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Figure 11 shows the general location and indicates some of the ground access options that have been investigated. Figure 12 is a layout plan for two close parallel runways with terminal and support facilities adjacent and a later phase runway-taxiway option.
Adequate passenger and cargo terminal facilities, with sufficient major expansion reserve to support an additional runway or pair of runways, can be provided. These facilities will have all-weather, precision approach capability to meet current and anticipated future standards and applicable recommendations of the International Civil Aviation Organization. Terminal area air routes and procedures will be considerably altered from those presently used; the airspace west of the boundary of Hong Kong will be used; but there will be little flight over urban areas. Advanced technology and anticipated regulatory changes will make the available airspace virtually unrestricted in terms of aeronautical use.
Approaches and departures to the new airport will be over water for the most part, minimizing noise in areas of potential urban and industrial development. Figure 13 shows the areas subjected to noise in 1990. The area contained within the NEF 40 contour is one that should be reserved for activities that can tolerate a high level of sound exposure. No residential development of any type is recommended. Sound- sensitive activities such as schools, offices, hospitals, and churches should not be constructed in this area unless no other location is available. All regularly occupied buildings should be soundproofed.
The new airport will be designed and constructed to minimize environmental disturbance to land and sea, and will meet stringent safety criteria. The expansion capability that is realizable by dredging and filling adjacent water areas is sufficient to provide for Hong Kong air transport needs, in whatever form the industry evolves, well into the twenty-first century.
The estimated construction cost of the dual-lane airport, and ground access, is HK $4,016 million at January 1974 prices. This includes normal contractor overhead and profit plus a 20% allowance for contingencies and, as a separate line item, an allowance of 13% of the total construction cost to cover engineering and administration costs. A summary of costs by line item is shown in Table 1.
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