Ferry Environmental Impact

(Page 11-Page20)

3.2 Recommended noise thresholds, low-frequency noise

The recommended noise limits for low-frequency noise are formulated as the A-weighted level of noise in a moderate frequency

range indoors. For the purpose of documentation as well as control, if any, the calculated noise level is used, cf. para. 3.4.

The recommended threshold values for the impact of lowfrequency noise indoors in a dwelling or other noise-sensitive room - near the route - are shown in Table 1.

Table 1. Recommended limits for low-frequency noise (dB re 20FPa) from high-speed ferries in route. The noise limits apply to the maximum level indoors - averaged over a period of two minutes where the noise is heaviest.

3.3 Recommended noise thresholds, general noise

No single recommended threshold value has been issued which is to be observed everywhere but, in contrast, a number of threshold values that depend on the general application and noise-sensitivity of the areas where the noise occurs. A high-speed ferry route is required to comply not only with noise limits that apply to the area around the harbours which the ferry calls at - but along the entire route. In this connection it should be noted that in many cases high-speed ferries emit considerably more noise at service speed than during harbour manoeuvres. Therefore large areas along the route can be affected by the noise.

Noise limits for a high-speed ferry depend on the noise-sensitivity of the areas the high-speed ferry will pass when navigating the route. To achieve approval of a high-speed ferry route the Owner must therefore obtain a list of the various noise-sensitive types of area on the route (according to Table 2).

If such a list is unavailable from the Danish Environmental Protection Agency, the Owner must obtain the list from the municipalities the high-speed ferry will pass when navigating the route, including harbour manoeuvres.

The recommended noise limits - relating to the overall noise impact and the maximum noise level from high-speed ferries navigating the route, measured outdoors in various noise-sensitive types of area - are shown in Table 2.

Table 2.

3.4 Documentation of noise impact

The noise impact from a high-speed ferry route must be determined by calculation - in connection with documentation of the noise impact when applying for environmental approval as well as in connection with any subsequent control. The calculations should be based on measurement of the source strength of the ferry under the relevant operating conditions. In most cases the source strength of the ferry for the purpose of calculating low-frequency noise and general noise can be determined from the same measurements.

Measurement of the source strength of the ferry is carried out in accordance with the principles laid down in para. 7.3 of Guidelines of the Danish Environmental Protection Agency No. 5/1993. For lowfrequency noise these matters are dealt with in the Appendix.

The distance from the ferry route to each noise-sensitive area or building is determined and used as the basis for calculating the outdoor noise level in accordance with the instructions in para. 5 of Guidelines of the Danish Environmental Protection Agency No. 5/1993. This permits the LAFmax to be determined. For the purpose of calculating the LDEN the itinerary of the ferry must also be known, in that the number of passages per 24-hour period and the time of each passage are relevant. The level of low-frequency noise is calculated, basically, in the same manner as the LAFmax - except that the noise level is adjusted to the indoor level, averaged over a period of two minutes in accordance with the guidelines contained in the Appendix.

Measurements and calculations must be carried out by a laboratory approved by the Danish Environmental Protection Agency for “environmental measuring - external noise”, or an accredited laboratory. The laboratory must have been accredited by DANAK or an accreditation agency recognised by DANAK.

3.4 Glacier Bay (Underwater) Noise Limit

The US National Park in Glacier Bay Alaska is presently looking for ways to reduce vessel-generated noise in the bay. At the time of this writing this project is still at the stage of gathering background noise data, in order to determine if a problem exists. The Park officials are taking a very careful approach and are not willy-nilly imposing new regulations, but they are, quite correctly, attempting to preserve all aspects of the environment for the park#39;s marine mammals. One possible solution to the underwater noise issue would be to customize operating requirements for individual ships and encourage companies to send their quietest ships to Glacier Bay.

This is indicative of the recent rise in awareness of noise as a type of pollution.

3.5 US EPA Air Pollutant Regulations

The US EPA has issued a number of regulations setting limits on the exhaust emissions of domestic service gasoline (Spark Ignition) and diesel (Compression Ignition) marine engines. They have not issued any rules for steam (boilers) or gas turbine marine engines and for the foreseeable future do not intend to regulate these forms of marine propulsion.

The gasoline engine rules focus primarily on two-cycle engines and for the most part seek a reduction in hydrocarbon exhaust emissions while actually allowing a slight increase in NOx. However gasoline engines of the size regulated by the EPA are probably not found in any great quantity on the types of vessels we are talking about in this paper.

EPA rules for marine diesel engines are found in two separate rule

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渡轮的环境影响

CHris B.McKesson,PE Bill Remley,PE Zvi Karni

（原文11页至20页）

3.2推荐噪声阈值，低频噪声

建议对室内低频噪声的噪声限值制定的A级噪声水平在中等频率范围。对于文件的记录以及控制，如果有的话，用于计算噪声电平使用，比照3.4。推荐的阈值对低频噪声的影响在住宅或其他噪声敏感房间室内靠近路径如表1所示。

表1.高速渡轮航线低频噪声标准（DB重新20fpa）。噪音限制适用于室内的最高水平-平均超过两分钟的噪音最重。

3.3推荐噪声阈值，一般噪声

没有单一的推荐阈值已发出，这是要细致观察。但是与此相反，一些阈值依赖于一般的应用程序和噪声敏感性的地区发生的噪音。一条高速的渡轮航线不仅要遵守停靠在海港周围的区域的噪音限制，而且还要遵守整个航线的噪音限制。在这方面，应该指出，在许多情况下，高速渡轮在服务速度时发出的噪音比在港口时要多。因此，沿途的大区域会受到噪音的影响。高速渡船的噪音限制取决于高速渡轮在航行路线时的噪音敏感性。为了获得高速渡轮路线的批准，船东必须取得路线上各种噪音敏感的区域列表（见表2）。如果丹麦环境保护局无法提供这样的清单，船东必须从高速渡轮将要通过的城市列表中获得，包括港口。推荐的噪音限制-有关整体噪声的影响和最大的噪音水平从高速渡轮航行路线，测量户外在各种噪声敏感类型的区域-如表2所示。

表2.

3.4噪声影响计算

高速渡轮路线的噪音影响必须从计算文件确定影响后，申请环境审批，以及与之的任何后续控制。计算应根据测量的源强度的渡轮相关的操作条件下。在大多数情况下，用于计算低频噪声和一般噪声的目的的渡轮的源强度可以从相同的测量中确定。根据para7.3对该市环境保护局5号/ 1993指南的原则，对渡船的源强度进行测量。低频噪声的这些事情在附件处理。从渡轮路线到各噪声敏感区或建筑物的距离，确定并用作计算室外噪音水平的依据丹麦环境保护署指南第5号/ 1993。这允许LAFmax待定。为计算LDEN,渡轮的行程也必须知道的，和每24小时通道数和每个通道的时间相关。低频噪声水平计算，基本上以同样的方式为LAFmax计算，除了噪声电平调整到室内的水平，每二分钟按附录的指南记录。测量和计算必须由丹麦环境保护局批准的实验室进行“环境测量-外部噪声”或认可的实验室，实验室必须通过或认可机构认可的DANAK DANAK认证。

3.4冰川湾（水下）噪声限值

美国冰川湾阿拉斯加国家公园目前正在寻找减少海湾船舶噪音的方法。在写这篇文章的时候，这个项目仍然是在收集背景噪声数据的阶段，以确定是否存在问题。公园官员正在采取非常谨慎的做法，不是无可奈何地实施新的法规，但他们是非常正确，试图保持对公园的海洋哺乳动物的环境的所有方面。对水下噪声问题的一个可行的办法是自定义个别船舶的操作要求和鼓励企业把自己最安静的船到冰川湾。

这表明最近人们对噪音的认识上升为一种污染。

3.5美国EPA空气污染物法规

美国环保署颁布了多项法规，对家用汽油（火花点火）、柴油（压缩点火）及船用柴油机的废气排放设定了限制。他们没有发出任何蒸汽（锅炉）或燃气轮机船用发动机的规则，在可预见的将来也不打算规范这些形式的船舶推进。

汽油发动机的规则主要集中在两个循环发动机，并在大多数情况下寻求减少碳氢化合物的排放量，而实际上允许略有增加氮氧化物。然而，由EPA所规定的尺寸的汽油发动机可能没有找到任何数量大的船只类型，我们在本文中所谈论的。

船用柴油机环保局的规则是在两个单独的规则制定发现。

3.5.1 37千瓦以下新型船用柴油机-EPA规则新的船用柴油机37千瓦以下的都包含在非道路柴油机最终规则23十月1998。这些规则对NMHC排放污染物为推进和辅助发动机排放限值（非甲烷碳氢化合物）、NOx（氮氧化物）、CO（一氧化碳），和PM（颗粒物）。本规则所涵盖的船用柴油机不设烟限，根据发动机功率的一级规则，这些发动机在1999和2000是有效的。第二级（更严格的排放限制）规则将在2004和2005成为有效的取决于发动机马力。表2总结了37千瓦以下发动机柴油机排气排放规则和其有效日期。

表2.船用柴油机在37千瓦的克/千瓦小时（克/马力小时）以下的最终排放限值

Ref（美国环境保护署，“控制空气污染排放非道路柴油发动机；最后的规则”联邦登记，40 CFR部分9，86，89，63卷，205号，1998.10.23）

3.5.2 功率在37千瓦以上的新型船用柴油机-EPA规则新的船用柴油机或37千瓦以上都包含在1999.12.29制定的发表在联邦登记最终规则。这些规则涵盖了高达30升/缸排量新的海洋推进和辅助柴油发动机，船艇柴油机被免除本规则制定。这些规则规定了THC（总碳氢化合物），氮氧化物，CO和PM的排放量的排放限制，本规则所涵盖的船用柴油机不设烟限。没有限制设置曲轴箱排放，但规则确实要求他们发动机进气口燃烧或其他的废气排放量测量，如果他们发动机排气流直接到大气中。不同于非道路规则，这些规则调用二级标准要求，生效日期在2004到2007之间，这取决于发动机的大小。见表3超过37千瓦发动机的有效日期。

表3.EPA最后两级在37千瓦或以上的船用柴油排放标准及其启动日期

Ref（美国环境保护署，“控制新的37千瓦或以上的CI船用发动机的空气污染排放量，最终规则”，40 CFR第89部分，第92，94卷，1999.11.23）

3.5.3 改造方案-新的EPA规定将显著的导致非道路用柴油机排放减少，但也在影响某些国家必须寻求从现有的柴油发动机减少对城市的空气污染对国家减污做出贡献。EPA正在考虑将其城市公交项目的改造/重建计划扩展到包括海洋在内的其他重型柴油机。该计划将建立在设备和程序由城市公交程序证明额外的减排设备认证基础上（Ref“重型柴油减排项目改造或重建项目”，美国EPA，EPA 420r-99-014，1999.6）。更多对EPA规则现状的细节和更新，包括国际海事组织附则VI规则，读者可访问环保局的网站：http://www.epa.gov/oms/marine.htm

3.6 IMO空气污染物法规

国际海事组织（IMO）已完成“防止船舶空气污染条例”附则VI的国际防止船舶造成污染公约（MARPOL）73 / 78，也已提交各成员国政

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