EPA-99-F105-02-205

099

245 千元

2010/03/16

2010/12/31

王偉輝

空保處

林慧華

中華民國振動與噪音工程學會

化學物質管理

陸上運輸系統;噪音振動;高速鐵路;大眾捷運;高速公路;快速道路;一般鐵路;噪音敏感點;噪音陳情點;地盤振動;小時均能音量;小時平均最大音量

Noise and vibration;High speed rail transportation;Mass rapid transportation;Freeway;Highway;Common railway;Noise-sensitive site;Noise-compliant site;Ground-borne vibration;Equivalent sound level per hour;Maximum mean sound level per hour;Land Transportation Systems

許榮均

王偉輝

02-24622192#6079

whwang1011@yahoo.com.tw

本計畫完成陸上運輸系統沿線的噪音、振動敏感點及陳情點監測，總計監測點數為：（1）高速鐵路沿線之噪音敏感點10處及陳情點各17處；振動敏感點及陳情點合計15處；（2）其他陸上運輸系統，包括高速公路6處、快速公路8處、一般道路2處、大眾捷運6處及一般鐵路11處等沿線噪音敏感點或陳情點合計33處；振動敏感點或陳情點15處。 由噪音及振動監測資料分析得知下列結果： (1)在高速鐵路沿線10處噪音敏感點及17處噪音陳情點之24小時噪音監測結果，所有監測點之Leq,1h及Lmax,mean,1h均符合陸上運輸系統噪音管制標準之高速鐵路噪音管制標準；在6處大眾捷運噪音陳情點之24小時噪音監測結果，其中有2處不合格，1處僅Leq,1h不合格，另1處是Leq,1h及Lmax,mean,1h均不合格；在11處一般鐵路噪音陳情點之24小時監測結果，其Leq,1h全部合格，但Lmax,mean,1h有5處不合格；在高速公路6處噪音陳情點之24小時監測結果，全部均合格；在8處快速道路及2處一般道路噪音陳情點之24小時監測結果，各有1處Leq,1h不合格。 (2)由振動量測資料得知，依JIS C1510建議標準來看，高速鐵路沿線有2處振動超過標準；快速道路沿線亦有2處振動超過標準；高速公路沿線有1處振動超過標準。 (3)99年1月21日陸上運輸系統噪音管制標準發佈施行後，確有發揮一些不同以往的交通噪音管制功能，這些新的法規要求包括：a.對軌道交通系統之Lmax,mean,1h之規定；b.將交通噪音由環境音量標準分離出來另訂為陸上運輸系統噪音管制標準，對超過標準者需限期提出改善計畫或補助計畫，限期執行交通噪音改善等；已喚起交通事業營運或管理機關對噪音衝擊之普遍重視與行動。 其他工作成果包括如下： (1)本年度提出之交通噪音陳情案件及防制措施資料庫雛形建置，雖是開端，俟未來各年度資料充實後，可成為各縣(市)政府主管機關相互觀摩處理方式之參考。 (2)本計畫對歷年15件陸上運輸系統噪音陳情案件所做的聲場模擬，其分析模式之精確性與適當性十分重要，工作成果顯示其誤差值大多在±3dB以內。 (3)參酌了歷次專家諮詢會議及公聽會意見、各縣(市)計畫書審查會議之委員意見，完成噪音改善計畫書及補助計畫書範本綱要草案，並研訂出交通噪音改善計畫書、補助計畫書範本供參考。 (4)複合性交通噪音音源分離作業程式經6種情況之驗證，證實所提出之方法誤差範圍均在±3dB以內。不過對集音筒設備仍需作進一步改進，使精確度提高。

陸上運輸系統;噪音振動;高速鐵路;大眾捷運;高速公路;快速道路;一般鐵路;噪音敏感點;噪音陳情點;地盤振動;小時均能音量;小時平均最大音量

1000106陸上運輸系統噪音、振動抽測(公開版V.2).pdf

57MB

2011/3/1 上午 12:00:00

In this project, the monitoring measurement data of noise and ground-borne vibrations have been carried out at a number of selected locations alongside the land transportation systems (LTS). Totally, the numbers of monitoring sites are:（1）10 noise-sensitive sites and 17 noise-complaint sites alongside the Taiwan High Speed Rail Transportation (HSRT); and 15 ground-borne vibration-sensitive and/or ground-borne vibration-compliant sites.（2）33 noise-sensitive and/or noise-compliant sites for the transportation systems other than the HSRT, which are 6 sites for the freeway system, 8 sites for the highway system, 2 sites for the common roads, 6 sites for the mass rapid transportation system, and 11 sites for the common railway system; in addition, 15 ground-borne vibration-sensitive and/or vibration-complaint sites alongside the remaining LTS, which are 5 sites for the highway system, 3 sites for the freeway system, 1 sites for the MRT systems and 6 sites for the common railway system. From the monitoring measurement data the noise and vibrations levels can be seen that: (1)In the 24 hours monitoring results at the 10 noise-sensitive sites, all are in compliance with the new noise control standards (NCS) of the LTS, while at the 17 noise-complaint, there are (2 or 3) sites are not in compliance with the NCS of the LTS. Amongst the 6 monitoring sites for the MRT system, there are 2 sites not in compliance with the NCS of the LTS, in which, 1 sites is owing to the exceedance of Leq,1h the other sites is owing to the exceedance, of both Leq,1h and Lmax,mean,1h. Amongst the 11 monitoring sites for the common railway system, there are 5 sites not in compliance with the NCS of the LTS, owing to the exceedance of the Lmax,mean,1h but all the monitoring sites are in compliance with the NCS for the Leq,1h. Amongst the 6 monitoring sites for the freeway system, all are in compliance with the NCS of the LTS. Amongst 8 monitoring sites for the highway system and 2 monitoring sites for the common roads, there are 2 sites are not in compliance with the NCS of the LTS due to the exceedance of the Leq,1h. (2)Base on the recommended vibration standard of JIS C1510, the vibrations of 2 sites alongside the HSRT, 2sites alongside the highway and 1 site alongside the freeway do not comply with the standard. (3)As the Noise Control Standards of the Land Transportation Systems promulgated and started to execute on January 21, 2010, some new control effect to the traffic noise has been emerged. While the new requirements encompassed in the standard are: (i) to limit the Lmax,mean,1h for the track traffic systems, and (ii) to isolate the control of the traffic noise out of the original Environmental Noise standards, and to require the operation institution to propose the noise improvement project or the noise subsidy project to attenuate the noise impact in a limited period once the traffic noise exceeding the Standard’s level. These measures arouse the transportation operation institutions to pay serious attention and action to the impact of traffic noise. Other achievements and suggestion include: (1)The prototype format of the raw data for the complaint cases and the countermeasures of traffic noise have been established in chapter 6. As time elapses and the database expands, the methodology to take the traffic noise can be viewed and emulated by each other works of the county (city) governments. (2)From the sound field simulations of the past 15 traffic noise complaint events, it show that the simulation analysis is a very important process to assess the noise improvement effects, and the precision can reach to an extent of ±3dB. (3)The model examples and remarks for the noise improvement plan and the noise subsidy plan are valuable for reference, since these are the consequences and conclusions of a number of consulting meetings, demonstration forum and committee meetings. (4)The separation process of the complex traffic noise has been verified by 6 cases. The errors are validated to be within a range of ±3dB. Nevertheless, the sound collecting cone needs further important to raise the separation precision.

Noise and vibration;High speed rail transportation;Mass rapid transportation;Freeway;Highway;Common railway;Noise-sensitive site;Noise-compliant site;Ground-borne vibration;Equivalent sound level per hour;Maximum mean sound level per hour;Land Transportation Systems