FAA Noise hearing

, _
Untied 8lalos
EnvironmentalProtection
Agoncy
Office of Noise Abatement
and Conlrol IANR-490)
Washington, D.C. 20450
December 1980
EPA 550/9.90-218
Noise
_EPA
Regulatory Analysis Appendices
for the Noise Emission
Regulations
for Motorcycles
and
Motorcycle
Exhaust Systems
SA_IIILECOPY
PLF.ASI3
I)O NOT RI_,IOVI]
#,'Z_
_
?L-O
_A
550/9-80-218
P4_'ULATORYANALYSIS APPENDICES
FOR THE NOISE EMISSION REG_IATIONS
FOR MOIORCYCLES AND MOTORCYCLE EXHAUST SYSTEMS
December 1980
U.S. Environmental Protection Agency
Offlceof
Noise Abatea_nt and Control
Washlngtc_, D.C.
20460
Permission is granted to reproduce _hls materlal without further clearance.
This ak_-umen_has been approved for general availability. It does not constitute a sta_rd,
spe:Iflcation or regulation.
TABLEOF CONTENTS
Page
Number
AppendixA
AppendixB
AppendixC
AppendixD
MOTORCYCLENOISE EMISSIONTEST PROCEDURES
SAE
J331a
CaliforniaHighwayPatrolTest Procedure
SAE
JgB6a
SAE J47
IS0/R362
F-76
F-76a
R-60
F-77
F-50
MotorcycleIndustryCouncilProposedProcedure
for CompetitionMotorcycles
ISO ProposedStationaryVehicleTest Method
A-70
TEST SITES AND INSTRUMENTATION
Introduction
Test Sites
Instrumentation
Photographs
9-1
9-I
9-3
9-4
PRODUCTIDENTIFICATION
AND TESTEDNOISE LEVELS
Table C-l Listingof 1975 and 1976 New MotorcyclesTested
Table C-2 Listingof 1974 Manufactured
MotorcyclesTested
Table C-3 MotorcycleManufacturersIdentification
Code
Table C-4 Noise Levels,Ne_ Motorcycles,Year of
Manufacture1975 and 1976
Table C-5 Noise Levels,New Motorcycles,Year of
Manufacture1975 and 1976 (ByManufacturer)
Table C-5 Noise Levels,In-ServiceMotorcyclesin Stock
Configuration,
1969-1974Year of Manufacture
Table C-7 Noise Levels,In-ServiceModifiedMotorcycles,
1969-1976Models
Table C-8
Motorcycles Used in Aftermerket Products Study
Table C-9
Aftermarket Exhaust Systems
Table C-lO Compari;on of Noise Levels From OEMand
Aftermerket Exhaust Systems
Table C-11 Closing Conditions in SAEJ331a Tests
Table C-12 MeasuredNoise LevelsRelatedto C1osln9RPM
Table C-13 Calculated F-76a Noise Levels
Table C-14 Varlabilltyin Noise Level Data
Table C-15 Effectof Slx InchTurf on MeasuredNoise Levels
STATE AND LOCAL NOISEREGULATIONS
I. Introduction
2. State Laws Regulating Motorcycle Noise
3. Table of State Laws
•
4. Selected Municipal and County Laws
5. Noise Ordinances of Selected Municlpallties
and
Counties
6. Specific Regulation of Off-Road Motorcycles
1
A-1
A-6
A-lg
A-21
A-25
A-30
A-38
A-47
A-53
A-60
A-65
C-I
C-6
C-8
C-9
C-13
C-18
C-26
C-27
C-28
C_33
C-39
C-41
C-43
Co44
C-47
D°I
O-I
D-4
O-14
D-16
D-22
Table of Contents(Continued)
Page
Number
AppendixE
FOREIGNMOTORCYCLENOISE LAWS
Councilof EuropeanCommunities(EEC)
UnitedNations EconomicCommissionfor Europe(ECE)
Japan
E-I
E-l
E-2
E-B
Appendix F
MOTORCYCLE DEMAND FORECASTING MODEL AND ESTIMATION
OF REPLACEMENTEXHAUSTSYSTEMSALES
Approachand MethodologY
I. EstimationMethodology
2. TheDynamics of MotorcycleDemand
3. ForescastMethodology
4. EstimatedEquations
F-l
F-l
F-I
F-4
F-5
AppendixG
RELATIONBETWEEN STANDARDTEST _THODOLOGIESAND
REPRESENTATIVE
ACCELERATIONCONDITIONS
I. Introduction
2. CurrentStandarlzedTests
3. Adjustmentto Noise Level MeasuredUnder
Standardized
Tests
4. Co_oarisonWith Other Studies
G-I
G-1
G-2
ADDITIONALMOTORCYCLENOISE LEVEL DATA
Intoductlon
NoiseEmissionData Base, F76a Procedure
Effectof TachometerLag
Gear Selectionand AccelerationDistance
VehicleSpeed MeasurementTechniques
EngineRPM MeasurementTechniques
IgnitionDisable Techniques
IMI TestProcedure
Effectof Torque (DynamometerTests)
OperatorExposureto MotorcycleNoise
Appendix IMI Test Procedures
PhotographsH1 - HI4
H-I
H-I
H-I
H-6
H-tO
H-11
H-13
H-16
H-16
H-28
H-40
H-4Z
AppendixI
REFINEMENT
OF MOTORCYCLETESTINGPROCEDURE
l, Introduction
2. TachometerSpecification
3, Specification
of ClosingRPM
I-1
I-i
I-2
AppendixJ
EXPLORATIONOF A STATIONARYTEST INCORPORATING
AN ELECTRONIC
IGNITIONDISABLE SYSTEM
l. Introduction
2. Summaryof Methods Used in this Study
3, Results and Discussion
4. Stetlona_ VehicleNoise EmissionTest Procedure
J-l
J-2
J-4
J-22
FURTHERSTUDY OF THE IGNITIONDISABLEDEVICE
1, Introduction
2, Testing Accomplished
K-I
K-I
AppendixH
AppendixX
ii
G-6
Table of Contents(Continued)
Page
Number
AppendixL
MOTORCYCLENOISE ESTIMATEDFROM TIME/DISTANCE_ASURE_ENTS
DURINGACCELERATIONIN URBAN TRAFFICSITUATIONS
I. Introduction
2. TestProcedure
andResults
L-I
L-2
Appendix
M
FRACTIONAL
IMPACT
PROCEDURE
M-l
Appendix N
NATIONAL ROADWAY TRAFFIC NOISE EXPOSURE MODEL
Introduction
Details
ofVehicles
Detailsof Roadways
Detailsof Propagation
Detailsof Receivers
Detailsof Noise-levelSorting
Detailsof Conversionfrom Noise Level to I_act
Detailsof Total NationwidellIIpact
N-l
N-I
N-11
N-23
N-27
N-35
N-35
N-38
NATIONALMOTORCYCLENOISE CONTROL EMPHASISPLAN - SUMMARY
O-I
Appendix0
Ill
APPENDIXA
MOTORCYCLENOISE EMISSIO_TEST PROCEDURES
!
4
Sound Levels for
Motorcycles -- SAE J331a
SAE RECOMMENDED
PRACTICE
APPROVED MAY 1975
SOCIETYOF AUTOMOTIVEENGINEERS,INn,
400 _OMMONWEALTH
DRIVE.
WARRENOALEe
mA.1--
pA, ||ON
SOUND LEVELS FOR
MOTORCYCLES
- SAE J331a
SAE Recommended
Practice
Reportof Vehicle SoundLevel Committeeand MotorcycleCommittee
Approved May 1975.
I. SCOPE - This SAE RecommendedPracrice establishes the test procedure,
environment, and Instrumentation for
determiningsound levelstypicalof normal
motorcycleoperation,
2. INSTRUMENTATION
2.1
The following instrumentation
shall be used, where applicable:
2.1.1 A sound level meter which meets
Type i or SIA the requirements
of American
NationalStandard Specificationfor Sound
Level Meters, SI.4-1971. AS an alternatire to making direct measurementsusing
a sound level meter,a microphoneor sound
level meter may be used with a magnetic
tape recorder and/or a graphic level
recorderor indicationinstrumentprovided
that the systemmeets the requirementsof
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 calibratedengine speed tachometer having the following character*
istlcs:
(a) Steady-state accuracy of better
than i%.
(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
accuracyof at least +I0%.
2.1,5 An anemomet-erwith steady-state
accuracy of at least _10% at 19 km/h
(12 mph).
2.1,6 An acceptablewind screenmay be
used with the microphone. To be acceptable, the screen must mot affect the
microphone response more than +I dB for
frequencies of 20-4000 Hz or _I-I/2 dB
for frequenciesof 4000-10,000HzT
3,
TEST SITE
3,1
The test site shall be a flat
open space free of large sound-reflectlng
surfaces (other than the ground), such
as parked vehicles, signboards,buildings
or hillsides,, located within 30m (100
it) radius of the microphonelocationand
the followingpoints on the vehiclepath:
-A3-
(a) The microphonepoint
(b) A point ISm (50 it) before
themicroponepoint.
(c) A point 15m (50 it) beyond
themicrophonepoint.
3.2
The measurementareawithinthe
test site shallmeet the followingrequirements and be laid outas described:
3.2.1 The surfaceof thegroundwithin
at least the triangular area formed by
the microphonelocationand the points 50
ft. (15.2m) prior to and 50 ft (15.2m)
beyond the microphonepoint shall be dry
concreteor asphalt,free from snow, soil
or other extraneousmaterial.
3.2.2 The vehicle path shall be of
relativelysmooth,dry concreteor asphalt,
free of extroneous materials such as
gravel, and of sufficient length for
safe acceleration,decelerationand stopping of the vehicle.
3.2.3 The microphoneshall be located
15m (50 it) from the centerline of the
vehicle path and 1.2m (4 it) above the
groundplane.
3,2.4 The following points shall
be establishedon thevehlclepath:
(a)
Microphone polnt-a point on
the centerllneof the vehicle path where
a normal through the microphonelocation
intersectsthe vehiclepath.
(b) End point-apoint on the vehicle
path 30m (100 it) beyond the microphone
point.
(c) Acceleration point-a point on
the vehiclepath.7.Sm(25 it) prior to the
microphonepoint.
3,2.5 The test area layout in Fig.
I sbows a directionalapproachfrom left
to right with one microphone location,
for purposes of clarity. Sound level
measurementsare to be made on both sides
of the vehicle; therefore, It will be
necessary to establish either e second
microphonepoint on the oppositeside of
the vehiclepathwith 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.
4.2 The combined weight of the test
rider and test equipment used on the
vehicle shall be not more than 79 kg
(175 In) nor less than 75 kg (165 In).
Weights shall be placed on the vehicle
5. PROCEDURE
5.1 The vehicle shall use second gear
tunlessduring the test under acceleration
the engine speed at maximum rated net
horsepoweris 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 vehlcle shall proceed along the
vehicle path at a constantapproachspeed
which shall correspondto eitheran engine
speed of 60% of the engine speed at
maximum rated net horsepoweror 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 throttleand accelerate
until the front of the vehicle is 30
m (100 ft) beyond the microphone point,
mr until the engine speed at maximum
rated house power is reached, at which
-A4-
saddlebehind the driver to compensatefor
any differencebetween the actual driver/
equipmentload and the required75 kg (165
Ib) minimum,
point the throttleshallbe closed. Wheel
slip which effects the maximum sound
level shall be avoided.
5.3 When excessive or unusual noise
i5 noted during deceleration,
the following
test shall be performed with sufficient
runs to establishmaximumsoundlevel under
deceleration:
5.3.1 For the test under deceleration,
the vehicle shall proceed along the
vehiclepath at an enginespeed at maximum
rated net horsepowerin the gear selected
for the test underacceleration.
At the end
point, the throttleshall be rapidlyand
fully closed, and the vehicle e11owed to
decelerateto an engine speed of one-half
of the rpm at maximumratednet horsepower.
5.4
Sufficient prellminary 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.
6. MEASUREMENTS
6.1
The sound level meter shall
be set for fast response and for the
A-welghting network,
6.2 The meter shall be observed while
the vehicle Is accelerating or decelerating,
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 ]east six measurementsshall be
made for each side of the vehicle, Sufficient measurements shall be mode until at
least four readingsfrom 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 highestsound level,
6.4 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.
6,5
Wind speed at the test site
during tests shall be lees than 19 km/h
(12 mph).
.
7. GENERAL CO_ENTS
7.1
Technically competent personnel
should select equipment and the tests
should be conducted only by trained end
experienced persons familiar with the
current techniques of sound measurement,
B. REFERENCES
Suggested referencematerial is as follows:
8.1
ANSI $I.1 . ]960, Acoustical
Terminology,
8.2 ANSI 51.2 - 1962, PhysicalMeasurement of Sound,
7.2
While making sound level measurements, 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 instrumentation is essential to obtain valid
measurements, Operating manuals or
other literature furnished by the instrumerit manufacturer should be referred to
for both recommended operation of the
instrument and precautions to be observed,
Specific item5 to be considered are:
7.4.1 The type of microphone, its
directional
response characteristics,
and its orientationrelative to the
groundplane and source of noise.
7.4.2
The effects of ambient weather
conditionson the performance of all
instruments (for example, temperature,
humfdityand barometric pressure).
7.4,3 Proper slgnal levels, terminating
impedances, end cable lengths on multiinstrumentmeasurementsystems,
7.4.4 Proper acoustlcal calibration
procedureto includethe influenceof
extension cables, etc, Field calibration
shall be made in_ediatelybefore and
after each test sequence. Internal
calibration means is acceptable for field
uee, provided that external calibration
is accomplished immediately
before or
after field use,
8.3
ANSI $I.4 - 1971, Specification
for Sound Level Meters,
8.4 ABSU $1.13 - 1971, Method of
Measurementof Sound Pressure Levels.
8.5 SAE J47, Maximum, Sound Level
Potentialfor Motorcycles.
Coprlght Society of Automotive Engineers,
Inc. 1975
All rights reserved_
SAE Technical Board Rules and Regulations
All technical reports, including standards approved and practices recomended,
are advisory only, Their use by anyone
engaged in indust_ or trade is entirely
voluntary. There is no agreement to
adhere to any SAE Standardor SAE Recommended Practice, and no commitment to
conform to or be guided by an technical
report,
A-5
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 infringement of patents.
Printed
inU.S.A.
DEPARTMENT
OF CALIFORNIA
HIGHWAY
PATROL
SOUND MEASUREMENT PROCEDURES
THIS
PUBLICATION
MAY BE PURCHASED
FOR $2
PLUS CALIFORNIA
STATE SALES TAX
EACH,
MAY 1973
-A6-
HPH 83.3
3.5
NEW
3.5.1
Vehicle
Sound Level.
The sound levels for new motel
vehicles
shall be determined
by tests performed
according
to procedures
established
for each
particular
class of Vehicle.
3,5.2
Definitions.
the Zollowing
TEST
PROCEDURE
For the purpose of these procedures,
terms have the meanlngs
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
rpm" 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 SAg J245, April 1971.
c.
Microphone
Point.
"Microphone
point" means
unmarMed
location
on the center of the lane
travel
that is closest
to the microphone.
d.
3.5.3
VEHICLE
the
of
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
wlth a gross vehicle rating
of
8,000 Ibs. or more where the distance
from the
front Of the
vehicle
to the exhaust outlet
exceeds
16 ft., tI_e secondary
vehicle
reference
point is the exhaust
outlet.
Operation.
New motor vehicles
shall be tested
both
with and wltbout
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 _o stabilize
engine operating
conditions.
-AT-
KPH
83.3
3.5.4
HPH
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 oZ 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 neen 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.
I£ 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 IB23-PlA sound measuring
set because
th_ recorder
is the meter.
Light
Trucks
r Truck
Tractors
t Buses
and Passenger
Cars.
Trucks,
truck
tractors and buses wi_n
a
manufacturer's
gross vehicle weight rating
of less
than 6,000 ibs., and passenger
cars
shall be tested
as follows:
83.3
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
purposes of clarity,
shall be established
on the
vehicle
path so that measurements
can be made
on both sides of the vehicle:
-AS-
(1)
Microphone
(2)
Acceleration
point - a location
before
the microphone
point
(3)
End point
microphone
(4)
End
the
point
- a location
point
i00 ft.
25
ft.
beyond
the
zone - the last 75-ft, distance
between
microphone
point and the end zone.
V'F'.'
'"
t
\;>""
,
)
,_,._.,_..
""y
/
J
for Light
c.
Fig.
3-2.
Trucks,
Test
Area
Buses, and
Test Procedures.
according
to the
(i)
Layout
Passenger
Vehicles
followlng
Cars
shall be tested
procedures:
Gear Selection.
Motor vehicles
equipped
with three-speed
manual transmissions
and
with automatic
transmissions
shall be
operated
in the
first
gear.
Vehicles
-Ag-
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.
Auxiliary step-up ratios
(overdrive)
shall not
be en_aged on vehicles
so equipped.
3.5.5
83.3
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 acceleration 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 dust 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 acceleration point, the throttle shall be rapidly
closed
and the vehicle
allowed
to decelerate 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.
Heavy Trucks_
Truck Tractors r and Buses.
Vehicles
with a manufacturer's
gross vehicle weight
rating
of 6,000 ibs. or more shall be tested as follows:
a.
HPH
(2)
Vehicle
Path.
a vehicle
_ath
The test area
of sufficient
-AIO-
shall include
length
for safe
acceleration,
vehicle.
b.
;
deceleration,
and stoppin_
of
the
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:
(i)
Microphone
point
(2)
Acceleration
point - a location
before
the microphone
point
(3)
End point
microphone
(4)
End zone - th_ last 40-ft.
distance
between
the microphone
point and the
point.
- a location
point
I
¥1g, 3-3.
for Heavy
50 ft.
30 ft.
beyond
the
end
.,
Test Area Layout
Trucks and Buses
-All-
HPH 83.3
c.
Test
Procedures.
according
(i)
to
Vehicles
the
following
shall
be
tested
procedures:
Gear
Selection.
A gear
shall
be selected
wSich
will
result
in the vehicle
beginning
st 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
reaching
lowest
maximum
gear
rpm
still
beyond
results
in
the end
zone,
the approach
rpm shall
be
increased
in i00 rpm increments
above
2/3 maximum
rpm until
the maximum
rpm
is reached
within
the end zone.
(2)
Acceleration.
The
vehicle
shall
proceed
vehicle
path
maintaining
the
approach
engine
rpm
in the selected
geur
for at least
50
ft. before
reaching
the
acceleration
point.
When
the reference
point
on the vehicle
reaches
the acceleration
point,
the
throttle
shall
be rapidly
and fully
opened
and held
open
until
maximum rpm
is attuined
within
the end zone,
at which
point
the throttle
shall
be closed.
along th6
HPH
83.3
-A12-
(3)
_'':_
,_-
3.5.6
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 durin_ 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 i/2 maximum
rpm.
Vehicles
equipped with exhaust
brakes shall
also be tested wlth the brake full on
immediately
following
closing
of the
throttle.
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 A_ea 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:
(I)
Microphone
(2)
Acceleration
point - a location
before
the microphone
point
(3)
End point
microphone
(4)
End zone - the last 75-ft. distance
between
the microphone
point and the end point.
-A'I3-
point
- a location
point
100 fZ.
25
ft,
beyond
the
F.:PH 83.3
\\
./
,
! _'"iJ J '
/
'i
Fig.
c..
!
I
I@o'_
"
3-4.
Test
Area
Layout
Test Procedures.
according
to the
Vehicles
following
83.3
Motorcycles
shall be tested
procedures:
(i)
Gear Selectlon.
Motorcycles
shall be
operated
in second gear,
Vehicles
which
reach maximum
rpm at less than 30 mph or
before
a point
2S ft.
beyond
the microphone point shall be operated
in the next
higher gear.
(2)
Acceleration.
The vehicle
shall proceed
along the ve_icle 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
J
HPH
Eor
-Al4-
reaches
tlle 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 sllp shall be avoided.
When this procedure
results
in a dangerous
operating
condition,
the next higher gear
shall be selected
for the test.
S.5,7
(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 acceleration 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
shallbe
within normal operating
before
each test run.
(5)
Test Weight.
The total weight
of test
drlver
a,d test equipment
shall be 165
For small drivers,
additional
weights
shall be used to bring the total to
165 ibs.
Snovanobiles,
follows:
Snowmobiles
shall
be
Vehicle
Path.
vehicle
path
acceleration,
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:
_,--._
ibs.
as
a.
The test
area
shall
include
a
of sufficient
length for safe
deceleration,
and stopping
of the
-A15-
..................
tested
temperature
range
.__,-........................................
IIpH 83.3
.............. .............
(1)
Microphone
point
(2)
End point
microphone
(3)
Acceleration
point - a location
on the
vehicle
path established
as follows:
Position
the vehicle
headed away from the
microphone
point wlth the vehicle
refeTence
point at 25 ft. from the microphone point.
From a standing
start with
transmission
in low gear, rapidly
apply
wlde-open
throttle,
aeeeleratlng
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
- a location
_oint
rpm
50
ft.
zone.
I
M.0J
/
.1
I
Fig.
I'IPHB3.3
3-5.
Test
Area
Layout
-A16-
for
Snowmobiles
beyond
the
e.
:
Test
Procedures.
transmission
in
reference
point
point,
the
throttle
opened
and held
until
the reference
reaches
the
end
shaZ1
be closed.
-A12-
From a standing
start,
with
low Eear
and the vehicle
positioned
at the acceleration
shall
he rapidly
and fully
through
the maximum
rpm zone
point
on the vehicle
point
after
which
the
throttle
H_H 83.3
_ql_.__EIIII_I,E
NIIISI_. I'I_ST
£NGINEEIIHG$[CTIOH
*"'J
DEPARIHEHT
OF CALJtGII61AHIGHWAY
PATIIQL
/
[iNAUII
DUILll
0"""'
_¢be_J
_1 Ipp_lptial#)
n_. -o, O',"
CMICI¢
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0 ,,..,'_,
0....0...'.o
0"'"*',0'5°,o..,
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....
lla4_llOm_
IIH[
lili
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O,,._,,
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'................
(cJ ........
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I ............
I
I
I
0
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01[¥*
.....
¢..,,_.I
SOUND LEVEL FOR PASSENGERCARS
AND LIGHT TRUCKS
SAE STANDARDJ9B6a
-A19-
S_J_3 L[YfL rol pASS[NGfR ¢_S
N_ LtC_r r_$
- $_ Jgdul
3A[ 5¢i_ar_
Japer of V_hiCle'lio_SO tea:tiC
4speededJul# 1_1 InJ lil _ revised b# Vehicle
SOundLevel Cc*l.l(le_ J_l# I_ $ (die,ell
(hJn_e e_ e_cr
gl(J
I*
_Co,_e-YhlS SA_ Stlndlrd
eltabllshel
th! Nl_"
s_d
lelel
So, Ollseneer elf1
s_d ll_h_
iruckl
l_d delerioes
l_e I¢1C
pr0ced_re, en_lronr_c*
a_¢ I.slru_ntJIlan
or deleml.rn_
I.iS icund level,
_*
So_.d Level CIn2_(..l_
stun4 Ievll
|rlddce_
_ d _w p_$seagir
car ir h_,l
tr,_c_ of _0_
_ _ lets i_all eel titled
Ih A-eelg_Ie_
spend level p( d_ o_ iC SO
f_ e_t_ _els_re_
In i¢co_dance wish the
erotedure
_eiCrll)|d
herIlfl
ISle Pl_dgriP _1
S.z}.
3,
_tru_¢illan-T_e
_oIImvlng InstilI_h¢i|lon
_h_ll _e _le4 fo_ t_e _aSdrtl_n_
_ulred_
3.$
A sr_nd lev_? n_e_#P_hl¢_ mei_ts
|he requ rements
of bo_h I n_ern_clOnal
_ltCtro-_rc_ni¢ll
_O_ISSSI_
(liCe
Pupil¢a_fo_ J_,
Pre¢lslon
$c)_;_4Level _eeers,
al_d A_rlc_n
_tto_JI
Stin_Jrd
{A_{S) S1.4.
1||1
Ge_er_I Puroose $o_d Level _e[ers*
] h
A an aIcernitive
CO_n
9 _lreci
le;iore_¢n[s
uS_
S Sound eve e_cer,
| eicroOhone Or sound l_vel se_CP ely ile
VSedwtt_ • _tQnetfc tape retorter" in,/or
i
frapMc levee rec_rUer or _lclc_n9
_Ce_,
frovldlng _he IWSge_r_e_s the r_;ulre_epSs
ef |_ J1_4.
].Z A s_n_ leveT csll_rator
(lee pari|el h 5.3.4 .
_*| A Ca breCed engine Spit4 te_Cer*
J,4 An ene_er,
4, Procedure
4,1i'_l_'Tteble
_IIS
ilia
Is e fill
Ipe4 spite free ©f large refl¢oling
surfacts
such is pitied
vehlclls,
sl n_OSrOS_
bJlidl_ $. _l" hillsides,
]opi[e_ _lShln |CO
f¢ o either She Yen c e or i_e • cropflond*
4.1,1 0using ihe _esur¢_nt.
the su_acl
If the |round vl_hln _he m/Is_rc_en_ aPel
J_411 be free
fPO_ _o_er_
snout, long
trail
Iopai soil,
er ai_es*
4,1.2
Seciuse _yscancers _l# Pive an
Ip_racJible influence ©n _12Ter respl_ie _he4
t_# are In [hi victual#
of i_e vehicle ee
the alcriphOne*
noc _orl
t_J_ P_e _ersun
ether than Abe o_sl_v|r
reidln$
lhe r_Cer
shill
be within
50 IC of the vehicle
or
lillrol_e
, in_ I_JC _erS¢4 snell ?_e _tr_T.
lie behind _he obtervei" reJ_in_l lha hi&el' I on
4 )lee
throulh
She Ilicrep_O_l
end [_e
4_sarver.
4 I 3 The l_le,_
I_Jnd level
l_lu_tog wind eflec_s)
due Io s_roil
other' Th:_l
the vefllcle
_lln_
I_lisured
Shlrl be il
Slags |O _S lo_er
Ihln S_e level O_ lhe
tt$ie_ vehicle,
I,l,S
lee pain st tehlcll
trdvel IhiIi
_e rile|leafy
saool_.
4_# Concrete
Or
Isphall i free of clarinet, s _lle_lals
s_ch
St IrileT.
S,I te_lcll
O_eriel_n
4,_,I
Frqm 4 ipproeoh
speed Of _O
liON* vide-open
I_rot(le
shall
_e islellllahed
_he_ the fronl
of
(hi vehicle
peaCheSi Ilml _$ fC _elorl
d )l_e i_r_gq
lhe t_lcrophor_ floeilll |0 ihe vl_hJcie paiR*
Use i_e l_e_l
orang.lesion
grciP _ rJ_'_l
Su¢_ Ihi_ Col fron: OF l_e ve.q_le *ill
hive /tithed o_ passed J line Z_ fl ne#_nd
chl lilCfllpllp_e
]in? ,_¢n _U_l_.i
_'Jceo
engine spied
IS reac_ed.
?_e I_r_C.
tie S_aII g_en be ol_led en_,in l_ _r¢le_i
escesllve engine s_eoo and t_¢ ies_ c:n.
t llVtell uncII _e veqicl¢ reecf_el II _lnl 1.15
_ oel_d (he m¢rn_hOn_ II_e*
4,l,Z
_peel slt_ IhlCh
.l_fe_l
l#hl
Idsf_
Soled level
,._l(
O_ i_lde_,
4._,3
The in,aPe le_l>_rat_r,i
s_ail ©e
wlSnln I_e n_r_l
_=eralln]
CanOe lnreug_GUs each1rjn, • _ ,_l_u_/ {UOll:_ _r_ ;erl.,,:
ul_h e_]lne iC 1_ e in _lrd
iS rio,ire4
beT_Ce4runi.
_|pied a_ e_lch Ill,libel
ho_|l-_er
4.3 /(elsure_.ts
i*] |
TNe ilero_.0ne
shill
_e Set, led
SO (t fr_
Lhe centreline
of Ine _e.l¢lt
Oath l_ e hel_.| Of 4 ft d_OVe She 5rounl
Oil,e,
i.J*_
The n_lr
1hill
_e set for flsl
re Sense i.d
Ih8 A-_el hClnQ ne**_orz.
4 3 _
pe _: e_ Sh_ll _e tottered while
she ee.ieTe Is iccele_l_l_*
T_e a._pllc Ible reliln5
Shill
bP _he nl_eic
eO_nd
level I n_ceted
UJrln9 Ch.....
I;POrl¢?
Url O e_ p =_ p e c0 e|_.rJ_¢ous j-_le_c
hoI 41 A_ leaS_ (_ur _sure,_n(
ShlJl :e
1'4de for tic _t Side Of |;l(r Vefl_C_e or for
_lll]Y the S_d8 proO_cl_7 Lhe _t_ve
s_'Jnd
_leel If thac IS OOV_OuS r_o_ Initial
runs*
All
Yd)ues
snail
_e recoedeo.
4,3.4
f_e S_d
level for e_c_ sl_e of
the veht¢le Sh4]i _e Ch_ lve_
Of _e t_O
highest I'_l_lflgS _fl_Cr; ere vizier; _ dO o{
ddc_ eCheF* The S_Jnd level re orced snail
b_ this of One I_OeSC SlUt O_ _ne relic e,
|* General Ce'r_n¢_
_.1
|_ IS s_rOngb' re¢or_._n_
t_a_
_e¢hnlcal
Srelned _ersonnol
sele¢t
[h_
equl_
led _h4[ _e tests _e COnUuC_e]
only _e duellf_ed per'_s
(r'_tnod In (h_
_:urren[ techol_uet
of S_d
_tur_lni,
$.2
A 2 o_ dllc_ince
for (_e s:._:
live
I ml Is _lcesstr_*
_o J_ov_e
fee
earla_lons In test _l:e.
vvh_cle c_era¢_n,
temPeri_re
gradlencs'
vln_ vel°oltl
Qridienis,
tis_
toulpr_enl,
led tn_erenc
dlfferinces
In n_lnill#
Iden[Icll
le_i¢ e
| ] Proper usage af ifl
test Insc_*
Iledtl
loft Is es efl[Idl
CO OOSJIfl villi
Iq_iSvfd_lflCa*
OoeraClng I_l_l
s or OCher
hi_ri_ure
rurnrs_eJ
_# :he InS_r_4_:
_dnu_ie_vrer shale ge reYerrIJ _o r=r _:_
t'e_l"_nd_U ooeraci_n Of _e lel:_r,l_
a_
pre_lvll_nl
T_ be =Gitrve_,
5;¢ClflC li4"4
i o Oe Conslc_red ira;
$,J*$
The t#;e illI _qIcroohO_! I lie
dlrtcifondl
response chJe_¢Ceris_lcs,
illll
Its orientation
rail[leg
to _flI Ill.nil
|line i_ lO_rCe of nolle*
S*_l*lf |he etf_is
of d_elenl leaihtr
_OndlllonS
off She _#rFor_i_Ce
Of Ill
Inslrveen_i
{for
e_a_lle,
ei_&leeitlrel
_ildllX,
and _ero_lrl¢
press_rr).
I,],_
P_ope_ iI_JI
levllls I le_tnic*
fA
impedances.
#no cable
len_Ih_
o_
ll_lllnsSru_e_(
_leillurilllenl
sys_es*
S,3,4
Proper I¢_StlCil
esllbriClo_
procedure,
to include ln¢ l_/luenc#
of
411enslo_ O_ble$, tic,
Ftetd ¢sl/prd_ion
shall il e 1_ad
e irl_rdii_ely
_fore d_d I_[er
Ilal
tail $l_luenee*
Inie_it
eallireClon
_lng
is dcce_¢aOle for field
UseI ;Ol_1tided thai e_ erna
calibration
I
e¢co,I|llshed
lli_ld14(117
befurI o_ IflI_
field
qSe,
5,4
_isurelen_s
shall _e _de'_nip
v_e_wlnd eeToetty Is bll_
iZ _=h.
|*5
Vehicles used for tests liSi _OC
_e operated I_ i _nner
suc_ Chit _ie
Ireik-ln
_roce_re sp_fflell
by The ai_lficilli'IP Is violated.
|*
_e/arnnlcs .- |uglas:¢ d reference
llll_lsl
1| I
oilers:
ll*l A_$1 $i*1 - I_i611, 4COUS_ICe|
Yiml_olo_,
ll,_ _d$1 41.4 * ll_l_ General Purpose
_oiJl_lLIveS 14e_eri,
ll*3 Aq|f, Sl,_ . Ig|_, P_IIcil
Iqfss_ri*
_Qf_rd,
4.4 I_erna_foflal
[Ito_ro_ich_losl
ClmillssfOn ,l&Plicd_lon ]7_ Precision $_lJnQ
Levi _#ters (_vallJ=l_
FeO_a';Sll,
A;_lleJ_icn
fo_ o:=ie_ of :h_le _oeu_nls
In_l_
_e i:_resied
|= :he _fl£X_
lsilc_l
SLdnd_r_s inStituTe,
In_,
14_
|rg4_37i He,__ork, K_** T0rl¢ ;_ _.
Is rl£od oe _lel_l_
A-20
spain*
MAXIMUMSOUND LEVEL POTENTIAL
FOR MOTORCYCLES- $AE J47
SAE RECOMMENDEDPRACTICE
APPROVEDMAY 1975
A21
MAXIMUM SOUND LEVEL
POTENTIALFOR MOTORCYCLESSAE J47
SAERecommendedPractice
Report of VehicleSound LevelCo_nitteeand
Motorcycle Committee approvedMay 1975.
i. SCOPE
This S_ RecommendedPracticeestablishes the test procedure, environment and
instrumentation for determiningmaximum
sound level potential for motorcycles.
2. INSTRUMENTATION
2.i The followinginstrumentation
shall
be used, where applicable:
2.1.I A sound level meter which meets
the Type I or SIA requirements
of American
National StandardSpecificationfor Sound
Level Meters, S1.4-1971. As an alternative
to making direct measurements using a
sound level meter, a microphoneor sound
level meter may be used with a magnetic
tape recorder and/or a graphiclevel recorder or indicatinginstrumentprovided
that the system meets the requirements
of SAE RecommendedPractice,Qualifyinga
Sound Data Acquisition System -J184.
2.1.2 An acoustic calibratorwith an
accuracyof +0.5 dB (see paragraph6.4.4)
2.1.3 A _alibrated enginespeed tachometer having the followingcharacteristics:
(a) Steady-state
accuracyof better
than I%
:
(b) Transientresponse: Response
to a step input will be,such thatwithini0
englne revolutlons the indicated rpm
will be within 2% of the actual rpm.
2.1.4 An anemometerwith steady-state
accuracywithin +10% at (19 km/h)12 mph.
2.1.5 An ac_ptable wind screenmay be
used with the microphone. To be acceptable, the screenmust not affectthe microphone response more than +I dg for frequencies of 20-4000 Hz or-+l-i/2 dB for
frequenciesof 4000-10,000Hz-_
3. TEST SITE
3.1
The test site shall be a flat
open space free of large sound-reflectlng
surfaces (other than the ground)such as
parked vehicles, signboards, buildings
or hillsides,located within (30.4m) (I00
ft) radius of the microphonelocationand
the followingpoints on the vehiclepoth:
(a) The microphonepoint.
(b) A point (15.2m) (50 ft) before
the microphonepoint,
(c) A point (15.2m) (50 ft) beyond
the microphonepoint.
-A22-
3.2 The measurementarea within the
test site shall meet the following requirementsand 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 concreteor asphalt, free from snow,
soll or other extraneousmaterial.
3.2.2 The vehicle path shall be of
relatively smooth, dry concrete or asphalt, free of extraneousmaterialssuch
as gravel, and of sufficient length for
safe acceleration, deceleration, and
stoppingof the vehicle.
3.2.3 The microphone shall be located
(15.2m) (50 ft) from the oenterline
of the vehicle path and (l.2m) (4 ft)
abovethe groundplane.
3.2.4 The following points shall be
establishedon the vehiclepath:
(a) Microphone point-a point on the
centerline of the vehicle path where a
normal through the microphone location
intersectsthe vehiclepath.
(b) End point-a point on the vehlcle path (7,6m) (25 ft) beyond the mlcrophonepoint,
(c) Acceleration polnt-a point on
the vehicle path at least (7.6m) (25
ft) prior to the microphone point established by the method describedin poregraph4.1.
3.2.5 The test area layout in Fig.
I shows a directionalapproachfrom left
to right with one microphone location
for purposes of clarity. Sound level
measurementsare to be made on both aides
of the vehlcle; therefore, it will be
necessary to establish either a second
microphonelocationon the oppositeside of
the vehicle path with a corresponding
clear area or end points,and acceleration
pointsfor approachesfrom 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
net horsepower.
When the front of the
vehic]e reaches the end point, the throttle shall be rapidly
and fully
opened
to accelerate
past the microphone point
under wlde-open throttle. By trail, the
lowest transmissiongear shall be selected
that will result in the vehicle traveling
the shortestdistance from the end point
to the place where the engine speed at
maximum rated net horsepower is reached,
but which is not less than (7.6mm) (24 it)
past the microphonepoint. The locationof
the front of the vehicle on the vehicle
path when the enginespeedat maximumrated
net horsepower is attained shall be the
accelerationpoint for test runs to be made
in the oppositedirection,
)
__.__
=,
4.1.1
When the procedure described
in paragrah4.1 results in a dangerousor
unusual operating condition such as wheel
spin, front wheel 11ftlng, or other unsafe conditions, the next higher gear
shall be selected for the test and the
procedure rerun to establlsh the acceleratlonpoint. In any event,the procedure
shall result in the vehlcle being at
the end point when the engine speed at
maximum rated net horsepoweris attained,
4.2
For the test under acceleration,
the vehicle shall proceedalong the vehlcle path 8t a constant approach speed
in the gear selectedin paragraph4.1 and
at 60% of the engine speed at maximum
rated net horsepower. When the front of
the vehicle reaches the acceleration point,
the throttle
shell be raptdly and fully
opened. Full acceleration shall continue
until
the engine speed at maximumrated
net horsepower is reached, which shall be
at the end point, at which time the throttle shall be closed.
Wheel slip which
affects the .maximumsound level shall be
-A23-
avoided,
and the manufacturer's
safe
maximumengine speed shall not be exceeded:
4.3
When excessive or unusual noise
is noted during deceleration, the followIng test shall be performed with sufflclent runs to establish maximum sound
level under deceleration.
4.3,1 For the test under deceleration,
the vehicle shall approachthe end point
from the reverse directionat the engine
speed at maximum rated horsepower In
the gear selected foF the test under
acceleration. At the end point, the
throttleshall be rapidlyand fully closed
and the vehicleshall be allowedto decalerate to an enginespeed of i/2 the rpm at
maximumrated net horsepower.
4.4
Sufficient preliminary runs
to familiarizethe driverand to establish
the engine operating condltlons shall
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 Aweighting network.
5.2 The meter shall be observedwhile
the vehicle is acceleratingor deceleratbe
made
measurements
begin.
The
ing.
Thebefore
highest
sound level
obtained
for each run shall be recorded,ignoring
unrelated peaks due to extraneous ambient
notses.
5.3 At least six measurementsshall be
made for each side of the vehicle.Sufflctent measurements shall
be made until 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
wlnd effects) at the test slte 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 durtng 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
experienced persons familiar with the
current techniques of soundmeasurement,
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 15.2 m (50 ft)
of the vehicle or microphone, and that
personshall be directlybehindthe observer reading the meter, on a line through
the microphoneand the observer,
6.3 T_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 instrumentation is essential to obtain valid
measurements. Operatingmanualsor other
literature furnished by the instrument
manufacturer should be referred to for
both recommendedoperationof the Instrument and precautions to be observed,
Specific items to be considered are:
6.4.1 The type of microphone,its dl_
REFERENCES
Suggested reference material is as
follows:
ectional response characteristics,and
its orientation relative to the ground
plane and sourceof noise,
6.4.2 The effects of ambient weather
conditions on the performance of all
instruments (for example, temperature,
humidity,and barometricpressure).
6,4.3
Proper signal levels,terminating impedances, and cable lengths on
multi-lnstrument measurement systems.
6.4.4 Proper acoustical calibration
procedure, to include the influence of
extensioncables, etc. Field calibration
shall be made immediately before and
after each test sequence. Internalcalibratlon is acceptable for field use,
provided that external calibration is
accomplishedimmediatelybefore or after
fielduse.
6.5 Vehicles used for tests must
not be operatedin a mannersuch that the
break-lnprocedurespecifiedby the menufactureris violated.
7.
7.1 ANSI SI._-1960,AcousticalTermlnology.
7.2 ANSI SI.2-1962, Physical Measurementof Sound.
7,3 ANSI SI.4-1971, Specification
for SoundLevel Meters.
7.4 ANSl SI.13-1971,Method of Measurementof Sound PressureLevels.
7.5 SAE J184, Qualifying a Sound
Data AcquisitionSystem.
7.6 SAE J331, Sound Levelsfor
Motorcycles.
Copyright Societyof Automotive
Engineers,
Inc. 1975
All rightsreserved.
SAE Technlcal Board Rules and Regulatlons
II technical reports, including
standardsapprovedand practices
recommended, are advisoryonly. Theiruseby anyone
engaged in industryor trade is entirely
voluntary.There is no agreement
to adhere
to any SAE Standard or SAE Recommended
Practice,and no commitmentto conform to
or be guided by any technical report,
In formulating and approving technical
reports,the TechnicalBoard,its Councils
and Committees w111 not investigateor
consider patents which may apply to the
subjectmatter, Prospectiveusers of the
report are responslble for protecting
themselves against 11abillty for infringementof patents.
Printedin U.S.A.
-A24-
ISO/R3G2-MEASUREMErIT
OF NOISE
EMITTEDBY VEHICLES
-A25-
r
ISO
Recommendation
R 362
IViEASUP,.EMENT
OF
NOISE
February
EM_'E'CED
BY
VEI_CL
1984
'ES
'1. SCOPg
Tills ]SO I_c¢om mcndatlon descries mcthods or dctermF_n Gthe no;se endued by motor vchleles,
. II csc he,n_ nlcnded to mcct the rcqu,rcmen_ of smp testy as _r as Is ¢oad.lat.at wlth rcprodu_hility of rcsulCs tad rc._l;sn_]n the opo._n;
congruous of the v_Ir.l_
2. GEN£nAL R_QU;AE_LGhrI_
2of
Tc_t ennJitlon.q
Thi_ ISO Rccommcndalion is based pdmad;y on a test with vehid_
in mot;on, th© lSO
rcfcreltcg test. It is gen©rully reen;nlzed to he or ptima_ !mportanee that tha _r.asurern©nl_
should rdnte to normal town driving conditiom, thus including t_nsmisuloa noise ele.
Measurements uhould alto rdAtc to whiclc conditions which E;vo tha highest noise Ievul
consistent with normal ddvln G and which Ic=d to r_:Froduulbin nols= emLsslon. Therefore,
an acceleration test _t rail throtl]e from a stated funning condltioa Is sFcdf.ed.
P.ecognlz_nG, however, thzxt diEcrent ptacl[e._ ulready exist, ipec_fi_ttinos
mctheds used am also Given in the Append;x, These zdate to:
(a) a test w_th stationary vehicles
(b)
(tee Appendix
of two oilier
AI) and
a test with veh;cles in motion, undcr ,,'chinlc conditions which (_n the c.xsc of certain
vehicles) are different from those in the ISO :efcrenc= t_t (so4 Apfc.nd;x A2).
WIicn either of these tests {$ used, the telation hctw_n fl_t r_ultt and thole obtained by
the ISO refcmn_* test should be established for typi _l exampl_
of th_ modr_ confined.
_.3
T_t
S_le
Tim lest methods prescribed call for an acou_lic.al environment which _
in an extensive open space, Such ¢ondilinns can usuaUy be _mvided
for type-approval
musurcmenta of vehicIes_t
for rncaturernen_
at the munufacturin_ _a_
only be obtained
and
for mcasurem_nU at o#'_cl_ltesting Itaf ]lOO&u
It is desirable that spot cht_kin_ of vehicles oa the mad should be ntede in a similar
lqcoutlica I environment. 'i_ m_s_r_ments
he.re to be carried out on the rind in ira acoust]_|
environment which does not fulfil the _Ccluiremcutsstated in this ISO Re,'.,om_nend_t_oo,
it should be recoGntzzd that the results obtained mty devint_ Ip_ly
from _e i_'sulu
obtained mini the sp_fied
_ndit_om.
s..1
fnle_xxtatlon
of _uults
The t_ulu obtained by the methods opec;fled Give an obj _'_'tivo mcuu:e of the noise emlued
under the ptmdnthed conditions of test. Owing, however, to the fiat that the sub.iee_ve
u!_pra;sal of thn a:moDnce or noislne,
or different ulnas of ROtOr _d_
is not slmply
:elated to the led[_t,_ont of t sound level meter, It [_ tecoGninr.d that tho mr:oct _oterpre_l[on o_"resole of the meuu_menta
in this ]SO Rem.ornmendadon m_y :equlto di0"err_t
Um[ts to b* _t for the certmpondio8
tnnoyanc_ of different c_H
ofv_.lr.a,
.A:_6.
tSo/II
_;2 • 10,14
(I)
f
3, MZL_SUrtl.,&tt;Hf [_QUI]'t_IENF
_._h qtr,_lily ._0uIlll Icv_l meier _ho.ld b_ IJscd.'J'hc wciCIilll, _ nctwozk nill[ ntclcr z;_necoll_l_11t
r=,pioycd=,houiJ be c.rv¢ "A " nlld "fa_t :csj_ml_c" rcspcc_ivciyt a'. spccil_cdin Rccommcn_ti0rt No, 123 nf the ].l:r.ntlo_,,ll
Ercclrolcclmlc.'tl Commiss_no for Sound Level Meters, A
_t=ilcd I:chn_l
¢r_criplion of the instrument used _hould he sup,_l;cd.
"_1,¢iound I¢v¢1mcn_lrcd ul_ag Sound level mclcr5 Jl.lv;ibgIJic i11_cropIionocloseIo the _nslrUmcnt
_1s¢Zll;lydepend Oil trio or;©nielSeno£ Ih©Jn_trJmcntw_th rcJp_¢tto Ihc sound_ourc¢,=s wcJI_ On
theposillort o1"the ohscr_r m_klng Iho mcJ_urcmcnt. Th¢ inslruct;oos C_vcnby L_¢ r_l,lltu_¢lurcr
_nccmln_ Ih¢ orlcnt_tion of the _ound I¢v¢_m¢tcr with r_poc| Io the soundsou_o=and the obscz'vcr
_a_ld th©r¢_:¢ be ¢*_rffully _ollowcd.
_. t wind th_cZd_sused for th©m_:_ophon¢,It should be rcmc_lb:rcd that th_ may hl_= Jn influence
or__tl_ions i v ty of Ii¢: _ound ¢¥¢Jmeter.
ampl_fi_tion of the _ound level _l©r
be choked, uslnlta tland_d noise s0urm and =dju_tln8 =J
4. It b ttcommcndcd that thesound level rector ;_ndthe=sl=nd*_
rd no_©sour=:=be_llbr_tcd _¢_od_c=ll¥
ttt I=bor=lor_ ¢quJppcdwith tha no_Jt_r7/=c_thlcs for fr©c.Gcld¢al_hr=l]on.
hy F:k
_ond.
which it obvloudy o.t of chnraclcr with the general sound level being _c.=diho.ld
¢ ACOU_tCAL
_c lU*tsite dzeuld b¢ such that hcmisphcri_I
be
.v_e,,.uxo_r,tF__'l"
divert;coco cxlsts to within _ I dU.
N01t.--A sullnbl¢ lest st[c, whlch could be considered ideal for the purposeof the m_J.surcmeat_,
would
_si=tof =n op©n _p*lc©of some50 m r=dlu=, of whic_ the r.cmr_J;Zo m, l'or cx=.mpl_,would coQ_istof
_'.0¢:=, =phalt or sintl]at hard mzzctioL
Y"_r;¢tice_ dcp_.rtur¢ from th= so-orlied "Jde..1[" condition/ir_sc= from tour mtJn causest
(=) Iound =biorplion
by the _ur_ac= of the Ground;
(_) _'¢_¢ctionsfrom objccUo luch is buildings, and tr=os?or from Ferso_s;
(c) Mound wh;ch is not level or of uni_'orm ilop_ over = su_iclcnt =re=;
(_
wind.
|l b impracllcablo to spcclfy in detail the clr=ct produced by e=ch of these {n_luenccz. It is con=redImportant, however, that the surface of thc _round within the measurement ar¢._ h¢ fro=
,,_m powd:ry tnmv, Ion_ Gr_M, [o0_ loll or ;,shcs,
To minimise th= effect of re_]cctions_it Is £urther recommended that Ih¢ sum of the tn_Ics subt=ded at _e position of Ihe test vehlcfe by surroundln_ buildincs within 50 m n_us should not
¢=¢=¢d90"and IJ_,_
t there he n_ i_bslantia] obstructions within :z radius 0f25 m/tom _z¢ vehicle.
A¢ou_tiul focuulng
©KccL_ and diet b.ctw=¢n pa_lieI
wails _hould be avoided.
l_er¢vcr poMib]_ th_ level of ambient noise (includicg wind noise and--for =tzdontry t_Ju-relier II.lnd and tyro nolsc) should be luch that the rea_ing produced on the meter Is at Ica_t
ZOda hcfow d=t produced by the test vehicle. In other case=, the prevaiIin P-_oL_ level should h_
M,tlad tft t erl'/11Of the re=dln B o£ the met=r,
_.-"=_,
i
rO &tlouJd_ laken _11 &"gigOf wind do _ot distort the ¢¢=ulL_
of the m=MarcmcnL%
*_ prtlto¢= Of bystanders m_y have in nppr¢clahle influence on th_ m¢:©r z_din_ • such
Pt,'1on
z ire |n the vicinity of the vehicle or the mlcrophon_ 1_o person othrr I.bal the obscrycr
md_ogthe mcLcrlhould th©rcfote _mata In the ndghbogzbood of I_¢ v©hirJeor _¢ inks©phone.
_"_u]t=hlo
conditions r.xlsk if b),ztaodrn ire Jt • Wzbmrg from the w,_cla wN_t _t It I_t
_ _Ll_m &'orevc_rJe to m_¢ro._on_.
[
]
-A27-
twjc=
5. _.51"_.SUIt_V.Ch'T5
'.VLII4'.'£HICLC.5IN MOTIO,_
The IcsllnGgroundshouldbE lubslanlially]:vol. and ILl lur_¢_ _xLur_ aucbIba| II does
no( r..'tul_ excessive
lyfc noise.
$.:z b_e_sur;a_pos;llon_
The dihlancePromIbc mc_sur;ngpos;ti_nsto lhe rctrrcncc I;ne CC (F;g. J) on Ihe ro_d
zhouid be 7.5 m. T_c path ot _o corer:linc of ;be whicle _houJcl[oUaw u clmcZyu
possibleth: line CC.
The microphoneshouldbc'loc.alecl1.2m _bove_e _rou,d l©wL
5,3
_umber ot IllCgsur¢ln¢_
•"_t Ica_l two m¢=sutcmc,lsshould bo rnzldcon ¢_.chlidc ot Ihe vcb[_10is it pa_tJ the
m©asurlngpositions.
Ho'rL--[¢is tcconuncndr.d
thatptcrirnlnawm:asuncmcnb
b¢madelot Lt_9urposeo[ _c_uslmcnL
_uchpr¢!_¢1r_ mcMu.mmcnt_
nc._lnot I:¢in_ludr.db_the_u_ r_u]c.
8,
_
Ml_ophone: ]_ _
B
7.5m : ht/c_'o_one
£
$.4 T+m+l
procedure
,,5,4.1 Gener_l¢op_t[on.r
TI_¢ .chicle approachrJIbe line AA in Ibe appropriatecondi_oos_pec_
below:
Whcn the l'ront or lee vehiclercachc_lhc posit_on+
in telaLioa Io 11_e
microphone,
shownasAA _ R|uPe 1,lhc _bmt[leisl'uUyopened;s rapidlynspra_cable andbctd
thereu_lJl the r_aror tile vehiclerea_u positionaB m R_n= l, whenthe t_rollie is
c]oscclasr_pldly u po,_bi¢.
Tr:ilers, includi_ the Ir_iJ_ porllon ot articu]_,ledvchi_¢l, _-e [_oted wb¢_ conlid©tin; Ibe¢ro_4in_o_"line ,_',
_o .'_.--Z_'
thevcld¢]oisIpCClaII}'
c_nsLruclcd
_lh ¢qu_p_t (suchas¢onCrtlo
a'_ ¢.'_c0rcprr.xsorl,purelY.,¢_:,),wIdc.bis mcdwhilstUlevr.ld_o_1in _orn_dI_Y;m on t_l)_o;d,
equipment
iho_d i11oI_ opc_t_ d_;*l Ih__,
-AZ8-
5.4.2 ._art/¢,lnr co;Idldo.$
J.4,=.J
VrJ.cl,_ W_T._o Or^_.DOX.'The _hicl¢ shouJd_pprooch th0 I_noAA at a stcady
_pccd corrcspo.dirl/:
e;tlLcr to _,1 c,_;nc spccd o_"thcca qu_ttcrs o[ thc sp_d at whic_ the cnl;iuo
dcvcXops i_ :zl=xlmum povf_¢,
or to Ihrccqua rtcrs of the maximum cngir_ _pecdpen_t ed by Ihe govemoG
or to _0 kin/h,
whichcvcris LEolowest.
d,4,2,d VrJ,c'_ewlvll A MANU_LL'e'
Or_ATrD a=AM.eOg.
_CLE:Vcl_;cle_1,_tlr,_with 1 two-,
three,, or rout-speedgearbo_. the secondc:ar ch_uld be used.If LEcvchic_ hzs
mot= than l'ourspecds, LE¢third £car shouldbe usr.d.A,,,;liary _epup _OI
(" overdrive") should not bo en_ncd, fr gh__.h_c_._ _
",,;t_.,_ a_iaO'
rcttuctionGearbox,this shouldI_ usedwith LEod_v_ allow_g t_ h_t
speed.
Tllc vehicle Ihould approach LEeline AA at a steady rpecd _or_a_ond_g
chhcr to an c,_ine s_cd or LEr_ quartersOFthe _p_.d at w_ch the e_lli_
developsits maximumpower.
o_to three quattcr_Of the enEin©sp:ed_ctrnilted by the j;overn0r,
or to _0 krn/h.
whicheveris LE_lowest.
d.4.d.a VC.lCLSwrr. _,¢A'..rro,,C,_V_C
a_.mx. Thc_vehicleshouldappi'oachthe lin_ AA
_t a steadyspeedof ._0km/h ot at threequartersorits ma,_mumspeed,whl_cvcr
isthe lower, Whcr©altcrnativcro_rd drivepositionsareova|Sable,
that position
which rcsults in LEohlghc_tmean accelerationot tbo vch_cJo
_:tweca linu AA
nnd37Bshouldbe selected.
Tl_= selectorposillon which i_ usedonly for enginebraktnL parkingor Jlm_l_
slaw m=nc_uvres
of Ih_ vchicl, should E_excluded.
T_ww_s, '_/1_ vehicle should approachthe UO_AA at • stc_d_s_.af of
quarle_ or"the maximumspeedwhkh _a be ach_ved, m_nlgt_ gear.bozratio
whichely. LEohigh.t road speed.
_,$
Slalcmcntofr_,,_U
AT'r_clia_stahenoa sheloundlnel mctcr sbeuldb_stated_ therepaY.
The basis o_'horsepowc_ r_o& _"_ppmoa'ia_ shoed _ scaled kt I_o rr_ort,
"/'haPI_ ol'loadia_ of sheve_cJoshouldabo be specked L_tbo :rport.
-A29-
F76 SOUNDLEVEL TEST HETHOD
FOR HOTORCYCLES
-A3D-
Third Draft, August ]976
F76 - SOUNDLEVELTESTHETHOD
FORMOTORCYCLES
1.
SCOPE
This test procedure establishes the test procedure, environment, and
instrumentation
acceleration.
2,
for detemtntng sound levels
typical
of rapid motorcycle
INSTRUMENTATION
2.1
2.1.1
The following
instrumentation shall be used, where applicable:
A sound level meter whtch meets the Type 1 or S1A requiroments
of
American Nattonal Standard Specification
S1.4-1971, or successor standards.
for SoundLevel Heters,
As an alternative
to n_king direct
messurments 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 systmmeets
requtrornents of SAE Recommended
Practice,
the
Qualifying a SoundData Ac-
qutstt{on System - J184, or'successor standards.
2_1.2
An acousttc calibrator
wtth an accuracy of ± 0.5 d8.
2.1.3
An enginespeed tachometer
havinga steady state accuracy of within
3%of actual engine speed at 75%of peak power rpm*.
The vehicle
tachometer mw be used provided steady state accuracy meets the above
criterion°
X¢ should be noted that the response characteristics
of
the tachometer will affect the sound level readings; tachometers 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 maybe used to calculate
engine rpm.
t "Peak power rpm" shall meanthe rpm at which 5AE net peak brake power ts
reached, as defined in SAEStandard 0245.
-A31-
2.1.4 An anemometerwith steady-stateaccuracyof within_ 10% at 20 km/h
(12 mph).
2.1.5 An acceptablewind screenmay be used with the microphone. To be
acceptable,the screenmust not affectthe microphoneresponsemore
than _ 0.5 dB for frequenciesof IQO-8ODOHz, takinginto accountthe
orientationof the microphone.
3.
TEST SITE
3.1 The test site shall be a flat open space free of large sound-reflectlng
surfaces(other than _he ground),such as parkedvehicles,signboards,
buildingsor hillsides,locatedwithin 30 m (gB ft) radiusof the microphone locationand the followingpointson the vehiclepath (see Fig. l):
a) The microphonepoint
b) A point 15 m (49 ft) beforethe microphonetargetpoint
c) A point Ig m (49 ft) beyondthe microphonetargetpoinp
3.2 The measurementarea within the test site shall meet the follovling
requirementsand be laid out as described:
3.2.1 The surfaceof the groundwithinat least the triangulararea formed
by the microphone locationand the points 15 m (49 ft) prior to and
15 m (49 ft) beyondthe microphonetargetpoint shall be flat and level
(gradenot more than 0.5%),dry concreteor asphalt,free from snow,
soil or other extraneousmaterial.
3.2.2 The vehicle hath shall be of smooth,dry concreteor asphalt,free
of extraneousmaterialssuch as gravel,and of sufficientlengthfor
safe acceleration,decelerationand stoppingof the vehicle.
3.2.3 The microphoneshall be located15 m (4g ft) from the microphone
targetpoint, measuredperpendicularto the centerlineof the vehicle
path,and 1.2 m (4 ft) above the groundplane.
-A32-
3.2.4 The followingpointsshallbe estahlishedon thevehiclepath:
a)
Microphonetargetpoint - a point on the centerlineof the vehicle
path where a normalthroughthe microphonelocationintersectsthe
vehiclepath.
b)
End zone- a zone on the vehiclepath 7.5 m _ I m (25 _ 3 ft)
beyond the microphonetargetpoint.
3.2.5 The test area layoutin Fig. l showsa directionalapproachfrom left
to rightwith one microphonelocation,for purposesof clarity. Sound
level measurementsare to he made on both sides of the vehicle;therefore it will be necessaryto establisheithera secondmicrophone
locationon the oppositeside of the vehiclepathwith a corresponding
clear area, or end zonesand accelerationpointsfor approachesfrom
both directions,
4.
4.1
PROCEDURE
TOestablish
the acceleration
point,
second gear from the reverse direction
the end zone shall be approached in
at a constant engine speed of
50%± 2.5% of peak power rpm. Whenthe 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.
Hhen the vehicle reaches
75_ _ 2.SX of peak power rpm the throttle
of the front
shall
be closed.
of the vehicle at the time of throttle
The location
closure shall
be the
accelerationpoint for the test runs to be made in the oppositedirection.
Sufficientpracticeruns shallbe made to assuretest validity,in
accordancewith paragraph4.2,
4.1.1 The distancefrom the accelerationpoint to the centerof the end zone
must be at least 7.5 m (25 ft). If it is less than 7.5 m (25 ft) hy
the procedureof Section4.1, thirdgear, if the motorcycleis so
equipped,shall be used. If the distanceis still less than 7.5 m
(25 ft) fourthgear, and so on, shallbe used, if the motorcycleis so
equipped.
-A33-
4.1.2
If the road speed at 75_ of peak power rpm in second gear exceeds
lO0 ka_/h (62 mph), ft_st
4.1.3
gear shall
be used.
If the motorcycle is equipped wtth an automatic transmission,
the
procedureof Section4.1 shallbe followedexceptthat the lowest
selectablerange shall be employed,and the procedureof 4.l.l shall
be followedusing the next selectablehigherrange if necessaryand
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,
rpm are attained
but in such a manner that full
throttle
and 75_
in the end zone.
4,1:4 Throttleopening shall be controlledto avoidwheel slip or lift-off.
Mandatoryrequirementis thatthe acceleration
point be chosensuch
thatthe vehicleacceleratesand reachesan enginespeed of 75% ± 2.5_
of peak power rpm at full throttle,at the end point.
4,2 For thetest under acceleration,
the vehicleshallproceedalong the
vehiclepath in the forwarddirectionat a constantenginespeedof
50X _ 2.5% of peak power rpm as establishedin Section4.1. Rhen the
frontof the vehiclereachesthe accelerationpoint,also established
in Section4.I, the throttleshall be smoothlyand fully opened. Full
accelerationshall continueuntilan engine speedof 75_ _ 2.5_ of peak
power rpm is reached,which shalloccurwithin the end zone, and at
which time the throttleshall be closed,
4,3 Sufficientpreliminaryruns shallbe conductedbeforethe testingto
familiarizethe rider with the test procedureand operatingconditions
of themotorcycle. The enginetemperatureshall be within the normal
operatingrange prior to each run,
oA34-
5.
MEASUREMENTS
5,1 Tilesound leve]meter shallbe set for fast responseand for the Aweightingnetwork.
5,2 The meter shallbe observedthroughoutthe vehicleacceleratingperiod.
The highestsound levelobtainedfor the run shallbe recorded.
5.3 At least sixmeasurementsshall be madefor each side of the vehicle,
Sufficientmeasurements
shallhe made until at least four readings
from each sideare within 2 dB of each other. The highestand the lowest
readingsshallbe discarded;the sound level for each side shall be the
averageof thefour, which are within 2 dB of each other. The sound level
reportedshallbe for that sideof thevehiclehavingthe highestsound
level.
5.4 The ambientsoundlevel (includingwind effects)at the test site due to
sourcesother than the vehiclebeing measuredshallbe at least 10 dB
lowerthan thesound level producedby thevehicleunder test.
6. GENERALCOHMEtITS
6.1
Technically competent personnel should select equipment, and the tests
shouldbe conductedonly by trainedand experiencedpersonsfamiliar_vith
the currenttechniques
of soundmeasurement,
6,2 _lhile
making soundlevel measurements,notmore than one personother
than therider and the observerreadinnthemeter shell be within 15 m
(49 ft)of thevehicleor microphone,and that personshall be directly
behindthe observerreadingthemeter, on a line throuqhthe microphone
and theobserver.
6.3 The testrider shouldbe fullyconversantwith and qualifiedto ride the
machineunder testand be faml]iarwith the test procedure.
6,4
Proper use of al1 test instrumentation is essential to obtain valid
measurements.The instructionmanual providedby the instrumentmanufacturershouldbe referredto for both recommended
operationof the
-A35-
...........
•.......
= ................................................
instrumentand precautionsto be observed. Specificitemsto be considered
are:
6.4.1
The type of microphone, its
its
6.4.2
orientation
The effects
relative
directional
response characteristics,
and
to the ground plane and source of noise.
of ambient weather conditions
on the perfomance of all
instruments(for example,temperature,humidityend barometricpressure).
6.4.3 Proper Signallevels,terminatingimpedances,and cable lengthson multiInstrumentmeasurement systems.
6°4°4 Proper acousticalcalibrationprocedureto includethe influenceof
extensioncables,etc, Field calibrationshell be made immediately
before end after each test sequence. Internalcalibrationmeans are
acceptablefor field use, providedthat externalcalibrationis accempllshed immediatelybeforeand after field use.
7. REF{REIICES
7.1 ANSI $I.1 - 1960,AcoustlcalTerminology.
7.2 ANSI SI.2 - 1962,PhysicalMeasurementof Sound.
7.3
ANSI ST.4 - 1971, Specification
for
SoundLevel Meters.
7,4 ANSI SI.13 - 1971,Methodof Neasurementof Sound PressureLevels.
7.6 SAE J184, Oualifyinqa SoundData AcquisitionSystem.
!
-A36-
-A37-
F76a SOUNDLEVELTESTMETHOD
FORMOTORCYCLES
-A38-
September1976
F16a - SOUND LEVELT[ST METHODFOR MOTORCYCLES
I. SCOPE
Thls test procedureestablishesthe test procedure,environment,and
instrumentation
for determiningsound levelstypicalof rapidmotorcycle
acceleration.
2.
INSTRUMENTATION
2.1 The followinginstrumentation
shallbe used, where applicable:
2.1.1 A sound levelmeter whichmeets theType l or SIA requirements
of
AmerlcanNationalStandardSpecification
for Sound Level Meters,
51.4-1971,or successorstandards. As an alternativeto makingdirect
measurements
using a sound levelmeter,a microphoneor soundlevel
meter may be used with a magnetictape recorderand/ora graphiclevel
recorderor indicatinginstrumentprovidedthat the systemmeets the
requirements
of SAE RecommendedPractice,Qualifyinga Sound DataAcquisitionSystem - J184, or successor standards.
2.1.2
Anacoustic calibrator
with an accuracy of _ O.S dg.
2.1.3 An enginespeedtachometerhavinga steady stateaccuracyof within
3% of actualenginespeedsbetween50% and 100% of peak powerrpm*.
The vehicletachometermay be used providedsteadystateaccuracymeets
the above criterion. It shouldbe noted that the responsecharacteristics of the tachometerwill affectthe sound level readings;tachometerswhichlag in responsegenerallylead to highersound level
readings, In lleu of using an enginespeed tachometer,speedsensors
which provideequivalentaccuracymay be used to calculateenginerpm.
2.1.4 An anemometer
with steady-state
accuracyof within t 10% at 20 km/h
(12mph),
* "Peak powerrpm" shallmean the rpm at which SAE net peak brake poweris
reached,as definedin SAE StandardJ245.
-A39-
2.1.5 An acceptablewind screenmay be usedwith themicrophone. To be
acceptable,the screenmust not affectthemicrophoneresponsemore
than ± 0,5 dB for frequenciesof 100-BO00Hz, taking into accountthe
orientationof the microphone.
3.. TEST SITE
3.1 The test site shallbe a flat open spacefreeof large sound-reflecting
surfaces(otherthan the ground),such as parkedvehicles,signboards,
buildingsor hillsides,locatedwithin30 m (g8ft) radiusof the microphonelocationand the followingpointson thevehiclepath (see Fig, l):
a) The microphonepoint
b) A point15 m (4g ft} beforethe microphonetargetpoint
c) A point15 m (49 ft) beyondthe microphonetarget point
3.2 The measurementarea withinthe test slte shallmeet the followingreRuirements and be laidout as described:
3.2.1 The surfaceof the groundwithinat leastthe triangular_;ea formed
by the microphonelocationand the points15 m (49 ft) prior to and
15 m (49 ft) beyond themicrophonetargetpoint shallbe flat and level
(gradenot more than 0.5%),dry concreteor asphalt,free from snow,
soll or otherextraneousmaterial,
3.2,2 The vehiclepath shall be of smooth,dry concretenr asphalt,free of
extraneousmaterialssuch as gravel,and of sufficientlengthfor safe
acceleration,decelerationand stoppingof the vehicle.
3.2,3 The microphoneshall be located15 m (49ft) from themicrophonetarge_
point,measuredperpendicularto the centerlineof the vehicle path,
and l,Zm (4 ft) above the groundplane.
3.2.4 The followingpointsshall be established
on the vehiclepath:
a} Hicrophonetargetpoint - a pointon thecenterlineof the vehicle
pathwhere a normalthroughthemicrophonelocationintersectsthe
vehlclopath.
-A40-
b) _nd zone - a zone on the vehiclepath 7.5 m ± I m (25 _ 3 ft)
beyondthemlcrophonetarget point.
$,_,_ The &e:t arealayout in Fig. 1 shows a directionalapproachfrom left
tO rightwith one microphonelocation,for purposesof clarity. Sound
levelmeosurcmonts
are to be made on bothsides of the vehicle;therefore it will be necessaryto establisheithera secondmicrophone
lega&ionon theOppositeslde of the vehiclepath with a corresponding
¢I¢ar
area, or end zonesand accelerationpoints for approachesfrom
bQth directions,
4,1 The testprocedurerequiresaccelerationof the vehicleat full throttle
|B _ueh a manner that a prescribed engine rpm, herein referred to as the
G|O_In9 rpm, IS reached when the motorcycle is within the end zone. The
¢1051n_rpm Is a functionof engine size (displacement),
being lO0%of
PeBk powerrpm for 10O cc displacement,and 80% for 600 cc. For displa¢ementSbetween100 cc and 600 cc, a straightline relationship
epplie_which may be determineofrom Fig.2 or computedby
% rpm = 108
0.08 (displacement
cc)
FOP displacements
below I00cc the closlngrpm is 100% of peak powerrpm,
0nd for displacements
above600 cc the closingrpm is 60% of peak power
4,_ TO establishtheacceleration
point, the end zone shall be approachedin
#e¢ondgear fro_ the reversedirectionat a constantengine speed of 50%
_,5%of peak power rpm. When the frontof the vehlclereachesthe
oe_teref the end zone (approachedfrom the reversedirection),the
thrQt_|esha_ be smoothlyand fully openedto acceleratepast the microphone targetpointunder wide-openthrottle. Hhen the vehlclereaches
t_ specifiedclosingrpm the throttleshallbe closed. The locationof
the frontof thevehicleat the time of throttleclosureshall be the
_¢¢_lera_toa
pointfor the test runs to be made in the oppositedirection.
Su_¢tent practiceruns shallbe made to assure test validity,in
_'qQ¢(E_ce_It_ paragraph4.3.
-A41-
4.2.1 The distancefrom the adceleratienpoint to the centerof the end
zone must be at least 7.5 m (25 it). If it is less than 7.5 m (25 it)
by the procedureof section4.2, thirdgear,if the motorcycleis so
equipped,shall be used, If the distanceis still less than ?.5 m
(25 it) fourthgear, and so on, shall be used, if the motorcycleis
so equipped,
4.2.2
If the motorcycleis equippedwith an automatictransmission,
the
procedureof section4.2 shall be folle_edexceptthat the lowest
selectablerange shall be employed,and the procedureof 4,2,1 shall
be followedusing thenext selectablehigherrange if necessaryand
if the vehicle is so equipped. If the specifiedcIoslngrpm is reached
beforethe vehicle travels7.5 m 125it),the throttleshal] be opened
less rapidly,but in such a mannerthat full throttleand the specified
closingrpm are attainedin the end zone.
4,2.3 Throttleopening shallbe controlledto avoid wheel slip or lift-off.
Mandatoryrequirementis that the acceleration
point be cnosensuch
that the vehicle acceleratesand reachesthe specifiedclosingrpm at
full throttle,at the end point.
4.3 For the test under acceleration,the vehicleshall proceedalong the
vehiclepath in the forwarddirectionat a constantenginespeed of 5q_
2.5% of peak power rpm as establishedin section4.2. Hhen the front
of the vehicle reachesthe acceleration
point,also establishedin
section4.2, the throttleshall be smoothlyand fullyopened. Full
accelerationshall continueuntil the specifiedclosingrpm is reached,
which shalloccur withinthe end zone,andat which time the throttle
shall be closed.
4.4 Sufficientpreliminaryruns shall be conductedbeforethe testingto
familiarizethe riderwith the test procedureand operatingconditionsof
the motorcycle. The enginetemperatureshall be within the norma]operating range prior to each run.
-A42-
$. MEASUREMENTS
5.1 The sound levelmeter shall be set forfast responseand for the Aweightingnetwork.
5.2 The meter shall be observedthroughout
the vehicleacceleratingperiod.
The highestsound level obtainedforthe run shallbe recorded.
5.3 At least six measurementsshall be madefor each side of the vehicle.
Sufficientmeasurementsshallbe madeuntil at leastfour readingsfrom
each side are within2 dB of eachother. The highestand the lowest
readingsshall be discarded;the soundlevel for each side shall be the
averageof the four,which are within2 dB of each other. The sound
level reportedshall be for that sideof the vehiclehavingthe highest
sound level.
5.4 The ambientsound level (includingwindeffects)at the test site due to
sourcesother than the vehiclebeingmeasuredshall be at least lO dB
lower than the sound levelproducedby the vehicleunder test.
6. GENERAL COMMENTS
6.I Technicallycompetentpersonnelshouldselectequipment,and the tests
shouldbe conductedonly by trainedandexperiencedpersonsfamiliarwith
the currenttechniquesof sound measurement.
6.2 While makingsound level measurements,
not more than one personother
than the rider and the observerreadingthe meter shall be within 15 m
(49 ft) of the vehicleor microphone,
and thatpersonshall be directly
behindthe observerreadingthe meter,on a llne throughthe microphone
and the observer.
6.3 The test rider shouldbe fullyconversant
with and qualifiedto ride the
machine under test and be familiarwiththe test procedure.
6.4 Properuse of all test instrumentation
is essentialto obtainvalid
measurements.The instruction
manualprovidedby the instrumentmanufacturershouldbe referredto for bothrecommendedoperationof the
-A43-
instrumentand precautionsto be observed. Specificitemsto be considered are:
6.4.1
The type of microphone) its directional response characteristics, and
its orientation relative to the Dround plane and source of noise.
6.4.2 The effectsof ambientweather conditionson the performanceof all
instruments(forexample,temperature,humidityand barometricpressure).
6,4.3 Propersignallevels,terminatingimpedances,and cable lengthsof
multi-instrument measurement
6.4.4
systems.
Proper acoustical calibration procedure to include the influence of
extensioncables,etc, Field calibrationshallbe made immediately
before and aftereach test sequence. Internalcalibrationmeans are
acceptableforfield use_ providedthat externalcalibrationis accomplishedimmediatelybeforeand after field use.
7. REFERENCES
7.1 ANSI Sl.l - 1960,AcousticalTerminology
?,2 ANSI SI.2 - 1962,PhysicalMeasurementof Sound
?.3 ANSI Sl.4 - Igll,Specification
for Sound Level _eters
7.4 ANSI 51,13 - 1971,(_ethod
of Measurementof SoundPressureLevels
7.5 SAE J184, Qualifylnga Sound Data AcquisitionSystem
-A44-
100
DISPLACEHENT
- cc
FIGURE2.
CLOSINGRPMFORF76a MOVINGVEHICLEACCELERATION
TEST
R6OSOUNDLEVELTESTMETHOD
FORHOTORCYCLES
-A47-
FIRSt DNL_T
R60
I,
SOt_D IE4EL TEST METI_
FOR FDTO_CYCLES
_'oP_
Tats test procedure establishes
the test procedure, environment,
and instrumentation for determlnlng sound levels typical of
.motorcycle acoeleratice.
2.
INS_RUMI_ATIO_
2.1
The following instrtm_ntatinn sh_ll be used, where _ppliceblez
2.1.1 A sound level meter which meets the Type I or SIA 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 _ecotder and/or a graphic level recorder or
indicating lustcument provided that the system meets the requirements
oF EAr R_commendad Practice, Q_alIFying a Sound Data Acquisition
System - J184.
2,1,2 An acoustic calibrator with &_ accurac_ of + 0.5 dB (see
parag raph 6.4.4)°
2.1,3 An engine speed techometer having a steady state accuracy
of within 3% of actual engine'speed at 80% of f_xlm_1 rated net
horsepower rpa. The vehicle techometer may be used provided ste_aystate accur_=y _et8 the above criterion. It should be noted t/.at
the response characteristics of the t._chometetwill affect the sour_
level reedlngs; tachometers which lag in response generall_ lead
to highe_ sound readings.
In lleu 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 _
at the _eleration
and end
_oints.
i
2.1.4
A speedometer with steady-state accuracy of within + 10%.
2.1.5 An anemometer with steady-stats accuracy of within + i0_
at 20 km/h (12 mph).
2.1.6 An acceptable wind soteen rosybe used with the microphone.
To be acceptable, the screen must not affect the microphone response
•ore than + 0.5 ds for frequencias of 100-8000 Hz.
3.
T,m_'
,s_,,_
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 an_ the following
i
-A4B-
points on the vehicle path (see Plg. l):
a)
The mlcroi_one Point
b)
A polnt 15 m (49 ft) before the microphone target point
C}
A point 15 m (49 ft} beyond the microphone target point
3.2 _he measurement area within the test site shall meet the
following requirements and he lald 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 mlc_ophene target point shall
he flat and level (grade not more than 0.5%), dry concrete or
asphalt, free fra, snow, soil or other extraneous material.
3.2°2 The vehicle path shall be of relatively smooth, dry concrete
nr asphalt, free of extraneous materials such as gravel, and or
sufficient length for safe _=cele_ation, deceleration ana stopping
of the vehicle.
3.2.3
The mlc_ophene shall he located 15 m {49 ft) from the centerline of the vehicle path and 1.2 m (4 ft) above the ground plane,
3,2.4
path=
The following
points
sl_/1
be established
on the vehicle
a)
Nicrophene target point - a point on the centerline
of
the vehicle path where a normal through the microphone
location intersects the vehicle _th.
b)
End point - a point on the vehicle loath 7.5 m + I m
(25 + 3 ft) beyond the microphene target point':"
3.2.5 The test _ea layout in Fig. 1 shows a directional approach
from left to Eight withone microphone location, for pur[_ses 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 opl_ositeside of the vehicle
path with a corresponding clear area or end points and acceleration
points for ap@_oaches from both directions.
4.
PROCEDURE
4;1 TO establ_sh the snceleration Point, the end polnt shall be
apl_oached in second gear from the reverse direction at a constant
enL_inespeed Of 75% of R60, where R60 Is defined as the engJ.ne RPM
_orrespondin_ to the spoed of 60 /4PHin the highest transmission gear.
_en t_Q front of the vehicle reacheu the end point, the throttle
shall be folly opened to accalerate past the rr_icrop_one
point under
wide open thrOttle. When the vehicle reaches i00% of _0
-A49 -
the throttle shall be closed. The
loCation of the _ront o/ the vehicle at the ti_a of throttle
c_asure shall be the occelo_atlon point for the test runs to
be made in the opposite direction.
4.1.1 The distance from the acceleration point to the end
point must be at leant 7.5 m (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 he
used, if the motorcycle is so equipped.
4.1.3 If the motorcycle Is equipped with an automatic transmission, the procedure of section 4.1 shall he followed except
that the lewest selectable range shall be a_ployed, and the
procedure 4.1.i shall be followed using the next selectshle
higher range If the vehicle is so equipl:ed.
4.1.4
Throttle
opening shall be controlled
to avoid wheel
sllp or lift-off. Mandato_y requirement is that the acceleratlon point be chosen such that the vehicle accelorates
and reaches an engine speed at lo0t of R6O at the end point.
4.2 For the test under aeceleration, the vehlcle shall
proceed along the vehicle path in the forward direction
at a constant engine speed of
?St of R6O
as established in section 4.1. When
the front of the vehicle reaches the acceleration point,
also natablishc4 _n section 4.1, the throttle shall be
fully o@ened. Full acceleration shall continue until
an engine speed of 100% o_ R6O t8 reached.
4.3 Sufficient preliminary runs shall be conducted before
the testing to familiarize the tldet with the test procedure
and operating conditions of the _otorcycle. The engine
temperature shall be within the normal operating range
prior to each run.
-AS0-
-A51 -
-5side shall be the average of tde four, which _e within 2 dB of each
other. _e sound level re_o=ted shall be for that side of the vehicle
h_vin8 the highest sound level.
5.4 _e embient sound level (including wind effects) at the test site
dt_e tO souro_s other than the vehicle being measueed shall be at least
I0 dB lower than the sound level pceduced by the vehicle unde_ test.
6.
GENEPJ_LC0_44_I_
6.1 Technlcally cow, tent personnel should select equipment, and the
tests shoold be eo_ucbed only by traieed and experienced persons
f_a_illa[with the cursent bethnigues of sound _asurement.
6.2 While _aklng sound level _asurements, cot more than one pe_son
other than the rlde_ and the observer reading the aeber shall be within
15 m (49 ft) of the vehicle or microphone, ar_ that person shall be
directly behind the observer re_aing the meter, on a llne through the
mlce_one and the o_erver.
6.3
ride
The test rider should be fully conversant with and qualified to
the _hine
under test and be familiar with the test procedure,
6.4 Propoc u_ ef all test iestru_entation is essential to obtain
valid measurements. Me instruction m_uloalprovided by the instrument
_anufsoturer si_uld be referred to for both [ecc_m_nded operation of
the Instrur_estand precautions to be observed. Spasific items to be
consldeced are:
6.4.1 _e t_e of mioropbene, its directional response ch_antsristics,
and its orientation relative to the ground plsoe and source of noise.
6.4.2 The effects of m_bie_t _ather conditions on the performance
of _/l inst_ents
(for example, te_ratu_e, htunidityand barometric
peessuse).
6.4.3 Proper signal levels, terminating i_edances, and cable lengths
on multl-lnstrument _ur_nt
system_.
6.4.4 Pro_er acoustical calibration prncedu_e to include the influence
of extension cables, etc. Field calibration shall be made bT_iately
before and afte_ each test sequence.
Internal calibration me_
are
acceptable for field use, provided that external calibration is socc_
pli_ed immediately before
and after field use.
7.
RE_EA_NCES
7.1
A_SI SI.I - 1960, AcOUStical _erminolo_y
_.2
_SI
SI.2 _ 1962, Physical Measurement of Sound
Sound Level
7.3
A_,_ISI.4 - 1971, Specification for
_.4
A_SI SI.13 - 1971, Metl_d of Measu[emont of Sound Prassure Levels
7.5
SAE O184, Qualifying a Sound Data Acquisition System
-A52-
Meters
F77 - SOUND
LEVELTESTHETHODFOR
Sf_LLHOTORCYCLES
-A53-
F77 - SOUND LEVELTESTHETIIODFOR SMALL IIOTORCYCLES
SecondDraft,July 1976
I. SCOPE
This test procedureestablishestiletestprocedure,environment,and
instrumentation
for determiningsound levelsof motorcycleswhich on
level terraindo not exceedI00 km/h (62mph) and the manufacturer's
maximumrecommendedenginespeed at wideopen throttlein the highestgear,
2. INSTRUHENTATION
2.1 The followinginstrumentation
shall be used:
2.1.1 A sound levelmeter which meets the Type l or SIA requirementsof
AmericanNationalStandardSpecification
for SoundLevel Heters,
SI,4-1g71,or successorstandards. As an alternativeto makingdirect
measurements
using a sound levelmeter,a microphoneor sound level
meter may he used with a magnetictaperecorderand/ora graphiclevel
recorderor indicatinginstrumentprovidedthat the systemmeets the
requirements
of SAE RecommendedPractice,Qualifyinga Sound Data
AcquisitionSystem- JIB4, or successorstandards,
2.1.2 An acousticcalibratorwith an accuracyof _ 0.5 dB.
2.1.3'An anemometer
with steadyostateaccuracyof within± I0% at 20 km/h
(12 mph),
2.1.4 An acceptable
wind screenmay be usedwith the microphone. To be
acceptahle,the screenmust not affectthemicrophoneresponsemore
than _ O,S dB for frequenciesof IO0-8000IIz,takinginto accountthe
orientationof the microphone.
3.
TEST SITE
I
3.1 The test sitashall be a flat open spacefree of largesound-reflecting
surfaces(otherthan theground),such as parkedvehicles,signboards,
bulldingsor hillsides,locatedwithin30 m (g8 ft) radiusof the microphone location and the following
-A54-
points on the vehicle path (see Fig. 1):
a)
Themicrophonelocation.
b) A point 15 m (49 ft) beforethe microphonetargetpoint.
c) A point 15 m (49 ft) beyondthe microphonetargetpoint,
3,2 The measurementareawithinthe test siteshall meet the following
requirementsand be laidout as described:
3.2,1 The surfaceof the groundwithin at least the triangulararea formed
by themicrophonelocationand the points15 m(4g ft) prior to and
15 m (49 ft) beyondthemicrophonetargetpoint shallbe flat and level
(gradenot more than 0.5_),dry concreteor asphalt,free from snow,
sell or other extraneous
material.
3,2.2 The vehiclepath shallbe smooth,dry concreteor asphalt,free of
extraneousmaterialssuchas gravel, and of sufficientlengthfor safe
acceleration,deceleration
and stoppingof the vehicle.
3.2.3 The microphoneshallbe located15 m (49 ft) from the centerlineof
tne vehiclepath and 1.2 m (4 ft) above the groundplane.
3.2_
The following
points shall be established on the vehicle path:
a) Micropl_one
targetpoint- a point on the centerllneof the vehicle
pathwhere a normalthroughthe microphonelocationintersectsthe
vehiclepath.
b)
End point - a pointon the vehiclepath 7.5 m ¢1 m (25 t 3 ft)
beyondthe microphonetargetpoint.
3.2.5 The testarea layoutin Flg.l shows a directionalapproachfrom ]eft
to rightwith one microphonelocation,for purposesof clarity. Sound
levelmeasurementsare to he made on both sides of the vehicle;therefore, it will be necessaryto establisheithera secondmicrophone
locationon the oppositesideof the vehiclepath with a corresponding
clear area or to conducttestswlth approachesin bath directions.
-A55-
4. PnOCEDURE
4.1 The vehicleshall approachthe microphonetargetpointwith the throttle
fullyopen and in the highestgear. The vehicleshall start such tilat
maximumspeed is reachedbeforethe vehicleis within7.5 m (25 ft) of
the microphonetargetpoint. The vehicleshall continuealongthe vehicle
pathwith fully open throttleand maximumspeed past the end point,at
'whichtime the throttleshallbe closed.
4.1.I If themotorcycleis equippedwith an automatictransmission,the
procedureof section4.1 shallbe followedexceptthat the highest
selectablerangeshall be employed.
4.2 Sufficientpreliminaryruns shallbe conductedbeforethe testingto
familiarizethe riderwith the test procedureand operatingconditions
of the motorcycle. The enginetemperatureshall be within the normal
operatingrange prior to each run.
5. MEASUREME_ITS
5.1 The soundlevelmeter shall be set for fast responseand for the Avteighting
network.
5.2 The meter shallbe observedthroughoutthe vehiclepass-byperiod. The
highestsound levelobtainedfor the run shall be recorded.
5.3 At leastthreemeasurementsshall be made for each side of the vehicle.
Sufficientmeasurementsshallbe made until three readinqsfrom eaci_
side
are within2 dB of each other. The sound level for each side of the
vehicleshall be the averageof the three. The sound levelreported
shall be for thatside of the vehiclehavingthe highestsound level.
5.4 The ambientsoundlevel (inclUding
wind effects)at the test site due
to sourcesotherthan the vehiclebeingmeasuredshall be at least I0 dB
lower than the sound level producedby the vehicleunder test.
-A56-
G. GENERALCOHtIENTS
6,1 Technicallycompetentpersonnelshouldselectequipment,and the tests
shouldbe conductedonly by trainedand experiencedpersonsfamiliarwith
the current techniquesof soundmeasurement.
6.2 t_hilemakinq sound levelmeasurements,
not more thanone personother
than the rider and the observerreadingthe meter shall be within 15 m
(49 ft) of the vehicleor microphone,
and that personshallbe directly
behind the observerreadingthe meter,on a line throughthe microphone
and the observer.
6.3 The test rider shouldbe fully conversant
with and qualifiedto ride the
machine under test and be familiarv_iththe test procedure,
6.4 Properuse of all test instrumentation
is essentialto obtainvalid
measurements. The instructionma_nalprovidedby the instrumentmanufacturershouldbe referred'toforboth recommendedoperationof the
instrumentend precautionsto be observed,Specificitems to be constdered are:
6.4.1 The type of microphone,its directonalresponsecharacteristics,
and
its orientationrelativeto the groundplane and sourceof noise.
6,4.2 The effectsof ambientweatherconditionson the performanceof a11
instCume.nts
(for example,temperature,
humidityand barometricpressure).
6.4.3
Proper signal levels, terminating impedances, and cable lengths on
multl-lnstrument
measurementsystems.
6.4.4 Properacousticalcalibrationprocedureto includethe influenceof
extensioncables,etc. Field calibration
shall be made i_Inediately
before and after each test sequence,Internalcalibration
means are
acceptablefor field use, providedthat externalcalibrationis accompllshed irmnedlately
beforeand afterfield use.
-A57-
7.
REFERENCES
7,1
ANSZS1.1 - 1960, Acoustical Temtnology.
7.2
ANSI 51.2 - 1962, PhysJc_l Heasurementof Sound.
7.3
ANSI 51.4 - 1971, Specification
7.4
ANS! $1.13 - 1971, Hethodof Heasurementof SoundPressure Levels.
for SoundLevel Heters.
7.5
SAEJ184, Qualttytng a SoundData Acquisition
i
I
i
-ASO"
System.
"FI6.
I
-
TE_T
M_.SU2F.M_t_T
-ASg-
ARI_A,_ pROOf-buRr" NO, F-"/7
F50 - STATIONARY
VEftICLENOISE TEST
PROCEDURE
FORMOTORCYCLES
-A60-
SecondDraft, July 1976
F50 - STATIONARYVEffICLE
NOISETEST PROCEDUREFOR MOTORCYCLES
I. SCOPE
This documentestablishesthe test procedure,environmentandInstrumentation
for determiningsound levels of stationarymotorcycles. Thistest method is
complementaryto, but independentfrom, other standardizedtestprocedures
such as acceleration
sound level tests. The test is intendedto checkexhaustsystemsand exhaustnoise from motorcyclesin use, and for certification
of aftermarketproductswhich affectexhaustsystemnoise.
2. INSTRUMENTATIO_I
2.1 A soundlevelmeter which meets the Type I or SIA requirements
of American
NationalStandardSpecificationfor Sound Level _leters,
$I.4-1971,
or successorstandards. As an alternativeto making directmeasurenents
usinga
soundlevel meter,a microphoneor sound level meter may be usedwith a
magnetictape recorderand/ora graphiclevel recorderor indicating
instrument providedthat the systemmeals the requirementsof SAE Recon_endad
Practice,Qualifyinga Sound DataAcquisitionSystem- J184,or successor
standards. Type2 and Type S2A sound levelmetersare acceptableif
e11owanceis made for the wider tolerancelimitsof these meters.
2.2 An acousticcalibratorwith an accuracyof ± 0.5 dD.
2.3 An enginespeedtachometerhavingsteady-stateaccuracyof within3_ of
actualenginespeed at 50% of maximumnet horsepowerrpm*. Thevehicle
tachometermay be used providedthat the above criterionIs met.
2.4 An anemometerwlth steady-stateaccuracyof withint 10% at 20 km/h (12mph).
An acceptablewind screenmay be used with the microphone. To be acceptable,
the screenmust not affectthe microphoneresponsemore thant 0.5 dB for
frequenciesof 100-8000Hz, takinginto account the orientation
of the
microphone.
* "Maximumnet horsepowerrpm"shall mean the rpm at which SAE net peakbrake
power is reached,as definedin SAE StandardJ245.
-A61-
J
L
...............................
.........
_ ........................................
3.
3.1
TEST SITE
The test site
shall be a flat
open surfer
free of large sound-reflecting
surfaces {other than the ground) suchas parked vehicles,
buildings, or hillsides,
locatedwttHn
5 m (16 it)
being tested and the location of the microphone,
3.2
The surface of the ground, within a onemeter radius of the exhaust outlet
shell
3,3
signboards,
radius of the motorcycle
be concrete or asphalt and flat
and level.
The ambient sound level (including wfnd effects) at the test site due to
sourcesother than the motorcyclebeingmeasuredshallbe at leastI0 dB(A)
lower than the sound level producedbythe motorcycleunder test.
3.4
Wind speed at the test site during test shall be not greater than 32 _/h
(20 mph).
3.5
While making sound level measurements, not mere 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
measurer one line through the microphone and the measurer.
4,
behind the
MEASUREMENTS
4,1 The soundlevel meter shall be set for theA.welghtingnetworkand shall
be set for "slow" response,
4.2 The microphoneshall be located0,5 m fromthe rearmostexhaustoutlet,
at the same height above the groundas theexhaustoutlet,and on a llne
45= _ IOs (measuredIn the horizontalplane)from thedirectionof the
exhaustdischarge,on the side of the dischargeaway from the centerllne
of the vehicle, The microphoneshall be orientedin relationto the exhaust outlet,for maximum sensitivity,in themannerprescribedby the
manufacturerof the instrument.
4,3 The rider shall sit astridethe motorcycleIn normal ridingpositlonwith
both feet on the ground and run the enginewith the gearboxin neutralat
a speed equal to 50%maximumnet horsepower rpm.
-A62-
If no neutral
is provided
the motorcycle shall be operated either wtth the rear wheel 5-10 cm
(2-4 in.)
4,4
clear of the ground, or with the drive chain or belt
removed.
The sound level recorded shall be that measuredduring steady-state
operation at the above-mentionedengine speed, measuredon the loudest
side of the motorcycle.
Heasure_ents must be taken wtth the engine at
normal operating temperature.
5,
STATEHENT
OF RESULTS
The test report shall tnclude all relevant details
including
-
about the measurements,
the following:
the vehicle type tested, wtth description of abnomal conditions
the test site, ground conditions and weather conditions
the measurementinstrumentation
the location and orientation
of the microphone
.engtne operating speed used for the test
-the
sound level detemlned by the test
backgroundsound level
6.
at each measuring point
GENERAL
COHHEP_S
6.1_Proper
use of all
test Instrumentation is essential
to obtaining valtd
measurements. Operating manuals or other literature
furnished by the
instrument manufacturer should be referred to for both recommendedoperation of the instrument and precautions to be observed.
6.2
6.2.1
Specific items for consideration:
The type of microphone, its
its
6.2.2
orientation
d_recttonal response characteristics,
and
relattve to the ground plane and the sources of sound.
The effects of ambient weather conditions on the performanceof all
instruments (e.g.,
temperature, humJdtt_ end barometric pressure).
-A63 -
6.2.3 Properacousticalcalibrationprocedureto includethe influenceof
extensioncables,etc. Field calibrationshouldbe made InTnediately
beforethe first testof each teat day, and thereafterat intervalsof
no less than I hour, Internalcalibrationis acceptablefor field use,
providedthat external(acoustical)
calibrationis accomplishedimmediatelybefore and after each test day.
6,2.4 A measurin9probe (toestablishtileO.S m distance)attachedto the
microphoneor sound levelmeter shouldnot be employedwithoutverifying that the techniquedoes not affectmeasuredsound level readings.
-A64-
PROPOSED
FIELD TESTPROCEDURE
FORSOUttULEVELSOF COHPETITION
f4DTORCYCLE$
(Stattonew
Vohtcle Test)
-A65-
oviso0
.30.70[ T=I
MOTOR_YCIJ_
PROPOSED
FOR SOUND
1.
Scope•
mandatory
the test procedure,
sound leVelS of competition
o This procedure
technical
COUNI_IL,INC_
LEVELS OF COMPETITION MOTORCYCLES
for determining
field conditions
H_
FIELD TEST PROCEDURE
This document establishes
• instrumentation
INDU_
is designed
environment,
and
motorcycles
under
to be incorporated
_s part of a
inspection.
2. Instrumentation,
2.1.
The following
2.1.1.
Instrumentation
For professional
shall
competition,
be used:
a sound level meter
ments for ivpe 1, type 2, type S1A or type S2A of American
Institute
2.1,2,
2,2,
Per amateur competition,
],,
above,
A windscreen
which
1 dBC_) for frequencies
4000-10,000
2,3,
Hz,
taking
If the motorcycle
engine speed tachometer
The tachometer
accuracy
National
Standards
[ANSI S1.4-1971),
SI,4-1971
of Section 2.1.
meeting all require-
or of ANSI $1,4-1971
does not affect
of 63-4000
meter meeting
the requirements
type 3 or type S3A,
microphone
response more than +
Hz and + 1½ dB(A) for frequencies
into account the orientation
under test Is not provided
type or a vibrating
of
anglo of the microphone,
with a tachometer,
with a steady state accuracy
may be a pointer
specification
a sound level
then an
of + 5% shell be used,
reed type as long as the
is met,
4lOG 1Seth St, Suit| 101 * Nowpori §*Jch, Calil, g2660 * (714) r_2.?o.13
-A66 -
2.
1'estSite..
3.1 The test site shell be a flatopen surface free o[ largo sound-reflectlng
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 o[ the microphone.
3.2.
The surface of the ground, within the area described in Section 3.1.,
should be as level as possible and shellbe free of loose or powdered snow,
plowed
soil, grass of a height greaterthan iS om (G in), brush, trees, or other
extraneous materiel.
3.3.
The microphone shall be located behind, 0.5m
(20 in) (_ .01m(} in)from,
and at the some height as, the rearmost exhaust outlet and at a 45-d0gree angle
(+ 10 degree) to the normal llne of travelof the motorcycle,
The longitudinal
axis of the microphone shall be in a plane parallelto the ground plane.
3.4.
No wlre or other means of dlstence measurement
mlcrophone.
shall be attached to the
(This may lead to erroneous reedlng)
4. Procedure. The rider shall sitastridethe motorcycle in normal ridlngposition
with both feet on the ground and run the englne wi_h the gearbox in neutral at a
speed equal to ½ of the manufacturer's recommended
maximum
engine speed
(red llne). If no neutral Is provided the motoreTcle shall be c_peratedelther
wlth the rear wheel 5-10
chain or belt removed,
om (2-4 In)clear of the ground, or wl_h the drive
If no red llneis 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 nelther red llne nor maximum
horse-
power engine speed Is published, then the test speed N shell be calculated
-A67-
from the following formulae:
N = 306,000
5.
" stroke, mm
o_Lr
N = 12,000 _ stroke, inches
Measurements;
5.1.
The sound level meter shell be set for the A-weightlng networh end should
be set for "slow" response.
5.2.
("Fast" may be used.)
The sound level recorded shall be that measured during steady state opera-
tlon at the above-mentloned
motorcyo|e.
engine speed, measured
on the loudest side of the
_f tests are to be made on one side of the motorcycle only then they
shall be made on the exhaust outlet side. The test RPM
shall also be recorded.
5.3. The ambient sound level (includingwind effects)at th_ test sitedue to
sources other than the motorcycle being measured
shell be at least 7 dB(A)
lower than ._hesound level produced by the motorcycle under test.
5.4. Wind
(20 mph).
speed at the test siteduring test should be less than 32 Km/hr
If this is not possible, then the motorcycle and measurlng micro-
phone shall be positioned so thatthe prevailing wind direction is parallel to
the normal dlreotionof travel of the motorcycle.
6. General.Comments.
I
6.1.
Both riderand tester are strongly urged to use suitable personal hearing
protection, such as expendable foam ear plugs or a muff.
Motoroycle helmets,
plain cotton, and certain "ear valves" ere not suitable as hearing protectors.
6.2.
While making sound level measurements,
not more than one person other
than the rider and the me_surer shall be within 3m (I0 ft)of the motorcycle
under test or the microphone, and that person shall be directly behind the
measurer on a llne through the microphone and the measurer,
-A68-
6.3.
Proper
use
measurements.
of all
test
Operating
instrumentation
manuals
is essential
toobtai_ling
valid
or other 11torataro fui'nishod by tileInstru-
ment manufacturer should be referredto for both recommended
operation of
the instrument and precautions to be obsor_,ed.
.Specific
items
to be co_sldered
are:
6.3.1.
The type of microphone, itsdtrectlonal response chaLactorlstlcs,
end its orientationrelativeto the ground plane _nd 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 aceoustlcal calibrationprocedure to include the Influence of
extension cables, etc. Field calibrationshould be made immediately before
the firsttest of each test day, and thereafter at intervalsof no less than 1
hour.
Internalcalibration is acceptable for field use. provided that ex-
ternal (aecousdeal) calibrationis accomplished
immediately before and after
each test day.
5.4,
The procedure is intended for use as a pass-fall test, therefol'e,when
limits are specified to be measured by this procedure, they should be s,_tat
maxlma,
6.5.
with no additional tolerancepermitted.
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 advlsel'y.
-A69-
_
......................................................................
,,_s.:_..,_:,_,_i_.,_,.;_._;.:_L.,_;i
_
I
ISO PROPOSEDSTATIONARY
VEHICLE TEST 14ETHOD
-.A70-
i
]bC_,TC
43/SC1 (SLCRZTARIAT-192)
;'C2{
;'_y 1975
SecondDraftProposal
For
AcousticsSurveyl_ethodfor theI_easurnn_nt
of Hoise
Emitted by Stationary _btor Vehicles
(Revisionof dec43/I N 214)
I.
INTRODUCTION
This documentdescribesa test methodfor the controlof vehicles
in use, which is complementary,
but independentfrom measuringmethods
describedin other international
standardsand intendedfor type approval
of vehicles.
2. SCOPE
This documentspecifiesthe conditionsfor measuringthe noise produced
by,a stationaryvehicleat a readily
obtainablesite havingusual characteristics. The method is intendedto checkvehiclesin service,and
also to determinevariationsof thenoise emittedby differentparts
of the vehicle under test which canresultfrom:
- the _ear or abnormalworkingof certaincomponents,wllenthe defect
does not appear by visualinspection.
- the partia] or completeremovalof devicesreducingtileemission
of certain noises.
These variationsshall be determinedby comparingthe roadsideor
controlmeasurementswith referencenmasurementsmade under similar
conditionsduring the type approvalof tilevehicle.
3, _EASURINGDEVICES
3.1 Instrumentation
for acousticalmeasurenmnts
The microphonemust be of the omnidirectional
type.
-AYl-
The noise r_Leasure_J_ent
devicemust he of the "precisionsound level
meter" type in accordancewith PublicationIEC 179.
The n_asurementsshall be made using weinhtingnetwork 'A',and meter
time constant "fast response".
A suitablewind screenmay be used to reducethe influenceof wind
on the readings.
3.2 l.leasurement
of enginespeed
l,leasurement
of the enginespeed shall he carried out by means of a
revolutioncounterexternalto the vehicle,which allowsmeasurements
to be made within an accuracy of 3%.
4.
TEST SITE - LOCAL COIIDITIONS
Measurementsshall be madeon a stationaryvehiclein an area which
does net present a greatdeal of disturbanceto the sound field. Every
open space will be consideredas a suitabletest site if it consists
of a flat area made of concrete,asphalt or hard materialshavinga
high acousticalreflectivity,
excludingcompressedor other earth
surfaces,in which one can trace a rectangleivhose
sides are at least
three meters from the extremitiesof the vehicle,insidewhich there
is no noticeableobstacle;in particularthe vehicleshall be at a
distancenot less than l m from a pavementedge when the exhaustnoise
is measured,
IIobody
shall stand in themeasurementarea, exceptthe observerand
the driver,whose presencemust have no influenceon the meter reading,
5. AI.IBIEIIT
flOISCAI_D_$1IID
IIITERFEREtlCE
The ambient noise levelsat each measuringpoint shall be at least
10 dB(A) below the levelsmeasuredduringthe testsat the same points.
i
f
-A72-
6.
f'IEASURI_;G
r!ETIIOD
6.1
rlumber of measurements
At least three measurementsshall be carriedout at each measurino
point. The measurementsshall be consideredvalid if the range of
three measurementsmade in_edlatelyone after the uther is not greater
than 2 dB (A). The highestvalue given by these three measurements
will constitute tile result.
6,2
Positio,nin9 and preparatiun of tile vehicle
The vehicle shall be lucated in the centre of the test area,L':ith
the gear box in neutraland the clutch engaged.
Beforeeach seriesof measurenentsthe engine must be broughtto its
normaloperatingtemperature.
Note: For the referencetest. it shall be verifiedthat the cooling
fan and other accessoriesnecessary for enginefunctiuningare
working.
6.3 {.Ieasurin9
of noise in proximityto the exhaust (fig.l)
6.3.1 Positionsof tilemicrophune
The heightof the microphoneabuve the ground shall be equal to that
of the outlet pipe of the exhaustgases, but in any event shall be
limitedto a minimum value of 0.2m.
The microphonemust be puintedtotlardstileorificeof the gas flow
and locatedat a distanceof 0.5 m from the l_tter.
Itsaxis of maximumsensitivitymust be parallelto the groundand
mustmake an angle of 45° _ lO° with the verticalplane containing
the directionof the gas flow.
In relationto this plane, the microphonemust be placed to the
externalside of the vehicle (the side l,lhich
gives a maximumdistance
betiveen
the microphoneand the drivingposition).
-A73-
..
In thecase of a vehicleprovidedwith two or more exhaustoutlets
spacedless than 0.3 m apart and connectedto a singlesilencer,only
one measurement is made; the microphone position is related to the
outletnearest to tileexternalside of the vehicleor, when such outlet does not exist, to the outlet which is the highestabove the
ground.
For vehicles with a vertical exhaust (e.g. con_nercial 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 vehiclesprovided with exhaust outlets spaced more than 0.3 m
apart,bne measurementis made for each outlet as if it were the only
one, and the highest level is noted.
6.3.20peratin 9 conditionsof the origin
)
The enginespeed is stabilizedat one of the followingvalues:
Forvehicleswith controlledignitionengine, 3/4 S
- For vehicles with diesel engine, the governed no load speed
- For motorcycles,S/2 if S • 5000 RPfl,3/4 S if S < 5000 RP_
$ is the engine speed at which the engineproducesits maximumpower.
Hote) It is rece_nendedto ascertainthat the 9overnedspeed of the
dieselengine correspondswith its nominalgovereedspeed.
The throttleis then suddenlyclosed,and the noise levelsare measured
duringthe whole decelerationperiod. The highest level only should
be noted.
-A74-
6.4 _easurement of noise near the engine (fig 2)
6,4.1
Position of the microphone:
The heightof themicrophoneshould be equal to 0.5 m, Its axisof
maximumsensitivityshall be parallelwith the groundand situated
in a verticalplanewhose positiondependson the typeof vehicle:
enginein front:verticalplane through the front axle
engine at the rear: vertical plane through the rear axle
engineat the centerand motorcycles:verticalplane throughthe midpoint of the wheelbase.
The microphoneshall be pointedtowards the vehicleandplacedat
a distanceof 0,5 mmeasured horizontallyfrom the loweredge of the
nearestwheel rim or from the line joining the loweredge of thewheel
rims of the front and rear axles.
The measurementis made only on the side furthestfromthe driving
position.
Formotorcycles,the distanceof the microphoneshallbe measured
from the externalside of the motor case or from thecylinderhead,
whicheverprojectsfarther.
The measurementis made on the side of air intakeor, if the latter
is in the symmetricalplane, on the right-handside of the vehicle.
6.4,2 Operatln
9 conditionsof the engine
The engine is stabilizedat idlingspeed and then the throttleis
openedas rapidlyas possible,and kept open in such a flayas to obtain
one of the maximumenginespeeds defined below:
- For engineswith controlledignition,engine speed equal to S/2.
A suitabledeviceshould be used to preventoverspeedof the engine
-A75,.................
,j,,
and to disconnect
tile sound level
meter _vhenthe rotational
spoeC
S12 is r_ached.
- For diesel engines, tilegoverned speed.
Note;
It is rocon_ended to ascertain that the governed speed of
the diesel engine correspondsIvith is nominal governed spned.
The noise levels shall be measured during the whole acceleration
period.
The highest level only should b_ noted.
7. STATErlENT
OF RESULTS
The test report shall includeall relevantdetailsabout the measuremerits,"
includingthe following:
- the vehicletype tested,_lithdescriptionof abnormalconditions
- the test site, ground conditions and weather conditions
- the measurementinstrumentation
- the locationand orientationof the microphone
- engine operating speeds used for the tests
- the sound levels determined by the tests
- the backgroundsound levels at eachmeasuringpoint
B.
INTERPRETATION OF RESULTS
At the type approvalof a vehicle type,the resultsof measurcments
obtainedin the applicationof this methodshall be enteredinto the
type approvalsheet of the vehicle,alongwith.theenginespeedsduring
the tests. They shall be completedwithsketchesshowingti_emicrophone
positionsduring the measurements.
If checks are carriedout on vehiclesof the same type in use and if
the correspondingmeasurementresultsexceedthe valuesobtainedduring
-A76-
type approval by a quantity stated by regulations, the vehicles _il
be considered to be too noisy.
Note:
On account of the degree of accuracy of the measurements and
of the differencesbetween resultscorrespondingto different
vehicles of the same type, etc., a difference less than 5 dB
with the correspondingresult of the approvaltest should not
be considered as s_gnificant.
The valuesobtainedby this method are not representative
of the total
noise emitted by the vehicles in motion, as measured in other ISO
standards. They shouldnot b_ used to make comparisonsbetween the
levelsemitted by differentvehicles.
-A77-
6.3 CONTROLE DE BRUIT D;'ECHAPPEMENT
,
u
_eigbt
of e_Lu_t+_Ipo
cen_ez,-li_o
HAUTEUR L/A_E 01E+HAPPEMENT
.
_
.
'_ _'_-__-j,,---_
.. +
1._
S
++
•i+++
----.. t _.'
•
HAUTEUR LtAXE DaECHAPPEMENT
_oi_h¢
o£ cxh+,ust pi_o
TUBE O+ECHAPFE_IENT
,¥ERS.,L£
HAUT
,+
oA78-
- .......
+.
. .................................
_-+
ce_e=-_ino
.
.1
................
6.4 'Con_r_le du bruit de motcur
Engine'
i
-
I
-
nolse
control
,
Conc]_it_'_ g.auche
i
Condui:e
-
.
l
I
_ clroite
_-r"-'-_
1,4_
-L
_t.,_i i --_, _L_F -'___
L- ........
Su,S.c:e du 'bZo
c_
mol_ur.
[
•
f
_;ofe tlllre d air.
--J
(_"
_'_O'_euT_ l;aV_._.t
_)
Hoteur
(_
Noteur i 1_'arri_r.e / r*a_. ar_*
_ la
mo'yenne/
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_;urf_ce o.*"en,_'rm bloc_,
• All"c_osne.- a_de
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-A7_-
I
t
_.i
APPENDIX B
TEST SITES AND INSTRUMENTATION
APPENDIX D
TEST SITES AND INSTRUMENTATION
The various test sites used to acquire data are described in this
Appendix. Site anomaliesand deviationsfrom the requirementsof SAE J331a
Recome_ndedPracticeare noted. Photographsof the test sites followthe site
descriptions.
Site A.
Argosy Avenue,HuntingtonBeach.California
The site was chosen for its accessibilityand its long run (one-half
mile) of unobstructedpavementnecessitatedby the 55 mph constantspeed
test. Argosy Avenue is a new street, running in an E-W direction,
asphalt paved, 74 feet wide, in a proposed industrialpark, with no
buildings or trees within one-quartermile of the street center line.
The pave_nt is borderedby an 8" curb, then 20 ft. hard clay, beyond
which is open, plowedground. Except for the presenceof the curb and
the strip of hard, flatclay (insteadof asphalt)the site conformsto
SAE J331a requirements.
Site B. Orange CountyFairgrounds,California
This test site was located on the parking lot of the Orange County
Fairgroundscomplex. The surface of the site is asphalt. There are no
buildingsor trees within300 feetof the test track. There are no site
deviationsfrom the requirements
of SAE J331a.
Site C.
DaytonaBeach Florida
The Da_YtonaBeach test site was locatedin the parking lot of the City
Island Ball Park. The surfaceof the site is asphalt with many surface
cracks, visiblein the photographs.The width of the asphaltsurfaceis
80 feet. One microphonewas situatedon a sidewalkwith an 8 inch curb,
the other microphone located 20 feet off the asphalt surface on hard
packed, flat sand. Exceptfor these deviationsthe site conformsto the
SAE J331a requirements.
Site D.
Los AlamitosNaval 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
feetwlde, the surface in the measurementarea is asphalt. There are no
buildings or trees withinone-quartermile of the test site. There are
no deviation in site configurationfrom the SAE J331a requirements.
B-I
Site E. Los Angeles CountyFair Grounds,Pomona,California
This test site was located on the main parking lot at the Los Angeles
CountyFair Grounds. The surfaceof the test site is smoothasphalt. No
buildings or trees are within 300 feet of the test area. The site
conformsto the requirementsof SAE JB31a.
Site F. Houston, Texas
The test site was on a privateroad paralleledby a publicroad which was
lightlytravelledduringthe testingperiod. The center lineof the test
track was 50 feet from the edge of this roadway. One microphone,adjacent to the roadway,was set up on a 20 ft. wide strip of grass which
borderedthe roadway. The other microphonewas locatedwith 45 feet of
hard packed clay between it and the test track. Trees were located20
feet behindone microphone. The test track surfacewas aspalt. Because
of these deviationsthe track is not in conformancewith the requiremants
of SAE J331a.
Site g.
St. Petersburg, Florida
The test site was a secondaryroad adjacent to the dealer'ssource of
motorcycles. The surface of the road was smooth asphaltand was 20 feet
wide, It was not possibleto place microphoneson both sides of the test
track because of reflectingsurfaceson one side of the track. The
microphonepositionused was locatedBO feet from the track centerline,
40 feet of which was grass and hard packedsand. Trees and bushes were
located100 feet behindthe microphone. This site did not conform to the
requirementsof SAE J331a.
Site H. Albany,GeorBia
This test site was locatedon an aircrafttaxiwayat the Albar_Naval Air
Station. The taxiwaysurfacewas smooth concreteand is 300 feet wide,
No buildings,trees or reflectivesurfacesare within BOO feet. The site
conformedto the requirementsof SAEJ331a with no deviations.
Site I, ChappelHill, North Carolina
This test site was on a secondaryroad adjacentto the mOtorcycledealership, 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 levelsand this was locatedBO feet from the track center
llne 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.
Reflectingsurfaces, shown in the photograph,includeda utility pole,
utility box and sign pole, which were all within 15 feet of the microphone. Because of these deviations the site did not conform to the
requirements of SAE J331a.
B-2
Site J.
Suffolk, VirBinia
This test site was on one runway at SuffolkAirport, The test track is
also used as a drag strip and is in excess of one-halfmile long. The
track is 120 feet wide and the surface is concrete. Buildings are
located IO0 feet behind the microphones. The site complies with the
SAE J331a requirements.
Site K. Fort Belvoir, Virginia
This test site was locatedat the Army Vehicle Proving Ground at Fort
gelvoir,Virgina. The site deviatedfrom J331a specificationsin the
following manner:
a) Approximately 40 feet of hard packed earth was
between the microphoneand the concrete track, and b) A ditch, earth
beamand small pine trees were on the sideoppositethe microphonein 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 reportednoise level
measurements. B&K UAO207 windscreenswere used in all cases. A-weighted
sound pressurelevels (fast response)were read directlyfrom the metersas
the vehiclemade succesivepasses. Magnetictape recordingsusing 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.
Calibrationof the acousticalequipmentwas verifiedtwice daily using a B&K
model 4220 pistonphone. All instrumentation
was certified,with traceability
to the NationalBureauof Standards.
The vehicle tachometer was employed with vehicles so equipped. For
vehicleswithout tachometers,a Sanwa model MT-O3, a Rite Autotronicsmodel
4036, and/or a Dynal model TAC-20 were used. A calibratedsignalgenerator,
oscilloscope, and inductive pickup from the motorcycle spark plug lead,
were used to verifytachometeraccuracy.
Wet and dry bulb temperatureswere measuredusing a BendixPsychrometer
model 566-2. Barometricpressurewas read from a B&K model UZO001 Barometer, andwind velocityfrom a Dwyer wind gauge.
B-3
TEST SITE B, ORANGE COUNTY FAIRGROUNDS, CALIFORNIA
_LACKGOPY
TEST SITE C, DAYTONA REACH, FLORIDA
BLACK COPY
TEST SITE D, LOS ALAMITOS NAVAL AIR STATION, CALIFORNIA
BLACK COPY
TEST SITE F, HOUSTON,
TEXAS
-i
8"8
BLACK cOPY
t
x
TEST SITE H, ALBANY,
GEORGIA
BLACK COPY
<
--
:
,
,
I
TEST SITE I, CHAPEL
HILLS,
NORTH
CAROLINA
BLACK COPY
"
ffJ
-
j
TEST SITE J. SUFFOLK.
V RGINIA
'O'CI 'NOIONIHSVM
')I =IJ.I8 18::11
APPENDIX C
PRODUCT IDENTIFICATION
_j
f
i
AND NOISE LEVELS
TABLE C-I LISTING OF NEW MOTORCYCLESTESTED-- YEAROF MANUFACTURE1975 AND 1976
BIKE
rJO.
2
3
4
7
8
20
22
23
26
,27
31
35
36
42
44
45
51
52
58
5g
60
_)
03
01
05
06
07
OB
IO9
110
I,IO./YR.
OF MFG.
MAKE
2-75
ffanda
75
Bultaco
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
1}-75
6-75
8-7_
_-75
g-75
6-75
4-75
6-75
6-75
5-75
Bultaco
I,IODEL
GL-IOOO
Series 143
Frontera
Series143
Frontera
Honda
CB 750F
llonda
CB 550
Harley-Davidson FLII-1200
Honda
CB 550F
B_Itl
Rgo/6
Honda
GL lOOO
Bf4W
R90/6
IIonda
GL-IOOO
Yamaha
Chapp_
Yamaha
_C_haR_y
Kawasakl
KZ 900
BtlW
RBOS
Honda
GL-lOO0
llonda
CO 550F
Honda
CB 5SOF
BFIW
R90/6
Honoa
CB 750F
Harle,y-DavidsonSS-175
Honda
CJ 360T
Honda
XL 70
Honda
MT 125
llonda
GL-lOO0
ilonda
CB 750
Honda
CB S50F
Honda
CB 2DOT
Honda
CB 125S
Honda
TL 250
Honda
XL 12S
DISPLACEMENT
OESIOf(
(e9)
, USAGE
999
Street
363
Trail Riding Endure
363
--736
544
1207
544
--_B
999
808
999
72
72
--'903"
898
999
544
544
89B
736
174
356
72
123
9gg
736
$44
/go
124
240
124
USE*
CATEGORY
S
X
Trail Riding Endure
Street
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Street/Trail
-' Street
Street
Street
Street
,Street
,Street
Street
Street
Street
Street/Trail
Street/Troll
Street
Street
Street
Street
Street
Trials
Street/Troll
* CategoryCode: S = Street, X = Off-Road.SX = CombinationStreet/Off-Road
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
Cont'd.
TABLE C-I (CONT'D.)
BIKE
NO,
Ill
112
I]3
114
115
I17
llG
I19
120
!122
123
124
125
IR6
127
128
130
131
132
134
135
137
13B
139
141
]44
145
151
152
153
154
156
]_O
161
MO./YR.
OF MFG.
7-75
6-7S
7-75
g-7s
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
_-TS
6-75
75
75
_.75
?S
8-75
1-75
9-75
75
75
7_
75
I-7G
2-75
MAKE
MODEL
I_onda
HR 175
Honda
XL lOO
llonda
XL 250
Kawasaki
_i IOOA
Kawasakl
K}I100
Kawasaki
KV I00
KawasakI
KE 175
Kawasaki
KR 4DO
Kawasakl
KZ 750
Kawasakl
KV 75
Kawasakl
KH250
KawasakI
KT 250
Suzuki
ES40OA
Suzuki
GT 18S
Suzuki
GT 750
Suzuki
GT 5DOT
Suzuki
TS 100
Suzuki
GT 380
Suzuki
GT 550
Yamaha
DT 250C
Yamaha
DT I/5C
Bultaco
250 AIpina
Bultaco
350 SperpaT
P_
RgO/6
NVT
__
ERB
Mote Morlnl
3 I/2
Laverda
lO00TUREE
Mote Guzzi
IO00Converter
Rokoq
:T-34011
MQn_ess_
250Endure
HQntessa
:eta123
Yamaha
TY 80
IIonda
CB 750A
Can-AmBombardier250TiltEndure
DESIGN
DISPLACEMEN
USAGE
(eel
171
Trail Ridlnq Endure
9g
Street/Trall
248
Street/Trail
99
Street/Trail
99
Street
og
Street/Trail
174
Street/Trail
400
Street
746
Street
73
Trail
24g
Street
246
Trials
396
Street/Trall
184
Street
738
Street
492
Street
98
Street/Trail
371
Street
543
Street
246
Street/Trail
171
Street/Trall
,
244
Trail Riding/Trials
326
Trials
890
Street
49
Street
344
--Street
981
Street
949
Street
336
Trail Ridinq Endures
248
Trall Ridln_ Endures
123
Trials
72
Off-Road
736
Street
247
Street/Trail
CategoryCode: S = Street,X = Off-Road,SX = CombinationStreet/Off-Road
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
Cont'd.
TABLE C-I (CONT'D.)
BIKE
NO.
MO./YR.
OF MFG.
162
163
164
]65
166
161
168
169
170
.]73
172
173
5-76
12-75
12-75
5-75
6-75
6-75
1-76
4-75
4-75
7-75
5-7_
4-75
I0-75
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"'
]74
17g
176
177
178
179
|_0
181
182
183
184
1_7
188
189
TOO
192
I_)
194
195
196
198
MAKE
HODEL
Kawasaki
KE 125
Kowasakl
KZ 900 LTD
Kawasakl
KO 80
Yamaha
RD 200C
Yamaha
Chapw
Yamaha
DT lOOC
llonda
NC-50
Honda
CT.gO
Vespa
Ciao •
Honda
CT-70
Honda
XR-75
Yamaha
DT 400C
Yamaha
XS 650C
Bene111
750 SET
Suzuki
GT 750
Motobecane
Mobylette
SlnfacVelosolex 4600
_a_asaki
KZ 900
Suzuki
RE 5 Rotary
Suzuki
TS-185
Suzukt
TM-75
Husqvarna
360 WRX-Country
Husqvarna
360 Automatic
Harley-Davtdson IFLH-1200
Harley-Davidson_SX-175
Harley-Davtdson SS-175
Jarley-Davldson!SS-250
Harley-Dovidson SS-125
HarTe.y-DavldsonSX-125
Harle_-Davidson FXE-1200
Harle_-Davldson XLII-IO00
Harlex-Davidson XLH-IO00
Ossa
250 Pioneer
DISPLACEMENT
ice)
124
903
79
195
72
97
49
8g
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
OESIGM
USAGE
USE*"
CATEGORY
Street/Trail
Street
Competition
Street
Street/Tral]
Struet/Irall
Street
Street_Tratl
Street
Streot/Trall
Competition
Street/Troll
Street
Street
Street
Street
Street
Street
Street
Street/Trail
Competition
Racing: HX & Off-Road
Racing: MX& Off-Road
Street
Street/Troll
Street
Street
Street
Street/Trail
Street
Street
Street
Troll Riding Enduros
SX
S
X
S
SX
SX
S
SX
Hoped
SX
X
SX
S
S
S
IIoped
Moped
S
S
SX
X
X
X
S
SX
S
S
S
SX
S
S
S
X
.J
• CategoryCode: S = Street,X = Off-Road,SX = CombinationStreet/Off-Road
Cont'd.
TABLE C-I (CONT'D)
BIKE
NO
199
200
203
204A
2USA
!07A
!OBA
209A
211
213
214
215
218
219
502
508
510
1514
516
532
:541
1546
551
552
555
557
559
561
563
565
566
567
571
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
II-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
I0-75
HAKE
HODEL
Peuqeot
103 LVSV3
Ossa
350 Plunker
Harley-Davldson KLH-IO00
Honda
GL-IOOO
florida
CB 550'
Suzuki
TS-185
Honda
CD 360T
Hodaka
250
f4ontessa
250 Endure
Kawasaki
KZ 400
Kawasaki
KZ 900
l{enda
CO 750
Yamaha
DT-I?5C
llonda
CB 750
Yamaha
RU 400C
Benda
CB 750F
fluteGuzzJ
fOOD Converter
Yamaha
DT 250C
Yamaha
DT 175C
Bonda
MR 50
Suzuki
RM 125
IIonda
MR50
Honda
CO 550
llonda
GL 1000
Yamaha
XT 500
CMW
R90/6
llonda
CB 550
Honda
GL 1000
PIonda
XL 125
Yamaha
XS 650C
Gate]11
_Ioped
Yamaha
DT 4Dec
Honda
CB 750
DISPLACEMENT
(cc)
49
310
995
999
544
I03
356
24c
240
390
903
736
_71
73G
398
736
949
246
171
49
123
49
544
999
499
BgB
544
999
124
653
49
397
544
DESIGN
USAGE
Street
Trials
Street
Street
Street
Street/Trall
Street
Racing:MX & Off-Road
Trai-1'Ridinq
& Endures
Street
Street
Street
Street/_
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
* CategoryCode: S = Street,X = Off-Road,SX = CombinationStreet/Off-Road
USE*
CATEGORY
t_oped
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
Hoped
SX
S
TABLEC-1
BIKE
NO.
513
575
587
590
593
594
598
602
604
80G
606
607
6p9
6IO
6l]
612
613
628
629
530
531..
532
5_3
_34
535
536
537
_3B
_O9
i,
(CONT'G)
HO./YR.
OF MFG.
75
4-75
12-7D
2-76
T0:75
3-76
7-75
12-75
10-75
5-75
3-75
11-75
6-75
6-15
5-75
6-75
9-75
4-75
75
75
' 'I.76
.75
75
75
75
75
I0-75
12-75
75
,HAKE
Can-A_
Honda
Yamaha
'Yamaha
Yamaha
Yamaha
Honda
Honda
IIonda
Iro_da
Honda
Honda
IIonda
Honda
Honda
Honda
Honda
Honda
Bulta¢o
Bultaco
Bultaco
Hontessa
Montessa
Montessa
Carabela
Carabela
Yamaha
Indtan
Honda
HODEL
]25 TiffEndure
CGSOOT
YZ 125C
RD 400C
XT 500C
XS 3_bC
GL lO00
CJ 360T
CB 750
ICB 7GOF
ICB 550F
CB 550
XL 250
CB 1255
XL 125
rXLlO0
IXL70K2
'CB 500T
,250Frontera
'2_dPursan_
'3_0MatadorHK9
250 Endur0
Cota 247
Cota 348
125 HarquesaHX
250 CentauroEndureI
XT 500C
,.
_lT 175
,,
All TerrainC.ycle
DISPLACEMENT
(cc)
DESIGN
USAGE
124
'- Street/Trail
498
Street
I_3
tlotecross
398
Street
499
Street/Trall
358
Street
999'
Street
356
street
736
... Street
736
Street
544
'Street
544
Street
248
Street/Troll
124
Street
124
Street/Trall
gg
Street/Trail
72
Street/TraN
498
-" Street
244
Trail Ridin_ Endures
247
Racin_:MX & Off-Road
348.
Street/Trail
248
Trail Riding.& Endures
247
Trials
310
Trtals
I}9
Racin_; MX & Off-Road
246
Troll Ridinq Endures
499
Street/Trail
171
Trail
B9
..,All Terrain
* CategoryCode: S = Street, X = Off-Road,SX = CombinationStreet/Off-Road
USE*
£ATEGORY
SX
S
X
S
SX
5
S
S
.S
S
S
S
SX
S
. sX
SX
SX
S
X
X
SX
X
X
x
X
SX
SX
X
X
.
'
TABLE C-?
LISTING OF 1974 MANUFACTURED MOTORCYCLES TESTED (STOCK CONFIGURATION
I
BIKE
NO.
6
12
16
2{
28
53
37
4]
43a
63
64
68
73
74
121
140
I_42
14(_
147
]55
:.}.
57
l_8
lgl
!97
,2(_
l
212
501
5b3
arO4
505
_06
507
519
I MO./YR.
} OF NFG.
I
(
I
I.IAKE
1
74
Yamaha
(
8-74
Kawasaki
J 12-7_
liarl
_y-bavidsor_
I
74
BFI_
I
4-74
Yamaha
_
74
Kawasaki
14
Suzuki
_-74.... Suzuki
74
I_!BI
74
Ducatl
7-74
Can-Am
]0-74
Ravsasa
kl
2-74
Ka_._asa
k!
14
! UI))I
6-74
; Kawa_akl
11-74
;.{(orion
(
(
I
8-74
8-74
4-74.
1I- 14
74
11-74
g-74
11-74
10-74
5-74
12-74
I(]-74
7-74
5-74
10-74
12-74
4-74
* Category Code:
i
!
110DEL
XS6SOB
900 Z-I.
FXE-1206
RgO/6
R0-250
900 Z-,l
C,T550
TS-IB5
R90S
r_'.
7S0S
250 TI£T
"900 Z-I
KZ 400D
p,60/6
_OO _']
1350Conm_ando
i
f
DISPLACEMENTI
(cc)
I .
653
903
1207
_98
247
g03
543
183
898
749
247
903
398
599
003
B28
'
( Laverda
750 SF
744
Can-/_n
_50 IIX-I
246
_bto G'uzzl
B50-'TIntercepter
_J44
llodaka
Road load
98
Kreidler
. f4P3
I' 49
BHI.I
ROOS
_98
llarley-Davidso.n.SX 2'50
242
llarle.y-Davidsnn SX 250
242
Ossa
Desert Phantom 250
246
Yamaha
RD-350
I' 347
Yamaha
XS 650B
653
Yamaha
... RU-350
347
Yamaha
RD-2bO
247
Yamaha
RD- 2001]
195
Yamaha
_iU-125_
124 '
Kawasakl
KZ 4(JOS
398 _.
Kawasaki
KZ 4GOD
398
'
BESIGrlUSAGE
USL_
CATEGORY
Street
Street
Street
Street
Street
Street
Street
Street and Trall
. Street
Street
Street and Trail
Street
Street
Street
Street
Street
S
S
S
S
S
S
S
SX
5
S
SX
S
S
s
S
S
Street
'_
Raolnq; NX _ Off-Road
Street
Street and TralI
' Street
Street
Street and Trall
Street and Trail
Trail Riding Endures
Street
Street
Street
Street
Street
Street
Street
"Street
S
C
S
SX
/toped
S
SX
.
SX
X
S
S
S
S
S
S
S
S
S = Street, X = Off-Road, SX = Combination Street/Off-Road
...
TABLE C-2
(CONT'O)
r
BIKE
NO.
HO./YR.
OF tIFG.
528
4-74
521
6-74 .
53U
6-74
533
.14 .
534
74
635
74
536,
74
537
G-74
545 ..
O-74
547
'I0:74
548
7-74
550
9-74
55B
8-74
560
/-74
SG2
10-74
568
6-74
570
.4-74
_ll
74
503
74
5B9
7-74
_9
8-74
_O]
g-?4
_03
7-74
i. 614
608
i 623
1 626
1
B-74
7-74
6-74
12-74
HAKE
llonda'
J,onda
l_onoa
llqnda .
IIenda
Honda
#fonda
llonda
llonda
Suzuki
Honda
Suzuki
Yamaha
llonda
llonda
Yamaha
Honda
Yamaha
Yamaha
Yamaha
t{o_da
florida
Hond_ .
Honda
Honda
llond_
llonda
rIODEL
CL 450
!CB
450
XI. IZb
Z SOA
Z 5OA
z 50A
"Z 50A
'CB 3GOT
ICB 125S
RV 90
'XL 175
TS 4OOS
RS:IOOB
CB 360T
CB 20OT
DT-250
CB 125S
DT-175B
FIX 125
TX 750
CB 50OT
CB 40OF.
CB 360T
CL
XL
CB
CB
360
350
_SOF
_OOF
DISPLACEMENT
(CC)
I
444
444
IZZ
49
49
49
49
356
122
88
173
396
97
356
198
245
122
171
123
743
498
40B
356
356
348
347
408
DESIGtJUSAGE
USE *
CATEGORY
Street
Street and Trail
. StFeet and Trail
TralI (mini
Irai] (mini
Trall (mini
Trail (mini
St?eet
Street
All-terraln
Street and Trall
Street and Trall
Street
Street
Street
Street and Trail
Street
Street and Trall
Racin_: HX and Off-Road
Street
Street
Street
Street
SX
S
SX
X
X
X
X
S
S
SX
SX
SX
S
S
S
SX
S
SX
X
S
S
S
S
Street
Street and
and Trail
Trail
Street
$tree_
I
• Category Cede:
S = Street, X = Off-Read, SX = Combination Street/Off-Road
SX
SX
S
S
x
0
NN
m
g
m
m
S
m
m
N
TABLE C-4
NOISE LEVELS, NEW MOTORCYCLES, YEAR OF MANUFACTURE 1975 AND 1976
USE*
DISPL, ENG,
.NOISE LEVEl. - dB
TEST
BIKE
CATEGORY 'CC
TYRE 0331a F76 R60
FSO 35 HPH 55 MPH SITE MFG'R NO.
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
9
S
S
9
S
S
1207
4 S " 82
86
80
94
1207
4 S
84
84
90
1207
4 S
85
999
4 S
76
Dl
87
999 4 S
82
08
999
4 S
76
79
08
999
4 S
77
85
88
999
4 S
76
83
R8
999
4 S
76
84
88
999
4 S
80
88
999 4 S
76
89
999 4 S
77
88
995
4 S.__87_. 88
99
_9_
4 S I 84
88 -83- , 99
995
4S
84
87
901
4 S
92
94
95
949
4 S
80
83
89
949
4 S
84
OB
86
903
4 S
82
B7
95
_903_ _LE
__80_ _9?_
_.._96
903
4 S
81
89
82
97
903
4 S
88
96
098
4 S
83
84
90
898
4 S
82
82
89
898 4 S
81
87
898
4 S
02
88
S9B
4 S
81
82
890
4 S
81
87
_.748
4 'S
82
86
92
746
4 S
81
83
90
736
4 S
81
83
91
736
4 S
77
88
738
2 S
D3
84
82
94
738
2 S
84
92
736
4 S
76
78
87
736
4 S
79
82
95
._Z36
4 S
76
77
05
736
4 S
81
84
93
736
4 S
77
79
89
796
4 S
82
85
94
736
4 S
77
06
653
4 S
83
87
02
653
4 S
82
86
81
89
73
76
77
68
71
70
74
74
77
77
72
72
76
74
74
67
73
72
74
68
74
73
74
D
F
D
F
C
F
D
V
C
V
F
V
J
V
I
V
B
V
C
V
C
V
C
V
D
F
D
F
D
F
D
..L
0
G
D
G
D
0
D
Q
D
q
C __Q
J
P
D
P
C
P
C
p
C
P
C
P
D
8
B
Q
D
V
C
V
D
U
D
U
F
V
F
V
G
V
D
V
0
V
B
V
C
V
J
AC
D
AC
194
187
20
204A
2
598
561
552
104
45
31
26
203
196
195
145
510
151
214
I_79__
163
42
-557
139
50
"--44
27
23
175
120
219
59
176
127
605
604
;OB
215
160
105
7
565
174
"CATEGORY CODE: S = STREET, X • OFF-ROAD,SX , COMBIRATIONSTREET/OFF-ROAD
(Cont'd.)
C-9
TABLE C-4
USE*
CATEGORY
S
S
S
S
S
S
S
S
S
S
S
SX
SX
SX
S
S
S
S ,
S
S
S
"SX
SX
SX
S
S
S'
S
S
SX
S
S
SX
SX
SX
_X
_X-....SX.....
.__X
S
S
CONT'D.)
OISPL, EtIG,
CC
TYPE J331a
544
544
544
544
544
544
544
544
544
544
544
543
499
499
499
4 S
4 S
4S
4 S
4 S
4 S
4S
4 S
4 S
4 S
4 S
2 S
4 S
4 S
4 S
82
B2
83
82
78
83
80
83
80
84
85
83
B2
Bl
85
NOISE LEVEL
dB
TEST
IBIKE
F76 R60
FSO 35 I4PH 55 IIPH SITE HFG'R rIO.
83
82
B4
B3
79
85
83
B3
7B
81
B3
G4
91
90
92
B4
89
83
84
B4
93
91
93
89
90
89
B
K
D
F
F
J
C
C
C
C
I
D
E
F
J
498
4 S
74
78
G5
497
B3
96
78
498 Ro4aSytr 82
73
79 81
86
492
2 S
82
B4
95
400
2 S
B4
85
89
398
4 S
79
79
70
75
398
2 S
81
80
93
398
2 S
83
83
90
397
2 S
82
78
91
397
2 S
B3
80
93
79
396
2 S
81
81
91
371
2 S
B4
84
90
358
4 S
79
BO
90
356
4 S
76
80
B9
71
76
356
4 S
76
79
89
356
4 S
77
81
8S
348
2 S
B9
B9
B?
344
4 S
B4
86
92
249
2 S
82
82
91
248
4 S
79
79
83
24B
4 S
79
78
83
247
2 S
91
91
103
__ 246
2 S
97
95
I0_
---R_6-- 2 S
91
77,
90
246
2 S
B2 --_
99
,
,
--244 -'2 S....99- --B9 i'--m"--9_ ..........
242
198
* Category Code:
2s
4 S
9_
77
79 B1
7a
_B
95
77
V
V
V
V
V
V
V
V
V
V
V
U
AC
AC
AC
]06
571
205A
607
606
559
52
51
22
8
551
132
637
593
555
F
V
628
D
U
K
V575 180
D
U
128
B
Q
]19
0
Q
213
F
AC
SgO
G
AC
502
J
AC
567
D
AC 173
D
U
125
D
U
131
F
AC
594
B
V
101
F
V
602
O
V
20BA
E
X
631
D
0
144
B
Q
lZ3
D
V !113
F
V
60g
D
C
161
E
K
636 ..
G
AC 514
D _XC--, 134
E- "--'X
....6'29--'
o
B
F
V
19o
107
S = Street, X = Off-Road, SX = Combination Street/Off-Road
(toni'd)
C-I0
TABLE C-4
CONT'O,)
USE*
CATEGORY
DISPL.
CC
S
S
SX
SX
S
SX
SX
S
SX
SX
SX.
SX
SX
SX
SX
SX
S
S
S
_X
SX
S
• SX.
_X
..__SX_
SX
SX
sX
SX
SX,
SX
SX
SX
SX
SX"
SX
X
X
,,x
X
X
ENG.
NOISE LEVEL
dB
ITEST
BIKE
TYPE J331a F76
F77 F50 35 tIPH 55 MPll SITE MFG"R NO,
195
2 S .I"81
83
184
2S
79
76
183
2 S "--'_I 81
183
2S
,82
73
174
2S
83
81
174
2S
84
80
174
2 S
83
79
174
?S
81
171
2 S
83
81
171
2S
82
80
171 2 S
82 80
124 4 S
78 76
..__124___4_83
80
124
4S
B_
81
124
2S
88
85
124
2S
78
77
124 . 4 S
81
81
124
4S
80
80
123
?_
80
78
1_3
2 S,
83
77
123
2 S'
83
80
g9
2S
82
82
99 1 4_S . 84
.79
99
4 S I 85
.
g9
2S
78
77
B9
, 2 $
81
81
_
_$
7,6
,75
97
_s
77
77
89
4$
76
73
73
?_
7B
22
4$
76
73
72
4S
02
77
72 .._4_S 80
80
72
2S
72
70
72
2S
69
72
2S
74
4_
2$
363 2S
94
363
...Z
S
* Category Code:
2S
2_
.
83
80
77
79
78
72
79
68
gd
85
8g
83
89
90
91
9S
93
91
gO
83
BS
82
93
7g
84
92
79,
_..79
75
77
75
68
73
79
79
81
B_
71
95
__35L._L__s _
336
326
91
85
91
92
86
8g
85
86
92
92
92
94
g4
90
90
79
83
91
8g
80
99
84
88
D
D
D
D
D
O
B
C
D
D
G
J
B
F
K
O
B
F
D
D
B
B
B
F
,B
B
D
D
D
B
.D
B
F
D
C
C
D
C
AC
U
U
U
F
F
Q
F
AC
AC
AC
V
V
V
C
q.
V
V
F
F
V
q
V
V
Q
Q
U
AC
V
g
V
V
V
AC
AC
AC
V
X
i
I_5
126
207A
18|
189
188
118
60
218
135
516
563
110
611
573
162
108
6]0
'192
193
103
115
If2
612
114
117
130
187
169
122
17.1
102
613
166
36
35
16'8
4
C
_
u
A
183
8
O
"D
E
X
152
138.
S = Street, X = Off-Road, SX = Combination Street/Off-Road
cont'd.
C-11
TABLE C-4
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
MOPED
_PED
MOPED
MOPED
MOPED
_PEO,
CONT'D.)
OISPL, ENG.
NOISE LEVEL - dB
TEST
BIKE
CC
TYPI J331# F76 F77
FBO 35 rIPH155 MPH SITE _IFG,,'R
I_O,
, 310
310
248
248
248
24B
247
247
246
246
946
244
17]
171
,12B
123
123
I19
89
79
72
72
72
49
49
49
49
49
49
49
49
2 S
86
2 S
9]
4 S
84,
2 S
91
2S
84
2 S
9O
2 S
84
2 S
]Of
2,S
92
2 S
93
9 9
89
2 S
90
9 9
90
9 S
B7
2 S
95
2 S
|00
2 S
?7
2 S
95_
2 9i
9 S l 79
4 S
91
2 S
75
2 S
76
9S
_
2 S
29
9S
9 S
2 S
2 S
2 S
84
B9
7B
90
84
B9
82
lOl
89
91
n_8
86
86
83
92
97
77
79
78
74
75
.8B- _..
9B
80
88
104
93
B9
9l
II6
98
B9
92
8g
90
91
94
95
]04 l
85
73 !
8}
99
?B
77
69
74
66
60
67
69
74""
69
B6
94
94
B5
BS
E
O
B
E
D
D
E
E
D
D
B
D
E
B
F
I
O
E
0
D
D
O
9
I
H
J
D
D
D
9
_
T
634
J,
200
V
log
T
632
T
211
T
153 .
T
633
X
630
t_ 1209k
J
,199
Q
,124 ,,
X
137
I
638
V
111
AC
5B7
U
541
T
154
K
635
V'
909
0
164
V
]72
U
IB2
AC 156
V
546
V
532
AA 566
II }7B_
AB
177
Z
170
B
141J
R
_99
r,,
* CateRory Code:
S = Street, X = Off-Road, SX : Combination Street/Off-Road
** Limited edition vehic]e- no longer in production
C-12
TableC-5
HOISELEVEL- NEWMOTORCYCLES,
YEAROF MANUFACTURE
1975 AND1976 (BY MANUFACTURER)
For off-road motorcycles (mx) means motorcross
and (t) meanstrtals motorcycles
HONDA
Model
J-331a
F-76
F-50
35mph
55mph
Site
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
81
79
79
78
80
79
81
78
81
80
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
68
71
70
74
O
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
79
79
78
83
79
78
76
80
83
83
94
84
B
F
O
B
81
83
91
D
Street
GL-IO00
GL1000
GL1000
GLI000
GLI000
GLI000
GL1O00
GL-IO00
GL1000
CB750F
CB750F
CB750F
CB750F
CB750
CB750
CB750
*CB750A
CB550
CB550
CB550
CB550
C8-550
CB550
CB550F
CB-SBOF
CB550F
CB550F
CB550F
CBS00T
CB-5OOT
CJ-360T
_-360T
CB360T
CB200T
CB125
CB125
79
85
83
84
78
77
84
82
85
79
82
84
83
85
83
83
Combination
XL250
XL-250
XL125
XL-125
*CB750
C13
F-
XX_X_
0
_
XXX__U_
0
_
_1_
i ..............................
_
I:_ _
C:_ (:_
_Z_
Q
I:_
t_
I_
_,.._
,_'_ ,,l_
I!
x
_
I_
(,,0 _
C_ r_
_,__i,,_
0
CO LO _,0 I,,IO',d_ _1_ _
J_
I t'_
_,_
0
Table C-5 (CONT'D.)
HARLEY-DAVIDSON
Model
J-331a
F-76
F-50
35mph
5_ph
Site
82
84
85
87
84
84
81
83
80
81
86
84
94
90
73
76
77
88
88
87
79
81
78
99
99
74
77
77
77
75
7g
D
D
C
D
0
D
D
0
D
C
Street
FXE (Caltf)
FLH (Ca]if)
FLH
XLCH(Ca]if)
XLCH (Calif)
XLCH(Calif)
SS-250
$5-175
SS-125
55-175
88
86
83
86
68
68
Combination
SX-175
SXT-125
84
83
80
77
89
89
73
77
81
F
D
OTHERMANUFACTURERS
Street
Laverda1000 Three
MotoGuzzi
1000 Converter
1000 Converter
BMW R90/6
BMW R90/6
8MW R90/6
BMW Rgo/5
BMWR90/6
BMW R90/6
Bene111 750 SeJ
MotoMortnt 3 1/2
92
94
95
80
84
83
82
81
82
81
81
82
84
83
88
84
82
86
86
89
06
90
89
87
88
82
07
92
92
89
91
89
91
87
103
E
0
97
95
102
E
88
85
9
72
67
73
72
G
0
j
D
C
C
C
C
0
D
Combination
Bu]taco 350 Matador
Can-Am250 TNT
CarabeIla 250 Centauro Enduro
Can-Am125 TNT
Endure
C-16
C
Table C-5 (CONT'D.)
OTHER MANUFACTURERS
Company
Model
J-331a
F-76
F-B0
35mph
55mph
Site
86
91
84
90
84
77
84
90
84
89
82
77
88
140
93
89
91
85
E
E
D
D
E
D
84
116
90
95
C
C
D
E
D
E
92
D
D
Off-Road
Montesa
Cota 348 It)
250 Enduro
250 Enduro
250 Enduro
Cota 247 It)
Cota 123 It)
Bultaco
370 Frontera
370 Frontera
350 SherpaTit)
250 Pursang (mx)
250 Alptna
250 Frontera
Husqvarna
94
95
79
101
90
89
80
101
86
89
360 Automatic
350 WRCross
Country
88
83
gl
350 PlonkerIt)
250 Pioneer
91
93
89
91
g8
89
Rokon
RT-340II
90
89
gg
Hodaka
250
92
89
98
D
Indian
MT-175
90
86
91
E
Carabela
125 Marquesa
MX
9S
OSSA
80
82
85
D
D
88
D
E
Mopeds
Model
NVT*
Garelll
Velosolex
MotoBecane
Vespa
Peugeot
F-77
Site
4600
Mobylette
Ciao
103 LVS v3
74
66
60
67
69
69
D
J
O
D
D
D
Other smallmotorcycles
Honda
MR-50
Hondo
NC-50
Honda
MR-50
Honda A11 TerrainCycle
74
71
69
73
H
D
I
D
* Limitededitionvehicle- no longerin production.
C-17
TABLE C-6 NOISE LEVELS,
]969-]974
(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
DISPL ENG.,
NOISELEVEL- dB
TESTr
BIKE
CC
TYPE J331a F76 F77 F50:35 HPII 55 ]IPH SITE IHFG.,R NO.
,
1207 4 s
1207 4 $
120/
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
1207
4 S
_
4 S
995
4 S
99_
4 S
999
4 _
903
4 S
903
4 S
903
4 S
903
4 S
903
4 S
903
4 S
.g03
4 S
903
4 S
89B
4 S
898
4 S
898 4 S
844 4 S
044
4 S
828 1 4 S
82_ 4 _
820
4 S
748 4 S
736
4 S
749
...4
S
749 I 4 S
83
84
85
91
8g
85
87
8g
87
B6
102
87
92
84
B4
84
14
82
83
84
84
85
86
83
748I 4 S
74_ . 4 S
748
4 S
RO
80
73
105
103
104
I05
I05
90
103
100
72
72
12
17
79
72
74
75
72
72
{
I 104
89
88
80
.
82 85
81
83
88
7g
R2
81
84
80
90
93
82
9]
100
98
11
g8
73
9g
74
88
61
96
72
97
70
97
72
g5
71
94
95
95
97
94
90
B6
96..6B
90
8g
73
92 67
91
97 70
102
94
72
91
8g'
87
6B
60
62
.i A
79 1 A
79
A
82.
A
84
A
76
A
79
A
79
A
A
77
A
C
C
C
76
A
78
A
77
A
66
A
75
A
73
A
76
A
75
A
C
C
C
B
C
C
69
D
73
A
0
15
A
75
A
O
7B
A
80
D
17
A I
C
72
71
69
A
A
A
"CATEGORYCODE: S : STREET, X - OFF-ROAD,SX o COMBINATIONSTREET/OFF-ROAD
Con_'d,
C-18
A78
A86
A98
#Rg
AlO0
A59
A74
A/5
A/7
AEO
16
30
55
A76
A124
A111
AlD_
AI
AB4.
A69
A153
68.
33..
12
121
43a
25
158'
A131
147
A50
A9
.. 140.I
A43._
159
Alg2
63
A138
AI06
AI07
TABLE C-6
(CONT'D.)
USE
CATEGORY*
$
S
S
S
DISPL.
CC
749
748
745
745
745
745
745
745 I
745
745
745
744
743
743
738
S
$
S
S
S
S
S
S
S
s
S
S
I...
S
I
.,S
S
,S
S
S
S
S
S
S
s
S
S
S
S
S
S
S
$
S
S
S
S
ENG.
NOISE LEVEL - dB
TEST
,
BIKE
TYPE J33]a F76 F77 FSO 35 MP,H 55 MPH SITE MFG'R NO.
4 S .95
91 72
77
A
A2
2s
83
93
73
76
A
All8
4 S
87
98
74
79
A
A3
4 S
76
88
63
69
A
A97
4 S
74
88
6]
66
A
AgI
4S
75
87
62
69
A
_103
4 S
76
87
64
72
A
A162
4 S
77
87
64
70
A
A163
4 S
76
79
89
G
515
4S
_3
96
C
I0
4 S
77
90
C
71
4 S
B9
94
96
D
142
4 S
84
94
72
76
A
A81
4 S
82
84
94
F
589
ZS
83
94
68
74
A
_A119
738Bs
73_2S
7364S
7364S
B_
82
86 B9
e6 9O
736
736
736
736
736
736
736
654
654,
653
653
653
653
653
649
749
649"'
590
_44
544
544
544
544
544
91
96
79
78
77
81
7g
85
85
87
87
92
85
84
B6
86
B4
Bl
Bl
BO
Bn
B1
80
B2
* Category Code:
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 $
4 S
4 S
4 S
4 S
92 72 7S A
9, 72 74 A
98
F
99
_
]01
IO5
93
92
94
93
94
100
100
g5
99
97
B7
81
93
95
97
)DO
81
89
93
9]
92
93
89
65
67
68
69
66
72
74
70
73
II
73
77,
BO
79
74
73
73
77
74
75
71
70
67
72
78
l_
6/
64
69
67
69
II
71
7_
75
74
C
C
A
A
A
A
A
A
A
C
,A I
A I
A
G
A
A
A
C
A
A
A
A
A
I
]]
62
All
A39
A4g
A133
AI2B
All1
All/
6
AI6B
A69
A_
50l
A172
AIO_
A]I
74
_JJ
A30
Ag6
A]05
A157
543
S = Street, X _ Off-Road, SX = Combination Street/Off-Road
cont'd.
C-19
E
t
IAIIS
A32
62S
549
TABLE C-6
JSE
_ATEGORY*
S
S
S
S
S
S
B
S
S
S
$
S
S
S
$
$
S
S
S
@
S
$
S
S
$
S
SX
S
S
S
$
S
(CONT'D.)
DISPL. ENG.
NOISE LEVEL - dB
CC
TYPE J3Bla F76 F77 F50 35 MPH
544
544
543
543
498
498
498
498
498
498
498
498
49_
498
498
498
498
498
498
49B
498
49B
498
498
498
492
492
489
444
444
444
444
444
444
444
444
444
444
408
408
398
* Category Code:
4S
2S
2S
2 S
2 S
4S
4 S
4S
4S
4S
4S
4 S
4S
4S
4S
4S
4S
4S
4S
4 S
2 S
8 _
2 S
2S
2S
BS
2.B
ZB
4S
4S
4$
4 $
4B
4 S
4 S
4 S
4 S
4$
4$
4S
2S
BB
81
9Z
87
B7
78
78
84
83
80
80
79
79
80
84
82
SO
83
78
80
88
_6
84
90
84
78
88
83
86
B3
91
BB
04
83
84
80
81
81
74
76
84
85
88
79
84
82
81
BB
80
B2
8Z
89
08
83
84
75
76
86
90
89
9B
101
96
89
86
92
96
93
94
90
91
93
90
89
89
96
91
90
g6
100
94
g8
93
96
95
98
98
90
90
I00
B8
92
92
89
90
89
85
B5
92
TEST
BIKE
B5 HPH SITE MFG'R NO.
67
71
74
68
79
72
71
71
67
65
77
76
73
70
67
66
71
70
12
71
76
76
72
74
76
81
78
87
77
74
70
74
73
76
71
67
69
69
76
71
73
73
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
)t
F
A
A
A
A
F
F
G
!509
A33
)7
591
AS2
A44
599
A73
AIOI
Al32
A146
A144
A141
Al40
554
556
513
580
582
595
A31
AI08
A191
AlBB
A196
A34
49
A19
Al90
517
521
618
528
62]
A158
A122
A94
A61
b26
60]
5)9
S = Street, X = Off-Road, SX = Combination Street/Off-Road
C-20
TABLE C_6
(CONT'D,)
;USE
,
DISPL. E{IG.
NOISE LEVEL - dB
TEST
BIKE
;ATEGORY
CC. TYPE_ J331alF?6 I F77 FSO 35MPH 55t4PH SITE._IFG'R RO.
S
39B
4 SI
86
84 I
gO
G
507
$
3_B
4 SI
87
90
C
73
S
398
4 S
87
88
71
78
A
A51
S
39B
4 S
87
B9
70
75
A
A53
S
398
4 S
8_
92
70
76
A
..; _154
S
397
2 S
83
98
76
79
A
.A14
S
371
2S
90
89
71
73
A
AI4E
S
371. 2 S
87
87
66
71
A
..A92.
S
371 2 S .80
89 67
72
.A
A58
S
371
2 S
82
92
68
71
A
A63
S
356
4S
92
92
]01
H
526
S
356
4 S
82
8I
88
I
537
S
356. 4 S ' 82
83
89
I
553
S
356
4 S
83
83
89
J
560
S
356
4 S
EO
BO
90
F
603 .
SX
.356
4 S
79
BI
91
F
614
.S
356
4 S
BO
80
89
F
627
S
356
4S
76
8B
li
71
A
A67
.S
356 4 S
80
92 67
72
A
A152
S
356
4S
81
91
67
70
A
hI_7..
, $
356 4 S ;, 79
89
69
70
A
Al84
S
351
2 S i. 84
97
80
87
A
A27
.S
347
2S
87
85
D
212
.S
347
4S
77
7B
91
F
623
, S
34?
4 S
79
91
C
75 "'
S
347
4 S
76
87
65
70
A
A168 !
.LS
....
347
2 S
B2
80
92
G
503
S
347
.2 S
85
_7
73
76
A
A22.
.s.,
S
l
"1
S
,_, , ,I
._
s
'I
S
. .S
. ..S
S
S
"S
S
.... S
3472s
347
Z
347
347
347
346
346
346
326
325
325
325
325
325
2S
2S
2S
2 S
2 S
2 S
4S
4 S
4 S
4 S
4 S
4 S
* Category Code:
S
94 74
B_
84
83
8B
87.
82
83
85.
82
85
86
B}
76
B_
_3
B5
BI
B_
B8
95
98
94
87
8B
96
89
94
92
91
91
7_
74
75
73
78
73
73
.72
bB
74
7S
76
,?B
79
81
76
77
78
?2
A48
A
A
_
A
A
A
A
A
il
I
K
F
A
A
71
A62
AI2,?
A179
A169
AIIO
A52
A129
525
539
576
624
A16
S : Street, X : Off-Road, SX = Combination Street/Off-Road
C-21
TABLE C-6
(CONT'D.)
USE
I DIBPL,
CATEGORY_
CC
S
S
._
S
s
S
•S
S
.S
S
S
s
.S
S
S
:S
S
•_
S
$
$
•S
, $
S
B
S
S
S
S
$
2.
S
S
_,
S
DiG.
NOISE LEVEL - dB
TYPE J331a'F76
F?7 .FBO 35MPH
325
325
)25
32_
325
325
325
325
305
249
247
247
247
247
242
247
246
19B
198
198
1_)8
190
198.'
195
192
190
134
184
180
174
174
174
174
174
174
174
174
174
174
)74
174
* Category Code:
4 S
BD
4 S
B1
4 S
79
4 S
B5
4 S
77
4 s
B2
4 S
Bl
4 _
B1
4 S
86
2 S
B2
2 S
84
2 S
84
B S
81
2S
gl
2 S
82
? B
83
2S
84
4 S
80
4 S
78
_._
77
4 _
76
4 $ 1 8o
Z S
80
2 S. 79
4 S
70
4s
82
2 S , 83
2 S
77 .
2S
81
4.$
76 .
4_
76
4 S
76
4S
83
4S
B3.
2 S
95.
2S
02
2 S .83
2S
85
2 S
BB,
2S
85
2S
83
78
79
78
76
80
84
92
96
91
94
89
93
92
95
100
9:
_,
91
92
94
90
86
gO
88
90
88
84
85
gz
89
87
69
74
6B
71
67
67
69
72
76
70
75
76
7B
75
70
71
70
71
84
89
70
06
68
92 74
86
67
87 66
86
68
86 72
B6 71
9B
B7. 80
91
80
B8' 79
97
76
B9' 74
B9
,Tg
,TEST
BIKE
55,1PH SITE IIFG'R NO.
73
79
75
75
7O
72
74
75
7B
76
A
A
A
A
A
A
A
A
A
A
G
C
!7
A
!6
.A
75
A
lB
A
75
A
76
A
F
J
G
75
A
73
A
G
E
J
76
A
73
A
77
A
73
A
73
A
, 72
A
.7B
A
79
A
C
I_O
A
I)3 i A
A
BI
A
78
'A
82
A
_9_
AB9
AIO9
A15g
A147
_145
AI}9
A)66
A)6)
A4
50_
_B
A46
A160
A_5
A_4
_40
A21
600
562
511
_13§
t)_
505
57
569
All4
.A38,
A194
AI43
AI:}O
_134
All2
A87
24
AIBU
A1B1
A137
All3
ABO
A66
S = Street, X = Off-Road, SX = Combination Street/Off-Road
_ont'd.
C-22
TABLE C-6
USE
CATEGORY*
"S
S
S
S
S
S
S
S
S
S
S
S
(CONT'O.)
DISPL, ENG,
NOISE LEVEL - dB
,-TEST
BIKE
CC
TYPE J33Ia F76 F77
FBO 35 HPH 55 IIPH SITE HFG'R NO.
S
s
$
S
$
S
S
S
S
S
S
$
SX
_X
SX
174
171
124
124
123
122
122
122
122
122
122
122
99
99
99
99
99
99
97
90
8g
73
73
72
49
396
396
396
2 S
84
2 S
80
2S
77
2S
80
2S
81
4 S
76
4 S
81
4 S
83
4 S
80
4 S
81
4S
79
4S
84
4S
82
4 S
82
4 s
7g
4 $
83
2S
BO
2 S
77
2 S
4 S
76
2 S
78
Z S I 82
2 S
71
4 S
73
2S
ZS
84 •
2S
80
2S
80
_
_s9
zs
99
SX
SX
SX
}_
_
_X
_X
SX
SX
SX
SX
SX
351
351
$51
_48
348
340
325
325
3_5
248
248
24B
2S
2 S
2 S
4 S
4 S
4 S
4 s
4 S
4_
4 0
4 S
4 S
RS
8Z
83
81
79
82
9Z
95
B8
80
79
81
24B
4 S
80
SX
,
76
78
78
77
77
81
68
75
77
78
79
74
77
70
72
78
76
77
79
95
91
94
_
88
71
76
l_
B1
79
_
74
84
II
74
74
73
?_
87
79
7S
95
B2
93
69
100
93
gB
71
72
74
75
79
76
R1
80
73
73
75
74
72
74
71
b9
73
67
83
9S
83
80
90
84
los
100
93
96
91
90
8g
92
9)
94
88
8B
89
88
.J
• Category Code:
89
8B
83
B9
B5
89
Bl
gO
88
G8
B8
A
A
G
A
A
A
A
d
I
I
H
H
A
A
A
A
A
A
J
A
A
G
F
A
D
!
A
A
AIR
A47
506
AB
AI3
A142
AIGO
570
545
'_44
521
522
AB4
AI_Q
AIR5
A183
A15
A_
_58
AIO
A7
51B
585
A135
157
650
A47
A3S
I
_4_
75
76
78
74
A
A
F
A
A
F
I
F
A
A
A
A '
Al78
A36
592
A155
A173
600
530
6l_
AlO
A193
A5
A_O
75
A
J
i
AB8
S = Street, X = Off-Road, SX = Combinatlon Street/Off-Road
C-23
TABLE C-6
(CONT'D,)
NOISE LEVEL - dB
USE
,
CATEGORY
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
SX
•SX
_X
SX
SX
SX
SX
SX
5x
SX
SX
SX
SX
SX
_X
SX
....SX
SX
SX
_..
SX..
_X
_X
SX
_
_X
SX
SX
DISPL.
CC
24_
248
248
248
_4_
247
246
246
246
246
246
245
24_
242
183
183
183
183.
183
l@_
183
174
174
173
171_.
171
1231
IZ3
. 123
I_
123
123
IR_
123
I_
122
127
99
99
ENG.
TYPE J331a
4 _
80
4 s
8]
4S
90
2_
82
._ _
85
2S
90
Z S
83
2 S
8_
2 S
86
2 S
79
2 S
7g
2 S
85
2 _
87
2 S
91
2 S
gz
2S
80
2 S
84
2 S
83
Z S
86
2 _
84..
2S
85
4 S
82
4 S
86
4 S
83
_ $
86
2 $ ....
84
21S
2
2
?
2
2
2
2
4
4
4
4
4
83
S
81
S
A4
S
88
S. 87
S I 82
S
88
S I 83
$.
86
S I lO0
S
79
S I 79
S
81
F76
84
..82
85
82
83
82
90
81
l
80
8_
F77
FBO 35 fIPH 55 HPH
89.
71
75
98
73
76
92
90
92
95
97
99 i
90
88 J
94
96
95
118
93
94
94
95
92
95
91
89
91
91
91
86
91
90
97,
92
96!
95
88
98
88[
88 I""
87
70
15
74
7o
74
76
81
83
73
71
74
77
76
79
81
83
75
80
74
75
81
80'
79
84
79
70
80
88
78
7_
81
87
78
84
87
90
fib
87
73
72
77
79
79
79
TEST
BIKE
SITE _IFG'R NO.
A
AID2
A
A156
G
1'520
G
518
I
540
C
64
A
A15]
F
581
A
A126
A
A57
A
A3/
J
568
D
197
D
191
C
48
A
A41
A
A55
.A
_64
A
A72
A
_149
A
A173
A
AB3
A
A79
A
1117
A
_125
F
577
A
A45
A
A56
..A
A167
A
A175
A
A189
A
A197
A
A198_
F
5/9
}i
830
C
15
A
A188
A
A85
A
AI16
* Category Code: S = Street, X : Off-Road, SX = Combination Street/Off-Road
cont'd.
/
C-24
TABLE C-6
USE
CATEGORY*
_X
SX
_,
iX
_X
_
SX
SX
_X
_X
SX
_X
SX
_
{
X
SX
SX
X
X
X
X
X
X
(CONT'D)
DISPL.
E_IG.
CC
TYPE J331a F76
99
98
g7
4S
2S
2S
91
2 _
97
2S
9l
2_
97
2 S
97
2 S
91
_ S
97
2 S
90
4 S
_
2 S
72
4 S
72
4 _
246 I 2 S
_4G I 2 S
_46
2_
)B3
2 _
I/3
4 S
123 _S
123
2 S
72
4 S
49
4 _
49
4 S
49
4 _
4Q
4 _
83
_2
81
82
79
7B
81
75
76
79
71
71
74
77
92
9l
g4
85
85
80
88
80
NOISE LEVEL - dB
Ol
81
82
F77
81
9]
91
92
85
87
78
82
76
75
7D
7_
TEST
BIKI
F50 35 MPH 55 rlPllSITE _IFG'R RO.
88
98
85
]02
91
92
92
80
92
92
87
79
82
92
101
96
91
95
90
97
84
74
74
76
.74
73
74
79
61
80
BO
82
77
75
82
70
74
85
_8
A
D
F
F
A
A
A
A
A
A
A
I
A
C
D
D
D
C
I
C
F
H
X
H
H
H
* CATEGORYGODE: S= STREET, X" OFF-ROAD,SX" COHBI_IATION
STREET/OFF-ROAD,
C" COHPETITIONONLY (Labeled)
)
C-25
AI8I
155
S84
586
Alg9
A176
AID4
A65
A29
A200
A90
547
AI70
18
143
146
201
41
548
25
583
523
536
535
534
S_
TABLE C-7
NOISE LEVELS, 1969 - 1976 MODEL YEAR IN-SERVICE MODIFIED MOTORCYCLES
USE
_DISPL.
CATEGORYICC
S
1207
S
1207
}207
IZ07
B
1207
S
. 1207
_..
1207
S
1000
S
g99
S
9gs
S
903
S
903
B
745
S
739
S
738
S.... 736
S
736
736
S
736
S..
736
S
736
S
736
S
544
S..
498
S
49B
S
498
S
490
S..
444
S
444
S.
38B
_. S
350
S
34B
S
348
ENG,
NOISE LEVEL - dB
TEST
,
BIKE
TYPE 333]aiFT6
F77
F50 35 HPH 55 HPIi S[TE MFG R NO.
4 S
92
g6
99
D
F
85
4 S
05
C
F
19
4 _
89
C
F
66
4 S
94
C
F
46
4 S
91
C
F
32
4 S
9B
C
F
Z9
4 S
87
C
F
21
4 S
94
C
F
61
4S
92
C
V
34
4 S
gl
93
101
O
F
186
4$
102
C
O
7B
4S
91
C
O
50
4S
84
C
P
17
4S
]O0
C
V
39
4 S
98
C
V
43
4 S
90
92
104
F
V ' 617
4 S
91
93
103
F
V
596
4 S
97
99
101
K
V
574
4S
91 96
97
H
V
531
4 S
89
C
V
67
4 S
86
C
V
56
4 S
gZ
C
v
38
4 S
86
C
V
:9
4 S
78
7g
86
F
V
599
4 S
83
85
96
F
V
597
4 S
97
C
O
69
4 S
97
C
AD
54
4 S
82
85
97
F
V
620
4 S
}OO
_Ol
112
F ' V
6]9
2 S
97
C
0
53
4 S
97
C
V
B
4 S
100
98
106
J
AC
56_
2 S
98
96
102
F I V
622
S
S.
S
S
S
_
X
347
325
325
325
12B
750
2
4
4
2
4
4
SS
S
S
S
S
S
88
B7
99
89
93
95
101
85
97
94
103
X
174
]23
2 S
100
]02
98
103
X
72
4 _
83
77
93
* Category Code:
19
CF
C
C
F
C
C
I
I
i
I
P
I
AC
V
V
V
V
v
65
58B
70
13
615
14
CK I
C
V
47
572
il I
V
524
S = Street, X = Off-Road, SX = Combination Street/Off-Road
C-26
TABLE C-8 MOTORCYCLESUSED IN AFTERMARKETPRODUCTSS[UDY
BIKE NO.
MAKE/MODEL
,MFG. DATE
174
Yamaha
XS 650C
10/75
203
Harley-Davidson
XLH-IOO0
7/75
204
Honda
GL 1000
7/75
205
Honda
CB 550
9/75
206
Kawasaki
KZ 900
6/75
207
Suzuki
T5 185
12/75
208
Honda
CB 350T
6/75
210
Honda
GL 1000
8/75
212
Yamaka
RD 350
5/74
213
Kawasaki
KZ 400
11/75
214
Kawasaki
KZ 900
7/75
215
Honda
CB 750
9/75
216
Honda
CB 500
5/74
217
Suzuki
GT 750
8/74
218
Yamaha
DT 175C
6/75
219
Honda
CB 750
11/75
C-27
TABLE C-9
AFTERf_ARKET EXHAUST SYSTEMS
Alphabet E
Model
Manufacturer
Part
No.
Yamaha
XS-650C
H-DXLCH
Honda
GL-IO00
Honda
GL-IOOO
Honda
CB550
Honda
CB550
KawKZ-900
'awKZ-900
.awKZ-900
Honda
CB360T
KawKZ400
Honda
CB750
Honda CB 750
10-1401
2:1
10-1056
10-1281
10-1280
4:2
10-1252
4:1
10-1254
4:2
10-1501
4:1
10-1502 4:2
10-1503
4:2
10-1230
2:1
10-1510
2:1
10-1274
4:2
CB 750
Jardine
H-DXLCH
Honda CB-550
Honda CB-550
Honda GL-IOO0
Honda GL-IO00
Kaw
KZ-400
Kaw KZ-900
KawKZ-900
Honda CB 750
61002:1
1500
9500 4:1
10200
1000
54002:1
5900 4:1
1900
KZ900
CB 750
Hooker
H-D XLCH
Honda CB 500
Honda GL 1000
Honda CB 750
Honda CB 750
Honda CB 750
27183
27181 4:1
27322
27324 4:4
27324 4:4 *
CB 750 4:1
* Baffle removed
C-28
Table C-g
(Continued)
Bassani
Model
ManufacturerPart No.
Honda CB 550
KawKZ-900
YamahaDT-17BC
Honda CB 550 4:2
KZ9004:2
Perf, core
KZ 900 4:2
Punched core
Suzuki TS-185
RD350
KZ400
Sawcut Baffle
KZ400Glass
Pak
Baffle
KZ 400
BaffleRemoved
GT-750 3:1
GT-750 3:1
Baffle Removed
Yamaha 175
Honda CB 750
Honda CB 750
CB /50-Large4:1
CB 750-Sma114:1
Raw KZ-900
SuzukiTS-1B5
Yamaha
RD350
Kaw
Kz400
KawKZ400
Kaw KZ-400
SuzukiGT-750
SuzukiGT-TBO
J,& R
Honda CB 5BD
Honda CB 550
Honda CB 550
YamahaRD 350
Kaw KZ 4DO
Kaw KZ 400
Honda CB 750
Honda CB 750
Suzuki GT 750
YamahaDT 175-C
Honda CB 750
Honda CB 750
H 7500 Street
H 7500 Competition
H 7500 BaffleRemoved
RD 350
KZ 400 Street
KZ 400 Competition
CB 750 Street
CB 750 Competition
GT 750
DT 100-175
CB 750 Street
CB 750 Competition
C-29
TABLE C-9
(Continued)
MCM
Model
Manufacturer
Part
No.
Honda
CB550
Honda
CB550
Honda
CB550
Kaw
KZ900
Honda
CB 360T
Honda
GL-IO00
Kaw
KZ400
Kaw
KZ900
Kaw
KZ900
HO5504:2QTS
Honda
CB550 2:1
HO550 4:2QTCM
KZgO0
HO360 2:1QTS
HO1000
QTM
KA
40RE
KAZI
QTM4:2
ZI-412
CM
S&S
HondaCB 550
HondaCB 550
HondaCB 550
HondaCB 550
KawKZ 900
KawKzgo0
KawKZ 400
H500 4:1
HS 500 4:2
H 500 F 4:2
H 500 TO
KZ 900 header4:2
KZ 900 4:1
KZ 400 2:1
KERKBI
HondaCB-5504:1
HondaCB-550BaffleRemoved
KawasakiKZ-9004:1
KawasakiKZ-900BaffleRemoved
HondaCB-750Small Core
C-30
TABLE C-9
(Continued)
Winning
Model
Manufacturer
Part
No.
Honda
CB150
CB750
TorQue Engineering
Honda CB 550
Honda CB 550
Honda CB 550
5230 4:2
5230 4:2 InsertRemoved
5230 4:2 Glass Removed
with insertsin
Honda CB 360 T
Honda CB 360 T
Kaw KZ 400
Honda CB 750
Honda CB 750
Honda CB 500
5216 2:1
5216 2:1 BaffleRemoved
5303
5240 4:2
5240 4:2 BaffleRemoved
SilverSmith 4:1
Special Baffle
SilverSmith 4:1
Stock Core
Honda CB 500
Honda CB 500
SilverSmith 4:1
Baffle Removed
Honda CB 150
CB 750 4:1
Yoshimura
Honda CB 550
Honda CB 550
92100
92100 InsertRemoved
C-31
i
TABLEC-9
(Continued)
Santee
Model
Manufacturer
Part No.
YamahaX5-650C
H-D XLCH
Honda CB-360 T
Honda CB-360 T
CYM-650A
108-22A
360-21E 2:1
360-21E 2:1
mufflerremoved
Dick'sC_cle West
KawasakiKZ-400
KawasakiKZ-900
Honda CB 750
Yamaha RD 350
KZ-400 2:1
KZ-900
CB-750
350 Racer 1
RJS
Honda CB-750
Honda CB-750
CB-750with Quiet Tone
CB 750 withoutCore
Insert
Trebaca
Honda CB-750
CB-750 2:1
RC Engineering
Honda C8-750
CB-750Small Cone
C-32
TABLE C-IO
COMPARISONOF NOISE LEVELS FROM
OEM AND AFTERMARKETEXHAUSTSYSTEMS
J331a
YamahaXS-650C
F-76
( OE}4)
82
8._66
a
b
95
90
98
95
H_rle_-Oavtdson XLH-IOOO {0_)
87
8_B8
exhaust system
exhaust system
exhaust system
HondaGL-IOOO
HondaGL-IO00
a
b
c
d
90
90
93
102
{ OEH)
76
F-50
89
100
89
99
91
92
96
101
98
98
102
107
a
7¢
_
81
87
b
75
83
89
(OEH)
a
77
76
_
83
88
b
c
d
81
78
74
85
85
82
97
94
95
C-33
I
_
$
pm
N
I
Z
m
_
_-,
J_
I_
v
Z
d_
I
TABLE C-I0 (CONT'D.)
J331a
HondaCB-750
Honda CB-750
SuzukiGT-750
F-76
F-50
(OEH)
81
83
93
a
b
79
86
84
87
89
97
(OEM)
81
83
91
a
b
c
d
e
f
g
h
i
J
k
l
m
n
o
p
q
85
88
89
82
84
83
82
82
89
87
90
87
81
82
go
84
91
87
94
90
82
B6
81
(OEM)
833
84
94
a
b
84
87
85
89
93
98
' C-37
84
95
89
91
94
83
87
98
87
95
96
100
99
94
96
98
92
93
102
99
101
98
96
92
100
94
104
TABLE C-IO (CONT'D.)
Insertsand BafflesRemoved
dB over insertor baffle in place
J331_
a
b
c
d
e
f
9
h
I
J
k
l
m
21
16
17
13
13
11
1B
19
13
6
16
5
18
F-76
21
15
17
11
10
11
16
17
15
4
17
5
22
F-50
15
13
13
17
13
14
14
14
15
3
B
17
Muffler Removed
dB over muffler in place
a331a
YamahaXS-650C
Harley-Davtdson XLCH
Honda CB-550
HondaGL-IOO0
Kawasaki KZ-90O
HondaCB-750
22
19
16
20
19
20
C-38
F-76
F-50
18
16
15
17
23
11
20
24
20
19
TABLE C-11
CLOSING CONDITIONSIR J331a TESTS
J331a CLOSINGCONDITIONS
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
13/
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
_
371
543
246
171
Z44
326
898
828
744
246
344
981
246
844
949
336
248
123
98
7Z
898
% RPM
100
100
71
93
94
100
100
I00
lO0
100
100
100
100
100
100
93
100
,lOO
100
100
100
88
100
93
100
100
100
100
100
100
80
74
100
94
88
!00
69
77
92
100
100
100
lO0
83
C-39
Ft. PastMic .
100
45
64
100
100
100
100
100
25
45
100
30
100
30
78
IOU
27
100
100
25
lOO
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
TABLE C-1L (CONT'D.)
CLOSING CONDITIONS IN J331a TESTS
J331a CLOSING CONDITIONS
OIKENO.
156
158
159
160
162
163
:
164
165
166
167
169
171
172
173
174
175
176
179
180
181
182
IB3
185
186
187
lOB
'1_
' "
190
191
192
193
194
,195
196
197
198
200
201
203
204A
205A
207A
208A
209A
2LOA
211
Z12
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
120U
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
lOO
68
100
93
100
100
100
100 "
100
100
64
76
83
67
88
100
IQO
1QD
77
80
90
100
100
100
100
100
100
77
75
75
100
100
100
100
85
67
82
100
92
100
67
100
log
96
71
69
100
75
C-40
Ft. PAST Mfc.
3S
100
100
100
2S
40
100
25
i00
35
75
55
50
55
25
100
100
1_0
100
100
25
40
50
100
100
100
35
50
25
25
60
40
_QO
100
100
25
35
65
40
100
100
100
100
100
100
90
iOO
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
3'2
35
37
35
32
4Z
48
48
32
32
32
32
47
50
48
40
45
33
48
40
42
48
50
22
50
TABLEC-12
MEASURED
NOISE LEVELSRELATEDTO CLOSINGRPH
The sound level data presented in this table were obtained using the F76, J47,
RgO or variations
of these procedures.
Commonality is closing rpm being
obtained at full throttle
at a point 25 feet past the m|crophone target
point,
Motorcycles are 1975 or 1976 year of manufacture except as noted.
dg Ca_ rpm
BIKE NO,
USE**
HAKE/MODEL
75%
100¢
NOTED
101
103
104
105
106
S
SX
S
S
S
Honda CJ 360T
HondaMT125
Honda GL 1cacaO
Honda CO750
Honda CB 550F
79o5
80.1
83,5
85.0
82.8
83.3
D2.4
87.4*
8ca.1*
85.2
107
I08
109
110
111
S
S
X
SX
X
HondaC8 200T
HondaCB 1258
Honda TL 280
HondaXL 125
HondaMR179
78.1
81,1
78.0
7%6
82.2
82.4
83.7
83.9
85.1"
88.8
112
113
114
I15
117
SX
SX
SX
S
SX
HondaXL 100
HondaXL 250
KawasaklKMIOOA
Xawasak|KH IOO
KswaaakfKV I00
78,6
78,6
77,0
81.8
81.2
_4.4"
82.7
78.0*
84.3
83.8
118
119
120
121
123
8X
S
$
S
SX
Kawasakf RE 175
kswasakfKH 400
Kawasakf KZ 780
kawasakfZIF 90D
kawasaklKH 280
79.3
84.6
83.0
89°4
81,6
82.6"
87.5
88.5*
91,8
88.3
124
125
126
128
130
X
SX
S,
S
SX
Kawasakt KT 250
Suzuki TS 4OOA
SuzukiGT Ig5
Suzuki GT 50CaA
SuzukiT8 100
_1,8
80.6
76.7
83.9
74.8
92.9*
84,4
79,8
88,7
75.6
131
%32
134
135
183
S
S
SX
SX
S
Suzuki GT 380
Suzuki GT 580
YamhaDT 250C
YaeahaDT 175C
KawasaklKZ 9OO LTD
83.5
82,9
80,2
B0,5
88.7
_5.3
85.2
81,5
82.4
174
178
Igca
185
186
8
S
S
S
S
Yomba
Suzuki
Suzuki
Harley
Harley
86.2
84.0
83.1
95.6
93.1
188
5x
HarleySx 175
* Lower gearused
** Category Code: S = Street,
X5 650C
GT 750
RES (500)
FXE 1200
XLH IOOO
80.9 @ 86%
85.6_ 91_
91.4@ D4¢
_74 yr. of
mf9.
81.8@ 46%
_,0
I_.6
X = Off-Road. SX = c_binatton
C-41
REMARKS
81,4@ 49_
82.1 8 80_
81.0 8 585
89,4 8 585
86,5 @ 53%
_,/ @ _B$
Street/Off-Road
modified ex.
modified ex.
TABLE C-12 (contined)
dB @ 5 rpm
BIKE No.
IBg
190
191
192
193
194
196
USE*
S
S
SX
S
SX
S
S
MAKE/MODEL
Harley SS 175
Harley S$ 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
IOD%
NOTED
81.1 @ 89%
80.8 @ 76%
90.9
REMARKS
'74yr. of mfg.
79.6 @
82.7 @
80.4 @
83.0 @
86%
99_
58%
50%
* CategoryCode: S= Street,X - Off-Road,SX = CombinationStreet/Off-Road
C-42
TABLE C°13 CALCULATEDF-76a NOISE LEVELS
The F-lSa no|se levelpresentedin this table have been obtainedby l|near
'nterpolatlon
of the measuredlevelspresentedin Table C-12.
I00-125c.c.
175-250e.c
30O-5OOc,c
550-750c.c.
9OO-12OOc.c.
Bike J331a F76 F76a
No.
dBA dBA dBA
Bike J331a F76 F76a
No.
dBA dBA dBA
Bike J331a F76 F76a
No.
dBA dBA dBA
Bike J331a F76 FlSa Bike
No.
dBA dBA dBA No.
J331a F76 F16a
dBA
dBA dBA
103
108
110
112
114
115
117
130
192
193
107
113
118
123
126
134
135
188
/6.8
79.2
82.6
82.2
78.7
81,5
82.4
83,5
101
119
128
128
131
180
105
106
120
132
174
176
75.5
81.4
83.9
81.8
83.4
80.6
82.5
84.1
78.0
81,8
80.5
75.6
79.6
82.8
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
78.1 79.8
78.679.8
79.3 80.5
81.6 83.6
76.7 78.0
80.2 80.6
80.5 81,2
79.6 82.5
76.2
83.9
80.7
82.4
83.5
82.4
79.5 79.8
84.6 84.6
80.6 80.6
83.9 83.5
83.5 83.5
83.1 82.5
81.5
81.5
81.2
88.5
82.1
82.8
85.0 82.5
82.8 82.1
83.0 79.7
82.9 82.2
86.2 83.9
84.0 82.9
104
121
196
194
83.5
89.4
87.7
85.8
x- 80.9
78.5
88.8
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
O',, 2.62
2.03
2.57 (3", 2.34
1.53
1,73
O"= 2.83
2.02
1.77
(T,, 0.63
1.38
1.38
CT= 3,58
2.54
1,91
N- 10
N, 8
N: 6
N= 6
The above tabulationincludesonly unmod|ffed1975- 1976year of
manufacturestreetand combinationstreet/off-road
motorcycles
N_
81.2
85.1
83.0
81.0
TABLE C-14
VARIABILITYIN NOISE LEVEL DATA
A. DIFFERENTVEHICLESOF SAME MODEL TESTED AT DIFFEREMTSITES:
BIKENO.
106
606
22
TESTSITE
NORMALIZED*NOISE LEVEL - dB
J331a F76
F5D
F77
B
F
C
4
O
2
4
O
0
O
O
G
C
F
O
I
0
O
1
O
3
2
C
B
O
I
J
F
1
0
0
0
1
0
5
2
4
6
O
1
1
0
1
1
I
J
F
E
O
!
5
3
0
O
1
O
516.
218
B
D
0I
O1
OO
627
553
FI
, 0
2
0
3
O
( 56O
( 6O3
J
F
3
O
3
0
0
1
602
I1Ol
F
B
O
O
0I
0
0
205A
551
559
8
D
I
JC
i
3
1
2
2
1
3
I
2
0
4
607
571
FK
0
O
l
O
3
2
105
219
604
B
D
F
3
2
0
3
1
O
3
O
4
508
59
( 605
26
104
204A
552
561
598
. 555
593
637
* For each' vehicle rood'el Tn each test method, measured noise level
to lowest value,
C-44
normalized
le
p
-1
0
_
X
_ _ , _t=___%_
:-.: ?
_F ,_
TABLE C-14 (Continued)
B. DIFFERENT VEHICLES OF SAME MODEL TESTED AT THE SAME SITE:
BIKENO.
TESTSITE
J331a
F76
F50
533
534
535
536
H
H
H
H
601
626
F
F
2
O
1
0
215
219
D
D
O
O
1
0
2
0
179
214
D
D
0
2
0
0
I
0
27
23
(58
C
C.
C
O
0
0
0
5
5
(2
C
6
0
31
45
26
C
C
0"*
4I*
1
0
(7
9
(5
C
C
O
0
0
2
C
O
0
1
0
1
0
•O
C. SAME VEHICLETESTEDAT DIFFERENTSITES:***
105
B
I
215
D
0
1
0
I
O
D. SAMEVEHICLETESTEDAT SAMESITE:***
135
O
218
D
0
1
0
0
0
0
0
2
0
2
1
0
127
176
D
D
181
207A
D
D
F77
0
1
1
0
• ZSO lb. added accessories
•* Equipped with Windjammer III fairing
• ** "SAME" vehicles were received in different phases of the test program
and given different identification
numbers,
C-46
:
TABLE C-15.
a)
EFFECT OF 6 INCH TURF ON 14EASURED
N()ISELEVELS
Bike No. 214C travelingin center of 1504 wide asphalt runway:
J331a
F76
b)
Note:
--
: g0.7 dBA
: gl.B dBA
Bike No. 214C traveling on edge of 1504 wide asphalt runway;
area beyound runway6" turf:
J331a
:
F76
:
92,7
85,3
98.3
91.1
dBA measured over
dBA measured over
dBA measuredover
dBA measured over
ashalt
turf
asphalt
turf.
The above data were obtained at Test Site D (described in Appendix B)
using one motorcycle only.
The effect
should not be assumed to be
representative of at1 motorcycles.
As discussed in 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
For example, sealed asphalt might yield d|fferent
sealed asphalt having a porous texture.
C-47
may be important.
results then un-
APPENDIXD
STATE AND LOCALNOISE REGULATIONS
APPENDIX D
STATEAND LOCAL NOISEREGULATIONS
EPA has establishedmotorcyclenoise emissionstandardsthatwill preempt
the standards for newly manufactured motorcycles and motorcycle exhaust
systems adopted by several states, and to provide national uniformityof
treatmentfor controllingmotorcyclenoise. However,State and local governmentsare not preemptedby Federalregulationsfrom establishingand enforcing
controlson environmentalnoisethroughthe licensing,regulation,or restriction of the use, operation,or movement of any product or combinationof
products. Prior to promulgation,EPA conducteda thoroughreviewof current
state and local motorcyclenoise regulationsto insurethat the final Federal
regulationwill providethe necessarytools to state and localgovernmentsfor
effectivelyreducingmotorcyclenoise impact. This Appendixsummarizesthe
resultsof that review.
STATE LAWS REGULATINGMOTORCYCLENOISE
Nineteen states, includingthe Districtof Columbiahave laws regulating
motorcycle noise. The laws as analyzed are primarily applicable to the
regulationof noise from motorcyclesoperatedon highways. However,regulations of off-road motorcycles are analyzed in the latter part of this
Appendix.
D-1
.....
...........................................................................
Notes for Table of State Laws
(Beginning on page D-4)
I.
Californiaalso specifiesoperationalnoise limitsfor speed zones of 35
mph or less. For motorcycles,77 dB; for motor driven cycles, 74 dB,
2.
Connecticutalso specifiesoperationalnoise limits for soft test site
measurements. For motorcycles,78 dB at < 35 mph; 82 dB at > 35 mph.
A stationarysound level standard is also"provided. For motorcycles
manufacturedafter January I, 1979: 78 dB (soft site); 80 dB (hard
site).
3,
The District of Columbia provides correctionalfactors for distances
other than 50 feet and for soft and hard sites.
4.
Although Hawaii has a noise pollutionstatute authorizingthe Director
of the Departmentof Health to "establishby rule or regulationlimitations on vehicularnoise, "only the island of Oahu has enactedspecific
vehiclenoise controlregulations.
S.
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 I, 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 uhder any condition, when measured from a distance of 20 feet. Idaho
Code Section 43-835 authorizes the Board of Health and Welfare to prescribe more stringent levels, however the Board has not exercised this
authority.
7.
Illinois provides rules and regulations governing noise reduction requirements for mufflers installed on racing vehicles.
6.
Illinois also specifies that when speed limits are less than 35 mph and
operationis on a grade exceeding3 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 manufactured after January 1, 1975. A third standard is provided for motorcycles 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-use
motorcycles. The current stationary standard is 102 dB for vehicles
manufactured before 1976 and 99 db for motorcycles beginning in 1976.
D-2
CODE FOR STATE NOISE LAW EQUIPMENTSTANDARDS
A.
Motor vehiclesare requiredto have an adequatemuffler in good working
order and in constantoperation.
B.
No mufflermay have a cutout,bypassor similardevice.
C.
Equipmentmodificationsare not allowedto increasenoiseemissionsabove
those of the originalequipment.
D.
Manufacturersmust certifythat equipmentsold or offeredfor sale meet
establishedrequirements.
E.
No dealer may sell, offer for sale or installequipmentthat does not
meet establishedrequirements.
F.
No personmay sell or offer for sale equipmentthat would cause vehicles
to emit excessivenoise.
G.
There are restrictionson the type of repairsallowed.
D-3
/1
TABLEOF STATELAWS_--'
Sl,_t _
...............
CALl FOJ_I A
, ..............................................
._ny _tor
vuhial,_
With _)AI. o_"
saddl u _'oI d_'ivor & _ 3 wllI_hl
& _ 1500 po_ln(l_,
Ik_ Vuhl_l_
_lo_S
_tnr_l_r(_n
I_r¢_
(dlJ/_)
_l'oNt
|_r()_l_t|_lo
_I_r_t
5 0 _oo_ L'_
I_rohihLta
d
POI_I I ty
ViolaklOli
(o1"
DItl
are unava]lable
A-weighted;
Footnotes
1975
1981
1986
1990
•
m_,)i
?6
93
oente_,
o_
la_00E
I;_r_v0I
B6
{ru4_ c_ntn_
o|
lano
o_ t_'4v41
Ve_
are
blank;
Noise
levels
are
al: _0 _eOL*
__ 35
A,B*C
Y_S
table
1973
mOINUIO,i
Kotorcyclo
50 fue_
A,B,C,D,K
]f
section
of this
precede
this
table.
OIl S_I_ [_rocu_il'_S.
45
66
_(_Jilm_n_
C_cl@
B4
i_pod
62
........................
Ally _t()rcycln
or n_Lor ec_Lor
wltll < 6 b_ak_ lw_'_l_wer _ or
Lli_yclo
Wl motor,
_LO_-Drlvon
86
33141
Cy_lo
^l W rrotor
vel_Lcle < 3 whauI_,
_W_Ollt Lr,_etnrll.
Motnrc_c),o
Ilo_in_ln_
< 45
(I)
(ll_t_l_
C_lU
fl()
_oturcycle
_r-DriVml
_,ny i_OL(_rcyc}n ol _r
nu_tuc
w/ ': 15 (j_'o_ hr_k_ Im_q_Jx_wur_
nr bi_'y_lo
with _orI
oxcl_dus
r_tocJz_d
biku • 2 I_
i_wor
_c m_xl_m
_l_lUd ( 30 mph*
/_oto_*-DrIven
BIIII_(_
O_t _AE J
tuum L
(IIIIA|
1/
-
_ju
0)
_0
?5
"_0
C*(JI_it/_l_)
.__--
, ...........................
_ph
•
35
90
TABLE OF STATE LAWS
_L,1+tO _
(cont'd.) _/
LI)P;NE(?pICUrP
Imrintt|onn
_+Lor¢yc__lo_
Any motor v(d,lcl_
I+_1_{1_OfOI dz'Jvor
wi+tfh lib Mtafid5
&
incllidu"
bicYcluA
excop_
I)ISTIIICP
.+_:)+
_}+t__:+___v_.l_'__(__.).
W/ Beak or
At+ I +Ill-fOrm
<_ 3 wh(+rlI_t
w/ ;n_torl
I<otartzod
Any _m){or volII_[O
< _ whe.ls
IIL+A_ Of Badd|o
for Dlml'etor+
Cll+d++ _+torizod
bicycle,
Olt
I;
m_-
rotor+.
helper
(IF CYJI_JMIIIA
Uicyote
,lmm + < 25mldz.
_llfOrC_nont
^utllorJ
ty
Ih.w Y_hl_te
Sal#n
_Lat#$nrdn
Co_qlea/oner
ot
Motor
Vehlcloe/EnvlromP_ntal
_9ency
P+otectlon
_yor.
HC
|dci_
_
Ue_|innin_
D]
1077
flo
1970
Tent
l'l_tmJurel
eellO<l
Iq_roklolml
llo|m: I*IILLI
(tilt&)
12)
MOtolcycle
Nanu_ectur@d
h|ta&*
P.O_8, r 4_111_t
L
I}i,b_
I'rohlbi
tlld
50
_< 35
prior
to
1-1-79)
1-1-19
feat
trot
cllnterlina
or dICaleratl_
of
tl_&vo_,
ml+h
•
35
_torcycle
80
04
I'kJtorlzed
;t.B.C._.G
_llllp*
Rop ]a_'om_t
_tel_ll
rd_
YeI
Via|It/on
Y_I
<
UO
_cc_le_etioll
1/ Data Ire Unlvi|lablo tf section Of this table ire blank; No|se levels are
-- A-Me4ghted; Footnotes precede th|s t+b]e.
]31
(3)
02
any qr&de e I_d+
on r_*.E J
50
BImyclo
f_t
[roll _ljhtorJ_rl
or deceleration
I of
tg4vo|
;loB)
_tor
vehicle
w] < 3 whuets w/
:iro
_ 1_ _lh dlamotmr
+ _ 120
mural. & atlL_la
trallumi£leioll
+ _ l,S Imrnel_ur
+ < 50 _+
_ ahy
C.D
y°ll
35
I_ph
• 35
82
86
75
82
4]_ade+
lo_ld+
ac_olerak[ofi
TABLE OF STATE LAWS
PI&IIII liA
Bp_l t ,
..........................
Hotoi.l:_._.lo
Ipl_)
lN'flrl;LJnilm
Any I_litlil" vBhlo|o
w/ lii_at ill"
BfllJill_
(oi- _.Itliil.
& .( _l Wll_O_tl I
_X_]llll_R
Lra_Lcirs.
_ililmrlty
DepL.
U_ll +nlilclo
I_a I i.l_
91_nll,_ rilel
(lln/l)
1119hway _lllely
docolo_at
< 35
-7ll
Cyc)o
Iph
•
35
_
72
?9
Ally mutafcycin
lloltll_l_ol'*
15I
I_llded
B_f_r_
l-l-??
AfLnr
1-1-77
2Oft*
_!_A_.
<
5 bra_u
AiU,C/D,y
table
?3
71
7J
65
Ai IJiC+I_
are
blank;
Noise
levels
are
SOfia,
7Q
Yo_
tf section
of this
precede
this
table.
251t,
ill
-
unavailable
Footnotes
with
Ilnal_ll
Ion
P_II,_ I Ly for
VI olal_ loll
Data are
A-weighted;
.14oLur-D(iVel!_f_vj_lo
orl ,_#,_ _ 331,I
I'I iih l )ll I Bil
1/
-
Ally motoi
vehlclu
W/ s0.ll or
9A[tlllo
[or
ljdlir
K _ _ whnll_ul
uxcilllll+_l
LI_ctor@.
of
(41
Ill!)
De91 nnlilt I
1975
19At
lgtl)
19115
75
ItOLOI'(II+O[ a
III RLI_IiI_O
_ll;(lcu_¢ll!
liepc,
_0
liOlo¢-lli'Iv011
_{*lllaco
Any n_torcyclQ
oF n, itor achier
w/ _ S lirllkB
hnrlil.l_W0r
_ lficllliJ_l
llJc](_]@ W/ ff_lLor,
14o¢or-n_lv_ncici 9
lillsad
()l_raLl°llai
fllll Im I.Imll LI
(IIlIA)
IIAWAI I
C Y...................
alo
(tll_)
_]LOr-llrivorl
& P_JLO= Vnlllclea
_ofe_._la
Ill
80
70
75
priici_lurll
_alll III.
(cont'd,) ]-/
TABLE OF STATE LAWS
I) t !1_, .. ..........
(cont'd.)_i/
It)All{)
i_L,rIJ_ILIox_P_
!_LOUE_yUI_
_lly
/_iLl_ofity
molnr
13_ard of
vc:l_iule
Ih!,llth
Ll,l,I I_(_IS
L_x,i.
With
pk lun'-f t lvtp,_ _ Yel_
........
.........
MIX"
_¢_,IL ar
_.y
n_qnrul'_In
or
_w_te_r 0C4_¢)Lul
_lld Wulf_ru
!_Lg_c,yc!__(!_!
AnIy m_lor
valllcln
paI]UL_II
with
_t}lltr_l
(7)
_trJr-IIrIv_,J_ _.............
r:z_:14t (_tlx')
r,_,_L _r
_:voiy
mutnrcycla,
mL_lo_
_q:r_tur
[t(_;l¥_l
tl0se V_lli_|o
F;L_li,l£1rlltl
I,II_h )
_Pnmt.
plcx_d_re
(_ra¢iona
t
tk_ian f, JmJtu
(lI}}/_)
(6)
.'_lf
H_e" •
I,alU _I).
/to_l_ [.
F,_IUIp.
liupI ACo_tas_l_
vehicle
_ ]5
_0 [_ot
ilrl_or
4_y
%er._dL_
e Sl_e_
0_" acc_leT_tlOii.
50 _'ent tl_om COlltOr _llO,
__ or t!ecr:lerat-lon.
"
r,le_
','us
l'elm l t_ for
P|r_|ntJ_ei
.................................
I/
--
to)
92
_ LOL'Uyc_
|0 &
_ILOI_ - Os"J veil Cyc]u
I)IoL_IIC_
Iq_nt
rotor
Plt_
_re unavallab]e
A-weighted;
Footnotes
If section
of this
precede
this
table.
table
are
hl_nk;
Noise
levers
are
IlO
ally ¢]l'l_d¢_
ml_J,
•
35
D_
_O&¢]e aec[_lordtlOll
_l_o
LAWS
M_ptor-J)rlvml
{MpC
Ip_III_NA
i
llrlflnlLlolm
!Ic_L_[_ycJo..(__,
Ally Ir_}i'¢1_ VuliLclo
W/ n_dd|o
Ilfl[_ D_ ]c_dor & ,_ } wllooIrle
['o I
flx-
D_c_tor_.
_l£hO_Jt
TABLE OF STATE
v
_]11t'o,IL; oi" Mofo_
(cont'd.)I/
HARYIANIt
i
C ale
M_J_Dr_c]n
Evu_"V r_It_icycln
W/ < ] ,_
hol_t_l_c_wt_r I & _ 5f I c_ i w$_h
AII_' mntnr VQll|Clo
@tl_c],IIu_l h_ fir|vet"
m,_w m_ra _l_Ud
_1_)oll_l_ro
_ 25 roph,
VohlcZo8
_
/4_t_Icy_l
t;*l_ II). Ito_1l t,
i_r¢_Idb[ Lod
o
35
07
mph
• 35
P_t_lrcyc_
_kltor-Dr|vell
C_e1_
W/ so,tic
& _ ] wh_o_
ttl_l
Atlmlfl,/[_o_t,
_AI_, J
[dllA)
...........
_thu_
Motor" Vohi_]o
pr¢$C_hlro
I)l _,rn_c tm_a L
Ilolt;a
I_l_[ta
(H(_)
_a|ild-
TiA_l_l_rt_lt|iJJl/_Lat_
Pot[co
131a
_ 4_
mph
•
4S
1<J79
70
92
149'}0
75
7P
B6
ac_o_r_tpn or
dj_ c:_o&o_=_)o__,
.....................
A,D
I_ol._l t _ for
vlolntloll
II Data are unavailable
if sectionof this tableare blank;Na_selevelsare
- A-weighted; Footnotes precede this table.
A_II_D_F
y_
fll_.'
TABLE OF STATE LAWS
(cont'd.)_i/
HI{:IIII_AI_
tIINNI::_C_A
s__,__.....................................................................
I._fl.l tlon.
flgtqr9},_l+u (!w;)"
:.............................
m,p_.,I
/_vo[ y I_tor
vohiclu
w|th
sadd|_
t_" Sjoai:rot rl,lo_ & < :Lwhnulsl
ex£:hldus L/acLll_'i_.
t_;_,_qyfi!9_.(_h
Vehicle
_ ] w11co|s w/ o[*urnhlo
Fw!¢lals& _o_" r < 50 Cc l,|_c(_ll
tlLHlfl,lCel.Oll/
& <_ 1.5 h,llseiw_wor
M_.t:(,r I_ _,1nI_yc)_,_
A.¥ r_Loi
uohicJo
w/ S_%L rJl"
lJa,hlluf4J_"rh1*tr & _':) wh0ols_
|.clu_l_s _w_t(i_"
.ui_l_._"&
Ol_V_l_
with
mot.or & • 5() CC
l)Intol*_Isl,laa,!m_llt& _ 2
ho_'llu[x*wur& maw* l_iw_ed< 311
lCnf .¢uomn;it:
Allkhl!¢j_
|d._
_
DeP_:*
Skak_
ll_ghwayn
& T;allell_rtal:|o.
Pot[_t_Oll
Hl.alwlnrdg
(dI_.)
oc _upo(l
l_aao_ on
_A_
t_st
1,19_ )
'_ 35
FotozcY clo
o_" _I)_*_
i)_sLallCO
I*_Oll|h|
HOABUt'4_¢|at
t m|
B2
50
.................................
lll:_otltlron.
IIIWWdL |Ol*a[
IlOJno I,im|Ls
mph
•
35
B&
;_ont.
,%,
I_,C,I_.
I'
19)
(
Hoto_'cyc]
o_
Ha_au_u_
Nk > 20 _eOk Ulldur
15
y(,O
Oats are unavaHable if section of this table are blank; Noise levels are
A-weighted; Footnotes prece_Jethis table.
sl,h
BO
nlly Qra_
A,B_C.I_,I'
51 alwlNr,tl!
I'L'lm I Ly for
V 1_ La_:|l)ll
!/
,'._Ol_Cy
I])
____
T_nt
l.r(1_.rp:].rn
ll_llt
Collfro|
V_llic]n
Y[_S
•
,1_
1|0)
B3
[oad_
nCCa_aL_oII
or
TABLEOF STATELAWS (cont'd.)±
/
__t _ Leo.........
Dorh;I
MtI_rL'ANA
tlo,m
,
NF:VArJA
._j L(_
r_r:Cy_.l__ i FX_.
l
t_ +.t_r)r_ yu I+t,
_lly _LOF
vuhJa|o
with
_a_Jd]0 f(Jr
rldar
or pLstfarm
ell wh|ch he
_Cands _ _ 3 whooLn+
Inc)u+]ul
bLcyalo5
w/ _r_tOLN*
! t_L.'.
AI_y r_JLlJr v_ll|ch_
W/ sent nr
sad_|lu
for drlvor
& < ] wh_olLi,
JllU]_id_
t_w,lz"cy¢1o'_ oxu]&itlo_
tr_cto_,
Eli |nr cmmlr.l_
Au(_l_rJLy
ll[ghw_y
parrot
OUl+C. M(ILOr Vohlc]oo
lh'w Voh|_lo
5knlldnrdn
Motor c=_c1o__s
(dllA)
n_
. _F
lnnil+?
19_J
T_nt
pzcl¢_|uro
50
(ll_ratLona[
_iH
I,ImLta
_etot _I'C_ OloIzost.
l+_|llt
to woi:o_'_y_1#
Mob_r_clen
on
S&;-; J331a
Be_innin_
75
?0
(tiffS)
naBa_
<_ 35
t97P
198_
_t'+lsur°n_'ll_
I}Eli tllnuo
50 _oot _rom o_.tor
or de_lor_t
JOlt.
pl'nll I l+J_11qI
_ano+ ally 0radoe
A
A+II
Yes
YOl
palell p, ll+_pl a_r+mon_ Etal_l_d_
Po,ml
11
ty
rot
O_t_ _re
A-weighted;
unavailable
Footnotes
if
sectton
of this
precede
this
table.
table
are
blank;
Noise
%
levels
are
........
mph
•
82
Hotorcyc]os
load.
35
06
_ecalorat_oh
TABLE OF STATE LAWS
KI_
Stria
Ally teeter
vuh|cIo
w|th
oultic
+l_lIS_y
or
pod,.J|
A.tllOrlty
Dope.
Envi_om+0ntal
(!] )
.........................................................
n
ll|cyc}e
W/ li0l|+er
£ t8 UlLImr • 5O CC or
bl'_kn
hor_cl_OW_& / ;max
mjd_ on lint
uuffn(m*
nnddle
for dtlv0r
or liLaC.fermi
lknC_lld0U bl(:y_}_tl
wl_h I_torn
atLa_llod
I uxc.|udon motnrJz_d
bicvulels.
Protoctlon/tloLao
Control
i_t_r
J*fi
_p0[ld
COmlciI/D;4V
_
25
nathlle
ex_lud0_
'foal.
I,iil_q_lttfa
1_1 _1ur Ilt_h]DL
I)L_gL_IIe_e
rider
tracLofU.
with
I, <
0uality
_o,lt
nr
_ wll.el_,
C0mmis_lon
< 35
-70
75
Hotorcyol0s
4970
tqgO
5[
foot
fg(x_
Cel_iCor
|4ira+
4ny
grade,
Joadr
mph
•
,15
62
78
auceleretle_t
or
tteQinnin_
83
?LI
1977
1903
75
JOBS]
Ba_ed
I)lq+[atlonat
_w_iau I, lmtt.
((ll*_)
vohl(ile
fo_
OItY.¢;ot;
............................
Moturcp_le.
rd_. (dl_t)
I_IUI I).
Ally motor
EnvJrollmerlt41
t_lw Voill_lo
_l_
•_ L_In
(cont'd,)I/
on SAI_ J3]|lt,
Nov|ng
_otoroy¢le.
1977
1983
lgB8
Measured
to_
l_t
• 35
-- 79
76
7J
+It 50 fQot*
PIC<Ii f.
l_tohlltttall
A,II
,_,ll,C,P
yO_
ynel
p,+III] It, llnl+ l,_ommnL 8tm_latdPI
Pmml Ly for
V|olatIOll
I_/ Dataare unavailableif sectionof this tab]e are blank;Noiselevelsare
k,wetghted;Footnotesprecedethis table.
_O feaze
mph
• 35
A]
_0
77
(L_)
TABLE OF STATE LAWS
5taLe
(cont'd.)-_/
PEIIIISYLVAN IA
Ally
for
motor v_l,lcl_
wLth ua,tdlo
_ldt+l" f, <_ ] wht:(+lt;,
[lllU{it_ I _[+xrIsJ
A motorcychl,
Jllc]_Idln9
_w_t_r
l_(>ntQr+
.<_5 h<)t_lnlw)wor I
A1_y In+)t_z
|ur tid*_
/nCllhl+llt
hl_y(:ln_l
I,eda]+'yc]t+
wllh
m(lt(_l"
v*+lltcl,_ with
t* • ] wl_clql
wlt.h
hut_+t_r
_<tJ)**
_)lc:lLItlt_u
motortt*
,fly matnrcy_lo
P¢OOLCtr with
powu_x
l.c_tldh,rJ
< 5 ]+rake
ox¢ltl¢l_
hicy_ll
mph
• 35
n_t_r
hor_,+w/tt_
I_pIfo ¢Cl_l_nS+
pitll.llorli:y
S0_,
fiLal_+s r,lm
(dlIA)
._a I
emN°"Vehlcl
_ren_
pl+ly_l_|tlt+
;_'--
l_l_nratlOl_I
Ital.e
I._mit.
(,lfl^)
IJifl_lil_i_
nf 'f_t_n++[_['t_a_|oll
I}(+p_.
of
T_'AIInj_LaI:IQ;I
l"
< 35
-- 82
?+
04
?B
I_
(mf+_)
_
foetal
I<C (lla+d}
(l_trd)
_0
_O_
_lf_q _O_t_OJf i&flf* tlll_Ol + _llly _tF+dlt
decelera_}o_
&Itlll +, l<+xltlI.
PlohlhL_ml
|O&lJ,
•
35
06
82
8_
+4
_ta_
acro]+r41:lon
or
_ 35
06
Vel+tcles
50 ft+0t: frcml cont++t"
_dn_e.UcrALJ_:_+
1411o _tl_ler
_lt_y gFnd(I t load*
p.,B,C,P.
_l,llp+
llol+lacoI1_111..qtcliw laI(lS
yam
P_II_I l+y for
Vlola_
it}ll
yes
[__/ Data are unavailable
A-weighted;
Footoote$
Jq+h
if sectton
of" this
precede
this
table.
Lable
are
YO'S
bl_nk;
Noise
levels
are
rJo
accul_fa&(_lt
o_
TABLE OF STATE LAWS
_L,,t e
WASIJ IN_I_JN
Any _oi:or
voh_L:l(l w_th _ad(l|u
_(_r
rJdu_
& < 3 w)ieol_i
owclude_
traatocu
& vuh|clnll
_ 5 ha_(_cpf_w0r
AJW _t'_r¢:y_|u
(Jr m_tur
_ecot(Jr
wJLh < 5 h(ako
llorIIf)p_wi,rl
lllrZJll, l_u hJ(:ycle wtt_l r_ita_.
Hltforc_ll_
^utl_orjty
l)epb,
ll_w VuhJcln
Ral_ q
o_
V
M°_orcY CIo
_nndnr_
((It_hi
_]
Me,or-Driven
Cycle
eO
on SA)_ .13314
_lllUd
Y_t
5w_l n_ I,Iml
((IliA)
_oloq
tl
_tor
VehL(_|os
_oto_'-p_
| van Cycle
PO*Im_I f _ [or
Vlol_et ;f)(i
l/
Pail
-
A-weighted;
are
I}o
04
?G
O0
,Yes:l
unava414ble
Footnotes
tf
section
precede
of
this
th(s
t_ble,
t_ble
are
blank;
Noise
levels
are
(cont'd.) &/_
SELECTEDMUNICIPALAND COUNTYLAWS
Local motorcyclenoise laws unlikestate laws are not reportednationally
In the standard legal references. Thus, the laws summarized below were
cQmpiledby contactingover 80 Jurisdictions,from which 66 responseswere
received, On page D-16 is a tableof ordinancesthat were analyzed, Where
applicable,standardsfor highway use and off-roaduse are distinguished,
Off-road vehicles are abbreviated as ORV.
.
D-I#
Code for MunicipalNoiseOrdinancesEquipmentStandards
A.
Motor vehicles are requiredto have an adequatemuffler in good working
order and in constantoperation.
B,
No motor vehicle muffler may have a cutout, bypass or similardevice.
C.
Equipmentmodificationsare not a11owedto increasenoise emissionsabove
those of the originalequipment.
E.
No person may sell or installequipmentwhich cause a vehicleto fail a
noise emissiontest.
H,
Equipment modificationsmust not cause vehicles to fail noise emission
tests,
I.
All engines are requiredto havemufflers.
D-15
NOISH
SEI,I,:CTED
Holor
Noise
JurisdictLon
AI_SKA
Anchorage
Vehiclo
Stalldards
3/
AN[} COUNTI[:H ""
M_a_urcm_llt
I)i_ta_Lcc_
(O+lA)
__35
76
76
MotorcTclus
OEV's
ONDIIIAHCES OF
t4tI_IICI[_AI,I_'[[::S
mph _35
E0
76
5Oft.
Hquium_n
Standards
A,H,I
t
P_naltles
for Violation
Yes,
specl
but
lied
not
Con_nu ni ty
lloise
Standards
Yes
Conformity
W Fed.
Reg.
Yes
ARIZONA
Tempe
50ft.
___300 and/or
6
months In jail
CALIFORNIA
Alhambra
Yes
Yes
BevQrly
IIills
Standard
NulsancQ
Restraining
Order or
Yes
In_unotion
Durbal_k
_nglewood
Adopts
Adopts
Pale Alto
Modes
to
Pasadena
community
Pleasant
I]III
San Diego
Santa Rosa
Stockton
Torrance
State
Shato
Standard
Standard
Noise
Standards
.___tor Vehicles on Public
Adopts State
Standard
Adopts state
Standard
Adopts State Standard
Adopts _cate standard
Adopts State Standard
I
Yes
Yes
_
Yes
Yes
Yes
Exempt
Roads
Yes
Yes
Yes
Yes
A,C
COLORADO
Colorado
Springs
Denver
Lakewood
All
Light
Vehicles
80
25ft.
A,B,C,E,
T
Yes
All
All
Light
Light
Vehloles
Vehicles
80
BO
25_t.
25ft.
B,C,II rl
B,C,I
Yes
Yes
FLORIDA
Steward
West
County
Palm
Community
Noise Standard
Motor Vehicles on public
WaM
Beach
Motorcycles
Motor Driven
Cycles
Exempts
Right-of-
<35 mph>3S
78
82
70
1/ Data are unavalleble
sectfon of thh table
-- A-weighted; Footnotes _recede this table,
79
are blank; t_olse _evels are
Yes
5Oft,
C,I
Y_s, but not
specified
Yes
Yes
NOISE
SI_LECTED
Motor
Noise
Jurisdiction
.=.
ILLINOIS
Barrington
Cldcago
Adopts
Vehicle
Standards
Notorcyclo
Hotor-drlvei_
Cycle
O[IV
Des
PlaJnes
Motorcycl_s
Motorbike
ORV'8
Park
Ridge
All Noise
Standard
<35 mpb
78
70
>35
82
79
82
<=35'mph
78
70
82
82
>35
82
79
82
SoUrces
OF
AND COUNT
Measur ._m_at
Distance
(dBA)
.State
ORDINANCE!;
HUNICIPALITIES
Continued)
EgU |preen _
Standards
SOft.
C
73(1975)
New
84
75
73
50ft.
C
Not <$15 or >$300
subsequent
o_fenses
subject
to n_re stringent
fines
75ft.
A,B
._$I0 but
<$200
each day
offense
separate
87
_<35 mph >35
82
86
76
82
75
76
Motorcycle
MotOrblko
ORV
Urbane
.<35 mph
78
70
Motorcycles
Motorbike
ORV
INDTANA
Evansville
All
Vehicles
Acceleratlnq
llammond
>35
82
79
N_W
7d(1980)
80(1975)
70(1975)
85
,from full sto_ ,00
-<35 mph >35
Motoroycles
ORV
86
82
Commu,ity
Noise
Standards
Penalties
for Violation
New
75(198d)
75(1900)
.,
Rockford
':S -/
--"$15 but _$300
subsequent
of lenses
more
strtnqent
fines
Conformity
W/Fed.
Reg
Yes
5Oft.
E,H
>$15 bu_ <$300
and/or 6 months
jail, more stringent for second
offense
50ft.
C
_<$200
50ft.
B
25ft.
C,I
Yes
Yes
Yes
¥e_
,,
90
82
->$50 but
<$300
or 180 days
and/
in jail Yes
Yes
Yes
Yes
IDAHO
EOlS_
AdOl3tS Federal
Standards
1/ DaLI are unavaHable If sectfon of this ta51e are blank:
" A-wefghted; Footnotes precedo tMs table.
50ft.
Notse levels
A,BaC
are
................
- ............
_k
.olSl
_. OI_I}INANCES OF
S[,]l,l_L'l'l_:l) MIJtIICII1A[,I'I'IPIS
/'_SD COIJtITI_S
ContJ reject )
HoLor Vohic] o
MOIn_ Sba.*Fard.
Jurisdiction
ICWA
Ced*_r Falls
(dflA)
I_rltlilpln_llt
stand*lrd9
l'_tl_l _ t los
for Violation
Co_uJll
ty
Iloise
sta..lar,ln
F_torcycJo
Motorbike
<35 mph >35
86
90
78
84
]Oft*
h,8*l
ye_ e lallt llot
Sl*eCi fled
Motorcyclo
Notorbiko
':35
06
78
30ft.
I
Yes, but not
_poel f l_d
Yes
Motorcycle
MoLorblko
<_35 mph >35
86
90
78
8,1
Y_B, hut not
specified
Yes
Dubuque
Storm
Moasurei.ent
IiIsF;an_o
1/"
--
lako
rnldt >35
90
g4
30it.
]
Coll fotmlty
M/Fed.
Peg.
Yes
KANSAS
Pratro
Village
Mototcycl(l
Motor-drlv0n
Cyalo
ORV
<'_5 mph >35
"78
82
70
79
82
82
FlOW
75(1980)
75(1980)
Soft.
C
Cntmty
M_SSAC_I IJSETTS
Bo_ton
Motorcycle
Motozblko
Motor-driVel*
MICIIIGAN
a,n Arbor
<35 mph >35
82
86
76
82
All Motor
Cycle
Vehicles
50ft.
NOW
84 (]975
75(1982)
80(1975)
Motoraycle
Yes
Not >$500 per
o flense*each (lay
se|_arato offeltsa
Y_s
90
A,B
_$t,0oO-oach
dn
sel_rato of fonne
You
YQQ
Yos
Yes
50EL.
25£t.
A,R,II,I
YnS, subject
orlm|nal
l_rOSeOut;[on
_
DIta are unavallabFe
A-weighted; Fo0t,otes
_f section of this tab|e
precede this table.
Yes
73(1975)
MARYZ_ND
Baltlmore
Montgomery
<$300 and/or
6 months In Jadl
are blank; Notse leve|s are
to
NOT_I_ (JRDIN/_NCF.S ()F
I/
._;RIJ_CTI:I) HIINIC_PALITI[_.q
{(_on L_ln:edl
Ju_isdictJon
H[CIIIGAtl
Rirml n_fhaln
HOtol_ V_II it: it_
tloiBa Standard_
HO_lUtl_oln(lll t
Illsl:a:lca
(dllAI
_35 ml,h >35
'/_
82
70
79
HoLorcyc] o
Hotor-dc|vufl
AND COlIN'l'{l_S
E(iU _|)IliOn t
SI.amlard_
5(Jft.
Po]lalt J off
for VinlatJol_
COIl_o_ity
W/ Vod. Re_l.
[
Cya)0
Dotrott
Huillance
I,cOvJsJnll
Ka]an_l_oo
A,n,ll
<._]5 mph >35
Ho_0rcycle
Hotnrldka
02
74
86
70
5oEt.
C,!
Yes,
i_pacJ but
_ied I_OL
I Yoa
NINNI_C_A
Cannon
Frills
.
3
Hlnnoapo21s
J,,
Vnr[0_ With
Speed and DJslarlce
_.o. 35 inpll - _5 tlll_ .t
50 ft.
60 ml_h - 75 dl_ i.t 50 ft.
Varies W_th
t.o.
35 mph
G(I laph
Speed aiBd Dlstanco
- 65 dtlA at 50 ft.
-'75
dBa at 50 ft.
50it,
25it,
Hototcyales
MJnildko_
r,74
HONTANA
Rl]lil_cjs
Groat
Fall_:
50ft.
& 74
Hoto_ayv, Jefl
Hinibikes
Ilelena
Hiasotda
Ilotorcyclr_',
/4illlhJl'n
Hot.orcyclo
_lO
25ft.
O0
& gl)
&
#Ill
uvc]n
Fl_tor-dr _ ORV
tven
|[
-
Dat_ are urtlv#l_able It section of this
A-weighted; Footnotes precede |hh t_ble,
20,25
5Oft.
or
C
I_ to _O c]aya In
Jail
6,d/or
$]oo
20,25 oc
NOft.
C
< $S00 and/or
d'ays in Jat!
25 ot
5Ofl:,
C,I
25 or
5oft,
A,B,_
25ft.
25ft,
C, I
A
YOA, but
_l_.'cifla
no
fine
90
Ya_
Yea
sot
< _300 al_d/oc
90
_aya
In jail eat;h day separate
Yoa
< $300 and/or
_ay_l
yoll
< $]I)0
90
Yes
j
table are hlenk; Noise levels ire
*{_TWIOJU03
go/,
TT_
u| S_l_UO_
9 .io/PlJU 00_
>
;_o/p.e 00_
uo_
"[T_[
.l_/pue
Bo_.
_o;.
m_ep O_
O0_
•
l'DJq
Z'_'O
_t
oJe sio^_|
aS;ON _uetq
_O
':_J_Z
['0
06
90
'1JOS
•
'aLqel |lql op;)_gJd so:j0u_oo3 ._p_3q6_oN-V
aJe _[q?l siql J0 uol_=; _• JI aLqeLle^1un aJe ole0 /_
OO
souo*_
p;_upu_S
AL_O
tJEt[D_D20:)O_4
seuc*,: .zoq:lo
TeT_uopTooL_
OTOA_-zo_o_
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ROlSI! OItDIrl_Cl_
SHLF.CTEI)
Juri=gdlctlon
Motor
No/uc
VcltJc] o
Stnztdzlrdu (dD/_)
FOR
NtJr{ICH_ALITIEg
A[JI) COUNTIES
(Cent J nt:ed}
Noasucelnont
DJuLa_;oQ
I_qu i _,.ont
Standards
Conenunlty
Noise
Conformity
Standards
W
Fed. Reg.
Poll_ltles
for VJolatlon
VIRGINIA
A1oxalldrla
Arllngton
Reserved
for FUture
''
--<35mph
D0
/4otoroycle
Oilier
WASHINGTON
Col1_g_
Place
All
70
Hoist
Vehlc_[eu
Medina
>35
04
A,_[
5Oft.
II
79
< $500 - oath
day separate
offen_e
Yes
.>_ $25 but
Yes
Y0s
/. $1,000;
and/or
3(_ day_ - each day
_eparnto offei1_o
95
2oft,
A,R,I
< $100 and/or
_o day.
Jail
Oil
82
2Sft.
• $500 _nd/oC
_ays
Jail
30
25£t. or
50 ft.
_ $300 al=d/o_
days JaJi
30
Standard
At]opts
Pullman
State
A,I
MotorcyoJe
Motorbike
•
gnohomish
Motorcycles
Wail=
Eaactmerlt
Walls
All
Motor
5oft.
87
25ft.
93
Vehicles
<35 mph >35
SO
04
2oft.
A,R
50ft.
A_C,R
WISCONSIN
Mi ]'wnukeo
Motorcycle
WYONING
LandeJ:
All
Motor
Vehicles
gO
2S_t.
All
HeLot
Voahlclcs
_0
35ft.
1_/ Data are unavailable If section of tht$ table are blank; Noise ]evels a_e
A-weighted; Footnotes precede this table.
Yes
.
Yoe
Y0S
Yes
Yes, hut not
a[_oclfled
Ya_
SPECIFICREGULATIONOF OFF-ROADMOTORCYCLES
STATE LAWS
The following states have specific statutes which provide noise standards
foroff-roadmotorcycles:
California
"--_'ope:
Noise Limit:
Colorado
_pe:
Noise Limit:
Delaware
Scope:
Noise Limit:
Illinois
"S_c_pe:
Noise Limit:
Noise Limit:
Michigan
Scope:
Noise Limit:
New Hampshire
Scope:
Noise Limit:
e:
Noise Limit:
Noise Limit:
New off-highwaymotor vehicles
Vehicles manufactured after January I, 1975 must meet
86 dB level at 50 feet.
New off-highwayvehiclesrequireato be registered
Vehicles manufactured after January 1o 1973 must meet
84 dB level at 5D feet,
Operating or selling off-highwayvehicles
Vehicles manufactured after January l, 1978 may not
exceed 8G dB at 50 feet.
Off-roadmotorcycles
Off-road vehicles are subject to the limitations for
property-line noise sources.
Off-road
motorcycles
All off-readvehiclesmust meet the 84 dB level at
50 feet.
Operatingor sellingoff-roadvehicles
Vehiclesmanufacturedafter Januaryi, 1975 may not
exceed 86 dB at full throttle from 50 feet.
Operatingoff-highwayrecreat!enalvehicles
Vehiclesmay not exceed86 dB, 7B dB after January1,
1983.
Operatingoff-road recreationalvehicles
Vehiclesmanufacturedig75 or beforemay not exceed
102 dB at 20 inches in stationarytest; 99 dB if
manufacturedafter 1975.
Any non-highwayvehicle
Vehiclesmay not exceed86 dB at 50 feet or I05 dB at
a distaceof 20 inchesusing the stationarytest.
0-22
SPECIFICREGULATIONOF OFF-ROADMOTORCYCLES
(Continued)
The following states make their general motorcycle noise statutes
specifically
applicableto off-roadvehicles:
o
Colorado
o
Idaho
o
Minnesota
o
Oregon
The followingstates have implied that their street motorcyclenoise
statutesare applicableto off-roadvehicles:
o
Connecticut
o
Florida
o Montana
o
Nevada
o New York
o
Pennsylvania
o Rhode Island
Regulatlonof Off-RoadMotorcyclesWithinMunlcIpallties
Increasingly,municipalitiesare regulating off-road motorcycles to
meet local needs. The local noise tables summarizethe levelsfor off-road
vehicles, There is a trend te_ard establishingland-use regulationsfor
operatingon propertysuch as alleysand vacantlots.
D-23
APPENDIXE
FOREIGNMOTORCYCLENOISE LAWS
I
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,B. 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-I 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. regulation.
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 toU.S, equivalents.
Columns five and six compare the equivalent EEC levels and the U.S.
levels, when the associated enforcement programs are considered, U,B.
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-I
U.S. levelto depict the impact of U.S. enforcementprograms. The European
enforcementprograms appear relativelyless stringent,with no perceived or
apparentimpacton manufacturersin, for example,recallsor civil penalities.
Therefore,the EEC levels have not been adjusted to show the impact of an
enforcementprogram similar to that encounteredin the U.S. EEC rules do
permit manufacturersto add one dg for tolerance,however,when testing for
compliancewith EEC directives. The last columns on the table show the
relativestringency of the EEC and U.S. regulationswhen enforcementand
complianceprogramsare considered.
The comparisonshows the U.S. requirementsto be mere stringentby I 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 procedureis highly
sensitiveto a changein gear or sprocketratios, Changingsprocketsdoes not
necessarilyaffect the noise generatedin actual use, but does have a major
effect on the measuredlevel in the EEC test, Thus, to reducethe measured
noise level,manufacturerscam selecta sprocket ratio which gives the most
favorableresults under the EEC test procedure, even though that sprocket
change would not lower the noise generatedby the motorcyclein actual use.
It is reasonable,therefore, to expectmanufacturerstesting under the EEC
test proceduresto obtain a 2 dB reductionby such means (corresponding
to
about a 10% decrease in maximum enginespeed reached duringthe test), The
EPA test procedureis insensitiveto a change in gearingor sprocketratios.
This is becausethe EPA test prodedurecalls for the attainmentof a specific
conditionof power and rpm at a specifiedlocationin relationto the microphone whlthis not the case for the EEC test procedure.
UnitedNationsEconomicCommissionFor Europe (ECE)
ECE Regulation No. g, entitled "Uniform Provisions Concerning the
Approvalof Vehicleswith Regard to Noise,"dated March 20, 1958, and revised
March 26, 1974, specifiesmotorcyclenoise limits. Vehiclesare tested under
full accelerationin second gear with the microphoneplaced 7.5 m from the
center laneof travel,
The followingNoise limitsare currentlyin effect:
EngineDisplacement
A-weightedNoise Level
50 cc - 125 cc
82 dB
125 - 500 cc
84 dB
Over 500cc
86 dB
However,on June 2, 1978, the ECE proposed motorcyclenoise emission
standardsidenticalto those of the Councilof EuropeanCommunities(EEC), As
of October22, 1979, the proposedhad been transmittedto the U.N, Secretary
Generalfor approval.
E-2
TABLE E-I
VEHICLE TYPE
I
II
Ill
CURRENT
FUTURE
EEC
LEVELS
EEC LEVELS
CONVERTEDTO
U,S. EQUIV
(RANGE)(11
EEC LEVELS
CONVERTEDTO
U.S, EQUIV
(MEAN) (2}
IV
V
V]
IMPACTOF ENFORCEMENT
U.S.
AND COMPLIANCEPROGRAMS
REGULATORY ON REGULATORYLEVELS
LEVELS (4)
EEC (4)
U.S. (5)'
VII
RELATIVESTRINGENCY
OF REGULATIONS
(EEC - U.S.)
U.S. mere stringentby:
Motorcycle
A. <--80
78
BO - 71
75
18
77
76- 75
1 - 2 dg
B.<- 125
80
82- 73
II
78
79
76- 75
3- 4 dB
C,<-350
B3
85 - 76
80
78
BE
76 * 75
6 - 7 dB
D* _ 500
85
87 _ 78
82
78
84
76 - 75
8 - 9 dB
E* > 500
B6
88 - 79
83
78
85
76 - 75
9 - 10 dB
•
(1}
Co_parisons should be made in sequence (i,e,
I-VII),
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 proceduredifferencesis 3 dB,
(3) This scenarioassumesa 78 dB level of stringency.
(4) It is reasonableto expect manufacturerstestingunder the EEC test proceduresto obtainat leasta 2 dB
reductionby changinggear or sprocketratio (corresponding
to a 10% decrease in maximumenginespeed.
• reachedduring the test}, Two dD is added to the EEC levelsto accountfor this effect,
(5) Incorporatesenforcementand )reductiontolerances(generally2 to 3 dB less for productionverification).
TABLE E-G*
I
OECD
PROPOSED
FUTURE
EEC
VEHICLE TYPE LEVELS
II
Ill
OECD PROPOSED OECD PROPOSED
FUTURE
FUTURE
EEC LEVELS
EEC LEVELS
CONVERTEDTO
CONVERTEDTO
U.S,EQUIV.
U,S. EQUIV,
(RANGE)(i)
(MEAN) (2)
IV
V
VI
Vll
IMPACTOF ENFORCEMENT
U.S.
AND DOPPLIANCEPROGRAMS RELATIVESTRINGENCY
REGULATORY ON REGULATORYLEVELS
OF REGULATIONS
LEVELS (3)
EEC (4) U.S. (5)
IGEC- U.S.)
U.S. more stringentby:
Motorcycle
*
80
82 - 73
77
78
79
76 - 75
by 3 to 4 dB
Comparisonsshould be r_adein sequence(i.e. I-VII).
(1) Due to differencesin test procedureand measurementdistancesassociatedwith the ISO RGG2 test procedureand
the U.S. test procedure,differencesof -2 to +7 dB can be realizedin the measurements,
(2) Mean value of the -2 to +7 dB range in test proceduredifferencesis 3 dB.
(3) This scenarioassumesa 7B dO level of strJgency.
{4) It is reasonableto expectmanufacturerstestingunder the EEC test proceduresto obtain at least a 2 dB
reductionby changinggearor sprocketratio (corresponding
to about a 10% decreasein maximumengine speed,
reachedduring the test), Two dB is addedto the EEC levelsto accountfor this effect.
(5) Incorporatesenforcementand productiontolerances (generally
2 to 3 dB lessfor productionverification).
Canada
The MotorVehicleSafetyAct controlsnoise emissionsfor motor vehicles.
In 1976, theCanadianTransportMinistryadvisedthat the currantstandardfor
motorcycleswas 88 dB, measuredby testingmethodJ g86a.
• On June 29, 1976, the Departmentof Transportproposednew regulations,
which wouldtake effectSeptemberI, 1977, loweringthe motorcyclenoise limit
to 85 dB andadoptingSAE J47 as the officialtest procedure.
Japan
The JapaneseNoise RegulationLaw directs the Director-Generalof the
EnvironmentalAgency to set maximum permissible noise levels for motor
vehicles. EnvironmentAgency Bulletin No. 53, Septenber4, 1975, set forth
maximum permissiblenoise limits for automobilesand other motor vehicles.
Measurementprocedureshave been establishedfor normaloperatingnoise,
exhaust noise,and accelerationnoise. Normal operatingnoise is measured
from a distanceof 7.0 meters while the vehicleis travelingpast the test
point at a constantspeed of 35 km/h (25 km/h for bicycleswith motors).
Exhaust noiseis measuredat a distanceof 20 metersfrom the rear of an open
exhaust pipewhen the vehicleis operatingat 60% of maximumoutput, Acceleration measurementsare made on vehicles operatingat full throttle past a
microphone7,5m from the centerlane of travel.
The followingmotorcyclenoise emission standardsare currentlyin effect:
EngineDisplacement
A-weightedNoise Level
> 250 cc
7B dB
250 cc
78 dB
> 125 cc
78 dB
125 cc
75 dB
> 50cc
50 cc
#
75dB
75 dB
E-5
i
APPENDIXF
MOTORCYCLEDEMANDFORECASTINGMODEL
AND
ESTIMATIONOF REPLACEMENTEXHAUSTSYSTEMSALES
MOTORCYCLE DEMAND FORECASTING MODEL*
Approach and Methodology
The analysis of the market environmentfor motorcyclesand the price of
motorcycles (and other prices) over the period 1973 to 1975 indimatedthe
approachto model statisticallythe determinants
of demandfor unit motorcycle
sales. Statisticallyequationswere estimatedeconometricallyby relating
unit motorcycle sales (by type and function)to demographic,income,price,
and motorcycle characteristicsover the period 1973 to 1975. Given these
estimatedequations,and the forecastsof theexplanatoryvariablesfromData
Resources, forecasts of unit sales and revenues (given prices) for each class
of motorcycle were generated.
I.
Estimation Methodology
'Each equation for motorcyclesales was estimated in real terms; i.e.,
units, rather than total retail value. Total retail value is the productof
total unit sales and unit price_ estimatingthe retail value of motorcycles
would not indicatethe real influenceof priceeffects on unit sales.
All sales series were seasonally adjustedto derive the true growth
pattern of sales.w_thout the influence of trend, cyclical or irregular
factors. Furthermore,the explanatoryvariables,prices and incomes are
seasonallyadjusted. The seasonaladjustmentprocesswas conductedusingthe
Bureau of the CensusXII SeasonallyAdjustmentProgram.
PRICE
The ConsumerPrice Index (CPI)is reportedby the Bureauof Labor Statistics (BLS) each month on a seasonallyadjustedand unadjustedbasis.
POPULATION
The mean income of males (with incomeby age cohort is reportedannually
by the Bureau of the Census.
2.
The Dynamicsof MotorcycleDemand.
For estimation purposes, it was hypothesizedthat consumersof motorcycles have a desired level of motorcyclepurchases,and that, in any given
period, a portion of that desirewill be met. In equationform:
St " St-I °_(_t
" St'l}
(I)
* A more detailedexplanationof the development
and estimationof thismodel
is in the "BackgroundReport for MotorcycleNoise EmissionRegulations,
Phase If: Cost and EconomicImpactAnalysis,Volumes I and If," preparedby
EPA's contractorMcDonnellDouglas,October,1976.
F-I
Where: St
= actual sales (purchases)in period t
St.1 =
actual sales (purchases in period) t-1
St
desired sales (purchases in period t
The coefficient,_
, measuresthe extent to which actualsales meet
desired sales in any given period,i,e., if_
= 1, the actualsales equal
desired sales; if _
_
i, then some desired sales in any given period are
unmet.
Solving (i),
.
St
(i-_)
St.
I +_
(2)
St
For estimation purposes, St and St.l are known_ St, desired sales,
is not. It is reasonableto assumethat desired sales (St) are a function
of the demographicand incomecharacteristicsof motorcycledemanders,and
characteristicsof motorcycles;i.e., purchaseprice and operatingcosts and
the price(s)of all other co_etlng commodities.
Thus, for each type of motorcycle considered, the basic hypothesis
tested was that unit motorcyclesales in any given period was functionally
related to:
Ca) Unit motorcyclesales in the previousperiod,
(b) The demographic patterns in the age group consuming motorcycles.
{c) The incomecharacteristics
of these age groups.
(d) The price of each classof motorcycle.
(e) The price of competing commodities, includingthose of different
types of motorcycles.
{f) The user operating costs of each type of motorcycle.
EXPLANATORY
VARIABLES POPULATION
Evidence indicates that the relevantconsuming groups for motorcycles
were moles in the age cohorts20 to 24, and 25 to 34 years, A varianton
these data was selectedto reflectthe true effectivedemegraphicfactors;
i.e., males with i,noome
in,these a_e _roups. These date are reported annually by the
Bureau of Labor
Statisticsand are forecastregularlyby
an EPA
I
n
ii
contractors publication A_e IncomeMatrixModel.
These annual data were
distributedlinearlyto generatemonthly time"seriesdata.
F-2
i.......
/NCOH_
!
i
i
i
i
i
+
The income variable selected to reflex' the real purchasing power of
motorcycle consumers was the Mean Income in ]974 do]]ars,
of males (with
income) in the age cohorts 20 to 24, and 25 to 34 years.
Mean incomes of
other age groups were tested for statistical
significance in the equations but
did not fare as well as the above. Mean income, in 1974 dollara, of these
groups entersall equations.These series are reportedannuallyby the Bureau
of the Census. To generatea monthly time path for these series,the monthly
distributionof PersonalIncomefor the economyas a whole, in ]974 dollars.
was imposed upon the annual series. Personal income is reportedmonthly,
seasonallyadjusted,by the Departmentof Commerce. This serieswas deflated
by the Consun_rPrice Index (CPI), reindexedfrom a 1967 to a ]g74 base.
PRICE
The retail price of each type of motorcyclewas generatedby dividing
total retail value (for each type of motorcycle)by the correspondingunit
retailsales.
COMPETING PRICES
Salesof motorcyclescompetefor the consumerbudgetwith all other goods
sold in the economy, Several alternativecompeting price variableswere
consideredand testedin the estimationprocess:the implicitprice deflator
for consumptionexpenditureson durable commodities,andthe consumer price
index for durable commedites,and the consumerprice index for all commmod]ties. On statisticalgrounds,the price variableselectedto representthe
price of competingcommoditieswas the consumerprice index for all commodities (CPI).
Crossprice substitution
effectswere consideredin the estimationof the
specific c]asses of motorcycles;i.e., sales by displacementclass and by
tWO-Strokeand four-strokeclass. The demandfor a motorcycleof a particular
class will be affectedby aggregatedemand variables;i.e., age-incomefactors, ewn price, competingprice (i.e., CPI) but also by the price of the
impactof competingmotorcycleprice variables. However,in all cases,these
variableswere rejectedon statisticalgrounds.
USER OPERATING COSTS
User operatingcosts (gas, insurance,maintenance,depreciation,etc.)
have been found to be significantin influencingnew automobilesales. A
priori, it was expectedthat such factorsshouldinfluencemotorcyclesales to
some extent. Variousproxies for user operatingcosts of motorcycles(].e.,
the consumerprice index for gas and oils, the implicitprice deflatorfor
consumptionexpenditureson gasoline,etc, relativeto generalprice variables
were testedfor statlstica]significancein the equationestimation. None of
these variables,however,were found statisticallysignificantand all were
droppedfromthe equations.
F-3
The basic hypothesistesLed for unit motorcyclesaleswas:
UNITSSAi
F (N20@34, MEAN20@34, PI' CPI)
Where:
UNITSSA
i = Unit sales,seasonallyadjusted,for the ith
class of motorcycle.
N20@34
Populationof males, with income,in the age
groups of 20 to 34 years.
MEAN20@34
Mean income,in 1974 dollars,of males in the
age groups20 to 34 years,
PI
: The price of the ith class of motorcycle.
CPI
: ConsumerPrice Index for all commodities(CPI).
All equationswere estimated,monthly from 1973:2through1975:12 using
the OrdinaryLeast SquaresRegressiontechnique.
DATA
Monthlydata, from 1973:1through1975:12on total motorcycleunit sales,
retail and wholesale values, were made available by the Motorcycle Industry
Council (MIC). Annual data. from 1973 through Ig75, were made available by
MIC for unit motorcyclesales, retailand wholesale valuesfor street, offroad and dual purpose motorcycles by engine displacement size (in cubic
centimeters)and by two-strokeand four-strokeengine categories,
Unit retailprice for each type of motorcyclewas generatedby dividing
retail dollarvalue by unit sales.
Since only three years of data were available for estimationpurposes,
the equationswere all estimatedon a monthly basis. Monthlyprice and unit
sales data for all annual series (street, off-road and dual purpose, by
displacementclass and by two-strokeand four-strokebreakout)were generated
by applylngthe monthly distributionof total motorcycleunit sales and unit
price to these annualseries. The explanatoryvariablesused in the equation
estimations,income,populationsand price, were derived from public sources
and are documentedand stored in the DRI computerdata banks.
3.
ForecastMethodology
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'sAge IncomeMatrix,
The forecastof the ConsumerPrice Indexwas generatedby a contractor'sCycle
Long 12/75 LongTerm Forecastof the U.S, economy.
F-4
For the unit price of motorcycles,it was assumed,as a baselinecase,
that prices would increase at the rate of 7 percent per year from 1976 through
1990,
-_-_
I
{
[
Given the estimated equations and the forecasts of the explanatory
variables,forecastsof (seasonallyadjusted)total monthly unit motorcycle
sales, total street, off-road and dual purpose unit sales; street, offroad and dual purpose unit sales by two-stroke/four-stroke
breakouts,and
street,off-road and dual purpose unit sales by displacementclasses were
generatedusing a contractor's
MODSIM software. (Storedon-lineon a contractor's computers, alternativeforecastscan be readily generatedbased upon
differentassumptionsregardingdemographic/income
developments,inflationary
developments or differing assumptionsregarding the retail unit price of
motorcycles.) The monthly,seasonallyadjustedsales forecastsare summedto
generateannual unit sales forecasts.
(
!
4. EstimatedEquations
I
The basic functionalform of the estimatedequationsfor unitmotorcycle
saleswas:
Unit Sales (seasonallyadjusted),per consumingpopulationgroup (i.e.,
males from 20 to 34 years)was functional]yrelatedto:
(a) the lagged (one-month)value of this variable
(b) the relativeprice of metorcyclesvis-a-visthe ConsumerPrice Index
(CPI)
(c) the Real Mean Incomeof the consumingage group,and
(d) dummy variables.
The formulationreflected(a) the adaptivepurchasingbehavioroutlined
above, (b) the influenceof aggregratedemographicand incomecharacteristics
of motorcyclepurchasers,and (c) relativeprice effects. Dummy variablesfor
December1973 and January 1974 were introducedinto most equatlonsto take
accountof the distortinginfluenceof the energycrisison motorcyclesales.
The dependent variablein the equations was expressedin per capita terms
giventhe crucialimportanceof demographicsin determiningmotorcycledemand.
The estimationprocedurewas conductedin two steps. First,unit sales,
seamonallyadjusted,per consuminqpopulationgroup was estimated_tally, To determinehow well these formulationsimplicitlyexplainedactual
(not seasonallyadjusted),the estimatefrom this equati-o'n"
was
by the number of males, aged 20 to 34 years and by the seamonal
factorsof unit sales to derive an estimateof actualunit sales. Actual unit
sales were then regressedagainstthis estimate, If the first equationwas
specifiedcorrectly,the coefficienton this estimateshould be approximately
equalto one. This was found to be true for all equations.
F-5
TOTAL UNIT SALES
Tatal unit motorcycle sales, seasonallyadjusted, and divided by the
relevantconsumingpopulation group (males, aged 20 through 34 years) was
regressedon
(a) its ownlagged value (one month)
(b) the averageunit price of motorcyclesrelativeto the CPI
(c) the Mean Income in 1974 dollars,of males aged 20 through34 years
(d) two dummyvariables,for 1973:12end1974:1.
Each variable in the equation is statistically significant and has
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, holdlng everything else constant.
mean income,in ig74 dollars,of males aged 20 through34 years,has a
positive sign, indicatingthat as real income increases,so also will
unit motorcyclesales,other thingsbeing equal.
The'elasticitiesof the relativepricevariableand the incomevariable
are -. 738 and 1.39 respectively. These indicate, that (a) for every I
percentincreasein the relativeprice of motorcyclesvis-a-visthe CPI, total
unit mot_sales
will decline by .738 percent,holding everythingelse
constant,(b) for every I percent increasein the real incomeof the 20 to 34
male population age groups, tota_motorcycle
sales will increase by
approximately
1.4 percent,ether thingsbeingequal.
This formulationexplainsalmost83 percent (R-2 = ,8255)of the (monthto-month)variationin total unit motorcyclesales, seasonallyadjusted,per
consuming population age group. On a transforme_basis (see below) this
formulationexplainsover84 percent(transformedR-_ = .B416)of the variation in total actual unit sales.
F-6
ESTIMATEDEQUATION:
UNITSTSACAP
TOTAL UNIT SALES
.274224 * UNITSTSACAPLAGI
(2.67635)
-4244.29 * RELPT
(3.17453)
+.613208 * MEAN20_34
4o80927)
+5573.28 * DUM7312
(6.65)
+4638°40 * DUM741
R"2
,8255
FIT: MONTHLY73:2 to 75:12
TransformedR"2
.8416
t-STATISTICSin parenthesis
OurblnWatson
ELASTICITIES
= 1,6054
RELATIVEPRICE
-.7355
REAL INCOME
+1.39
WHERE:
UNITSTSACAP
TOTAL UNIT SALES,SEASONALLYADJUSTED,
DIVIDEDBY N20@34
N20@34
MALE POPULATION,AGED 20 THROUGH34
UNITSTSA
TOTAL UNIT SALES
UNITSTSACAPLAGI
UNITSTSACAP(-1)
RELPT
= AVERAGEUNIT PRICE OF MOTORCYCLES,DIVIDED
BY THE CPI
_EAN20@34
= REAL (1974DOLLARS)MEAN INCOMEOF THE MALE
POPULATIONAGED 20 THROUGH34 YEARS.
The same basic specificationand functionalform of the equationswas
followedfor each type of motorcycle(i.e.,street,off-road,dual purpose.,
by
two-strokeand four stroke breakoutand by displacementclassification). In
all cases the relativeprice variablehad a negativesign and the real income
variablea positivesign on its coefflcient. In the case of motorcyclesales
by two-strokeand four-strokebreakoutand by displacementclassification,
the
price of competingtypes of motorcycleswas introducedinto the equations in
order to generateestimotes of price cross-e]astlclties
between different
types of motorcycles. HOwever, on statisticalgrounds,this attest did not
prove feasible.Summary statisticsof the estimatedequationsare providedin
TablesF-I - F-5.
F-7
TABLE F-I
STREET MOTORCYCLE
I
STATISTICS
I
' LAGGEDUNIT '
RELATIVEPRICE
' SALES
'
'COEFFICIENT ' COEFFICIENT
ELASTICITY
T-STATISTIC)' (T-STATISTIC)'
MEAN INCOME
COEFFICIENT
' TRANSFORMED' DURBIN
'
WATSON
ELASTICITY' --2
R
Less Than
99 c.c.
100-169 c,c.
.738673
(6.25191)
-267.806
(1.88866)
-.9275
.0138
(2.03)
1,162
.8510
1.059
170-349 c.c.
.657243
(7.87124
-266.771
(2.27)
-.9346
.022181
(2.694)
1.22
.8245
2.04
350-449 c.c.
.372936
(3.72138
-699.473
(2.807)
-.967
.08718
(3.9261
1.52
.8174
1.588
480-749 c.c.
.299783
(2.802)
-362.33
(2.33)
-.863
.0697069
(3.61965)
1.49
.8|16
1.5548
750-899 c.c,
.263063
(2.09)
-120,92
(3,027)
-.768
.048142
(4.573)
1.44
.8206
1.56
&
900 c.c.
plus
TABLE F-2
OFF-ROADMOTORCYCLESTATISTICS
' LAGGEDUNIT '
RELATIVEPRICE
'
' SALES
'
'
'COEFFICIENT
COEFFICIENT ' ELASTICITY'__
'(T-STATISTIC)'(T-STATISTIC)'
Less Than
99 c.c.
.345644
(2.780181
-163B.00
(-3.07013)
*
-.953169
.0837784
(4.06085)
i.S4892
1.6145
.8493
1.8368
.7282
1.8253
170-349 c.c.
.451802
(4,05766)
350-449 c.c.
.43004
(3.49149)
*
*
.00267284)
(4.29743)
.527595
,7296
1.7539
450-749 c.c.
.31602S
(3.86852
*
*
.00110338
(7.14955)
.6055594_
'!
.8431
1.7968
.0221605
(3.27084)
.674485
,8158
.252134
(2.94974)
-1.14813
.01462
(7.74991)
' TRANSFORMED' OURBIN
'
WATSON
_-2
100-169c,c.
-180.905
(-2.53415)
*
MEAN INCOME
1.67024
|
* Price variablenot statisticallysignificant,and thereforeomlttedfrom specification.
TABLE F-3
DUALPURPOSEMOTORCYCLESTATISTICS
' LAGGED UNIT '
RELATIVEPRICE
'
MEAN INCOME
' TRANSFORMED' DURBIN
'SALES
'
'
'
WATSON
'COEFFICIENT ' COEFFICIENT
ELASTICIT_"-'--C-O-'L"FFICIENT'ELASTICITY'
-2
R
'(T-STATISTIC)'(T-STATISTIC)
l
I
Less Than
99 c.c.
.579097
(6.00582)
-711.931
(2.034)
-.867
.03331
(2.668)
1.2137
.7928
1.6848
-1159.7
(2.40487)
-.9969
.0771913
(3.33068)
1.438
.8101
1.567
-616.782
(1.90078)
-.74
.06576
(2.9283)
1.19
.8242
1.5033
1.43
.8089
1.5199
.787
!.4887
100-169 c.c.
.469664
(5,39922)
170-349 c.c,
.456098
(5.845)
360-449 c.c.
.400972
(4.29955)
-179.967
(2.295)
-.912
.0233366
(3.334)
460-749 c.c.
,675174
(6,96569
-3.02146
(1,5058)
-.45
.000496
(2.31)
¢'
"
,7411
TABLE F-4
UNIT SALES _ SUMMARY
' LAGGEO UNIT '
RELATIVEPRICE
'
MEAN INCOME
' TRANSFORMED' DURBIN
' SALES
_
'
'
' WATSON
'COEFFICIENT
COEFFICIENT
ELASTICITY-'COEFFIC-rE_TELASTIC'I"FY'_
'
'(T-STATISTIC)_(T-STATISTIC)'
I
TOTAL UNIT
SALES
.274224
'
(2.67635)
-4244.29
(3.17453)
-.738
TOTALSTREET
UNIT SALES
.281494
(2.37492)
-1067.83
(2.79)
TOTALOFF- .
ROADUNIT
SALES
.255683
(2.169)
TOTALDUAL.
.469622
PURPOSE
(5.48137)
UNIT SALES '
I
,'
,'
J
i
'
.613208"
1.39
-.5948
.239737
(4.45)
-1281.96
(2.3839)
-.6508
-2417.31
(2,35)
-,87
'
,'
.8416
1.6054
1.25
.824
1.61
.128049
(4,13)
1.33
.8210
1.6265
.20186
(3,3)
1.31
.815
1.5541
4
TABLE F-5
TWO-STROKE/FOUR-STROKE
MOTORCYCLESALES
i
i
•i
'LAGGED UNIT i
RELATIVEPRICE
'
MEAR INCOME
' TRANSFORMED'DURBIN
'SALES '
'
'
WATSON
ICOEFFICIENT' COEFFICIENT ' ELASTICITY' COEFFICIENT ELASTICITY
6
--2
R
'(T'STATISTIC)
' (T-STATISTIC)'
'
'
i
a
i
U
i
;
_O-STROKE
Street
,3459
(3.36869)
Off-Road
.230848
(2,26788)
I
'
i
'
-456.644
(3.17)
-,8437
-415.923
(1.17)
*.422
'
'
.0648
(4.59)
1.428
,06466
(2,93)
1.12
.8306
1,664
I
.8314
*
1.68
I
|
Dual Purpose
FOUR-STROKE
Street
Off-Road
,4898
(5.88)
-1612.38
(2.17)
-.7999
.138436
(3.1487)
1,225
....
8B9.507
(3,486)
.473304
(4,53)
-919.24g
(2,74_3)
.8247
-.689
.2369
(8.02)
1,6
.8093
-,8255
.05055
(3,63)
1,3lS
.8073
'
1,5949
I
'
1,0317
'
1.5107
I
I
Dual Purpose
.619465
(6.368)
-419.938
(1.37)
-,545
.03336
(2.088)
.85
,7761
I
'
*
1,7129
ESTIMATIONOF REPLACEMENTEXHAUSTSYSTEMSALES
Aftermarket exhaust system sales are simply a fixed proportion of
the stock of motorcycleseach year, That proportion,.1214,was derivedfrom
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 S 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.
Si, the scrappagerate (I minus the survivalrate), was derived from
the 1979 MotorcycleStatisticalAnnual and was reproducedas Table 8-20 in
ChapterB. After 13 years, all motorcyclesof a given vintagewill have been
scrappedand, therefore,could not contributeto the stock of motorcycles.
By using the above data, EPA estimatedmotorcyclestocks for the years
from 1976-2010. Since the period of interestbegan in 1979, an assumption
was made that no pre-1967motorcyclesexisted. The 1967 sales data were
run through the scrappagesubroutineand the numberof motorcyclesremaining
in 1979 were calculated. Similarly,the sales for succeedingyears were
"scrapped"and the 1979 remainderwas calculated. When this procedurewas
completedfor theyears 1967-1979the remainderwas totaledand the 1979 stock
was derived. The calculationsare summarizedin the followingequation:
t - 13
Kt
_E_
i=t
(l'Si)
Mi
where
Kt
= stock of motorcyclesin year t
Mi
motorcyclesales in year i
Si
scrappagerate for motorcyclesof age i
To derivethe 1980 stock the 1979 estimatewas eliminatedand the entire
sequence of calculations was performed, The calculations were started
with 1968 data because all 1967 motorcycleshad been scrapped(they were
13 years old).
Hence,for each year the stock of motorcycleswas completelyrecalculated
from a clean slate. The time series of themotorcyclestock was completedby
carryingout the calculationsfor all years. The forecastedstock of motorcycles from 1979-2010 and the estimatesof exhaust system unit sales are
presentedin Table 8-19.
F-13
APPENDIXG
RELATIONBETWEENSTANDARDTEST METHODOLOGIES
AND REPRESENTATIVE
ACCELERATIONCONDITIONS
Introduction
The health end welfare analysis of motorcycle noise impact (and possible
reductions of that impact) requires noise level information on motorcycles
under actual operating conditions. The analysts(Section 5) requires motorcycle noise levels as measured by a standardized acceleration test to be
translatedinto motorcyclenoise levelsthat would be measuredunder representative actual accelerationconditions. This Appendix presents supporting
informationfor the assumptionthat noise levels measured under J-331a or
F-76a less 3 dB are representative
of unconstrainedtrafficaccelerationsfor
purposesof the healthand welfareanalysis.
The operating conditions that describe motorcycle accelerationsconsist of several parameters: (a) accelerationrates, (b) engine speeds at
gear shift points, and (c) throttlesettings. These operatingconditions,
of course, differ from motorcycleto motorcycle and from motorcyclistto
motorcyclist. Situationalfactors, too, will cause an individualmotorcyclist to accelerate differently under varying conditions. Describing
motorcycle accelerations,then, either with distributionalstatistics or
"average"icasesis seen to be a very difficulttask. Studies on automobile
operation"have shown great variancesin automobileaccelerationconditions.
Motorcyclescould be expectedto display even greatervariancesdue to the
broad range of vehicle capacities (horsepowerto weight ratios) and wlde
engine speed ranges coupled with near universal use of manual transmission.
To EPA's knowledge,me study existswhich specificallyfocuses on motorcycle
accelerationconditionsin the U.S. A detailedstudy has been conductedon
motorcycleoperation in Japan2 but is mot felt to be directlyapplicableto
U,S, operations.
Current Standardized Test_
Current SAE procedures and ISO procedures measure motorcycle noise
under full throttle accelerationconditions (see AppendixA),
Typically
second gear is required, although third and higher gears are specified
in some cases. Motorcycles are accelerated up to various engine speeds
including100% of maximum rated RPM for some motorcyclesunder some tests.
Further,maximum noise under test (presumedfor most motorcyclesto occur at
the highestengine speed achievedduringthe test) occursat various distances
relativeto a microphonelocation. The proceduremost commonlyused in the
U,S. currently is the SAE J-331e or variantsthereof, The J-331a procedure
includesa featurewherebymotorcyclesreach thelr maximumtested enginespeed
at differentdistancesfrom a microphonedependingon motorcycleperformance
characteristics. The procedurewhich EPA investigatedfor use in Federal
regulations (F-76a) measures motorcycle noise at differing fractions of
maximum rated englne speed (dependingon engine displacement)at a standardizedposition relativeto a microphonelocation. As discussedin Section 3,
noise levelsmeasuredunder these two proceduresare felt to be statistically
comparablealthoughIndividualmodelsmay vary by severaldecibels.
The J-331e procedure Is 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 fullG-I
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 avera_ acceleration rates during the
test. Calculations based on data--_ 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. Althoughsome motorcyclistsundoubtedlyaccelerateat 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 end other tests are not directly applicable for noise
impact analysis, certain adjustments must be made to measured values.
Several studies have been conductedwhich measuredmotorcyclenoise during
actual operationalconditions.
3'4'5'6'7 Some oF these studies included a
broad range of motorcycle operating conditions with qualitative descriptors of
accelerationor cruise conditions. The study conductedby the IllinoisTask
Force on Noise,however,tested motorcyclesat controlledaccelerationrates.
It is not apparentthat standardizedtests were conductedon measuredmotorcycles in any of these studies so comparisonwith existingdata on motorcycle
noise levelscannotbe made. It is apparentfrom everyone of these studies,
however, that motorcyclesunder cruise are considerablyquieter than under
acceleration,and that accelerationrate is a very importantdeterminantof
noise levels.
Since directrelationshipsbetweenoperationalnoise levelsand standardized test noise levels are not available,the healthand welfare analysis
requiresseveralassumptionsto be made. EPA attemptedto developa relationship between noise levels and fractional accelerationrates based on the
IllinoisTask Force on Noise study. This effort,however,was not successful
in obtaining_seable results. Instead,motorcyclenoise levels as a function of engine speed at the shift points between firstand secondgear, and
between second and third gear were examined. It was apparentthat for most
motorcycles these two shift points occur at about the same engine speed.
Accordingly,the shift point between second and thirdgear was used excluslveiy in this analysis.
Representative
motorcycle accelerationsare describedin this analysisby
a single set of accelerationconditions. These "representative"
conditions
featurepartial-throttle
accelerationto a moderatelyhigh engine speed before
shifting. The engine speed achievedbefore shiftingis assessedto be a speed
somewhatlower than is specifiedin the F-76a procedure. Similarly,throttle
setting is considered to be somewhat less than the full throttlecondition
specifiedin O-331a/F-76atesting.
It is generally agreed that smaller motorcyclesaccelerate to higher
relative engine speeds before shifting than do largermotorcycles. This
phenomenon is accounted for in the F-76a test. It is considered to be
a reasonable assumption that accelerationscan be representedby maximum
engine speeds some ten percentage points of maxlmum rated RPM less than
G-2
TABLE G-i
MOTORCYCLEENGINESPEEDSAT 28 MPH
ENGINE SPEED AT
RATED ENGINESPEED
28 MPH - 2ND GEAR(RPM),
(RPM).
MODEL
FRACTION OF MAXIMUM
RATEDRPMAT 28 MPH
Honda
?_zJ_'OK
CB-500T
CB-400F
XL-350
4000
3900
5200
5500
8000
8500
5000
7500
0.50
0.46
0.58
0.75
Yamaha
XS-7500
XS-650D
XS-500C
RD-400C
XS-360 2D
3200
3200
4600
4100
4600
7000
7000
8000
7000
8000
0.47
0.47
0.58
0.59
0.59
3200
3400
4100
4100
5100
8500
7500
8000
7500
7000
0.39
0.46
0.51
0,55
0.73
GT-500
G5-400B
GT-380M
GT-250A
3700
3500
5100
4900
5600
8500
6000
8500
8500
7500
0.44
0.87
0,60
0,61
0.75
H°D
X--C'ZIO00
2800
5000
0.56
Kawasaki
KZ-750
KZ-650
KH-400
KX-400
Suzuki
Source:
t
Motorcyclereviewsin CEcl
_ and Cycle Guide magazines
_-3
FIGURE
MOTORCYCLE
ENGINE
SELECTED
SPEED
MODELS
Gvl
AT 28MPN
250ec
AND
- 2ND GEAR
GREATER
1.0
0.9
0.3
0.2
0
1
2
3
ENGINE
Source:
Table
4
5
DISPLACEMENT
G-1
G-4
6
7
- cc
8
(HUNDREDS)
9
10
11
TABLE G-2
MOTORCYCLENOISE LEVELSAT TEN PERCENTAGE
POINTSLESS THAN F-/6a CLOSINGENGINESPEED
F76a Sound Level Less
F-16a - i0_ Sound Level (dB)
MotorcycleNumber MotorcycleModel
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
i?4
Honda
GL-IO00
KawasakiKZ-DGO
Suzuki GT-750
H-D
FXE-1200
H-D
XL-IO00
Honda
CB-750
Honda CJ-360
Honda
CB-550
Honda
CB-125
KawasakiKH-400
KawasaklKZ-750
Suzuk.i GT-500
Honda
CB-200
Suzuki GT-500
Honda
XL-125
Suzuki
GT-380
Suzuki GT-185
Suzuki
TS-400
Suzuki
TS-IO0
H-D
SX-175
H-D
SS-125
H-D
SX-125
KawasakiKH-250
KawasakiKH-IO0
KawasakiKE-IOO
Honda
XL-ZOO
Honda
XL-250
Yamaha D7-250
Yamaha O7-175
Yamaha XS-650
n - 30
Source:
_ = 1.42 dB
Table C-12
G-5
s - 0.72 dB
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
the speed specified by F-76a,
According to this assumption small motorcycles 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 appearto be unreasonable
although the 80% figure {naybe 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 functionof road speed. EPA air emissionregulations
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 motorcyclesover 250 cc. Table G-I presentsthe engine
speed (as a fraction of maximum rated RPM) of several motorcycle models at 28
mph in second gear. The results in Figure G-1 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,
Motorcyclenoise levelsat ten percentagepointsless than F-76a closing
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-typetesting. From these data it is
possibleto interpolatemotercycle
noise levelsat F-76a closingenginespeed
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 percentagepoints below F-76a closing speed (full throttle)
would be betweenone andtwo dB below their F-/6a value.
To account for the fact that representative accelerations are likely
to be conducted at lessthan full-throttle, an additional adjustment is
necessary. EPA is not aware of availabledata which specificallyfocuseson
engine load as a variable distinct from other parameters such as engine
speed. The JAMA2 study did develop a relationship which empirically
modelled noise level as a function of acceleration rate, but that is not
directlyapplicable. The formula developed,however,would indicatethat the
impact of average acceleration rate is not particularly large (the difference
between a 0.2 "g" accelerationand a 0.4 "g" accelerationwould be 3 dB).
Wanting'directly applicableinformation,it is assumed that the effect of
less-than-full
throttleaccelerationamountsto one-to-twodB for most motorcycles, Addltionalmeasurements
to quantifythis phenomenonare 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
trafficconditions.
ComparisonWith Other Studies
It is useful to compare this assumption with the results of abovementioned studies. As discussedbelow no serious incompatibilities
between
this assumptionand measureddata have been found,
G-6
TABLE G-3
SPEED LIMIT 35 MPH OR LESS
Level
Roadwa_
Motorcycles
dB(A)
Variation
from
Present
Limit
P
Stock
dB(A) No. of
Veh.
Over
Acceleration
Motorcycles
Modified
_ of
Veh.
Over
No.of
Veh.
Over
% of
Veh.
Over
Stock
No, of % of
Veh. Veh.
Over
Over
Grade
Motorcycles
Modified
No.of
Veh.
Over
% of
Veh.
Over
Stock
No.of %of
Veh. Veh.
Over Over
Modified
No.of
Veh.
Over
% of
Veh.
Over
0
82
1
1.5
4
13
4
5
30
46
9
17
17
57
-I
81
1
1.5
4
13
9
12
33
51
15
29
18
60
-2
80
1
1.5
10
34
i0
13
39
60
17
32
22
73
"3
7g
2
3.0
12
38
15
20
45
69
21
40
23
77
-4
78
3
4.6
13
41
19
25
49
76
25
48
23
77
-S
77
3
4.6
15
47
28
37
54
83
31
59
27
90
-6
76
5
7.7
18
56
33
44
56
86
33
63
27
90
-7
75
11
16.8
22
69
44
58
58
88
38
72
28
g3
-8
74
16
24.6
27
85
52
69
5g
91
42
79
28 .
93
-9
73
25
38
30
94
65
86
69
91
45
85
28
93
-IO
72
35
54
31
97
70
92
60
93
47
89
28
93
TOTALVEHICLES
MEASURED
65
Source: Reference5
32
76
65
53
30
(a)
Motorcycle Industry Council Studies.
Studies conducted by the
Motorcycle industryCouncil have been summarizedin Reference4, The summarized 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 accelerationnoise levelsof motorcycles(with modified
motorcyclesincluded)range from mid-70'sto high 80's. Differencesbetween
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
discussfurtherbelow,
(b)
CaliforniaHighway Patrol and Chica_o Urban Studies.
A
survey
of vehicles operating on California highways 5 included measurements of
motorcycle noise under the following conditions: level roadway, acceleration,
and grade. Since these measurements included modified and unmodified motorcycles of unspecifiedmanufacturedate, and since no standardizedtest was
conductedon measured motorcycles,no directconclusionscan 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-g, 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 ChicagoUrban study6 also measurednoise levels under acceleration
and cruise conditions. Again, no standardizedtests were made on measured
motorcycles. The difference between acceleration and cruise operations can be
determinedin a manner similar to that describedfor 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 acceleration and cruise noise. If a relationbetweenmotorcyclecruise and standardized test conditions can be developed, the assumed relation between
acceleration and standardized test can be checked. The difference in motorcycle noise level between cruise conditions and a standardized test was
analyzed using the data in the 1975 MID 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 noise
level of 10,3dB (s = 3.2).
!
G-8
II0
i
_
I00
I
.J
w
_J
,,-I
tJJ
N
•
Z
Q
_
Oe
:= 80
•
:IC
Ib6Oeeee
•
18
?0
DO
QOD
"
:
•
8
"
e"
•
60
T
,
DECELERATION
•
I
25-35
mph
I
ACCELERATION
FIGUREG-2 NOISEOF MOTORCYCLES
WITHSTOCKMUFFLERS
DATANORMALIZED
TO 50 ft - 40 Samples
_ourg_:
Illinois Task Force on _ise 5D_rcy.cle Noise _vels
A Be_or_on Fi41d Tests (Bef. 7)
G-g
If 7 dB is used as the difference between motorcycle sound levels
under accelerationand cruiseconditions,and if 10 dB is used as the difference betweenJ-331a or F-76a levelsand cruiseconditions,it is seenthat the
assumption that J-331a/F-76anoise levels less 3 dB are representativeof
accelerationsin unconstrainedtraffic situationsmay not be inconsistent
with
data measuredin the MIC, Californiaand Chicago studies. This artificially
constructeddifferencebetweenhighly varyingfigures,however, is not in any
sense intendedto be a showingthat a 3 dB decrementis accurate. Rather it
is intendedto show a lack of conflictwlth measureddata.
(c)
Illinois Task Force on Noise. In a study conducted at the
University of Illlnois_ twenty motorcycles were tested under controlled
accelerationconditions.1Motorcycleswere tested under different acceleration rates until a motorcycleacceleratedfrom a deed stopfor 100 feet in 4.8
seconds (terminalspeed 28 mph, average accelerationrate 0.27 "g"). This
time intervalwas used becausea previousstudy had determinedthat it represented the 75th percentileof accelerationrates of automobiledrivers in
Illinois. The study showed that the noise levelsof unmodifiedmotorcycles
tendedto be in the mid-to-low70's (dB) at these accelerationrates. Of the
relativelynew bikes testedwith no apparentdefects,J-331a data were available in the MIC report on seven. These motorcycles,shown in TablesG-4 and
G-5, displayedaccelerationnoise levelssome 5412 dB below _-331a values.
The accelerationrate tested, however, is consideredto be lower than the
representativeaccelerationdesired for the health and welfare analysis.
As discussedabove, adjustmentsto accountfor differentaccelerationrates
were pursuedbut did not providemeaningfulresults. The data in the I1linois
study,.however,
are not felt to be seriouslyinconsistent
wlth the representative acceleratlonassumptionsmade.
G-IO
TABLE G-4
REPORTED RESULTS ON MOTORCYCLE ACCELERATION TESTING
(TABLE 1.
Year
1.
2.
3.
4.
5.
Make
MOTORCYCLE SUMMARY)
Size(cc)
Maximum
Overall
dB
dB
Maximum
TendencyRecorded
dB
1971 Kawasaki
1973 Suzuki
1973 Honda
1973 Kawasaki
1974 Honda
90
125ITS125)
325 (350CB)
100 (65)
360 (360 CB)
76
76
......
70
71
71
73
71
70.5
71
73
71
6.
7.
8.
9.
10,
1966
1966
1974
1975
1972
Suzuki
Honda
Honda
Honda
Honda
149
160 (CB)
550
750 (KS)
250
84.5
76
72
73
73
77 ?
78
70.5
74
73
84.5
78
72
74
73
11.
12.
13.
14.
15,
1970
1973
1971
1971
1971
Suzuki
Suzuki
Honda
Honda
Honda
492
250
325
100
350
(T500)
(TS)
(CBI
(CB)
(SL)
75
83
78
......
78
75
83
80
75
83
BO
78
78
16,
17,
18.
19.
20.
1974
1972
1973
1974
1972
Suzuki
Yamaha
Honda
Kawasaki
Honda
738
650
444
175
350
(750 GT)
(XS)
(450CB)
72.5
78
73
......
72
73
79
73
73
79
73
72
72
(CL)
Source: MOTORCYCLENOISE LEVELS- A REPORTON FIELD TESTS (Ref. 7)
76
Group
II
Notusable
I
I
I
Ill
Ill
I
I
II
II
IV
IV
Not usable
II
I
II
I
Not usable
II
TABLEG-5
J-331a NOISELEVELSCOMPARED
WITH
MOTORCYCLE
NOISELEVELSUNDER
ACCELERATION
MotorcycleModel
1973Honda CB 350
1974 Honda 360
1974 Honda CB550
1975 Honda CB 750K
1974 Suzuki G7-750
1973 Honda CB_450
1972YamahaXS-650
O-331aSound
Level (dB)
BO
76
79.5
79
B4,5
81
84.5
70
71
72
73
72.5
73
78
Source: Refs. 7 and 8
G-12
,L
.........
Acceleration
SoundLevel (dB)
Difference
.(dB)
10
5
7.5
6
12.5
8
6.5
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
Coffrnittee,
MotorcycleNoise Studies,July 1975.
3. Motorcycle Industry Council, Sound LevelMonitorin
B - Portland_Oregon,
1976.
4. Walsh, J., Hagie, R., and Harrison,T., MotorcycleNoise in the Community
- A Review,June 1977.
5. California Highway Patrol, Noise Survey of Vehicles Operatin9 on
CaliforniaHighways,1971.
6. Bolt, Beranek and Newman, Inc., ChicagoUrban Noise Study, Report 1411,
1970.
7. Illinois Task Force on Noise, Motorcycle Noise Levels - A Report on
Field Tests_ June1975.
8. Motorcycle Industry Council/McDonnellDouglas Astronautics Company West, Evaluation of Stationaryand Movin9 MotorcycleNoise Test Methods
for Use in ProposedRegulations,December,1975.
G-IS
APPENDIX H
ADDITIONALMOTORCYCLENOISE LEVEL DATA
This appendix discussesthe 76a test proceduremethods of eliminating
tachometer variables, and stationary vehicle test methods which may be correlateable to the moving test method. Noise levels prevailing at the rider's
ear during various operationalmodes of the motorcyclewere also measured.
Noise EmissionData
Base_ F76a Procedure
F76a noise emission data, obtained for representative motorcycles,
are presented in Table H-I. Included in the table are data obtained at other
closingrpm'sand comparisonJ331 data.
The annotation "by tach" means that the vehicle tachometer (if so
equipped)was employedto establishenteringand closingrpm; if the vehicle
was not equipped with a tachometerj a portable tachometer was employed.
In all cases,the steady-state
calibrationof the tachometerwas verified(and
a correctionapplied if necessary)by Botching a signal from the ignition
secondaryof the motorcyclewith a signalof known frequency(accuracy+ 0.5%)
froman oscillator(FigureH-I).
The annotation "by gate" means that the closing rpm was established
by the tape-switchgate. The pair of tape switches,spacedone-meterapart,
located at the acceleration end-polnt measure the time (accuracy _0,05
milliseconds; typically _ 0.1%) of traverse of the one-meter distance.
The method of employingthe gate consistedof establishingthe propertraverse
time by makingconstantspeed passesthru the gate at the desiredF76a closing rpm (usingthe calibratedvehicletachometer). For the F76a test, the
acceleration distance was adjusted such that the same traverse time was
attained, (closingthe throttle at the gate, rather than referenceto the
tachometer)thus eliminatingthe effectof tachometerlag. Durin9 successive
passes in an F76a test, traversetime consistencywas typieally+ I ms (for
street bikes), implyinga closing rpm consistenceof about 2%. This variability is prin_rily related to the degree of repeatabilityachievable by
the rider; its effect is minimizedby averagingrepeatedruns. In the case
of off-roadmotorcyclesconsiderablygreaterindicatedvariabilityin traverse
time occursamong successivepasses;this is due to the variabilityof contact
of the knobbytire with the tape switch. A furthervariableis introducedby
the fact that average speed of traversethru the gate is not necessarilythe
same as the maximum speed occuringin the one-meterdistance. For a large
streetmotorcycle,assuminguniformacceleratlon,the effect of this sourceof
erroris conservatively
estimatedat 0.7%.
Consideringthe foregoing,it is estimatedthat the F76a data "by gate"
presented in Table H-I were obtained with closing rpm probable accuracy
within2%.
Photographs H-I thru H-14 (at the end of this appendix) show the
EPA'scontractortest trackand instrumentation
employed.
Effectof TachometerLa9
In Table H-2, the F76a noise emissiondata have been formattedto show
more clearly the amount of tachometerlag typically experiencedin the F76a
test, and the effect of this error on measurednoise levels. Althoughnoise
H-I
TABLE H-I
Make/Model
Bike I.D.
1977 MOTORCYCLE NOISE LEVELS
J331a
F76
b'_tach _
by tach
F76_
by gate
%rpm
F16aVariation
b_ tach % rpm
F50
Honda GLIO00
702
76
83
79
77
5O-BO
74
74
40-50
45-55
88
Honda 750K
701
78
83
80
79
50-60
76
78
40-50
45-55
90
Honda XL350
703
81
78
75
50-77.5
Honda MR250
4704.
85(2nd)
83(3rd)
83
84
81
50-82.5
84
50-90
84
HondaTL125
4712"
76
75
76
77
50-88.8
78
50-95
95
HondaXR75
4724*
85
81
83
82
50-90
06
50-100
88
Kawaaakt KZIO00
705
77
83
80
78
50-60
77
40-50
Kawosaki KZ6508
706
78
02
79
77
90-62.5
77
45-55
Kawasakt KZ400
709*
79
81
81
80
50-75
75
50-60
Kawasakt KE250
707
81
78
80
77
50-02.5
Ol
50-90
83
Kawasakf 10(125
4711"
87
86
86
86
50-68.8
87
50-95
94
83
90
88
Harley FLH-1200
719"
82
86
84
83
50-60
BO
01
40-50
45-95
90
Harley FXE-1200
713
84
88
83
83
50-60
01
40-50
96
HarIe_ XL-IO00
714
82
86
82
82
50-60
79
40-50
94
*Bikes not equipped with tachometer
A Off-Road (only) Motorcycles
TABLE H-1
Make/Model
=:
I
Bike I.D.
J331a
b'_
1977 MOTORCYCLE NOISE LEVELS (Cont'd)
F75
_
by tach
FlBa
by gate
F75a Variation
% rpm b_,,taeh
"'"
% rpm
F,50
Harley $5-175
720
81
78
80
79
50-86.3 81
50-90
87
Ilarley SX-175
721
84
81
81
82
50-86.3
84
50-95
90
Suzuki GS550 @531mt,
@1104mi.
Suzuki GS4OOX
716
716A
718
79
78
79
81
79
80
79
50-67.5
78
50-60
80
81
81
BO
50-75
77
50-60
93
92
90
Suzuki TS400 **
722
85
84
84
83
50-75
82
85
50-60
50-85
97
Suzuki GT380
717
85
65
85
50-76
82
50-60
89
61
82
90
80
82
90
50-60
50-60
50-82.5
77
78
40-50
40-50
69
88
94
89
50-77.5
90
89
50-85
50-65
84
BMWR100/7
Bultaco Frontera 250
710
710A ***
A715"
82
84
89(2nd)
90(3rd)
Bultaco Alpina 350
_723"
88
89
A708"
87
85
85
50-77
YamahaOT2BOD
725
84
83
83
02
50-82.5
84
50-95
91
YamahaXTGOOD
726
80
79
79
77
50-70
81
50-65
64
727
83
87
85
84
50-62°5
82
40-50
92
YamahaIT400D
728*
93
92
92
91
50-75
93
50-90
101
YamahaIT175D
729*
93
91
92
91
50-86.3
94
50-95
96
tlusqvarno 360HR
YamahaXS6500
83
85
90
*Dikes not equipped with tachometer
**Not tn 1977 model configuration
***Same bike as 710 one month later; unknownuse and servicing.
A Off-Road (only} Motorcycles
TABLE H-1
O331a
Bike I.D.. b'_tach
Fake/Mode,l,
YamahaOTIOOD
Can-Amqualifier
250
==
Can-AmQuallfler 125
"_
Can-AmQualifier
175
1977 MOTORCYCLE NOISE LEVELS (Cont'd}
F76
_
F16a
by tach, by gate
F76a Variation..
% rpm _ tach % rRm' FSO
730*
79
76
79
79
50-90
00
50-100
&732"
83
81
83(2nd)
82(3rd)
83
82
50-82.5
83
50-gO
6733*
84
83
85
84
50-88.8
B7
50-90
734*
85
84(2nd)
85(3rd)
84
50-86.3
*Bikes not equipped with tachometer
A Off-Road (only) Motorcycles
91
87
/
|
/
(Set to desired
enginefiring
frequency)
' l _
_--_
WIRE; loopedaround
spark plugwire (no
ground return required)
FIGURE H-I
OSCILLOSCOPE
X
0
l'
FREQUENCY
COUNTER
Enginerpm adjusted
to give stationary
patternon oscilloscope;
tachometerreadingnoted.
INSTRUMENTATION FOR CALIBRATING
VEHICLE TACHOMETER
levels and noise level increments are shown to tenths, the incremental
data must not be consideredaccurateor reproducibleto betterthan 0.5 dB,
nor the noise level data to betterthan i dB.
Analysisof those cases where a noise level differenceof 0,5 dB or more
is experiencedbetweenthe gate and tach methods,the approximaterelationship
betweennoise level error and tachometererror is shown:
A dB/% _
rpm = 0.2!O.1
A i% error in rpm can be expectedto result in a 0.2 dB error in noise
level, For measurementaccuracywithin 0.5 dB, closing rpm should be controlledwithin 2%. Typicalvariationsin noise level vs. engine rpm are shown
graphicallyin FigureH-2.
Gear Selectionand AccelerationDistance
The 76a procedure as currently drafted stipulates use of 2nd gear,
unless the acceleratlondistance is less than 25 ft., in which case higher
gears are used as requiredto achievethe minimum 25 ft. distance. Further
consideration
was given to:
(a) Difference in measured level resulting from use of a different
gear, and
b) Desirabilityof stipu]atinga longeraccelerationdistance,
Table H-3 shows the effect of gear selectionon noise level, Although
noise levels can differ as much as 1 dB betweengears, these differencesare
much less than those resultingin the J331a test. While the l dB difference
is more than would be desired,measuredlevels in the FTGa test wi]l not be
materiallyaffectedby sprocketratio changes,
Regardingthe accelerationdistance,in the originaldraft of the F76a
procedurea 50 ft. minimum accelerationdistancewas stipulated;this was
changedto 25 ft. because of the followingdifficultiesencounteredwith the
5D ft. requirement:
somemotorcyclescannotattainthe 50 ft. distancebefore
reachingthe specifiedrpm even in highest gear;
somemotorcyclesdo not pull properlyfrom 50% rpm in
the gear requiredto attainthe 50 ft. distance,
A third factor to be consideredis that a 50 ft minimum acceleration
distancewould result in use of 3rd gear for some high performancestreet
bikes (such as the KZ-IOO0) with attendanthigh operatingspeeds and long
accelerationdistances,
H-6
_
..........................................
•........................................
_ ........
_..._..
TABLE H-2
Bike
Make/Model
Max.
HP
rpm
701
Honda 750K
8500
EFFECT OF TACHOMETER LAG, F76a TEST
F76aLevel
dB
dB
by _ate by tach
Closingrpm
rpm
rpm
by gate by tach Tachometer*
78.5
1.9
5100
490
702
Honda GLIO00
7500
77.1
1.7
4500
390
703
Honda XL350
7000
75.1
2.5
5400
420
704
Honda MR250
7000
80.6
3.3
5775
970
705
KawasakiKZlO00
8000
78.4
1.3
4800
850
706
KawasakiKZ650
8500
77.1
1.9
5310
710
707
KawasakiKEY50
6000
77.0
2.6
4950
330
Sanwa/ECl
708
Husqvarna360WR
6500
84.6
0.2
5000
170
Dynall
709
710
KawasakiKZ400
BMW RIO0/7
8600
7250
80.2
80.4
0.3
0.4
5375
4350
100
-30
Dynall
710A
BMW RI00/7
7250
81.8
0.5
4350
150
711
KawasakiKXI25
9750
86.0
0.3
8650
460
Sanwa
712
Honda TL125
8000
76.5
-0.3
7100
840
Rite
713
Harley'FXE-1200
5200
83.2
-0.1
3120
-120
714
715
HarleyXL-IO00
BultacoFr. 250
6000
7500
81.7
89.8
-0.1
0.4
3600
6190
-80
50
716
Suzuki65550
9000
79.4
1.4
6075
360
717
Suzuki6T380
7500
84.7
-0-
5700
410
718
Suzuki05400X
8500
78.6
1.7
6375
370
Sanwa
719
HarleyFLH-1200
5200
83.2
0.4
3120
-10
720
HarleySS-175
6750
78,8
1.5
5820
310
Dyna]]
721
722
HarleySX-175
SuzukiTS400B
6800
6000
82,1
82,5
-1.0
1.1
5865
4500
-200
310
723
724
BultacoAlp. 350
Honda XR75
5500
10500
89.0
81.7
0.1
1.0
4260
9450
1500
970
725
YamahaDT2500
6000
82.4
0.9
4950
890
726
YamahaXTSOOD
6000
76.6
1.9
4200
580
727
YamahaX56500
7500
84.0
0.7
4690
320
728
Yamaha IT400D
7000
90.9
1.5
5250
500
Sanwa
729
YamahaIT1750
9500
gO.g
0.6
8200
380
Dynal]
730
YamahaDTIOOD
7000
78.6
0.5
6300
70
Oynall
732
CanAm qualifier250 7500
82.7
0.3
6190
80
Oynall
733
CanAm qualifier125 9000
83.8
0.9
7990
-60
Oynall
Sanwa/ECI
Rite
*Motorcyclestach employedwhere so equipped;portabletach employedas listed.
H-7
HOtlDA
GLIO00
KAWASAKIKZIO00
KAWASAKIKXI25
HARLEYFLII-IZO0
HONDAXR75
CAN-_I 125
MOTORCYCLENO. 702
705
711
719
724
733
90-
; ,
i
_. r..l
'
,
i !
, ! _
_
i /,7119
....
.... I , ,
'
_ . _
,
' i :
711
, - I
BS-
":'
,
80-.,
, '
!" ip
'
!
i
', I
i
702
'
•.-J
W
75-
:705',
70
2000
=
i
3000
FIGUREH-2
4000
I
5000
'
i
! i
I
I
:
;
,
_ b
i
i
_
'
,
i! i
! :
,
j
'
_
i
t
'
_
!
!
I
6000
I ,
: , !
I
7000
MEASURED
NOISELEVELAS FUNCTION
OF CLOSINGRPM
.
*
,
! ,i
! [
i
8000
9000
CLOSING
RPI_I
.I
i
v
10,000
!
Review of available data suggests that the 25 ft. minimum could be
increasedto 33 ft. (10 m); before adoptingsuch a change, however,suitability should be verified on selected vehicles.
TABLEH-3
EFFECTOF GEAR SELECTION,F76a TEST
Bike No.
Make/Model
Tachometer
703C
HondaXL350
732
CanAm Qualifier250 Oynall
Rev. Control
Gate
734
CanAm Qualifier175 Rev. Control
H-g
Gear
F76a (dB)
Accel.Dist.
2nd
3rd
76.2
76.5
39
79
2rid
3rd
83.0
82.0
25
56
2rid
3rd
82.7
81.5
25
SO
2rid
3rd
84.1
85.0
28
72
VehicleSpeed MeasurementTechniques
One method to either establish,or to verify, closingrpm is to measure
vehicle speed. The engine rpm could be calculated,knowingthe gear ratio
and effective radius of the rear wheel, or alternative]y the speed measurement
can be used as a transferdeviceas used in this study (describedearlier).
Tape Switch Speed Gate
A pair of commerciallyavailable tape switches (McMaster-Carr,Cat.
No.7379K1)was used for speed/rpmreferencethroughoutthe test program, The
tape switches activated an interval counter (such as Systron-Donnor1033
series) with read-out to tenths of milliseconds. The tape switches are
convenientto use and are adequatefor streetbikes. Off-roadbikes presenta
problem,where the knobby tires may not actuatethe switch. For this situation one-inchwide metal strips were placed over the tape switches;this is
not a recommendedproceduresince accuracyand reproducibilityare degraded.
The estimated accuracy of the average speed measurement across the
gate is within I%; however, there can be an additionalerror approaching1%
due to the differencebetweenthe averagegate speed and the peak gatespeed.
Photograph H-6 shows the tape switches, together with optical speed
measuring instrumentation.
OpticalSpeed Gate
The problemsinherentwith the tape switch speed gate can be avoidedby
use of opticalsensors activatingthe time intervalcounter,in lieu of tape
switches. This concept was evaluatedusing laser equipmentshown in Photographs H-4 thru H-? (Hughes Aircraft Co,, Industrial Products Division,
Carlsbad,California;Laser Model 3176H, Power Supply Model 3599H), This
equipmentwas employed because of its ready availability;collimated incoherent light could serve equally well. A double pass of the light beam
was elmployed,
with the return pass displayedverticallyone-lnch above the
initalpass. A high probabilityexistedthat the light beam would be interrupted by the forward edge of a knobby tire. ATso, the higher accuracy
inherentin this technique permitteda gate traversespacing substantially
lessthan one-meter,thereby reducingthe differencebetweenpeak and average
gatetraversetime.
The set-upemployed,shown in the photographs,was not sufficientlyrigid
for maintainingalignment after repeatedvehicle passes. Accordingly,for
expediencyin the testing,we revertedto the tape switchessince 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 configuredfor police applications,and differentfeatures (whichboth
manufacturersstate could be supplied)were needed for the applicationconsideredhere. The requiredfeatures (notpresent in the units employed,but
whichare available)are:
displayto tenths of mph
i
I
H-tO
max-hold
sampling rate of 20 per second or better
The samplingrate of 20 per secondwas derived from the fact that the
rate of change of rpm in the F76a test was typicallyin the range 1000-2000
rpm/second. If resolutionto 100 rmp was desired,samplingintervalmust 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 determinationwas not tied to vehicle position;a positionvariation
or _ 5 ft had no effect on noisemeasurements,providingthe correctclosing
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 signalcould be used to
effectignitiondisable (discussedlater),thus preciselycontrollingclosing
rpm.
Evaluationof the radar gun techniquewas limitedto (a) demonstration
of feasibilltyof the concept,and (b) identificationof sources of commercially available units having the required features.
EngineRPM MeasurementTechniques
The vehicle speed measurementtechniques offered uniform application
to a broad range of vehicles, but required correlation of vehicle speed with
enginerpm; applicationto vehicleswith automatictransmissionwas excluded.
Directmeasurementof engine rpm had fundamentaladvantages,but such techniques addressed a. wide variety of ignition types and pulses per revolution,
not identiflable simply by engine type and number of cylinders.
:
Various types of tachometers (Photograph H-2) were evaluated in relation
to theirsuitabilityfor engine speedmeasurementin the F76a test:
Vehicle Tachometers
The tachometerssuppliedon the Japanesemotorcycles(as opposed to the
European and Americanmotorcycles)were heavily damped, resultingin tachometer lag under vehicleacceleration. This dampingwas intentional,
giving a
very steady and smooth rpm indication. The associatedlag, however,resulted
in F76a closing rpm higher than specified;due to this, measuredvalues of
noise emissionin the order of 2 dB higher than appropriatewere not uncommon
(TableH-2). This difficultywas not experiencedin the BMW or the large
Harley-Davidson
streetmotorcycles.
Optimized Tachometer Dampinq
A tachometermanufacturedby the German firm VDO AutomotiveInstruments
was procuredfrom a local speedometershop (North HollywoodSpeedometer&
Clock Co.), and fitted to a Honda GLIO00. This tachometer was selected
because it was directly interchangeablewith the vehicle tachometer,and
because its internalconfigurationwas such that its damping (by silicone
fluid) could be readily changed for test purposes. The VDO tachometerwas
H-11
tested in three damping configurations on the GLIO00 (Table H-4). .Configuration 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 productionvehicles 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) Mode] 439. It
was a fast responseelectronictachometer,connectingto the ignitionprimary,
but requiring interface electronics for connection to vehicles with CDI
ignition.
The tachometer had provisions for ignition disable (discussed
later). The unit was orderedfor a specificnumberof pulsesper revolution;
interestingly,
one pulse perrevolutionwas appropriatefor all vehiclesshown
in Table H-4.
DigitalTachometers
The digital tachometer type offered potential far high accuracy, and
its circuitry ]ended 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
WirelessTachometer(mfgr.no longerin business;providedby KawasakiMotors
corp., U.S.A.) was evaluated (Table H-4). The tachometer functioned well,
requiredno connectionto the motorcycle,and could be mounted eitheron the
motorcycle*or locatedremotely.
It was also demonstratedthat Harmon Tach II, with max-hold, could
be activatedby a radio link. For this demonstration,a Vega Electronics
(Divisionof ComputerEquipmentCorp.,Santa Ana, California)radio microphone
was employed for the radio link. The microphonecircuit (with microphone
removed)picked up RF energyfrom proximityto a spark plug lead. By this
techniquean operatorrecordingnoise levels could simultaneously
verifythat
correctclosingrpm had beenattainedon each pass.
Portable Tachometers
Motorcyclesnot equippedwith tachometersnecessarilyrequire fitting
e portabletachometerfor the F76a test. Portabletachometersemployed in
the study includedthe SanwaModel MT-O3,the Rite AutotronicsModel 4036, and
the DynallModel TAC-2O, TheSanwa and Rite exhibitedsubstantiallag (H-2);
the Dynallwas good in thisrespectbut would net functionon all motorcycles.
The above three tachometersare able to be connectedto the ignitionsecondary, which was an operational
convenience.
*The tachometerface had to be vertical,otherwisethe needlewould respond
to inertialforces duringvehicleacceleration,
H-12
.........
I
The Auto Meter 439 (mr 430 series) which although not designed for
portableuse, and requiredconnectionto the ignitionprimary (e.g. to the
kill button wire) was a suitab]ecandidatefor use in the F76a test. The
additional option of ignition disable offered major additional advantages,
discussed later,
Other candidateportabletachometers includedthe Harman Radio Tachometer, and the Dixom Model 1081 InductiveTachometer (Dixon, Inc., Grand
Junction,Colorado). The latterwas a close rangeRF tachometer,subjectedto
the specification
reviewonly, not evaluatedin this study.
I_nition Disable Techniques
Because of the dependenceof 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, particularlywhere closing conditionsare reachedwith the
vehicleclose to the microphone). Availableas a companionitem to the Auto
Meter 43g Tachometer, was the Auto Meter 451 Rev-Control. This combination of
a low-lagtachometerwith automaticignitiondisable enhancedthe 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 Ray-Controlunit was connectedacross the points. For
vehicleshaving two ignitionsystems (2 pair of breakerpoints),such as the
GL-IOOO, the Rev-Cmntrol was connected to each system thru a diode, thus
maintaining electrical isolation of the two systems (FigureH-3). (Auto Meter
has since made available a Model 451-1 Rev-Control, which incorporates the
isolation diodes).
For motorcycles having CDI 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 connectedto the
engine "ki]l" circuit thru a capacitor of proper value. For the motorcycles
tested (TableH-4), the proper valueswere 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 presumedthat interface electronicscould 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 p'rescribed runs, when ignition disable occurred, the throttle was closed promptly, thus avoidingbackfirewhen ignitionwas re-established
by pressingthe
"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"
refersto theModel 439 Tachometerand Model 451 Rev-Controlcombination. For
each entry in the table, performanceof the tachometerconfigurationwas
compared to noise and rpm measurementsobtainedwith the tape switch gate
technique (whichwas used as the reference,and subject to some uncertainty
in the case of the off-roadmotorcycleshaving knobby tires, as explained
earlier.
H-13
TABLE H-4
MotorcycleNo.
L
TACHOMETER AND REV, CONTROL COMPARISONS, F76a TEST
Make/Model
F76a rpm
Tachometer
702
702A
731
HondaGLIOOO
HondaGLIO00
HondaGLIOO0
4500
4500
4500
Honda
Rev. Control
Honda
Auto-Meter
VDOConflg. 1
VDOConffg. 2
VDOConflg.3
tlartman
703
703A
7038
703C
Honda SL350
5400
Honda
Auto-Meter
Rev. Control
Rev, Control
716A
Suzukt GS550
6075
Su_uk4
Auto-Meter
Rev. Control
720
Harley SS175
5820
725
Yamaha DT2509
730
dB.re Gate
Tach. Lag
1.7
0.2
1.3
O.4
2.0
0.1
0.1
0.3
390
10
370
90
300
80
110
70
2.5
0
-0.3
-0.4
420
40
-50
-170
0.9
-00.5
470
-220
60
Harley
Rev. Control
1.5
-0,2
310
-0-
4950
Yamaha
Dyna11
Rev. Control
0.9
0.6
-0.4
890
320
--
YamahaDTIOOD
5300
Dynal1
Rev. Control
0.5
-0.9
70
--
733
CanAm quallfler125
7990
Dyna11
ttart_an
Rev. Control
0.9
0.4
0.6
-60
30
--
734
CanAmqualifier
7330
Rev. Control
-0-
175
-120
AUTOMETER
_-..
.... o
J
439 TACHOMETER
o--"
---
Primary
I
Coil No. 1 .
"
_
1N2071
'_Potnts
__
Diode
I
Prlmary
Diode
Cotl No. 2
1N2071
Note:
Auto Meter
Rev-Control Model 451-1
incorporates diodes
shownabove.
-
_ \
AUTOMETER
_._]REV-CONTROL
.__Polnts
"--
FIGUREN-3 METHOD
OF CONNECTING
REV-CONTROL
TO MOTORCYCLE
HAVINGDUALIGNITION 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
throttleat the "correct"point,and the tachometerlag. The durationof the
operationfrom throttleopeningto initiationof throttleclosingwas on the
order of 0.35 seconds. Consideringthat the human reactiontime (seeingthe
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 anticipation 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
overshootwas 12,000 rpm (associatedwith an F76a rpm of 8200).
Noise level measurements taken on the various motorcycles by IMI-C and
IMI-E proceduresare presentedin Table H-5. Consideringthe foregoing,the
degree of repeatabilityand consistencyamong operatorswas betterthan might
be expected- usually within a 3 dB range,althoughdifferencesof 6 dB were
encountered.
In view of the success of the Rev-ControlIn the F76a test, its appllcatlem was brieflyevaluatedin the IMI-C test, with resultspresentedin Table
H-6. The substantialimprovementin consistencywas apparent. Also, comparing the IMI-C levels for motorcycleNo. 703 in Table H-6 with that for the
same motorcyclein Table H-B, considerablylower noise levels resultedwith
use of the Rev-Control. Table H-8 provides further data on consistency among
operators when theRev-Contro] technique was employed in the IMI test.
In the IMI-C50 test, the same distance relationship between the vehicle
and microphoneprevailedas in the F76a test at closing conditions, A comparison of noise emissionmeasurementsby the two methods is sheen in Table
H-l which is sufficientlygood to warrant furtherconsiderationof the IMI-C50
as a substitutefor the F76a method.
Also of potentialvalue would be the investigation
of correlationbetween
IMI-(noise level measurement at 10 ft.) and F76a, both by Rev-Control.
Such data was obtainedfor two motorcyclesonly: No. 703B where the differencewas 14.8 dB, and NO. 716A where the differencewas 15.5 dB. The theoretical difference,by the inversesquare law,was 15.0 dB. The closerdistance
offered obvious advantages in space requirements,environmentalnoise constraints,and perturbationsby atmosphericfactors.
Effectof Torque (D_namomet#rTests)
The objectivehere was to provideinformationon the effect of torque (at
constantrpm) on noise levels. The portable (lynamometer
employed (Pabatco)
was not well suitedto this task, and on]y limiteddata were obtained(Table
H-g). Even though precautionswere taken to quiet the dyne by use of lead
vinyl blankets, it was apparent to the "rider" that dyne noise (from the
hydraulicpomp) was contributingslgniflcantlyto the total noise. Difficulty
was also experiencedin establishingstable operationat desired rpm/torque
conditions,For these reasonsthis effortwas discontinued.
H-16
TABLEH_5 IMINOISELEVELS(Procedures
C and E)
Coding: L - Left sideof bike,dBA @10'
R = Rightsideof hlke,dOA@]O'
T - Max. tachometer
reading,RPM/IOO
MotorcycleNo. HAKE/HODEL
701
Honda750K
IMI"C"
L
R
T
100 101 101
g9 99 100
68 72 74
L
R
T
101 lOl 101
100 99 I00
76 76 76
L
R
T
g9 101 IOO
99 100 100
68 76 70
L
R
T
702
IlondaGLIO00
gl
98
64
98
98
64
IMI"E"
OPERATOR
98
99
68
VP
JW
97
9g
64
97 9B
gO 99
64 60
101 100 -- 102
101 99 100 102
78 74 76 81
g8
9B
63
SE
L
R
T
99
99
68
L
R
T
95 95
92 92
64 59
L
R
T
95 95 95 92 94
93 92 93 90 92
-60 65 55 60
RL
L
R
T
90
88
52
DF
90
Bg
54
98 99
99 100
66 72
IW
97
99
64
94
92
61
90
88
54
94
93
56
95
93
56
94
94
54
DF
95 96 96
90 93 92
54 61 59
VP
TABLE H-5 IMI
;
MotorcYcleNo.
MAKE/MODEL
703
HondaXL350
NOISE LEVELS (eont'd)(ProceduresC and E)
.. IMI"C"
IHI "E"
97
94
7Z
96
94
67
96
94
6B
96
94
6B
OPERATOR
L
R
T
96
93
--
g8
95
70
VP
L
R
T
96
94
70
95 96
93 94
70 70
L
R
T
94
9Z
68
97 96
95 94
75 70
L
R
T
95 96 95
93 92 93
70 70 70
DF
L
R
T
97 97 96
94 95 94
70 72 70
IW
L
R
T
91
93
65
94, 95
95 96
67 70
93
96
68
94
97
68
93
95
65
L
R
T
91
93
62
96 95
98 97
72 72
96
97
73
94
95
66
95 93
96 96
70 66
_
L
R
T
L
R
T
96
98
74
99
98
78
98 96
98 97
76 74
99 100
99 100
80 80
96
97
70
93
93
70
94
97
67
93
93
70
IW
L
R
T
98
98
78
94 96
94 96
78 80
94
94
78
96 92
96 94
78 70
94
94
7B
IW
L
R
T
94
95
76
93
94
76
91
92
_
92
93
72
92
92
68
GL
RL
97
95
75
96
96
80
94
95
76
*FtPsL try,no dereonstrot|on, no motorcycle experience.
SE
93
95
65
TB
95
96
68
94
95
74
93
95
74
JA*
TABLEH-5 IM! NOISE LEVELS(cant'd)
Motorc.ycle No.
704
MAKE/HODEL
HondaHRZ50
(Rite Tach.)
(Procedures C and E)
IHI_;'E"
IHI"C"
OPERATOR
L
R
T
104 103 103
103 103 103
100 95 94
102 102 102
102 102 101
94 90 89
TB
L
R
T
103 103 104
103 103 103
9Z 93 93
105 102 103 103
102 lOZ 102 101
85 86 88 86
[W
L
R
T
103 103 105 104
102 102 103 103
93 90 93 92
OH
103 102 103
103 102 103
91 90 93
_"
705
706
707
Kowasak|KZIO00 L
R
T
99 1-00 99
98 99 98
65 65 62
L
R
T
99 101 98 100
99 100 99 100
65 70 63 67
L
R
T
96
95
58
99 99 100
99 98 99
65 61 65
99
98
58
-99
62
98
98
59
f4H
9g
98
60
101 10:?101
lOZ 102 101
65 70 66
97
97
55
94 100
95 99
51 61
L
R
T
103 102 105 I02
101 101 104 lOZ
78 70 81 72
102 101 102
102 101 102
69 65 67
Kowosokf
KZ650
L
R
T
lO0 lO0 99
98 98 97
65 65 65
99 100 101
97 98 98
58 60 61
KawosaktKE250
L
R
T
97 97 96
97 96 96
75 72 72
97 96 96
96 , 96 96
70 70 70
RH
97
91
53
97
9B
54
To
XH
TABLE H-5 IMI NOISE LEVELS (cont'd)(Procedures
C and E)
MotorcycleNo.
HAKE/MODEL
IMI"C"
IMI "E"
70,8
H.usqverna360WR
(Dyne11Tach)
L
R
T
103 104 105
105 105 105
SO 52 50
104 104 104
104 104 104
709
Kawasakt
KZ400
L
R
T
99 99 100
101 101 101
8Z 82 82
98 95
100 98
82 75
710
BMW
RlO0//
L
R
T
711
Kawasak|KX1Z5
L
A
T
712
HondaTL125
(llarmon.Tach)
L
R
T
L
R
T
91
93
70
93 92
95 94
70 70
OPERATOr,
96 97
98 100
78 BO
90 90 91
91 92 92
55 55 55
VP
|
713
Harley FX-1EO0
L
R
T
714
Harley XLIO00
L
R
T
103 103
TO1 107
110 110
103 102 102
107 106 106
100 98 98
97
8Z
97
90
97
80
92
84
93 94
78 ,94
99 97 97
101 100 100
48 45 47
g6
98
48
97 100
gO 101
40 55
94 93 94
97 95 96
40 38 38
94
94
45
95
97
47
HII
IW
TABLE H-5 IMI NOISE LEVELS (cont'd)(Procedures
C and E)
Motorcycle
No.
710A*
!4AKE/MODEL
BI9,1
RI00/7
IMI "C"
L
R
T
97
96
15
98
97
ll
97
06
74
L
R
T
99
99
77
99
98
76
98
97
73
L
R
T
98
97
72
99
98
7G
97
9G
73
"710Ais somebike as 710.receivedbacka month later.
_
,.I_II
"E"
91
91
5G
9B
98
77
OPERATOR
89
8B
5::'
92
gl
54
92
91
54
TB
92
93
' 63
93
92
55
95
95
63
93
92
54
GL
93
94
52
92
92
53
93
93
G1
IW
TABLE H-5 IMI NOISE LEVELS (cont'd)(Procedures
C and E)
MotorcycleNo.
715
717
118
HAKE/MODEL
It41
,"C"
BultacoFrontera250L
(San_aTach)
R
T
Suzuk| GT380
SUZUEi'GS400X
lOB IOB log '
109 10B 109
gO 88 BB
L
R
T
107 108 109
106 107 I08
97 90 89
L
R
T
10_ 1oO _O3 IOZ
103 100 '102 101
9Q BO 90 OB
L
R
T
IOZ 99 IOZ 100
100 97 100 99
BZ 64 8Z 78
L
R
T
99 1OO 1OQ
99 101 100
BO BO 77
L
fl
T
719
Harley FLlI-12O8
(O.yna11T..,ch)
IHI."E"
IW
TB
101 100 101
101 100 102
B0 75 BO
[W
TB
94
94
64
95
95
B4
93 100
93 100
5B 71
96
95
65
96
97
69
96
g6
6S
102 10Z 102
101: 10_ 101
55 57 55
97
97
49
98 101
99 101
51 64
L
R
T
L
B
T
104
103
57
103
102
58
97
99
48
97
9B
46
97
97
47
97
9B
50
10Z 104 102
102 103 10Z
53 57 54
103
]O_
5B
OPERATOR
108 I09 I09
I0/ I0/ 108
82 83 84
L
B
T
1OZ
101
'53
102
103
58
,
9B
99
50
97
97
48
97
97
68
98
97
68
95
95
E4
IW
l"B
B?
9B
49
TB
GL
IW
TABLE H-5 IMI NOISE LEVELS(cont'd)(ProceduresC and E}
MotorcycleNo.
716
/
HAKE/MODEL
Suzuki GS550
IHI "C"
,
..IHI"E"
OPERATOR
L
R
T
100 I00 I00
I(]0 100 101
B8 86 90
IW
L
R
T
98 97 98
98 98 98
78 75 75
JW
L
R
T
L
R
T
97
98
74
99
99
80
SE
g7
98
76
99
98
80
99
99
81
98
98
78
VP
•
N
=
F_-M
f_
_
o
o
_
3n
v
2
TABLE H-5 IMI NOISE LEVELS (cont'd)(Procedures
C and E)
MotorcycleNo.
723
724
725
flAKE/MODEL
Oultaco Alptna 350
(SanwaTach)
Ilonda XR7S
(Rite Tach)
YamahaDT250D
If41
"C"
Illl
"E"
OPERATOR
L
R
T
104 104 104
101 102 102
65 65 66
104 104 105
100 100 102
57 59 63
IW
L
R
T
104 104 104
102 102 102
65 65 65
103 104 104
101 102 102
63 64 64
TB
L
R
T
108 105 104
104 103 102
70 67 65
105 105 104
102 103 102
65 65 65
MM
L
R
T
L
R
T
101 100 102
102 102 102
31 29 31
98 97 g8
98 97 97
28 26 27
101
'J2
30
97
98
26
TD
L
R
T
101 101 101
101 101 102
30 30 31
99 101
99 101
28 29
L
R
T
101 101 101
101 102 102
68 69 70
98 99 100
99 99
98
57 61 61
IW
L
R
T
L
R
T
100 100 100
101 101 101
68 67 67
101101 99
102 102 101
69 69 67
99 9B
99 99
G5 64
TB
L
R
T
100 102
100 102
29 30
99 90
1O0 98
28 26
99
99
27
98
99
64
EO
MM
HH
97 99 98
98 .100 100
54 63
57
GL
TABLE H-5 IMI NOISE LEVELS(cant'd)(Procedures
C and E)
Motorc
c_o.
726
727
?E8
_IAKE/HODEL
YamahaXTSOOD
YamahaSX65OD
YamahaIT4OOD
(SanwaTach)
IMI "C"
L
R
T
100
9B
62
97
97
57
98
98
58
L
R
T
L
R
T
lOZ
10Z
64
101'
100
62
104
10Z
69
102
101
65
L
R
T
L
R
T
t
R
T
102
102
68
101
101
65
99
99
62
103 105
103 105
72 75
lOZ 99
101 100
66 64
98 99
97 99
57 62
L
R
T
L
R
T
104
104
70
104
104
74
104
104
7E
105
107
76
L
R,
T
107 108108
IOn 109 110
82 84 85
99
99
59
101 100 lO0
100 9B 99
62 62 62
IOZ
101
B5
103
103
7E
99
100
64
104
104
70
106 105
108 106
82 76
IMI "E"
101
99
60
97 100 102
9B 99 99
5B 60 61
OPERATOR
TO
99 99 100
98 99 98
59 59 60
lOZ 101 103
101 101 102
63 62 65
Hl'l
102 102 100
102 102 101
64 65 60
99 101 99 100
99 101 99 100
55 60 65 58
100 101 100
101 101 101
62 62 60
IW
1BE
102
64
104
106
74
103
103
65
104
106
76
102
103
65
105
106
76
105 105 106
I05 106 107
78 76 78
IH
TB
T8
Mr4
IW
TABLE H-S IMI NOISE LEVELS (cont'd)(Procedures
C and E)
MotorcycleNo.
729
730
731
MAKE/HODEL
YamahaITI/SD
(Dyna11Tach)
YamahaDTIOOD
(Dynall
Tach)
IlondaGLIOOO#2
IMI"E"
IMI"E"
OPERATOR
L
R
T
107 lOB 108
105 106 105
120 110 118
107 105 106
106 106 106
121 11B 121
IW
L
R
T
L
R
T
109
106
117
106
105
120
106
104
121
106
105
120
GL
L
R
T
L
R
T
94 95 94
97 97 97
llS llS 1!4
94 94 95
96 96 97
112 112 113
93 94 94
96 96 97
112 112 112
93 93 93
95 96 96
112 112 111
L
R
T
94 94 94
95 95 96
III 112 112
93 93 94
94 94 95
112 112'112
L
R
T
L
R
T
L
R
T
97
97
70
95
95
63
95
95
65
lOB
106
llB
107
105
llB
95
94
64
97
97
73
94
94'
63
108
106
120
105
105
120
95
95
64
9B 96
97 96
73 68
95
95
65
97
97
54
97
97
71
95
96
64
106
105
121
106
106
117
97
97
72
g8
9B'
73
95
94
59
107
105
118
106
105
120
97
97
72
9B
98
74
96
96
65
HM
TB
GL
MM
JA
GL
TB
It should be noted, however, that there are commercially available
dynamometers which offer potential for noise testing; one such unit is the
AESi 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", identified as Model IRI Mk3 "Ear Bug" Personal Noise Exposure Recorder, developed by
the Industrial Research Institute of the University of Windsor. The modifications permitted the use of a miniature piezoelectric ceramic microphone, two
precision input attenuators, and an input filter network resulting in 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 microphone holder are shown in Photograph H-14,
Tests were performedto deteraline
the validityof the A-weighted noise
levels (SL) derived from the "Ear Bug" system; simultaneousrecordingswere
made with a laboratory precision system consisting of a NAGRA IV-B tape
recorder,a Bruel and Kjaer 1/2 inch condensertaicrophone(with a wind-tip)
and associatedelectronics. Simeltaneousear-levelmeasurements(within a
helmet) are shown in Table H-tO togetherwith the 50 foot Sound Level Meter
(SLM) responsesduring the same events. In an additionaltest, the ear level
miniaturemicrophonewas taped to a SLM microphone,and 3 motorcyclepassby
noisesin realtime noted and comparedto the recordedSL for the same events,
as shown in the bottom of Table H-IO.
The average SL (roundedto the nearest dB) at the ear of the operator
during variousmoving motorcycletests is shown in table H-11; each of these
SL is typicallythe averageof from 6 to 12 passes. Ear level SL during IMI
stationarytests are sown in Table H-12 and those obtainedduringstationary
dynamometertests are shown in Table ii-13,
The differencebetweenthe formal 50 foot Noise level duringpassbytest
and the averagenoise level at the operator'sear during the same passby is
shown in Table H-14. The mean noise leveldifferencefor the whole set (n-31)
is 19.6 dB, with a standarddeviationof 2.4. Note that it is about the same
as the noise level differenceobtained in dynamometertests (Table H-13).
Recordingsof ear levelmotorcyclenoise in presenceof wind have clearly
audiblewind noise;this effectis shown in Table H-15.
Typical Noise levels at the operator'sear during the operator'sverbalizationare also shown in Table H-15 note that the highest recordednoise
level at the operator'sear is an operator'sshout (118 dB).
H-2B
................................................ •...................................
_._bk,._._
,_
TABLE H-6 IMINOISE LEVELS(BY REV-CONTROL)
MotorcycleNo.
703B
703C
Make/Model
HondaXL350
(IMI-C,3500-5400rpm)
Honda XL350
(IMI-CVariation
4500-6100rpm)
Noise Level - dB
Operator
L 89.0 gO.2 90.2 90.2
R 91.0 91.2 91.3 91.0
TB
L 90.2 90.2 90.6 90.8
R 90.2 90.3 gO.1 90.1
JA
L 90.1 90.4 90.6 90.2
R 91.0 91.0 90.3 90.5
IW
L 92.0 91.5 91.5
R 93.0 92.5 92.5
IW
L 92,1 92.2 92.5
R 93.0 93.0 92.8
VP
L 92.5
R 93.0
92.0
93.0
92.2
92.5
JA
L 92.5
R 93.6
92.3
93.2
92.3
93.4
SE
TABLE H-7.
F76a vs 76a
STATIONARY SIMULATION
F76a Stationary
Simulation ISO feet)
F76a
Rev. Control
MotorcycleNo. 730C,Honda XL350
77.
76.2
MotorcycleNo. 720,HarleySS175
79.5
78.6
MotorcycleNo. 725,Yamaha DT250D
81.8
81.7
MotorcycleNo. 730,Yamaha DTIODD
77.8
77.7
MotorcycleNo. 733,CanAm Qualifier125
84.7
84.4
MotorcycleNo. 702A,Honda GL-lOO0
7_.8
78.3
MotorcycleNo. 734,CanAmQualifier 175
87.6
84.2
]
TABLEH-8 TACHOMETER
ANDREV. CONTROLCOMPARISONS,
IMI-CTEST
Motorcycle
No.
716A,SuzukiGS550
BikeTach.,
Auto-Meter
Tach
Rev,Control
Op.erator
t
R
T
98.5 98.4 98.0
98.5 90.6 98,0
80
80
78
97.0
97.0
95
96.8
97.2
95
96,0
95,5
95
95.0
95.8
61
95.0
96.4
61
95.5
95.5
61
VP
t
R
T
96.8
97.5
74
97.4
97.7
76
93.5
93.7
9l .5
92,0
78
93.1
92.8
84
94.8
95.2
61
96.1
96.7
61
96.0
96.0
61
SE
L
R
T
97.5
98.3
78
97,3 97.6
97,7 98.0
75
75
93.0
93.6
85
93.0
93.8
04
95.1
95.0
81
L
R
T
99.8
99.6
88
99,5 100
99.6 101
86
90
98.4
97.4
95
97.2
97.4
95
96.2
96.8
95
98.8
99.0
81
JR
95.3
95.3
61
95.5
95.7
61
95,7
95.5
61
IW
TABLEH-9 EFFECTOF TORQUE (DYNAMOMETERTESTS)
MotorcycleNo. 703, Honda XL350
2nd Gear
Normalized
Torque
dBA
@50 Ft,
dBA
@Ear*
5400**
1.00
7B.5
99.5
5400
0.53
7/,0
96.0
5400
0.41
76.5
95.0
5400
-0-
74.5
4200***
0.89
76.0
97.5
4200
0.74
73.5
93.0
4200
0,48
72.0
90.5
RPM
I
i
*With Helmet "B"
**F16arpm, full throttle
***Full Throttle
H-32
Table H-ID
COMPARISONOF LABORATORYSTANDARD
SYSTEM (NAGRA)AND FIELD SYSTEM (SONY)
NOISELEVELS(dB)
$_AGRA.
SON.___Y
EAST SLH
_EST SLN
103.2
103.8
104.2
104.0
104.0
I04.4
]04.2
]04.0
104.2
104.4
104.9
104.4
104.4
104,4
I04,4
104,8
]04,4
104,8
81,5
82,0
8].7
82.5
82,0
83.I
83.0
g2.5
83.6
g2.0
83.9
82.0
104.0
,3
104,5
.2
]03.8
]03.8
]04,2
104,0
104,0
]03.8
]05,2
103,8
.]04,2
104,0
I04,6
]04.4
104,2
104.4
105.0
103.8
I04,1
.5
104.3 _I'G[T:83.5L-'0"_'4:82,7
.4
FORMAL:83.5
103.4
104.0
]04.0
104.2
83.0
81.7
82,D
82.5
Flfi
103.8
104.0
I04.8
104.8
104.4
104.2
I04,8
104.8
82.4
81.8
82.8
82.0
81.0
83.1
82.5
84.1
[
o
104.1
.6
104.4 H-_:83.0
LOH:81.8
.3 FORMAL:82,O
J331a,
wrong rpm
E
a
a33]a
E
o
REAL TINE SLH
Pass By,
Common
Microphone
Position
F_'_T:83.O L--O_T:82.0
FO_4AL:83.1
83.0
82.0
82.8
82.5
82.5
83.0
83.0
84.0
82,9
"84.6
82,6
84.2
RECORDEDSONY
89.6
84.3
88.0
89.6
85,0
87,2
H-33
TABLE H-11
EAR LEVEL MOTORCYCLENOISE - NOISE LEVELSROUNDEDTO NEARESTdB
Motorcycle
Number
a331a F-76 *
704
99
705
102
710
710A
107
712
2nd Hax 35mDh BSmph 55 Coast Helmet r£otes
71B
lO2
I04
106
99 t
97 g
102
96
94
D
R
R
R
107
R
R
g3
96 t
95 g
B
B
B
97 a
95 v
94
g5
R
R
0
102
719
102
95
92
go
0
720
97
94
9g
IO0
B
721
lOO
g4
100
102
B
722
97 g
98
See Table 6
93
g7
97 @ 7100 rpm
Idleor 2nd gear
cruise
B
723
109
108 t
110
96
B
725
104
104
102 t
105
101
107
lOB
107
101
B
B
R
R
R
105
97
R
See table 6
R
See table 6
725R
102 t
100 g
730
102
96
g9 t
100 v
731
97
96 t
B - blue helmet,R - red helme¢,0 - bare head
*t - F76a, tach; g - F76a,gate; v - F76a variation
H-34
g7 @ 5500rpm
B or 0
See table6
TABLE H-12
EAR LEVEL MOTORCYCLE NOISE DURING IMI TESTS
LeftLalo,
_
Motorcycle
Number
730, 94
NoHelmet
94.6
Ear La
_
I02.6
102.0
94.3
102,0
8 1/2
RightLalo,
Type
96.5
97
IMI6
IMI
C
96.5
IMIC
6
93
102.6
96.5
IHIE
93.5
102.6
95.5
IIII
E
97
IMIE
94
102.0
9
6 I/2
MotorcycleNumber 710A, 97
No Helmet
97.7
,98,B
98,6
95.7
96.6
IHIC
IlllC
97.2
98,6
95.8
IMIC
95.0
91
IMIE
09
92.8
88
IHIE
91.5
95.2
91
IHIE
94.7
93.6
IMIC
IMIC
94.6
IMI C
95.7
IMI E
1 I/2
2 I/2
91
4
4 I/2
4350 rpm,idle
4350rpm,idle+ talk
MotorcycleNumber 731,
No Helmet
87
96
95.0
93.6
101.0
101.2
94.6
101.0
7
7 1/2
95.2
101.8
94.5
lOI.2
94.2
IMl6
96.0
101.4
96.2
IMI
E
6
6
H-35
TABLE H-13
EAR LEVEL MOTORCYCLE NOISE
NOISE LEVEL DIFFERENCES RE FORMAL TEST
MotorcycleNo.
J331a
F76
F76a,t
F76a,q
705
25
23
19
19
18
20
18
14
17
710
F76a,v
19
710A
23
712
20
718
722
18
14
723
21
725
20
Ig
21
725R
19
19
18
22
728
lg
20
20
13O
23
20
20
731
22
17
H-36
20
TABLE II-14
EAR LEVEL MOTORCYCLE NOISE DURING DYNAMOMETER TESTS
Motorcycle No. 703_ Blue Helmet
RPM
TORQUE
(2nd gear)
50'La
Equiv.
EarLa
Adb
5400
27
78 1/2
g9
20 1/2
5400
27
78 1/2
100
21 i/2
5400
27
78 I/2
gg 1/2
21
5400
17
77
96
19
5400
11
76 1/2
95
18 i/2
4200
24
76
97 i/2
21 i/2
4200
20
73 I/2
93
20 1/2
4200
13
72
90 1/2
18 i/2
5400
27
79 i/2
99 1/2
20
Rider's
Voice
90-I00
"
"
I02
"
Shout
(Markl)
Max
I18
H-37
TABLE H-15
WIND EFFECTSAND VOICE LEVELS
Travel
Direction
D (Downwind)
IP U (Upwind)
IK.
Motorcycle
Number
Test
Upwind
Wind Direction
_2
Downwind
mph
Voice/Comments
703
Dyno
....
90-100/Talk
703
Dyne
....
lO2/LoudVoice
703
705
Dyne
a331a
....
105.8
101.6
liB/Shout
--
705
705
F76
F76at
108.1
104.6
105.4
99.2
---
705
F76ag
105.3
710
Idle
....
96.8
-96/Talk Max
725
F76at
95.5
93.4
lO4/Voice Cue
730
55mph
coast
97
92
--
731
J331a
90.7
96,7
H-38
98,4/Horn
i __
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; application not limited to motorcycles.
H-39
IMI 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 wi|] respond without hesitation to rapid
throttle opening), then open the throttle fully and as rapidly as possible;
ini%iaterapid 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:
3.
Same as IMI-C
IM! -CSO 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,therebyduplicatingthe vehicle/microphone
relationshipof
the F76a test.
4.
IMI b_ Ignltion Disable
Same as the above IMI tests except that closing rpm is effected automatically by ignition disable, pre-set at the specified rpm. The
throttle should be closed promptly after ignition disable to avoid
backfire.
H-40
PhotographNo. H-1 iNSTRUMENTATION
VAN
£_"H
a
.... •..
......
PhotographNo. H-4 SPEED SENSORS
.. _,.,_:.,_._._,t
,
_I
_ , •
"
Photograph No. H-5 TEST TRACK
PhotographNo. H-6 LASER AND TAPE SWITCHES
..
•
PhotographNo. H-7 LASER SPEED GATE
•
•
PhotographNo. H-12 DYNALL TACHOMETER
!,
Photograph No. H.13 SANWA TACHOMETER
-
\\
\
fU?TT';','_'_:;_;:rf!y:;:r'l_!_:ltrlgl:jr
Irrll_'lLIrTrllqlI1_lllllt_lII1_
,,
j
I
e=
r
._
P •
I
_h
..
' i_II
I:!,,I
s_
.
! _"1 '
'
PhotographNo. H-14 EAR LEVEL SOUND MEASURINGEQUIPMENT
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 concernedstate and manufacturerrepresentatives.
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 representan unfaircomparisonof 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 J-331a values would allow
consideration of standards in familiar terms.
The sliding scale developed was, however, using interpolated and extrapolated 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 itseffect on noise level readings. The testingprogramdescribedin
Appendix Hwas 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 particularsensitivityto small amounts of
lag. As the data use'B-in developing F-76a was largely based on measurements
of Japanese motorcycles using vehicle tachometers it is clear that adjustment to F-76a's sliding scale would be necessaryif engine speed measurement
systems other than vehicle tachometers were to be allowed.
If the lag phenomenon affected all motorcycle models equally, requiring 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 potentialfor 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 available. 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 tachometer 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 closin_ conditions during the test.
I-i
The "window" of allowable tachometer lag should be small enough that
tachometer characteristics will not materially affect noise level readings, yet be large enough to allow use of currently available fast responding
tachometers. The specification in the refined procedure a11ows 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 I-1, I-2, and I-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 RPMand (3) the noise level at a percentage value lower than
the closing RPM. From these graphs it is apparent that a three percentage
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-respondlng tachometers are required to be used
in the refined procedure as mentioned above, the specification of closing RPM
must be adjustedin the draft F-16a procedure.
The program gave EPA the first direct data on metorcycle noise levels
measured under F-76a.
In addition, manufacturers have supplied EPA with
additional F-76a data for specific models. Examination of these data indicates that further changes to the closing RPM specification would improve the
large motorcycle/small
motorcyclecomparisonrelativeto the J-331aprocedure.
Figure I-4 plots EPA and manufacturer data on F-76a (indirect engine
speed measurement system) relative to J-331a as a function of engine displacement. This figure indicates that the average of F-76a values of the
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, respectively. 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), are
specified to be tested at 77% of maximum rated RPM (with allowance for an
up-to-three percentage point increase in actual engine speed due to al)owable
tachometer lag). Figure I-5 shows the revised closing RPM chart.
The variation of noise level with engine speed measured during the
testing program can be used to determine the comparisons with J-331a that
would be expected with this revised specification. Table I-I shows this
comparison for all street and combination motorcycles tested. Off-road
motorcycles showed such insensitivity to engine speed that they are not
included.
I-2
"
Hond= CB,750K
(d)
(e)
If)
(gl
(h)
(i)
tJ)
H.D FXE,1200
H.O XL,1000
8MW R,100/7
Kawos_ki K Z.650
Yamaha XS-650
SuxuWi GS 550
Suzuki GSA0O
3,
2,
• Jzuki GT,380
(¢) -|5
H.D FLH.1200
I'
-10
--5
_(_
5
-ZC)(_)
Horizontal Axis:
10
% RPMrelative
15
to closing RPI4
at clostng RPM(vehfcle tachometer)
FIGURE I-I NOISE LEVEL AS A FUNCTION OF CLOSING RPM
STREET MOTORCYCLES
5,
4.
(|}
(b)
[=}
(d)
Ylm_hl XT-5OO
Honda XU350
Sutukl T_-400
Yamaha OT.250
3 -
SX,175
t,I H.D
K,.,,,ki
KE
250
Yamaha DT.100
(f)
(gl
O
2-
C)
I.
-;s
t
-10
e e
©
-s
j
Ij......_
o
5
=
10
,
15
-2
,
VertlcalAxls: Noise level(dB)re noiselevel
at closing RPM(vehicle tachometer)
-4"
-5
FIGURE I-2
NOISE LEVEL AS A FUNCTION OF CLOSING RPM
COMBINATION MOTORCYCLES
5
-j
(I)
(b)
(¢}
(all
(¢)
(f)
i9}
(hi
4,_
YlmahmIT,4_
HusQv4maOB0,WR
euITaco350 AIpEnl
Hond_MR.250
BultacoO50Ftonterm
KawalakiKX.125
HondaTL,125
Honda XR,75
--15
3
{_
v
2
--10
_7_
_
--O
Horizontal Axis: %RPt4relative to closing RPM
Vertical Axis: Noiselevel (dB) re noise level
(_
_3 -
at closingRPM(vehicle tachometer)
I
*..5
,
FIGURE I-3 NOISE LEVEL AS A FUNCTION OF CLOSING RPM
OFF-ROAD MOTORCYCLES (including trials and minl-cycles)
• SIreet
X Combinallofl
00It-F_oad
5
4
•
3
._
L'_
•
O×
2
ox
o
•
•
eee
|
_:
100
20D
300
500
_00
700
800
:.u)
o ,.,,.
900
1000 _
•
._,._
.2
-3
=
.4
0 X
0
Xe X
.5
• ell
X
•
•
Ii
0 oX
X
0
X
0
Engine Displacement {Cubic Centlmelers)
Sourco;
EPA and Manufacturer Oala
FIGUREI-4
I-6
i00.....
90,
80,
_I
''
175
95%
cc_
70.
_=_ 60"
"_
55%
U24._
Z
_z E
50-
675 CC
_,N
Z
X
=
0
30"
4_
U
20v
lO-
o
,
,
i00
200
,
300
,
400
,500
,
600
,
700
i
800
ENGINE OISPLACEMENT (cubic centimeters)
FIGURE I-5. CLOSING RPM
,
,
900
10O0
,
ii00
1200
_
g
+++_+++
il_l]ll
.....
_
°*o.ooo
N
=
a
_
=
0
o
•
•
o
++_llllllllll
*
o
++l+_llil_+++
,°°.olo..o°oo
o
°
o
*
*
°
oo
+
•
•
_NO
_N
_
_
p
N
APPENDIX O
EXPLORATIONOF A STATIONARYTEST
INCORPORATING
AN ELECTRONICIGNITIONDISABLESYSTEM
INTRODUCTION
In the courseof evaluatingenginespeedmeasurementtechniquesand tachometer
accuracy requirements in the F76a test procedure (see Appendix H), EPA
examineda techniqueknown as ignitiondisableas means of controllingtest
closing rpm, In this technique,the specifiedclosing rpmwas pre-setin the
ignitiondisablingdevice,causingthe engineto be shut off automaticallyat
the proper point duringthe acceleration
run, ratherthan requiringthe rider
to close the throttleat the proper time. Evaluation indicatedimproved
accuracy, repeatability,and reduced test time by use of this technique.
Also, the possibilitywas indicatedfor using the ignitiondisable technique
in a stationaryvehicletest, which might serve as a s_mplersubstitutefor
the moving vehicleF76atest. In this concept,the enginewould be accelerated against its own inertia(vehiclestationary)
with engineshut-offeffected
automatlcallyby the ignitiondisabledevice.
The objectiveof EPA's investigationwas to evaluatethe use of the ignition
disable technique,both in the F76a movingvehicletest, and in a simulated
F76a stationaryvehicletest, The study was to encompassa representative
sample of vehicles,or various engine and ignition cypes. Also, since a
potentiallyimportantapplicationofthe stationaryvehicletest methodwould
be in relatlonto the aftermarketexhaustsystemindustry,the study provided
for the direct invoIvemantof the aftermarketmanufacturerand his products,
as well as that of the new vehlelemanufacturerand his vehicles.
J-1
Summary of Methods Used in this Study
Vehicleand AftermarketProductSampleSize and Mix
The vehicle sample consisted of 22 1977/1978 motorcycles in OEM configuration, with ten of these vehicles additionally fitted with 21 aftermarket
exhaust system, yielding a total of 43 different vehicle configurations.
The sample encompassedstreet and off-roadmotorcycles, displacemantsof
175 to 1200 cc, two and four strokeengines,1, 2, 3 and 4 cylinderengines.
CDI and breaker-point ignition systems. The vehicles were provided by the
respectivemanufacturers
and/or the local representatives
for CanAm, HarleyDavidson,Hodaka,Honda,Kawasaki,Suzuki, andYamaha 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 configurationstested were intended for competition use only. The aftermarket product_ were supplied, and installed,
by the respective manufacturersand/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
substantialsales volume,and to include vehicletechnicalparameterssignificant in the study objectives,
Movinl VehicleTest Procedures
The test proceduresemployedinclude:
J331a; conductedin accordancewith the SAE procedure,
F76a by gate; correct closing rpm effectedby use of an optical speed gate
(Newport Research Corporation #SP145/248 lasers_ technique described in
Appendix H).
Note: The closing rpm/displacementrelationship employed in F76a tests
reportedin AppendicesH and J is:
O- 100 cc : go% rpm
100- 700 cc : % rpm = 95 = (0.05x displacementin cc)
over 700 cc : 60% rpm
F76a by Bike Tach; closing rpm effected manually using indicated reading
on vehicle tachometer;tachometercalibratedunder steady state conditions,
F76a AutoMeterTach; closing rpm effected manually using indicatedreading
on Aut_eter tachometerModel 439; tachometercalibratedunder steadystate
conditions,
F76a by IgnitionDisable; closing rpm effected'automaticallyby ignition
disable using AutoMeter Rev-ControlModel 439/451or 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.
Statlonar_Vehicle Test Procedures The test procedures employed include:
_50; conducted in accordance with the proceduredelineatedin AppendixA.
Simulated F76a; conducted in accordance with the procedure delineated in
the d_scussion of the stationary test procedures of this Appendix; the
procedure involved stabilizing the engine rpm at the F76a entering rpm,
full throttle accelerationof the engine (unloadedexcept for its inertia
and friction), with automatic engine shut-off effected by pre-set ignition
disable at the F76a closing rpm, A varietyof microphonepositionswere
evaluated.
Development/Evaluation
of the Test Methods
Using commerciallyavailable ignition disablingequipment techniques were
explored for interfacing the disabling devicewith the various types of
ignition systems to be encountered. Noise levels measured In the F76a
test using the ignition disabling techniquewere stat4sticallycorrelated
with those obtained using the optical speed gale which is taken as the
baselinereferencemethod.
The microphone position for the simulatedF76a (stationaryvehicle) test
was optimized,and noise level measurementsobtainedby the techniquewere
statisticallycorrelated with the FZ6a moving vehicle data (both methods
employingignitiondisable).
Tabular comparisonsof noise emission data obtainedby the various moving
and stationary vehicle test methods delineatedin this Appendix have been
made for all of the vehicle and exhaustsystemconfigurations
tested.
J-3
H
RESULTS AND DISCUSSION
Summariesof the Tables
Tables J-1 and J-2 present vehicle identification,pertinent parameters,
and measured sound levelsyielded by the various test proceduresemployed,
for the stock and modified motorcycles tested. A letter suffix to the
motorcycle No. denotes a vehicle modified by installation of an aftermorket
exhaust system; for example, motorcycle No, 801 (Table J-l) was a Honda
GLIOOO in stock configuration,
whereas motorcycle801A (Table J-2) was the
same motorcyclefittedwith an aftermarketexhaustsystem.
The significance of data presented in Tables J-1 and J-2 is discussed by
topic in the following paragraphs.
F76a Measured Levels by Various Techniques
In AppendixH it was shownthat measuredlevelsfrequently2 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 acceptablelimits;
specifically, closing rpm in the F76a test should be accurate to + 2% if the
measurednoise level is to be accurateto _0.5 dBA (ref.AppendixH),
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 measurementsby other techniquesmay be compared. Differencelevels
obtained "by AutoMeter Tach" were small; this indicated that damping in
that tachometerwas near optimum for the F76a application,and reinforced
the earlier findings that accurate F76a readingscould be obtainedwith a
properly damped vehicle tachometer. The difference levels obtained "by
Ignition Disable" (using the same AutoMeter tachometer, but with the ignition
disable functionoperative)remainedin good correspondence,
showingadequacy
of the ignitiondisable technique. Not reflectedin the tabulatedfigures is
the improvedconsistencyamong repeatedpasses,and the shorter time required
to conduct the test using the ignitiondisabletechnique, Differencelevels
obtained"byMotorcycleTach",for most of the vehiclestested are moderately
good, althoughthere is onenotableexception. The previouswork (AppendixH)
showeda numberof cases where use of the motorcycletach resultedin 2 and 3
dB discrepancies.Possibleexplanationsof the variabilityusing the vehicle
tachometerare differingaccelerationprofilesamong vehicles,and differing
damping among tachometers.
J-4
TABLE J-1.1977 - 1978MOTORCYCLE(STOCK)NOISELEVELS
MotorcycleMake/Model
Number
801
HondaGLIOO0
Cyl, Stroke Ign.Rated J331a F76a
Power
by
RPM
Gate
4
4
7500 ....
F76a by F76a by
F76a by
IgnitionAutometer Bike
Disable Tach
Tach
75.6
....
F76a
F50
Simulation
at 50 ft.
75.3
--
802
ltondaC8550F
4
4
8500
804
Yamaha1T175
l
2
CDI 9500
80.2
805
HondaCB750F
4
4
9000
806
807
SuzukiGS400
Suzuki 0T380
2
3
4
2
9000 80.4 80.0* 79.2*
90OO 88.2 88.4 88.0
808
809
HondaCJ360T
HondaHR175
2
1
4
2
9000
7000
810
811
KawasaklKZIOOOLTD4
KawasaklKH40O
3
4
2
812
KawasakiKE250
1
813
KawasaklKZIO00
4
814
Harley FXE1200
815
816
Harley XLHIO00
YamahaDT250
817
YamahaSX750E
818
819
YamahaR0400
Harley SX250
80.9
80.9
80.3
80.2
81.6
84.5
92.6
91.I 90.8
90.6
--
90.9
99.0
79.7
79.6
79,6
79,6
78.4
88,0
78.9*
88.3
80.5*
87,4
81.0"
87.4
88.5
94.6
80,8
83.9
81,0
--
82.9
86.9
88.0
93.0
83.8
86.4
84,8
96.0
90.5
78.9
77.1
84,7
80,6
84.0
8000
CDI 7OO0
84.2
....
82.8 83.0
80.9
83.0
....
2
CDI 6000
02.7
78.2 77.3
77.4
81.2
81.7
83_0
4
8000
77.6 80.1 79.9
79.9
80.9
81.0
93.0
2
4
5200
83.8
82.0
2
1
4
2
6000
CDI 6000
3
4
BOO0
2
1
2
2
7000
COI 7000
*Tested at 6375 rpm; shouldbe 6750 rpm.
82.4
80.3
84.2
81.9
81,9
85.8
93.5
....
....
82.0
81,2
....
....
83.4
82.6
95.0
90.0
....
80.3
....
82.6
92.5
....
82.9 81.8
81.4
81.5
....
81.2
85.9
84.3
92.0
94._
82.2
TABLE J-1 (Cont'd)1977- 1978M0TORCYCLE(STOCK)NOISELEVELS
MOtorcycleMake/Model
Number
.....
820
c.
|
Cyl. Stroke Ign. Rated O331a F76a F76a by F75a by
F76aby FlTe
F50
Power
by
Ignition Autometer Blke
Simulation
_
__ RPM
Gate
Disable Tach
Tach
at 50 ft.
Harley SX175
I
2
821
Suzuki GS?50
4
822
823
CanOn 175quallflerI
Hodaka175
1
810A** KAwasakl]OBOLTD
(Modified)
4
**With aftermerket exhaust systm
COI 6800
82.2
83.2
4
8500
82.0
79.4
2
2
CDI 8500
7100
4
8000
....
....
--
82.1
82.3
83.6
8q.3
79,6
79.6
80.0
82.9
90.0
85.0
81.0
....
....
87.3
81.7
90.0
91.0
84.7
89.0
05.0 85.0
84,8
84.8
89.0
TABLE J-2,1977- 1978 MOTORCYCLESWITH AFTERMARKETEXHAUSTSYSTEMS
Motorcycle, Make/Model
Humber
,.
ExhaustHake/Hodel
F76a *
e..,
801A
Honda GLIOOO
75.1
801B
Honda GLIOOO
_'_
80IC
802A
HondaGLIOOO
HondaCB550F
_v_
,., ,j'_ _
802B
HondaCB550F
":' " "*'
F76a AdB *
re OEK
-0.5
F76a*
FSO
Simulation
,.
78.0
90.0
78.0
2.4
79.3
93.0
80,7
85.6
5.1
6.4
81.9
91.5
94.0
--
893
9.1
91.0
96.8
_L. "=
=a.k 3
88.6
8.4
91.4
97.0
U W_C
_,JO
oJ
N ®'g3
802C
Honda CB550F
802D
807A
Honda CB550F
Suzuki GT380
_ = _ o
_
_--o
_ •
82.0
1.8
83.1
91 .S
88,8
0.8
86.8
93.0
809A
8098
809C
HondaMR175
HondaHR175
HondaMR175
.u _o_ _
., ® u _ ,_
_
-> _
84.1
83.4
-0.1
-0.8
85.4
84.4
96.5
97.0
95.1
10.9
94.0
108.0
810A
KawasaktIO00LTD
= "_.,o
o 4.1'_
,_"_
4J
OJ,_
85.0
2.0
84.7
99.0
U f.. r-' "P'
814A Harley
FXEI200
814B
816A
Harley FXE1200
HarleyXLHIO00
_
_
8188
HarleyXLHI000
_ __14J
C_: _
)_,
_ u
f,.
_ "¢1"¢3
970
lS.1
93.4
91,I
11.5
9.I
97.4
90.0
108.0
102.0
97,Z
15.2
99.2
106.0
818C
818A
Harley XLHIO00
YamahaRD400
_-._-_ _
_= _",o
n. _,__.=_
821A
Suzuki GS750
u_ _.m <.,-
821B
Suzuki 68750
822A
CanA_ 175
86.2
100.9 104.0
g5.8
13.8
98.9
106.0
85.6
4.2
86.6
93.0
96.6
17.0
99.8
108.8
87.3
7.9
90.3
99.0
1.2
87.8
90.5
*By ignitiondtsable
TABLE J-3, F76a NOISE LEVELS BY VARIOUS TECHNIQUES COMPARED TO REFERENCE LEVE_S BY SPEED BATE
Closin 9 rpm
F76a Level
Motorcycle
Number
Make/Model
Rated
Power dBA by A dBAby
RPM
Gate
Ignition
Disable
A dBAby
Autometer
Tach
AdBAby rpm by Arpm by
Bike
Gate
Ignition
Tach
Disable
A rpmby
Autometer
Tach
802
Honda CB550F
8500
80.9
-0.7
-0.6
-0,7
5740
-I02
BO4
Yamaha 1T175
9500
gl.1
-0.3
-0.5
--
8194
-332
-362
B05
Honda CB750F
9000
79.0
-0.7
-0-
-0-
5400
-233
-89
120
806
Suzuki GS400
9000
80.0
-0.8
-1.1
807
Suzuki GT380
9000
87.9
-0.3
-0,7
808
Honda CJ360T
9000
80.6
-0.3
809
Honda HR175
7000
84.0
0.2
-0.I
6040
-45
99
810
Kawasski KZIOOOLTD 6000
82.8
0.2
0.2
1.0
4800
-126
-17
246
810A
Kawasaki KIOOOLTD 8000
85,0
-0-
-0.2
-0.2
4800
......
812
KawasakiKE250
6000
78.2
-0,9
-0.8
3,0
4950
-126
-243
629
813
Kawasaki _1000
8000
80.1
-0,2
-0.2
0.8
4800
-9
145
385
814
Harley FXEI200
5200
82,4
-0.5
-0.5
-0.4
3120
-62
-103
-71
819
Harley SX250
7000
81.8
-0.3
-0.6
0.4
5775
......
820
821
Harley SX175
Suzuki GS750
0800
8500
83.2
79.4
-I.I
0.2
-o.g
0.2
0.4
0.6
5865
5100
-190
--
Note:
0_5
88
A rpmby
Bike
Tach
280
--
6375*
-38
-113
271
-0.5
6840
-92
-136
210
8.4
6930
--
-91
133
See also Tables 8 and 0 of AppendixH for more comprehensivedata on the effect of tachometer
lag on measured F76a soundlevels.
--
157
207
The statisticalrelationship
betweenchangein noiselevel (_dB)
and change
in rpm (z_% rpm) was examined,using _he data in Table J-1 togetherwith the
data in AppendixH. If values of /_dB of 1 and greater are considered,
= 0.24
0-= 0.12
?7: ig
where_ =_dB/_ % rpm
0 "= standarddevlation
77 = numberof samples
If valuesof dB down to 0.5 are included,the figuresbecome
T : 0,26
0"= 0.23
?7= 37
The statistics
becomeless st9nificant as lower values ofAdB are introduced,
since repeatability
of the noise level measurementsbetter than +_0.5 dB should
not he assumedto exist.
StimulatedF76a (Statlonar_Vehicle)
Test Method
Feaslbilityof employingignition disable in a stationarytest which might
serve as a substitutefor the moving vehicle test was explored. With the
veltlcleplaced at the positionwhere it would be at closing rpm in the moving test, and with the same microphonepositionas used in the moving test,
noise level monitoredas engine rpm was abruptlyincreasedfrom the inltial
F76a rpm, with closing rpm pre-set on the AuteMeterignitiondisable unit.
The noise levels measured in this way are shown in Tables J-i and J-2.
Correspondence
wlth the moving vehiclenoise levelswas sufficientlygood that
furtherconsideration
for use of the methodwas warranted. Statistically,the
correlationcoefficientwas 0.96, with the simulated(stationa_ vehicle)
level 2 dg higher than the moving vehiclelevel, This was based on a sample
populationof 50 vehicle/exhaust
configurations
(43 in the currentstudy,plus
7 from AppendixH). Aftermarketexhaustsystemswere Includedin the study in
order to:
a) increase the noise level range for the correlation studies,
and
b)
expose aftermarketmanufacturersto the test proceduresand to
involvethem in feaslbili_yassessment.
In the aftermarketapplication,the procedurewould be more useful if space
requirementswere reduced;that Is, if e close-lnmicrophonepositioncould
be used. Accordingly,ten addltionalmicrophonepositions,in the range 5 to
25 feet from the vehicle,were evaluated. Variousmicrophoneheights were
also investigated(noise level being quite dependenton height above the
pavement);the selectedheightswere those givingthe same differencebetween
reflectedand directpath as prevailsat the 50 ft. (F76a)microphoneposition.
Microphonepositionsemployedare shown in FigureJ-1.
J-9
--I
m
M
_'(_.e...
LJ
TABLEJ-4
CORRELATIONOF SIMULATEDF76a LEVELS AT CODED LOCATIONSWITH
SIMULATEDF76a LEVEL AT THE F76a MICROPHONEPOSITION
Test
rxy
ao
aI
Syx
IMI-C2SR21
IMI-C25R9
0.99
0.99
IMI-C25PA21
IMI-C25P21
8.64
8.55
0.97
0,98
0.55
0.74
14
14
O,gg
0.98
11.82
-0,04
0.93
1.08
0.79
0,94
27
14
IMI-CIOR9
IMI-CIOPAg
IMI-CIOP9
IMI-C3mPA2Ocm
0.99
0.88
0.97
0.99
15.04
33,41
12.04
17.07
0.99
0,76
1.02
0.96
0,73
0.88
1.26
0.92
14
4
14
23
IMI-CSR4
IMI-CSPA4
IMI-C5P4
0.98
0.99
0.97
14.98
20.79
14.60
1,05
0.98
1,06
1,04
0.95
1.14
14
27
14
Code:
Number
of
Motorcycles
IMI-C60 Stationaryvehiclemeasurementat the F76a
microphoneposition
IMI-C25R21 Stationaryvehiclemeasurementsat coded positions:
_Helgh_ of microphoneabove pavement;inchesunless
designatedcentimeters
_R
designateson Radial (SeeFig. 1)
P designateson Perpendicular(See Fig. I)
PA designatesperpendicularto the motorcycleat
the rear axle
Distancefrom bike reference;feet unlessdesignated
meters
:
I
rxy
= correlationcoefficient
ao
= y intercept
al
= slope of the regressionllne (y = ao + alx)
Syx
--standarderror estimateof y on x
x
--SimulatedF76a levelsat the F76a microphoneposition
y
= SimulatedF76a levelsat the coded positions
J-ll
•
I
TABLEJ-5
F76a (MOVINGVEHICLE)ANDSIMULATEDF76a (STATIONARY
VEHICLE)
NOISE LEVgL CORRELATIONS
Test
rxy
ao
aI
Syx
. .
IMI-CSO
Number
of
Motorcycles
0.96
0.34
1,02
1.63
50
IMI-CE5 R21
0,97
IMI-C25R9
0.96
IMI-C25PA21) 0,96
IMI-CE5P21 )
12.27
14.19
13.06
0.94
0.93
0.94
1.22
1,29
1.68
14
14
41
0.96
0.88
0,97
0.96
19.36
26.26
13.70
18,36
0.95
O.BB
1,01
0,97
1.37
1.16
1.26
1.67
14
4
14
23
IMI-CIOPA9 ) 0.97
IMI-C3mPAEOcm)
20.50
0.94
1.59
27
IMI-C5P4
21,45
_0.99
1.39
14
25,73
0.95
1.91
27
IMI-CIORg
IMI-CIOPA9
'IMI-CIOP9
IMI-C3mPA2Ocm
.0.96
IMI-C5PA4
Code:
0.95
IMI-C50 Stationaryvehiclemeasurementat the F76a
microphoneposition
IMI-C25R21 Stationaryvehiclemeasurementsat codedpositions:
_.Height of microphoneabove pavement;inchesunless
Ldeslgnated centimeters
RP designates
(SeeFig.J-l)
designateson
on Radial
Perpendicular
(SeeFig.J.1)
PA designatesperpendicularto the motorcycleat
the rear ax)e
L--Distancefrom bike reference;feet unlessdesignated
meters
rxy
m correlationcoefficient
ao
- y intercept
aI
- slope of the regressionline (y - ao + alX)
Syx
- standarderror estimateof y on x
x
- F16a movingvehicle noise levels
y
- Simulated F76e stationary
coded positions
a-12
vehicle
noise levels at the
Correlationdata of these closer-inpositionsreferredto the 50 ft. stationary vehicle levels are presented in Table J-4, and t'ererred
to the moving
vehicleF76a levelsare presentedin Table J-5.
Referringto TablesJ-4 and J-5, the apparentpoorer correlationat the CIOPAg
positionis probablyattributableto the small number in the sample. Regardingchoice of microphoneposition,the statisticalanalysisindicatesthat any
of the positionscould be employed. However,other factors enter into the
choice:
a) The closer in the microphone,tilemore sensitivewas the measurement
to source location;the predominantsource may be exhaust,intake,
or engine.
b) The further the microphone was out, the greater was the space
requirementfor test conduct.
Gonsideringthe above factors, a 10 ft. distance, on a llne from the rear
axle, perpendicularto the vehicle longitudinalaxis, g inches above the
pavement,appearedto be a good compromise.
The correlationcoefficientspresented in Tables O-4 and J-5 were computed
using data typifiedby that presented in Table J-6. Referringto 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;simultaneousreadingswere
taken at the 50 ft. position. For Table J-4, individualmeasurementpairs
were entered into the correlationcomputation;that is, four data pairs per
vehicle. For Table J-5, the average of the four stationaryvalueswas paired
withthe "reported"F76a value;that is,one data pair per vehicle.
Table O-S providesinformationto permitestimationof the F76a level by use
of the stationaryvehicle test: for example,if the i0 ft. distance,g inch
height microphone position is used, the equation of the regression line
indicatesthat 14 dB would be subtractedfrom the stationaryvehicleemission
measurementto arriveat the F76a noise emissionlevel. Correlationplots for
themicrophonepositionare presentedin FigureO-2 and 0-3.
FSO ttationer_VehicleTest Method
In Tables O-I and O-2, the FSO levels may be comparedwith the F76a levels
for 20 stock and 20 modifiedmotorcycles. The figuresyield a correlation
coefficientof 0,87, with a standarderror of estimate3 db, and a nominal
differenceof 10 dB betweenthe f50 and F76a levels(Fig. J-4). This correlation was much better than the F50 test has shown with previouslyevaluated
moving vehicle tests, and was such that the method could potentiallybe
consideredfor preliminaryscreeningfor new productcompliance,or for in-use
enforcementat the state or local level againstflagrantviolationsof noise
regulations.
J-13
TABLE J-6
EXAMPLE OF MEASUREMENT REPEATABILITY
USING IGNITIONDISABLETECHNIQUE
(Motorcycle No. 802)
IMI-C50
L 80.0
R 81.0
79.5
81,5
79.5
81.6
80.1
82.0
IMI-C25R21
IMI-C50
R 87.0
R 81.4
87,6
81.9
88.0
82.0
88.0
82.0
IMI-C25R9
IMI-C50
R 95.8
R 82.2
90.1
82.5
89.5
82.0
90.2
82.6
IMI-CIOR9
IMI-C50
R 95.8'
R 82.2
96.2
82.1
96.2
82.1
95.5
81.9
IMI-CSR4
IMI-C50
R 100,4
R 81.2
100,6
82.2
101.0
81.2
101.4
82.0
IMI-C25P21
IMI-CBO
R 87.6
R 82.1
87.2
81,9
87.8
82.2
87.9
82.2
IMI-CIOP9
IMI-C50
R 95.3
R 82.2
95.2
81.7
95.0
81,4
95.0
81.6
IMI-C5P4
IMI-C50
R 101.6
R 82.1
100.6
81.2
100.6
81.2
100.5
81.0
J-14
80.1
81.9
80.4
82,0
110
lOO
rxy=0.97
Syx = 1.26
41-._y
_
,,c
t.D 0
= 12.04+ 1,02x
gO
¢o¢/_
80
J
70
70
Fig,J-2
F:
:
:
:
!
80
90
Simulated
F76aNoiseLevel
5b-ftMicrophone
Position
:
;
I00
CORRELATION
OF STATIONARY
VEHICLENOISELEVELSAT
50FT.AND 10 FT.(9"ht,)MICROPHONE
POSITIONS
(SIMULATED
FZ6aTEST)
,]-15
110
+
100
_
= 0.97
rxy
y ", 13.70 + 1.01x
Syx = 1.26
.h
0
+÷
IIJl_
I_
f,-
IIJ
80
70
70
I
I
80
I
I
90
I
I
100
Moving Vehicle F76a Noise Level
Fig. J-3
CORRELATION
OF STATIONARY
VEHICLENOISE LEVELSAT
50 FT, AND 10 FT. (9" hi,)MICROPHONEPOSITIONS
(SIMULATEDF16a TEST)
J-16
i
Effect of Gear Selection
The opportunitywas taken to test selectedvehiclesin both 2nd and 3rdgears,
particularlythose vehiclesreachingspecifiedclosing rpm in a 25 ft. to 35
ft, accelerationdistancein 2nd gear, Comparativeresultsare shownin Table
J-7; a I DB differenceappearsnot uncommon. Except for the TableJ-7 data,
all F76a tests conductedin this study employed2nd gear unless a 25 ft.
minimum accelerationdistancewas not attained,in which case the nexthigher
gear was used; as a result,the great majorityof vehicleswere testedin 2nd
gear, and no operationaldifficulties
were encountered, A stipulationof a
longer minimum accelerationdistance,such as 35 ft. or 50 ft, as considered,
would result in more vehiclesencumberedwith a I dB ambiguityin reported
level (3rd gear vs. 2nd gear),and would also result in substantially
higher
speeds and longer accelerationdistances,which requiregreater rider precision in reachingclosingrpmat the specifiedend point,
l_nitionDisable Equipment
The equipment used in this study to effect ignitiondisablewas eitherthe
AutoMeterModel 439 Tachometertogetherwith the Model 451Rev-Control,or the
Model 455 Rev-Control(whichincorporated
the tachometerand ignitiondisable
unit in a single case), The 439/451 requiredhard-wireconnectionto the
ignition primary for Tachometersignal, and could be used only on vehicles
having breaker-pointsignitionsystems;the 455 unit incorporatedan inductive
pickup, and functioned on all ignitionsystems, For conventionalignition
systems having breaker points, the inductive pickup (which providedthe
tachometer signal) was placed over the wire from the points to the coil
primarily;for CDI systemsthe inductivepickupwas placedover the conductor
from the "triggercoil" or the conductorfrom the CDI unit to the ignition
coil primary. (On mast of themotorcyclestested,the inductivepickupcould
be placed over the entirewire bundle incorporatingthe desirewire, rather
than searching out the specificwire). The disable elementwas a shorting
switch (activated by the tachometer); for breaker-point systems, it was
connectedto short across the "kill button", For vehicleshavingmere than
one pair of points, it was necessaryto connectthe disablingcircuitto each
set of points thru a diode (seeFigureJ-5) in order to maintainelectrical
isolation,betweenpairs of breakerpoints.
The objective in this part of the study was to demonstratefeasibilityof
the ignition disable techniqueusing commerciallyavailableequipment,with
application to present generationnew motorcyclesand aftermarketexhaust
systemssubject to regulations.(The scope of the study did not extendto the
comparative evaluation of various devices commercially available). The
equipmentemployeddemonstrated
that the ignitiondisabletechnique,usingthe
subjectequipmentwas effectivein controllingclosingrpm in the movingtest,
and in possiblemaking feasiblethe conductof a stationaryvehicletestwhich
could substitutefor the movingtest,
J-17
llO
..#.
70
I
70
I
80
I
I
90
I
Moving Vehicle F76a Noise Level
Fig. O-4
CORRELATIONOF STATIONARYVEHICLENOISE LEVELS
(F58 TEST)AND MOVING VEHICLEF76_ TEST
J-IB
I
100
TABLEJ-7
MOTORCYCLE
NO.
;_
EFFECTOF GEARSELECTION
HANUFACTURER/HODEL
F76a by Ignttton Dtsable
2nd Gear
3rd Gear
dB
Accel 8ist
dB
Accel.
805
HondaCB750F
78.9
28
--
80
812
Kswasakt KE250
77.3
28
78.7
67
815B
Harley XLHZOO0
(with aftennarket
97.2
26
96.9
80
exhaust)
816
YamahaDT-250
81,2
25
81.8
66
817
YamahaXS750 E
80.3
40
81.1
70
820
Harley SX175
82.1
35
82.2
90
821
Suzukt GS750
79.6
40
80.0
80
822
Can Am175 Qualifier
85,0
37
85.8
BO
822A
CanAm175 Qualifier
(with aftemsrket
exhaust)
86.2
35
87.0
55
J-19
01st
Breaker I
t
Coll
Primary
Coll
Primary
Coil
Primary
No.I
No.2
No.3
1NZ071Diode
To Ignition
Disable
Device
FIGUREJ-S
METHODOF CONNECTING
DISABLEDEVICETO MOTORCYCLE
HAVINGMORETHANONEPAINOF POINTS
J-20
h',-,_,_¢,,_,_,_,_,_,,_;
i, .:,_,, _r,_ vy
110
70
70
80
O0
Movtng Yehtcle
Ftg.
J-6
100
F76a Notse Level
CORRELATIONOF STATIONARYVEHICLE NOISE LEVELS
AT 50FT.MICROPHONE
POSITION
(SIMULATED
F76a
"'
TEST) AND MOVING VEHICLE F76a TEST LEVELS
1fi
,,:
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
requirementsof AmericanNational Standards Specificationfor Sound Level
Meters, ANSI $1.4-1971. As an alternativeto making direct measurements
using sound ]evel meter, a microphoneor sound level meter may be used with
a magnetictape recorderand/ora graphiclevel recorderor indicatinginstrument 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 calibratorshall be checked annuallyto verifythat its output_s within
the specified accuracy.
(3) An engine speed measurementsystemcoupled with an ignition
disabledevice havingthe followingcharacteristics:
(i)
Capable of being pre-setto disable the ignitionat a
specified closing engine speed;
(il)
Positive and continuous cut-off of ignition in all
cylinders, with manual re-set;
(ili) Read-outof steady state engine rpm accuratewithin,
or calibratedto + 2% of true rpm for engine speeds specifiedin the test;
(ivy Responsetime to rpm step input in the operatingrange
not more than 200 milliseconds,measured from step initiationto ignition
disable. Operatingrange for generalapplicationto motorcyclesis 2000 to
10,000 rpm, with rpm step magnitudes of 1.2 to 1.9 times the initial rpm.
Responsetime may be verifiedby use of two signalgenerators,one set for the
initial rpm, the other set for the disable rpm; the responsetime to disable
command being measuredas the signalto the disabledevice is switchedfrom
the first generatorto the second.
(4) A microphonewind screen which does not affectthe microphone
response more than + 0.5 dB in the frequencyrange 40-6000 Hz, taking into
account the orientatTon of the microphone.
(5) An anemometer with steady-state accuracy within _ 10% at
30 km/h (lgmph).
(b) Test Site
(i) The test site shall be flat, open surface free of large noise
reflecting surfaces(otherthan the ground) such as parked vehicles, signboards, buildings, or hillsides, located within a I m (23 ft) radius of
the motorcyclebeing testedand the locationof the microphone.
(2) The microphoneshall be locatedon a line perpendicularto
the longitudinalaxis of the motorcycleat 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 in.)
above the pavement. The microphoneshall be orien_'_dwith resp-ectto the
source so that the sound strikes the diaphram at the angle for which the
microphone was calibratedto have the flattestfrequency response characteristicsover the frequencyrange 40 Hz to 6000 Hz.
(3) The surfaceof the ground within the triangulararea formed
by the microphonelocationand the front and rear extremitiesof the motorcycle shall be flat end level _ 5 cm and have a concreteor sealed asphalt
surface.
a-22
(c) MeasurementProcedure
{i) The 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)*
(Percentof MaximumRated RPM)
0 _ 100
90
100 - 700
g5 - 0.05 x (enginedisplacementin cc)
700andabove
60
(3) The rider shall sit astridethe motorcyclein normal riding
positionwith both feet on the groundand run the enginewith the gearbox in
neutral at a constantengine speed of 50% of maximum rated rpm or percent
closing rpm less ten percentagepoints,whichever Is lower (_ 2.5% of specified rpm). With the enginestabilizedat this constantenginespeed,the test
rider shall then open the throttle fully and as rapidly shut-downat 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 shallbe set for fast responseand for
the A-weightingnetwork. The microphonewind screen shall be used. The sound
level meter shall be calibratedas oftenas is necessarythroughouttestingto
maintainthe accuracyof the measurementsystem; this shall includepre- and
post-testcalibrationof each daily sequenceof testing.
(2) The sound level meter shallbe observedthroughoutthe engine
accelerationperiod. The highest noise level obtained during the engine
accelerationperiodshall be recorded.
(3) At least three measurementsshall be made on each side of the
motorcycle. Measurementsshall be made until three readingsfrom each side
are within 2 dB of each other. The noise level for each side shall be the
average of the highest three readingswithin2 dB of each other. The noise
level reported shall be for that side of the motorcyclehaving the highest
noise level.
(4) While makingnoise levelmeasurementsnot more than one person
other than the rider and the observer reading the meter shal] be within
7m (23 ft) of the vehicle or microphone,and that person shall be directly
behind the observer reading the meter, on a llne throughthe microphoneand
the observer.
(5) The ambient noise level (includingwind effects)at the test
site due to sourcesother than the motorcyclebeing measuredshallbe at least
20 dB lower than the noise level at the microphonelocationproducedby the
motorcycleunder test.
(6) Wind speed at the site duringtest shall be less than 30 km/h
(19 mph).
J-23
r,z
........
-.................................................................
APPENDIXK
FURTHER STUDYBF THE IGNITIBNDISABLEDEVICE
APPENDIX K
FURTHER STUDY OF THE
IGNITION DISABLE DEVICE
INTRODUCTION
In previousEPA studies,excellentcorrelationbetweenthe moving vehicle
and stationaryvehicleroise tests for a wide range of motorcycleswas demonstrated. The Auto Meter Model 451 Rev-Controlignitiondisable device was
used for these tests.
The disablingdevice incorporatedtwo moving elements (the tachometerpointer
and the disable relay) with consequent lag between the preset and actual
shut-downrpms. As a result the device permitted substantialrpm overshoot
for the stationarytest, which was undesirablefor 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
manufacturerwere to developand employa device exhibitingless overshoot,a
lower indicatednoise level readingwould be obtained.
To overcome this difficulty,the EPA developed a completelyelectronic
ignition disable device which holds rpm overshoot well within acceptable
values. However,occasionallya motorcycleis encounteredon whichthe device
does not function properly. Therefore,EPA investigatedthe characterof
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
encounteredby the completelyelectronicdevice, and suggest means by which
the applicabilityof the devicemight be extended.
Viabilityof the stationaryvehicletest is contlgenton availability
of
a reliable,low-cost,easy to use, ignitiondisable device which does not
exhibit excessive rpm overshoot,and one that will functionon all or most
bikes, The completelyelectronicdevice,with a suitablesensingpickup,may
eventuallyoffer the basis for the above requirements.
TESTING ACCOMPLISHED
On a group of 36 motorcycles,magnetic tape recordingsof 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 comprised10 Honda bikes,
13 Suzuki, 11 Kawasaki, i BMW, and 1 Maico, Engine types include2 and 4
stroke; single, dual, four and six cylinders. Ignitiontypes represented
encompassconventionalcell and points, transistorizedbreakerless,magneto,
CDI and electronicadvance.
T
The taped signals have been transcribedonto X-Y plots,showingthe wave
form and signal strengthsexhibitedby the variousbikes. These plots were
intendedto permit definitionof performancecharacteristicsrequiredin an
ignitiondisabledevice, and the magnetictape recordingsthemselvescould be
employedfor preliminaryevaluationof candidatedisable devices.
F
K-I
The group of motorcycles was found to display a tremendous range of
ignitionpulse wave shapes and signal amplitudes. This is illustratedby
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 tilehigh tension (secondary)side of the ignition
system,sensedby an inductivepickupplacedover a spark plug wire:
Chart A. Representative of 4-cyl, 4-stroke motorcycles with "conventional"
_.
The plug fireson every revolution,althoughthere is a power stroke
on every second revolutiononly. The disabledevicemust consistentlyignore,
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 considerableless distinct, and more
"cross-talk" from other spark plug wires is seen.
Chart C. One of the cleanest wave trains encountered, magneto ignition,
_ylinder
2-stroke,one pulse per revolution.
Chart D. One of the most complexwave trainsencountered;a challengeto the
disable devicedesigner;magneto ignition,singie cylinder2-stroke.
Chart E. This is a 6-cyl 4-stroke; as with the 4-cyl 4-stroke machines, there
is a redundantspark, and considerablecross-talk. This signalwould present
difficulties for a disable device,
Chart F. This is the same bike as in previous chart, witil a compressed time
_howing
the variabilityin the active pulses, redundantpulses, and
cross-talk pulses.
All of the foregoing pulse trains were obtained using an inductive pickup
placed over a spark plug wire. Performance nf a capacitance pickup (clamped
onto a spark plug wire) was also subjectof a cursorycheck:
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 spectacularlyimproved
signal using the capacitance pickup.
Chart I. This is a repeat run on bike No. 30 (Chart E), using the capacitance
plc-'T_T_p-Tn
lieu of the inductivepickup. The capacitancepickupincorporated
an in-seriesneon bulb, which provideda go/no-gotype of function. Note Lhe
complete absence of cross-talk,also absence of the redundantpulse. Not
shown by the chart, the device exhibited drop-out, and should be investigated
further.
K-2
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APPENDIXL
MOTORCYCLENOISE
ESTIMATEDFROM TIME/DISTANCEMEASUREMENTS
DURINGACCELERATIONIN URBAN TRAFFICSITUATIONS
INTRODUCTION
EPA undertooka test programto definemotorcycleaccelerationprofiles,
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
unimpededby other traffic,and that his vehicle be acceleratedfrom standstillat a trafficsignalor stop sign.
Urban commuting, and urban recreationaltraffic situationswere to be
included,over a range of speedlimit zones.
In addition to definingtypical accelerationprofiles and associated
noise levels, the study examinedmotorcyclenoise emission_ssociatedwith a
traverseof 100 feet in 4.8 seconds,which in a previousstudyI was selected
as an accelerationprofileunderwhich "motorcyclescan be driven in a reasonablefashion,keep up with traffic,and minimizeexcessivenoise."
The test work in this Appendixwas carriedout in Los Angeles and Orange
Counties,California,duringAugust1978.
i
MotorcycleNoise Levels,a Reporton Field Tests,conductedby the
I11inoisTask Force On Noise,June 1975.
7
i
L-I
TEST PROCEDURE AND RESULTS*
Test Sites
Sites selected for the observation of acceleration profiles included:
A.
B.
C,
D.
Urban
Urban
Urban
Urban
commuting traffic, 45
commuting traffic, 40
recreational traffic,
recreational traffic_
mph zone
mph zone
35 mph zone
25 mph zone
These sites are shown in Map L-I and Map L-2.
Observed Acceleration
Profiles
The accelerationprofileswere defined in terms of time and distance
from standstillto first and second shift points. Time was measuredwith a
stop watch, distanceswith a measuringwheel. No noise measuringequipment
was employed at the observation sites.
The observed acceleration profiles on 153 motorcycles are presented in
Table L-I.
Noise EmissionsAssociatedwith AccelerationProfiles
At the McDonnell Douglas (EPA's Contractor) test track, Huntington Beach,
California, motorcycles representative of the field motorcycles were operated
under controlledconditions,and noise levels measured over a range of acceleration profiles. The motorcycles employed are listed in Table L-2,
togetherwith their J331a noise level, F16b 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 traversetime to first
shift point are presented in Figure L-I thru Figure L-11, The noise level
associatedwith an accelerationrate correspondingto a traverseof 100 feet
in 5.3 seconds is identifiedon these plots, (A 4.8 secondtraversetime
results in noise levels2 dB higher). The 5.3 second figureis highlighted
since it is the upper hound (lowest acceleration) in the observations at the
commutingtrafficsites (onlyone vehicleexceedingthis figure),
While a 100 foot traverse in 4.8 seconds has previouslybeen selected
as prudent (based on automobile driving habits), it is far from typical of
present motorcycleoperations. The time/distancedata of Table L-1 can be
normalizedto a 100 ft. distance,yieldingthe followingstatisticalresults:
* Tables and Figuresare at the end of thisAppendix.
L-2
100' Traverse Time
cr 77
Commuting
traffic,
45 mph
Commuting
traffic,
40 mph
Recreational
traffic,35 mph
Recreational
traffic,25 mph
where
3.9
4.0
4.4
3.8
0.7
0.5
0.9
0.7
38
51
33
31
X=
means time for 100' traverse,seconds
(7"= standard deviation
77 =
sample size
A traverse time of 4.0 seconds typically is seen (Figure L-1 thru L-11)
to result in noise levels 5 to 6 dB higher than does the 4.8 secondtraverse.
ISO Noise-Level Grids
Using the data from Figures L-I thru L-11, 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. Superimposedon the grids are the time/distancedata points
from the field observations (from Table L-I), 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 endssion variance as a function of acceleration may be expected.
Statistical Distribution, Estimated Noise Emission Variance
Using the field data from the iso-noiselevel grids, (FigureL-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.
Significanceof MicrophoneMeasurementPosition
In the course of measurementstaken under the controlledtests at the
McDonnellDouglastest track, noise levels (usinga Honda CB7SOF)were taken
simultaneously
at three microphonepositions:
(I) 50' from track centerline,4' height (shiftpoint 25' past microphone)
(2) I0' from track centerline, 4' height (shift point at microphone)
_Z
_C
!
(3) lO' from track centerline,9.6" height (shift point at microphone)
L-3
._qB_aq.9'6 eq2 pue _qB_eq ,b e _e sflu_pee_
,Of eq_ UBOM_gqe3Ua_aJ_p eLI_L s_ a3aq__eq_ MOqS aeq_anJ pue '(_e[ eaenbs
esJe^u_ eq_ Rq pa_eLn_L_3Sl _o pea_su_)se3ue_$_p=Of pue ,0_ eq_ uee_eq
eOUeJe_p BP £I e _OqS e_ep eql '£ e[q@£U_ pa_uese_d eJe seuoqdo_o_meeJq_
eq_ mOJ_ peu_qo e_ep eql 'uo_en_s _uaeeoJo_uaue u_ pa£oLdeaeq _q6_m
R[qgA_B3uo3_eq_ BUO s_ _ uo_[sod _qS_aq e3Jno$ _oo_-euoe 6u_mnss_'s_oe_e
BDuB_B_JB_u_ q_d pB_DB[_BJ/_DoJ_p em_s eq_ eh_q _ pu_ I suot_|SOd
]
9-I
\...,,"
TABLEL-I
OBSERVEDRIDING PATTERNS;
ACCELERATION FROM STOP SIGNAL
A. COMMUTINGTRAFFIC,45 MPH ZONE
Motorc},cl
e
Honda550
Time/distance
to
first shiftpoint
(seconds/ft)
2.5/82
Yamaha]75
3.0/40
Honda250
2,0/45
Honda550
Time/dlstanceto
second shift point
(seconds/f
t)
4.0/]65
HondaCX500
2.2/50
4.2/110
Yamaha360
2.0/45
4.2/90
Suzuki 750
Harley1000
3.0/80
3.5/70
5.3/180
Honda750
4,6/95
5.5/150
Norton 850
2.5/95
5,2/150
Honda360
2,5/50
8.2/285
Honda 500
3,0/50
5.5/120
Harley 1000
3.0/60
7.2/200
Honda360
3.0/50
6.2/140
BMW750
Honda500
3.5/70
3.1/70
7.2/225
Kawasakl1000
3.3/93
Yamaha650
2.5/50
Honda750
3,2/70
6.2/210
Honda400
2.5/55
5.8/230
Honda750
2.0/50
3.5/130
Yamaha650
Harley 1000
3.2/85
3,0/65
6.2/240
Honda550
4.0/75
6.5/230
Honda350
3.3/50
4.8/140
Honda 750
5.0/130
8.2/300
Honda750
3.0/50
5,0/]50
{Continued)
L-7
TABLE L-l
(cont'd)
A.
OBSERVED RIOINB PATTERNS;
ACCELERATION FROM STOP SIGNAL
COMMUTING
TRAFFIC,45 MPH ZONE
Motorcycle
Honda fOOD
Time/distance
to
firstshift point
(seconds/ft)
3.2/60
Time/distanceto
secondshift point,.
(seconds/ft)
4,6/200
Honda 175
3.0/50
4.5/I00
Honda 750
3.0/40
6.0/200
Yamaha750
2.5/60
6.2/300 (3rd gear)
BMW 750
3.0/70
5.0/205
Yamaha6BO
Yamaha600
3.3/95
KawasakilOgO
2.3/55
6.7/200
KawasakilOB0
2.0/40
3.4/100
HondalOOO
5.5/240
5.5/100
Yamaha500
3,8/90
8.2/350
Honda350
3.2/90
5.5/185
B. COtC_UTING
TRAFFIC,40 MPH ZONE
KawasakiKZIOO0
3.8/75
7.0/190
KawasakiKZlOO0
4.9/90
Yamaha500
4.0/75
6.5/165
5.3/145
YamahaRD40O
3,7/65
Honda 360
3.5/55
Harley1200
2.5/65
5.5/155
Honda450
2,9/55
5.1/135
Honda550
2.9/70
5.5/165
Honda750
3.1/75
5.0/155
Honda ?50
Honda 200
3,3/8G
2,1/45
7.3/250
3.8/75
Honda500
2.8/95
7.8/300
Honda400
6,5/210
Honda 750
2,4/60
4.6/135
Yamaha650
3,2/105
6.0/340
Honda 550
3,0/55
5.2/190
Hondo750
3.5/65
7.2/300
L-8
(Continued)
TABLE L-I
(cont'd)
B.
OBSERVEDRIDING PATTERNS;
ACCELERATIONFROM STOP SIGNAL
COMMUTINGTRAFFIC,40 MPH ZONE
Time/distance
to
first shift point
(seconds/ft)
3.1/55
2.5/50
Motorcycle
Honda350
Honda 350
Time/distance
to
secondshift point
(seconds/ft)
5.2/180
Honda 750
Honda 750
4.0/100
4.0/100
7.0/380
KawasakllO00
4.0/135
8.0/350
Honda 750
4.0/65
6.7/400
Honda CXSO0
2.9/45
5.2/135
Kawasakl400
4.0/65
6.5/]45
Suzuki 550
Honda 750
4.0/125
3.0/45
6.8/300
Honda 750
Yamaha750
2.5/45
3.2/50
3.8/95
Honda750
2,0/50
Honda750
3.1/65
Honda 350
2.9/50
Suzuki 750
3.5/70
Honda 400
3.1/55
Norton 850
3,0/70
6.3/190
Honda 175
2.3/45
4.2/130
8.0/270
Kawasekt 900
2.5/50
5.4/170
Honda 305
3,1/60
4,7/170
Honda 400
Trutmph 650
2,3/60
3.1/65
4.9/140
Honda 550
2.7/65
5.1/160
Yamaha125
Honda 350
1.3/35
2.7/60
5.2/170
Honda 350
2.8/60
7.6/180
2.5/35
3.9/90
t.5/20
4.1/90
Honda 175
Honda (small)
125
(Continued
t
L-9
TABLE L-I
(cont'd)
B.
OBSERVED RIDING PATTERNS;
ACCELERATIONFROM STOP SIGNAL
COMMUTING
TRAFFIC, 40 MPHZONE
Motorcycle
Hondo 550
Time/distance
to
first,shiftpoint
(seconds/it)
_
2.4/50
Time/distanceto
secondshift point
_conds/ft)
Honda 550
2,5/60
5.3/170
Honda 175
Hondo Chopper
3.1/55
2.5/60
4.5/140
4.5/720
Hondo 750
3.6/65
8.5/390
Hondo 500
2.3/50
4.0/150
C.
RECREATIONAL
TRAFFIC, 35 HPHZONE
Harley Chopper
2.5/45
6.3/200
Hondo550
Hondo500
2.9/65
5.5/180
7.8/220
Hondo 650
4.0/75
Harley 1200
2.0/45
4.7/110
Hondo 350
Hondo550
2.3/45
3.0/75
4.4/100
6.3/220
Honda 750
3.4/45
5.4/95
Hondo 350
3.4/70
8.8/250
Yamaha750
4.0/95
BHW 900
7.0/150
Kowosaki 1000
3.2/120
Honda 500
2.6/50
5.5/180
Hondo 500
3.9/90
8.5/250
Hondo 350
Hondo Chopper
3.8/95
3.9/50
6.3/220
8.D/180
Honda350
2.8/60
7.0/200
Honda750
1.5/10
5,8/160
Honda Chopper
Horle¥ 1000
3,0/45
8.0/110
]0.8/220
(Continued)
L-ZO
-_....
_"_.,
TABLE L-I
(cont'd)
OBSERVEDRIDINGPATTERNS;
ACCELERATION
FROM STOP SIGNAL
C. RECREATIONAL
TRAFFIC,35 MPH ZONE
Motorcycle
Honda 550
Kawasaki250
Time/dlstance
to
firstshift point
(seconds/ft}
3.2/65
2.5/55
Kawasaki400
Time/distance
to
secondshiftpoint
(seconds/ft)
6.8/240
4,5/75
4.0/120
Yamaha400
2.6/40
5.0/150
HondaChopper
Kawasaki400
3.4/45
6.2/170
4.0/120
Yamaha400
2.6/40
5.0/150
Honda Chopper
Kawasaki400
3.4/45
6.2/170
6.3/200
KawasakifOOD
HondaGLlOOO
4.6/15D
3.9/90
KewasakllOG0
2.g/65
Honda 750
4.0/100
O.
7.0/23D
6.8/200
RECREATIONAL
TRAFFIC,25 MPHZONE
Kawasaki900
2.8/50
Hon_a 350
5.0/90
Kawasaki1000
2.8/50
Honda 400
6.0/
HondaBOO
2.8/50
Honda400
2.0/40
Honda 1000
KawasaklfOOD
6.4/145
2.0/40
Honda 360
4.9/110
Norton 850
4.0/85
Benelli500
2,0/35
Suzuki 550
2,2/45
(Continued)
i
?
L-11
TABLE L-]
(cont'd)
OBSERVEDRIDING PATTERNS;
ACCELERATIONFROM STOPSIGNAL
D, RECREATIONAL TRAFFIC, 25 MPH ZONE
M°t°rcx
cle
Honda750
Time/distanceto
first shift point
_seconds/ft)
2.8/70
Honda17S
2.3/60
Honda550
2.6/70
Kawasaki 1000
2,6/60
Triumph 500
2.2/60
Honda750
3.0/60
Honda550
2.4/50
Yamaha550
4.2/80
Yamaha650
Honda lO00
3.5/70(2nd trial)
3.4/50
Kawasaki400
Norton850
2.4/50
3.5/70
Triumph650
4.4/50
Honda 750
Honda 750
2.4/50
2.8/50
Honda750
3.2/70
Honda750
2.2/60
Yamaha100
].8/40
Honda 750
3.4/70
Hamaha650
3.0/50
L-12
Time/distanceto
second shift point
.Iseconds/ft
)
TABLE L-2
MOTORCYCLESUSED TO DEVELOPNOISE EMISSION
LEVELSASSOCIATEDWITH A RANGE OF ACCELERATION
PROFILES
Motorcycle
Stock (S)*
or
Modified _M)*
Make/Model
Horle# Sportster
:
Noise LeveldB @ 50'
J33?a F76b
L(4.B secl**
1000
S
B6
85
76
HarleySportsterIO00
M
9B
94
87
HondaGLIO00
S
74
76
6B
HondaCB750F
S
79
BO
74
HondaCB750F
M
99
99
95
Honda CB750K
S
78
BO
74
HondaCB550
S
79
BO
70
HondaCJ360T
S
79
83
74
HondaCB125S
S
81
85
83
KawasaktKZ900
S
84
85
75
Kawasak_KZ900
M
86
91
76
YamahaXS650
S
B4
84
75
* Representedby owner as being stockor modified.
** Noise Level whenmotorcycletraverses700 feet in 4.B seconds
from standstill.
L-13
TABLE L-3
EFFECT OF MICROPHONE POSITION ON MEASURED NOISE EMISSION (dR)
(HONDA CB750F, VARIOUS ACCELERATION PROFILES)
D " 70'
Rider A
rI
Rider B
•
10'04'
50.5
84.0
71,0
73.0
o
_)
50'@4'
10'94'
84.1
4.2
72.7
85,2
84.5
85.8
85,1
86.2
4.1
3.7
76.0
07.5
90.5
75.6
87.8
88.2
3.1
77.0
79.9
93.5
93.2
3.0
82.1
82.2
96.0
96,8
2.5
B2.D
96.7
96,5
2,5
71.5
82.2
83.0
72.5
84.0
84.6
75.2
88.7
78.2
Dl.9
90,8
95.2
81_.5
HQelENCLATURE:
0.d,,n,o.
,..
10'09.6"
•
t
84.2
t ;
C_ ;
(_ ;
o.
q"
o
80'04'
D • 100'
D " ]30'
0
10'09.6'
0
@
@
t
50'0¢'
10'04 )
4.8
74.8
89,5
90.8
5,2
87.6
91,0
4,3
4.0
78.8
78.3
B.O
91.0
90.0
91.2
5.3
4.7
91.1
91,2
3,6
79.0
92,0
92.6
4.9
93.8
94.5
3.4
82.9
.90.2
95.9
3.9
88.0
99.5
99.0
9.1
89.9
100,2
100.3
3,7
5.0
13.5
02,4
82.9
0.0
70.1
88.I
89.6
8.8
4.8
74.0
86.4
87,0
5.5
75.9
86,0
87.8
8.7
80.5
4,3
75.5
88.8
88.8
4.9
79.1
92.0
93.1
5.3
91,O
95.8
3,5
3,0
78.0
01.3
90.0
93,4
00,4
93.9
4.2
3,8
B0.4
US,]
92.8
97,5
93,3
97,3
4,8
4,0
9U.O
97.8
3.0
83.1
96.5
96.5
3,5
87.4
100.3
3.5
96.4
96.1
2.8
85.1
99.5
99,3
3.3
lO0.I
10'89,6"
,It,,,,,tpn,o,.
time (sec.) to first shift point
HIc 50' from track cenKerlfne 4' height
MIc 10' from truck centerllne, 4' helghc
HIc 10' from track centerIInn, 9.6" height
Meanof differences.
Standarddeviation of differences.
8_1n Size
R "
12.75
13.10
0.34
o ,
}7 .
1,33
38
1.24
37
0,50
38
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TRAFFIC SITIIATION
i FIGURE L-8 NOISE LEVELAS A FUNCTIONOF TIME AND DISTANCEFROM STANDING
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ESTIMATED
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ACCELERATION
TIME/DISTANCE
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MEASUREMENTS.
MOTORCYCLES
INCLUDEDARE: .i.'
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40 mphCommuting
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EGSite Type4
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13_
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ESTIMATED NOISE EMISSION LEVELS BASED ON ACCELERATION FROM
STANDSTILL TIME/DISTANCE MEASUREMENTS; 600-650 cc BIKES
:
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Distance(rt,)
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EST]IMTED
_14
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FROH ACCELERATION TIHE/DISTANCE
......."_1
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LEGEND:
& Site Type I
',
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2
i:
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40 mph Conrnuttng
O Site Type 3
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[_ Site Type 4
,
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NOISEEMISSION
LEVELS
8ASED
ONACCELERATION
FROH
'_
, .STANDSTILL
,
TIHE/DISTANCE
NEASUREI,
fENTS;450-550cc BZt_ES
,,
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ISO-NOISELEVELGRIDHASDEVELOPED
CONTROLLED
TESTCONDITIONS
USINGA
HONDA
CB550.
•
----
'
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-15
F
.
/
POINTSAREON-THE-ROAD
NOISELEVELS ,'_
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FROMACCELERATION
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TIHE,OISTA,O,
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i S,O.TO,C*CLESIN:L°DEO
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70
I
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130
ESTIMATED NOISE EMISSION LEVELS BASEDON ACCELERATIONFROM
....
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APPENDIX M
FRACTIONALIMPACTPROCEDURE
APPENDIX M
FRACTIONAL IMPACT PROCEDURE
An integralelementof an environmentalnoise assessmentis to determine
or estimatethe distributionof the exposed populatlonto given levels of
noise for given lengths of time. Thus, before implementinga project or
action, oneshouldfirst characterizethe existingnoise exposuredistribution
of the populationin the area affectedby estimatingthe number of people
exposed to differentmagnitudesof noise as describedby metrics such as the
Day-Night Sound Level (Ldn). Next, the distributionof people who may be
exposed to noise anticipatedas a resultof adoptingvariousprojectedalternatives should be predictedor estimated. We can judge the environmental
impact by simplycomparingthese successivepopulationexposuredistributions.
This conceptis illustratedin FigureM-I which comparesthe estimateddistribution of exposurefor the populationprior to inceptionof a hypothetical
project (CurveA) with the population distributionafter implementationof
the project(Curve B). For each statisticaldistribution,numbersof people
are simply plotted against noise exposure,where Li representsa specific
exposurein decibelsto an arbitraryunit of noise. A measureof noise impact
is ascertainedby examiningthe shift in distributionof populationexposure
attributableeither to increased or lessenedproject-relatednoise. Such
comparisonsof populationexposure distributionsallow us to determinethe
extent of noise impactin terms of changes in the numberof peopleexposedto
differentlevelsof noise.
The intensityor severityof a noise exposuremay be evaluatedby the
use of suitablenoise effects criteria,which exist in the form of doseresponseor cause-effectrelationships.Using thesecriteria,the probabillty
or magnitudeof an anticipatedeffect can be statisticallypredicted from
knowledge of the noise exposure incurred. Illustrativeexamples of the
differentformsof noise effectscriteriaare graphicallydisplayedin Figure
M-2. In general,dose-responsefunctionsare statistically
derivedfrom noise
effects informationand exhibitedas linearor curvillnearrelationships,
or
combinationsthereof. Although these relationsgenerallyrepresenta statistical "average"response,they may also be defined for any given population
percentile. The statisticalprobabilityor anticipatedmagnitudeof an effect
at a given noise exposurecan be estimatedusing the appropriatefunction.
For example, as shown in Figure M-2 using the linear function, if it is
establishedthat a number of peopleare exposed to a given value of Lj, the
* Adapted, in part, from Goldsteln,J., "Assessingthe Impactof Transportation Noise: Human Response Measures," Proceedln_sof the 1977 National
Conference on Noise ControlEn_Ineerln_.G. C. M_llnB (ed.),NASA LanBley
ResearchCenter,Hampton,Virginia,17-19 October1977, pp. 79-98.
M-1
i
LU
b
z
Magnitudeor Levelof Exposure,Li in dB
FIGUREM-I
.EXAMPLE
ILLUSTRATION
OF THENOISEDISTRIBUTION
OF
POPULATION
AS A FUNCTION
OF NOISEEXPOSURE
i
l
M-2
incidenceof a specificresponseoccurringwithin that populationwould be
statistically
predictedat 50 percent.
A more comprehensive
assessmentof environmentalnoise may be performed
by cross-tabulatingboth indices of extent (number of people exposed)and
intensity(severity)ef impact. To perform such an assessmentwe must first
statisticallyestimatethe anticipatedmagnitudeof impactupon each individual exposed at each given level, Li, by applying suitable noise effects
orlterla. At each level, Li, the impact upon all people exposed is then
obtainedby simplycomparingthe number of people exposedwith the magnitude
or probabilityof the anticipatedresponse. As illustratedin FigureM-I,
the extent of a noise impact is functionallydescribedas a distributionof
exposures. Thus, the total impact of all exposuresis a distributionof
people who are affectedto varying degrees. This may be expressedby using
an array or matrix in which the severityof impact at each Li is plotted
against the number of people exposed at that level. Table M-I presentsa
hypothetical
exampleef such an array.
TABLE M-I
EXAMPLEOF IMPACTMATRIXFOR A HYPOTHETICALSITUATION
Exposure
Li
Numberof people
,.
Magnitude or Probability
of Responsein Percent
1,200,000
4
Lt+ 1
go0,o00
10
Li+2
200,000
25
LI+ 3
50,000
50
Li+n
2,000
85
An environmentalnoise assessmentusually involvesanalysis,evaluation
and cemparlsonof many differentplanningalternatives.Obviously,comparing
multiple arrays ef population impact informationis quite cumbersome,and
subsequentlyevaluatingthe relatlveeffectivenessof each of the alternatives
generallytends te becomerathercomplexand confusing. These comparisonscan
be simplifiedby resortingto a singlenumber interpretation
or descriptorof
the noise envlrenment which incorporates both attributes of extent end
M-3
|
_
|
mlm
i
|
a
i
_ •
|
P
I
.
I
•Probability of Response
|
I
0suodsaEI_o apnz!u6elN
....................
•
| l
-
I, IP
• E:
¢.)0
,_,-J
=.
0 t_J
i.u
!
__ 1
intensity of impact, Accordingly,the NationalAcademy of Sciences,Committee
on Hearing,BioacousticsandBiemechanics(CHABA),has recommendeda procedure
for assessing environmentalnoise impact which mathematicallytakes into
accountboth extentand intensityof impact,* This procedure,the fractiona]
impactmethod, computes total noise impact by simply countingthe number of
peopleexposed to noise at differentlevelsand statisticallyweightingeach
personby the intensityof responseto the noise exposure. The result is a
single number value which represents the overall magnitudeof the impact.
The purposeof the fractionalimpact analysismethodis to quantitatively
define the impact of noise upon the population exposed. This, in turn,
facilitatestrade-offstudies and comparisonsof the impactbetween different
projectsor alternativesolutions. To accomplishan objectivecomparative
environmentalanalysis, the fractional impact method defines a series of
"partialnoise impacts"within a number of neighborhoodsor groups, each of
which is exposed to a differentlevel of noise. The partial noise impactof
each neighborhoodis determinedby multiplyingthe numberof people residing
withinthe neighborhoodby the "fractionalimpact"of that neighborhood,i,e.,
the statlstlca]probabilityor magnitudeof an anticipatedresponseas functionallyderived from relevant noise effectscriteria. The total community
impact is then determined by simply summing the partial impacts of all
neighborhoods.
It is quite possible,and in some cases very probable,that n_ch of the
noise impactmay be found in subnelghborhoods
exposedto noise levelsof only
moderatevalue. Although people living in proximityto a noise source are
generallymore severelyimpactedthan those people livingfurther away, this
does not imply that the latter should be totally excludedfrom an assessn_nt
where the purpose is to fully evaluate tllemagnitude of a noise impact.
People exposed to lower levels of noise may still experience an adverse
impact,even though that impactmay be small in magnitude. The fractional
impact method considers the total impact upon all people exposed to noise
recognizingthat some Individualsincur a signiflcantlygreaternoise exposure
than others. The procedure duly ascribes more importance to the more
severelyaffectedpopulation.
As discussed previously,any procedurewhich evaluatesthe impact of
noise upon people or the environment,as well as the health and behavioral
consequencesof noise exposureand resultantcommunityreactions,must encompass two basic elementsof the impactassessment. The impactof noise may be
intensive(i.e., it may severelyaffect a few people)or extensive (i.e,,it
may affect a larger populationless severely), Implicitin the fractionalizationconcept is that the magnitudeof humanresponsevaries commensurately
with the degree of noise exposure,i.e., the greaterthe exposure,the more
significantthe response. Anothermajor assumptionis that a moderatenoise
exposurefor a large populationhas approximatelythe same noise i_act upon
the entirecommunityas would a greater noise exposureupon a smaller number
of people. Although this may be conceptually envisioned as a trade-off
betweenthe intensityand extent of noise impact,it would be a misapplica_"Guidelinesfor PreparingEnvironmentalImpactStatementson Noise," Report
of Working Group 69, Committee on Nearing, Bioacousticsand Blomechanlcs,
NationalResearchCouncil,Washington,D.C., 1977.
M-5
tion of the procedureto disregardthose persons severelyimpactedby noise
in order to enhance the environment of a significantly larger number of people
who are affectedto a lesserextent. The fact remains,however,that exposing
many people t6 noise of a lower level would have roughlythe same impact as
exposinga fewer number of peopleto a greaterlevel of noisewhen considering
the impact upon the communityor population as a whole. Thus, information
regardingthe distributionof the population as a functionof 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. Noisecan:
o
cause damageto the ear resultingin permanenthearingloss
o
interferewith spokencommunication
o
disruptor prevent sleep
o
be as sourceof annoyance.
Other effects of noise are not as well documentedbut may beco_ increasingly
important as mere informationis gathered. They include the nonaudltory
healthaspectsas well as performanceand learningeffects.
It is importantto note, however, that quantitativelydocumentedcauseeffect relationshipswhich may functionallycharacterizeany of these noise
effectsmay be appliedwithina fractionalization
procedure. The functionfor
weighting the intensity of noise impact with respect to general adverse
reaction(annoyance)is displayedin Figure M-3.* The nonlinearweighting
functionis normalizedto unity at Ldn = 75 dB. For convenienceof calculation, the weightingfunctionmay be expressedas representingpercentagesof
impactin accordancewith the followingequation:
W(Ldn)
[3.364x 10 -6] [loo.103Ldn]
(M-I)
[0.2] [lO0'03Ldn]• [1.43 x 10-4] [lO0"08Ldn]
A simple linear approximationthat can be used with reasonableaccuracy in
cases where day-nightsound levels range between 55 and 80 dB is shown as the
dashedline in FigureH-3, and is defined as:
M-6
'1=
N.
Z
3.0 |'
L
_
2.5
2.0
_
1.5
_
1.0
.g
0.5
('
I
I
I
I
0
e
Q.
30
4'0
50
60
70
80
90
Oay.Night AverageSoundLevel- Decibels
FIGUREM-3
WEIGHTINGFUNCTIONFORASSESSING
THE GENERAL
ADVERSE
RESPONSE
TO NOISE
H-7
W(Ldn) : { 0.0_ (Ldn -55)fOrfor
LdnLdn
_<5555
(M-2)
Using the fractional impact concept, an index referred to as the
Level-Welghted 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:
LWP i = W(Ldn
i)X Pi
(M-3)
where LWPi i.s the magnitude of the impact on the populatlon exposed at
Ldni, W(Ldnl) is the fractional weighting associated with a noise exposure
of Ldni, and Pi Is the number of people exposed to Ldn iBecause 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
= LwP
i: W(Ld.
i)XPi
(.-4)
The averageseverityof impactover the entire populationmay be derived
from the Noise ImpactIndex (NIl)as follows:
LWP
NIl =_
(M-5)
In this case, NIl representsthe normalizedpercentageof the total population
who describe themselvesas highly annoyed. Another concept,the Relative
Changein Impact(RCI) is useful forcomparingthe relativedifferencebetween
two alternatives. This concept takes the form expressedas a percentchange
in impact:
RCI = LWPi - LWPj
LWP i
(M-6)
where LWPi and LWPj are the calculatedimpactsunder two differentconditions.
An example of the Fractionalimpact calculationprocedureis presented
in Table M-2.
Similarly, using relevant criteria, the fractional impact procedure
may be employedto calculaterelativechanges in hearing damage risk, sleep
disruption,and speechinterference.
*Terms suchas E_fvalent Population(Peq),and EquivalentNoise Impact(ENI),
have often been used interchangeably
with LWP. These indicesare conceptually
Identlcalto the LWP notation.
M-8
i
)
)
TABLE M-2
EXAMPLEOF FRACTIONALIMPACTCALCULATION
FOR GENERAL ADVERSE RESPONSE
(1)
(2}
(3)
(4}
(51
ExposureExposure
Range
Median
(Ldn)
(Ldn)
55-60
60-65
65-70
70-75
67.5
62.5
67.5
72.5
7S-BO
,,B
Pi
1,200,000
go0,ooo
200,000
50,000
W(Ldn)
W(Ldn)
(Curvilinear)
(Linear approx.)
0.173
0.314
0.528
0.822
0.125
0.375
0.625
0.875
1.202
112S
LWP
LWP
NIl
NIl
(B)
(71
LWP
i
LWP
i
(Curvilinear)
(Linear)
(Column (3) x(4))
207,600
282,600
105,600
41,000
(Curvilinear): 648,g20
(Linear) = 667,500
(Curvi]inear) : 648,920 @ 2,360,000 = 0.27
(Linear) = 667,500 _ 2,360,000 : 0.28
(Column (3) x (5)
150,000
337,500
125,000
43,750
APPENDIXN
NATIONALROADWAYTRAFFICNOISE EXPOSUREMODEL
APPENDIXN
NATIONALROADWAYTRAFFICNOISE EXPOSUREMODEL
This appendix contains a detailed discussion of the NationalRoadway
Traffic Noise ExposureModel. The discussionencompassesthe data, calculations, and assumptionsthat underliethe model. Focus is on those details
relevant to considerationsof noise emission standards for motor cycles.
This detailed discussion shows the interrelationof the data groups
presented in Table 5-6 (see Section 5). This interrelationcentersaround
people, and how all persons are distributedthroughout the United States.
Briefly, each person is assigned to one of the 33 pop/density"cells"of
Table 5-6. These cells are defined by (i) the total populationin the city/
town/area where that person lives, and (2) the population density in his
neighborhoodwithin his city/town/area. Then each person is matchedto all
the roadwayswithin his own pop/densltycell, and his total noise from the-s'e"
roadwaysis predlcted.
The discussionthat follows is based on Figures 5-12 through 5-15(see
Section 5}. The logic flow proceeds from vehlcles,to roadways,to propagation, to the noise level experiencedat each residentiallocationin the
United States. The analysiscontinueswith the sorting of all person/noise
pairs, and the conversion from noise levels to impact estimates. These
impact estimatesare then summedinto total, nationwidein,pact.
Full details and references to this discussion are included in the
single volume documentationreport of the National Roadway Traffic Noise
ExposureModel (Reference31).*
Detailsof Vehicles(Figures5-12 and 5-13, Key(_
).
The model contains14 vehicle types,as listedin Table 5-6. For each of
these vehicle types, the model uses for computationa set of noise emission
levels (ELs) that reflect operating modes, speed, and selected years.
Noise emissionlevelsmay also be entered for the regulatedvehicleof interest (or other vehicletypes, if appropriate).
A vehicle's emission level is a measure of its total noise output.
Technically,it is the noise level measuredat a positionperpendicular
to the
side of the vehicleand at a distanceof 50 feet.
The vehicleemissionlevel is a functionof vehicletype, operatingmode,
and vehiclespeed.
*Referencesare 11stedat the end of Section5.
N-I
_'_14
F _' 4
Emissionlevels = f(vehicletype, operatingmode,
speed, year)
(N-I)
I
L5
_w-
baseyear + 4 user-chosenyears
EquationN-1 shows the functionalrelationshipbetween emissionlevels
and the parametersupon which emissionsdepend. In other words, the noise
emissionsvary for each of the 14 vehicle types;for each vehicletype, noise
varies for each of the 4 operatingmodes;and for each mode, noise variesfor
each of the 5 grouped speeds, Since the idle mode has only one speed (zero),
this functionalrelationshipyields 16 emissionlevelsfor each vehicletype,
for a total of 224 emission levels.
These 224 emissionlevels are used to describethe averageemissionsof
each type of vehicleoperatingon roadwaysin specifiedyears.
The completeset of emissionlevelsusedwithin this regulatoryanalysis
appear in Table N-1 (Reference7). Each of the noiseemissionvaluesin this
table representsan energy-averagelevel. The energy average representsa
time average of the time-varyingemissionsfor vehicles acceleratingand
decelerating.In addition,each energy averageemissionlevel is derivedfrom
a level-averageemissionlevel and a standarddeviation,O',of the level about
that average. It is assumedthat the scatterof levelsamong all the vehicles
of each vehicletype is Gaussian,and thus the energy-average
emissionlevel
is computedas (Reference6):
Energy-averageEL = Level-averageEL + 0,115°-2
(N-2)
Again, as indicatedin equationN-I, sixteenemissionlevels are definedfor
each vehiclefor each of four selectedyears,
The future-yearemissionlevelsfor motorcyclesas a functionof regulatory option, speed, and mode appear in Table N-2. In this Table, baseline
accelerationdata are adjustedusing equationN-2. Conversionsto different
modes and speed ranges are accomplishedfollowingthe procedurespresentedin
Reference7.
In each year of interest,the model adds new vehiclesales to the vehicles already on the road, and depletesthe generalpopulationof vehiclesby
those that retire from service. Only the new vehiclesadded each year are
built to the reducedemission standard. For example,new motorcyclesadded
for the years 1975 through 1981 will have current-value
noise emissions,while
those introducedafter 1982 will have reducednoise emissions as shown in
Table N-2. In other words, all new vehiclesales conformto the regulated
limit in effectduringthe year of sale.
N-2
.....................
............
_ .......................................h,,
• _ , L . • 4 ..,
J
TABLEN-I
BASELINEVEHICLENOISE EMISSIONDATA*
(Source: Reference54)
Type l: Car/8-Cyllnder/Automatlc
Type 2: Car/6-Cylinder/Automatlc
Acceleration
Mode
Years>
' 1974 '
'
AccelerationMode
'
'
....--. .............
Years>
' 1974 . .....
'
... ........
'
......
'
" "T .....
..
"_'_;_'-;-_T_G';
.......
T.......
T.......
T.........
_Z_'_;_'T"_T_"T
.......
T......
T.......
:.......
0-30
0-40
0-60
0-60
' 61.50
' 63.10
' 64.90
' 66.60
i
'
'
'
,
'
'
'
,
'
'
'
,
'
'
i
0-30
0-40
0-50
0-60
'
6
'
'
62.50
63.90
65.50
67.10
'
'
'
'
'
,
'
'
'
6
'
'
'
'
'
I
Deceleration
Mode
Dece]erationMode
'
I
"Years>
' 1974
'
'
'
'
Years>
' 1974
'
T
'
"_'_;_";'_T_J;
.......
T.......
T.......
T.........
_I_'_'T--_T_--:
.......
T......
T.......
T.......
30-0
40-0
50-0
60-0
i 56.10
' 60.10
' 63.20
' 65.80
'
'
'
'
'
'
'
'
a
0
_
'
,
,
'
'
30-0
40-0
50-0
60-0
'
'
_
'
56.10
60.10
63.20
65.80
CruiseMode
'
'
'
'
'
'
'
'
'
'
"
'
'
'
'
'
Cruise Mode
"'_';G_':'_:
.......
:.......
:.......
:..........
_;_':'_"_.......
:......
:.......
:.......
25-34
36-44
45-54
>55
' 62,40
' 66.40
' 69.50
' 72.00
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
25-34
35-44
45-54
>550
'
'
'
'
62.40
66.40
69.50
72.00
'
'
'
'
IdleMode
"Years>
' 1974
'
'
'
'
'
'
'
'
'
'
IdleMode
'
'
........... ;'_T_':.......;....... :.......:..........
*Levelsat 50 feet from vehicle
'
'
'
'
Years>
' 1974
'
'
'
'
' 46.00 '
'
'
'
TABLEN-I (cont.)
Type 3:
..........
Car/6-Cyllnder/Manual
.............
........
Type 4: Car and Light Truck/4-Cyllnder/Automatlc
.. ..........
. ......
. ........
......
......
AccelerationMode
Years)
' 1974 '
.... .......
..----....
......
.........
AccelerationMode
'
'
'
Years)
_ 1974
'
'
'
'
.....................................................
0-20 MPH ' 60,30 '
'
'
'
M_rI_'-_';'"_'-'"'62.gD
u-_u
.............................
•
T
•
T
0-30
' 62.50 '
'
'
'
0-30
' 64.30 '
0
,
0-40
' 64,00 '
_
'
'
0-40
' 66.40 _
'
'
'
0-50
m 65.60 '
'
'
'
0-50
' 66,60 '
'
_
'
0-60
' 67.20 '
'
_
'
0-60
' 68.00 '
'
'
'
DecelerationMode
Years>
L
DecelerationMode
' 1974 _
'
'
_
Years)
' 1974
'
'
'
'
20-0 MPH ' 50.50 '
30-0
' 56.10 '
40-0
' 60.10 '
,50-0
' 63.20 '
6D-0
' 65.80 '
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
20-0MPH
30-0
40-0
50-D
60-0
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
'
60.50
56.10
60.10
63.20
65.80
CruiseMode
'
'
Cruise Mode
"'_';;_-'"_Q'_G',
.......
•.......
;.......
;..........
_'_','-_'_o",
.......
•......
;.......
•.......
25°34
35-44
45-54
>55
'
'
'
'
62.40
66.40
69.50
72.00
'
'
_
'
i
t
'
'
,
,
'
'
,
,
'
'
25-34
35-44
45-54
>550
'
'
'
'
62,40
66.40
69.50
72,00
'
'
'
'
Idle Mode
'
'
'
'
'
'
'
'
Idle Mode
";e;;;;"";-[_F;;';
.......;.......;.......;.......
' 46.00 '
'
'
'
'
'
'
Yeara>
'1974 '
'
'
' -"-'
' 46.00 =
'
'
'
'
TABLE N-1 (cent.)
Type 5:
......
Car and Light Truck/4-Cylinder/Man=Jal
........
....
......
.
........
.........
Type6:
LightTruck/6-Cylinder
....--..
l
AcceleratlonMode
......
......
Years>
....
.....
....._.
AccelerationMode
.............
' 1974 '
'
'
....
..........
'
.........
........
Years>
'
'
0
..........._.....
1974
_
........
'
I
....--
'
'
'
.....................................................
O-gO MPH ' 62.60 '
'
'
'
OZ20"MPH'T'-63T30
......................
;
T
:
T.......,
0-30
' 64.60 '
'
'
'
0-30
' 65.10 i
,
,
,
t
0-40
' 65.90 i
,
,
,
0-40
' 66.50 '
'
'
'
'
0-50
' 67.30 '
o
,
,
0-50
' 68.20 i
,
,
,
,
0-60
* 68.70 _
'
'
i
0-60
' 69.90 '
l
,
,
,
I
......-..................__..-.-....._...
..........
...__.......
.........
..-......
....
.....
.....
..o.....
4
DecelerationMode
"Years>
20-0 MPH
30-0
40-0
50-0
60-0
' 1974 '
'
'
*
'
'
51.70 *
57.30 '
61.30 '
64.40 6
67.00 a
'
'
'
,
6
Deceleration
Mode
'
'
Years>
' 1974
'
'
'
,
*
'
'
*
,
,
20-0 HPH'
30-0
*
40-0
'
50-0
_
60-0
'
53.40
59.00
63.00
66.10
68.70
Cruise Mode
"'"""""
Years>""""
' 1974
""°-'"''""-"
'
<25 MPH
25-34
35-44
45-54
>56
'
o
'
_
i
61.00 '
63.60 '
67.60 '
70.70 '
73.20 i
'
'
'
'
'
'
'
'
'
_
'
'
'
,
'
'
'
'
i
'
'
'
'
0
CruiseMod_
"''''""-'-'"'''"'''
'
'
i
°
'
6
'
°
_
'
,
'
,
_
'
,
"-"'''"Years>"
""--''''"
1974 ""-'"-''"
<25 MPH
25-34
35-44
45-54
>550
'
'
'
'
'
62.70
65.30
69.30
72.40
74.90
_
'
'
6
i
Idle Mode
Years>"
i
' 1974
Years>
'
'
,
'
i
,
""''''"--''''"--'
'
'
°
_
,
,
'
a
'
,
,
'
'
'
'
'
'
'
'
Idle Mode
'
' 46.00 '
'
e
'
'
'
1974
'
' 46.00 i
TABLE N-I (cont,)
Type 7:
Car and Light Truck/glesel
Type B: Medium Trucks
#
AccelerationMode
Accelerat|onMode
'
e
Years>
' 1974 '
'
_
J
0-20 MPH ' 65.30 _
0-30
' 66.70 '
0-40
' 67.50'
0-80
' 68.40 '
0-60
' 69.40 '
'
'
6
'
'
'
.
'
'
'
,
'
Years)
0-20 HPH
0-30
0-48
O-SO
0-60
DecelerationMode
Years>
i
Years>
.. ......
"20-0 MPH'-"52.30"
30-0
' 57.90 '
40-0
' 61.90 '
50-8
' 65,00 '
60-0
' 67.60 '
......
.
T
,
'
'
'
'
'
i
'
'
75.10
75.10
?5.60 0 ?5.60 i
76.20' 76.20'
76.B0 ' 76.80 '
?7.?0 ' 77.70 '
.......
;
i
'
_
_
.......
' 1974 '"
'
'
74.80
?5.30 '
?5.90'
76.60 '
77.50 '
0
'
'
'
'
;
,
'
'
'
' 1974
' 1978 ' 19
--...--...----.--......--..--......--..--.----..--.--....--.--.--...''
20-0 MPH
30-0
40-0
50-0
60-0
' 65.88 ' 65.80 '
' 70.00 4 70.00 '
73.00 ' 73.00 '
' 75.10 ' 75.10 '
' 76.80 ' 76.80 '
CruiseMode
Tears>"
1978 ' 1982 _
DecelerationMode
' 1974 '
.......4..--....
' 1974 ''
65.50
59.80
72.70
74.90
76.70
'
'
'
'
_
'
*
'
'
'
Cruise Mode
•'
'
Years>
i 1974 "" 19_8 -" 1982" _......_.......
;_;_; ;";IT;G
"_.......
;.......
;.......;.......
................................
<25 MPH ' 77.20 ' 77.20 ' 76.90 '
'
.....
25-84
35-44
45-54
>55
i 64.20
i 68.20
= 71,30
' 73,80
'
'
'
'
'
'
'
'
'
'
'
_
'
'
'
'
25-34
35-44
45-54
>55
' 77.20
' 78.10
' 80,20
' 81.70
' ?7.20 ' 76.90 '
' 78.10 ' 77.90 '
_ 80.20 ' 80.00 '
' 81,70 ' 81.60 *
'
'
'
..........--.....--.--.......................------....
IdleMode
";;;;;;....;'_;": .......;.......;.......;.......
' 46.00 _
IdleMode
Yeare>
"' _974
"" 1_78
:" _9;_":
......:......
54.00
' 54.08 '
64.00 '
TABLE N-I (cont.)
Type 9: Heavy Trucks
Type 10: IntercltyBuses
AccelerationMode
Years>
'1974
AccelerationMode
' 1978-'T-1982
"'T.......
;.......
Years>
T-'_;_-'-T--[_'T"[_--T"_";
.......
....................................................
0-20 MPH ' 82.70 ' 78.90 ' 75.90 '
,"
o_20"MPH'T--8_T60";-_TTBO'T'_4TBo--T'_ .........
:
0-30
i 82.80 j 79.10 o 76.30 '
'
0-30
' 82.00 ' 78.30 ' 75.30 ' 72.40 '
0-40
' 83.00 ' 79.60 ' 77.10 '
'
0-40
' 82.30 ' 78.60 ' 75.80 ' 73.20 '
.0-50
' 83.40 ' 80.40 _ 78.40 '
'
0-50
' 82.60 ' 79.00 ' 76.50 ' 74.30 '
0-60
' 84.00 * 81.50 ' 80.10 '
'
0-60
' 82.80 ' 79.60 ' 77.40 ' 75.60 '
DecelerationMode
DecelerationMode
........................
Years_
' 1974 ' 1978 .......................................................................
T
Years>
20-0 MPH
30-0
40-0
50-0
60-0
'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 '
'
'
'
'
'
' 1974
Cruise Mode
.......;.........
..
T';;T;;
' 83.40
' 84.20
' 85.70
= 86.80
T
'
'
'
=
;iT;;
80.00
81.50
83.70
85.60
T ;;To;
' 77.70
' 79.90
' 82.60
= 85.00
' 1987
-'20-O'MPH''"68.10""'64.50-'-61.80''"59.30""-'"--'"
"-"
"""----"
"'"-"
30-0
' 71.40 ' 68.10 ' 65.70 ' 63.80 '
40-0
' 73.80 ' 70.80 ' 68.90 ' 67.40 '
50-0
' 75.60 ' 73.00 ' 71.50 ' 70.50 '
60-0
' 77.10 ' 75.00 ' 73.90 ' 73.20 '
Cruise Mode
;;; ;;
25-34
35-44
45-54
>55
' 1981 ' 1985
T
'
'
'
i
:
'
'
'
,
;;;;;;'--;";;;;"-;-[;;7';'[;;;'";";;;T'; .......
<25 MPH '
28-34
'
35-44
'
45-54
'
>55
'
76.00
76,00
78.40
80.20
81.70
'
'
'
'
'
72.40
73,00
75.90
78.30
80.50
'
'
'
'
'
69.60
71,00
74.50
77.40
80.00
'
'
'
'
'
57.10
69.60
73.50
76.80
79.70
'
'
'
*
*
................--.--.........------....__
Idle Mode
Idle Mode
=
Years
...........
1974 '1878
' 1982 '
'
Years>
.......;..................
=.==
_
..mR
_
.._
.
' 1974---"1981"'"1985""'--1987""
.......
TABLE N-I (cont.)
Type 11: Transit Buses
Type 12: SchoolBuses
AccelerationMode
. ...............
Years>
.....
........
AccelerationMode
...--...........--..--.
....
' 1974 ' 1981 ' 1985 ' 1987 _
. .......................
Years>
..--.........
' 1974
' 1981 ' 1985
............
.....
' 1987
'
"_'_O'_PH'''-_i-Go'T';_'O0
"-__0-"
F__-;
..................
.........
.......
........
........
.......
0-20 MPH :
77.60 "
77,60 ;
74.80 "
71.80 ;
0-30
0-40
O-SO
0-60
' 81.00 ' 81.00 '
' 81.10 4 81.10 *
o 81.20 ' 81.20 '
' 81.50 ' 81.50 i
78.20
78.40
78.70
79.20
' 75.30 '
' 75.60 '
i 76.20 '
' 77.10 i
0-30
0-40
0-50
0-60
' 78.10 ' 78.10 '
' 78.40 ' 78.40 '
' 78.90 ' 78.90 =
6 79.40 ' 79.40 '
OeceleratlonMode
' 67.80 ' 67.80 '
o 70.60 4 70.60 _
_ 72.90 ' 72.90 '
' 74.70 ' 74.70 *
65.60
68.90
71.50
73.70
' 63.80 i
' 67.50 '
' 70.50 '
' 73.10 6
30-0
40-0
50-0
60-0
'
'
'
'
67.80
70.60
72.90
74.70
73.00
75,80
78.10
79.90
*
'
'
_
73.Q0
75.80
78.10
79.g0
'
_
_
_
71,10
74.50
77.30
79.60
' 67.80 '
' 70.60 _
J 72.90 _
' 74.70 '
65.60
68.90
71.50
73.70
' 63.88 '
' 67.80 '
' 70.50 '
' 73.10
Cruise Mode
";;;;_;'"':'_;F;";_;;_";'_;;;";'_;T'.........
'
*
'
*
'
'
=
'
Y;;;_;"-:"i_F;'--_;;[--;-_;;;--_;T':
.......
Cruise Mode
25-34
35-44
45-54
>55
' 72.40
_ 73.20
' 74,30
' 75.60
DecelerationMode
"Y;;;_;
.....-_;F;",_;_";'_;;";'_;;T-.........
30-0
40-0
5O-O
60-0
75.30
75.80
76,50
77.40
_
'
_
'
59.60
73.60
78.80
79.50
'
'
'
_
Y;;;_;'--;"_F;"';-_;;_".'-_;_;";_;T";
.......
25-34
35-44
45-54
>55
Idle Mode
...........:::::::::::::::::::::::::::::::::
..................
'
'
'
'
73.00
75,88
78.10
79.90
'
'
'
_
73.00
75.80
78,18
79.90
_
'
_
'
71.10
74.50
77,30
79.60
m69.60
' 73,60
* 78,80
' 79.50
'
Idle Mode
-- ;;.;;-;';;';o'.';;';;":';;T_":
.......
TABLE N-1 (oont,)
Type 13: UnmodifiedMotorcycles
Type 14: ModifiedMotorcycles
I
AccelerationMode
Acce]eratlonMode
I
l
-_--"--.ears>
"''"'1974"'"
_'--'''''-''-''''-'''''
'
' """'......
"
"
-""''"'--'-'''"-''"'"'-'-"'-''"-'"-'Years>
' 1974 '
'
'......
"'
"_:_';;;-:'i_T;-';
.......
:
.......
:'.......
T
.........
_:_'_;;':";_T;_-':
.......
:
......
;
.......
:.......
0-30
o 73.9 '
'
'
0-30
' 89.10 '
'
'
0-40
0-50
0-60
' 74.4 '
' 74.7 '
' 74.9 '
'
'
J
o
'
'
,
0-40
0-50
0-60
'
DecelerationMode
' 89.60 '
' 89.90 '
' 90.10 '
'
'
'
'
'
'
'
DecelerationMode
";;;_;'"';i_;";
.......
:.......
;.......
;.........
_;;_;";-'_;--';
.......
:......
:.......
;.......
"_G:G';;_":';iT;_-;
.......
:
.......
:
.......
;
.........
_G:_'_;;':-'_Z_;":
.......
;
......
;
.......
:
.......
30-0
' 65,90 '
'
'
'
30-0
' _.i0 '
'
'
'
40-0
50-0
60-0
* 69.00 '
' 71.40 '
' 73.40 *
'
'
'
*
*
i
'
'
,
40-0
50-0
60-0
' 83.20 J
' 85.60 J
J 87.60 '
Cruise Mode
'
'
i
'
'
*
'
*
,
Cruise Mode
"';;;'_;;";';;;;;';
.......
;
.......
:
.......
;' ..........
;;;';;_';--;;S;-;
.......
;
......
;
.......
;
.......
2_-34
' 71.30 '
'
'
25-34
' 85.40 '
'
'
'
35-44
45-54
>55
' 74,40 '
' 76,90 '
' 78.90 '
'
'
'
_
'
_
'
'
'
Idle Mode
Years>
' 1974 '
'
35-44
45-54
>55
' 88.60 '
' 91,10 '
' 93.10 '
'
'
'
' Years>
'
'
'
'
'
'
'
'
'
'
'
Idle Mode
' 1974
'
'
...........
;;_T;_':
.......
;.......
;.......
;.......................................
'
' 72.00 '
_
'
'
'
"ill II
TABLE N-2
NOISE LEVELS FOR STREETMOTORCYCLESUNDER
REGULATORYALTERNATIVES
ACCELERATION
MODE
REGULATORY
LEVELS
(A-Welghted)
BASELINE
83 dO
80 dB
78 dB
75 dB
6B dB
Speed Range
0-20 MPH
0-30
0-40
O-DO
0-50
72.30
73.90
74.40
74.70
74.90
71.60
73.10
73.60
73.90
74.10
68.50
70.10
70.60
70.90
71.10
66.50
68.10
68.60
68.90
69.10
63.50
65.10
65.60
65.90
66.10
53.10
65.10
55.60
55.90
56.10
DECELERATIONMODE
REGULATORY
LEVELS
(A-Weighted)
BASELINE
83 dB
80 dB
78 dB
76 dB
65 dB
Speed Range
20-0MPH
30-0
40-0
50-0
60-0
61.50
65.90
69.00
71.40
73.40
60.7D
66.1D
68.20
70.60
72.60
57.70
62.10
65.20
67,60
69.60
55.70
60.10
63.20
65.60
67.60
52.70
57,10
60.20
62.60
64.60
42,70
47.10
50.20
52.60
54.60
CRUISEMODE
REGULAI_O-RY '
LEVELS
(A-Weighted)
BASELINE
83 dB
80 dB
78 dB
7B dB
65 dB
Speed Range
<25 MPH
25-34
35-44
45-54
>55
66.90
71.30
74.40
76.90
78,90
66.10
70.50
73.60
76 10
78.10
63.10
67.50
70.60
73.10
75.10
61.10
65.50
68.60
71.10
73.10
58.10
62.50
65.60
68.10
70.10
48.10
52.50
55.60
58.10
60.10
83 _B
80 dB
78 dB
75 dB
66 dB
58.30
55.30
63.30
50.30
40.30
IDLE MODE
REGULATORY
LEVELS
(A-Wel_hted)
BASELINE
58.90
N-IO
The sales rate and the vehicledepletionrate are discussedfurther in
the followingsubsection.
In addition to noise emissionlevels, the model considersthe fraction
of time each vehicle spendsin each of the four operatingmodes. These mode
fractionsalso dependupon the roadwaytype, as shown in equationN-3.
Fractionof
_only
i0
F
4
time in mode =f(vehicle type, operating mode,
roadwaytype)
L
iN-3)
) only2
The functional relationshipin equation N-3 yields BO values. These
values are containedIn 14 tables,one of which is includedhere as Table
N-3. Specifically,Table N-3 documentsthe mode fractionsfor both modified
and unmodified motorcycles. The remainderof the tablesare contained in
Reference 31. This informationcontainedin all 14 tableswas extrapolated
from References33 and 34.
It should be noted that the mode fraction does not vary for all 14
vehicle types. Similarly,as shown in Table N-3, it does not vary for all of
the roadway types,but regroupsall roadwaysinto two groupsfor this purpose
(roadways1, 2, and 3 androadways4, g and 6).
Details of Roadwa_(Figures5-12 and g-13, Key (_))
The model contains6 roadway types,as listedin Table5-6. For each of
these roadwaytypes,themodel containssix specificpiecesof data:
o
o
o
o
o
o
i
,!
)_
Fractionof mileageat each speed range
Average daily traffic
Traffic mix
Lane width
Number of lanes
Clear-zonewidth
In actual fact, each roadway has a wide range of speedsassociatedwith
it. Althoughvehicle speedsvary on each roadwayfrom momentto moment, the
programconsidersonly theaverage speed for any given segmentof roadway. In
other words, within each population area the program distributesall the
mileage of a given typeof roadwayinto the five speed groups,based upon that
mlleage's average speed, The result is the fraction of roadwaymileage in
each of the five speed groupsfor each populationarea.
These fractionsof mileage contain only those miles that pass through
occupied land areas. Other mileage is excluded before distributioninto
speed groups, This mileage exclusionwas computed using Figure A.2.2 of
Reference31.
N-11
TABLE N-3
Mode Fraction(Percentof Time) in OperatingMode: Motorcycles
OPERATING MODE
Acceleration
Deceleration
Cruise
Idle
total
Roadway
Type
M=I
M_2
M=3
M=4
zI
_
4.70
5.36
88.88
1.06
100.00
N
2
4.70
5.36
88.88
1.06
lO0.OO
3
4.70
5.36
88.88
1.06
lOO.OO
4
15.40
16.00
55.10
13.50
100.00
5
15.40
16,00
55.10
13.50
100.00
6
15.40
16.00
55.10
13.50
I00.00
RoadwayType I
RoadwayType 2
RoadwayType 3
ReadwayType 4
RoadwayType 5
RoadwayType 6
_ InterstateHighway
Freewaysand Expressways
= Major Arterials
= Minor Arterials
= Collectors
= Local Roadsand Streets
Next, the program multiplies these mileage fractions by the total
mileages,to obtain the number of miles of that roadway type in the given
sp_edgroup on a nationalbasis.
5
6
Number of miles In
_
F"
a given speedgroup = f(speedgroup,roadway type,
population,populationdensity)
(N-4)
L, L,
This allocationof roadwaymileage by speed group is also a functionof
the two populationgroups shown in equationN-4. These populationgroupsare
discussedfurtherbelow.
In all, this functionalrelationshipylelds 216 values for each speed
group, for a total of IOBO values. The complete set of values is contained
in a set of 20 tables(Reference31, Table A.3.2), two of which are included
here in Table N-4.
A partlalsummaryof these20 tablesappearIn Table N-5. In thls table,
the total roadway mileage through occupiedland is split by populationand
roadway type. Informationconcerningspeed grouping and groupingby population density is not presented in Table N-B, although included in the 20
tables.
Next, the programcontainsaveragedaily traffic for each of the roadway
types.
Averagedaily
_-_type,
6 place popu
_i ation,
9
traffic
= f (roadway
(N-g)
year)_ base year + 8 selectedyears
For the baseline year, this functionalrelationshipyields 54 values
(Reference35). These are presentedin Table N-6.
Each of these traffic values is then further divided by vehicletype.
The resultingtrafficmixes are presentedin Table N-7 (References47, 49 and
52).
_- only B i,-_6
1974 Trafficmix = f(vehlcletype, roadwaytype,
population)
(N-6)
_,-,_only4
U
N-13
_---
........
_
.............................................
........
C
TABLEN-4
ROADWAY
MILEAGE
DATA
AVERAGE
TRAVELSPEED20 MPH
IO = i
HIGHPOPULATIONDENSITYAREAS
K= I
2
3
4
5
6
All K
J = i
2
3
4
5
6
7
8
9
0
0
0
0
0
O
0
0
0
3
7
I
3
5
5
1
3
0
16
21
4
17
24
29
6
27
0
41
71
II
45
58
67
14
59
8698
37
71
12
42
61
69
15
63
6159
94
172
31
Li9
149
171
33
140
215859
191
342
59
226
297
3_1
69
292
230716
ALL J>
0
28
144
9064
B529
216768
232533
ID = 2
MEDIUMTO HIGH POPULATIONDENSITYAREAS
K= I
2
3
4
5
6
All K
J _ i
2
3
4
5
5
7
8'
9
6
1
1
7
2
1
1
1
0
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
5090
974
459
4799
1390
1159
1050
1675
0
ALL J>
20
239
1348
3381
3281
8327
16596
J 1 O 2 3 =
J 4 0 5 J 6 •
7 •
J 8 •
J 9 -
Population over 2 million
1M to 2 M
500K to 1 M
200K to 500K
lOOK to 200K
50K to lOOK
25K ¢o 50K
5K ¢0 25K
Rural
(M)
N-14
K
K
K
K
K
K
1
2
3
4
5
6
=
=
=
=
=
=
Interstate Highways
Freewaysand Expressways
Major Artertals
MinorArterlo]s
Collectors
Local Roadsand Streets
TABLE g-5
Distributionof RoadMileage. AverageDaily Traffic(ADT) and Daily
VehicleMiles Traveled(DVMT) by Place Size (J) and RoadwayType (K)
ROADWAYTYPE
•
" OTHER E_NAY _
' INTERSTATE • & EXP'WAY "
MAJOR
ARTERIAL8 •
MIN0R
4
•
ARTERIALS
COLLECTORS '
LOCAL
............
=-_TT;T!
.......
_7;_
-=
.......
_7_;;
"=
.......
;7;_i
"=
......
_;_;=
......
i_;;'=
......
;;_;_>2M * AOT
74.866 •
66.470 _
18,768 "
9,315 _
3,783 _
1,129
•
to
2M
DVMT
* ADT
* gVMT
' 149,5B2,268• 116.256,030" 185.D71,248_ 131,369,445• 48,626.682* 95,114,D63
*
60.228 •
32,548 •
' 112,566,132• 49,700,796*
17,397 '
6,898 •
3.496 _
656
89,698,932_ 70,490.662* 36,036.768* 42,428,768
_;_-:"GTT;T':
.......
IT;_
-=
.........
_;_=
.......
;_;;:
.......
;_;_g-:
.......
_T_;
=......
;_;;;"
_o * ADT
"
46,997 •
34,036 _
16,359 "
8,045 "
3,760 *
672
1M *
DVMT
'
69,414,56g*
25.152,604•
65,992.208•
50,844.400_ 27.034,400 * 31.897,152
_g_':_TT;;"= ......._;;= ......._7_;-=.......;_;;;=.......;_;_-=......._;;_'=......i;_;_to * ADT
*
5OOK* DVMT *
40,367 •
70,359,681 *
28,812"
31,001,712 *
16,029 •
89,217,414 *
8,470 •
3.812 •
839
75,579,430 * 30,103,364 • 48,873,428
to *
280N *
ADT
"
32,190 "
DVMT "* 27,49D,260 "
22,984 "
18,456,152 •
14,984 •
5?,352,943 •
7,301 •
40,170,102 •
3,287 •
649
18,781,918 " 23,816,363
•
5OR*
to *
lOOK *
Miles *
ADT
_
DVMT
512 *
21,913 *
11,219,486 •
600 "
19,971 *
11,982,600 *
3,335 •
12,376 •
41,273,960 •
4,445 •
6,057 *
26,923,365 •
4,534 "
29,284
2,917 •
645
13,225,678 _ 18,888,180
•
•
25K *
to •
5ON*
Miles "
AOT
_
DVMT •
397 "
23,251 "
9,230,647 *
447 _
16,875 _
7,543,125 '*
4,282 *
11,384 '
48,746,298 *
5,377 _
8,828 •
33,454
5,430 •
2,484 _
631
29,197,110 • 14,478,782 • 21,109,479
"
5K "
to *
28K *
Ml|es "
ADT
•
DVMT *
8g9 "
18,206"
16.367,144*
1,099 _
13,244"
13,343,016_
•
'
" Rural"
•
9,652 •
12,124 •
13,130 •
75,431
8,922 •
4.255 •
1.946 "
495
86,115,144• 61,587,620• 25,550.980• 37,338,345
Miles *
31,744 "
85,716 _
155,547 _
435,517 •
307,917 •
1,942,733
ADT
*
13,700 "
4,623 _
2,523 _
699 •
370 •
go
DVMT " 434,892,800 _ 396,265,068 _ 392,445,081 * 387,174,613 • 113,929,290 • 190,387,834
Note: AOT-DVMT/Milesis the derivedquallty.
TABLE N-6
AverageDaily Traffic (AOT)
By RoadwayType (R) and Place Size (J)
BaselineYear 1974
K=I
2
3
4
5
6
J=l
74866
66470
18768
9315
3783
1129
2
60228
32548
17397
6898
3496
656
3
46997
34036
16359
8045
3760
672
4
40367
28812
16029
8470
3812
839
5
32190
22984
14984
7301
3287
649
6
21913
19971
12376
6057
2917
645
7
23251
16876
11384
5430
2484
631
8
18206
13224
8922
4255
1946
495
9
13700
4623
2523
889
370
98
J 1 - Population over 2 mtllion
J 2 = 1M to 2 M
J 3 = 500K to I M
4 = 200K to 500K
J 5 = 100K to 200K
6 - 5_K to lOOK
J 7 - 25K to 50K
JJ 8
9
_ Rural
5K to
(M)
25K
N-16
K
K
K
K
K
K
1
2
3
4
5
6
=
=
=
=
=
=
Interstate
Highways
Freeways and Expressways
Major Arterials
Minor Arterlals
Collectors
Local Roadsand Streets
TABLE N-7
PercentageVehicleMix in TrafficFlow by Place Size
and FunctionalRoadway Classification
BaselineConditions
URBAN PLACESSIZES: Over 2M; IM-2M;50OK-IM
VEHICLETYPE
ROADWAYTYPE (INDEXK)
Light Vehicles
87.62
87.62
91.82
9D.52
90.51
95.76
MediumTrucks
2.11
2.11
3,05
4.31
3.61
1.16
Heavy Trucks
9,17
9.17
4.03
3.11
3.82
0.99
IntercityBuses
0.03
0.03
0.03
0.00
0.00
0.00
TransitBuses
O.OB
0.08
0.08
0.54
0.54
0,54
School Buses
0.00
0.00
O.OO
0.02
0.02
0.02
Unmodified
Motorcycles
0.88
0.88
0,88
1.32
1.32
1,32
0.12
100.00
0,12
100.00
0.12
lOB.DO
0.18
100.00
0.18
100.00
0.18
100,00
Modified
Motorcycles
URBAN PLACESSIZES: Over 200K-5OOX;100K-20OK;50R-IOOK
VEHICLETYPE
ROADWAYTYPE (INDEXK)
I
2
3
4
5
6
Light Vehicles
87,64
87.64
91.84
90.71
90.70
95,98
MediumTrucks
2.11
2.11
3.05
4.31
3.61
1.16
Heavy Trucks
9.17
9,17
4.03
3.11
3.82
0.99
Interctty
0.04
0.04
0.04
0.04
0,04
0.04
Transtt Buses
0.04
0.04
0.04
0.30
0.30
0.30
School Buses
0.00
0.00
0.00
0.08
0.08
0.08
Unmodified
Motorcycles
0.88
O.BB
0,88
1,32
1.32
1.32
0,12
0.12
100.00
O.1B
100.00
0.18
100.00
0.18
Buses
Modified
Motorcycles
0.12
100.00
_
e
NOTE= Some columns do not add up to exactly 100 because of rounding
1 K
K 32 :
Interstate
Highways
Freewws
and Expressways
Major Artertals
K 4 = Minor ArteHals
KB
K
6 --
Collectors
Local Roads end Streets
TABLEN-7 (cont.)
Percentage Vehicle Mix in Traffic Flow
by Place Size and Functional Roadway
URBANPLACESSIZES: 25K-50K; 5K-25K
VEHICLETYPE
ROADWAYTYPE (INDEXK)
1
Light Vehicles
87.67
2
87.67
3
4
91,67
90,34
5
90,33
6
95.61
MediumTrucks
2.11
2.11
3.05
4.31
3.61
1.16
HeavyTrucks
9.17
9.17
4.03
3.11
3.82
0.99
IntercityBuses
0.03
0.03
0.03
O.OO
O.00
O.OO
TransitBuses
0.05
O.OB
0.05
0.21
0,21
0.21
SchoolBuses
O.OO
O.OO
O.OO
0.52
0.52
0.52
Unmodified
Motorcycles
0,88
0.88
0.88
1.32
1.32
1.32
0.12
tOO.DO
0.12
100.00
0.12
100,00
0.18
100.00
0.18
100.00
0.18
100.00
Modified
Motorcycles
RURAL AREAS
ROADWAYTYPE (INDEXK)
Light Vehicles
MediumTrucks
Heavy Trucks
1
2
79.67
79.67
2.74
2.74
3
4
5
6
85,78
88.27
93.33
96.74
3.80
4.39
0.56
0.41
16.16
16.16
8,99
5.14
3.91
0.65
0.24
0.24
0.24
O.O0
0.00
0.00
Transit Buses
0.00
O,OO
0,00
0.00
0,00
0,00
School Buses
0.19
0.19
0,19
0.70
0.70
0.70
Unmodified
Motorcycles
0.88
0.88
0.88
1.32
1.32
1.32
0.12
100.00
0.12
100.00
0.18
0.18
100.00
Interctty
Buses
Modified
Motorcycles
_
0.12
_
0.18
_
"NOTE:Somecolumnsdo not add up to exactly 100 because of rounding
N-I8
These data are sufficientto definevehicle mix for the baselineyear
1974. To predict future-yeartrafficmixes,however,a breakdownof vehicles
by their year of productionis carried out. This breakdownresides within
the computer program, and appears here as Tables N-8 and N-g _see Figure
A-¢.2 of Reference31, derived from References47 and 48). Table N-8 provides vehicle informationin six vehiclegroups, while Table N-9 further
subdivides these groups into the total of 14 as illustrated in equation
N-7.
1974 vehiclemix = f(vehicletype,modelyear)
(N-7)
The average daily traffic is also derivedfur futureyears. First we
account for new vehicles sold each year that increase the average daily
traffic.
Vehiclesales
_only 4
_ 40
= f(vehicletype, year)
(N-B)
This functional relationship illustratedby equation N-8 represents
growth factorsrelativeto sales in 1974 (seeFigureA-4.2 of Reference31 for
growth factors of vehiclesother than buses, derivedfrom References47 and
4B).
i
i
:
t
i
The projectednumber of motorcyclesales used in this regulatoryhealth
and welfareanalysisare discussedin Section8 of the main text.
For futureyears, the average daily trafficis also depletedas shown by
equation N-9 by those vehicles that retirefrom service (References47 and
48).
Percentageof
C only 2
_20
vehiclesretiring= f(vehicletype,vehicleage)
(N-g)
Examplesof this depletionrate are contalnedin AppendixG of Reference31.
Table N-t0 presentsvehicle populationby type for each year. This table
takes into accountvehiclesales and depletionrates.
In summary,average daily traffic flow plus vehiclemix starts at the
1974 values (baseline)for each roadway (equationsN-5, N-6, and N-7). Daily
traffic flow grows according to new-vehiclesales (equationN-8), and is
depleted by the number of vehiclesretiring(equationN-g). As the traffic
changes in this manner, all new-vehiclesales consist of noise-regulated
vehicles-- where such vehicleshave been specified(equationN-I).
N-19 .
TABLE N-8
Base]ine Year (1974) Vehicle Population
by Model Year and Vehicle Category
Model
Year
Light
Vehicles
Trucks
Intercity
Buses
Transit
Buses
School
Buses
Motorcycles
1974
13,9591524
447,576
1,479
12,571
58,226
983,000
1973
14,599,524
457,770
2,246
6,706
47,511
1,120,000
1972
13,145j920
387,705
1,886
4,819
38,378
928,000
1971
11,107,210
281,879
1,084
3,319
28,263
802,000
1970
11,003p084
274,759
13,905"
42,057*
184,460"
541,000
1969
11,161,141 291,911
290,000
1968
I0,274p987
229,451
155,000
1967
8,581,706
211,166
72,000
1966
8,461,220
211,814
36,000
1965
7,397,576
185,276
22,000
1964
5,151,096
152,266
11,009
1963
3,658,626
121,684
4,000
1962
2,348,827
97,573
1961
1,167,288
69,094
1960
883,563
70,227
1959
506_559
59,871
1958
2,100,082"
370,391"
2,000*
-
*Populationincludesall vehiclesin this modelyear and older.
N-_,O
:L_._,
_
_
• _L,¸,-
..
•
TABLE N-9
Distributionof VehiclePopulationby VehicleType
forModal Years 1974 and Earlier
Vehicle*
Type
I
Type
2
Type
3
Type
4
Type
5
Type
6
Type I
Fractionof VehicleCategoryPopulation
0.4673
0.1420
0.0167
0.0168
0.1603
0o1514
..0,0005
Total
1,0000
Type
8
Type
9
r
Total
Type
10
Type
11
Type
12
1.0000
1.0000
1.0000
Type13
Type
14
0.8800
0.1200
Total
* See Table N-1
_;
(i
0.6146
0.3854
1.0000
N-21
TAflLE N-|O
VZHIELE POPULA[IOi_ BY TYPE
:_;;[..... _._;_._._:_-:..._._:_;`_:_._;_:_;_`_;_._;_:_:_;._"_;;_`_Z_;;_;_
** Cyl Indet's I'
8
'
6
6&8
4
4
665
Gas
'
Gas
Gas
Gas
Gas
Gas
' Trans' Auto- ' AUtomiSSion fi marie _ n_Llc
M_nual
Autor_lttc
_VED, Type)'
PC
PC&LT
' Engine
I;_
f%3
*
PC
' Uf_IT
-- .................
PC
. .......
. .......
...o.
Diesel '
H_n.......
U_I
PC&LT
_
.....................
LT 11_K'PC&LT _MED1AK'HVY _K'
MILLIQflS "
..... . .............................
.....
IC flUS' TR BUS_SCIt005_LIM8TCY'F_) 8TCY'
TOOUSANP5
X 0.0|
............
. ........
.....
MILLIONS
..........................
...
]974
58.68
17.83
2.10
'
7.76
20.13
19.01 '
0.06
2.41
1,53
0.21
', 0.69
3.57
4.37
0.50
_34.90
1981
61.49
21.84
2,77
_ 12,61
t
22,82
26,B4
'
4.23
2.94
1,85
0.17
'
0.97
5.22
5.02
0,66
]62.72
1984
51.70
24.97
3.26
_ ]9.55
24.09
28.08
* 12.04
3,24
2.03
O.2O *
1.16
6.07 '
5,29
0,86
176.86
1986
4].8?
27.51
3.63
_ 25.65
25.0?
2?.76
' 19.09
3.41
2.14
0,22
'
1.28
6.41 '
7.32
1.00
]85,23
]9_B
32.?3
30.94
3,99
_ 31,54 '
!5.13
27.16
' 25.84
3.56
2.23
*
0.23
'
1.36
6.61 *
8,23
],_2
]93.45
1990
25.1S
32,48
'
4.32
_ 36,85
27.3g
25.58
' 31.86
3.71
2,32
'
0,24
1,42
6.74
8.94
1,22
20],68
1995
15.84
37,98
'
5.01
'_ 46.20
30,86
25,86
_ 41.q6
4,0g
2,57
'
0,27
1.94
7.01 ' 10,33
1,41
223,28
2800
15.79
41,73
L, 5.56
' 51.79
33.76 ' 29.28
' 47.28
4.82
2.83
'
0.30
1,54
7.20 ' 11.41
1.56
246.52
2810
19.21
50,84
'j
' 63,]g
4l,]5
* 51.62
5.61
3.45
',
0.36
1.85
?,B2 * 12.16
1.56
298,14
5.7S
* 35.67
'
',
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-I. 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.
_,@only 2
Lane width = f(roadway type)
(N-tO)
Number of
C
only 2
travel
lanes
: f(roadway
type)
(N-It)
Clear-zonewidth = f(roadwaytype, populationsize,
population density)
(N-12)
Lane widths are 15 feet for interstate roadways and 12 feet for all
other roadways. The number of travel lanes is two for all local roadways and
four for all other roadways. The clear-zonewidths are more complicated
functions,as indicatedin equationN-12, The clear-zonewidths used in the
model appear in Table N-11. The definition of the clear-zone distance is
based upon the best informationcurrentlyavailable (References35, 37, 50).
Clear-zonesconsist of the area betweenthe 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-wayadjacentto the roadwaypavement.
Details9f PropaBatlon(Figures5-12 and 5-13, Key Q)
Propagation of motorcycle noise from the roadway into the adjacent
occupied land is influenced, in part, by:
>'
iC
N-23
FIGUREN-I
NOISE TRAFFICNOISE EXPOSUREOF LAND AREA
SOUNDLEVELATEDGEOFCLEARZONE
_.
SOUNDLEVELATTENUATION
dBBANJO
-
_
/F:
/_,,/
//
_
_"_ I_'_'_l__="
_- -,---m-----______
i /
,'+-
DISTANCE
FROMROADWAY
q./"
/
NOTE: LAND AREA AND POPULATIONIS UNIFORMLYDISTRIBUTEDON BOTH SIDESOF ROADWAY
• ii
--.......
....................
,,/
TABLE N-II
CLEARZONEDISTANCES (IN FEET) BY ROADWAYTYPE (K),
POPULATION DENSITY CATEGORY(ID), AND POPULATIONPLACE SIZE (J)*
Population
K
l ID
i
l
Place Size,
Index J
I
2
3
4
5
6
7
8
9
'
' ALL i
50.
50,
50.
50.
50,
50.
50.
50.
50,
'
2
' ALL '
30.
30,
30.
40.
40.
40.
40.
40.
40,
'
3
'
'
'
'
1
2
3
4
'
'
'
'
10.
15,
20,
30,
10,
15,
20.
30.
lO.
15,
20.
30.
10.
20.
30.
40.
10,
20.
30.
40.
lO.
20.
30.
40.
10.
20.
30.
40.
10.
20.
30.
40.
40.
40.
40.
40,
4
'
'
'
'
1
2
3
4
'
'
'
'
10.
15,
20,
30•
10,
15,
20,
30.
lO,
15,
20.
30.
lO,
20.
30 o
40 .'
10,
20.
30.
40.
10,
20.
30.
40.
10,
20.
30.
40.
10,
20.
30.
40.
40,
40.
40,
40.
5
'
'
'
'
1
2
3
4
'
i
'
'
5,
10.
15,
20.
5,
10.
15,
20,
5,
I0.
15,
20.
10,
20.
30.
40.
10,
20.
30.
40.
10,
20.
30.
40.
10,
20.
30.
40•
10,
20.
30.
40.
40.
40.
40.
40.
"';":";'"; ....;_....._.....;_...._ ....{;_...._T...._ ...._;T
....;;_....
_:
'
'
'
2
3.
4
'
'
'
10.
15,
20.
10,
15°
20.
10.
15,
20.
20.
30,
40.
20.
30,
40.
20.
30,
40.
20.
30,
40.
20.
30,
40.
40.
40,
40.
Index K denoteshighwaytype; Index ID denotespopulationdensitycategory.
:_
*See Table 5-6 for roadwaytype, populatlonplacesize and population
density groups
_J
,i
!
._
N-25
o Distance
o Groundeffects
o Shielding
For personsclose by a roadway,the roadwayappears relativelystraight.
The roadway also appears "infinitelylong" to nearby persons. Both these
approximations are made for all roadway propagation calculations in the
model. Therefore,the only geometricquantityof concern is the perpendicular distancebetweenthe person andthe roadway.
The model utilizes a random process to determine the perpendicular
distancesbetweenall roadwaysand a]] persons. In essence,the model distributes people randomlyover a wel]-definedland area (lyingwhol]y outsidethe
clear-zonesfor each roadway),and then the distributionof perpendicular
distances is calculated. The details of this distance calculation are
presentedin the followingsubsection.
Once the distancebetweenany personand roadwayis determined,then the
noise propagationcan be measuredin terms of this distance,the attenuation
characteristicsof the interveningground (the clear-zone),and the shielding
providedby interveningbuildings.
To determinegroundattenuationthe model assumes a noise divergenceof
3 dB per distance doublingfrom the roadway (line sources),and 6 dB per
distancedoublingfor individualvehiclesas they pass by. In addition,the
model assumes an excess ground attenuationof 1,5 dB per distancedoubling
over absorptiveclear-zones.
_-_only2
_-)only2
Ground attenuation= f(roadwaytype, populationgroups)
(N-13)
Such excess attenuation
is assumedfor:
o
Interstateroadwaysplus freeways and expresswaysfor place population groupsover25,000people
o
Major and minor arterialsplus collectorsand local roadways, for
place populationsover 5OD,O00people
Average shieldingdue to interveningbuildings is assumed to depend only
the width of the clear-zone,and the populationdensity as illustratedin
equationN-14.
Buildingshielding = f(clear-zone
width,
populationdensity)
N-26
(N-14)
The building shleldingand ground attenuationfactors are combinedwith
the 3 dB or 6 dB per distancedoubling. The resultingpropagationcurvesare
Irovidedin Figures N-2 and N-3. Figure N-2 applies to roadwayllne sources
where the source is made up of a stream of vehicles),and is used in the
General Adverse Responsepart of the model. Figure N-3 is for individual
vehiclepoint sources,and is used in the Single Event Responsepart of the
model. Attenuation values extracted from these curves are used by the
computerto calculatethe propagationof the noise into occupiedland, starting at the edge of the clear-zone. (See References ?, 31 and 51 for more
detaileddiscussionsof the propagationratesused.)
The Single Event part of the model accounts for buildingattenuationso
that indoor noise can be predicted. To estimate indoor noise levels from
outside noise sources,the sound attenuationoffered by buildingwalls and
windows is calculated. Althoughdwellingwalls effectivelyattenuatesound,
windows generallyprovide poorer sound insulationfrom exteriornoise. When
windows are open the differencebetween indoorand outdoornoise variesfrom 8
to 25 dB; with windowsclosed,the attenuationvaries from 19 to 34 dB, and
with double-glazedwindows,noise may be reduced as much as 45 dB. Average
differencesbetweenvalues for open windowand closed windowcondltlonsare 15
dB and 25 dB respectlvely(Reference53).
The analysis assumes an attenuationvalue of 15 dB for the suburban
slngle-familydetachedand the suburbanduplexdwe111ngareas (assumingwindow
open conditions),and a value of 20 dB for other dwellingsto accountfor the
attenuationof outdoor noise by the exteriorshell of the house (assuminga
mixture of windows open and closed). These attenuationvalues representan
averagebetween summerand winter,and new constructionand old construction.
Bulldlngnoise
;g
_4
isolation= f(population,populationdensity)
(N-15)
The building noise insulationvalues used in the computeranalysisare
presentedin Table N-12.
Detailsof Receivers(Figures5-12 and 5-13, Key (_))
First, each person in the United States is assigned to one of the 33
_)_YinC_s;t2//_::_ar_a6wheTrhee_a_e_s_
tton density in his neighborhoodwithin
to pop/density cells reside within the
Table N-13. The land areas of each of
the table.
The model distributes
the
people over 3.549 million square miles.
N-27
_:/:n_dnb_2_ l ½h_h_o_
hts city/town/area.
These assignments
computer program, and appear here in
these pop/density cells also appear in
1974 U.S. population of 216.7 million
ON
\
\
\
50 FT, CLEAR ZONE
NO
_
<_ s-
_ E
uJ
15
_
15
z
20
z"
2C
o_
u_"
_
o
_ZONE
25 _AREAG
PO
HIGHPOPULATIONDENSITY
I
13.000PEOPLEPERSQUAREMILE
AREAS
_ 25
uJ
I
_
DISTANCE FROM EDGE OF PAVEMENT, FEET
50 FT. CLEAR ZON'-
MT3EDIUY_p
_
(J
.%
j
\\,C...,0PT.
CLEAR
ZONE
POPULATIONDENSITIES
BETWEEN6,S0OAND 13,OOO
30
t
t
I
PEOPLEPERSQUAREMILE
DLSTANCE FROM EDGE OF PAVEMENT, FEET
O
N
CI_
m
<
uJ
;OF
°_,E30
FT
CLEAR
ZONE/A\
_O FT, CLEAR ZONE
• 20-O
2
25
--
_
I
LOWPOPULATLONDENSITYAREAS
3000
PEOPLEPER
SQUAREMILE
POPULATION
DENSITY
LESSTHAN
_ ,'o _o _o ,ooo
DISTANCE FROM EDGE OF PAVEMENT, FEET
FIGUREN-2 SOUND LEVEL ATTENUATIONCURVES:LINE SOURCE
N-28
=
5
40 FT. CLEAR ZONE
=:
5
40 FT, CLEAR ZONE
5oFT.CLEAR
ZONE
_, /
_lO
\\_jS0 FT.CLEAR
ZONE
_ 20
g
g
25
DENSITY AREAS
POPULATIONDENSITY
o,,E_.
,s,ooo
PEOPLE
PER
SOOA.E",LE
OE=ESN
S.EO0
AND
,,.000
PEOP""
PE.
SOOA.E
M,.E
_ _,o_o_u_,o_
_,
__°1_;,
' ,:,_C
°\
,<
30
20
50
100
r-
i
500
200
1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
<
3O
20
50
100
200
80 FT, CLEAR ZONE
0
N
Lu
lO
eJ
,_-
30
e _o_4oFT.
C'EA.
ZONE'_\ \
25 --LOIN POPULATIONDENSITYAREAS
POPULATIONDENSITY LEESTHAN
3_
3000 PEOPLEPERSQUAREMILE
20
50
100
200
500
1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
FIGUREN-3 SOUNDLEVELATTENUATION
CURVES:POINTSOURCE
;_
N-29
1000
DISTANCE FROM EDGE OF PAVEMENT, FEET
0
_
500
TABLE N-12
Building Exterior Noise Reduction (in decibels)
by Place Size (Index J) and PopulationDensity Area (Index ID)
.....................................................T........T....... T...........................
Population
Density
Area
Index,
ID
Population
PlaceSize Index
J
1
Over
2M
2
1M
2M
3
50DK
IM
4 '
5 '
6
200K
lOOK
50K
5OOK
200K lOOK
7
25K
50K
8
5K
25K
9
Rural-r
Areas
1 High Density
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
2 Mediumto
High Density
20.0
20.0
20.0
15.0
15.0
15.0
20.0
20.0
15.0
3 Mediumto
Low Density
20.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
15.0
4 LowDensity
20.0
15.0
15.0
15.0
15.0
IB.O
15.0
15.0
15.0
TARL£ N-13
DISTRIBUTION OF POPULATION,_lD LAND AREA BY PLACE SIZE
(INDEX J) AND POPULATiDNDENSITYCATEGORY(INDEX ID)
;.....;.....;.....;.....;.....;.....:.....;.....;
.....;.....;.....;.....;....;............;.....:...........;.....;-....:
' Parameter
... ..............
.....
1 '
'
'
Population
Area
p*
_
'
'
5.01
134.2
64,711
• 2 '
'
'
PoplJlatlon
Area
p*
'
'
'
22.28
3570
12 638
3 ' Population
_ Area
'
_ p*
0
*
'
' 4 '
'
'
'
'
'
'
'
_o
=_'
,o ¢,
'
>2H
.. i .......
....
Population
Area
p*
IN
0
-ON
* ...........
500K
i
-iN
i ......
........
200K
-500K
....o...
_
*
2,04
488
6 967
ID,43
4558
3697,0
2.93
1305
3,384
*
'
2.12
]115
2,863
2.98
6.96
8,506
21.59
8358
0 ID7
41.13
5080
5 014
8.40
4425
3.842
6.15
5790
2 264
0.84
5266
Z,Oll
4.53
_
4195
' l,Gl2.O
3.51
2230
4,698
8.40
4527
6 271
D.O
O,O
-
5.35
4089
2,505
5.30
4584
2,336
1.92
2769
2,147
2.70
5_20
1,073
0,0
0,0
-
Total
Population
Total
Area
49°48
' 12064.2
......
'
22.66
i 10216.0
15.09
'
Total population - 216.70 million
Total land area = 3 549,512o2 square miles
p* - PopulatJon/(Area)
Area Factor},
Adjusted
9561,0
Population
'
18.78
i' 10563,0
Density
'
1.07
329
13 091
DuD
O,O
-
'
'
..........................................................................
'
'
flK
-25K
4.08
775
9 092
'
'
1.i5
279
0,831
25K
'
-50K
i ........
...
_
'
'
1.61
215
9 368
50K
0
-lOOK
6...........
R.5D
272
13,451
'
'
0.36
63
9 368
100K
'
-200R
0.....
.....=
'
'
'
D.O
D.D
-
.. ......
....
......
0.47
58
13 D91
1.00
2Zo
16,988
'
_
.. ..........
4,97
1261
10,68!
....
......
'
'
'
14o23
1570.2
-
_
64.10* '
' 3,475,938 '
'
l_.O '
D,D
D,D
'
'
t
'
'
'
'
D,O
O,D
'
71.20
39072.D
15.27
lTZ62,D
-
'
'
0,0
0,0
.. .......
10.93
'
7.71
'
0.88
'
17,08
'
'
5639.0
'
5953.0
_
11828.0
'
per Square Hlle
Rural
51.83
13970.0
-
6_50.D
tn People
Urban
Total
o
. .........
15E.SZ
72674.2
J
'
'
'
..=..u
54.15
'
3476938
'
In Table N-13, populationdensitieshave been computedby dividing the
populationby occupied land area, This occupiedland area excludesbodiesof
water, airports, roadwaysthemselves (includingtheir clear-zones),parking
areas,and open spaces, The conversionfrom total area to occupiedarea is
termedthe "area factor"within the model. It is the fractionof total land
area that is occupied. By this distribution,the averagepopulationdensity
is 2,099 people per square mile for urban environmentsand 18 people per
squaremile for rural environments(seeFigure A.2.2 of Reference31),
The data in Table N-13 are based upon 1974 populations. For future
years the populationdensitiesare assumed to increaseas population9rows.
Population
_-_
growthfactors= f(population,
year)
(N-16)
The functionalrelationshipof equationN-16 yields the 81 growth factors,
presentedin Table N-14. Growth factors were derived from the Bureau of
Census' (SeriesI) assumptionof an immigrationand fertilityrate based upon
historicaltrends,
As discussed above, each person is assignedto one of 33 population/
densitycells. Each cell also containsa definitemileage value for each of
the six roadwaytypes (seeTablesN*4 and N-5). The total mileagewithin eacll
cell is used to compute the noise level to which persons in that cell are
exposed.
To compute this noise level, the distancebetween people and roadways
must be estimated. This estimationis done statistically,since the precise
distancedistributionsare not known,
First the cell's occupiedland area is dividedby the roadwaymileage
within that cell to determinethe area allottedto each roadwaymile. This
area is then split in half and placed on each side of a one mile lengthof
roadway,beyond the clear-zone. The far edge of this portion of land area is
shownas the cutoff distancein FigureH-l,
All persons within the cell are then randomly assigned a particular
roadwaymile, They are then distributeduniformlyon both sides of that one
mile of roadway,betweenthe edge of the clear-zoneand the cutoff distance.
This assignmentdetermineseach person's"primary"roadway-- in essence,the
roadwayclosestto that person'splaceof residence,
Statistically,this random distributionof a11 persons, over a we11defined area, determines each person's distance to his primary roadway.
Each person is also affected by noise from other roadwayswithin his
cell. These are called "secondary"ruadways. To compute secondary-roadway
noise exposurethe distancebetween the receiverand these roadways is also
determinedstatistically.
N-32
Table N-14
Population Growth Factors by Place 5tze
For Every Five Years in the Time Stream
AREATYPE, J
1
PLACESIZE,
THOUSANDS
OVER
2000
2
3
4
10002000
5001000
200500
YEAR VARIABLE
5
100200
6
7
8
50100
2550
525
9
ALL a
RURAL
POP(YEAR)/POP
(BASELINE)
1975
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1980
1.08
1.07
1.07
1.02
1.02
1.02
1.02
1.02
1.12
1985
1.15
1.14
1.14
1.04
1.04
1;04
1.04
1.04
1.22
1990
1.22
1.22
1.22
1.05
1.05
1.05
1.05
1.05
1.31
1995
1.29
1.29
1.29
1.07
1.07
1.07
1.07
1.07
1.39
2000
1.36
1.36
1.36
1.08
1.08
1.09
1.09
1.09
1.48
2005
1.43
1.44
1.44
1.10
1.10
1.10
1.10
1.10
1.57
2010
1.50
1,51
1.51
1.12
1.12
1.12
1.12
1.12
1.65
2013
1.55
1.56
1.56
1.13
1.13
1,13
1,13
1.13
1.70
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 assumedthat each person is within the cutoffdistancefor one and only
one roadway,his "primary"roadway. All othersare furtheraway, This cutoff
distance then provides a minimum distance for the random distribution of
person/secondary-roadway
colons.
The maximum distance between persons and roadways obviously depends upon
the shape of the land area that comprisesthat person'scell. If the cell is
near-clrcular in shape, then the _ximum 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 bisectedby the secondaryroadwayof interest. The length of the rectangular area is _ual to the total length of the secondaryroadway in that
ceil. The rectangle'swidth is the celirs area divided by the rectangle's
length,so that the total cell'sarea is includedin the rectangle.
With this cell shape, then, all personsare distributedrandomlywithin
the rectangle, outside the cutoff distance. Statistically, this random
distribution of all persons, over a well-defined area, determines each
person'sdistanceto each secondaryroadway and considers the total mileage
for each roadway type within the cell.
The rectangle _thematics are then repeated for all other secondary
roadw_ types, until distances to all of them are determined in this random
manner.
Out of this statistical process comes a full llst of each person's
distancesto all roadways in his cell. His distanceto his closestroadway
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 distancesbetweeneach receiverand all roadw_s within his
pop/densitycell, For computationalefficiency,the computerdeterminesthe
noiselevel distributioninsteadof the distancedistribution. And it determines this in 3-decibel increments, rather than in infinitesimal increments.
For the General Adverse Response part of the nmdel, the average outdoor
day-night noise level, L- , is the measure of noise exposure. This is
calculatedfor each person°a_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:
Sin91e-event equivalent noise level, LeR(T):
o Indoors,day and nlght
o Outdoors, day
Sound exposure level, LS:
o
Indoors, day and night
N-34
The single-eventequivalent noise level, Leq(T), is used to measure
speech communicationinterference. 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'sactivitiesover that 24 hours
must also be allocatedbetween indoorsand outdoors,and separatelyfor day
and niglltas Illustratedin equationN-17.
Fractionof
activitytimes = f(Iocation,
F3
time of
_-P2
day, actCt£ )
(N-17)
This activityallocationis addressedat Key (_ in Figure5-13 and it is
detailed in Table N-15. Persons are located away from home, or at home
outdoors,or at home indoors. Then separatelyby day and night,each person
spendshis timeat the activitiesshown to the right of the table.
Separately,then, by these activitygroups, the average person's time
has been fractionedas in FigureN-4. (See AppendixB of Reference31 for a
more detailed discussion.) These activity fractions are a composite of
separate fractions for distinct groups of persons within the U.S.: (I)
employedmen, (2) employedwomen, (3) housepersons,and (4) other persons
(personsyoungerthan 17, personsolder than 65 and not employed,persons in
institutions,
and unemployedpersons).
As Figure N-4 indicates,even during the daytime a small portion of
the populationis sleeping. This potential daytime sleep interferenceis
accountedfor in the impactestimates,
Detailsof Noise-levelSortinB (Figures5-14 and 5-15, Key (_)
As a resultof the noise level predictions,all persons in the United
States are paired with their respectivenoise levels. These person/noise
pairs are then sorted by noise level. The sorting is done concurrently
with the predictionprocedure.
Detailsof ConversionfromNoise Level to Impact(Figures
5-14 and 5-15, KeyQ)
Exposure to a particularnoise level does not necessarilymean that
personis fullyimpactedby that noise (althoughhe may be partiallyimpacteb).
Therefore,the numberof persons exposed at each noise level is multlplied
by certain"impactfractions"or welghtings.These fractionsare close to zero
for low noise levels,and then increasewith noise level, untll they reach
unity.
For particulareffects of noise on people, the welghtlngsdiffer. The
fractions resultfrom a large numberof attitudinalsurveysand laboratory
studiesof the effectsof noise on people.
N-35
100
l
.AVERAGE DALLY ACTWITIES OF
THE UNITED STATES POPULATION
I
I
I
I
I
I
I
I
I
SLEEPING (4.34%)
I
90-<
EPA NIGHT
_,_
EPA DAY
V
80--
>.
==70-LU
(3
'_ 60-OTHER ACTIVITIES (73.77%)
:3
O..
O*
50 - SLEEPING (83.57%)
Z
40
t.iJ
•_ 30
¢J
20
TRAVELING (6.52%)
OUTSIDE HOME (0.67%)
OTHER ACTIVITIES
(1;2.90%)
10-TRAVELING/ (1.28%)
_-
2= 0 2
WORKING (14.70%}
/- _=_....-.-_WORKING
4
(2.25%)
8 10 12 14 16 .18 20 22
HOURSOF THE AVERAGE DAY
FIGUREN-4. AVERAGEACTIVITYPATTERN FOR THE U.S. POPULATION
N-36
_!i_i
,¸ "._ '
i___
:'
/
"I
_i
_:_
.
TABLE N-15
ACTIVITYGROUPS FOR THE SINGLEEVENT RESPONSE
PERSON's
LOCATION
Away from home
TIMEOF
DAY
ACTIVITY
GROUP
Day and Night
Working
Traveling
At home,outdoors
Day
Walking
Outside-home
activities
At home,indoors
Day
leisure
Sleeping
Other indoor activities
such as TV viewing,
enjoying other media,
other leisure or semileisure activities,
home and family type
activities, and eating
Night
Sleeping
Other indoor activities
such as TV viewing,
enjoyingother _edia,
other leisure or semileisure activites,
ho_-and-family-type
activities, and eating
NOTE: Day is the periodbetween 7 am and 10 pm.
Night is the remainderof the 24-hours,lO pm to 7 am.
N-37
For the General Adverse Response portionof the model, the fractional
weightingis derived from equation9 in Section5, which is an approximation
to a quadraticequationthat is the best fit to a large number of attitudinal
survey results.The weighting values along with noise level and population
informationare used in equationlO by the model to compute Level Weighted
Populationwithin each noise levelband.
For the Single Event Responseportion of the model, the mast current
estimatesof weightingvalues are presentedin equations14 and Ig (for sleep
interference)and Figures 6-g and 5-10 (for speech interference). These
weightingsare also used in equationlO alongwith noise level and population
information.
For speech interference, the noise descriptor is the single-event
equivalent sound level, Leq(T).
exposurelevel, LS.
For sleep interference,it is the sound
Detailsof Total NationwideImpact(Figures5-14 and 5-15, Key (_))
After impact is estimated for each noise level separately,then the
total nationwide impact is added over all noise levels. This process is
overviewedin Figures5-14 and 5-15,and is detailedhere.
The General Adverse Responsedepends upon a full year's worth of noise
at the person'shome. It is assessedfrom the prediction6_ yearly-average
Ldn at the residencesof all personsin theU.S.
The Single Event Responsedepends upon an average_'s
worth of noise,
and the number of intrusivesingle events that potentia--TlT-occur
during the
day or night. It also depends upon the activitiesof people duringthe day
and night,indoorsand outdoors.(See TableN-IS).
The estimationswithin the model do not account for persons when they
are away from their homes (first.groupin Table N-IS). Omitted are 20,53
percentof the populationduring the daytime(7 am through10 pm) while these
people are travelingor working away from home. Similarlyomitted are 3.06
percent of the populationduring tilenighttime(See Appendix B of Reference
31).
As shown In Table N-16 the model estimatesspeech interference
while the
averageperson is outdoors,or is indoorsbut not sleeping, It estimatesthe
two types of sleep interferencewhile the averageperson is indoorssleeping.
One activity group in Table N-15 is unique -- the group for people
outdoors walking. For these "pedestrains", speech interference is not
evaluatedat their residences,but rather is evaluatedat the edge of the
clear zone while that person is walking along streets in his neigh borhood.
Speech interference is also estimated outdoorsduring a person's outside
leisureactivitiesaroundhis home,
N-38
TABLE N-16
LOCATIONSOF ACTIVITES
Sleep Interference
Disruption
PeopleIndoorsat home
day/night
Awakening
PeopleIndoorsat home
day/night
Speech Interference
Indoors
Peopleindoorsat home
not sleeping
Outdoors
People outdoorsat home
Pedestrians
Walkingoutdoorsat the
edge of a clear zone
N-39
APPenDIX
O
NATIONAL MOIDRCYCLE NOISE (X)NTROLEMPII_SISPLAN
SU_A_
NATIONALMOTORCYCLENOISE CONTROL EMPHASISPLAN
SUMMARY
Motorcyclenoise has been rated as the most significantnoise problem
in numerous community noise surveys. As a result, a number of States and
communities currently have programs to control this noise source.
Such
controlsinclude limitson vehicle pass-by noise, equipmentlaws, 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 Ouiet 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
programswhich will supplement and strengthen these on-going attemptsby
citiesand States to controlmotorcyclenoise.
The primary Federal control which the Agency will provide will be the
promulgationof regulations in setting permissible noise levels. These
regulations,proposedin the FederalRegister, March 15, 1978, will provide
uniformlevelsfor new motorcy_Id
acrossthe countryand will result in
quieter motorcyclesbeing developed and produced. The benefits of this
actionwill increaseover the next decade as more and more of the motorcycle
fleet is made up of regulatedvehicles;nevertheless,some initialbenefits
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 specificallydesigned to facilitate State and local
controlof replacementexhaustsystems.
Underthese provisions,manufacturerswill be requiredto label both the
motorcycles and the exhaust systems indicating the types and models of new
(Federallyregulated)motorcyclesfor which the exhaust system is designed,
and whetherthe systemis designedfor pre-regulatedor competitionvehicles.
The manufacturerhas to assurethat these syste_ns
when installedon a regulated motorcycle,will not cause that motorcycle to exceed the Federal standard. Thus, with proper enabling legislation,State or communitypolice
could enforce "labelmatch-up" controls against vehicle owners who replace
originalequipmentwith noisierexhaustsystems. This will not requirenoise
measurementsand, indeed,will not require the vehicleto be in operationor
the driver to be present in order for citations to be made. This should
greatlyfacilitatemotorcyclenoise enforcement.
Another feature of the regulationswill also supplementthe on-going
State and localnoise controlprogram. Under the regulationmanufacturersof
newmotorcycleswill be requiredto identifyto EPA those actionswhich will
cause the motorcyclenoise levelsto increasebeyond the legal limits. The
Agency will encourage States and localities to adopt programs enforcing
againstthe most obviousacts of tamperingwhich do not necessarilyrequire
testing to establish a violation,because such regulationsare relatively
easyto 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
alreadyprovidedfinancialassistanceto 24 States and 23 localitiesto start
up and operate noise control programs.
The priority source which these States and cities are addressing currently is motor vehicle noise, including motorcycles.
Support is also
provided in inOtor 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 enforcement. In the next two years these EPA support programs are intended to
increasinglybe orientedtowardsmere specificmotorcyclecontrols.
EPA'a 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 publicationof model legislationfor vehicle operationcontrols (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. Assistanceto communitiesand 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 secondphase, whichwill precedethe effectivedate of the
national emission regulation, the EPA will develop model legislation to
Implementthe "labelmatch up" scheme and anti-tampering
controlsagainstnew
(regulated) vehicles.
For this model motorcycle noise control legislation, the Agency will
also develop a traininQ manual to be used by police trainers to instruct
officers in enforcing the ordinances. This manual will include discussion of
instrumentation,enforcementprocedures and the rationalebehind the model
provisions.
In addition, model legislation applicable to pre-regulated motorcycles
will be revisedto more specificallyset out provisionscontrollingmotorcycle modifications,tamperingand 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 equipmentand with only limited additionaltraining for existing
PdOlicepersonnel. The model label "match-up" legislation will also be
rafted to include provisionsfor possiblefutureFederal labelingrequirements for automobilesand replacementexhaust systems for these vehicles.
The label match-upand tamperingllst provisions(describedearlier)provide
a logical extensionof the existingState and local control structure. As
the percentageof Federally regulatedvehicles in the fleet increases,the
importanceof these provisionswill grow. Anotherfeature of this phasewill
be the development by EPA of posters and brochures informing motorcycle
0-2
owners,dealers and repair shops of tlteirresponsibilitlesunder the Federal
law. These wi]] be designed in such a way that State and local officialscan
add referencesto applicableState and ]ocal laws, andwil] be i_adeavai]ab]e
to State and local officialswho wish to distributethem to local motorcycle
dealers,repair and parts shops. The effectivenessof the motorcyclenoise
controlprogram depends, in part, on fully informingpotential violatorsof
the Federal,State and lace] laws.
A]though the EPA's approach includesan emphasis on use by States and
cities of the label match-up and other contro]swhich wil] not requirenoise
measuremant tests, some States and communitiesmay desirea stationarytest
which correlateswell with the Federa] pass-by test to faci]itateState and
local enforcementagainst tampering,and in identifyingmotorcycle exhaust
systems which degrade rapidly in their noise attenuation capabilities.
Accordingly,EPA wl]1 coordinatewith interestedparties the deve]opmentof a
"shorttest." If this proves feasib)e,the Agency will use it to deve]opand
publishmode] implementationproceduresand operationalequipmentordinances
basedon this "shorttest," Such an effortwould a]so include developmentof
a compatiblein-usestreetsidetrafficmeasurementtest. It should be noted,
however, that communitieswill still be able to use existing operational
ordinances controlling the use of motorcycles. Operational limits are
analagousto street ]imits which on]y cover the operatorperformanceand do
not specifyequipmentlimits.
In the developmentof a11 model ]eglslation(and particularlythe label
"match-up"and antl-tamperlngprovisions)the EPA will seek extensive review
by State and local noise centre] personnel, police and Iega] officialsand
the industry. If there are dlfflcu]tpoints, it may be necessary to field
test some of the mode] laws prior to publication for voluntary adoption
by interestedStatesand cities.
The primary orientationof most State and local motorcyclenoise control
programsis to preventexcessive noise producedby Individualmotorcycllsts.
The programs here outlined assume that this orientationwill continue in
most States and citieswhile the Federal Governmentwill have responsibility
for enforcingthe noise emlss_on standardsfor new motorcyclesand replacement exhaustsystems,and the labelingprovlslonswhich requirecomplianceby
manufacturers. In one or two States, however,where there are currently
noise programswith sufficientequipmentand technicalexpertise, and where
the replacementexhaustmanufacturingindustryis concentrated,the State may
want to enforce compliance by the manufacturers. Such enforcementwould
require adoption of the Federal limits and test procedure. The EPA would
stronglyencouragethls and will be preparedto assist a_ State which wishes
to initiatesuch a program.
EPA's approach to control off-road vehlcles at the state and loca]
level is more orientedtoward contro11ingthe time and place of the use of
these vehicles,rather than controllingindividual vehlcleemission llm_ts.
This is achieved by land use controlsand curfews. The street motorcycle
enforcementapproach outlinedabove should facilitatecontrolof Illegaluse
of these vehicles on streets. EPA will also make availableinformationon
various programs to control use and influencedriver habits (such as offroad and minlblke "round-upwhere younger drivers are instructed in safe
0-3
.__
..............................
.....................................................
and legal use of these vehicles). The Agency ,By also develop legislation
covering land use and area controls. This part of the EPA program will
probablynot begin untI1 after the first standardsgo into effect.
The final feature of the EPA program will be on-goingsurveillanceof
the rate of motorcycle exhaust system (noise related) modifications and
tampering. The Agency expects to initiate this programafter the effective
date of the first standardsto provide a moans of determiningthe effectivenes_ of the State, local,and Federalcontrols.
EPA's over-all technical assistance objective is to promote at least
400 localprogramscoveringa minimumurbanizedpopulationof 72 million and
40 Stateprograms by 1985. The agency's regulatoryprogramsare designedto
fit into this State and local control structure. This is consistentwith
Congressionalintent, in the Quiet CommunitiesAnt, 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
expandedlocal controlof this environmental
problem.
,4J,LGOV|I_M(NTFRINrLKGGFFICE:%98_ 34|_0|2/_%3
|-3
0--4
TECHNICAL
REPORT
DATA
[Please
I, REPORT
NO,
teed
I._/It¢'tlolt_"
utl the t c I't't'.t[' brJur¢
¢'uoJitll'litl_*J
J2,
_. RECIPIENT'_
ACC_,_IOPC*NO,
l
EPA 550/9-80-218
5, REPORT
DAT
December_900
RegulatoryAnalysisAppendicesfor the Noise Emission .PERFORMINGORGANIZAT_ONCOOE
RegulationsforMotorcyclesand HotorcycleExhaust
EPA/200/02
4, TITLE
ANOSUKITITLE
EPA 550/9-80-21B
), PERFORMING
OAGANIZATION
NAM_
AND
ADOBES_
Q, PROGRA&I
U.S. Environmental
ProtectionAgency
Officeof NoiseAbatementand Control (ANR-4g0)
Washington, DC 20460
12, SPONSORING
AGENCY
NAM£
NO,
..
iI'CONIRACT/GflANTNO'
ANO AODRE_
I_, TYP_
U.S. Environmental
ProtectionAgency
Office of NoiseAbatementand Control (ANR-490)
Washington,DC 20460
"1"5,SUPPLEMENTARY
LLEMENT
OF R_PORT
AND
P_R_OO
COVERED
Final
*'SPONSORING
AGENCYCODE
EPA/2OO/O2
NOTES
16. ABSTRACT
This documentincludesdetailinformationthat supplementssection1 through8
of the regulatoryanalysis. In additionit includesan analysisof State,local,
and foreignmotorcyclenoise regulationsand a summaryof the motorcyclenational
emphasisplan.
17.
I.
KEY WORDS
_NP
DOCUMENT
ANALYSIS
StreetMotorcycles,
mopeds,off-road
DESCRIPTORS
b. iDENTIFIER$/OPEN
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noise emissionregulation,environmental
benefits,healthand welfarebenefits,
economiceffects.
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STATEMENT
Releaseunlimited
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