Newsletter 高速鐵路簡訊 . 交通部高速鐵路工程局
機場捷運A6站附近隔音牆增設工程遭遇之課題與解決方式 Problems and Resolutions of the Additional Noise Barrier Construction at TIAA MRT A6 Station
隔音板安裝。

機場捷運隔音牆於設計階段即已考量路線周邊鄰近既有建築物分佈情形,並模擬通車後之情境,依大眾捷運系統交通噪音管制標準,進行噪音模擬檢測分析,就超標之路段,規劃設置全罩式或直立式之隔音牆。此外,因應未來城鄉發展之需要,並於全線高架橋預留隔音牆基座。
機場捷運104年進入全線測試階段,測試期間由於電聯車行駛於鋼軌因磨擦而產生之噪音,引起居民陳情。初步檢討,噪音係源自輪軌磨耗產生間隙而增加噪音,故考量酌予增加噪音源輪軌異常之情形提高2.5分貝(dB)加強評估,結果仍有部分路段需調整加強防護或增設隔音牆。
以泰山貴和站(A6)及新北大道明志路口為例,其中泰山貴和站(A6)附近原規劃設置之直立式隔音牆,因鄰近高達13層之社區大樓,實測結果,該大樓10樓以上住戶之噪音值已逾越噪音管制標準。經重新檢討評估結果,採變更設計增加防護高度之半罩式隔音牆計101.5公尺。另,新北大道明志路口原無設置隔音牆,因都市發展及附近大樓陸續新建,經評估後亦予增設半罩式隔音牆計50公尺。
以上述泰山貴和站(A6)增設隔音牆施工為案例,於直立式隔音牆改設為半罩式隔音牆施工期間,發現因原設置之直立式隔音牆立柱與對向立柱有基座錯位情形,導致橫向支架無法依原設計圖銜接施工,經辦理支架銜接接頭之變更設計,始解決立柱錯位橫向支架銜接問題。
機場捷運高架橋之兩側,於規設期間雖有考量未來都市發展需要,已預埋基座螺栓,惟因機場捷運並非全線均為直線,且橋梁各跨之間有伸縮縫間隔問題,往往造成對向預埋螺栓位置錯位問題,衍生後續施工之困難。建議爾後於設計隔音牆基座預埋螺栓位置時,預先考量線形及每段伸縮縫間均勻布設隔音牆立柱或基座預埋螺栓,以避免未來新增或改設全跨對接之支架時,發生錯位致無法銜接衍生工期延宕及經費增加之困擾。

In the design stage of the TIAA MRT noise barrier walls, the existing building distribution surrounding the MRT route were taken into consideration. Simulations of actual operation were implemented to carry out noise simulation test analysis according to the mass transit system traffic noise control standards. The full-frame or vertical noise barrier walls will be installed in the sections with noise level exceeding the standards. In addition, in response to the needs of future urban and rural development, noise barrier bases will be reserved under the entire MRT route.
In 2015, the TIAA MRT System entered the full testing stage. In this stage, simulation results showed exceeding noises in certain route sections from the friction of the EMU wheels against the rail which caused dissatisfactions from nearby residents. The preliminary review pointed out that the noises are caused by the increased wheel-rail gap from constant friction, so the design was considered to be altered to increase wheel-rail anomalies of noise sources by 2.5dB to strengthen the assessment. Results showed that some sections still required adjustment to existing protection or installing additional barrier walls.
Take Taishan Guihe Station (A6) and New Taipei Blvd. & Ming Chi Rd. intersection as an example, Taishan Guihe Station (A6) originally planned to install vertical noise barrier walls but actual simulation results showed that the noise level tested at floors above 10th floor of the adjacent building have exceeded noise control standards. After reviewing the results of the assessment, the design is changed to half-frame noise barrier walls with increased protective height, total length being 101.5 meters. As for New Taipei Blvd. & Ming Chi Rd. intersection, the area was originally planned with no noise barrier walls. However, due to the development of the city and continuous construction of nearby buildings, additional 50–meter half-frame noise barrier walls will be installed after assessment.
During the construction of changing vertical noise barrier walls to half-frame walls at Taishan Guihe Station (A6), the construction team discovered dislocation of the pillar base causing the horizontal frame unable to be successfully attached. After altering the design of the frame joints to meet the existing pattern, the problem of bridging the frame was then resolved.
Early in the planning stage, although taken into consideration of future urban development demands, the base bolts were still pre-buried on both sides of the TIAA MRT viaducts. Since the TIAA MRT routes are not all linear and each connecting viaducts generated expansion joint gap problems, the pre-buried base bolts often encounter dislocation issues which derived follow-up construction difficulties. It is recommended to consider linear factors and uniform distribution of expansion joint gaps between noise barrier wall pillars or base embedded bolts in advance when deciding pre-buried base bolts positions to avoid dislocation issues that may result in problems of cross-docking frame connection and cause extension of construction period and increase in funding troubles.

  • 立柱橫梁安裝。
  • 立柱橫梁安裝。
  • 分享: