Time Period	Basic Noise Level (BNLs), L_eq (30-min) dB(A)
Time Period	ASR A	ASR B	ASR C
Evening (1900 to 2300 hours) ⁽¹⁾	60	65	70
Night (2300 to 0700 hours)	45	50	55

Notes: (1) Includes Sundays and Public Holidays during daytime and evening

4.2.5 Despite any description or assessment made in this EIA Report on construction noise aspects, there is no guarantee that a Construction Noise Permit (CNP) will be issued for the project construction. The Noise Control Authority will consider a well-justified CNP application, once filed, for construction works within restricted hours as guided by the relevant Technical Memoranda issued under the Noise Control Ordinance. The Noise Control Authority will take into account contemporary conditions / 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.

4.2.6 Percussive piling is prohibited between 1900 and 0700 hours on any weekday not being a general holiday and at any time on Sunday or general holiday. A CNP is required for the carrying out of percussive piling between 0700 and 1900 hours on any day not being a general holiday. PP-TM sets out the requirements for working and determination of the permitted hours of operations. ANLs for percussive piling for different types of NSRs are shown in Table 4.2.

Table 4.2 Acceptable Noise Levels for Percussive Piling

NSR Window Type or Means of Ventilation	ANL, L_eq (30-min) dB(A)
NSR (or part of NSR) with no windows or other opening	100
NSR with central air conditioning system	90
NSR with windows or other openings but without central air conditioning system	85

Note: 10 dB(A) shall be subtracted from the ANLs shown above for NSRs which are hospitals, medical clinics, educational institutes, courts of law or other NSRs which are considered by the Authority to be particularly sensitive to noise.

4.2.7 In accordance with PP-TM, the permitted hours of operation for carrying out of percussive piling work involving use of diesel, pneumatic and/or steam hammers, subject to the issuance of a CNP, are listed in Table 4.3.

Table 4.3 Permitted Hours of Operation for Percussive Piling

Amount by which Corrected Noise Level (CNL) exceeds Acceptable Noise Level (ANL), CNL-ANL	Permitted hours of operation on any day not being a general holiday
-10 dB(A) < CNL-ANL	Nil
CNL-ANL £ -10 dB(A)	0700 to 1900

4.2.8 Under the TM on Noise from Construction Work in Designated Areas, the use of five types of Specified Powered Mechanical Equipment (SPME) and three types of Prescribed Construction Work (PCW) within a designated area during restricted hours would require a valid CNP. The SPME includes hand-held breaker, bulldozer, concrete lorry mixer, dump truck and hand-held vibratory poker. The PCW are:

· erecting or dismantling of formwork or scaffolding

· loading, unloading or handling of rubble, wooden boards, steel bars, wood or scaffolding material

· hammering

4.2.9 In general, it should not be presumed that a CNP would be granted for carrying out PCW within a designated area during the restricted hours. The CNP may be granted for the execution of construction works during restricted hours involving the use of PME and / or SPME if the relevant Acceptable Noise Levels and criteria stipulated in the GW-TM and DA-TM can be met.

Operational Traffic Noise

4.2.10 Annex 5 “Criteria for Evaluating Noise Impact” of the EIAO-TM defines the criteria L_{10
(1 hour)} for road traffic noise at various NSRs:

· 70 dB(A) at the façades of dwellings, hotels, offices

· 65 dB(A) at the façades of schools, places of public worship, courts of law, places where unaided voice communication is required

· 55 dB(A) at the façades of hospital

4.2.11 If any façades of NSRs are still exposed to predicted noise levels exceeding the relevant noise criteria after the implementation of all direct mitigation measures, provision of indirect technical remedies in the form of acoustic insulation and air conditioning should be considered under the EIAO-TM and the ExCo Directive “Equitable Redress for Persons Exposed to Increased Noise Resulting from the Use of New Roads”. The eligibility for indirect technical remedies will be tested against the following three criteria:

· the predicted overall noise level from the new road, together with other traffic noise in the vicinity must be above a specified noise level (for example, 70 dB(A) for domestic premises and 65 dB(A) for educational institutions, all in L_{10
(1 hour)}); and

· the predicted overall noise level is at least 1.0 dB(A) more than the prevailing traffic noise level, that is, the total traffic noise level existing before the works to construct the road commence; and

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

4.2.12 For the purpose of the traffic noise assessment in this Report, the roads within 300m from the proposed project alignment are included in the assessment. All roads are described as one of the following:

· ‘Existing’ Roads are the roads that are unchanged or subject to minor changes by the Project.

· ‘New’ Roads are the roads that are completely new or existing road sections that undergo major modifications that would cause significant traffic noise impact (i.e. road sections within the meaning of Item A.1 of Schedule 2 of EIAO).

4.2.13 The noise contribution from “new” roads should be less than 70 dB(A) at any dwellings (less than 65 dB(A) for educational institutions and places of public worship), so as to satisfy the relevant noise criteria, and there should not be any increase in traffic noise impact. In the case of an NSR where existing noise levels already exceed the relevant criteria, any increase in noise level contributed by the “new” roads should be less than 1.0 dB(A).

4.2.14 In accordance with the Study Brief, the scope of the proposed road alignment(s) has been analyzed to identify appropriate road sections within the meaning of Item A.1 of Schedule 2 of the EIAO and other road sections for the purpose of traffic noise impact assessment. The extent of ‘New’ roads under this Project has been depicted in Figures 4.2 to 4.3. The following sub-sections have identified the extent of ‘existing’ roads for the purpose of traffic noise impact assessment.

Modifications to Fenwick Pier Street and Convention Avenue (Figures 4.2)

4.2.15 Except the open arena of HKAPA, the NSRs in the close vicinity of these modified road sections would be equipped with central air-conditioning system. Besides, the traffic flow on these road sections with the Project would be less than that without the Project in year 2031. The traffic noise impact due to such modification works would not be considered significant, and hence these road sections would not be regarded as the ‘New’ roads under EIAO. Projected traffic data with and without the Project in year 2031 has been presented in Appendix 4.1.

Modifications to Convention Avenue, Expo Drive and Expo Drive East (Figure 4.3)

4.2.16 Although the traffic flow on Expo Drive and Expo Drive East with the Project would be more than that without the Project in year 2031, the NSRs in the close vicinity of these two road sections are equipped with central air-conditioning system, and hence no significant noise impact would be expected. For Convention Avenue, the traffic flow with the Project would be less than that without the Project in year 2031, and the road alignment would be shifted northward away from the NSRs. The modification work to Convention Avenue would not cause significant road traffic noise impact on the nearest affected NSR (i.e. Causeway Centre). As a result, these three modified road sections would not be regarded as the ‘New’ roads under EIAO.

4.3 Description of the Environment

4.3.1 The existing land uses in Wan Chai and Causeway Bay near the proposed development are commercial, residential and recreational uses.

4.3.2 The prevailing traffic noise levels at representative NSRs have been predicted based on the traffic forecast in year 2008. The projected traffic data for year 2008 has been presented in Appendix 4.2. As shown in Appendix 4.3, the overall noise levels at representative NSRs would range from 56 to 87 dB(A). The dominant existing noise source comes from the road traffic on busy Harbour Road and Gloucester Road.

4.3.3 Since the works programme of the Project will overlap with other Schedule 2 DPs in some periods, cumulative construction noise impacts would be expected at some noise sensitive receivers.

4.4 Sensitive Receivers

4.4.1 In order to evaluate the construction and operational noise impacts from the Project alignments, representative existing and planned noise sensitive receivers (NSRs) within 300m from the boundary of the Project (Study Area) are identified for assessment. Only the first layer of NSRs has been identified for assessment because it would provide acoustic shielding to those receivers at further distance behind. As the centrally air-conditioned buildings do not rely on opened windows for ventilation, the noise standard as stipulated in Table 1 of EIAO-TM would not be applicable, and hence these buildings have not been identified for noise impact assessment. Table 4.4 shows the representative NSRs for this noise impact assessment. The representative NSRs selected for assessments of construction noise and road traffic noise have been shown in Figure 4.7. The photographs of the representative NSRs are shown in Appendix 4.4. These representative assessment points for quantitative noise assessment have been agreed with the Environmental Protection Department (see Appendix 15.1).

Table 4.4 Representative Existing Noise Sensitive Receivers

NSR	Section	Location	Use	Ground elevation (mPD)	No. of Floors
N1	Wanchai	HKAPA (Open Arena)	Performing Arts Centre	5.0	G/F
N2	Wanchai	Causeway Centre	Residential	4.0	42
N3	Wanchai	Gloucester Road 169-170	Residential	3.7	12
N4	Wanchai	Kam Kwok Building	Residential	3.7	18
N5	Wanchai	Hyde Centre	Residential	3.7	22
N6	Causeway Bay	Elizabeth House	Residential	3.7	21

4.4.2 According to the relevant draft Outline Zoning Plans for the Project, the land uses of most future developments are commercial, recreational facilities, temple and open spaces. Recreational facilities and open spaces are not defined as NSRs in accordance with Annex 13 of the EIAO-TM. According to the normal practices adopted for similar land uses in Hong Kong (e.g. existing HKAPA, Visitor Centre of Hong Kong Wetland Park), the commercial buildings, HKAPA Extension and the Harbour Education Centre would be provided with central air-conditioning system and they do not rely on openable window for ventilation. Thus, no adverse noise impact upon these premises would be expected and, therefore they are not selected for traffic noise impact assessment.

4.5 Assessment Methodology

Construction Noise

4.5.1 The Schedule 3 Designated Project is scheduled to be commenced in early 2009 and to be completed in 2016. According to the construction programme, there are eight major construction tasks (as shown in Appendix 2.5). Some individual tasks have different stages. Table 4.5 summarises the different tasks and phasing. All construction tasks are planned to be carried out during unrestricted hours. Figure 3.4 shows the locations of work sites.

Table 4.5 Summary of Construction Tasks and Stages

Item	Tasks and Stages	Construction Period	Main Construction Elements
1 Causeway Bay Reclamation
1.1	Temporary Relocation Causeway Bay Typhoon Shelter(CBTS)	January 2009 to February 2016	Temporary Breakwater Relocation Mooring to Temporary CBTS Relocation Mooring back to CBTS
1.2	CBTS Temporary Reclamation Stage 1	August 2009 to May 2012	Dredging, temp seawalls and filling (TCBR1) CWB Tunnel (TCBR1) CWB Tunnel (Cross Harbour Tunnel)(CHT)
1.3	CBTS Temporary Reclamation Stage 2	November 2009 to May 2012	Dredging, temp seawalls and filling (TCBR2) CWB Tunnel (TCBR2)
1.4	CBTS Temporary Reclamation Stage 3	January 2011 to April 2014	Dredging, temp seawalls and filling (TCBR3) CWB Tunnel (TCBR3)
1.5	CBTS Temporary Reclamation Stage 4	May 2012 to November 2015	Dredging, temp seawalls and filling (TCBR4) CWB Tunnel (TCBR4)
1.6	Temp Diversion of Cooling Water System	October 2010 to January 2016
1.7	Promenade along CBTS	November 2015 to March 2016
1.9	Slip Road & Victoria Park Reprovisioning	August 2013 to March 2015	Victoria Park Road Traffic Division Slip Road 8 &Tunnel Transplant Trees in Victoria Park At-grade Road, Landscaped deck Reinstate Landscape work in VP
2 Ex-PCWA Temporary Reclamation
2.1	Temporary Reclamation PCWA Stage 1	February 2009 to May 2012	Dredging, Filing and Seawall (PCWAE) CWB Tunnel (PCWAE)
2.2	Temporary Reclamation PCWA Stage 2	March 2012 to May 2015	Dredging, Filing and Seawall (PCWAW) CWB Tunnel (PCWAW)
3 Wan Chai Reclamation
3.1	Wan Chai Reclamation Stage 1	January 2009 to February 2011	Dredging, Seawalls and Filling Drainage Culverts Cooling Water Syetem CWB Tunnel(WCR1)
3.2	Wan Chai Reclamation Stage 2	January 2011 to May 2013	Dredging, Seawalls and Filling CWB Tunnel Promenade
3.3	Wan Chai Reclamation Stage 3	April 2011 to March 2015	Dredging, Seawalls and Filling CWB Tunnel Promenade
3.4	Wan Chai Reclamation Stage 4	October 2012 to March 2015	Dredging, Seawalls and Filling Drainage Culverts CWB Tunnel Promenade
3.6	Ferry Pier Reprovisioning	February 2009 to May 2011	Temporary Ferry Piers New Ferry Piers
3.7	Helipad Reprovisioning	January 2009 to June 2010	Reprovisioning at HKCEC
3.8	Sewage Outfall	October 2009 to April 2011	Marine Section – Submarine Pipelines Land Section – New Pipeline
3.9	WSD’s Salt Water Pumping Station	February 2009 to October 2010	Construct New Pumping Station
3.10	Roads	October 2014 to September 2015	Road P2
4 HKCEC Reclamation
4.1	HKCEC Reclamation Stage 1 (Water Channel)	January 2009 to April 2016	Dredging, Seawalls and Filling Cooling Water Systems CWB Tunnel
4.2	HKCEC Reclamation Stage 2	January 2009 to March 2014	Dredging, Seawalls and Filling Drainage Culverts CWB Tunnel
4.3	MTR Tunnel Crossing	October 2010 to February 2012	Piling for Tunnel Units and Deck Tunnel and Deck Construction
4.4	HKCEC Reclamation Stage 3	March 2011 to October 2013	Dredging, Seawalls and Filling Drainage Culverts CWB Tunnel
4.5	Roads	March 2014 to November 2015	Road P2
5 Cross Harbour Watermains
5.1	Submarine Pipeline	January 2009 to September 2010	Lay New Submarine Pipeline
5.2	Lands Sections	September 2009 to May 2010	Lay Land Piplines HKCEC
6.0 North Point Reclamation
6.1	North Point Reclamation Stage 1	January 2009 to October 2010	Dredging, Seawalls and Filling CWB Tunnel (NPR1)
6.2	North Point Reclamation Stage 2	April 2009 to November 2012	Dredging, Seawalls and Filling (NPR2E, NPR2W) CWB Tunnel (NPR2W)
6.3	Promenade	August 2016 to December 2016	Promenade (NP) Final
7.0 Construction of Island Eastern Corridor Link (IECL)
7.2	IEC Connection Work	October 2010 to May 2016	IEC East Bound (E/B) (HFS to Mainline) IEC E/B Traffic Diversion Reconstruction IEC West Bound(W/B) IEC W/B Traffic Diversion Mainline Connection to IEC
7.3	East Portal and IEC Connection	May 2015 to August 2016	Portal Construction Traffic Diversion IEC E/B
10	Tunnel Building and Installation	November 2011 to May 2016
10.1	East Ventilation Building	November 2012 to September 2013	Superstructure of the Building E&M Work
10.2	Administration Building	February 2015 to November 2015	Substructure of the Building Superstructure of the Building E&M Work
10.3	Central Ventilation Building	January 2014 to January 2015	Substructure of the Building Superstructure of the Building E&M Work

4.5.2 The construction noise assessment has been carried out on a monthly basis from the commencement of the Project. The construction tasks of the Project taking place concurrently within 300 m of a given NSR are considered to contribute to the cumulative impact at that NSR. Noise sources from the areas greater than this distance have been excluded from the assessment.

4.5.3 In accordance with the EIAO, the methodology outlined in the GW-TM has been used for the assessment of construction noise (excluding percussive piling). Sound Power Levels (SWLs) of the equipment were taken from Table 3 of this TM. Where no SWL was supplied in the GW-TM, reference was made to BS 5228, previous similar studies or from measurements taken at other sites in Hong Kong. Schedule of powered mechanical equipment (PME) for the different construction tasks during normal daytime working hours is presented in Appendix 4.5.

4.5.4 It was assumed that all PME items required for a particular construction activity would be located at the notional or probable source position of the segment where such activity is to be performed. The assessment is based on the cumulative SWL of PME likely to be used for each location, taking into account the construction period in the vicinity of the receiver location. To predict the noise level, PME was divided into groups required for each discrete construction task. The objective was to identify the worst case scenario representing those items of PME that would be in use concurrently at any given time. The sound pressure level of each construction task was calculated, depending on the number of plant and distance from receivers. The noise levels at NSRs were then predicted by adding up the SWLs of all concurrent construction tasks.

4.5.5 A positive 3 dB(A) façade correction was added to the predicted noise levels in order to account for the facade effect at each NSR. The boundary walls around HKAPA Open Arena are assumed as noise barriers and a 5 dB(A) reduction of the predicted noise levels at receiver N1 is expected due to the shielding effect.

Road Traffic Noise

4.5.6 Traffic noise was predicted using the methodology provided in the UK Department of Transport Calculation of Road Traffic Noise (CRTN) 1988. The assessment was based on projected peak hour flows for the worst year within 15 years after opening of the road. The roads proposed under the Project are scheduled to open in 2016. Therefore, the traffic data for year 2031, which has been endorsed by Transport Department (see Appendix 15.1), was adopted for the assessment. Since traffic flows along the major roads during the peak hour in the morning are generally higher than that in the afternoon, the morning peak hour traffic flows were used for modelling. The projected 2031 am peak hour traffic flows are presented in Appendix 3.2.

4.5.7 Traffic speeds for the proposed Trunk Road system adopted in the noise model are summarised as follows:

Road Speed Limit

Trunk Road (Open Section & Underneath Landscaped deck) 70 km per hour

Trunk Road in Tunnel 80 km per hour

Road P2 50 km per hour

Slip Roads 50 km per hour

Operation Roads 50 km per hour

4.5.8 The traffic speed for all existing roads has been made reference to the Traffic Aids provided by Transport Department. Besides, low noise road surface has been assumed for the proposed trunk road (except tunnel section and beneath the landscaped deck at the eastern portal area) with speed limit of 70 km/hour.

4.5.9 The road network, proposed building layout and all other features that could have noise screening or reflective effects were digitised in the road traffic noise model. The roads were divided into segments, each of which was assigned a road layout number. A road layout defined the road width, opposing traffic lane separation, road surface type and traffic mix, flow and road design speed. Hard ground as defined in CRTN was assumed throughout the Study Area. Noise levels were calculated at each receiver point at various elevations.

Level of Uncertainty

4.5.10 The predictions of construction and road traffic noise impacts were based on the methodologies described in the GW-TM under the NCO and the UK Department of Transport “Calculation of Road Traffic Noise” (1988) respectively. The methodology which had previously been applied in other EIA studies is generally accepted for use in assessing construction and traffic noise impacts against EIAO-TM noise criteria.

4.5.11 There would be some limitations such as the accuracy of the predictive base data for future conditions e.g. traffic flow forecasts and plant inventory for the proposed construction works. Uncertainties in the assessment of impacts have been considered when drawing conclusions from the assessment.

4.5.12 In carrying out the assessment, realistic worst case assumptions have been made in order to provide a conservative assessment of noise impacts. The construction noise impact was assessed based on conservative estimates for the types of plant and methods of working. As for the assessment of road traffic noise impact, peak hourly traffic flows representing the worst case scenario were adopted.

4.6 Identification of Environmental Impacts

Construction Phase

4.6.1 Schedule 2 Designated Project 2 is scheduled to be commenced in March 2014 and to be completed in November 2015. The construction tasks under DP2 include:

· Road P2 from Fleming Road to Marsh Road and associated works (Oct 2014 - Sep 2015)

· Road P2 from CRIII to Fleming Road and associated works (March 2014 – November 2015)

4.6.2 The construction tasks of DP2 and other projects taking place concurrently within 300m of a given NSR are considered to contribute to the cumulative impact at that NSR. Noise sources from the areas greater than this distance have been excluded from the assessment. The concurrent projects considered in the cumulative construction noise assessment for DP2 are as follows:

· DP1 - Central-Wanchai Bypass (CWB) including its road tunnel and slip roads

Operational Phase

4.6.3 Road traffic noise impact would be the major issue of concerns during operation phase of the Project.

4.6.4 Road traffic noise will arise from new roads constructed under the Project, the new roads under DP1 and the existing roads.

4.7 Prediction and Evaluation of Environmental Impacts

Construction Noise

4.7.1 For normal daytime working hours, exceedences of the construction noise criteria (L_{eq
(30 minutes)}
75 dB(A) for residential uses and 70 dB(A) for educational institutions (65 dB(A) during examinations)) are predicted at representative NSRs in the absence of mitigation measures. Details of construction noise calculations and results are presented in Appendix 4.7. Results show that the predicted noise levels related to the concurrent construction works of the Project and other Schedule 2 DP is in the range of 71 to 81 dB(A). A summary of the unmitigated construction noise levels of the representative NSRs during normal daytime working hours within the construction period of the Project is listed in Table 4.6. Noise mitigation measures would therefore be required to reduce noise levels to the stipulated standard.

Table 4.6 Summary of Unmitigated Construction Noise Levels at Representative NSRs During Normal Daytime Working Hours

Representative NSRs	Predicted Unmitigated Construction Noise Levels during Normal Daytime Working Hour (L_eq (30-min) dB(A))
N1	76 - 81
N2	72 - 80
N3	71

Road Traffic Noise

4.7.2 Traffic noise levels have been predicted at a total of 6 representative noise assessment points (i.e. N1 to N6). Appendix 4.8 gives the breakdown of the noise contributions from the new roads and existing roads at all representative existing and planned NSRs. Sample output files for representative assessment points, as agreed with the EPD, are included in Appendix 4.9. Road-plots of the traffic noise model are included in Appendix 4.9a.

4.7.3 Without the noise mitigation measures in place, the predicted noise levels at the identified NSRs would range from 60 to 87 dB(A). The following paragraphs discuss the potential noise impacts at each broad group of NSRs under study.

Wan Chai Area (NSRs N1 – N5)

4.7.4 For the open arena of HKAPA, the performance area is set at the lowest level with tiered seating for the audience. Given the existing 2.5m high barriers surrounding the open arena, the predicted noise level of 60 dB(A) at N1 would comply with the noise limit of 65 dB(A). On the other hand, noise exceedences by 2 to 17 dB(A) are predicted at NSRs N2 to N5. Noise exceedences at NSRs N2 to N5 are mainly attributed to the existing roads (i.e. Harbour Road and Gloucester Road). The noise levels of ‘New’ roads would be less than 70 dB(A) and their contribution to the overall noise levels would be less than 1.0 dB(A). Direct mitigation measures on ‘New’ roads are therefore not required as they would not be effective in improving the noise environment at the sensitive receivers.

Causeway Bay Area (NSRs N6)

4.7.5 The predicted noise levels at N6 exceed the noise criterion of 70 dB(A) by 15 dB(A). However, the noise exceedences are caused by the existing roads. The ‘New’ road noise contribution to the overall noise level would be less than 1.0 dB(A) and the ‘New’ road noise levels at the NSR would be well below 70 dB(A) and considered negligible. Hence, direct mitigation measures on ‘New’ roads are not required as they would not be effective in improving the noise environment at the sensitive receivers.

4.8 Mitigation of Adverse Environmental Impacts

Construction Noise

4.8.1 In order to reduce the excessive noise impacts at the affected NSRs during normal daytime working hours, mitigation measures such as adopting quiet powered mechanical equipment and movable noise barriers are recommended. The above mitigation measures have been vetted and confirmed by the CEDD and HyD as being practicable in completing the works within scheduled timeframe. The Contractor may be able to obtain particular models of plant that are quieter than the PMEs given in GW-TM. It is considered too restrictive to specify that a Contractor has to use specific items of plant for the construction operations. It is practical to specify the total SWL of all plant to be used on site so that the Contractor is allowed some flexibility to select plant to suit his needs.

4.8.2 In this assessment, the recommended quiet PME are taken from the BS 5228: Part 1: 1997 and the website of EPD, and the PME are known to be available in Hong Kong.

4.8.3 The lists of quiet PME adopted in the road works construction of the Project during normal daytime working hours are shown in Appendix 4.13.

4.8.4 To alleviate the construction noise impact on the affected NSRs, movable noise barriers are proposed to be provided for particular items of plant and construction works. It is anticipated that a movable noise barrier with a cantilevered upper portion located within 5m from any static or mobile plant can provide 5 to 10 dB(A) noise reduction.

4.8.5 The mitigation measures for the items of PME in each construction task have been shown in Appendix 4.13.

4.8.6 As shown in Appendix 4.14, with the use of quiet equipment and movable noise barriers, the overall noise levels at NSRs would be reduced by 7 to 9 dB(A), depending on the type of construction activities. The predicted construction noise levels arising from the Project at all representative NSRs would comply with the EIAO-TM construction noise criteria. A summary for mitigated noise levels during normal daytime working hours at representative NSRs are presented in Table 4.7.

Table 4.7 Summary of Mitigated Construction Noise Levels at Representative NSRs during Normal Daytime Working Hours

Representative NSRs	Predicted Mitigated Construction Noise Levels during Normal Daytime Working Hour (dB(A))
N1	69 - 72
N2	65 - 72
N3	64

Traffic Noise

4.8.7 Direct mitigation measures would be proposed for ‘New’ roads (i.e. within the meaning of Item A.1 of Schedule 2 of EIAO-TM) if there would be adverse environmental impact. If the NSRs are affected by noise from other existing roads, direct mitigation measures are required to reduce the noise from the ‘New’ roads to a level that it

(i) is not higher than the noise standard; and

(ii) has no significant contribution to the overall noise from other existing roads, if the cumulative noise level (i.e. noise from the new road together with other existing roads) exceeds the noise standard.

4.8.8 As mentioned in Sections 4.7.4 to 4.7.5, the ‘New’ road noise contributions to the overall noise levels would be less than 1.0 dB(A) and the ‘New’ road noise levels at the representative NSRs would all be below the relevant EIAO-TM noise limits. Direct mitigation measures on ‘New’ roads are therefore not required as they would not be effective in improving the noise environment at the sensitive receivers.

4.9 Evaluation of Residual Impacts

Construction Noise

4.9.1 With the implementation of the above-mentioned mitigation measures, the construction noise levels at all representative NSRs are predicted to comply with the noise standards stipulated in the EIAO-TM. No residual impacts at all representative NSRs are anticipated.

4.9.2 In addition to the above-mentioned mitigation measures, the good site practices listed below shall be adopted by all the Contractors to further ameliorate the noise impacts. Although the noise mitigating effects are not easily quantifiable and the benefits may vary with the site conditions and operating conditions, good site practices are easy to implement and do not impact upon the works schedule.

· Only well-maintained plant shall be operated on-site and plant shall be serviced regularly during the construction program.

· Silencers or mufflers on construction equipment shall be utilised and shall be properly maintained during the construction program.

· Mobile plant, if any, shall be sited as far away from NSRs as possible.

· Machines and plant (such as trucks) that may be in intermittent use shall be shut down between works periods or shall be throttled down to a minimum.

· Plant known to emit noise strongly in one direction shall, wherever possible, be orientated so that the noise is directed away from the nearby NSRs.

· Material stockpiles and other structures shall be effectively utilised, wherever practicable, in screening noise from on-site construction activities.

Traffic Noise

4.9.3 The assessment results show that the ‘New’ road noise contributions to the overall noise levels at all representative NSRs would be less than 1.0 dB(A) and the ‘New’ road noise levels would all be below the relevant noise criteria. No adverse noise impacts arising from the ‘New’ roads would be predicted at any of the representative NSRs. Noise exceedances at the representative NSRs, if any, would be due to the existing roads. The numbers of residential dwellings and classrooms that will either be protected by or benefited from (by at least 1 dB(A)) direct noise mitigation measures under DP1 have been shown in Appendix 4.17.

4.9.4 In order to redress the residual impacts, indirect technical remedies in the form of window insulation and provision of air-conditioning should be considered subject to the fulfilment of EPD’s eligibility criteria for consideration by the ExCo.

4.9.5 Results of the eligibility assessment are presented in Appendix 4.18. Due to high prevailing noise levels and/or dominant noise contribution from other roads, none of the representative NSRs is eligible for consideration for indirect technical remedies under the EIAO-TM and the ExCo Directive “Equitable Redress for Persons Exposed to Increased Noise Resulting from the Use of New Roads”.

4.10 Environmental Monitoring and Audit

Construction Noise

4.10.1 An EM&A programme is recommended to be established according to the predicted occurrence of noisy activities. All the recommended mitigation measures for daytime normal working activities should be incorporated into the EM&A programme for implementation during construction. Details of the programme are provided in the stand-alone EM&A Manual.

Operational Noise

4.10.2 No direct noise mitigation measures are proposed for DP2, road traffic noise monitoring would not be considered necessary.

4.11 Conclusion

Construction Phase

4.11.1 This assessment has predicted the construction noise impacts of the Project during normal daytime working hours, taking into account other concurrent Schedule 2 DP. The predicted unmitigated noise levels would range from 71 to 81 dB(A) at the representative NSRs. With the use of quiet PME and movable barriers for construction tasks under the Project and implementation of the noise mitigation measures proposed for other Schedule 2 DP, the noise levels at all representative NSRs would comply with the construction noise standard.

4.11.2 A construction noise EM&A programme is recommended to check the compliance of the noise criteria during normal daytime working hours.

Operational Phase

4.11.3 The potential road traffic noise impacts have been assessed based on the worst case traffic flows in 2031. The noise levels at most of the NSRs in the areas of Wanchai and Causeway Bay are predicted to exceed the EIAO-TM traffic noise criteria due to the existing roads. Without the noise mitigation measures in place, the predicted noise levels at the NSRs would range from 60 to 87 dB(A). Considering the ‘New’ road noise contributions to the overall noise levels would be less than 1.0 dB(A) and the ‘New’ road noise levels at the representative NSRs would all be below the relevant EIAO-TM noise limits. Direct mitigation measures on ‘New’ roads are therefore not required as they would not be effective in improving the noise environment at the sensitive receivers.

4.1.2 During the operational phase, traffic noise impacts are anticipated and traffic noise assessment has therefore been undertaken at the representative noise sensitive receivers within 300m from the Project boundary (the Study Area).

4.2.12 For the purpose of the traffic noise assessment in this Report, the roads within 300m from the proposed project alignment are included in the assessment. All roads are described as one of the following:

Modifications to Fenwick Pier Street and Convention Avenue (Figures 4.2)

4.3 Description of the Environment

4.3.1 The existing land uses in Wan Chai and Causeway Bay near the proposed development are commercial, residential and recreational uses.

4.8.2 In this assessment, the recommended quiet PME are taken from the BS 5228: Part 1: 1997 and the website of EPD, and the PME are known to be available in Hong Kong.

4.11 Conclusion