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

-------
                          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

-------
              APPENDIX A



MOTORCYCLE NOISE EMISSION TEST PROCEDURES

-------
          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

-------
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
CO

CO
              (D
              H
              (D
              (A
              o
              o>
                                        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-

-------
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-

-------
 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-

-------
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-

-------
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-

-------
    t\  \
    I  c   \
    C t*      N
                           F-77
-A59-

-------
F50 - STATIONARV VEHICLE NOISE TEST




     PROCEDURE FOR MOTORCYCLES
              -A60-

-------
                                                           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-

-------
 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-

-------
     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-

-------
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-

-------
       PROPOSED FIELD TEST PROCEDURE
FOR SOUND LEVELS OF COMPETITION MOTORCYCLES
         (Stationary Vehicle Test)
                     -A65-

-------
                                           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-

-------
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-

-------
 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-

-------
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-

-------
     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-

-------
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-

-------
 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-

-------
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-

-------
       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-

-------
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-

-------
                6.3 CONTROLE OE  BRUIT  o'ECHAPPEMENT
                        Exhaust noisa control
                                    .Height of exhaust pipe center-liae
                                          HAUTEUR I/AXE D'ECHAPPEMENT
      ,1
•tf
                         -A78-
                                        203m

                                 HAUTEUR I'AXE D'ECHAPPEMENT 1
                                Height of exhaust pipe ceater-line
                                                              I £
                                                                CM
                                                                o"
                                                               -
                                           /—\
,0.5m
                                        TUBE O'ECHAPFEMEN"
                                        YERS L£ HAUT
                                                                Jl_
                                         Exhaust pipe to top

-------
             6.4 'Controle du bruit  de moteur
                      Engine' noise control
Conduite'i gauche     Conduite £ droite





3m
f
^•i
L




V
>s«.

s~
^^ • •••*
k.
1
E
r>
i

I


y
^^

^
__


ISm
j
s

...,/•
s

-^


1
n
L
>
.
\_
r •

\-


if
rr> X-
(T) K>-
1
©>/k^._
•o—
I
1
® 4r~\


•>»
^7" "Xi
/ \

^^— ^^

x — v.










•••


4*
f \
1







03m
r
./^
9
n

^
i


Surfoce du
mote or.
Cote filf"


A
HJ
i


u

c
i bt
s d1



•^
L-A—



>.5m
V
oc du
Qir.
(1.

      Moteur £  la xr.oyenne / middle engine


      Koteur i  l*arrier.e  / rear, engine
                                                    Surface of engine bloci

                                                    Air cleaner side
                     r
                     in
                     o
                                                    .Voiture  I 3 roues

                                                     >-uheel«d car
                               ~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

-------
ro
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 -






c

-------
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)
u
O)
o.
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
„_ 20 -
o
c
0>
o
0)
CL-
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

-------
     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

-------
   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

-------
                               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

-------
     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

-------
                         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

-------
                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

-------
         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

-------
                                    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)

-------