為了促進南北區域高科技產業之均衡發展政府於民國86年成立南部科學園區，如今已成為國內南部高科技產業之發展重鎮。但是，高速鐵路預定路線將通過此處，這對於相當要求環境微振動量的高科技產業來說是一個嚴重的訊息。本研究即是針對此問題蒐集、並分析相關的環境振動資料，以瞭解高速鐵路對園區內的影響。

　　因此本文主要是藉由實際量測高鐵在不同車速下引致之地盤振動值，以建立出一套量測鐵路振動之標準量測方法與作業程序，試圖建立出不同車速下的振動影響趨勢，找出合理的通過時速，期使在不用付出額外代價的情況下，能有效減低對當地的衝擊，並提供相關單位研究與決策之參考。在資料擷取與分析軟體方面均是使用本實驗室自行開發之軟體，經過結果驗證後，發現結果與其他單位相當吻合。
本研究發現在相同的車速條件下，無論是南下列車或者是北上列車，其振動頻譜的分布趨勢大致都相同。儘管主要列車振動的頻率分佈與車速乃成正比關係，但實際量測到的各車速頻譜分布趨勢確有所不同，這是因為不同的車速分別所產生各個模態的主要頻率透過土壤傳遞後有濾波或放大的效果，並非完全取決於車速的影響，而是同時取決於速度與振波傳遞體的性質。

　　整體而言，就目前空車試車的情況之下，本文建議若非不得以請盡量不要以260~300km/hr的時速通過，且盡量避免以160km/hr的速度通過。最好是高速時保持在230~240km/hr，非得減速通過時能降到120km/hr或以下，如此即能使列車振動的影響減至最低。

　　In order to balance the development of Hi-Tech industry between the northern and southern regions, the government began to establish the Southern Taiwan Science Park at Hsin-Hua in 1997. It has already become an important city for developing Hi-Tech industry in the Southern Taiwan. The high speed train will pass through the park, this will cause the serious vibration problem for the Hi-Tech Park. This research is to study and analyze the relevant vibration, such as vibration induced by high speed train, at the ground surface.

　　This research mainly sets up a standard method and operational procedure for measuring the ground vibration induced by the high speed train. It attempts to find the trend influenced by the vibration in the different train speeds. It can reduce the impact to local area effectively without paying any extra terms, and offer the reference for relevant organizations to research and make policy. The software used in this study is developed by ourselves in the laboratory for data acquisition and measurement analysis. We found that the result was matched with that of other organizations. This research shows that the trend of vibration amplitude spectrum is approximately equal for the train going to the south or the north if the train's speed is the same. The distribution of the main train's vibration frequency is proportion to the train's speed, but the real trend of spectrum distribution of every train is different from the measuring results.

　　In conclusion, we suggest that when the train passes through the site, the train speed should not be in the range from 260km/hr to 300km/hr except for the policy need. And, also the speed should avoid being 160km/hr. The optimum speed is the range from 230km/hr to 240km/hr. If the train speed is limited to less than or equal to 120km/hr, the influence of vibration induced by train will be reduced the most.

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