109

2,000 千元

空氣品質保護及噪音管制-噪音、振動及非屬原子能游離輻射管制

2020/05/27

2020/11/30

劉嘉俊

空保處

詹宛真

台灣永續工程顧問有限公司

噪音振動

航空噪音、航空噪音最大音量

Aviation noise、Maximum aircraft noise

劉嘉俊

02-27423222#

jacob.epa@msa.hinet.net

本公司已依本年度契約要求完成各項計畫工作內容，主要執行工作成果分述如下： 一、研議依不同受體高度檢討並簡化現行陸上運輸系統噪音管制標準及可行改善策略 完成蒐集不同國家或地區軌道系統交通噪音管制法規標準及指標蒐集彙整如「表2.1-2不同國家之軌道系統最大音量彙整分析表」及「表2.1-3不同國家或地區之軌道系統音量彙整表」，可以看出不同國家對於法規標準及指標之規定差別很大，目前我國之管制標準相較於其他國家，似乎未有較寬鬆或較嚴格之情形。完成彙整我國各縣市陸上運輸系統之軌道交通陳情情形彙整如表2.2-1所示。國外噪音防制措彙整如表2.3-1所示，我國軌道運輸系統可行改善控制技術彙整如表2.3-8所示。完成蒐集國內已通過陸上運輸系統之軌道交通「交通噪音改善計畫書」如表2.4-6所示。預估與實際之減音量算術平均誤差絕對值約1.8 dB(A)，實質上具有不錯的減音成效。完成國內軌道交通系統實際運行噪音量分析及影響範圍評估，就不同高度之量測結果而言，各樓層量測結果之分布曲線的趨勢相似，代表無特殊〝異常噪音〞之干擾，一般隔音牆只能使其上端約〝1層樓～2層樓〞有減音效果，隔音牆對高樓層較無效。 二、建立國內航空機場自主管理機制 完成蒐集各國機場最大音量管制作法及ICAO與ACI噪音管理措施，多數機場在噪音管制方面均有實施離場、到達、引擎測試及宵禁之噪音管制措施，此4項亦為航空噪音影響最顯著之項目。在機場最大噪音管制方面，各機場最大噪音限制內容彙整如表3.1-15；表3.1-16則進一步將機場之管制最大音量值、時段、量測獲認證噪音、罰款等進行比較。除此之外，僅有英國的機場（包括：蓋特威克、斯坦斯德及曼徹斯特機場），對於超出最大噪音限值之航空器有實施罰款或附加費之制度。 目前全球機場主要之噪音管理措施包括：飛機使用機場地面電源系統（Ground Power Unit, GPU），而限制飛機輔助動力系統之使用（Auxiliary Power Unit, APU）；限制引擎測試時間；使用單一引擎滑行；機場夜間宵禁；每年飛機起降架次數量限制；噪音額度（Noise budget或Noise quota）規範，限制機場每月/年總噪音量，或航空公司噪音量額度，超出額度則給予罰款；單一事件噪音量限制；降落費依照飛機噪音量徵收或是徵收噪音費。本計畫辦理與交通部民用航空局說明「建立國內航空機場自主管理機制－機場航空噪音環保排名」會議，鼓勵航空公司在機場附近儘可能以寧靜飛行的方式運作，減少營運產生的噪音，降低民眾陳情，提供清晰易懂的訊息，確保其符合或優於所有噪音相關法規。透過航空公司評比排名機制的建立，提昇航空公司形象，並可搭配噪音與飛機排放之經濟誘因或航道使用之優先權等，以使得航空公司自主使用較安靜與環保之機型。在運量增加的情況下，噪音範圍縮小，同時降低單一事件噪音量和機場周邊的整體噪音量，並完成蒐集航道下敏感地區航空噪音監測資料及分析，建議松山機場及桃園機場最大音量為100dB(A)，各指標之使用除航空站外，仍需搭配飛航服務總台與相關單位之合作。建議我國採3指標：噪音點數/架次(座位)、噪音超標及夜間航班。 三、協助查核國內機場航空噪音監測數據，提升申報數據品質 完成彙整更新全國共有17座公告應設置自動監測設備連續監測機場周圍地區飛航噪音狀況之航空站資料，共有203座固定式航空噪音監測站。完成維護更新航空噪音監測資料判讀工具，並查核3處機場航空噪音監測季報告書，提醒機場隨時檢查監控中心與噪音監測站之間通訊、確實遵守環保時段與環保航線、規劃試車噪音監測站、監測站之觸發時間（duration time）及觸發位準（Trigger Level）應定期（半年或一年）進行檢討…等，規劃並做好敦親睦鄰工作。並完成修正環保署「執行航空噪音監測站、監控中心查核及機場周圍地區航空噪音監測報告書審查指引」，及本計畫執行之經濟效益分析。

航空噪音、航空噪音最大音量

交通噪音與航空噪音管制計畫.pdf

78MB

交通噪音與航空噪音管制計畫.pdf

2021/2/27 上午 12:00:00

Our company has completed various work contents of this project in conformity with the contractual requirements for the current year. The main implementation results are described as follows: 1. Research and discussion of reviewing and simplifying the current land transportation system noise control standards and feasible improvement strategies based on different receptor heights. - Completed collection of the rail system traffic noise control regulations, standards, and indicators adopted in various countries or regions, such as the compilation and analysis table of the maximum noise levels allowed for the rail system adopted in different countries (as shown in Table 2.1-2) and the compilation and analysis table of noise levels generated from the rail system in various countries or regions (as shown in Table 2.1-3). It can be seen from these tables that the regulations, standards, and indicators adopted by different countries vary greatly. Compared with other countries, currently the control standards of our country seem to be neither looser nor stricter. - Completed collection and compilation of petitions against noises from rail traffic of the land transportation system of various counties and cities in our country (as shown in Table 2.2-1). The noise control measures adopted in foreign countries are shown in Table 2.3-1. The feasible improvement of control techniques of the rail transportation system in our country are shown in Table 2.3-8. - Completed collection of the “traffic noise improvement plans” for rail traffic of the land transportation system that have been approved in our country (as shown in Table 2.4-6). The absolute value of arithmetic mean error of the estimated and actual noise reduction is about 1.8 dB(A), showing a pretty good noise reduction effect. - Completed analysis of noises generated by actual operation of the rail transportation system in our country, as well as assessment of their sphere of influence. In terms of measurement results from different heights, the trends of distribution curves of measurement results from various floors are similar, indicating that there is no specific “abnormal noise” interference. Generally, acoustic barriers can only exert noise reduction effect on “one to two floors” above their specific locations and have much less effect on higher floors. 2. Establishment of autonomous management mechanism at airports in our country. To this end, we have collected the practices for maximum sound level control adopted by airports of various countries, as well as noise management measures promulgated by ICAO and ACI. In terms of noise control, most airports are implementing noise control measures on airport operations such as departure, arrival, engine run-ups, and curfews, which are the four airport operations that have the most prominent influence on aircraft noises. With regard to maximum noise level control at airports, the maximum noise limits adopted by various airports are shown in Table 3.1-15. Table 3.1-16 further compares the maximum noise limits, time frames, measurement of certified noises, and imposition of fines. Only airports in the UK impose fines or add-on fees on aircrafts producing noise exceeding the maximum noise limits, including London Gatwick Airport, London Stansted Airport, and Manchester Airport. Currently, the main noise control measures implemented at airports across the world include: limit on use of Auxiliary Power Unit (APU) by aircrafts at the airport (encouraging use of Ground Power Unit), limit on the timeframe for engine run-ups, single engine taxiing (SET), nighttime curfews, limit on number of aircraft takeoff and landing per year, rules on noise budget or noise quota, limit on total noise volume per month at the airport, implementation of noise quota for airlines (imposing fines for exceeding the noise quota), limit on single event noise exposure level (SENEL), and imposition of landing fees or additional noise charges based on aircraft noise level. This project organized meetings with the Civil Aeronautics Administration to discuss on the “Establishment of Autonomous Management Mechanism at Airports in Our Country – Environment-Friendly Rankings of Airports in Aircraft Noise”, with an aim to encourage airports to implement the Fly Quiet Program in the vicinity of the airport, alleviate the noise level generated from airport operations, reduce the number of public complaints and petitions, and provide clear and understandable messages as far as possible, in order to meet or exceed the requirements of all noise-related rules and regulations. With the establishment of a ranking mechanism based on the performance of airlines and introduction of economic incentives on aircraft noise emission or preferential flight paths, airlines might be encouraged to use quieter and more environment-friendly aircraft models. By doing so, the noise-affected area might be shrunk and single event noise exposure level as well as the overall noise level in the vicinity of the airport reduced. We have also completed collection and analysis of aircraft noise monitoring data of the sensitive areas under flight paths. We suggest that the maximum noise level is set as 100 dB(A) for both Taipei Songshan Airport and Taiwan Taoyuan International Airport. In addition to airports, the use of indicators still needs the cooperation of the Air Navigation and Weather Services and coherent units. The three indicators recommended for our country include: noise points/aircraft sorties, noise points/airplane seating, noises exceeding statutory restrictions and night flights. 3. Assistance in check-up of aircraft noise monitoring data for airports in our country in order to improve the quality of declared data. - Completed collection, compilation, and update of data of the 17 aircraft noise monitoring stations at airports that have been required, through public announcement, to establish automatic monitoring facilities to continuously monitor the aircraft noises in the surrounding areas of the airport. There are 203 stationary aircraft noise monitoring stations across the country in total. - Completed maintenance and update of interpretation tools for aircraft noise monitoring data, as well as examination of the quarterly aircraft noise monitoring report at 3 airports. We have also reminded those airports of the following matters: frequently test the communication between the monitoring center and noise monitoring station, strictly comply with noise preferential operation timeframe and routes, plan for run-up noise monitoring stations, regularly review the duration time and trigger level of noise monitoring stations (once six months or a year), and plan neighborly work and do it well. - Completed revision of the “Guidelines for Checkup of the Operations of the Aircraft Noise Monitoring Station and Monitoring Center, as well as Review of the Report on Aircraft Noise Monitoring in the Vicinity of the Airport”. We have also conducted analysis of the economic benefits of implementing this project.

Aviation noise、Maximum aircraft noise