On Ting Estates see more of the viaduct elevation in the more exposed river channel portion. However, distance diminishes the overall impact and future West Rail Tuen Mun Centre Station will be more dominant.	Moderate adverse	Moderate adverse
Industrial area	Views within industrial area typically short, unattractive and contained by proximity of adjacent buildings. Building design not intended for workers external views.	Low	Low	Focus of workforce in industrial area, including police station and bus depot is generally not on external features. LRT viaduct follows existing horizontal track alignment and is not expected to significantly alter overall quality of views within industrial area.	Slight adverse	Slight adverse
Residential (low level)	Majority of views dominated by town park and river channel vistas. Longer views generally contained by surrounding high-rise estates	High	Low	LRT viaduct more prominent to low-level residential units, particularly in San Fat Estate and Tuen Mun Town Plaza. Context of road infrastructure in foreground reduces overall impact.	Moderate adverse	Moderate adverse
Town Park	Long distance views from within town park to hills beyond and up and down river from promenade	Medium	Low	Views to LRT from park mainly screened by boundary tree belt.	Slight / moderate adverse	Slight / moderate adverse
Pedestrian cyclists and road users	Short views by roadside dominated by traffic and road structures	Low	High	LRT viaduct will be most visually prominent when seen from street level partially obstructing views towards the park and along the river. General familiarity with existing LRT viaducts and use of existing horizontal alignment will help reduce overall impact.	Moderate adverse	Moderate adverse

Table 11.2: Analysis of Visually Sensitive Receivers and Impact Assessment

Landscape Character Unit (LCU)	Sources of Impact	Magnitude of change	Landscape Quality / Sensitivity	Mitigation Measures	Residual Impact after implementation of mitigation measures
Tin Shui Wai Reserve Zone
LCU 1	No loss of vegetation LRT to occupy planned reserves under construction	Low	Low	Low	Planting to planters under construction adjacent to LRT reserve	Slight adverse	Slight adverse
LCU 2	No loss of vegetation LRT to occupy planned reserves under construction	Low	Low	Low	Planting to planters constructed adjacent to LRT reserve.	Slight adverse	Slight adverse
LCU 3	No loss of vegetation LRT to occupy planned reserves under construction	Low	Low	Low	Planting to planters constructed adjacent to LRT reserve	Slight adverse	Slight adverse
LCU 4	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 5	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 6	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
Grade Separation at Tsing Lun Road
LCU 1	Viaduct over existing track – no vegetation loss	Low	Low	Low	N/A	Slight adverse	Slight adverse
LCU 2	Viaduct over existing track – no vegetation loss	Low	Low	Low	N/A	Slight adverse	Slight adverse
LCU 3	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 4	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 5	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 6	Viaduct over existing track – no vegetation loss Temporary track diversion encroaches on ball court	Medium	Low	Medium	Careful route selection for temporary diversion to use existing cleared land and avoid exsting trees. Full reinstatement upon completion. Designate area below viaduct for amenity planting.	Moderate adverse	Moderate adverse
Pui To Road Grade Separation
LCU 1	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 2	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 3	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 4	Viaduct over existing track – no vegetation loss	Low	Low	Low	Designate area below viaduct for amenity planting	Slight adverse	Slight adverse
LCU 5	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 6	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 7	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 8	Potential encroachment of viaduct column footings into Town Park with disturbance to grass / shrub planting during construction	Medium	Medium	Medium	Careful selection of column foundation locations to avoid felling park trees and reinstate disturbed areas upon completion. Designate area below viaduct for amenity planting / footpath	Moderate adverse	Moderate adverse
LCU 9	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 10	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 11	Viaduct over existing track – no vegetation loss. Alignment contained partly within future West Rail TM Central Station.	Medium	Medium	Medium	Designate area below viaduct for amenity planting / footpath	Moderate adverse	Moderate adverse

Visually Sensitive Receivers	Sources of Impact	Magnitude of change	Visual Quality/ Sensitivity	Mitigation Measures	Residual impact after implementation of mitigation measures
Tin Shui Wai Reserve Zone
Residents of Tin Shui Estate TSYTL 3 TSYTL 5 Future housing in Areas 30, 31, 101, 102, 103, 105, 106, 108B, 110, 111, 112 & 115 (High level)	LRT will occupy designated reserves generally blending with road infrastructure	Low	Low	High	Screening planting to planters constructed adjacent to LRT	Moderate adverse	Moderate adverse
Residents (Low level)	LRT closer to viewer but will occupy designated reserves and generally blend with road infrastructure	Low	Low	High	Screening planting to planters constructed adjacent to LRT	Moderate adverse	Moderate adverse
Pedestrians cyclists and road users	Intrusion from passing LRT vehicles at grade reduced by background context of road traffic	Medium	Medium	Low	Screening planting to planters constructed adjacent to LRT	Slight / moderate adverse	Slight / moderate adverse
Open space (Area 107)	Minor intrusion by passing LRT vehicles reduced by background context of road traffic	Low	Low	Medium	Screening planting to planters constructed adjacent to LRT	Slight / moderate adverse	Slight / moderate adverse
Grade separation of Tsing Lun Road
Residents of Siu Hong Court Botania Villa Future housing in Area 22 Mui Fat Buddist Monastery (High Level)	Viaduct located over existing tracks. Impact reduced when seen from above and in context of adjacent elevated road interchange and future parallel West Rial viaduct.	Low	Low	High	Sensitive structural deisgn to complement adjacent viaducts.	Moderate adverse	Moderate adverse
(Low level)	Although the LRT viaduct is closer to viewer, the road interchange viaduct will dominate views.	Low	Low	High	Sensitive structural design to complement adjacent viaducts.	Moderate adverse	Moderate adverse
Pedestrian, cyclists and road users	LRT visduct generally screened when viewed from east of the Lam Tei Interchange. Viewed from west, impact reduced by context / backdrop of road and future West Rail viaducts.	Low	Low	Low	Sensitive structural design to complement adjacent viaducts including coordination of column alignments to increase visual permeability below structures.	Slight adverse	Alight adverse
Pui To Road Grade Separation
Residents of San Fat Estate Tuen Mun Town Plaza, Yau Oi Estate (High Level)	Viaduct located over existing tracks. Impact reduced when seen from above and in context of road infrastructure.	Low	Low	High	Sensitive structural design to present simple uncluttered outline to viaduct.	Moderate adverse	Moderate adverse
(Low Level)	Although the LRT viaduct is closer to viewer, the impact is reduced by the dominant scale of the dominant scale of the adjacent road infrastructure.	Low	Low	High	Sensitive structural design to present simple uncluttered outline to viaduct. Designated area below viaduct for amenity planting.	Moderate adverse	Moderate adverse
Industrial Area	Viaduct located over existing tracks. Impact reduced due to context of road / industrial infrastructure.	Low	Low	Low	Sensitive structural design to present simple uncluttered outline to viaduct. Designated area below viaduct for amenity planting.	Slight adverse	Slight adverse
Town Park	Views to LRT viaduct generally screened by boundary tree belt	Low	Low	Medium	Retain existing tree belt to park boundary	Slight / moderate adverse	Slight / moderate adverse
Pedestrians, cyclists and road users	LRT viaduct will be most prominent from street level partially obstructing views towards the town park and along the river	High	High	Low	Sensitive structural design to present simple uncluttered outline to viaduct. Designated area below viaduct for amenity planting.	Moderate adverse	Moderate adverse

Aspect	Key Mitigation Measures (see Sections 5 to 12, & EM&A Manual for details)
Air quality	· The Contractor to follow the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation during the construction stage
Operational noise	During the operational stage, · The railway operator should ensure that the worst-case noise level of 65 dB(A) L_max at 25m from straight and well maintained ballast track is always achieved. During the design stage, the Detailed Design Consultant should · Ensure that the structure re-radiated noise from viaduct structure is at least 10dB(A) below the noise criteria of 65dB(A) L_max at 25m, at 50kph. · Ensure a maximum noise level of 66dB(A) at 2m from transformer bays in rectifier stations. · Orientate the open side of transformer bays in rectifier station to face away from the nearest NSRs, and preferably facing onto a main road, if practicable. · Conduct a review on ventilation systems in the rectifier stations to determine the need for any noise attenuation (eg silencers, acoustic louvres etc).
Construction noise	The Contractor should adopt the following · 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, mobile container site office and other structures should be effectively utilised, where practicable, to screen noise from on-site construction activities. · Scheduling of construction activities outside school examination periods; · Use of quiet equipment and working methods; · Use of purpose-built temporary noise screens; · Delocalisation of plant items; and · Sequential operation of plant items.
Water quality	During construction stage, the Contractor should · Use sediment / silt traps · Provide adequate maintenance of drainage systems to prevent flooding and overflowing · Provide portable chemical toilets and sewage holding tanks and employ a licenced Contractor for waste disposal. During the design stage, the Detailed Design Consultant should · Provide a surface water drainage system to collect track runoff (with oil / grit interceptors / chambers or sub-soil drainage system, where necessary. During the operational stage, the railway operator should · Clean and maintain the oil / grit interceptors / chambers regularly.
Waste management	During the construction stage, the Contractor should · Adopt good site management practices to minimise the production of waste During the operational stage, the railway operator should · Employ a licenced waste collectors for refuse
Cultural heritage	During the construction stage, the Contractor should · Conduct a 5% sampling strategy (for archaeological evaluation) for the support columns of the viaduct · Adopt a archaeological watching brief, if necessary
Landscape and visual impacts	· The Detailed Design Consultant should adopt a similar design for planting reserves flanking the LRT extension for those already in place to provide continuity of landscape character and effective screening for pedestrains, cyclists and road users. · The Detailed Design Consultant should submit a Landscape Master Plan for approval. · Carefully detailing the use of forms, colour and finishes of external appearance of all above-ground structures should be carried out so that they are visually integrated into the surrounding landscape as much as practical. · The Contractor should implement tree and shrub planting within the railway reserve to soften the visual impact of the viaduct, and make use of climbing plants to soften the appearance of viaduct column. · The Contractor should provide hoarding to all works area boundary to protect adjacent operation. · Territory Development Department should implement planting to planter reserves alongside LRT alignment and maintained by Highway Department (planter walls) and Regional Services Department (softworks). Programme is subject to TDD detailed schedule of works.
EM&A	· The Contractor and the Detailed Design Consultant should implement the mitigation measures as specified in the EM&A manual and the Implementation Schedule.

15 IMPLEMENTATION SCHEDULE

The Implementation Schedule for the mitigation measures during both operational and construction phases of the project is attached for reference.

Implementation Schedule of Recommended Mitigation Measures (Reserve Zone & Grade Separations)
Parameters	Mitigation Measures/ Preventive Actions	Responsibility	Implementation Stage*
Parameters	Mitigation Measures/ Preventive Actions	Responsibility	Design	Const	Oper
*Air Quality*	1) The contractor is obliged to follow the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation	Mitigation measures shall be generally applied by Contractor at all work sites		ü
(A) Construction Dust Impact	- Use of regular watering to reduce dust from exposed site surfaces and unpaved roads, at least twice daily with complete coverage	throughout the construction phase
	- Use of frequent watering for particular dusty construction areas close to the site boundary and sensitive receivers
	- Side enclosure and covering of any aggregate or dusty material storage piles
	- Open stockpiles should be avoided or covered
	- Provision of temporary or movable barriers between the site and sensitive receivers
	- Use of tarpaulin to cover all dusty material on the transport vehicle
	- Use of vehicle wheel and body washing facilities at all exit locations
	- Use of wind shield or extractor at the loading and unloading areas
	- Speed control of max 15kph at unpaved road section
	- Position of all plant at the maximum separation distance from receiver if possible
	2) Detailed Design Consultant (DDC) to incorporate the controlled measures into the Particular Specification (PS) for the civil work. The PS should also draw the contractor’s attention to the relevant latest Practice Notes issued by EPD	To be incorporated in the PS by the Detailed Design Consultant	ü
*Water Quality*	1) Follow the site practices outlined in ProPECC PN 1/94 as far as practicable in order to minimise surface runoff and the chance of erosion, and to reduce any suspended solids prior to discharge	Mitigation measures shall be generally applied by Contractor at all work sites throughout the construction phase		ü
(A) Construction Phase - water	2) All fuel/oil tanks and chemical storage tanks/areas should be provided with locks and be sited on sealed areas, within bunds of a capacity equal to 110% of the storage capacity of the largest tank, to prevent spilled fuel oils from reaching the receiving water bodies
	3) Adequate maintenance of drainage systems to prevent flooding and overflowing
	4) Wheel washing facilities should be implemented and regularly cleaned and maintained
	5) Oil interceptors should be provided in the drainage system downstream of any oil/fuel pollution sources. The oil interceptors should be emptied and cleaned regularly to prevent the release of oils and grease into the storm water drainage system after accidental spillage
	6) Use of sediment/silt traps
	7) All temporary and permanent drainage pipes and culverts provided to facilitate runoff should be adequately designed for the controlled release of storm flows. All these measures should be regularly inspected and maintained in good order
	8) Portable chemical toilets and sewage holding tanks are recommended to handle the construction sewage generated by workers from both the construction areas and dispersed along the alignment. A licensed contractor should provide appropriate and adequate portable toilets and is responsible for appropriate disposal and maintenance
(A) Construction Phase - water	9) Detailed Design Consultant (DDC) to incorporate the controlled measures into the Particular Specification (PS) for the civil work. The PS should also draw the contractor’s attention to the relevant latest Practice Notes issued by EPD	To be incorporated in the PS by the Detailed Design Consultant	ü
(B) Operational Phase - water	1) Detailed Design Consultant (DDC) to provide detailed design of the oil interceptors/sub-soil drainage system, and to incorporate the controlled measures into the Particular Specification (PS). The PS should also draw the contractor’s attention to the relevant latest TM and Practice Notes issued by EPD	DDC to provide detailed design and to incorporate the specifications in the PS	ü
	2) The sewage discharge from the toilets in the terminus shall be designed to discharge to the nearby public sewers.
	3) Provide a surface water drainage system in order to collect the track runoff. Where oil and lubricating fluids could be spilt, the track drainage channels discharge should pass through oil/grit interceptors/chambers, or a sub-soil drainage system to remove oil, grease and sediment before being pumped to the public stormwater drainage system	Mitigation measures shall be provided by LRT for all the LRT extension works			ü
	4) Silt traps and oil interceptors should be cleaned and maintained regularly. The efficiency and performance of these facilities are highly dependent on regular cleaning and maintenance
	5) Oily contents of the oil interceptors should be transferred to an appropriate disposal facility, or to be collected for reuse, if possible
*Noise Impact*	1) use of good site practices to limit noise emissions by considering the following:	Noise mitigation measures shall be
	- Selection of quiet plants which complied with the BS 5228 Part 1 or TM Standards	generally applied by Contractor at all
(A) Construction Noise - General	- Use of 3.5m high hoarding along the site boundary, and permanent or movable noise barrier to screen noise at ground level zone. For high-rise Noise Sensitive Receivers, cantilevered top cover should be considered. The surface density of these barriers and hoarding need to be not less than 7kg/m².	work sites throughout the construction phase		ü
	- Delocalization of equipment and/or local reduction of number of plant items
	- Limiting the operating time of construction equipment on site and use of smaller equipment
	- scheduling of construction works outside school examination periods in critical areas. If feasible, try to avoid cumulative and concurrent noisy activities within the Phase 4 and Reserve Zone.
	- 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
(A) Construction Noise - General	- Material stockpiles, mobile container site office and other structures should be effectively utilised, where practicable, to screen noise from on-site construction activities	Mitigation measures shall be generally applied by Contractor at all work sites throughout the construction phase		ü
	1) Pui To Road
(B) Construction Noise - Specific	- Adoption of quiet plant, noise barrier, equipment delocalisation, reducing the plant items and limiting the operation time of construction equipment should be applied to sections close to Tuen Mun Town Plaza	Mitigation measures to be reviewed and implemented by Contractor carrying on		ü
	- Adoption of quiet plant, noise barrier and equipment delocalisation should be applied to critical areas closed to Top Court, Man Shing Building, Kam Wah Garden, Sun Court and San Fat Estate	works for sections closed to these receivers
	2) LT1 Junction	Mitigation measures to be reviewed and		ü
	- Adoption of quiet plant, noise barrier and equipment delocalization should be applied to critical areas closed to low-rise residential houses at Ng Lau Road	implemented by Contractor carrying on works for sections closed to these receivers
	3) TSW Reserve Zone
	- Adoption of quiet plant, noise barrier, equipment delocalisation and limiting the operation time of construction equipment should be applied to sections close to Area 110 Phase 2	Mitigation measures to be reviewed and implemented by Contractor carrying on works for sections closed to these receivers		ü
	- Adoption of quiet plant and noise barrier should be applied to sections close to Area 105 Phase 1, Area 30 Block 4, Area 110 Phase 2
	- Adoption of quiet plant, noise barrier and equipment delocalisation should be applied to sections close to Area 31 Phases 1 & 2 Primary Schools, Area 102 Phase 1 Block 4, Area 102 Phase 5 Block 17, and Area 30 Phase 1
	4) Further review of the construction method should be carried out by contractor. Considerations should be focussed on:	Mitigation measures to be reviewed and implemented by Contractor carrying on		ü
	- The availability of detailed plans or work areas and locations of plant (as opposed to gazetted work boundaries) will enable the Contractor to reduce the amount of uncertainty in the distance corrections applied to source noise levels used in this assessment.	works for sections closed to these receivers
	- The layout of worksites should be critically reviewed and judiciously planned in order to make best use of existing features which may be able to provide screening of NSRs from plant noise eg site offices, site containers, etc.
	- To determine specific SWL measurement of typical plant proposed to be used, particularly those activities that have been identified to be noisy or cause exceedances above daytime noise criteria. These 'actual' levels may then be able to be used in place of the values in the TM-CW.
(B) Construction Noise - Specific	- Use of smaller PME with lower SWL, e.g. smaller excavator, lorry to replace dump truck, where practicable.	Mitigation measures to be reviewed and implemented by Contractor carrying on		ü
	- Practicality/cost-effectiveness of portable, full noise barriers for sections of works identified in this report.	works for sections closed to these receivers
	- Sequential operation of a limited number of plant items in every 30-minute interval. For example, only excavator and vibratory roller are used in every 30-minute interval while only grader and dump truck are used in the next consecutive 30-minute period, where practicable; and
	- Use of limiting the operational period of other PME, where appropriate and practicable, as a last resort in order to meet the noise criteria. As an example, if PME could be operated for only 10 minutes out of any 30 minute period, a reduction of 5dB(A) could be achieved
(C) Operational Noise	1) KCRC operator to ensure that the 65 dB(A) Lmax at 25m from straight and well maintained ballast track is always achieved.	KCRC LRT operation section to review and implement the EMS system			ü
	2) The Detailed Design Consultant should ensure that the structure re-radiated noise from viaduct structure is at least 10dB(A) below the noise criteria of 65 dB(A) Lmax at 25m, at 50kph.
	3) The Detailed Design Consultant should ensure that the noise level at 2m from the transformer bays in the rectifier would be less than 66dB(A).	DDC to review the design and incorporate the mitigation measures where feasibile
	4) The Detailed Design Consultant should orientate the open side of transformer bays in rectifier station to face away from the nearest NSRs, and preferably facing onto a main road, if practicable.		ü
	5) The Detailed Design Consultant should conduct a detailed review on ventilation systems in the rectifier stations to determine the need for any noise attenuation (eg silencers, acoustic louvres etc).
*Waste Management*	1) The following waste management hierarchy should be considered in general:	To be reviewed and applied by Contractor and LRT operators whenever practicable		ü	ü
(A) General - waste	- Avoidance and minimisation (not generating waste through changing or improving practices and design);
	- Reuse of materials, thus avoiding disposal (generally with only limited reprocessing);
	- Recovery and recycling, thus avoiding disposal (although reprocessing may be required); and
	- Treatment and disposal, according to relevant regulations, guidelines and good practice.
	1) Storage, Collection and Transportation
(B) Construction Phase - waste	- Handle and store wastes in a manner which ensures that they are held securely without loss or leakage, thereby minimising the potential for pollution;	To be reviewed and applied by Contractor whenever practicable		ü
(B) Construction Phase - waste	- Use waste collectors authorised or licensed to collect the specific category of waste;	To be reviewed and applied by Contractor whenever practicable		ü
	- Remove wastes in a timely manner;
	- Maintain and clean waste storage areas regularly;
	- Minimise windblown litter and dust during transportation by either covering trucks or transporting wastes in an enclosed container;
	- Obtain the necessary waste disposal permits from the appropriate authorities, if they are required, in accordance with the Waste Disposal Ordinance (Cap 354), Waste Disposal (Chemical Waste) (General) Regulation (Cap 354) and the Land (Miscellaneous Provisions) Ordinance (Cap 28);
	- Dispose of waste at licensed sites;
	- Develop procedures such as a ticketing system to facilities, tracking of loads, particularly for chemical waste, and to ensure that illegal disposal of waste does not occur; and
	- Maintain records of the quantities of wastes generated, recycled and disposed.
	2) Excavated Material
	- Transport to the Western Section of WR for reuse, if practicable;
	- Transport to other land formation sites in the Tuen Mun and Yuen Long areas for reuse;
	- Transport to public filling areas.
	3) Construction and Demolition Material
	- Careful design, planning and good site management can minimise over-ordering and waste materials such as concrete, mortars and cement grouts. The design of formwork should maximise the use of standard wooden panels so that high reuse levels can be achieved. Alternatives such as steel formwork or plastic fencing should be considered to increase the potential for reuse.
	- The contractor should recycle as much as possible of the construction waste on-site. Proper segregation of wastes on site will increase the feasibility of recycling certain components of the waste stream by recycling contractors. Concrete and masonry can be used as general fill and steel reinforcement bars can be used by scrap steel mills. Different areas should be designated for such segregation and storage wherever site conditions permit.
	- On-site sorting and segregation facility of all type of wastes is considered as one of the best practice in waste management and hence, should be implemented in all projects generating construction waste. The sorted public fill and construction & demolition (C&D) waste should be disposed to public filling areas and landfills, respectively.
	- The handling and disposal of bentonite slurries should be undertaken in accordance with ProPECC PN 1/94 .
	4) Chemical Waste
(B) Construction Phase - waste	- Chemical waste that is produced, as defined by Schedule 1 of the Waste Disposal (Chemical Waste) (General) Regulation, should be handled in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes.	To be reviewed and applied by Contractor whenever practicable		ü
	- Containers used for the storage of chemical wastes should be suitable for the substance they are holding, resistant to corrosion, maintained in a good condition, and securely closed; have a capacity of less than 450 liters unless the specification has been approved by the EPD; and display a label in English and Chinese in accordance with instructions prescribed in Schedule 2 of the regulation.
	- The storage area for chemical wastes should be clearly labelled and used solely for the storage of chemical waste; enclosed on at least 3 sides; have an impermeable floor and bunding of sufficient capacity to accommodate 110% of the volume of the largest container or 20 % of the total volume of waste stored in that area, whichever is the greatest; have adequate ventilation; covered to prevent rainfall entering; and arranged so that incompatible materials are adequately separated.
	- Disposal of chemical waste should be via a licensed waste collector; be to a facility licensed to receive chemical waste, such as the Chemical Waste Treatment Centre which also offers a chemical waste collection service and can supply the necessary storage containers; or be to a reuser of the waste, under approval from the EPD.
	5) General Refuse
	- Contractor to remove general refuse from the site, separately from construction and chemical waste, on a daily or every second day basis to minimise odour, pest and litter impacts.
	- Office wastes can be reduced through recycling of paper if volume is large enough to warrant collection. Participation in a local collection scheme should be considered if one is available.
	- Training should be provided to workers about the concepts of site cleanliness and appropriate waste managemnet procedure, including reduction, reuse and recycling of wastes.
	1) General Refuse and Industrial Waste
(C) Operational Phase - waste	- General refuse will be mainly generated from the daily activities of LRT stops of the Phase 4 Extension. The LRT stops of the new extension should be included in the current LRT Waste Management Plan. As mentioned in the current LRT Waste Management Plan, at least 2 general garbage bins should be provided for each passenger stop, and the refuse should be collected by licensed contractor twice per day. The small quantity of industrial waste generated can be collected together with general refuse.	To be reviewed and applied by LRT operation staff whenever practicable			ü
	2) Chemical Waste
(C) Operational Phase - waste	- Chemical waste is produced, as defined by Schedule 1 of the Waste Disposal (Chemical Waste) (General) Regulation, and should be handled and disposed of in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. For mitigation measures, the guidelines covered under the construction phase mitigation of chemical wastes should be referred.	To be reviewed and applied by LRT operation staff whenever practicable			ü
Landscape & Visual	1) The Detailed Design Consultant (DDC) to carry out a Baseline Detailed tree survey to establish a record of the locations of existing mature trees. All trees to be retained, transplanted or felled shall be identified on site and on survey plan.	DDC to carried out at commenencement of the detailed design Stage	ü
	2) A Landscape Master Plan should be formulated and submitted to Govt Department for approval	Detailed Design Consultant to prepare and implement the plan before construction work commence	ü
	3) Carefully detailing the use of forms, colour and finishes of external appearance of all above-ground structures so that they are visually integrated into the surrounding landscape as much as practical	DDC to carry out during the detailed design stage	ü
	4) Implementation of tree and shrub planting within the railway reserve to soften the visual impact of the viaduct and make use of climbing plants to soften the appearance of viaduct column.	To be implemented by the Contractor during the construction and operation stages		ü	ü
	5) The Contractor to carry out Tree Survey Audit and to ensure all approved protection measures are in place prior to any excavation or site formation works. Regular monthly site inspections shall be made by the Supervising Officer.	To conduct at the outset of the construction contract		ü
	6) The Contractor to make conservation of topsoil.	Throughout the construction phase		ü
	7) Hoarding to works area boundary to protect adjacent operation	Generally applied by Contractor at all work sites		ü
	8) Planting to planter reserves alongside LRT alignment	To be implemented by Territory Development Department (TDD) and maintained by Highway Department (planter walls) and Regional Services Department (softworks).		ü	ü
	9) The Government Contractor shall carry out the maintenance and establishment works to all planted areas for the period specified in the Landscape contract (typically 12 months). Regular monthly site inspections shall be made by the Supervising Officer.	To conduct upon competion of the construction contract			ü
*Cultural Heritage*	1) The Contractor, when conducting the archaeological evaluation during construction phase, should adopt a minimum 5% sampling strategy for the support columns of the viaduct. The selected column footings should be pre-excavated prior to the onset of construction activities in order to retrieve sufficient information to assess the impact of the railway.	Precautionary measures shall be generally applied by Contractor at all work sites prior to and throughout the construction phase		ü
	2) If pre-excavation of selected columns is not possible, the mitigation strategy should be the posting of an archaeological watching brief, although the “watch and stop” may have implications on the construction programme of the columns. The watching brief may need to be extended to cover a larger sample if positive results are gained.	Precautionary measures shall be generally applied by Contractor at all work sites prior to and throughout the construction phase		ü
Cultural Heritage - Construction Phase	3) The archaeological evaluation and watching brief should be conducted by a qualified archaeologist, who should be licensed by the Antiquities Authority before the evaluation or watching brief takes place. This licensing procedure is a statutory requirement stated in Sections 12 and 13 in the Antiquities and Monuments Ordinance (Cap. 53).	Precautionary measures shall be generally applied by Contractor at all work sites prior to and throughout the construction phase		ü

Note:
* The recommended noise mitigation measures are developed based on the conceptual layout plan and subject to refinement in the detailed design stage.
Reassessment are necessary when there are changes in design.
Alternative measures which are proven to have equivalent or higher performance are acceptable. The overall compliance rate should be comparable to that of the conceptual layout.

AAB	Antiquities Advisory Board
AMO	Antiquities and Monuments Office
ANL	Acceptable Noise Levels
APCO	Air Pollution Control Ordinance
AQO	Air Quality Objectives
ASR	Area Sensitivity Ratings
BNL	Basic Noise Levels
BOD₅	5-day Biochemical Oxygen Demand
CNP	Construction Noise Permit
COD	Chemical Oxygen Demand
CRN	Calculation of Rail Noise
CRTN	Calculation of Road Traffic Noise
DB	Decibels
DDC	Detailed Design Consultant
DO	Dissolved Oxygen
DPA	Development Permission Area
EIA	Environmental Impact Assessment
EIAO	Environmental Impact Assessment Ordinance
EM&A	Environmental Monitoring and Auditing
EPD	Environmental Protection Department
FMC	Fill Management Committee
HKAQO	Hong Kong Air Quality Objectives
HKHA	Hong Kong Housing Authority
HKPSG	Hong Kong Planning Standards and Guidelines
Hz	Hertz
KCR/KCRC	Kowloon-Canton Railway Corporation
LR/LRT	Light Rail
NCO	Noise Control Ordinance
NSR	Noise Sensitive Receiver
OZP	Outline Zoning Plan
PCW	Prescribed Construction Work
PME	Powered Mechanical Equipment
ppm	Parts per Million
ProPECC	Professional Persons Environmental Consultative Committee
PS	Particular Specification
PTI	Public Transport Interchange
RSP	Respirable Suspended Particulates
SEL	Sound Exposure Level
SPME	Specified Powered Mechanical Equipment
SS	Suspended Solids
SSC	Suspended Sediment Concentration
SWL	Sound Power Level
TIS	Tin Shui Wai
TM	Technical Memorandum
TOC	Total Organic Carbon
TSP	Total Suspended Particulates
VSR	Visually Sensitive Receivers
WBTC	Works Branch Technical Circular
WCO	Water Control Objectives
WCZ	Water Control Zone
WDO	Water Disposal Ordinance
WPCO	Water Pollution Control Ordinance
WQO	Water Quality Objectives
WR	West Rail
WSR	Water Sensitive Receivers

	Concentration in micrograms per cubic metre (i)
Pollutant	1 Hour (ii)	8 Hour (iii)	24 Hours (iii)	3 Months (iv)	1 Year (iv)
Sulphur Dioxide	800		350		80
Total Suspended Particulates	500		260		80
Respirable Suspended Particulates (v)			180		55
Carbon Monoxide	30,000	10,000
Nitrogen Dioxide	300		150		80
Photochemical Oxidants (as ozone) (vi)	240
Lead				1.5

1 INTRODUCTION

2 Project Description

3 study Objectives and Scope

4 AVAILABLE TECHNICAL Information

5 Air Quality Assessment

6 Operational Noise Assessment

7 Construction Noise Assessment

8 Water Quality Assessment

8.3.1.2.1 Tin Shui Wai Nullah

8.3.1.4.1 Construction Runoff

8.3.1.4.2 Sewage Effluents

8.5 Conclusion

9 Waste Management Implications

9.3.1.1.1 Site Clearance Waste

9.3.1.1.2 Excavated Material

9.3.1.1.3 General Construction Waste

9.3.1.1.4 Demolition Waste

9.3.1.1.5 Chemical Waste

9.3.1.1.6 General Refuse

9.3.1.2.1 General Refuse

9.3.1.2.2 Industrial Waste

9.3.1.2.3 Chemical Waste

9.3.2.1.1 Site Clearance Waste

9.3.2.1.2 Excavated Material