Prediction results

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The results of Harbour Green indicate that the predicated results by CRTN expose to be higher than the measurement results. There are some findings regarding the difference of results. Firstly, the prediction of noise level at G/F of Harbour Green is 82.21 dBA at daytime, but 77.7 dBA is obtained in measurement results at the same level. Both low distance attenuation and high percentage of heavy vehicle of lane are the main reasons to establish the difference of noise results. Beside this, the G/F of Harbour Green have a barrier effect which can reduce the noise level in 10db(A) on account of a 2m height concrete barrier installed at the highway. In effect, the results show that the 2m height concrete barrier cannot protect any dwelling units and reduce the noise from high traffic flow rate of highway. Furthermore, no barrier installed on the lane, the noise source receiver(NSR) is easily affected by the heavy trucks. In addition, the noise prediction of Island Harbour View is also considered in this study. Two predications included with and without the barrier incorporated are considered to oversee the performance. Though there is no any traffic acoustic facilities installed for Island Harbour View, but a 20m height private noise barrier is installed in the front of the building, which is Olympic City I, to cover the noise impact areas of highway and lane. High noise level have been predicted either at daytime and nighttime as the high level of dwelling units are not shielded by the barrier. From the results of no barrier, the overall noise level keep in high range, but the NSR at G/F have a difference of 3 dB compared with the results of having barrier. It reflect that the noise barrier have a minor noise reduction from the comparison.

On the other hand, the railway noise prediction to Harbour Green is also assessed in this study. From the result, 65dbA of the sound exposure level (SEL) is obtained by the methods of prediction. It show that that the results comply with the Noise Control Ordinance and Hong Kong Planning Standard and Guideline (HKPSG). The insertion loss obtained from the measurement data is similar to the prediction results. It reveals that the rail absorptive enclosure can perform noise reduction as train pass-by the rail. The line also runs at ground level beneath the West Kowloon Highway. The highway acts as a long enclosure and help to prevent the noise emission from train. Moreover, although sound absorption material is installed beside a rail, high noise level results have still been obtained from the measurement as two trains pass-by the rail at the same time. The noise may be reflected by other train (figure a). As a result of my site observation, there are some gaps such as between the highway and enclosure (Appendix I Photo ) and electrical control house among the enclosure gap and the length of the enclosure is inadequate to cover the area of Harbour Green.