S4 Noise

Uses	Daytime (0700 to1900 hours on any day not being a Sunday or general holiday) (L_eq_{, 30min}, dB(A))
Domestic premises, hotel, hostel	75
Educational Institution	70
Educational Institution (during examination)	65

Time Period	Noise Criteria (L_eq_{, 30min}, dB(A))
Daytime and Evening (0700 to 2300 hours)	60	65	70
Night-time (2300 to 0700 hours)	50	55	60

Time Period	ANL, dB(A)	ANL-5, dB(A)
Daytime and Evening (0700 to 2300 hours)	60	65	70	55	60	65
Night (2300 to 0700 hours)	50	55	60	45	50	55

ID	Measurement Location	Dominant Noise Source	Re-presenting NSRs	Lowest Measured Noise Level, L₉₀ (1hr), dB(A)
M01	Block 14, Lung Mun Oasis (Roof Level)	Road Noise from Wong Chu Road	NSRs located to the west of A16 Station	57	57	53	53
M02	Tower 1, Oceania Heights (Podium Level)	Road Noise from Hoi Wong Road & Light Rail	NSRs along Hoi Wong Road	59	59	54	55
M03	Roof Level of Yan Chai Hospital Law Chan Chor Si Primary School	Road Noise from Wu King Road & Light Rail	NSRs along Wu King Road	52	52	49	49

Table 4.6 Identified NSRs and Representative Assessment Points within 300m Assessment Area from the Project

NSR ID	Description	NAP⁽¹⁾	Land Use⁽²⁾	Existing / Planned	No. of Storey	Type of Area	Influencing Factor (IF)	Degree to which NSR is affected by IF	Area Sensitive Rating	Noise Assessment
NSR ID	Description	NAP⁽¹⁾	Land Use⁽²⁾	Existing / Planned	No. of Storey	Type of Area	Influencing Factor (IF)	Degree to which NSR is affected by IF	Area Sensitive Rating	Constru-ction Noise	Rail Noise	Fixed Plant Noise
CG	Tower 1, Century Gateway Phase 1	CG1	R	Existing	36	Urban	Tuen Mun Heung Sze Wui Road ⁽³⁾	Directly Affected	C	√	√
CPCPS	Castle Peak Catholic Primary School⁽⁸⁾	CPCPS	E	Existing	5	Urban	Tuen Mun Heung Sze Wui Road ⁽³⁾	Directly Affected	C	√
THT	Tin Hau Temple (Tin Hau Road)⁽⁸⁾	THT	W	Existing	1	Area other than those above	Industrial Area to the south-west of TUM Station	Within 100m from Industrial Area	C	√	√
HYTPS	Shun Tak Fraternal Association Ho Yat Tung Primary School⁽⁸⁾	HYTPS	E	Existing	7	Area other than those above	-	-	B	√
OM	Oi Ming House, Yau Oi Estate	OM1	R	Existing	27	Area other than those above	-	-	B		√
OM	Oi Ming House, Yau Oi Estate	OM2	R	Existing	27	Area other than those above	-	-	B		√
IPS	Islamic Primary School ⁽⁸⁾	IPS	E	Existing	7	Area other than those above	-	-	B	√	√
OT	The NAAC Yau Oi Day Creche⁽⁸⁾	OT0	N	Existing	1	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√	√
	Oi Tak House, Yau Oi Estate	OT1	R	Existing	25	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√	√
		OT2	R	Existing	25	Area other than those above	Wong Chu Road⁽³⁾	Indirectly Affected	B	√	√
		OT3	R	Existing	25	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√
OL	Yau Oi Kindergarten-Cum-Nursery⁽⁸⁾	OL0	E	Existing	1	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√	√
	Oi Lai House, Yau Oi Estate	OL1	R	Existing	27	Area other than those above	Wong Chu Road⁽³⁾	Indirectly Affected	B	√	√
	Oi Lai House, Yau Oi Estate	OL2	R	Existing	27	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C	√	√
SCCMC	Christian Alliance S.C. Chan Memorial College ⁽⁸⁾	SCCMC	E	Existing	6	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C	√
TE	The Esplanade	TE1	R	Existing	20	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	B⁽¹⁰⁾	√	√	√
HFTPS	Church of Christ in China Hoh Fuk Tong Primary School⁽⁸⁾	HFTPS	E	Existing	8	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√
THRPH	Planned Housing Development (Yip Wong Road, Area 17)⁽⁵⁾	THRPH1b	R	Planned	37⁽⁴⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√
		THRPH2a ⁽⁹⁾	H	Planned	2⁽⁴⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C	√	√
		THRPH2b	R	Planned	37⁽⁴⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√	√
		THRPH3b	R	Planned	37⁽⁴⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C		√
A16PH	Planned Property Development in Area 16^{(7) (11)}	A16PH1	R	Planned	43/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH1a	R	Planned	43/F ⁽⁶⁾	Area other than those above	-	-	B		√
		A16PH2	R	Planned	43/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH3	R	Planned	34/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH4	R	Planned	34/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√	√
		A16PH4a	R	Planned	34/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√	√
		A16PH5	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C		√	√
		A16PH5a	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√	√
		A16PH5b	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C		√
		A16PH5c	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B		√
		A16PH5d	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C		√
		A16PH6	R	Planned	34/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH10	R	Planned	10/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH11	R	Planned	10/F ⁽⁶⁾	Area other than those above	-	-	B		√	√
		A16PH12	R	Planned	10/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Indirectly Affected	B		√	√
		A16PH13	R	Planned	10/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C		√	√
		A16PH14	R	Planned	46/F ⁽⁶⁾	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C			√
		A16PH15	R	Planned	34/F ⁽⁶⁾	Area other than those above	-	-	B			√
HSNPS	Yan Chai Hospital Ho Sik Nam Primary School⁽⁸⁾	HSNPS	E	Existing	7	Area other than those above	Wong Chu Road⁽³⁾	Directly Affected	C	√	√	√
OH	Oceania Heights	OH1	R	Existing	35	Area other than those above	Wong Chu Road⁽³⁾	Not Affected	B	√	√	√
LMO	Lung Mun Oasis	LMO1	R	Existing	32	Area other than those above	-	-	B	√	√	√
		LMO2	R	Existing	30	Area other than those above	-	-	B		√	√
		LMO3	R	Existing	30	Area other than those above	-	-	B		√	√
GG	Glorious Garden	GG1	R	Existing	28	Area other than those above	-	-	B	√	√	√
GG	Glorious Garden	GG2	R	Existing	28	Area other than those above	-	-	B		√	√
STM	Sun Tuen Mun Centre	STM1	R	Existing	44	Area other than those above	-	-	B	√	√
STM	Sun Tuen Mun Centre	STM2	R	Existing	44	Area other than those above	-	-	B		√
WF	Wu King Day Activity Centre & Hostel⁽⁸⁾	WF0	E & H	Existing	1	Area other than those above	-	-	B	√
	Wu Fai House	WF1	R	Existing	20	Area other than those above	-	-	B		√	√
	Wu Fai House	WF2	R	Existing	20	Area other than those above	-	-	B		√	√
WT	Tuen Mun District Women’s Association Limited - Zonta Club of Hong Kong Integrated Service Centre⁽⁸⁾	WT0b	E	Existing	1	Area other than those above	-	-	B	√	√	√
	Wu Tsui House	WT1	R	Existing	23	Area other than those above	-	-	B		√	√
	Wu Tsui House	WT2	R	Existing	20	Area other than those above	-	-	B	√	√	√
WY	Caritas Institute of Community Education⁽⁸⁾	WY0	E	Existing	1	Area other than those above	-	-	B	√
RB	Regency Bay	RB	R	Existing	22	Area other than those above	Industrial Zone	Between 100m and 250m from an Industrial Zone	B	√	√
WHPQ	Tuen Mun Wu Hong Police Quarters	WHPQ1	R	Existing	21	Area other than those above	-	-	B	√	√	√
		WHPQ2	R	Existing	21	Area other than those above	-	-	B	√	√	√
		WHPQ3	R	Existing	21	Area other than those above	-	-	B	√
SK	Sunkids Kindergarten⁽⁸⁾	SK	E	Existing	1	Area other than those above	Industrial Zone	within 100m of Industrial Zone	C	√
YWV	Block 3, Yuet Wu Villa	YWV	R	Existing	22	Area other than those above	Industrial Zone	Between 100m and 250m from an Industrial Zone	B	√
LCCS	Yan Chai Hospital Law Chan Chor Si Primary School⁽⁸⁾	LCCS1	E	Existing	7	Area other than those above	-	-	B	√	√	√
LCCS	Yan Chai Hospital Law Chan Chor Si Primary School⁽⁸⁾	LCCS2	E	Existing	2	Area other than those above	-	-	B	√	√	√
NH	Nga Hei House, Siu Hei Court	NH1	R	Existing	37	Area other than those above	-	-	B	√	√	√
SHDC	Tung Wah Group of Hospitals Sun Hoi Directors' College⁽⁸⁾	SHDC1	E	Existing	6	Area other than those above	-	-	B	√	√	√
CBTMSS	Carmel Bunnan Tong Memorial Secondary School⁽⁸⁾	CBTMSS	E	Existing	7	Area other than those above	-	-	B	√
TCC	Taoist Ching Chung Primary School⁽⁸⁾	TCC	E	Existing	7	Area other than those above	-	-	B	√	√	√
WB	Yan Oi Tong Allan Yap Kindergarten⁽⁸⁾	WB0	E	Existing	1	Area other than those above	-	-	B	√	√	√
	Wu Boon House, Wu King Estate	WB1	R	Existing	23	Area other than those above	-	-	B		√	√
	Wu Boon House, Wu King Estate	WB2	R	Existing	20	Area other than those above	-	-	B	√	√	√
WK	Wu Kwong House, Wu King Estate	WK1	R	Existing	23	Area other than those above	-	-	B		√	√
WK	Wu Kwong House, Wu King Estate	WK2	R	Existing	23	Area other than those above	-	-	B		√	√
MINS	W.F.B. Mantra Institute Nursery School ⁽⁸⁾	MINS	E	Existing	1	Area other than those above	-	-	B	√
RG	Block 4, Richland Garden	RG1	R	Existing	28	Area other than those above	-	-	B	√	√	√
PG	Block 1, Pierhead Garden	PG1	R	Existing	30	Area other than those above	-	-	B	√	√	√
MB	Tower 1, Miami Beach Towers	MB1	R	Existing	29	Area other than those above	-	-	B	√

Notes:

(1) NAP – Noise Assessment Point

(2) E - Educational Institution; H – Hotel/Hostel; W - Places of Public Worship; R – Residential, N – Nursery.

(3) Based on ATC 2020, the AADT of Wong Chu Road and Tuen Mun Heung Sze Wui Road is more than 30,000, and therefore these roads are classified as an Influencing Factor (IF) according IND-TM.

(4) Information is provided by Housing Department.

(5) According to the information provided by Civil Engineering and Development Department (CEDD) on 18 December 2020, the tentative population intake of planned housing development at Yip Wong Road, Area 17 is 2024/2025.

(6) The design of planned property development in Area 16 is still underway during the EIA stage. As advised by MTRCL, the highest assessment height would be about +72.2mPD for the building blocks atop of the planned A16 Station, and about +172mPD for the building blocks next to the A16 Station. The lowest assessment height would be about +42.2mPD for the building blocks atop of the planned A16 Station, and in the range of +24.3 mPD to +36 mPD for the building blocks next to the A16 Station.

(7) Tentative population intake of planned housing development at Area 16 would be after 2030 as advised by MTR. Preliminary information on the approximate no. of storey and location of sensitive façade was advised by MTR. The no. of storey is subject to change upon design development.

(8) No sensitive use is anticipated during night-time period.

(9) THRPH2a would be used as Hostel for the Severely Mentally Handicapped Persons and Supported Hostel for Mentally Physically Handicapped Persons.

(10) Considering the southern façades of The Esplanade does not have direct line of sight to the IF (i.e. Wong Chu Road), a conservative approach by adoption of ASR B was assigned for TE1 in noise assessment.

(11) According to the information provided by MTR, no noise sensitive uses will be provided at the northern and southern façades of the buildings atop of A16 Station.

4.5 Construction Phase

Source of Impact

4.5.1 The potential source of noise impact during the construction of the Project would be the use of Powered Mechanical Equipment (PME) for various construction activities. The major construction works would include the following activities:

· Demolition of existing Tuen Mun Swimming Pool and other existing structures (e.g. footbridges);

· Modification works of overrun section connecting to Tuen Mun Station;

· Construction of pile caps, piles and piers;

· Construction of new stations, Tuen Mun River Bridge and viaduct structure; and

· Architectural Builders Works and Finishes (ABWF) and Building Service (BS) equipment installation works.

4.5.2 As all of the construction activities would be carried out above ground and the Project will not consist of rail tunnel, ground-borne noise is not anticipated during the construction phase.

4.5.3 The construction of the Project will tentatively commence in 2023 for operation readiness in 2030. Majority of civil construction works is expected to be completed in 2028 while some ABWF, BS and reinstatement works and removal of temporary platform at some locations will be conducted between 2028 and 2030.

4.5.4 The plant inventory provided by the Project Engineer for the construction noise impact assessment is presented in Appendix 4.3, while the construction programme is shown in Appendix 2.3. Appendix 4.4 presents the currently envisaged locations of the work sites and distances between the notional sources and the NAPs. Site clearance and reinstatement of some work zones (e.g. zone W1 and W2), which are composed of a number of isolated work sites, will be carried out at one of their isolated work sites at any one time only. In addition, based on the current preliminary design, construction of pile cap is not required for the viaduct between A16 Station and Tuen Mun River Bridge. The feasibility and practicability for construction programme and zoning arrangements of construction activities together with the PME inventory and utilization rate adopted for the assessment were confirmed by the Project Engineer. The proposed maintenance works at Tuen Mun Park include diversion of cycling track and pedestrian walkway (placing water barriers) and occasional maintenance tree pruning works. Hand-held tools (i.e. non-PME) would be used during the maintenance works as far as possible. These maintenance works are considered as minor works and thus are not included in the quantitative assessment.

4.5.5 T he Project Proponent has formulated a reasonable construction programme to avoid works to be carried out in restricted hours as far as practicable. According to the proposed construction programme, most of the proposed construction works would be carried out during non-restricted hours. However, certain construction works which would cause not only serious interruption or disruption to road or rail traffic but also the safety concern to pedestrians and drivers are required to be carried out during restricted hours, so as to minimise inconvenience to the public. In case of any construction activities are unavoidable to be conducted during restricted hours (i.e. 1900 – 0700 hours), it is the Contractor’s responsibility to ensure the compliance with the NCO and the relevant TMs. The Contractor should submit CNP application to the Noise Control Authority and abide by any conditions stated in the CNP, should one be issued. According to best available information in this stage, the construction works that would be carried out during restricted hours include the following activities:

· Modification of overrun section connecting to TUM Station;

· Demolition of footbridges above Wu King Road;

· Lifting of new footbridge structures above Wu King Road;

· Works associated with temporary traffic management;

· Lifting of precast viaduct structures at junctions of Wu King Road; and

· Railway protection works for existing light rail near Tuen Mun Ferry Pier.

Assessment Methodology

4.5.6 The construction noise impact assessment was undertaken in accordance with Annexes 5 and 13 of the EIAO-TM and the methodology for the construction noise impact assessment followed the procedures outlined in the GW-TM. The general approach is summarised as follows:

· Identify all existing NSRs in the assessment area and select assessment points to represent identified NSRs which would most likely be affected by noise from the construction work;

· Identify and quantify an inventory of noise sources for representative construction equipment;

· Identify representative phases of construction that would have noticeable varying construction noise emissions at existing NSRs at the assessment area;

· Assign sound power levels (SWLs) to the proposed PME according to the GW-TM or other sources;

· Calculate distance attenuation based on the distance between NSR and the notional noise source position;

· Apply corrections in the calculations such as façade reflection, potential screening effects and acoustic reflection, if any;

· Predict construction noise levels at the selected assessment points in the absence of any mitigation measures at different phases of construction of the Project;

· Compare the construction noise level against the corresponding noise criterion and propose suitable mitigation measures where necessary;

· Predict cumulative impact from concurrent projects, if any, within 300m of the NSRs and compare the cumulative construction noise level against the corresponding noise criterion and propose suitable mitigation measures where necessary; and

· Evaluate the residual construction noise impact in accordance with Section 4.4.3 of the EIAO-TM and estimate the total number of existing dwellings, classrooms and other noise sensitive elements that will be exposed to residual noise impact exceeding the criteria set in Annex 5 in the EIAO-TM.

4.5.7 For the SWLs of the PME, reference is made to Table 3 of the GW-TM, "Sound power levels of other commonly used PME" published by EPD, the Quality Powered Mechanical Equipment (QPME) System available at EPD’s website, and the previous approved EIA reports etc. SWLs of the equipment adopted in this noise assessment and sources of the reference are presented in Appendix 4.5.

4.5.8 It was assumed that all PME items required for a particular construction activity would be located at the notional position of work zones (Appendix 4.4 refers) where such activity is to be performed. The PME items were organised into groups required for each discrete task of the construction works. The sound pressure level (SPL) of each construction task was calculated, depending on the number of plant items involved and the distance from the NSR. A positive 3 dB façade correction was added to the predicted noise levels to account for the façade effect at each assessment point. The noise levels at the NSRs were then predicted by adding up the SPLs of all concurrent construction tasks from the Project. Work zones that are at distances greater than 300m from the NSRs were excluded from the assessment.

4.5.9 The unmitigated construction noise impacts at the identified NSRs were predicted. For the areas where noise exceedance predicted, practicable direct mitigation measures including the use of quieter equipment, noise barriers, enclosures and quieter alternative methods were considered to mitigate the construction noise impact. Appropriate correction factors for barrier effect were adopted in accordance with Section 4.6 of the EIAO Guidance Note No. 9/2010 (GN 9/2010). In cases where the mitigated noise levels still exceed the relevant criteria, the duration of the noise exceedance would be estimated.

4.5.10 The works site along Tuen Mun Promenade would be adopted as construction access, and the construction noise impact from construction vehicles was calculated based on the following formula as stipulated in BS5228: Part 1: 2009:

L_eq= L_wA - 33 + 10logQ – 10logV – 10logd +A + FC

where

L_WA	SWL of the plant, in dB(A)
Q	No. of vehicles per hour
V	Average vehicle speed, in km/hr
D	Distance of receiving position from the centre of haul road, in m
A	Angle of view correction, A = 10log(angle of view in degrees / 10)
FC	Façade correction

Prediction and Evaluation of Environmental Impacts

Unmitigated Airborne Construction Noise Impact during Non-restricted Hours

4.5.11 For normal daytime working hours, exceedances of the construction noise criteria were predicted at most of the representative NAPs with no mitigation measures in place. Details of the unmitigated construction noise assessment are presented in Appendix 4.6 with the results summarised in Table 4.7. Predicted unmitigated construction noise levels at various representative floor levels are presented in Appendix 4.7. With noise exceedance predicted, direct noise mitigation measures are required to alleviate the adverse construction noise impact on the affected NSRs.

Table 4.7 Summary of Unmitigated Construction Noise Levels

NAP ID	Description	Land Use⁽¹⁾	Daytime Noise Criterion, Leq (30mins), dB(A)	Unmitigated Construction Noise Levels, Leq (30mins), dB(A)	Max. Noise Exceedance, dB(A)
CG1	Tower 1, Century Gateway Phase 1	R	75	64 - 74	-
CPCPS	Castle Peak Catholic Primary School	E	70 (65 during Exams)	58 - 67	(2 during Exams)
THT	Tin Hau Temple (Tin Hau Road)	W	70⁽³⁾	57 - 74	4
HYTPS	Shun Tak Fraternal Association Ho Yat Tung Primary School	E	70 (65 during Exams)	55 - 73	3 (8 during Exams)
IPS	Islamic Primary School	E	70 (65 during Exams)	60 - 91	21 (26 during Exams)
OT0⁽²⁾	The NAAC Yau Oi Day Creche	N	70	58 - 78	8
OT1	Oi Tak House,	R	75	57 - 86	11
OT2	Oi Tak House,	R	75	58 - 82	7
OL0⁽²⁾	Yau Oi Kindergarten-Cum-Nursery	E	70	61 - 79	9
OL1	Oi Lai House	R	75	63 - 91	16
OL2	Oi Lai House	R	75	64 - 82	7
SCCMC	Christian Alliance S.C. Chan Memorial College	E	70 (65 during Exams)	62 - 75	5 (10 during Exams)
TE1	The Esplanade	R	75	60 - 79	4
HFTPS	Church of Christ in China Hoh Fuk Tong Primary School	E	70 (65 during exams)	59 - 73	3 (8 during Exams)
THRPH2a	Planned Housing Development (Yip Wong Road, Area 17)	H	75	63 - 80	5
THRPH2b	Planned Housing Development (Yip Wong Road, Area 17)	R	75	62 - 83	8
HSNPS	Yan Chai Hospital Ho Sik Nam Primary School	E	70 (65 during Exams)	60 - 79	9 (14 during Exams)
OH1	Tower 1, Oceania Heights	R	75	61 - 82	7
LMO1	Block 13, Lung Mun Oasis	R	75	59 - 78	3
GG1	Block 6, Glorious Garden	R	75	64 - 77	2
STM1	Block 10, Sun Tuen Mun Centre	R	75	59 - 74	-
WF0⁽²⁾	Wu King Day Activity Centre & Hostel	E&H	70	66 - 82	12
WT0b⁽²⁾	Tuen Mun District Women’s Association Limited - Zonta Club of Hong Kong Integrated Service Centre	E	70	64 - 88	18
WT2	Wu Tsui House	R	75	64 - 88	13
WY0	Caritas Institute of Community Education	E	70 (65 during Exams)	61 - 78	8 (13 during Exams)
RB	Regency Bay	R	75	59 - 74	-
WHPQ1	Tower 1 Tuen Mun Wu Hong Police Quarters	R	75	62 - 84	9
WHPQ2	Tower 2, Tuen Mun Wu Hong Police Quarters	R	75	64 - 84	9
WHPQ3	Tower 2, Tuen Mun Wu Hong Police Quarters	R	75	63 - 80	5
SK⁽²⁾	Sunkids Kindergarten	E	70	54 - 79	9
YWV	Block 3, Yuet Wu Villa	R	75	57 - 72	-
LCCS1	Yan Chai Hospital Law Chan Chor Si Primary School	E	70 (65 during Exams)	60 - 86	16 (21 during Exams)
LCCS2	Yan Chai Hospital Law Chan Chor Si Primary School	E	70 (65 during Exams)	59 - 87	17 (22 during Exams)
NH1	Nga Hei House	R	75	57 - 80	5
SHDC1	Tung Wah Group of Hospitals Sun Hoi Directors' College	E	70 (65 during Exams)	60 - 85	15 (20 during Exams)
CBTMSS	Carmel Bunnan Tong Memorial Secondary School	E	70 (65 during Exams)	59 - 80	10 (15 during Exams)
TCC	Taoist Ching Chung Primary School	E	70 (65 during Exams)	58 - 89	19 (24 during Exams)
WB0	Yan Oi Tong Allan Yap Kindergarten⁽²⁾	E	70	63 - 85	15
WB2	Wu Boon House, Wu King Estate	R	75	63 - 85	10
MINS⁽²⁾	W.F.B. Mantra Institute Nursery School	E	70	62 - 87	17
RG1	Block 4, Richland Garden	R	75	58 - 81	6
PG1	Block 1, Pierhead Garden	R	75	58 - 86	11

Notes:

(1) E – Educational Institution; H – Hotel/Hostel; N – Nursery; W – Places of Public Worship; R – Residential.

(2) No examination period would be anticipated at kindergarten, nursery, Integrated Service Centre and Day Activity Centre.

(3) A 70 dB(A) noise criteria has been assumed for places for public worship as a conservative approach.

4.5.12 The construction noise impact due to mobile plant movement on the construction access at Tuen Mun Promenade was assessed and Tower 1, Miami Beach Towers (NAP MB1) was identified as the most representative NAP. The construction noise impact due to mobile plant movement on the construction access is predicted to be 64 dB(A) at MB1 which would comply with daytime noise criterion of 75 dB(A). Detailed calculation and the proposed plant inventory are shown in Appendix 4.6. The feasibility and practicality of the plant inventory adopted in the assessment on noise from vehicle movements were confirmed by the Project Engineer.

4.5.13 The total number of dwellings, classrooms and other noise sensitive receivers that will be exposed to noise impact exceeding the criteria set in Annex 5 in the EIAO-TM were evaluated and it is estimated that a total of about 5,000 dwellings and 240 classrooms will be exposed to construction noise impact under unmitigated scenario.

Unmitigated Airborne Construction Noise Impact during Restricted Hours

4.5.14 The Project Proponent has formulated a reasonable construction programme to avoid works to be carried out in restricted hours as far as practicable. According to the proposed construction programme, most of the proposed construction works would be carried out during non-restricted hours. However, certain construction works which would cause not only serious interruption or disruption to road or rail traffic but also the safety concern to pedestrians and drivers are required to be carried out during restricted hours, so as to minimise inconvenience to the public. In case of any construction activities are unavoidable to be conducted during restricted hours (i.e. 1900 – 0700 hours), it is the Contractor’s responsibility to ensure the compliance with the NCO and the relevant TMs. The Contractor should submit CNP application to the Noise Control Authority and abide by any conditions stated in the CNP, should one be issued.

Mitigation Measures

4.5.15 The results of the construction noise assessment indicated that, there would be exceedance of the construction noise criteria at most of the NSRs in the absence of any mitigation measures. Various mitigation options were considered and are listed below:

· Adoption of good site practices to limit noise emissions at the sources;

· Use of quiet construction method / powered mechanical equipment;

· Use of movable noise barrier, noise enclosure, noise insulating fabric, silencer, etc to screen noise from construction plant; and

· Adoption of sufficient separation distance between NSRs and items of PME as far as practicable.

4.5.16 The above mitigation measures would be implemented on work sites as good practices where appropriate. Detailed descriptions of these mitigation measures are given in the following sections.

Good Site Practice

4.5.17 Although the noise mitigation effects are not easily quantifiable and the benefits may vary with site conditions and operating conditions, good site practices should be implemented to minimize impacts. The site practices listed below should be followed during the construction phase:

· Only well-maintained plant should be operated on-site and plant should be serviced regularly during construction;

· Silencers or mufflers on construction equipment should be utilised and should be properly maintained during construction;

· Mobile plant, if any, should be sited as far from NSRs as possible;

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

· The engine of lorry should be switched off after arriving the unloading position.

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

· Material stockpiles should be effectively utilized, wherever practicable, in screening noise from on-site construction activities.

4.5.18 In addition, the “Recommended Pollution Control Clauses for Construction Contracts” published by the EPD should be adopted in the Contract Specification for the Contractor to follow and implement relevant measures and good site practices in minimising noise impact.

Quiet Construction Method / Powered Mechanical Equipment

4.5.19 To reduce the noise impacts at the affected NSRs during normal daytime / evening periods, mitigation measure such as the use of quiet PME is recommended. The types of quiet PME adopted in this assessment is for reference only. The Contractor may adopt alternative quiet PME which can be demonstrated that they would not result in construction noise impacts worse than those predicted in this assessment.

4.5.20 For the use of quiet plant associated with the construction works, reference was made to Quality Powered Mechanical Equipment (QPME) list available on the EPD website, which provides the SWLs for specific quiet PME or PME specification published by equipment manufacturer. The items of QPME and the associated SWLs adopted for the assessment are listed in Table 4.8. The Project Engineer has confirmed that the proposed QPMEs are viable to replace the original PMEs to complete the construction works within the intended construction programme. The plant inventory for mitigated scenario and SWLs adopted for noise assessment are detailed in Appendix 4.8.

Table 4.8 SWL of QPME adopted for Construction Noise Mitigation

QPME / Quiet PME	QPME Reference Number	Brand	Model Number	SWL, dB(A)
Asphalt Paver	EPD-01226R	VOLVO	ABG5770	104
Generator	EPD-11819	AIRMAN	SDG45S-3B2	88
Air Compressor	EPD-10979	AIRMAN	PDS390S-4C1	98
Crane, mobile	EPD-10792	KOBELCO	CKS900	101
Crane, mobile	EPD-10143	SUNWARD - CUMMINS	SWTC10	100
Road Roller	EPD-10665	Kanto	KV40DS	94
Excavator, wheeled/tracked	EPD-10780	KOMATSU	PC138US-8	97

4.5.21 For sheet piles installation, “Press-in” method is more preferable than the use of traditional vibratory hammer due to lesser noise and vibration impact generated. According to the EPD web page, the noise emission of “Press-in” method is 69 dB(A) at 7 m from the silent piler, which is more than 20 dB(A) quieter than the vibratory hammer. The Contractor should prioritise the use of “Press-in” method over the traditional method if site conditions allowed. However, “Press-in” method would also have its own limitations and thus it should not restrict Contractor to fully adopt the “Press-in” as long as the Contractor can demonstrate the full compliance of daytime noise criteria by using vibratory hammer with proper mitigation measures.

4.5.22 Traditional demolition method relies on excavator mounted hydraulic breaker to break concrete structures, however, operating hydraulic breakers would inevitably generate significant noise impact to the NSRs nearby. As confirmed by Project Engineer, it is feasible to adopt quieter demolition equipment (e.g. breaker (mini-robot mounted, hydraulic crusher, quieter type wire saw, quieter type blade saw) in some activities as a mitigation measure. These quieter concrete breaking plants would create lesser noise impact to the NSRs. The Contractor should, subject to the actual site condition, proactively adopt quieter demolition equipment to carry out the demolition works, where practicable.

Use of Noise Barrier, Noise Insulating Fabric and Noise Enclosure

4.5.23 To alleviate the construction noise impact on the affected NSRs, noise barriers or enclosures would be erected to provide screening from the construction plant. Noise barriers will become more effective when located immediately adjacent to the PME and can reduce the noise level by up to 5 dB(A) and 10 dB(A) for mobile and stationary plants, respectively. The Contractor should be responsible for design of the noise barrier with due consideration given to the size of the PME and the requirement of intercepting the line of sight between the NSRs and PME. A typical design which has been used locally is a wooden framed barrier with a small cantilevered upper portion of superficial density no less than 14kg/m² on a skid footing with 25mm thick internal sound absorptive lining. Purpose-built acoustics barrier can be used to screen noise from particular items of PME or noisy construction activities. The direct line of sight between the PME and the NSRs should be totally screened by a substantial barrier such that the PME will not be visible when viewed from any window, door or other opening in any façade of the NSR. Reference can be made to the EPD webpage^{^[1]}for the design of purpose-built noise barrier. A noise reduction of 10 dB(A) was assumed in this assessment for purpose-built noise barrier. Noise barriers should be erected/built in such a way with no openings or gaps on the joints, and should be long enough (e.g. at least five times greater than its height) or be bent around the noise sources to ensure the effectiveness of the noise barriers.

4.5.24 In addition, noise insulating fabric (the Fabric) would be installed for PME such as piling rigs and drilling rigs and the Fabric should be lapped such that there would be no opening or gaps on the joints. With reference to MTRC Contract C4420 Tsim Sha Tsui Modification Noise Assessment Report for Variation of Environmental Permit (July 2003) and the technical data from manufacturer, a noise reduction of over 10 dB(A) could be achieved with the use of the Fabric. As a conservative approach, a noise reduction of 10 dB(A) for the PME lapped with the Fabric was assumed in this assessment.

4.5.25 The use of full enclosure was also considered in this assessment to shelter the noise from stationary plants. The minimum surface density of the enclosure panel should achieve 14 kg/m² and lined with noise absorption material internally. These enclosures could provide about 15 dB noise attenuation.

4.5.26 The use of noise barrier and enclosure for various items of PME adopted for noise assessment are detailed in Appendix 4.8. Typical arrangement of moveable noise barrier is presented in Appendix 4.8a.

Use of Soundproof Hammer Bracket for Hydraulic Breaker

4.5.27 Excavator mounted hydraulic breakers would be required for the realignment of Wu King Road (West) and removal of central median at Wu King Road. To minimise the noise impact to surrounding NSR, the Contractor should install soundproof hammer bracket for the hydraulic breakers. According to the "Best Practice Guide for Environmental Protection on Construction Sites"^{^[2]}, page 6-10, published by Hong Kong Construction Association, May 2013, excavator-mounted breaker with soundproof hammer bracket can provide a noise reduction of up to 10 dB(A). The bracket should be made of special alloy and the inside of it is lined with sound insulation material. The soundproof hammer bracket should be used together with a purpose-built barrier to achieve total of 15 dB(A) noise reduction. The Contractor should verify the overall noise reduction performance of the sound-proof bracket and the purpose-built barrier or other equivalent noise mitigation measures before using the hydraulic breaker for the realignment and removal of central median of Wu King Road.

4.5.28 Apart from the use of soundproof hammer bracket, alternatively, quieter construction equipment/method, such as, use of medium duty hydraulic breaker and quieter type blade saw and high pressure water jetting could possibly be used to reduce noise impact to the surrounding NSRs subject to the site condition. The contractors should explore and adopt quieter construction equipment/method as far as practicable.

Mitigation Measures for Construction Works During Restricted Hours

4.5.29 The Contractor(s) should avoid conducting construction activities during restricted hours as far as practicable. If such construction activities are unavoidable, the Contractor(s) should adopt quieter construction methods such as use of QPME, quieter PME, quieter construction method (such as use of hydraulic crusher/wire saw/hand-held concrete crusher instead of hydraulic breaker for demolition works), purpose-built noise barrier and noise enclosure as far as practicable for construction activities during restricted hours to ensure compliance with the NCO and relevant TM. The effectiveness and practicality of all these identified measures should be investigated and verified during the design, tendering and implementation stage of the construction works.

Mitigated Construction Noise Levels during Non-Restricted Hours

4.5.30 Having taken into account the noise reduction achieved by the above-mentioned mitigation measures, the mitigated construction noise levels at the representative NAPs would be in the range of 44 to 78 dB(A). The predicted noise impacts at different NAPs are summarised in Table 4.9 with detailed calculations given in Appendix 4.9. The mitigated construction noise levels predicted at various representative floor levels are presented in Appendix 4.10. The results revealed that the construction noise levels at all of NSRs, except NAP IPS, OL1, HSNPS, WT0b, WY0, LCCS1, LCCS2, SHDC1, CBTMSS, TCC, WB0 and MINS, would comply with the EIAO-TM daytime noise criteria after the implementation of the proposed noise mitigation measures. Exceedances are due to the relative short separation distances between these NAPs and the work zones. Further noise mitigation measures are therefore required to minimise the construction noise impact at these NSRs.

Table 4.9 Summary of Mitigated Construction Noise Levels (Non-Restricted Hours)

NAP ID	Description	Land Use⁽¹⁾	Daytime Noise Criterion, Leq (30mins), dB(A)	Mitigated Construction Noise Levels, Leq (30mins), dB(A)	Max. Noise Exceedance, dB(A)
CG1	Tower 1, Century Gateway Phase 1	R	75	51 - 68	-
CPCPS	Castle Peak Catholic Primary School	E	70 (65 during Exams)	46 - 60	-
THT	Tin Hau Temple (Tin Hau Road)	W	70 ⁽³⁾	47 - 66	-
HYTPS	Shun Tak Fraternal Association Ho Yat Tung Primary School	E	70 (65 during Exams)	45 - 64	-
IPS	Islamic Primary School	E	70 (65 during Exams)	54 - 78	8 (13 during Exams)
OT0⁽²⁾	The NAAC Yau Oi Day Creche	N	70	57 - 67	-
OT1	Oi Tak House,	R	75	56 - 73	-
OT2	Oi Tak House,	R	75	57 - 69	-
OL0⁽²⁾	Yau Oi Kindergarten-Cum-Nursery	E	70	53 - 68	-
OL1	Oi Lai House	R	75	55 - 78	3
OL2	Oi Lai House	R	75	55 - 70	-
SCCMC	Christian Alliance S.C. Chan Memorial College	E	70 (65 during Exams)	53 - 64	-
TE1	The Esplanade	R	75	49 - 69	-
HFTPS	Church of Christ in China Hoh Fuk Tong Primary School	E	70 (65 during Exams)	44 - 64	-
THRPH2a	Planned Housing Development (Yip Wong Road, Area 17)	H	75	55 - 67	-
THRPH2b	Planned Housing Development (Yip Wong Road, Area 17)	R	75	55 - 70	-
HSNPS	Yan Chai Hospital Ho Sik Nam Primary School	E	70 (65 during Exams)	49 - 69	(4 during Exams)
OH1	Tower 1, Oceania Heights	R	75	46 - 72	-
LMO1	Block 13, Lung Mun Oasis	R	75	44 - 70	-
GG1	Block 6, Glorious Garden	R	75	54 - 72	-
STM1	Block 10, Sun Tuen Mun Centre	R	75	51 - 70	-
WF0⁽²⁾	Wu King Day Activity Centre & Hostel	E&H	70	52 - 70	-
WT0b⁽²⁾	Tuen Mun District Women’s Association Limited - Zonta Club of Hong Kong Integrated Service Centre	E	70	61 - 74	4
WT2	Wu Tsui House	R	75	61 - 74	-
WY0	Caritas Institute of Community Education	E	70 (65 during Exams)	53 - 66	(1 during Exams)
RB	Regency Bay	R	75	48 - 66	-
WHPQ1	Tower 1 Tuen Mun Wu Hong Police Quarters	R	75	59 - 72	-
WHPQ2	Tower 2, Tuen Mun Wu Hong Police Quarters	R	75	58 - 73	-
WHPQ3	Tower 2, Tuen Mun Wu Hong Police Quarters	R	75	55 - 70	-
SK⁽²⁾	Sunkids Kindergarten	E	70	45 - 69	-
YWV	Block 3, Yuet Wu Villa	R	75	46 - 62	-
LCCS1	Yan Chai Hospital Law Chan Chor Si Primary School	E	70 (65 during Exams)	53 - 72	2 (7 during Exams)
LCCS2	Yan Chai Hospital Law Chan Chor Si Primary School	E	70 (65 during Exams)	52 - 75	5 (10 during Exams)
NH1	Nga Hei House	R	75	50 - 68	-
SHDC1	Tung Wah Group of Hospitals Sun Hoi Directors' College	E	70 (65 during Exams)	53 - 71	1 (6 during Exams)
CBTMSS	Carmel Bunnan Tong Memorial Secondary School	E	70 (65 during Exams)	55 - 66	(1 during Exams)
TCC	Taoist Ching Chung Primary School	E	70 (65 during Exams)	51 - 74	4 (9 during Exams)
WB0⁽²⁾	Yan Oi Tong Allan Yap Kindergarten	E	70	54 - 73	3
WB2	Wu Boon House, Wu King Estate	R	75	54 - 73	-
MINS⁽²⁾	W.F.B. Mantra Institute Nursery School	E	70	53 - 75	5
RG1	Block 4, Richland Garden	R	75	49 - 71	-
PG1	Block 1, Pierhead Garden	R	75	49 - 74	-

Notes:

(1) E – Educational Institution; H – Hotel/Hostel; N – Nursery; W – Places of Public Worship; R – Residential.

(2) No examination period would be anticipated at kindergarten, nursery, Integrated Service Centre and Day Activity Centre.

(3) A 70 dB(A) noise criteria has been assumed for places for public worship as a conservative approach.

Consideration of Further Noise Mitigation Measures

4.5.31 With the implementation of the noise mitigation measures, noise exceedance of 3 dB(A) was predicted at OL1 and up to 8 dB(A) was predicted during normal school days and up to 13 dB(A) exceedance during examination periods at several education institutions (e.g. IPS, HSNPS, WT0b, WY0, LCCS1, LCCS2, SHDC1, CBTMSS, TCC, WB0 and MINS), owning to very short distance between the NSR and the work sites. In fact, those education institutions were noise insulated with air conditioners and thus the classrooms do not rely on opened windows for ventilation. No adverse noise impact would be resulted if the windows are closed with use of air conditioners during normal school days and examination periods. It should be noted that, other than the identified representative NSRs, there are other NSRs (e.g. education institutions, clinics and homes for the aged) located on the ground floor of Wu Tsui House and Wu Boon House that may have direct line of sight to the proposed works areas. Similar to the education institutions, those NSRs were noise insulated with air conditioners and thus the sensitive room do not rely on opened windows for ventilation. The Contractor should closely liaise with the representatives of those education institutions / clinics / homes for the aged to confirm that air conditioners would be used during normal school days and examination periods for education institutions and during the normal operation of the clinics and homes for the aged. Otherwise, further noise mitigation measures in form of schedule of works/work area arrangement, as listed below, should be implemented to ensure the compliance of EIAO-TM criteria. Proposed further mitigations measures are listed below:

Islamic Primary School (IPS)

· During the site clearance and reinstatement works of Work Site (WS) 2.1, 2.3, 2.4, 2.4a, 2.4b, 2.5, 3.1, 3.2, 3.4, 3.6, 4.2a, dump trucks / mobile cranes/road roller should not be used very close to IPS. One dump truck / mobile crane / road roller would need to maintain 11m setback from IPS and the other one would need to maintain at least 30m from IPS;

· During site clearance of Work Site (WS) 2.1, 2.3, 2.4, 2.4a, 2.4b, 2.5, 3.1, 3.2, 3.4, 3.6, 4.2a, only 1 electric chain saw can be operated in the vicinity of IPS and the operation of electric chain saw and the generator would need to maintain 10m setback from IPS;

· If a drill rig would be operated close to IPS (i.e. at 23m from IPS) in Zone 2a.1, other two drill rigs should maintain at least 34m away from IPS. The Contractor should review this further mitigation measure if there is any update on pier locations during the construction stage to ensure the compliance of EIAO criteria;

· Piling works in Zone Z2a.1 should maintain at least 27m away from the IPS; and

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination periods.

Oi Lai House (OL1)

· During the site clearance and reinstatement works of Work Site (WS) 2.1, 2.3, 2.4, 2.4a, 2.4b, 2.5, 3.1, 3.2, 3.4, 3.6, 4.2a, dump trucks / mobile cranes should not be used very close to OL1. One dump truck / mobile crane would need to maintain 7m setback from OL1 and the other one would need to maintain at least 12m from OL1; and

· During site clearance of Work Site (WS) 2.1, 2.3, 2.4, 2.4a, 2.4b, 2.5, 3.1, 3.2, 3.4, 3.6, 4.2a, only 1 electric chain saw can be operated in the vicinity of OL1.

Yan Chai Hospital Ho Sik Nam Primary School (HSNPS)

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination periods.

Tuen Mun District Women’s Association Limited - Zonta Club of Hong Kong Integrated Service Centre (WT0b) and other noise sensitive uses on G/F of Wu Tsui House

· Between Apr 2024 and May 2024 & Jul 2024 - Aug 2024, use of breaker for realignment of Wu King Road (West) and removal of central median works at Zone W4a should not be carried out within 27m and 38m, respectively, from WT0b, and piling works at Zone CRO should not be carried out within 60m from WT0b;

· Between Dec 2024 and Apr 2025, piling works and construction of piers should not be carried out at the same time in Zone CRO;

· Between May 2025 and Nov 2025, piling works in Zone CRO, construction of pier in Zone CRO and piling works in Zone TMS.1a should maintain at least 60m, 60m and 45m from WT0b respectively, and piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zone CRO; and

· Between Dec 2025 and Feb 2027 & Apr 2027 and July 2027, piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zone TMS.1a, and construction of pier and construction of viaduct structure at Zone CRO should not be carried out within 60m from WT0b, and piling works in Zone TMS1.a should not be carried out within 34m from WT0b.

Yan Chai Hospital Law Chan Chor Si Primary School (LCCS1& LCCS2)

· Piling works in Zone TMS.1b should maintain at least 30m from LCCS1 and piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zone TMS.1b;

· Construction of pile caps, construction of piers and construction of station should not be carried out at the same time in Zone TMS.1b;

· Construction of station at Zone TMS.1b and Construct Pick Up Drop Off Area should not be carried out at the same time and construction of station at TMS.1b and other external works at Zone TMS.2a should maintain 35m setback from LCCS1;

· Use of breaker for realignment of Wu King Road (West) and removal of central median works at Zone W4b should not be carried out within 27m from LCCS2;

· Piling works in Zone TMS.1b should maintain at least 38m from LCCS2 and piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zones TMS.1b and TMS.1c;

· Construction of pile caps, construction of pier and construction of station should not be carried out at the same time in Zones TMS.1b and TMS.1c;

· Construction of pier, construction of station in Zone 1b, other external works in Zone TMS2a, ABWF works for Degree 1 in Zone TMS.2a and ABWF & BS works in Zone TMS.2a should not be carried out within 35m from LCCS2. Construction of station in Zone TMS.1b, other external works in Zone TMS.2a and construction of pick up drop off area should not be carried out at the same time; and

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination periods.

Tung Wah Group of Hospitals Sun Hoi Directors' College (SHDC1)

· Piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zone TMS.1b;

· ABWF & BS works at Zone TMS.2a and construction of station at Zone TMS.1b should not be carried out at the same time; and

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination periods.

Carmel Bunnan Tong Memorial Secondary School (CBTMSS) and Caritas Institute of Community Education (WY0)

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination period.

Taoist Ching Chung Primary School (TCC)

· Use of breaker for realignment of Wu King Road (West) and removal of central median works at Zone W4b should not be carried out within 27m from TCC;

· Piling works, construction of pile caps and construction of piers should not be carried out at the same time in Zone TMS.1b and TMS.1c, and piling works in Zones TMS.1b and TMS.1c should not be carried out with 43m from TCC;

· Construction of pile caps, construction of pier and construction of station should not be carried out at the same time in Zone TMS.1c;

· ABWF & BS works at Zone TMS.2a and TMS.2b and construction of station structure at Zone TMS.1b and TMS.1c should not be carried out at the same time, and construction of pier and construction of station in Zone TMS.1b and construction of station in Zone TMS.1c should not be carried out within 38m from TCC; and

· The Contractor should liaise with the school representative(s) to obtain the examination schedule so as to avoid noisy construction activities during school examination periods.

Yan Oi Tong Allan Yap Kindergarten (WB0) and other noise sensitive uses on G/F of Wu Boon House

· Piling works at Zone TMS.1c should not be carried out within 43m from WB0, and piling works, construction of pile caps and construction of pier should not be carried out at the same time in Zone TMS.1c;

· Construction of pile caps, construction of pier and construction of station should not be carried out at the same time in Zone TMS.1c; and

· ABWF & BS works at Zone TMS.2b and construction of station structure at Zone TMS.1c should not be carried out at the same time.

W.F.B. Mantra Institute Nursery School (MINS)

· Piling works at Zone TMS.1d should maintain 38m from MINS;

· Piling works, construction of pile caps and construction of pier should not be carried out at the same time in Zone TMS.1c and TMS.1d;

· Construction of pile caps, construction of pier and construction of station should not be carried out at the same time in Zone TMS.1c and TMS.1d; and

· Construction of station at Zone TMS.1d, other external works at Zone TMS.2b, ABWF works for Degree 1 at Zone TMS.2b and ABWF & BS works at Zone TMS.2b should maintain 35 m from MINS.

Some of the above-mentioned further mitigation measures require the construction activities / use of PME to maintain certain setback from the NSRs to create a buffer area in which the construction activities / use of PME should not be carried out during the school hours if the schools will rely on opened window for ventilation. Considering the buffer areas are only formed a small part of the whole work zone, the Contractor could implement such further mitigation measures without compromising the construction programme. The feasibility and practicability of the proposed further mitigation measures has been confirmed by Project Engineer for completing the construction works within schedule.

4.5.32 Detailed calculation for construction noise impact with further mitigation measures is shown in Appendix 4.11. With the implementation of the abovementioned further mitigation measures, no adverse construction noise impact is expected. The abovementioned further mitigation measures were proposed based on the current project planning and design. It is recommended that Construction Noise Management Plan(s) (CNMP) should be prepared before commencement of construction works, so that both the verification of the plant inventory, and the assessment of the effectiveness and practicality of all identified mitigation measures for mitigating the construction noise impact of the Project, would be performed during the design, tendering and construction stage of the Project. A clear method statement of all the recommended mitigation measures for controlling the construction noise impacts should be formulated in the CNMP(s) to be prepared by future Contractors, such that all the recommended mitigation measures will be implemented and executed properly.

Cumulative Construction Noise Impact

4.5.33 Based on the best available information during the preparation of this EIA Report, the planned/committed concurrent projects located within 300m assessment area are identified as below:

· Public housing developments at Yip Wong Road;

· Public housing developments at Wu Shan Road;

· Public housing developments at Hang Fu Street;

· Planned property development in Area 16;

· Re-provisioning of Tuen Mun Community Green Station;

· Sports Ground and Open Space in Area 16, Tuen Mun;

· Traffic Improvement Scheme in Tuen Mun – Widening and Addition of slip roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road; and

· Re-provisioning of Pet Garden.

Public Housing Developments at Yip Wong Road, Hang Fu Street and Wu Shan Road

4.5.34 Based on the information available in Final Preliminary Environmental Review Report for Site Formation and Infrastructure Works for Public Housing Developments at Tuen Mun Central – Investigation, Design and Construction, it is expected that the construction of Public Housing Development at Yip Wong Road, Hang Fu Street and Wu Shan Road would pose cumulative construction noise impact to the NSRs in the vicinity of the works sites of the Project. The predicted cumulative construction noise levels are summarised in Table 4.10 below and the detailed calculation of cumulative construction noise impact are shown in Appendix 4.12.

Future property development in Area 16

4.5.35 As confirmed by MTRCL, the implementation programme of the planned property development is still under planning and it is intended to conduct phase 1 works at the southern portion of Tuen Mun Swimming Pool in 2028. However, details of construction programme and plant inventory of phase 1 works is not available during the preparation of this EIA study for detailed construction noise impact assessment. Considering that the developer of this concurrent project would implement sufficient construction noise mitigation measures, such as quiet plant and noise barriers, to ensure the compliance of the construction noise criteria at the nearby NSRs, no adverse cumulative construction noise impacts is anticipated. Further review on the cumulative construction noise impact would be conducted as necessary in the later CNMP when the information of the concurrent project is available.

Re-provisioning of Tuen Mun Community Green Station

4.5.36 The construction period of the re-provisioning of Tuen Mun Community Green Station would be from Jul 2023 to May 2024 (Table 2.6 refers). The re-provisioning site is located under Lung Fu Road flyover. Residential buildings and school located in the vicinity of the re-provisioning site would not have direct line of sight to the works sites of the Project, in addition to the noise mitigation measures, such as quiet plant and noise barriers, to be adopted by the project proponent of the re-provisioning of Tuen Mun Community Green Station for achievement of noise compliance, no significant cumulative construction noise impact is anticipated.

Planned Sports Ground and Open Space in Area 16, Tuen Mun

4.5.37 As confirmed by Architectural Services Department, the Sports Ground and Open Space in Area 16, Tuen Mun is at early planning stage, no construction programme and other information is available for cumulative noise impact assessment. Considering that the project proponent of this concurrent project would implement sufficient construction noise mitigation measures, such as quiet plant and noise barriers, to ensure the compliance of the construction noise criteria at the nearby NSRs, no adverse cumulative construction noise impacts is anticipated. Further review on the cumulative construction noise impact would be conducted as necessary in the later CNMP when the information of the concurrent project is available.

Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road

4.5.38 According to the project profile (PP-620/2021) of the Traffic Improvement Scheme in Tuen Mun, the construction works is tentatively scheduled to be completed by 2031 or before. The concurrent project is currently under investigation stage, no information is available for cumulative construction noise impact assessment. Based on the work sites illustrated in the project profile (PP-620/2021), part of the work site for the proposed Lung Fu Road Slip Road would be located within 300 m assessment area of the Project. Most of residential buildings and school in the vicinity of the proposed Lung Fu Road Slip Road would not have direct line of sight to the work sites of the Project, except the planned Public Housing Developments at Yip Wong Road. Considering that the project proponent of Traffic Improvement Scheme in Tuen Mun would implement sufficient noise mitigation measures, such as quiet plant and noise barriers, to ensure the compliance of the construction noise criteria at the nearby NSRs, no significant cumulative construction noise impact is anticipated. Since cumulative noise impact on the planned public housing development at Yip Wong Road will be anticipated, further review on the cumulative construction noise impact should be conducted as necessary in the later CNMP when the information of the concurrent project is available.

Re-provisioning of Pet Garden

4.5.39 The re-provisioning of pet garden would be undertaken at work zone WS3.5 between December 2028 to June 2029. The re-provisioning of Pet Garden is a concurrent project to be carried out by the MTRCL; and the proposed plant inventory and mitigation measures were confirmed to be feasible and practicable for completing the construction works within schedule. The plant inventory of the re-provisioning of pet garden and the detailed calculations of cumulative construction noise impact are shown in Appendix 4.12.

4.5.40 The predicted cumulative construction noise levels are summarised in Table 4.10 below. Cumulative construction noise levels predicted at most of the affected NSRs would comply with the EIAO-TM criteria, except IPS and HFTPS.

Table 4.10 Summary of Cumulative Noise Impact

NAP ID	Daytime Noise Criteria, Leq (30mins), dB(A)	Cumulative Construction Noise Levels, Leq (30mins), dB(A)	Compliance (Yes / No)
IPS	70 65 (during examination)	70	No (5 dB(A) during examination)
OT0	70	67	Yes
OT1	75	73	Yes
OT2	75	70	Yes
OL0	70	58 - 68	Yes
OL1	75	59 – 75	Yes
OL2	75	59 - 71	Yes
SCCMC	70 65 (during examination)	57 - 65	Yes
TE1	75	54 - 69	Yes
HFTPS	70 65 (during examination)	61 – 66	No (1dB(A) during examination)
THRPH2a	75	Note ⁽¹⁾
THRPH2b	75	Note ⁽¹⁾
HSNPS	70 65 (during examination)	57 - 65	Yes
OH1	75	54 - 64	Yes
STM1	75	59 - 65	Yes
RB	75	55 - 64	Yes

Notes:

(1) There would be no construction activities of the Project within 300 m from the NAP during the reprovision works of Pet Garden. Therefore, no cumulative construction noise impact is anticipated.

4.5.41 With the assumption of typical examination periods occurred in the month May, June, November and December, exceedance of 5 dB(A) and 1 dB(A) was predicted at IPS and HFTPS respectively during the examination period in May and June 2024. The Contractor should liaise with the schools and/or the Examination Authority to ascertain the exact dates and times of all examination periods during the course of the contract and should avoid conducting noisy activities during the examination periods if the school is relied on opened windows for ventilation. The Contractor should also prepare CNMP(s) which detail the construction tasks to be undertaken during examination periods and propose appropriate mitigation measures to ensure the compliance of the criterion set out in EIAO-TM. With the particularly noisy construction activities not to be carried out during the examination periods, the mitigated construction noise impact would comply with the noise criterion, 65 dB(A).

Evaluation of Residual Construction Noise Impacts

4.5.42 With the implementation of the recommended noise mitigation measures, including the use of QPME, deployment of construction noise barriers, sequencing operation of construction activities at critical areas, proper scheduling and arrangement of concerned construct activities and avoidance of using particular noisy PMEs during examination period, the predicted construction noise levels at the NSRs during non-restricted hours would comply with the noise criteria set out in EIAO-TM. It is recommended that CNMP should be prepared before commencement of construction works, so that both the verification of the plant inventory, and the assessment of the effectiveness and practicality of all identified mitigation measures for mitigating the construction noise impact of the Project, would be performed during the design, tendering and construction stage of the Project. A clear method statement of all the recommended mitigation measures for controlling the construction noise impacts should be formulated in the CNMP(s) to be prepared by future Contractors, such that all the recommended mitigation measures will be implemented and executed properly.

Construction Noise Impact during Restricted Hours

4.5.43 The Contractor should avoid works to be carried out in restricted hours as far as practicable. However, it is envisaged that some construction works which are listed in Section 4.5.5 would cause not only serious interruption or disruption to road or rail traffic but also the safety concern to pedestrians and drivers are required to be conducted during restricted hours. In case of any construction activities are unavoidable to be conducted during restricted hours (i.e. 1900 – 0700 hours), it is the Contractor’s responsibility to ensure the compliance with the NCO and the relevant TMs. The Contractor should submit CNP application to the Noise Control Authority and abide by any conditions stated in the CNP, should one be issued.

4.6 Operational Phase - Fixed Plant Noise Impact Assessment

Assessment Methodology – Fixed Plant Noise

4.6.1 Given that the noise specification of the proposed fixed plant may not be available during the EIA Study, the maximum permissible sound power levels (Max. SWLs) will be therefore determined for future detailed design of the fixed plant. For the assessment of noise from the fixed plant, the Max. SWLs of the identified fixed noise sources were determined by adopting standard acoustics principles. The following formula is used for calculating the Max. SWLs of the fixed plant:

SPL = Max SWL – DC + FC – BC

where

SPL	Sound Pressure Level, in dB(A)
Max SWL	Maximum Permissible Sound Power Level , in dB(A)
DC	Distance Attenuation, in dB(A) (i.e. 20 log D + 8 [where D is the distance in metres])
FC	Facade Correction, in dB(A) (i.e. 3 dB(A))
BC	Barrier Correction, in dB(A)

4.6.2 It is assumed that all the fixed plant within the same location would be operated at the same time as worst-case scenario. Screening correction offered by buildings or other structures such as office and residential buildings was taken into account in calculating the predicted noise levels. Barrier correction of -10 dB(A) was applied if the direct line of sight between the noise source and NSR is blocked by buildings or natural terrains, while a barrier correction of -5 dB(A) was applied for NSR do not have direct line of sight to the fixed plant. A positive 3 dB(A) was added to predicted noise levels at the NSRs due to the façade effect.

4.6.3 Corrections of tonality, intermittency or impulsiveness were not included owing to the lack of design/supplier information at this stage. If the noise exhibits any of these characteristics during detailed design or procurement stage, the Max. SWLs of the plants should be reduced in accordance with the recommendation given in IND-TM. The design of the fixed plant noise sources associated with the operation of the Project will comply with the requirements in EIAO-TM having due regard to the characteristics of tonality, impulsiveness and intermittency.

Source of Impact – Fixed Plant Noise

4.6.4 The major fixed plant noise sources would be the proposed electrical and mechanical equipment to be installed at A16 and TMS Stations. Based on the best available information in this stage, the fixed plant noise sources at Area A16 include ventilation louvers at east and west façade of A16 Station, ventilation louvers at east and west façade of the cooling tower plant room which is located at the south of A16 station, and a feeder station. The fixed plant noise sources at TMS Station include ventilation louvers at east and west façade of the station. It is expected that most of the fixed noise sources would be housed within plant rooms, which would be effective in most cases for minimising fixed plant noise impact.

4.6.5 However, the exact locations of the ventilation louvers would only be available in the detailed design stage of the Project and the development layout of planned A16 development has yet to be finalized. Nevertheless, a preliminary fixed plant noise assessment has been conducted to estimate the maximum allowable sound power levels of the fixed plant noise sources based on the assessment methodology stated in Section 4.6.1. The design of fixed noise source should be reviewed by Engineer/Contractor to ensure the compliance of NCO and EIAO-TM criteria in the detailed design stage or fitting-out stage and after the development layout of planned property development in Area 16 being finalized.

4.6.6 The siding at A16 Station will be used for train stabling at the off-peak/ nighttime only. No maintenance or inspection activities will be carried out and thus there would be no fixed plant source associated with the operation of the siding.

4.6.7 Locations of fixed noise sources and the relevant concerned NSRs are shown in Figure Nos. C1502/C/TME/ACM/M52/110 – 111. The validity of the inventory and locations of the fixed noise sources was confirmed with the Project Engineer.

4.6.8 The maximum sound power levels of the fixed plant noise sources at A16 Station and TMS Station are presented in Table 4.11 and Table 4.12 respectively. Detailed noise calculations for daytime and evening (i.e. 0700 – 2300 hours) and night-time (i.e. 2300 – 0700 hours) operations are shown in Appendix 4.13 and Appendix 4.14.

Table 4.11 Maximum Allowable SWL for Planned Noise Source at A16 Station

Fixed Plant Source	Direction Facing	Maximum Allowable SWL during Daytime/Evening Period, dB(A)	Maximum Allowable SWL during Night-time Period, dB(A)
East Façade of A16 Station	East	75	69
West Façade of A16 Station	West	85	79
East Façade of Cooling Tower Plant Room	East	69	62
West Façade of Cooling Tower Plant Room	West	75	70
Feeder Station (FS-01)	-	70	65

Table 4.12 Maximum Allowable SWL for Planned Noise Source at TMS Station

Fixed Plant Source	Direction Facing	Maximum Allowable SWL during Daytime/Evening Period, dB(A)	Maximum Allowable SWL during Night-time Period, dB(A)
East Façade of TMS Station	East	79	76
West Façade of TMS Station	West	85	82

Mitigation Measure

4.6.9 Based on the preliminary assessment result, the predicted max. allowable SWLs are in the range of 62 – 85 dB(A). Relatively low SWLs were predicted for the fixed plant sources at the eastern facade of the A16 Station due to the conservative assumptions on the NAP locations at the planned A16 property development, such as the distance attenuations were calculated based on the horizontal separations only, and the NAPs located at property development boundary. It is recommended to update the max. allowable SWLs in later stage of the Project when the detailed design of the fixed plant sources and the proposed building layout of the planned A16 property development are available.

4.6.10 Nevertheless, the predicted max. allowable SWLs are considered achievable by selection of proper plant and adoption of acoustic treatment based on the past experience of other similar railway projects. Reference was made to the Fixed Plant Noise Audit Report for South Island Line (East)^{^[3]} for the typical SWLs of fixed plant sources. For example, the measured SWLs of ventilation louvers at Ocean Park Station and its electrical room were in the range of 62 - 86 dB(A) and the measured SWLs of cooling tower at Lee Wing Street Plant Building (LWB) are in the range of 86 – 89 dB(A) without installation of additional mitigation measures, such as acoustic louvers and noise enclosure. For ventilation louvers, noise mitigation treatments could be provided in the form of acoustic louvers which are available in the market, fitted to the ventilation opening to ensure the compliance of noise levels at NSRs with the stipulated noise criteria. Typical insertion losses of acoustic louvers are in the range of 5 dB(A) to 10 dB(A). For cooling towers, a full noise enclosure with appropriate sound insulation material should be provided to alleviate the noise impact. According to the Appendix IV of “Good Practices on Ventilation System Noise Control” published by EPD, a complete enclosure and a silenced ventilation system could provide more than 20 dB(A) noise reduction. The Contractors should properly design the noise mitigation measures, if required, according to the “Good Practices on Ventilation System Noise Control”.

4.6.11 It is recommended that Fixed Noise Audit Report (FNAR) should be prepared to demonstrate the design of the fixed plant noise sources associated with the Project complies with the maximum sound power levels determined in this EIA Report, or otherwise approved by the Director of Environmental Protection in compliance with the requirements in EIAO-TM having due regard to the characteristics of tonality, impulsiveness and intermittency. The audit report should be submitted one month before the commencement of operation and should be certified by the Environmental Team (ET) Leader and verified by the Independent Environmental Checker (IEC) as conforming to the information and recommendations contained in the EIA Report.

Cumulative Fixed Plant Noise Impact

4.6.12 The existing LRT Depot is identified as a fixed plant noise source that may pose cumulative fixed plant noise impact to the NSRs in the vicinity, such as Sun Tuen Mun Centre and Glorious Garden. However, the fixed plant noise impacts arising from the operation of the Project are predicted insignificant at these NSRs due to considerable separation from the Project’s fixed plant sources. Adverse cumulative fixed plant noise impact is hence not expected at these NSRs. The major fixed plant noise sources in LRT Depot are the chiller plants and ventilation fans which operate during daytime only. These major fixed plant sources are located away from A16 Station at more than 300m from the station. The activities within LRT Depot are conducted within enclosed workshop during daytime only, thus the potential fixed plant noise from the operation of LRT Depot to the A16 planned property development would not have significant contribution with the operation noise from A16 Station. In addition, based on observation of site inspections, the operational noise from LRT Depot was inaudible at the locations near Lung Mun Oasis and planned A16 property development in Area 16. Therefore, adverse cumulative fixed plant noise impact is not anticipated at the NSRs.

4.7 Operational Phase - Rail Noise Impact Assessment

Source of Impact

4.7.1 The Project will extend from the West Rail Line (WRL) (currently known as TML) and the current Electric Multiple Unit (EMU) trains on the WRL will continue to run on the Project beyond TUM Station. The airborne railway noise source would include rolling noise generated by train movements on the Project, air conditioning noise and structure re-radiated noise. Operation parameters such as train type and train frequency will be same as those of operating WRL which is currently governed by the Environmental Permit (EP) of WRL (FEP-24/004/1998/J), while 8-car train was assumed in this assessment. Other rail noise source includes LRT along Pui To Road, Tuen Mun Heung Sze Wui Road, Yau Oi Road, Hang Fu Street, Hoi Wong Road, and Wu King Road.

4.7.2 Additionally, in order to minimise the potential rail noise from the Project, the following multi-plenum noise attenuation system (Diagram 4.1A and 4.1B refer) as adopted in WRL would also be adopted in the Project, with details subject to detailed design:

· use of resilient rail base-plates for mounting tracks on viaduct to reduce vibration transmission to the viaduct structure, thereby reduce re-radiated noise from the viaduct structure;

· mounting of track on a floating slab system to further reduce vibration transmission to the viaduct structure;

· use of train skirts and floor with absorptive lining to create a noise-absorbing plenum beneath the train car. The train skirts would be extended to approximately 250mm above the derailment containment upstand on the floating slab in normal running;

· use of edge wall of about 1.2m above walkway with sound absorption to form an additional barrier for sensitive receivers at lower floor levels; and

· use of central plenum and trackside walkways (<=1.3m width) to create noise-absorbing plena on both sides of the train car.

Diagram 4-1A Illustration of Multi-plenum System (Twin Track)

Diagram 4-1B Illustration of Multi-plenum System (Single Track)

4.7.3 As confirmed by the Project Engineer, the rail tracks and stabling tracks at A16 Station would be fitted with floating slab track and have no structural connection with the building structure of the planned development atop A16 Station, hence vibration transmission through structural elements of building to the planned NSRs is not anticipated. It is therefore expected that there would be no structural-borne noise from the Project affecting the planned development atop A16 Station.

Assessment Methodology

4.7.4 A computational model, CadnaA (version 4.1) developed by Datakustik GmbH from Germany, was used to predict and assess the propagation of airborne train noise. The modelling methodology for propagation is based on the prediction procedures in Calculation of Railway Noise 1995 (CRN). The track was divided into segments and the noise level of each segment was eventually integrated into the overall noise level of the whole railway tracks. The input parameter in CRN is the train noise source term sound exposure level (SEL) at a distance of 25m from the nearside railhead. The L_Aeq was then calculated by CadnaA according to CRN from the train noise source term sound exposure level (SEL).

4.7.5 Using CadnaA model, the CRN emission noise levels were obtained in terms of Leq_(30min) for noisiest 30 minutes in daytime and night-time as well as Leq_(24hr). The calculations were based on the following equation:

Leq,_{30min day(25m)} = Leq,_{1hr day(25m)} = SEL_25m + 10₁₀ log (N_day) – 10₁₀ log (60 x 60)

where

N_day

Double of number trains frequency in 30 minutes in day time

Leq,_{30min
night(25m)} = Leq,_{1hr
night(25m)} = SEL_25m + 10₁₀ log (N_night) –10₁₀ log (60 x 60)

where

N_night

Double of number trains frequency in 30 minutes in night time

Leq,_24hr(25m) = 10₁₀log{[16 x 10^(Leq,_{1hr day(25m)}/10) + 8 x 10^(Leq,_{1hr
night(25m)}/10)]/24}

4.7.6 The train source term adopted in this noise assessment was made reference from the noise measurement results at the existing viaduct of West Rail, given that the Project would adopt same multi-plenum system, the corrections for slab-track, bridges and viaduct, and ballast would not be required. In addition, in view of the urban context in Tuen Mun South, ground correction, which applies for propagation over an absorbing ground, was therefore not considered in the calculation. The CRN calculation of noise level at NSRs was therefore based on the following equation:

Leq_(NSR) = Leq_(25m) + Cdist + Cair+ Cscrn+ Cangl+ Crefl

where

Cdist	Distance correction (dB)
Cair	Air absorption correction (dB)
Cscrn	Screening correction (dB)
Cangl	Angle of view correction (dB)
Crefl	Reflection correction (dB)

4.7.7 According to Section 5.2 of West Rail Operation Noise Assessment Report (July 2015), a minimum buffer distance of approximate 4m would be required to achieve the statutory requirement of Lmax 85 dB(A) during night-time operation (2300 -0700 hours), based on the corrected maximum noise level (Lmax) of 74dB(A) at 25 m for a 8-car train running at maximum speed of 130 kph. Given that same number of cars would be used in TME, the maximum speed of TME would not exceed 130 kph and the separation distance between the NSRs and TME would be larger than 4m, exceedance of Lmax 85 dB(A) is not anticipated along the Project’s alignment.

4.7.8 Details of the train operation parameters and assumptions of TME to be adopted in the railway noise assessment are listed in Table 4.13 below, while the modelling assumptions and calculation methodology are provided in Appendix 4.15A.

Table 4.13 Assumptions Adopted in Railway Noise Assessment

Item	Parameters
Item	Parameters
Train Type and No. of Car	· Electric Multiple Unit train, train length 200m for 8-car train
Train Source Term⁽¹⁾ for 8-car train at 130kph at 25m	· Rolling Noise: SEL = 81.4 dB(A) ⁽²⁾ · Structure Re-radiated Noise: § Typical Viaduct, Plain Track – Leq, 30min = 40.6 dB(A) § Viaduct, turn out inside enclosure – Leq,30min = 47.1 dB(A) · Air-Conditioning Noise: § Lmax = 48.8 dB(A) (at viaduct for running train) § Lmax = 54.8 dB(A) (at station for running train) § SWL = 83.5 dB(A) (at station for each Air-conditioning unit of stationary train )
Train Frequency per hour per Direction	Mainline⁽³⁾: · 28 number during peak daytime period (0700 – 2300 hours) · 20 number during peak night-time period (2300 – 0700 hours) Sidings⁽⁴⁾: · 2 number during daytime and night-time periods
Gap Size⁽⁵⁾ Correction	+10 log(G/250)
Speed Correction	Speed Profile⁽⁶⁾ of TME is provided in Appendix 4.15B. 20 log10 (V/Vref) · where V = Train speed, Vref = Reference train speed
Train Frequency Correction	+10 log10 (N) where N = Train frequency per 30 min per Direction
Distance Correction	Cdist = – 10 log₁₀ (dist/25) where dist is the perpendicular slant distance of track segment to NSR in meters
Screen Correction	As per CRN Chart 6(a)
Angle of View Correction	Cangl = 10 log₁₀ [pq/180 – cos 2asin q] – 5 where q is angle subtended by the segment at NSR, and a is orientation of the segment along the trajectory of the track Ref: CRN Chart 7
Air Absorption Correction	Cair = 0.2 – 0.008 x d’ (where dist is slant distance from track to NSR) Ref: CRN Chart 4
Reflection Correction	Crefl = 1.5 (θ'/θ) dB(A) (θ' is the sum of the angles subtended by all reflecting facades on the opposite side of the railway facing the receiver point and θ is the total angle subtended by the source line at the receiver point, +1.5dB maximum correction for each reflection Ref: CRN Clause 31.2)
Façade Correction	+2.5 dB(A)
Rail and Rolling Stock Condition Deterioration	+3 dB(A)
Joint/Turnout Correction	+7 dB(A)

Notes:

(1) Considering that the design of TME would adopt same design configuration of the WRL, i.e. floating slab track (FST) for minimisation of structural-borne noise, and a multi-plenum system which includes (1) an undercar sound-absorbing plenum formed by vehicle side skirts; (2) “under-walkway” sound-absorbing plena on both sides of vehicle; and (3) edge walls with sound absorption for minimisation of air-borne noise, the source term as adopted in West Rail Operation Noise Assessment Report (July 2015) would be applicable to the rail noise assessment of TME.

(2) According to rolling noise source term adopted in West Rail Operation Noise Assessment Report (July 2015), SEL of 8-car train at 130 kph at 25m for down track (to Hung Hom) and up track (to Tuen Mun) are 81.4 dB(A) and 80.7 dB(A) respectively. As a conservative approach, SEL of 81.4 dB(A) was adopted for rail noise assessment. Reference was also made on West Rail Operation Noise Assessment Report (July 2015) for the source term of structure re-radiated noise and A/C noise.

(3) Train frequency of the Project follows the current train frequency of WRL and are same as those adopted in West Rail Operation Noise Assessment Report (July 2015). The 30-minute train movement will be 50% of the hourly movements provided.

(4) There will only be a maximum of 1 number of siding train per 30 minutes during day-time, evening and night-time periods and the multi-plenum system will be provided on the viaduct of the stabling sidings.

(5) The standard gap size between the train and walkway of TME is 250mm at the plain track and up to about 400mm at the curve track area. Following the same assessment approach as adopted in WRL, a correction factor of +10 log(G/250) was included in the calculation according to the identified gap size location larger than 250mm.

(6) Train speed will be controlled by automatic signal control system and thus the trains running on TME will be operated according to the train speed profile.

4.7.9 With reference to Chapter 4.3.1.3 of Transit Cooperative Research Program (TCRP) Report 23 Wheel/Rail Noise Control Manual, wheel squeal noise is expected for the radius of curve track is smaller than 300m. Given that the wheel base of TME train is 2.3 m and the minimum radius of curve track of the whole TME alignment (including the stabling sidings) is over 300m, the squeal noise is unlikely to occur on the TME. The radius of curve track at the double crossover of turnouts at TMS is 490m (>300m) which will be shielded by enclosure. Therefore, wheel squeal noise is not anticipated from the operation of TME. In addition, site inspections were conducted at various NSRs in the vicinity of existing WRL with curve tracks and no squeal noise was observed.

Cumulative Airborne Railway Noise

4.7.10 Noise measurements were conducted at Tuen Mun Wu Hong Police Quarter, Wu Tsui House, Yau Oi Estate, Glorious Garden and a location near the planned A16 property development to assess the noise contribution from LRT operation. These five locations were selected as representatives of sensitive receivers that are anticipated to be affected by the rail operation of both TME and LRT. Noise from LRT operation were measured during night-time period (2300 – 0700 hours) when the influence from background noise was expected to be minimal. For the case that the train frequency was not at its peak during the noise measurement, a correction factor to account for peak train frequency of LRT operation was added to the measured noise levels to predict the rail noise levels during peak train frequency. The measurement results and the predicted noise levels from the operational of LRT are summarized in Appendix 4.16. The cumulative rail noise impacts were predicted by adding the rail noise impact from TME and LRT.

Unmitigated Airborne Railway Noise

4.7.11 Based on the proposed assessment methodology and the assumptions presented in Table 4.13, the unmitigated railway noise levels were predicted and are summarised in Tables 4.14. Details of results are presented in Appendix 4.17. Noise contours in term of L_eq_{, 30min} under unmitigated scenario are shown in Appendix 4.18. Exceedances of up to 7 dB(A) were predicted at representative NAPs OT1, OT2, OL1, A16PH1, A16PH1a, A16PH2, A16PH5a and A16PH5c, WHPQ2 during night-time period. Mitigation measures will be required to abate the rail noise impact during operational phase.

Table 4.14 Summary of Unmitigated Rail Noise Levels

NAP ID	Area Sensitivity Rating	Noise Criteria, dB(A)		Unmitigated Rail Noise Levels, Leq (30mins), dB(A)		Unmitigated Rail Noise Levels, Leq (24hrs), dB(A)
NAP ID	Area Sensitivity Rating	Daytime / Evening	Night-time	Daytime / Evening	Night-time	Unmitigated Rail Noise Levels, Leq (24hrs), dB(A)
CG1	C	70	60	32 - 46	30 - 45	31 - 46
THT	C	70	60	41	40	40.8
OM1	B	65	55	43 - 53	41 - 52	42 - 53
OM2	B	65	55	41 - 52	40 - 51	41 - 52
IPS⁽¹⁾	B	65	-	46 - 59	-	46 - 58
OT0⁽¹⁾	B	65	-	44	-	44
OT1	B	65	55	47 - 62	45 - 60	46 - 61
OT2	B	65	55	45 - 58	43 - 57	44 - 58
OT3	B	65	55	39 - 52	38 - 50	39 - 51
OL0⁽¹⁾	B	65	-	44.1	-	44
OL1	B	65	55	46 - 61	44 - 59	45 - 60
OL2	C	70	60	44 - 56	42 - 55	44 - 56
THRPH1b	B	65	55	46 - 55	45 - 53	46 - 54
THRPH2a	C	70	60	46 - 47	45	46 - 46
THRPH2b	B	65	55	47 - 56	46 - 54	47 - 55
THRPH3b	C	70	60	46 - 55	44 - 53	45 - 54
TE1	B⁽³⁾	65	55	43 - 50	42 - 48	43 - 49
A16PH1	B	65	55	52 - 63	50 - 62	51 - 63
A16PH1a	B	65	55	52 - 63	50 - 62	51 - 63
A16PH2	B	65	55	51 - 60	50 - 58	51 - 59
A16PH3	B	65	55	42 - 45	41 - 44	41 - 45
A16PH4	B	65	55	41 - 46	40 - 44	41 - 45
A16PH4a	B	65	55	37 - 43	36 - 43	37 - 43
A16PH5	C	70	60	53 - 60	51 - 58	52 - 59
A16PH5a	B	65	55	49 - 59	48 - 58	49 - 59
A16PH5b	C	70	60	52 - 60	51 - 59	52 - 60
A16PH5c	B	65	55	52 - 60	50 - 58	51 - 59
A16PH5d	C	70	60	51 - 59	49 - 58	50 - 59
A16PH6	B	65	55	50 - 54	49 - 52	50 - 53
A16PH10	B	65	55	51 - 53	50 - 52	51 - 53
A16PH11	B	65	55	50 - 52	49 - 51	50 - 52
A16PH12	B	65	55	36 - 45	36 - 44	36 - 45
A16PH13	C	70	60	35 - 45	34 - 44	35 - 45
HSNPS⁽¹⁾	C	70	60	39 - 41	-	38 - 40
OH1	B	65	55	35 - 41	34 - 40	34 - 41
LMO1	B	65	55	32 - 38	32 - 37	32 - 37
LMO2	B	65	55	33 - 43	33 - 41	33 - 42
LMO3	B	65	55	36 - 46	36 - 44	36 - 45
GG1	B	65	55	38 - 48	36 - 47	37 - 48
GG2	B	65	55	37 - 47	36 - 45	37 - 46
STM1	B	65	55	40 - 48	39 - 47	40 - 48
STM2	B	65	55	39 - 46	37 - 44	38 - 45
RB	B	65	55	32 - 37	30 - 36	31 - 37
WF1	B	65	55	46 - 57	45 - 55	46 - 56
WF2	B	65	55	46 - 56	44 - 55	45 - 56
WT0b⁽¹⁾	B	65	-	49	-	49
WT1	B	65	55	43 - 55	42 - 53	43 - 54
WT2	B	65	55	50 - 57	49 - 55	50 - 56
WHPQ1	B	65	55	51 - 56	50 - 55	51 - 56
WHPQ2	B	65	55	48 - 57	47 - 56	48 - 57
LCCS1⁽¹⁾	B	65	-	53 - 56	-	53 - 56
LCCS2⁽¹⁾	B	65	-	54 - 56	-	54 - 56
NH1	B	65	55	50 - 53	50 - 53	50 - 53
SHDC1⁽¹⁾	B	65	-	54 - 57	-	54 - 57
TCC⁽¹⁾	B	65	-	56 - 59	-	56 - 59
WK1	B	65	55	47 - 53	47 - 53	47 - 53
WK2	B	65	55	50 - 53	49 - 52	50 - 53
WB0⁽¹⁾	B	65	-	48	-	48
WB1	B	65	55	49 - 51	49 - 51	49 - 51
WB2	B	65	55	48 - 51	48 - 51	48 - 51
RG1	B	65	55	41 - 43	41 - 43	41 - 43
PG1	B	65	55	45 - 46	45 - 46	45 - 46

Notes:

(1) No sensitive use is anticipated during night-time period.

(2) Numbers in bold and underlined indicate exceedances of the noise criteria.

(3) Considering the southern façades of The Esplanade does not have direct line of sight to the IF (i.e. Wong Chu Road), a conservative approach by adoption of ASR B was assigned for TE1 in noise assessment.

4.7.12 The total number of dwellings that will be exposed to noise impact exceeding the criteria set in Annex 5 in the EIAO-TM were evaluated and it is estimated that a total of about existing 350 dwellings will be exposed to railway noise impact under unmitigated scenario during night-time period.

4.7.13 As discussed in Section 4.7.7, a minimum buffer distance of approximate 4m would be required to achieve the statutory requirement of Lmax 85 dB(A) during night-time (i.e. 2300 -0700 hours) operation. Given that the separation distance between the NSRs and TME would be larger than 4m, exceedance of Lmax 85 dB(A) is not anticipated along the alignment. Noise contour for Lmax under unmitigated scenario is shown in Appendix 4.19.

4.7.14 As discussed in Section 4.7.10, some NSRs which are located in the vicinity of LRT and the Project would experience cumulative rail noise impact. The cumulative rail noise impacts at those concerned NAPs under unmitigated scenario are presented in Table 4.15 below.

Table 4.15 Summary of Cumulative Rail Noise Levels (Unmitigated Scenario)

NAP ID	Noise Criteria, dB(A)		Max. Unmitigated Rail Noise Levels, Leq (30mins), dB(A)		LRT Operational Noise, Leq (30mins) ⁽²⁾, dB(A)		Max. Cumulative Rail Noise Impact, dB(A)
NAP ID	D & E⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾
OM1	65	55	53	52	52	52	56	55
OM2	65	55	52	51	52	51	55	54
OT3	65	55	52	50	52	51	55	53
A16PH1	65	55	63	62	40	40	63	62
A16PH1a	65	55	63	62	50	50	63	62
A16PH2	65	55	60	58	40	40	60	58
A16PH6	65	55	54	52	40	40	54	52
A16PH10	65	55	53	52	40	40	53	52
A16PH11	65	55	52	51	40	40	53	51
LMO2	65	55	43	41	44	44	46	46
LMO3	65	55	46	44	44	44	48	47
GG1	65	55	48	47	44	44	49	48
GG2	65	55	47	45	44	44	49	48
STM1	65	55	48	47	44	44	49	48
STM2	65	55	46	44	44	44	48	47
WF1	65	55	57	55	50	50	58	56
WF2	65	55	56	55	50	50	57	56
WT0b	65	-	49	-	50	-	53	-
WT1	65	55	55	53	50	50	56	55
WT2	65	55	57	55	50	50	57	56
WHPQ1	65	55	56	55	50	50	57	56
WHPQ2	65	55	57	56	50	50	58	56
LCCS1	65	-	56	-	50	-	57	-
LCCS2	65	-	56	-	50	-	57	-
SHDC1	65	-	57	-	50	-	58	-
WK1	65	55	53	53	50	50	55	54
WK2	65	55	53	52	50	50	54	54
TCC	65	-	59	-	50	-	59	-
NH1	65	55	53	53	50	50	55	54
WB0	65	-	48	-	50	-	52	-
WB1	65	55	51	51	50	50	54	53
WB2	65	55	51	51	50	50	53	53
PG1	65	55	46	46	50	50	51	51
RG1	65	55	43	43	50	50	51	50

Notes:

(1) Numbers in bold and underlined indicate exceedances of the noise criteria.

(2) Calculation of operation noise of LRT is shown in Appendix 4.16.

(3) “D&E” refers to daytime and evening period (0700-2300 hours); “N” refers to night-time period (2300-0700 hours).

4.7.15 Based on the prediction results, there would be adverse cumulative rail noise impacts predicated at some NAPs, including A16PH1, A16PH1a, A16PH2, WF1, WF2, WT2 WHPQ1 and WHPQ2. Mitigation measures will be required to abate the cumulative rail noise impact during operational phase. Other NSRs, which are not listed in Table 4.15, would either experience insignificant rail noise impact from the Project or from the LRT operation, and therefore cumulative rail noise impact at these NSRs is expected to be insignificant. In addition, cumulative operational noise impact (i.e. rail noise and fixed plant noise) assessment was also conducted and the results are presented in Appendix 4.22A. Based on the prediction results, additional NAP WT1 will be subject to cumulative operational noise levels exceeding the stipulated night-time noise criterion, hence, mitigation measures will be required to abate the cumulative operational noise impact at these NAPs during operational phase.

Railway Noise Mitigation Measures

4.7.16 According the assessment findings, the predicted noise exceedances are in the range of 1 – 7dB(A) at the NSRs located to the north of TMS Station (i.e. Tuen Mun Wu Hong Police Quarters), north and south of A16 Station (i.e. the planned A16 property development, Oi Tak House and Oi Lai House). Rail noise mitigation measures could be in the form of vertical noise barrier and enclosure. Due to the NSRs predicted with noise exceedance are high-rise buildings, certain height of noise barrier (e.g. 7m high above top of rail at the north of TMS Station to protect WF1, WF2 and WHPQ2, and 1m to 1.5m high vertical barrier to protect WT1, WT2 and WHPQ1) would be required to provide adequate screening for protecting NSRs, while semi-enclosure is expected to be more effective in providing noise attenuation to the NSRs. Form of rail noise mitigation measures were further reviewed based on the engineering factors including constructability, operational safety, flexibility and maintenance requirements, and cost effectiveness.

4.7.17 For a vertical barrier of 7m high above top of rail at the north of TMS Station, substantial temporary supports over the busy Wu Shan Road-Hoi Wong Road junction are required during construction, resulting in high safety issue. In addition, it would be difficult in accessing the barriers during long term inspection and maintenance, and the weathering-exposed barriers would also require addition inspection and maintenance efforts. Furthermore, the use of bulky structural steel members and complicated connection details are also not considered a cost-effective design. Alternatively, noise enclosure involves standardized design similar to other locations along the TML viaduct and enables maximisation of DfMA in fabrication and installation. The long-proven maintenance strategy, well established equipment and provisions also allow a safe and effective inspection and maintenance for noise enclosure. A cost-effective design of noise enclosure can be achieved by adopting the portal-formed structures which is considered to be more structurally-efficient solution to sustain loading effects, in particular wind loads. From noise point of view, due consideration should also be given to minimization of the noise from track joints and turnouts to nearby NSRs, as well as the cumulative operational noise impact from fixed plant at TMS Station. In view of the above consideration factors, it is therefore proposed to adopt noise enclosure (with 2m opening) at the north of TMS Station.

4.7.18 For the viaduct to the south of A16 Station and near Yau Oi Estate, given that the planned A16 property development and Yau Oi Estate are located in close proximity to the viaduct, noise exceedance of 4 – 7dB(A) is predicted and semi-enclosure should be provided to allow adequate screening for rail operation impact. The mitigation extent at the north of A16 Station was also reviewed. Given that the proposed semi-enclosure will be centrally located at the viaduct support location, with the consideration of the direct load path, there would be manageable materials cost introduced with an extension of 55m long section up to the turnout such that the overall cost effectiveness of the design would not be significantly affected. This design will also minimise the noise from the turnout to nearby NSRs, as well as the cumulative operational noise impact from fixed plant at A16 Station. As such, a total of about 162m long semi-enclosure is proposed at the northern viaduct connecting to A16 Station.

4.7.19 Details of the proposed rail noise mitigation measures are provided in Table 4.16, with their locations depicted in the Figure Nos. C1502/C/TME/ACM/M52/112 - 114. The internal surface of the proposed noise barriers and enclosures will be equipped with acoustic panel or sound absorption lining, and thus the sound reflection and portal effect arising from the installation of noise barriers and noise enclosures are expected to be insignificant.

Table 4.16 Proposed Noise Mitigation Measures for Rail Operation

Track Direction⁽¹⁾	Chainage	Type of Noise Mitigation Measures⁽²⁾	Length, m
Up	138+280 to 138+480	Semi-enclosure with vertical wall on East Side and open on West side. Roof shall extend up to the car body edge of Down track.	200
Up	138+520 to 138+595	Semi-enclosure with vertical wall on East side and open on West side. Roof shall cover both Up Track, siding and turnout.	75
Up	138+595 to 138+682	Semi-enclosure with vertical wall on East side of siding track and open on West side of Up Track. Roof shall cover siding track and shall extend up to the car body edge of Up Track.	87
Up	138+981 to 139+060	Semi-enclosure start from South end of A16 Station with vertical wall on East side and open on West side. Roof shall cover whole Up Track.	79
Up	139+060 to 139+163	Semi-enclosure with vertical wall on East Side and open on West side. Roof shall cover both Up Track, Down Track, siding and turnout.	103
Up	139+582 to 139+722	Noise Enclosure with 2m wide opening at the middle of the roof	140
Down	139+585 to 139+725		140
Up	139+722 to 139+832	1m high noise barrier above exterior parapet (i.e. 3.1m above top of rail) on East side which shall extend to North end of TMS Station platform	110
Down	139+725 to 139+836	1.5m high noise barrier above exterior parapet (i.e. 3.6m above top of rail) on West side which shall extend to North end of TMS Station platform	111

Note:

(1) Up track – train direction to Tuen Mun South Station; Down track – train direction to Tuen Mun Station.

(2) The height of the semi-enclosure/enclosure is about 6m on top of 1.2m edge wall of viaduct subject to detailed design.

Mitigated Airborne Railway Noise

4.7.20 The mitigated airborne rail noise levels were predicted at the affected NSRs and are presented in Table 4.17 with details in Appendix 4.20. The results show that the predicted rail noise levels, in terms of Leq, 30mins, Leq, 24hrs and Lmax, at all NSRs would comply with the noise criteria after the implementation of the above-mentioned mitigation measures. Noise contours in term of Leq 30min under mitigated scenario are shown in Appendix 4.21.

Table 4.17 Summary of Mitigated Rail Noise Levels

NAP ID	Area Sensitivity Rating	Noise Criteria, dB(A)		Mitigated Rail Noise Levels, Leq (30mins), dB(A)		Mitigated Rail Noise Levels, Leq (24hrs), dB(A)
NAP ID	Area Sensitivity Rating	Daytime / Evening	Night-time	Daytime / Evening	Night-time	Mitigated Rail Noise Levels, Leq (24hrs), dB(A)
CG1	C	70	60	32 - 46	30 - 45	31 - 46
THT	C	70	60	41	40	41
OM1	B	65	55	42 - 53	41 - 51	42 - 52
OM2	B	65	55	41 - 50	40 - 49	41 - 50
IPS⁽¹⁾	B	65	-	45 - 55	-	45 - 55
OT0⁽¹⁾	B	65	-	42	-	41
OT1	B	65	55	44 - 47	43 - 46	44 - 47
OT2	B	65	55	42 - 46	41 - 44	42 - 45
OT3	B	65	55	38 - 49	36 - 48	37 - 49
OL0⁽¹⁾	B	65	-	41	-	40
OL1	B	65	55	44 - 53	42 - 51	43 - 52
OL2	C	70	60	43 - 53	41 - 51	42 - 52
THRPH1b	B	65	55	46 - 55	45 - 53	46 - 54
THRPH2a	C	70	60	46 - 47	45 - 45	46 - 46
THRPH2b	B	65	55	47 - 56	46 - 54	47 - 55
THRPH3b	C	70	60	46 - 55	44 - 53	45 - 54
TE1	B⁽²⁾	65	55	43 - 50	42 - 48	42 - 49
A16PH1	B	65	55	44 - 51	43 - 50	44 - 51
A16PH1a	B	65	55	45 - 49	43 - 48	44 - 49
A16PH2	B	65	55	43 - 52	41 - 50	42 - 51
A16PH3	B	65	55	38 - 43	38 - 43	38 - 43
A16PH4	B	65	55	39 - 43	38 - 43	38 - 43
A16PH4a	B	65	55	34 - 43	34 - 43	34 - 43
A16PH5	C	70	60	44 - 53	42 - 52	43 - 53
A16PH5a	B	65	55	43 - 52	42 - 50	43 - 51
A16PH5b	C	70	60	43 - 54	42 - 52	43 - 53
A16PH5c	B	65	55	43 - 53	42 - 52	43 - 53
A16PH5d	C	70	60	43 - 53	42 - 52	43 - 53
A16PH6	B	65	55	43 - 50	42 - 48	42 - 49
A16PH10	B	65	55	46 - 50	45 - 49	46 - 50
A16PH11	B	65	55	50 - 52	49 - 51	50 - 52
A16PH12	B	65	55	35 - 43	34 - 42	35 - 43
A16PH13	C	70	60	35 - 44	34 - 43	35 - 44
HSNPS⁽¹⁾	C	70	-	35 - 36	-	35 - 36
OH1	B	65	55	32 - 33	31 - 32	32 - 33
LMO1	B	65	55	32 - 38	32 - 36	32 - 37
LMO2	B	65	55	33 - 43	33 - 41	33 - 42
LMO3	B	65	55	36 - 46	36 - 44	36 - 45
GG1	B	65	55	38 - 48	36 - 47	37 - 48
GG2	B	65	55	37 - 47	36 - 45	37 - 46
STM1	B	65	55	40 - 48	39 - 47	40 - 48
STM2	B	65	55	39 - 46	37 - 44	38 - 45
RB	B	65	55	27 - 30	26 - 29	26 - 29
WF1	B	65	55	42 - 45	41 - 44	41 - 45
WF2	B	65	55	41 - 44	39 - 42	40 - 43
WT0b⁽¹⁾	B	65	-	48	-	48
WT1	B	65	55	40 - 47	39 - 46	40 - 47
WT2	B	65	55	49 - 53	48 - 53	49 - 53
WHPQ1	B	65	55	50 - 53	50 - 53	50 - 53
WHPQ2	B	65	55	46 - 51	45 - 50	46 - 51
LCCS1⁽¹⁾	B	65	-	53 - 56	-	53 - 56
LCCS2⁽¹⁾	B	65	-	54 - 56	-	54 - 56
NH1	B	65	55	50 - 53	50 - 53	50 - 53
SHDC1⁽¹⁾	B	65	-	54 - 57	-	54 - 57
TCC⁽¹⁾	B	65	-	56 - 59	-	56 - 59
WK1	B	65	55	47 - 53	47 - 53	47 - 53
WK2	B	65	55	50 - 53	49 - 52	50 - 53
WB0⁽¹⁾	B	65	-	48	-	48
WB1	B	65	55	49 - 51	49 - 51	49 - 51
WB2	B	65	55	48 - 51	48 - 51	48 - 51
RG1	B	65	55	41 - 43	41 - 43	41 - 43
PG1	B	65	55	45 - 46	45 - 46	45 - 46

Notes:

(1) No noise sensitive use is anticipated during night-time period.

(2) Considering the southern façades of The Esplanade does not have direct line of sight to the IF (i.e. Wong Chu Road), a conservative approach by adoption of ASR B was assigned for TE1 in noise assessment.

4.7.21 The cumulative rail noise impacts at the concerned NAPs under mitigated scenario are presented in Table 4.18 below. Cumulative rail noise impact at all concerned NAPs would comply with the noise criteria.

Table 4.18 Summary of Cumulative Rail Noise Levels (Mitigated Scenario)

NAP ID	Noise Criteria, dB(A)		Max. Mitigated Rail Noise Levels, Leq (30mins), dB(A)		LRT Operational Noise, Leq (30mins) ⁽²⁾, dB(A)		Max. Cumulative Rail Noise Impact, dB(A)
NAP ID	D & E ⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾	D & E⁽³⁾	N⁽³⁾
OM1	65	55	53	51	52	52	55	55
OM2	65	55	50	49	52	51	54	53
OT3	65	55	49	48	52	51	54	52
A16PH1	65	55	51	50	40	40	51	50
A16PH1a	65	55	49	48	50	50	53	52
A16PH2	65	55	52	50	40	40	52	51
A16PH6	65	55	50	48	40	40	50	49
A16PH10	65	55	50	49	40	40	50	49
A16PH11	65	55	52	51	40	40	52	51
LMO2	65	55	43	41	44	44	46	46
LMO3	65	55	46	44	44	44	48	47
GG1	65	55	48	47	44	44	49	48
GG2	65	55	47	45	44	44	49	48
STM1	65	55	48	47	44	44	49	48
STM2	65	55	46	44	44	44	48	47
WF1	65	55	45	44	50	50	51	51
WF2	65	55	44	42	50	50	51	50
WT0b	65	-	48	-	50	50	52	-
WT1	65	55	47	46	50	50	52	51
WT2	65	55	53	53	50	50	55	54
WHPQ1	65	55	53	53	50	50	55	54
WHPQ2	65	55	51	50	50	50	53	53
LCCS1	65	-	56	-	50	50	57	-
LCCS2	65	-	56	-	50	50	57	-
SHDC1	65	-	57	-	50	50	58	-
WK1	65	55	53	53	50	50	55	54
WK2	65	55	53	52	50	50	54	54
TCC	65	-	59	-	50	50	59	-
NH1	65	55	53	53	50	50	55	54
WB0	65	-	48	-	50	50	52	-
WB1	65	55	51	51	50	50	54	53
WB2	65	55	51	51	50	50	53	53
PG1	65	55	46	46	50	50	51	51
RG1	65	55	43	43	50	50	51	50

Notes:

(1) Numbers in bold and underlined indicate exceedances of the noise criteria.

(2) Calculation of operation noise of LRT is shown in Appendix 4.16.

(3) “D&E” refers to daytime and evening period(0700-2300); “N” refers to night-time period (2300-0700).

Operational Noise Impact

4.7.22 The total operational noise impacts (i.e. sum of fixed plant noise and mitigated railway noise) were evaluated at the NSRs which may potentially be affected by both railway noise and fixed plant noise. The result indicated that the operational noise impact would comply with noise criteria set out in NCO. The predicted operation noise levels are shown in Appendix 4.22B.

4.8 Environmental Monitoring and Audit Requirement

Construction Noise

4.8.1 Noise monitoring is recommended as part of the environmental monitoring and audit (EM&A) programme for the construction phase of the Project to check the compliance of the daytime construction noise criteria. The implementation of the recommended mitigation measures for daytime construction activities should also be audited as part of the EM&A programme. Details of the EM&A requirements are provided in the EM&A Manual.

Fixed Plant Noise

44.1.1 Before commencement of the installation of fixed plant sources, FNAR should be prepared, while verification of the noise performance of the fixed plants should be conducted during the testing and commissioning stage. Details of the EM&A programme are provided in a stand-alone EM&A Manual.

Railway Noise

44.1.2 Compliance check on railway noise against NCO criteria should be conducted before the commissioning of the Project. Details of the EM&A programme are provided in a stand-alone EM&A Manual.

4.9 Conclusion

Construction Phase

4.9.1 The construction noise impacts of the Project during normal daytime working hours were predicted according to the plant inventory and construction programme developed by the Project Engineer. The assessment results indicated that the mitigated noise levels at all NSRs would comply with the noise criteria set out in the EIAO-TM with the implementation of the proposed noise mitigation measures, including the use of QPME, deployment of construction noise barriers, sequencing operation of construction activities at critical works areas and avoidance of using specific PMEs during examination periods. Adverse noise impact arising from the construction works of the Project during non-restricted hours is therefore not anticipated. It is recommended that CNMP(s) should be prepared before commencement of construction works, so that the verification of the plant inventory, and the assessment of the effectiveness and practicality of all identified mitigation measures for mitigating the construction noise impact of the Project, would be performed during the design, tendering and construction stage of the Project. A clear method statement of all the recommended mitigation measures for controlling the construction noise impacts should be formulated in the CNMP(s) to be prepared by future Contractor, such that all the recommended mitigation measures will be implemented and executed properly.

44.1.3 Cumulative construction noise impacts from concurrent projects during normal daytime working hours were also evaluated and no adverse cumulative construction noise impact would be anticipated.

Operational Noise

44.1.4 With the proper selection of plant and adoption of acoustic treatment to achieve the recommended maximum allowable sound power levels for the proposed fixed plant, the fixed plant noise impact at the NSRs located in the vicinity of fixed plant sources would comply with the criteria set out in EIAO-TM. If there is any change in engineering design information during detailed design stage or fitting-out stage, the fixed source noise design should be reviewed by Engineer/Contractor ensuring that the NCO and EIAO-TM criteria at NSRs can be met in the future.

44.1.5 Without mitigation measures in place, noise exceedances of up to 7 dB(A) would occur at representative NAPs OT1, OT2, OL1, A16PH1, A16PH1a, A16PH2 A16PH5a, A16PH5c and WHPQ2 during night-time period. After considering the cumulative rail noise impact from LRT, as well as fixed plant noise from the Project, exceedances were also predicted at the representative NAPs OT1, OT2, OL1, A16PH1, A16PH1a, A16PH2, A16PH5a, A16PH5c, WF1, WF2, WT1, WT2, WHPQ1 and WHPQ2. Rail noise mitigation measures in the form of noise barrier, semi-enclosure and enclosure with 2m opening were therefore proposed to protect the NSRs.

44.1.6 With the implementation of rail noise mitigation measures, both the predicted rail noise levels from the operation of the Project and the cumulative rail noise impact would comply with the stipulated noise limits. No adverse rail noise impact and cumulative rail noise impact is therefore expected.

44.1.7 The operational noise impacts (i.e. sum of fixed plant noise and railway noise) were evaluated at the NSRs which may potentially be affected by both railway noise and fixed plant noise. With the implementation of the proposed rail noise mitigation measures and achievement of the propose maximum allowable sound power levels, the operation noise impacts at the NSRs would comply with both the NCO and EIAO-TM noise criteria.

C1502/C/TME/ACM/M52/101	Locations of Prevailing Background Noise Measurement
C1502/C/TME/ACM/M52/102	Locations of the Noise Sensitive Receivers (Sheet 1 of 2)
C1502/C/TME/ACM/M52/103	Locations of the Noise Sensitive Receivers (Sheet 2 of 2)
C1502/C/TME/ACM/M52/104	Locations of the Representative Noise Assessment Points (Construction Noise) (Sheet 1 of 3)
C1502/C/TME/ACM/M52/105	Locations of the Representative Noise Assessment Points (Construction Noise) (Sheet 2 of 3)
C1502/C/TME/ACM/M52/106	Locations of the Representative Noise Assessment Points (Construction Noise) (Sheet 3 of 3)
C1502/C/TME/ACM/M52/107	Locations of the Representative Noise Assessment Points (Railway Noise) (Sheet 1 of 3)
C1502/C/TME/ACM/M52/108	Locations of the Representative Noise Assessment Points (Railway Noise) (Sheet 2 of 3)
C1502/C/TME/ACM/M52/109	Locations of the Representative Noise Assessment Points (Railway Noise) (Sheet 3 of 3)
C1502/C/TME/ACM/M52/110	Locations of the Representative Noise Assessment Points (Fixed Plant Noise) (Sheet 1 of 2) (To be provided)
C1502/C/TME/ACM/M52/111	Locations of the Representative Noise Assessment Points (Fixed Plant Noise) (Sheet 2 of 2)
C1502/C/TME/ACM/M52/112	Mitigation Measures for Railway Noise (Sheet 1 of 3)
C1502/C/TME/ACM/M52/113	Mitigation Measures for Railway Noise (Sheet 2 of 3)
C1502/C/TME/ACM/M52/114	Mitigation Measures for Railway Noise (Sheet 3 of 3)

Time Period	BNL During Restricted Hours (L_eq_{, 5min}, dB(A))⁽¹⁾
Time Period	ASR ‘A’	ASR ‘B’	ASR ‘C’
All days during the evening (1900 to 2300 hours), and general holidays (including Sundays) during the daytime 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)

Appendix 4.1	Proposed Fixed Plant Noise Criteria for NSRs
Appendix 4.1A	Prevailing Background Noise Measurement
Appendix 4.2	Photographs of Selected Representative Noise Sensitive Receivers
Appendix 4.3	Plant Inventory (Unmitigated Scenario)
Appendix 4.4	Locations of Works areas and Distance to Notional Sources
Appendix 4.5	SWL of PME
Appendix 4.6	Construction Noise Assessment during Non-Restricted Hours (Unmitigated Scenario)
Appendix 4.7	Predicted Construction Noise Levels at Representative Floor Levels (Unmitigated Scenario)
Appendix 4.8	Plant Inventory (Mitigated Scenario)
Appendix 4.8a	Typical Arrangement of Moveable Noise Barrier
Appendix 4.9	Construction Noise Assessment during Non-Restricted Hours (Mitigated Scenario)
Appendix 4.10	Predicted Construction Noise Levels at Representative Floor Levels (Mitigated Scenario)
Appendix 4.11	Construction Noise Assessment during Non-Restricted Hours (with Further Mitigation Measures)
Appendix 4.12	Cumulative Construction Noise Assessment during Non-Restricted Hours
Appendix 4.13	Fixed Plant Noise Calculation (A16 Station)
Appendix 4.14	Fixed Plant Noise Calculation (TMS Station)
Appendix 4.15A	Modelling Assumptions and Calculation Methodology
Appendix 4.15B	Speed Profile
Appendix 4.16	Operational Noise of LRT at Tuen Mun South Area
Appendix 4.17	Summary of Unmitigated Railway Noise Levels
Appendix 4.18	Rail Noise Contour, Leq _30min (Unmitigated Scenario)
Appendix 4.19	Rail Noise Contour, L_max(Unmitigated Scenario)
Appendix 4.20	Summary of Mitigated Railway Noise Levels
Appendix 4.21	Rail Noise Contour, Leq _30min (Mitigated Scenario)
Appendix 4.22A	Calculation of Operational Noise Impact (Unmitigated Scenario)
Appendix 4.22B	Calculation of Operational Noise Impact (Mitigated Scenario)

4 noise impact

4.1 Introduction

4.1.1 Potential airborne noise impacts likely arising from both the construction and operational phases of the Project were evaluated in this section. Recommendations on noise mitigation measures were also made where necessary and appropriate.

4.2 Environmental Legislation, Standards, and Guidelines

4.2.1 Noise impacts were assessed in accordance with Annexes 5 and 13 of the Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM).

4.2.2 The Noise Control Ordinance, Cap. 400 (NCO) and Environmental Impact Assessment Ordinance, Cap. 499 (EIAO) provide the statutory framework for noise control. Assessment procedures and standards are set out in the following Technical Memoranda (TMs):

4.2.8 As defined in the Noise Control Designated Area Plan No. EPD/AN/NT-03, Tuen Mun South such as Century Gateway, Tuen Mun Park, Yau Oi Estate, Tuen Mun Swimming Pool, Wu King Road, etc. are within the Designated Area (DA).

4.2.12 Fixed noise sources associated with the Project are controlled by the NCO and IND-TM. The ANL is a function of the type of area within which the NSRs are located, and the degree of the effect on the NSRs of influencing factors such as major roads and industrial areas.

4.2.13 More stringent criteria for planned fixed plant noise impact stipulated in the EIAO-TM for planning purposes are as follows.

4.3 Description of Existing Environment

4.3.3 The Project is located in an urban area with its prevailing noise environment dominated by the following noise sources:

4.3.8 During the noise measurement, the following procedures were followed:

4.4 Noise Sensitive Receivers

4.5 Construction Phase

4.5.1 The potential source of noise impact during the construction of the Project would be the use of Powered Mechanical Equipment (PME) for various construction activities. The major construction works would include the following activities:

4.5.2 As all of the construction activities would be carried out above ground and the Project will not consist of rail tunnel, ground-borne noise is not anticipated during the construction phase.

4.5.6 The construction noise impact assessment was undertaken in accordance with Annexes 5 and 13 of the EIAO-TM and the methodology for the construction noise impact assessment followed the procedures outlined in the GW-TM. The general approach is summarised as follows:

4.5.10 The works site along Tuen Mun Promenade would be adopted as construction access, and the construction noise impact from construction vehicles was calculated based on the following formula as stipulated in BS5228: Part 1: 2009:

4.5.15 The results of the construction noise assessment indicated that, there would be exceedance of the construction noise criteria at most of the NSRs in the absence of any mitigation measures. Various mitigation options were considered and are listed below:

4.5.16 The above mitigation measures would be implemented on work sites as good practices where appropriate. Detailed descriptions of these mitigation measures are given in the following sections.

4.5.17 Although the noise mitigation effects are not easily quantifiable and the benefits may vary with site conditions and operating conditions, good site practices should be implemented to minimize impacts. The site practices listed below should be followed during the construction phase:

4.5.18 In addition, the “Recommended Pollution Control Clauses for Construction Contracts” published by the EPD should be adopted in the Contract Specification for the Contractor to follow and implement relevant measures and good site practices in minimising noise impact.

4.5.26 The use of noise barrier and enclosure for various items of PME adopted for noise assessment are detailed in Appendix 4.8. Typical arrangement of moveable noise barrier is presented in Appendix 4.8a.

Islamic Primary School (IPS)

Oi Lai House (OL1)

Yan Chai Hospital Ho Sik Nam Primary School (HSNPS)

Tuen Mun District Women’s Association Limited - Zonta Club of Hong Kong Integrated Service Centre (WT0b) and other noise sensitive uses on G/F of Wu Tsui House

Yan Chai Hospital Law Chan Chor Si Primary School (LCCS1& LCCS2)

Tung Wah Group of Hospitals Sun Hoi Directors' College (SHDC1)

Carmel Bunnan Tong Memorial Secondary School (CBTMSS) and Caritas Institute of Community Education (WY0)

Yan Oi Tong Allan Yap Kindergarten (WB0) and other noise sensitive uses on G/F of Wu Boon House

Cumulative Construction Noise Impact

4.5.33 Based on the best available information during the preparation of this EIA Report, the planned/committed concurrent projects located within 300m assessment area are identified as below:

· Public housing developments at Yip Wong Road;

· Public housing developments at Wu Shan Road;

· Public housing developments at Hang Fu Street;

· Planned property development in Area 16;

· Re-provisioning of Tuen Mun Community Green Station;

· Sports Ground and Open Space in Area 16, Tuen Mun;

· Traffic Improvement Scheme in Tuen Mun – Widening and Addition of slip roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road; and

· Re-provisioning of Pet Garden.

Future property development in Area 16

Re-provisioning of Tuen Mun Community Green Station

Planned Sports Ground and Open Space in Area 16, Tuen Mun

Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road / Tuen Mun Road / Wong Chu Road / Hoi Wing Road

Re-provisioning of Pet Garden

4.5.40 The predicted cumulative construction noise levels are summarised in Table 4.10 below. Cumulative construction noise levels predicted at most of the affected NSRs would comply with the EIAO-TM criteria, except IPS and HFTPS.

4.6 Operational Phase - Fixed Plant Noise Impact Assessment

4.6.6 The siding at A16 Station will be used for train stabling at the off-peak/ nighttime only. No maintenance or inspection activities will be carried out and thus there would be no fixed plant source associated with the operation of the siding.

4.6.7 Locations of fixed noise sources and the relevant concerned NSRs are shown in Figure Nos. C1502/C/TME/ACM/M52/110 – 111. The validity of the inventory and locations of the fixed noise sources was confirmed with the Project Engineer.

4.7 Operational Phase - Rail Noise Impact Assessment

4.7.2 Additionally, in order to minimise the potential rail noise from the Project, the following multi-plenum noise attenuation system (Diagram 4.1A and 4.1B refer) as adopted in WRL would also be adopted in the Project, with details subject to detailed design:

· use of resilient rail base-plates for mounting tracks on viaduct to reduce vibration transmission to the viaduct structure, thereby reduce re-radiated noise from the viaduct structure;

· mounting of track on a floating slab system to further reduce vibration transmission to the viaduct structure;

· use of train skirts and floor with absorptive lining to create a noise-absorbing plenum beneath the train car. The train skirts would be extended to approximately 250mm above the derailment containment upstand on the floating slab in normal running;

· use of edge wall of about 1.2m above walkway with sound absorption to form an additional barrier for sensitive receivers at lower floor levels; and

· use of central plenum and trackside walkways (<=1.3m width) to create noise-absorbing plena on both sides of the train car.

Diagram 4-1A Illustration of Multi-plenum System (Twin Track)

Diagram 4-1B Illustration of Multi-plenum System (Single Track)

4.7.5 Using CadnaA model, the CRN emission noise levels were obtained in terms of Leq(30min) for noisiest 30 minutes in daytime and night-time as well as Leq(24hr). The calculations were based on the following equation:

4.7.8 Details of the train operation parameters and assumptions of TME to be adopted in the railway noise assessment are listed in Table 4.13 below, while the modelling assumptions and calculation methodology are provided in Appendix 4.15A.

Cumulative Airborne Railway Noise

Unmitigated Airborne Railway Noise

Notes:

4.7.12 The total number of dwellings that will be exposed to noise impact exceeding the criteria set in Annex 5 in the EIAO-TM were evaluated and it is estimated that a total of about existing 350 dwellings will be exposed to railway noise impact under unmitigated scenario during night-time period.

4.7.14 As discussed in Section 4.7.10, some NSRs which are located in the vicinity of LRT and the Project would experience cumulative rail noise impact. The cumulative rail noise impacts at those concerned NAPs under unmitigated scenario are presented in Table 4.15 below.

Notes:

Railway Noise Mitigation Measures

Note:

Mitigated Airborne Railway Noise

Notes:

4.7.21 The cumulative rail noise impacts at the concerned NAPs under mitigated scenario are presented in Table 4.18 below. Cumulative rail noise impact at all concerned NAPs would comply with the noise criteria.

4.7.5 Using CadnaA model, the CRN emission noise levels were obtained in terms of Leq_(30min) for noisiest 30 minutes in daytime and night-time as well as Leq_(24hr). The calculations were based on the following equation: