United States
Environmental Protection
Agency
Office of Noise Abatement
and Control (ANR-490)
Washington, D.C. 20460
December 1980
EPA 550/9-80-218
Noise
r/EPA
Regulatory Analysis Appendices
for the Noise Emission
Regulations for Motorcycles and
Motorcycle Exhaust Systems
-------
EPA 550/9-80-218
REGULATORY ANALYSIS APPENDICES
FOR OHE NOISE EMISSION REGDLATIOKS
FOR MOTORCYCLES AND MOTORCYCLE EXHAUST SYSTEMS
December 1980
U.S. Environmental Protection Agency
Office of Noise Abatement and Control
Washington, D.C. 20460
Permission is granted to reproduce this material without further clearance.
This document has been approved for general availability. It does not consti-
tute a standard, specification or regulation.
-------
TABLE OF CONTENTS
Appendix A
Appendix B
Appendix C
MOTORCYCLE NOISE EMISSION TEST PROCEDURES
SAE J331a
California Highway Patrol Test Procedure
SAE J986a
SAE J47
ISO/R362
F-76
F-76a
R-60
F-77
F-50
Motorcycle Industry Council Proposed Procedure
for Competition Motorcycles
ISO Proposed Stationary Vehicle Test Method
TEST SITES AND INSTRUMENTATION
Introduction
Test Sites
Instrumentation
Photographs
PRODUCT IDENTIFICATION AND TESTED NOISE LEVELS
Table C-l Listing of 1975 and 1976 New Motorcycles Tested
Table C-2 Listing of 1974 Manufactured Motorcycles Tested
Table C-3 Motorcycle Manufacturers Identification Code
Table C-4 Noise Levels, New Motorcycles, Year of
Manufacture 1975 and 1976
Table C-5 Noise Levels, New Motorcycles, Year of
Manufacture 1975 and 1976 (By Manufacturer)
Table C-6 Noise Levels, In-Servlce Motorcycles In Stock
Configuration, 1969-1974 Year of Manufacture
Table C-7 Noise Levels, In-Serv1ce Modified Motorcycles,
1969-1976 Models
Table C-8 Motorcycles Used In Aftermarket Products Study
Table C-9 Aftermarket Exhaust Systems
Table C-10 Comparison of Noise Levels From OEM and
Aftermarket Exhaust Systems
Table C-ll Closing Conditions 1n SAE J331a Tests
Table C-12 Measured Noise Levels Related to Closing RPM
Table C-l3 Calculated F-76a Noise Levels
Table C-l4 Variability 1n Noise Level Data
Table C-l5 Effect of Six Inch Turf on Measured Noise Levels
Appendix D STATE AND LOCAL NOISE REGULATIONS
1. introduction
2. State Laws Regulating Motorcycle Noise
3. Table of State Laws
4 Selected Municipal and County Laws
B! Noise Ordinances of Selected Municipalities and
Counties
6. Specific Regulation of Off-Road Motorcycles
Page
Number
A-l
A-6
A-l 9
A-21
A-25
A-30
A-38
A-47
A-53
A-60
A-65
A-70
B-l
B-l
B-3
B-4
C-l
C-6
C-8
C-9
C-13
C-l 8
C-26
C-27
C-28
C-33
C-39
C-41
C-43
C-44
C-47
D-l
D-l
D-4
D-l 4
D-l 6
D-22
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Table of Contents (Continued)
Appendix E FOREIGN MOTORCYCLE NOISE LAWS
Council of European Communities (EEC)
United Nations Economic Commission for Europe (ECE)
Japan
Appendix F MOTORCYCLE DEMAND FORECASTING MODEL AND ESTIMATION
OF REPLACEMENT EXHAUST SYSTEM SALES
Approach and Methodology
1. Estimation Methodology
2. The Dynamics of Motorcycle Demand
3. Forescast Methodology
4. Estimated Equations
Appendix G RELATION BETWEEN STANDARD TEST METHODOLOGIES AND
REPRESENTATIVE ACCELERATION CONDITIONS
1. Introduction
2. Current Standarized Tests
3. Adjustment to Noise Level Measured Under
Standardized Tests
4. Comparison With Other Studies
Appendix H ADDITIONAL MOTORCYCLE NOISE LEVEL DATA
Intoduction
Noise Emission Data Base, F76a Procedure
Effect of Tachometer Lag
Gear Selection and Acceleration Distance
Vehicle Speed Measurement Techniques
Engine RPM Measurement Techniques
Ignition Disable Techniques
I MI Test Procedure
Effect of Torque (Dynamometer Tests)
Operator Exposure to Motorcycle Noise
Appendix IMI Test Procedures
Photographs HI - H14
Appendix I REFINEMENT OF MOTORCYCLE TESTING PROCEDURE
1. Introduction
2. Tachometer Specification
3. Specification of Closing RPM
Appendix J EXPLORATION OF A STATIONARY TEST INCORPORATING AN ELECTRONIC
IGNITION DISABLE SYSTEM
1. Introduction
2. Summary of Methods Used in this Study
3. Results and Discussion
4. Stationary Vehicle Noise Emission Test Procedure
Appendix K FURTHER STUDY OF THE IGNITION DISABLE DEVICE
1. Introduction
2. Testing Accomplished
Page
Number
E-l
E-l
E-2
E-5
F-l
F-l
F-l
F-4
F-5
G-l
G-l
G-2
6-6
H-l
H-l
H-l
H-6
H-10
H-ll
H-13
H-16
H-16
H-28
H-40
H-41
1-1
1-1
1-2
J-l
J-2
J-4
0-22
K-l
K-l
11
-------
Table of Contents (Continued)
Appendix L MOTORCYCLE NOISE ESTIMATED FROM TIME/DISTANCE MEASUREMENTS
DURING ACCELERATION IN URBAN TRAFFIC SITUATIONS
1. Introduction
2. Test Procedure and Results
Appendix M FRACTIONAL IMPACT PROCEDURE
Appendix N NATIONAL ROADWAY TRAFFIC NOISE EXPOSURE MODEL
Introduction
Details of Vehicles
Details of Roadways
Details of Propagation
Details of Receivers
Details of Noise-level Sorting
Details of Conversion from Noise Level to Impact
Details of Total Nationwide Impact
Appendix 0 NATIONAL MOTORCYCLE NOISE CONTROL EMPHASIS PLAN - SUMMARY
Page
Number
L-l
L-2
M-l
N-l
N-l
N-ll
N-23
N-27
N-35
N-35
N-38
0-1
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APPENDIX A
MOTORCYCLE NOISE EMISSION TEST PROCEDURES
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Sound Levels for
Motorcycles — SAE J331a
SAE RECOMMENDED PRACTICE
APPROVED MAY 1975
SOCIETY OF AUTOMOTIVE ENGINEERS, INC.
400 COMMONWEALTH DRIVE. WARRENOAV.E, PA. 130M
-Al-
LANO
SEA
AIR
SPACE
-------
SOUND LEVELS FOR
MOTORCYCLES - SAE J331a
SAE Recommended Practice
Report of Vehicle Sound Level Committee and Motorcycle Committee
Approved May 1975.
1. SCOPE - This SAE Recommended Prac-
tice establishes the test procedure,
environment, and instrumentation for
determining sound levels typical of normal
motorcycle operation.
2. INSTRUMENTATION
2.1 The following instrumentation
shall be used, where applicable:
2.1.1 A sound level meter which meets
Type 1 or S1A the requirements of American
National Standard Specification for Sound
Level Meters, SI.4-1971. As an alterna-
tive to making direct measurements using
a sound level meter, a microphone or sound
level meter may be used with a magnetic
tape recorder and/or a graphic level
recorder or indication instrument provided
that the system meets the requirements of
SAE Recommended Practice, Qualifying a
Sound Data Acquisition System - J184.
2.1.2 An acoustic calibrator with an
accuracy of + 0.5 dB (see paragraph
7.4.4).
2.1.3 A calibrated engine speed tacho-
meter having the following character-
istics:
(a) Steady-state accuracy of better
than 1%.
(b) Transient response: Response
to a step input will be such that within
10 engine revolutions the indicated rpm
will be within 2% of the actual rpm.
2.1.4 A speedometer with steady-state
accuracy of at least +10%.
2.1.5 An anemometer with steady-state
accuracy of at least +10% at 19 km/h
(12 mph).
2.1.6 An acceptable wind screen may be
used with the microphone. To be accept-
able, the screen must mot affect the
microphone response more than +_1 dB for
frequencies of 20-4000 Hz or +1-1/2 dB
for frequencies of 4000-10,000 Hz.
3. TEST SITE
3.1 The test site shall be a flat
open space free of large sound-reflecting
surfaces (other than the ground), such
as parked vehicles, signboards, buildings
or hillsides., located within 30m (100
ft) radius of the microphone location and
the following points on the vehicle path:
(a) The microphone point
(b) A point 15m (50 ft) before
the micropone point.
(c) A point 15m (50 ft) beyond
the microphone point.
3.2 The measurement area within the
test site shall meet the following require-
ments and be laid out as described:
3.2.1 The surface of the ground within
at least the triangular area formed by
the microphone location and the points 50
ft. (15.2m) prior to and 50 ft (15.2m)
beyond the microphone point shall be dry
concrete or asphalt, free from snow, soil
or other extraneous material.
3.2.2 The vehicle path shall be of
relatively smooth, dry concrete or asphalt,
free of extroneous materials such as
gravel, and of sufficient length for
safe acceleration, deceleration and stop-
ping of the vehicle.
3.2.3 The microphone shall be located
15m (50 ft) from the centerline of the
vehicle path and 1.2m (4 ft) above the
ground plane.
3.2.4 The following points shall
be established on the vehicle path:
(a) Microphone po1nt-a point on
the centerline of the vehicle path where
a normal through the microphone location
intersects the vehicle path.
(b) End po1nt-a point on the vehicle
path 30m (100 ft) beyond the microphone
point.
(c) Acceleration point-a point on
the vehicle path.7.5m (25 ft) prior to the
microphone point.
3.2.5 The test area layout in Fig.
1 shows a directional approach from left
to right with one microphone location,
for purposes of clarity. Sound level
measurements are to be made on both sides
of the vehicle; therefore, it will be
necessary to establish either a second
microphone point on the opposite side of
the vehicle path with a corresponding clear
area or end points and acceleration points
for approaches from both directions.
4. TEST WEIGHT
4.1 At the start of the test series,
the vehicle shall be filled with fuel
and lubricant to not less than 75% of
capacity.
-A3-
-------
4.2 The combined weight of the test
rider and test equipment used on the
vehicle shall be not more than 79 kg
(175 Ib) nor less than 75 kg (165 Ib).
Weights shall be placed on the vehicle
saddle behind the driver to compensate for
any difference between the actual driver/
equipment load and the required 75 kg (165
Ib) minimum.
A - NtCTOptMM p«iat
1 - Acc«Unclo« pciac
C • to* point
D • to
7.6
13.2
30.4 ttotn*
FIG. 1
5. PROCEDURE
5.1 The vehicle shall use second gear
'unless during the test under acceleration
the engine speed at maximum rated net
horsepower is reached before the vehicle
reaches a point 7.5m (25 ft) beyond the
microphone point, in which case the
vehicle shall be tested in third gear.
5.2 For the test under acceleration,
the vehicle shall proceed along the
vehicle path at a constant approach speed
which shall correspond to either an engine
speed of 60% of the engine speed at
maximum rated net horsepower or a vehicle
+ speed of 48 km/h (30 mph), whichever
is slower. When the front of the vehicle
reaches the acceleration point, rapidly
and fully open the throttle and accelerate
until the front of the vehicle is 30
m (100 ft) beyond the microphone point,
or until the engine speed at maximum
rated house power is reached, at which
point the throttle shall be closed. Wheel
slip which effects the maximum sound
level shall be avoided.
5.3 When excessive or unusual noise
is noted during deceleration, the following
test shall be performed with sufficient
runs to establish maximum sound level under
deceleration:
5.3.1 For the test under deceleration,
the vehicle shall proceed along the
vehicle path at an engine speed at maximum
rated net horsepower in the gear selected
for the test under acceleration. At the end
point, the throttle shall be rapidly and
fully closed, and the vehicle allowed to
decelerate to an engine speed of one-half
of the rpm at maximum rated net horsepower.
5.4 Sufficient preliminary runs to
familiarize the driver and to establish
the engine operating conditions shall
be made before measurements begin. The
-A4-
-------
engine temperature shall be within the
normal operating range prior to each
run.
6. MEASUREMENTS
6.1 The sound level meter shall
be set for fast response and for the
A-weighting network.
6.2 The meter shall be observed while
the vehicle is accelerating or deceler-
ating. Record the highest sound level
obtained for the run, ignoring unrelated
peaks due to extraneous ambient noises.
All values shall be recorded.
6.3 At least six measurements shall be
made for each side of the vehicle. Suffi-
cient measurements shall be made until at
least four readings from each side are with
2 dB of each other. The highest and the
lowest readings shall be discarded; the
sound level for each side shall be the
average of the four, which are within 2 dB
of each other. The sound level reported
shall be for that side of the vehicle
having the highest sound level.
6.4 The ambient sound level (includ-
ing wind effects) at the test site due
to sources other than the vehicle being
measured shall be at least 10 dB lower
than the sound level produced by the
vehicle under test.
6.5 Wind speed at the test site
during tests shall be less than 19 km/h
(12 mph).
7. GENERAL COMMENTS
7.1 Technically competent personnel
should select equipment and the tests
should be conducted only by trained and
experienced persons familiar with the
current techniques of sound measurement.
8. REFERENCES
Suggested reference material is as follows:
8.1 ANSI Sl.l - 1960, Acoustical
Terminology.
8.2 ANSI SI.2 - 1962, Physical Measure-
ment of Sound.
Copright Society of Automotive Engineers,
Inc. 1975
All rights reserved
SAE Technical Board Rules and Regulations
All technical reports, including stand-
ards approved and practices recommended,
are advisory only. Their use by anyone
engaged in industry or trade is entirely
voluntary. There is no agreement to
adhere to any SAE Standard or SAE Recom-
mended Practice, and no commitment to
conform to or be guided by an technical
report.
7.2 While making sound level measure-
ments, not more than one person other than
the rider and the observer reading the
meter shall be within 15m (50 ft) of the
vehicle or microphone, and that person
shall be directly behind the observer
reading the meter, on a line through the
microphone and the observer.
7.3 The test rider should be fully
conversant with and qualified to ride the
machine under test and be familiar with
the test procedure.
7.4 Proper use of all test instru-
mentation is essential to obtain valid
measurements. Operating manuals or
other literature furnished by the instru-
ment manufacturer should be referred to
for both recommended operation of the
instrument and precautions to be observed.
Specific items to be considered are:
7.4.1 The type of microphone, its
directional response characteristics,
and its orientation relative to the
ground plane and source of noise.
7.4.2 The effects of ambient weather
conditions on the performance of all
instruments (for example, temperature,
humfdity and barometric pressure).
7.4.3 Proper signal levels, terminating
impedances, and cable lengths on multi-
instrument measurement systems.
7.4.4 Proper acoustical calibration
procedure to include the influence of
extension cables, etc. Field calibration
shall be made immediately before and
after each test sequence. Internal
calibration means is acceptable for field
use, provided that external calibration
is accomplished immediately before or
after field use.
8.3 ANSI SI.4 - 1971, Specification
for Sound Level Meters.
8.4 ABSU SI.13 - 1971, Method of
Measurement of Sound Pressure Levels.
8.5 SAE J47, Maximum, Sound Level
Potential for Motorcycles.
In formulating and pproving technical
reports, the Technical Board, its Councils
and committees will not investigate or
Consider patents which may apply to the
subject matter, Prospective users of the
report are responsible for protecting
themselves against liability for infringe-
ment of patents.
Printed in U.S.A.
A-5
-------
DEPARTMENT OF CALIFORNIA HIGHWAY PATROL
SOUND MEASUREMENT PROCEDURES
THIS PUBLICATION MAY BE PURCHASED FOR $2 EACH,
PLUS CALIFORNIA STATE SALES TAX
MAY 1973
-A6- HPH 83.3
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3.5 NEW VEHICLE TEST PROCEDURE
3.5.1 Vehicle Sound Level. The sound levels for new motoi
vehicles shall be determined by tests performed
according to procedures established for each
particular class of vehicle.
3.5.2 Definitions. For the purpose of these procedures,
the following terms have the meanings indicated:
a. First Gear. "First gear" means the highest
numerical gear ratio of the transmission,
commonly referred to as low gear.
b. Maximum RPM. "Maximum rpra" means the maximum
governed engine speed, or if ungoverned, the
rpm at maximum engine horsepower as determined
by the engine manufacturer in accordance with
the procedures in SAE J245, April 1971.
c. Microphone Point. "Microphone point" means the
unmarked location on the center of the lane of
travel that is closest to the microphone.
d. Vehicle Reference Point. "Vehicle reference
point" means the location on the vehicle used to
determine when the vehicle is at any of the
points on the vehicle path. The primary vehicle
reference point is the front of the vehicle.
For vehicles with a gross vehicle rating of
6,000 Ibs. or more where the distance from the
front of the vehicle to the exhaust outlet
exceeds 16 f t., the secondary vehicle reference
point is the exhaust outlet.
3.5.3 Operation. New motor vehicles shall be tested both
with and without auxiliary equipment that may be in
use while the vehicle is in operation on the highway.
Auxiliary equipment includes but is not limited to .
cement mixers, refrigeration units, air conditioners,
and garbage compactors. The following general
procedures shall apply to all classes of vehicles:
a. Preliminary Runs. Sufficient preliminary runs
shall be made to enable the test "driver to
become familiar with the operation of the
vehicle and to stabilize engine operating
conditions.
~A7~ HPH 83.3
-------
b. Test Runs. At least four test runs shall be
made for each side of the vehicle. When the
exhaust outlet is more than 16 ft. from the
front of the vehicle, at least two runs shall
be made for each side of the vehicle using both
the primary and secondary reference points. At
least two additional runs shall be made from
the reference point that gives the highest
readings.
c. Reported Noise Level. The reported sound level
for each side of the vehicle shall be the
average of the two highest readings on that
side which are within 2 dB(A) of each other.
The sound level reported for the vehicle shall
be the sound level of the loudest side.
d. Visual Readings. When sound level instruments
have been turned on and- calibrated, the graphic
level recorder shall be put in operation.
Visual readings shall be taken from the sound
level meter during preliminary test runs and
recorded. The readings from the sound level
meter shall be compared with those of the
recorder and there shall be no more than ±0.5
dB(A) variation between the readings. When the
variation is greater, the equipment shall be
checked and recalibrated. If the variation
still exists, the test shall be conducted using
only direct readings from the sound level meter.
This procedure does not apply to the General
Radio Type 1523-P1A sound measuring set because
the recorder is the meter.
3.5.4 Light Trucks, Truck Tractors, Buses and Passenger
Cars.Trucks,truck tractors and buses with a
manufacturer's gross vehicle weight rating of less
than 6,000 Ibs., and passenger cars shall be tested
as follows:
a. Vehicle Path. The test area shall include a
vehicle path of sufficient length for safe
acceleration, deceleration, and stopping of
the vehicle.
b. Test Area Layout. The following points and
zones shown in Figure 3-2, where only one
directional approach is illustrated for pur-
poses of clarity, shall be established on the
vehicle path so that measurements can be made
on both sides of the vehicle:
HPH 83.3 -A8-
-------
(1) Microphone point
(2) Acceleration point - a location 25 ft.
before the microphone point
(3) End point - a location 100 ft. beyond the
microphone point
(4) End zone - the last 75-ft. distance between
the microphone point and the end zone.
A • MicroPro** point
B * Acc»l«r«tlon point
C - Sad point
0 - lad IOM
Fig. 3-2. Test Area Layout
for Light Trucks, Buses, and Passenger Cars
c. Test Procedures. Vehicles shall be tested
according to the following procedures:
(1) Gear Selection. Motor vehicles equipped
with three-speed manual transmissions and
with automatic transmissions shall be
operated in the first gear. Vehicles
-A9-
HPH 83.3
-------
equipped with manual transmissions of four
or more speeds shall be operated in first
gear and in second gear. Vehicles which
reach maximum rpm at less than 30 mph or
before reaching the end zone shall be
operated in the next higher gear. Auxil-
iary step-up ratios (overdrive) shall not
be engaged on vehicles so equipped.
(2) Acceleration. The vehicle shall proceed
along the vehicle path at a constant speed
of 30 mph in the selected gear for at
least 50 ft. before reaching the accelera-
tion point. When the vehicle reference
point reaches the acceleration point, the
throttle shall be rapidly and fully opened.
The throttle shall be held open until the
vehicle reference point reaches the end
point or until maximum rpm is reached
within the end zone. At maximum rpm, the
throttle shall be closed sufficiently to
keep the engine just under maximum rpm
until the end point, at which time the
throttle shall be closed.
(3) Deceleration. Tests during deceleration
shall be conducted when deceleration noise
appears excessive. The vehicle shall
proceed along the vehicle path at maximum
rpm in the same gear selected for the tests
during acceleration. When the reference
point on the vehicle reaches the accelera-
tion point, the throttle shall be rapidly
closed and the vehicle allowed to deceler-
ate to less than 1/2 of maximum rpm.
(4) Engine Temperature. The engine temperature
shall be within normal operating range
throughout each test run. The engine shall
be idled in neutral for at least one minute
between runs.
3.5.5 Heavy Trucks, Truck Tractors, and Buses. Vehicles
with a manufacturer's gross vehicle weight rating
of 6,000 Ibs. or more shall be tested as follows:
a. Vehicle Path. The test area shall include
a vehicle path of sufficient length for safe
HPH 83.3 -A10-
-------
acceleration, deceleration, and stopping of the
vehicle.
b. Test Area Layout. The following points and
zones shown in Figure 3-3, where only one
directional approach is illustrated for purposes
of clarity, shall be established on the vehicle
path so that measurements can be made on both
sides of the vehicle:
(1) Microphone point
(2) Acceleration point - a location 50 ft.
before the microphone point
(3) End point - a location 50 ft. beyond the
microphone point
(4) End zone - the last 40-ft. distance
between the microphone point and the end
point.
A - Microphone paint
• - Acceleration point
C - Ind point
D - *«« too*
Fig. 3-3. Test Area Layout
for Heavy Trucks and Buses
-All-
HPH 83.3
-------
c. Test Procedures. Vehicles shall be tested
according to the following procedures:
(1) Gear Selection. A gear shall be selected
which will result in the vehicle beginning
at an approach rpm of no more than 2/3
maximum rpm at the acceleration point and
reaching maximum rpm within the end zone
without exceeding 35 mph.
(a) When maximum rpm is attained before
reaching the end zone, the next
higher gear shall be selected, up to
the gear where maximum rpm produces
over 35 mph.
(b) When maximum rpm still occurs before
reaching the end zone, the approach
rpm shall be decreased in 100 rpm
increments until maximum rpm is
attained within the end zone.
(c) When maximum rpm is not attained
until beyond the end zone, the next
lower gear shall be selected until
maximum rpm is attained within the
end zone.
(d) When the lowest gear still results in
reaching maximum rpm beyond the end
zone, the approach rpm shall be
increased in 100 rpm increments above
2/3 maximum rpm until the maximum rpm
is reached within the end zone.
(2) Acceleration. The vehicle shall proceed
along the vehicle path maintaining the
approach engine rpm in the selected gear
for at least 50 ft. before reaching the
acceleration point. When the reference
point on the vehicle reaches the accelera-
tion point, the throttle shall be rapidly
and fully opened and held open until maxi-
mum rpm is attained within the end zone,
at which point the throttle shall be closed,
HPH 83.3 -A12-
-------
(3) Deceleration. Tests during deceleration
shallbe conducted when deceleration noise
appears excessive. The vehicle shall
proceed along the vehicle path at maximum
rpm in the same gear selected for the
tests during acceleration. When the
reference point on the vehicle reaches the
microphone point, the throttle shall be
rapidly closed and the vehicle allowed to
decelerate to less than 1/2 maximum rpm.
Vehicles equipped with exhaust brakes shall
also be tested with the brake full on
immediately following closing of the
throttle.
3.5.6 Motorcycles. Motorcycles shall be tested as follows:
a. Vehicle Path. The. test area shall include a
vehicle path of sufficient length for safe
acceleration, deceleration, and stopping of the
vehicle.
b. Test Area Layout. The following points and
zones shown in Figure 3-4, where only one
directional approach is illustrated for purposes
of clarity, shall be established on the vehicle
path so that measurements can be made on both
sides of the vehicle:
(1) Microphone point
(2) Acceleration point - a location 25 ft.
before the microphone point
(3) End point - a location 100 ft. beyond the
microphone point
(4) End zone - the last 75-ft. distance between
the microphone point and the end point.
-A13- HPH 83.3
-------
A • Illerophog* point
S - Aee*l«r>tion point
C - Sntf point
B - Xnd ion.
Fig. 3-4. Test Area Layout for Motorcycles
Test Procedures. Vehicles shall be tested
according to the following procedures:
(1) Gear Selection. Motorcycles shall be
operated in second gear. Vehicles which
reach maximum rpm at less than 30 mph or
before a point 25 ft. beyond the micro-
phone point shall be operated in the next
higher gear.
(2) Acceleration. The vehicle shall proceed
along the vehicle path at a constant
approach apeed which corresponds either to
an engine speed of 60 percent of maximum
rpm or to 30 mph, whichever is lower.
When the reference point on the vehicle
HPH 83.3
-AH-
-------
reaches the acceleration point, the
throttle shall be rapidly and fully opened
and held open until the vehicle reference
point reaches the end point, or until the
maximum rpm is reached within the end zone,
at which point the throttle shall be
closed. Wheel slip shall be avoided.
When this procedure results in a dangerous
operating condition, the next higher gear
shall be selected for the test.
(3) Deceleration. Tests during deceleration
shall be conducted when deceleration noise
appears excessive. The vehicle shall
proceed along the vehicle path at maximum
rpm in the same gear selected for the tests
during acceleration. When the reference
point on the vehicle reaches the accelera-
tion point, the throttle shall be rapidly
closed and the vehicle shall be allowed to
decelerate to less than 1/2 of maximum rpm.
(4) Engine Temperature. The engine temperature
shall 'be within normal operating range
before each test run.
(5) Test Weight. The total weight of test
driver and test equipment shall be 165 Ibs.
For small drivers, additional weights
shall be used to bring the total to
165 Ibs.
3.5.7 Snowmobiles. Snowmobiles shall be tested as
follows:
a. Vehicle Path. The test area shall include a
vehicle path of sufficient length for safe
acceleration, deceleration, and stopping of the
vehicle.
b. Test Area Layout. The following points and
zones shown in Figure 3-5, where only one
directional approach is illustrated for the
purposes of clarity, shall be established on
the vehicle path so that measurements can be
made on both sides of the vehicle:
-A15- HPH 83.3
-------
(1) Microphone point
(2) End point - a location 50 ft. beyond the
microphone point
(3) Acceleration point - a location on the
vehicle path established as follows:
Position the vehicle headed away from the
microphone point with the vehicle
reference point at 25 ft. from the micro-
phone point. From a standing start with
transmission in low gear, rapidly apply
wide-open throttle, accelerating until
maximum rpm is attained. The location on
the vehicle path where maximum rpm was
attained is the acceleration point for
tests run in the opposite direction
(4) Maximum rpm zone.
^ M' ^ j
f rtH
A - MtcrophoM point
• - Acceleration point
C • *nd point
0 - M>xl«» tfm XOM
Fig. 3-5. Test Area Layout for Snowmobiles
HPH 83.3
-A16-
-------
c. Test Procedures. From a standing start, with
transmission in low gear and the vehicle
reference point positioned at the acceleration
point, the throttle shall be rapidly and fully
opened and held through the maximum rpm zone
until the reference point on the vehicle
reaches the end point after which the throttle
shall be closed.
-A17- HPH 83.3
-------
00
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NF.W VEHICLE NOISE TEST
»€*• VCMlCCt UARC
CIHAUSI OUILCT fcA«C* «S mffr*Pr
Q»t«Cl€ Qt. «IOf Q«C««
OU«L •• *101 vot
tCOIOCI KOOCl MO CMP No.
EN6INEEIING SECTION
I£P«RTIIENT OF CAUFOINII HICMfAT PATROL
STMICMI
4S° TO II D[
1C OF OUfiET
l~l 450 ro ac««
Tf*I »!¥!•
OPEMAT1NG CONDI TI CMS
MCIO KOtttl MO CMP NO.
QH/.I
»»!*! BtAOIMSS*
ICFT «IOt
or «CK.
II CM I SI DC
OF VCM.
MAXIMM
GC«» BA1IOS
•roocuct
(DO. OF TICTH) ,
CM.IOMIOI MOOCl MO CMI- no.
VCMI etc )ur>iico or
TEST CIIDITIIHS
•OTHCI CONOIMON (fltff. tit.) t[MrC>.IU« «IL.~U«.C») .1X0 »ll OCI I *tm.f. (I
moioic or roort* STHOOLS IN
•mo oioccrio«
I. I»I*VMC«C
-------
SOUND LEVEL FOR PASSENGER CARS
AND LIGHT TRUCKS
SAE STANDARD J986a
-A19-
-------
SOUND ICVCL ra PASUNCCR CARS
MO LIGHT TRUCKS - SAE J9uoa
SAC Standard
Report of Vehicle None Co"im ttec approved July 1W and last revised by Vehicle
Sound Level Commute July lie* Editorial change 5epter.*er 19/U
1. Scop.e.-Thls SAE Standard establishes
UlC eaiimjin lound level for passenger can
and light trucks anj describes the test
procedure, enviromvnt. and Instrument at I on
for determining this sound level.
2. Sound Level Unit-Trie sound level
produced~by a nj err ?eri<:J
with engine at idle in neutral is re;uireJ '
between run:.
4.3 Measurerents
4.3.1 The microphone shall be located
SO ft from the centerltne of the vehicle
path at a height of 4 ft above the grouna
plane.
4.3.2 The meter shall be set for fast
response and the A-welght1ng network.
4.3.3 The meter shall be ooser/^d while
the vehicle 1s accelerating. The applic-
able reading shall be the highest sound
level Indicated during the run. Ignoring
unrelated peiks due to eitrjroeus .'-Slenc
noises. At least four measurement shall be
eiade for each side of the venicle or for
only tht side producing the higher sound
level if that is obvious from initial
runs. All values shall be recorded.
4.3.4 The sound level for each side of
the vehicle shall be the average of the two
highest readings which are within 2 OB of
each other. The sound level reported shall
be that of the loudest side of the vehicle.
5. General Cements
S.I It Is strongly reconmended thot
technical trained personnel select the
equipment and that the tests be conducted
only be qualified persons trained in the
current techniques of sound nejsurenent.
5.2 A 2 08 allowance for t*e sours
!«»«! Unit Is necessary to provice for
variations In test site, venicle operation,
temperature gradients, wind velocity
gradients, test equipment, and inherent
differences in nominally Identical vehi-
cles.
5.3 Proper usage of all test instru-
mentation Is essential to Obtain valia
measurements. Operating matvjjls or other
literature furnisned by :h< instr-jreit
manufacturer should be referrej to fir bo:-.
renvnended operation of the mi;njr«nt anj
precaution] to be observed. Specific iti'4
to be considered are:
S.J.I The type of nlcroohon* , Its
directional response characteristics, and
Its orientation relative to the ground
plane and source of noise.
5.3.2 The effects of anbient weather
conditions on the performance of all
Instruments (for exjnple. temperature.
humidity, and barometric pressure).
5.3.3 Proper signal levels, terminat-
ing Impedances, and cable lengths on
•Hltllnstrunent measurement systems.
S.3.4 Proper acoustical calibration
procedure, to include tne influence of
extension cables, etc. Field calibration
Shall be nude Immediately before and after
each test sequence. Internal calibration
swans Is acceptable for field use. ;pro-
vided that external calibration Is accom-
plished Immediately before or after field
us*.
5.4 Keasureiwnts shall be made only
When wind velocity Is below 12 mgh.
5.5 Vehicles used for tests must not
be operated in a nanner such that the
break-In procedure specified by the manufac-
turer Is violated.
«. References — Suggested reference
•aterial Is as follows:
6.1 ANSI SI.I - 1960, Acoustical
Terminology.
(.2 ANSI SI.4 - 1961, General Purpose
Sound Level Meters.
(.3 MSI. SI.2 - 1962. Physical Heasure-
sterrt of Sound.
6.4 International Electrotechnieal
Commission Publication 179, Precision Sound
Level Meters (available fronA-iSi).
A;plJcat1cn for ccaies of th^s* docu-
ments should be addressed to tr.j A.-Bricali
Hattor.al SUnjaras Institute. Inc., U30
Iroadway, New York. New York ICC13.
Speed at which maximum horsepower Is rated or governed speed.
A-20
-------
MAXIMUM SOUND LEVEL POTENTIAL
FOR MOTORCYCLES - SAE J47
SAE RECOMMENDED PRACTICE
APPROVED MAY 1975
A21
-------
MAXIMUM SOUND LEVEL
POTENTIAL FOR MOTORCYCLES -
SAE 047
SAE Recommended Practice
Report of Vehicle Sound Level Committee and
Motorcycle Committee approved May 1975.
1. SCOPE
This SAE Recommended Practice establish-
es the test procedure, environment and
instrumentation for determining maximum
sound level potential for motorcycles.
2. INSTRUMENTATION
2.1 The following instrumentation shall
be used, where applicable:
2.1.1 A sound level meter which meets
the Type 1 or S1A requirements of American
National Standard Specification for Sound
Level Meters, SI.4-1971. As an alternative
to making direct measurements using a
sound level meter, a microphone or sound
level meter may be used with a magnetic
tape recorder and/or a graphic level re-
corder or indicating instrument provided
that the system meets the requirements
of SAE Recommended Practice, Qualifying a
Sound Data Acquisition System -J184.
2.1.2 An acoustic calibrator with an
accuracy of +0.5 dB (see paragraph 6.4.4)
2.1.3 A calibrated engine speed tach-
ometer having the following characteris-
tics:
(a) Steady-state accuracy of better
than 1%
(b) Transient response: Response
to a step input will be. such that within 10
engine revolutions the indicated rpm
will be within 2% of the actual rpm.
2.1.4 An anemometer with steady-state
accuracy within +10% at (19 km/h) 12 mph.
2.1.5 An acceptable wind screen may be
used with the microphone. To be accept-
able, the screen must not affect the micro-
phone response more than +1 dB for fre-
quencies of 20-4000 Hz or +1-1/2 dB for
frequencies of 4000-10,000 Hz.
3. TEST SITE
3.1 The test site shall be a flat
open space free of large sound-reflecting
surfaces (other than the ground) such as
parked vehicles, signboards, buildings
or hillsides, located within (30.4m) (100
ft) radius of the microphone location and
the following points on the vehicle path:
(a) The microphone point.
(b) A point (15.2m) (50 ft) before
the microphone point.
(c) A point (15.2m) (50 ft) beyond
the microphone point.
3.2 The measurement area within the
test site shall meet the following re-
quirements and be laid out as described:
3.2.1 The surface of the ground with
at least the triangular area formed by
the microphone location and the points
(15.2m) 50 ft prior to and (15.2m) 50 ft
beyond the microphone point shall be
dry concrete or asphalt, free from snow
soil or other extraneous material. '
3.2.2 The vehicle path shall be of
relatively smooth, dry concrete or as-
phalt, free of extraneous materials such
as gravel, and of sufficient length for
safe acceleration, deceleration, and
stopping of the vehicle.
3.2.3 The microphone shall be located
(15.2m) (50 ft) from the centerllne
of the vehicle path and (1.2m) (4 ft)
above the ground plane.
3.2.4 The following points shall be
established on the vehicle path:
(a) Microphone po1nt-a point on the
center!ine of the vehicle path where a
normal through the microphone location
intersects the vehicle path.
(b) End point-a point on the vehi-
cle path (7.6m) (25 ft) beyond the mi-
crophone point.
(c) Acceleration point-a point on
the vehicle path at least (7.6m) (25
ft) prior to the microphone point esta-
blished by the method described 1n para-
graph 4.1.
3.2.5 The test area layout 1n F1g.
1 shows a directional approach from left
to right with one microphone location
for purposes of clarity. Sound level
measurements are to be made on both sides
of the vehicle; therefore, it will be
necessary to establish either a second
microphone location on the opposite side of
the vehicle path with a corresponding
clear area or end points, and acceleration
points for approaches from both direction
4. PROCEDURE
4.1 To establish the acceleration
point, the end point shall be approached
in low gear from the reverse direction
at a constant road speed obtained from
60% of the engine speed at maximum rated
-A22-
-------
net horsepower. When the front of the
vehicle reaches the end point, the throt-
tle shall be rapidly and fully opened
to accelerate past the microphone point
under wide-open throttle. By trail, the
lowest transmission gear shall be selected
that will result In the vehicle traveling
the shortest distance from the end point
to the place where the engine speed at
maximum rated net horsepower 1s reached,
but which 1s not less than (7.6mm) (24 ft)
past the microphone point. The location of
the front of the vehicle on the vehicle
path when the engine speed at maximum rated
net horsepower 1s attained shall be the
acceleration point for test runs to be made
In the opposite direction.
4.1.1 When the procedure described
in paragrah 4.1 results 1n a dangerous or
unusual operating condition such as wheel
spin, front wheel lifting, or other un-
safe conditions, the next higher gear
shall be selected for the test and the
procedure rerun to establish the accel-
eration point. In any event, the procedure
shall result 1n the vehicle being at
the end point when the engine speed at
maximum rated net horsepower 1s attained.
4.2 For the test under acceleration,
the vehicle shall proceed along the vehi-
cle path at a constant approach speed
1n the gear selected 1n paragraph 4.1 and
at 60% of the engine speed at maximum
rated net horsepower. When the front of
the vehicle reaches the acceleration point,
the throttle shall be rapidly and fully
opened. Full acceleration shall continue
until the engine speed at maximum rated
net horsepower 1s reached, which shall be
at the end point, at which time the throt-
tle shall be closed. Wheel slip which
affects the maximum sound level shall be
avoided, and the manufacturer's safe
maximum engine speed shall not be exceeded:
4.3 When excessive or unusual noise
is noted during deceleration, the follow-
ing test shall be performed with suffi-
cient runs to establish maximum sound
level under deceleration.
4.3.1 For the test under deceleration,
the vehicle shall approach the end point
from the reverse direction at the engine
speed at maximum rated horsepower in
the gear selected for the test under
acceleration. At the end point, the
throttle shall be rapidly and fully closed
and the vehicle shall be allowed to decel-
erate to an engine speed of 1/2 the rpm at
maximum rated net horsepower.
4.4 Sufficient preliminary runs
to familiarize the driver and to establish
the engine operating conditions shall
be made before measurements begin. The
engine temperature shall be within the
normal operating range prior to each
run.
5. MEASUREMENTS
5.1 The sound level meter shall be
set for fast response and for the A-
weighting network.
5.2 The meter shall be observed while
the vehicle is accelerating or decelerat-
ing. The highest sound level obtained
for each run shall be recorded, ignoring
unrelated peaks due to extraneous ambient
noises.
5.3 At least six measurements shall be
made for each side of the vehicle. Suffi-
cient measurements shall be made un-
til at least four readings from each
side are within 2 dB of each other. The
highest and lowest readings shall be
discarded; the sound level for each side
shall be the average of the four, which
are within 2 dB of each other. The sound
level reported shall be for that side of
the vehicle having the highest sound
level.
5.4 The ambient sound level (Including
wind effects) at the test site due to
sources other than the vehicle being
measured shall be at least 10 dB lower
than the sound level produced by the
vehicle under test.
5.5 Wind speed at the test site dur-
ing tests shall be less the 19 km/h (12
mph).
6. GENERAL COMMENTS
6.1 Technically competent personnel
should select equipment, and the tests
should be conducted only by trained and
-A23-
-------
experienced persons familiar with the
current techniques of sound measurement.
6.2 While making sound level measure-
ments, not more than one person other
than the rider and the observer reading
the meter shall be within 15.2 m (50 ft)
of the vehicle or microphone, and that
person shall be directly behind the observ-
er reading the meter, on a line through
the microphone and the observer.
6.3 Th'e test rider should be fully
conversant with and qualified to ride
the machine under test and be familiar
with the test procedure.
6.4 Proper use of all test instru-
mentation is essential to obtain valid
measurements. Operating manuals or other
literature furnished by the instrument
manufacturer should be referred to for
both recommended operation of the instru-
ment and precautions to be observed.
Specific items to be considered are:
6.4.1 The type of microphone, its dir-
ectional response characteristics, and
its orientation relative to the ground
plane and source of noise.
6.4.2 The effects of ambient weather
conditions on the performance of all
instruments (for example, temperature,
humidity, and barometric pressure).
6.4.3 Proper signal levels, terminat-
ing impedances, and cable lengths on
multi-instrument measurement systems.
6.4.4 Proper acoustical calibration
procedure, to include the influence of
extension cables, etc. Field calibration
shall be made immediately before and
after each test sequence. Internal cali-
bration is acceptable for field use
provided that external
accomplished immediately
field use.
6.5 Vehicles used for tests must
not be operated in a manner such that the
break-in procedure specified by the manu-
facturer is violated.
calibration 1s
before or after
7. REFERENCES
Suggested reference material 1s as
Allows:
7.1 ANSI SI.1-1960, Acoustical Ter-
ology.
7.2 ANSI SI.2-1962, Physical Mea-
ement of Sound.
7.3 ANSI SI.4-1971, Specification
for Sound Level Meters.
7.4 ANSI SI.13-1971, Method of Mea-
surement of Sound Pressure Levels.
7.5 SAE J184, Qualifying a Sound
Data Acquisition System.
7.6 SAE J331, Sound Levels for
Motorcycles.
Copyright
Inc. 1975
All rights
Society of Automotive Engineers,
reserved.
SAE Technical Board Rules and Regulations
11 technical reports, including
standards approved and practices recommend-
ed, are advisory only. Their use by anyone
engaged in industry or trade is entirely
voluntary. There is no agreement to adhere
to any SAE Standard or SAE Recommended
Practice, and no commitment to conform to
or be guided by any technical report.
-A24-
In formulating and approving technical
reports, the Technical Board, its Councils
and Committees will not Investigate or
consider patents which may apply to the
subject matter, Prospective users of the
report are responsible for protecting
themselves against liability for in-
fringement of patents.
Printed in U.S.A.
-------
ISO/R3G2-MEASUREMENT OF NOISE
EMITTED BY VEHICLES
-A25-
-------
ISO Recommendation R 362 February 1964
MEASUREMENT OF NOISE EMOTED BY VEHICLES
i. score
This ISO Recommendation describes methods of determining the noise emitted by motor vehicles,
these being intended to meet the requirements of simplicity as far as is consistent with rcpro-
ducibilily of results and realism in the operating conditions of the vehicle.
3. GENERAL REQUIREMENTS
2.1 Test conditions
This ISO Recommendation is based primarily on a lest with vehicles in motion, the ISO
reference test. It is generally recognized to be of primary importance that the measurements
should relate to normal town driving conditions, thus including transmission noise etc.
Measurements should also relate to vehicle conditions which give the highest noise level
consistent with normal driving and which lead to reproducible noise emission. Therefore,
an acceleration test at full throttle from a stated runoing condition is specified.
Recognizing, however, that different practices already exist, specifications of two other
methods used arc also given in the Appendix. These relate to:
(a) a test with stationary vehicles (see Appendix Al) and
(b) a test with vehicles in motion, under vehicle conditions which (in the case of certain
vehicles) are different from those in the ISO reference test (see Appendix A2).
When cither of these tests is used, the relation between the results and those obtained by
the ISO reference test should be established for typical examples of the model concerned.
2.2 Test site
The test methods prescribed call for an acoustical environment which am only be obtained
in an extensive open space. Such conditions can usually be provided
for type-approval measurements of vehicles^
for measurements at the manufacturing stage, and
for measurements at official testing stations.
It is desirable that spot checking of vehicles on the road should be made in a similar
acoustical environment. If measurements have to be carried out on the road in an acoustical
environment which does not fulfil the requirements stated in this ISO Recommendation,
it should be recognized that the results obtained may deviate appreciably from the results
obtained using the specified conditions,
2.3 Interpretation of results
The results obtained by the methods specified give an objective measure of the noise emitted
under the prescribed conditions of test. Owing, however, to the fact that the subjective
appraisal of the annoyance or noisiness of different classes of motor vehicles is not simply
related to the indications of a sound level meter, it is recognized that the correct interpre-
tation of results of the measurements in this ISO Recommendation may require different
limits to be set for the corresponding annoyance of different classes of vehicles.
-A26-
-------
I'JO/lt 3G2-lfl(M(l.)
J. MtiASUHUMENr EQUII'MLNT
i jiipli quality sound level meter should be used. The wci^htiiift network awl meter time constant
should be curve " A " nnd " fast response " respectively, as specified in Rccommcn-
No. 123 of (lie Inlcrnnlion.il Elcclrotcclimc.il Commission for Sound Level Meters. A
detailed technical description of lite instrument used should bo supplied.
Von*
J. The sound level measured using sound level meters having the microphone close to Iho instrument
ease may depend on tlic orientation of the instrument with respect to the sound source, as well as on
the position of the observer making the measurement. The instructions given by the manufacturer
concerning the orientation of the sound level meter with respect to tho sound source and the observer
should therefore be carefully followed.
1 If a wind shield is used for the microphone, it should bo remembered that this may have an influcnco
en lite sensitivity of tlic sound level meter.
j. To ensure accurate measurements, it is recommended Ihnt before each scries of measurements tho
amplification of the sound level meter be checked, using a standard noiso source and adjusting as
necessary.
4. It is recommended that the sound level meter and the standard noise source bo calibrated periodically
at a laboratory equipped with the necessary facilities for free-field calibration.
hy peak which u obviously out of character with tlic general sound level being read should be
ignored.
4. ACOUSTICAL ENVIRONMENT
The test site should be such that hemispherical divergence exists to within ± 1 dB.
NOTE.—A suitable lest site, which could be considered ideal for tlic purpose of the measurements, would
insist of an open space of some 50 m radius, of which the central 20 m, for example, would consist of
concrete, asphalt or similar hard material.
la practice, departure from the to-called " ideal" conditions arises from four main causes:
(a) sound absorption by the surface of the ground;
(6) reflections from objects, such a* buildings, and trees, or from persons;
(c) ground which is not level or of uniform slope over a sufficient area;
(rf) wind.
It is impracticable to specify in detail the effect produced by each of these influences. It is con-
ercd important, however, that the surface of the ground within the measurement area be free
»om powdery snow, long grass, loose soil or ashes.
To minimise the effect of reflections, it is further recommended that the sum of the angles sub-
tended at the position of the test vehicle by surrounding buildings within 50 m radius should not
exceed 90* and that there be no substantial obstructions within a radius of 25 m from the vehicle.
Acoustical focussing effects and sites between parallel walls should be avoided.
Wherever possible, the level of ambient noise (including wind noise and—for stationary tests—
roller stand and tyre noise) should be such that the reading produced on the meter is at least
10 dB below that produced by the test vehicle. In other cases, the prevailing noise level should be
waled in terms of the reading of the meter.
^°Tt-—Care should be taken that gusts of wind do not distort the results of Iho measurements.
'•* presence of bystanders may have an appreciable influence on the meter reading, if such
P^wns are in the vicinity of the vehicle or the microphone. No person other than the observer
fcxhng the meter should therefore remain in the neighbourhood of the vehicle or the microphone.
^-Suitable conditions exist, if bystander* we at t distance from tho vehicle which It at least twice
*•* 4»taa« from vehicle to mkrophoiM.
-A27-
-------
s. MI;ASUUEMGNTS WITH VEIHCLGS IN MOTION
5.1 Tcsfin;; ground
The testing ground should be substantially level, and its surface texture such that it does
not cause excessive lyre noise.
5.2 Measuring positions
The distance from the measuring positions to the reference line CC (Fig. I) on the rood
should be 7.5 m. The pntb of the centre line of the vehicle should follow as closely a*
possible the line CC.
The microphone- should be'located 1.2 m above the ground level
5.3 Number of measurements
At least two measurements should be made on each tide of the vehicle as it passes the
measuring positions,
NOT*.—It is recommended that preliminary measurements be made for the purpose of adjustment.
Such preliminary measurements need not be included in the final result.
C
rfj
Microphone
, 74m
73 m
•« Mlcrophon*
Fig. 1. — MtMwtoj poi UfaM for BMMUICTIUH wilk Tcbklet IB BKKJo*
5.4 Test procedure
5.4.1 General conditions
The vehicle approaches the line AA in the appropriate conditions specified below:
When the front of the vehicle reaches the position, in relation to the microphone,
shown as A A in Figure I, the throttle is fully opened as rapidly as practicable and held
there until the rear of the vehicle reaches position BB in Figure 1, when the throttle is
closed as rapidly as possible.
Trailers, including the trailer portion of articulated vehicles, are ignored when con-
sidering the crossing of line BB.
NOTE.—If the vehicle is specially constructed with equipment (such as concrete mixers, com-
pressors, pumps, etc.), which is used whilst the vehicle it in normal service on the road, this
equipment should also be operating during the test.
-A28-
-------
5.4.2 Particular conditions
5.4.3.1 Vrmci.c WITH NO OCAR-DOX. The vehicle should approach the lino AA at a steady
ipccd corresponding
ciihcr to nn engine speed of three quarters of the speed at which the engine
develops its maximum power*
or to three quarters or the maximum engine speed permitted by the governor,
or to SO km/h,
whichever is the lowest
5.4.2.2 VI-.IIICLE WITH A MANUALLY oruATto GCAR-DOX. If the vehicle is fitted with a two-,
three-, or four-speed gear box, the second gear should be used. If the vehicle has
more than four speeds, the third gear should be used. Auxiliary step-up ratios
(" overdrive ") should not be engaged. If the vehicle is fitted with an auxiliary
reduction gear box, this should be used with the drive allowing the highest vehicle
speed.
The vehicle should approach the line AA at a steady speed corresponding
cither to an engine speed or three quarters of the speed at which the engine
develops its maximum power.
or to three quarters of the engine speed permitted by the governor,
or to 50 km/h,
whichever is the lowest
5.4.2.3 VEHICLE WITH AN AUTOMATIC DEAR-BOX. The vehicle should approach the line AA
at a steady speed of SO km/h or at three quarters of its maximum speed, whichever
is the lower. Where alternative forward drive positions are available, that position
which results in the highest mean acceleration of the vehicle between lines AA
nnd DO should be selected.
The selector position which is used only for engine braking, parking or similar
slow manoeuvres of the vehicle should be excluded.
5.4.2.4 AGRICULTURAL TRACTORS, SELF-morni£o AGRICULTURAL MACHINO AND MOTOR CUL-
TIVATOHS. The vehicle should approach the line AA at a steady speed of three
quarters of the maximum speed which can be achieved, using the gear-box ratio
which gives the highest road speed.
5.5 Statement of results
All readings taken on the sound level meter should be stated in the report
The basis of horsepower rating, if appropriate, should be stated in the report
The state of loading of the vehicle should also be specified in the report.
-A29-
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F76 SOUND LEVEL TEST METHOD
FOR MOTORCYCLES
-A30-
-------
Third Draft, August 1976
F76 - SOUND LEVEL TEST METHOD FOR MOTORCYCLES
1. SCOPE
This test procedure establishes the test procedure, environment, and
Instrumentation for determining sound levels typical of rapid motorcycle
acceleration.
2. INSTRUMENTATION
2.1 The following Instrumentation shall be used, where applicable:
2.1.1 A sound level meter which meets the Type 1 or S1A requirements of
American National Standard Specification for Sound Level Meters,
SI.4-1971, or successor standards. As an alternative to making direct
measurements using a sound level meter, a microphone or sound level
meter may be used with a magnetic tape recorder and/or a graphic level
recorder or Indicating Instrument provided that the system meets the
requirements of SAE Recommended Practice, Qualifying a Sound Data Ac-
quisition System - J184, or successor standards.
2.1.2 An acoustic calibrator with an accuracy of t 0.5 dB.
2.1.3 An engine speed tachometer having a steady state accuracy of within
3X of actual engine speed at 75% of peak power rpm*. The vehicle
tachometer may be used provided steady state accuracy meets the above
criterion. It should be noted that the response characteristics of
the tachometer will affect the sound level readings; tachometers which
lag 1n response generally lead to higher sound level readings. In
11eu of using an engine speed tachometer, speed sensors which provide
equivalent accuracy may be used to calculate engine rpm.
* "Peak power rpm" shall mean the rpm at which SAE net peak brake power 1s
reached, as defined 1n SAE Standard 0245.
-A31-
-------
2.1.4 An anemometer with steady-state accuracy of within i 105K at 20 km/h
(12 mph).
2.1.5 An acceptable wind screen may be used with the microphone. To be
acceptable, the screen must not affect the microphone response more
than + 0.5 dB for frequencies of 100-8000 Hz, taking Into account the
orientation of the microphone.
3. TEST SITE
3.1 The test site shall be a flat open space free of large sound-reflecting
surfaces (other than the ground), such as parked vehicles, signboards,
buildings or hillsides, located within 30 m (9B ft) radius of the micro-
phone location and the following points on the vehicle path (see Fig. 1):
a) The microphone point
b) A point 15 m (49 ft) before the microphone target point
c) A point 15 m (49 ft) beyond the microphone target polng
3.2 The measurement area within the test site shall meet the following
requirements and be laid out as described:
3.2.1 The surface of the ground within at least the triangular area formed
by the microphone location and the points 15 m (49 ft) prior to and
15 m (49 ft) beyond the microphone target point shall be flat and level
(grade not more than 0.5%), dry concrete or asphalt, free from snow,
soil or other extraneous material.
3.2.2 The vehicle path shall be of smooth, dry concrete or asphalt, free
of extraneous materials such as gravel, and of sufficient length for
safe acceleration, deceleration and stopping of the vehicle.
3.2.3 The microphone shall be located 15 m (49 ft) from the microphone
target point, measured perpendicular to the centerline of the vehicle
path, and 1.2 m (4 ft) above the ground plane.
-A32-
-------
3.2.4 The following points shall be established on the vehicle path:
a) Microphone target point - a point on the center!ine of the vehicle
path where a normal through the microphone location intersects the
vehicle path.
b) End zone - a zone on the vehicle path 7.5 m t 1 m (25 t 3 ft)
beyond the microphone target point.
3.2.5 The test area layout in Fig. 1 shows a directional approach from left
to right with one microphone location, for purposes of clarity. Sound
level measurements are to be made on both sides of the vehicle; there-
fore it will be necessary to establish either a second microphone
location on the opposite side of the vehicle path with a corresponding
clear area, or end zones and acceleration points for approaches from
both directions.
4. PROCEDURE
4.1 To establish the acceleration point, the end zone shall be approached in
second gear from the reverse direction at a constant engine speed of
50% t 2.5% of peak power rpm. When the front of the vehicle
reaches the center of the end zone (approached from the reverse direction),
the throttle shall be smoothly and fully opened to accelerate past the
microphone target point under wide-open throttle. When the vehicle reaches
75" t 2.5% of peak power rpm the throttle shall be closed. The location
of the front of the vehicle at the time of throttle closure shall be the
acceleration point for the test runs to be made in the opposite direction.
Sufficient practice runs shall be made to assure test validity, in
accordance with paragraph 4.2.
4.1.1 The distance from the acceleration point to the center of the end zone
must be at least 7.5 m (25 ft). If it is less than 7.5 m (25 ft) by
the procedure of Section 4.1, third gear, if the motorcycle is so
equipped, shall be used. If the distance is still less than 7.5 m
(25 ft) fourth gear, and so on, shall be used, if the motorcycle is so
equipped.
-A33-
-------
4.1.2 If the road speed at 75* of peak power rpm 1n second gear exceeds
100 km/h (62 mph), first gear shall be used.
4.1.3 If the motorcycle is equipped with an automatic transmission, the
procedure of Section 4.T shall be followed except that the lowest
selectable range shall be employed, and the procedure of 4.1.1 shall
be followed using the next selectable higher range if necessary and
if the vehicle is so equipped. If 75% of peak power rpm is reached
before the vehicle travels 7.5 m (25 ft), the throttle shall be
opened less rapidly, but in such a manner that full throttle and 75?
rpm are attained in the end zone.
4.1.4 Throttle opening shall be controlled to avoid wheel slip or lift-off.
Mandatory requirement is that the acceleration point be chosen such
that the vehicle accelerates and reaches an engine speed of 75*; ± 2.5?
of peak power rpm at full throttle, at the end point.
4.2 For the test under acceleration, the vehicle shall proceed along the
vehicle path in the forward direction at a constant engine speed of
50% t 2.5% of peak power rpm as established in Section 4.1. When the
front of the vehicle reaches the acceleration point, also established
1n Section 4.1, the throttle shall be smoothly and fully opened. Full
acceleration shall continue until an engine speed of 75% t 2.5* of peak
power rpm is reached, which shall occur within the end zone, and at
which time the throttle shall be closed.
4.3 Sufficient preliminary runs shall be conducted before the testing to
familiarize the rider with the test procedure and operating conditions
of the motorcycle. The engine temperature shall be within the normal
operating range prior to each run.
-A34-
-------
5. MEASUREMENTS
5.1 The sound level meter shall be set for fast response and for the A-
weighting network.
5.2 The meter shall be observed throughout the vehicle accelerating period.
The highest sound level obtained for the run shall be recorded.
5.3 At least six measurements shall be made for each side of the vehicle.
Sufficient measurements shall be made until at least four readings
from each side are within 2 dB of each other. The highest and the lowest
readings shall be discarded; the sound level for each side shall be the
average of the four, which are within 2 dB of each other. The sound level
reported shall be for that side of the vehicle having the highest sound
level.
5.4 The ambient sound level (including wind effects} at the test site due to
sources other than the vehicle being measured shall be at least 10 dB
lower than the sound level produced by the vehicle under test.
6. GENERAL COMMENTS
6.1 Technically competent personnel should select equipment, and the tests
should be conducted only by trained and experienced persons familiar with
the current techniques of sound measurement.
6.2 While making sound level measurements, not more than one person other
than the rider and the observer reading the meter shall be within 15 m
(49 ft) of the vehicle or microphone, and that person shall be directly
behind the observer reading the meter, on a line through the microphone
and the observer.
6.3 The test rider should be fully conversant with and qualified to ride the
machine under test and be familiar with the test procedure.
6.4 Proper use of all test instrumentation is essential to obtain valid
measurements. The instruction manual provided by the instrument manu-
facturer should be referred to for both recommended operation of the
-A35-
-------
instrument and precautions to be observed. Specific items to be considered
are:
6.4.1 The type of microphone, its directional response characteristics, and
its orientation relative to the ground plane and source of noise.
6.4.2 The effects of ambient weather conditions on the performance of all
instruments (for example, temperature, humidity and barometric pressure).
6.4.3 Proper signal levels, terminating impedances, and cable lengths on multi-
instrument measurement systems.
6.4.4 Proper acoustical calibration procedure to Include the Influence of
extension cables, etc. Field calibration shall be made immediately
before and after each test sequence. Internal calibration means are
acceptable for field use, provided that external calibration is accom-
plished immediately before and after field use.
7. REFERENCES
7.1 ANSI Sl.l - 1960, Acoustical Terminology.
7.2 ANSI SI.2 - 1962, Physical Measurement of Sound.
7.3 ANSI SI.4 - 1971, Specification for Sound Level Meters.
7.4 ANSI SI.13 - 1971, Method of Measurement of Sound Pressure Levels,
7.5 SAE J184, Qualifyinq a Sound Data Acquisition System.
-A36-
-------
7-S M-
15 K s
30 M-
0 n
30M RADIUS
M ICROPHONE
M£ASURO.M
-A37-
-------
F76a SOUND LEVEL TEST METHOD
FOR MOTORCYCLES
-A38-
-------
September 1976
F76a - SOUND LEVEL TEST METHOD FOR MOTORCYCLES
1. SCOPE
This test procedure establishes the test procedure, environment, and
Instrumentation for determining sound levels typical of rapid motorcycle
acceleration.
2. INSTRUMENTATION
2.1 The following Instrumentation shall be used, where applicable:
2.1.1 A sound level meter which meets the Type 1 or S1A requirements of
American National Standard Specification for Sound Level Meters,
SI.4-1971, or successor standards. As an alternative to making direct
measurements using a sound level meter, a microphone or sound level
meter may be used with a magnetic tape recorder and/or a graphic level
recorder or Indicating Instrument provided that the system meets the
requirements of SAE Recommended Practice, Qualifying a Sound Data Ac-
quisition System - 0184, or successor standards.
2.1.2 An acoustic calibrator with an accuracy of t 0.5 dB.
2.1.3 An engine speed tachometer having a steady state accuracy of within
3% of actual engine speeds between 50% and 100/1! of peak power rpm*.
The vehicle tachometer may be used provided steady state accuracy meets
the above criterion. It should be noted that the response characteris-
tics of the tachometer will affect the sound level readings; tacho-
meters which lag in response generally lead to higher sound level
readings. In lieu of using an engine speed tachometer, speed sensors
which provide equivalent accuracy may be used to calculate engine rpm.
2.1.4 An anemometer with steady-state accuracy of within t 10% at 20 kro/h
(12 mph).
* "Peak power rpm" shall mean the rpm at which SAE net peak brake power 1s
reached, as defined in SAE Standard J245.
-A39-
-------
2.1.5 An acceptable wind screen may be used with the microphone. To be
acceptable, the screen must not affect the microphone response more
than i 0.5 dB for frequencies of 100-8000 Hz, taking into account the
orientation of the microphone.
3. TEST SITE
3.1 The test site shall be a flat open space free of large sound-reflecting
surfaces (other than the ground), such as parked vehicles, signboards,
buildings or hillsides, located within 30 m (98 ft) radius of the micro-
phone location and the following points on the vehicle path (see Fig. 1):
a) The microphone point
b) A point 15m (49 ft) before the microphone target point
c) A point 15 m (49 ft) beyond the microphone target point
3.2 The measurement area within the test site shall meet the following require-
ments and be laid out as described:
3.2.1 The surface of the ground within at least the triangular £.*ea formed
by the microphone location and the points 15m (49 ft) prior to and
15 m (49 ft) beyond the microphone target point shall be flat and level
(grade not more than 0.5%), dry concrete or asphalt, free from snow,
soil or other extraneous material.
3.2.2 The vehicle path shall be of smooth, dry concrete or asphalt, free of
extraneous materials such as gravel, and of sufficient length for safe
acceleration, deceleration and stopping of the vehicle.
3.2.3 The microphone shall be located 15m (49 ft) from the microphone target
point, measured perpendicular to the centerline of the vehicle path,
and 1.2 m (4 ft) above the ground plane.
3.2.4 The following points shall be established on the vehicle path:
a) Microphone target point - a point on the centerline of the vehicle
path where a normal through the microphone location intersects the
vehicle path.
-A40-
-------
b) End zone - a zone On the vehicle path 7.5 m t 1 m (25 t 3 ft)
beyond the microphone target point.
The test area layout in Fig. 1 shows a directional approach from left
to right with one microphone location, for purposes of clarity. Sound
Ifvel measurements are to be made on both sides of the vehicle; there-
fore it will be necessary to establish either a second microphone
location on the opposite side of the vehicle path with a corresponding
clear erea» or end zones and acceleration points for approaches from
both directions.
4, ROCEDURE
The test procedure requires acceleration of the vehicle at full throttle
1n such a manner that a prescribed engine rpm, herein referred to as the
Closing rpm, is reached when the motorcycle is within the end zone. The
Closing rpm 1s a function of engine size (displacement), being 100% of
peak power rpm for 100 cc displacement, and 60* for 600 cc. For dis-
placements between 100 cc and 600 cc, a straight line relationship
applies which may be determined from Fig. 2 or computed by
% rpm » 108 - 0.08 (displacement cc)
For displacements below 100 cc the closing rpm is 100? of peak power rpm,
*nd for displacements above 600 cc the closing rpm is 60% of peak power
rpm,,
4,1 To establish the acceleration point, the end zone shall be approached in
second gear from the reverse direction at a constant engine speed of 50*
t 2,5% of peak power rpm. When the front of the vehicle reaches the
of the end zone (approached from the reverse direction), the
shall be smoothly and fully opened to accelerate past the micro-
phone target point under wide-open throttle. When the vehicle reaches
the specified closing rpm the throttle shall be closed. The location of
the front of the vehicle at the time of throttle closure shall be the
posttvt for the test runs to be made in the opposite direction.
practice runs shall be made to assure test validity, in
tcwrteace wtth, paragraph 4.3.
-A41-
-------
4.2.1 The distance from the acceleration point to the center of the end
zone must be at least 7.5 m (25 ft). If it is less than 7.5 m (25 ft)
by the procedure of section 4.2, third gear, if the motorcycle is so
equipped, shall be used. If the distance is still less than 7.5 m
(25 ft) fourth gear, and so on, shall be used, if the motorcycle is
so equipped.
4.2.2 If the motorcycle is equipped with an automatic transmission, the
procedure of section 4.2 shall be followed except that the lowest
selectable range shall be employed, and the procedure of ,4.2.1 shall
be followed using the next selectable higher range if necessary and
if the vehicle is so equipped. If the specified closing rpm is reached
before the vehicle travels 7.5 m (25 ft), the throttle shall be opened
less rapidly, but in such a manner that full throttle and the specified
closing rpm are attained in the end zone.
4.2.3 Throttle opening shall be controlled to avoid wheel slip or lift-off.
Mandatory requirement is that the acceleration point be cnosen such
that the vehicle accelerates and reaches the specified closing rpm at
full throttle, at the end point.
4.3 For the test under acceleration, the vehicle shall proceed along the
vehicle path in the forward direction at a constant engine speed of 50^,
i 2.5S of peak power rpm as established in section 4.2. When the front
of the vehicle reaches the acceleration point, also established in
section 4.2, the throttle shall be smoothly and fully opened. Full
acceleration shall continue until the specified closing rpm is reached,
which shall occur within the end zone, and at which time the throttle
shall be closed.
4.4 Sufficient preliminary runs shall be conducted before the testing to
familiarize the rider with the test procedure and operating conditions of
the motorcycle. The engine temperature shall be within the normal oper-
ating range prior to each run.
-A42-
-------
5. MEASUREMENTS
5.1 The sound level meter shall be set for fast response and for the A-
welghting network.
5.2 The meter shall be observed throughout the vehicle accelerating period.
The highest sound level obtained for the run shall be recorded.
5.3 At least six measurements shall be made for each side of the vehicle.
Sufficient measurements shall be made until at least four readings from
each side are within 2 dB of each other. The highest and the lowest
readings shall be discarded; the sound level for each side shall be the
average of the four, which are within 2 dB of each other. The sound
level reported shall be for that side of the vehicle having the highest
sound level.
5.4 The ambient sound level (including wind effects) at the test site due to
sources other than the vehicle being measured shall be at least 10 dB
lower than the sound level produced by the vehicle under test.
6. GENERAL COMMENTS
6.1 Technically competent personnel should select equipment, and the tests
should be conducted only by trained and experienced persons familiar with
the current techniques of sound measurement.
6.2 While making sound level measurements, not more than one person other
than the rider and the observer reading the meter shall be within 15 m
(49 ft) of the vehicle or microphone, and that person shall be directly
behind the observer reading the .meter, on a line through the microphone
and the observer.
6.3 The test rider should be fully conversant with and qualified to ride the
machine under test and be familiar with the test procedure.
6.4 Proper use of all test instrumentation Is essential to obtain valid
measurements. The instruction manual provided by the instrument manu-
facturer should be referred to for both recommended operation of the
-A43-
-------
Instrument and precautions to be observed. Specific items to be con-
sidered are:
6.4.1 The type of microphone, its directional response characteristics, and
its orientation relative to the oround plane and source of noise.
6.4.2 The effects of ambient weather conditions on the performance of all
instruments (for example, temperature, humidity and barometric pressure)
6.4.3 Proper signal levels, terminating impedances, and cable lengths of
multi-instrument measurement systems.
6.4.4 Proper acoustical calibration procedure to include the influence of
extension cables, etc. Field calibration shall be made immediately
before and after each test sequence. Internal calibration means are
acceptable for field use, provided that external calibration is accom-
plished immediately before and after field use.
7. REFERENCES
7.1 ANSI Sl.l - 1960, Acoustical Terminology
7.2 ANSI SI.2 - 1962, Physical Measurement of Sound
7.3 ANSI SI.4 - 1971, Specification for Sound Level Meters
7.4 ANSI SI.13 - 1971, Method of Measurement of Sound Pressure Levels
7.5 SAE J184, Qualifying a Sound Data Acquisition System
-A44-
-------
7-5 M=
15 K
3o H&
A -, MKROPHOMf..
POINT
B - ACCELERATION
POIWT (VARIABLE)
C- CEMTER. OF
END ZONE-
F\G. I - TEST M£ASUR6.M(i.NT AR(=A ^ P60C£DUR.e. MO.
-A45-
-------
^k
CT*
I
UJ
Q-
400
600
800
1000
1200
DISPLACEMENT - cc
FIGURE 2. CLOSING RPM FOR F76a MOVING VEHICLE ACCELERATION TEST
-------
R60 SOUND LEVEL TEST METHOD
FOR MOTORCYCLES
-A47-
-------
FIRST DRAFT
SOUND LEVEL TEST METHOD FOR MOTORCYCLES
SCOPE
This test procedure establishes the teat procedure, environment,
and instrumentation for determining sound levels typical of
motorcycle acceleration.
INSTRUMENTATION
2.1 The following instrumentation shall be used, where applicable:
2.1.1 A sound level meter which meets the Type 1 or S1A requirements
of American National Standard Specification for Sound Level Meters,
SI.4-1971. As an alternative to making direct measurements using
a sound level meter/ a microphone or sound level meter may be used
with a magnetic tape recorder and/or a graphic level recorder or
indicating instrument provided that the system meets the requirements
of SAE Recommended Practice, Qualifying a Sound Data Acquisition
System - J184.
2.1.2 An acoustic calibrator with an accuracy of £ 0.5 dB (see
paragraph 6.4.4). *~
2.1.3 An engine speed tachometer having a steady state accuracy
of within 3% of actual engine speed at 80% of maximum rated net
horsepower rpra. The vehicle tachometer may be used provided steady-
state accuracy meets the above criterion. It should be noted tlat
the response characteristics of the tachometer will affect the sound
level readings; tachometers which lag in response generally lead
to higher sound readings.
In lieu of using an engine speed tachometer, speed sensors with
an accuracy of within 2% of the vehicle speed at 50 km/h (31 mph)
may be used to calculate engine rpm at the acceleration and end
points.
2.1.4 A speedometer with steady-state accuracy of within + 10%.
2.1.5 An anemometer with steady-state accuracy of within + 10%
at 20 kmA (12 mph). "~
2.1.6 An acceptable wind screen may be used with the microphone.
To be acceptable, the screen must not affect the microphone response
more than + 0.5 dB for frequencies of 100-8000 Hz.
3. TEST SITE
3.1 The test site shall be a flat open space free of large sound-
reflecting surfaces (other than the ground), such as parked
vehicles, signboards, buildings or hillsides, located within
30 m (98 ft) radius of the microphone location and the following
-A48-
-------
points on the vehicle path (see Fig. 1):
a) The microphone point
b) A point 15 m (49 ft) before the microphone target point
c) A point 15 m (49 ft) beyond the microphone target point
3.2 The measurement area within the test site shall meet the
following requirements and be laid out as describedt
3.2.1 The surface of the ground within at least the triangular
area formed by the microphone location and the points 15 m (49 ft)
prior to and 15 m (49 ft) beyond the microphone target point shall
be flat and level (grade not more than 0.5%), dry concrete or
asphalt, free frau snow, soil or other extraneous material.
3.2.2 The vehicle path shall be of relatively smooth, dry concrete
or asphalt, free of extraneous materials such as gravel, and or
sufficient length for safe acceleration, deceleration and stopping
of the vehicle.
3.2.3 The microphone shall be located 15 m (49 ft) from the center-
line of the vehicle path and 1.2 m (4 ft) above the ground plane.
3.2.4 The following points shall be established on the vehicle
path:
a) Microphone target point - a point on the center line of.
the vehicle path where a normal through the microphone
location intersects the vehicle path.
b) End point - a point on the vehicle path 7.5 m + 1 m
(25 +_ 3 ft) beyond the microphone target point.
3.2.5 The test area layout in Pig. 1 shows a directional approach
from left to right with one microphone location, for purposes of
clarity. Sound level measurements are to be made on both sides
of the vehicle; therefore, it will be necessary to establish either
a second microphone location on the opposite side of the vehicle
path with a corresponding clear area or end points and acceleration
points for approaches from both directions.
4. PROCEDURE
4.1 To establish the acceleration point, the end point shall be
approached in second gear from the reverse direction at a constant
engine Speed Of 75% of K&Q, where R£0 is defined as the engine RPM
corresponding to the speed of 60 MPH in the highest transmission gear.
When the front of the vehicle reaches the end point, the throttle
shall be fully opened to accelerate past the microphone point under
wide open throttle. When the vehicle reaches 100% of
-A49-
-------
the throttle shall be closed. The
location of the front of the vehicle at the time of throttle
closure shall be the acceleration point for the test runs to
be made in the opposite direction.
4.1.1 Hie distance from the acceleration point to the end
point must be at least 7.5 ra (25 ft). If it is less than
7.5 m by the procedure of section 4.1, third gear/ if the
motorcycle is so equipped, shall be used. If the distance
is still less than 7.5 m, fourth gear, and so on, shall be
used, if the motorcycle is so equipped.
4.1.3 If the motorcycle is equipped with an automatic trans-
mission, the procedure of section 4.1 shall be followed except
that the lowest selectable range shall be employed, and the
procedure 4.1.1 shall be followed using the next selectable
higher range if the vehicle is so equipped.
4.1.4 Throttle opening shall be controlled to avoid wheel
slip or lift-off. Mandatory requirement is that the accel-
eration point be chosen such that the vehicle accelerates
and reaches an engine speed at 100% of Reo at the end point.
4.2 For the test under acceleration, the vehicle shall
proceed along the vehicle path in the forward direction
at a constant engine speed of 75% of R$O
as established in section 4.1. When
the front of the vehicle reaches the acceleration point,
also established in section 4.1, the throttle shall be
fully opened. Full acceleration shall continue until
an engine speed of 100% of R$Q is reached.
4.3 Sufficient preliminary runs shall be conducted before
the testing to familiarize the rider with the test procedure
and operating conditions of the motorcycle. The engine
temperature shall be within the normal operating range
prior to each run.
-A50-
-------
IS
30
A -M lCRO?HO»e
TARGET
Figure 1
5. MEASUREMENTS
5.1 The sound level meter shall be set for fast response and for the
A-weighting network.
5.2 the meter shall be observed throughout the vehicle accelerating
period. Record the highest sound level obtained for the run.
5.3 At least six measurements shall be made for each side of the
vehicle. Sufficient measurements shall be made until at least four
readings from each side are within 2 dB of each other. The highest
and the lowest readings shall be discarded; the sound level for each
-A51-
-------
-5-
side shall be the average of the four, which are within 2 dB of each
other. The sound level reported shall be for that side of the vehicle
having the highest sound level.
5.4 The ambient sound level (including wind effects) at the test site
due to sources other than the vehicle being measured shall be at least
10 dB lower than the sound level produced by the vehicle under test.
6. GENERAL COMMENTS
6.1 Technically competent personnel should select equipment, and the
tests should be conducted only by trained and experienced persons
familiar with the current techniques of sound measurement.
6.2 While making sound level measurements, not more than one person
other than the rider and the observer reading the meter shall be within
15 m (49 ft) of the vehicle or microphone, and that person shall be
directly behind the observer reading the meter, on a line through the
nicophone and the observer.
6.3 The test rider should be fully conversant with and qualified to
ride the machine under test and be familiar with the test procedure.
6.4 Proper use of all test instrumentation is essential to obtain
valid measurements. The instruction manual provided by the instrument
manufacturer should be referred to for both recommended operation of
the instrument and precautions to be observed. Specific items to be
considered are:
6.4.1 The type of microphone, its directional response characteristics,
and its orientation relative to the ground plane and source of noise.
6.4.2 The effects of ambient weather conditions on the performance
of all instruments (for example, temperature, humidity and barometric
pressure).
6.4.3 Proper signal levels, terminating impedances, and cable lengths
on multi-instrument measurement systems.
6.4.4 Proper acoustical calibration procedure to include the influence
of extension cables, etc. Field calibration shall be made immediately
before and after each test sequence. Internal calibration means are
acceptable for field use, provided that external calibration is accom-
plished immediately before and after field use.
7. REFERENCES
7.1 ANSI Sl.l - 1960, Acoustical Terminology
7.2 ANSI SI.2 - 1962, Physical Measurement of Sound
7.3 ANSI SI.4 - 1971, Specification for Sound Level Meters
7.4 ANSI SI.13 - 1971, Method of Measurement of Sound Pressure Levels
7.5 SAC J184, Qualifying a Sound Data Acquisition System
-A52-
-------
F77 - SOUND LEVEL TEST METHOD FOR
SMALL MOTORCYCLES
-A53-
-------
F77 - SOUND LEVEL TEST METHOD FOR SMALL MOTORCYCLES Second Draft, July
1. SCOPE
This test procedure establishes the test procedure, environment, and
Instrumentation for determining sound levels of motorcycles which on
level terrain do not exceed 100 km/h (62 mph) and the manufacturer's
maximum recommended engine speed at wide open throttle in the highest gear
2. INSTRUMENTATION
2.1 The following instrumentation shall be used:
2.1.1 A sound level meter which meets the Type 1 or S1A requirements of
American National Standard Specification for Sound Level Meters,
SI. 4-1971, or successor standards. As an alternative to making direct
measurements using a sound level meter, a microphone or sound level
meter may be used with a magnetic tape recorder and/or a graphic level
recorder or indicating instrument provided that the system meets the
requirements of SAE Recommended Practice, Qualifying a Sound Data
Acquisition System - J184, or successor standards.
2.1.2 An acoustic calibrator with an accuracy of + 0.5 dB.
2.1.3 An anemometer with steady-state accuracy of vnthln t 10X at 20 km/h
(12 mph).
2.1.4 An acceptable wind screen may be used with the microphone. To be
acceptable, the screen must not affect the microphone response more
than ± 0.5 dB for frequencies of 100-8000 Hz, taking Into account the
orientation of the microphone.
3. TEST SITE
»
3.1 The test site shall be a flat open space free of large sound-reflecting
surfaces (other than the ground), such as parked vehicles, signboards,
buildings or hillsides, located within 30 m (98 ft) radius of the micro-
phone location and the following points on the vehicle path (see Fig. 1):
-A54-
-------
a) The microphone location.
b) A point 15m (49 ft) before the microphone target point.
c) A point 15 m (49 ft) beyond the microphone target point.
3.2 The measurement area within the test site shall meet the following
requirements and be laid out as described:
3.2.1 The surface of the ground within at least the triangular area formed
by the microphone location and the points 15 m(49 ft) prior to and
15 m (49 ft) beyond the microphone target point shall be flat and level
(grade not more than 0.5%), dry concrete or asphalt, free from snow,
soil or other extraneous material.
3.2.2 The vehicle path shall be smooth, dry concrete or asphalt, free of
extraneous materials such as gravel, and of sufficient length for safe
acceleration, deceleration and stopping of the vehicle.
3.2.3 The microphone shall be located 15 m (49 ft) from the centerline of
tne vehicle path and 1.2 m (4 ft) above the ground plane.
3.2.4 The following points shall be established on the vehicle path:
a) Microphone target point - a point on the center!ine of the vehicle
path where a normal through the microphone location Intersects the
vehicle path.
b) End point - a point on the vehicle path 7.5 m ± 1 m (25 ± 3 ft)
beyond the microphone target point.
3.2.5 The test area layout in Fig. 1 shows a directional approach from left
to right with one microphone location, for purposes of clarity. Sound
level measurements are to be made on both sides of the vehicle; there-
fore, it will be necessary to establish either a second microphone
location on the opposite side of the vehicle path with a corresponding
clear area or to conduct tests with approaches in both directions.
-A55-
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4. PROCEDURE
4.1 The vehicle shall approach the microphone target point with the throttle
fully open and 1n the highest gear. The vehicle shall start such that
maximum speed is reached before the vehicle is within 7.5 m (25 ft) of
the microphone target point. The vehicle shall continue along the vehicle
path with fully open throttle and maximum speed past the end point, at
which time the throttle shall be closed.
4.1.1 If the motorcycle is equipped with an automatic transmission, the
procedure of section 4.1 shall be followed except that the highest
selectable range shall be employed.
4.2 Sufficient preliminary runs shall be conducted before the testing to
familiarize the rider with the test procedure and operating conditions
of the motorcycle. The engine temperature shall be within the normal
operating range prior to each run.
5. MEASUREMENTS
5.1 The sound level meter shall be set for fast response and for the A-
weighting network.
5.2 The meter shall be observed throughout the vehicle pass-by period. The
highest sound level obtained for the run shall be recorded.
5.3 At least three measurements shall be made for each side of the vehicle.
Sufficient measurements shall be made until three readings from each side
are within 2 dB of each other. The sound level for each side of the
vehicle shall be the average of the three. The sound level reported
shall be for that side of the vehicle having the highest sound level.
5.4 The ambient sound level (including wind effects) at the test site due
to sources other than the vehicle being measured shall be at least 10 dB
lower than the sound level produced by the vehicle under test.
-A56-
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6. GENERAL COMMENTS
6.1 Technically competent personnel should select equipment, and the tests
should be conducted only by trained and experienced persons familiar with
the current techniques of sound measurement.
6.2 While makinq sound level measurements, not more than one person other
than the rider and the observer reading the meter shall be within 15 m
(49 ft) of the vehicle or microphone, and that person shall be directly
behind the observer reading the meter, on a line through the microphone
and the observer.
6.3 The test rider should be fully conversant with and qualified to ride the
machine under test and be familiar with the test procedure.
6.4 Proper use of all test instrumentation is essential to obtain valid
measurements. The instruction manual provided by the instrument manu-
facturer should be referred to for both recommended operation of the
instrument and precautions to be observed. Specific items to be con-
sidered are:
6.4.1 The type of microphone, its directonal response characteristics, and
its orientation relative to the ground plane and source of noise.
6.4.2 The effects of ambient weather conditions on the performance of all
Instruments (for example, temperature, humidity and barometric pressure).
6.4.3 Proper signal levels, terminating impedances, and cable lengths on
multi-instrument measurement systems.
6.4.4 Proper acoustical calibration procedure to include the influence of
extension cables, etc. Field calibration shall be made inmediately
before and after each test sequence. Internal calibration means are
acceptable for field use, provided that external calibration is accom-
plished immediately before and after field use.
-A57-
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7. REFERENCES
7.1 ANSI S1.1 - 1960, Acoustical Terminology.
7.2 ANSI SI.2 - 1962, Physical Measurement of Sound.
7.3 ANSI SI.4 - 1971, Specification for Sound Level Meters.
7.4 ANSI SI.13 - 1971, Method of Measurement of Sound Pressure Levels.
7.5 SAE J184, Qualifying a Sound Data Acquisition System.
-A58-
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t\ \
I c \
C t* N
F-77
-A59-
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F50 - STATIONARV VEHICLE NOISE TEST
PROCEDURE FOR MOTORCYCLES
-A60-
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Second Draft, July 1976
F50 - STATIONARY VEHICLE NOISE TEST PROCEDURE FOR MOTORCYCLES
1. SCOPE
This document establishes the test procedure, environment and instrumentation
for determining sound levels of stationary motorcycles. This test method is
complementary to, but Independent from, other standardized test procedures
such as acceleration sound level tests, The test is intended to check ex-
haust systems and exhaust noise from motorcycles in use, and for certification
of aftermarket products which affect exhaust system noise.
2. INSTRUMENTATION
2.1 A sound level meter which meets the Type 1 or SIA requirements of American
National Standard Specification for Sound Level Meters, SI.4-1971, or suc-
cessor standards. As an alternative to making direct measurements using a
sound level meter, a microphone or sound level meter may be used with a
magnetic tape recorder and/or a graphic level recorder or indicating instru-
ment provided that the system meels the requirements of SAE Recommended
Practice, Qualifying a Sound Data Acquisition System - J184, or successor
standards. Type 2 and Type S2A sound level meters are acceptable if
allowance is made for the wider tolerance limits of these meters.
2.2 An acoustic calibrator with an accuracy of t 0.5 dB.
2.3 An engine speed tachometer having steady-state accuracy of within 3% of
actual engine speed at 50% of maximum net horsepower rpm*. The vehicle
tachometer may be used provided that the above criterion is met.
2.4 An anemometer with steady-state accuracy of within ± 10% at 20 km/h (12 mph).
An acceptable wind screen may be used with the microphone. To be acceptable,
the screen must not affect the microphone response more than ± 0.5 dB for
frequencies of 100-8000 Hz, taking into account the orientation of the
microphone.
* "Maximum net horsepower rpm" shall mean the rpm at which SAE net peak brake
power is reached, as defined in SAE Standard J245.
-A61-
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3. TEST SITE
3.1 The test site shall be a flat open surface free of large sound-reflecting
surfaces (other than the ground) such as parked vehicles, signboards,
buildings, or hillsides, located within 5 m (16 ft) radius of the motorcycle
being tested and the location of the microphone.
3.2 The surface of the ground, within a one meter radius of the exhaust outlet
shall be concrete or asphalt and flat and level.
3.3 The ambient sound level (Including wind effects) at the test site due to
sources other than the motorcycle being measured shall be at least 10 dB(A)
lower than the sound level produced by the motorcycle under test.
3.4 Wind speed at the test site during test shall be not greater than 32 km/h
(20 mph).
3.5 While making sound level measurements, not more than one person other than
the rider and the measurer shall be within 3 m (10 ft) of the motorcycle
under test or the microphone, and that person shall be directly behind the
measurer on a line through the microphone and the measurer.
4. MEASUREMENTS
4.1 The sound level meter shall be set for the A-we1ghting network and shall
be set for "slow" response.
4.2 The microphone shall be located 0.5 m from the rearmost exhaust outlet,
at the same height above the ground as the exhaust outlet, and on a line
45° t 10° (measured 1n the horizontal plane) from the direction of the
exhaust discharge, on the side of the discharge away from the centerllne
of the vehicle. The microphone shall be oriented in relation to the ex-
haust outlet, for maximum sensitivity, 1n the manner prescribed by the
manufacturer of the instrument.
4.3 The rider shall sit astride the motorcycle 1n normal riding position with
both feet on the ground and run the engine with the gearbox in neutral at
a speed equal to 50% maximum net horsepower rpm. If no neutral 1s provided
-A62-
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the motorcycle shall be operated either with the rear wheel 5-10 cm
(2-4 in.) clear of the ground, or with the drive chain or belt removed.
4.4 The sound level recorded shall be that measured during steady-state
operation at the above-mentioned engine speed, measured on the loudest
side of the motorcycle. Measurements must be taken with the engine at
normal operating temperature.
5. STATEMENT OF RESULTS
The test report shall Include all relevant details about the measurements,
Including the following:
• the vehicle type tested, with description of abnormal conditions
- the test site, ground conditions and weather conditions
• the measurement Instrumentation
• the location and orientation of the microphone
- engine operating speed used for the test
- the sound level determined by the test
- background sound level at each measuring point
6. GENERAL COMMENTS
6.1 Proper use of all test Instrumentation 1s essential to obtaining valid
measurements. Operating manuals or other literature furnished by the
Instrument manufacturer should be referred to for both recommended opera-
tion of the Instrument and precautions to be observed.
6.2 Specific Items for consideration:
6.2.1 The type of microphone. Its directional response characteristics, and
Its orientation relative to the ground plane and the sources of sound.
6.2.2 The effects of ambient weather conditions on the performance of all
Instruments (e.g., temperature, humidity and barometric pressure).
-A63-
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6.2.3 Proper acoustical calibration procedure to include the influence of
extension cables, etc. Field calibration should be made immediately
before the first test of each test day, and thereafter at intervals of
no less than 1 hour. Internal calibration is acceptable for field use,
provided that external (acoustical) calibration is accomplished im-
mediately before and after each test day.
6.2.4 A measuring probe (to establish the 0.5 m distance) attached to the
microphone or sound level meter should not be employed without veri-
fying that the technique does not affect measured sound level readings.
-A64-
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PROPOSED FIELD TEST PROCEDURE
FOR SOUND LEVELS OF COMPETITION MOTORCYCLES
(Stationary Vehicle Test)
-A65-
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Revised 1-30-76
MOTORCYCLE INDUSTRY COUNCIL,
PROPOSED FIELD TEST PROCEDURE
FOR SOUND LEVELS OF COMPETITION MOTORCYCLES
1. Scope. This document establishes the test procedure, environment, and
instrumentation for determining sound levels of competition motorcycles under
field conditions. This procedure is designed to be incorporated as part of a
mandatory technical inspection.
2. Instrumentation.
2.1. The following instrumentation shall be used:
2.1.1. For professional competition, a sound level meter meeting all require-
ments for type 1, type 2, type SI A or type S2A of American National Standards
Institute SI.4-1971 (ANSI SI.4-1971).
2.1.2. For amateur competition, a sound level meter meeting the requirements
of Section 2.1.1., above, or of ANSI SI .4-1971 type 3 or type S3A.
2.2. A windscreen which does not affect microphone response more than ±
1 dB(A) for frequencies of 63-4000 Hz and + l\ dB(A) for frequencies of
4000-10,000 Hz, taking into account the orientation angle of the microphone.
2.3. If the motorcycle under test is not provided with a tachometer, then an
engine speed tachometer with a steady state accuracy of + 5% shall be used.
The tachometer may be a pointer type or a vibrating reed type as long as the
accuracy specification is met.
4100 Birch St. Suit* 101 * Newport Bwch. C»lll. 92660 • (714) 752-7%%,
-A66-
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3. Test Site.
3.1 The tost site shall be a flat open surface free of large sound-reflecting
surfaces (other than the ground) such as parked vehicles, signboards, buildings,
or hillsides, located within 5m (16 ft) radius of the motorcycle being tested and
the location of the microphone.
3.2. The surface of the ground, within the area described in Section 3.1.,
should be as level as possible and shall be free of loose or powdered snow,
plowed soil, grass of a height greater than 15 crn (6 in), brush, trees, or other
extraneous material.
3.3. The microphone shall be located behind, 0.5m (20 in) (+ .Olm(£ in) from,
and at the same height as, the rearmost exhaust outlet and at a 45-degree angle
(+_ 10 degree) to the normal line of travel of the motorcycle. The longitudinal
axis of the microphone shall be in a plane parallel to the ground plane.
3.4. No wire or other means of distance measurement shall be attached to the
microphone. (This may lead to erroneous reading)
4t Procedure. The rider shall sit astride the motorcycle in normal riding position
with both feet on the ground and run the engine with the gearbox in neutral at a
speed equal to \ of the manufacturer's recommended maximum engine speed
(red line). If no neutral is provided the motorcycle shall be operated cither
with the rear wheel 5-10 cm (2-4 in) clear of the ground, or with the drive
chain or belt removed. If no red line is published for the particular motorcycle
then an engine speed equal to 60 percent of the engine speed at which maximum
horsepower Is developed shall be used. If neither red line nor maximum horse-
power engine speed Is published* then the test speed N shall be calculated
-A67-
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from the following formulae:
N = 306,000 T stroke, mm or. N = 12,000 t stroke, inch
-------
6.3. Proper use of all test instrumentation is essential to obtaining valid
measurements. Operating manuals or other literature furnished by the instru-
ment manufacturer should be referred to for both recommended operation of
the instrument and precautions to be observed.
Specific items to be considered are:
6.3.1. The type of microphone, its directional response characteristics,
and its orientation relative to the ground plane and the sources of sound.
6.3.2. The effects of ambient weather conditions on the performance of
all instruments (e.g., temperature, humidity and barometric pressure).
6.3.3. Proper accoustical calibration procedure to include the influence of
extension cables, etc. Field calibration should be made immediately before
the first test of each test day, and thereafter at intervals of no less than 1
hour. Internal calibration is acceptable for field use, provided that ex-
ternal (accoustical) calibration is accomplished immediately before and after
each test day.
6.4. The procedure is intended for use as a pass'-fail test, therefore, when
limits are specified to be measured by this procedure, they should be set at
maxima, with no additional tolerance permitted.
6.5. The use of the word "shall" in the procedure is to be understood as
obligatory. The use of the word "should" is to be understood as advisory.
-A69-
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ISO PROPOSED STATIONARY
VEHICLE TEST METHOD
-A70-
-------
IbO/TC 43/SCl (SLCRETARIAT-122) 2G2L
Hay 1975
Second Draft Proposal
For
Acoustics -
Survey Method for the Measurement of Noise
Emitted by Stationary Motor Vehicles
(Revision of doc 43/1 N 214)
1. INTRODUCTION
This document describes a test method for the control of vehicles
1n use, which is complementary, but independent from measuring methods
described in other international standards and intended for type approval
of vehicles.
2. SCOPE
This document specifies the conditions for measuring the noise produced
by a stationary vehicle at a readily obtainable site having usual char-
acteristics. The method is intended to check vehicles in service, and
also to determine variations of the noise emitted by different parts
of the vehicle under test which can result from:
- the wear or abnormal working of certain components, when the defect
does not appear by visual inspection.
- the partial or complete removal of devices reducing the emission
of certain noises.
These variations shall be determined by comparing the roadside or
control measurements with reference measurements made under similar
conditions during the type approval of the vehicle.
3. MEASURING DEVICES
3.1 Instrumentation for acoustical measurements
The microphone must be of the omnidirectional type.
-A71-
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The noise measurement device must he of the "precision sound level
meter" type in accordance with Publication IEC 179.
The measurements shall be made using weighting network 'A', and meter
time constant "fast response".
A suitable wind screen may be used to reduce the influence of wind
on the readings.
3.2 Measurement of engine speed
Measurement of the engine speed shall be carried out by means of a
revolution counter external to the vehicle, which allows measurements
to be made within an accuracy of 3%.
4. TEST SITE - LOCAL CONDITIONS
Measurements shall be made on a stationary vehicle in an area which
does not present a great deal of disturbance to the sound field. Every
open space will be considered as a suitable test site if it consists
of a flat area made of concrete, asphalt or hard materials having a
high acoustical reflectivity, excluding compressed or other earth
surfaces, in which one can trace a rectangle whose sides are at least
three meters from the extremities of the vehicle, inside which there
is no noticeable obstacle; in particular the vehicle shall be at a
distance not less than 1 m from a pavement edge when the exhaust noise
is measured.
Nobody shall stand in the measurement area, except the observer and .
the driver, whose presence must have no influence on the meter read-
ing.
5. AMBIENT NOISE AND HIND INTERFERENCE
The ambient noise levels at each measuring point shall be at least
10 dC(A) below the levels measured during the tests at the same points.
-A72-
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C. MEASURING f£THOD
6.1 fdumber of measurements
At least three measurements shall be carried out at each measuring
point. The measurements shall be considered valid if the range of
three measurements made immediately one after the other is not greater
than 2 dB (A). The highest value given by these three measurements
will constitute the result.
6.2 Positioning and preparation of the vehicle
The vehicle shall be located in the centre of the test area, with
the gear box in neutral and the clutch engaged.
Before each series of measurements the engine must be brought to its
normal operating temperature.
Note: For the reference test, it shall be verified that the cooling
fan and other accessories necessary for engine functioning are
working.
6.3 Measuring of noise in proximity to the exhaust (fig. 1)
6.3.1 Positions of the microphone
The height of the microphone above the ground shall be equal to that
of the outlet pipe of the exhaust gases, but in any event shall be
limited to a minimum value of 0.2 m.
The microphone must be pointed towards the orifice of the gas flow
and located at a distance of 0.5 m from the Utter.
Its axis of maximum sensitivity must be parallel to the ground and
must make an angle of 45° +_ 10° with the vertical plane containing
the direction of the gas flow.
In relation to this plane, the microphone must be placed to the
external side of the vehicle (the side which gives a maximum distance
between the microphone and the driving position).
-A73-
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In the case of a vehicle provided with two or more exhaust outlets
spaced less than 0.3 m apart and connected to a single silencer, only
one measurement is made; the microphone position is related to the
outlet nearest to the external side of the vehicle or, when such out-
let does not exist, to the outlet which is the highest above the
ground.
For vehicles with a vertical exhaust (e.g. commercial vehicles) the
microphone shall be placed at a height of 1.2 m. Its axis shall be
vertical and oriented upwards. It shall be placed at a distance of
0.5 m from the side of the vehicle nearest to the exhaust.
For vehicles provided with exhaust outlets spaced more than 0.3 m
apart, one measurement is made for each outljet as if it were the only
one, and the highest level is noted.
6.3.2 Operating conditions of the engine
The engine speed is stabilized at one of the following values:
- For vehicles with controlled ignition engine, 3/4 S
- For vehicles with diesel engine, the governed no load speed
- For motorcycles, S/2 if S > 5000 RPM, 3/4 S if S < 5000 RPM
S is the engine speed at which the engine produces its maximum power.
Note: It is recommended to ascertain that the governed speed of the
diesel engine corresponds with its nominal governed speed.
The throttle is then suddenly closed, and the noise levels are measured
during the whole deceleration period. The highest level only should
be noted.
-A74-
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6.4 Measurement of noise near the engine (fig 2)
6.4.1 Position of the microphone:
The height of the microphone should be equal to 0.5 m. Its axis of
maximum sensitivity shall be parallel with the ground and situated
in a vertical plane whose position depends on the type of vehicle:
engine in front: vertical plane through the front axle
engine at the rear: vertical plane through the rear axle
engine at the center and motorcycles: vertical plane through the mid-
point of the wheel base.
The microphone shall be pointed towards the vehicle and placed at
a distance of 0.5 m measured horizontally from the lower edge of the
nearest wheel rim or from the line joining the lower edge of the wheel
rims of the front and rear axles.
The measurement is made only on the side furthest from the driving
position.
For motorcycles, the distance of the microphone shall be measured
from the external side of the motor case or from the cylinder head,
whichever projects farther.
The measurement is made on the side of air intake or, if the latter
is in the symmetrical plane, on the right-hand side of the vehicle.
6.4.2 Operating conditions of the engine
The engine is stabilized at idling speed and then the throttle is
opened as rapidly as possible, and kept open in such a way as to obtain
one of the maximum engine speeds defined below:
- For engines with controlled ignition, engine speed equal to S/2.
A suitable device should be used to prevent overspeed of the engine
-A75-
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and to disconnect the sound level meter when the rotation<;"i speec
S/2 is reached.
- For diesel engines, the governed speed.
Note: It is recommended to ascertain that the governed speed of
the diesel engine corresponds with is nominal governed speed.
The noise levels shall be measured during the whole acceleration
period. The highest level only should be noted.
7. STATEMENT OF RESULTS
The test report shall include all relevant details about the measure-
ments,' including the following:
- the vehicle type tested, with description of abnormal conditions
- the test site, ground conditions and weather conditions
- the measurement instrumentation
- the location and orientation of the microphone
- engine operating speeds used for the tests
- the sound levels determined by the tests
- the background sound levels at each measuring point
8. INTERPRETATION OF RESULTS
At the type approval of a vehicle type, the results of measurements
obtained in the application of this method shall be entered into the
type approval sheet of the vehicle, along with the engine speeds during
the tests. They shall be completed with sketches showing the microphone
positions during the measurements.
If checks are carried out on vehicles of the same type in use and if
the corresponding measurement results exceed the values obtained during
-A76-
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type approval by a quantity stated by regulations, the vehicles wil
be considered to be too noisy.
Note: On account of the degree of accuracy of the measurements and
of the differences between results corresponding to different
vehicles of the same type, etc., a difference less than 5 dB
with the corresponding result of the approval test should not
be considered as significant.
The values obtained by this method are not representative of the total
noise emitted by the vehicles in motion, as measured in other ISO
standards. They should not be used to make comparisons between the
levels emitted by different vehicles.
-A77-
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6.3 CONTROLE OE BRUIT o'ECHAPPEMENT
Exhaust noisa control
.Height of exhaust pipe center-liae
HAUTEUR I/AXE D'ECHAPPEMENT
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-A78-
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HAUTEUR I'AXE D'ECHAPPEMENT 1
Height of exhaust pipe ceater-line
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TUBE O'ECHAPFEMEN"
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Exhaust pipe to top
-------
6.4 'Controle du bruit de moteur
Engine' noise control
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~A7s»-
-------
APPENDIX B
TEST SITES AND INSTRUMENTATION
-------
APPENDIX B
TEST SITES AND INSTRUMENTATION
The various test sites used to acquire data are described in this
Appendix. Site anomalies and deviations from the requirements of SAE J331a
Recommended Practice are noted. Photographs of the test sites follow the site
descriptions.
Site A. Argosy Avenue, Huntington Beach, California
The site was chosen for its accessibility and its long run (one-half
mile) of unobstructed pavement necessitated by the 55 mph constant speed
test. Argosy Avenue is a new street, running in an E-W direction,
asphalt paved, 74 feet wide, in a proposed industrial park, with no
buildings or trees within one-quarter mile of the street center line.
The pavement is bordered by an 8" curb, then 20 ft. hard clay, beyond
which is open, plowed ground. Except for the presence of the curb and
the strip of hard, flat clay (instead of asphalt) the site conforms to
SAE J331a requirements.
Site B. Orange County Fairgrounds, California
This test site was located on the parking lot of the Orange County
Fairgrounds complex. The surface of the site is asphalt. There are no
buildings or trees within 300 feet of the test track. There are no site
deviations from the requirements of SAE J331a.
Site C. Daytona Beach Florida
The Daytona Beach test site was located in the parking lot of the City
Island Ball Park. The surface of the site is asphalt with many surface
cracks, visible in the photographs. The width of the asphalt surface is
80 feet. One microphone was situated on a sidewalk with an 8 inch curb,
the other microphone located 20 feet off the asphalt surface on hard
packed, flat sand. Except for these deviations the site conforms to the
SAE J331a requirements.
Site D. Los Alamitos Naval Air Station, California
This test site was located on the unused North/South runway at Los
Alamitos Naval Air Station. The test track is 3000 feet long and 150
feetwide, the surface in the measurement area is asphalt. There are no
buildings or trees within one-quarter mile of the test site. There are
no deviation in site configuration from the SAE J331a requirements.
B-l
-------
Site E. Los Angeles County Fair Grounds, Pomona, California
This test site was located on the main parking lot at the Los Angeles
County Fair Grounds. The surface of the test site is smooth asphalt. No
buildings or trees are within 300 feet of the test area. The site
conforms to the requirements of SAE J331a.
Site F. Houston. Texas
The test site was on a private road paralleled by a public road which was
lightly travelled during the testing period. The center line of the test
track was 50 feet from the edge of this roadway. One microphone, adja-
cent to the roadway, was set up on a 20 ft. wide strip of grass which
bordered the roadway. The other microphone was located with 45 feet of
hard packed clay between it and the test track. Trees were located 20
feet behind one microphone. The test track surface was aspalt. Because
of these deviations the track is not in conformance with the requirements
of SAE J331a.
Site G. St. Petersburg, Florida
The test site was a secondary road adjacent to the dealer's source of
motorcycles. The surface of the road was smooth asphalt and was 20 feet
wide. It was not possible to place microphones on both sides of the test
track because of reflecting surfaces on one side of the track. The
microphone position used was located 50 feet from the track centerline
40 feet of which was grass and hard packed sand. Trees and bushes were
located 100 feet behind the microphone. This site did not conform to the
requirements of SAE J331a.
Site H. Albany, Georgia
This test site was located on an aircraft taxiway at the Albany Naval Air
Station. The taxiway surface was smooth concrete and is 300 feet wide.
No buildings, trees or reflective surfaces are within 500 feet. The site
conformed to the requirements of SAE J331a with no deviations.
Site I. Chappel Hill, North Carolina
This test site was on a secondary road adjacent to the motorcycle dealer-
ship. The road paralleled a main dual highway and was separate from the
highway by a grass strip and drainage ditch approximately 75 feet wide.
The test track surface was asphalt. Only one microphone was used to
measure noise levels and this was located 50 feet from the track center
line in the dealer's driveway which was concrete with a 10 ft. wide strip
of gravel between the end of the drive and the edge of the test track
Reflecting surfaces, shown in the photograph, included a utility pole*
utility box and sign pole, which were all within 15 feet of the microl
phone. Because of these deviations the site did not conform to the
requirements of SAE J331a.
B-2
-------
Site J. Suffolk, Virginia
This test site was on one runway at Suffolk Airport. The test track is
also used as a drag strip and is in excess of one-half mile long. The
track is 120 feet wide and the surface is concrete. Buildings are
located 100 feet behind the microphones. The site complies with the
SAE J331a requirements.
Site K. Fort Belvoir, Virginia
This test site was located at the Army Vehicle Proving Ground at Fort
Belvoir, Virgina. The site deviated from J331a specifications in the
following manner: a) Approximately 40 feet of hard packed earth was
between the microphone and the concrete track, and b) A ditch, earth
beam and small pine trees were on the side opposite the microphone in the
area specified in the SAE J331a Recommended Practice to be clear of all
obstructions.
Instrumentation
Two Bruel & Kjaer (B&K) model 2204 sound level meters, fitted with
B&K model 4145 microphones, were used to obtain the reported noise level
measurements. B&K UA0207 windscreens were used in all cases. A-weighted
sound pressure levels (fast response) were read directly from the meters as
the vehicle made succesive passes. Magnetic tape recordings using Nagra IV B
tape recorders, and strip chart recordings using B&K model 2306 level
recorders, were also obtained from the output of the sound level meters.
Calibration of the acoustical equipment was verified twice daily using a B&K
model 4220 pistonphone. All instrumentation was certified, with traceability
to the National Bureau of Standards.
The vehicle tachometer was employed with vehicles so equipped. For
vehicles without tachometers, a Sanwa model MT-03, a Rite Autotronics model
4036, and/or a Dynal model TAC-20 were used. A calibrated signal generator,
oscilloscope, and inductive pickup from the motorcycle spark plug lead,
were used to verify tachometer accuracy.
Wet and dry bulb temperatures were measured using a Bendix Psychrometer
model 566-2. Barometric pressure was read from a B&K model UZ0001 Baro-
meter, and wind velocity from a Dwyer wind gauge.
B-3
-------
CO
TEST SITE B. ORANGE COUNTY FAIRGROUNDS, CALIFORNIA
-------
CD
01
TEST SITE C, DAYTONA BEACH, FLORIDA
-------
at
TEST SITE D, LOS ALAMITOS NAVAL AIR STATION. CALIFORNIA
-------
a?
TEST SITE F. HOUSTON. TEXAS
-------
00
00
TEST SITE G, ST. PETERSBURG, FLORIDA
-------
-
TEST SITE H, ALBANY, GEORGIA
-------
DO
TEST SITE I, CHAPEL HILLS, WORTH CAROLINA
-------
TEST SITE J. SUFFOLK. VIRGINIA
-------
TEST SITE K. WASHINGTON. D.C.
-------
APPENDIX C
PRODUCT IDENTIFICATION AND NOISE LEVELS
-------
TABLE C-1 LISTING OF NEW MOTORCYCLES TESTED — YEAR OF MANUFACTURE 1975 AND 1976
BIKE
NO.
2
3
4
7
8
20
22
23
26
27
31
35
36
42
44
45
51
52
58
59
60
101
102
103
104_
105
106
107
108
109
110
MO./YR.
OF MFG.
2-75
75
75
75
10-75
75
3-75
75
3-75
75
75
2-76
4-75
1-75
75
75
75
75
75
2-75
5-75
11-75
6-75
8-75
8-75
9-75
6-75
4-75
6-75
6-75
5-75
HAKE
Honda
Bultaco
Bultaco
Honda
Honda
Harley-Davidson
Honda
BMW
Honda
BMW
Honda
Yamaha
Yamaha
Kawasaki
BMW
Honda
Honda
Honda
BMW
Honaa
Harley-Davidson
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
MODEL
GL-1000
Series 143
Frontera
Series 143
Frontera
CB 750F
CR 550
FLH-1200
CB 550F
R90/6
GL 1000
R90/6
GL-1000
Chappy
Chappy
KZ 900
R90S
GL-1000
CB 550F
CB 550F
R90/6
CB 750F
SS-175
CJ 360T
XL 70
MT 125
GL-1000
CB 750
CB 550F
CB 200T
CB 125S
TL 250
XL 125
DISPLACEMENT
(cc)
999
363
363
736
544
1207
544
898
999
898
999
72
72
903
898
999
544
544
898
736
• 174
356
72
123
999
736
544
198
124
248
124
DESIGN
USAGE
Street
Trail Riding Enduro
Trail Riding Enduro
Street
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Street/Trail
Street
Street
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Street/Trail
Street
Street
Street
Street
Street
Trials
Street/Trail
USE*
CATEGORY
S
X
X
S
S
S
S
S
S
S
S
sx
sx
S
S
S
S
S
S
S
S
S
sx
sx
S
S
S
S
S
X
sx
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
Cont'd.
-------
TABLE C-1 (CONT'D.)
BIKE
NO.
Ill
12
13
14
15
117
18
119
120
122
123
124
125
126
127
128
130
131
132
134
135
137
138
139
141
144
145
151
152
153
54
156
160
161
MO./YR.
OF MFG.
7-75
6-75
7-75
9-75
3-75
3-75
8-75
3-75
75
75
3-75
75
5-75
6-75
4-75
10-75
3-75
10-75
9-75
3-75
6-75
75
75
9-75
75
8-75
1-75
9-75
75
75
75
75
1-76
2-75
MAKE
Honda
Honda
Honda
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Kawasaki
Suzuki
Suzuki
Suzuki
Suzuki
Suzuki
Suzuki
Suzuki
Yamaha
Yamaha
Bultaco
Bultaco
BMW
MVT
Moto Morinl
Laverda
Moto Guzzi
Rokon
Montessa
Montessa
Yamaha
Honda
Can-Am Bombardier
MODEL
MR 175
XL 100
XL 250
KM 100A
KM 100
KV 100
KE 175
KH 400
KZ 750
KV 75
KH 250
KT 250
TS 400A
ST 185
GT 750
GT 500T
TS 100
GT 380
ST 550
DT 250C
[)T 175C
250 Alpina
350 Sperpa T
190/6
ERB
31/2
1000 THRFF
1000 Converter
VT-340 11
250 Enduro
:ota 123
TV 80
CB 750A
250 TNT Enduro
DISPLACEMENT
(cc)
171
99
248
99
99
99
174
400
746
73
249
246
396
184
738
492
98
371
543
246
171
244
326
898
49
344
981
949
336
248
123
72
736
247
DESIGN
USAGE
Trail Ridinq Enduro
Street/Trail
Street/Trail
Street/Trail
Street
Street/Trail
Street/Trail
Street
Street
Trail
Street
Trials
Street/Trail
Street
Street
Street
Street/Trail
Street
Street
Street/Trail
Street/Trail
Trail Riding/Trials
Trials
Street
Street
Street
Street
Street
Trail Ridinq Enduros
Trail Ridinq Enduros
Tri a 1 s
Off-Road
Street
Street/Trail
USE*
CATEGORY
X
SX
SX
S
SX
SX
s
s
SX
s
X
SX
s
s
s
SX
s
s
SX
SX
X
X
s
Moped
S
s
s
X
X
X
X
s
SX
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
Cont'd.
-------
TABLE C-1 (CONT'D.)
BIKE
NO.
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
187
188
189
190
192
193
194
195
196
198
MO./YR.
OF MFG.
5-75
12-75
12-75
5-75
6-75
6-75
1-76
4-75
4-75
7-75
5-75
4-75
10-75
1-76
4-75
10-75
4-75
6-75
5-75
12-75
12-75
75
75
2-76
5-75
5-75
5-75
6-75
6-75
2-76
1-75
10-75
10-75
MAKE
Kawasaki
Kawasaki
Kawasaki
Yamaha
Yamaha
Yamaha
Honda
Honda
Vespa
Honda
Honda
Yamaha
Yamaha
Benelll
Suzuki
Motobecane
Sinfac Velosolex
Kawasaki
Suzuki
Suzuki
Suzuki
Husqvarna
Husqvarna
Harley-Davldson
Harley-Davidson
Harley-Davldson
Harlev-Davidson
Harley-Davidson
Harley-Davldson
Harley-Davidson
Harley-Davidson
Harley-Davidson
Ossa
MODEL
KE 125
KZ 900 LTD
KD 80
RD 200C
Chappy
DT 100C
NC-50
CT-90
Ciao
CT-70
XR-75
DT 400C
XS 650C
750 SEI
GT 750
Mobylette
4600
KZ 900
RE 5 Rotary
TS-185
TM-75
360 WR X-Country
360 Automatic
FLH-1200
SX-175
SS-175
SS-250
SS-125
SX-125
FXE-1200
XLH-1000
XLH-1000
250 Pioneer
DISPLACEMENT
(cc)
124
903
79
195
72
97
49
89
49
72
72
397
653
748
738
49
49
903
497
183
72
354
354
1207
174
174
242
123
123
1207
995
995
246
DESIGN
USAGE
Street/Trail
Street
Competition
Street
Street/Trail
Street/Trail
Street
Street/Trail
Street
Street/Trail
Competition
Street/Trail
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Competition
Racing: MX &-Off-Road-
Racino: MX & Off -Road
Street
Street/Trail
Street
Street
Street
Street/Trail
Street
Street
Street
Trail Riding Enduros
USE*
CATEGORY
SX
S
X
S
SX
SX
S
SX
Moped
SX
X
SX
S
S
S
Moped
Moped
S
S
SX
X
X
X
S
SX
S
S
S
SX
S
S
S
X
o
I
CO
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
Cont'd.
-------
TABLE C-l (CONT'D)
BIKE
NO
199
200
203
204A
205A
207A
208A
209A
211
213
214
215
218
219
502
508
510
514
516
532
541
546
551
552
555
557
559
561
563
565
566
1567
571 1
| ^
MO./YR.
OF MFG.
75
9-75
7-75
7-75
9-75
12-75
6-75
75
75
11-75
7-75
9-75
6-75
11-75
1-76
1-75
11-75
3-75
4-75
75
5-75
75
10-75
5-75
10-75
8-75
11-75
7-75
4-75
1-76
7-75
4-75
1 10-75
.
MAKE
Peugeot
Ossa
Harley-Davldson
Honda
Honda
Suzuki
Honda
Hodaka
Mont ess a
Kawasaki
Kawasaki
Honda
Yamaha
Honda
Yamaha
Honda
Mo to Guzzl
Yamaha
Yamaha
Honda
Suzuki
Honda
Honda
Honda
Yamaha
BMW
Honda
Honda
Honda
Yamaha
Garelli
Yamaha
Honda
,
MODEL
103 LVS V3
350 Plonker
XLH-1000
GL-1000
CB 550
TS-185
CB 360T
250
250 Cnduro
KZ 400
KZ 900
CB 750
DT 175C
CB 750
RD 400C
CB 750F
1000 Converter
DT 250C
DT 175C
MR 50
RM 125
MR 50
CB 550
GL 1000
XT 500
R90/6
CB 550
GL 1000
XL 125
XS 650C
Moped
DT 400C
CD 750
DISPLACEMENT
(cc)
49
31 C
995
999
544
183
356
24 1
248
398
903
736
171
736
398
736
949
246
171
49
123
49
544
999
499
898
544
999
124
653
49
397
544
DESIGN
USAGE
Street
Trials
Street
Street
Street
Street/Trail
Street
Racing: MX & Off-Road
Trail Riding & Enduros
Street
Street
Street
Street/Trai 1
Street
Street
Street
Street
Street & Trail
Street & Trail
Trail
Racing: MX & Off -Road
Trail
Street
Street
Street/Trail
Street
Street
Street
Street/Trail
Street
Street
Street/Trail
Street
USE*
CATEGORY
Moped
X
S
S
S
SX
S
X
X
S
S
S
SX
S
S
S
S
SX
SX
X
X
X
S
S
SX
S
S
SX
S
Moped
SX
S
o
-p*
* Category Code: S * Street, X • Off-Road. SX • Combination Street/Off-Road
-------
TABLE C-l (CONT'D)
BIKE
NO.
573
575
587
590
593
594
598
602
604
605
606
607
609
610
611
612
613
628
629
630
631
632
633
634
635
636
637
638
909
MO./YR.
OF MFG.
75
4-75
12-75
2-76
10-75
3-76
7-75
12-75
10-75
5-75
3-75
11-75
6-75
6-75
5-75
6-75
9-75
4-75
75
75
1-76
75
75
75
75
75
10-75
12-75
75
MAKE
Can-Am
Honda
Yamaha
Yamaha
Yamaha
Yamaha
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Honda
Bultaco
Bultaco
Bultaco
Montessa
Montessa
Montessa
Carabela
Carabela
Yamaha
Indian
Honda
MODEL
125 TNT Enduro
CB SOOT
YZ 125C
RD 400C
XT 500C
XS 360C
GL 1000
CJ 360T
CB 750
CB 750F
CB 550F
CB 550
XL 250
CB 1255
XL 125
XL 100
XL 70K2
CB 500T
250 Frontera
250 Pursang
350 Matador MK9
250 Enduro
:ota 247
Cota 348
125 Marques a MX
250 Centauro Enduro
XT 500C
MT 175
All Terrain Cycle
DISPLACEMENT
(cc)
124
498
123
398
499
358
999
356
736
736
544
544
248
124
124
99
72
498
244
247
348
248
247
310
119
246
499
171
89
DESIGN
USAGE
Street/Trail
Street
Motocross
Street
Street/Trail
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Street
Street/Trail
Street/Trail
Street/Trail
Street
Trail Riding Enduros
Racing: MX & Off -Road
Street/Trail
Trail Riding & Enduros
Trials
Trials
Racing: MX & Off -Road
Trail Riding Enduros
Street/Trail
Trail
All Terrain
USE*
CATEGORY
SX
S
X
S
SX
S
S
S
S
S
S
S
SX
S
SX
SX
SX
S
X
X
SX
X
X
X
X
SX
SX
X
X
* Category Code: S = Street, X = Off-Road, SX * Combination Street/Off-Road
-------
TABLE C-2 LISTING OF 1974 MANUFACTURED MOTORCYCLES TESTED (STOCK CONFIGURATION
BIKE '
NO. (
6
12
16
25
28
33
37
41
43a
63
64
6«
73
74
121
HO
142
141?
147
155
157
158
191
197
201
212
501
503
504
505
506
507
519
MO./YR. !
OF MFG.
74
8-74
12-74
74
4-74
74
74
2-74
74
74
7-74
10-74
2-74
74
6-74
11-74
8-74
8-74
4-74
11-74
74
11-74
9-74
11-74
10-74
5-74
12-74
10-74
7-74
5-74
10-74
12-74
4-74
MAKE
Yamaha
Kawasaki
Harlev-Uaviuson
BMW
Yamaha
Kawasaki
Suzuki
Suzuki
HNW
Ducat 1
Can-Am
Kawasaki
Kawasaki
MM
Kawasaki
Norton
f Laverda
• Can-Am
Moto Guzzl
llodaka
Kreidler
BMW
Harley-Davidson
llarley-Davldson
Ossa
Yamaha
Yamaha
Yamaha
Yamaha
Yamaha
Yamaha
Kawasaki
Kawasaki
flODEL
XS 650B
900 Z-l
FXE-1200
R90/6
RO-250
900 Z-'l
OT 550
TS-185
K90S
DM 750S
250 TMT
900 Z-l
KZ 400D
R60/6
900 Z-l
850 Commando
750 SF
250 MX-1
850-T Intercepter
Road Toad
MP3
R90S
SX 250
SX 250
Desert Phantom 250
RD-350
XS 650B
RU-350
KD-250
RD-200B
RU-125B
KZ 400S
KZ 400D
DISPLACEMENT
(cc)
653
903
1207
898
247
903
543
183
898
749
247
903
398
599
903
828
744
246
044
98
49
098
242
242
246
347
653
347
247
195
124
396
390
DESIGN USAGE
Street
Street
Street
Street
Street
Street
Street
Street and Trail
Street
Street
Street and Trail
Street
Street
Street
Street
Street
Street
Racing: MX'i Off-Road
Street
Street and Trail
Street
Street
Street and Trail
Street and Trail
Trail Ridinq Enduros
Street
Street
Street
Street
Street
Street
Street
Street
USL*
CATEGORY
s
§
S
s
s
s
s
SX
s
§
SX
s
s
s
s
s
s
c
s
SX
Moped
S
SX
SX
X
c
s
s
s
s
I S
s
s
* Category Code: S = Street, X = Off-Road, SX * Combination Street/Off-Road
-------
TABLE C-2 (CONT'O)
' BIKE
MO.
521
528
530
533
534
535
536
537
545
547
548
550
558
560
562
568
570
577
583
589
599
601
603
608
614
623
626
i
MO./YR.
OF MFG.
6-74
4-74
6-74
74
74
74
74
6-74
8-74
10-74
7-74
9-74
8-74
7-74
10-74
6-74
4-74
74
74
7-74
8-74
9-74
7-74
7-74
8-74
6-74
12-74
I 1
MAKE
Honda
Honda
nonaa
Honda
Honda
Honda
Honda
Honda
Honda
Suzuki
Honda
Suzuki
Yamaha
Honda
Honda
Yamaha
Honda
Yamaha
Yamaha
Yamaha
Honda
Honda
Honda
MODEL
CB 450
CL 450
XL 125
Z 50A
Z 50A
Z 50A
Z 50A
CB 360T
CB 125S
RV 90
XL 175
TS 400S
RS-100B
CB 360T
CB 200T
DT-250
CB 125S
DT-175B
MX 125
TX 750
CB 500T
CB 400F
CB 360T
Honda XL 350
Honda CL 360
Honda
Honda
CB 350F
CB 400F
DISPLACEMENT
(cc)
444
444
122
49
49
49
49
356
122
88
173
396
97
356
198
245
122
171
123
743
498
408
356
348
356
347
408
DESIGN USAGE
Street
Street
Street
Trail
Trail
Trail
Trail
Street
and Trail
and Trail
mini
mini
mini
mini,
Street
All -terrain
Street
Street
and Trail
and Trail
Street
Street
Street
Street
and Trail
Street
Street
Racing:
and Trail
MX and Off-Road
Street
Street
Street
Street
Street
Street
and Trail
and Trail
Street
Street
USE*
CATEGORY
S
SX
SX
X
X
X
X
S
S
SX
SX
SX
S
S
S
SX
S
SX
X
S
S
S
S
SX
SX
S
S
o
Category Code: S - Street, X = Off-Road, SX = Combination Street/Off-Road
-------
TABLE C-3 MOTORCYCLES MANUFACTURERS IDENTIFICATION CODE
LETTER
CODE
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
. P
Q
R
S
T
U
V
W
X
Y
Z
AA
BB
AC
AD
MANUFACTURERS
NAME
HUSQVARNA
NVT
CAN-AM
KTM PENTON
ROKON
HARLEY-DAVIDSON
MOTO-GUZZI
BENELLI
INDIAN
OSSA
CARABELA
LAVERDA
SINFAC VELOSOLEX
HODAKA
MOTO MORINI
BMW
KAWASAKI
PEUGEOT
DUCATI
MONTESSA
SUZUKI
HONDA
NORTON
BULTACO
KREIDLER
PIAGGIO VESPA
GARELLI
MOTOBECANE
YAMAHA
TRIUMPH
C-8
-------
TABLE C-4 NOISE LEVELS, NEW MOTORCYCLES, YEAR OF MANUFACTURE 1975 AND 1976
USE*
CATEGORY
S
S
5
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
s
S
s
s
r)Tcpi
cc
1207
1207
1207
999
999
999
999
999
999
999
999
999
995
995
995
981
949
949
903
903
903
903
898
898
398
898
898
898
748
746
736
736
738
738
736
736
736
736
736
736
736
653
653
FNG
TYPE
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4JS
4 S
4 S
4 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
J331a
82
84
85
76
82
76
77
76
76
80
76
77
87
84
84
92
80
84
82
80
81
88
83
82
81
82
81
81
82
81 •
81
77
03
76
79
76
81
77
82
77
83
82
Ml
F76
86
84
81
79
85
83
84
88
88
87
94
83
88
87
07
89
84
82
86
83
83
84
84
78
82
77
84
79
85
87
86
t Lt
k60
80
83
82
82
81
EL -
F50
94
90
87
88
88
88
88
88
88
89
88
99
. 99
95
89
R6
95
%
97
96
90
89
87
88
82
87
92
90
91
88
94
$2
87
95
85
93
89
94
R6
92
8<
• dB
35 MPH
73
68
70
74
72
67
68
55 MPH
76
77
71
74
77
77
72
76
74
74
73
72
74
74
73
74
TEST
SITE
D
0
C
0
C
F
J
I
B
C
C
C
D
D
D
D
G
D
0
D
D
C
J
D
C
C
C
C
D
B
D
C
D
D
F
F
G
D
0
B
C
J
D
MFG'R
F
F
F
V
V
V
V
V
V
V
V
V
F
F
F
L
G
G
0
t}
Q
Q
P
P
P
P
P
P
H
g
V
V
u
u
V
V
. V
V
V
V
V
AC
AC
BIKE
NO.
194
187
20
204A
2
593
561
552
104
45
31
26
203
196
195
145
510
151
214
179
163
42
557
139
58
44
27
23
175
120
219
59
176
127
605
604
508
215
160
105
7
565
174
*CATEGORY CODE: S » STREET, X - OFF-ROAD, SX » COMBINATION STREET/OFF-ROAD
(Cont'd.)
C-9
-------
TABLE C-4 CONT'D.)
USE*
CATEGORY
s
s
s
s
s
-- S
s
s
s
s
s
s
sx
sx
sx
s
s
s
s
s .
s
s
s
'SX
sx
sx
s
s
s
s
s
sx
s
s
sx
1 sx 1
sx
sx
sx
sx _._
X
s
s
DISPL
cc
544
544
544
544
544
544
544
544
544
544
544
543
499
499
499
498
493
497
492
400
398
398
398
397
397
396
371
358
356
356
356
348
344
249
248
248
247
246
_ 2.46
246
244
242
198
ENG.
TYPE
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
2 S
4 S
4 S
4 S
4 S
4 S
totary
2 S
2 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
2 S
4 S
2 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
NOISE LEVEL - dB
J331a
82
82
83
82
78
83
80
83
80
84
85
83
82
81
85
73
74
82
82
84
79
81
83
82
83
81
84
79
76
76
77
89
84
82
79
79
91
97
81
82
89
81
77
F76
83
82
84
83
79_
85
83
83
78
81
83
79
78
83
84
85
79
80
83
78
80
81
84
80
80
79
81
89
86
82
79
78
91
95
77
80
89
79
73
R60
81
81
F50
84
91
90
92
84
89
83
84
84
93
91
93
89
90
89
86
85
96
95
89
93
90
91
93
91
90
90
89
89
85
87
92
91
83
83
103
102
80
89
95
88
85
35 MPH
70
71
55 MPH
78
75
79
76
77
SITE
B
K
D
F
F
J
C
C
C
C
I
D
E
F
J
K
F
D
D
B
0
F
G
J
D
0
0
-
B
F
D
E
D
B
B
F
0
E
G
0
E
0
B
MFG'R
V
V
V
V
V
V
V
V
V
V
V
U ~
AC
AC
AC
V
V
U
U
0
o
AC
AC
AC
AC
U
U
AC
V
V
V
X
0
Q
V
V
C
K
AC
AC
X~~
F
V
—
BIKE
NO.
106
571
2Q5T
60T~
606
559
_§2
51
22
_a_
551
1.1?
637
593
555
57S
628
-180
^wn
nrH
2n
590
502
_567__
-HO
1*H
5
-------
TABLE C-4 CONT'D.)
USE*
CATEGORY
S
S
SX
SX
S
SX
SX
S
SX
SX
SX
SX
SX
SX
SX
SX
S
S
S
SX
SX
S
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
S
X
X
X
X
X
x
OISPL.
cc
195
184
183
183
174
174
174
174
171
171
171
124
124
124
124
124
124
124
123
123
123
. 99
99
99
99
99
98
97
89
73
72
72
72
72
72
72
49
363
363
354
354
336
326
TYPE
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
2 S
2 S
4 S
4 S
2 S
2 S
2 S
2 S
4 S
4 S
2 S
2 S
2 S
2 S
4 S
2 S
4 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
NOISE LEVEL - dB
J331a
81
79
81
.82
83
84
83
81
83
82
82
78
83
81
88
78
81
80
80
83
83
82
84
85
78
81
76
77
76
78
76
82
80
72
69
74
94
95
88
90
79
F76
83
76
81
79
81
80
79
81
80
80
76
80
81
85
77
81
80
78
77
80
82
79
77
81
75
77
73
73
77
80
70
83
89
80
F77
83
80
77
79
78
72
71
F50
91
85
91
92
86
89
85
86
92
92
92
94
94
90
90
85
89
83
89
90
91
95
93
91
90
83
85
82
93
79
84
92
79
92
91
99
84
5 HPH
68
68
73
79
55 MPH
79
79
75
77
75
79
81
84
88
TEST
SITE
D
D
D
0
D
D
B
C
D
D
G
0
B
F
K
D
B
F
0
0
B
B
B
F
B
B
D
D
0
B
D
B
F
D
C
C
D
C
C
D
0
D
D
MFG'R
AC
U
U
U
F
F
0
F
AC
AC
AC
V
V
V
C
P
V
V
F
F
V
Q
V
V
Q
Q
U
AC
V
Q
V
V
V
AC
AC
AC
V
X
X
A
A
E
X
BIKE
NO.
165
126
207A
181
189
188
118
60
218
135
516
563
no
611
573
162
108
610
192
193
103
•Hh
612
114
117
130
167
169
122
171
102
613
166
36
35
163
4
3
184
183
152
138
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
cont'd.
C-ll
-------
TABLE C-4 CONT'D.)
USE *
CATEGORY
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
MOPE)
lio>;)
MOP'O
_MCP;D
ItfP'D
"MOP !6
nrcpi
Ul JrL .
cc
310
310
248
248
248
248
247
247
246
246
246
244
171
171
123
123
123
119
89
79
72
72
72
49
49
49
49
49
49
49
49
rwr
tllu.
TYPE
2 S
2 S
4 S
2 S
2 S
2 S
2 $
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 §
J331a
86
, 91
84
91
84
90
84
101
92
93
89
90
90
87
95
100
77
95
79
81
75
76
F76
84
89
78
90
84
89
82
101
89
91
88
86
86
83
92
97
77
78
78
74
75
NOISE
F77
73
81
82
78
77
~~6?
74
66
60
67
69
74**
by
LEVEI
F50
88_
98
88
104
93
89
91
116
98
89
89
90
91
94
95
1 104
85
86
84
94
85
. - dB
35 MPH
80
82
55 MPH
1 85
SITE
E
D
B
E
D
D
t
E
D
D
B
D
1 T~
B
F
1 T~
0
E~
0
D
0
0
0
I
H
J
0
0
0
D
L)
MFG/R
T
J
~v—
T
T
T
T
X
N
J ~
o
X
I
V
AC
u
T
K
V
0
V
U
AC
V
V
AA
M
AB T
Z
B
R '
BIKE
NO.
634
Hoo i
iSH
632 "1
HO
BSzl
[630 "1
"20TT
-98
-24
T37"~"
631;
Trr-
sa; "~
nr~
-54-
^635-
3§O
164
rTT-
52_
3a£I
it
566~
32a
020
-5T~
I4t-
-S£Z
— — —
•"• —
—
— — — .
— — .
* Category Code: S * Street, X « Off-Road, SX = Combination Street/Off-Road
** Limited edition vehicle - no longer 1n production
C-12
-------
Table C-5
NOISE LEVEL - NEW MOTORCYCLES,
YEAR OF MANUFACTURE 1975 AND 1976 (BY MANUFACTURER)
For off-road motorcycles (mx) means motor-cross
and (t) means trials motorcycles
HONDA
Model
Street
GL-1000
GL-1000
GL-1000
GL-1000
GL-1000
GL-1000
GL-1000
GL-1000
GL-1000
CB-750F
CB-750F
CB-750F
CB-750F
CB-750
CB-750
CB-750
*CB-750A
CB-550
CB-550
CB-550
CB-550
CB-550
CB-550
CB-550F
CB-550F
CB-550F
CB-550F
CB-550F
CB-500T
CB-500T
CJ-360T
CJ-360T
CB-360T
CB-200T
CB-125
CB-125
Combination
XL-250
XL-250
XL-125
XL-125
*CB-750
J-331a
76
82
76
77
76
76
80
76
77
77
76
77
76
81
79
82
77
84
82
83
82
83
85
82
80
83
80
78
73
74
76
76
77
77
81
80
79
79
78
83
81
F-76
81
79
85
83
84
78
77
84
82
85
79
82
84
83
85
83
83
79
79
78
80
79
81
78
81
80
79
78
76
80
83
F-50
87
88
88
88
88
88
88
89
88
88
87
86
85
93
95
94
89
93
91
90
92
89
91
84
83
84
84
84
86
85
89
89
85
85
85
89
83
83
94
84
91
35mph
68
70
71
74
Site
D
C
F
J
I
B
C
C
C
C
F
C
G
D
F
B
D
C
K
D
F
J
I
B
C
C
C
E
K
F
B
F
D
B
B
F
B
F
J
B
C-13
-------
Table C-5 (CONT'D.)
HONDA
Model J-33a F-76 F-50 35mph SSmph site
XL-125 81 81 90 F
HT-125 83 80 90 79 84 R
XL-100 84 79 85 B
XL-100 85 93 p
CT-90 76 73 82 D
CT-70 76 73 79 D
XL-70 82 77 84 B
XL-70 80 80 92 F
Off-Road
TL-250 (t) 84 78 88 B
MR-17 5 87 83 94 B
XR-75 81 78 84 D
YAMAHA
Street
XS-650 C 83 87 92 j
XS-650 C 82 86 89 74 Q
RD-400 C 81 80 93 F
RD-400 C 83 83 90 G
XS-360 C 79 80 90 F
RO-200 C 81 83 91 79 Q
C onto 1 nation
XT-500 C 82 78 89 E
XT-500 C 81 81 90 F
XT-500 C 85 83 89 j
DT-400 C 82 78 91 j
DT-400 C 83 80 93 79 D
DT-250 C 81 77 80 G
DT-250 C 82 80 89 0
DT-175 C 83 81 92 D
DT-175 C 82 80 92 D
DT-175 C 82 80 92 G
DT-100 C 77 77 85 D
Chappy 72 70 79 c
Chappy J9 C
Chappy 74
Off-Road
YZ-125 C (mx) 95 92 95 F
TY-80 (t) 76 75 85 D
C-14
-------
Model
Street
GT-750
6T-750
GT-550
RE-5
GT-500
GT-380
GT-185
Contl nation
TS-400
TS-185
TS-185
TS-100
Off-Road
RM-125 (MX)
TM-75
Street
KZ-900
KZ-900
KZ-900 LTD
KZ-750
KH-400
KZ-400
KH-250
KH-100
Contl nation
KE-175
KE-125
KM-100A
KV-75
KY-100
Off-Road
KT-250 (t)
KD-80
J-331a F-76
83
83
82
82
84
79
81
81
82
76
100
75
82
80
81
81
84
79
82
82
83
78
78
78
81
89
79
84
84
83
83
84
84
76
81
81
79
75
97
74
Table C-5 (CONT'D.)
SUZUKI
F-50 35mph
94
92
93
96
95
90
85
91
91
92
83
104
94
KAWASAKI
87
87
89
83
85
79
82
82
79
77
77
81
78
96
97
90
89
91
91
85
90
91
93
90
89
86
55mph
74
78
79
72
76
74
70
75
Site
0
D
D
D
D
D
D
D
D
D
D
I
D
D
D
0
B
B
D
B
B
B
0
B
B
B
B
D
C-15
-------
Table C-5 (CONT'D.)
HARLEY-DAVIDSON
Model J-331a
Street
FXE (Calif)
FLH (Calif)
FLH
XLCH (Calif)
XLCH (Calif)
XLCH (Calif)
SS-250
SS-175
SS-125
SS-175
Combination
SX-175
SXT-125
Street
Laverda 1000 Three 92
MotoGuzzI
1000 Converter 80
1000 Converter 84
BMW R90/6 83
BMW R90/6 82
BMW R90/6 81
BMW R90/S 82
BMW R90/6 81
BMW R90/6 81
Benelll 750 Sel 82
MotoMoMnl 31/2 84
Combination
Bultaco 350 Mata-
dor 89
Can-Am 250 TNT 91
Carabella 250 Cen-
tauro Enduro 97
Can-Am 125 TNT
Enduro 88
F-76
F-50
82
84
85
87
84
84
81
83
80
81
84
83
86
84
88
88
87
79
81
78
80
77
94
90
99
99
88
86
83
86
89
89
OTHER MANUFACTURERS
94
83
88
84
82
86
86
95
89
86
90
89
87
88
82
87
92
92
89
91
95
85
87
103
102
35tnph
73
74
68
68
76
77
77
77
77
75
79
73
77
81
67
72
73
72
Site
D
0
C
0
0
0
D
0
0
C
F
D
6
0
J
0
C
C
C
C
0
0
E
0
E
C
C-16
-------
Company
Off-Road
Montesa
Bultaco
Husqvarna
OSSA
Rokon
Kodaka
Indian
Carabela
NVT
GarelH
Velosolex
MotoBecane
Vespa
Peugeot
Model
Cota 348 (t)
250 Enduro
250 Enduro
250 Enduro
Cota 247 (t)
Cota 123 (t)
370 Frontera
370 Frontera
350 Sherpa T(t)
250 Pursang (mx)
250 Alplna
250 Frontera
360 Automatic
360.WR Cross
Country
350 Plonker (t)
250 Pioneer
RT-340 II
250
MT-175
125 Marquesa
MX
4600
Mobylette
Ciao
103 LVS v3
Other small motorcycles
rcyc
^50~
Honda
Honda NC-50
Honda MR-50
Honda All Terrain Cycle
Table C-5 (CONT'D.)
OTHER MANUFACTURERS
J-331a
86
91
84
90
84
77
94
95
79
101
90
89
91
93
90
92
90
95
F-76
84
90
84
89
82
77
F-50
140
93
89
91
85
80
101
86
89
83
89
91
89
89
86
84
116
90
95
92
91
98
89
99
98
91
80
82
F-77
74
66
60
67
69
69
74
71
69
73
* Limited edition vehicle - no longer 1n production,
C-17
85
88
Site
E
E
D
D
E
0
C
C
D
E
D
E
D
0
D
D
D
D
E
Site
D
J
D
D
D
D
H
D
I
D
-------
TABLE C-6 NOISE LEVELS,
1969-1974 (YEAR OF MANUFACTURE)
IN-SERVICE MOTORCYCLES IN STOCK CONFIGURATION
USE*
CATEGORY
S
s
S
s
s
s
s
s
s
s
s
s
s
. s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
DISPL.
cc
1207
1207
1207
1207
1207
1207
1207
1207
1207
1207
1207
1207
1207
995
995
995
999
903
903
903
903
903
903
903
903
898
898
898
844
844
828
828
828
748
736
749
749
748
748
748
EHG.
TYPE
4 s
4 S
4 S
4 S
4 S
4 S
- 4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4,S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
83
84
85
91
89
85
87
89
.87
86
102
87
92
84
84
84
74
82
83
84
84
85
86
83
88
80.
82
81
83
79
82
81
80
90
82
91
80
80
73
F76
89
85
88
84
93
100
F77
F50
105
103
104
105
105
98
103
100
104
98
98
99
88'.
96
97
97
95
94
95
95
97
94
90
86
96
90
89
92
91
97
102
94
91
89
87
35 MPM
72
72
72
77
79
72
74
75
72
72
71
73
74
61
72
70
72
71
68
73
67
78
72
68
68
62
55 MPH
79
79
82 •
84
- 76
79
79
77
76
78
77
66
75
73
76
75
69
73
75
75
78
80
77
72
71
69
TEST
SITE
A
A *
A
A
A
A
A
A
A
A
C
C
C
A
A
A
A
A
A
A
A
C
C
C
B
C
G
D
A
D
A
A
D
A
D
A
C
A
A
A
MFG'R
BIKE
NO.
A78
A36
A98
A99
A100
A59
A74
A75
A77
A20
16
30
55
A76
A124
Alll
A182
Al
A24
A69
A153
68
33
12
121
43a
25
158
A131
147
A50
A9
140
A43
159
A192
63
A138
A106
A107
"CATEGORY'CODE: S = STREET, X = OFF-ROAD, SX = COMBINATION STREET/OFF-ROAD
Cont'd.
C-18
-------
TABLE C-6 (CONT'D.)
USE
CATEGORY *
S '..
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
. S
S
S
S
S
S
S
S i
S
S
c
<;
S
S
S
S
S
DISPL.
cc
748
748
745
745
745
745
745
745
745
745
745
744
743
743
738
738
733
736
736
736
736
736
736
736
'736
736
654
654
653
653
653
653
653
649
749
649
599
544
544
544
544
544
544
ENG.
TYPE
4 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
45
4 S
4 S
4 S
2 S
2< S
2 S
4 S
4 S
. 4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
. 4 S
4 S
4 S
4 S
4 S '
4 S
4 S_
2 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
85
83
87
76
74
75
76
77
76
83
77
89
84
82
83
85
82
86
86
91
96
79
78
77
81
79
85
85
87
87
92
85
84
86
8C
84
m
81
80
80
81
80
82
F76
79
94
84
89
90
87
81
F77
F50
91
93
98
88
88
87
87
87
89
96
90
96
94
94
94
92
94
98
99
101
105
93
92
.94
93
94
100
100
95
99
97
93
95
97
100
87
89
93
91
92
93
89
35 MP.H
72
73
74
63
.61
62
64 .
64
72
68
72
72
65
67
68
69
66
72
74
74
73
73
71
70
67
67
64
69
: 67
69
55 MPH
77
76
79
69
66
69
72
70
76
74
75
74
70
73
71
73
71
80
79
77
74
75
72
78
72
71
71
73
75
74
TEST
SITE
A
A
A
A
A
A
A
A
G
C
C
D
A
F
A
A
A
F
I
C
C
A
A
A
A
A
A
A
C
A
A
A
.G
A
A
A
C
A
A
A
A
A
I
MFG'R
BIKE
NO.
A2
A118
A3
A97
A91
A103
A162
A163
515
10
71
142
A81
589
A119
A115
A32
625
549
11
62
A17
A39
A49
A133
A128
A171
A177
6
A165
A68
A26
501
A172
A104
All
74
A3 3
A30
A96
A105
A157
543
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
cont'd.
C-19
-------
TABLE C-6 (CONT'D.)
USE
CATEGORY
S
S
S
S
S
S
S
S
s
s
s
s
s
s
s
s
s
s
s
s
5
s
s
s
s
s
s
s
s
s
s
s
s
s
sx
s
s
s
s
s
s
DISPL.
cc
544
544
543
543
498
498
498
498
498
498
498
498
498
49$
498
498
49?
498
498
498
498
498
498
498
498
492
492
489
444
444
444
444
444
444
444
444
444
444
408
408
398
ENG.
TYPE
4 S
2 S
2 S
2 S
•i s
4 S
4 S
4 V
4 S
4 S
4 S
4 S
4 S
4 S
4 5
4 S
4 S
4 S
4 S
4 S
* i
2 S
2 S
2 S
2 S
2 S
2.S
2 S
4 S
4 S
4 S
4 S
4 b
4 S
4 S
4 5
4 S
4 $
4 S
4 S
2 S
NOISE LEVEL - dB
J331a
83
81
92
87
87
78
78
84
83
80
80
79
79
80
84
82
80
83
78
80
88
86
84
90
84
78
88
83
86
83
91
85
84
83
84
80
81
81
74
76
84
F76
85
88
/y
R4
W
81
bb
80
W
82
89
88
83
U4
/b
76
85
F77
F50
90
89
98
101
96
89
86
92
96
93
94
90
91
93
yu
89
89
96
91
90
yfa
100
94
98
93
96~
95
98
98
90
90
100
88
92
92
89
90
89
85
85
92
35 MPH
67
74
68
71
71
67
65
67
66
72
71
76
76
72
74
70
74
71
67
69
69
55 MPH
71
79
72
77
76
73
70
71
70
76
81
78
87
77
74
73
76
76
71
73
73
TFST
1 C.J 1
SITE
G
A
C
F
A
A
F
A
A
A
A
A
A
A
I
J
G
F
F
F
A
A
A
A
A
A
C
A
A
G
H
F
H
F
A
A
A
A
F
F
G
MFG'R
™ * •
-•• ..—
^^"•^^•«— ••^•t
-WB-MBBMB^B
•"—— ^— ^— •.
BIKE
NO.
509
ATI
37
591
A82
A44
599
A73
A101"
A132
A146
A144
A141
A140
554
SSfi
r513 ~
580
582
595
A3!
A108
*
A34
JDH
A190
Up
~6T8~~
528
ITsT
TF2T
A94
A61
626
~60T~~
519
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
C-20
-------
TABLE C-6 (CONT'D.)
USE *
CATEGORY
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
sx
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
S
s
S
s
DISPL.
cc
398
398
398
398
398
397
371
371
371
371
356
356
356
356
356
356
356
356
356
356
356
351
347
347
347
347
347
347
347
347
347
347
347
346
346
346
326
325
325
325
325
325
EflG.
TYPE
4 S
4 S
4 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
2 S
2 S
4 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
86
87
87
87
82
83
90
87
80
82
92
82
82
83
80
79
80
76
80
81
79
84
87
77
79
76
82
85
85
86
84
83
88
37
82
83
85
82
85
86
81
76
F76
84
92
81
83
83
80
81
80
85
78
80
83
85
87
82
F77
F50
90
90
88
89
92
98
89
87
89
92
101
88
89
89
90
91
89
88
92
91
89
97
91
91
87
92
87
94
86
88
95
98
94
87
88
96
89
94
92
91
91
35MPH
71
70
70
76
71
66
67
68
71
67
67
69
80
65
73
74
72
74
75
73
78
73
73
72
68
55 MPH
78
75
76
79
73
71
72
71
71
72
70
70
87
70
76
74
75
76
78
79
81
76
77
78
72
TEST
SITE
G
C
A
A
A
A
A
A
A
A
H
I
I
0
F
F
F
A
A
A
A
A
0
F
C
A
G
A
A
A
A
A
A
A
A
A
A
H
I
K
F
A
MFG'R
BIKE
NO.
507
73
A51
A53
A154
A14
A148
A92
A 58
A63
526
537
553
560
603
614
627
A67
A152
A187
A184
A27
212
623
75
A168
503
A22
A48
A71
A62
A127
A179
A169
A110
A52
A129
525
539
576
624
A16
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
C-21
-------
TABLE C-6 (CONT'D.)
USE
CATEGORY "
S
S
S
s
s
^
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
DISPL
cc
•
325
325
325
325
325
325
325
325
325
325
325
305
249
247
247
247
247
247
247
246
198
198
198
198
198
195
195
192
190
184
'84
80
74
174
'74
•74
71
7t
174
174
174
'74
'74
74
ENG.
TYPE
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
2 S
2 S
4 S
4 S
2 S
2 S
* i
4 S
4 S
4 S
4 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
NOISE LEVEL - dB
J331a
80
83
80
80
87
79
85
77
82
81
81
86
82
84
84
81
81
82
83
84
SO
78
77
76
8U
«
-------
TABLE C-6 (CONT'D.)
USE .
CATEGORY
'S
s
5
S
S
S
S
S
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
sx
DISPL.
cc
174
171
124
124
123
122
122
122
122
122
122
122
99
99
99
99
99
99
97
90
89
73
73
72
49
396
396
396
359
351
351
351
348
348
348
325
325
325
248
243
248
248
ENG.
TYPE
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
2 S
2 S
2 S
4 S
2 S
2 S
2 S
4 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
84
80
77
80
81
76
81
83
80
81
79
84
82
82
79
83
80
77
76
78
82
71
73
84
80
80
99
85
82
83
81
79
82
92
85
82
80
79
81
80
76
76
78
78
77
77
81
68
83
95
83
80
90
84
F77
67
F50
89
88
83
89
85
89
87
90
88
88
88
95
91
94
89
88
74
84
95
82
93
100
93
95
105
100
93
96
91
90
89
92
91
94
88
88
89
88
35 MPH
75
77
74
77
70
72
71
76
76
71
74
74
73
69
71
72
79
76
73
73
72
74
71
69
73
55 MPH
78
79
78
76
77
79
81
79
81
78
87
79
75
74
75
81
80
75
74
75
76
78
74
7b
TEST
SITE
A
A
G
A
A
A
A
J
I
H
H
A
A
A
A
A
A
J
A
A
G
F
A
0
I
A
A
I
A
A
F
A
A
F
I
F
A
A
A
A -
A
IFG'R
BIKE
NO.
A18
A47
506
A8
A13
A142
A180
570
545
544
529
522
A84
A150
A185
A183
A15
A6
558
A10
A7
512
,585
A135
157
55Q
A42
A35
542
A178
A36
592
A155
A123
608
538
616
A70
A193
A5
AGO
A88
* Category Code: S - Street, X = Off-Road, SX - Combination Street/Off-Road
C-23
-------
TABLE C-6 (CONT'D.)
USE
CATEGORY
SX
SX
SX
SX
SX
SX
SX
SX
SX
L SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
S.X
SX
SX
SX
_ SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
OISPL.
cc
248
248
248
248
24,8
247
246
246
246
1 246 1
1 246 |
245
242
242
183
183
183
183
183
183
183
174
174
173
171
171
123
123
123
123
123
123
123
123
122
122
122
99
99
ENG.
TYPE
4 §
4 S
4 S
2 S
1 S
2 S
2 S
1 S
2 $
2 s
4 S
't !)
'4 *
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
I 5
't i
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
80
81
90
82
85
90
83
82
86
79
79
85
87
91
92
80
84
83
86
84
85
82
86
33
86
84
83
81
84
88
87
82
88
83
86
100
79
79
81
F76
84
82
«b
W
83
82
90
81
80
83
F77
F50
89
90
92
90
92
95
97
99
VV
88
94
%
95
118
93
94
94
yb
92
95
91
89
91
91
91
86
91
90
97
92
96
95
88
98
88
88
87
35 MPII
71
73
70
74
70
73
74
77
75
74
75
81
79
70
80
88
78
7C
81
73
72
77
55 MPH
75
76
75
74
76
81
83
76
79
81
83
80
80
79
84
87
78
84
87
90
82
87
79
79
79
. TEST
SITE
A
A
G
G
1
c
A
F
A
A
A
J
D
D
C
A
A
-A
A
A
| A_
A
A
A
A
F
A
A
A
A
A
A
A
F
H
C
A
A
A
MFG'R
~«— •— i^«*«™
—'•- n •
™— ^^•"••"^
^^^^^^^W.
" " " i •-
BIKE
NO.
A102
A156
520
518
540
64
A151
tsaijH
A126
LA57~1
A3 7
568
97
91
48
A41-
A55
A64
~A7r-
-AU9
3T7T
A83"~
~~A7§-
-ATJ7
^TaT
577
A45
A56
A167
-ALZ5
A189~
A197
-^a.
-^
ISS"
^8T~
^TTT
* Category Code: S = Street, X = Off-Road, SX = Combination Street/Off-Road
cont'd.
C-24
-------
TABLE C-6 (CONT'D)
USE .
CATEGORY
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
X
c
X
SX
SX
X
X
X
X
X
X
X
DISPL.
cc
99
98
97
97
97
97
97
97
97
97
90
88
72
72
246
246
246
183
173
123
123
72
49
49
49
49
ENG.
TYPE
4 $
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
2 S
4 S
2 S
4 S
4 S
2 S
2 S
2 S
2 S
4 S
2 S
2 S
4 S
4 S
4 S
4 S
4 S
NOISE LEVEL - dB
J331a
83
fi2
81
82
79
78
31
75
76
79
71
71
74
77
92
91
94
85
85
80
88
80
F76
81
81
82
91
91
92
85
87
78
F77
81
02
76
75
76
75
F50
88
98
85
102
91
92
92
80
92
92
87
79
82
92
101
96
91
95
90
97
84
35 MPH
74
74
76
74
73
74
79
61
74
85
55 MPH
80
80
82
77
75
82
70
88
TEST
SITE
A
0
F
F
A
A
A
A
A
A
A
I
A
C
0
D
D
C
I
C
F
H
H
H
H
H
MFG'R
BIKE
NO.
A181
155
584
586
A199
A176
A194
A65
A29
A200
A90
547
A170
18
143
146
201
41
548
25
583
523
536
535
534
533
CATEGORY CODE:
S= STREET, X- OFF-ROAD, SX" COMBINATION STREET/OFF-ROAl),
C» COMPETITION ONLY (Labeled)
C-25
-------
TABLE C-7 NOISE LEVELS, 1969 - 1976 MODEL YEAR IN-SERVICE MODIFIED MOTORCYCLES
USE *
CATEGORY
S
s
S
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
s
sx
X
X
X
X
DISPL.
cc
1207
1207
207
207
1207
1207
1207
1000
999
995
903
903
745
739
738
736
736
736
736
736
736
736
544
498
498
498
490
444
444
388
350
348
348
34?
347
325
325
325
122
750
174
123
72
ENG.
TYPE
4 S
4 S
4 S
4 5
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
4 S
2 S
4 S
4 S
2 S
2 S
2 S
4 S
4 S
2 S
4 S
4 S
2 S
2 S
4 S
NOISE LEVEL - dB
J331a_
92
95
89
94
91
98
87
94
92
91
102
91
84
100
98
90
91
97
91
89
86
92
86
78
83
97
97
82
100
97
97
100
98
87
88
99
89
93
95
101
100
102
83
F76
96
93
92
9J
99
96
79
8b
~~8~B~~
101
98
ilb
85
94
98
77
F77
79
F50
99
101
104
103
101
97
86
96
97
112
106
102
97
103
103
93
35 MPH
55 MPH
•
TEST
SITE
D
C
c
C
C
C
C
c
c
D
c
c
c
c
c
F
F
K
H
C
C
C
C
F
F
C
C
F
F
C
C
J
F
F
C
C
C
F
C
C
c
K
II
MFG'R
F
"^ ^— — •
F
F
•— — ^— ««.«—
•' " •.
V
F
0
0
P
V
V
V
V
V
V
V
V
V
V
V
V
o
AD
V
V
0
V
AC
V
AC
AC
V
V
V
V
V
C
V
V
BIKE
NO.
It
46
32
-ff-
-«-
186
72
50
H7
39
43
617
596
574
531
67
56
38
9
599
597
69
54
620
619
53
5
564
622
588
65
70
"T3
615
14
1
~47
~57~r~
524
Category Code: S - Street, X = Off-Road, SX = Combination Street/Off-Road
C-26
-------
TABLE C-8 MOTORCYCLES USED IN AFTERMARKET PRODUCTS STUDY
BIKE NO.
174
203
204
205
206
207
208
210
212
213
214
215
216
217
218
219
MAKE/MODEL
Yamaha
Harley-Davidson
Honda
Honda
Kawasaki
Suzuki
Honda
Honda
Yamaka
Kawasaki
Kawasaki
Honda
Honda
Suzuki
Yamaha
Honda
XS 650C
XLH-1000
GL 1000
CB 550
KZ 900
TS 185
CB 360T
GL 1000
RD 350
KZ 400
KZ 900
CB 750
CB 500
GT 750
DT 175C
CB 750
MFG. DATE
10/75
7/75
7/75
9/75
6/75
12/75
6/75
8/75
5/74
11/75
7/75
9/75
5/74
8/74
6/75
11/75
C-27
-------
TABLE C-9 AFTERMARKET EXHAUST SYSTEMS
Alphabets
Model
Manufacturer Part No.
Yamaha XS-650C
H-D XLCH
Honda GL-1000
Honda GL-1000
Honda CB 550
Honda CB 550
Kaw KZ-900
'aw KZ-900
. aw KZ-900
Honda CB 360 T
Kaw KZ 400
Honda CB 750
Honda CB 750
10-1401
10-1056
10-1281
10-1280
10-1252
10-1254
10-1501
10-1502
10-1503
10-1230
10-1510
10-1274
CB 750
2:1
4:2
4:1
4:2
4:1
4:2
4:2
2:1
2:1
4:2
Jardine
H-D XLCH
Honda CB-550
Honda CB-550
Honda GL-1000
Honda GL-1000
Kaw KZ-400
Kaw KZ-900
Kaw KZ-900
Honda CB 750
6100
1500
9500
10200
1000
5400
5900
2:1
4:1
2:1
4:1
1900 KZ 900
CB 750
Hooker
H-D XLCH
Honda CB 500
Honda GL 1000
Honda CB 750
Honda CB 750
Honda CB 750
27183
27181
27322
27324
27324
CB 750 4:1
4:1
4:4
4:4
* Baffle removed
C-28
-------
Table C-9 (Continued)
Bassani
Model
Manufacturer Part No,
Honda CB 550
Kaw KZ-900
Kaw KZ-900
Suzuki TS-185
Yamaha RD 350
Kaw Kz 400
Kaw KZ 400
Kaw KZ-400
Suzuki GT-750
Suzuki 6T-750
Yamaha DT-175 C
Honda CB 750
Honda CB 750
Honda CB 550 4:2
KZ 900 4:2
Perf. core
KZ 900 4:2
Punched core
Suzuki TS-185
RD 350
KZ 400
Sawcut Baffle
KZ 400 Glass Pak
Baffle
KZ 400
Baffle Removed
GT-750 3:1
GT-750 3:1
Baffle Removed
Yamaha 175
CB 750-Large 4:1
CB 750-Small 4:1
J & R
Honda CB 550
Honda CB 550
Honda CB 550
Yamaha RD 350
Kaw KZ 400
Kaw KZ 400
Honda CB 750
Honda CB 750
Suzuki GT 750
Yamaha DT 175-C
Honda CB 750
Honda CB 750
H 7500
H 7500
H 7500
RD 350
KZ 400
KZ 400
CB 750
CB 750
GT 750
DT 100.
CB 750
CB 750
Street
Competition
Baffle Removed
Street
Competition
Street
Competition
•175
Street
Competition
C-29
-------
Model
Honda CB 550
Honda CB 550
Honda CB 550
Kaw KZ 900
Honda CB 360 T
Honda GL-1000
Kaw KZ 400
Kaw KZ 900
Kaw KZ 900
TABLE C-9 (Continued)
MCM
Manufacturer Part N
HO 550 4:2 QTS
Honda CB 550 3:1
HO 550 4:2 QTCM
KZ 900
HO 360 2:1 QTS
HO 1000 QTM
KA 40 RE
KAZI QTM 4:2
ZI-412 CM
S & S
Honda CB 550
Honda CB 550
Honda CB 550
Honda CB 550
Kaw KZ 900
Kaw KZ 900
Kaw KZ 400
H500 4:1
HS 500 4:2
H 500 F 4:2
H 500 TO
KZ 900 header 4:2
KZ 900 4:1
KZ 400 2:1
KERKER
Honda CB-550 4:1
Honda CB-550 Baffle Removed
Kawasaki KZ-900 4:1
Kawasaki KZ-900 Baffle Removed
Honda CB-750 Small Core
C-30
-------
Model
TABLE C-9 (Continued)
Winning
Manufacturer Part No.
Honda CB 750
CB 750
Torque Engineering
Honda CB 550
Honda CB 550
Honda CB 550
Honda CB 360
Honda CB 360
Kaw KZ 400
Honda CB 750
Honda CB 750
Honda CB 500
Honda CB 500
Honda CB 500
Honda CB 750
5230 4:2
5230 4:2 Insert Removed
5230 4:2 Glass Removed
with inserts in
5216 2:1
Baffle Removed
5216
5303
5240
5240
2:1
4:2
4:2 Baffle Removed
Silver Smith 4:1
Special Baffle
Silversmith 4:1
Stock Core
Silver Smith 4:1
Baffle Removed
CB 750 4:1
Yoshimura
Honda CB 550
Honda CB 550
92100
92100 Insert Removed
C-31
-------
TABLE C-9 (Continued)
Santee
Model Manufacturer Part No.
Yamaha XS-650 C
Hn vi ru
-U ALv/n _,-n 91 T- o.i
Honda CB-360 T 360-21 E 2.1
Honda CB-360 T 360-21 E 2:1
muffler removed
Dick's Cycle West
Kawasaki KZ-400 KZ-Jjjjj 2:1
Kawasaki KZ-900 £1-900
Honda CB 750 $B-/bO
Yamaha RD 350 35°
RJS
750 CB-750 with Quiet Tone
CB 75°
Trebaca
Honda CB-750 CB-750 2:1
RC Engineering
Honda CB-750 CB-750 Sma11
C-32
-------
TABLE C-10
COMPARISON OF NOISE LEVELS FROM
OEM AND AFTERMARKET EXHAUST SYSTEMS
Yamaha XS-650C
exhaust system
exhaust system
Harley -Davidson XLH-1000
exhaust system
Honda GL-1000
Honda GL-1000
(OEM)
a
b
(OEM)
a
b
c
d
(OEM)
a
b
(OEM)
a
b
c
d
J331a
82
95
90
87
90
90
93
102
76
74~
75
76
77
81
78
74
F-76
86
98
95
88
91
92
96
101
81
87
83
83
8T
85
85
82
F-50
89
100
89
99
98
98
102
107
87
W
89
88
W
97
94
95
C-33
-------
TABLE C-10 (CONT'D.)
J331a F-76 F-50
Hynda CB-550 (OEM) 83 84 90
a 85 86 94
b 82 84 93
c 83 82 86
d 90 90 97
e 84 84 92
f 83 83 92
g 95 98 108
h 82 83 92
1 99 90 99
j 88 91 99
k 83 95 90
1 84 86 92
m 85 89 98
n 83 86 96
0 86 87 96
p 92 95 100
q 92 93 104
r 84 85 90
s 85 86 92
t 92 94 99
C-34
-------
TABLE C-10 (CONT'D.)
J331a F-76 F-50
Kawasaki KZ-900 (OEM) 80 87 96
a 86 91 99
b 90 96 107
c 79 86 94
d 84 90 96
e 78 86 98
f 79 87 97
9 80 86 95
h 87 91 101
1 90 97 103
j 87 91 102
k 82 87 97
Kawasaki KZ-900 (OEM) 82 86 95
a 82 86 98
b 83 87 95
c 90 97 107
Yamaha DT-175C (OEM) 83 81 92
a 89 86 101
b 88 86 100
C-35
-------
TABLE C-10 (CONT'D.)
Kawasaki KZ-400
(OEM)
a
b
c
d
e
f
9
h
1
j
J331a
79
86
83
102
84
89
83
91
89
87
94
F-76
79
86
83
97
82
88
84
91
88
87
95
F-50
91
97
89
105
95
91
91
97
95
95
101
Yamaha RD-350
(OEM)
a
b
c
87
101
89
88
85
97
86
85
Suzuki TS-185
(OEM)
a
81
87
81
86
91
100
Honda CB-360T
(OEM)
a
b
c
d
78
94
81
85
81
94
83
86
86
85
99
91
96
101
C-36
-------
TABLE C-10 (CONT'D.)
F-76 F-50
Honda CB-750 (OEM) 81 83 93
a 79 84 89
b 86 87 97
Honda CB-750 (OEM) 81 83 91
a 85 87 96
b 88 94 100
c 89 90 99
d 82 82 94
6 84 86 96
f 83 81 98
9 82 92
h 82 84 93
1 89 95 102
j 87 89 99
k 90 91 101
1 87 94 98
m 81 83 96
n 82 87 92
o 90 98 100
P 84 87 94
q 91 95 104
/
Suzuki GT-750 (OEM) 83 84 94
a 84 85 93
b 87 89 98
C-37
-------
Inserts and Baffles Removed
TABLE C-10 (CONT'D.)
dB over Insert or baffle in place
Muffler Removed
Yamaha XS-650C
Harley- Davids on XLCH
Honda CB-550
Honda GL-1000
Kawasaki KZ-900
Honda CB-750
a
b
c
d
e
f
g
h
1
J
k
1
m
J331a
21
16
17
13
13
11
18
19
13
6
16
5
18
dB over muffler
J331a
22
19
16
20
19
20
F-76
21
15
17
11
10
11
16
17
15
4
17
5
22
1n place
F-76
18
16
15
17
20
F-50
15
13
13
17
13
14
14
14
15
3
8
17
F-50
23
11
20
24
19
C-38
-------
TABLE C-ll
CLOSING CONDITIONS IN J331a TESTS
J331a CLOSING CONDITIONS
BIKE No.
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
117
118
119
120
122
123
124
125
126
128
130
131
132
134
135
137
138
139
140
142
143
144
145
146
147
151
152
153
154
155
156
158
DISPL.
356
72
123
999
736
544
198
124
248
124
171
99
248
99
99
99
174
400
746
73
249
246
396
184
492
98
371
543
246
171
244
326
898
828
744
246
344
981
246
844
949
336
248
123
98
72
898
% RPM
100
100
71
93
94
100
100
100
100
100
100
100
100
100
100
93
100
• 100
100
100
100
88
100
93
100
100
100
100
100
100
80
74
100
94
88
100
69
77
92
100
100
100
100
83
Ft. Past We .
100
45
64
100
100
100
100
100
25
45
100
30
100
30
78
100
27
100
100
25
100
72
100
56
100
25
100
100
30
25
•25
25
95
100
100
50
100
100
100
100
100
100
30
100
75
35
100
MPH
18
27
45
38
32
30
35
25
35
25
31
27
29
41
38
44
30
46
26
45
44
23
20
48
49
50
40
48
52
52
45
35
32
60
C-39
-------
TABLE C-ll (CONT'D.)
CLOSING CONDITIONS IN J331a TESTS
J331a CLOSING CONDITIONS
BIKE NO.
156
158
159
160
162
163
164
165
166
167
169
171
172
173
174
175
176
179
180
181
182
183
185
186
187
188
189
190
191
192
193
194
195
196
197
198
200
201
203
204A
205A
207 A
208A
209A
210A
211
'212
213
214
215
218
219
DISPL.
72
898
750
736
124
903
79
195
72
97
89
72
72
397
653
748
738
903
497
183
72
354
1200
995
1200
174
174
242
242
123
123
1200
995
995
242
246
310
246
995
999
544
183
356
246
999
248
347
398
903
736
171
736
% RPM
100
83
70
69
100
68
100
93
100
100
100
100
100
100
64
76
83
67
88
100
100
100
77
80
90
100
100
100
100
100
100
77
75
75
100
100
100
100
85
67
82
100
92
100
67
100
100
96
71
69
100
75
Ft. PAST M1c.
35
100
100
100
25
40
100
25
100
35
75
55
50
55
25
100
100
100
100
100
25
40
50
100
100
100
35
50
25
25
60
40
100
100
100
25
35
65
40
100
100
100
100
100
100
90
100
100
100
100
25
100
MPH
50
45
25
52
36
19
30
22
20
24
46
57
53
49
48
28
45
50
45
45
32
35
37
35
32
42
48
48
32
32
32
32
47
50
48
40
45
33
48
40
42
48
50
22
50
C-40
-------
TABLE C-12 MEASURED NOISE LEVELS RELATED TO CLOSING RPM
The sound level data presented in this table were obtained using the F76, J47,
R60 or variations of these procedures. Commonality Is closing rpm being
obtained at full throttle at a point 25 feet past the microphone target
point. Motorcycles are 1975 or 1976 year of manufacture except as noted.
dB @ % rpm
BIKE NO.
101
103
104
105
106
1DT"
108
109
110
111
112
113
114
115
117
119
120
121
123
124
125
126
128
130
T31
132
134
135
163
T74~
176
180
185
186
USE**
S
SX
S
S
S
S
S
X
SX
X
SX
SX
SX
S
SX
SX
S
S
S
SX
X
SX
S .
S
SX
S
S
SX
SX
S
S
S
S
S
S
MAKE/MODEL
Honda CJ 360T
Honda MT 125
Honda GL 1000
Honda CB 750
Honda CB 550F
Honda CB 200T
Honda CB 125S
Honda TL 250
Honda XL 125
Honda MR 175
Honda XL 100
Honda XL 250
Kawasaki KM100A
Kawasaki KH 100
Kawasaki KY 100
Kawasaki KE 175
Kawasaki KH 400
Kawasaki KZ 750
Kawasaki Z1F 900
Kawasaki KH 250
kawasakl KT 250
Suzuki TS 400A
Suzuki GT 185
Suzuki GT 500A
Suzuki TS 100
Suzuki GT 380
Suzuki GT 550
Yamaha DT 250C
Yamaha DT 175C
Kawasaki KZ 900 LTD
Yamaha XS 650C
Suzuki GT 750
Suzuki RES (500)
Harley FXE 1200
Harley XLH 1000
75%
79.5
80.1
83.5
85.0
82.8
78.1
81.1
78.0
79.6
82.2
78.6
78.6
77.0
81.8
81.2
79.3
84.6
83.0
89.4
81.6
87.8
80.6
76.7
83.9
74.8
83.5
82.9
80.2
80.5
88.7
86.2
84.0
83.1
95.6
93.1
100% NOTED REMARKS
83.3
82.4
87.4*
89.1*
85.2
82.4
83.7
83.9
85.1*
88.8
84.4*
82.7
78.0*
84.3
83.8
82.6* 80.9 9 86%
87.5 85.6 9 91%
88.5*
91.8 91.4 9 84% '74 yr. of
88.3 mfg.
92.9*
84.4
79.8
85.7
75.6
85.3
85.2
81.5
82.4
81.8 9 46%
81.4 9 49%
88.0 82.1 9 50%
81.0 9 58%
89.4 9 58% modified ex.
86.5 0 53% modified ex.
SX
* Lower gear used
** Category Code:
Harley SX 175
79.6
81.7 9 88%
Street, X = Off-Road, SX = croblnation Street/Off-Road
C-41
-------
TABLE C-12
BIKE No.
189
190
191
192
193
194
196
(contined)
USE* MAKE/MODEL
S
S
sx
s
sx
s
s
nariey :>:> i/o
Harley SS 250
Harley SX 250
Harley SS 125
Harley SX 125
Harley FXE 1200
Harley XLH 1000
75%
81.3
79.1
89.9
78.3
77.4
85.8
87.7
dB @ 5 rpm
100% NOTED
81.1 @ 89%
80.8 @ 76%
90.9
79.6 @ 86%
82.7
-------
r>
i
c*>
TABLE C-13 CALCULATED F-76a NOISE LEVELS
The F-76a noise level presented in this table have been obtained by linear
'nterpolation of the measured levels presented in Table C-12.
100-125c.c.
175-250c.c
300-500c.c
550-750c.c.
900-1200c.c.
Bike
No.
103
108
110
112
114
115
117
130
192
193
J331a
dBA
83.4
80.6
82.5
84.1
78.0
81.8
80.5
75.6
79.6
82.8
F76 F76a
dBA dBA
80.1 81.3
81.1 82.5
79.6 82.6
78.6 82.1
77.0 77.6
77.0 83.3
86.2 82.7
74.8 75.3
78.3 79.9
77.4 80.4
Bike
No.
107
113
118
123
126
134
135
188
J331a
dBA
76.8
79.2
82.6
82.2
78.7
81.5
82.4
83.5
F76 F76a
dBA dBA
78.1 79.8
78.6 79.8
79.3 80.5
81.6 83.6
76.7 78.0
80.2 80.6
80.5 81.2
79.6 82.5
Bike
No.
101
119
125
128
131
180
J331a
dBA
76.2
83.9
80.7
82.4
83.5
82.4
F76 F76a
dBA dBA
79.5 79.8
84.6 84.6
80.6 80.6
83.9 83.5
83.5 83.5
83.1 82.5
Bike
No.
105
106
120
132
174
176
J331a
dBA
81.5
81.5
81.2
82.5
82.1
82.8
F76 F76a
dBA dBA
85.0 82.5
82.8 82.1
83.0 79.7
82.9 82.2
86.2 83.9
84.0 82.9
Bike
No.
104
121
196
194
J331a
dBA
75.5
81.4
83.9
81.5
F76
dBA
83.5
89.4
87.7
85.8
F76a
dBA
81.2
85.1
83.0
81.0
x= 80.9 78.5 80.8 x= 80.9 79.3 80.8 x= 81.5 82.5 82.5 x= 81.9 84.0 82.3 x= 80.6 86.6 82.6
CT= 2.62 2.03 2.57
-------
TABLE C-14 VARIABILITY IN NOISE LEVEL DATA
A. DIFFERENT VEHICLES OF SAME MODEL TESTED AT DIFFERENT SITES:
NORMALIZED* NOISE LEVEL - dB
BIKE NO.
22
( 106
( 606
59
508
( 605
26
104
204A
( 552
( 561
598
. 555
593
637
218
516
553
627
( 560
( 603
( 101
( 602
8
205A
551
559
571
607
J 105
219
604
TEST SITE
C
B
F
C
G
F
C
B
D
I
J
F
J
F
E
D
G
I
F
J
F
B
F
C
D
I
J
K
F
B
D
F
J331a
2
4
0
1
0
0
1
0
0
0
1
0
0
1
1
0
2
0
3
0
0
0
2
1
3
1
0
0
3
2
0
F76
4
0
0
1
5
2
4
6
0
5
3
0
1
0
3
0
3
0
1
0
2
1
3
0
1
3
1
0
F50 F77
0
0
0
3
0
2
1
1
0
1
1
1
0
1
0
0
0
0
0
0
1
0
0
4
1
2
0
2
3
3
0
4
to lowest value.
C-44
-------
TABLE C-14 (Continued)
BIKE No.
112
612
529
544
522
545
570
110
563
611
113
609
( 58
( 139
557
( 153
( 632
( 575
( 628
( 102
613
( 108
( 610
174
565
( 36
( 166
( 134
514
173
567
502
590
TEST SITE
B
F
H
I
H
I
J
B
J
F
B
F
C
D
J
D
E
K
F
B
F
B
F
D
J
C
D
D
G
D
J
G
F
J331a
0
1
0
2
4
0
3
5
0
3
0
0
0
1
2
0
-1
0
1
2
0
1
0
0
1
0
1
1
0
1
0
2
0
F76
0
0
0
0
4
0
5
1
0
0
2
0
0
1
0
0
3
1
0
0
1
3
0
2
0
3
0
F50 F77
2
0
0
0
0
2
4
4
0
0
0
0
2
3
0
5
1
0
0
8
0
4
0
3
9
0
2
0
0
3
Continued
C-45
-------
TABLE C-14 (Continued)
B. DIFFERENT VEHICLES OF SAME MODEL TESTED AT THE SAME SITE:
BIKE NO.
(533
(534
(535
(536
(601
(626
(215
(219
(179
(214
(23
(27
(58
(2
(26
(31
(45
(7
(59
!3
(4
C. SAME VEHICLE
(105
(215
D. SAME VEHICLE
(135
(218
(127
(176
(181
(207A
TEST SITE
H
H
H
H
F
F
D
D
D
D
c.
C
C
C
C
C
C
C
C
C
C
TESTED AT DIFFERENT
B
D
TESTED AT SAME SITE:
D
D
D
D
D
D
J331a
2
0
0
0
0
2
0
0
0
6
1*
0**
4
0
0
1
0
SITES:***
1
0
***
0
1
1
0
F76
1
0
1
0
0
0
1
0
0
1
0
0
0
2
F50
0
0
2
0
1
0
5
0
5
0
0
1
0
0
2
1
0
0
0
0
2
1
0
F77
0
1
0
1
• • • — • .•
__ ._. added accessories
** Equipped with Windjammer III fairing
*** "SAME" vehicles were received 1n different phases of the test program
and given different Identification numbers.
C-46
-------
TABLE C-15. EFFECT OF 6 INCH TURF ON MEASURED NOISE LEVELS
a) B1ke No. 214C traveling 1n center of 150^ wide asphalt runway:
J331a : 90.7 dBA
F76 : 97.8 dBA
b) B1ke No. 214C traveling on edge of ISO*1 wide asphalt runway;
area beyound runway 6" turf:
J331a : 92.7 dBA measured over ashalt
85.3 dBA measured over turf
F76 : 98.3 dBA measured over asphalt
91.1 dBA measured over turf.
Note; The above data were obtained at Test Site D (described 1n Appendix B)
using one motorcycle only. The effect should not be assumed to be
representative of all motorcycles. As discussed 1n section 3.2.1
of the report, theory suggests that the sound level measured over
turf could be either higher or lower than the level measured over
asphalt, the effect being dependent on the spectral content of the
noise.
The data suggests, however, that surface texture may be Important.
For example, sealed asphalt might yield different results then un-
sealed asphalt having a porous texture.
C-47
-------
APPENDIX D
STATE AND LOCAL NOISE REGULATIONS
-------
APPENDIX D
STATE AND LOCAL NOISE REGULATIONS
EPA has established motorcycle noise emission standards that will preempt
the standards for newly manufactured motorcycles and motorcycle exhaust
systems adopted by several states, and to provide national uniformity of
treatment for controlling motorcycle noise. However, State and local govern-
ments are not preempted by Federal regulations from establishing and enforcing
controls on environmental noise through the licensing, regulation, or restric-
tion of the use, operation, or movement of any product or combination of
products. Prior to promulgation, EPA conducted a thorough review of current
state and local motorcycle noise regulations to insure that the final Federal
regulation will provide the necessary tools to state and local governments for
effectively reducing motorcycle noise impact. This Appendix summarizes the
results of that review.
STATE LAWS REGULATING MOTORCYCLE NOISE
Nineteen states, including the District of Columbia have laws regulating
motorcycle noise. The laws as analyzed are primarily applicable to the
regulation of noise from motorcycles operated on highways. However, regula-
tions of off-road motorcycles are analyzed in the latter part of this
Appendix.
D-l
-------
Notes for Table of State Laws
(Beginning on page D-4)
1. California also specifies operational noise limits for speed zones of 35
mph or less. For motorcycles, 77 dB; for motor driven cycles, 74 35 rnph.
A stationary sound level standard is also provided. For motorcycles
manufactured after January 1, 1979: 78 dB (soft site); 80 dB (hard
site).
3. The District of Columbia provides correctional factors for distances
other than 50 feet and for soft and hard sites.
4. Although Hawaii has a noise pollution statute authorizing the Director
of the Department of Health to "establish by rule or regulation limita-
tions on vehicular noise, "only the island of Oahu has enacted specific
vehicle noise control regulations.
5. Noise level limits vary with both posted speed and measurement distance
from the vehicle. To calculate noise levels at posted speed limits
there is a 2 dB difference per 5 mph. Oahu differentiates between
vehicles first landed on the island before and after January 1, 1977,
6. Idaho's muffler statute prohibits the operation of a motor vehicle which
produces unusual or excessive noise, defined as any sound which exceed 92
dB under any condition, when measured from a distance of 20 feet. Idaho
Code Section 43-835 authorizes the Board of Health and Welfare.to pre-
scribe more stringent levels, however the Board has not exercised this
authority.
7. Illinois provides rules and regulations governing noise reduction re-
quirements for mufflers installed on racing vehicles.
8. Illinois also specifies that when speed limits are less than 35 mph and
operation is on a grade exceeding 3 percent, the noise limit is 82 dB,
9. Michigan provides for a stationary run-up test for motorcycles of 95 dB
at 75 inches.
10. Minnesota provides a chart for continuous measurement distances. The
indicated value is for a distance of 50 feet, for motorcycles manufac-
tured after January 1, 1975. A third standard is provided for motor-
cycles manufactured before January 1, 1975 of 86 dB at 50 feet.
11. New Jersey's only state vehicle noise emission regulations have been
promulgated by the New Jersey Turnpike Authority and apply only to
vehicle operations on the New Jersey Turnpike.
12
Oregon has a moving test at 50 feet or greater and indicated speed
Oregon also provides for a stationary test at 20 inches for in-usp
motorcycles. The current stationary standard is 102 dB for vehicles
manufactured before 1976 and 99 db for motorcycles beginning in 197g
D-2
-------
CODE FOR STATE NOISE LAW EQUIPMENT STANDARDS
A. Motor vehicles are required to have an adequate muffler in good working
order and in constant operation.
B. No muffler may have a cutout, bypass or similar device.
C. Equipment modifications are not allowed to increase noise emissions above
those of the original equipment.
D. Manufacturers must certify that equipment sold or offered for sale meet
established requirements.
E. No dealer may sell, offer for sale or install equipment that does not
meet established requirements.
F. No person may sell or offer for sale equipment that would cause vehicles
to emit excessive noise.
G. There are restrictions on the type of repairs allowed.
D-3
-------
TABLE OF STATE LAWS -'
I/
late
left nit Ions
Enforcement
Authority
New Vehicle
Sales
Standards (dBR)
Tost
Procedure
Operational
Noise Limits
(<1BA)
MeasuroMcnt
Distance
Equip. Modif.
Prohibited
Kquip. Rcplace-
•ent Standards
Penalty for
Violation
CALIFORNIA
Motorcycle (MC)
Any Motor vehicle with seat or
saddle for driver * < 3 wheels
t £ 1SOO pounds.
Dept. Transportation/Dept. Notor
Molor-uriven Cycle (HOC)
Any Motorcycle or Motor scooter
w/ < 15 gross brake horsepower.
or bicycle with motor; excludes
motorized bike < 2 horse power
or Maxim]*, speed < 30 Mph.
Vehicles/Calif. Highway Patrol
Motorcycle Motor-Driven Cycle Beginning
83 80
80
75
70
1975
1981
1986
1990
Based on SAB J 331a
(1) 1 45
Motorcycle 82
Motor-Driven Cycle 76
Mph > 45
86
82
SO feet from center of lane of travel
A.B,C,D,K
Yes
Yes
COLORAIX)
Motorcycle (MC) Motor-Driven Cycle (MDC)
Any Motor vehicle <_ 3 wheels. Any Motorcycle or Motor scooter
except tractors. with < 6 brake horsepower; or
bicycle w/ Motor.
Dept. Revenue/Local Governments
Motorcycle Motor-Driven Cycle Beginning
86 84 1973
Based on SAE procedures. Measured at 50 feet.
£ 35 mph > 35
Motorcycle 66 9O
SO feet f roM center of lane of travel
A.B.C
Yes
II Data are unavailable if section of this table are blank; Noise levels are
A-mighted; Footnotes precede this table.
-------
TABLE OF STATE LAMS (cont'd.)^
State
Definitions
Enforcement
Autliority
New Vehicle
Sales
Standards WDA)
Teat;
Procedure
Molse Limits
Measurement
Distance
. Hodif.
Prohibited
K>|ul|>. Replace-
ment Standards
Penalty for
Violation
CONHECTICUT
Any motor vehicle w/ seat or
saddle for driver or platform on
which he stands s £ 3 wheels;
includes bicycles w/ motor,
except helper motors.
Commissioner of Motor Vehicles/Environmental Protection Agency
(2) < 35 mph > 35
Motorcycle
(Manufactured prior to 1-1-79) 82 86
After 1-1-79 80 64
50 feet fro* centerline of travel, any grade, load, acceleration
or deceleration
A,B,C,E,G
Yes
Yes
DISTRICT Of COLUMBIA
Any motor vehicle 5 3 wheels t
seat or saddle for operator, ex-
cludes motorized bicycle.
Motorized Bicycle (MB)
Motor vehicle w/ <_ 3 wheels w/
tire >_ 16 in. diameter & <_ 120
rounds £ automatic transmission
K <_ 1.5 horsepower c £ SO cc,
speed £ 25mph.
Mayor
MC
83
MB
80
Beginning
1977
1970
Based on SAE J 331
(3)
Motorcycle
Motorized Bicycle
35
82
76
«ph
> 35
86
82
50 feet froa centerline of travel, any grade, load, acceleration
or deceleration
C.D
Yes
I/ Data are unavailable 1f section of this table are blank; Noise levels are
~ A-w*1ghted; Footnotes precede this table.
-------
iABLE OF STATE LAWS
(cont'd.)-7
State
Ucf tuitions
Enforcement
Authority
New Vehicle
Snips
Standards <<1DA)
Test
Procedure
Operational
Noise Units
(<1HA)
Mc.tsureMont
l> i a tance
K.|«lp. Hcxllf.
I'rolitMte.l
R'Jtiip. Roplace-
mont Standards
Penalty for
Violation
FI.OKIIJA
Motorcycle 35
Motorcycle 78 82
Motor-Driven Cycle 72 79
50 feet from center lane, any grade, load, acceleration or
deceleration
A,B,C,D,F
Yes
HAWAII (4)
Motorcycle ((*:( Motor-Driven cycle (Mlic)
Any Motor vehicle w/ seat or Any Motorcycle with < 5 brake
saddle for rider 6 < 3 wheels; horsepower.
excludes tractors.
Dept. of Health
... 20ft. 25ft. 50ft.
Landed
Before 81 79 73
1-1-77
After
1-1-77 73 71 65
Measurements are allowed at 20, 25 or 50 feet.
A,B,C,E
Yes
II Data are unavailable If section of this table are blank; Noise levels are
A-weighted; Footnotes precede this table.
-------
TftiLE OF STATE 1MB
o
I
State
Definitions
Knforc-e«ent
Authority
New Vehicle
Sales
Standards (dBA)
Test
Procedure
O| 35
86
(0)
50 feet fro» center lane, any grade, load, acceleration
or deceleration.
\J Data are unavailable if section of this table are blank; Noise levels are
A-veighted; Footnotes precede this table.
-------
TABLE OF STATE LAWS (cont'd.)-^
o
i
00
State
ix-finltlons
KnforccMont
Autltority
Now Vehicle
Sales
Standards (l>eratlonal
Ho\r,o Limits
i stance
K.niip7~So
Any Motor vehicle w/ saddle for
use of rider t £ 3 wheels, ex-
cludes farm tractors & Motorized
bicycles.
Motor-Drtveii Cycle (HOC)
Every Motorcycle w/ <^ 1.5
hotsci-ower, I £ SO cc. with
automatic transmission s,
MaxiMun speed <_ 25 »ph.
Bureau of Motor Vehicles
Motorcycle
1 35
8?
raph
> 35
86
At least SO feet from center lane under any grade, load,
acceleration or deceleration.
MARYLAND
Motorcycle (HC)
Any Motor vehicle w/ seat
straddled by driver 6^3 wheels
t > 1.5 horsejower t > 74 ccj
no enclosure other than wind-
screen i sinqluar front steering.
Motor-Driven Cycle (HDC)
Motor Vehicle Admin./Dept. Transportation/State Police
Motorcycles
83
78
Reserved
Beginning
1975
1982
1985
SAE J 331a
Motorcycles
1979
1990
<_ 45 nph > 45
78 82
75 79
50 feet under any speed, grade, load, acceleration or deceleration.
A,B,C,D,F
Yes
II Data are unavailable if section of this table are blank; Noise levels are
A-welghted; Footnotes precede this table.
-------
TABLE OF STATE LAWS
(cont'd.)-'
State
Definitions
MICHIGAN
Motorcycle (MC)
Every motor vehicle with saddle
or seat for rider s < 3 wheels)
excludes tractors.
Hoped
Vehicle £ 3 wheels w/ operable
pedals fi motor, <_ 50 cc piston
displacement 6 < 1.5 horsepower
& max. speed ^ 25 mph on level
surface.
MINNESOTA
Motorcycle (MC)
Any motor vehicle w/ seat or
saddle for rider & £ 3 wheels,
includes motor suootor 6
bicycle w/ motor, excludes
tractors.
Motorized Bicycle
Bicycle with motor & < 50 cc
piston displacement & < 2
horsepower 6 max. speed <_ 30
mph on 1% grade.
I
IO
Knforcement
Authority
Dept. State Highways & Transportation
Pollution Control Agency
New Vehicle
Sales
Standards (dDA)
Motorcycle
or moped
83
Test
Procedure
Based on SAE test procedures.
(irrational
Hoise Limits
(.IDA)
Motorcycle
or moped
3S
82
mph
> 35
86
(9)
Motorcycles
35
80
mph
> 35
83
(10)
Measurement
Distance
Measured at 50 feet.
Rqllip. Hoclif.
FroliiMteil
A,B,C,E,F
Fillip. Rcplace-
moiit Standards
Measured at ^ 20 feet under any grade, load, acceleration or
deceleration.
A,B,C,E,F
Yes
Penalty for
Violation
Yes
Yes
I/ Data are unavailable 1f section of this table are blank; Noise levels are
A-weighted; Footnotes precede this table.
-------
TABLE OF STATE LAWS (cont'd.)!/
State
Definition:*
Enforcement
Authority
New Vehicle
Sales
Standards (ilBA)
O
i-»
o —•
Tent
Procedure
operational
Noise l.tvits
(clnM
Moasurenmnt
Distance
Cqulp. Modif.
Prohibited
Replace
•rent Standards
Penalty for
Violation
MONTANA
Motorcycle (MC)
Any intor vehicle with saddle for
rider or platfons on which he
stands t £ 3 wheels. Includes
bicycles w/ actors.
Highway Patrol
SO feet from closest point to sntorcycle
Motorcycles
75
70
Beginning
197B
1988
Yes
KIEV ADA
Motorcycle_(HC)
Any motor vehicle w/ seat or
saddle for driver £ £ 3 wheels.
Includes power cycle, excludes
tractors.
Dept. Motor Vehicles
Motorcycles
8f
Beginning
1973
Based on SAE J331a
Motorcycles
1 35
82
mph
> 35
86
50 feet from center lane, any grade, load, acceleration
or deceleration.
A,B
Yes
I/ Data are unavailable if section of this table are blank; Noise levels are
A-welghted; Footnotes precede this table.
-------
TABLE OF STATE ItolS (cont'd.)!/
State
Definitions
Enforcement
Autliority
New Vehicle
Standa r«1s (dBA)
Test
Piocel>erational
Noise Limits
(dHA)
Measurement
Distance
Equip. Modif.
Prohibited
B<|iil|>. Replace-
wont Standards
Penalty for
Violation
HEM Jl
Motorcycle (HC)
Any motor vehicle with seat or
saddle for driver or platform;
includes bicycles with motors
attached; excludes motorized
bicycles.
Dept. Environmental Protect ion/No i
Motorcycles
1978
1990
50 feet from center lane, any gradi
deceleration .
A,l
Yes
iRSEY (11)
Motorized Bicycle
Pedal bicycle w/ helper motor
G is either < 5O cc or 1.5
brake horsepower; max speed < 25
mph on flat surface.
se Control Couiicil/DMV
< 35 *ph > 35
78 82
75 78
i, load, acceleration or
3
i
OREGON
Motorcycle (HC)
Any motor vehicle with seat or
saddle for rider & < 3 whf-els,
excludes tractors.
Environmental Quality Commission
Motorcycles Beginning
81 1977
78 1983
75 1988
Based on SAB J331a, moving test at 50 feet.
Motorcycles < 35 vpli > 35 (t2)
1977 79 83
1983 76 80
1988 73 77
Measured at 5O feet.
A,B,C,F
Yes
o
I
\l Data are unavailable if section of this table are blank; Noise levels are
A-weighted; Footnotes precede this table.
-------
TABLE OF STATE LAWS (cont'd.)!/
a
!-•
fS»
State
lM>f tulttonn
Enforcement
Authority
New Vehicle
Sales
Standards MBA)
Test
Procedure
Operational
Noise Ltnits
((IDA)
Measurement
Distance
&|tiJp. Modlf.
Prohibited
'Ulip. Replace
ent Staivlnrds
renalty for
Violation
PENNSYLVANIA
Motorcycle (MQ
Any Motor vehicle with a
for rider n < 3 wheels.
ddle
Mott>r-l>riven Cycle (HUC)
A Motorcycle, including motor
scooter, £ 5 horsepower;
includes pedalcycle with motor
attached.
Sec. of Transportation
MC (soft)
HOC (soft)
HC (Hard)
me (Hard)
»ph
82
76
84
78
> 35
86
82
88
84
SO feet froa center lane under any grade, load, acceleration or
deceleration.
A.B.C.C5
Yes
Yes
RJhJDE ISLAND
Hutorcyclo (MC)
Any notor vehicle with saddle
for rider fc £ 3 wheels; excludes
bicycles with helper Motors.
Mo to r_- Dtivc_n j:y£l e_y
Any motorcycle including motor
scooter with £ 5 brake horse-
power; excludes bicycles with
helper motors.
Dopt. of Transportation
Motor Vehicles
<_ 35 mph > 35
86 90
SO feet from center lane under any grade, load, acceleration or
d«*f?o1 oral* ion. .
Yas
II Data are unavailable 1f section of this table are blank; Noise levels are
A-weighted; Footnotes precede this table.
-------
TABLE OF STATE LAWS (cont'd.)-'
o
Stat«
Definitions
Enforcement
Autliority
Hew Vehicle
Sales
Standards (dBA)
Test
Procodur «
cifieratiotial
Noise Limits
(tlBA)
Distance
K.|»i|>. Moillf.
Prohibited
R<|iiip. noplace-
s-lit. Standards
[•oiialt-y for
Violation
WASHINGTON
Motorcycle (MC) Motor-
Any motor vehicle with saddle Cor Any motoi
ridor 6 £ 3 wheels; excludes with < 5
tractors c. vehicles < 5 horsepower, includes
Dept. of Ecology
Motorcycle 83
Motor-Driven Cycle 8O
Based on SAE J331a
<_ 35 •
Motor Vehicles 80
Motor-Driven Cyclo 76
A,B,C
.Yes
Motor-Driven Cycle (HI)C)
£ 5 brake l>orsepower;
> 35
84
80
Motorcycle (MC)
Hotor-Privcn Cyclg_jHnc)_
If Data are unavailable 1f section of this table are blank; Noise levels are
A-welghted; Footnotes precede this table.
-------
SELECTED MUNICIPAL AND COUNTY LAWS
Local motorcycle noise laws unlike state laws are not reported nationally
in the standard legal references. Thus, the laws summarized below were
compiled by contacting over 80 jurisdictions, from which 66 responses were
received. On page D-16 is a table of ordinances that were analyzed. Where
applicable, standards for highway use and off-road use are distinguished.
Off-road vehicles are abbreviated as ORV.
D-14
-------
Code for Municipal Noise Ordinances Equipment Standards
A. Motor vehicles are required to have an adequate muffler 1n good working
order and In constant operation.
B. No motor vehicle muffler may have a cutout, bypass or similar device.
C. Equipment modifications are not allowed to increase noise emissions above
those of the original equipment.
E. No person may sell or install equipment which cause a vehicle to fail a
noise emission test.
H. Equipment modifications must not cause vehicles to fail noise emission
tests.
I. All engines are required to have mufflers.
0-15
-------
NOISE ORDINANCES OF
SEI.ECTED MUNICIPALITIES AND COUNTIES "
Jurisdiction
ALASKA
Anchorage
ARIZONA
Tempe
CALIFORNIA
Alhambra
Beverly Hills
Burbank
IngLevood
Modesto
Palo Alto
Pasadena
Pleasant Hill
San Diego
Santa Rosa
Stockton
Torrance
COLORADO
Colorado Springs
Denver
Lakewood
FLORIDA
Broward County
West Palm Beach
Motor Vehicle
Noise Standards (dBA)
<35 mph 2.35
Motorcycles 76 80
ORV ' s 76 76
Nuisance Standard
Adopts State Standard
Adopts State Standard
Community Noise Standards Exempt
Motor Vehicles on Public Roads
Adopts State Standard
Adopts State Standard
Adopts State Standard
Adopts State Standard
Adopts State Standard
All Light Vehicles 80
All LJght Vehicles 80
All Light Vehicles 80
Community Noise Standard Exempts
Motor Vehicles on Public Right-of-
Way
<35 mph>35
Motorcycles 78 82
Motor Driven 7Q 79
Cycles
Measurement
Distance
50ft.
50ft.
25ft.
25ft.
25ft.
50ft.
Equipment
Standards
A,H,I
I
A
A,C
A,B ,C,E,
I
B,C,H,I
B,C,I
C,I
Penalties
for Violation
Yes, but not
specified
<$300 and/or 6
months in jail
Restraining
Order or
Injunction
Yes, but not
specified
Community
Noise
Standards
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Conformity
W/ Fed. Reg.
Yes
Yes
II Data are unavaflable If section of this table are blank; Nofse levels are
A-wefghted; Footnotes precede this table.
-------
NOISE ORDINANCES OF
I/
SELECTED MUNICIPALITIES AND COUNTIES ~
(Continued)
Jurisdiction
ILLINOIS
Harrington
Chicago
Des Plaines
Park Ridge
Rock ford
Urbana
INDIANA
Evans ville
Hammond
IDAHO
Boise
Motor Vehicle
Noise Standards (dBA)
Adopts State Standard
<35 mph >35 New
Motorcycle 78 82 75(1980)
Motor-driven 70 79 75(1980)
Cycle
ORV 82 82 73(1975)
1.35 mph >35 New
Motorcycles 78 82 84
Motorbike 70 79 75
ORV's 82 82 73
All Noise Sources 87
<35 mph >35
Motorcycle 82 86
Motorbike 76 82
ORV 76 76
<35 mph >35 New
Motorcycles 78 82 74(1980)
Motorbike 70 79 80(1975)
ORV 70(1975)
All Vehicles 85
Accelerating from full stop 90
<35 mph >35
Motorcycles 86 90
ORV 82 82
Adopts Federal Standards
Measurement
Distance
50ft.
50ft.
75ft.
50ft.
50ft.
50ft.
25ft.
50ft.
Equipment
Standards
C
C
A,B
E,H
C
B
A,B,C
Penalties
for Violation
Jt$15 but $300
subsequent
offenses subject
to more stringent
fines
>$10 but <$200
each day separate
offense
>$15 but <$300
and/or 6 months
jail, more strin-
gent for second
offense
<$200
>$50 but <$300 and/
or 180 days in jail
Community
Noise
Standards
Yes
Yes
Yes
Yes
Yes
Yes
Conformity
W/Fed. Reg.
Yes
Yes
Yes
I/ Data are unavailable If section of this table are blank; Noise levels are
~ A-weighted; Footnotes precede this table.
-------
NOISE ORDINANCES OF
SELECTED MUNICIPALITIES AND COUNTIES
(Continued)
I/-
Jurisdiction
IOWA
Cedar Falls
Dubuque
Storm Lake
KANSAS
Pratre Village
MARYLAND
Baltimore
Montgomery County
MASSACHUSETTS
Boston
MICHIGAN
Ann Arbor
Motor Vehicle
Noise Standards (dDA)
<35 mph >35
Motorcycle 86 90
Motorbike 78 84
£35 mph >35
Motorcycle 86 90
Motorbike 78 84
£35 mph >35
Motorcycle 86 90
Motorbike 78 84
£15 mph >35 New
Motorcycle 78 82 75(1980)
Motor-driven 70 79 75(1980)
Cycle
ORV 82 82 73(1975)
£35 mph >35
Motorcycle 82 86
Motorbike 76 82
New
Motorcycle 84(1975
75(1982)
Motor-driven Cycle 80(1975)
All Motor Vehicles 90
Measurement
Distance
30ft.
30ft.
30ft.
50ft.
50ft.
50ft.
25ft.
Equipment
Standards
A,B,I
I
I
C
A,B
A,E,1I,I
Penal ities
for Violation
Yes, but not
specified
Yes, but not
specified
Yes , but not
specified
£$300 and/or
6 months in jail
Not >$500 per
offense-each day
separate offense
£$1,000- each day
separate offense
Yes, subject to
criminal
prosecution
Community
Noise
Standards
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Conformity
W/Fed. Reg.
Yes
Yes
Yes
\l Data are unavailable
A-weighted; Footnotes
if section of this table are blank; Noise levels are
precede this table.
-------
NOISE ORDINANCES OP
SEIECTED MUNICIPALITIES AND COUNTIES
(Continued)
I/
Jurisdiction
MICHIGAN
Birmingham
Detroit
Ka lama zoo
MINNESOTA
Cannon Falls
Minneapolis
MONTANA
nil lings
Great Falls
Helena
Missoula
Motor Vehicle
Noise Standards (dBA)
<35 tnph >35
Motorcycle 78 82
Motor-driven 70 79
Cycle
Nuisance Provision
<35 mph >35
Motorcycle 82 86
Motorbike 74 78
Varies With Speed and Distance
i.e. 35 mph - 65 dBA ,t 50 ft.
60 mph - 75 dBA it 50 ft.
Varies With Speed and Distance
i.e. 35 mph - 65 dBA at 50 ft.
60 mph - 75 dBA at 50 ft.
50ft. 25ft.
Motorcycles £74 80
Minibikes
50ft. 25ft.
Motorcycles & 74 80
Minibikes
Motorcycles fi 80
Min.ihii'o
Motorcycle £ 00
Motor-driven
cycle ft ORV
Measurement
Distance
50ft.
50ft.
20,25 or
50ft.
20,25 or
50ft.
25 or
50ft.
25 or
50ft.
25ft.
25ft.
Equipment
Standards
I
A,B,II
C,I
C
C
C,I
A,B,I
C,I
A
Penalties
for Violation
Yes, but not
specified
Up to 90 days in
jail and/or $300
<_ $500 and/or 90
days in jail
Yes, but no
specific fine set
£ $300 and/or 90
days in jail -
each day separate
offense
< $300 and/or 90
days
<• $300
Community
Noise
Standards
Yes
Yes
Yes
Yes
Yes
Yes
Conformity
W/ Fed. Reg.
o
\l Data are unavailable
A-weighted; Footnotes
If section of this table are blank; Noise levels are
precede this table.
-------
NOISE ORDINANCES OF
SEIJBCTBD MUNICIPALITIES AND COUNTIES
(Continued)
I/
Jurisdiction
HEM MEXICO
Albuquerque
NEW YORK
New York
OHIO
Cincinnati
Cleveland
Shaker Heights
Toledo
OREGON
Euguene
PENNSYLVANIA
Allen town
UTAH
Ogden City
Salt Lake City
Motor Vehicle
Noise Standards (dBA)
05 mph >35
Motorcycle 82 86
ORV 80 80
50ft. <35 mph >35
Motorcycle 78 82
Motor-drive 70 79
Cycle
All Motor Vehicles 95
All Motor Vehicles 95
All Motor Vehicles 80
£35 mph >35
Motorcycle 82 06
Minibikes & 82 82
ORV
Adopts State Standard
Motorcycle
Residential Zones 86
Other Zones 90
£35 mph >3S 50ft.
Motorcycles 80 84
ORV 82
Measurement
Dis tance
50ft.
25 or
50ft.
5ft.
5ft.
50ft.
50ft.
50ft.
25ft.
Equipment
Standards
I
A,B,C,I
A,B,C,I
B,C,I
Penalties
for Violation
Same as general
penal violations
< $500
Yes, but not
specified
< $100/day-each
day separate
offense
< $50
< $300 and/or
90 days jail
< $300 and/or
30 days jail
_f $300 and/or 6
months in jail
Community
oise
tandards
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Conformity
W/ Fed. Reg.
I
rsj
o
II Data are unavailable If section of this table are blank; Noise levels are
A-welghted; Footnotes precede this table.
-------
NOISE ORDINACES FOR
SELECTED MUNICIPALITIES AND COUNTIES
(Continued)
Jurisdiction
VIRGINIA
Alexandria
Arlington
WASHINGTON
College Place
Medina
Pullnan
Snoiiomish
Walla Walla
WISCONSIN
Mi Iwaukee
WYOMING
Lander
Motor Vehicle
Noise Standards (dBA)
Reserved for Future Enactment
£35 mph >35
Motorcycle 80 84
Otlter 70 79
All Motor Vehicles 95
Adopts State. Standard
Motorcycle 88
Motorbike 82
50ft. 25ft.
Motorcycles 87 93
All Motor Vehicles
<35 mph >35
Motorcycle 80 84
All Motor Vehicles 80
All Motor Vechicles 80
Measurement
Distance
50ft.
20ft.
25ft.
25ft. or
50 ft.
20ft.
50ft.
25ft.
35ft.
Equipment
Standards
A, I
II
A,B,I
A,I
A,B
A,C,H
Penalties
for Violation
^ $500 - each
day separate
offense
> $25 but
^$1,000; and/or
30 days - each day
separate offense
<_ $100 and/or
30 days jail
<_ $50O and/or 30
days jail
£ $300 and/or 30
days jail
Yes, bub not
specified
Community
Noise
Standards
Yes
Yes
Yes
Yes
Yes
Conformity
W/ Fed. Reg.
Yes
Yes
Yes
o
ro
\l Data are unavailable 1f section of this table are blank; Noise levels are
A-welghted; Footnotes precede this table.
-------
SPECIFIC REGULATION OF OFF-ROAD MOTORCYCLES
STATE LAWS
The following states have specific statutes which provide noise standards
for off-road motorcycles:
California
Scope:
Noise Limit:
Colorado
Scope:
Noise Limit:
Delaware
Scope:
Noise Limit:
Illinois
Scope:
Noise Limit:
Maryland
Scope:
Noise Limit:
Michigan
Scope:
Noise Limit:
New Hampshire
Scope:
Oregon
Scope:
Washington
Scope:
New off-highway motor vehicles
Vehicles manufactured after January 1, 1975 must meet
86 dB level at 50 feet.
New off-highway vehicles required to be registered
Vehicles manufactured after January 1, 1973 must meet
84 dB level at 50 feet.
Operating or selling off-highway vehicles
Vehicles manufactured after January 1, 1978 may not
exceed 88 dB at 50 feet.
Off-road motorcycles
Off-road vehicles are subject to the limitations for
property-line noise sources.
Off-road motorcycles
All off-road vehicles must meet the 84 dB level at
50 feet.
Operating or selling off-road vehicles
Vehicles manufactured after January 1, 1975 may not
exceed 86 dB at full throttle from 50 feet.
Operating off-highway recreational vehicles
Noise Limit: Vehicles may not exceed 86 dB; 78 dB after January 1
1983. * '
Operating off-road recreational vehicles
Noise Limit: Vehicles manufactured 1975 or before may not exceed
102 dB at 20 inches in stationary test; 99 dB if
manufactured after 1975.
Any non-highway vehicle
Noise Limit: Vehicles may not exceed 86 dB at 50 feet or 105 dB at
a distace of 20 inches using the stationary test.
D-22
-------
SPECIFIC REGULATION OF OFF-ROAD MOTORCYCLES
(Continued)
The following states make their general motorcycle noise statutes
specifically applicable to off-road vehicles:
o Colorado
o Idaho
o Minnesota
o Oregon
The following states have implied that their street motorcycle noise
statutes are applicable to off-road vehicles:
o Connecticut
o Florida
o Montana
o Nevada
o New York
o Pennsylvania
o Rhode Island
Regulation of Off-Road Motorcycles Within Municipalities
Increasingly, municipalities are regulating off-road motorcycles to
meet local needs. The local noise tables summarize the levels for off-road
vehicles. There is a trend toward establishing land-use regulations for
operating on property such as alleys and vacant lots.
D-23
-------
APPENDIX E
FOREIGN MOTORCYCLE NOISE LAWS
-------
APPENDIX E
Foreign Motorcycle Noise Laws
Council of European Communities (EEC)
On November 23, 1978, the Council of European Communities issued a
directive on motorcycles noise which requires that member states of the
European Economic Community (EEC) adopt and put into force regulations for
motorcycles with the noise emission limits and other provisions specified by
the directive. Because the EEC test procedure and enforcement and compliance
programs are different from that set by the U.S. for motorcycles, care must be
taken in comparing the relative stringency of the EEC and U.S. motorcycle
noise standards. The following discussion and tables attempt to compare the
EEC noise emission standards with those of the U.S.
From product manufacturers, and from its own observations, EPA has
determined that differences in compliance and enforcement requirements between
nations can and do make substantial differences in the meaning of the levels
to the manufacturers. For example, it has not often seemed well understood
that U.S. federal noise limits on products are absolute maximum not-to-exceed
levels. No tolerances are allowed. Further, under U.S. law the government
can and does order manufacturers to recall defective products after the
products have been sold for engineering correction, and imposes large civil,
financial, and even possibly criminal penalties on manufacturers for selling
non-complying products. Accordingly, EPA's experience is that manufacturers
having to comply with U.S. federal noise limits virtually always design and
build their products to make less noise (2-3 decibels) than the limit set by
U.S. regulations. Manufacturers have likewise indicated to the Agency that in
complying with non-U.S. federal government noise limits, they may add one to
two decibels for tolerance. Under such a circumstance one can see that the
practical difference between two apparently similar regulatory requirements
for the same product could be from 2 to 5 decibels.
In the accompanying tables E-l and E-2 the Agency has endeavored to make
a comparison between the current EEC regulations and the proposed U.S. federal
regulation, as well as OECD proposed future EEC and the proposed U.S. regu-
lation.
The first column of each table shows the current or the OECD proposed
future EEC regulatory noise limits. The second column of the tables shows the
expected range of the EEC noise levels when corrected to the U.S. equivalent
value. The range of values is due primarily to the variability in the
location of the vehicles within the testing areas when the noise level is
recorded. For motorcycles the range is -2 to 7dB. EPA has a mean value of 3
dB for motorcycles. The third column in the tables presents the mean value of
the EEC levels with the above adjustments to U.S. equivalents.
Columns five and six compare the equivalent EEC levels and the U.S.
levels, when the associated enforcement programs are considered. U.S.
production verification data shows that manufacturers design their products
to be 2-3 dB below the regulatory level in order to ensure compliance with
the U.S. regulation. Accordingly, this value has been subtracted from the
E-l
-------
U.S. level to depict the Impact of U.S. enforcement programs. The European
enforcement programs appear relatively less stringent, with no perceived or
apparent impact on manufacturers in, for example, recalls or civil penalities.
Therefore, the EEC levels have not been adjusted to show the impact of an
enforcement program similar to that encountered in the U.S. EEC rules do
permit manufacturers to add one dB for tolerance, however, when testing for
compliance with EEC directives. The last columns on the table show the
relative stringency of the EEC and U.S. regulations when enforcement and
compliance programs are considered.
The comparison shows the U.S. requirements to be more stringent by 1 to
10 dB, than those of the current EEC regulations. In addition the U.S.
requirements are 3 to 4 dB more stringent than the OECD proposed future
levels. Unlike the EPA test procedure, the EEC test procedure is highly
sensitive to a change in gear or sprocket ratios. Changing sprockets does not
necessarily affect the noise generated in actual use, but does have a major
effect on the measured level in the EEC test. Thus, to reduce the measured
noise level, manufacturers can select a sprocket ratio which gives the most
favorable results under the EEC test procedure, even though that sprocket
change would not lower the noise generated by the motorcycle in actual use.
It is reasonable, therefore, to expect manufacturers testing under the EEC
test procedures to obtain a 2 dB reduction by such means (corresponding to
about a 10% decrease in maximum engine speed reached during the test), The
EPA test procedure is Insensitive to a change 1n gearing or sprocket ratios.
This is because the EPA test prodedure calls for the attainment of a specific
condition of power and rpm at a specified location in relation to the micro-
phone which is not the case for the EEC test procedure.
United Nations Economic Commission For Europe (ECE)
ECE Regulation No. 9, entitled "Uniform Provisions Concerning the
Approval of Vehicles with Regard to Noise," dated March 20, 1958, and revised
March 26, 1974, specifies motorcycle noise limits. Vehicles are tested under
full acceleration in second gear with the microphone placed 7.5 m from the
center lane of travel.
The following Noise limits are currently in effect:
Engine Displacement A-weighted Noise Level
50 cc - 125 cc 82 dB
125 - 500 cc 84 dB
Over 500 cc 86 dB
However, on June 2, 1978, the ECE proposed motorcycle noise emission
standards Identical to those of the Council of European Communities (EEC). As
of October 22, 1979, the proposed had been transmitted to the U.N. Secretary
General for approval.
E-2
-------
TABLE E-l
II
III
IV
VI
VII
VEHICLE TYPE
CURRENT
FUTURE
EEC
LEVELS
EEC LEVELS
CONVERTED TO
U.S. EQUIV
(RANGE) (1)
EEC LEVELS
CONVERTED TO
U.S. EQUIV
(MEAN) (2)
U.S.
REGULATORY
LEVELS (4)
IMPACT OF ENFORCEMENT
AND COMPLIANCE PROGRAMS
ON REGULATORY LEVELS
EEC (4) U.S. (5)
RELATIVE STRINGENCY
OF REGULATIONS
.(EEC - U.S.)
U.S.
more stringent by
Motorcycle
A.
B.
C.
D.
E.
180
1125
_<350
1500
j> 500
78
80
83
85
86
80 -
82 -
85 -
87 -
88 -
71
73
76
78
79
75
77
80
82
83
78
78
78
78
78
77
79
82
84
85
76 -
76 -
76 -
76 -
76 -
75
75
75
75
75
1 -
3 -
6 -
8 -
9 -
2 dB
4 dB
7 dB
9 dB
10 dB
* Comparisons should be made in sequence (i.e. I-VII).
(1) Due to differences in test procedure and measurement.distances associated with the ISO R362 test procedure and
the U.S. test procedure, differences of -2 to +7 dB can be realized in the measurements.
(2) Mean value of the -2 to +7 dB range in test procedure differences is 3 dB.
(3) This scenario assumes a 78 dB level of stringency.
(4) It is reasonable to expect manufacturers testing under the EEC test procedures to obtain at least a 2 dB
reduction by changing gear or sprocket ratio (corresponding to a 10% decrease in maximum engine speed.
reached during the test). Two dB is added to the EEC levels to account for this effect.
(5) Incorporates enforcement and production tolerances (generally 2 to 3 dB less for production verification).
-------
TABLE E-2*
OECD
PROPOSED
FUTURE
EEC
VEHICLE TYPE LEVELS
Motorcycle
80
II
OECD PROPOSED
FUTURE
EEC LEVELS
CONVERTED TO
U.S. EQUIV.
(RANGE) (1)
82 - 73
III
OECD PROPOSED
FUTURE
EEC LEVELS
CONVERTED TO
U.S. EQUIV.
(MEAN) (2)
77
IV V VI
IMPACT OF ENFORCEMENT
U.S. AND COMPLIANCE PROGRAMS
REGULATORY ON REGULATORY LEVELS
LEVELS (3) EEC (4) U.S. (5)
78 79 76 - 75
VII
RELATIVE STRINGENCY
OF REGULATIONS
(EEC - U.S.)
U.S. more stringent by:
by 3 to 4 dB
* Comparisons should be made in sequence (i.e. I-VII).
(1) Due to differences in test procedure and measurement distances associated with the ISO R362 test procedure and
the U.S. test procedure, differences of -2 to +7 dB can be realized in the measurements.
(2) Mean value of the -2 to +7 dB range in test procedure differences is 3 dB.
(3) This scenario assumes a 78 dB level of strigency.
(4) It is reasonable to expect manufacturers testing under the EEC test procedures to obtain at least a 2 dB
reduction by changing gear or sprocket ratio (corresponding to about a 10% decrease in maximum engine speed.
reached during the test). Two dB is added to the EEC levels to account for this effect.
(5) Incorporates enforcement and production tolerances (generally 2 to 3 dB less for production verification).
-------
Canada
The Motor Vehicle Safety Act controls noise emissions for motor vehicles.
In 1976, the Canadian Transport Ministry advised that the current standard for
motorcycles was 88 dB, measured by testing method J 986a.
• On June 29, 1976, the Department of Transport proposed new regulations,
which would take effect September 1, 1977, lowering the motorcycle noise limit
to 85 dB and adopting SAE 047 as the official test procedure.
The Japanese Noise Regulation Law directs the Director-General of the
Environmental Agency to set maximum permissible noise levels for motor
vehicles. Environment Agency Bulletin No. 53, September 4, 1975, set forth
maximum permissible noise limits for automobiles and other motor vehicles.
Measurement procedures have been established for normal operating noise,
exhaust noise, and acceleration noise. Normal operating noise is measured
from a distance of 7.0 meters while the vehicle is traveling past the test
point at a constant speed of 35 km/h (25 km/h for bicycles with motors).
Exhaust noise is measured at a distance of 20 meters from the rear of an open
exhaust pipe when the vehicle is operating at 60% of maximum output. Acceler-
ation measurements are made on vehicles operating at full throttle past a
microphone 7.5 m from the center lane of travel.
The following motorcycle noise emission standards are currently in effect:
Engine Displacement A-weighted Noise Level
> 250 cc 78 dB
< 250 cc 78 dB
> 125 cc 78 dB
£ 125 cc 75 dB
> 50 cc 75 dB
< 50 cc 75 dB
E-5
-------
APPENDIX F
MOTORCYCLE DEMAND FORECASTING MODEL
AND
ESTIMATION OF REPLACEMENT EXHAUST SYSTEM SALES
-------
MOTORCYCLE DEMAND FORECASTING MODEL*
Approach and Methodology
The analysis of the market environment for motorcycles and the price of
motorcycles (and other prices) over the period 1973 to 1975 indicated the
approach to model statistically the determinants of demand for unit motorcycle
sales. Statistically equations were estimated econometrically by relating
unit motorcycle sales (by type and function) to demographic, income, price,
and motorcycle characteristics over the period 1973 to 1975. Given these
estimated equations, and the forecasts of the explanatory variables from Data
Resources, forecasts of unit sales and revenues (given prices) for each class
of motorcycle were generated.
1. Estimation Methodology
'Each equation for motorcycle sales was estimated in real terms; i.e.,
units, rather than total retail value. Total retail value is the product of
total unit sales and unit price; estimating the retail value of motorcycles
would not indicate the real influence of price effects on unit sales.
All sales series were seasonally adjusted to derive the true growth
pattern of sales without the influence of trend, cyclical or irregular
factors. Furthermore, the explanatory variables, prices and incomes are
seasonally adjusted. The seasonal adjustment process was conducted using the
Bureau of the Census XII Seasonally Adjustment Program.
PRICE
The Consumer Price Index (CPI) is reported by the Bureau of Labor Statis-
tics (BLS) each month on a seasonally adjusted and unadjusted basis.
POPULATION
The mean income of males (with income by age cohort is reported annually
by the Bureau of the Census.
2. The Dynamics of Motorcycle Demand .
For estimation purposes, it was hypothesized that consumers of motor-
cycles have a desired level of motorcycle purchases, and that, in any given
period, a portion of that desire will be met. In equation form:
st-st-1-<<"
-------
Where: $t = actual sales (purchases) in period t
S._, - actual sales (purchases In period) t-1
*
S = desired sales (purchases in period t
The coefficient, &^ , measures the extent to which actual sales meet
desired sales 1n any given period, i.e., if *<" - 1, the actual sales equal
desired sales; 1f «*< < 1, then some desired sales in any given period are
unmet.
Solving (1),
st = (i-oO st-1 +XT st (2)
*
For estimation purposes, St and St_j are known; $t, desired sales,
1s not. It is reasonable to assume that desired sales (S.) are a function
of the demographic and income characteristics of motorcycle demanders, and
characteristics of motorcycles; i.e., purchase price and operating costs and
the price(s) of all other competing commodities.
Thus, for each type of motorcycle considered, the basic hypothesis
tested was that unit motorcycle sales in any given period was functionally
related to: *
(a) Unit motorcycle sales in the previous period.
(b) The demographic patterns 1n the age group consuming motorcycles.
(c) The income characteristics of these age groups.
(d) The price of each class of motorcycle.
(e) The price of competing commodities, including those of different
types of motorcycles.
(f) The user operating costs of each type of motorcycle.
EXPLANATORY VARIABLES POPULATION
Evidence Indicates that the relevant consuming groups for motorcycles
were males in the age cohorts 20 to 24, and 25 to 34 years. A variant on
these data was selected to reflect the true effective demographic factors-
I.e., males with Income in these age groups. These data are reported an-
nually by the Bureau of Labor Statistics and are forecast regularly by an EPA
contractor's publication "Age Income Matrix Model." These annual data were
distributed linearly to generate monthly time series data.
F-2
-------
INCOME
The income variable selected to reflex the real purchasing power of
motorcycle consumers was the Mean Income 1n 1974 dollars, of males (with
Income) 1n the age cohorts 20 to 24, and 25 to 34 years. Mean Incomes of
other age groups were tested for statistical significance 1n the equations but
did not fare as well as the above. Mean Income, 1n 1974 dollars, of these
groups enters all equations. These series are reported annually by the Bureau
of the Census. To generate a monthly time path for these series, the monthly
distribution of Personal Income for the economy as a whole, in 1974 dollars,
was Imposed upon the annual series. Personal Income 1s reported monthly,
seasonally adjusted, by the Department of Commerce. This series was deflated
by the Consumer Price Index (CPI), reindexed from a 1967 to a 1974 base.
PRICE
The retail price of each type of motorcycle was generated by dividing
total retail value (for each type of motorcycle) by the corresponding unit
retail sales.
COMPETING PRICES
Sales of motorcycles compete for the consumer budget with all other goods
sold in the economy. Several alternative competing price variables were
considered and tested in the estimation process: the Implicit price deflator
for consumption expenditures on durable commodities,and the consumer price
Index for durable commodites, and the consumer price index for all commod-
ities. On statistical grounds, the price variable selected to represent the
price of competing commodities was the consumer price Index for all commod-
ities (CPI).
Cross price substitution effects were considered in the estimation of the
specific classes of motorcycles; I.e., sales by displacement class and by
two-stroke and four-stroke class. The demand for a motorcycle of a particular
class will be affected by aggregate demand variables; I.e., age-income fac-
tors, own price, competing price (i.e., CPI) but also by the price of the
Impact of competing motorcycle price variables. However, in all cases, these
variables were rejected on statistical grounds.
USER OPERATING COSTS
User operating costs (gas, Insurance, maintenance, depreciation, etc.)
have been found to be significant in influencing new automobile sales. A
priori, it was expected that such factors should influence motorcycle sales to
some extent. Various proxies for user operating costs of motorcycles (I.e.,
the consumer price index for gas and oils, the Implicit price deflator for
consumption expenditures on gasoline, etc. relative to general price variables
were tested for statistical significance in the equation estimation. None of
these variables, however, were found statistically significant and all were
dropped from the equations.
F-3
-------
The basic hypothesis tested for unit motorcycle sales was:
UNITSSA. = f (N20034, MEAN20IP34, PI§ CPI)
Where:
UNITSSAj = Unit sales, seasonally adjusted, for the ith
class of motorcycle.
N20@34 = Population of males, with income, in the age
groups of 20 to 34 years.
MEAN20G34 - Mean income, in 1974 dollars, of males in the
age groups 20 to 34 years.
Pj = The price of the ith class of motorcycle.
CPI = Consumer Price Index for all commodities (CPI).
All equations were estimated, monthly from 1973:2 through 1975:12 using
the Ordinary Least Squares Regression technique.
DATA
Monthly data, from 1973:1 through 1975:12 on total motorcycle unit sales
retail and wholesale values, were made available by the Motorcycle Industry
Council (MIC). Annual data, from 1973 through 1975, were made available by
MIC for unit motorcycle sales, retail and wholesale values for street, off-
road and dual purpose motorcycles by engine displacement size (in cubic
centimeters) and by two-stroke and four-stroke engine categories.
Unit retail price for each type of motorcycle was generated by dividing
retail dollar value by unit sales.
Since only three years of data were available for estimation purposes,
the equations were all estimated on a monthly basis. Monthly price and unit
sales data for all annual series (street, off-road and dual purpose, by
displacement class and by two-stroke and four-stroke breakout) were generated
by applying the monthly distribution of total motorcycle unit sales and unit
price to these annual series. The explanatory variables used in the equation
estimations, income, populations and price, were derived from public sources
and are documented and stored in the DRI computer data banks.
3. Forecast Methodology
Forecasts of Male Population (with income) between the age groups 20
and 34 years, and Mean Income, in 1974 dollars, of this age group, were
generated from the 12/75 forecast of an EPA contractor's Age Income Matrix.
The forecast of the Consumer Price Index was generated by a contractor's Cycle
Long 12/75 Long Term Forecast of the U.S. economy.
F-4
-------
For the unit price of motorcycles, it was assumed, as a baseline case.
that prices would increase at the rate of 7 percent per year from 1976 through
1990.
Given the estimated equations and the forecasts of the explanatory
variables, forecasts of (seasonally adjusted) total monthly unit motorcycle
sales, total street, off-road and dual purpose unit sales; street, off-
road and dual purpose unit sales by two-stroke/four-stroke breakouts, and
street, off-road and dual purpose unit sales by displacement classes, were
generated using a contractor's MODSIM software. (Stored on-line on a contrac-
tor's computers, alternative forecasts can be readily generated based upon
different assumptions regarding demographic/income developments, inflationary
developments or differing assumptions regarding the retail unit price of
motorcycles.) The monthly, seasonally adjusted sales forecasts are summed to
generate annual unit sales forecasts.
4. Estimated Equations
The basic functional form of the estimated equations for unit motorcycle
sales was:
Unit Sales (seasonally adjusted), per consuming population group (i.e.,
males from 20 to 34 years) was functionally related to:
(a) the lagged (one-month) value of this variable
(b) the relative price of motorcycles vis-a-vis the Consumer Price Index
(CPI)
(c) the Real Mean Income of the consuming age group, and
(d) dummy variables.
The formulation reflected (a) the adaptive purchasing behavior outlined
above, (b) the influence of aggregrate demographic and income characteristics
of motorcycle purchasers, and (c) relative price effects. Dummy variables for
December 1973 and January 1974 were introduced into most equations to take
account of the distorting influence of the energy crisis on motorcycle sales.
The dependent variable In the equations was expressed in per capita terms
given the crucial importance of demographics in determining motorcycle demand.
The estimation procedure was conducted in two steps. First, unit sales.
seasonally adjusted, per consuming population group was estimated econometri-
cally.To determine how well these formulations Implicitly explained actual
unit sales, (not seasonally adjusted), the estimate from this equation was
multiplied by the number of males, aged 20 to 34 years and by the seasonal
factors of unit sales to derive an estimate of actual unit sales. Actual unit
sales were then regressed against this estimate. If the first equation was
specified correctly, the coefficient on this estimate should be approximately
equal to one. This was found to be true for all equations.
F-5
-------
TOTAL UNIT SALES
Total unit motorcycle sales, seasonally adjusted, and divided by the
relevant consuming population group (males, aged 20 through 34 years) was
regressed on
(a) Its own lagged value (one month)
(b) the average unit price of motorcycles relative to the CPI
(c) the Mean Income In 1974 dollars, of males aged 20 through 34 years
(d) two dummy variables, for 1973:12 and 1974:1.
Each variable 1n the equation is statistically significant and ha«
the right sign:
the relative price variable enters the equation with a negative sign
as expected, Indicating that as the relative price of motorcycles
Increases relative to the price of all other goods, then total unit
sales will decline, holding everything else constant.
mean income, In 1974 dollars, of males aged 20 through 34 years, has a
positive sign, Indicating that as real Income increases, so also will
unit motorcycle sales, other things being equal.
The elasticities of the relative price variable and the income variable
are -. 738 and 1.39 respectively. These indicate, that (a) for every 1
percent increase in the relative price of motorcycles vis-a-vis the CPI, total
unit motorcycle sales will decline by .738 percent, holding everything else
constant, (b) for every 1 percent Increase 1n the real Income of the 20 to 34
male population age groups, totalunit motorcycle sales will increase by
approximately 1.4 percent, other things being equal.
o
This formulation explains almost 83 percent (R~6 = .8255) of the (month-
to-month) variation 1n total unit motorcycle sales, seasonally adjusted, per
consuming population age group. On a transformed basis (see below) this
formulation explains over 84 percent (transformed R~ = .8416) of the varia-
tion in total actual unit sales.
F-6
-------
ESTIMATED EQUATION:
UNITSTSACAP =
TOTAL UNIT SALES
.274224 * UNITSTSACAPLAGI
(2.67635)
-4244.29 * RELPT
(3.17453)
+.613208 * MEAN20G34
(4.80927)
(+5573.28 * DUM7312
(6.65)
+4638.40 * DUM741
Transformed R
Durbln Watson
r2
-2
= .8255
= .8416
= 1.6054
FIT: MONTHLY 73:2 to 75:12
t-STATISTICS in parenthesis
ELASTICITIES
WHERE;
UNITSTSACAP
N20@34
UNITSTSA
UNITSTSACAPLAGI
RELPT
MEAN20034
RELATIVE PRICE
REAL INCOME
-.7385
+1.39
TOTAL UNIT SALES, SEASONALLY ADJUSTED,
DIVIDED BY N20034
MALE POPULATION, AGED 20 THROUGH 34
TOTAL UNIT SALES
UNITSTSACAP(-l)
AVERAGE UNIT PRICE OF MOTORCYCLES, DIVIDED
BY THE CPI
REAL (1974 DOLLARS) MEAN INCOME OF THE MALE
POPULATION AGED 20 THROUGH 34 YEARS.
The same basic specification and functional form of the equations was
followed for each type of motorcycle (I.e., street, off-road, dual purpose,.by
two-stroke and four-stroke breakout and by displacement classification). In
all cases the relative price variable had a negative sign and the real income
variable a positive sign on its coefficient. In the case of motorcycle sales
by two-stroke and four-stroke breakout and by displacement classification, the
price of competing types of motorcycles was introduced into the equations in
order to generate estimates of price cross-elasticities between different
types of motorcycles. However, on statistical grounds, this attempt did not
prove feasible. Summary statistics of the estimated equations are provided in
Tables F-l - F-5.
F-7
-------
TABLE F-l
STREET MOTORCYCLE STATISTICS
00
Less Than
99 c.c.
100-169 c.c.
170-349 c.c.
350-449 c.c.
450-749 c.c.
750-899 c.c.
900 c.c.
plus
LAGGED UNIT
SALES
COEFFICIENT
(T-STATISTIC)
.738673
(6.25191)
.657243
(7.87124
.372936
(3.72138
.299783
(2.802)
.263063
(2.09)
RELATIVE PRICE
COEFFICIENT '
(T-STATISTIC)
-267.005
(1.88866)
-266.771
(2.27)
-699.473
(2.807)
-362.33
(2.33)
-120.92
(3.027)
ELASTICITY
-.9275
-.9346
-.967
-.863
-.768
MEAN INCOME
COEFFICIENT
.0138
(2.03)
.022181
(2.694)
.08718
(3.9261
.0697069
(3.61965)
.048142
(4.373)
ELASTICITY
1.162
1.22
1.52
1.49
1.44
TRANSFORMED' DURBIN
o ' WATSON
l< '
i
i 1
t
1 .8510 ' 1.859
.8245 ' 2.04
.8174 | 1.588
.8116 | 1.5548
.8206 ' 1.56
•
-------
TABLE F-2
OFF-ROAD MOTORCYCLE STATISTICS
Less Than
99 c.c.
100-169 c.c.
170-349 c.c.
350-449 c.c.
450-749 c.c.
LAGGED UNIT
SALES
COEFFICIENT
(T-STATISTIC)
.346644
(2.780181
.252134
(2.94974)
.451802
(4.05766)
.43004
(3.49149)
.316025
(3.86852
RELATIVE PRICE
COEFFICIENT
(T-STATISTIC)
-1638.00
(-3.07013)
*
-180.905
(-2.53415)
*
*
1 ELASTICITY
-.953169
AT
-1.14813
*
*
MEAN INCOME
COEFFICIENT
.0837784
(4.06085)
.01462
(7.74991)
.0221605
(3.27084)
.00267284)
(4.29743)
.00110338
(7.14955)
1 ELASTICITY
1.54892
.674485
1.67024
.527595
.6055594
TRANSPORTED
#
.8158
.8493
.7282
.7296
.8431
OURBIN
WATSON
1.6145
1.8368
1.8253
1.7539
1.7968
* Price variable not statistically significant, and therefore omitted from specification.
-------
TABLE F-3
DUAL PURPOSE MOTORCYCLE STATISTICS
Less Than
99 c.c.
100-169 c.c.
170-349 c.c.
350-449 c.c.
450-749 c.c.
LAGGED UNIT
SALES
COEFFICIENT
(T-STATISTIC)
.579097
(6.00582)
.469664
(5.39922)
.456098
(5.845)
.400972
(4.29955)
.675174
(6.96569
RELATIVE PRICE
COEFFICIENT '
(T-STATISTIC)
-711.931
(2.034)
-1159.7
(2.48487)
- -616.782
(1.90078)
-179.967
(2.295)
-3.02146
(1.5058)
ELASTICITY
-.867
-.9969
-.74
-.912
-.45
MEAN INCOME
COEFFICIENT '
.03331
(2.668)
.0771913
(3.33068)
.06576
(2.9283)
.0233366
(3.334)
.000496
(2.31)
ELASTICITY
1.2137
1.438
1.19
1.43
.7411
TRANSFORMED
R2
.7928
.8101
.8242
.8089
.787
DURBIN
rfATSON
1.6848
1.567
1.5033
1.5199
1 .4887
-------
TABLE F-4
UNIT SALES - SUMMARY
TOTAL UNIT
SALES
TOTAL STREET
UNIT SALES
TOTAL OFF- .
ROAD UNIT
SALES
TOTAL DUAL .
PURPOSE
UNIT SALES
1 LAGGED UNIT '
' SALES
'COEFFICIENT '
'(T-STATISTIC)1
i i
, ,
1 .274224
(2.67635)
i i
i i
i i
' .281494
(2.37492)
• i
i i
1 .255683
j (2.169)
i i
i i
1 .469622
(5.48137)
r— 1 1
RELATIVE PRICE ' MEAN INCOME ' TRANSFORMED1 DURBIN
1 WATSON
COEFFICIENT '
(T-STATISTIC)'
,
-4244.29
(3.17453)
i
•
• i
-1067.83
(2.79)
i
i
-1281.96
(2.3839)
i
4
-2417.31
(2.35)
i
ELASTICITY ' COEFFICIENT ' ELASTICITY1 Ir
i it
i i i
i i i
-.738 ' .613208 '1.39 ' .8416
i i i
• i i
i i i
-.5948 ' .239737 ' 1.25 ' .824
(4.45)
• it
• i i
i i i
-.6508 ' .128049 ' 1.33 ' .8210
' (4.13)
i i i
i i i
-.87 ' .20186 ' 1.31 ' .815
(3.3)
,
,
1 1.6054
i
•
1 1.61
i
i
1.6266
i
1.5541
-------
TABLE F-5
TWO-STROKE/FOUR-STROKE MOTORCYCLE SALES
I
•-•
ro
1
1
•c
;(
,
TWO-STROKE '
Street
Off -Road
Dual Purpose '
FOUR- STROKE
Street
Off-Road
•
Dual Purpose '
LAGGED UNIT '
SALES
OEFFICIENT '
T- STATISTIC)]
,
.3459
(3.36869) ]
.230848
(2.26788)
.4898
(5.88) ]
... '
.473304
(4.53)
•
.619465
(6.368)
RELATIVE PRICE ' MEAN INCOME TRANSFORMED1 DURBIN
1 WATSON
COEFFICIENT ' ELASTICITY ' COEFFICIENT ELASTICITY F
(T-STATISTIC) '
i i
-456.644
(3.17)
-415.923
(1.17)
-1612.38
(2.17)
-889.507
(3.486)
-919.249
(2.748)
-419.938
(1.37)
I I
-.8437 * .0648 1,428 .8306
! (4'59)
1 -.422 ' .06466 ' 1.12 ' .8314
(2.93)
1 -.7999 ' .138436 ' 1.225 ' .8247
1 (3.1487)
i i ii
1 -.689 ' .2369 '1.6 ' .8093
1 (8.02)
1 -.8255 ' .05056 '1.315 ' .8073
1 (3.63)
i i ii
1 -.545 ' .03336 ' .85 ' .7761
1 (2.088)
i i ii
i
i
1 1.664
1 1.68
1 1.5949
' 1.0317
1 1.5107
•
1 1.7129
i
-------
ESTIMATION OF REPLACEMENT EXHAUST SYSTEM SALES
Aftermarket exhaust system sales are simply a fixed proportion of
the stock of motorcycles each year. That proportion, .1214, was derived from
1974 data by dividing exhaust system sales (Table 8-18) by the stock of
motorcycles (Table 8-16).
EPA developed a computer program to calculate the stock of motorcycles
each year. Annual motorcycle sales were taken from the 1979 Motorcycle
Statistical Annual (published by MIC and included in Table 8-1) from 1969-78,
from the Motorcycle Demand Forecasting Model for 1979-1990, and were estimated
for the 1965-68 period. Data on sales were derived from the 5 largest firms
In the industry in 1978 and since these firms represented 96.4% of total sales
from 1973-1978, the MIC figures were divided by .964 to augment the forecasts
to the total industry level. From 1991-2000 sales are expected to grow 2% per
year. After the year 2000 the sales growth rate is flat and sales are equal
to their 2000 level.
Sj, the scrappage rate (1 minus the survival rate), was derived from
the 1979 Motorcycle Statistical Annual and was reproduced as Table 8-20 1n
Chapter 8. After 13 years, all motorcycles of a given vintage will have been
scrapped and, therefore, could not contribute to the stock of motorcycles.
By using the above data, EPA estimated motorcycle stocks for the years
from 1976-2010. Since the period of Interest began in 1979, an assumption
was made that no pre-1967 motorcycles existed. The 1967 sales data were
run through the scrappage subroutine and the number of motorcycles remaining
1n 1979 were calculated. Similarly, the sales for succeeding years were
"scrapped" and the 1979 remainder was calculated. When this procedure was
completed for the years 1967-1979 the remainder was totaled and the 1979 stock
was derived. The calculations are summarized in the following equation:
t - 13
where
K. - stock of motorcycles in year t
M. = motorcycle sales 1n year 1
S.j * scrappage rate for motorcycles of age 1
To derive the 1980 stock the 1979 estimate was eliminated and the entire
sequence of calculations was performed. The calculations were started
with 1968 data because all 1967 motorcycles had been scrapped (they were
13 years old).
Hence, for each year the stock of motorcycles was completely recalculated
from a clean slate. The time series of the motorcycle stock was completed by
carrying out the calculations for all years. The forecasted stock of motor-
cycles from 1979-2010 and the estimates of exhaust system unit sales are
presented 1n Table 8-19.
F-13
-------
APPENDIX G
RELATION BETWEEN STANDARD TEST METHODOLOGIES
AND REPRESENTATIVE ACCELERATION CONDITIONS
-------
Introduction
The health and welfare analysis of motorcycle noise Impact (and possible
reductions of that Impact) requires noise level Information on motorcycles
under actual operating conditions. The analys1s(Sect1on 5) requires motor-
cycle noise levels as measured by a standardized acceleration test to be
translated Into motorcycle noise levels that would be measured under represen-
tative actual acceleration conditions. This Appendix presents supporting
Information for the assumption that noise levels measured under J-331a or
F-76a less 3 dB are representative of unconstrained traffic accelerations for
purposes of the health and welfare analysis.
The operating conditions that describe motorcycle accelerations con-
sist of several parameters: (a) acceleration rates, (b) engine speeds at
gear shift points, and (c) throttle settings. These operating conditions,
of course, differ from motorcycle to motorcycle and from motorcyclist to
motorcyclist. SUuational factors, too, will cause an Individual motor-
cyclist to accelerate differently under varying conditions. Describing
motorcycle accelerations, then, either with distributional statistics or
"average", cases 1s seen to be a very difficult task. Studies on automobile
operation have shown great variances in automobile acceleration conditions.
Motorcycles could be expected to display even greater variances due to the
broad range of vehicle capacities (horsepower to weight ratios) and wide
engine speed ranges coupled with near universal use of manual transmission.
To EPA's knowledge, no study exists which specifically focuses on motorcycle
acceleration conditions in the U.S. A detailed study has been conducted on
motorcycle operation in Japan2 but is not felt to be directly applicable to
U.S. operations.
Current Standardized Test:.
Current SAE procedures and ISO procedures measure motorcycle noise
under full throttle acceleration conditions (see Appendix A). Typically
second gear is required, although third and higher gears are specified
•fn some cases. Motorcycles are accelerated up to various engine speeds
Including 100% of maximum rated RPM for some motorcycles under some tests.
Further, maximum noise under test (presumed for most motorcycles to occur at
the highest engine speed achieved during the test) occurs at various distances
relative to a microphone location. The procedure most commonly used in the
U.S. currently 1s the SAE J-331a or variants thereof. The J-331a procedure
includes a feature whereby motorcycles reach their maximum tested engine speed
at different distances from a microphone depending on motorcycle performance
characteristics. The procedure which EPA Investigated for use 1n Federal
regulations (F-76a) measures motorcycle noise at differing fractions of
maximum rated engine speed (depending on engine displacement) at a standard-
ized position relative to a microphone location. As discussed in Section 3,
noise levels measuted under these two procedures are felt to be statistically
comparable although Individual models may vary by several decibels.
The J-331a procedure 1s representative of very rapid acceleration
conditions. Most motorcycles are accelerated at full throttle to very
high engine speeds under this test. The F-76a procedure, also a full-
G-l
-------
throttle procedure, features somewhat lower engine speeds. Acceleration
rates, however, would be expected to be comparable under the two tests.
Entering and closing road speed and distance traveled under the J-331a
test can be used to calculate average acceleration rates during the
test. Calculations based on data in Appendix C reveal that very small
motorcycles accelerate at about 0.15 - 0.20 "g", and that very powerful
motorcycles can have average acceleration rates in excess of 0.50 "g" during
that test. Although some motorcyclists undoubtedly accelerate at these very
fast rates, the average acceleration rates achieved in J-331a are not felt to
be representative of the distribution of accelerations in unconstrained
traffic conditions.
Adjustment to Noise Level Measured Under Standardized Tests
Since J-331a and other tests are not directly applicable for noise
impact analysis, certain adjustments must be made to measured values.
Several studies have been conducted which measured motorcycle noise during
actual operational conditions. '•'' Some of these studies included a
broad range of motorcycle operating conditions with qualitative descriptors of
acceleration or cruise conditions. The study conducted by the Illinois Task
Force on Noise, however, tested motorcycles at controlled acceleration rates.
It is not apparent that standardized tests were conducted on measured motor-
cycles in any of these studies so comparison with existing data on motorcycle
noise levels cannot be made. It is apparent from every one of these studies
however, that motorcycles under cruise are considerably quieter than under
acceleration, and that acceleration rate is a very important determinant of
noise levels.
Since direct relationships between operational noise levels and standard-
ized test noise levels are not available, the health and welfare analysis
requires several assumptions to be made. EPA attempted to develop a relation-
ship between noise levels and fractional acceleration rates based on the
Illinois Task Force on Noise study. This effort, however, was not successful
in obtaining useable results. Instead, motorcycle noise levels as a func-
tion of engine speed at the shift points between first and second gear, and
between second and third gear were examined. It was apparent that for most
motorcycles these two shift points occur at about the same engine speed
Accordingly, the shift point between second and third gear was used exclu-
sively in this analysis.
Representative motorcycle accelerations are described in this analysis by
a single set of acceleration conditions. These "representative" conditions
feature partial-throttle acceleration to a moderately high engine speed before
shifting. The engine speed achieved before shifting is assessed to be a speed
somewhat lower than is specified in the F-76a procedure. Similarly, throttle
setting 1s considered to be somewhat less than the full throttle condition
specified in J-331a/F-76a testing.
•
It 1s generally agreed that smaller motorcycles accelerate to higher
relative engine speeds before shifting than do larger motorcycles. This
phenomenon is accounted for in the F-76a test. It is considered to be
a reasonable assumption that accelerations can be represented by maximum
engine speeds some ten percentage points of maximum rated RPM less than
G-2
-------
TABLE G-l
MOTORCYCLE ENGINE SPEEDS AT 28 MPH
ENGINE SPEED AT
MODEL 28 MPH - 2ND GEAR (RPM)
Honda
UB^BTOK
CB-500T
CB-400F
XL-350
Yamaha
7?750~D
XS-650D
XS-500C
RD-400C
XS-360 2D
Kawasaki
KZ-iooo
KZ-750
KZ-650
KH-400
KX-400
Suzuki
GS-750
GT-500
GS-400B
GT-380M
GT-250A
H-D
XI71000
4000
3900
5200
5500
3200
3200
4600
4100
4600
3200
3400
4100
4100
5100
3700
3500
5100
4900
5600
2800
RATED ENGINE SPEED
(RPM)
8000
8500
6000
7500
7000
7000
8000
7000
8000
8500
7500
8000
7500
7000
8500
6000
8500
8500
7500
5000
FRACTION OF MAXIMUM
RATED RPM AT 28 MPH
0.50
0.46
0.58
0.75
0.47
0.47
0.58
0.59
0.59
0.39
0.46
0.51
0.55
0.73
0.44
0.57
0.60
0.61
0.75
0.56
Source; Motorcycle reviews 1n Cycle and Cycle Guide magazines
G-3
-------
FIGURE GT!
MOTORCYCLE ENGINE SPEED AT 28MPH - 2ND GEAR
SELECTED MODELS 250cc AND GREATER
is
H
O
s
£
w
u
1.0
0.9
0.8
0.7
0.6
O.1)
0.4
0.3
0.?
I
f
1
1
2
-v
3
*v
^
-t-,
• j
4
X
^
1
,
5
*
^
'
>^
6
^
i
•
v,,
t
»
7
i
i
8
y
i
<
1C
i
i
i . -
1 — _
11
_
• —
>~ -
— —
-
— _ _
—
12
ENGINE DISPLACEMENT - cc (HUNDREDS)
Source: Table G-l
G-4
-------
TABLE 6-2
MOTORCYCLE NOISE LEVELS AT TEN PERCENTAGE
POINTS LESS THAN F-76a CLOSING ENGINE SPEED
Motorcycle Number Motorcycle Model
F76a Sound Level Less
F-76a - 1056 Sound Level (dB)
104
121
176
94
186
105
101
106
108
119
120
128
107
132
110
131
126
125
130
188
92
93
123
115
118
112
113
134
135
174
Honda GL-1000
Kawasaki KZ-900
Suzuki GT-750
H-D FXE-1200
H-D XL- 1000
Honda CB-750
Honda CJ-360
Honda CB-550
Honda CB-125
Kawasaki KH-400
Kawasaki KZ-750
Suzuki GT-500
Honda CB-200
Suzuki GT-500
Honda XL-125
Suzuki GT-380
Suzuki GT-185
Suzuki TS-400
Suzuki TS-100
H-D SX-175
H-D SS-125
H-D SX-125
Kawasaki KH-250
Kawasaki KH-100
Kawasaki KE-100
Honda XL- 100
Honda XL-250
Yamaha D7-250
Yamaha D7-175
Yamaha XS-650
1.5
2.4
1.6
3.2
1.9
1.6
1.5
1.0
1.1
1.1
2.2
0.7
1.3
0.9
2.2
0.7
1.2
1.5
0.3
0.5
0.4
2.2
2.6
1.0
1.3
2.5
1.6
0.3
0.7
1.5
n - 30 x « 1.42 dB
s - 0.72 dB
Source: Table C-12
G-5
-------
the speed specified by F-76a. According to this assumption small motor-
cycles would be considered to accelerate to 80% of maximum rated RPM and
very large motorcycles to 50%, with a sliding scale in between. The extreme
points of 80% and 50% of maximum rated RPM do not appear to be unreasonable
although the 80% figure may be somewhat low for very small motorcycles
The reasonableness of the assumption that representative accelerations
might be some constant decrement below F-76a (rather than different decrements
for large and small motorcycles), can be checked by investigating motorcycle
engine speeds as a function of road speed. EPA air emission regulations
specify that, unless otherwise stipulated by the manufacturer, gear changes
between second and third gear during the standard air emission test are to
occur at 28 mph for motorcycles over 250 cc. Table G-l presents the engine
speed (as a fraction of maximum rated RPM) of several motorcycle models at 28
mph in second gear. The results in Figure G-l indicate that, if motorcycles
of 250 cc and greater generally are shifted at about the same road speed, the
graduation of engine speeds in F-76a is not unreasonable for representative
accelerations.
Motorcycle noise levels at ten percentage points less than F-76a closina
RPM were obtained from the data in Appendix C. Table C-12 contains noise
level measurements for several motorcycles that were tested at more than one
closing engine speed under F-76/J-47-type testing. From these data it is
possible to interpolate motorcycle noise levels at F-76a closing engine speed
and F-76a less ten percentage point closing speed. These data are included in
Table G-2. This Table indicates that, for this sample, motorcycle noise
levels at ten percentage points below F-76a closing speed (full throttle)
would be between one and two dB below their F-76a value.
To account for the fact that representative accelerations are likely
to be conducted at less than full-throttle, an additional adjustment is
necessary. EPA is not aware of available data which specifically focuses on
engine load as a variable distinct from other parameters such as engine
speed. The OAMA study did develop a relationship which empirically
modelled noise level as a function of acceleration rate, but that is not
directly applicable. The formula developed, however, would indicate that the
impact of average acceleration rate is not particularly large (the difference
between a 0.2 "g" acceleration and a 0.4 "g" acceleration would be 3 dB)
Wanting directly applicable information, it is assumed that the effect of
less-than-full throttle acceleration amounts to one-to-two dB for most motor-
cycles. Additional measurements to quantify this phenomenon are desirable
The combination of the two assumed adjustments to J-331a or F-76a
noise levels for representative accelerations amounts to a two to four
dB decrement across all model lines. Accordingly, the health and welfare
analysis uses the assumption that F-76a or J-331a noise levels less 3 dB are
representative of accelerations in unconstrained traffic conditions.
Comparison With Other Studies
It is useful to compare this assumption with the results of above-
mentioned studies. As discussed below no serious incompatibilities between
this assumption and measured data have been found.
G-6
-------
TABLE G-3
SPEED LIMIT 35 MPH OR LESS
dB(A)
Variation
from
Present
Limit
0
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
dB(A)
82
81
80
79
78
77
76
75
74
73
72
TOTAL VEHICLES
MEASURED
Level Roadway
Motorcycles
Stock Modified
No. of X of
Veh. Veh.
Over Over
1 1.5
1 1.5
1 1.5
2 3.0
3 4.6
3 4.6
5 7.7
11 16.8
16 24.6
25 38
35 54
65
No. of % of
Veh. Veh.
Over Over
4 13
4 13
10 34
12 38
13 41
15 47
18 56
22 69
27 85
30 94
31 97
- 32
Acceleration
Motorcycles
Stock Modified
No. of % of
Veh. Veh.
Over Over
4 5
9 12
10 13
15 20
19 25
28 37
33 44
44 58
52 69
65 86
70 92
76
No. of % of
Veh. Veh.
Over Over
30 46
33 51
39 60
45 69
49 76
54 83
56 86
58 88
59 91
69 91
60 93
65
Grade
Motorcycles
Stock Modified
No. of % of
Veh. Veh.
Over Over
9 17
15 29
17 32
21 40
25 48
31 59
33 63
38 72
42 79
45 85
47 89
53
No. of % of
Veh. Veh.
, Over Over
17 57
18 60
22 73
23 77
23 77
27 90
27 90
28 93
28 . 93
28 93
28 93
30
Source: Reference 5
-------
(a) Motorcycle Industry Council Studies. Studies conducted by the
Motorcycle Industry Councilhave been summarized in Reference 4. The sum-
marized studies include motorcycles measured both under acceleration and
cruise conditions. It was found that low speed noise levels of motorcycles
have fallen from the high to low 70's (dB) over the past six years. Further
it was found that acceleration noise levels of motorcycles (with modified
motorcycles included) range from mid-70's to high 80's. Differences between
acceleration and cruise noise levels were found to vary between 3.5 and 12 dB.
These differences between acceleration and cruise noise levels provide a very
limited basis for comparison of the assumption and these measured data, as
discuss further below.
(b) California Highway Patrol and Chicago Urban Studies. A survey
of vehicles operating on California highways included measurements of
motorcycle noise under the following conditions: level roadway, acceleration
and grade. Since these measurements included modified and unmodified motor-
cycles of unspecified manufacture date, and since no standardized test was
conducted on measured motorcycles, no direct conclusions can be drawn from
these data on the relationship between operational and standardized test noise
levels. However, the noise level differences between acceleration and level
roadway operation can be determined if it is assumed that a ranking of a
motorcycle population according to increasing noise level would remain the
same under both of these operating conditions. Examining Table G-3, it can be
seen that the noise level representative of the upper tenth percentile of
motorcycles shifts from 6.5 dB below "present limit" under cruise conditions
to 1 dB below "present limit" under acceleration conditions, a change of 5 5
dB. This transformation can be conducted for all percentiles to determine'a
trend. Again assuming that relative motorcycle noise rankings do not change
this survey would indicate that acceleration operations are 4-6 dB louder than
cruise operations and that grade operation is about 7 dB louder than cruise.
The Chicago Urban study also measured noise levels under acceleration
and cruise conditions. Again, no standardized tests were made on measured
motorcycles. The difference between acceleration and cruise operations can be
determined in a manner similar to that described for the California study
Figure G-2 shows of that study acceleration noise levels of 80.1 dB (s = 5 6)
and cruise levels of 73.3 dB (s = 4.4), a difference of 7 dB.
These studies imply a certain relationship between motorcycle accelera-
tion and cruise noise. If a relation between motorcycle cruise and stand-
ardized test conditions can be developed, the assumed relation between
acceleration and standardized test can be checked. The difference in motor-
cycle noise level between cruise conditions and a standardized test was
analyzed using the data in the 1975 MIC study.8 This study included 200
motorcycles, many of which were measured both under J-331a and 35 mph cruise
Differences for 70 models were averaged with a resulting difference in
level of 10.3 dB (s = 3.2).
G-8
-------
110
100
90
o
o
80
70
60
I
•
DECELERATION 25-35 ACCELERATION
mph
FIGURE G-2 NOISE OF MOTORCYCLES WITH STOCK MUFFLERS
DATA NORMALIZED TO 50 ft - 40 Samples
Source; Illinois Task Force on Noise Motorcycle Noise Levels
"~~ A Raport on Fid Id Tests (Pef. 7)
G-9
-------
If 7 dB 1s used as the difference between motorcycle sound levels
under acceleration and cruise conditions, and 1f 10 dB 1s used as the differ-
ence between J-331a or F-76a levels and cruise conditions, 1t 1s seen that the
assumption that J-331a/F-76a noise levels less 3 dB are representative of
accelerations 1n unconstrained traffic situations may not be Inconsistent with
data measured 1n the MIC, California and Chicago studies. This artificially
constructed difference between highly varying figures, however, is not 1n any
sense intended to be a showing that a 3 dB decrement is accurate. Rather 1t
1s Intended to show a lack of conflict with measured data.
(c) Illinois Task Force on Noise. In a study conducted at the
University of Illinois, twenty motorcycles were tested under controlled
acceleration conditions. Motorcycles were tested under different accelera-
tion rates until a motorcycle accelerated from a dead stop for 100 feet in 4.8
seconds (terminal speed 28 mph, average acceleration rate 0.27 "g"). This
time interval was used because a previous study had determined that it repre-
sented the 75th percent1le of acceleration rates of automobile drivers in
Illinois. The study showed that the noise levels of unmodified motorcycles
tended to be 1n the mid-to-low 70's (dB) at these acceleration rates. Of the
relatively new bikes tested with no apparent defects, J-331a data were avail-
able in the MIC report on seven. These motorcycles, shown in Tables G-4 and
G-5, displayed acceleration noise levels some 5-12 dB below 0-331a values.
The acceleration rate tested, however, is considered to be lower than the
representative acceleration desired for the health and welfare analysis.
As discussed above, adjustments to account for different acceleration rates
were pursued but did not provide meaningful results. The data in the Illinois
study, .however, are not felt to be seriously Inconsistent with the representa-
tive acceleration assumptions made.
6-10
-------
TABLE G-4
REPORTED RESULTS ON MOTORCYCLE ACCELERATION TESTING
(TABLE 1. MOTORCYCLE SUMMARY)
Year
Make
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
1971
1973
1973
1973
1974
1966
1966
1974
1975
1972
1970
1973
1971
1971
1971
1974
1972
1973
1974
1972
Kawasaki
Suzuki
Honda
Kawasaki
Honda
Suzuki
Honda
Honda
Honda
Honda
Suzuki
Suzuki
Honda
Honda
Honda
Suzuki
Yamaha
Honda
Kawasaki
Honda
Size (cc)
90
125 (TS 125)
325 (350 CB)
100 (65)
360 (360 CB)
149
160 (CB)
550
750 (KS)
250
492 (T500)
250 (TS)
325 (CB)
100 (CB)
350 (SL)
738 (750 GT)
650 (XS)
444 (450 CB)
175
350 (CL)
dB
Tendency
76
78
72.
78
73
72
Maximum
dB
Recorded
76
70
71
71
84.5
76
72
73
73
75
83
78
71
73
70
77
78
70
74
73
75
83
80
78
73
79
73
72
Overal1
Maximum
dB
76
71
73
71
84.5
78
72
74
73
75
83
80
78
73
79
73
72
Group
II
Not usable
I
I
I
III
III
I
I
II
II
IV
IV
Not usable
II
I
II
I
Not usable
II
Source: MOTORCYCLE NOISE LEVELS - A REPORT ON FIELD TESTS (Ref. 7)
-------
TABLE 6-5
J-331a NOISE LEVELS COMPARED WITH
MOTORCYCLE NOISE LEVELS UNDER ACCELERATION
J-331a Sound Acceleration Difference
Motorcycle Model Level (dB) Sound Level (dB) (dB)
1973 Honda CB 350 80 70 10
1974 Honda 360 76 71 5
1974 Honda CB 550 79.5 72 75
1975 Honda CB 750K 79 73 5'
1974 Suzuki 67-750 84.5 72.5 12 5
1973 Honda CB-450 81 73 8
1972 Yamaha XS-650 84.5 78 6.5
Source: Refs. 7 and 8
6-12
-------
References
1. Gary, Richard F., A Survey of Light Vehicle Operations. Noise and
Vibration Laboratory, General Motors Proving Ground, Milford, MI,
Engineering Publication 6313, July 1975.
2. Japan Automobile Manufacturers Assn, Inc., Motorcycle Noise Control
Committee, Motorcycle Noise Studies. July 1975.
3. Motorcycle Industry Council, Sound Level Monitoring - Portland, Oregon.
1976.
4. Walsh, J., Hagie, R., and Harrison, T., Motorcycle Noise in the Community
- A Review, June 1977.
5. California Highway Patrol, Noise Survey of Vehicles Operating on
California Highways, 1971.
6. Bolt, Beranek and Newman, Inc., Chicago Urban Noise Study, Report 1411,
1970.
7. Illinois Task Force on Noise, Motorcycle Noise Levels - A Report on
Field Tests. June 1975.
8. Motorcycle Industry Council/McDonnell Douglas Astronautics Company -
West, Evaluation of Stationary and Moving Motorcycle Noise Test Methods
for Use Tn Proposed Regulations, December, 1975.
6-13
-------
APPENDIX H
ADDITIONAL MOTORCYCLE NOISE LEVEL DATA
-------
This appendix discusses the 76a test procedure methods of eliminating
tachometer variables, and stationary vehicle test methods which may be cor-
relateable to the moving test method. Noise levels prevailing at the rider's
ear during various operational modes of the motorcycle were also measured.
Noise Emission Data Base. F76a Procedure
F76a noise emission data, obtained for representative motorcycles,
are presented in Table H-l. Included in the table are data obtained at other
closing rpm's and comparison J331 data.
The annotation "by tach" means that the vehicle tachometer (if so
equipped) was employed to establish entering and closing rpm; if the vehicle
was not equipped with a tachometer, a portable tachometer was employed.
In all cases, the steady-state calibration of the tachometer was verified (and
a correction applied if necessary) by matching a signal from the ignition
secondary of the motorcycle with a signal of known frequency (accuracy ^0.5%)
from an oscillator (Figure H-l).
The annotation "by gate" means that the closing rpm was established
by the tape-switch gate. The pair of tape switches, spaced one-meter apart,
located at the acceleration end-point measure the time (accuracy ^0.05
milliseconds; typically +_0.1%) of traverse of the one-meter distance.
The method of employing the gate consisted of establishing the proper traverse
time by making constant speed passes thru the gate at the desired F76a clos-
ing rpm (using the calibrated vehicle tachometer). For the F76a test, the
acceleration distance was adjusted such that the same traverse time was
attained, (closing the throttle at the gate, rather than reference to the
tachometer) thus eliminating the effect of tachometer lag. During successive
passes in an F76a test, traverse time consistency was typically +_ 1 ms (for
street bikes), implying a closing rpm consistence of about 2%. This varia-
bility is primarily related to the degree of repeatability achievable by
the rider; its effect is minimized by averaging repeated runs. In the case
of off-road motorcycles considerably greater indicated variability in traverse
time occurs among successive passes; this is due to the variability of contact
of the knobby tire with the tape switch. A further variable is introduced by
the fact that average speed of traverse thru the gate is not^necessarily the
same as the maximum speed occuring in the one-meter distance. For a large
street motorcycle, assuming uniform acceleration, the effect of this source of
error is conservatively estimated at 0.7%.
Considering the foregoing, it is estimated that the F76a data "by gate"
presented in Table H-l were obtained with closing rpm probable accuracy
within 2%.
Photographs H-l thru H-14 (at the end of this appendix) show the
EPA's contractor test track and instrumentation employed.
Effect of Tachometer Lag
In Table H-2, the F76a noise emission data have been formatted to show
more clearly the amount of tachometer lag typically experienced in the F76a
test, and the effect of this error on measured noise levels. Although noise
H-l
-------
TABLE H-l 1977 MOTORCYCLE NOISE LEVELS
J331a
F76
F76a
F76a Variation
Make/Model
Honda GL1000
Honda 750K
Honda XL350
Honda MR250
Honda TL125
Honda XR75
Kawasaki KZ1000
Kawasaki KZ650B
Kawasaki KZ400
Kawasaki KE250
Kawasaki KX125
Harley FLH-1200
Harley FXE-1200
Harley XL -1000
B1ke I.D.
702
701
703
A 704*
A 712*
A724*
705
706
709*
707
A 711*
719*
713
714
by tach
76
78
81
85(2nd)
83 (3rd)
76
85
77
78
79
81
87
82
84
82
by tach
83
83
83
75
81
83
82
81
78
86
86
88
86
by tach
79
80
78
84
76
83
80
79
81
80
86
84
83
82
by gate
77
79
75
81
77
82
78
77
80
77
86
83
83
82
Xrptn
50-60
50-60
50-77.
50-82.
50-88.
50-90
50-60
50-62.
50-75
50-82.
50-88.
50-60
50-60
50-60
by tach
74
74
76
78
5
5 84
8 78
86
77
5 77
76
5 81
8 87
80
81
81
79
X rpm
40-50
45-55
40-50
45-55
50-90
50-95
50-100
40-50
45-55
50-60
50-90
50-95
40-50
45-55
40-50
40-50
F50
88
90
83
84
95
88
90
88
83
94
90
96
94
*Btk*s not equipped with tictaneter
A Off-Road (only) Hotorcycles
-------
Make/Model
Harley SS-175
Harley SX-175
Suzuki GS550 0531 ml.
PI104 ml.
Suzuki GS400X
Suzuki TS400
**
Suzuki GT380
BMW R100/7
Bultaco Frontera 250
Bultaco Alplna 350
Husqvarna 360MR
Yamaha DT250D
Yamaha XT500D
Yamaha XS650D
Yamaha IT400D
Yamaha IT1750
TABU
B1ke I.D.
720
721
716
71 6A
718
722
717
710
71 OA ***
A 71 5*
A 723*
A708*
725
726
727
728*
729*
E H-l 1977 MOTORCYCLE NOISE LEVELS (Cont'd)
0331 a F76 F76a F76a Variation
by tach
81
84
79
78
79
85
85
82
84
89(2nd)
90(3rd)
88
87
84
80
83
93
93
by tach
78
81
81
80
84
83
85
90
83
79
87
92
91
by tach
80
81
ff!
81
80
84
85
81
82
90
89
85
83
79
85
92
92
by gate
79
82
79
80
79
83
85
80
82
90
89
85
82
77
84
91
91
! % rpro I
50-86.3
50-86.3
50-67.5
50-75
50-75
50-76
50-60
50-60
50-82.5
50-77.5
50-77
50-82.5
50-70
50-62.5
50-75
50-86.3
>y tach
81
84
78
77
82
86
82
77
78
90
89
84
81
82
93
94
i % rpro
50-90
50-95
50-60
50-60
50-60
50-85
50-60
40-50
40-50
50-85
50-65
50-95
50-85
40-50
50-90
50-95
F50
87
90
93
92
90
97
89
89
88
94
84
91
84
92
101
96
*01kes not equipped with tachometer **Not 1n 1977 model configuration A Off-Road (only) Motorcycles
***Same bike as 710 one month later; unknown use and servicing.
-------
TABLE H-l 1977 MOTORCYCLE NOISE LEVELS (Cont'd)
Make/Model
Yamaha DT100D
Can-Am Qualifier 250
Can-Am Qualifier 125
Can-Am Qualifier 175
Bike I.D.
730*
A 732*
A 733*
734*
J331a
by tach
79
83
84
85
F76
by tacn
76
81
83
by tach
79
F76a F76a Variation
by gate% rpm by tachX rpm
79
83 (2nd) 83
82(3rd) 82
85 84
84(2nd) 84
85(3rd)
50-90
50-82.5
50-88.8
50-86.3
80
83
87
50-100
50-90
50-90
£50
91
87
*B1kes not equipped with tachometer
A Off-Road (only) Motorcycles
-------
I
en
OSCILLOSCOPE
X
OSCILLATOR
(Set to desired
engine firing
frequency)
FREQUENCY
COUNTER
WIRE; looped around
spark plug wire (no
ground return required)
Engine rpm adjusted
to give stationary
pattern on oscilloscope;
tachometer reading noted.
FIGURE H-l INSTRUMENTATION FOR CALIBRATING VEHICLE TACHOMETER
-------
levels and noise level increments are shown to tenths, the incremental
data must not be considered accurate or reproducible to better than 0.5 dB
nor the noise level data to better than 1 dB. *
Analysis of those cases where a noise level difference of 0.5 dB or more
is experienced between the gate and tach methods, the approximate relationship
between noise level error and tachometer error is shown:
AdB/% A rpm = 0.2 + 0.1
A 1% error in rpm can be expected to result in a 0.2 dB error in noise
level. For measurement accuracy within 0.5 dB, closing rpm should be con-
trolled within 2%. Typical variations in noise level vs. engine rpm are shown
graphically in Figure H-2.
Gear Selection and Acceleration Distance
The 76a procedure as currently drafted stipulates use of 2nd gear
unless the acceleration distance is less than 25 ft., in which case higher
gears are used as required to achieve the minimum 25 ft. distance. Further
consideration was given to:
(a) Difference in measured level resulting from use of a different
gear, and
b) Desirability of stipulating a longer acceleration distance.
Table H-3 shows the effect of gear selection on noise level. Although
noise levels can differ as much as 1 dB between gears, these differences are
much less than those resulting in the J331a test. While the 1 dB difference
is more than would be desired, measured levels in the F76a test will not be
materially affected by sprocket ratio changes.
Regarding the acceleration distance, in the original draft of the F76a
procedure a 50 ft. minimum acceleration distance was stipulated; this was
changed to 25 ft. because of the following difficulties encountered with the
50 ft. requirement:
. some motorcycles cannot attain the 50 ft. distance before
reaching the specified rpm even in highest gear;
. some motorcycles do not pull properly from 50% rpm in
the gear required to attain the 50 ft. distance.
A third factor to be considered is that a 50 ft minimum acceleration
distance would result in use of 3rd gear for some high performance street
bikes (such as the KZ-1000) with attendant high operating speeds and long
acceleration distances.
H-6
-------
TABLE H-2 EFFECT OF TACHOMETER LAG, F76a TEST
Bike
—
701
702
703
704
705
706
707
708
709
710
710A
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730
732
733
*Motc
Make/Model
Honda 750K
Honda GL1000
Honda XL350
Honda MR250
Kawasaki KZ1000
Kawasaki KZ650
Kawasaki KE250
Husqvarna 360WR
Kawasaki KZ400
BMW R100/7
BMW R100/7
Kawasaki KX125
Honda TL125
Harley FXE-1200
Harley XL-1000
Bultaco Fr. 250
Suzuki GS550
Suzuki GT380
Suzuki GS400X
Harley FLH-1200
Harley SS-175
Harley SX-175
Suzuki TS400B
Bultaco Alp. 350
Honda XR75
Yamaha DT2500
Yamaha XT500D
Yamaha XS650D
Yamaha IT400D
Yamaha IT175D
Yamaha DT1000
CanAm Qualifier 250
CanAm Qualifier 125
>r cycles tach employed
Max.
HP
rpm
8500
7500
7000
7000
8000
8500
6000
6500
8500
7250
7250
9750
8000
5200
6000
7500
9000
7500
8500
5200
6750
6800
6000
5500
10500
6000
6000
7500
7000
9500
7000
7500
9000
where
F76a Level
dB
dB
by gate by tach
78,5
77.1
75.1
80.6
78.4
77.1
77.0
84.6
80.2
80.4
81.8
86.0
76.5
83.2
81.7
89.8
79.4
84.7
78.6
83.2
78.8
82.1
82.5
89.0
81.7
82.4
76.6
84.0
90.9
90.9
78.6
82.7
83.8
so equipped;
1.9
1.7
2.5
3.3
1.3
1.9
2.6
0.2
0.3
0.4
0.5
0.3
-0.3
-0.1
-0.1
0.4
1.4
-0-
1.7
0.4
1.5
-1.0
1.1
0.1
1.0
0.9
1.9
0.7
1.5
0.6
0.5
0.3
0.9
Closing rpm
rpm
rpm
by gate by tach
5100
4500
5400
5775
4800
5310
4950
5000
6375
4350
4350
8650
7100
3120
3600
6190
6075
5700
6375
3120
5820
5865
4500
4260
9450
4950
4200
4690
5250
8200
6300
6190
7990
portable tach
490
390
420
970
850
710
330
170
100
-30
150
460
840
-120
-80
50
360
410
370
-10
310
-200
310
1500
970
890
580
320
500
350
70
80
-60
employed as
Tachometer*
Sanwa/ECI
Oynal 1
Dynal 1
Sanwa
Rite
Sanwa
Dynal 1
Sanwa/ECI
Rite
Sanwa
Dynal 1
Dynal 1
Dynal 1
Dynal 1
listed.
H-7
-------
MOTORCYCLE NO. 702 HONDA GL1000
705 KAWASAKI KZ1000
711 KAWASAKI KX125
719 HARLEY FLH-1200
724 HONDA XR75
733 CAN-AM 125
a:
i
oo
CO
•o
in
>—i
O
2000 3000 4000 5000 6000 7000
FIGUftE H-2 MEASURED NOISE LEVEL AS FUNCTION OF CLOSING RPM
8000 9000 10,000
CLOSING RPM
-------
Review of available data suggests that the 25 ft. minimum could be
Increased to 33 ft. (10 m); before adopting such a change, however, suita-
bility should be verified on selected vehicles.
TABLE H-3 EFFECT OF GEAR SELECTION, F76a TEST
Bike No. Make/Model Tachometer Gear F76a (dB) Accel. Dist.
703C Honda XL350 Rev. Control 2nd 76.2 39
3rd 76.5 79
732 Can Am Qualifier 250 Dynall 2nd 83.0 25
3rd 82.0 56
Gate 2nd 82.7 25
3rd 81.5 50
734 Can Am Qualifier 175 Rev. Control 2nd 84.1 28
3rd 85.0 72
H-9
-------
Vehicle Speed Measurement Techniques
One method to either establish, or to verify, closing rpm is to measure
vehicle speed. The engine rpm could be calculated, knowing the gear ratio
and effective radius of the rear wheel, or alternatively the speed measurement
can be used as a transfer device as used in this study (described earlier).
Tape Switch Speed Gate
A pair of commercially available tape switches (McMaster-Carr, Cat.
No. 7379K1) was used for speed/rpm reference throughout the test program. The
tape switches activated an interval counter (such as Systron-Donner 1033
series) with read-out to tenths of milliseconds. The tape switches are
convenient to use and are adequate for street bikes. Off-road bikes present a
problem, where the knobby tires may not actuate the switch. For this situa-
tion one-inch wide metal strips were placed over the tape switches; this Is
not a recommended procedure since accuracy and reproducibility are degraded.
The estimated accuracy of the average speed measurement across the
gate is within 1%; however, there can be an additional error approaching 1%
due to the difference between the average gate speed and the peak gate speed
Photograph H-6 shows the tape switches, together with optical speed
measuring instrumentation.
Optical Speed Gate
The problems inherent with the tape switch speed gate can be avoided by
use of optical sensors activating the time interval counter, in lieu of taoe
switches. This concept was evaluated using laser equipment shown in Photo-
graphs H-4 thru H-7 (Hughes Aircraft Co., Industrial Products Division"
Carlsbad, California; Laser Model 3176H, Power Supply Model 3599H). This
equipment was employed because of its ready availability; collimated Inco-
herent light could serve equally well. A double pass of the light beam
was employed, with the return pass displayed vertically one-inch above the
inital pass. A high probability existed that the light beam would be inter-
rupted by the forward edge of a knobby tire. Also, the higher accuracy
inherent in this technique permitted a gate traverse spacing substantially
less than one-meter, thereby reducing the difference between peak and average
gate traverse time. ^
The set-up employed, shown in the photographs, was not sufficiently rigid
for maintaining alignment after repeated vehicle passes. Accordingly, far
expediency in the testing, we reverted to the tape switches since they* were
adequate.
Radar Gun
Radar guns by two manufacturers were evaluated: CMI Incorporated
Minturn, Colorado; and Kustom Signals, Chanute, Kansas. The units employed
were configured for police applications, and different features (which both
manufacturers state could be supplied) were needed for the application con-
sidered here. The required features (not present in the units employed, but
which are available) are:
. display to tenths of mph
H-10
-------
. max-hold
. sampling rate of 20 per second or better
The sampling rate of 20 per second was derived from the fact that the
rate of change of rpm in the F76a test was typically in the range 1000-2000
rpm/second. If resolution to 100 rmp was desired, sampling interval must be
not greater than 0.05 seconds.
The radar gun could be either stationary, or mounted on the vehicle,
reading a stationary target. The technique had the advantage that maximum
speed determination was not tied to vehicle position; a position variation
of ± 5 ft had no effect on noise measurements, providing the correct closing
rpm was attained. This permitted greater latitude in vehicle operation than
the optical or tape switch techniques.
A further potential feature of the radar gun technique was that if
the gun was mounted on the vehicle, the max-hold signal could be used to
effect ignition disable (discussed later), thus precisely controlling closing
rpm.
Evaluation of the radar gun technique was limited to (a) demonstration
of feasibility of the concept, and (b) identification of sources of commer-
cially available units having the required features.
Engine RPM Measurement Techniques
The vehicle speed measurement techniques offered uniform application
to a broad range of vehicles, but required correlation of vehicle speed with
engine rpm; application to vehicles with automatic transmission was excluded.
Direct measurement of engine rpm had fundamental advantages, but such techni-
ques addressed a, wide variety of ignition types and pulses per revolution,
not identifiable simply by engine type and number of cylinders.
Various types of tachometers (Photograph H-2) were evaluated in relation
to their suitability for engine speed measurement in the F76a test:
Vehicle Tachometers
The tachometers supplied on the Japanese motorcycles (as opposed to the
European and American motorcycles) were heavily damped, resulting in tacho-
meter lag under vehicle acceleration. This damping was intentional, giving a
very steady and smooth rpm indication. The associated lag, however, resulted
1n F76a closing rpm higher than specified; due to this, measured values of
noise emission in the order of 2 dB higher than appropriate were not uncommon
(Table H-2). This difficulty was not experienced in the BMW or the large
Barley-Davidson street motorcycles.
Optimized Tachometer Damping
A tachometer manufactured by the German firm VDO Automotive Instruments
was procured from a local speedometer shop (North Hollywood Speedometer &
Clock Co.), and fitted to a Honda GL1000. This tachometer was selected
because it was directly interchangeable with the vehicle tachometer, and
because its internal configuration was such that its damping (by silicone
fluid) could be readily changed for test purposes. The VDO tachometer was
H-ll
-------
tested in three damping configurations on the GL1000 (Table H-4). -Con-
figuration 1 was essentially the same as the vehicle tachometer; configuration
2 was underdamped and exhibited undesirable pointer "jiggle"; configuration 3
was intermediately damped and functioned in an entirely acceptable manner.
This showed that the vehicle manufacturer's options included (in addition to
the various other techniques) fitting production vehicles with optimumly
damped tachometers, or alternatively, fitting a special optimumly damped
tachometer for F76a test purposes only.
Another tachometer found to have near optimum damping (Table H-4) was
the Auto Meter (Auto Meter Products, Inc., Elgin, Illinois) Model 439. it
was a fast response electronic tachometer, connecting to the ignition primary
but requiring interface electronics for connection to vehicles with CDI
ignition. The tachometer had provisions for ignition disable (discussed
later). The unit was ordered for a specific number of pulses per revolution*
interestingly, one pulse per revolution was appropriate for all vehicles shown
in Table H-4.
Digital Tachometers
The digital tachometer type offered potential for high accuracy, and
its circuitry Tended itself to additional features such as max-hold read-out
and pre-set ignition disable. The digital display, however, was not well
suited for rider control of closing rpm in the acceleration test; for rider
control, an analog display was considerably easier to use.
Radio Tachometers
On two motorcycles (a 4-cyl. 4-stroke, and a 1-cyl. 2-stroke) a Hartman
Wireless Tachometer (mfgr. no longer in business; provided by Kawasaki Motors
corp., U.S.A.) was evaluated (Table H-4). The tachometer functioned well
required no connection to the motorcycle, and could be mounted either on the
motorcycle* or located remotely.
It was also demonstrated that Harmon Tach II, with max-hold, could
be activated by a radio link. For this demonstration, a Vega Electronics
(Division of Computer Equipment Corp., Santa Ana, California) radio microphone
was employed for the radio link. The microphone circuit (with microphone
removed) picked up RF energy from proximity to a spark plug lead. By this
technique an operator recording noise levels could simultaneously verify that
correct closing rpm had been attained on each pass.
Portable Tachometers
Motorcycles not equipped with tachometers necessarily require flttinq
a portable tachometer for the F76a test. Portable tachometers employed 1n
the study included the Sanwa Model MT-03, the Rite Autotronics Model 4036 and
the Dynall Model TAC-20. The Sanwa and Rite exhibited substantial lag (H-2)-
the Oynall was good in this respect but would not function on all motorcycles
The above three tachometers are able to be connected to the ignition secon-
dary, which was an operational convenience.
*The tachometer face had to be vertical, otherwise the needle would respond
to inertial forces during vehicle acceleration.
H-12
-------
The Auto Meter 439 (or 430 series) which altnough not designed for
portable use, and required connection to the ignition primary (e.g. to the
kill button wire) was a suitable candidate for use in the F76a test. The
additional option of ignition disable offered major additional advantages,
discussed later.
Other candidate portable tachometers included the Harman Radio Tacho-
meter, and the Dixom Model 1081 Inductive Tachometer (Dixon, Inc., Grand
Junction, Colorado). The latter was a close range RF tachometer, subjected to
the specification review only, not evaluated in this study.
Ignition Disable Techniques
Because of the dependence of measured noise level on closing rpm in
the F76a test, means of shutting off the engine by means of a pre-set ignition
disable were evaluated. (Preciseness in closing rpm can be important in the
J331a test also, particularly where closing conditions are reached with the
vehicle close to the microphone). Available as a companion item to the Auto
Meter 439 Tachometer, was the Auto Meter 451 Rev-Control. This combination of
a low-lag tachometer with automatic ignition disable enhanced the rapidity,
reproducibility, and accuracy in the conduct of the F76a test.
In the test program, for motorcycles having a single ignition system with
breaker points, the Rev-Control unit was connected across the points. For
vehicles having two ignition systems (2 pair of breaker points), such as the
GL-1000, the Rev-Control was connected to each system thru a diode, thus
maintaining electrical isolation of the two systems (Figure H-3). (Auto Meter
has since made available a Model 451-1 Rev-Control, which incorporates the
Isolation diodes).
For motorcycles having GDI magneto ignition systems, the Auto Meter
tachometer will function (but not read correctly) if connected to the
"trigger" terminal, but can be made to read correctly if connected to the
engine "kill" circuit thru a capacitor of proper value. For the motorcycles
tested (Table H-4), the proper values were in the range 0.002 to 0.0072 mfd.
A decade capacitor box having 0.0001 mfd steps was employed as an expediency
measure; it was presumed that interface electronics could be selected to
obviate need for such adjustment.
While conducting the F76a test using the Rev-Control, a single pass
was sufficient to establish the acceleration start point. During the pre-
scribed runs, when ignition disable occurred, the throttle was closed prompt-
ly, thus avoiding backfire when ignition was re-established by pressing the
"re-set" button.
Referring to Table H-4, the designation "Auto Meter" refers to the
Model 439 Tachometer without ignition disable; the designation "Rev-Control"
refers to the Model 439 Tachometer and Model 451 Rev-Control combination. For
each entry in the table, performance of the tachometer configuration was
compared to noise and rpm measurements obtained with the tape switch gate
technique (which was used as the reference, and subject to some uncertainty
in the case of the off-road motorcycles having knobby tires, as explained
earlier.
H-13
-------
TABLE H-4 TACHOMETER AND REV. CONTROL COMPARISONS, F76a TEST
Motorcycle No.
Make/Model
F76a rpm Tachometer
dB re Gate
Tach. Lag
702
702A
731
703
703A
703B
703C
71 6A
720
725
730
733
Honda GL1000
Honda GL1000
Honda GL1000
Honda SL350
Suzuki GS550
Harley SSI 75
Yamaha OT250D
Yamaha DT100D
CanAm Qualifier 125
4500
4500
4500
5400
6075
5820
4950
6300
7990
Honda
Rev. Control
Honda
Auto-Meter
VDO Conflg. 1
VOO Conflg. 2
VDO Conflg. 3
Hartman
Honda
Auto-Meter
Rev. Control
Rev. Control
SuzuM
Auto-Meter
Rev. Control
Harley
Rev. Control
Yamaha
Dynall
Rev. Control
Dynal 1
Rev. Control
Dynall
Hartman
Rev. Control
1.7
0.2
1.3
0.4
2.0
0.1
0.1
0.3
2.5
0
-0.3
-0.4
0.9
-0-
0.5
1.5
-0.2
0.9
0.6
-0.4
0.5
-0.9
0.9
0.4
0.6
390
10
370
90
300
80
no
70
420
40
-50
-170
470
-220
60
310
-0-
890
320
--
70
--
-60
30
—
734
CanAm Qualifier 175
7330
Rev. Control
-0-
-120
-------
01
Coil No. 1
Primary
Coll No. 2
Primary
1N2071
Diode
1N2071
"A" Diode
1
i
Points
Note:
Auto Meter
Rev-Control Model 451-1
Incorporates diodes
shown above.
1
Points
AUTO METER
439 TACHOMETER
1
AUTO METER
451 REV-CONTROL
FIGURE H-3 METHOD OF CONNECTING REV-CONTROL TO MOTORCYCLE HAVING DUAL IGNITION SYSTEM
-------
IMI Test Procedures
In the IMI procedures the measured level is dependent on how rapidly the
throttle is opened, on the reaction time of the operator in closing the
throttle at the "correct" point, and the tachometer lag. The duration of the
operation from throttle opening to initiation of throttle closing was on the
order of 0.35 seconds. Considering that the human reaction time (seeing the
tachometer needle at closing rpm value, to initiating hand motion to close
throttle) was on the order of 0.2 seconds, it appeared that mental anticipa-
tion was probably involved in performing the test. Also, considering that
rates of change of rpm will be in excess of 8000 rpm/sec., the actual rpm
overshoot could be much greater than the rpm overshoot indicated by the
tachometer. On motorcycle No. 729, where the Dynall tach was used, indicated
overshoot was 12,000 rpm (associated with an F76a rpm of 8200).
Noise level measurements taken on the various motorcycles by IMI-C and
IMI-E procedures are presented in Table H-5. Considering the foregoing, the
degree of repeatability and consistency among operators was better than might
be expected - usually within a 3 dB range, although differences of 6 dB were
encountered.
In view of the success of the Rev-Control in the F76a test, its applica-
tion was briefly evaluated in the IMI-C test, with results presented in Table
H-6. The substantial improvement in consistency was apparent. Also, compar-
ing the IMI-C levels for motorcycle No. 703 in Table H-6 with that for the
same motorcycle 1n Table H-5, considerably lower noise levels resulted with
use of the Rev-Control. Table H-8 provides further data on consistency amona
operators when the Rev-Control technique was employed in the IMI test.
In the IMI-C50 test, the same distance relationship between the vehicle
and microphone prevailed as 1n the F76a test at closing conditions. A com-
parison of noise emission measurements by the two methods is shown in Table
H-7 which is sufficiently good to warrant further consideration of the IMI-C50
as a substitute for the F76a method.
Also of potential value would be the Investigation of correlation between
IMI-(noise level measurement at 10 ft.) and F76a, both by Rev-Control
Such data was obtained for two motorcycles only: No. 703B where the differ-
ence was 14.8 dB, and No. 716A where the difference was 15.5 dB. The theore-
tical difference, by the inverse square law, was 15.0 dB. The closer distance
offered obvious advantages in space requirements, environmental noise con-
straints, and perturbations by atmospheric factors.
Effect of Torque (Dynamometer Tests)
The objective here was to provide information on the effect of torque (at
constant rpm) on noise levels. The portable dynamometer employed (Pabatco)
was not well suited to this task, and only limited data were obtained (Table
H-9). Even though precautions were taken to quiet the dyno by use of lead
vinyl blankets, 1t was apparent to the "rider" that dyno noise (from the
hydraulic pump) was contributing significantly to the total noise. Difficulty
was also experienced 1n establishing stable operation at desired rpm/torque
conditions. For these reasons this effort was discontinued.
H-16
-------
TABLE H-5 IMI NOISE LEVELS (Procedures C and E)
Coding: L * Left side of bike, dBA @10*
R - Right side of bike, dBA 910'
T • Max. tachometer reading, RPM/100
Motorcycle No. HAKE/MODEL
701 Honda 750K
IMI "C"
IMI "E1
702
Honda GL1000
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
100
99
68
101
100
76
99
9.9
68
101
101
78
99
99
68
95
92
64
95
93
—
90
88
52
101
99
72
101
99
76
101
100
76
100
99
74
98
98
63
95
92
59
95
92
60
90
88
54
101
100
74
101
100
76
100
100
70
__
100
76
98
99
66
94
92
61
95
93
65
90
88
54
102
102
81
99
100
72
92
90
55
97
99
64
94
92
60
97 98 98
98 98 99
64 64 68
97 97 98
99 98 99
64 64 68
94 95 94
93 93 94
56 56 54
95
90
54
96
93
61
96
92
59
OPERATOR
VP
JW
IW
SE
OF
VP
RL
OF
-------
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No.
703
HAKE/MODEL
Honda XL350
I
t-«
00
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
96
93
—
96
94
7
-------
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No. MAKE/MODEL
704 Honda MR250
(Rite Tach.)
IMI "C"
L
R
T
I
R
T
L
R
T
104
103
100
103
103
92
103
102
93
103
103
95
103
103
93
103
102
90
103
103
94
104
103
93
105 104
103 103
93 92
102
102
94
105
102
85
102
102
90
102
102
86
INI
102
101
89
103
102
88
"E"
103
101
86
OPERATOR
TB
IW
OH
103 102 103 NH
103 102 103
91 90 93
705 Kawasaki KZ1000 L 99 100 99 99 — 98 99
R 98 99 98 98 99 98 98
T 65 65 62 58 62 59 60
L 99 101 98 100 101 102 101 RH
R 99 100 99 100 102 102 101
T 65 70 63 67 65 70 66
L 96 99 99 100 97 94 100 97 97 TB
R 95 99 98 99 97 95 99 97 98
T 58 65 61 65 55 51 61 53 54
L 103 102 105 102 102 101 102 IW
R 101 101 104 102 102 101 102
T 78 70 81 72 69 65 67
706 Kawasaki KZ650 L 100 100 99 99 100 101
R 98 98 97 97 98 98
T 65 65 65 58 60 61
707 Kawasaki KE250 L 97 97 96 97 96 96
R 97 96 96 96 96 96
T 75 72 72 70 70 70
-------
TABLE H-5 IMI NOISE LEVELS (conf d) (Procedures C and E)
Motorcycle No. HAKE/HOOEL IMI "C" IMI "E" OPERATOt.
708 Husqvarna 360WR L 103 104 105 104 104 104
(Dynall Tach) R 105 105 105 104 104 104
T 50 52 50
709 Kawasaki KZ400 L 99 99 100 98 95 96 97
R 101 101 101 100 98 98 100
T 82 82 82 82 75 78 80
710 BMW R100/7 L 91 93 92 90 90 91 YP
R 93 95 94 91 92 92
z T 70 70 70 55 55 55
i
o 711 Kawasaki KX125 L 103 103 103 102 102
R W7 107 107 106 106
T 110 110 100 98 98
712 Honda TL125 L
(Harmon Tach) R 97 97 97
T 82 90 80
L
R 92 93 94
T 84 78 .94
713 Harley FX-1200 L 99 97 97 94 93 94 HH
R 101 100 100 97 95 96
T 48 45 47 40 38 38
714 Harley XL1000 L 96 97 100 94 95 IW
R 98 98 101 94 97
T 48 48 55 45 47
-------
Motorcycle No.
71OA*
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
HAKE/MODEL IMI_"_C"
BMW R100/7
I
ro
L
R
T
L
R
T
L
R
T
97
96
75
99
99
77
98
97
72
98
97
77
99
98
76
99
98
76
97
96
74
98
97
73
97
96
73
98
98
77
91
91
56
92
93
63
93
94
52
89
88
52
93
92
55
92
92
53
92
91
54
95
95
63
93
93
57
IMI "E"
92
91
54
93
92
54
OPERATOR
TB
GL
IW
*710A 1s same bike as 710, received back a month later.
-------
Motorcycle No. HAKE/MODEL
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
IMI "C" IMI "E"
715
Bultaco Frontert 250 L
(Saiwa Tach) R
717
Suzuki GT380
718
Suzuki* GS400X
719
Harley FLH-1200
(Oynall Tach)
108 108 109
109 108 109
90 88 88
L 107 108 109
R 106 107 108
T 97 90 89
L 102 100 103 102
R 103 100 102 101
T 90 80 90 85
L 102 99 102 100
R 100 97 100 99
T 82 64 82 78
L 99 100 100
R 99 101 100
T 80 80 77
L
R
T
L 102 102 102
R 102 102 101
T 55 57 55
L 104 102 102 104 102
R 103 101 102 103 102
T 57 53 53 57 54
L 103 102 103
R 102 103 102
T 58 58 58
108 109 109
107 107 108
82 83 84
101 100 101
101 100 102
80 75 80
94 95 93 100 97 98
94 95 93 100 97 97
64 64 58 71 68 68
96
95
65
97
97
49
97
99
48
97
98
46
96
97
69
98
99
51
97
97
47
97
98
50
96
96
65
101
101
64
98
99
50
97
97
48
97
98
49
95
95
64
OPERATOR
IH
TB
IH
TB
IH
TB
TB
GL
IH
-------
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No. HAKE/MODEL IH1 MCM IMI "E" OPERATOR
716 Suzuki GS550 L 100 100 100 ™
R 100 100 101
T 88 86 90
L 98 97 98 JW
R 98 98 98
T 78 75 75
L 97 97 99 SE
R 98 98 99
T 74 76 81
L 99 99 98 VP
R 99 98 98
T 80 80 78
-------
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No. MAKE/MODEL IMI "C" IHI "E" OPERATOR
720 Harley SS-175 L 98 99 98 97 95 96 IH/GL
R 97 97 96 97 95 95
T 85 85 81 81 77 78
L 97 99 98 96 94 95 TB
R 96 96 95 96 94 94
T 80 82 80 80 77 78
L 96 95 95 97 96 96 MM
R 95 93 94 97 96 96
T 78 79 78 83 80 80
721 Harley SX-175 L 97 97 97 96 96 95 TB
R 95 95 96 95 94 95
T 90 90 95 100 98 98
L 97 97 97 95 94 94 IW
R 96 96 96 95 93 93
T 95 93 94 95 82 85
L 97 96 97 97 94 96 94 96 MM
R 96 93 95 95 93 95 92 95
T 93 85 92 93 86 100 83 92
722 Suzuki TS400B L 100 102 100 102 100 102
R 101 101 101 101 101 103
T 56 56 56 56 56 58
-------
Motorcycle No.
723
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
HAKE/MODEL
Bultaco Alpina 350
(Sanwa Tach)
724
ro
in
Honda XR75
(Rite Tach)
725
Yamaha DT250D
IMI "C"
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
104
101
65
104
102
65
108
104
70
101
102
31
98
98
28
101
101
30
101
101
68
100
101
68
101
102
69
104
102
65
104
102
65
105
103
67
100
102
29
97
97
26
101
101
30
101
102
69
100
101
67
101
102
69
104
102
66
104
102
65
104
102
65
102
102
31
98
97
27
101
102
31
101
102
70
100
101
67
99
101
67
104
100
57
103
101
63
105
102
65
101
-------
TABLE H-5 IMI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No. MAKE/MODEL
726 Yamaha XT5000
727 Yamaha SX650D
I
ro
728 Yamaha IT400D
(Sanwa Tach)
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
L
R
T
100
98
62
102
102
64
101
100
62
102
102
68
101
101
65
99
99
62
104
104
70
104
104
74
107
108
82
97
97
57
104
102
69
102
101
65
103
103
72
102
101
66
98
97
57
104
104
72
105
107
76
108
109
84
IHI
98
98
58
101
100
62
102
101
65
105
105
75
99
100
64
99
99
62
104
104
70
106
108
82
108
110
85
"C"
99
99
59
100 100
98 99
62 62
103
103
72
99
100
64
105
106
76
101
99
60
99
98
59
102
101
63
102
102
64
99
99
55
100
101
62
102
102
64
104
106
74
105
105
78
97
98
58
99
99
59
101
101
62
102
102
65
101
101
60
101
101
62
103
103
65
104
106
76
105
106
76
IMI "E"
100 102
99 99
60 61
100
98
60
103
102
65
100
101
60
99 100
99 100
65 58
100
101
60
102
103
65
105
106
76
106
107
78
OPERATOR
TB
MM
IW
IH
TB
m
TB
MM
IW
-------
TABLE H-5 I MI NOISE LEVELS (cont'd) (Procedures C and E)
Motorcycle No. MAKE/MODEL 1H1 "E" IHI "E" OPERATOR
729 Yamaha IT175D L 107 108 108 107 105 106 IW
(Dynall Tach) R 105 106 105 106 106 106
T 120 118 118 121 118 121
L 109 108 108 106 106 107 GL
R 106 106 106 104 105 105
T 117 118 120 121 121 118
L 106 107 105 106 106 106 MM
R 105 105 105 105 106 105
T 120 118 120 120 117 120
730 Yamaha DT100D L 94 95 94 93 94 94 TB
(Dynall Tach) R 97 97 97 96 96 97
T 115 115 114 112 112 112
L 94 94 95 93 93 93 GL
R 96 96 97 95 96 96
T 112 112 113 112 112 111
L 94 94 94 93 93 94 MM
R 95 95 96 94 94 95
T 111 112 112 112 112 112
731 Honda GL1000 12 L 97 95 95 97 97 97 JA
R 97 94 95 97 97 97
T 70 64 64 54 72 72
L 95 97 98 96 97 98 98 GL
R 95 97 97 96 97 98 98
T 63 73 73 68 71 73 74
L 95 94 95 95 95 96 TB
R 95 94 95 96 94 96
T 65 63 65 64 59 65
-------
It should be noted, however, that there are commercially available
dynamometers which offer potential for noise testing; one such unit 1s the
AES1 motorcycle dynamometer, which can be programmed to maintain a pre-set
rpm, which is maintained stable regardless of throttle setting or developed
torque.
Operator Exposure to Motorcycle Noise
Noise levels at the operator's ear were obtained by analysis of magnetic
tape cassettes recorded on a modified Sony TC-55 "Cassette-Corder", identi-
fied as Model IRI Mk3 "Ear Bug" Personal Noise Exposure Recorder, developed by
the Industrial Research Institute of the University of Windsor. The modifi-
cations permitted the use of a miniature piezoelectric ceramic microphone, two
precision input attenuators, and an input filter network resulting 1n an
aweighted spectrum recording.
Signal drop-outs and level changes encountered during field usage were
traced to the microphone holder and ear clip combination; soldering leads
directly to microphone, and inserting the microphone in a foam holder taped to
the ear, solved the problem. The recorder, calibrator, microphone and micro-
phone holder are shown in Photograph H-14.
Tests were performed to determine the validity of the A-weighted noise
levels (SL) derived from the "Ear Bug" system; simultaneous recordings were
made with a laboratory precision system consisting of a NAGRA IV-B tape
recorder, a Bruel and Kjaer 1/2 Inch condenser microphone (with a wind-tip)
and associated electronics. Simultaneous ear-level measurements (within a
helmet) are shown in Table H-10 together with the 50 foot Sound Level Meter
(SLM) responses during the same events. In an additional test, the ear level
miniature microphone was taped to a SLM microphone, and 3 motorcycle passby
noises in real time noted and compared to the recorded SL for the same events
as shown in the bottom of Table H-10. '
The average SL (rounded to the nearest dB) at the ear of the operator
during various moving motorcycle tests is shown 1n table H-ll; each of these
SL is typically the average of from 6 to 12 passes. Ear level SL during IMI
stationary tests are sown 1n Table H-12 and those obtained during stationary
dynamometer tests are shown in Table H-13.
The difference between the formal 50 foot Noise level during passby test
and the average noise level at the operator's ear during the same passby 1s
shown in Table H-14. The mean noise level difference for the whole set (n-31)
is 19.6 dB, with a standard deviation of 2.4. Note that it is about the same
as the noise level difference obtained in dynamometer tests (Table H-13).
Recordings of ear level motorcycle noise in presence of wind have clearly
audible wind noise; this effect 1s shown 1n Table H-15. y
Typical Noise levels at the operator's ear during the operator's ver-
balization are also shown in Table H-15 note that the highest recorded noise
level at the operator's ear is an operator's shout (118 dB).
H-28
-------
TABLE H-6 IMI NOISE LEVELS (BY REV-CONTROL)
Motorcycle No. Make/Model Noise Level - dB Operator
703B Honda XL350 L 89.0 90.2 90.2 90.2 TB
(IMI-C, 3500-5400 rpm) R 91.0 91.2 91.3 91.0
L 90.2 90.2 90.6 90.8 JA
R 90.2 90.3 90.1 90.1
L 90.1 90.4 90.6 90.2 IW
R 91.0 91.0 90.3 90.5
703C Honda XL350 L 92.0 91.5 91.5 IW
(IMI-C Variation R 93.0 92.5 92.5
4500-6100 rpm)
L 92.1 92.2 92.5 VP
R 93.0 93.0 92.8
L 92.5 92.0 92.2 JA
R 93.0 93.0 92.5
L 92.5 92.3 92.3 SE
R 93.6 93.2 93.4
-------
TABLE H-7. F76a vs 76a STATIONARY SIMULATION
F76a Stationary F76a
Simulation (50 feet) Rev. Control
Motorcycle No. 730C, Honda XL350 77. 76.2
Motorcycle No. 720, Harley SS175 79.5 78.6
Motorcycle No. 725, Yamaha DT250D 81.8 81.7
Motorcycle No. 730, Yamaha DT100D 77.8 77.7
f Motorcycle No. 733, CanAm Qualifier 125 84.7 84.4
Motorcycle No. 702A, Honda GL-1000 76.8 78.3
Motorcycle No. 734, CanAm Qualifier 175 87.6 84.2
CO
o
-------
TABLE H-8 TACHOMETER AND REV. CONTROL COMPARISONS, IMI-C TEST
Motorcycle No.
716A, Suzuki 6S550
I
<*>
81 ke Tach
L
R
T
L
R
T
L
R
T
L
R
T
98.6
98.5
80
96.8
97.6
74
97.5
98.3
78
99.8
99.6
88
98.4
98.6
80
97.4
97.7
76
97.3
97.7
75
99.5
99.6
86
98.0
98.0
78
98.8
99.0
81
97.6
98.0
75
100
101
90
Auto-Meter
97.0
97.0
95
93.5
93.7
93.0
93.6
85
98.4
97.4
95
96.8
97.2
95
91.5
92.0
78
93.0
93.8
84
97.2
97.4
95
Tach
96.8
96.5
95
93.1
92.8
84
95.1
95.0
87
96.2
96.8
95
Rev. Control
95.0
95.8
61
94.8
95.2
61
95.3
95.3
61
95.0
96.4
61
96.1
96.7
61
95.5
95.7
61
95.5
95.5
61
96.0
96.0
61
95.7
95.5
61
Operator
VP
SE
JW
IW
-------
TABLE H-9 EFFECT OF TORQUE (DYNAMOMETER TESTS)
Motorcycle No. 703, Honda XL350
2nd Gear
RPM
5400**
5400
5400
5400
4200***
4200
4200
Normalized
Torque
1.00
0.63
0.41
-0-
0.89
0.74
0.48
dBA
050 Ft.
78.5
77.0
76.5
74.5
76.0
73.5
72.0
dBA
@Ear*
99.5
96.0
95.0
97.5
93.0
90.5
*W1th Helmet "B"
**F76a rpm, full throttle
***Full Throttle
H-32
-------
Table H-10
COMPARISON OF LABORATORY STANDARD
SYSTEM (NAGRA) AND FIELD SYSTEM (SONY)
NOISE LEVELS (dB)
NAGRA
SONY
EAST SLM WEST SLM
J331a,
v;rong rpm
U
a
J33U
L
a
F76
r
a
Pass By,
Common Microphone
Position
103.2
103.8
104.2
104.0
104.0
104.4
104.2
104.0
104.2
104.0
.3
103.8
103.8
104.2
104.0
104.0
103.8
105.2
103.8
104.1
.5
103.4
104.0
103.8
104.0
104.8
104.8
104.1
.6
REAL TIME
89.6
e 84.3
88.0
104.4
104.9
104.4
104.4
104.4
104.4
104.8
104.4
104.8
104.5
.2
104.2
104.0
104.6
104.4
104.2
104.4
105.0
103.8
104.3
.4
104.0
104.2
104.4
104.2
104.8
104.8
1.04.4
.3
SLM
81.5
82.0
81.7
82.5
82.0
83.1
RlGH:83.0
FORMAL :83.1
83.0
82.0
82.8
82.5
82.5
83.0
HlGlT:83.5
FORMAL: 83. 5
83.0
81.7
82.4
81.8
82.8
82.0
HlGH:83.0
83.0
82.5
83.6
82.0
83.9
82.0
U5U:82.0
83.0
84.0
32.9
*84.6
82.6
84.2
03W:82.7
82.0
82.5
81.0
83.1
82.5
84.1
LOW:81.8
FORMAL: 82. 9
RECORDED SONY
89.
85.
87.
6
0
2
H-33
-------
TABLE H-ll
EAR LEVEL MOTORCYCLE NOISE - NOISE LEVELS ROUNDED TO NEAREST dB
Motorcycle
Number
704
705
710
71 OA
712
718
719
720
721
722
723
725
725R
730
102 106
99
97
102
107
96 93
96
95
97
95
94
97
109 108
104 104
102
102
100
102 96
99
100
99
t
9
107
t
9
a
V
102
97
100
g 98
t
t
t
9
t
V
, MMMPMMOT M_m^«—
94 102
102
95 92
94 99
94 100
93 97
110
105
107
107
105
104
95
90
100
102
96
101
108
101
97
E
R See Table 6
R
R
R
R
8 97 @ 7100 rpm
B Idle or 2nd gear
B cruise *
R
R
0
B
B
B
B
B 97 P SSOOrpm
B or 0
B
B
R
R See table 6
R
R See table 6
731 97 96 t R See table 6
B « blue helmet, R • red helmet, 0 » bare head
*t « F76a, tach; g » F76a, gate; v • F76a variation
H-34
-------
TABLE H-12
EAR LEVEL MOTORCYCLE NOISE DURING IMI TESTS
Left La1Q1
Motorcycle Number 730,
No Helmet
Motorcycle Number 710A,
No Helmet
4350 rpm, idle
4350 rpm, idle + talk
Motorcycle Number 731,
No Helmet
94
94.6
94.3
93
93.5
94
97
97.7
97.2
91
89
91.5
95.0
93.6
94.6
95.2
94.5
96.0
A Ear La
102.6
102.8
102.8
8 1/2
102.6
102.6
102.8
9
-98.8
98.6
98.6
1 1/2
95.0
92.8
95.2
4
87
96
101.8
101.2
101,8
7
101.8
101.2
101.4
A Right La1QI
96.5
97
96.5
6
95.5
95.5
97
6 1/2
95.7
96.6
95.8
2 1/2
91
88
91
4 1/2
94.7
93.6
94.6
7 1/2
95.7
94.2
96.2
Type
IMI C
IMI C
IMI C
IMI E
IMI E
IMI E
IMI C
IMI C
IMI C
IMI E
IMI E
IMI E
IMI C
IMI C
IMI C
IMI E
IMI E
IMI E
H-35
-------
TABLE H-13
EAR LEVEL MOTORCYCLE NOISE
NOISE LEVEL DIFFERENCES RE FORMAL TEST
Motorcycle No. J331a F76 F76a,t F76a.q F76a,v
705 25 23 19 19
710 19
710A
712
718
722
723
725
725R
729
730
731
23
20 18 20
14 17
21 19
20 21 19
19
19 20 20
23 20 20
22 17
18
14
18
22
18
20
H-36
-------
TABLE H-14
EAR LEVEL MOTORCYCLE NOISE DURING DYNAMOMETER TESTS
Motorcycle No. 703. Blue Helmet
RPM
5400
5400
5400
5400
5400
4200
4200
4200
5400
Rider's
ii
H
TORQUE
(2nd gear)
27
27
27
17
11
24
20
13
27
Voice
Max
Shout (Mark!)
50' La
Equiv.
78 1/2
78 1/2
78 1/2
77
76 1/2
76
73 1/2
72
79 1/2
Ear La
99
100
99 1/2
96
95
97 1/2
93
90 1/2
99 1/2
90-100
102
118
Adb
20 1/2
21 1/2
21
19
18 1/2
21 1/2
20 1/2
18 1/2
20
H-37
-------
TABLE H-15
WIND EFFECTS AND VOICE LEVELS
0 (Downwin
Motorcycle
Number
703
703
703
705
705
705
705
710
725
730
731
j\
Test
Dyno
Dyno
Dyno
J33U
F76
F76at
F76ag
Idle
F76at
55mph
coast
J331a
Travel
f\m *_»** *B^M AM
Upwind
—
—
105.8
108.1
104.6
105.3
--
95.5
97
98.7
to ti I
W u v
K W1n<
\v 7
\
Downwind
—
--
—
101.6
106.4
99.2
96.8
—
93.4
92
96.7
Wind Direction
7-12 mph
Voice/Comnents
90-100/Talk
102/Loud Voice
118/Shout
96/Talk Max
104/Volce Cue
98.4/Horn
H-38
-------
Major results of the ear level study are a) the rider will experience
noise levels approximately 20 dB higher than the vehicle's 50-ft. noise
emission level (with or without helmet), and b) inexpensive miniaturized noise
recording equipment is available for operator noise exposure studies; appli-
cation not limited to motorcycles.
H-39
-------
I MI TEST PROCEDURES
1. IMI-C Test Procedure
Microphone Location: Two microphones, each located 10 ft. from the
center of the vehicle, 9 inches above the ground surface, perpendicular
to the vehicle centerline at a point midway between the front and rear
wheels.
Operation of Vehicle: Stabilize the engine rpm at 50% of max. rated
rpm, then open the throttle fully and as rapidly as possible; initiate
rapid and full closure of the throttle when the tachometer needle is
observed passing through the F76a closing rpm.
Readings: Three sound level readings (dBA, fast response) within 2
dB shall be obtained. The final tachometer reading corresponding with
each sound level measurement shall also be recorded.
2. IMI-E Test Procedure
Microphone Location: Same as IMI-C
Operation of Vehicle: Stabilize the engine rpm at 500 to 1000 rpm above
idle (such that the engine will respond without hesitation to rapid
throttle opening), then open the throttle fully and as rapidly as possible-
initiate rapid and full closure of the throttle when the tachometer needle'
is observed passing through an rpm equal to the F76a rpm minus 15% of the
F76a rpm.
Readings: Same as IMI-C
3. IMI -C50 Test Procedure
Same as IMI-C except for microphone location; the microphones are located
four feet above the ground, 50 ft. to the side and 25 ft. aft of the front
of the vehicle, thereby duplicating the vehicle/microphone relationship of
the F76a test.
4. IMI by Ignition Disable
Same as the above IMI tests except that closing rpm is effected auto-
matically by ignition disable, pre-set at the specified rpm. The
throttle should be closed promptly after ignition disable to avoid
backfire.
H-40
-------
Photograph No. H-1 INSTRUMENTATION VAN
-------
HART MAN RADIO
TACHOMETER
VEHICLE
TACHOMETER
VDO
TACHOMETER
AUTO METER
TACHOMETER
HARMON DIGITAL
TACHOMETER
Photograph No. H-2 GL1000 FITTED WITH TEST TACHOMETERS
-------
AUTO METER
REV-CONTROL
AUTO METER
TACHOMETER
Photograph No. H-3 XL350 FITTED WITH AUTOMETER REV-CONTROL
-------
/K
Photograph No. H-4 SPEED SENSORS
-------
Photograph No. H-5 TEST TRACK
-------
1\
Photograph No. H-6 LASER AND TAPE SWITCHES
-------
Photograph No. H-7 LASER SPEED GATE
-------
Photograph No. H-8 TIME INTERVAL COUNTER
-------
Photograph No. H-9 SOUND LEVEL METER
-------
Photograph No. H-10 SIGNAL GENERATOR AND FREQUENCY COUNTER
-------
Photograph No. H-11 RITE AUTOTRONICS TACHOMETER
-------
Photograph No. H-12 DYNALL TACHOMETER
-------
i?'/M'|'r^ -^m
Photograph No. H-13 SANWA TACHOMETER
-------
I
i
»-«v^« » «
Photograph No. H-14 EAR LEVEL SOUND MEASURING EQUIPMENT
-------
APPENDIX I
REFINEMENT OF MOTORCYCLE TESTING PROCEDURE
-------
1. INTRODUCTION
The F-76a test procedure was developed by EPA and its contractors
with initial inputs from concerned state and manufacturer representatives.
The first draft of this procedure specified testing all motorcycles at 75%
of maximum rated RPM. EPA conducted a testing program using this draft
procedure (in addition to J-331a) to build a data base on this measurement
methodology. During the course of that testing program several motorcycle
models were also tested at closing RPM different from the specified 75% (Table
C-12). It was apparent from the data gathered that a constant 75% of maximum
rated RPM would represent an unfair comparison of large and small motorcycles
if the full-throttle-constant microphone distance concepts were retained.
Accordingly, a sliding scale of closing RPM was developed based on those
motorcycles tested at more than one closing RPM. In the absence of other
information, the J-331a test was felt to represent a fair comparison of large
and small motorcycles so the sliding scale was developed to reflect that
comparison. Further, noise levels comparable to 0-331a values would allow
consideration of standards in familiar terms.
The sliding scale developed was, however, using interpolated and extra-
polated data so additional data were required both using the F-76a as drafted
and on variations thereof should the sliding scale need refinement. Another
area where additional data was desirable was the phenomenon of tachometer
lag and its effect on noise level readings. The testing program described in
Appendix H was intended to address these and other issues.
2. TACHOMETER SPECIFICATION
The information developed in that program showed that tachometer lag
was indeed a serious consideration with unequal impact on different motorcycle
models. American and European motorcycle tachometers generally showed little
lag under the F-76a test. Certain Japanese models, however, displayed either
a great deal of lag or^ showed a particular sensitivity to small amounts of
lag. As the data used in developing F-76a was largely based on measurements
of Japanese motorcycles using vehicle tachometers it is clear that adjust-
ment to F-76a's sliding scale would be necessary if engine speed measurement
systems other than vehicle tachometers were to be allowed.
If the lag phenomenon affected all motorcycle models equally, requir-
ing the use of vehicle tachometers could be considered. Since that is not the
case, the refinement of F-76a specifically allows the use of other tachometers
or other engine speed measurement systems. Indirect engine speed measurement
systems have shown the potential for eliminating "lag" as it is associated
with tachometers.
Indirect engine speed measurement systems are sometimes cumbersome to
set up, however, so it is not felt advantageous to require by specification
that indirect systems be used when very fast reacting tachometers are avail-
able. Listed in Appendix H are several mechanical and electrical tachometers,
both analog and digital, which display very low dynamic response lag. In the
interest of test simplicity, the refined procedure allows use of any tachome-
ter which meets a certain dynamic response characteristic. The specification
in the refined procedure is spelled out in terms of the maximum allowable lag
on a specific motorcycle at the closing conditions during the test.
1-1
-------
The "window" of allowable tachometer lag should be small enough that
tachometer characteristics will not materially affect noise level read-
ings, yet be large enough to allow use of currently available fast responding
tachometers. The specification in the refined procedure allows use of any
tachometer that does not lag actual engine speed by more than three percentage
points of maximum rated RPM when closing RPM under the specified methodology
is indicated. It appears that this specification can be met for virtually all
motorcycles tested by one or several of the tachometers mentioned in Appendix
H. Several vehicle tachometers meet the specification although many Japanese
vehicle tachometers display more than six percentage point lag and hence could
not be used.
Figures 1-1, 1-2, and 1-3 display the noise levels of the motorcycles
tested as a function of closing RPM. For most motorcycles at least three data
points were plotted: (1) a baseline which was the noise level at closing RPM
for that specific motorcycle (2) the noise level at a percentage value greater
than the closing RPM and (3) the noise level at a percentage value lower than
the closing RPM. From these graphs it is apparent that a three percentaae
point lag translates into a 0.6-0.7 dB difference for most street motorcycles
tested, 0.5 dB for most combination motorcycles tested, and 0.3 dB for most
off-road motorcycles tested.
3. SPECIFICATION OF CLOSING RPM
Since indirect or fast-responding tachometers are required to be used
in the refined procedure as mentioned above, the specification of closing RPM
must be adjusted in the draft F-76a procedure.
The program gave EPA the first direct data on motorcycle noise levels
measured under F-76a. In addition, manufacturers have supplied EPA with
additional F-76a data for specific models. Examination of these data indi-
cates that further changes to the closing RPM specification would improve the
large motorcycle/small motorcycle comparison relative to the J-331a procedure
Figure 1-4 plots EPA and manufacturer data on F-76a (indirect engine
speed measurement system) relative to J-331a as a function of engine dis-
placement. This figure indicates that the average of F-76a values of thi»
large motorcycles plotted exceeds J-331a values by several dB. The average of
the noise levels of small motorcycles, however, are below J-331a by several
dB. To correct this situation the sliding scale of closing RPMs has been
revised. The end points of 90* and 60% of maximum rated RPM for small and
large motorcycles have been raised and lowered 5 percentage points, respec-
tively. Four hundred cc motorcycles, which were specified to be tested at 75*
of maximum rated RPM (observed, vehicle tachometer - or approximately 80*
indicated, indirect engine measurement system, for most motorcycles) ar*»
specified to be tested at 77* of maximum rated RPM (with allowance for a
up-to-three percentage point increase in actual engine speed due to allowable
tachometer lag). Figure 1-5 shows the revised closing RPM chart.
The variation of noise level with engine speed measured during th»
testing program can be used to determine the comparisons with J-331a that
would be expected with this revised specification. Table 1-1 shows th1«
comparison for all street and combination motorcycles tested. Off-roan
motorcycles showed such insensitivity to engine speed that they are not
included.
1-2
-------
u>
Honda GL-1000
Honda CB-750K
H-DFLH-1200
H-DFXE-1200
H-OXL-1000
BMW R-100/7
Kawasaki KZ 650
Yamaha XS-650
Suzuki GS 550
Suzuki GS-400
Kawasaki KZ-400
Suzuki GT-380
Kawasaki KZ-1000
I O 1
Horizontal Axis: % RPM relative to closing RPM
Vertical Axis: Noise level (dB) re noise level
at closing RPM (vehicle tachometer)
FIGURE 1-1 NOISE LEVEL AS A FUNCTION OF CLOSING RPM
STREET MOTORCYCLES
-------
4- -
U)
(b)
(c)
Id)
(e)
-------
I
en
Yamaha IT-400
Hutqvarru 360-WR
Bultaco 350 Alpina
Honda MR-250
Bultaco 250 Frontera
Kawasaki KX-125
Honda TL-125
Honda XR-75
Yamaha IT-175
Horizontal Axis: % RPM relative to closing RPM
Vertical Axis: Noise level (dB) re noise level
at closing RPM (vehicle tachometer)
FIGURE 1-3 NOISE LEVEL AS A FUNCTION OF CLOSING RPM
OFF-ROAD MOTORCYCLES (including trials and mini-cycles)
-------
• Street
X Combination
O Off-Road
CO
•o
^
en
dl""5
••- in
V- 3
f C
o ••-
Ol «O
> VO
u.
I/I
"o
3C
5
4
3
2
1
0
-1
-2
-3
-4
•5
•
^
0
OX
ox o • • 0^
0
00
\/ y^\ /-v 0V A
0 100 200 300 40U 500 600 700 800 900 1000+
O X O • •• • • • «
X
X» X 0 OX 0
X
0 X
o
Engine Displacement (Cubic Centimeters)
Source: EPA and Manufacturer Data
FIGURE 1-4
1-6
-------
100
90
1 80+
o
OJ
o JE
LLJ CL.
t/O T3
O>
UJ +->
70+
60+
50-|-
K| 40+
o
_i <«-
<_> o
c 30-+
o
u
-------
Table 1-1
PROPOSED PROCEOURE/J-331a COMPARISON
(Street)
Kawasaki
Honda
Honda
H-D
H-D
H-D
BMW
Kawasaki
Yamaha
Suzuki
Suzuki
Kawasaki
Suzuki
(Combination)
Yamaha
Honda
Suzuki
Yamaha
Kawasaki
H-D
Yamaha
Motorcycle
Model
KZ 1000
GL 1000
CB 750K
FLH 1200
FXE 1200
XL 1000
R 100/7
KZ 650
XS 650
GS 550
GS 400
KZ 400
GT 380
XT 500
XL 350
TS 400
DT 250
KE 250
SX 175
DT 100
J-331a
(dB)
77.2
76.0
78.4
82.0
83.7
82.3
82.1
77.9
82.8
78.5
79.4
78.9
84.6
79.7
80.8
84.6
83.5
80.9
83.5
79.4
F-76a
(dB)
78.4
77.1
78.5
83.2
83.2
81.7
80.4
77.1
84.0
79.4
78.6
80.2
84.7
76.6
75.1
82.5
82.4
77.0
82.1
78.6
F-76a/
Revised
Procedure
Difference Difference
(dB (dB)*
+1.2
+1.1
+0.1
+1.2
-0.5
-0.6
-1.7
-0.8
+1.2
+0.9
-0.8
+1.3
+0.1
-3.1
-5.7
-2.1
-1.9
-3.9
-1.4
-0.8
-1.0
-1.5
-1.75
-2.5
-1.0
-2.0
-1.5
-0.5
-0.5
-0-
+1.0
+1.5
+1.5
+0.2
+2.5
+1.0
+1.0
+2.0
+2.5
+0.5
J-331a/
Revised
Procedure
Difference
(dB)
+0.2
-0.4
-1.6
-1.3
-1.5
-2.6
-3.2
-1.3
+0.7
+0.9
+0.2
+2.8
+1.6
-2.9
-3.2
-1.1
-0.9
-1.9
+0.9
-0.3
translation for each model based on data displayed in Figures 1-1, 2, and 3.
1-8'
-------
APPENDIX J
EXPLORATION OF A STATIONARY TEST
INCORPORATING AN ELECTRONIC IGNITION DISABLE SYSTEM
-------
INTRODUCTION
In the course of evaluating engine speed measurement techniques and tachometer
accuracy requirements 1n the F76a test procedure (see Appendix H), EPA
examined a technique known as Ignition disable as means of controlling test
closing rpm. In this technique, the specified closing rpm was pre-set In the
Ignition disabling device, causing the engine to be shut off automatically at
the proper point during the acceleration run, rather than requiring the rider
to close the throttle at the proper time. Evaluation Indicated improved
accuracy, repeatability, and reduced test time by use of this technique.
Also, the possibility was indicated for using the Ignition disable technique
in a stationary vehicle test, which might serve as a simpler substitute for
the moving vehicle F76a test. In this concept, the engine would be accelera-
ted against its own Inertia (vehicle stationary) with engine shut-off effected
automatically by the ignition disable device.
The objective of EPA's investigation was to evaluate the use of the ignition
disable technique, both in the F76a moving vehicle test, and in a simulated
F76a stationary vehicle test. The study was to encompass a representative
sample of vehicles, or various engine and ignition types. Also, since a
potentially Important application of the stationary vehicle test method would
be in relation to the after-market exhaust system industry, the study provided
for the direct involvement of the after-market manufacturer and his products,
as well as that of the new vehicle manufacturer and his vehicles.
J-l
-------
Summary of Methods Used in this Study
Vehicle and Aftermarket Product Sample Size and Mix
The vehicle sample consisted of 22 1977/1978 motorcycles in OEM config-
uration, with ten of these vehicles additionally fitted with 21 aftermarket
exhaust system, yielding a total of 43 different vehicle configurations.
The sample encompassed street and off-road motorcycles, displacements of
175 to 1200 cc, two and four stroke engines, 1, 2, 3 and 4 cylinder engines
GDI and breaker-point ignition systems. The vehicles were provided by the
respective manufacturers and/or the local representatives for CanAm, Harley-
Davidson, Hodaka, Honda, Kawasaki, Suzuki, and Yamaha motorcycles.
The aftermarket exhaust system sample comprised 21 exhaust configurations
designed specifically for the vehicles on which they were installed. in
general, these systems were designed for improved performance, altered
torque curve for specific applications, lower noise levels, or to permit
optimized performance in combination use (street/off-road) vehicles
Additionally, some of the configurations tested were intended for compe^
tition use only. The aftermarket products were supplied, and installed
by the respective manufacturers and/or dealers: Alphabet, AMF, Bassani*
Hooker, Jardine, Ocelot (Torque Engineering), Real Products and Skyway!
The vehicle and aftermarket product samples were selected to include to
the extent practical, motorcycles and aftermarket exhaust systems having
substantial sales volume, and to include vehicle technical parameters signi-
ficant in the study objectives.
Moving Vehicle Test Procedures
The test procedures employed include:
J331a; conducted in accordance with the SAE procedure.
F76a by gate; correct closing rpm effected by use of an optical speed gate
(Newport Research Corporation #SP145/248 lasers; technique described in
Appendix H).
Note: The closing rpm/displacement relationship employed in F76a tests
reported in Appendices H and J is:
0 - 100 cc : 90% rpm
100 - 700 cc : % rpm = 95 = (0.05 x displacement in cc)
over 700 cc : 60% rpm
F76a by Bike Tach; closing rpm effected manually using indicated readlna
on vehicle tachometer; tachometer calibrated under steady state conditions.
F76a AutoMeter Tach; closing rpm effected manually using indicated readlna
on AutoMeter tachometer Model 439; tachometer calibrated under steady state
conditions.
J-2
-------
F76a by Ignition Disable; closing rpm effected • automatically by ignition
disable using AutoMeter Rev-Control Model 439/451 or Model 455; disable rpm
set under calibrated steady state conditions. The procedure is delineated in
the discussion of the Stationary Noise Emission Test procedure of this
appendix.
Stationary Vehicle Test Procedures The test procedures employed include:
£50; conducted in accordance with the procedure delineated in Appendix A.
Simulated F76a; conducted in accordance with the procedure delineated in
the discussion of the stationary test procedures of this Appendix; the
procedure involved stabilizing the engine rpm at the F76a entering rpm,
full throttle acceleration of the engine (unloaded except for its inertia
and friction), with automatic engine shut-off effected by pre-set ignition
disable at the F76a closing rpm. A variety of microphone positions were
evaluated.
Development/Evaluation of the Test Methods
Using commercially available ignition disabling equipment techniques were
explored for interfacing the disabling device with the various types of
ignition systems to be encountered. Noise levels measured in the F76a
test using the ignition disabling technique were statistically correlated
with those obtained using the optical speed gate which is taken as the
baseline reference method.
The microphone position for the simulated F76a (stationary vehicle) test
was optimized, and noise level measurements obtained by the technique were
statistically correlated with the F76a moving vehicle data (both methods
employing ignition disable).
Tabular comparisons of noise emission data obtained by the various moving
and stationary vehicle test methods delineated in this Appendix have been
made for all of the vehicle and exhaust system configurations tested.
J-3
-------
RESULTS AND DISCUSSION
Summaries of the Tables
Tables J-l and J-2 present vehicle identification, pertinent parameters
and measured sound levels yielded by the various test procedures employed*
for the stock and modified motorcycles tested. A letter suffix to the
motorcycle No. denotes a vehicle modified by installation of an aftermarket
exhaust system; for example, motorcycle No. 801 (Table J-l) was a Honda
GL1000 in stock configuration, whereas motorcycle 801A (Table J-2) was the
same motorcycle fitted with an aftermarket exhaust system.
The significance of data presented in Tables J-l and J-2 is discussed by
topic in the following paragraphs. y
F76a Measured Levels by Various Techniques
In Appendix H it was shown that measured levels frequently 2 to 3 dB higher
than appropriate could result from tachometer lag, when using the vehicle
tachometer as reference in effecting closing rpm. Precautions were exercised
to achieve accuracy and control of closing rpm within acceptable limits*
specifically, closing rpm in the F76a test should be accurate to + 2X if the
measured noise level is to be accurate to £.0.5 dBA (ref. Appendix H).
Referring to table J-3, the F76a noise levels in the column "dB by Gate"
obtained with closing rpm accuracy of +_ 2%, constitute the reference to
which measurements by other techniques may be compared. Difference levels
obtained "by AutoMeter Tach" were small; this indicated that damping in
that tachometer was near optimum for the F76a application, and reinforced
the earlier findings that accurate F76a readings could be obtained with a
properly damped vehicle tachometer. The difference levels obtained "by
Ignition Disable" (using the same AutoMeter tachometer, but with the Ignition
disable function operative) remained in good correspondence, showing adequacy
of the ignition disable technique. Not reflected in the tabulated figures Is
the improved consistency among repeated passes, and the shorter time required
to conduct the test using the ignition disable technique. Difference levels
obtained "by Motorcycle Tach", for most of the vehicles tested are moderately
good, although there is one notable exception. The previous work (Appendix H)
showed a number of cases where use of the motorcycle tach resulted in 2 and 3
dB discrepancies. Possible explanations of the variability using the vehicle
tachometer are differing acceleration profiles among vehicles, and differing
damping among tachometers. *
J-4
-------
TABLE J-l. 1977 - 1978 MOTORCYCLE (STOCK) NOISE LEVELS
Motorcycle
Number
801
802
804
805
806
807
—
—
81.8
F76a by
Ignition
Disable
75.6
80.2
90.8
78.9
79.2*
88.0
80.3
84.2
83.0
80.9
77.3
79.9
81.9
82.0
81.2
80.3
81.4
81.5
F76a by
Autometer
Tach
—
80.3
90.6
79.6
78.9*
88.3
80.8
83.9
83.0
—
77.4
79.9
81.9
--
—
—
•»•
81.2
F76a by
B1ke
Tach
—
80.2
—
79.6
80.5*
87.4
81.0
83.8
~
81.2
80.9
82.0
~
—
—
—
82.2
F76a
Simulation
at 50 ft.
75.3
81.6
90.9
78.4
81.0*
87.4
82.9
86.9
86.4
84.8
81.7
81.0
85.8
83.4
82.6
82.6
85.9
84.3
F50
—
84.5
99.0
88.0
88.5
94.5
88.0
93.0
96.0
90.5
83.0
93.0
93.5
95.0
90.0
92.5
92.0
94.5
*Tested at 6375 rpm; should be 6750 rpm.
-------
TABLE J-l (Cont'd) 1977 - 1978 MOTORCYCLE (STOCK) NOISE LEVELS
Motorcycle
Number
820
821
822
823
81 OA**
Make/Model Cyl .
Harley SX175 1
Suzuki GS750 4
Can/to 175 Qualifier 1
Hodaka 175 1
Kawasaki 1000LTD 4
Stroke
2
4
2
2
4
Ign.
CDI
COI
Rated
Power
RPM
6800
8500
8500
7100
8000
J331a
82.2
82.0
—
—
..
F76a
by
Gate
83.2
79.4
~
—
85.0
F76a by
Ignition
Disable
82.1
79.6
85.0
81.0
85.0
F76a by
Autometer
Tach
82.3
79.6
—
—
84.8
F76a by
Bike
Tach
83.6
80.0
—
~
84.8
F76a
Simulation
at 50 ft.
84.3
82.9
87.3
81.7
84.7
F50
89.0
90.0
90.0
91.0
99.0
0»
(Modified)
**H1th aftermarket exhaust system
-------
TABLE J-2.1977 - 1978 MOTORCYCLES WITH AFTERMARKET EXHAUST SYSTEMS
Motorcycle.
Number
801 A
801 B
801 C
802A
802B
802C
802D
807A
809A
809B
809C
81 OA
81 4A
814B
81 5A
815B
81 5C
81 8A
821A
821 B
822A
Make/Model
Honda GL1000
Honda GL1000
Honda GL1000
Honda CB550F
Honda CB550F
Honda CB550F
Honda CB550F
Suzuki GT380
Honda MR175
Honda MR175
Honda MR175
Kawasaki 1000LTD
Harley FXE1200
Harley FXE1200
Harley XLH1000
Harley XLH1000
Harley XLH1000
Yamaha RD400
Suzuki GS750
Suzuki GS750
CanAm 175
Exhaust Make/Model
•
• x §
U- >> I/I
v> «Z KO ••
* « • • f» ««
*^ ** K ^
U 01 i
u c 0*0 *c
•r* 41 f"^ *^* O
«»- W» 01 -C
t- 01 O 01 01
U V. O > V)
«• o. 3
o. 01 • c
M u 01 o e
c o
o w^- -o t-
+J 4J -O Ol +*
U Ui— -^
•O 3 »f- -U
« 2 ^5 |
201 *^ O
^
r- >, O 4J O
01 S. I 0«*-
* 3 . 3
i— Ol v O 01
•»• C k "O
•a u. « o. c
C O. M Ol
SO VI r— *»
t «O r~ C
00 CLCO «t t-
F76a * F76a A dB *
re OEM
-0.5
2.4
5.1
5.4
89.3 9.1
88.6 8.4
82.0 1.8
88.8 0.8
84.1 -0.1
83.4 -0.8
95.1 10.9
85.0 2.0
97.0 15.1
93.4 11.5
91.1 9.1
97.2 15.2
95.8 13.8
85.6 4.2
96.6 17.0
87.3 7.9
86.2 1.2
F76a * F50
Simulation
78.0
79.3
81.9
91.5
91.0
91.4
83.1
86.8
85.4
84.4
94.0
84.7
100.9
97.4
90.0
99.2
98.9
86.6
99.8
90.3
87.8
90.0
93.0
94.0
—
96.5
97.0
91.5
93.0
96.5
97.0
106.0
99.0
104.0
106.0
102.0
106.0
106.0
93.0
106.5
99.0
90.5
*By Ignition disable
-------
C_i
I
Motorcycle
Number
802
804
805
806
807
808
809
810
81 OA
812
813
814
819
820
821
TABLE J-3. F76
Make/Model Rated
Power
RPM
Honda CB550F
Yamaha 1T175
Honda CB750F
Suzuki GS400
Suzuki GT380
Honda CJ360T
Honda MR175
Kawasaki KZ1000LTD
Kawasaki K1000LTD
Kawasaki KE250
Kawasaki KZ1000
Harley FXE1200
Harley SX250
Harley SX175
Suzuki GS750
8500
9500
9000
9000
9000
9000
7000
8000
8000
6000
8000
5200
7000
6800
8500
a NOISE
dBA by
Gate
80.9
91.1
79.6
80.0
87.9
80.6
84.0
82.8
85.0
78.2
80.1
82.4
81.8
83.2
79.4
LEVELS BY
A dBA by
Ignition
Disable
-0.7
-0.3
-0.7
-0.8
-0.3
-0.3
0.2
0.2
-0-
-0.9
-0,2
-0.5
-0.3
-1.1
0.2
VARIOUS TECHNIQUES COMPARED TO REFERENCE LEVELS BY SPEED
F76a Level Closing rpm
A dBA by A dBA by rpm by
Autometer Bike Gate
Tach Tach
-0.6
-0.5
-0-
-1.1
-0.7
-0.1
0.2
-0.2
-0.8
-0.2
-0.5
-0.6
-0.9
0.2
-0.7
—
-0-
0'.5
-0.5
9.4
—
1.0
-0.2
3.0
0.8
-0.4
0.4
0.4
0.6
5740
8194
5400
6375*
6840
6930
6040
4800
4800
4950
4800
3120
5775
5865
5100
A rpm by
Ignition
Disable
-102
-332
-233
-38
-92
-45
-126
—
-126
-9
-62
—
-190
.-
GATE
A rpm by A rpm by
Autometer B1ke
Tach Tach
86
-362
-89
-113
-136
99
-17
—
-243
145
-103
—
-91
133
286
—
120
271
210
—
246
~
629
385
-71
—
157
207
Note: See also Tables B and D of Appendix H for more comprehensive data on the effect of tachometer
lag on measured F76a sound levels.
-------
The statistical relationship between change 1n noise level ( A dB) and change
in rpm ( A% rpm) was examined, using the data 1n Table J-l together with the
data 1n Appendix H. If values of A dB of 1 and greater are considered,
"x 3 0.24 where "x =AdB/A % rpm
O~s 0.12 CT= standard deviation
77 = 19 7J - number of samples
If values of dB down to 0.5 are Included, the figures become
x" = 0.26
CT= 0.23
7)' 37
The statistics become less significant as lower values of AdB are Introduced,
since repeatability of the noise level measurements better than +0.5 dB should
not be assumed to exist.
Stimulated F76a (Stationary Vehicle) Test Method
Feasibility of employing ignition disable 1n a stationary test which might
serve as a substitute for the moving vehicle test was explored. With the
vehicle placed at the position where it would be at closing rpm in the mov-
ing test, and with the same microphone position as used in the moving test,
noise level monitored as engine rpm was abruptly increased from the initial
F76a rpm., with closing rpm pre-set on the AutoMeter ignition disable unit.
The noise levels measured in this way are shown in Tables J-l and J-2.
Correspondence with the moving vehicle noise levels was sufficiently good that
further consideration for use of the method was warranted. Statistically, the
correlation coefficient was 0.96, with the simulated (stationary vehicle)
level 2 dB higher than the moving vehicle level. This was based on a sample
population of 50 vehicle/exhaust configurations (43 in the current study, plus
7 from Appendix H). After-market exhaust systems were Included in the study in
order to:
a) increase the noise level range for the correlation studies,
and
expose aftermarket manufacturers to the test procedures and to
Involve them in feasibility assessment.
In the aftermarket application, the procedure would be more useful If space
requirements were reduced; that is, if a close-In microphone position could
be used. Accordingly, ten additional microphone positions, in the range 5 to
25 feet from the vehicle, were evaluated. Various microphone heights were
also investigated (noise level being quite dependent on height above the
pavement); the selected heights were those giving the same difference between
reflected and direct path as prevails at the 50 ft. (F76a) microphone position.
Microphone positions employed are shown In Figure J-l.
J-9
-------
£>___
/
FIGURE J-l MICROPHONE POSITIONS, SIMULATED F76a TESTS
J-10
-------
TABLE J-4
CORRELATION OF SIMULATED F76a LEVELS AT CODED LOCATIONS WITH
SIMULATED F76a LEVEL AT THE F76a MICROPHONE POSITION
Test
IMI-C25R21
IMI-C25R9
IMI-C25PA21
IMI-C25P21
IMI-C10R9
IMI-C10PA9
IMI-C10P9
IMI-C3mPA20cm
IMI-C5R4
IMI-C5PA4
IMI-C5P4
rxy
0.99
0.99
0.99
0.98
0.99
0.88
0.97
0.99
0.98
0.99
0.97
ao
8.64
8.55
11.82
-0.04
15.04
33.41
12.04
17.07
14.98
20.79
14.60
al
0.97
0.98
0.93
1.08
0.99
0.76
1.02
0.96
1.05
0.98
1.06
yx
0.55
0.74
0.79
0.94
0.73
0.88
1.26
0.92
1.04
0.95
1.14
Number
of
Motorcycles
14
14
27
14
14
4
14
23
14
27
14
Code: IMI-C50 Stationary vehicle measurement at the F76a
microphone position
IMI-C25R21 Stationary vehicle measurements at coded positions:
Height of microphone above pavement; inches unless
designated centimeters
R designates on Radial (See Fig. 1)
P designates on Perpendicular (See Fig. 1)
PA designates perpendicular to the motorcycle at
the rear axle
Distance from bike reference; feet unless designated
meters
xy
yx
x
y
= correlation coefficient
3 y intercept
= slope of the regression line (y = aQ +
= standard error estimate of y on x
= Simulated F76a levels at the F76a microphone position
= Simulated F76a levels at the coded positions
J-ll
-------
TABLE J-5
F76a (MOVING VEHICLE) AND SIMULATED F76a (STATIONARY VEHICLE)
NOISE LEVEL CORRELATIONS
Test
xy
0.96
IMI-C50
IMI-C25 R21
IMI-C25R9
IMI-C25PA21 )
IMI-C25P21 )
IMI-C10R9
IMI-C10PA9
IMI-C10P9
IMI-C3mPA20cm
IMI-C10PA9 ) 0.97
IMI-C3mPA20cm)
0.34
20.50
1.02
0.94
yx
1.63
1.59
Number
of
Motorcycles
50
0.97
0.96
0.96
0.96
0.88
0.97
0.96
12.27
14.19
13.06
19.36
26.26
13.70
18.36
0.94
0.93
0.94
0.95
0.88
1.01
0.97
1.22
1.29
1.68
1.37
1.16
1.26
1.67
14
14
41
14
4
14
23
27
IMI-C5P4
IMI-C5PA4
. 0.96
0.95
21.45
25.73
0.99
0.95
1.39
1.91
14
27
Code: IMI-C50 Stationary vehicle measurement at the F76a
microphone position
IMI-C25R21 Stationary vehicle measurements at coded positions:
\\_He1ght of microphone above pavement; Inches unless
designated centimeters
R designates on Radial (See F1g.J-l)
P designates on Perpendicular (See F1g.J-l)
PA designates perpendicular to the motorcycle at
the rear axle
Distance from bike reference; feet unless designated
meters
xy
yx
x
y
• correlation coefficient
* y Intercept
« slope of the regression line (y « aQ +
* standard error estimate of y on x
• F76a moving vehicle noise levels
• Simulated F76a stationary vehicle noise levels at the
coded positions
J-12
-------
Correlation data of these closer-in positions referred to the 50 ft. station-
ary vehicle levels are presented 1n Table J-4, and referred to the moving
vehicle F76a levels are presented in Table J-5.
Referring to Tables J-4 and J-5, the apparent poorer correlation at the C10PA9
position is probably attributable to the small number in the sample. Regard-
Ing choice of microphone position, the statistical analysis indicates that any
of the positions could be employed. However, other factors enter into the
choice:
a) The closer in the microphone, the more sensitive was the measurement
to source location; the predominant source may be exhaust, intake,
or engine.
b) The further the microphone was out, the greater was the space
requirement for test conduct.
Considering the above factors, a 10 ft. distance, on a line from the rear
axle, perpendicular to the vehicle longitudinal axis, 9 inches above the
pavement, appeared to be a good compromise.
The correlation coefficients presented in Tables J-4 and J-5 were computed
using data typified by that presented in Table J-6. Referring to the table,
six readings were first taken at the 50 ft. position on each side of the
vehicle. Subsequent readings at intermediate microphone positions were
then taken only on the side found to be loudest; simultaneous readings were
taken at the 50 ft. position. For Table J-4, individual measurement pairs
were entered Into the correlation computation; that is, four data pairs per
vehicle. For Table J-5, the average of the four stationary values was paired
with the "reported" F76a value; that is, one data pair per vehicle.
Table J-5 provides information to permit estimation of the F76a level by use
of the stationary vehicle test: for example, if the 10 ft. distance, 9 inch
height microphone position is used, the equation of the regression line
Indicates that 14 dB would be subtracted from the stationary vehicle emission
measurement to arrive at the F76a noise emission level. Correlation plots for
the microphone position are presented in Figure J-2 and J-3.
F50 Stationary Vehicle Test Method
In Tables J-l and J-2, the F50 levels may be compared with the F76a levels
for 20 stock and 20 modified motorcycles. The figures yield a correlation
coefficient of 0.87, with a standard error of estimate 3 db, and a nominal
difference of 10 dB between the F50 and F76a levels (Fig. J-4). This correla-
tion was much better than the F50 test has shown with previously evaluated
moving vehicle tests, and was such that the method could potentially be
considered for preliminary screening for new product compliance, or for in-use
enforcement at the state or local level against flagrant violations of noise
regulations.
J-13
-------
TABLE J-6
EXAMPLE OF MEASUREMENT REPEATABILITY
USING IGNITION DISABLE TECHNIQUE
(Motorcycle No. 802)
IMI-C50
IMI-C25R21
IMI-C50
IMI-C25R9
IMI-C50
IMI-C10R9
IMI-C50
IMI-C50
IMI-C25P21
IMI-C50
IMI-C10P9
IMI-C50
IMI-C5P4
IMI-C50
L 80.0
R 81.0
R 87.0
R 81.4
R 95.8
R 82.2
R 95.8'
R 82.2
R 100.4
R 81.2
R 87.6
R 82.1
R 95.3
R 82.2
R 101.6
R 82.1
79.5
81.5
87.6
81.9
90.1
82.5
96.2
82.1
100.6
82.2
87.2
81.9
95.2
81.7
100.6
81.2
79.5
81.6
88.0
82.0
89.5
82.0
96.2
82.1
101.0
81.2
87.8
82.2
95.0
81.4
100.6
81.2
80.1 80.1
82.0 81.9
88.0
82.0
90.2
82.6
95.5
81.9
101.4
82.0
87.9
82.2
95.0
81.6
100.5
81.0
80.4
82.0
J-14
-------
no T
100 • •
•— o
0,0-
I/I
10 OL
VO O
U_ O
T5 E
ro cn
3 x
90
y * 12.04 + 1.02x
rxy = 0.97
80
70
-h-
80
4-
4-
70
Fig. J-2
90
100
Simulated F76a Noise Level
50-ft Microphone Position
CORRELATION OF STATIONARY VEHICLE NOISE LEVELS AT
50 FT. AND 10 FT. (9" ht.) MICROPHONE POSITIONS
(SIMULATED F76a TEST)
J-15
-------
no
100
4)
*
« o.
10 O
r-» t-
•o S
4)
90
80
70
70
y - 13.70 + l.Olx
rxy « 0.97
yx
4-
80 90
Moving Vehicle F76a Noise Level
—4
100
F1g. J-3 CORRELATION OF STATIONARY VEHICLE NOISE LEVELS AT
50 FT. AND 10 FT. (9" ht.) MICROPHONE POSITIONS
(SIMULATED F76a TEST)
J-16
-------
Effect of Gear Selection
The opportunity was taken to test selected vehicles in both 2nd and 3rd gears,
particularly those vehicles reaching specified closing rpm in a 25 ft. to 35
ft. acceleration distance in 2nd gear. Comparative results are shown in Table
J-7; a 1 DB difference appears not uncommon. Except for the Table 0-7 data,
all F76a tests conducted in this study employed 2nd gear unless a 25 ft.
minimum acceleration distance was not attained, in which case the next higher
gear was used; as a result, the great majority of vehicles were tested in 2nd
gear, and no operational difficulties were encountered. A stipulation of a
longer minimum acceleration distance, such as 35 ft. or 50 ft. as considered,
would result in more vehicles encumbered with a 1 dB ambiguity in reported
level (3rd gear vs. 2nd gear), and would also result in substantially higher
speeds and longer acceleration distances, which require greater rider preci-
sion in reaching closing rpm at the specified end point.
Ignition Disable Equipment
The equipment used in this study to effect ignition disable was either the
AutoMeter Model 439 Tachometer together with the Model 451 Rev-Control, or the
Model 455 Rev-Control (which incorporated the tachometer and ignition disable
unit in a single case). The 439/451 required hard-wire connection to the
ignition primary for Tachometer signal, and could be used only on vehicles
having breaker-points ignition systems; the 455 unit incorporated an inductive
pickup, and functioned on all ignition systems. For conventional ignition
systems having breaker points, the inductive pickup (which provided the
tachometer signal) was placed over the wire from the points to the coil
primarily; for CDI systems the inductive pickup was placed over the conductor
from the "trigger coil" or the conductor from the CDI unit to the ignition
coil primary. (On most of the motorcycles tested, the inductive pickup could
be placed over the entire wire bundle incorporating the desire wire, rather
than searching out the specific wire). The disable element was a shorting
switch (activated by the tachometer); for breaker-point systems, it was
connected to short across the "kill button". For vehicles having more than
one pair of points, it was necessary to connect the disabling circuit to each
set of points thru a diode (see Figure J-5) in order to maintain electrical
isolation between pairs of breaker points.
The objective in this part of the study was to demonstrate feasibility of
the ignition disable technique using commercially available equipment, with
application to present generation new motorcycles and aftermarket exhaust
systems subject to regulations. (The scope of the study did not extend to the
comparative evaluation of various devices commercially available). The
equipment employed demonstrated that the ignition disable technique, using the
subject equipment was effective in controlling closing rpm in the moving test,
and in possible making feasible the conduct of a stationary vehicle test which
could substitute for the moving test.
J-17
-------
no T
100 ..
4)
U
•r-
0>
>>
ID
o
in
90 ••
80 ••
70
y * 19.33 + 0.89x
xy '
Syx = 2.98
70 . 80 90 100
Moving Vehicle F76a Noise Level
F1g. J-4 CORRELATION OF STATIONARY VEHICLE NOISE LEVELS
(F50 TEST) AND MOVING VEHICLE F76a TEST
0-18
-------
TABLE J-7 EFFECT OF GEAR SELECTION
[CYCLE NO.
, MANUFACTURER/MODEL F76a by
Ignition Disable
2nd Gear
805
812
815B
816
817
820
821
822
822A
Honda CB750F
Kawasaki KE250
Harley XLH1000
(with after-market exhaust)
Yamaha DT-250
Yamaha XS750 E
Harley SX175
Suzuki GS750
Can Am 175 Qualifier
Can Am 175 Qualifier
dB
78.9
77.3
97.2
81.2
80.3
82.1
79.6
85.0
Accel 01 st
(ft.)
28
28
26
25
40
35
40
37
3rd Geai
dB
--
78.7
96.9
81.8
81.1
82.2
80.0
85.8
r
Accel. D1st
(ft.)
80
67
80
66
70
90
80
80
(with aftermarket exhaust) 86.2 35 87.0 55
0-19
-------
No. 1
Coll
Primary
No. 2
Coll
Primary
No. 3
Coll
Primary
Breaker C±I
Points
1
I
1N2071 Diode V
n
I
V
To Ignition
Disable
Device
FIGURE J-5 METHOD OF CONNECTING DISABLE DEVICE TO MOTORCYCLE
HAVING MORE THAN ONE PAIR OF POINTS
J-20
-------
1101
100.
o> o
0> -M
0) O
«/> O.
ID Q-
erg 90
80"
70
•H-
y * 0.34 + 1.02x
xy
0.96
1.63
•4-
•I-
70
1
CO 90
Moving Vehicle F76a Noise Level
100
F1g. J-6
CORRELATION OF STATIONARY VEHICLE NOISE LEVELS
AT 50 FT. MICROPHONE POSITION (SIMULATED F76a
TEST) AND MOVING VEHICLE F76a TEST LEVELS
J-21
-------
STATIONARY VEHICLE NOISE EMISSION TEST PROCEDURE
(a) Instrumentation
The following instrumentation shall be used, where applicable:
(1) A sound measurement system which meets the Type 2 or S2A
requirements of American National Standards Specification for Sound Level
Meters, ANSI SI.4-1971. As an alternative to making direct measurements
using sound level meter, a microphone or sound level meter may be used with
a magnetic tape recorder and/or a graphic level recorder or indicating instru-
ment provided that the system meets the performance requirements of ANSI
1.4-1971.
(2) An acoustic calibrator with an accuracy of within +_ 0.5 dB
The calibrator shall be checked annually to verify that its output Is within
the specified accuracy.
(3) An engine speed measurement system coupled with an ignition
disable device having the following characteristics:
(i) Capable of being pre-set to disable the ignition at a
specified closing engine speed;
(ii) Positive and continuous cut-off of ignition in all
cylinders, with manual re-set;
(iii) Read-out of steady state engine rpm accurate within
or calibrated to + 2% of true rpm for engine speeds specified in the test*
(ivj Response time to rpm step input in the operating range
not more than 200 milliseconds, measured from step initiation to ignition
disable. Operating range for general application to motorcycles is 2000 to
10,000 rpm, with rpm step magnitudes of 1.2 to 1.9 times the initial rpm
Response time may be verified by use of two signal generators, one set for the
initial rpm, the other set for the disable rpm; the response time to disable
command being measured as the signal to the disable device is switched from
the first generator to the second.
(4) A microphone wind screen which does not affect the microphone
response more than + 0.5 dB in the frequency range 40-6000 Hz, taking into
account the orientation of the microphone.
(5) An anemometer with steady-state accuracy within + 10* »+
30 km/h (19mph). ~ at
(b) Test Site
(1) The test site shall be flat, open surface free of large noise
reflecting surfaces (other than the ground) such as parked vehicles, sign-
boards, buildings, or hillsides, located within a 7 m (23 ft) radius of
the motorcycle being tested and the location of the microphone.
(2) The microphone shall be located on a line perpendicular to
the longitudinal axis of the motorcycle at the rear axle, 3.0 m (9.8 ft }
from the plane of symmetry and at a height of 22 _+_ 1 cm (8.6 + 0.4 \n'\
above the pavement. The microphone shall be oriented with respect to the
source so that the sound strikes the diaphram at the angle for which the
microphone was calibrated to have the flattest frequency response charac
teristies over the frequency range 40 Hz to 6000 Hz.
(3) The surface of the ground within the triangular area formed
by the microphone location and the front and rear extremities of the motor
cycle shall be flat and level ± 5 cm and have a concrete or sealed asphalt
surface.
J-22
-------
(c) Measurement Procedure
"CHThe engine temperature shall be within the normal operating
range prior to conducting the measurement procedure.
(2) The electronic ignition disable device shall be set to require
closing rpm determined according to the motorcycle engine displacement, as
follows:
Closing RPM*
Displacement (cc)* (Percent of Maximum Rated RPM)
0 - 10090
100 - 700 95 - 0.05 x (engine displacement in cc)
700 and above 60
(3) The rider shall sit astride the motorcycle in normal riding
position with both feet on the ground and run the engine with the gearbox in
neutral at a constant engine speed of 50% of maximum rated rpm or percent
closing rpm less ten percentage points, whichever is lower (+_ 2.5% of speci-
fied rpm). With the engine stabilized at this constant engine speed, the test
rider shall then open the throttle fully and as rapidly shut-down at the
pre-set closing rpm. If no neutral is provided the motorcycle shall be
operated either with the rear wheel 5-10 cm (2.0 - 4.0 in) clear of the
ground, or with the drive chain belt removed if the vehicle is so equipped.
(d) Measurement
(1) The sound level meter shall be set for fast response and for
the A-weighting network. The microphone wind screen shall be used. The sound
level meter shall be calibrated as often as is necessary throughout testing to
maintain the accuracy of the measurement system; this shall include pre- and
post-test calibration of each daily sequence of testing.
(2) The sound level meter shall be observed throughout the engine
acceleration period. The highest noise level obtained during the engine
acceleration period shall be recorded.
(3) At least three measurements shall be made on each side of the
motorcycle. Measurements shall be made until three readings from each side
are within 2 dB of each other. The noise level for each side shall be the
average of the highest three readings within 2 dB of each other. The noise
level reported shall be for that side of the motorcycle having the highest
noise level.
(4) While making noise level measurements not more than one person
other than the rider and the observer reading the meter shall be within
7m (23 ft) of the vehicle or microphone, and that person shall be directly
behind the observer reading the meter, on a line through the microphone and
the observer.
(5) The ambient noise level (including wind effects) at the test
site due to sources other than the motorcycle being measured shall be at least
20 dB lower than the noise level at the microphone location produced by the
motorcycle under test.
(6) Wind speed at the site during test shall be less than 30 km/h
(19 mph).
J-23
-------
APPENDIX K
FURTHER STUDY OF THE IGNITION DISABLE DEVICE
-------
APPENDIX K
FURTHER STUDY OF THE
IGNITION DISABLE DEVICE
INTRODUCTION
In previous EPA studies, excellent correlation between the moving vehicle
and stationary vehicle roise tests for a wide range of motorcycles was demon-
strated. The Auto Meter Model 451 Rev-Control ignition disable device was
used for these tests.
The disabling device incorporated two moving elements (the tachometer pointer
and the disable relay) with consequent lag between the preset and actual
shut-down rpms. As a result the device permitted substantial rpm overshoot
for the stationary test, which was undesirable for two reasons: a) for some
motorcycles this results in exceeding red-line rpm, and b) if the noise
standard is based on use of this device, and if a vehicle or aftermarket
manufacturer were to develop and employ a device exhibiting less overshoot, a
lower indicated noise level reading would be obtained.
To overcome this difficulty, the EPA developed a completely electronic
ignition disable device which holds rpm overshoot well within acceptable
values. However, occasionally a motorcycle is encountered on which the device
does not function properly. Therefore, EPA investigated the character of
ignition pulse wave trains exhibited by a broader range of representative
motorcycles.
The results of this study to date explain the nature of the problem
encountered by the completely electronic device, and suggest means by which
the applicability of the device might be extended.
Viability of the stationary vehicle test is contigent on availability of
a reliable, low-cost, easy to use, ignition disable device which does not
exhibit excessive rpm overshoot, and one that will function on all or most
bikes. The completely electronic device, with a suitable sensing pickup, may
eventually offer the basis for the above requirements.
TESTING ACCOMPLISHED
On a group of 36 motorcycles, magnetic tape recordings of the ignition
pulses have been obtained at a nominal 50% rpm and during acceleration,
engine unloaded. Recordings, of both ignition secondary, and ignition
primary, were obtained. The vehicle population comprised 10 Honda bikes,
13 Suzuki, 11 Kawasaki, 1 BMW, and 1 Maico. Engine types include 2 and 4
stroke; single, dual, four and six cylinders. Ignition types represented
encompass conventional coil and points, transistorized breakerless, magneto,
CDI and electronic advance.
The taped signals have been transcribed onto X-Y plots, showing the wave
form and signal strengths exhibited by the various bikes. These plots were
intended to permit definition of performance characteristics required in an
ignition disable device, and the magnetic tape recordings themselves could be
employed for preliminary evaluation of candidate disable devices.
K-l
-------
The group of motorcycles was found to display a tremendous range of
ignition pulse wave shapes and signal amplitudes. This is illustrated by
Charts A thru F, which show in the lower trace the ignition pulse wave train
at a steady low rpm, and in the upper trace, a transient high rpm situation.
Both traces are pulses in the high tension (secondary) side of the ignition
system, sensed by an inductive pickup placed over a spark plug wire:
Chart A. Representative of 4-cyl, 4-stroke motorcycles with "conventional"
ignition. The plug fires on every revolution, although there is a power stroke
on every second revolution only. The disable device must consistently ignore
or consistently read, the redundant spark pulse.
Chart B. This is a transistorized breakerless ignition system on a 4-cyl,
4-stroke bike. Pulse definition is considerable less distinct, and more
"cross-talk" from other spark plug wires is seen.
Chart C. One of the cleanest wave trains encountered, magneto ignition
single cylinder 2-stroke, one pulse per revolution.
Chart D. One of the most complex wave trains encountered; a challenge to the
TgnTtion disable device designer; magneto ignition, single cylinder 2-stroke.
Chart E. This is a 6-cyl 4-stroke; as with the 4-cyl 4-stroke machines, there
is a redundant spark, and considerable cross-talk. This signal would present
difficulties for a disable device.
Chart F. This is the same bike as in previous chart, with a compressed time
scale,showing the variability in the active pulses, redundant pulses, and
cross-talk pulses.
All of the foregoing pulse trains were obtained using an inductive pickup
placed over a spark plug wire. Performance of a capacitance pickup (clamped
onto a spark plug wire) was also subject of a cursory check:
Charts G and H. Using the V-8 engine in a Dodge van, Chart G shows the
ignition pulse train using the inductive pickup. While the signal is fairly
good, cross-talk is in evidence. Chart H shows a spectacularly improved
signal using the capacitance pickup.
Chart I. This is a repeat run on bike No. 30 (Chart E), using the capacitance
pickup in lieu of the inductive pickup. The capacitance pickup incorporated
an in-series neon bulb, which provided a go/no-go type of function. Note the
complete absence of cross-talk, also absence of the redundant pulse. Not
shown by the chart, the device exhibited drop-out, and should be investigated
further.
K-2
-------
-I
I
CO
^|W
AJ.IWW—
yA/v/w- —
Cf/A&T A
-------
mi
-------
A/! 3L HA/tO 430
cn
C4AK.T C
-------
-------
/3IKC. A/S 3O ftZ1300
-------
I
00
3^4T* r
-H K-
Wtt4Wvrt4
r
401,
-------
r»y
-------
I
I—•
o
P/Cttt/P
I
200f
-------
f*
332.2.
m s
-------
APPENDIX L
MOTORCYCLE NOISE
ESTIMATED FROM TIME/DISTANCE MEASUREMENTS
DURING ACCELERATION IN URBAN TRAFFIC SITUATIONS
-------
INTRODUCTION
EPA undertook a test program to define motorcycle acceleration profiles,
and associated noise emissions, as the vehicle operates typically in an
urban traffic situation. Ground rules for the study required that the
rider be unaware that observations were being made, that his vehicle be
unimpeded by other traffic, and that his vehicle be accelerated from stand-
still at a traffic signal or stop sign.
Urban commuting, and urban recreational traffic situations were to be
included, over a range of speed limit zones.
In addition to defining typical acceleration profiles and associated
noise levels, the study examined motorcycle noise emission associated with a
traverse of 100 feet in 4.8 seconds, which in a previous study1 was selected
as an acceleration profile under which "motorcycles can be driven in a reason-
able fashion, keep up with traffic, and minimize excessive noise."
The test work in this Appendix was carried out in Los Angeles and Orange
Counties, California, during August 1978.
Motorcycle Noise Levels, a Report on Field Tests, conducted by the
Illinois Task Force On Noise, June 1975.
L-l
-------
TEST PROCEDURE AND RESULTS*
Test Sites
Sites selected for the observation of acceleration profiles included:
A. Urban commuting traffic, 45 mph zone
B. Urban commuting traffic, 40 mph zone
C. Urban recreational traffic, 35 mph zone
D. Urban recreational traffic, 25 mph zone
These sites are shown in Map L-l and Map 1-2.
Observed Acceleration Profiles
The acceleration profiles were defined in terms of time and distance
from standstill to first and second shift points. Time was measured with a
stop watch, distances with a measuring wheel. No noise measuring equipment
was employed at the observation sites.
The observed acceleration profiles on 153 motorcycles are presented in
Table L-l.
Noise Emissions Associated with Acceleratjoni Profiles
At the McDonnell Douglas (EPA's Contractor) test track, Huntington Beach
California, motorcycles representative of the field motorcycles were operated
under controlled conditions, and noise levels measured over a range of ac-
celeration profiles. The motorcycles employed are listed in Table L-2
together with their J331a noise level, F76b noise level, and the noise level
associated with a 100 foot traverse from standstill in 4.8 seconds.
For these motorcycles, curves of noise level vs traverse time to first
shift point are presented in Figure L-l thru Figure L-ll. The noise level
associated with an acceleration rate corresponding to a traverse of 100 feet
in 5.3 seconds is identified on these plots. (A 4.8 second traverse time
results in noise levels 2 dB higher). The 5.3 second figure is highlighted
since it is the upper bound (lowest acceleration) in the observations at the
commuting traffic sites (only one vehicle exceeding this figure).
While a 100 foot traverse in 4.8 seconds has previously been selected
as prudent (based on automobile driving habits), it is far from typical of
present motorcycle operations. The time/distance data of Table L-l can be
normalized to a 100 ft. distance, yielding the following statistical results*
* Tables and Figures are at the end of this Appendix,
L-2
-------
100' Traverse Time
X O- 7?
Commuting traffic, 45 mph
Commuting traffic, 40 mph
Recreational traffic, 35 mph
Recreational traffic, 25 mph
3.9
4.0
4.4
3.8
0.7
0.5
0.9
0.7
38
51
33
31
where
X = means time for 100"
O~= standard deviation
77 = sample size
traverse, seconds
A traverse time of 4.0 seconds typically is seen (Figure L-l thru L-ll)
to result in noise levels 5 to 6 dB higher than does the 4.8 second traverse.
ISO Noise-Level Grids
Using the data from Figures L-l thru L-ll, lines of constant noise
level can be constructed on plots of traverse time vs traverse distance. As a
useful expedient, the constant noise level lines can be labeled " AdB re F76b
level," instead of noise level. Grids thus constructed are present in Figures
L-12 thru L-19. Superimposed on the grids are the time/distance data points
from the field observations (from Table L-l), from which in-use motorcycle
noise levels in urban traffic acceleration situations can be estimated.
The above construction recognizes that within a category of motorcycles,
although their F76b noise levels may differ, similarity in their noise emis-
sion variance as a function of acceleration may be expected.
Statistical Distribution, Estimated Noise Emission Variance
Using the field data from the iso-noise level grids, (Figure L-12 thru
L-19), statistical distribution charts of in-use motorcycle acceleration
noise levels (presented as variance from their F76b level) can be constructed.
These are presented in Figure L-20 thru L-36. Statistical distributions are
shown first (in Figure L-20 for the total vehicle population, all sites; then
broken down by site type and vehicle size. The distribution of motorcycle
noise during acceleration in the traffic situations tends to center around 4
dB below the F76b level.
Significance of Microphone Measurement Position
In the course of measurements taken under the controlled tests at the
McDonnell Douglas test track, noise levels (using a Honda CB750F) were taken
simultaneously at three microphone positions:
(1) 50' from track centerline, 4' height (shift point 25' past microphone)
10' from track centerline, 4' height (shift point at microphone)
10' from track centerline, 9.6" height (shift point at microphone)
L-3
-------
Positions 1 and 3 have the same direct/reflected path interference
effects, assuming a one-foot source height; position 2 is one that conceivably
might be employed in an enforcement situation. The data obtained from the
three microphones are presented in Table 3. The data show a 13 dB difference
between the 50' and 10' distances (instead of 15 calculated by the inverse
square law), and further show that there is little difference between the 10'
readings at a 4' height and the 9.6" height.
L-4
-------
I.I " ' I ~Md I
j-i - jal.....\ •?*•-• • fr-4-*-??
KwSSH^
S^.te^OS^
^^N^ng-^-x-i -i m.
-
OBSERVATION SITES
COMMUTING TRAFFIC
-------
SEE c*of '6
23
27
^yj^t-tp. rjT^^^|^|§iySi|^, .'
>j>-^- A
21
MAP L-2
OBSERVATION SITES, RECREATIONAL TRAFFIC
-------
TABLE L-l OBSERVED RIDING PATTERNS;
ACCELERATION FROM STOP SIGNAL
A. COMMUTING TRAFFIC, 45 MPH ZONE
Motorcycle
Honda 550
Yamaha 175
Honda 250
Honda 550
Honda CX500
Yamaha 360
Suzuki 750
Harley 1000
Honda 750
Norton 850
Honda 360
Honda 500
Harley 1000
Honda 360
BMW 750
Honda 500
Kawasaki 1000
Yamaha 650
Honda 750
Honda 400
Honda 750
Yamaha 650
Harley 1000
Honda 550
Honda 350
Honda 750
Honda 750
Time/distance to
first shift point
(seconds/ft)
2.5/82
3.0/40
2.0/45
2.2/50
2.0/45
3.0/80
3.5/70
4.6/95
2.5/95
2.5/50
3.0/50
3.0/60
3.0/50
3.5/70
3.1/70
3.3/93
2.5/50
3.2/70
2.5/55
2.0/50
3.2/85
3.0/65
4.0/75
3.3/50
5.0/130
3.0/50
(Continued)
Time/distance to
second shift point
(seconds/ft)
4.0/165
4.2/110
4.2/90
5.3/180
5.5/150
5.2/150
8.2/285
5.5/120
7.2/200
6.2/140
7.2/225
6.2/210
5.8/230
3.5/130
6.2/240
6.5/230
4.8/140
8.2/300
5.0/150
L-7
-------
TABLE L-l OBSERVED RIDING PATTERNS;
(cont'd) ACCELERATION FROM STOP SIGNAL
A. COMMUTING TRAFFIC, 45 MPH ZONE
Motorcycle
Honda 1000
Honda 175
Honda 750
Yamaha 750
BMW 750
Yamaha 650
Yamaha 600
Kawasaki 1000
Kawasaki 1000
Honda 1000
Yamaha 500
Honda 350
Time/distance to
first shift point
(seconds/ft)
.2/60
0/50
0/40
5/60
3.0/70
3.3/95
2.3/55
2.0/40
3.8/90
3.2/90
Time/distance to
second shift point.
(seconds/ft)
4.6/200
4.5/100
6.0/200
6.2/300 (3rd gear)
5.0/205
5.5/240
6.7/200
3.4/100
5.5/100
8.2/350
5.5/185
B. COMMUTING TRAFFIC,
Kawasaki KZ1000
Kawasaki KZ1000
Yamaha 500
Yamaha RD400
Honda 360
Harley 1200
Honda 450
Honda 550
Honda 750
Honda 750
Honda 200
Honda 500
Honda 400
Honda 750
Yamaha 650
Honda 550
Honda 750
40 MPH ZONE
3.8/75
4.9/90
4.0/75
3.7/65
3.5/55
2.5/65
2.9/55
2.9/70
3.1/75
3.3/85
2.1/45
2.8/95
2.4/60
3.2/105
3.0/55
3.5/65
L-8
7.0/190
6.5/165
5.3/145
5.5/155
5.1/135
5.5/165
5.0/155
7.3/250
3.8/75
7.8/300
6.5/210
4.6/135
6.0/340
5.2/190
7.2/300
(Continued)
-------
TABLE L-l OBSERVED RIDING PATTERNS;
(cont'd) ACCELERATION FROM STOP SIGNAL
B. COMMUTING TRAFFIC, 40 MPH ZONE
Motorcycle
Honda 350
Honda 350
Honda 750
Honda 750
Kawasaki 1000
Honda 750
Honda CX500
Kawasaki 400
Suzuki 550
Honda 750
Honda 750
Yamaha 750
Honda 750
Honda 750
Honda 350
Suzuki 750
Honda 400
Norton 850
Honda 175
Kawasaki 900
Honda 305
Honda 400
Trulmph 650
Honda 550
Yamaha 125
Honda 350
Honda 350
Honda 175
Honda (small) 125
Time/distance to
first shift point
(seconds/ft)
3.1/55
2.5/50
4.0/100
4.0/100
4.0/135
4.0/65
2.9/45
4.0/65
4.0/125
3.0/45
2.5/45
3.2/50
2.0/50
3.1/65
2.9/50
3.5/70
3.1/55
3.0/70
2.3/45
2.5/50
3.1/60
2.3/60
3.1/65
2.7/65
1.3/35
2.7/60
2.8/60
2.5/35
1.5/20
L-9
Time/distance to
second shift point
(seconds/ft)
5.2/180
7.0/380
8.0/350
6.7/400
5.2/135
6.5/145
6.8/300
3.8/95
8.0/270
6.3/190
4.2/130
5.4/170
4.7/170
4.9/140
5.1/160
5.2/170
7.6/180
3.9/90
4.1/90
(Continued)
-------
TABLE L-1 OBSERVED RIDING PATTERNS;
(cont'd) ACCELERATION FROM STOP SIGNAL
B. COMMUTING TRAFFIC, 40 MPH ZONE
Motorcycle
Honda 550
Honda 550
Honda 175
Honda Chopper
Honda 750
Honda 500
Time/distance to
first shift point
(seconds/ft)
2.4/50
2.5/60
3.1/55
2.5/60
3.6/65
2.3/50
Time/distance to
second shift point
(seconds/ft)
5.3/170
4.5/140
4.5/120
8.5/390
4.0/150
C. RECREATIONAL TRAFFIC,
Ha r ley Chopper
Honda 550
Honda 500
Honda 650
Harley 1200
Honda 350
Honda 550
Honda 750
Honda 350
Yamaha 750
BMW 900
Kawasaki 1000
Honda 500
Honda 500
Honda 350
Honda Chopper
Honda 350
Honda 750
Honda Chopper
Harley 1000
35 MPH ZONE
2.5/45
2.9/65
4.0/75
2.0/45
2.3/45
3.0/75
3.4/45
3.4/70
4.0/95
7.0/150
3.2/120
2.6/50
3.9/90
3.8/95
3.9/50
2.8/60
1.5/10
3.0/45
6.0/110
6.3/200
5.5/180
7.8/220
4.7/110
4.4/100
6.3/220
5.4/95
8.8/250
5.5/180
8.5/250
6.3/220
8.0/180
7.0/200
5.8/160
10.8/220
(Continued)
L-10
-------
TABLE L-l OBSERVED RIDING PATTERNS;
(cont'd) ACCELERATION FROM STOP SIGNAL
C. RECREATIONAL TRAFFIC, 35 MPH ZONE
Motorcycle
Honda 550
Kawasaki 250
Kawasaki 400
Yamaha 400
Honda Chopper
Kawasaki 400
Yamaha 400
Honda Chopper
Kawasaki 400
Kawasaki 1000
Honda GL1000
Kawasaki 1000
Honda 750
Time/distance to
first shift point
(seconds/ft)
3.2/65
2.5/55
2.6/40
3.4/45
2.6/40
3.4/45
4.6/150
3.9/90
2.9/65
4.0/100
Time/distance to
second shift point
(seconds/ft)
6.8/240
4.5/75
4.0/120
5.0/150
6.2/170
4.0/120
5.0/150
6.2/170
6.3/200
7.0/230
6.8/200
D. RECREATIONAL TRAFFIC, 25 MPH ZONE
Kawasaki 900
Honda 350
Kawasaki 1000
Honda 400
Honda 500
Honda 400
Honda 1000
Kawasaki 1000
Honda 360
Norton 850
Benelli 500
Suzuki 550
2.8/50
2.8/50
6.0/
2.8/50
2.0/40
6.4/145
2.0/40
4.9/110
4.0/85
2.0/35
2.2/45
5.0/90
(Continued)
L-ll
-------
TABLE L-l OBSERVED RIDING PATTERNS;
(cont'd) ACCELERATION FROM STOP SIGNAL
D. RECREATIONAL TRAFFIC, 25 MPH ZONE
Motorcycle
Honda 750
Honda 175
Honda 550
Kawasaki 1000
Triumph 500
Honda 750
Honda 550
Yamaha 650
Yamaha 650
Honda 1000
Kawasaki 400
Norton 850
Triumph 650
Honda 750
Honda 750
Honda 750
Honda 750
Yamaha 100
Honda 750
Hamaha 650
Time/distance to
first shift point
(seconds/ft)
2.8/70
2.3/60
2.6/70
2.6/60
2.2/60
3.0/60
2.4/50
4.2/80
3.5/70 (2nd trial)
3.4/50
2.4/50
3.5/70
4.4/80
2.4/50
2.8/50
3.2/70
2.2/60
1.8/40
3.4/70
3.0/50
Time/distance to
second shift point
(seconds/ft)
L-12
-------
TABLE L-2 MOTORCYCLES USED TO DEVELOP NOISE EMISSION
LEVELS ASSOCIATED WITH A RANGE OF ACCELERATION
PROFILES
Motorcycle
Make/Model
Harley Sportster 1000
Harley Sportster 1000
Honda GL1000
Honda CB750F
Honda CB750F
Honda CB750K
Honda CB550
Honda CJ360T
Honda CB125S
Kawasaki KZ900
Kawasaki KZ900
Yamaha XS650
Stock (S)*
or
Modified (M)*
S
M
S
S
M
S
S
S
S
S
M
S
Noise Level dB 9 50'
0331 a
86
98
74
79
99
78
79
79
81
84
86
84
F76b
85
94
76
80
99
80
80
83
85
85
91
84
L(4.8 sec)**
76
87
68
74
95
74
70
74
83
75
76
75
* Represented by owner as being stock or modified.
** Noise Level when motorcycle traverses 100 feet 1n 4.8 seconds
from standstill.
L-13
-------
TABLE L-3 EFFECT OF MICROPHONE POSITION ON MEASURED NOISE EMISSION (dB)
(HONDA CB750F, VARIOUS ACCELERATION PROFILES)
Rider
Rider
; Mic 10' from track center line, 9.6" height
X • Mean of differences.
*• Standard deviation of differences.
>l • Sanple Size
0
50*94'
72.7
-
76.0
77.0
82.1
86.6
73.5
74.0
75.5
78.0
81.3
83.1
85.1
tint.
(D
10'M*
85.2
87.5
90.5
91.1
93.8
99.5
82.4
86.4
88.8
90.0
93.4
96.5
99.5
Q)
10'W
.
87.6
91.0
91.2
94.5
99.0
82.9
87.0
88.8
90.4
93.9
96.5
99.3
X"
a •
»? -
.6" t
4.5
4.3
4.0
3.6
3.4
3.1
6.0
5.5
4.9
4.2
3.8
3.5
3.3
Difference
© - ©
12.75
1.33
38
(D
50*W
74.8
75.6
76.3
79.0
82.9
89.9
76.1
75.9
79.1
80.4
85.1
87.4
Differ
13.
1.
37
@
10'W
89.5
89.0
91.0
92.0
.96.2
100.2
88.1
86.0
92.0
92.6
97.5
100.1
ence
10
24
(D
IO'W.6"
90.2
90.0
91.2
92.6
95.9
100.3
89.6
87.8
93.1
93.3
97.3
100.3
Difference
0.34
0.50
38
t
5.2
5.3
4.7
4.5
3.9
3.7
5.6
5.7
5.3
4.5
4.0
3.5
-------
f.'i i.".: S,"L.
I ( ! < ~ •
I
•i
70' TO FIRST
SHIFT POIHT
130' TO FIRST
SHIFT POIHT
u
Ljl'i- L
t
LLt: ,1
4.5
"1
5.5675
; Time - Sec.
100' TO FIRST
SHIFT POINT
68
Time - Sec.
THE DIFFERENT SYMBOLS REPRESENT DIFFERENT
RIDERS. THE VERTICAL DASHED LINE CORRESPONDS
TO AN ACCELERATION RATE OF 100' IN 5.3 SEC;
THE HORIZONTAL DASHED LINE REFLECTS THE LOWEST
NOISE EMISSION TYPICAL IN A TRAFFIC SITUATION.
F766 LEVEL FOR THIS MOTORCYCLE 85 dB
FIGURE L-l NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
START TO FIRST SHIFT POINT, HARLEY 1000 SPORTSTER
-------
! ! I ! I..
100'TO FIR$J
' ' ' "\ ' ' ' ' I ,! I I I i I
,2.;SLu-U|_i3^...-L4-i4.5;/i : .5.5......
L.. *•$ , ;. , 3.5
i_4_i ;130' TO FIRST L.
' SHIFT POINT i .
THE DIFFERENT SYMBOLS REPRESENT DIFFERENT
RIDERS. THE VERTICAL DASHED LINE CORRESPONDS
L_I 4_a4_- T0 M ACCELERATION RATE OF 100' IN 5.3 SEC;
i _HTJ THE HORIZONTAL DASHED LINE REFLECTS THE LOWEST
""'" ""T iTt NOISE EMISSION TYPICAL IN A TRAFFIC SITUATION
F76b LEVEL FOR THIS MOTORCYCLE 94 dB
__1..U
_ .. .,.-
h :"-N"H
i-| rr i vi ;•
FIGURE L-2 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING I
START TO FIRST SHIFT POINT, HARLEY 1000 SPORTSTER (MODIFIED) <
I j } | | i I ! I i j_j | j ! ;_j i i | j i I j I i i I i I i I- I | i I j I I ! |
-------
__
i f~L~o
~
_ j { ; ^BQ. ._•
-tH- -I-
fl-__. _ J
4J_
», , , T •
^=».._i -i—...-^ -i_f-
SA i .ej-4-iLi-
3.QI LJ._L4io! !• i
_l4JO.; .;_LjS.OJ_4_L.!6iOi.
-
1 j_ IIMC i aec> i j •
r~1 T"" T ["l "•'TT'T'T'i
:-f-W"i-+- 120' -TO FIRST -^
^..^-SHJFT.^INT-I..'
trrrr;'mjj-T-ii:|
i!i!-' i-'l-l-^ii-n
itc
0| ' ! -3.0. : I |4.0 : ! 5.0! | .! I 6.0: ;
Tine - Sec. '
2.0
9.01
4.0i 5.0i L
Tine - Sec.
I _ U. h_.THE DIFFERENT SYMBOLS REPRESENT DIFFERENT RIDERS. THE VERTICAL DASHED LINE CORRESPONDS TO AN \ \ L-!- L I. L. J
I ACCELERATION RATE OF 100' IN 5.3 SEC; THE HORIZONTAL DASHED LINE REFLECTS THE LOHEST BOISE .EMISSION I j__| T |. ' I
' I ' It I'^"CAL .IN A TRAFFIC SITUATION.: j^Ll JlU_i Li'l i ' j i J j ! 1 'j'j } ! ' '' -1 4- 'I}-1"!'J.1-LJ -!
' ' f P**^k • PUPI ITAA T»j»e ftM\vAM«*M^« f •»* ^n I 1 . I i i ! I . I \ • '. I i I I ' I I I ! I 1 ! i
•T?«rL^Xi JlU-i-' i i-f-n-U-i-i-UlU-i Li
WCYCLE 76 dB J_|_|.J.4- j -U -Lj--U- i--'-14-r H-|
F76b LEVEL FOR THIS MOTORCYCLE
I.L.i-J. I i i I i ' i • i i
FIGURE L-3 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
START TO FIRST SHIFT POINT; HONDA GL1000
_u
-------
00
70' TO FIRST)
SHIFTF POINT
I 100' TO FIRST'SHIFT
! iPOINT I
_|_..L4 I ..
.
5.0 6.0 -j
. - Sec... i. !. i..... j.J ...
tO FIRST_I
THE DIFFERENT SYtBOLS REPRESENT DIFFERENT RIDERS.
THE VERTICAL DASHED LINE CORRESPONDS TO AN ' ;
ACCELERATION RATE OF 100' IN 5.3 SEC; THE HORIZONTAL
DASHED LINE REFLECTS THE LOWEST NOISE EMISSION !
TYPICAL IN A TRAFFIC SITUATION. l ' -•!—•-- — -; , f
..;:•:.:.,. 1..;. ..|...: 4-J—L.-4--I-
F76b LEVEL FOR THIS MOTORCYCLE 85 dB
FIGURE L-4
SOUND LEVEL AS
START TO FIRST
A FUNCTION OF TIME AND DISTANCE FROM STANDING
SHIRT POINT; KAWASAKI KZ900
^
14- -j- -|. -; \ [\-\ |.|-...|-j.f.,.i | j..:. ( .4-4 -;-(-.. .T H.-J
1- I- J..-I. ..!.- -i_l __ i _ L.^ J. J.. !_.L. j. .1 I. i i i _i_,j. ... . .(_.!_ j..j_..L..:...j...l .J._
--J
-------
i.94
-1 ,M
-02.
s
-1-
©P
I
1
O'.JTO
«tr.
j
14"
r
FIRS
POINT
+
~r
-h-
T.
±
EF
-+J
—
I
.._,
:1
j j
I
—• i
"f
- r
q:
"i+r
-------
ro
o
-..•»V©.. . _.-_ -
on •+* r¥+ O1 i SHIFT POINT ; . ' T r _ ' :
30 <—,- |- ++•: 'UI -—• : •' - —'-—r--- -i- - -T a< 80--
i . +N.rt>: ' : i ! : i i i ! i ! • >
64
0
I' t t"
••,« r-T-s i-r^riTirMTH- -t-t--'^^ —i +r^®r ri~|M~r~""~
_76.. •! • '•»-. > !-+ 'v^N^-Jr ' -j-H-H-1 ;.* - ----ff|44--!^S^ l]©-lo-
«72'^m rt~ >r ' i i"' • ~ • i" 1 • RFFIFrTI THF lOWF^T H015F FMI«10!I TYPICA1 'IN A; I
--•' Lj I--:-'+XJ- ^-i-.
i :--S*^t
I
72f •:-- -- '• < :- !
i.. :...!._:.. : :. ,...i
! : I '• i !
REFLECTS THE LOWEST NOISE EMISSION TYPICAL 'IN A!
'" ; TRAFFIC SITUATION.
7 i I F76b LEVEL FOR THIS MOTORCYCLE 80 dB ..
' ... 0i -;
5.0
6.0
7.0.
i i riTr
~ --1-^
6.0
^
--r-H-i^tfl
r4—-
T_I FIGURE L-6 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING _j
..: L__'START TO FIRST SHIFT POINT; HONDA CB750K AND HONDA CB750F, ___
-------
I
ro
Mi • i - | :
r — • 1 V ; ' : i :
[_-jol04
100
1
r •"
|" i 96
~"5
1^3
UJ «A
— v) 88-
-| 5
_iz«.
1 i
L-T 80 -
H-
j. i \ :
! V9
/*• :
- %: »
• j T!K ? •
.ii|:.b-J\<
• [ | r ; . •
]__..L .! !._ .
t 1 - !
•",- : "i j " : ' ' [
•I"!!.
.J.;!,.:., .,,.
L.'. 762-0 j ; 3.0 4.0
L ' V . .
L : . 108
- i.S
, 96
— * _j
" ] 85 92
-j * ea
_. i_.
-!: %
..... . ... ..
L. ^ . V) ... .
. ..; Q\. .. ... . :
. \ ' •
108
70' TO FIRST ° 104
SHIFT POINt «•
. . • "100
.... . 1.
© S
i
/\s>^' ® a>
y ^^^^ •
^^^^ "o 88-
^"^~- ^_ z
. '84 .
1 1 no
L \ 0
9\ • ' •
\ 100' TO FIRST
. \ SHIFT POINT
! ' ' ° \ ' ;
/^ ' *
1 ' ^ ' ^^1 ^^
' ' - '*\ 1
A -J
; : '. ' i ! 1 * -•..
, - i . ' .. • , . . "• •».
! • j , <^ "*~-..
! . ' : : , l • ' ' : :
II 1 1
5.0 6.0 2.0 3.0 4,0 E.O 6.0
Time - Sec. '....''. Time - Sec.
\ 130' TO FIRST THE DIFFERENT SYMBOLS REPRESENT DIFFERENT RIDERS.
' . . X SH1FT POINT TOE VERTICAL DASHED LINE CORRESPONDS TO AM ACCELERATION
i ' i >w
L . at x.
•. 7" *o \^ '
- - i : , -' ^hv • •
..!. i 0^V
..'.:! >s
• - * ' j ^ : (3
. '-j ', ^
1 i i ' ' ' ' !
i j
- . , , 1
1 1
0 4.0 5.9
RATE OF 100' IN 5.3 SEC: THE HORIZONTAL DASHED LINE
REFLECTS THE LOWEST NOISE EMISSION TYPICAL IN
A TRAFFIC SITUATION.
1
0 F76b LEVEL FOR THIS MOTORCYCLE 99 dB
X. i
•— '.* - 7 i ' : • ; : ; .
1 " .••••^ . • ; : . . : : : . .
/^ **" ^fci^,^^^^^ i i
H^^ ......
O
6.0 7.0
: '. '' '
j. 1 ..... , ....!... :T1ne - Sec. . .
i !
1
1 \"i~""' ' f FIGURE L-7 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
"j" !"i . : i START TO FIRST SHIFT POINT; HONDA CB750F (MODIFIED)
i. ;.......! : • •
' < * i
-:~- --J----' -i— !• • : 1 t ; : ;-
±ijr:r±:~L'.' ;:Jj r"1'"7:
: ; : • • •
... i
* i ' ,
-------
ro
ro
70' TO FIRST
SHIFT POINT
\
100' TO FIRST
SHIFT POINT
0
3.0
4.0
5.0
Time-Sec
6.0
THE DIFFERENT SYMBOLS REPRESENT DIFFERENT RIDERS.
THE VERTICAL DASHED LINE CORRESPONDS TO AN
ACCELERATION RATE OF 100' IN 5.3 SEC; THE HORIZONTAL
DASHED LINE REFLECTS THE LOWEST NOISE EMISSION
TYPICAL IN A TRAFFIC SITUATION
F76b LEVEL FOR THIS MOTORCYCLE 84 dB
FIGURE L-8 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
START TO FIRST SHIFT POINT; YAMAHA XS650
-------
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CO
:
i
I
i
ig 84.
<§ 80.
i ' : >
:S '
-i-1 72-
i a,
;
-jo 68.
( _
t. fiA
. .j_j 2
! 4-
•! ' i •
«*••
- ioo 30
iJ. 76
.1*01
-15 72--
• 01
i *O
1*1 «•-
I Lf2fl
•i —
- j- -
, -ii
! _' ; J | ! ' ' ', i •
- - i~l'H- H- : ' • -: - •' '• -
. |....j J .j.. -.; ...;.:
llT'lJ"' 40' TO FIRST' ? 65'TO FIRST
' JLLT ~] L.r_LSHIFIPOIfIT ' -5 SHIFT POINT
t ' i ' i ! ; - : ' - ; rn \
..,,_; ..i. .... i . . . . j ^»j . . . . •v
, f TfHv . ^^^J. .•,.;;,, • . . I - .
, |a LiJlitK-. | | M ' 1 III
.0._, _ L| 3.0 . J . _.|4.0 1 ;5.0 2.0 3.0 4.0 5.0
_' ,--{--: Time-Sec., Ttwe-Sec.
1 ! . 1 i
I ! j ; 100' TO FIRST
-L l._j. \ ... 1 SHIFT P0.INT THE DIFFERENT SYfBOLS REPRESENT DIFFERENT RI1
1 \ \ & ' ' ' THE VERTICAL DASHED LINE CORRESPONDS TO AN
i ' . NX. rt> : " J ACCELERATION RATE OF 100' IN 5.3 SECj THE HOI
; i «. ; i CASHED LINE REFLECTS THE LOWEST NOISE EMISSK
; . ,3 PX. 0 ' TYPICAL IN A TRAFFIC SITUATION.
. .L J i _1 . L : ..iX^ . i :' ' ® . F76b LEVEL FOR THIS MOTORCYCLE 80
-------
I
ro
884
m80
TJ
I
«W
O)
72-
068
64
40* TO 1ST SHIFT POINT <
70' TO FIRST SHIFT POINT
z.o
80
6
• 76
In
it
lee
64
1
1
5.0 6.0
Tine - Sees.
3.0 4.0
100* TO FIRST SHIFT POINT
3.0 4.0 5.0 6.0
T1«e • Sees.
Til
THE DIFFERENT SYMBOLS REPRESENT DIFFERENT
RIDERS. THE VERTICAL DASHED LINE CORRESPONDS
TO AN ACCELERATION RATE OF 100' IN 5.3 SEC;
THE HORIZONTAL DASHED LINE REFLECTS THE LOWEST
NOISE EMISSION TYPICAL IN A TRAFFIC SITUATION.
F76b LEVEL FOR THIS MOTORCYCLE 83 dB
FIGURE L-10 NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
START TO FIRST SHIFT POINT; HONDA CJ360
-------
I
INJ
5.0
TIME - SEC
THE DIFFERENT SYMBOLS REPRESENT DIFFERENT
RIDERS. THE VERTICAL DASHED LINE CORRESPONDS
TO AN ACCELERATION RATE OF 100' IN 5.3 SEC;
THE HORIZONTAL DASHED LINE REFLECTS THE LOWEST
NOISE EMISSION TYPICAL IN A TRAFFIC SITUATION.
F76b LEVEL FOR THIS MOTORCYCLE 85 dB
•' l i -i L..; . 71* - SEC.
...i ' : ' ! •' ' !
.. iFIGURE L-ll NOISE LEVEL AS A FUNCTION OF TIME AND DISTANCE FROM STANDING
START TO FIRST SHIFT POINT; HONDA CB125S
-------
ro
R fl-
ISO-NOISE LEVEL 6RID WAS DEVELOPED FROM
MEASURED NOISE LEVELS UNDER.CONTROLLED TES1
CONDITIONS USING A HARLEY SPORTSTER 1000.
POINTS ARE ON-THE-ROAD NOISE LEVELS ESTIMATED
FROM ACCELERATION TIME/DISTANCE MEASUREMENTS.
MOTORCYCLES INCLUDED ARE:
HARLEY 1000, HARLEY 1EOO, HARLEY CHOPPER.
Site Type 1
45 mph Commuting
Site Type 2
40 mph Computing
O Site Type 3
35 mph Recreational
Site Type 4
25 mph Recreational
i JL
I
Distance (ft.)
f-rl-
tlJ..
ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; HARLEY-DAVIDSON 1000 AND 1200
-------
ro
ISO-NOISE LEVEL GRID WAS DEVELOPED FROM
MEASURED NOISE LEVELS UNDER CONTROLLED TEST
CONDITIONS USING A HONDA GL1000.
POIKTS Al E ON-THE-ROAD NOISE LEVELS ESTIMATED
FROM ACCELERATION TIME/DISTANCE MEASUREMENTS.
MOTORCYCLE' INCLUDED ARE: HONDA 1000.
LEGEND:
A Site Type 1
45 Mph Commuting
V Site Type 2
40 Mph Commuting
© Site Type 3
35 Mph Recreational
0 Site Type 4
25 Mph Recreational
_ _l
; 70 100 130
{-•-:'•- Distance (ft.)
FIGURE L-13 ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; HONDA GL1000
-,., !-;tf::n;:.' i;
_L_L ;_L_I .'._.'-.. -J :
B
-------
I
I I
ISO-NOISE LEVEL GRID WAS DEVELOPED FROM
MEASURED NOISE LEVELS UNDER CONTROLLED TEST
CONDITIONS USING A KAWASAKI KZ900
POINTS ARE ON-THE-ROAD NOISE LEVELS ESTIMATED
FROM ACCELERATION TIME/DISTANCE MEASUREMENTS;
MOTORCYCLES INCLUDED ARE:
KAWASAKI 900
KAWASAKI 1000
NORTON 850
B*.
.DO'
'V
j
ta
r • '
i .!...;.—!
±
J_
A Site Type 1 t" •
i 45 mph Commuting —
V Site Type 2
i 40 mph Commuting ' :
0 Site Type 3 i
i 35 mph Recreational
CD S1{e Type 4 ; \ . •
'• 25 mph Recreational
I
! 40 •'•!..' 70 I 100: : : i ' ; 133
• : . ! Distance (ft.)
FIGURE L-14 ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 800-1000 cc BIKES
-------
no
i
7,0
6.0 •••
ISO-NOISE LEVEL GRID WAS DEVELOPED
FROM MEASURED NOISE LEVELS UNDER
CONTROLLED TEST CONDITIONS USING A
HONDA CB 750F and CB750K.
POINTS ARE ON-THE-ROAD NOISE LEVELS
ESTIMATED FROM ACCELERATION TIME/DISTANCE
MEASUREMENTS. MOTORCYCLES INCLUDED ARE:
HONDA CB750, HONDA 750 CHOPPER
YAMAHA 750, BMW 750, SUZUKI 750.
ASlte Type 1
45 mph Connutlng
vsite Type 2
40 mph Commuting
OSite Type 3
35 mph Recreational
BSIte Type 4
25 Mph Recreational
J I
no
120
130
FIGURE L-15
Distance (ft.)
ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 750 cc BIKES
-------
u
-i-H
. i j
ISO-NOISE LEVEL GRID WAS DEVELOPED
FROM MEASURED NOISE LEVELS UNDER
CONTROLLED TEST CONDITIONS USING A
YAMAHA XS 650.
°T POINTS ARE ON-THE-ROAD NOISE LEVELS
ESTIMATED FROM ACCELERATION TIME/DISTANCE
MEASUREMENTS. MOTORCYCLES INCLUDED ARE:
YAMAHA 600, YAMAHA 650. TRIUMPH 650.
5.0
j .
-i-h? 4.04-
J1-
- i£
-!8
~p 3.0-
2.0
: i
: iU
1
Commuting
ype 2
40 mph Commuting
Site Type
40
O Site Type 3
35 mph Recreational
(3 Site Type 4
25 mph Recreational
I
I
I
I
I
I
I
70
100
I
J -
i
_.i
±h-i
130
j ; Distance (ft.)
(FIGURE L-16 ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 600-650 cc BIKES
-------
...... v ...
i--':
. , ! ISO-NOISE LEVEL GRID WAS DEVELOPED
! : FROM MEASURED NOISE LEVELS UNDER
I H-f -: CONTROLLED TEST CONDITIONS USING A
4- .L..: l HQNDA CB 550
POINTS ARE ON-THE-ROAD NOISE LEVELS
ESTIMATED FROM ACCELERATION TIME/DISTANCE
MEASUREMENTS. MOTORCYCLES INCLUDED ARE:
HONDA 400, HONDA 450. HONDA 500
HONDA 550, KAWASAKI 400, SUZUKI 550
BENELLI 500, TRIUMPH 500
__ YAMAHA 400, YAMAHA 600
YAMAHA 550.
.L.
1
A Site Type 1
45 mph Commuting :
f Site Type 2
40 mph Commuting
0 Site Type 3
35 mph Recreational
0 Site Type 4
. 25 mph Recreational
_L
I
•100 130
Distance (ft.)
I FIGURE L-17 ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 450-550 cc BIKES
-------
CO
ro
6.0-.
5.0-
4.0-•
3.0-•
2.0-.
ISO-NOISE LEVEL GRID WAS DEVELOPED
FROM MEASURED NOISE LEVELS UNDER
CONTROLLED TEST CONDITIONS USING A
HONDA CB 550.
Points are on-the-road noise levels
estimated from acceleration time/distance
Measurements. Motorcycles Included are:
Honda 200, Honda 250, Honda 350
Honda 360. Yamaha 350,
Yamaha 260, Kawasaki 250
I
-A
-17
-16
-13 3 j
-11 3.
-9 2
-r I
_. -5
I
-3 5
. - « i
_ _ +3
'~7"~ ._.. +5
Legend:
Site Type 1
45 nph Comnuting
Site Type 2
40 nph Gamut Ing
Site Type 3
35 nph Recreational
a Site Type 4
25 nph Recreational
I _ |
.. J
70
100
Distance (ft)
130
FIGURE L-18
ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 250-360 cc BIKES
-------
u>
<*>
7.0
6.0
ISO-NOISE LEVEL GRID HAS DEVELOPED
i i i FROM MEASURED NOISE LEVELS UNDER
' CONTROLLED TEST CONDITIONS USING A
HONDA CB 550.
POINTS ARE ON-THE-ROAD NOISE LEVELS ,
ESTIMATED FROM ACCELERATION
TIME/DISTANCE MEASUREMENTS'. X
MOTORCYCLES INCLUDED ARE: X X
YAMAHA 100, YAMAHA 125, .. ' X
YAMAHA 175, HONDA 125, 4
HONDA 175.
70
LE6EMO:
A Site Type I
45 «ph CmMtlng
V Site Type 2
40 aph CoMwtlng
• Site Type 3
35 «ph Recreational
Q Site Type 4
. 25 Mph Recreatloml
100
Oistmct (ft.)
130
FIGURE L-19 ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 100-175 cc BIKES ;S
-------
14 -
13 -
12 -
11 •
10 -
•o
01
£ q -
o> 3
JD
° 8 -
0)
£ 7 -
0
o
i6'
"6 5-
C
o 4 •
s.
o.
3 -
2 -
1 -
»
i i • i •
-20 -18 ,16-14 -1
2
_'
0
SAMPLE SIZE, 132
5
S
t S
SAMPLE TYPE, 100-1200 cc MOTORCYCLES
SITE TYPES: 1 (45 MPH COMMUTING)
2 (40 MPH COMMUTING)
3 (35 MPH RECREATIONAL)
4 (25 MPH RECREATIONAL)
. : '
-8 - -4 -2 d
1
•f +4 +6 +8 +fo
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-20 COMPOSITE DISTRIBUTION (ALL MOTORCYCLES, ALL SITE TYPES) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
25
20
c
•o
SAMPLE SIZE, 35
SAMPLE TYPE, 100-1200 CC MOTORCYCLES
SITE TYPE 1 (45 MPH COMMUTING)
u>
tTt
0>
to
t/J
-------
25 -•
SAMPLE SIZE, 45
SAMPLE TYPE, 100-1200 cc MOTORCYCLES
SITE TYPE 2 (40 MPH COMMUTING)
20 --
O)
I/)
.0
I
CO
O)
£ 15 -
0
s-
o
o
*
^^
O
£ 10 -
u
0)
5 -
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-------
I
to
25
20 --
O)
.a
o
a>
o
o
SAMPLE SIZE, 24
SAMPLE TYPE, 100-1200 CC MOTORCYCLES
SITE TYPE 3 (35 MPH RECREATIONAL)
15
10
a>
o
a>
a.
5 --
-20 -\8 -16 -14 -12
-8 - -t
+4
ESTIMATED NOISE EMISSION VARIANCE -AdB RE F76b LEVEL
FIGURE L-23 COMPOSITE DISTRIBUTION (ALL MOTORCYCLES, SITE TYPE 3) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
25-
SAMPLE SIZE, 28
SAMPLE TYPE, 100-1200 CC MOTORCYCLES
SITE TYPE 4 (25 MPH RECREATIONAL)
20 -
T3
-------
UJ
25
20
OJ
'5
o
t 10 -
0)
u
o>
0.
5 -
\ \ \ i
' \ \ \ \ \ '• \ i
. > . \ . i Is v \ '.
; ; i i ! i i i
< :-!- n :-! +
.
\\\
'
SAMPLE SIZE, 16
SAMPLE TYPE, 750-1200 CC MOTORCYCLES
SITE TYPE 1 (45 MPH COMMUTING) ]
-20 -18 -16 -14 -12 -io ^8 -6 - -2 0 + +4 +6 +8
ESTIMATED NOISE EMISSION VARIANCE -A dB RE F76b LEVEL
FIGURE L-25 DISTRIBUTION (750-1200 cc MOTORCYCLES, SITE TYPE 1) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
25 --
20 --
•o
«/>
o>
o
>»
o
o
10 --
c
o>
u
OJ
o.
5 --
-\ H
4—1-
SAMPLE SIZE, 10
SAMPLE TYPE, 450-650 CC MOTORCYCLES
SITE TYPE 1 (45 MPH COMMUTING)
-20 -18 -16 -14 -12 -10 -8 -6 -4 -2
6
'• i ' i , l
; . ; ; . : : .| . : _ .
• : • i
- - ' i l
1 -1 I -
!
1
1
1
i
1
i
!
i
i
i
i
1
1
1
|
i
t
i i .
! 1
.
1
j
j
- 4
1
(
j
• 1
»
1 i 1 • J I
+2 +4 +6 +8
A dB RE F76b LEVEL
i
- i ; •
i_ -i
- -
1
- !
I
l
,
'
_
"
-
!
i
j
• i • '
!
I.
i
i
j \
\ ;
,
i
i
i
i
FIGURE L-26 DISTRIBUTION (450-650 cc MOTORCYCLES, SITE TYPE 1) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL) : .
-------
25
20
I.
O)
I/)
s
•s 15
10 --
I
01
5 -
..i Vi.\i,....\v\ -,.|.-L' i i :..,. .;..,
1 • \ ; ' I \ •>, ;...< ! .1 IV! i. i i \ V I. i i
I ; i : : . i ' i i i . ! I • . :
t
SAMPLE SIZE, 9
SAMPLE TYPE, 100-400 CC MOTORCYCLES
SITE TYPE 1 (45 MPH COMMUTING)
H h
•20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 +2 +4+6 +8 +10
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-27 DISTRIBUTION (100-400 cc MOTORCYCLES, SITE TYPE 1) OF ESTIMATED
EMISSION VARIANCE (RE F76b LEVEL)
-------
25 •-
20 --
•o
o>
I
ro
0)
i/i
o
£ 15
u
o
o
H. 10
O
c
u
OJ
o.
5 -
SAMPLE SIZE, 24
SAMPLE TYPE, 750-1200 CC MOTORCYCLES
SITE TYPE 2 (40 MPH COMMUTING)
1 1 1-
-18 -16 -14
i — i i
-T2 -lO -8
-
-4
-
1
2
1
+
+
4
: i
; . t -
: : •• • ''• \ ! '
i i
• £ A.O :
TQ • O ' i
ESTIMATED NOISE EMISSION VARIANCE - A
-------
I 1 I
25 -
SAMPLE SIZE, 14
SAMPLE TYPE, 450-650 CC MOTORCYCLES
SITE TYPE 2 (40 MPH COMMUTING)
20 -
O)
9)
u>
"T
10--
-------
25 ••
SAMPLE SIZE, 7
SAMPLE TYPE, 100-400 CC MOTORCYCLES
SITE TYPE 2 (40 MPH COMMUTING)
20 --
T3
0)
V
l/t
JD
O
15 -
u
u
o
•M
fc 10-
c
0)
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O)
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5-
1 1 1 1
-20 -18 -16 -14 -12 -
i
0 -i -
i i
-4" -'2 6
+;
1 1 1
+4 +6 +8
FIGURE L-30
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
DISTRIBUTION (100-400 cc MOTORCYCLES, SITE TYPE 2) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
I
*«.
en
25 •
20 -
•o
o>
J_
-------
50--
SAMPLE SIZE, 6
SAMPLE TYPE, 450-650 CC MOTORCYCLES
SITE TYPE 3 (35 MPH RECREATIONAL)
40--
•o
0)
0>
I
Jk
Ol
»r»
.O
O
v> 30 -
o
O
O
-U
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o
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IO -
•
1 1 1 1 1 1
•
1 1 1 1 1 1 1
-20 -18 -16 -14 -12 -10 -8 -(
•
-4
1 i 1 1 1
20+2+4 +6 +8
FIGURE L-32
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
DISTRIBUTION (450-650 cc MOTORCYCLES, SITE TYPE 3) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
50 --
SAMPLE SIZE, 6
SAMPLE TYPE, 100-400 CC MOTORCYCLES
SITE TYPE 3 (35 MPH RECREATIONAL)
40 --
J_
o>
o
30
O)
0
o
•o
*J
s- 20 -
o
C
0>
i-
o>
o.
10 -
»1 • 1 ..... 1 .
-
1 » 1
1
1 1 1 1 1 II 1
1 1 1 1 1
1 1 1 1 1
-20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 +2 +4 +6 +8
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-33 DISTRIBUTION (100-400 cc MOTORCYCLES, SITE TYPE 3) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
30 -
25 -
O>
41
U
i
00
8 10
4)
0.
5 -
SAMPLE SIZE, 13
SAMPLE TYPE, 750-1200 CC MOTORCYCLES
SITE TYPE 4 (25 MPH RECREATIONAL)
•20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 +2 +4 +15 +8
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-34 DISTRIBUTION (750-1200 cc MOTORCYCLES, SITE TYPE 4) OF ESTIMATED
EMISSION VARIANCE (RE F76b LEVEL)
-------
\
25 -•
20-
SAHPLE SIZE, 12
SAMPLE TYPE, 450-650 CC MOTORCYCLES
SITE TYPE 4 (25 MPH RECREATIONAL)
I
to
>
Ol
.0
o
Jg 15 -
O
o
o 10 -
c
0
5
i i i i i
1 i i i i •
i
t
1
IB
• < i
• « i
-39 -18 -16 -14 -12 -10 -8 -6 -4 -2 0+2+4+6 +8
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-35 DISTRIBUTION (450-650 cc MOTORCYCLES, SITE TYPE 4) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
50 --
SAMPLE SIZE, 3
SAMPLE TYPE, 100-400 CC MOTORCYCLES
SITE TYPE 4 (25 MPH RECREATIONAL)
5 40 --
4>
.0
O
S
V*
V
$»•
u
o
o
£ 20 .
0>
o
W
OL
10 -
1 1 1 1 1 1 1—
1 1 1 1 1 ... ... ,
0 -18 -16 -14 -12 -10 -8 -6 -4 -i 0 +2 +4 +6 -#8
ESTIMATED NOISE EMISSION VARIANCE - A dB RE F76b LEVEL
FIGURE L-36 DISTRIBUTION (100-400 cc MOTORCYCLES, SITE TYPE 4) OF ESTIMATED
NOISE EMISSION VARIANCE (RE F76b LEVEL)
-------
APPENDIX M
FRACTIONAL IMPACT PROCEDURE
-------
APPENDIX M
FRACTIONAL IMPACT PROCEDURE*
An Integral element of an environmental noise assessment Is to determine
or estimate the distribution of the exposed population to given levels of
noise for given lengths of time. Thus, before Implementing a project or
action, one should first characterize the existing noise exposure distribution
of the population 1n the area affected by estimating the number of people
exposed to different magnitudes of noise as described by metrics such as the
Day-Night Sound Level (Ldn). Next, the distribution of people who may be
exposed to noise anticipated as a result of adopting various projected alter-
natives should be predicted or estimated. We can judge the environmental
Impact by simply comparing these successive population exposure distributions.
This concept is Illustrated in Figure M-l which compares the estimated distri-
bution of exposure for the population prior to inception of a hypothetical
project (Curve A) with the population distribution after Implementation of
the project (Curve B). For each statistical distribution, numbers of people
are simply plotted against noise exposure, where L^ represents a specific
exposure in decibels to an arbitrary unit of noise. A measure of noise impact
is ascertained by examining the shift in distribution of population exposure
attributable either to increased or lessened project-related noise. Such
comparisons of population exposure distributions allow us to determine the
extent of noise impact in terms of changes 1n the number of people exposed to
different levels of noise.
The intensity or severity of a noise exposure may be evaluated by the
use of suitable noise effects criteria, which exist in the form of dose-
response or cause-effect relationships. Using these criteria, the probability
or magnitude of an anticipated effect can be statistically predicted from
knowledge of the noise exposure incurred. Illustrative examples of the
different forms of noise effects criteria are graphically displayed in Figure
M-2. In general, dose-response functions are statistically derived from noise
effects Information and exhibited as linear or curvilinear relationships, or
combinations thereof. Although these relations generally represent a statis-
tical "average" response, they may also be defined for any given population
percentile. The statistical probability or anticipated magnitude of an effect
at a given noise exposure can be estimated using the appropriate function.
For example, as shown 1n Figure M-2 using the linear function, 1f it 1s
established that a number of people are exposed to a given value of L,, the
Adapted, 1n part, from Goldstein, J., "Assessing the Impact of Transporta-
tion Noise: Human Response Measures," Proceedings of the 1977 National
Conference on
Research Center.
rt, Trom boiastein, j., "Assessing tne impact of Transporta-
Human Response Measures," Proceedings of the 1977 National
Noise Control Engineering, G. C. Ma ling ted.). NASA Lanqlev
p. Hampton. Virginia. 17-15 October 1977; pp. 79-98. SL-L
M-l
-------
8.
X
UJ
£
a
Magnitude or Level of Exposure, Li in dB
FIGURE M-l
.tXAMPLE ILLUSTRATION OF THE NOISE DISTRIBUTION OF
POPULATION AS A FUNCTION OF NOISE EXPOSURE
M-2
-------
Incidence of a specific response occurring within that population would be
statistically predicted at 50 percent.
A more comprehensive assessment of environmental noise may be performed
by cross-tabulating both Indices of extent (number of people exposed) and
Intensity (severity) of Impact. To perform such an assessment we must first
statistically estimate the anticipated magnitude of Impact upon each Individ-
ual exposed at each given level, L., by applying suitable noise effects
criteria. At each level, L^, the Impact upon all people exposed 1s then
obtained by simply comparing the number of people exposed with the magnitude
or probability of the anticipated response. As Illustrated 1n Figure M-l,
the extent of a noise Impact 1s functionally described as a distribution of
exposures. Thus, the total Impact of all exposures 1s a distribution of
people who are affected to varying degrees. This may be expressed by using
an array or matrix 1n which the severity of Impact at each Lj 1s plotted
against the number of people exposed at that level. Table M-l presents a
hypothetical example of such an array.
TABLE M-l
EXAMPLE OF IMPACT MATRIX FOR A HYPOTHETICAL SITUATION
Exposure
L1
Lm
L1+2
1-14.7
Number of people
1,200,000
900,000
200,000
50,000
Magnitude or
of Response
4
10
25
50
Probability
1n Percent
2,000 85
An environmental noise assessment usually Involves analysis, evaluation
and comparison of many different planning alternatives. Obviously, comparing
multiple arrays of population Impact Information Is quite cumbersome, and
subsequently evaluating the relative effectiveness of each of the alternatives
generally tends to become rather complex and confusing. These comparisons can
be simplified by resorting to a single number Interpretation or descriptor of
the noise environment which incorporates both attributes of extent and
M-3
-------
I
O
0)
•o
3
I
a
Li
t
100%
•o
3
50%
o
-*
3D
$
1
i
o%
FIGURE M-2
EXAMPLE OF FORMS OF NOISE EFFECTS CRITERIA
(a) LINEAR, (b) POWER, (c) LOGARITHMIC
M-4
-------
Intensity of impact. Accordingly, the National Academy of Sciences, Committee
on Hearing, Bioacoustics and Biomechanics (CHABA), has recommended a procedure
for assessing environmental noise impact which mathematically takes into
account both extent and intensity of impact.* This procedure, the fractional
impact method, computes total noise impact by simply counting the number of
people exposed to noise at different levels and statistically weighting each
person by the intensity of response to the noise exposure. The result is a
single number value which represents the overall magnitude of the impact.
The purpose of the fractional impact analysis method is to quantitatively
define the impact of noise upon the population exposed. This, in turn,
facilitates trade-off studies and comparisons of the impact between different
projects or alternative solutions. To accomplish an objective comparative
environmental analysis, the fractional impact method defines a series of
"partial noise impacts" within a number of neighborhoods or groups, each of
which is exposed to a different level of noise. The partial noise impact of
each neighborhood is determined by multiplying the number of people residing
within the neighborhood by the "fractional impact" of that neighborhood, I.e.,
the statistical probability or magnitude of an anticipated response as func-
tionally derived from relevant noise effects criteria. The total community
impact is then determined by simply summing the partial Impacts of all
neighborhoods.
It 1s quite possible, and in some cases very probable, that much of the
noise impact may be found in subneighborhoods exposed to noise levels of only
moderate value. Although people living in proximity to a noise source are
generally more severely Impacted than those people living further away, this
does not imply that the latter should be totally excluded from an assessment
where the purpose is to fully evaluate the magnitude of a noise Impact.
People exposed to lower levels of noise may still experience an adverse
Impact, even though that impact may be small in magnitude. The fractional
impact method considers the total Impact upon all people exposed to noise
recognizing that some individuals Incur a significantly greater noise exposure
than others. The procedure duly ascribes more Importance to the more
severely affected population.
As discussed previously, any procedure which evaluates the Impact of
noise upon people or the environment, as well as the health and behavioral
consequences of noise exposure and resultant community reactions, must encom-
pass two basic elements of the Impact assessment. The Impact of noise may be
intensive (I.e., it may severely affect a few people) or extensive (I.e., 1t
may affect a larger population less severely). Implicit 1n the fractlonal-
1zat1on concept 1s that the magnitude of human response varies comnensurately
with the degree of noise exposure, i.e., the greater the exposure, the more
significant the response. Another major assumption Is that a moderate noise
exposure for a large population has approximately the same noise impact upon
the entire community as would a greater noise exposure upon a smaller number
of people. Although this may be conceptually envisioned as a trade-off
between the intensity and extent of noise Impact, It would be a misapplica-
*"Guidelines for Preparing Environmental Impact Statements on Noise," Report
of Working Group 69, Committee on Hearing, Bioacoustics and Biomechanics
National Research Council, Washington, D.C., 1977. '
M-5
-------
tion of the procedure to disregard those persons severely impacted by noise
In order to enhance the environment of a significantly larger number of people
who are affected to a lesser extent. The fact remains, however, that exposing
many people to noise of a lower level would have roughly the same impact as
exposing a fewer number of people to a greater level of noise when considering
the impact upon the community or population as a whole. Thus, information
regarding the distribution of the population as a function of noise exposure
should always be developed and presented in conjunction with use of the
fractional impact method.
Because noise is an extremely pervasive pollutant, it may adversely
affect people in a number of different ways. Certain effects are well
documented. Noise can:
o cause damage to the ear resulting in permanent hearing loss
o interfere with spoken communication
o disrupt or prevent sleep
o be as source of annoyance.
Other effects of noise are not as well documented but may become increasingly
important as more information is gathered. They Include the nonauditory
health aspects as well as performance and learning effects.
It is important to note, however, that quantitatively documented cause-
effect relationships which may functionally characterize any of these noise
effects may be applied within a fractionalization procedure. The function for
weighting the intensity of noise impact with respect to general adverse
reaction (annoyance) is displayed in Figure M-3.* The nonlinear weighting
function is normalized to unity at L . = 75 dB. For convenience of calcula-
tion, the weighting function may be expressed as representing percentages of
impact in accordance with the following equation:
W(Ldn)
[3.364 x 10 -63
[0.2] [lO0'03!.^] + [1.43 x 10'4]
A simple linear approximation that can be used with reasonable accuracy in
cases where day-night sound levels range between 55 and 80 dB is shown as the
dashed line in Figure M-3, and 1s defined as:
* Ibid.
M-6
-------
CO
•o
II
c
•o
I
(Q
o»
IE
c
,g
*-P
jo
a
o
a.
o
'€
o
a.
2
Q.
3.0
2.5 -
2.0 -
1.5 -
1.0 -
0.5
30 40 50 60 70 80 90
Day-Night Average Sound Level - Decibels
FIGURE M-3
WEIGHTING FUNCTION FOR ASSESSING
THE GENERAL ADVERSE RESPONSE TO NOISE
M-7
-------
0.05 (Ldn -55) for Lrfn > 55 {M_2)
0 for Ldn < 55
Using the fractional Impact concept, an index referred to as the
Level-Weighted Population (LWP)* may be derived by multiplying the number of
people exposed to a given level of traffic noise by the fractional or weighted
Impact associated with that level as follows:
LWP1 = W(Ldr/) X Pi (M-3)
where LWP. is the magnitude of the impact on the population exposed at
Ldn ' w^Ldn ^ *s the fract*onal weighting associated with a noise exposure
of L. , and P. is the number of people exposed to Ld .
Because the extent of noise impact is characterized by a distribution of
people all exposed to different levels of noise, the magnitude of the total
Impact may be computed by determining the partial impact at each level and
summing over each of the levels. This may be expressed as:
LWP = SLWP, = Sw(Lrin1) X P. (M-4)
1 1 1 an 1
The average severity of Impact over the entire population may be derived
from the Noise Impact Index (Nil) as follows:
LWP
In this case, Nil represents the normalized percentage of the total population
who describe themselves as highly annoyed. Another concept, the Relative
Change 1n Impact (RCI) Is useful for comparing the relative difference between
two alternatives. This concept takes the form expressed as a percent change
1n Impact:
- LWP1 " LWPJ (M-6)
--
where LWP. and LWP., are the calculated Impacts under two different conditions.
An example of the Fractional Impact calculation procedure is presented
1n Table M-2.
Similarly, using relevant criteria, the fractional Impact procedure
may be employed to calculate relative changes 1n hearing damage risk, sleep
disruption, and speech Interference.
*Terms such as T-
-------
WE M
EXAMPLE OF FRACTIONAL IMPACT CALCULATION
FOR GENERAL ADVERSE RESPONSE
(1)
Exposure
Range
55-60
60-65
65-70
70-75
75-80
(2)
Exposure
Median
57.5
62.5
67.5
72.5
77.5
(3)
Pi
1,200,000
900,000
200,000
50,000
10,000
2,360,000
(4)
W(Ldn)
(Curvilinear)
0.173
0.314
0.528
0.822
1.202
(5)
W(Ldn)
(Linear approx. )
0.125
0.375
0.625
0.875
1.125
(6)
LWPl
(Curvilinear)
(Column (3) x(4))
207,600
282,600
105,600
41,000
12,000
648,920
(7)
LWPl
(Linear)
(Column (3) x (5)
150,000
337,500
125,000
43,750
11,250
667,500
I
to
LWP (Curvilinear) - 648,920
LWP (Linear) = 667,500
Nil (Curvilinear) - 648,920 f 2,360,000 = 0.27
Nil (Linear) = 667,500 f 2,360,000 « 0.28
-------
APPENDIX N
NATIONAL ROADWAY TRAFFIC NOISE EXPOSURE MODEL
-------
APPENDIX N
NATIONAL ROADWAY TRAFFIC NOISE EXPOSURE HODEL
This appendix contains a detailed discussion of the National Roadway
Traffic Noise Exposure Model. The discussion encompasses the data, calcula-
tions, and assumptions that underlie the model. Focus 1s on those details
relevant to considerations of noise emission standards for motor cycles.
This detailed discussion shows the Interrelation of the data groups
presented in Table 5-6 (see Section 5). This Interrelation centers around
people, and how all persons are distributed throughout the United States.
Briefly, each person 1s assigned to one of the 33 pop/density "cells" of
Table 5-6. These cells are defined by (1) the total population 1n the city/
town/area where that person lives, and (2) the population density 1n his
neighborhood within his city /town/area. Then each person 1s matched to all
the roadways within his own pop/density cell, and his total noise from these
roadways 1s predicted.
The discussion that follows Is based on Figures 5-12 through 5-15(see
Section 5). The logic flow proceeds from vehicles, to roadways, to propaga-
tion, to the noise level experienced at each residential location 1n the
United States. The analysis continues with the sorting of all person/noise
pairs, and the conversion from noise levels to Impact estimates. These
Impact estimates are then summed Into total, nationwide Impact.
Full details and references to this discussion are Included 1n the
single volume documentation report of the National Roadway Traffic Noise
Exposure Model (Reference 31).*
Details of Vehicles (Figures 5-12 and 5-13, Key © ).
The mode! contains 14 vehicle types, as listed 1n Table 5-6. For each of
these vehicle types, the model uses for computation a set of noise emission
levels (ELs) that reflect operating modes, speed, and selected years.
Noise emission levels may also be entered for the regulated vehicle of Inter-
est (or other vehicle types, 1f appropriate).
A vehicle's emission level 1s a measure of Its total noise output.
Technically, it 1s the noise level measured at a position perpendicular to the
side of the vehicle and at a distance of 50 feet.
The vehicle emission level 1s a function of vehicle type, operating mode,
and vehicle speed.
References are listed at the end of Section 5.
N-l
-------
r" r
Emission levels = f(vehicle type, operating mode, (N-l)
speed, year)
UL
base year + 4 user-chosen years
Equation N-l shows the functional relationship between emission levels
and the parameters upon which emissions depend. In other words, the noise
emissions vary for each of the 14 vehicle types; for each vehicle type, noise
varies for each of the 4 operating modes; and for each mode, noise varies for
each of the 5 grouped speeds. Since the idle mode has only one speed (zero)
this functional relationship yields 16 emission levels for each vehicle type*
for a total of 224 emission levels. '
These 224 emission levels are used to describe the average emissions of
each type of vehicle operating on roadways in specified years.
The complete set of emission levels used within this regulatory analysis
appear in Table N-l (Reference 7). Each of the noise emission values 1n this
table represents an energy- average level. The energy average represents a
time average of the time-varying emissions for vehicles accelerating and
decelerating. In addition, each energy average emission level is derived from
a level-average emission level and a standard deviation, CT, of the level about
that average. It 1s assumed that the scatter of levels among all the vehicles
of each vehicle type 1s Gaussian, and thus the energy- average emission level
Is computed as (Reference 6):
Energy- average EL » Level-average EL + 0.115O"
Again, as indicated In equation N-l, sixteen emission levels are defined for
each vehicle for each of four selected years.
The future-year emission levels for motorcycles as a function of regula-
tory option, speed, and mode appear in Table N-2. In this Table, baseline
acceleration data are adjusted using equation N-2. Conversions to different
modes and speed ranges are accomplished following the procedures presented in
Reference 7.
In each year of Interest, the model adds new vehicle sales to the vehi-
cles already on the road, and depletes the general population of vehicles by
those that retire from service. Only the new vehicles added each year are
built to the reduced emission standard. For example, new motorcycles added
for the years 1975 through 1981 will have current-value noise emissions, while
those introduced after 1982 will have reduced noise emissions as shown in
Table N-2. In other words, all new vehicle sales conform to the regulated
limit in effect during the year of sale.
N-2
-------
TABLE N-l
Type 1:
BASELINE VEHICLE NOISE EMISSION DATA*
(Source: Reference 54)
Car/8-Cy Under/ Automatic Type 2: Car/6-Cy Under/Automatic
Years>
0-20 MPH
0-30
0-40
0-50
0-60
Years>
20-0 MPH
30-0
40-0
50-0
60-0
<25 MPH
25-34
35-44
45-54
>55
Years>
Acceleration Mode
' 1974 '
59.60
61.50
63.10
64.90
66.80
Deceleration Mode
1 1974 '
50.50
56.10
60.10
63.20
65.80
Cruise Mode
59.80
62.40
66.40
69.50
72.00
Idle Mode
• 1974 '
' 46.00 '
Years>
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
<25 MPH
25-34
35-44
45-54
>550
Years> '
•
Acceleration Mode
1974 '
60.80
62.50
63.90
65.50
67.10
Deceleration Mode
1974 '
50.50
56.10
60.10
63.20
65.80
Cruise Mode
59.80
62.40
66.40
69.50
72.00
Idle Mode
1974 '
46.00 '
•levels at 50 feet from vehicle
-------
TABLE N-l (cont.)
Type 3: Car/6-Cyllnder/Manual
Type 4: Car and Light Truck/4-Cy Under/Automatic
Years>
0-20 MPH
0-30
0-40
0-50
0-60
Years>
20-0 MPH
30-0
40-0
. 50-0
60-0
<25 MPH
25-34
35-44
45-54
>55
Years>
Acceleration Mode
1 1974 '
60.30
62.50
64,00
65.60
67.20
Deceleration Mode
1 1974 '
50.50
56.10
60.10
63.20
65.80
Cruise Mode
59.80
62.40
66.40
69.50
72.00
Idle Mode
1 1974 • • • •
' 46.00 '
Years> '
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
<25 MPH
25-34
35-44
45-54
>550
Years> '
•
Acceleration Mode
1974 '
62.90
64.30
65.40
66.60
68.00
Deceleration Mode
1974 '
50.50
56.10
60.10
63.20 '
65.80 '
Cruise Mode
59.80
62.40
66.40
69.50
72.00
Idle Mode
1974 *
46.00 '
-------
TABLE N-i (cent.)
Type 5: Car and Light Truck/*.-Cylinder/Manual Type 6: light Truck/6-CyMnder
Years>
0-20 MPH
0-30
0-40
0-50
0-60
Years>
20-0 MPH
30-0
40-0
50-0
60-0
Years>
<25 MPH
25-34
35-44
45-54
>55
Years>
Acceleration Mode
, 1974 ....
62.60
64.60
65.90
67.30
68.70
Deceleration Mode
. 1974 ....
51.70
57.30
61.30
64.40
67.00
Cruise Mode
. 1974 ....
61.00
63.60
67.60
70.70
73.20
Idle Mode
. 1974 ....
• 46.00 '
Years> '
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
Years> '
<25 MPH
25-34
35-44
45-54
>550
Years> *
•
Acceleration Mode
1974 '
63.30
65.10
66.50
68.20
69.90
Deceleration Mode
1974 ' '
53.40 '
59.00
63.00 '
66.10 '
68.70
Cruise Mod"
1974 • • • •
62.70
65.30
69.30
72.40
74.90
Idle Mode
1974 '
46.00 '
-------
TABLE N-l (cont.)
Type 7: Car and Light Truck/Diesel
Type 8: Medium Trucks
1
1
1
1
• Years>
•
1 0-20 HPH
1 0-30
1 0-40
1 0-50
1 0-60
•
i
•
i
1 Years>
•
' 20-0 MPH
1 30-0
' 40-0
1 50-0
• 60-0
i
*
i
i
i
Years>
•
' <25 MPH
1 25-34
' 35-44
1 45-54
1 >55
i
i
i
•
i
1 Years>
•
•
Acceleration Mode
_____________________
i 1974 .11,
65.30
66.70
67.50
68.40
69.40
Deceleration Mode
. 1974 . . •
52.30
57.90
61.90
65.00
67.60
Cruise Mode
1 1974 •
61.60
64.20
68.20
71.30
73.80
Idle Mode
• 1974 .11.
' 46.00 '
Years> '
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
Years> '
<25 MPH
25-34
35-44
45-54
>55
Years> '
i
Acceleration
1974 ' 1978 '
75.10 75.10
75.60 75.60
76.20 76.20
76.80 76.80
77.70 77.70
Deceleration
1974 ' 1978 '
65.80 65.80
70.00 70.00
73.00 73.00
75.10 75.10
76.80 76.80
Cruise Modi
1974 1978
77.20 77.20
77.20 77.20
78.10 78.10
80.20 80.20
81.70 81.70
Idle Mod
1974 ' 1978 '
54.00 ' 54.00 '
Mode
1982 ' *
74.80
75.30
75.90
76.60
77.50
Mode
1982 ' '
65.50
69.80
72.70
74.90
76.70
e
1982 ' '
76.90
76.90
77.90
80.00
81.60
e
1982 ' '
54.00 '
-------
TABLE H-l (cont.)
Type 9: Heavy Trucks
Type 10: Intercity Buses
Years>
0-20 MPH
0-30
0-40
.0-50
0-60
Years>
20-0 MPH
30-0
40-0
50-0
60-0
Year$>
<25 MPH
25-34
35-44
45-54
>55
Years
Acceleration Mode
1 1974 ' 1978 ' 1982 ' '
82.70 78.90 75.90
82.80 79.10 76.30
83.00 79.60 77.10
83.40 80.40 78.40
84.00 81.50 80.10
Deceleration Mode
1 1974 ' 1978 ' 1982 ' '
73.90 70.20 67.50 '
77.30 73.90 71.40 '
79.60 76.50 74.40 *
81.40 78.60 77.00 *
82.70 80.40 79.10 '
Cruise Mode
1 1974 ' 1978 * 1982 ' '
83.60 79.80 77.00
83.40 80.00 77.70
84.20 81.50 79.90
85.70 83.70 82.60
86.80 85.60 85.00
Idle Mode
* 1974 ' 1978 ' 1982 '
• 63.00 ' 60.00 * 57.00 * *
Years>
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
Years> '
<25 MPH
25-34
35-44
45-54
>55
Years> '
•
Acceleration Mode
1 1974 ' 1981 ' 1985
81.60 77.80 74.80
82.00 78.30 75.30
82.30 78.60 75.80
82.60 79.00 76.50
82.80 79.60 77.40
Deceleration Mode
1974 § 1981 ' 1985
68.10 64.50 61.80
71.40 68.10 65.70
73.80 70.80 68.90
75.60 73.00 71.50
77.10 75.00 73.90
Cruise Mode
1974 ' 1981 •* 1985
76.00 72.40 69.60
76.00 73.00 71.00
78.40 75.90 74.50
80.20 78.30 77.40
81.70 80.50 80.00
Idle Mode
1974 ' 1981 ' 1985
62.00 ' 59.00 ' 56.00
1 1987 '
71.80
72.40
73.20
74.30
75.60
1 1987
59.30
63.80
67.40
70.50
73.20
1 1987 '
67.10
69.60
73.50
76.80
79.70
* 1987 '
1 53.00 '
-------
TABLE N-l (cent.)
Type 11: Transit Buses
Type 12: School Buses
Acceleration
Years>
0-20 MPH
0-30
0-40
0-50
0-60
' 1974
81.00
81.00
81.10
81.20
81.50
' 1981 '
81.00
81.00
81.10
81.20
81.50
Deceleration
Years>
20-0 MPH
30-0
40-0
50-0
60-0
' 1974
63.70
67.80
70.60
72.90
74.70
' 1981 '
63.70
67.80
70.60
72.90
74.70
Mode
1985
78.20
78.20
78.40
78.70
79.20
Mode
1985
61.30
65.60
68.90
71.50
73.70
* 1987 '
75.20
75.30
75.60
76.20
77.10
' 1987 '
58.90
63.80
67.50
70.50
73.10
Cruise Mode
Years>
<25 MPH
25-34
35-44
45-54
>55
' 1974
73.00
73.00
75.80
78.10
79.90
1 1981 *
73.00
73.00
75.80
78.10
79.90
1985
70.40
71.10
74.50
77.30
79.60
' 1987 '
67.80
69.60
73.60
76.80
79.50
Idle Mode
Years>
1 1974
' 58.00
1 1981 '
' 58.00 '
1985
55.00
' 1982 '
* 52.00 '
Acceleration
Years> '
0-20 MPH
0-30
0-40
0-50
0-60
1974
77.60
78.10
78.40
78.90
79.40
' 1981 '
77.60
78.10
78.40
78.90
79.40
Deceleration
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
1974
63.70
67.80
70.60
72.90
74.70
1 1981 '
63.70
67.80
70.60
72.90
74.70
Mode
1985
74.80
75.30
75.80
76.50
77.40
Mode
1985
61.30
65.60
68.90
71.50
73.70
1 1987 '
71.80
72.40
73.20
74.30
75.60
1 1987 *
58.90
63.80
67.80
70.50
73.10
Cruise Mode
Years> '
<25 MPH
25-34
35-44
45-54
>55
1974
73.00
73.00
75.80
78.10
79.90
' 1981 '
73.00
73.00
75.80
78.10
79.90
1985
70.40
71.10
74.50
77.30
79.60
' 1987 '
67.80
69.60
73.60
76.80
79.50
Idle Mode
Years> '
•
1974
58.00
' 1981 *
1 58.00 '
1985
55.00
' 1987 '
1 52.00 '
-------
TABLE N-l (cont.)
Type 13: Unmodified Motorcycles
Type 14: Modified Motorcycles
1
1
1
' Years>
* 0-20 MPH
* 0-30
' 0-40
• 0-50
' 0-60
;
' Years>
* 20-0 MPH
* 30-0
1 40-0
* 50-0
* 60-0
I
1 <25 MPH
1 25-34
* 35-44
* 45-54
' >55
0
a
0
* Years>
*
*
Acceleration Mode
. 1974 *
72.3
73.9
74.4
74.7
74.9
Deceleration Mode
' 1974 '
61.50
65.90
69.00
71.40
73.40
Cruise Mode
66.90 °
71.30 •
74.40 '
76.90 '
78.90 *
Idle Mode
* 1974 '
' 58.00 «
Years> '
0-20 MPH
0-30
0-40
0-50
0-60
Years> '
20-0 MPH
30-0
40-0
50-0
60-0
<25 MPH
25-34
35-44
45-54
>55
Years> '
Acceleration Mode
1974 '
87.50
89.10
89.60
89.90
90.10
Deceleration Mode
1974 ' ' *
75.70
80.10
83.20
85.60
87.60
Cruise Mode
81.10
85.40
88.60
91.10
93.10
Idle Mode
1974 '
72.00 * * *
*
i e
t
*
t
*
i t
*
I
V
;
*
t
• *
*
-------
TABLE N-2
NOISE LEVELS FOR STREET MOTORCYCLES UNDER
REGULATORY ALTERNATIVES
ACCELERATION MODE
REGULATORY
LEVELS
(A-We1ghted)
Speed Range
0-20 MPH
0-30
0-40
0-50
0-60
REGULATORY
LEVELS
(A-We1ghted)
Speed Range
20-0 MPH
30-0
40-0
50-0
60-0
REGULATORY
LEVELS
(A-We1ghted)
Speed Range
<25 MPH
25-34
35-44
45-54
>55
REGULATORY
LEVELS
(A-We1ghted)
BASELINE
72.30
73.90
74.40
74.70
74.90
83 dB
71.50
73.10
73.60
73.90
74.10
80 dB
68.50
70.10
70.60
70.90
71.10
78 dB
66.50
68.10
68.60
68.90
69.10
75 dB
63.50
65.10
65.60
65.90
66.10
65 dB
53.10
55.10
55.60
55.90
56.10
DECELERATION MODE
BASELINE
61.50
65.90
69.00
71.40
73.40
BASELINE
66.90
71.30
74.40
76.90
78.90
BASELINE
58.90
83 dB
60.70
65.10
68.20
70.60
72.60
CRUISE MODE
83 dB
66.10
70.50
73.60
76 10
78.10
IDLE MODE
83 dB
58.30
80 dB
57.70
62.10
65.20
67.60
69.60
80 dB
63.10
67.50
70.60
73.10
75.10
80 dB
55.30
78 dB
55.70
60.10
63.20
65.60
67.60
78 dB
61.10
65.50
68.60
71.10
73.10
78 dB
53.30
75 dB
52.70
57.10
60.20
62.60
64.60
75 dB
58.10
62.50
65.60
68.10
70.10
75 dB
50.30
65 dB
42.70
47.10
50.20
52.60
54.60
65 dB
48.10
52.50
55.60
58.10
60.10
65 dB
40.30
N-10
-------
The sales rate and the vehicle depletion rate are discussed further 1n
the following subsection.
In addition to noise emission levels, the model considers the fraction
of time each vehicle spends in each of the four operating modes. These mode
fractions also depend upon the roadway type, as shown In equation N-3.
^->on1y 10 *-+ 4
Fraction of
time 1n mode =f(vehicle type, operating mode, (N-3)
roadway type)
L
only 2
The functional relationship in equation N-3 yields 80 values. These
values are contained in 14 tables, one of which 1s Included here as Table
N-3. Specifically, Table N-3 documents the mode fractions for both modified
and unmodified motorcycles. The remainder of the tables are contained 1n
Reference 31. This Information contained 1n all 14 tables was extrapolated
from References 33 and 34.
It should be noted that the mode fraction does not vary for all 14
vehicle types. Similarly, as shown 1n Table N-3, 1t does not vary for all of
the roadway types, but regroups all roadways Into two groups for this purpose
(roadways 1, 2, and 3 and roadways 4, 5 and 6).
Details of Roadway (Figures 5-12 and 5-13, Key ©)
The model contains 6 roadway types, as listed 1n Table 5-6. For each of
these roadway types, the model contains six specific pieces of data:
o Fraction of mileage at each speed range
o Average daily traffic
o Traffic mix
o Lane width
o Number of lanes
o Clear-zone width
In actual fact, each roadway has a wide range of speeds associated with
It. Although vehicle speeds vary on each roadway fro* moment to moment, the
program considers only the average speed for any given segment of roadway. In
other words, within each population area the program distributes all the
mileage of a given type of roadway Into the five speed groups, based upon that
mileage's average speed. The result 1s the fraction of roadway mileage in
each of the five speed groups for each population area.
These fractions of mileage contain only those miles that pass through
occupied land areas. Other mileage 1s excluded before distribution Into
speed groups. This mileage exclusion was computed using Figure A.2.2 of
Reference 31.
N-ll
-------
TABLE N-3 Mode Fraction (Percent of Time) In Operating Mode: Motorcycles
ro
Roadway
Type
1
2
3
4
5
6
Acceleration
M=l
4.70
4.70
4.70
15.40
15.40
15.40
OPERATING MODE
Deceleration
M*2
5.36
5.36
5.36
16.00
16.00
16.00
Cruise
M=3
88.88
88.88
88.88
55.10
55.10
55.10
Idle
M=4
1.06
1.06
1.06
13.50
13.50
13.50
Total
100.00
100.00
100.00
100.00
100.00
100.00
Roadway Type 1 - Interstate Highway
Roadway Type 2 s Freeways and Expressways
Roadway Type 3 = Major Arterlals
Roadway Type 4 = Minor Arterlals
Roadway Type 5 = Collectors
Roadway Type 6 = Local Roads and Streets
-------
Next, the program multiplies these mileage fractions by the total
mileages, to obtain the number of miles of that roadway type 1n the given
spe'ed group on a national basis.
r
Number of miles 1n
a given speed group = f(speed" group, roadway type, (N-4)
population, population density)
U. L
This allocation of roadway mileage by speed group 1s also a function of
the two population groups shown 1n equation N-4. These population groups are
discussed further below.
In all, this functional relationship yields 216 values for each speed
group, for a total of 1080 values. The complete set of values 1s contained
in a set of 20 tables (Reference 31, Table A.3.2), two of which are Included
here In Table N-4.
A partial summary of these 20 tables appear 1n Table N-5. In this table,
the total roadway mileage through occupied land Is split by population and
roadway type. Information concerning speed grouping and grouping by popula-
tion density 1s not presented 1n Table N-5, although Included 1n the 20
tables.
Next, the program contains average dally traffic for each of the roadway
types.
r . r.
Average dally
traffic = f (roadway type, place population, (N-5)
year)
v—>• base year + 8 selected years
For the baseline year, this functional relationship yields 54 values
(Reference 35). These are presented 1n Table N-6.
Each of these traffic values 1s then further divided by vehicle type.
The resulting traffic mixes are presented In Table N-7 (References 47, 49 and
52).
f+- only 8 ,-*- 6
1974 Traffic mix • f(vehicle type, roadway type, (N-6)
population)
only 4
N-13
-------
TABLE N-4
ROADWAY MILEAGE DATA
AVERAGE TRAVEL SPEED 20 MPH
1
2
3
4
5
6
7
8
9
0
0
0
0
0
0
0
0
0
ID
HIGH POPULATION DENSITY AREAS
3
7
1
3
5
5
1
3
0
All K
16
21
4
17
24
29
6
27
0
41
71
11
45
58
67
14
59
8698
37
71
12
42
61
69
15
63
6159
94
172
31
119
149
171
33
140
215859
191
342
59
226
297
341
69
292
230716
ALL J>
28
J " 1
2
3
4
5
6
7
8
9
6
1
1
7
2
1
1
1
0
144 9064
ID - 2
6529
216768
232533
MEDIUM TO HIGH POPULATION DENSITY AREAS
78
19
6
69
23
18
10
16
0
438
59
31
360
110
99
97
154
0
1085
201
84
963
273
229
210
336
0
989
203
95
886
283
233
228
364
0
2494
491
242
2514
699
579
504
804
0
All K
5090
974
459
4799
1390
1159
1050
1675
0
20
239
1348
ALL J>
J 1 Population over 2 million (M)
J 2 1 M to 2 M
J 3 500K to 1 M
J 4 200K to 500K
J 5 100K to 200K
J 6 50K to 100K
J 7 25K to 50K
J 8 5K to 25K
J 9 Rural
3381
3281
K 1
K 2
K 3
K 4
K 5
K 6
8327
16596
Interstate Highways
Freeways and Expressways
Major Arterials
Minor Arterials
Collectors
Local Roads and Streets
N-14
-------
TMLl H-5 OUtHbutton of Road tWug,«f Average Daily Traffic INW and Da1\y
We* Traced UMKtt by Nace ttie M and Roadway Type
I
H—
in
*
>2M *
«
1M *
to *
2M 4
500K 4
to 4
1M *
200K *
to *
500K 4
100K *
to 4
200K *
50K *
to 4
100K 4
25K 4
to 4
50K 4
5K 4
to 4
25K 4
•
Rural4
4
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
DVMT
Miles
ADT
OVMT
Miles
ADT
DVMT
*
*
* *
* INTERSTATE 4
1,998 4
74,866 4
* 149,582,268 4
1,869 4
60,228 4
4 112,566,132 4
1,477 4
4 46,997 4
4 69,414,569 4
1,743 4
40,367 4
4 70,359,681 4
854 4
32,190 4
4 27,490,260 4
512 4
21,913 4
4 11,219,456 4
397 4
4 23,251 4
4 9,230.647 4
4 899 4
18,206 4
4 16,367.144 4
4 31,744 4
4 13,700 4
4 434.892,800 4 3
OTHER E4WAY 4
4 EXP4WAY 4
1,749 4
66,470 4
116,256,030 4
1,527 4
32,548 4
49,700,796 4
739 4
34,036 4
25,152,604 4
1,076 4
28,812 4
31.001,712 4
803 4
22,984 4
18,456,152 4
600 4
19,971 4
11.982.600 4
447 4
16,875 4
7,543,125 4
1,099 4
13,244 4
13.343,016 4
85,716 4
4,623 4
96.265,068 4 2
ROADWAY '
MAJOR 4
ARTERIALS 4
9,861 4
18,768 4
185,071,248 4
5,156 4
17,397 4
89,698,932 4
4,034 4
16,359 4
65,992,206 4
5,566 4
16,029 4
89,217,414 4
3,851 4
14,984 4
57,352,943 4
3,335 4
12,376 4
41,273,960 4
4,282 4
11,384 4
48,746,298 4
9,652 4
8,922 4
86,115,144 4
155,547 4
2,523 4
192,445,081 4 2
FYPE
MINOR
ARTERIALS
14,103
9,315
131,369,445
10,219
6,898
70,490,662
6,320
8,045
50,844,400
8,569
8,470
75,579,430
5,502
7,301
40,170,102
4,445
6,057
26,923,365
5,377
5,430
29,197,110
12,124
4,255
61,587,620
435,517
899
187, 174,613
*
4 COLLECTORS
4 12,854
3,783
4 48,626,682
10,308
4 3,496
4 36,036,768
7,190
3,760
4 27,034,400
7,897
3,812
4 30,103,364
5,714
4 3,287
4 18,781,918
4,534
2,917
4 13,225,678
4 5,828
2,484
4 14,476,752
13,130
4 1,946
4 25.550,980
307,917
370
4 113,929,290
.1
4 LOCAL
84,247
1,129
4 95,114,863
64.678
4 656
4 42,428,768
47,466
672
4 31,897,152
4 58,252
839
4 48,873,428
36,697
4 649
4 23,816,353
4 29,284
645
4 18,888,180
4 33,454
631
4 21,109,479
4 75,431
495
4 37,338,345
4 1,942,733
98
4 190,387.834
Note: ADT-OVMT/M1les 1s the derived Quality.
-------
TABLE M-6
Average Dally Traffic (ADT)
By Roadway Type (K) and Place Size (J)
Baseline Year 1974
J-l
2
3
4
5
6
7
8
9
J 1
J 2
J 3
J 4
J 5
J 6
J 7
J 6
J 9
K - 1
74866
60228
46997
40367
32190
21913
23251
18206
13700
2
66470
32548
34036
28812
22984
19971
16876
13224
4623
Population over 2
1 M to 2 M
500K to 1 M
200* to 500K
100K to 200K
50K to 100K
25K to 50K
5K to 25K
Rural
3
18768
17397
16359
16029
14984
12376
11384
8922
2523
million (M)
4
9315
6898
8045
8470
7301
6057
5430
4255
889
K
K
K
K
K
K
5
3783
3496
3760
3812
3287
2917
2484
1946
6
1129
656
672
839
649
645
631
495
370 98
1 * Interstate Highways
2 * Freeways and Expressways
3 » Major Arterial s
4 » Minor Arte rials
5 « Collectors
6 * Local Roads and Streets
N-16
-------
TABLE N-7
Percentage Vehicle Mix 1n Traffic Flow by Place Size
and Functional Roadway Classification Baseline Conditions
URBAN PLACES SIZES: Over 2M; 1M-2M; 500K-1M
VEHICLE TYPE
Light Vehicles
Medium Trucks
Heavy Trucks
Intercity Buses
Transit Buses
School Buses
Unmodified
Motorcycles
Modified
Motorcycles
ROADWAY TYPE (INDEX K)
87.62
2.11
9.17
0.03
0.08
0.00
0.88
0.12
87.62
2.11
9.17
0.03
0.08
0.00
0.88
0.12
100.00 100.00
URBAN PLACES SIZES
VEHICLE TYPE
Light Vehicles
Medium Trucks
Heavy Trucks
Intercity Buses
Transit Buses
School Buses
Unmodified
Motorcycles
Modified
Motorcycles
NOTE: Some columns
K 1 « Interstate
K 2 " Freeways an
K 3 • Major Arter
1
87.64
2.11
9.17
0.04
0.04
0.00
0.88
0.12
ROADWAY
2
87.64
2.11
9.17
0.04
0.04
0.00
0.88
0.12
91.82
3.05
4.03
0.03
0.08
0.00
0.88
0.12
100.00
: Over 200*
TYPE (INDEX
3
91.84
3.05
4.03
0.04
0.04
0.00
0.88
0.12
90.52
4.31
3.11
0.00
0.54
0.02
1.32
0.18
100.00
C-500K; 101
K)
4
90.71
4.31
3.11
0.04
0.30
0.08
1.32
0.18
90. bl
3.61
3.82
0.00
0.54
0.02
1.32
0.18
100.00
3K-200K; 50K-
5
90.70
3.61
3.82
0.04
0.30
0.08
1.32
0.18
I 00. 00 100.00 100.00 100.00 100.00
do not add up to exactly 100 because of rounding
Highways K 4 • Minor Arterial s
id Expressways K 5 • Collectors
lals K 6 - Local Roads and st
95.76
1.16
0.99
0.00
0.54
0.02
1.32
0.18
100.00
100K
6
95.98
1.16
0.99
0.04
0.30
0.08
1.32
0.18
100.00
:reets
N-17
-------
VEHICLE TYPE
TABLE N-7 (cont.)
Percentage Vehicle Mix 1n Traffic Flow
by Place Size and Functional Roadway
URBAN PLACES SIZES: 25K-50K; 5K-25K
ROADWAY TYPE (INDEX K)
Light Vehicles
Medium Trucks
Heavy Trucks
Intercity Buses
Transit Buses
School Buses
Unmodified
Motorcycles
Modified
Motorcycles
Light Vehicles
Medium Trucks
Heavy Trucks
Intercity Buses
Transit Buses
School Buses
Unmodified
Motorcycles
Modified
Motorcycles
1
87.67
2.11
9.17
0.03
0.05
0.00
0.88
0.12
100.00
1
79.67
2.74
16.16
0.24
0.00
0.19
0.88
0.12
2
87.67
2.11
9.17
0.03
0.05
0.00
0.88
0.12
3
91.67
3.05
4.03
0.03
0.05
0.00
0.88
0.12
100.00 100. 00
RURAL AREAS
ROADWAY TYPE (INDEX
2
79.67
2.74
16.16
0.24
0.00
0.19
0.88
0.12
3
85.78
3.80
8.99
0.24
0.00
0.19
0.88
0.12
4
90.34
4.31
3.11
0.00
0.21
0.52
1.32
0.18
100.00
K)
4
88.27
4.39
5.14
0.00
0.00
0.70
1.32
0.18
5
90.33
3.61
3.82
0.00
0.21
0.52
1.32
0.18
100.00
5
93.33
0.56
3.91
0.00
0.00
0.70
1.32
0.18
6
95.61
1.16
0.99
0.00
0.21
0.52
1.32
0.18
100.00
6
96.74
0.41
0.65
0.00
0.00
0.70
1.32
0.18
100.00
NOTE: Some columns do not add up to exactly 100 because of rounding
N-18
100.00
-------
These data are sufficient to define vehicle mix for the baseline year
1974. To predict future-year traffic mixes, however, a breakdown of vehicles
by their year of production is carried out. This breakdown resides within
the computer program, and appears here as Tables N-8 and N-9 (see Figure
A-4.2 of Reference 31, derived from References 47 and 48). Table N-8 pro-
vides vehicle information in six vehicle groups, while Table N-9 further
subdivides these groups into the total of 14 as Illustrated in equation
N-7.
s*» 14 ;* 17
1974 vehicle mix = f(veh1cle type, model year) (N-7)
The average daily traffic 1s also derived for future years. First we
account for new vehicles sold each year that Increase the average dally
traffic.
x^-only 4 >-40
Vehicle sales = f(veh1cle type, year) (N-8)
This functional relationship illustrated by equation N-8 represents
growth factors relative to sales 1n 1974 (see Figure A-4.2 of Reference 31 for
growth factors of vehicles other than buses, derived from References 47 and
48).
The projected number of motorcycle sales used 1n this regulatory health
and welfare analysis are discussed in Section 8 of the main text.
For future years, the average dally traffic 1s also depleted as shown by
equation N-9 by those vehicles that retire from service (References 47 and
48).
ronly 2 ^-20
I
vehicles retiring » f(veh1cle type, vehicle age) (N-9)
Examples of this depletion rate are contained In Appendix G of Reference 31.
Table N-10 presents vehicle population by type for each year. This table
takes into account vehicle sales and depletion rates.
In summary, average dally traffic flow plus vehicle mix starts at the
1974 values (baseline) for each roadway (equations N-5, N-6, and N-7). Daily
traffic flow grows according to new-vehicle sales (equation N-8), and 1s
depleted by the number of vehicles retiring (equation N-9). As the traffic
changes in this manner, all new-vehicle sales consist of noise-regulated
vehicles — where such vehicles have been specified (equation N-l).
N-19
-------
TABLE N-8
Baseline Year (1974) Vehicle Population
by Model Year and Vehicle Category
Model
Year
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
Light
Vehicles
13,959,524
14,599,524
13,145,920
11,107,210
11,003,084
11,161,141
10,274,987
8,581,706
8,461,220
7,397,576
5,151,096
3,658,626
2,348,827
1,167,288
883,563
506,559
2,100,082*
Intercity
Trucks Buses
447,576 1,479
457,770 2,246
387,705 1,886
281,879 1,084
274,759 13,905*
291,911
229,451
211,166
211,814
185,276
152,266
121,684
97,573
69 ,094
70,227
59,871
370,391*
Transit School
Buses Buses Motorcycles
12,571 58,226 983,000
6,706 47,511 1,120,000
4,819 38,378 928,000
3,319 28,263 802,000
42,057* 184,460* 541,000
290,000
155,000
72,000
36 ,000
22 ,000
11,009
4,000
2,000*
-
-
-
-
*Population Includes all vehicles in this model year and older.
N-20
-------
TABLE N-9
Distribution of Vehicle Population by Vehicle Type
for Model Years 1974 and Earlier
Vehicle* Fraction of Vehicle Category Population
Type 1 0.4673
Type 2 0.1420
Type 3 0.0167
Type 4 0.0168
Type 5 0.1603
Type 6 0.1514
Type 7 0.0005
Total 1.0000
Type 8 0.6146
Type 9 0.3854
Total 1.0000
Type 10 1.0000
Type 11 1.0000
Type 12 1.0000
Type 13 0.8800
Type 14 0.1200
Total 1.0000
* See Table N-l
N-21
-------
TABLE N-10
VEHICLE POPULATION BY TYPE
1 TYPE ' 1
*
' Cylinders' 8
1 1
' Engine ' Gas
I I
1 Trans- ' Auto-
1 mission ' ma tic
i *
•VEH, Typc>* PC
1
== • UNIT ;
*> ' Year '
I I
1974 ' 58.68
1 1
1981 ' 61.49
1 1
1984 ' 51.70
1 1
1 1986 ' 41.87
I 1
1 1988 ' 32.73
* t
1990 ' 25.16
t I
1 1995 ' 15.84
I »
2000 ' 15.79
1 1
1 2010 ' 19.21
, 2 ,
1 6 '
( I
' Gas '
1 1
1 Auto- '
1 matlc '
I |
1 PC '
3
648
Gas
Man-
ual
PC
4
4
1
' Gas
1
1 Auto-
1 matic
i
1 PC8LT
1 5
1 4
I
' Gas
i
' Man-
' ual
t
1 PCM.T
6
1 648 '
1 i
' Gas '
i i
i i
i t
' LT TRK1
7
Diesel
PC8LT
1 8
t
1
1
1
1
'MED TRK
MILLIONS
1 1
1 1
1 17.83 '
1 1
1 21.84 '
I i
1 Z4.97 '
1 I
1 27.51 '
1 i
1 30.04 '
1 1
1 32.48 '
I i
' 37.58 '
1 I
1 41.73 '
i i
1 50.84 '
2.10
2.77
3.26
3.63
3.99
4.32
5.01
5.56
6.78
1
1
' 7.76
1
1 12.61
I
1 19.55
1 25.65
i
1 31.54
1
' 36.85
1 46.20
I
1 51.79
I
1 63.10
I
I
1 20.13
t
1 22.82
1
1 24.09
1 25.07
I
1 26.17
1
; 27.39
1 30.56
I
1 33.76
1
' 41.15
1 i
1 1
1 19.01 '
1 |
1 26.84 '
I I
1 28.08 '
1 27.76 '
1 I
1 27.16 '
1 I
1 26.58 '
1 1
1 26.86 '
1 I
1 29.28 '
1 i
1 35.67 '
0.06
4.23
12.04
19.09
25.84
31.86
41.96
47.28
57.62
1
1 2.41
1 2.94
1
1 3.24
t
1 3.41
1
' 3.56
1
1 3.71
1
1 4.09
t
1 4.52
1
1 5.51
1 9 '
I i
1 1
1 I
1 t
t I
1 i
'HVY TRK1
1
I
1 1
1 1.51 '
1 1
'( 1.85 '
1 2.03 '
* 1
1 2.14 '
1 1
1 2.23 '
I I
1 2.32 '
' 2.57 '
I |
1 2.83 '
1 1
1 3.45 '
10 '
(
1
1
I
11
1C BUS' TR BUS
THOUSANDS
(
0.21 '
0.17 '
I
0.20 '
1
0.22 '
1
0.23 '
1
0.24 '
0.27 '
1
0.30 '
0.36 '
X 0.
0.69
0.97
1.16
1.28
1.36
1.42
1.54
1.64
1.85
1 12 '
I I
1 1
t 1
1 i
1 I
'SCH BUS1
01 ;
1 1
1 3.57 '
1 5.22 '
1 6.07 '
1 6.41 '
1 1
' 6.61 '
1 I
1 6.74 '
t i
1 7.01 '
1 I
' 7.28 '
1 7.82 '
13
UM MTCY
4.37
5.02
6.29
7.32
8.23
8.94
10.33
11.47
12.16
14 ' ALL TYPES
t 1
1 I
1 1
I 1
1 1
'MD MTCY'
MILLIONS
1 1
' 0.60 '
I 1
1 0.68 '
I 1
'. 0.86 '
1 1
' 1.00 '
1 1
1 1.12 '
1 I
1 1.22 '
1 1.41 '
t 1
' 1.56 '
1 1
' 1.66 '
134.90
163.72
176.86
185.23
193.45
201.68
223.28
246.52
298.14
-------
For the Single Event Response part of the model, the average daily
traffic flow and vehicle mix is used in the same manner as above. However,
the noise impact from only one vehicle type at a time is computed.
The basic roadway configuration appears in Figure N-l. A roadway is
shown to the left, with the adjacent land extending to the right.
Each roadway type consists of a definite number of travel lanes, of
definite width, then a clear zone of definite width, and then occupied
land.
x»only 2
Lane width = f(roadway type) (N-10)
r
only 2
Number of
travel lanes = f(roadway type) (N-ll)
r r
Clear-zone width - f(roadway type, population size, (N-12)
population density)
Lane widths are 15 feet for interstate roadways and 12 feet for a
other roadways. The number of travel lanes 1s two for all local roadways ai
four for all other roadways. The clear-zone widths are more complicate
functions, as indicated in equation N-12. The clear-zone widths used in th
model appear in Table N-ll. The definition of the clear-zone distance is
based upon the best information currently available (References 35, 37, 50).
Clear-zones consist of the area between the roadway pavement and the
adjacent, occupied land. These clear-zones include parking lanes, and
sidewalks. In all but the rural population group, clear-zones also include
front yards of residences -- but only along arterials, collectors, and
local roadways. For interstates and freeways, clear-zones include the
right-of-way adjacent to the roadway pavement.
Details of Propagation (Figures 5-12 and 5-13, Key
Propagation of motorcycle noise from the roadway into the adjacent
occupied land is influenced, in part, by:
N-23
-------
FIGURE N-l
NOISE TRAFFIC NOISE EXPOSURE OF LAND AREA
SOUND LEVEL AT EDGE OF CLEAR ZONE
SOUND LEVEL ATTENUATION
WITH DISTANCE
DISTANCE FROM ROADWAY
NOTE: LAND AREA AND POPULATION IS UNIFORM.Y DISTRIBUTED ON BOTH SIDES OF ROADWAY
-------
TABLE N-ll
CLEAR ZONE DISTANCES (IN FEET) BY ROADWAY TYPE (K).
POPULATION DENSITY CATEGORY (ID). AND POPULATION PLACE SIZE (J)*
Population Place Size, Index J
K ' ID '
1 ' ALL '
2 ' ALL '
3 ' 1 '
1 2 '
1 3 '
1 4 '
4 ' 1 '
' 2 '
• 3 '
1 4 '
5 ' 1 '
, 2 ,
1 3 '
1 4 '
6 ' 1 •
• 2 •
1 3 '
1 4 '
1
50.
30.
10.
15.
20.
30.
10.
15.
20.
30.
5.
10.
15.
20.
5.
10.
15.
20.
2
50.
30.
10.
15.
20.
30.
10.
15.
20.
30.
5.
10.
15.
20.
5.
10.
15.
20.
3
50.
30.
10.
15.
20.
30.
10.
15.
20.
30.
5.
10.
15.
20.
5.
10.
15.
20.
4
50.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
5
50.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
6
50.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
7
50.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
8
50.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
9
50.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
40.
Index K denotes highway type; Index ID denotes population density category*
*See Table 5-6 for roadway type, population place size and population
density groups
N-25
-------
o Distance
o Ground effects
o Shielding
For persons close by a roadway, the roadway appears relatively straight.
The roadway also appears "infinitely long" to nearby persons. Both these
approximations are made for all roadway propagation calculations in the
model. Therefore, the only geometric quantity of concern is the perpendi-
cular distance between the person and the roadway.
The model utilizes a random process to determine the perpendicular
distances between all roadways and all persons. In essence, the model distri-
butes people randomly over a well-defined land area (lying wholly outside the
clear-zones for each roadway), and then the distribution of perpendicular
distances is calculated. The details of this distance calculation are
presented in the following subsection.
Once the distance between any person and roadway is determined, then the
noise propagation can be measured in terms of this distance, the attenuation
characteristics of the intervening ground (the clear-zone), and the shielding
provided by intervening buildings.
To determine ground attenuation the model assumes a noise divergence of
3 dB per distance doubling from the roadway (line sources), and 6 dB per
distance doubling for individual vehicles as they pass by. In addition, the
model assumes an excess ground attenuation of 1.5 dB per distance doubling
over absorptive clear-zones.
x->only 2 /-tonly 2
Ground attenuation = f(roadway type, population groups) (N-13)
Such excess attenuation is assumed for:
o Interstate roadways plus freeways and expressways for place popula-
tion groups over 25,000 people
o Major and minor arterial s plus collectors and local roadways, for
place populations over 500,000 people
Average shielding due to intervening buildings is assumed to depend only
the width of the clear-zone, and the population density as illustrated in
equation N-14.
Building shielding = f(clear-zone width, (N-14)
population density)
N-26
-------
The building shielding and ground attenuation factors are combined with
the 3 dB or 6 dB per distance doubling. The resulting propagation curves are
provided in Figures N-2 and N-3. Figure N-2 applies to roadway line sources
(where the source 1s made up of a stream of vehicles), and is used 1n the
General Adverse Response part of the model. Figure N-3 1s for Individual
vehicle point sources, and 1s used 1n the Single Event Response part of the
model. Attenuation values extracted from these curves are used by the
computer to calculate the propagation of the noise Into occupied land, start-
Ing at the edge of the clear-zone. (See References 7, 31 and 51 for more
detailed discussions of the propagation rates used.)
The Single Event part of the model accounts for building attenuation so
that Indoor noise can be predicted. To estimate Indoor noise levels from
outside noise sources, the sound attenuation offered by building walls and
windows 1s calculated. Although dwelling walls effectively attenuate sound,
windows generally provide poorer sound Insulation from exterior noise. When
windows are open the difference between Indoor and outdoor noise varies from 8
to 25 dB; with windows closed, the attenuation varies from 19 to 34 dB, and
with double-glazed windows, noise may be reduced as much as 45 dB. Average
differences between values for open window and closed window conditions are 15
dB and 25 dB respectively (Reference 53).
The analysis assumes an attenuation value of 15 dB for the suburban
single-family detached and the suburban duplex dwelling areas (assuming window
open conditions), and a value of 20 dB for other dwellings to account for the
attenuation of outdoor noise by the exterior shell of the house (assuming a
mixture of windows open and closed). These attenuation values represent an
average between summer and winter, and new construction and old construction.
r r
Building noise
Isolation = f(populat1on, population density) (N-15)
The building noise Insulation values used in the computer analysis are
presented In Table N-12.
Details of Receivers (Figures 5-12 and 5-13, Key ©)
First, each person 1n the United States 1s assigned to one of the 33
pop/density "cells" of Table 5-6. These cells are defined by (1) the total
population in the city/town/area where that person lives, and (2) the popula-
tion density 1n his neighborhood within Ms city/town/area. These assignments
to pop/density cells reside within the computer program, and appear here in
Table N-13. The land areas of each of these pop/density cells also appear in
the table. The model distributes the 1974 U.S. population of 216.7 million
people over 3.549 million square miles.
N-27
-------
o
N
CC
LU
O
UL
O
LU
O
Q
oo
T3
Ol
10
15
20
25
30
50 FT. CLEAR ZONE
. 40 FT. CLEAR ZONE
30 FT. CLEAR ZONE
HIGH POPULATION DENSITY
'AREAS
POPULATION DENSITY OVER
13,000 PEOPLE PER SQUARE MILE
I I I
LJJ
z
o
N
LU
_l
O
LL
O
UJ
O
Q
UJ
00
•o
g
(-
D
Z
LU
<
10
15
20 -
25 -
20 50 100 200 500- 1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
30.
I
.50 FT. CLEAR
-40 FT. CLEAR ZONE.
30 FT. CLEAR ZONE
MEDIUM POPULATION DENSITY
AREAS
POPULATION DENSITIES
BETWEEN 6,500 AND 13,000
PEOPLE PER SQUARE MILE
I I I
20 50 100 200 500 1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
LU
Z
o
N
LU
_J
O
u.
o
LU
§
UJ 75 _
10
03
•o
Z
O
- 20 —
LU
25 —
80 FT. CLEAR ZONE
30 FT. CLEAR ZONE
40 FT. CLEAR ZONE
50 FT. CLEAR ZONE
LOW POPULATION DENSITY AREAS
POPULATION DENSITY LESS THAN
3000 PEOPLE PER SQUARE MILE
I I I
20 50 100 200 500 1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
FIGURE N-2 SOUND LEVEL ATTENUATION CURVES: LINE SOURCE
N-28
-------
- 0
ui
z
o
N
Ol
_J
o
o. 10
O
01
O
2 15
ai
CQ
•O
Z
g
§
z
01
20
25
30
50 FT. CLEAR ZONE
40 FT. CLEAR ZONE
30 FT. CLEAR ZONE
HIGH POPULATION
.DENSITY AREAS
POPULATION DENSITY
OVER 13,000 PEOPLE
PER SQUARE MILE
I I
20
50
100
200
500 1000
- 0
01
O
N
01
o
o.
O
ui
O
Ol
ffi
z"
o
I-
z
01
<
10
15
20
25
30
I I I
•50 FT. CLEAR ZONE
.40 FT. CLEAR ZONE
.30 FT. CLEAR ZONE
.MEDIUM POPULATION DENSITY
AREAS POPULATION DENSITIES
BETWEEN 6,500 AND 13,000
PEOPLE PER SQUARE MILE
i I L_
20
50
100
200
500 1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
DISTANCE FROM EDGE OF PAVEMENT, FEET
- 0
01
z
o
N
tr
<
01
_i
o
5 10
01
o
o
O!
z
o
§
01
5 -
15
I 20
25
< 30
I I
80 FT. CLEAR ZONE
30 FT. CLEAR ZONE
_40 FT. CLEAR ZONE
50,FT. CLEAR ZON
LOW POPULATION DENSITY AREAS
POPULATION DENSITY LESS THAN
3000 PEOPLE PER SQUARE MILE
20 50 100 200 500 1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
FIGURE N-3 SOUND LEVEL ATTENUATION CURVES: POINT SOURCE
N-29
-------
TABLE N-12
Building Exterior Noise Reduction (in decibels)
by Place Size (Index J) and Population Density Area (Index ID)
Population
Density
Area
Index, ID
1 High Density
2 Medium to
High Density
3 Medium to
Low Density
4 Low Density
•
•
1
1 Over
1 2M
i
1 20.0
i
1 20.0
i
1 20.0
i
' 20.0
i
2
1 1M
1 2M
1 20.0
i
1 20.0
i
i
1 15.0
i
1 15.0
•
i
i
i
3
1 500K
1 1M
•
1 20.0
i
' 20.0
i
i
' 15.0
i
i
' 15.0
i
i
• i i i
1 Population Place Size, Index J
4 ' 5 ' 6 ' 7
1 200K
' 500K
i
1 20.0
I
1 15.0
i
i
1 15.0
' 15.0
i
i
100K
200K.
20.0
15.0
15.0
15.0
50K
100K
20.0
15.0
15.0
15.0
25K
50K
20.0
20.0
15.0
15.0
i
i
1 8
1 5K
1 25K
1 20.0
i
' 20.0
i
' 15.0
i
i
1 15.0
i
i
i
i
1 9
1 Rural
' Areas
i
1 20.0
i
1 15.0
i
t
1 15.0
i
1 15.0
i
i
i
i
T
i
I
i
I
i
i
I
I
I
I
I
I
CO
o
-------
TABLE N-13
DISTRIBUTION OF POPULATION AND LAND AREA BY PLACE SIZE
(INDEX J) AND POPULATION DENSITY CATEGORY (INDEX ID)
£
£ 2
| x
= •8 3
o c ••
<->
£ 4
Parameter
Population
Area
P*
Population
Area
(J
Population
Area
P*
Population
Area
P*
1
1
1
5.61
1 134.2
1 64,711
1 22.28
3576
1 12.638
1
' 21.59
8358
1 6.107
1
0.0
' 0.0
1
2
I
IN
-2N
1
2.10
1 272
1 13,451
1
4.08
775
' 9.092
1 11.13
1 5080
1 5,014
1
5.35
4089
' 2,505
3
1
500K
-IN
I
' 0.36
63
1 9,368
1
1 2.04
488
1 6,967
I
1 8.40
' 4426
' 3,842
1
' 5.30
1 4584
1 2,336
4
1
200K
1 -BOOK
1
1 1.61
215
' 9,368
1
' 10.43
' 4558
1 3697.0
1
1 6.75
1 5790
' 2,264
0.0
0.0
1
5
I
100K
1 -200K
1 1.16
279
' 5,831
i
1 2.93
1 1305
1 3,384
1
' 6.84
1 5266
1 2.011
0.0
0.0
1
6
1
50K
1 -100K
1
1.07
329
' 13,091
i
2.12
1115
' 2.863
1
4.53
4195
' 1,612.0
0.0
1 0.0
1 _
7
1
25K
1 -50K
1
1 0.47
58
' 13,091
2.98
8.96
1 8,506
1
3.51
2230
' 4,698
1.92
1 2769
1 2,147
8
1
1 5K
1 -25K
1
1.85
220
1 16,988
4.97
1261
1 10,681
1
8.46
4527
1 6,271
2.70
5820
1 1.673
t
' Urban
' Total
14.23
1 1570.2
1
51 .83
1 13970.0
1
1
71.20
1 39872.0
1
15.27
1 17262.0
1 _
9
I
1
1 Rural
I
' 64.18*
1 3,476,938
18.0
0.0
' 0.0
I
I
' 0.0
0.0
1
0.0
0.0
1
Total Population
Total Area
1
' 49.48
1 12064.2
1
i
' 22.66
1 10216.0
1
1
1 16.09
1 9561.0
1
1 18.78
1 10563.0
1 10.93
1 6850.0
7.71
1 5639.0
8.88
| 5953.0
1
17.98
' 11828.0
1 152.52
1 72674.2
64.18
1 3476938
Total population - 216.70 million
Total land area = 3.549,612.2 square miles
p* • Population/(Area) (Area Factor), Adjusted Population Density In People per Square Mile
-------
In Table N-13, population densities have been computed by dividing the
population by occupied land area. This occupied land area excludes bodies of
water, airports, roadways themselves (including their clear-zones), parking
areas, and open spaces. The conversion from total area to occupied area is
termed the "area factor" within the model. It is the fraction of total land
area that is occupied. By this distribution, the average population density
is 2,099 people per square mile for urban environments and 18 people per
square mile for rural environments (see Figure A.2.2 of Reference 31).
The data in Table N-13 are based upon 1974 populations. For future
years the population densities are assumed to increase as population grows.
r° r
Population
growth factors = f(population, year) (N-16)
The functional relationship of equation N-16 yields the 81 growth factors,
presented in Table N-14. Growth factors were derived from the Bureau of
Census' (Series I) assumption of an immigration and fertility rate based upon
historical trends.
As discussed above, each person is assigned to one of 33 population/
density cells. Each cell also contains a definite mileage value for each of
the six roadway types (see Tables N-4 and N-5). The total mileage within each
cell is used to compute the noise level to which persons 1n that cell are
exposed.
To compute this noise level, the distance between people and roadways
must be estimated. This estimation is done statistically, since the precise
distance distributions are not known.
First the cell's occupied land area is divided by the roadway mileage
within that cell to determine the area allotted to each roadway mile. This
area is then split in half and placed on each side of a one mile length of
roadway, beyond the clear-zone. The far edge of this portion of land area is
shown as the cutoff distance in Figure N-l.
All persons within the cell are then randomly assigned a particular
roadway mile. They are then distributed uniformly on both sides of that one
mile of roadway, between the edge of the clear-zone and the cutoff distance.
This assignment determines each person's "primary" roadway — in essence, the
roadway closest to that person's place of residence.
Statistically, this random distribution of all persons, over a well-
defined area, determines each person's distance to his primary roadway.
Each person is also affected by noise from other roadways within his
cell. These are called "secondary" roadways. To compute secondary-roadway
noise exposure the distance between the receiver and these roadways is also
determined statistically.
N-32
-------
Table N-14
Population Growth Factors by Place Size
For Every Five Years in the Time Stream
PLACE SIZE,
THOUSANDS
YEAR
1975
1980
1985
1990
1995
2000
2005
2010
2013
VARIABLE
i 1
AREA TYPE, J
1 2 3456789
OVER 1000- 500- 200- 100- 50- 25- 5-
2000 2000 1000 500 200 100 50 25 RURAL
POP(YEAR)/POP(BASELINE)
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.08 1.07 1.07 1.02 1.02 1.02 1.02 1.02 1.12
1.15 1.14 1.14 1.04 1.04 1.04 1.04 1.04 1.22
1.22 1.22 1.22 1.05 1.05 1.05 1.05 1.05 1.31
1.29 1.29 1.29 1.07 1.07 1.07 1.07 1.07 1.39
1.36 1.36 1.36 1.08 1.08 1.09 1.09 1.09 1.48
1.43 1.44 1.44 1.10 1.10 1.10 1.10 1.10 1.57
1.50 1.51 1.51 1.12 1.12 1.12 1.12 1.12 1.65
1.55 1.56 1.56 1.13 1.13 1.13 1.13 1.13 1.70
ALL J
I
<*>
-------
The assumption is made that each secondary-roadway distance is greater
than the cutoff distance computed for the "primary" roadway. In other words,
it is assumed that each person is within the cutoff distance for one and only
one roadway, his "primary" roadway. All others are further away. This cutoff
distance then provides a minimum distance for the random distribution of
person/secondary-roadway combinations.
The maximum distance between persons and roadways obviously depends upon
the shape of the land area that comprises that person's cell. If the cell is
near-circular in shape, then the maximum distances are not extreme. On the
other hand, if the shape is very long and narrow, then the maximum distances
could be huge. Thus the approximate shape is assumed to be rectangular, and
is bisected by the secondary roadway of interest. The length of the rectan-
gular area is equal to the total length of the secondary roadway in that
cell. The rectangle's width is the cell's area divided by the rectangle's
length, so that the total cell's area is included in the rectangle.
With this cell shape, then, all persons are distributed randomly within
the rectangle, outside the cutoff distance. Statistically, this random
distribution of all persons, over a well-defined area, determines each
person's distance to each secondary roadway and considers the total mileage
for each roadway type within the cell.
The rectangle mathematics are then repeated for all other secondary
roadway types, until distances to all of them are determined in this random
manner.
Out of this statistical process comes a full list of each person's
distances to all roadways in his cell. His distance to his closest roadway
is less than the cutoff distance, while his distances to all other roadways
is larger than this cutoff distance.
Consequently, what is computed is the joint probability distribution of
the set of all distances between each receiver and all roadways within his
pop/density cell. For computational efficiency, the computer determines the
noise level distribution instead of the distance distribution. And it deter-
mines this in 3-decibel increments, rather than in infinitesimal increments.
For the General Adverse Response part of the model, the average outdoor
day-night noise level, Ld , is the measure of noise exposure. This is
calculated for each person at his place of residence. On the other hand, for
the Single Event Response part of the model, several different noise level
values are calculated, as presented in Figure 5-13. These measures are:
Single-event equivalent noise level, Lea/T\:
o Indoors, day and night
o Outdoors, day
Sound exposure level, LS:
o Indoors, day and night
N-34
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The single-event equivalent noise level, Lea/j\» 1s used to measure
speech communication interference. The sound exposure level, LS, is used
to measure sleep Interference. To relate these noise levels to potential
impact for a typical 24 hour day a person's activities over that 24 hours
must also be allocated between Indoors and outdoors, and separately for day
and night as illustrated in equation N-17.
r r r
Fraction of
activity times - fdocation, time of day, activity) (N-17)
This activity allocation 1s addressed at Key (T) in Figure 5-13 and 1t is
detailed in Table N-15. Persons are located away from home, or at home
outdoors, or at home Indoors. Then separately by day and night, each person
spends his time at the activities shown to the right of the table.
Separately, then, by these activity groups, the average person's time
has been fractioned as 1n Figure N-4. (See Appendix B of Reference 31 for a
more detailed discussion.) These activity fractions are a composite of
separate fractions for distinct groups of persons within the U.S.: (1)
employed men, (2) employed women, (3) housepersons, and (4) other persons
(persons younger than 17, persons older than 65 and not employed, persons 1n
Institutions, and unemployed persons).
As Figure N-4 Indicates, even during the daytime a small portion of
the population is sleeping. This potential daytime sleep Interference is
accounted for 1n the Impact estimates.
Details of Noise-level Sorting (Figures 5-14 and 5-15, Key (7))
As a result of the noise level predictions, all persons 1n the United
States are paired with their respective noise levels. These person/noise
pairs are then sorted by noise level. The sorting 1s done concurrently
with the prediction procedure.
Details of Conversion from Noise Level to Impact(Figures 5-14 and 5-15, Key(j>
Exposure to a particular noise level does not necessarily mean that
person 1s fully Impacted by that noise (although he may be partially impacted).
Therefore, the number of persons exposed at each noise level Is multiplied
by certain "Impact fractions" or weightings. These fractions are close to zero
for low noise levels, and then increase with noise level, until they reach
unity.
For particular effects of noise on people, the weightings differ. The
fractions result from a large number of attltudlnal surveys and laboratory
studies of the effects of noise on people.
N-35
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100
90
80
70
AVERAGE DAILY ACTIVITIES OF
THE UNITED STATES POPULATION
or
o
CD
LU
§
~ 60
Q.
O
Q.
LU
Q_
UJ
o
50
40
30
20
10
I
I
EPA NIGHT
c
SLEEPING (83.57%)
OTHER ACTIVITIES
(12.90%)
TRAVELING (1.28%)
4-
±
I i i i i
SLEEPING (4.34%)
EPA DAY
OTHER ACTIVITIES (73.77%)
TRAVELING (6.52%)
OUTSIDE HOME (0.67%)
WORKING (14.70%)
•WORKING (2.25%)
—I i I L
22 0 2 4 6 8 10 12 14 16 18 20 22
HOURS OF THE AVERAGE DAY
FIGURE N-4. AVERAGE ACTIVITY PATTERN FOR THE U.S. POPULATION
N-36
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TABLE N-15
ACTIVITY GROUPS FOR THE SINGLE EVENT RESPONSE
PERSON'S
LOCATION
TIME OF
DAY
ACTIVITY GROUP
Away from home
At home, outdoors
At home, indoors
Day and Night
Day
Day
Night
Working
Traveling
Walking
Outside-home leisure
activities
Sleeping
Other indoor activities
such as TV viewing,
enjoying other media,
other leisure or semi-
leisure activities,
home and family type
activities, and eating
Sleeping
Other indoor activities
such as TV viewing,
enjoying other media,
other leisure or semi-
leisure activites,
home-and-fami ly-type
activities, and eating
NOTE: Day is the period between 7 am and 10 pm.
Night is the remainder of the 24-hours, 10 pm to 7 am.
N-37
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For the General Adverse Response portion of the model, the fractional
weighting Is derived from equation 9 in Section 5, which Is an approximation
to a quadratic equation that is the best fit to a large number of attltudinal
survey results. The weighting values along with noise level and population
Information are used In equation 10 by the model to compute Level Weighted
Population within each noise level band.
For the Single Event Response portion of the model, the most current
estimates of weighting values are presented in equations 14 and 15 (for sleep
interference) and Figures 5-9 and 5-10 (for speech interference). These
weightings are also used in equation 10 along with noise level and population
Information.
For speech interference, the noise descriptor is the single-event
equivalent sound level, L ,..». For sleep interference, it is the sound
exposure level, LS- q
Details of Total Nationwide Impact (Figures 5-14 and 5-15, Key (?))
After impact 1s estimated for each noise level separately, then the
total nationwide Impact is added over all noise levels. This process 1s
overvlewed In Figures 5-14 and 5-15, and is detailed here.
The General Adverse Response depends upon a full year's worth of noise
at the person's home. It 1s assessed from the prediction of yearly-average
L- at the residences of all persons 1n the U.S.
The Single Event Response depends upon an average day's worth of noise,
and the number of Intrusive single events that potentially occur during the
day or night. It also depends upon the activities of people during the day
and night, indoors and outdoors. (See Table N-15).
The estimations within the model do not account for persons when they
are away from their homes (first .group in Table N-15). Omitted are 20.53
percent of the population during the daytime (7 am through 10 pm) while these
people are traveling or working away from home. Similarly omitted are 3.06
percent of the population during the nighttime (See Appendix B of Reference
31).
As shown 1n Table N-16 the model estimates speech interference while the
average person 1s outdoors, or is Indoors but not sleeping. It estimates the
two types of sleep interference while the average person is indoors sleeping.
One activity group 1n Table N-15 is unique -- the group for people
outdoors walking. For these "pedestrains", speech interference is not
evaluated at their residences, but rather is evaluated at the edge of the
clear zone while that person is walking along streets in his neigh borhood.
Speech interference is also estimated outdoors during a person's outside
leisure activities around his home.
N-38
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TABLE N-16
LOCATIONS OF ACTIVITES
Sleep Interference
Disruption
Awakening
Speech Interference
Indoors
Outdoors
Pedestrians
People Indoors at home
day/night
People Indoors at home
day/night
People Indoors at home
not sleeping
People outdoors at home
Walking outdoors at the
edge of a clear zone
N-39
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APPENDIX 0
NATIONAL MOTORCYCLE NOISE CONTROL EMPHASIS PLAN
SU1WARY
-------
NATIONAL MOTORCYCLE NOISE CONTROL EMPHASIS PLAN
SUMMARY
Motorcycle noise has been rated as the most significant noise problem
in numerous community noise surveys. As a result, a number of States and
communities currently have, programs to control this noise source. Such
controls include limits on vehicle pass-by noise, equipment laws, area and
time controls, nuisance laws, and, in a few cases, new product emission
limits. The Environmental Protection Agency (EPA), in response to the
requirements of the Quiet Communities Act, has identified motorcycles as a
major source of noise and has issued noise limits for newly manufactured
motorcycles and motorcycle replacement exhaust systems. The Agency's
approach in the regulations, which is. outlined below, has been to develop
programs which will supplement and strengthen these on-going attempts by
cities and States to control motorcycle noise.
The primary Federal control which the Agency will provide will be the
promulgation of regulations in setting permissible noise levels. These
regulations, proposed in the Federal Register, March 15, 1978, will provide
uniform levels for new motorcycles sold across the country and will result in
quieter motorcycles being developed and produced. .The benefits of this
action will increase over the next decade as more and more of the motorcycle
fleet is made up of regulated vehicles; nevertheless, some initial benefits
will be gained in the first years of the regulation, particularly when this
action is accompanied by State and local control of pre-regulated vehicles.
Besides controlling all new vehicles to quieter levels, the regulation
contains provisions specifically designed to facilitate State and local
control of replacement exhaust systems.
Under these provisions, manufacturers will be required to label both the
motorcycles and the exhaust systems indicating the types and models of new
(Federally regulated) motorcycles for which the exhaust system is designed,
and whether the system is designed for pre-regulated or competition vehicles.
The manufacturer has to assure that these systems when installed on a regula-
ted motorcycle, will not cause that motorcycle to exceed the Federal stan-
dard. Thus, with proper enabling legislation, State or community police
could enforce "label match-up" controls against vehicle owners who replace
original equipment with noisier exhaust systems. This will not require noise
measurements and, indeed, will not require the vehicle to be in operation or
the driver to be present in order for citations to be made. This should
greatly facilitate motorcycle noise enforcement.
Another feature of the regulations will also supplement the on-going
State and local noise control program. Under the regulation manufacturers of
new motorcycles will be required to identify to EPA those "actions which will
cause the motorcycle noise levels to increase beyond the legal limits. The
Agency will encourage States and localities to adopt programs enforcing
against the most obvious acts of tampering which do not necessarily require
testing to establish a violation, because such regulations are relatively
easy to enforce.
0-1
-------
Besides tailoring its Federal noise emission regulations to facilitate
State and local control, the EPA will further focus its State and local
assistance programs to the area of motorcycle control. The Agency has
already provided financial assistance to 24 States and 23 localities to start
up and operate noise control programs.
The priority source which these States and cities are addressing cur-
rently is motor vehicle noise, including motorcycles. Support is also
provided in motor vehicle control from the EPA Regional Offices, the Regional
Technical Centers, and the ECHO (Each Community Helps Others) peer match.
Such assistance includes funds for personnel and equipment, equipment loan,
assistance in drafting legislation and advice on test methodology and enforce-
ment. In the next two years these EPA support programs are intended to
increasingly be oriented towards more specific motorcycle controls.
EPA's approach in developing tools which States and localities can adopt
has three phases.
The first phase, which is currently in operation, is the development
and publication of model legislation for vehicle operation controls (street
pass-by-limits) and visual inspection of exhaust systems. This is being
carried out in a joint project with the National Association of Noise Control
Officers (NANCO). As indicated earlier, a number of cities have already
adopted these types of control. Assistance to communities and States in
drafting this type of legislation and in carrying out enforcement is also
provided through the ECHO program, Regional Technical Centers and the EPA
Regional Offices.
In the second phase, which will precede the effective date of the
national emission regulation, the EPA will develop model legislation to
implement the "label match up" scheme and anti-tampering controls against new
(regulated) vehicles.
For this model motorcycle noise control legislation, the Agency will
also develop a training manual to be used by police trainers to instruct
officers in enforcing the ordinances. This manual will include discussion of
instrumentation, enforcement procedures and the rationale behind the model
provisions.
In addition, model legislation applicable to pre-regulated motorcycles
will be revised to more specifically set out provisions controlling motor-
cycle modifications, tampering and operations. In all these model laws the
Agency will avoid extensive noise measurement requirements and will include
among its recommendations ordinances which can be enforced without noise
measuring equipment and with only limited additional training for existing
police personnel. The model label "match-up" legislation will also be
drafted to include provisions for possible future Federal labeling require-
ments for automobiles and replacement exhaust systems for these vehicles.
The label match-up and tampering list provisions (described earlier) provide
a logical extension of the existing State and local control structure. As
the percentage of Federally regulated vehicles in the fleet increases, the
importance of these provisions will grow. Another feature of this phase will
be the development by EPA of posters and brochures informing motorcycle
0-2
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dealers and repair shops of their responsibilities under the Federal
law. These will be designed in such a way that State and local officials can
add references to applicable State and local laws, and will be made available
to State and local officials who wish to distribute them to local motorcycle
dealers, repair and parts shops. The effectiveness of the motorcycle noise
control program depends, in part, on fully informing potential violators of
the Federal, State and local laws.
Although the EPA's approach includes an emphasis on use by States and
cities of the label match-up and other controls which will not require noise
.measurement tests, some States and communities may desire a stationary test
which correlates well with the Federal pass-by test to facilitate State and
local enforcement against tampering, and in identifying motorcycle exhaust
systems which degrade rapidly in their noise attenuation capabilities.
Accordingly, EPA will coordinate with interested parties the development of a
"short test." If this proves feasible, the Agency will use it to develop and
publish model implementation procedures and operational equipment ordinances
based on this "short test." Such an effort would also include development of
a compatible in-use streetside traffic measurement test. It should be noted,
however, that communities will still be able to use existing operational
ordinances controlling the use of motorcycles. Operational limits are
analagous to street limits which only cover the operator performance and do
not specify equipment limits.
In the development of all model legislation (and particularly the label
"match-up" and anti-tampering provisions) the EPA will seek extensive review
by State and local noise control personnel, police and legal officials and
the industry. If there are difficult points, it may be necessary to field
test some of the model laws prior to publication for voluntary adoption
by interested States and cities.
The primary orientation of most State and local motorcycle noise control
programs is to prevent excessive noise produced by individual motorcyclists.
The programs here outlined assume that this orientation will continue in
most States and cities while the Federal Government will have responsibility
for enforcing the noise emission standards for new motorcycles and replace-
ment exhaust systems, and the labeling provisions which require compliance by
manufacturers. In one or two States, however, where there are currently
noise programs with sufficient equipment and technical expertise, and where
the replacement exhaust manufacturing industry is concentrated, the State may
want to enforce compliance by the manufacturers. Such enforcement would
require adoption of the Federal limits and test procedure. The EPA would
strongly encourage this and will be prepared to assist any State which wishes
to initiate such a program.
EPA's approach to control off-road vehicles at the state and local
level is more oriented toward controlling the time and place of the use of
these vehicles, rather than controlling individual vehicle emission limits.
This is achieved by land use controls and curfews. The street motorcycle
enforcement approach outlined above should facilitate control of illegal use
of these vehicles on streets. EPA will also make available information on
various programs to control use and influence driver habits (such as off-
road and minibike "round-up where younger drivers are instructed in safe
0-3
-------
and legal use of these vehicles). The Agency may also develop legislation
covering land use and area controls. This part of the EPA program will
probably not begin until after the first standards go into effect.
The final feature of the EPA program will be on-going surveillance of
the rate of motorcycle exhaust system (noise related) modifications and
tampering. The Agency expects to initiate this program after the effective
date of the first standards to provide a means of determining the effective-
ness of the State, local, and Federal controls.
EPA's over-all technical assistance objective is to promote at least
400 local programs covering a minimum urbanized population of 72 million and
40 State programs by 1985. The agency's regulatory programs are designed to
fit into this State and local control structure. This is consistent with
Congressional intent, in the Quiet Communities Art, that noise control ought
to be primarily the responsibility of State and local governments. The
Federal motorcycle noise emission levels and the programs described above
will help achieve the goal of a quieter nation through strengthened and
expanded local control of this environmental problem.
*US. GOVERNMENT PRINTING OFFICi:l»81 341-082/213 1-3 0-4
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TECHNICAL REPORT DATA
(Please read fHxtniftiom on the reverse before ««i;t/rfi>ij?/
1. REPORT NO.
EPA 550/9-80-218
3. RECIPIENT'S ACCESSION NO.
4. TITLE AND SUBTITLE
Regulatory Analysis Appendices for the Noise Emission
Regulations for Motorcycles and Motorcycle Exhaust
REPORT DATE
December 1980
6. PERFORMING ORGANISATION CODE
EPA/200/02
7. A0YPT
8. PERFORMING ORGANIZATION HtPORT NO
EPA 550/9-80-218
9, PERFORMING ORGANIZATION NAME AND ADDRESS
10. PROGRAM ELEMENT NO.
U.S. Environmental Protection Agency
Office of Noise Abatement and Control (ANR-490)
Washington, DC 20460
11. CONTRACT/GRANT NO.
12. SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Office of Noise Abatement and Control (ANR-490)
Washington, DC 20460
13. TYPE OF REPORT AND PERIOD COVERED
Final
14. SPONSORING AGENCY CODE
EPA/200/02
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This document includes detail information that supplements section 1 through 8
of the regulatory analysis. In addition it includes an analysis of State, local,
and foreign motorcycle noise regulations and a summary of the motorcycle national
emphasis plan.
17.
KEY WORDS AND DOCUMENT ANALYSIS
a.
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS C. COSATI Ticld/Group
Street Motorcycles, mopeds, off-road
motorcycles, motorcycle exhaust system,
noise emission regulation, environmental
benefits, health and welfare benefits,
economic effects.
19. DISTRIBUTION STATEMENT
Release unlimited
19. SECURITY CLASS (Tins Rcpurt)
Unclassified
21. NO. OF PAGES
410
20. SECURITY CLASS iTIiis paycj
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
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