Beruflich Dokumente
Kultur Dokumente
- Final Report -
Berichts - Kennblatt
1. Berichtsnummer 2. Abschlubericht 3.
17. Schlagwrter
Sportboote, Abgasemissionen, Geruschemissionen, 94/25/EG, 2003/44/EC,
Wasseranalyse, EN ISO 8178, EN ISO 14509
18. Preis 19. 20.
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4. Report Title
Exhaust gas and noise emissions of motorboats Basis for the update of the European Union
directive for the limitation of the emissions of motorboats
5. Author(s), Family Name(s), First Name(s) 8. Report Date
17. Keywords
Recreational craft, exhaust emissions, noise emissions, 94/25/EC, 2003/44/EC,
water analyses, EN ISO 8178, EN ISO 14509
18. Price 19. 20.
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Contents
Page
1 Introduction ..................................................................................................................................... 9
3 Prior art.......................................................................................................................................... 13
3.1 Exhaust gas and noise emission regulations for recreational craft engines........................... 13
3.1.1 Bodensee-Schifffahrts-Ordnung (BSO) (Regulation covering recreational craft on the
Bodensee/Lake Constance) ............................................................................................ 13
3.1.2 Environmental Protection Agency (EPA) ...................................................................... 15
3.1.3 Directive 94/25/EC......................................................................................................... 17
4.5 Carrying out the exhaust gas measurements on the engine test stand ................................... 39
4.5.1 Special features of the measuring process...................................................................... 40
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5 Results ........................................................................................................................................... 45
5.1 Pollutant emissions (exhaust gas).......................................................................................... 45
5.1.1 Inboard engines .............................................................................................................. 45
5.1.1.1 Petrol engines............................................................................................................ 45
5.1.1.2 Diesel engines ........................................................................................................... 48
5.1.2 Outboard engines............................................................................................................ 50
5.1.2.1 Two-stroke engines ................................................................................................... 50
5.1.2.2 Four-stroke engines................................................................................................... 52
5.1.3 Air ratio Lambda ()....................................................................................................... 54
5.1.4 Comparison of exhaust gas emissions of all engines ..................................................... 56
5.1.4.1 RWTV data ............................................................................................................ 56
5.1.4.2 Manufacturers data .................................................................................................. 58
5.1.5 Particulates ..................................................................................................................... 60
6 Determination/deduction of the potential for reducing pollutant and noise emissions ................. 69
6.1 Reduction potential................................................................................................................ 69
6.1.1 Noise............................................................................................................................... 69
6.1.2 Exhaust gas..................................................................................................................... 70
6.1.3 Discharge into the water................................................................................................. 73
6.1.3.1 Water analysis ........................................................................................................... 73
6.1.3.1.1 Experimental data.............................................................................................. 73
6.1.3.1.1.1 Determination of PAHs 73
6.1.3.1.1.2 Determining the hydrocarbon index 73
6.1.3.1.1.3 Determination of volatile aromatic hydrocarbons (benzene and derivatives)
.................................................................................................................... 74
6.1.3.1.2 Results ............................................................................................................... 74
6.1.3.1.2.1 Polycyclic aromatic hydrocarbons (PAHs) in the water samples examined 74
6.1.3.1.2.2 Hydrocarbon index in the water samples investigated 80
6.1.3.1.2.3 Volatile aromatic hydrocarbons (benzene and derivatives) in the water
samples examined ........................................................................................ 81
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8 Summary ....................................................................................................................................... 94
9 Bibliography................................................................................................................................ 100
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A [-] Constant
OB [-] Outboard
ABT [-] Averaging, Banking, & Trading
AU [-] Exhaust emission analysis
B [-] Constant
FRG [-] Federal Republic of Germany
BSO [-] Bodensee-Schifffahrts-Ordnung
BSZ [-] BOSCH smoke number
BTEX [-] Benzene, Toluene, Ethylbenzene and Xylene
BWVS [-] Bundesverband Wassersportwirtschaft e.V.
(Federal Association of the Water Sports
Industry)
CFR [-] Code of Federal Regulations
CO [g/kWh] Specific carbon monoxide emission
CO2 [g/kWh] Specific carbon dioxide emission
DIN [-] Deutsches Institut fr Normung e.V. (German
Standards Institute)
EC [-] European Community
EN [-] European standard
EPA [-] Environmental Protection Agency
EU [-] European Union
UEA [-] Unified Economic Area
FhG [-] Fraunhofer Gesellschaft
FIGE [-] Forschungsinstitut Gerusche und
Erschtterungen
FKZ [-] Funding code
Fn [-] Froude number
G [m/s2] Gravitational constant
GFS [-] Insignificance threshold values
GLP [-] Good Laboratory Practice
HC [g/kWh] Specific hydrocarbon emission
IB [-] Inboard
ICOMIA [-] International Council of Marine Industry
Associations
ICP [-] Induced Coupled Plasma
IFT [-] Institute for Vehicle Technology
IMEC [-] ICOMIA Marine Environment Committee
ISO [-] International Organization for Standardization
LAWA [-] Lnderarbeitsgemeinschaft Wasser
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1 Introduction
In the research project, a representative selection of boat engines was to be tested in respect of their
noise and exhaust gas emissions. On the basis of this it would be possible to formulate potential
measures for reducing the air, water and noise pollution. This is to take place inter alia with the aid of
the TREMOD estimation model for calculating global or local noise and pollutant emissions.
According to rough estimates there are around 300,000 (recreational) motorboats in the FRG that
contribute considerably, especially in the case of those with two-stroke propulsion, to current and
future air quality problems (ozone formation). The particulate emissions of two-stroke petrol engines
are also of interest. Two- or four-stroke outboard engines with an output of up to 40 kW account for
the greatest percentage of motorized capacity. The use of these engines is concentrated in the summer
months and here in particular at weekends. Increased usage on certain days and in areas that usually
also have a high recreational and leisure value results in substantial noise pollution and significant
environmental pollution caused by exhaust emissions in these areas. Insufficient data exist at present
regarding the pollutant and noise emissions from motorboats and these data are to be collected with
the aid of the project.
According to information from ICOMIA (International Council of Marine Industry Associations), the
total numbers of recreational craft in the countries of the EU und the UEA, including Switzerland, in
1998 were as follows:
ICOMIA has produced the following data for the motorization of these units (sales figures for engines
in Europe, 1998 (in units)):
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It is evident from this that far more outboard engines are sold than inboard diesel engines and inboard
petrol engines. These figures provided the basis for the selection of engines to be tested.
The amendment currently under discussion at European level of the Recreational Craft Directive
94/25/EC, extended by Directive 2003/44/EC, deals with the problem of emissions from recreational
craft and was regarded as the reference guideline for the project.
2 Project objectives
No comprehensive data have so far been available regarding exhaust gas and noise emissions from
recreational craft drives. The research project is intended to create a reliable, corroborated database
with the aid of which the current prior art for recreational craft drives can be documented. To this end,
particulate emissions of petrol engines and the discharge of pollutants into water and their detectability
in water are to be looked at in addition to a study of noise and gaseous emissions. The information
required for the project was to be compiled by taking measurements of selected boat engines and with
the aid of data from the engine manufacturers.
Furthermore, it should be possible to estimate the technical outlay for optimizing the current situation.
As well as deducing and formulating an emission reduction potential (exhaust gas and noise) this also
includes formulating any proposals that may be required for changing Directive 94/25/EC
(2003/44/EC).
With reference to a heavily used stretch of water it was to be ascertained using a model what
environmental effects are produced. It was to be calculated how possible reduction measures and the
exhaust and noise limits for recreational craft that are currently under preparation in the EU could
affect the environmental pollution.
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The noise emission measurements and derivation of the pollutant and noise reduction potential were
handled by the RWTVs Division for Noise, Metrology and Modelling. The noise measurements
were carried out as required by Directive 94/25/EC (2003/44/EC) in accordance with EN ISO 14509.
The noise measurements were carried out using the required standard boats off Heerenlaak harbour
near Maaseik in Belgium (excavation pit with dead water).
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3 Prior art
3.1 Exhaust gas and noise emission regulations for recreational craft engines
Limitvalue = A PN m
PN = max. power at rated speed
A, m = constants (see Table 3.1.1 1)
A m A m A m
<4 600 0,5 60 0,7747 15 0
4 100 600 0,5 39,39 0,4711 15 0
> 100 60 0 10,13 0,1761 15 0
A m A m A m
<4 400 0,6505 30 0,6505 10 0,1505 [0]
4 100 400 0,6505 30 0,6505 10 0,1505 [0]
> 100 20 0 3,375 0,1761 5 [10] 0
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One special feature of the BSO is the additional limiting of the pollutants CO, HC und NOx relative to
the emitted mass in grammes per hour. If a boat has two engines, the following must be guaranteed:
the sum of the pollutant mass of two engines may not be greater than the limit value of the mass
emission that applies to a single engine. The limit values of the mass emission are not dependent on
the power of an engine. For this reason engines with a large exhaust mass flow, as a rule large-volume
combustion engines, have more problems in adhering to these limit values.
In the BSO the specific particulate mass is not limited for compression ignition engines, as is
otherwise normally the case. Here a diesel engine only has to adhere to the limited BOSCH smoke
number (BSZ). The BSZ is a measure of the intensity of the exhaust smoke and is determined at full
load and rated speed.
As with periodic exhaust emission analysis (AU) on cars, certified craft and boats should be re-tested
at specific intervals (repeat testing). The intervals for repeat testing are 2 years for passenger vessels
and 3 years for other craft.
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HC + NOx
HC + NOx (g/kW-hr)
Year (g/kW-hr) Useful Life Warranty Period
P 4,3a
P < 4,3a
(0,917 x (151 + 557/P0,9))
1998 278 (ABT) + 2,44 (ABT)
(0,833 x (151 + 557/P0,9)) 1 year for all emission-related
1999 253 (ABT) + 2,89 (ABT) components
(0,750 x (151 + 557/P0,9))
2000 228 (ABT) + 3,33 (ABT)
Personal watercraft:
350 hours/10 years
The test procedures for current federal standards use the ISO 8178 E4 5-Mode Steady-State Test Cycle.
a P stands for the rated power of the engine family in kilowatt.
b These standards apply to marine SI outboard/personal watercraft and jet boat engines only. The
standards are expressed in g/kW-hr in the Code of Federal Regulations. There are currently no federal
standards for marine SI sterndrive/inboard engines; previously proposed federal standards were not
finalized. Marine CI engines under 50 hp are covered under the proposed nonroad CI standards. Federal
standards are currently in development for marine CI engines over 50 hp. There are no California or
European Union standards for marine SI or CI engines. The standard for personal watercraft does not go
into effect until 1999, although the standard into effect for outboard engines in 1998.
(ABT) - Averaging, Banking, & Trading
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For marine diesel engines under 37 kW (50 HP) the limit values for non-road CI engines apply in
accordance with EPA regulation 40 CFR Part 89 (Table 3.1.2 2), while for marine diesel engines
with a greater power the values according to EPA regulation 40 CFR Part 94 (Table 3.1.2 3) apply.
Unlike the situation in relation to petrol engines, the carbon monoxide emissions of diesel engines are
limited too. The limits apply both to the leisure sphere and to commercial use /11/ und /19/.
\1\ The model years listed indicate the model years for which the specified
standards start
Table 3.1.2 2: Limit values according to EPA regulation 40 CFR Part 89,
nonroad CI engines under 37 kW (50 HP)
\1\ The model years listed indicate the model years for which the specified standards start
(ii) EPA has not finalized Tier 2 standards for Category 3 engines. EPA will promulgate final Tier 2 standards
for Category 3 engines on or before April 27, 2007.
Category 1 means relating to a marine engine with a rated power greater than or equal to 37 kilowatts and a
specific engine displacement less than 5.0 liters per cylinder.
Category 2 means relating to a marine engine with a specific engine displacement greater than or equal to 5.0
liters per cylinder but less than 30 liters per cylinder.
Category 3 means relating to a marine engine with a specific engine displacement greater than or equal to 30
liters per cylinder.
Table 3.1.2 3: Limit values according to EPA regulation 40 CFR Part 94, marine engines
above 37 kW (50 HP)
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Directive 94/25/EC of the European Parliament and of the Council of 16 June 1994 on the
approximation of the laws, regulations and administrative provisions of the Member States relating to
recreational craft created a regulation for the European area. Since coming into force in 1998 the
Directive has dealt with the design and construction of recreational craft. Its aim was to create
harmonized provisions regarding exhaust and noise emissions by recreational craft.
On 16 June 2003 Directive 2003/44/EC amending Directive 94/25/EC came into effect. This sets limit
values for exhaust and noise emissions by recreational craft within the Member States for the first time
(Table 3.1.3 1 and Table 3.1.3 2). These apply to the introduction of auto-ignition and four-stroke
spark ignition engines after 01.01.2006 and to two-stroke spark ignition engines after 01.01.2007. The
specific limit values in g/kWh for the exhaust emissions carbon monoxide (CO), hydrocarbons (HC)
and nitrogen oxides (NOx) are calculated using the following formula:
B
Limitvalue = A +
PNn
PN = rated engine power
A, B, n = constants
The specific exhaust emissions of small engines are proportionately higher than those of larger
engines. In the formula shown, term A denotes a base level in the case of high engine outputs and term
B / PNn a supplement for engines with a lower output. The different engine concepts are also taken into
account when calculating the limit values, a distinction being drawn between two- and four-stroke
petrol engines and compression ignition engines /9/.
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Recreational craft with inboard engines or engines with Z-drive without an integral exhaust system,
personal watercraft engines and outboard engines and engines with Z-drive and integrated exhaust
system also have to conform to the requirements in respect of noise emissions.
The noise emissions measured with the aid of the test method stipulated in EN ISO 14509
(cf. Chapter 4.3) may not exceed the limit values given in Table 3.1.3 2.
PN 10 67
10 < PN 40 72
PN > 40 75
Here PN equates to the rated power of the engine in kW (at rated speed) and LpASmax to the
maximum sound pressure level in dB. For two or multi-engine units of all engine types the limit may
be increased by 3 dB.
As an alternative to noise measurements, these noise regulations are considered to have been met in
the case of recreational craft with inboard engines or engines with a Z-drive and no integrated exhaust
system if they have a Froude number 1.1 and a ratio of power to displacement 40 and the engine
plus exhaust system are installed according to the specifications of the engine manufacturer.
The Froude number is calculated by dividing the maximum velocity of the boat V (m/s) by the
product of the square root of the length at waterline Lwl (m) and a given gravitational constant (g =
9.8 m/s2)
V
F = .
n
( g Lwl )
The power/displacement ratio is calculated by dividing the engine power P (kW) by the boats
displacement D (t) = P/D.
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As a further alternative to noise measurements, these noise regulations are considered to have been
satisfied by recreational craft with inboard engines or engines with a Z-drive and no integrated exhaust
system if their key design features are the same as for a reference boat that has already been certified
taking the tolerance specifications of EN ISO 14509 into account.
A certified reference boat is a specific combination of boat hull and inboard engine or engine with
Z-drive without integrated exhaust system which has been found to meet the requirements in respect
of noise emissions following measurements in accordance with EN ISO 14509, and of which all the
relevant key design features and the results of the noise emission measurements have been included in
the published list of certified reference boats. /9/
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0,00
1 90 200
Power [kW]
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0,00
1 90 200
Power [kW]
Fig. 3.2.1 2: HC limit values 2003/44/EC and BSO
0,00
1 90 200
Power [kW]
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1 90 200
Power [kW]
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HC 2003/44/EC Diesel
0,00
1 90 200
Power [kW]
0
1 90 200
Power [kW]
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0
1 Power [kW] 200
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3.2.4 Directive 2003/44/EC EPA regulation 40 CFR Part 89 and 94 (diesel engines)
By analogy with the petrol engines, the total of HC and NOx emissions is limited for diesel engines (40
CFR Part 89 and Part 94). To be able to compare the target limit values of Directive 2003/44/EC for
HC and NOx emissions with the EPA values, these are shown again added together in Fig. 3.2.4 2.
The stated EPA limit values are valid with effect from 2005.
0
1 Power [kW] 200
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4 Measuring programme
Displacers have a theoretical hull velocity (v=2.43 x length at waterline), and they reach this
velocity with relatively little engine power. Even at higher power they are scarcely faster, then only
causing stronger waves. They are operated very economically (ratio of consumption to range and
velocity) at somewhat below their hull velocity.
Due to their hull shape, planers lift out of the water above a certain velocity (transition from
displacement to planing motion). The water resistance is thereby reduced and the boat becomes faster
with the same engine power.
To achieve this transition, a defined minimum power is required (depending on size, weight, hull
shape). Planers achieve the best ratio of consumption to range and velocity in planing mode.
Semi-planers are an intermediate form between displacers and planers. They can likewise exceed their
theoretical hull velocity, but are not designed for such high velocities as planers. They lift less sharply
out of the water and therefore need more power than planers for the same velocities.
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The correct choice of propeller for the boat/engine combination depends on the hull shape, weight and
usage profile of the boat. Engine manufacturers indicate a full-load range that for the most part
comprises a range of 1000 rpm.
A 50 HP engine fitted to a boat holding one person can easily reach the upper range limit of e.g. 5500
rpm at full throttle. With an identical propeller but 3 or 4 people on board and towing a water-skier,
the travel resistance may be so great that the engine only attains 3500 rpm. Thus the boat no longer
attains planing mode. For such operation a propeller with a smaller pitch would have to be chosen,
with which the engine would overspeed in purely solo operation.
Outboard engines are mostly used to drive power boats. Inboard engines are used more frequently as
auxiliary engines for sailing yachts or on powerful boats in coastal regions. The mass-related exhaust
emissions produced in this case depend chiefly on the engine types and their rated power. These
engine types can be divided into the following three groups, which can have very different emission
profiles and, depending on usage, can also have different operating profiles:
Two-stroke petrol engines are normally used as outboard engines with a rated power of between 1.5
and 200 kW. Four-stroke petrol engines are used both as outboard and inboard engines. In the case of
four-stroke outboard engines the power range is roughly between 1 and 200 kW, while for four-stroke
inboard engines the range is up to 400 kW. Compression ignition engines are normally used as inboard
engines and have a power range of 5 to 500 kW.
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The engines on which measurements were to be carried out were selected with reference to the
manufacturers sales figures available. The data were provided by IMEC (ICOMIA (International
Council of Marine Industry Associations) Marine Environment Committee) and include the sales
figures for the years 1998, 1999, 2000 and 2001. The engines were grouped together in classes and
differentiated for this purpose according to the following criteria: inboard or outboard engine, petrol or
diesel engine, two-stroke or four-stroke engine and engine power. Examination of the data revealed
that the majority of engines sold in the FRG are in the range up to approx. 18 kW (20 HP). This was
taken into account percentage-wise in the selection of engines. The final selection was limited to the
15 most representative engines (Table 4.1 1).
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Due to short-term delivery problems of one manufacturer, two of the desired outboard engines had to
be replaced.
The four-stroke petrol engine listed under No. 5 should originally have been a two-stroke engine of the
same power and in the power class between 73.5-106.6 kW / 100-145 HP a four-stroke engine was
originally scheduled that was then replaced by a direct-injection two-stroke engine (engine no. 10).
The detailed measuring results are listed in the annex in Tables 10.3 1 and 10.3 2.
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ISO 8178-4 E3
120
100
80
Speed %
60
40
20
ISO 8178-4 E3
0
0 20 40 60 80 100 120
-20
Torque / power %
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ISO 8178-4 E4
120
100
80
60
Speed %
40
20
ISO 8178-4 E4
0
0 20 40 60 80 100 120
-20
Torque / power %
Power in % 100 75 50 25 0
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ISO 8178-4 E5
120
100
80
60
Speed %
40
20
ISO 8178-4 E5
0
0 20 40 60 80 100 120
-20
Torque / power %
120
100
ISO 8178-4 E3
ISO 8178-4 E4
80
ISO 8178-4 E5
Speed %
60
40
20
0
0 20 40 60 80 100 120
-20
Torque / power %
Fig. 4.2 4: EN ISO 8178-4 A direct comparison of the E3, E4 and E5 cycle
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20m 20m
+2
-0
25m
3,5m+-0,5 +2
-0
25m
EN ISO 14509 divides boat engines into groups. The power of the engines is the only deciding factor
in this regard. Each group has its own specified standard boat with defined dimensions. Table 4.3 -
1 lists the required specifications for standard boats. With the general condition V-shaped hull this
standard permits all conceivable construction materials and many common hull shapes of power boats
in principle.
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Siemens
Exhaust gas
analysis system
Sampling box
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Fig. 4.4.1.1 1: Test tank for outboard engines with exhaust gas suction facility and
heat exchanger
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The torque measuring accuracy is 0.1% of the scale end value. Calibration in Nm is carried out using a
horizontal lever arm 1019.4 mm in length and weights calibrated in kg.
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Fig. 4.4.1.3 1: Partial flow dilution tunnel of the particulate measuring equipment
AVL Smart Sampler SPC 472
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4.5 Carrying out the exhaust gas measurements on the engine test stand
The exhaust gas measurements were carried out according to EN ISO 8178 as required in Directive
94/25/EC.
Prior to measuring the exhaust gas emission, the rated power of the engines was verified. For the most
part the engine manufacturers do not specify the rated power at a fixed speed, but rather speed ranges
are normally given. In the case of the engines measured here, these ranges extended from 250 rpm
to 500 rpm. In operation the speed to be attained by the engine depends on the choice of propeller
fitted. The choice of propeller in turn is determined by the size, hull shape and weight of the respective
boat. All engine outputs were in the tolerance range of the 5% indicated in EN ISO 8178. This
output was reached mostly in the mid-range of the speed ranges specified by the manufacturers. The
power loss of the connecting shaft rotating in the water was also added in each case to the measured
power emitted by the engine. Like the engine power, this power loss was determined for each engine
and taken into account when carrying out the test cycle in each test stage.
The test stages of the individual tests and measurements were run over at least 10 minutes. The
concentration values of the gaseous emissions were averaged in each case over the last 3 minutes of
each test stage.
All the parameters required for calculating the specific emissions, such as power, torque, speed,
pressures and temperatures, intake air mass and fuel mass were registered by the test stand system and
processed with the aid of an evaluation program. Calculation was carried out as described in EN ISO
8178 and the results were expressed in g/kWh.
To verify the data obtained, every engine had to go through the test cycle twice, then the arithmetic
mean was formed from the results of the two measurements.
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On two engines, although the receiver for the probe could be fitted the engine part to be modified for
this purpose then had to be exchanged for a new part. The fitted probe receivers were mostly closed
using suitable blind plugs and were thus available for further use.
The measurement of the gaseous exhaust emissions could be carried out easily in the main on the
engines thus prepared. The high precipitation of condensates in some petrol engines is to be seen as a
problem with regard to the functioning of the analysis systems. This applied to all petrol engines that
exhibited a particularly high CO and HC content in the exhaust gas. Engines in which the fuel/air mix
was coordinated to an air ratio around = 1.0 were by no means to be rated so critically here.
The discharge of uncombusted oil in the two-stroke petrol engines should be mentioned in addition to
the condensates occurring. Two-stroke petrol engines without modern mix preparation should be
mentioned here in particular. Depending on the metering of the fuel-oil mixture, a very high
proportion of uncombusted engine oil is discharged.
The condensate and oil pollution in the sample flow made it necessary to clean components of the
analysis system several times during the measurements, this being the only way of guaranteeing the
proper functioning of the analysers. The attachment of a special sampling probe (probe opening
opposite to the direction of flow of the exhaust gas) required for determining the particulate emission
could only be realized on 6 engines.
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Connecting the outboard engines to the loading unit on the engine test stand also proved difficult and
in some cases extremely laborious. The gear output shaft of the engine had to be connected here to the
asynchronous machine with the aid of an adapter and a cardan shaft. Since virtually every
manufacturer does his own thing with regard to the manufacture of the gear output shafts, the required
adapters had to be fabricated individually in nearly all cases. The form closure for connecting the
propeller to the gear output shaft is guaranteed by a shearing pin or by gear teeth.
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The search for suitable boats proved relatively difficult, with the prescribed weight causing problems
in particular. It is thus relatively difficult to find an inflatable that will meet the standard for engines
< 6 kW, although these engines are frequently operated on them. At the correct length and width these
boats are often too light, and mostly too wide at the correct length and weight. As it was foreseen that
a fairly long period would be required for the tests, GRP boats were obtained on the used boat market.
The boats procured were in a technically perfect state. On boat 1 the transom height was designed for
normal shaft engines, while on boats 2 and 3 it was designed for long-shaft engines. Table 4.6 1 lists
the dimensions of the measuring boats.
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The engines < 6 kW were generally designed to be operated with an engine tiller, boat 2 had to be
retrofitted with remote steering for two of the engines supplied. The other boats were likewise
operated with an engine tiller. The larger engines for boat 3 were all equipped with remote steering.
The key engine characteristics and the dimensions of the propellers used can be found in Table 4.6 - 2.
The propeller dimensions signify diameter times pitch (in inches). In the case of engine nos. 18 and
19, 4-blade propellers were used, while all the others had 3 blades. To make it easier to distinguish
them, the fields for two-stroke engines are shaded in grey. Sixteen engines in all were measured, in
some cases with different propellers. Each engine/propeller combination is listed with its own number
below.
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No. Weight
No. Power Rec. full load speed Str. Shaft Propeller
of Fuel preparation
from to length in inches
cyl. kg
kW rpm rpm
1 3.68 4000 5000 1 4 Petrol/carbur. 27 normal 7 7/8 x 7 1/2
2 3.68 4500 5500 2 4 Petrol/carbur. 35 normal 9 1/2 x 8 5/8
3 2.9 4000 5000 1 4 Petrol/carbur. 25 normal 7 1/2 x 6 1/2
4 1.5 5000 6000 1 4 Petrol/carbur. 12.5 normal 7 1/4 x 4 3/4
5 29 4500 5500 3 2 Petrol / 3 carbur. 73 long 11 x 15
6 22.4 5500 6000 3 4 Petrol/injection 106 long 10 7/8 x 11
7 4.5 4500 5500 2 2 Petrol/carbur. 26 normal 8 1/2 x 9
8 3.68 4500 5500 1 2 Petrol/carbur. 19 normal 7.9 x 7.9
9 11.2 4500 5500 2 4 Petrol/carbur. 50 long 9x9
10 18.4 5000 6000 2 2 Petrol/carbur. 50.5 long 9 7/8 x 10 1/2
Petrol/ direct
11 29.4 5150 5850 3 2 108 long 11 2/5 x 12
injection
Petrol/ direct
12 29.4 5150 5850 3 2 108 long 11 x 15
injection
Petrol/ direct
13 29.4 5150 5850 3 2 108 long 11 1/2 x 13
injection
14 36.8 5000 6000 4 4 Petrol / 4 carbur. 112 long 11 1/8 x 13
15 36.8 5000 6000 4 4 Petrol / 4 carbur 112 long 11 x 15
16 3.3 4000 5000 1 4 Petrol/carbur. 27 normal 7 7/8 x 7 1/2
17 29 4500 5500 3 2 Petrol / 3 carbur. 73 long 11 1/2 x 13
18 7.4 5000 6000 2 4 Petrol/carbur. 44.5 long 9 1/4 x 8
19 7.4 5000 6000 2 4 Petrol/carbur. 44.5 long 10 x 7 5/8
20 11 4500 5500 2 4 Petrol/carbur. 49 long 9 1/2 x 8 5/8
21 36.8 5900 6500 3 4 Petrol/injection 105 long 11 3/8 x 14
22 36,8 5900 6500 3 4 Petrol/injection 105 long 11 1/4 x 15
23 36,8 5900 6500 3 4 Petrol/injection 105 long 11 1/2 x 13
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5 Results
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CO (RWTV data)
200
175
150
125
IB - petrol (GKAT)
CO [g/kWh]
IB - petrol
100 Limit value 2003/44/EC
75
50
25
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
HC (RWTV data)
8
IB - petrol (GKAT)
6 IB - petrol
Limit value 2003/44/EC
5
HC [g/kWh]
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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14
12
10 IB - petrol (GKAT)
NO [g/kWh]
IB - petrol
8 Limit value 2003/44/EC
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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CO (RWTV data)
10
Aspirated engines
2,5
0
0 80 160 240 320 400
Power [kW]
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HC (RWTV data)
3
IB - Diesel
Aspirated engines
2
HC [g/kWh]
0
0 80 160 240 320 400
Power [kW]
IB - Diesel
14
Limit value 2003/44/EC
12
Aspirated engines
Aspirated engines
10
NO [g/kWh]
8
x
0
0 80 160 240 320 400
Power [kW]
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CO (RWTV data)
500
300
CO [g/kWh]
200
100
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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HC (RWTV data)
300
100
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
10
6
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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CO (RWTV data)
450
400
OB petrol 4-stroke carburettor
350 OB petrol 4-stroke injection
300
Limit value 2003/44/EC
250
200 Identical
Identical engines
engines
150
100
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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HC (RWTV data)
50
45
40
20
15
Identical
Identical engines
engines
10
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
14
12
OB petrol 4-stroke carburettor
OB petrol 4-stroke injection
10
Limit value 2003/44/EC
NO [g/kWh]
Identical engines
Identical engines
4
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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IB petrol 4-stroke
0.7 1 1.3
Lambda ()
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OB
- petrol 4-stroke carburettor (BSO
models)
IB petrol 4-stroke
0,7 1 1,3
Lambda ()
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CO (RWTV data)
450
400
350
OB petrol 2-stroke carburettor
OB petrol 2-stroke injection
OB petrol 4-stroke carburettor
300
OB - petrol 4-stroke injection
IB petrol 4-stroke (GKAT)
CO [g/kWh]
150
100
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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HC (RWTV data)
300
250
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
8
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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CO (manufacturers data)
600
550
OB 4-stroke petrol carburettor
500 OB 4-stroke petrol injection
OB 2-stroke petrol carburettor
450
OB 2-stroke petrol injection
400 IB - diesel
CO [g/kWh]
350
300
250
200
150
100
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
HC (manuf. data)
325
300
OB 4-stroke petrol carburettor
275
OB 4-stroke petrol injection
250
OB 2-stroke petrol carburettor
225 AB 2-stroke petrol injection
200 IB - diesel
HC [g/kWh]
175
150
125
100
75
50
25
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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10
NO [g/kWh]
8
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
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5.1.5 Particulates
Hitherto only particulates from engines with extraneous 1 ignition (diesel) have been taken into
consideration in 94/25/EC.
The definition of particulates generally used for diesel engines according to Directive 88/77/EEC
summarizes under the term particulate those solid and liquid exhaust gas constituents that can be
separated at a maximum temperature of 324.85 K equivalent to 51.7 C or 125.06 F from the exhaust
gas, which is diluted using filtered ambient air, on a respectively defined sample filter (filter pair). The
particulate components thus gravimetrically assessed in the total do not all derive from the engine
combustion, but are rather a conglomerate of various components of solid, volatile and vaporizable
constituents.
Thus sulphur condensates result for example from the fuel and the lubricant of the engine and can be
adjusted accordingly through the sulphur content of these fuels. Hydrocarbons attached to the
particulates likewise derive from the fuel. Further constituents of the overall mass derive from the
engine oil (ash etc.) and possible material removal inside the engine (wear).
The extraction of filter platelets for differentiated analysis was carried out by means of
dichloromethane and subsequent post-weighing. The weight difference compared with pre-weighing
determined by extraction was defined as a soluble organic fraction (SOF). The sulphur content was
extracted using a water / isopropanol mixture (95% to 5%) and then evaluated via ICP spectroscopy.
The proportion of pure soot was then defined via the difference of the total filter weight from the SOF
and sulphur content (Table 5.1.5 1). /20/ /21/ /22/
The reason for the differences shown in Table 5.1.5 1 between the weightings are relatively volatile
particles, in this case high-boiling residues of petrol fuel, which evaporate. The four-stroke injection
engines exhibit advantages compared with the four-stroke carburettor engines and the two-stroke
engine with direct injection with regard to volatile HC particulates. The proportion of soot particles of
the two-stroke engine with direct fuel injection is small. Due to the technologically dictated lean and
thus hot combustion a markedly higher soot content was expected here. There is no apparent reason
for this result.
1
Fremdzndung is normally translated as extraneous, externally supplied or spark ignition. This may be an
error here, given that the reference is to diesel engines, which use compression ignition. TN
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Weighting RWTV Weighting Deutz Delta Proportions in percent
Filter Before After Sample PM Before After DCM After H2O- Filter Deutz HC Sulphate Soot
Top / Test Test mass extraction extraction extraction blackening - RWTV particles particles particles
Bottom mg mg mg g/kWh mg mg mg mg % % %
4-stroke 22kW Top 154,050 154,447 0,397 154,355 154,226 154,193 5,5 -0,092 58,6 4,6 36,8
0,098
injection Bottom 153,746 153,810 0,064 153,689 153,679 153,655 1 -0,121 77,6 6,2 16,1
4-stroke 36,8kW Top 154,478 154,656 0,178 154,521 154,531 154,462 1 -0,135 92,1 2,1 5,8
0,076
carburettor Bottom 153,966 154,058 0,092 153,929 153,944 153,888 0,7 -0,129 88,2 4,4 7,4
4-stroke 36,8kW Top 153,263 153,468 0,205 153,237 153,278 153,215 0,93 -0,231 91,7 3,7 4,6
0,082
carburettor Bottom 152,812 152,917 0,105 152,835 152,812 152,748 0,3 -0,082 94,9 2,6 2,5
2-stroke 29,4 kW Top 153,401 155,041 1,640 154,736 154,748 153,723 6,6 -0,305 85,1 1,4 13,5
0,375
direct injection Bottom 153,920 154,139 0,219 153,999 153,924 153,876 2,8 -0,140 79,3 1,4 19,3
4-stroke 22kW Top 151,134 151,646 0,512 151,564 151,405 151,349 5,95 -0,082 65,3 0,8 34,0
0,104
injection Bottom 154,065 154,152 0,087 154,127 154,078 154,028 1 -0,025 83,8 4,3 11,9
2-stroke 100 kW Top 145,543 146,340 0,797 - - - - - - - -
0,156
direct injection Bottom 145,535 145,669 0,134 - - - - - - - -
- - - - - - - - - - - -
Diesel 147 kW 0,324
- - - - - - - - - - - -
- - - - - - - - - - - -
Diesel 420 kW 0,190
- - - - - - - - - - - -
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Lmax in dB(A)
Right Meas.
IDMotor P in kW Stroke Propeller v in km/h n in 1/min Left side
side result
1 3,7 4 7 7/8 x 7 1/2 10 4580 61,6 61,2 61,6
2 3,7 4 9 1/2 x 8 5/8 11 4221 58,9 59,5 59,5
3 2,9 4 7 1/2 x 6 1/2 10 4868 61,5 61,6 61,6
4 1,5 4 7 1/4 x 4 3/4 9 5500 67,3 68,1 68,1
5 29,0 2 11 x 15 40 4320 68,7 69,8 69,8
6 22,4 4 10 7/8 x 11 47 5760 65,7 64,9 65,7
7 4,5 2 8 1/2 x 9 11 4460 61,7 61,5 61,7
8 3,7 2 7.9 x 7.9 11 4611 62,6 63,1 63,1
9 11,2 4 9x9 31 5015 65,5 66,3 66,3
10 18,4 2 9 7/8x10 1/2 40 5980 68,7 69,9 69,9
11 29,4 2 11 2/5 x 12 47 5297 69,3 67,9 69,3
12 29,4 2 11 x 15 43 4198 68,1 68,3 68,3
13 29,4 2 11 1/2 x 13 46 5126 68,0 68,0 68,0
14 36,8 4 11 1/8 x 13 51 5308 68,7 69,7 69,7
15 36,8 4 11 x 15 46 4524 67,5 66,9 67,5
16 3,3 4 7 7/8 x 7 1/2 9 4580 62,6 62,2 62,6
17 29,0 2 11 1/2 x 13 47 5246 71,1 70,6 71,1
18 7,4 4 9 1/4 x 8 19 5060 63,0 62,6 63,0
19 7,4 4 10 x 7 5/8 18 4600 63,3 63,7 63,7
20 11,0 4 9 1/2 x 8 5/8 32 5480 68,1 67,8 68,1
21 36,8 4 11 3/8 x 14 46 5370 68,0 68,3 68,3
22 36,8 4 11 1/4 x 15 47 6184 66,5 68,3 68,3
23 36,8 4 11 1/2 x 13 47 5820 66,8 68,4 68,4
Table 5.2.1 - 1: Pass-by level LpASmax at 25 m distance according to EN ISO 14509 with
related engine speed and velocity
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74
72
70
LpASmax in dB(A)
68
66
64
Engines <= 10 kW
62
Limit value up to 10 kW
Engines > 10 <= 40 kW
60 Limit value up to 40 kW
58
4000 4500 5000 5500 6000 6500
Engine speed in 1/min
Only one engine is above the future limit values, all the others are below, in some cases markedly
below.
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Fig. 5.2.1 - 2 shows the same levels, differentiated according to two- and four-stroke engines. It
appears that two-stroke engines are louder than four-stroke engines at the same speed. No general
statement can be derived from the limited number of engines alone. If the maximum pass-by level is
entered over the engine power, it can be seen that the noise levels of the engines under 10 kW except
for one are on average roughly 5 - 6 dB(A) lower than those of the engines over 10 kW (Fig. 5.2.1 -
3).
74
72
70
68
LpASmax in dB(A)
66
64
62
2-stroke engine
60
4-stroke engine
58
4000 4500 5000 5500 6000 6500
Engine speed in rpm
Fig. 5.2.1 - 2: Pass-by level LpASmax at 25 m distance according to EN ISO 14509 as a function
of engine speed, differentiated according to two-stroke and four-stroke engines
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74
72
70
LpASmax in dB(A)
68
66
64
62
Engine power greater than 10kW
2-str. engine
60 4-str. engine
Engine power up to 10kW limit value
58
0 5 10 15 20 25 30 35 40
Power in kW
Fig. 5.2.1 - 3: Pass-by level LpASmax at 25 m distance according to EN ISO 14509 as a function
of the engine power, differentiated according to two-stroke and four-stroke engines
74
72
70
LpASmax in dB(A)
68
66
64
62
60
58
5 15 25 35 45 55
Velocity in km/h
Fig. 5.2.1 - 4: Pass-by level LpASmax at 25 m distance according to EN ISO 14509 and the
related travelling velocities
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Fig. 5.2.1 - 4 shows the dependence of the pass-by level on the boat velocity. Boat 1 did not reach the
planing phase, and thus higher velocities, at all and boat 2 only attained them above an engine output
of 11 kW. It is therefore more probable that the rise in levels only reflects the differences in noise
emission from the engines up to 10 kW and the engines above 10 kW.
Engine noises increase with speed. As in the case of cars, on which tyre/road noise accounts for a
proportion (at higher speeds a predominant proportion) of the overall noise alongside the drive noise,
on recreational craft the water impact noise is added to the engine noise. At present only little is
known regarding its extent and dependence on velocity etc. In any case, the measuring regulation
permits velocities of up to 70 km/h. To find out whether the noise emissions increase
disproportionately to the speed or the related velocity, measuring passes were carried out with some
engines in different operating states. In Fig. 5.2.1 - 5 the pass-by levels and velocities at various
engine speeds are shown for a two-stroke and a four-stroke engine. On both engines both the level and
the velocity increase with the speed logarithm. Fig. 5.2.1 - 6 shows the pass-by level over the travel
velocity. Linear regression produces the better correlation here.
It cannot be deduced from the series of measurements that the water impact noises increase
disproportionately to the engine noises and that they might well even dominate at higher velocities.
Another factor supporting this is that the highest levels were only reached after the boats had already
passed the microphone. Admittedly, it must be noted that the measuring passes were carried out on
very flat water and the wave height was considerably below the permitted height of 100 mm for
planing craft.
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ID eng 11 and 14, dependence of velocity and pass-by level on engine speed
60 74
y = 52,399Ln(x) - 397,83 72
50 R 2 = 0,9979
70
40
LpASmax in dB(A)
68
y = 11,787Ln(x) - 31,692
Velocity in km/h
30 R 2 = 0,9687 66
y = 9,6491Ln(x) - 13,76
R 2 = 0,9263 Velocity ID eng 14
64
20 Velocity ID eng 11
Sound pressure level ID eng 14
Sound pressure level ID eng 11 62
y = 48,641Ln(x) - 370,22 Logarithmic (Sound pressure level ID eng 14)
10 (Logarithmic (Sound pressure level ID eng 11)
R 2 = 0,9818 60
Logarithmic (velocity ID eng 14)
Logarithmic (velocity ID eng 11)
0 58
2000 2500 3000 3500 4000 4500 5000 5500 6000
Engine speed in 1/min
Fig. 5.2.1 - 5: Maximum pass-by level of two selected engines at different engine speeds
74
68
64
62
60
58
5 15 25 35 45 55
Velocity in km/h
Fig. 5.2.1 - 6: Maximum pass-by level of two selected engines at different velocities
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In Fig. 5.2.1 - 7 the third-octave spectra at low and maximum velocity (and speed) are shown for the
same engines. There are no unusual features here either that indicate that water impact noise exerts any
notable influence at higher velocities. The ignition frequency and its harmonic component(s) are
strongly pronounced for both engines.
65
60
55
Third-octave level in dB(A)
50
45
40
35
ID eng 14; 4-str., 50 HP, 51 km/h
30
ID eng 14; 4-str., 50 HP, 12 km/h
25
ID eng 11; 2-str., 40 HP, 47 km/h
20 ID eng 11; 2-str., 40 HP, 10 km/h
15
63 80 100 125 160 200 250 315 400 500 630 800 1000 1250 1600 2000 2500 3150 4000 5000 6300
Third-octave centre frequency in Hz
Fig. 5.2.1 - 7: Maximum pass-by levels of two selected engines at different velocities
5.2.2 Comments
Most manufacturers do not specify any set full-load speed for their engines, but rather indicate a range,
which in the case of the test engines comprised a speed range of between 600 rpm and 1000 rpm.
Since propeller design always depends on the combination of boat/engine, searching for a propeller
with which the respective engine attains precisely the upper speed limit indicated would have entailed
too great an outlay. Some engines failed to reach the speed range indicated with the standard
propellers supplied, and smaller propellers were then fitted on these.
This speed range naturally also permits a margin for the extent of the noise emission. In the case of a
speed range of 1000 rpm, a rough difference in pass-by level in the order of 2 to 3 dB(A) can be
assumed between the lower and upper limit of the full-load range.
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6.1.1 Noise
The noise limit of 72 dB(A) for engines up to 40 kW seems to be very low at first glance, although it
is to be taken into account here that the measuring distance is 25 m. Even on full-load passes a noise
level of around 90 dB(A) and above in the boat tends to be the rule rather than the exception. In the
case of outboard engines, low weight and compact dimensions are advertising and selling arguments.
Small engines with tiller steering are very frequently removed from the boat again following use.
Above roughly 25 HP, or if the engines are fitted with remote steering, mounting and removal are too
difficult and labour-intensive. In this case the engines are bolted fixedly onto the transom. Even more
powerful engines (above 40 HP or so) are only offered with remote steering. Here the manufacturers
promise better driving performance due to low weight. It is astonishing that some engines are supplied
without intake silencers (Fig. 6.2.1 - 1). Many engines had intake plenums of plastic, which are
presumably only used for ventilating the crankcase.
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On the other hand, active or passive sound insulation measures (more rigid engine block, intake
silencer, sound insulating engine hood or the like) are mostly associated with an increase in weight
and/or cost. Thus the hood was lined with foam on just one engine (Fig. 6.1.1 2).
Since the engines are mostly efficiently encapsulated against spray, more efficient sound insulation of
the hood would be simple and cheap to realize. Slightly greater dimensions and a somewhat higher
weight should not be a decisive counter-argument, at least in the case of the larger, fixedly mounted
engines.
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On four-stroke petrol outboard engines the result is to be assessed differently. Here engines with
modern injection technology do not have any advantages, as was assumed. Engines fitted with
carburettors too can exhibit low emissions. The reason for the sometimes very good exhaust gas
characteristics of these models is very careful tuning of the carburettor system. It could not be
explained conclusively why the tuning of engines fitted with an injection system is not better. For
years the automobile industry has been showing what potential injection technology possesses. Let a
reference also be permitted to two-stroke petrol engines with direct fuel injection. Here the obvious
assumption is that in the case of the drives under consideration, the most reliable rather performance-
oriented setting was aspired to. It also remains to be examined what possibilities outboard engines
offer for the use of catalytic converters. In this regard, however, consideration must be given to the
reliability of such systems, especially in applications in major sea states 2.
In the case of inboard petrol engines, the potential of catalytic converter technology could be
demonstrated impressively. With regard to design, the application problem is not as great as on the
outboard engines. The exhaust gas emission characteristics could be improved considerably by more
careful tuning of the engines.
As regards inboard diesel engines, modern diesel technology as already used in the automobile
industry will become more widespread in the fullness of time, thereby creating the basis for even
lower exhaust gas emissions.
In general, four-valve technology, a central plug position on spark-ignition engines or dual ignition
system with two spark plugs and exhaust gas recirculation offer sufficient potential to improve
emission values further in the future.
The introduction of periodic exhaust gas testing, as already practised on the Bodensee (Lake
Constance), also remains to be considered. Due to the regular monitoring of exhaust gas values, any
defects, possible manipulation and incorrect settings can be detected at an early stage and corrected.
Unnecessary environmental pollution can thus be averted.
By replacing all the conventional two-stroke engines looked at here with two-stroke engines with
direct injection, specific emissions of CO could be reduced by approx. 60% and of HC by approx.
70% (see Table 6.2.2.-3 in the next section), although the NOx emissions would then increase by a
factor of approx. 2.4.
2
seegngig derives from the term Seegang meaning sea state, swell. It is therefore assumed that this refers
to the use of such variants in waters that are prone to heavier weather. - TN
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On the other hand, if conventional two-stroke engines were replaced completely by four-stroke
engines, a reduction in hydrocarbons (HC) in the range of 90% could be achieved, but here too the
nitrogen oxide emissions (NOx) would rise as a result. An increase in nitrogen oxides (NOx) in the
order of approx. 50% can be deduced from the calculations taken as the basis for this (see Chapter
6.2.2). This rise could be considerably over-compensated for if all the engines under consideration
with an output greater than 30 kW were to be fitted with a controlled three-way catalytic converter
(Gkat).
In conclusion it can be stated that the exclusive use of four-stroke petrol engines would facilitate a
considerable reduction in hydrocarbon emissions (of approx. 90%). If catalytic converter technology
were used at the same time, this would facilitate a reduction of a comparable order of magnitude
(approx. 90%) for the nitrogen oxides too.
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To detect any residues in the test tank and to be able to deduct these from the final sample
(background pollution), a sample was also always taken prior to the test cycle.
The water samples were dispatched by courier to ITEM and analysed there immediately following
receipt. The engine types identified in Table 4.1-1 were used for the water analyses.
With regard to the analyses discussed below, it should be taken into account that here only single
analyses were carried out without more extensive repeat measurements. For this reason no
corroborated statements can be made regarding the repeatability of these measurements.
Moreover, the analysis values of the individual engines do not exhibit any uniform trend. Due to
dilution in the test tank, a considerable weakening of the concentration occurs, which adds to the
difficulty of producing a precise and corroborated analysis of these components.
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6.1.3.1.2 Results
The PAH concentrations determined in the water samples prior to running the respective engine can be
seen from Table 10.1 1. The values determined in the five samples tested vary for the total sum of
PAHs between 15 and 141 g/L, i.e. large variations are detected in background pollution of the water
by PAHs.
The variations observed are to be attributed in particular to the considerable variation in the values
determined for naphthalene (n.d. - 137 g/L). Since the background values for the naphthalene
concentrations in the water samples are already very different and it is also known that naphthalene
concentrations can generally exhibit large variation ranges, the total concentration excluding
naphthalene (15 EPA-PAHs, without naphthalene) are discussed in addition to the total concentration
of PAHs (16 EPA-PAHs) in further observations.
One explanation for the quite high and varying naphthalene concentrations is to the effect that these
could be residues of preservatives. Engines are sealed prior to delivery using preservatives of this kind
to avoid internal engine damage during fairly long periods of storage.
If the naphthalene values are excluded when considering the sum of PAH concentrations in the water
samples, then concentrations of between 4 17 g/L are yielded for the water samples taken in
advance. The PAH profile resulting for the individual substances in these water samples is illustrated
in Fig. 6.1.3.1.2.1 - 1.
Table 10.1 - 1 in the appendix also shows the results for PAH concentrations that appeared in the
water samples following running of the engines.
In addition, Table 6.1.3.1.2.1 - 1 shows the values for the individual engines (corrected to take
account of the respective background pollution). Fig. 6.1.3.1.2.1 - 2 illustrates the values for the
naphthalene concentrations in the water. The results for the 16 EPA-PAHs are shown in graph form in
Fig. 6.1.3.1.2.1 - 3.
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Concentrations of between 97 431 g/L are yielded for the sum of PAHs in the water samples. Not
taking the naphthalene values, which vary between 39 - 398 g/L, into account when forming the
total, the concentrations are between 6 - 57 g/L. The total PAH concentrations determined in the
water samples are listed in Figs. 6.1.3.1.2.1 - 4 and 5, and both the values for the total sum of all PAHs
and the sum not taking the naphthalene concentration into account are shown.
The results show that a quantitative statement can be made regarding the discharge or detectability of
pollutants, but that it is difficult to make any qualitative statement. Owing to the small number of
water samples taken, corroborated statements regarding the repeatability and reproducibility of the
measuring results obtained are scarcely possible. Due to the limits on the project it was not possible to
realize an extended number of water samples.
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8,0
Viertakt 29,4 kW Ein-
7,0 spritzung
Zw eitakt 3,7 kW
6,0 Vergaser
g/l
1,0
0,0
en
u o ce n
an n
n
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ap n
F n
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Fig. 6.1.3.1.2.1 - 1: PAH concentrations in the water samples (profile) prior to the
respective engine test.
Viertakt 4,4 kW
200 Vergaser
0
Naphthalin
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Zw eitakt 3,7 kW
6,0 Vergaser
g/L
th n
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ap n
n*
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Motor
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Zweitakt 100 kW
50 Einspritzung
0
Summe Summe
PAH PAH ohne
Naphthalin
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Values of between 0.3 1.7 mg/L are obtained for the water samples taken prior to running of the
respective engine. The results of the tests are illustrated in the form of a graph in Fig. 6.1.3.1.2.2 - 1.
Furthermore, Table 6.1.3.1.2.2 - 1 shows the results obtained for the hydrocarbon index as a result of
running the engines (corrected to take account of the respective background pollution). The
concentrations determined for the C-H-Index range between 0.3 13.1 mg/L. The results are shown in
the graph in Fig. 6.1.3.1.2.2 2 and permit the statement that 2-stroke engines exhibit higher
hydrocarbon emissions compared with the 4-stroke engines.
Table 6.1.3.1.2.2 - 1: C-H-Index in the water samples (mg/L) as a result of running outboard engines
6,0
4,0 2-str. 18.4 kW carburettor
2,0
0,0 2-stroke 100 kW
injection
Hydrocarbon index
Fig. 6.1.3.1.2.2 - 1: C-H-Index in the water samples (mg/L) prior to the respective engine test.
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6,0
4,0 2-str. 18.4 kW carburettor
2,0
0,0 2-stroke 100 kW
injection
Hydrocarbon index
Fig. 6.1.3.1.2.2 - 2: C-H-Index in the water samples (mg/L) as a result of running outboard engines.
The results obtained for the water samples examined in advance (original state) can be seen in Table
10.1 3. The concentrations for the sum of all substances investigated vary between 33 - 644 g/L. If
only benzene, toluene, ethylbenzene and the xylenes are taken into account in the summation, the
values lie between 22 - 434 g/L.
Furthermore, Table 10.1 - 3 in the appendix shows the concentrations of the volatile aromatic
hydrocarbons investigated. In addition, Table 6.1.3.1.2.3 - 1 shows the values for the individual
engines (corrected here too to take account of the background pollution in each case). The results are
shown in Fig. 6.1.3.1.2.3 1. Concentrations of between 253 - 10694 g/L are yielded for the sum of
the compounds investigated. If only BTEX (benzene, toluene, ethylbenzene and xylenes) are taken
into account in the summation, the values are between 231 - 9053 g/L of water sample.
As can also be seen from Fig. 6.1.3.1.2.3 1, the pollutant content in the water varies markedly (up to
a factor of approx. 40).
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It is easily recognizable that benzene, toluene, ethylbenzene and xylene at >80 % constitute the major
share of the pollutant discharge in all cases. Following running of the engines, a very different
pollution profile is observed in the water samples examined (Fig. 6.1.3.1.2.3 2).
As can be seen from Fig. 6.1.3.1.2.3 2 and Table 6.1.3.1.2.3 1, the conventional two-stroke petrol
engines have considerably higher emission values in the case of the volatile aromatic hydrocarbons
(BTEX). Depending on the component, these values are 6 to 12 times higher than for the four-stroke
engines (except for benzene). The direct injection two-stroke engine has the lowest BTEX emissions
of the engines examined. It remains to be noted regarding this that the ratio of benzene to toluene does
not seem plausible for this engine. The extent to which this ratio is influenced by the fuel grade used
cannot be clarified owing to the lack of any detailed fuel analyses.
Volatile aromatic
hydrocarbons g/L g/L g/L g/L g/L
Benzene 57,5 98,3 95,4 98,1 35,0
Toluene 118,4 1167,0 188,0 1185 47,0
Ethylbenzene 88 1231,0 99,0 1300 25,5
Xylenes 407 5370,0 510,0 6470 123,0
Cumene 1,3 15,7 1,0 11 n.n.
Mesitylene 10,4 109,0 12,0 75 1,8
Ethyltoluenes 46 443,0 51,0 357 8,4
Pseudocumene 77,3 880,0 63,0 1198 12,2
Grand total 805,9 9314 1019,4 10694,1 252,9
Total BTEX 670,9 7866,3 892,4 9053,1 230,5
The results of the water analyses carried out can only be evaluated as a first step. The objective of
being able to make a statement regarding the discharge of pollutants into the test tank water was
achieved. However, it should be taken into account in this regard that only a rough quantitative
statement regarding the pollutant discharge is possible. A difference is clearly discernible between
four-stroke petrol engines, two-stroke petrol engines with carburettors and two-stroke petrol engines
with injection. Although a marked increase in volatile aromatic hydrocarbons (BTEX) can be detected
in the two-stroke petrol engines with carburettors by comparison with the four-stroke petrol engines,
the modern two-stroke petrol engine with injection fares markedly better here.
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10000 10694
8000
Grand total
6000 Total BTEX
g/L
4000
2000
0
4-str. 29.4 kW injection 2-str. 100 kW injection
2-str. 3.7 kW carburettor 2-str. 18.4 kW carburettor
4-str. 4.4 kW carburettor
6000
g/L
4-stroke 4.4 kW
carburettor
4000 2-stroke 18.4 kW
carburettor
2000
2-stroke 100 kW
injection
0
Toluene Xylenes
Benzene Ethylbenzene
BTEX
Fig. 6.1.3.1.2.3 - 2: BTEX profile in the water samples (g/L) as a result of running
outboard engines.
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A heavily used stretch of water was defined as follows: width 300 m, length 2000 m, average depth of
water 1.5 m. This gives a volume of water of 900,000 cubic metres. On this stretch of water 75 boats
with outboard engines are operated daily. As shown in Fig. 6.2.1 1, these boats are divided into four
power classes and into 2- and 4-stroke engines. The distribution was chosen with reference to the
manufacturers statistics for Europe for 2001.
30
25
2-stroke
4-stroke
20
Number
15
10
0
up to 11 12 - 30 31 - 45 > 45
Rated power in kW
Fig. 6.2.1 - 1: Breakdown of boat engines into power classes and combustion methods
The average operating time for each boat was set at 2 hours, and boat operation was to be distributed
over a period of 10 h. This gives a frequency of 15 boats per hour. For the initial scenario it was
assumed furthermore that all two-stroke engines were fitted with carburettors and all four-stroke
engines were without exhaust gas post-treatment. The average engine power during the period of
operation was to be 21% of the rated power (corresponding to the average output of the test cycles
according to 94/25/EC).
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Average
Av. rated
Power power in Number Specific emissions in g/kWh
output
class operation
in kW in kWh 2-str. 4-str. 2-str., CO 4-str., CO 2-str., HC 4-str., HC 2-str., NOx 4-str., NOx
Up to 11 5.5 1.2 28 17 341.0 282.8 232.1 18.9 1.3 5.1
12 - 30 21.5 4.5 8 5 239.7 203.4 194.0 8.8 4.1 6.6
31 - 45 40.5 8.5 5 5 345.9 203.1 164.5 7.2 1.7 6.5
> 45 80.5 16.9 3 4 397.7 169.8 171.1 6.4 1.6 8.1
Table 6.2.2 - 1: Average specific emissions in g/kWh for the initial scenario
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The reduction effect when using direct injection on the two-stroke engine was determined from the
averages of the specific emissions of the two-stroke engines measured with carburettors and with
direct injection in the rated power range between 29 kW and 110 kW. 3 engines from the
manufacturers measurements with unusually high HC emissions were not taken into account. The
results are given in Table 6.2.2 - 3.
Average
Fuel supply No. of HC in NOx in
2/4-str. power in CO in g/kWh
engines g/kWh g/kWh
kW
2-stroke Injection 79.7 8 156.6 48.8 4.1
2-stroke Carburettor 60.0 9 382.5 172.1 1.7
Reduction: -59.1% -71.6% 136.3%
In the case of four-stroke inboard engines, engines with a regulated catalytic converter (Gkat) in the
power range between 88 kW and 275 kW were also measured. The emissions of the engines with Gkat
are 70% to 90% lower on average than for engines without a converter (see Table 6.2.2 - 4). However,
this result only applies to relatively high outputs, which do not occur at all in the scenarios discussed
here. It was therefore assumed for the scenarios used that the reduction effect is only half as great on
smaller engines. The assumption of a reduced effect with regard to the small drives was implemented
by taking less effective exhaust gas post-treatments (catalytic converters) into consideration in the
lower-power classes. If catalysts with a similar converting effect as used e.g. on motor vehicles are
used here in the future, the reduction effect would be greater.
Emission Av.
Fuel Number CO in HC in NOx in
2/4-str. reduction power
supply of engines g/kWh g/kWh g/kWh
technology in kW
4-stroke Injection GKAT 182.6 5 13.91 0.10 2.70
4-stroke Injection 190.8 6 50.38 1.58 11.81
Reduction: -72.4% -93.7% -77.2%
The reduction effects resulting from the assessments made are summarized in Fig. 6.2.2 - 1. If all two-
strokes were replaced by engines with direct injection, then a reduction of approx. 68% would result
for HC and an increase of approx. 30% for NOx. CO is not to be looked at further here, as it is only
significant with regard to the greenhouse effect.
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The increase in the overall NOx emission could be reduced to a marginal value if all four-stroke
engines over 30 kW were additionally fitted with Gkat. If this were to be done for all four-stroke
engines, the HC reduction increases to 72% and the overall NOx emissions would also be reduced by
8%.
If all two-stroke engines were to be replaced by four-stroke engines without further reduction
regulations, a reduction of 91% would result for HC, although NOx would increase by 53%. This
increase would be transformed into a reduction of 5% if all engines over 30 kW were fitted with Gkat.
If all engines were four-strokes with Gkat, the HC reduction would be 99% and the NOx reduction
30%.
Water quality would improve analogously to the aforementioned reductions. Admittedly, the
conclusions from Chapter 6.2.2.1 should be taken into account, since the pollutants calculated for the
model waterway are only to be expected in very small, uncritical concentrations even in the initial
state.
60%
40% CO
HC
NOx
20%
0%
Reduction effect
-20%
-40%
-60%
-80%
-100%
-120%
Initial situation all 2-strokes with all 2-strokes with all 2-strokes with all 2-strokes-> 4- Only 4-strokes, all 4- Only 4-strokes with
injection Injection, all 4-strokesInjection, all 4-strokes strokes strokes > 30 kW with Gkat
> 30 kW with Gkat with Gkat Gkat
Fig. 6.2.2 - 1: Emission reduction effect of various scenarios for CO, HC and NOx
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To be able to make any assessment of this kind, water samples taken from the test tank before and
after engine testing (in conformity with 94/25/EC) were analysed. This investigation was carried out
on three two-stroke engines (one of them an engine with direct injection) and two four-stroke engines
of differing engine power. The results are set out in Chapter 6.1.3 and in Tables 10.1 1 to 10.1 3
in the appendix to this report. The analyses cover a range of polycyclic aromatic hydrocarbons and
volatile aromatic hydrocarbons (benzene and derivatives). It is intended here to look first at benzene,
toluene and xylene, since the exhaust emissions of these substances can be deduced from the overall
hydrocarbon emissions.
To be able to produce an assessment of the discharge of the aforementioned substances into the model
waterway, the following procedure was adopted:
First the specific emissions for benzene, toluene and xylene were calculated from the specific HC
emissions for the stated engines. To do this, the factors used in the Manual for Emission Factors for 2-
stroke and 4-stroke petrol engines (for road vehicles) were invoked.
These are 0.055 for benzene, 0.105 for toluene and 0.085 for xylene. This produces the emission
situation shown in Table 6.2.2.1 - 1 for benzene, toluene and xylene for the model waterway. The
reduction potential for the exhaust emissions is the same as for HC (see Fig. 6.2.2 - 1).
Table 6.2.2.1 - 1: Overall emissions of benzene, toluene and xylene for the initial scenario
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The emissions were then determined in g/test with the aid of the cycle work. Assuming that the
concentrations in the test tank were homogeneous, the portions of these emissions dissolved in the
water in g/test were then calculated from the differences in the concentrations measured in the water
before and after testing multiplied by the amount of water in the tank (500 l).
The factors and results of this assessment are summarized in Table 6.2.2.1 2. Considerable
differences emerge. If the concentration values measured in the water are also considered (Table
6.2.2.1 - 3), then these differences might be attributable to the fact that there are saturation limits.
For the other observations, however, this is not taken into account. Rather the highest proportions are
invoked for the worst case assessment (4.3% for benzene, 4.4% for toluene and 18.8% for xylene).
Table 6.2.2.1 - 2: Proportions for benzene, toluene and xylene of total HCs in exhaust gas and
proportions of fraction dissolved in water relative to total emission
Concentrations in g/l
2-stroke,
2-stroke, 2-stroke, 4-stroke, 4-stroke,
direct injection
3.7 kW 18.4 kW 4.4 kW 29.4 kW
100.4 kW
Benzene 98.3 98.1 95.4 57.5 35.0
Toluene 1167.0 1185.0 188.0 118.4 47.0
Xylene 1231.0 1300.0 99.0 88.0 123.0
Table 6.2.2.1 - 3: Concentrations of benzene, toluene and xylene measured in test tank
In /17/ reduction rates are given for the time in which no further discharges take place. According to
these, benzene is reduced to 53% after 60 mins, toluene to 24% and xylene to 75%. With rest periods
of 14 hours per day, it can be assumed that the pollutants discharged will no longer be reliably
detectable in the water on the following day.
Thus in the worst case the following concentrations result in the water:
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To be able to assess the effects of recreational craft emissions in the surface waters, the pollutant
concentrations in the water determined in the trials were compared with quality standards for surface
waters.
On the basis of EC Directive 76/464/EEC, the directive covering the protection of waters from
dangerous substances /23/, quality targets for surface waters were derived for a large number of
substances. A quality target of 10g/l was set in each case for the pollutants benzene, toluene,
ethylbenzene and xylene. The EC drinking water directive 98/83/EC /24/ sets a limit of 1g/l in
drinking water for benzene.
Benzene 10 1 0.12
Toluene 10 0.32
Ethylbenzene 10
Xylenes 10 1.12
Table 6.2.2.1 - 4: Quality targets for the pollutants benzene, toluene, ethylbenzene and xylene
The concentrations of benzene, toluene and xylene determined in the trials lie well below the stated
quality targets of EC Directive 76/464/EEC. Benzene falls below the limit based on human
toxicological considerations in the drinking water directive by a factor of 10! No direct comparisons
are possible for the total parameter BTEX, although it is evident from the results that the ethylbenzene
missing here accounted for 15.6% of BTEX in the case of the engines examined. It this is taken as a
worst case value for an assessment, a BTEX concentration of 1.91 g/l is obtained. Even this total
value is much smaller than the individual requirement in each case.
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An analysis of environmental quality targets for dangerous substances in waters /25/, published as
UBA text 24/00, contains an international comparison of deduction methods and quality targets. For
hydrocarbons in surface waters the study cites various quality standards according to an enactment of
the state of North-Rhine-Westphalia. The stated quality standards apply to surface waters for obtaining
drinking water and depending on the drinking water treatment are 50 g/l and 200 g/l. Taking the
above assumption for the ethylbenzene, a proportion of just under 30% of the total HC emission is
yielded for BTEX, thus below the quality standards set for hydrocarbons too.
The quality criteria in respect of polycyclic aromatic hydrocarbons (PAH) have a greater range
internationally. The Drinking Water Ordinance /26/ prescribes a limit value of 0.1 g/l for PAH, while
in the USA a considerably more stringent quality criterion of 0.0028 g/l is applied for drinking water
and fish consumption /27/.
The PAHs too were investigated on 5 engines. However, no assessment can be made using the known
procedure, because no figures for PAHs as a proportion of the total hydrocarbon content are available.
The highest measured PAH concentrations for all 75 boats are therefore taken as the basis for a worst-
case scenario. These came to 431.2 g/l. In the case of a tank volume of 500 l, this gives a proportion
dissolved in water of 215.6 mg per test. A test lasted 30 mins. For the model waterway an operating
period of 2 hrs per boat and a daily traffic frequency of 75 boats were assumed, resulting in a
discharge of 64.7 g of PAH. With a model waterway volume of 900,000 m, this is equivalent to a
concentration of 0.072 g/l.
Although this value is below the stated limit of 0.1 g/l for drinking water, the margin is much lower
than for the aromatics (BTEX), however. The quality criterion for drinking water and fish
consumption applied in the USA would be exceeded in the worst-case scenario implemented.
In conclusion it can be stated that the exhaust gas emissions of the recreational craft drives looked at
can be reduced substantially through improved technology (DI 2-stroke, replacing 2-stroke with 4-
stroke, 4-stroke with Gkat). This reduction would primarily benefit an improvement in air quality, as
the assessment of the pollutant discharge into the water has shown that the current situation is already
to be classed as tending towards uncritical.
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The following comments should be made regarding the test cycles according to EN ISO 8178
described in the Directive:
With regard to the pertinent measurements it was observed that the minimum period of 10 minutes per
test stage could easily have been shortened for the majority of the engines. Even the most powerful
outboard engine measured exhibited constant exhaust gas values after 4 minutes maximum. There
were no problems regarding the applicability of the individual test cycles.
The propeller curves of the cycles selected appear to provide a good reflection of actual conditions of
use. The test cycles according to EN ISO 8178 have been permitted for some years for certification in
accordance with BSO and SAV also.
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The prescribed dimensions (length, width, weight) create a further restriction. For example, they
prevent an inflatable from being considered as a standard boat, at least for the engines < 25 kW. At the
correct length inflatables are either too light and/or too wide, yet just this engine size is encountered
very frequently on motorized inflatables. For many years recreational craft have been manufactured
predominantly from glass-fibre-reinforced plastic. A small proportion are manufactured from
aluminium. Both materials combine the advantage of high strength with that of low weight
So-called fishing dinghies, which are designed for engines up to 6 kW, are often intended to be
transported on the car roof at the right length and width and are thus too light for the specifications for
the standard boat (if they possess a V-shaped hull in the first place). If the weight is right, they are
mostly structurally designed for a much higher engine power.
Lets look at standard boat 2 (up to <25 kW), a planing craft 4.4 m long, 1.75 m wide and with an
empty weight of 220 kg (average dimensions), with a maximum permissible engine of 30 HP output.
Boats of this kind are used for example to pull so-called tubes (bananas) or also water-skis. Added
to the empty weight are the engine, tank and accessories at roughly 100 kg and boat occupants at
approx. 150 kg. Although such a boat will attain planing mode at a test weight of 470 kg, it will
scarcely be able to pull an additional water-skier. According to our research, manufacturers
recommend a minimum output of 30 HP for such boats. A similar situation exists with regard to the
next size up of standard boat. Here too the engine manufacturers recommend the envisaged maximum
power normally as minimum motorization. In this context it is apparent that the maximum engine
outputs to be invoked according to EN ISO 14509 for noise measurement tend to reflect the lower
values of the outputs actually used in the field. Here adaptation to higher standard boat engine outputs
could help in future to take account of the performance picture of the engines actually used in the field.
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8 Summary
According to rough estimates there are around 300,000 (recreational) motorboats in the FRG that
contribute, especially in the case of those with two-stroke propulsion, to a portion of current and future
air quality problems (ozone formation). Two- or four-stroke outboard engines with a rating of up to 40
kW account for the greatest percentage of motorized capacity. The use of these engines is concentrated
in the summer months and here in particular at weekends. Increased usage on certain days and in areas
that usually also have a high recreational and leisure value results in a not insignificant level of noise
pollution and significant environmental pollution caused by exhaust emissions.
In the research project, a representative selection of boat engines was to be tested in respect of their
noise and exhaust emissions. On the basis of this it would be possible to formulate potential measures
for reducing the air, water and noise pollution.
The amendment currently under discussion at European level of the Recreational Craft Directive
94/25/EC, extended by Directive 2003/44/EC, deals with the problem of emissions from recreational
craft and was regarded as the reference guideline for the project.
No comprehensive data have so far been available regarding exhaust and noise emissions from
recreational craft drives. The research project was intended to create a reliable, corroborated database
with the aid of which the current prior art for recreational craft drives can be documented. The
information required for the project was compiled by taking measurements of selected boat engines,
adding existing measuring data to these and by using data from the engine manufacturers.
With reference to a heavily used stretch of water it was ascertained using a model what environmental
effects are to be expected. It was to be calculated how possible reduction measures and the exhaust
and noise limits for recreational craft that are currently under preparation in the EU can have an effect
on pollution.
An effort was made at an early stage to involve the industry and water sports associations in the
project. To this end, a first meeting took place in April 2002 in Cologne, in which representatives of
the UBA (Umweltbundesamt Federal Environment Agency), the BWVS (Bundesverband
Wassersportwirtschaft Federal Association of the Water Sports Industry), IMEC and RWTV
participated. The aim of the meeting was to inform the associations about the project and examine the
possibility of collaboration between the partners. The meeting was successful, with various
agreements on joint working being reached, and the associations expressed their willingness to make
data relevant to the project available to RWTV.
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These data covered the sales figures for boats and boat engines as well as a large amount of emission
data for engines of various manufacturers. Following consultation with the associations, various
manufacturers also declared their readiness to supply engines for the exhaust and noise emission
measurements. These engines were selected by RWTV and a list was compiled and discussed with
the UBA and the associations. The first engines were delivered by the manufacturers in April 2003.
Informative meetings took place in the interim with representatives of the industry and the associations
in Essen and in Heerenlaak near Maaseik, Belgium. The industrys help was also enlisted here for the
purpose of technical support and various discussions.
Exhaust measurements on outboard engines are difficult to perform for technical reasons arising from
their design. The defined loading of the engine in the water tank that is required for cooling poses a
problem. The test tank used made it possible to operate the engine on the engine test stand under
conditions approximating real conditions. Here the engine is loaded with the aid of a loading unit and
an analysis system permits the exhaust emissions to be measured. The gear output of the engine is
connected for this purpose by means of two cardan shafts via the shaft passage opening on the test
tank to the loading unit. Furthermore, a test tank of this kind offers the opportunity to determine the
pollution entering the water. To this end, water samples from five engines were taken from the test
tank and analysed. The particulate mass emissions of some two-stroke petrol engines were also
examined more closely.
The noise measurements were carried out as required by Directive 94/25/EC (2003/44/EC) in
accordance with EN ISO 14509. The noise measurements were carried out off Heerenlaak harbour
(excavation pit with dead water) near Maaseik in Belgium.
Looking at the results of the exhaust emission measurements, clear differences are discernible between
the engine concepts considered (diesel engines, petrol two-stroke and petrol four-stroke engines). The
emission values of the four-stroke petrol injection engines are no lower than those of petrol four-stroke
engines fitted with carburettors. In the case of the petrol two-stroke engines, on the other hand, a
marked difference is to be detected between the carburettor and injection models. Here the engine
manufacturers have managed to almost compensate for the emission disadvantages of two-stroke
engines with the aid of direct injection and to reduce the emissions to a relatively low level. Outboard
engines with exhaust gas aftertreatment are not available commercially.
The adjustment (application) of the fuel-mixture generation of most of the outboard engines
considered in the project was executed with an air/fuel ratio of around = 0.9. This means that these
engines run rich or with a lack of air. Due to this, the proportion of carbon monoxide (CO) is very
high. One explanation for this is surely provided by the regulations of the EPA in the USA covering
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outboard engines, which regulations have already come into force. There the sum of hydrocarbons
(HC) and nitrogen oxides (NOx) is limited, while the emission of carbon monoxide (CO) is not taken
into account. If the aim is to achieve a lower emission of nitrogen oxides, an increase in carbon
monoxide emissions inevitably results in engines without exhaust aftertreatment. Another reason for
this type of engine tuning surely lies in the application range of such drives. Outboard engines must
function perfectly if possible at all temperatures and air pressures. If this is assumed, the result at
present is that the engines are tuned towards a rich or air deficit ratio.
The engine models that have been adjusted for Lake Constance can be quoted here as examples of the
opposite. These engines operate at a much leaner level with an air/fuel ratio of around = 1.0 and
are well below the targeted limit values of Directive 2003/44/EC (cf. Chapter 5.1.3 and Fig. 5.1.2.2-1
to Fig. 5.1.2.2-3).
The results of the water analysis can only be regarded as a first step. The objective of being able to
make a statement regarding the introduction of pollutants into the water was achieved, although only a
rough quantitative statement regarding the introduction of pollutants is possible. Making any reliable
qualitative statement is still difficult. What is clearly recognizable is a difference between four-stroke
petrol engines and two-stroke petrol engines with carburettors as well as two-stroke petrol injection
engines. If a marked increase in volatile aromatic hydrocarbons (BTEX) is detectable in two-stroke
petrol engines with carburettors compared with four-stroke petrol engines, the modern two-stroke
petrol injection engine comes off much better here.
The results of the water analyses were discussed by all participants. Even the engine manufacturers are
unable to come up with any clear explanation for the very high naphthalene concentration in the test
on the 29.4 kW four-stroke petrol engine. One supposition put forward was that this could be due to
residues of preserving agents such as are used to seal engines prior to delivery, to avoid internal engine
damage during fairly long periods of storage. These preserving agents should be removed from the
engines by a running-in phase prior to the tests.
The pollutant contamination extrapolated on a model stretch of water lies below the previously known
insignificance threshold values for a health risk. However, the extent to which these data can be
transferred to a real stretch of water ultimately remains an open question. The existing literature
regarding this can serve here as a basis and guide.
Finally, it can be stressed that the exhaust emissions of the recreational craft drives under
consideration could be reduced considerably by using improved technology (DI 2-stroke, replacing 2-
stroke with 4-stroke, 4-stroke with closed-loop catalytic converter). This reduction would lead
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primarily to an improvement in air quality; the assessment of the pollutants entering the water clearly
shows that the current situation is already to be classed as less critical.
The exhaust emissions of inboard diesel engines are on the whole well below the target limit values of
Directive 2003/44/EC. Looking at the emission level of current inboard diesel engines, it can be
compared with the emission characteristics of older commercial vehicles (date around mid-1990s /
EURO II). The introduction of more modern engine concepts offers sufficient potential here too to
achieve a further marked reduction in exhaust emissions in the next few years.
The exhaust emissions of the inboard petrol engines looked at demonstrate what potential a closed-
loop catalytic converter offers for reducing exhaust emissions even in the recreational craft category.
In comparison to inboard petrol engines without a catalytic converter, the versions with a closed-loop
converter exhibit much better exhaust characteristics. This is especially clear from a comparison of
data records 110 and 111 in Table 10.3 2 in the appendix. These are identical engine types
respectively without a catalytic converter or with a closed-loop converter. For a reduction in output of
approx. 10 %, carbon monoxide emissions are reduced by around 82%, hydrocarbon emissions by
approx. 95% and nitrogen oxide emissions by approx. 79%.
A periodic exhaust gas test (as already carried out in various other sectors) should also be considered
as an additional means of monitoring exhaust emissions.
The operation of recreational craft, especially at weekends during the summer months, can also lead to
a not inconsiderable level of local noise pollution. For this reason, limits are to come into force in the
EU as of December 2004 (2005 for two-stroke engines) for the noise emissions of newly approved
engines. In the present study the noise levels of engines currently on the market were determined. The
choice of engines was limited here to outputs of up to 36.8 kW.
With the exception of one engine, all engines fell within the future limits, some of them well within
the limits. Given the good ambient conditions during the measurements, no negative influence of the
water impact noise on the levels could be detected, although it cannot be ruled out that this may
change with more waves (a wave height of 100 mm is permitted for planing craft).
Sound pressure levels of 67 dB(A) or less generally call for conditions (inter alia on account of the
signal to noise ratio for ambient noise) that probably occur only at few measuring locations and/or on
few days. If the limits were lowered, it might be difficult to carry out proper measurements according
to the existing measuring method, as no valid measurements according to ISO 14059 can be made if
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the signal to noise ratios are too small. A switch must then be made if applicable to times of the day
when there is little traffic.
Pass-by noise measurements on outboard engines were carried out in 1983 by the Forschungsinstitut
Gerusche und Erschtterungen (FIGE) likewise on behalf of the Federal Environment Agency.
Figures 8 1 and 8 2 show all current measuring results and results from 1983. Even in the case of
the old engines from 1983 only a few sound levels exceeded 72 dB(A). On the whole, the noise
emissions of engines seem to have changed only slightly.
76
Limit value > 40kW: 75 db
74
LpASmax at a distance of 25m in dB(A)
70
68
Limit value < 10kW: 67 db
66
64
62
60
58
56
2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Engine speed in rpm
Since the noise limit values of EC Directive 94/25/EC are shown as output-dependent on in the
2003/44/EC version, entering the limit values in the above figure is of little help.
In Fig. 5.2.1 3 the measured pass-by levels are shown as a function of engine output and thus offer a
better overview.
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76
Engine1
74
LpASmax in dB(A)
Engine 2
Engine 3
72
Engine 9
70 Engine 16
Engine 17
68 Engine 18
Engine 21
66 Engine 22
64
62
60
58
56
2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Engine speed in rpm
Fig. 8 2: Pass-by level of 7 different outboard engines up to 17.8 kW on different boat hulls in
measurements dating from 1983.
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9 Bibliography
/1/ BOSCH
Automotive Handbook
24th Edition, April 2002
Friedr. Vieweg & Sohn Verlagsgesellschaft mbH,
Braunschweig/Wiesbaden, 2002.
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10 Annex
Sample description
Internal A70/04 A71/04 A82/04 A83/04
2-stroke 100 2-stroke 100 2-stroke 100
Sample description 2-stroke 18.4 2-stroke 18.4 2-stroke 18.4 kW in- kW in- kW in-
Client kW carburettor kW carburettor kW carburettor jection jection jection
Comments Bef. test After test corrected Bef. test After test corrected
PAH g/L g/L g/L g/L g/L g/L
Naphthalene 3,56 145,73 142,17 15,05 54,40 39,35
Acenaphthylene 3,52 16,40 12,89 0,77 25,19 24,42
Acenaphthene 0,26 0,76 0,50 0,05 1,74 1,69
Fluorene 2,12 5,24 3,12 0,39 5,36 4,97
Phenanthrene 2,13 5,87 3,74 1,09 9,77 8,68
Anthracene 0,67 2,47 1,80 0,30 2,60 2,30
Fluoranthene 1,15 4,18 3,03 0,63 6,22 5,59
Pyrene 1,18 5,33 4,14 0,76 8,40 7,64
Benz(a)anthracene 0,06 0,90 0,84 0,07 0,67 0,60
Chrysene 0,07 0,74 0,66 0,07 0,58 0,51
Benzo(b)fluoranthene 0,02 0,43 0,41 0,03 0,19 0,17
Benzo(k)fluoranthene 0,03 0,42 0,39 0,04 0,19 0,15
Benzo(a)pyrene 0,02 0,49 0,47 0,03 0,21 0,18
Indeno(1,2,3-cd)pyrene 0,02 0,19 0,17 0,01 0,11 0,10
Dibenz(ah)anthracene n.n. n.n. n.n. n.n. n.n. n.n
Benzo(ghi)perylene 0,04 0,31 0,27 0,03 0,23 0,20
Total PAH 14,9 189,5 174,6 19,3 115,9 96,6
Total PAH
Less naphthalene 11,3 43,7 32,4 4,3 61,5 57,2
n.n. not detectable: Naphthalene <0,01 g/L;Dibenz(ah)anthracene <0,02 g/L
n.b. not determinable, no significant difference from background value
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Table 10.1 - 2: Overall results of measurements of hydrocarbon index (C-H-Index) in water samples
Sample description
A 1179/03 A1180/03 A12/04 A13/04 A14/04 A15/04
Internal
4-stroke 4-stroke 4-stroke
Sample description 2-stroke 3.7 kW 2-stroke 3.7 kW2-stroke 3.7 kW 4-stroke 4,4 kW 4-stroke 4.4 4-stroke 4.4
29.4 kW 29.4 kW 29.4 kW
client carburettor carburettor carburettor carburettor kW carburettor kW carburettor
injection injection injection
Comments before Test after Test corrected before Test after Test corrected before Test after Test corrected
Sample description
A70/04 A71/04 A82/04 A83/04
internal
2-stroke 2-stroke 2-stroke
Sample description 2-stroke 18.4 2-stroke 18.4 2-stroke 18.4
100 kW 100 kW 100 kW
client kW carburettor kW carburettor kW carburettor
injection injection injection
Comments before Test after Test corrected before Test after Test corrected
Table 10.1 2: Overall result of measurements of hydrocarbon index (C-H-Index) in water samples
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Comments before test after test corrected before test after test corrected before test after test corrected
Volatile aromatic
hydrocarbons g/L g/L g/L g/L g/L g/L g/L g/L g/L
Benzene 3,5 61,0 57,5 1,7 100,0 98,3 3,6 99,0 95,4
Toluene 1,6 120,0 118,4 33,0 1200,0 1167,0 12,0 200,0 188,0
Ethylbenzene n.n. 88,0 88,0 69,0 1300,0 1231,0 21,0 120,0 99,0
Xylenes 33,0 440,0 407,0 330,0 5700,0 5370,0 130,0 640,0 510,0
Cumene n.n. 1,3 1,3 2,3 18,0 15,7 0,8 1,8 1,0
Mesitylene 3,6 14,0 10,4 21,0 130,0 109,0 12,0 24,0 12,0
Ethyltoluolene 11,0 57,0 46,0 77,0 520,0 443,0 41,0 92,0 51,0
sPseudocumene 3,7 81,0 77,3 110,0 990,0 880,0 57,0 120,0 63,0
Grand total 56,4 862,3 805,9 644,0 9958,0 9314,0 277,4 1296,8 1019,4
Total BTXE 38,1 709,0 670,9 433,7 8300,0 7866,3 166,6 1059,0 892,4
Sample description
internal A70/04 A71/04 A82/04 A83/04
Sample description 2-stroke 18.4 2-stroke 18.4 2-stroke 18.4 2-stroke 2-stroke 2-stroke
client kW carburettor kW carburettor kW carburettor 100 kW 100 kW 100 kW
injection injection injection
Comments before test after test corrected before test after test corrected
Volatile aromatic
hydrocarbons g/L g/L g/L g/L g/L g/L
Benzene 0,9 99,0 98,1 n.n. 35,0 35,0
Toluene 15,0 1200,0 1185,0 2,0 49,0 47,0
Ethylbenzene n.n. 1300,0 1300,0 3,5 29,0 25,5
Xylenes 130,0 6600,0 6470,0 17,0 140,0 123
Cumene n.n. 11,0 11,0 n.n. n.n. n.n.
Mesitylene 35,0 110,0 75,0 1,0 2,8 1,8
Ethyltoluenes 83,0 440,0 357,0 3,6 12,0 8,4
Pseudocumene 2,0 1200,0 1198,0 5,8 18,0 12,2
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Table 10.2 1: Manufacturers data for two-stroke and four-stroke petrol outboard engines
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Spec. fuel
Data Power 2-stroke /
CO CH NOx CO2 consump- PM Mix preparation
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] weighted [g/kWh] 4-stroke
tion [kW]
[g/kWh]
Power < 3.7 kW
119 318,36 14,90 4,84 1446,44 578,51 0,71 - Carburettor
9 431,44 36,36 1,85 1145,22 615,47 0,81 - Carburettor
4
10 322,44 33,50 3,49 1901,20 806,99 0,78 - Carburettor
23 219,55 20,34 7,41 1624,32 638,95 0,86 - Carburettor
126 357,10 281,90 1,67 1058,48 787,46 0,53 - 2 Carburettor
Power 3.7 kW 7.4 kW
24 325,68 22,61 2,69 1616,09 683,89 1,10 - Carburettor
25 198,84 14,01 6,98 1394,09 545,14 1,26 - Carburettor
4
112 374,90 14,91 2,61 1112,13 573,36 1,39 - Carburettor
121 437,34 14,48 3,18 1148,13 615,16 0,90 - Carburettor
122 424,44 209,57 0,91 1125,86 773,55 0,80 - 2 Carburettor
Power 7.5 kW - 11 kW
113 155,13 9,79 7,10 1154,24 458,86 2,30 - 4 Carburettor
Power 11,1 kW - 18,4 kW
114 274,54 11,37 5,72 1201,86 534,39 2,15 - 4 Carburettor
117 289,68 172,82 4,64 1142,87 660,51 3,79 - 2 Carburettor
Power 18.5 kW 29.4 kW
115 232,99 8,28 6,85 989,89 443,71 5,59 0,101 Injection
54 103,07 7,95 8,85 1016,88 - - - 4 Carburettor
120 256,61 7,38 4,54 903,44 435,02 6,10 - Injection
123 164,34 24,22 5,04 1099,42 440,58 6,18 0,375 2 Direct injection
Power 29,5 kW - 44,1 kW
118 232,10 7,85 9,30 959,82 442,26 7,49 0,079 Carburettor
4
53 88,28 4,68 5,45 902,28 - - - Carburettor
Power 74 kW - 110 kW
116 91,19 8,46 4,15 856,16 344,24 21,12 0,156 2 Direct injection
BSO models
Table 10.3 1: RWTV data for two-stroke and four-stroke petrol outboard engines
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Spec. fuel
Power
Data CO CH NOx CO2 consump- PM Petrol/
weighted Comment
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] tion [g/kWh] diesel
[kW]
[g/kWh]
Power 15 kW - 50 kW
Table 10.3 2: RWTV data for diesel and petrol inboard engines
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LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
1 3,68 4 7 7/8 x 7 1/2 8 4006 59,1
1 3,68 4 7 7/8 x 7 1/2 8 4006 59,3
1 3,68 4 7 7/8 x 7 1/2 9 4580 61,1
1 3,68 4 7 7/8 x 7 1/2 9 4580 61,6
1 3,68 4 7 7/8 x 7 1/2 9 4580 61,3
1 3,68 4 7 7/8 x 7 1/2 9 4580 61,0
1 3,68 4 7 7/8 x 7 1/2 9 4580 60,8
1 3,68 4 7 7/8 x 7 1/2 9 4580 60,2
1 3,68 4 7 7/8 x 7 1/2 9 4580 61,9
1 3,68 4 7 7/8 x 7 1/2 10 4580 60,5
1 3,68 4 7 7/8 x 7 1/2 10 4580 61,8
1 3,68 4 7 7/8 x 7 1/2 10 4580 62,0
1 3,68 4 7 7/8 x 7 1/2 10 4580 60,4
1 3,68 4 7 7/8 x 7 1/2 10 4580 60,7
1 3,68 4 7 7/8 x 7 1/2 10 4580 63,2
1 3,68 4 7 7/8 x 7 1/2 10 4580 63,1
1 3,68 4 7 7/8 x 7 1/2 10 4580 60,7
1 3,68 4 7 7/8 x 7 1/2 10 4580 61,4
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
2 3,68 4 9 1/2 x 8 5/8 11 4151 58,1
2 3,68 4 9 1/2 x 8 5/8 11 4189 58,8
2 3,68 4 9 1/2 x 8 5/8 11 4205 58,8
2 3,68 4 9 1/2 x 8 5/8 11 4209 59,9
2 3,68 4 9 1/2 x 8 5/8 11 4221 60,0
2 3,68 4 9 1/2 x 8 5/8 11 4232 58,8
2 3,68 4 9 1/2 x 8 5/8 11 4243 59,7
2 3,68 4 9 1/2 x 8 5/8 11 4244 59,7
2 3,68 4 9 1/2 x 8 5/8 11 4254 59,0
2 3,68 4 9 1/2 x 8 5/8 11 4256 58,9
2 3,68 4 9 1/2 x 8 5/8 11 4265 59,6
2 3,68 4 9 1/2 x 8 5/8 11 4265 59,0
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LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
3 2,9 4 7 1/2 x 6 1/2 10 4851 61,4
3 2,9 4 7 1/2 x 6 1/2 10 4861 61,9
3 2,9 4 7 1/2 x 6 1/2 10 4868 62,1
3 2,9 4 7 1/2 x 6 1/2 10 4869 61,9
3 2,9 4 7 1/2 x 6 1/2 10 4876 61,4
3 2,9 4 7 1/2 x 6 1/2 10 4883 61,6
3 2,9 4 7 1/2 x 6 1/2 10 4887 61,6
3 2,9 4 7 1/2 x 6 1/2 10 4888 61,9
3 2,9 4 7 1/2 x 6 1/2 10 4888 62,0
3 2,9 4 7 1/2 x 6 1/2 10 4893 61,3
3 2,9 4 7 1/2 x 6 1/2 10 4893 61,2
3 2,9 4 7 1/2 x 6 1/2 10 4897 61,3
3 2,9 4 7 1/2 x 6 1/2 10 4922 61,6
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
4 1,5 4 7 1/4 x 4 3/4 9 5500 67,7
4 1,5 4 7 1/4 x 4 3/4 9 5500 67,6
4 1,5 4 7 1/4 x 4 3/4 9 5500 67,1
4 1,5 4 7 1/4 x 4 3/4 9 5500 68,1
4 1,5 4 7 1/4 x 4 3/4 9 5500 68,4
4 1,5 4 7 1/4 x 4 3/4 9 5505 68,0
4 1,5 4 7 1/4 x 4 3/4 9 5513 67,7
4 1,5 4 7 1/4 x 4 3/4 9 5520 67,0
4 1,5 4 7 1/4 x 4 3/4 9 5535 67,8
4 1,5 4 7 1/4 x 4 3/4 9 5539 67,3
4 1,5 4 7 1/4 x 4 3/4 9 5546 67,5
4 1,5 4 7 1/4 x 4 3/4 9 5583 67,2
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
5 29 2 11 x 15 40 4320 70,6
5 29 2 11 x 15 42 4320 68,1
5 29 2 11 x 15 43 4320 68,4
5 29 2 11 x 15 43 4320 68,9
5 29 2 11 x 15 43 4320 69,2
5 29 2 11 x 15 43 4320 69,8
5 29 2 11 x 15 43 4320 68,9
5 29 2 11 x 15 43 4320 69,8
5 29 2 11 x 15 43 4320 70,5
5 29 2 11 x 15 43 4320 69,2
5 29 2 11 x 15 43 4320 69,5
5 29 2 11 x 15 44 4320 70,4
5 29 2 11 x 15 44 4320 68,2
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LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
6 22,4 4 10 7/8 x 11 46 5760 66,0
6 22,4 4 10 7/8 x 11 46 5760 65,4
6 22,4 4 10 7/8 x 11 46 5760 65,6
6 22,4 4 10 7/8 x 11 46 5760 66,0
6 22,4 4 10 7/8 x 11 46 5760 65,6
6 22,4 4 10 7/8 x 11 46 5760 65,3
6 22,4 4 10 7/8 x 11 46 5760 66,4
6 22,4 4 10 7/8 x 11 47 5760 64,9
6 22,4 4 10 7/8 x 11 47 5760 66,7
6 22,4 4 10 7/8 x 11 47 5760 65,4
6 22,4 4 10 7/8 x 11 48 5760 65,0
6 22,4 4 10 7/8 x 11 48 5760 65,3
6 22,4 4 10 7/8 x 11 48 5760 66,0
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
7 4,5 2 8 1/2 x 9 11 4460 61,9
7 4,5 2 8 1/2 x 9 11 4460 61,7
7 4,5 2 8 1/2 x 9 11 4460 61,4
7 4,5 2 8 1/2 x 9 11 4460 60,6
7 4,5 2 8 1/2 x 9 11 4460 62,7
7 4,5 2 8 1/2 x 9 11 4460 61,4
7 4,5 2 8 1/2 x 9 11 4460 62,3
7 4,5 2 8 1/2 x 9 11 4460 61,0
7 4,5 2 8 1/2 x 9 11 4460 61,9
7 4,5 2 8 1/2 x 9 11 4460 61,1
7 4,5 2 8 1/2 x 9 11 4460 62,5
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
8 3,68 2 7.9 x 7.9 10 4573 61,5
8 3,68 2 7.9 x 7.9 10 4573 62,6
8 3,68 2 7.9 x 7.9 10 4589 62,5
8 3,68 2 7.9 x 7.9 10 4590 62,6
8 3,68 2 7.9 x 7.9 10 4591 62,2
8 3,68 2 7.9 x 7.9 10 4598 61,6
8 3,68 2 7.9 x 7.9 10 4598 62,2
8 3,68 2 7.9 x 7.9 10 4609 62,3
8 3,68 2 7.9 x 7.9 11 4581 61,1
8 3,68 2 7.9 x 7.9 11 4606 62,7
8 3,68 2 7.9 x 7.9 11 4611 63,4
8 3,68 2 7.9 x 7.9 11 4617 62,4
8 3,68 2 7.9 x 7.9 11 4666 63,0
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LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
9 11,2 4 9x9 30 5015 65,4
9 11,2 4 9x9 30 5015 65,3
9 11,2 4 9x9 31 5015 65,6
9 11,2 4 9x9 31 5015 65,6
9 11,2 4 9x9 31 5015 65,6
9 11,2 4 9x9 31 5015 66,6
9 11,2 4 9x9 31 5015 66,2
9 11,2 4 9x9 31 5015 66,6
9 11,2 4 9x9 31 5015 66,5
9 11,2 4 9x9 31 5015 65,8
9 11,2 4 9x9 31 5015 66,2
9 11,2 4 9x9 31 5015 65,7
9 11,2 4 9x9 31 5015 65,4
9 11,2 4 9x9 31 5015 65,6
9 11,2 4 9x9 31 5015 65,7
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 117 -
LpASmax in
IDengine P in kW Strok Propeller v in km/h n in 1/min
dB
10 18,4 2 9 7/8x10 1/2 10 3000 59,3
10 18,4 2 9 7/8x10 1/2 10 3000 59,8
10 18,4 2 9 7/8x10 1/2 10 3050 61,4
10 18,4 2 9 7/8x10 1/2 11 4200 63,7
10 18,4 2 9 7/8x10 1/2 11 5000 66,2
10 18,4 2 9 7/8x10 1/2 12 4200 63,6
10 18,4 2 9 7/8x10 1/2 12 4200 65,1
10 18,4 2 9 7/8x10 1/2 17 4090 64,5
10 18,4 2 9 7/8x10 1/2 17 4090 64,2
10 18,4 2 9 7/8x10 1/2 18 4090 64,3
10 18,4 2 9 7/8x10 1/2 18 4090 63,9
10 18,4 2 9 7/8x10 1/2 29 4990 67,0
10 18,4 2 9 7/8x10 1/2 29 4990 67,8
10 18,4 2 9 7/8x10 1/2 30 4990 66,4
10 18,4 2 9 7/8x10 1/2 30 4990 66,6
10 18,4 2 9 7/8x10 1/2 37 5780 69,7
10 18,4 2 9 7/8x10 1/2 37 5800 69,2
10 18,4 2 9 7/8x10 1/2 37 5800 69,3
10 18,4 2 9 7/8x10 1/2 37 5800 69,0
10 18,4 2 9 7/8x10 1/2 37 5900 68,8
10 18,4 2 9 7/8x10 1/2 37 5940 69,3
10 18,4 2 9 7/8x10 1/2 37 5950 69,3
10 18,4 2 9 7/8x10 1/2 38 5800 68,1
10 18,4 2 9 7/8x10 1/2 38 5800 67,9
10 18,4 2 9 7/8x10 1/2 38 5800 68,2
10 18,4 2 9 7/8x10 1/2 38 5980 70,3
10 18,4 2 9 7/8x10 1/2 38 5980 69,4
10 18,4 2 9 7/8x10 1/2 38 5980 70,5
10 18,4 2 9 7/8x10 1/2 38 5980 68,9
10 18,4 2 9 7/8x10 1/2 38 5980 68,9
10 18,4 2 9 7/8x10 1/2 38 5980 70,4
10 18,4 2 9 7/8x10 1/2 38 5980 70,0
10 18,4 2 9 7/8x10 1/2 38 5980 69,8
10 18,4 2 9 7/8x10 1/2 38 5980 68,5
10 18,4 2 9 7/8x10 1/2 39 6230 69,9
10 18,4 2 9 7/8x10 1/2 40 6230 70,6
10 18,4 2 9 7/8x10 1/2 40 6230 69,4
10 18,4 2 9 7/8x10 1/2 40 6230 69,9
10 18,4 2 9 7/8x10 1/2 40 6230 69,4
10 18,4 2 9 7/8x10 1/2 40 6230 69,1
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 118 -
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
11 29,4 2 11 2/5 x 12 10 2348 60,8
11 29,4 2 11 2/5 x 12 10 2393 60,4
11 29,4 2 11 2/5 x 12 15 2995 63,9
11 29,4 2 11 2/5 x 12 17 3062 63,8
11 29,4 2 11 2/5 x 12 17 3098 63,8
11 29,4 2 11 2/5 x 12 33 3830 65,9
11 29,4 2 11 2/5 x 12 33 3897 68,1
11 29,4 2 11 2/5 x 12 34 3904 66,8
11 29,4 2 11 2/5 x 12 34 4019 66,1
11 29,4 2 11 2/5 x 12 35 3951 66,7
11 29,4 2 11 2/5 x 12 36 4183 66,0
11 29,4 2 11 2/5 x 12 46 5214 68,2
11 29,4 2 11 2/5 x 12 46 5215 68,3
11 29,4 2 11 2/5 x 12 46 5235 67,8
11 29,4 2 11 2/5 x 12 46 5259 68,7
11 29,4 2 11 2/5 x 12 46 5259 67,9
11 29,4 2 11 2/5 x 12 46 5261 68,6
11 29,4 2 11 2/5 x 12 47 5285 69,2
11 29,4 2 11 2/5 x 12 47 5297 69,9
11 29,4 2 11 2/5 x 12 47 5307 69,2
11 29,4 2 11 2/5 x 12 47 5310 69,5
11 29,4 2 11 2/5 x 12 47 5334 69,4
LpASmax in
IDengin P in kW Stroke Propeller v in km/h n in 1/min
dB
12 29,4 2 11 x 40 398 68,0
12 29,4 2 11 x 40 405 67,6
12 29,4 2 11 x 41 405 67,5
12 29,4 2 11 x 41 409 68,8
12 29,4 2 11 x 42 405 68,5
12 29,4 2 11 x 43 415 68,3
12 29,4 2 11 x 43 419 67,9
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
13 29,4 2 11 1/2 x 13 45 5126 67,8
13 29,4 2 11 1/2 x 13 46 5126 69,2
13 29,4 2 11 1/2 x 13 46 5136 68,1
13 29,4 2 11 1/2 x 13 46 5140 67,8
13 29,4 2 11 1/2 x 13 46 5176 68,1
13 29,4 2 11 1/2 x 13 47 5171 68,1
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 119 -
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
14 36,8 4 11 1/8 x 13 12 2521 60,6
14 36,8 4 11 1/8 x 13 12 2554 60,8
14 36,8 4 11 1/8 x 13 24 3169 63,4
14 36,8 4 11 1/8 x 13 25 3138 63,9
14 36,8 4 11 1/8 x 13 26 3242 63,5
14 36,8 4 11 1/8 x 13 33 3636 64,8
14 36,8 4 11 1/8 x 13 33 3712 64,4
14 36,8 4 11 1/8 x 13 34 3759 65,1
14 36,8 4 11 1/8 x 13 34 3776 65,9
14 36,8 4 11 1/8 x 13 37 3978 65,7
14 36,8 4 11 1/8 x 13 38 4049 65,7
14 36,8 4 11 1/8 x 13 48 5031 68,3
14 36,8 4 11 1/8 x 13 49 5008 69,9
14 36,8 4 11 1/8 x 13 50 5235 69,6
14 36,8 4 11 1/8 x 13 51 5272 69,7
14 36,8 4 11 1/8 x 13 51 5275 69,5
14 36,8 4 11 1/8 x 13 51 5294 69,8
14 36,8 4 11 1/8 x 13 51 5308 70,3
14 36,8 4 11 1/8 x 13 52 5318 68,5
14 36,8 4 11 1/8 x 13 52 5321 68,9
14 36,8 4 11 1/8 x 13 52 5333 68,8
14 36,8 4 11 1/8 x 13 52 5341 69,5
14 36,8 4 11 1/8 x 13 52 5346 69,4
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
15 36,8 4 11 x 15 45 4444 67,3
15 36,8 4 11 x 15 45 4449 66,5
15 36,8 4 11 x 15 45 4468 67,4
15 36,8 4 11 x 15 46 4471 67,6
15 36,8 4 11 x 15 46 4514 67,0
15 36,8 4 11 x 15 46 4524 67,4
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
16 3,3 4 7 7/8 x 7 1/2 9 4580 62,6
16 3,3 4 7 7/8 x 7 1/2 9 4580 61,7
16 3,3 4 7 7/8 x 7 1/2 9 4580 62,5
16 3,3 4 7 7/8 x 7 1/2 9 4580 61,5
16 3,3 4 7 7/8 x 7 1/2 9 4580 62,3
16 3,3 4 7 7/8 x 7 1/2 9 4580 62,6
16 3,3 4 7 7/8 x 7 1/2 10 4580 62,1
16 3,3 4 7 7/8 x 7 1/2 10 4580 61,7
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 120 -
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
17 29 2 11 1/2 x 13 46 5236 71,8
17 29 2 11 1/2 x 13 46 5316 71,4
17 29 2 11 1/2 x 13 47 5232 71,5
17 29 2 11 1/2 x 13 47 5235 72,1
17 29 2 11 1/2 x 13 47 5246 70,8
17 29 2 11 1/2 x 13 47 5265 70,6
17 29 2 11 1/2 x 13 47 5277 70,5
17 29 2 11 1/2 x 13 49 5433 70,4
17 29 2 11 1/2 x 13 50 5444 70,6
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
18 7,4 4 9 1/4 x 8 18 5060 62,5
18 7,4 4 9 1/4 x 8 19 5060 62,7
18 7,4 4 9 1/4 x 8 19 5060 63,1
18 7,4 4 9 1/4 x 8 19 5060 63,2
18 7,4 4 9 1/4 x 8 19 5060 62,6
18 7,4 4 9 1/4 x 8 19 5060 62,8
18 7,4 4 9 1/4 x 8 19 5060 62,8
18 7,4 4 9 1/4 x 8 19 5060 63,1
18 7,4 4 9 1/4 x 8 19 5060 63,0
18 7,4 4 9 1/4 x 8 19 5060 63,2
18 7,4 4 9 1/4 x 8 19 5060 63,2
18 7,4 4 9 1/4 x 8 19 5060 63,3
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
19 7,4 4 10 x 7 5/8 17 4600 64,0
19 7,4 4 10 x 7 5/8 18 4600 62,6
19 7,4 4 10 x 7 5/8 18 4600 63,9
19 7,4 4 10 x 7 5/8 18 4600 62,5
19 7,4 4 10 x 7 5/8 18 4600 62,9
19 7,4 4 10 x 7 5/8 18 4600 63,9
19 7,4 4 10 x 7 5/8 18 4600 64,0
19 7,4 4 10 x 7 5/8 18 4600 63,6
19 7,4 4 10 x 7 5/8 18 4600 63,0
19 7,4 4 10 x 7 5/8 18 4600 63,5
19 7,4 4 10 x 7 5/8 18 4600 64,1
19 7,4 4 10 x 7 5/8 18 4600 63,2
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 121 -
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
20 11 4 9 1/2 x 8 5/8 32 5480 67,4
20 11 4 9 1/2 x 8 5/8 32 5480 67,4
20 11 4 9 1/2 x 8 5/8 32 5480 67,8
20 11 4 9 1/2 x 8 5/8 32 5480 68,2
20 11 4 9 1/2 x 8 5/8 32 5480 68,0
20 11 4 9 1/2 x 8 5/8 32 5480 67,6
20 11 4 9 1/2 x 8 5/8 32 5480 67,6
20 11 4 9 1/2 x 8 5/8 32 5480 67,4
20 11 4 9 1/2 x 8 5/8 32 5480 67,8
20 11 4 9 1/2 x 8 5/8 32 5480 67,7
20 11 4 9 1/2 x 8 5/8 32 5480 68,3
20 11 4 9 1/2 x 8 5/8 32 5480 68,0
LpASmax in
IDengin P in kW Stroke Propeller v in km/h n in 1/min
dB
21 36,8 4 11 3/8 x 45 521 67,6
21 36,8 4 11 3/8 x 45 527 68,6
21 36,8 4 11 3/8 x 45 530 68,3
21 36,8 4 11 3/8 x 45 533 68,1
21 36,8 4 11 3/8 x 45 537 67,7
21 36,8 4 11 3/8 x 46 521 68,0
21 36,8 4 11 3/8 x 46 529 68,2
21 36,8 4 11 3/8 x 46 533 68,3
21 36,8 4 11 3/8 x 46 537 68,6
21 36,8 4 11 3/8 x 46 542 68,4
LpASmax in
IDengin P in kW Stroke Propeller v in km/h n in 1/min
dB
22 36,8 4 11 1/4 x 45 596 66,6
22 36,8 4 11 1/4 x 45 597 66,5
22 36,8 4 11 1/4 x 46 598 68,2
22 36,8 4 11 1/4 x 46 601 68,3
22 36,8 4 11 1/4 x 46 607 67,0
22 36,8 4 11 1/4 x 46 610 67,6
22 36,8 4 11 1/4 x 47 607 67,4
22 36,8 4 11 1/4 x 47 612 68,2
22 36,8 4 11 1/4 x 47 612 68,4
22 36,8 4 11 1/4 x 47 618 68,8
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
- 122 -
LpASmax in
IDengine P in kW Stroke Propeller v in km/h n in 1/min
dB
23 36,8 4 11 1/2 x 13 45 5721 66,3
23 36,8 4 11 1/2 x 13 46 5750 68,2
23 36,8 4 11 1/2 x 13 46 5760 67,7
23 36,8 4 11 1/2 x 13 46 5770 67,3
23 36,8 4 11 1/2 x 13 46 5790 69,7
23 36,8 4 11 1/2 x 13 46 5794 68,7
23 36,8 4 11 1/2 x 13 46 5815 68,6
23 36,8 4 11 1/2 x 13 47 5820 69,9
23 36,8 4 11 1/2 x 13 47 5838 67,2
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109