https://doi.org/10.29166/ingenio.v7i1.5827 pISSN 2588-0829
2024 Universidad Central del Ecuador eISSN 2697-3243
CC BY-NC 4.0 —Licencia Creative Commons Reconocimiento-NoComercial 4.0 Internacional fing.revista.inegnio@uce.edu.ec
FACULTAD DE INgENIERíA y CIENCIAS ApLICADAS INGENIO
UNIVERSIDAD CENTRAL DEL ECUADOR 2024, VOL. 7(1), ENERO-JUNIO, pp.84 - 98
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian
Technical Regulation INEN 136 (1R), Assessed Through Dynamic and Static Tests
Estudio sobre los estándares de Ruido Aceptables para Motocicletas, de Acuerdo con
el Reglamento Técnico Ecuatoriano INEN 136 (1R), Evaluados a través de Pruebas
Dinámicas y Estáticas
Edwin Giovanny Puente Moromenacho 1 | ID Universidad de las Fuerzas Armadas ESPE, Salgolqui (Ecuador)
Marco Vinicio Noroña Merchán 2 | ID Universidad Internacional del Ecuador UIDE, Guayaquil (Ecuador)
Mayra Cecilia Cruz Mangui 3 | ID Universidad de las Fuerzas Armadas ESPE, Salgolqui (Ecuador)
Gladys Yolanda Moreno Guamán 4 | ID Universidad de las Fuerzas Armadas ESPE, Salgolqui (Ecuador)
HISTORIA DEL ARTÍCULO
Recepción: 13/10/2023
Recepción tras revisión: 13/11/2023
Aprobación: 04/12/2023
Publicación: 31/01/2024
PALABRAS CLAVE
motocicletas, contaminación, ruido, gases
de escape, ensayo.
ARTICLE HISTORY
Received: 13/10/2023
Received after revision: 13/11/2023
Approved: 04/12/2023
Accepted: 31/01/2024
KEY WORDS
motorcycle, pollution, noise, exhaust
gases, static test
RESUMEN
En el año 2020 el Ecuador y el mundo entero se vio afectado por la más grande crisis sanitaria de los últimos
tiempos. El covid 19 obligó a muchos de los ecuatorianos a buscar nuevas fuentes de ingresos, y
encontraron en las motocicletas la posibilidad de hacerlo ya que las entregas con servicios a domicilio fue
una modalidad que adaptaron muchísimos negocios. Este aumento de motocicletas trae consigo que
aumente la contaminación, proveniente del ruido que estas producen. Es por esto que nos planteamos la
incógnita de si en este crecimiento fuera de la tendencia que tuvo la venta de motocicletas se siguieron
cumpliendo las normas y límites máximos de ruido que se permite a las motocicletas producir al circular
en nuestro país. Para esto adoptamos el papel de laboratorio acreditado y realizamos los ensayos estáticos
y dinámicos, siguiendo los procedimientos de la Directiva Europea 78/1015/CEE, a una muestra de cinco
motocicletas para comprobar si cumplían o no con la norma INEN RTE 136 Motocicletas, que es en donde
se exponen los valores máximos que pueden emitir por categoría de cilindrada. Con los resultados obtenidos
fuimos capaces de concluir y hacer ciertas recomendaciones.
ABSTRACT
In the year 2020 Ecuador and the whole world was affected by the biggest health crisis in recent times.
Covid 19 forced many Ecuadorians to look for new sources of income, and they found the possibility of
doing so in motorcycles, since deliveries were a modality that many businesses adapted. This increase in
motorcycles brings with it an increase in noise pollution. That makes us question ourselves of whether in
this growth outside the trend that the sale of motorcycles had, the standards and maximum noise limits
that motorcycles are allowed to produce to be able to circulate in our country continued to be complied
with. For this, we adopted the role of an accredited laboratory and carried out the static and dynamic tests,
following the procedures of the European Directive 78/1015/CEE, on a sample of five motorcycles to
verify whether or not they complied with the INEN RTE 136 Motorcycles standard, which It is where the
maximum values that can be emitted by displacement category are exposed. With the results obtained we
were able to conclude and make certain recommendations.
1.
INTRODUCTION
This article discusses of analysis of annual motorbike sales
in Ecuador over the past six years reveals an evolution
marked by the COVID-19 pandemic. From 2016 to 2019,
the market experienced steady growth, reaching a peak of
144,727 units sold in 2019. However, in 2020, the impact
of the global health crisis was reflected in an abrupt
decline to 130,483 units. Surprisingly, in 2021, sales
recovered significantly, reaching a record 164,551 units
by November. This dramatic change is directly attributed
to the measures implemented in Ecuador in response to the
COVID-19 outbreak. 2020 marked an exceptional year,
with the detection of the virus in February and emergency
measures announced in March, including lockdowns,
curfews and vehicle restrictions. These measures had an
immediate impact on the economy and mobility, leading to
a substantial decrease in demand for motorbikes. However,
as society adapted to the new normal, motorbikes became
a safer mode of transport, driving a rebound in sales by the
end of 2020.
The positive trend continued in 2021, highlighting the
REVISTA INGENIO
Puente E. et al
85
motorbike market's ability to adapt to changing
circumstances. Demand increased as motorbikes
positioned themselves as a safe and efficient alternative,
especially in a context where online shopping and home
deliveries gained prominence. In addition, many
unemployed individuals found motorbikes as a source of
income, contributing to increased sales. The regulatory
context also plays a crucial role in the Ecuadorian
motorbike market. The issuance of the Ecuadorian
Technical Regulation RTE INEN 136 (1R) "Motorcycles"
establishes the requirements that these vehicles must meet
before they can be marketed. Both locally assembled and
imported motorbikes must undergo rigorous testing,
including tests on the braking system, tyres, lights, exhaust
emissions and sound level. Obtaining the "Certificate of
Conformity" is essential for commercialisation and is
granted by bodies such as the National Agency for
Regulation and Control of Land Transport, Transit and
Road Safety (ANT), the Ministry of Industries and
Productivity (MIPRO) and the Ecuadorian Institute of
Standardisation (INEN). The Association of Automotive
Companies of Ecuador (AEADE) reports that
approximately 70% of motorbikes on the market are
locally assembled.
This underlines the importance of regulations and quality
standards in the industry, as they affect both domestic
production and imports from various countries. In addition
to economic and regulatory dynamics, the issue of noise
generated by motorbikes emerges as a critical factor,
especially in a growing urban environment. The amount
of noise to which a population is exposed has proven
effects on human health and the surrounding ecosystem.
The Ecuadorian state, through the Ministry of
Environment (MAE), is responsible for ensuring
compliance with noise-related regulations. The MAE
carries out environmental audits, monitoring reports and
verifications of compliance with environmental
management plans to mitigate the negative effects of noise
on health and the environment. In this context, urban
planning becomes crucial, highlighting the need for noise
maps that help to segment areas according to their level of
noise production.
This tool facilitates the separation of residential, hospital
and industrial areas, contributing to the well-being of the
population and the preservation of the ecosystem. In
conclusion, the motorbike market I Ecuador has
experienced a trajectory notably influenced by the
pandemic, demonstrating resilience and adaptability. The
interplay between economic factors, regulations and
environmental considerations plays an integral role in the
development of this constantly evolving sector.
Understanding these dynamics is essential to anticipate
and address the challenges and opportunities that the
Ecuadorian motorbike market faces in the future[1].
This article not only contributes to the understanding of the
current landscape of the motorbike market in Ecuador, but
also provides valuable insight into the regulatory measures
taken to mitigate noise pollution, while supporting its
findings with concrete evidence from the field.
Motorcycle Market and the Pandemic
The annual motorcycle sales in our country over the last six
years (2016 - 2021), we can observe that from 2016 to
2019, motorcycle sales showed consistent growth. In 2016,
there were a total of 74,213 units sold, and in 2019, it
increased to 144,727 units. However, in 2020, motorcycle
sales decreased to 130,483 units. Subsequently, in 2021,
sales rebounded and reached a record of 150,770 units sold
until November 2021. Below, we will illustrate this
behavior [2] [3] [4].
Figure 1
Annual Motorcycle Sales 2016 – 2021
To understand this behavior, we will focus on the last three
years (2019-2021) by examining the monthly motorcycle
sales figures (Figure 2):
Figure 2
Monthly Motorcycle Sales 2019 - 2021
In the previous figure, the drop in motorcycle sales during
the year 2020 is concentrated in the months of March and
April. This is evident as the number of motorcycles sold
in February for the years 2019 and 2020 is very similar,
with 9,595 sold in 2019 and 9,971 in 2020.
This drastic reduction in motorcycle sales, deviating from
the previous trend, can be attributed to the fact that in
2020, both Ecuador and the entire world faced the most
significant public health crisis in recent memory. In our
country, the COVID-19 virus was detected on February
27, 2020. Shortly thereafter, on March 12, authorities
74.213 94.350
128.854 144.727
130.483
164.551
60.000
80.000
100.000
120.000
140.000
160.000
180.000
2016 2017 2018 2019 2020 2021
EN
E
FE
B
M
AR
AB
R
M
AY
JU
N
JU
L
AG
O
SE
PT
OC
T
N
O
V
DI
C
2019 11 9. 9. 13 13 12 13 11 11 12 14 9.
2020 12 9. 4. 1. 7. 14 15 13 13 12 15 9.
2021 12 11 12 12 14 15 15 14 14 13 17 10
0
5.000
10.000
15.000
20.000
CANTIDAD DE UNIDADES
VENDIDAS
MES
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
86
announced some new policies, including declaring a state
of health emergency, closing borders, imposing
mandatory nationwide quarantine (except for medical
staff and essential goods), implementing curfews, and
enforcing vehicular restrictions with different schedules
based on the affected regions [5].
In the following graph (Figure 3), we will compare the
monthly motorcycle sales in 2020 with policies taken by
our authorities due to the pandemic.
Figure 3
Chronology of Motorcycle Sales/Pandemic in 2020
The increase in motorcycle sales in April can be attributed
to several factors. Motorcycles became a safer mode of
transportation compared to buses, especially during the
COVID-19. Many companies shifted to online shopping
and home deliveries to reduce overcrowding and promote
social distancing. Additionally, individuals who lost their
jobs turned to motorcycles to generate income for
themselves and their families [6]. This surge in motorcycle
sales can be seen as a response to the changing dynamics
brought about by the pandemic, with people seeking safer
and more flexible mobility options.
The Ecuadorian State as a Regulatory Entity
The Ecuadorian government, responsible for ensuring the
compliance of citizens' rights related to safety, the
protection of human, animal, and plant life, the
preservation of the environment, consumer protection
against deceptive practices, and punishments, as stated in
Article 1 of the Ecuadorian Quality System Law, issues
the Ecuadorian Technical Regulation RTE INEN 136(1R)
"Motorcycles." This regulation establishes all the
requirements that motorcycles must meet before they can
be marketed.
Regardless of the origin of the motorcycles, whether they
are assembled inside or imported, they must undergo the
required tests outlined in RTE INEN 136(2R)
"Motorcycles." These tests cover aspects such as braking
systems, tires, lighting, gas emissions, and acceptable
noise levels. Successfully passing these tests results in the
issuance of the "Certificate of Conformity," which
authorizes their commercialization. The entities
responsible for granting the homologation or conformity
certificate are the National Commission of Land Transport
and Traffic (CNT), the Ministry of Industries and
Productivity (MIPRO), and the Ecuadorian Institute of
Standardization (INEN). [7] [8] [9]
The Noise as a Pollution Factor
The amount of noise to which a person is exposed has been
proven to have various effects on an individual's health,
such as sleep disorders, stress, hearing loss, and alterations
in character. Natural ecosystems are also affected by these
sounds and tend to migrate. This causes a series of negative
effects and, in some cases, irreparable damage.
The quantity of noise is a measurable, regulatable, and even
plannable characteristic. By this, we mean that a growing
city typically zones areas, whether they are industrial,
residential, hospital, commercial, or protected. Each of
these zones, based on the number of people or traffic they
attract (mobile sources), the equipment they use (fixed
sources), and the hours they operate, will have different
levels of noise production. With this information,
authorities can create what are known as noise maps [10].
Noise maps are studies of sound levels produced by a
specific area at a defined time and the population that is or
will be affected by it. This is a valuable tool in urban
planning for a city, as it allows, for example, the separation
of residential or hospital areas from industrial areas and
protected zones from major noise sources like airports,
benefiting both people and the ecosystem [11].
In our country, the competent authority is the Ministry of
the Environment (MAE). The Ministry, in order to ensure
compliance with noise-related regulations, has functions
that include conducting environmental audits, monitoring
reports, and verification of compliance with environmental
management plans [12].
Justification for this analysis
This research is being conducted due to the growth
experienced in the motorcycle market in recent years. There
is a need to practically verify whether these motorcycles
meet the necessary requirements for commercialization,
with the aim of safeguarding the safety of individuals and
the environment. The analysis and conclusions drawn will
be based on a comparison of the results obtained from
dynamic and static tests with the limits outlined in the
Ecuadorian Technical Regulation RTE INEN 136 (1R).
Objetives
General Objective
To verify, through dynamic and static tests outlined in the
European Directive 78/105/CEE, that the noise generated
Puente E. et al
87
by motorcycles of various engine capacities and brands
circulating in our country complies with the limits
specified in the Ecuadorian Technical Regulation RTE
INEN 136 (1R).
Specific Objectives
• To use the equipment needed to perform sound level
measurements generated by motorcycles.
• To apply dynamic and static tests, as outlined in the
European Directive 78/108/CEE.
• To determine the noise level produced by the tested
motorcycles.
• To confirm the results against the limits specified in
the Ecuadorian Technical Regulation RTE INEN 136
(1R).
Theoretical framework
The following is an overview of the regulations on exhaust
noise emissions and test procedures for motorbikes in
Ecuador:
• Motorcycles are defined as two-wheeled vehicles with
an internal combustion engine, a displacement greater than
50 cm3, and a design speed exceeding 45 km/h [13]. The
NTE INEN 2656 standard, which addresses vehicle
classification for Ecuador, categorizes the motorcycles
studied in our research as Category L, subcategory L3.
• Exhaust noise refers to the sound produced by
combustion gases as they exit the engine through the
exhaust pipe. It is measured in decibels (dB) using
dynamic and static tests.
• A dimensionless measurement is used to express the ratio
between a measured quantity and a reference quantity. It
is employed to describe sound pressure levels, power, or
intensity. Its symbol is "dB."
• Environmental noise refers to the noise present in the
external environment, which has measurable or
quantifiable intensity. It includes fixed and mobile noise
sources.
• Admissible sound levels are the maximum limits of
exhaust noise emissions, measured in decibels, allowed
for motorcycles according to their engine displacement
category.
• A type of test used to measure a vehicle's noise
emissions, performed with the vehicle and drivetrain
stationery but the engine running.
• A type of test used to measure a vehicle's noise emissions,
conducted while the vehicle travels a specific distance in a
test field, at predetermined speeds, gears, and engine
revolutions.
• A document issued by the Ecuadorian state confirms that
a duly identified product, process, or service complies with
a technical regulation, technical standard, or other specified
normative document prior to its commercialization. This
certificate must be requested by motorcycle assemblers or
importers before commercialization, following successful
testing.
• An organization that has demonstrated technical
competence to carry out conformity assessment activities
through compliance with international, national standards,
and other requirements set by the accreditation body.
• An organization or laboratory authorized by the Ministry
of Production, Foreign Trade, Investments, and Fisheries
(MPCEIP) in accordance with the provisions of the
Ecuadorian Quality System Law to conduct specific
conformity assessment activities.
Equipment
The equipment used in the tests were operated by
ELICROM, a company located in the city of Guayaquil that
serves as an accredited laboratory. The following
equipment was used [13] [14] [15]:
• Precision Sound Level Meter: 3M Quest Technologies
brand, model 2100, with a measurement range of 0 to 140
decibels (Figure 4).
Figure 4
Precision Sound Level Meter
• Noise Calibrator: 3M Quest brand, model QC/10 - QC/20.
This device emits a stable acoustic signal at a controlled
frequency of 114 dB (Figure 10). This emitted signal can
be read by the sound level meter to verify its calibration
(Figure 5).
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
88
Figure 5
Noise regulator
• Tape Measure: Pretul brand, with a maximum length of
10 meters, and measurements in centimeters or meters
(exhibit Figure 6).
• Metal Square: Swanson brand, a metal tool in the shape
of an isosceles triangle, with a right angle and two 45-
degree angles (exhibit Figure 7).
• Hygrometer-Thermometer: Elicrom brand, model SH-
110. This equipment is used to record relative humidity (%)
and temperature of the environment on the day and time
when the tests are conducted (exhibit Figure 8).
• Stroboscopic Tachometer: Equipment used to measure the
engine's rotational speed (RPM) in those motorcycles
where it is not displayed on the dashboard (exhibit Figure
9).
• Metal Plumb Bob: A tool used to mark the exact position
of the exhaust pipe's outlet on the ground (exhibit Figure
10).
2. METHOD
A sample of 5 motorcycles was tested, which fall within the
range of engine displacements from 150 to 650 cm³. The
sample includes motorcycles of different origins, engine
size, materials, number of exhaust outlets, exhaust device
locations, etc
Table 1
Tested motorcycle specifications
Author.Arnoldo Alencastro, Marco Rodríguez
The procedure for conducting static tests.
Static tests involve accelerating the motorcycle, either in
neutral or with the help of a stand that lifts the rear wheel,
until a given number of engine revolutions is reached. The
sound produced is then measured using a precision sound
level meter. This was done in accordance with the specific
requirements outlined by the regulations:
The test area must be an enclosed space that forms a
rectangle, leaving a minimum of 3 meters of space between
Specifications of the Tested Motorcycles
Moto # 1
Moto # 2
Moto # 4
Moto # 5
Origin
Chinese
India
Chinese
Equator
Production Year
2018
2019
2018
2019
Segment
Utilitarian
Utilitarian
Dual purpose
Endurance
Mileage
10.588
6.595
8.045
19.123
Cylinder capacity (cm3)
248
155
250
200
Maximum engine rpm
8.500
8.000
8.000
8.000
Transmission
Mechanics
Mechanics
Mechanics
Mechanics
Marches
5
5
5
5
Tailpipe location
Right
Right
Right
Right
Puente E. et al
89
the ends of the motorcycle (as shown in Figure 12).
The ground should be a hard material like concrete or
asphalt.
• The tests required the presence of two individuals.
One person was responsible for accelerating the
motorcycle to reach the specified engine revolutions
and maintaining it at that RPM, while the other person
operated the sound level meter to take readings.
• As mentioned earlier, the motorcycle must be neutral
or on a stand that allows the rear wheel to be lifted. It
was ensured that the motorcycle was positioned
perpendicular to the ground.
• With the motorcycle in a perpendicular position, a
plumb bob was used to mark the exact position of the
exhaust pipe's mouth on the ground with a point (as
shown in Figure 13). This point was used, in
conjunction with a laser level, to mark the vertical
plane in which the exhaust gas outlet is located (as
shown in Figure 14).
• By standard, the orientation of the sound level meter
is set at an angle of 45°± 10° degrees relative to the
vertical plane in which the exhaust gas outlet is
inscribed. A metal square is used for this purpose. One
of its two equal sides is placed against the line marked
by the laser level, pointing with the acute angle at the
point marked on the ground (exhibit figure 14). The
orientation line of the sound level meter will be the
one indicated by the longer side of the square.
• Once the orientation line is marked, the standard
specifies that the sound level meter should be
positioned at 50 centimeters from the marked point on
the ground, or in other words, 50 centimeters from the
vertical plane formed by the exhaust gas outlet
(exhibit Figure 15). Measure out the 50 centimeters
and mark another point on the ground. This new point
will be the position of the sound level meter's
microphone, which will be used to test all the
motorcycles.
• Proceed to place the sound level meter, ensuring that
the minimum height is 20 centimeters from the
ground. To verify this, you can use the metal square
and the tape measure (exhibit Figure 16). The sound
level meter comes equipped with a tripod, which will
be of great help to keep it in position.
• If the motorcycle does not indicate the engine
revolutions on its dashboard, it will be necessary to use
the strobe gun to bring the motorcycle to the required
engine speed (exhibit Figure 17).
• The regulations indicate that measurements should be
taken when the motorcycle is stabilized at a certain
number of revolutions, as given by the following
formula (where S represents the maximum revolutions
specified by the manufacturer):
𝑺
𝟐 𝒊𝒇 𝑺 𝒊𝒔 𝒉𝒊𝒈𝒉𝒆𝒓 𝒕𝒉𝒂𝒏 𝟓𝟎𝟎𝟎 𝒓𝒑𝒎
𝟑𝑺
𝟒 𝒊𝒇 𝑺 𝒊𝒔 𝒍𝒐𝒘𝒆𝒓 𝒕𝒉𝒂𝒏 𝟓𝟎𝟎𝟎 𝒓𝒑𝒎
• In the sound level meter, the reaction time is set to "F"
for fast, the decibel range is set to 50 - 120 dB, since
the maximum value according to the standard is 86 dB,
and the curve is set to "A." The accuracy of this
equipment must be verified with the noise calibrator at
the end of each test (exhibit figures 18, 19).
• The motorcycle is accelerated, stabilized at the
previously defined engine speed, and the value is
recorded. Three consecutive measurements will be
taken for each motorcycle. The values will be
considered valid when there is no bigger than 2 dB.
Procedure for carrying out dynamic tests
Dynamic tests are those in which the sound of a motorcycle
passes a given point. The first step is to establish a point
and mark it on the ground. With the help of a plumb line,
we will position the tip of the precision sound level meter
just above this point, on a stand that will help keep it stable
during the tests.
This point will be at a height of 1.20 meters from the
ground, and these requirements must be considered:
• Around this point, within a minimum radius of 50 meters,
there should be no large objects such as fences, signs,
buildings, or mountains that could affect the acoustic field
in the area.
• Keep in mind that the noise will be measured over a
period, so there should be no external noise sources around
this point apart from the motorcycle being tested. Examples
of this could be traffic, equipment like drills or grinders
working nearby, street vendors, etc. The regulations state
that the difference in noise between the selected point for
the sound level meter and the center of the track where the
motorcycle will circulate must be a maximum of ± 1 dB.
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
90
• It is also important to consider the noise generated by the
moving motorcycle due to friction with the ground during
the test. This is why the regulations specify that the ground
must be made of concrete, asphalt, or any other hard
material that is dry and free from loose soil or grass.
• During the test, the motorcycle will cover 20 meters,
from line A-A´ to line B-B´ and back. The motorcycle will
follow a straight path, which will be a reference line called
C-C´.
• The sound level meter must be placed halfway along the
reference line C-C´ at 7.5 meters.
After delineating the location and setting up the
equipment, our attention must shift to the motorcycle; it is
necessary to know the maximum engine speed,
displacement, and the number of gears in the transmission
system. This data is used by the regulations to determine
the parameters followed by the driver:
• The motorcycle must have reached its operating
temperature, have sufficient fuel, and its exhaust system
must be in good condition without alterations.
• The approach speed to the starting line of the test will be
50 km/h, steady and with the engine speed (rpm) between
50% - 75% of the manufacturer's maximum
recommendations.
• Once the front tire crosses the starting line A-A´, the
driver must accelerate to the maximum throughout the
entire journey until the rear tire of the motorcycle crosses
the line B-B´. Afterward, the driver must immediately
release the throttle and allow the motorcycle to decelerate
without abrupt braking.
• The gear or gearshift to be used for the test is indicated
by the regulations:
• Regarding the number of tests that must be conducted for
each motorcycle, the regulations state that there should be
2 tests on each side of the motorcycle. The results should
be rounded to the nearest decibel, and they will only be
accepted as valid when the difference between them does
not exceed 2 dB. The measurement value to reported will
be the result in the measurements minus 1 dB to counteract
possible inaccuracies.
• The data obtained will be recorded in a test report. The
report will also contain information about the motorcycle
(manufacture, model, chassis number, maximum rpm,
origin), environmental conditions (temperature, relative
humidity), information about the sound level meter (initial
verification, serial number), and the results separated by the
side of the motorcycle (right or left).
• The tested motorcycle will be considered in compliance
when the result of the four measurements is equal to or less
than the limits set forth in the RTE INEN 136 (2R)
Motorcycles, for the category of that motorcycle. In all
other cases, it will be considered non-compliant [16] [17].
3. RESULTS
AND DISCUSSION
The results will be compared to the maximum noise limits
set forth by the Ecuadorian technical regulation RTE INEN
136 (1R) "Motorcycles" for their respective categories, to
determine which of them complies with the conformity of
this requirement. As we can see below, the results obtained
for each motorcycle in the static tests tend to be higher than
those obtained for the same motorcycle in the dynamic tests
[18]. This is due to various factors, including the fact that
in dynamic tests, the sound level meter is considerably
farther away from the motorcycle compared to static tests.
Dynamic tests are conducted in an open area, allowing for
the dissipation of noise generated, and in dynamic tests, the
sound level meter has less time to capture precise noise
measurements because the motorcycle is in motion and
moving away from it, whereas in static tests, the amount of
noise to which the sound level meter is subjected remains
constant.
Puente E. et al
91
Table 2
Presentation of Static Test Results
When comparing the results obtained with those specified
in the Technical Regulation INEN 136, we can observe
that, in this test, the Ecuadorian-made motorcycle exceeds
the value set by the standard by 4 decibels [18]. As the
other motorcycles, fall within the allowed range. In other
words, the noise they produce is lower than what the
standard allows. The results of this test tend to be higher
than those obtained in dynamic tests and are not considered
by the RTE INEN 136 (1R) "Motorcycles" to determine a
motorcycle's compliance with the regulation. However,
they provide an indication of the noise produced by a
motorcycle tested on a bench and, therefore, offer a clear
idea of what will happen in the dynamic tests.
Table 3
Presentation of Dynamic Test Results
Note: The exposed values have been rounded to the nearest decibel and subtracted one unit as indicated by the standard.
In the case of the results through the Dynamic test, when
comparing them to the limits specified by the standard, we
can see that all of the motorcycles are below these limits,
meaning they are in compliance.
Based on the results from the static tests, the only
motorcycle that was in question regarding whether it would
exceed the limits set by the regulation in these tests was the
Ecuadorian-made one, which exceeded the regulation for
its displacement category by 4 decibels (87 versus 83) in
the static test. However, in the dynamic test, it remained 6
Presentation of Results: Static Test
Vehicle
Origin
Cylinder capacity
Test value
Maximum value
per standard
Motorcycle # 1
Chinese
240 cm3
81 dB
83 dB
Motorcycle # 2
India
155 cm3
79 dB
83 dB
Motorcycle # 3
Colombia
645 cm3
83 dB
86 dB
Motorcycle # 4
Chinese
250 cm3
82 dB
83 dB
Motorcycle # 5
Equator
200 cm3
87 dB
83 dB
Presentation of Results: Dynamic Test
Vehicle
Origin
Cylinder
capacity
Value obtained
in Test
Maximum
value per
standard
Conformity
Motorcycle # 1
Chinese
240 cm3
74 dB
83 dB
Yes
Motorcycle # 2
India
155 cm3
73 dB
83 dB
Yes
Motorcycle # 3
Colombia
645 cm3
80 dB
86 dB
Yes
Motorcycle # 4
Chinese
250 cm3
78 dB
83 dB
Yes
Motorcycle # 5
Equator
200 cm3
77 dB
83 dB
Yes
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
92
decibels below the regulation, which grants it the
compliance required for commercialization and
circulation in our country.
4. CONCLUSIONS
As we have observed throughout this study, the level of
noise in a city is a measurable, regulatable, and even
plannable characteristic. The authorities in our country
have the information and tools to establish noise levels
that are not harmful to the health of their residents and
ecosystems, as well as the obligation to enforce the
standards put in place for this purpose.
In unusual circumstances, such as the COVID-19, it can
be challenging to predict population behaviors or trends.
The increase in motorcycle sales post-pandemic can be
considered one of these trends, as we saw a significant
surge in sales from 1,155 units in April 2020 to 14,433
units in June 2020. While this was good for the market and
Ecuadorian families, we must not neglect to enforce our
regulations to ensure that today's solution does not become
tomorrow's problem.
Motorcycles, represent a mobile noise pollution source,
producing an average of around 83 decibels, depending on
their engine size. If we multiply this value by the number
of motorcycles circulating in the city during rush hours,
we will have a substantial number of decibels adding to
the noise that affects the population. Furthermore, in 2020,
technical vehicle inspections were suspended due to the
pandemic. In other words, we increased the number of
motorcycles on the road in our country and suspended the
review of compliance requirements for their circulation.
Through our static tests, we were able to demonstrate that
the imported motorcycles complied with the maximum
limits specified in the INEN RTE 136 (1R) "Motorcycles"
regulation, there was a case of a motorcycle, #5,
assembled in Ecuador that exceeded the maximum values
allowed by 4 decibels. Although the results obtained from
this type of test are not considered to determine
compliance with the regulation, it is a factor to consider for
domestically assembled products.
Through this study, we were able to achieve the objective
of determining that both domestically assembled and
imported motorcycles comply with the technical regulation
INEN RTE 136 (1R) "Motorcycles" in a small sample.
However, we believe that the difference between the
regulation's limit and the values obtained could improve
[18].
Motorcycle assemblers in our country source most of the
components from China. Very few parts are manufactured
locally. Since the amount of noise produced by a
motorcycle is controlled by the exhaust device, and this, in
turn, is being imported for assembly in our country, we
should consider importing higher-quality products. We
should require importers or manufacturers to submit the
respective supplier's declaration of conformity, a document
in which the manufacturer or importer takes responsibility
for having conducted tests to confirm that their products
comply with the INEN RTE 136 (1R) "Motorcycles"
regulation.
The INEN RTE 136 (1R) "Motorcycles" regulation adopts
limit values from the European Directive 78/1015/CEE,
which was established in Brussels in 1978. Over the years
and with technological advancements, we should consider
that we can acquire and producing products that generate
less noise than what was specified in that year. This is
mentioned because the motorcycles that did comply with
the conformity in the tests are also very close to the limits
[1].
Efforts should continue to reduce the amount of noise that
our society generates, not only due to the impact on people
but also because it represents an important factor in
environmental conservation.
REFERENCES
[1]
Consejo de la Unión Europea, "Directiva
78/1015/CEE del Consejo, de 23 de noviembre de
1978, relativa a la aproximación de las
legislaciones de los Estados Miembros sobre el
nivel sonoro admisible y el dispositivo de escape
de las motocicletas," 1978.
[2]
Asociación de Empresas Automovilísticas del
Ecuador, "AEADE," (2022 Diciembre 22). [En
línea]. Available: https://www.aeade.net/wp-
content/uploads/2023/01/12.-Sector-en-Cifras-
Resumen-Diciembre.pdf.
[3]
Asociación de Empresas Automotrices del
Ecuador, "AEADE," (2022 Diciembre 22). [En
línea]. Available: https://www.aeade.net/wp-
content/uploads/2023/01/12.-Sector-en-Cifras-
Ingles-Resumen-Diciembre.pdf.
[4]
Asociación de Empresas Automotrices del
Ecuador, "AEADE," (2022 Diciembre 08) . [En
línea]. Available: https://www.aeade.net/wp-
content/uploads/2022/12/BOLETIN-DE-VENTAS-
PARA-PRENSA-DICIEMBRE-2022.pdf.
[5]
Líderes, "12 ensambladoras de motos se asocian
para tomar velocidad," 2020.
[6]
Mercado Automotriz Ecuatoriano, "General
Industria - YTO," pp. 1-8, Agosto 2021.
[7]
Servicio Ecuatoriano de Normalización,
Puente E. et al
93
"Reglamento Técnico Ecuatoriano INEN 136 1(R)
«Motocicletas,» 2019.
[8]
Servicio Ecuatoriano de Normalización, "Norma
Técnica Ecuatoriana INEN 2656-1. Clasificación
Vehicular según las Normas INEN,"Universidad
Laica Eloy Alfaro de Manabí, 2016.
[9]
Ley Orgánica de Transporte Terrestre Tránsito y
Seguridad Vial, Quito: Registro Oficial
Suplemento 398 de 07-ago.-2008, 2008, p. 48.
[10]
Parlamento Europeo y Consejo de la Unión
Europea, "Directiva 2002/51/CE Del Parlamento
Europeo y del Consejo de 19 de julio de 2002
aobre la reducción del nivel de emisiones
contaminantes de los vehículos de motor de dos o
tres ruedas, y por la que se modifica la Directiva
97/24/CE," 2002 Julio 19.
[11]
Automagazine.ec, "Ventas de la industria
automotriz en Ecuador durante el 2020," 2021
Enero 13.
[12]
Ministerio del Ambiente, Agua y Transición
Ecológica, "Ecuador le dice ¡NO AL RUIDO!,"
ambiente.gob.ec.
[13]
H. Y. Siregar, "Analysis on the characteristics and
driving conditions for motorcycle and passenger
car in Banda Aceh," AIP Conference Proceedings,
vol. 2711, 2021.
[14]
ISO, "ISO/IEC 17067:2013(es) Evaluación de la
conformidad - Fundamentos de la certificación de
producto y directrices para los esquemas de
certificación de producto," Online Borowsing
Platform (OBP), 2013.
[15]
ISO, "ISO/IEC 17025:2017(es) Requisitos
generales para la competencia de los laboratorios
de ensayo y calibración," Online Browsing
Platform (OBP), 2017.
[16]
Organismo de Normalización Española, «UNE-EN
ISO/IEC 17020:2012,» une.org, 2012.
[17]
El Universo, "El ‘delivery’ ayuda a sostener la
venta de las motos en el mercado ecuatoriano,"
eluniverson.com, p. Noticias, 2020 agosto 29.
[18]
TULSMA, Texto Unificado de Legislación
Secundaria de Medio Ambiente, Quito: Registro
Oficial Edición Especial 2 de 31-mar.-2003, 2003.
[19]
B. Singh, "Assessment and Mapping of Noise
Pollution Levels in Bus Stands: A Case Study of
Haryana State, India," MAPAN, vol. 38, pp. 827 -
840, 2023.
[20]
A. Tobías, "Health impact assessment of traffic
noise in Madrid (Spain)," Environmental research,
vol. 137, pp. 136-140, 2015.
[21]
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Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
94
Exhibit
Figure 6
10-meter tape measure
Figure 7
Metal square
Figure 8
Thermo-hygrometer
Puente E. et al
95
Figure 9
Stroboscope gun
Figure 10
Metal plumb bob
Figure 11
Bosch brand laser level
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
96
Figure 12
Diagram of the area for static testing
Figure 13
Using a plumb bob to mark a point on the ground.
Figure 14
Using a laser level to trace a vertical plane.
Figure 15
The sound level meter location set at 45 degrees.
Puente E. et al
97
Figure 16
Verification of the sound level meter position
Figure 17
Measurement with a stroboscopic gun
Figure 18
Settings of the sound level meter for tests
Study on Acceptable Noise Standards for Motorcycles, in Accordance with the Ecuadorian Technical Regulation INEN 136 (1R),
Assessed Through Dynamic and Static Tests
98
Figure 19
Sound level meter calibration verification