S4

Consultancy Agreement No.
NEX/1023
West Island Line Environmental Impact Assessment
MTR Corporation Limited Final Environmental Impact Assessment Report
4. GROUND-BORNE NOISE IMPACT
Introduction
4.1 Potential ground-borne noise impacts likely to arise from the proposed Project during both the
construction phase and operation phase have been evaluated and the results are presented in this
section.
4.2 Potential ground-borne noise impacts on Noise Sensitive Receivers (NSRs) during the construction
phase would arise mainly from hydraulic breakers, hand-held breakers, pipe pile rigs, drill & blast
and tunnel boring machine (TBM). Potential ground-borne noise arising from the TBM and Powered
Mechanical Equipment (PME) was assessed, and the predicted noise levels and necessary noise
mitigation measures are presented in this section.
4.3 The drill and blast alternative is not considered with respect to noise annoyance, as the duration of
blasting is very short and infrequent. As mentioned in section 3.14, no assessment has been carried
out regarding noise annoyance impacts within any of the identified sensitive receivers. However, it is
recommended that if there is a blasting operation, it should be carried out outside sensitive hours to
avoid nuisance to nearby sensitive receivers.
4.4 When trains operate in tunnels that are located in close proximity to occupied structures, there is a
possibility that vibrations associated with train passbys will be transmitted through the ground and
structure, and be radiated as noise in the occupied spaces within the structure. The assessment of
the ground-borne noise impacts within the structure is presented below.
Environmental Legislation, Standards and Guidelines
Construction Phase
4.5 Construction ground-borne noise is under the control of the Noise Control Ordinance (NCO), the
Environmental Impact Assessment Ordinance (EIAO), and their subsidiary Technical Memorandum.
With reference to the Technical Memorandum for the Assessment of Noise from Places Other Than
Domestic Premises, Public Places or Construction Sites (TM-Places) under the NCO, the criteria for
noise transmitted primarily through the structural elements of the building or buildings should be
10dB(A) less than the relevant acceptable noise level (ANL). These criteria apply to all residential
buildings, schools, clinics, hospitals, temples and churches.
4.6 The construction ground-borne noise criteria for the representative ground-borne noise sensitive
receivers (GBNSR) along WIL alignment are tabulated in Table 4.1 below.
Table 4.1 Construction Ground-borne Noise Criteria

Ground-borne Noise Criteria, dB(A)
Daytime (0700- Daytime during general Night
1900 hrs) holidays and Sundays and all (2300 to
(except General days during Evening 0700 hrs)
GBNSR Description Holidays & (1900 to 2300 hrs)
Sunday)
[a] [b]
Churches, School Classrooms and 60/55 55
Temples
[c]
Domestic premises, clinics and 65 55 40
hospitals along WIL alignment
[a] A 5dB(A) reduction to the ground-borne noise criteria is recommended for school during examination period.
[b] No sensitive use during this period.
[c] Clinics are considered to be noise sensitive during daytime and evening time only.
ENSR Asia (HK) Ltd. 4-1 October 2008

P:\60017115\Reports\Final\9\EIA\S4_GB Noise.doc
Consultancy Agreement No. NEX/1023
4.7 For construction activities involving the use of TBM and PME in restricted hours (1900-0700), it is
necessary to apply for a CNP. However, there is no guarantee that a CNP will be issued for the
project construction.
Operation Phase
4.8 In the projection and measurement of ground-borne noise from transit trains operating at grade, or in
tunnels, to receivers adjacent to the alignment, it is customary to calculate or measure the impact of
a single train passby, where the noise level from it is rms (root mean square) averaged over the
duration of the passby (Appendix 4.1: Ref. 1). This is, by definition, the equivalent noise level of
the passby, where duration is defined as the period between the passage of the front and rear ends
of the train pass the closest point on the alignment to the building foundation. This measure is
assumed in this study and is known as the rms level of the passby. Given train lengths and passby
frequencies along the WIL, the 30 minutes overall equivalent A-weighted noise level shall be
determined at each GBNSR from the maximum rms level of a single train passby.
4.9 With reference to the TM-Places under the NCO, the criteria for noise transmitted primarily through
the structural elements of the building or buildings should be 10dB(A) less than the relevant
acceptable noise level (ANL). The same criteria are applied to all residential buildings, schools,
clinics, hospitals, temples and churches.
4.10 The operational ground-borne noise criteria for the representative GBNSRs along WIL alignment are
tabulated in Table 4.2 below.
Table 4.2 Operational Ground-borne Noise Criteria

Ground-borne Noise Criteria, dB(A)
Day & Evening Night
GBNSR Description
(0700 to 2300 hrs) (2300 to 0700 hrs)
Churches, School Classrooms and 55 (Leq 30 min) [a]
Temples
[b]
Domestic premises, Clinics and 55 (Leq 30 min) 45 (Leq 30 min)
Hospitals along WIL alignment
Note: [a] No sensitive use during this period.

[b] Clinics are considered to be noise sensitive during daytime and evening time only.
Identification of Ground-borne Noise Sensitive Receivers
Construction Phase
4.11 Under the assumption of worst-case scenario, two sets of representative GBNSRs were identified
for the assessment of noise impact induced by (1) TBM operation for tunnelling and (2) PME (e.g.
hydraulic breakers, drill rigs and pile rigs) operation at open works areas and during the construction
of adits and vent shaft. Twenty-six GBNSRs identified along the WIL alignment were designated for
the assessment of TBM-induced ground-borne noise impact. As for the assessment of noise impact
due to the use of PME for rock breaking / drilling, including hydraulic breakers, drill rigs and pile rigs,
at open works areas, adits and vent shaft, twenty-five representative GBNSRs located in the closest
proximity to the concerned open works areas were identified. These identified GBNSRs are
presented in Tables 4.3a, b and c and shown in Figures 4.1 to 4.5.

Table 4.3a Identified NSRs for Assessment of Ground-borne Construction Noise Impacts
due to TBM operation
Horizontal Vertical
Construction Distance from Distance
Location Uses
GBNSR No. NSR to from NSR to
Tunnel (m) Tunnel (m)
No.153 Queen's Road West, West Residential
1 96 29
Point
Sai Ying Pun Jockey Club Polyclinic at Clinic
2 75 40
32 Hospital Road
3 No.36 Eastern Street, West Point Residential 0 43
Kindergarten,
hostel &
4 Sai Ying Pun Community Complex 100 61
community
centre
Clinic
5 Eastern Street Methadone Clinic 69 65
6 Nos. 18-24 Third Street, West Point Residential 18 61

Prewar Buildings Under the Residential
Development Project of Yu Lok Lane
7 15 64
and Central Street of the Urban
Renewal Authority
8 No.35 Bonham Road, Mid Level Residential 0 43
King's College at No.63A Bonham Educational
9 12 67
Road Institution
Chinese Rhenish Church (Lai Yin Church
10 0 68
Church) at Bonham Road
Tang Chi Ngong Building of the Educational
11 institution 15 76
University of Hong Kong
Fung Ping Shan building , the Educational
12 University of Hong Kong at Pok Fu institution 0 66
Lam Road
St. Stephen's Church at 71 Bonham Church
13 75 84
Road
Hung Hing Ying Building of the Educational
14 institution 33 84
University of Hong Kong
Main Building of the University of Hong Educational
15 0 84
Kong institution
St. Anthony's Catholic Church at Pok Church
16 45 57
Fu Lam Road
Senior Staff Quarters, Workmen's Residential
Quarters and Treatment Works
17 0 90
Building, Elliot Pumping Station and
Filters at Pok Fu Lam Road
Lo Pan Temple, No. 15 Ching Lin Temple
18 0 55
Terrace, Kennedy Town
Hon Wah Middle School at Ching Lin Education
19 0 51
Terrace Institution
Fok Hing Tong, Hong Kong Society for Temple
20 the Promotion of Virtue at 8-9 Tai Pak 69 48
Terrace
Bonham Road Government Primary Educational
21 Institution 129 61
School, 9A Bonham Road

Horizontal Vertical
Construction Distance from Distance
Location Uses
GBNSR No. NSR to from NSR to
Tunnel (m) Tunnel (m)
Po Leung Kuk Chan Au Big Yan Home Hostel
22 150 15
For The Elderly, 12 Belcher's Street
Educational
23 St. Louis School, 179 Third Street 120 45
Institution
24 Kau Yan Church Church 120 64
Community
25 Western District Community Centre 150 58
Centre
26 Hongway Garden Residential 0 24
Table 4.3b Identified NSRs for Assessment of Ground-borne Construction Noise Impacts
due to Construction Works at Open Works Areas
Uses Horizontal Nearest Site
Distance to
Construction
Description the Site
GBNSR No.
Boundary
(m)
KET
Educational Ex-Police
Hong Kong Institute of Vocation
27 Institution 21 Quarters Kennedy
Education (Kennedy Centre)
Town
28 Luen Tak Apartment Residential 22 (2 Sites) KET Station site
29 Kam Po Mansion Residential 13 Entrance B
30 Pokfield Garden Residential 6 KET Station site
UNI
31 The Belchers Tower 3 Residential 8 Entrance C2
32 39 Hill Road Residential 6 Vent shaft (VS-Y)
33 Western Court Block 1-4 Residential 4 Entrance B1
The Kadoorie Biological Sciences School Entrance A
33a 11
Building
SYP
34 Kiu Shing Building Residential 6 Entrance of B3
Residential Vent shaft (VS-Z)
35 Bon-Point 6
and Entrance C
Hotel Entrance A1 and
36 Queens Hotel 6
Vent Shaft (VS-Y)
37 College View Mansion Residential 6 High Street Site
Table 4.3c Identified NSRs for Assessment of Ground-borne Construction Noise Impacts
due to the Construction of Adits
Construction Description Uses Adits / Vent Adits Vertical Rock
GBNSR No Distance to Head
Adit (m) ditance to
Adits (m)
UNI
38 Bowie Court Residential Adit to Entrance A 50 35
39 Intelligent Court Residential Adit to Entrance B1 30 10
40 Sik On Building Residential Adit to Entrance B2 20 20
The Belchers Residential Adit to Entrance C2 65 45
31
Tower 3
Construction Description Uses Adits / Vent Adits Vertical Rock

GBNSR No Distance to Head
Adit (m) ditance to
Adits (m)
41 Yick Fung Residential Construction Adit 40 20
Garden
42 Wing Fu Lau Residential Vent adit (YS-Y) 30 20
SYP
Kiu Shing Residential Adit to Entrance B3 22 ~20
34
Building
6-28 Eastern Residential Vent adit (YS-Z) 45 20
36a
Street
43 Tat Hing Building Residential Adit to Entrance A1 25 5
44 Yee Shun Residential Adit to Entrance 35 0
Building B1/B2
45 Jade Court Residential Adit to Entrance C 42 32
46 21-23 High Residential Vent adit (YS-Z) 49 25
Street
47 Sun Luen Residential Vent adit (YS-Z) 55 40
Building
Operation Phase
4.12 Sensitive receivers along the WIL alignment generally include educational institution and domestic
premises. Domestic premises and hospital are taken into account during both the daytime and night
time periods. School classrooms, churches, clinics and temples are considered to be noise
sensitive during daytime and evening only.
4.13 A total of ten operational phase GBNSRs were identified, and are listed in Table 4.4. Their locations
are shown in Figures 4.6 to 4.9. Information necessary for noise prediction is also provided in the
table below, including the geometry of the closest point on a GBNSR relative to the alignment, and
the structure characterisation. The train speed at each operational phase GBNSR is shown in
2
Appendix 4.11. The maximum allowable acceleration for existing Island Line trains is 1m/s . The
train speeds at NSRs close to stations were assumed to be 50 or 60kph for conservatism.

Table 4.4 Operational Ground-borne Noise Sensitive Receivers

EB Track Dist to G/F Building WB Track Dist to G/F Building
GBNSR Lowest Building Building Edge, m Edge, m
Turn- Foundatn
No Location Chainage Sensitive Type Height, Rock- slant dist Rock- slant dist
out Depth, m Rail Rail
(a). Floor (b) storey Hori head to Hori head to
Depth Depth
Depth foundatn Depth foundatn
SYP-SHW
1 Luen Yee Building Y 1 0 5 2 7 28 28 27 13 28 31 29
E0+940
SYP-SHW
2 Hongway Garden Y 2 0 35 5 0 28 28 23 0 28 31 23
E0+820
Kian Nan Mansion,
SYP-SHW
3 81-85 Bonham N 1 0 19 2 0 30 32 28 0 30 32 28
E0+620
Strand West
No. 36 Eastern SYP-SHW N
4 1 1 5 2 0 42 29 40 2 42 29 40
Street, West Point E0+150
Po Shu Lau, Tse, KET-UNI N
5 1 0 13 2 0 42 10 40 0 42 10 40
35-43 Sands Street E0+270
Tower 1, University KET-UNI N
6 3 0 37 2 0 57 20 55 0 57 20 55
Heights E0+180
Block D, Kwun Lung OVR-KET N
7 >1 0 20 2 26 44 8 49 22 44 16 47
Lau E0+700
Kwun Lung Lau N
OVR-KET
8 New Development 5 0 24 0 36 34 8 50 40 34 16 52
E0+620
Site
East Terrace, Sai OVR-KET
9 Y 1 0 12 0 17 46 23 49 17 46 23 49
Wan Estate E0+560
Tower 3, Academic KET-UNI Above Above
10 N 1 0 26 2 20 72.9 74 0 72.9 71
Terrace E0+310 track track
Note: (a) All GBNSR are residential buildings.

(b) Building Type: 0 Heavy Tall Structures, 1 2-4 Storeys Medium Height
Ground-borne Noise Sources
Construction Phase
4.14 Potential ground-borne noise impacts on GBNSRs during the construction phase will arise mainly
from drill & blast and TBM, as well as PME for rock breaking/drilling including breakers, drill rigs and
pile rigs.
4.15 There are no statutory procedures and criteria under the NCO and EIAO for assessing blasting
noise impacts. Blasting in this Project, if required, would be carried out underground. Any such
blasting noise, which is transient and short in duration, is not assessed in this EIA. However, the
administrative and procedural control of all blasting operations in Hong Kong is vested in the Mines
Division of the Civil Engineering and Development Department (CEDD). The Dangerous Goods
(General) Regulation (Cap 295) also stipulates that no person shall carry out blasting unless he
possesses a valid mine blasting certificate to be issued by the Mines Division of CEDD. The
Superintend of Mines will review the application on a case-by-case basis before issuing the Mine
Blasting Certificate. Blasting, if unavoidable, should be carried out outside sensitive hours as far as
practicable, and the blasting schedule should be submitted to the concerned authority for approval
prior for its implementation.
Operation Phase
4.16 When trains operate in tunnels that are located in close proximity to occupied structures, there is a
possibility that vibrations associated with train passbys will be transmitted through the ground and
structure, and be radiated as noise in the occupied spaces within the structure. The noise levels
within the structure may be high enough to cause annoyance to the GBNSRs.

Ground-borne Noise Prediction Methodology
Construction Phase
4.17 As described above, projections of Peak Particle Velocity (PPV) assumed worst case assumptions
along the WIL alignment. The projection methodology is empirically based on, and is the same as
that used to determine noise impacts on sensitive receivers from operational trains, as described in
the operation ground-borne noise section. The projection methodology is recommended by the U.S.
1
Department of Transportation and Federal Transit Administration . This projection methodology
has been previously used for Ground-Borne Noise & Vibration Assessment for approved Kowloon
2
Southern Link (KSL) EIA (EIA Register No. AEIAR-083/2005).
4.18 The main components of the proposed prediction model for ground-borne noise are:
Vibration source level from operation of TBM;
Vibration propagation through the ground to the structure foundation;
Vibration reduction due to the soil/structure interface;
Vibration propagation through the building and into occupied areas; and
Conversion from floor and wall vibration to noise.
4.19 The empirical based prediction model used to project noise level within occupied areas of the
structures adjacent to the WIL is described below. The basic equation describing the model, in
decibels, is
L = FDL + LSR + BCF + BVR + CTN + SAF
where the prediction components are:
L ground-borne noise level within the structure, re: 20 -Pascal,

FDL force density level for the TBM in rock, mixed face or soil, re: 1 lb/in0.5 in English unit and
re: 1 N/m0.5 in SI unit,
LSR unit force incoherent line source response for the ground, re: 1 -in/sec/(1 lb/in0.5) in
English unit and 10-8 m/s/(1 N/m0.5) in SI unit,
BCF vibration coupling loss factor between the soil and the foundation, relative level,
BVR building vibration reduction or amplification within a structure from the foundation to the
occupied areas, relative level,
-8 -6
CTN Conversion from floor and wall vibration to noise, 10 m/s or 10 in/s to 20 Pascal, and
SAF Safety margin to account for wheel/rail condition and projection uncertainties.
4.20 The measurement and analysis equipment used in obtaining these empirical results is given in
operation ground-borne noise section. Predictions are based on assuming the closest distance
along the alignment to the building foundation of the receiver.
Adaptation to TBM
4.21 The above methodology has been altered for TBM in the following ways:
1. The source vibration level, or force density level (FDL), is obtained from vibration
measurements taken during the passby of a tunnel boring machine operating in soil and rock
along the KCRC Lok Ma Chau extension. A summary of measurement data is provided in
Appendix 4.2: Figure 1. Measurements were performed underground in an access shaft
adjacent to the alignment at 7m setback from tunnel centreline. The associated line source
response (LSR) was obtained from surface and borehole impact tests were performed on
1
Transit Noise and Vibration Impact Assessment. Report No. FTA-VA-90-1003-06
2
KCRC, KSL GSA 5100 Environmental Impact Assessment & Associated Services Environmental Impact Assessment
Report. 2005. (EIA Register No. AEIAR-083/2005)

similar soil and rock geology, as shown in Appendix 4.2: Figure 2. The length of the LSR
along the TBM is assumed to be 10m. The resulting FDLs are given in Appendix 4.2: Figure
3 and compared to a typical FDL for a heavy rail transit train. It can be seen that the FDL for
the TBM in rock is considerably higher than that in soil, especially at low frequencies. The FDL
for the TBM in soil is roughly comparable to the graph of a typical heavy rail transit train. In
mixed face geology, the FDL for rock is assumed, for conservatism.
2. The LSR along the WIL alignment was taken from borehole impact tests performed along the
WIL, as described in operation ground-borne noise section, except the line source length is
assumed to be 10m.
3. RMS vibration measurements are used for the ground-borne noise assessment.
4.22 In all other respects, the components of the projections are the same as that used for the
assessment of operational trains.
Ground-Borne Noise Level within the Structure (L)
4.23 At setback distances characteristic of this study, ground-borne noise from TBM would have an
impact, conservatively, up to about 160 Hz for tunnels situated in soil and up to 500 Hz for tunnels
situated in rock. Above these frequencies, the material attenuation of the ground would reduce the
amplitude of the propagating waves below which there would be adverse impact. Thus, structure
borne noise levels will be presented in octave bands over the frequency range of 31.5 Hz to 500 Hz.
Line Source Response (LSR)
4.24 The LSR determines the vibration levels or attenuation in the ground as a function of distance
caused by an incoherent line source of unit force point impacts, with line source orientated along the
alignment and the length of the line source equalling 10m measured from the front of the TBM.
Thus, the basic quantity required for the determination of the LSR would be the vibration response
caused by a unit point source impact, which is defined as the Point Source Response (PSR). Given
the PSR would be along the alignment over the length of the train, the LSR would follow directly by
incoherent integration of the PSR over the length of the train.
4.25 However, the determination of the PSR for force point impacts along the alignment over the length
of the train is neither practical nor affordable. For example, at underground sections, force
impacting would have to be performed in numerous boreholes drilled to the depth of the alignment
and closely spaced along the alignment over the length of the train just for the determination of the
LSR at one location. Thus, certain assumptions are invoked, which allow one PSR to be taken as
representative along the alignment near a building receiver and to be used in the determination of
the LSR. These assumptions include:
The ground is layer-wise homogeneous,
The ground is transversely isotropic along the alignment over the length of the train
The ground is between the alignment segment and the vibration receivers at which the LSR is
to be determined.
4.26 If the ground satisfies these assumptions rigorously, it would be acceptable to use one PSR in the
determination of the LSR. In normal circumstances, deviation from the idealised assumptions of
transverse isotropy and layer-wise homogeneity is not significant enough to warrant the time,
expense and impracticality of impacting along the entire length of the train. Also, the flanking effect
of vibration from remote cars towards the front and rear of the train is not very significant: it is the
vibration from the train section opposite to the shortest distance from the track to the receiver that, in
most circumstances, determines the vibration level at the receiver.

4.27 A detailed description of the PSR testing along the WIL and the LSR model can be found in
operation ground-borne noise section, where the PSR testing is referred to as borehole impact
testing.
Building Coupling Factor (BCF)
4.28 The recommended practice established within the USFTA handbook is followed. Structures are
divided into 4 types, with BCF attenuation given in the follow:
Type 0 Large structures with heavy foundations
Type 1 2-4 storeys medium sized structures
Type 2 1-2 storeys complexes
Type 3 Single family detached residences
4.29 It can be seen from Appendix 4.2: Figure 4 that, larger and heavier structures have greater
vibration attenuation than smaller and lighter structures. In fact, the extent of the attenuation is
governed by the difference in mechanical impedance between the soil and the foundation, with
impedance being determined by differences in mass and stiffness within the soil and foundation. For
structures founded on rock, there is no impedance contrast between the soil and the foundation;
thus, in this case, the BCF is zero.
Building Vibration Response (BVR)
4.30 The building vibration response is generally determined by three factors:
Resonance amplification due to floor, wall and ceiling spans;
Floor-to-floor attenuation; and
Attenuation across a structure, in the direction away from the alignment.
4.31 Resonance amplification due to wall, floor and ceiling spans is usually an issue for small, lightweight
housing, generally single-family homes constructed of wood. The frequencies at which resonances
occur can vary widely, and the magnitude of the resonance amplification would depend on the
structure. In large, heavy framed structures, generally multi-floor concrete construction, structural
resonances usually occur at sub-audible frequencies, with small resonance amplification due to
massive structural elements having low mobility.
4.32 The FTA Handbook recommends that the BVR includes no correction for heavy framed structures, a
3 dB correction for moderate weight structures and a 6 dB correction for lightweight structures to
account for structural resonances that may be present in smaller and less massive structures
located along the alignment. Lightweight structure refers to hollow block, lightweight concrete, brick,
timber or composite structures of only several stories high. A moderate weight structure is generally
light weight concrete construction up to 6 or 7 storeys. As the frequency at which such resonances
may occur is not known, these corrections add either 3 or 6 dB to all frequency bands considered.
4.33 The BVR shown in Appendix 4.2: Figure 5 is applied to all structures conservatively, which is a
modified version of the 6 dB rule across all frequencies, as recommended for light weight structures.
4.34 Usually, occupied spaces within a structure are assumed to be located at or above the nearest
setback distance from the alignment to the receiver. However, vibration attenuation across a
structure may be relevant where the noise sensitive area is situated in the back of the building away
from the alignment. Although vibration attenuation has been measured across a number of
structures in Hong Kong, this attenuation is considered conservatively in this study.
4.35 A floor-to-floor attenuation of 2 dB reduction per floor is assumed. Where there is a multi-floor
occupancy, only the structure borne noise impact on the lowest occupied floor is considered.

Conversion to Noise (CTN)
4.36 A -2 dB correction for conversion of vibration (re: 10-6 in/s) in room walls, floors and ceiling to noise
(re: 20 micro Pa) is assumed;
Safety Factor (SAF)
4.37 In the determination of the components of the prediction model, data undergoes extensive averaging,
thus making the overall prediction of ground-borne noise a sum of averages. In many of our
comparisons of predicted and measured levels, it has been generally found that differences in
overall predicted and measured A-weighted noise levels fall within about 5dB. Thus if noise criteria
are regarded as simple design guidelines, no safety factor would be appropriate. If all but a few
exceptional passbys are expected to produce noise and vibration levels below criteria, then a safety
factor of 5 dB would be appropriate. If strict adherence of every passby to noise and vibration criteria
is expected, then a safety factor of 10dB or more would likely be appropriate. In this study, a
conservative 10dB safety factor has been adopted.
4.38 A large safety factor results in higher projected noise and vibration levels, thus exceeding the criteria
in a larger extent. Therefore, greater requirements for trackform vibration attenuation, both in type
and extent, would be needed.
Adaptation to Hydraulic Breaker, Rock Drill and Pile Rig
4.39 The source terms and transmission factors for the ground-borne noise assessment of hydraulic
breaker, rock drill and pile rig would be different from the TBM calculation above. Reference was
made to the assessment approach, source terms and transmission factors adopted in the approved
EIA study for the Kowloon Southern Link project. The assumptions adopted in the present
assessment are provided in Appendix 4.3.
Soil Damping
4.40 Internal losses of soil would cause the vibration amplitude to decay against the propagation distance
and the decay relationship is based on the equation set out in the Transportation Noise Reference
3
Book .
-2f R/2c
V(R) = V(Ro) e .
The velocity amplitude V is dependent on the frequency f in Hz, the soil loss factor, the wave
speed c in m/s, the distance R from the source to the NSR. The properties of soil materials are
shown in Table 4.5.
Table 4.5 Wave Propagation Properties of Soil
3
Soil Type Longitudinal Wave Speed c, m/s Loss Factor, Density, g/cm
Soil 1500 0.5 1.7
Rock 3500 0.01 2.65
4.41 No damping attenuation was applied for propagation in rocks. All GBNSRs were assumed to have a
piling foundation on rockhead except Kiu Shing Building and Yee Shun Building where shear piles
were found. Soil damping was applied in the prediction of noise levels at Kiu Shing Building and Yee
Shun Building, and the damping distances would be 22m and 7m respectively. Relevant geological
profiles and the alignment of the adits are presented in Figure 4.18-4.28.
3
P. M. Nelson. Transportation Noise Reference Book. 1987.

Coupling Loss into Building Structures
4.42 The coupling loss into building structures represents the change in the incident ground-surface
vibration due to the presence of the piled building foundation. The empirical values with reference to
the Transportation Noise Reference Book, 1987 are given in Table 4.6.
Table 4.6 Loss factor for Coupling into Building Foundation
Octave Band Frequencies, Hz
Frequency
16 31.5 63 125 250 500
Loss factor for coupling into building
-7 -7 -10 -13 -14 -14
foundation, dB
Coupling Loss Per Floor
4.43 The coupling loss per floor represents the floor-to-floor vibration transmission attenuation. For multi-
storey buildings, a common value for the attenuation of vibration from floor-to-floor is approximately
1 dB attenuation in the upper floor regions and greater than 3 dB attenuation at lower floors.
Coupling loss of 1 dB reduction per floor was assumed in this report for a conservative assessment
to account for any possible amplification due to resonance effects.
Conversion from Floor Vibration to Noise Levels
4.44 Conversion from floor vibration levels to indoor reverberant noise levels is based on standard
2
acoustic principles. The conversion factor is dependent on the surface area S of the room in m , the
3
radiation efficiency, the volume of the room V in m and the room reverberation time RT in seconds.
Conversion factors from floor vibration levels to indoor reverberant noise levels are 27 and 23 dB(A)
for residential units and educational institution respectively.
Operation Phase
4.45 The most current and evolved projection methodology recommended by the FTA Manual is used in
this EIA study. This manual is issued by the US Department of Transportation in 1995 and is
intended to provide guidance in preparing and reviewing the noise and vibrations sections of
environmental submittals to the US Government for grant applications. The methodology has been
applied on a number of transit systems over the years, including West Rail, East Rail Tsim Sha Tsui
Extension, Kowloon Southern Link and MTR Tseung Kwan O Line.
4.46 The main components of the proposed prediction model for ground and structure borne noise are:
Vibration source level from operation of MTRC Trains;

Trackform vibration attenuation or amplification;
Soil-based tunnel vibration reduction;
Vibration propagation through the ground to the structure foundation;
Vibration reduction due to the soil/structure interface;
Vibration propagation through the building and into occupied areas; and
Conversion from floor and wall vibration to noise.
4.47 The empirical based prediction model used to project noise and vibration level within occupied areas
of the structures adjacent to the SDTE is described in detail in Appendix 4.1: Refs 2 and 3. A
summary is given below. The basic equation describing the model, in decibels, is
L = FDL + TIL + TOC + TCF + LSR + BCF + BVR + CTN + SAF

where the prediction components are:
L
ground-borne noise level within the structure, re: 20 -Pascal,
FDL force density level for the KRTC EMU, re: 1 lb/in0.5 in English unit and re: 1 N/m0.5 in SI
unit,
TIL trackform attenuation or insertion loss, relative level,
TOC turnout and crossover factor,
TCF vibration coupling between the tunnel and the ground for soil based tunnels, relative level,
LSR
unit force incoherent line source response for the ground, re: 1 -in/sec/(1 lb/in0.5) in
-8
English unit and 10 m/s/(1 N/m0.5) in SI unit,
BCF vibration coupling loss factor between the soil and the foundation, relative level,
BVR building vibration reduction or amplification within a structure from the foundation to the
occupied areas, relative level,
-8 -6
CTN Conversion from floor and wall vibration to noise, 10 m/s or 10 in/s to 20 Pascal,
SAF Safety margin to account for wheel/rail condition and projection uncertainties.
4.48 The measurement and analysis equipment used in obtaining these empirical results is given in
Appendix 4.4. Predictions are based on assuming the closest distance along the alignment to the
building foundation of the receiver.
Description of the Components and Data Sources
Ground-Borne Noise Level within the Structure (L)
4.49 At setback distances characteristic of this study, ground-borne noise from transit trains can have an
impact, conservatively, up to about 160 Hz for tunnels situated in soil, and up to 500 Hz for tunnels
situated in rock. Above these frequencies, the material attenuation of the ground would reduce the
amplitude of the propagating waves below which there would be adverse impact. Thus, structure
borne noise levels will be presented in octave bands over the frequency range of 31.5 Hz to 500 Hz.
Feelable vibration levels will be presented in 1/3 octave bands over the frequency range of 3.15 Hz
to 500 Hz.
4.50 In the projection and measurement of ground-borne vibration or noise from transit trains operating at
grade, or in tunnels, to receivers adjacent to the alignment, it is customary to calculate or measure
the impact of a single train passby, where the vibration or noise level from it is rms (root mean
square) averaged over the duration of the passby (Appendix 4.1: Ref. 3). This is, by definition, the
equivalent noise or vibration level of the passby, where duration is defined as the period between
the passage of the front and rear ends of the train past the closest point on the alignment to the
building foundation. This measure is assumed in this study.
Force Density Level (FDL)
4.51 The vibration source strength level (Force Density Level FDL) for train operations on the WIL
extension was derived from wayside vibration measurements taken during operation of eight car
MTRC M-stock EMU passbys, at grade, and in a tunnel structure. Ground vibration levels were
recorded at various setback distances from the track during train passbys at various speeds
between 20 kph and 60 kph and during impact hammer tests on the trackform. These
measurements are used to determine the vibration source strength for the passing train. A
description of the measurements and development of the FDL is given in Appendix 4.5.
4.52 In Appendix 4.5, it is shown that the vibration source level, or the FDL determined for the Metro-
Cammell EMU (M-stock) was obtained from train passby and impact hammer test on the at grade
Up track through Heng Fa Chuen Depot and Down track tunnel near Po Lam station. The FDL
taken for the WIL EMU is the maximum envelope of FDLs obtained at Heng Fa Chuen Depot (Island
Line) and Po Lam (Tseung Kwan O Line). Maximum envelope is defined as the maximum levels
occurring at all 1/3 octave band frequencies for all passbys considered; it is independent of any one
specific passby. The two FDLs and the maximum envelope are given in Appendix 4.5: Figure 8.

Trackform Alternatives and Attenuation (TIL)
4.53 It is a well-known fact that the greater the trackform attenuation, the greater the cost and the
engineering complexity. Attenuation has two components: the magnitude of the attenuation and the
frequency above which attenuation occurs (resonance frequency of the trackform). Generally, more
compliant trackform support and more massive elements in the trackform will result in a greater
magnitude of attenuation occurring at lower frequencies. Thus floating slab trackform (FST) will
produce significantly more attenuation at lower frequencies than a resilient baseplate. However,
greater compliance in the trackform support results in greater mobility of the rail, which requires
careful examination of changes in rail geometry under loading, and consideration of associated
fatigue and component life expectancy. In addition, more massive trackform elements would take up
more space in tunnels and may cause spatial incompatibilities that are difficult to be overcome in the
design.
4.54 The approach taken in this study is to try and reduce the number of different trackform types to a
minimum, whilst providing the necessary vibration attenuation for satisfaction of the noise and
vibration criteria along the alignment. The type of vibration mitigating trackform is often grouped into
four categories listed below:
1. Type 1a: A medium attenuation baseplate or booted dual sleepers based on a bonded or
non-bonded compression style baseplate with a resilient elastomeric element having static
stiffness of about 25 kN/mm, to be fitted atop the concrete sleepers or atop the invert,
Type 1b: Resiliently supported sleepers whose resilient support pad is manufactured from
natural rubber and has a static stiffness in the order of 15kN/mm to 20 kN/mm;
2. Type 2: A high attenuation baseplate or booted dual sleepers including
i. a bonded Egg style baseplate with a resilient elastomeric element having static
stiffness in the range of 7 kN/mm to 14 kN/mm, to be fitted atop concrete sleepers
or on the invert;
ii. the Pandrol Vanguard baseplate having static stiffness on the order of 3kN/mm to
5kN/mm; or
iii. resiliently supported sleepers whose resilient support pad is manufactured from
natural rubber and has a static stiffness in the order of 8kN/mm to 12 kN/mm - an
alternative for tangent, or near-tangent track only.
3. Type 3: An isolated slab trackform (IST), which is a ballast mat with bedding modulus in the
3
order of 20N/mm placed beneath an in situ poured concrete slab, with loaded resonance
frequency in the order of 20Hz to 25Hz; and
4. Type 4: A floating mini slab trackform (FST) with loaded resonance frequency of about 16Hz.
5. Type 0: Trackform is assumed to be one where no vibration mitigation is required.
4.55 The details of insertion loss of Type 1a and 1b trackform are given in Appendix 4.6.
Tunnel Coupling Factor (TCF)
4.56 Vibration attenuation occurs at the interface between a transit tunnel and the surrounding soil on
account of a mismatch in the soil and tunnel wall impedances. Given the same soil, the heavier and
stiffer the tunnel, the greater the attenuation. Tunnels borne in rock generally do not exhibit any
significant vibration attenuation across the tunnel rock interface. The TCF was examined in detail in
a measurement study described in Appendix 4.1: Ref. 5. The approach taken was to measure
vibration levels on the ground surface with a linear array of vibration transducers (Appendix 4.7:
Photos 1-6) in response to impacting within a tunnel. With the linear array in place, additional
measurements were performed during impacting on the ground surface above the tunnel centreline.
By obtaining the LSR for both the tunnel and surface impact measurements, and correcting for
setback and surface vs. below surface impacting, TCF factors were developed.
4.57 A detailed description of the TCF test utilised in this study can be found in Appendix 4.7.
Interestingly, the TCF curve is similar to the BCF curve for type 2 (1-2 storeys residential
complexes). The TCF taken for the WIL projection is the maximum envelope of TCF obtained and
the type 2 BCF curve (Appendix 4.7: Figure 1).
4.58 No TCF attenuation is applied for rock-founded tunnels. However, with reference to the FTA Manual,
a 3dB(A) and 5dB(A) reduction in groundborne noise level was assumed for cut-and-cover tunnels
and station structures respectively.
Line Source Response (LSR)
4.59 The LSR determines the vibration levels or attenuation in the ground as a function of distance
caused by an incoherent line source of unit force point impacts, with line source orientated along the
alignment and the length of the line source equalling that of the train. Thus, the basic quantity
required for the determination of the LSR would be the vibration response caused by a unit point
source impact, which is defined as the Point Source Response (PSR). Given the PSR along the
alignment over the length of the train, the LSR would follow directly by incoherent integration of the
PSR over the length of the train.
4.60 However, the determination of the PSR for force point impacts along the alignment over the length
of the train is neither practical nor affordable. For example, at underground sections, force
impacting would have to be performed in numerous boreholes drilled to the depth of the alignment
and closely spaced along the alignment over the length of the train just for the determination of the
LSR at one location. Thus, certain assumptions are invoked, which allow one PSR to be taken as
representative along the alignment near a building receiver and to be used in the determination of
the LSR. These assumptions include:
The ground is layer-wise homogeneous,
The ground is transversely isotropic along the alignment over the length of the train,
The ground is between the alignment segment and the vibration receivers at which the LSR is
to be determined.
4.61 If the ground satisfies these assumptions rigorously, it would be acceptable to use one PSR in the
determination of the LSR. In normal circumstances, deviation from the idealised assumptions of
transverse isotropy and layer-wise homogeneity is not significant enough to warrant the time,
expense and impracticality of impacting along the entire length of the train. Also, the flanking effect
of vibration from remote cars towards the front and rear of the train is not very significant: it is the
vibration from the train section opposite the shortest distance from the track to the receiver that, in
most circumstances, determines the vibration level at the receiver.
4.62 A detailed description of the PSR testing along the WIL and the LSR model can be found in
Appendix 4.8, where the PSR testing is referred to as borehole impact testing.
Building Coupling Factor (BCF)
4.63 The recommended practice established within the USFTA handbook (Appendix 4.1: Ref 3) was
followed. Structures are divided into 4 types, with BCF attenuation given in (Appendix 4.9: Figure
1):
Type 0 Large structures with heavy foundations
Type 1 2-4 storey medium sized structures
Type 2 1-2 storey complexes
Type 3 Single family detached residences
4.64 As shown in Appendix 4.9: Figure 1, larger and heavier structures would have greater vibration
attenuation than smaller and lighter structures. In fact, the extent of the attenuation is governed by
the difference in mechanical impedance between the soil and the foundation, with the impedance
being determined by differences in mass and stiffness within the soil and foundation. For structures

founded on rock, there is no impedance contrast between the soil and the foundation; thus, in this
case, the BCF is zero.
Building Vibration Response (BVR)
4.65 The building vibration response is generally determined by three factors:

1. Resonance amplification due to floor, wall and ceiling spans;
2. Floor-to-floor attenuation; and
3. Attenuation across a structure, in the direction away from the alignment.
4.66 Resonance amplification due to wall, floor and ceiling spans is usually an issue for small, lightweight
housing, generally single-family homes constructed of wood. The frequencies at which resonances
occur can vary widely, and the magnitude of the resonance amplification would depend on the
structure (Appendix 4.1: Ref. 6). In large and heavy framed structures, generally multi-floor
concrete construction, structural resonances usually occur at sub-audible frequencies, with small
resonance amplification due to massive structural elements having low mobility.
4.67 The FTA Handbook (Appendix 4.1: Ref. 3) recommends that the BVR includes no correction for
heavy framed structures, a 3 dB correction for moderate weight structures and a 6 dB correction for
lightweight structures to account for structural resonances that may be present in smaller and less
massive structures located along the alignment. Lightweight structure refers to hollow block,
lightweight concrete, brick, timber or composite structures of only several storeys high. A moderate
weight structure is generally lightweight concrete construction up to 6 or 7 storeys. As the frequency
at which such resonances may occur is not known, these corrections add either 3 or 6 dB to all
relevant frequency bands in which building resonance may occur.
4.68 From past experience, structural resonance in the order of 3 to 6 dB occurring in moderate and
heavyweight structures, which characterise most of the buildings along the WIL alignment.
Structural resonance has been observed to be significantly higher than 6 dB in some types of
lightweight structures, especially single-family residences constructed of wood, which are not the
types of buildings found along the WIL alignment. Thus, the BVR given in Appendix 4.10: Figure 1
is applied to all structures, which is an extended version of the 6 dB rule across the frequencies of
20Hz to 40Hz, as recommended by Appendix 4.1: Ref. 3 for light weight structures.
4.69 Usually, occupied spaces within a structure are assumed to be located at or above the nearest
setback distance from the alignment to the receiver. However, vibration attenuation across a
structure may be relevant where the noise sensitive area is situated in the back of the building away
from the alignment. Although vibration attenuation has been measured across a number of
structures in Hong Kong, this attenuation is considered conservatively in this study.
4.70 A floor-to-floor attenuation of 2 dB reduction per floor is assumed (Appendix 4.1: Ref. 3). Where
there is multi-floor occupancy, only the structure borne noise impact on the lowest occupied floor is
considered.
Turnout and Crossover Factor (TOC)
4.71 At points and crossings, where the wheel transitions from one rail to another, the sudden
loading/unloading of the leading and trailing rails results in increased broad band vibration levels
over that of plain line continuous rail. In addition, it is not possible to machine grind the rails through
either the points or crossings, so surface deterioration, compared with that of the place track, is
often evident.
4.72 The increase in vibration level at turnouts and crossings is not easily characterized. For standard
level turnouts and crossings receiving average maintenance, the USFTA handbook (Appendix 4.1:
Ref 3) recommends a correction of 10dB. For modern inclined turnouts in good condition, where
impact loads are lessened, it was found through measurement that a correction of 5dB is often more
appropriate. In this study, 5dB(A) and 10dB(A) adjustment were added for inclined and vertical

turnouts respectively. The adjustment factor for inclined turnout was determined based on
measurement results (refer to Appendix 4.12),
Conversion to Noise (CTN)

-6
4.73 A +2 dB correction for conversion of vibration (re: 10 in/s) in room walls, floors and ceiling to noise
(re: 20 micro Pa) is assumed (Appendix 4.1: Ref 3 and 7).
Safety Factor (SAF)
4.74 In the determination of the components of the prediction model, data undergoes extensive averaging,
thus making the overall prediction of ground-borne noise and vibration a sum of averages. In many
of our comparisons of predicted and measured levels, it has been generally found that differences in
predicted and measured noise levels often fall within about 5dB, not taking into account variability
introduced by the condition of rail and wheel running surfaces, which in large part determines the
FDL. Occasionally, predictions vary by as much as 10dB. Thus if noise criteria are regarded as
simple design guidelines, no safety factor would be appropriate. If most passbys were expected to
produce noise levels below criteria, then a safety factor of 5 dB would be appropriate. If strict
adherence of every passby to noise criteria is expected, then a safety factor of 10dB or more would
likely be appropriate. In this study, a conservative 10dB safety factor is used that has been adopted
for ground-borne assessment for approved Kowloon Southern Link EIA and strict adherence to
Criteria is expected under the NCO.
Calculation of the NCO Criterion Noise Level (Leq 30min)
4.75 Predicted Noise Level LAeq(30min) = SEL for a passby + Tailing Effect + 10*log(number of passby in
30min) 10*log(1800s)
4.76 SEL (Sound Exposure Level) for a passby is determined by adding the 10*log(passby duration in
seconds) to the LAeq(passby). The passby duration in seconds is obtained by Train Length (194m) /
Speed of train (m/s). Additional 3dB is added for head-tail effect. 30-minute SEL is obtained by
adding the 10log(number of passby in 30 minutes) to the LAeq(passby). The prediction is based on
eight-car train consists operating at a minimum headway of 3 minutes (assumed night time
headway). The final predicted noise level LAeq(30min) is obtained by subtracting the projected 30-
minute SEL by 10log(1800s).
4.77 In this study, maximum nighttime train frequency was assumed to be 3 minute in each direction and
the train types is assumed to be similar to trains being used in urban line with 8-cars, i.e. total length
200m.
Prediction of Results
Construction Phase
4.78 Ground-borne noise projections associated with TBM operation have been predicted under the
assumption of worst-case scenario along eight segments of the WIL alignment, and the results are
summarised in Table 4.7 and the detailed sample calculations for selected receivers are given in
Appendix 4.11.

Table 4.7 Predicted Overall A-weighted Noise Level for Tunnel Boring
(1) (2)
Construction GBNSR No. Tunnel Tunnel Depth Predicted Overall Noise Levels Criteria
Founding (m) (dB(A)) Achieved?
1 Mixed face 24 52.9 Yes

2&3 Rock 31 54.3 Yes
4*, 5, 6, 7, 8, 21*, 24 & 25 Rock 47 45.6 Yes
9*, 10 & 11* Rock 71 34.7 Yes
12*, 13, 14*, 15*, 16 & 23* Rock 47 41.0 Yes
17, 22 Rock 80 27.2 Yes
18, 19* & 20 Rock 40 49.1 Yes
26 Mixed face 18 60.6 Yes
* GBNSR is an educational institution.
(1)
Tunnel Depth is the depth from ground surface to the top of tunnel.
(2)
Ground-borne noise criteria for educational institution is 60dB(A) during day time (0700-1900) weekday and
55dB(A) during examination period. For other GBNSR, the criteria is 65 dB(A) during daytime weekday.
4.79 From Table 4.7, ground-borne construction noise levels at construction GBNSR No.1-26 would
comply with the day time (0700-1900) noise criteria of 60/65 dB(A). Adverse ground-borne
construction noise impact due to the use of TBM would not be envisaged.
4.80 Ground-borne noise impacts from hydraulic breakers, drill rig and pile rig to the nearby sensitive
receivers were predicted, and the prediction results are summarized in Table 4.8a & b. It was
assumed in the calculation that the hydraulic breaker, drill rig and pile rig would not operate
simultaneously. Detail calculation and assumptions for each GBNSR are provided in Appendix 4.3.
Table 4.8a Predicted Construction Ground-borne Noise Impact Associated with the PME
Use at Open Works Areas
Construction Description Predicted Ground-borne Noise NCO Criteria
GBNSR No. Levels Leq(30mins), dB(A) Criteria for Achieved?
Breaker Drill Rig Pile Rig daytime
(0700-
1900)
Hong Kong Institute of 48 53 55 60 Yes
27 Vocation Education
(Kennedy Centre)
28 Luen Tak Apartment 44 49 50 65 Yes
29 Kam Po Mansion 48 54 55 65 Yes
30 Pokfield Garden 55 60 62 65 Yes
31 The Belchers Tower 3 53 58 59 65 Yes
32 39 Hill Road 55 60 62 65 Yes
33 Western Court Block 1-4 59 64 65 65 Yes
The Kadoorie 50 55 56 60 Yes
33a Biological Sciences
Building
34 Kiu Shing Building 55 60 62 65 Yes
35 Bon-Point 55 60 62 65 Yes
36 Queens Hotel 55 60 62 65 Yes
37 College View Mansion 55 60 62 65 Yes

Table 4.8b Predicted Construction Ground-borne Noise Impact Associated with the PME
Use for Construction of Adits
Construction Description Predicted Ground-borne NCO Criteria Criteria
GBNSR No. Noise Levels Leq(30mins), dB(A) for daytime Achieved?
Breaker Rock Drill (0700-1900)
UNI
38 Bowie Court 41 46 65 Yes
39 Intelligent Court 52 57 65 Yes
40 Sik On Building 46 51 65 Yes
31 The Belchers Tower 3 39 44 65 Yes
41 Yick Fung Garden 46 51 65 Yes
42 Wing Fu Lau 46 51 65 Yes
SYP
34 Kiu Shing Building 29 34 65 Yes
36a 6-28 Eastern Street 46 51 65 Yes
43 Tat Hing Building 58 63 65 Yes
44 Yee Shun Building 37 42 65 Yes
45 Jade Court 42 47 65 Yes
46 21-23 High Street 44 49 65 Yes
47 Sun Luen Building 40 45 65 Yes
4.81 As shown in Table 4.8a & b, construction ground-borne noise levels at construction GBNSR No. 27-
47 would comply with the day time (0700-1900) noise criteria of 60/65 dB(A). Adverse ground-borne
construction noise impact due to the use of PME at open works areas would not be envisaged.
4.82 In case of any construction activities during restricted hours (1900-0700), it is the Contractors
responsibility to ensure compliance with the Noise Control Ordinance (NCO) and the relevant
technical memoranda. The Contractor will be required to submit construction noise permit (CNP)
application to the Noise Control Authority and abide by any conditions stated in the CNP, should one
be issued.
Operation Phase
4.83 The predicted operational ground-borne noise results are summarised in Table 4.9 and detailed
sample calculations demonstrating the predicted ground-borne noise for selected receivers are
shown in Appendix 4.11.
4.84 Exceedance of night-time criterion of 45dB(A) was predicted at Operational GBNSR No. 1, 2, 3, 5
and 9. For Operational GBNSR No. 1, 2 and 9, exceedance would mainly be due to the turn-out
located underneath which would increase the vibration level.
Table 4.9 Summary of Operational Ground-Borne Noise Impact Assessment (without

mitigation measure)
dB(A) Leq,30mins
GBNSR No. Location Criteria Achieved?
NCO Nighttime
Unmitigated
Criteria
1 Luen Yee Building 45 58 No
2 Hongway Garden 45 59 No
Kian Nan Mansion, 81-85 Bonham
3 45 49 No
Strand West
4 No. 36 Eastern Street, West Point 45 40 Yes
5 Po Shu Lau, Tse, 35-43 Sands Street 45 55 No

dB(A) Leq,30mins
GBNSR No. Location Criteria Achieved?
NCO Nighttime
Unmitigated
Criteria
6 Tower 1, University Heights 45 42 Yes
7 Block D, Kwun Lung Lau 45 43 Yes
8 Kwun Lung Lau New Development Site 45 39 Yes
9 East Terrace, Sai Wan Estate 45 58 No
10 Tower 3, Academic Terrace 45 38 Yes
Cumulative Impacts to Reflect Worst Case Scenarios
4.85 No cumulative impacts would be expected during the construction phase and the existing MTR
Island line during the operation phase.
Mitigation of Adverse Environmental Impacts
4.86 During construction phase, the TBM tunnel construction method would be feasible and designed to
achieve the NCO criteria, with possible operational prohibition during night time hours near SHW
and UNI stations.
4.87 During the operation of WIL, the groundborne noise levels predicted at operational GBNSRs No. 1,
2, 3, 5 & 9 would exceed night-time criterion of 45dB(A) and mitigation measures would be required.
4.88 It is recommended Type 1a Trackform Resilient Baseplate with stiffness of about 25 KN/mm to be
installed at both the west and east bounds starting from Luen Yee Building (GBNSR1) to the
alignment before West Point (GBNSR4) and also the alignment starting from Tower 3 of Academic
Terrace (GBNSR10) to Sai Wan Estate (GBNSR9). Mitigated operational ground-borne noise levels
are presented in Table 4.10 and the proposed trackform are shown in Figure 4.7 & 4.8. Sample
calculation is provided in Appendix 4.11.
Table 4.10 Summary of Operational Ground-Borne Noise Impact Assessment (with
mitigation measure)
dB(A) Leq,30mins
GBNSR Criteria
Location Mitigation
No. Achieved?
Criteria mitigated
Inclined Turnout, type 1a

1 Luen Yee Building 45 43 Yes
resillient baseplate
2 Hongway Garden 45 44 Yes
Kian Nan Mansion, 81-85 Bonham
3 45 39 Type 1a resillient baseplate Yes
Strand West
5 Po Shu Lau, Tse, 35-43 Sands Street 45 44 Type 1a resillient baseplate Yes

9 East Terrace, Sai Wan Estate 45 42 Yes
4.89 The assessment results indicated that the ground-borne noise levels at operational GBNSR No.1, 2,
3, 5 & 9 would comply with the NCO Criteria after mitigation.
4.90 The currently proposed Type 1a resilient baseplates can be replaced by Type 1b or Type 2 where
practicable and necessary to accomplish a further 3-6dB(A) noise reduction as a contingency
measure (Type 1b and Type 2 baseplates would not be suitable at turnouts due to maintenance and
safety concerns). Changing of the tunnel dimensions would not be required if these contingency

measures have to be in place. Further measurements would be conducted to check the accuracy of
the noise prediction after the tunnel construction where necessary.
Environmental Monitoring and Audit
Construction Phase
4.91 An Environmental Monitoring and Audit (EM&A) programme is recommended to be established

according the predicted ground-borne noise generating construction activities. The measurement
locations shall be above the cutting face of the TBM, and shall be located as close to the cutting
face as practicable. Details of the EM&A requirements are provided in a stand-alone EM&A Manual.
Operation Phase
4.92 Prior to the operation phase of the Project, a commissioning test should be conducted to ensure
compliance of the operational airborne noise levels with the EIAO-TM noise criteria. Details of the
test requirements are provided in a stand-alone EM&A Manual.
Conclusion
4.93 For the construction phase, the drill and blast construction option is not considered with respect to
noise annoyance, as the duration of blasting is very short and infrequent. No assessment has been
carried out regarding noise annoyance impacts within any of the identified sensitive receivers.
4.94 The TBM tunnel construction method would be feasible and designed to achieve the NCO noise
criteria, with possible operational prohibition during night time hours near SHW and UNI stations.
Ground-borne construction noise impacts pertinent to the use of breaker, drill rig and pile rig at open
works areas, adits and vent shaft were also found to comply with relevant criteria of NCO. Overall,
no adverse ground-borne construction noise impacts were predicted.
4.95 During operation phase, projections of ground-borne noise at identified GBNSR have been
performed, based on a methodology recommended by the US Department of Transportation and
assuming an additional 10 dB safety factor, using vibration measurements taken during operation of
eight-car MTRC M-stock EMU passbys, at grade, and in a tunnel structure. The entire WIL railway
design is predicted to meet the NCO criteria with installation of resilient baseplate from Luen Yee
Building (GBNSR1) to the alignment near West Point (GBNSR4) and also the alignment starting
from Tower 3 of Academic Terrace (GBNSR10) to Sai Wan Estate (GBNSR9).


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Consultancy Agreement No.

4. GROUND-BORNE NOISE IMPACT

Environmental Legislation, Standards and Guidelines

Table 4.1 Construction Ground-borne Noise Criteria

ENSR Asia (HK) Ltd. 4-1 October 2008

Table 4.2 Operational Ground-borne Noise Criteria

Note: [a] No sensitive use during this period.

Identification of Ground-borne Noise Sensitive Receivers

ENSR Asia (HK) Ltd. 4-2 October 2008

6 Nos. 18-24 Third Street, West Point Residential 18 61

ENSR Asia (HK) Ltd. 4-3 October 2008

Construction Description Uses Adits / Vent Adits Vertical Rock

ENSR Asia (HK) Ltd. 4-5 October 2008

Table 4.4 Operational Ground-borne Noise Sensitive Receivers

Note: (a) All GBNSR are residential buildings.

Ground-borne Noise Sources

ENSR Asia (HK) Ltd. 4-6 October 2008

Ground-borne Noise Prediction Methodology

L = FDL + LSR + BCF + BVR + CTN + SAF

where the prediction components are:

L ground-borne noise level within the structure, re: 20 -Pascal,

ENSR Asia (HK) Ltd. 4-7 October 2008

Ground-Borne Noise Level within the Structure (L)

Line Source Response (LSR)

The ground is layer-wise homogeneous,

ENSR Asia (HK) Ltd. 4-8 October 2008

Building Coupling Factor (BCF)

Building Vibration Response (BVR)

4.30 The building vibration response is generally determined by three factors:

Resonance amplification due to floor, wall and ceiling spans;

Floor-to-floor attenuation; and

Attenuation across a structure, in the direction away from the alignment.

ENSR Asia (HK) Ltd. 4-9 October 2008

Conversion to Noise (CTN)

Safety Factor (SAF)

Adaptation to Hydraulic Breaker, Rock Drill and Pile Rig

ENSR Asia (HK) Ltd. 4-10 October 2008

Coupling Loss into Building Structures

Coupling Loss Per Floor

Conversion from Floor Vibration to Noise Levels

Vibration source level from operation of MTRC Trains;

L = FDL + TIL + TOC + TCF + LSR + BCF + BVR + CTN + SAF

ENSR Asia (HK) Ltd. 4-11 October 2008

where the prediction components are:

Description of the Components and Data Sources

Ground-Borne Noise Level within the Structure (L)

Force Density Level (FDL)

ENSR Asia (HK) Ltd. 4-12 October 2008

Trackform Alternatives and Attenuation (TIL)

2. Type 2: A high attenuation baseplate or booted dual sleepers including

5. Type 0: Trackform is assumed to be one where no vibration mitigation is required.

Tunnel Coupling Factor (TCF)

Line Source Response (LSR)

Building Coupling Factor (BCF)

ENSR Asia (HK) Ltd. 4-14 October 2008

Building Vibration Response (BVR)

4.65 The building vibration response is generally determined by three factors:

Turnout and Crossover Factor (TOC)

ENSR Asia (HK) Ltd. 4-15 October 2008

Conversion to Noise (CTN)

Safety Factor (SAF)

Calculation of the NCO Criterion Noise Level (Leq 30min)

ENSR Asia (HK) Ltd. 4-16 October 2008

1 Mixed face 24 52.9 Yes