PHILIPPINE ENGINEERING JOURNAL

PEJ 2004; Vol. 25 No. 2:1–22

A Study on Roadside Noise Generated by Tricycles

Karl N. Vergel1∗, Frielly T. Cacho2 and Cheryl Lyne E. Capiz3

1 Department of Civil Engineering
National Center for Transportation Studies
University of the Philippines Diliman
Quezon City 1101 PHILIPPINES
2 Palace Project
SBG Contracting Company
1550 P.O. Box Dubai
UNITED ARAB EMIRATES
3 Department of Civil Engineering
Chulalongkorn University
Bangkok, THAILAND

ABSTRACT

The study is aimed at quantifying the levels of noise contributed by tricycles in the roadside residential
environment. Specific objectives include the measurement of roadside noise levels, relating noise levels
and road traffic flow characteristics and relating the noise performance of tricycles with loading, speed
and road gradient (sloping or level) at on-road conditions, and with type of engine, loading, fuel-oil
mix ratio and type of lubricant at simulated loading conditions. Tricycles comprise majority of the
traffic passing through the study area. Results from the 24-hour survey of noise levels have shown
that all readings exceeded the existing local standards. A multiple linear regression model predicting
roadside noise level as a function of the traffic speed and tricycle traffic volume is developed with
a relatively high correlation, indicating the significant contribution to noise by tricycles. There is a
relationship of on-road noise performance of tricycles with its speed and load and type of road. With
respect to noise performance under simulated loading, there is an increase in noise level with increase
in speed level.

1. INTRODUCTION

Sound is the result of pressure changes in a medium which is usually air. Unpleasant, undesired
and unwanted sound is called noise. It is any disturbance to the environment, threat to the
quality of lives. Construction works, road works and drilling, trembling sound of jackhammer,
horns from automobiles, industrial noise and aircrafts are examples of noise. Such case produces
sound that affects all sorts of people, young and old, rich and poor, healthy and sick. Because
noise does not result to any obvious and immediate danger to health as polluted water and air,

∗ Correspondence to: Department of Civil Engineering, Melchor Hall, Quezon City 1101, Philippines
email: [email protected]

Received June 30, 2005

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c 2004 Philippine Engineering Journal Revised June 22, 2006
Accepted July 21, 2006
2 K. N. VERGEL, F. T. CACHO AND C. L. E. CAPIZ

public awareness of noise and commitment to noise prevention and reduction has been small
(Bugliarello et al., [3]).
Noise has a significant impact on the quality of life. The World Health Organization’s (WHO)
definition of health includes total physical and mental well-being. Noise can both awaken
people and keep them from going to sleep. It can annoy and somehow affect the behavior
and performance of an individual because one is deprived of sufficient resting time during
nighttime.
Noise pollution is defined as the combination of sounds resulting to noise, thereby producing
an annoying and disturbing sound. It is produced by different sources: aircraft noise, noise
from railroads, construction noise, noise from vehicles, industrial noise and road traffic noise.
Its effects are mainly affected by the duration and level of noise.
Noise has various effects on humans and extreme exposure could result to temporary or
permanent hearing loss. It can also interfere with communication, it affects and disturbs sleep,
affects individual behavior and performance. The effects of noise are seldom catastrophic, and
are often only transitory, but adverse effects can be cumulative with prolonged or repeated
exposure. Although it often causes discomfort and sometimes pain, noise does not cause ears to
bleed and noise-induced hearing loss usually takes years to develop. Noise-induced hearing loss
can indeed impair the quality of life, through a reduction in the ability to hear important sounds
and to communicate. Some of the other effects of noise, such as sleep disruption, the masking
of speech and television, and the inability to enjoy one’s property or leisure time also impair
the quality of life. In addition, noise can interfere with the teaching and learning process,
disrupt the performance of certain tasks, and increase the incidence of antisocial behavior.
There is also some evidence that it can adversely affect general health and well-being in the
same manner as chronic stress. (Suter, [17])
The primary contributor to roadside noise is transportation. The noise produced by vehicles
may be termed as road traffic noise. In the vehicle, the principal noise source is the power
unit and its auxiliaries, transmission system, tires and braking system. This type of noise can
be augmented by narrow streets and tall buildings, which produce a ”canyon” in which traffic
noise reverberates (Suter, [17]).
Transport-generated noise is measured in terms of equivalent sound level or Leq. This metric
is A-weighted and accounts for all of the sound energy occurring during a particular period of
time (i.e., one minute, one hour, one day, etc.). Leq includes peak sounds as well as ”valleys”
within a particular time frame. Leq could identify the average noise level over a period of
time and can be easily measured with sound equipment. Measurements would therefore be in
terms of Leq dB (A). An ’A’ weighted scale with a slow response was chosen because it has
been universally adopted for measurement of transport noise to compensate human hearing
characteristics. This scale simulates the response of the ear at low levels and has been found
to correlate well with subjective response to noise
In Metro Manila, people travel mainly by public transport through jeepneys, buses and
tricycles. In residential areas, tricycles have been the major mode of transport. A tricycle is a
motorcycle attached to a side frame (sidecar), its typical configuration changes into other forms
in order to adapt to various road conditions and numbers of passengers to carry. Usually, it can
carry 3 to 5 passengers per trip. Tricycles contribute to 2.373 million daily person trips (13.4%
of total person trips) made in Metro Manila according to Metro Manila Urban Transportation
Integration Study (MMUTIS) in 1996 funded by the Japan International Cooperation Agency
(JICA). It is equivalent to 938,000 vehicle trips daily (26.3% of total vehicle trips) with an

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Figure 1. Framework of the Study.

average occupancy of 2.5 persons/tricycle, which is next to the passenger cars/utility vehicles
share at 37.3% (JICA, [12]).
The primary aim of the research is to quantify the noise generated by tricycles in residential
environments. Specific objectives of the study are the following:

• to determine the variation of levels of noise on a particular roadside residential

environment in one day and compare with the existing noise standards;
• to find the relationship of traffic flow characteristics such as the traffic speed and traffic
volume of tricycles and the roadside noise level; and,
• to relate the noise performance by tricycles as a function of speed and load of the tricycle
during running conditions and the general slope of the road.

The framework, shown in Figure 1, shows the 3 possible sources of noise in residential
environments and the effects on people in terms of exposure to roadside noise levels. The
scope of the study is on transportation sources where traffic flow and vehicle characteristics are
important factors. The study will mainly focus on tricycles passing through residential roads
which are observed to contribute mostly to roadside noise levels in a number of residential
areas.

2. PREVIOUS STUDIES ON TRANSPORTATION-GENERATED NOISE

2.1. Studies on Noise Generated by Transportation

Pamanikabud [15] presented the analysis and simulation of traffic noise model for the super-
highway in Bangkok, with considerations on non-typical local traffic vehicles such as tuk-tuk
(3-wheeled motorcycle taxi) and motorcycle. Linear models between noise level in Leq and
the spot speed of vehicles were developed. The linear relationship between noise level in
Leq and speed of vehicle was the most suitable to highway traffic noise data in Bangkok’s
Vibhawadee-Rangsit Super-Highway in the analysis of reference energy mean emission level
(Lo) for each type of vehicle in the Bangkok traffic stream that included motorcycles and tuk-

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tuk in additional to the other standard types of vehicle. Results from this study also showed
a significant improvement in the forecasting of the super-highway traffic noise in Bangkok by
utilizing the reference energy mean emission level (Lo) into the overall highway traffic noise
model in comparison to the utilization of Lo as previously given by FHWA with the inclusion
of motorcycle and tuk-tuk into the heavy vehicle class. The modified model gave statistically
significant results in fitting with the observed traffic noise data on this super-highway in the
paired t-test at both 5% and 10% significance levels.
In Metro Manila, the National Center for Transportation Studies of the University of the
Philippines (UP-NCTS) conducted noise level measurements in 1997 in major roads such as
EDSA, Taft Avenue, Roxas Boulevard, South Superhighway, Quezon Avenue and Quirino
Avenue under the Metro Manila Urban Transportation Integration Study Environmental
Impact Analysis Study [19]. Roadside noise levels measured at the said stations indicated
a worsening level of noise pollution. The highest recorded noise level was 83.9 dBA at EDSA.
Noise levels exceeded noise standards in Taft Avenue at all times of the day. Another noise level
survey was conducted by UP-NCTS in 2001 at 4 mid-block road sections in Manila, Quezon
City and Taguig and an interchange in Makati City [20]. There were more instances of sound
levels exceeding the daytime and nighttime standards in R-10 road due to vibrations caused
by heavy trucks and trailers which consisted majority of the traffic flow. Measured sound levels
at the roadside of Taft Avenue exceeded the national standards at all times. Sound levels at
the Ayala Interchange and at C-5 (BCDA) also exceeded the national standards at all times
not only at the roadside but as far as 5 meters and 15 meters from the road.
Fajardo [11] conducted field measurements of noise levels simultaneously with noise
perception surveys at 3 sites in Metro Manila, namely: Quezon Avenue (near Sto. Domingo
Church), Taft Avenue (Pedro Gil) and EDSA (Camp Crame). Findings showed that: a) existing
noise levels at survey sites exceeded current standards for the daytime period; b) the level of
awareness of road traffic noise as very high at all sites; c) the perceived degree of annoyance
to noise varied widely among individuals and with respect to actual noise levels; d) beyond a
certain threshold noise level, there was a high variability in individual perceptions to noise;
e) the minimum and maximum tolerable noise levels were found to be 25 dB and 80 dB,
respectively; f) individuals appear to tolerate a noise level of 80 dB which is higher than the
75 dB standard for the daytime period; and, g) road traffic noise as a problem has reached
a point in which the government must initiate actions to alleviate the adverse impacts on
individuals.
Yusoff and Karim [25] examined the level of noise pollution due to various modes of
transportation, its effect towards the environment and examined some of the control measures
that can be adopted to minimize the impact of the noise emitted. Simultaneously, they also
conducted a public survey to gauge the existing public attitude and degree of awareness
towards contemporary transportation noise pollution problems. From the analysis of measured
transportation noise in the Klang Valley, it was clear that most of the residents near the vicinity
of the noise sources were constantly exposed to very high levels of noise. Sound pressure level
recorded as Lmax was as high as 104.3 dB (A), which can be considered very high, and may
cause hazardous health effects under prolonged exposure of residents. As a comparison, the
Lmax recorded from previous study by Lee and Sumiani (1994), was: 84 dB (A) for cars, 92
dB (A) for motorcycles, 94 dB (A) for minibuses, 90 dB (A) for long buses and 92 dB (A) for
heavy lorries. The values obtained from the studies showed the surrounding noise levels of the
selected sites were mostly beyond the recommended level of 55 dB (A) for daytime and 45 dB

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(A) for nighttime standards for residential areas.

2.2. Noise Standards and Regulations

Because of their sensitivity to frequency and temporal characteristics of noise, both the Leq
(energy-equivalent sound levels) and the Ldn (day/night average equivalent sound levels) have
become widely used in environmental noise regulations and criteria. Among U.S. federal
agencies using Leq or Ldn are the Environmental Protection Agency, Federal Highway
Administation, Department of Housing and Urban Development (HUD), Federal Aviation
Adminisration and Department of Defense (Cavanaugh and Tocci, [6]). The guidelines have
been devised to achieve the HUD goal for interior noise levels not exceeding an Ldn of 45 dB.
HUD is the lead federal agency setting standards for interior and exterior noise for federally-
supported housing in the U.S.
In the Philippines, laws and standards on noise were provided by the defunct National
Pollution Control Commission (NPCC, [13]) through Presidential Decree No. 1152. Section
5 indicates that community noise standards shall be established considering among others,
location, zoning and land use classification, as shown in Table I and Table II. Section
6 states that there shall be established a standard for noise-producing equipment such
as construction equipment, transportation equipment, stationary engines, and electrical or
electronic equipment and such similar equipment or contrivances. The standard shall set a
limit on the acceptable level of noise emitted from given equipment for the protection of
public health and welfare, considering among others, the magnitude and condition of use, the
degree of noise reduction achievable through the application of best available technology and
the cost of compliance. The installation of any noise-producing equipment shall conform to
the requirements of Presidential Decree No. 1096 and other applicable laws as well as their
implementing rules and regulations. Section 8, Air Quality and Noise Standards, stated that the
National Pollution Control Commission in coordination with appropriate government agencies
shall be responsible for the enforcement of ambient air quality emission and noise standards,
including the monitoring and surveillance of air pollutants, licensing and permitting of air
pollution control facilities, and the promulgation of appropriate rules and regulations. Existing
air quality emission and noise standards may be revised and/or modified consistent with new
development and technology.
With respect to standards on noise performance of vehicles, the Quezon City Council
passed an ordinance (Ordinance No. SP-1221, S-2003, page 2-PO2002-50, 56th Regular Session,
Quezon City Council, Philippines, [14]) requiring noise pollution testing before the grant of a
permit for the operation of any motorized vehicle like the tricycle. The noise level measurement
is done by placing the sound level meter at a distance of 3 meters from the exhaust of the
tricycle. The noise level should not exceed 90 decibels.

3. RELATIONSHIP OF ROADSIDE NOISE LEVELS AND TRAFFIC FLOW

3.1. Traffic and Roadside Sound Level Survey

The study area is situated in Maginhawa Street (near Matiwasay Street) in Teachers Village
East, Diliman, Quezon City, as shown in Figure 2. Matiwasay Street is closed to traffic.
Maginhawa Street passes through three major residential areas in Quezon City: Barangay

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Category of Area Daytime Morning & Evening Nighttime

(9AM-6PM) (5-9AM&6-10PM) (10PM-5AM)
AA - section or area which requires 50dB 45dB 40dB
quietness, such as an area
within 100 m. from school
sites, nursery schools,
hospitals and special homes
for the aged
A - residential purposes 55 dB 50 dB 45 dB
B - commercial area 65 dB 60 dB 55 dB
C - light industrial area 70 dB 65 dB 60 dB
D - reserved as a heavy industrial area 75 dB 70 dB 65 dB
Source: Rules and Regulations of the National Pollution Control Commission (NPCC)

Table I. Noise Standards in General Areas

Category of Area Daytime Morning & Evening Nighttime

AA 55 dB 50 dB 45 dB
A 60 dB 55 dB 50 dB
B 70 dB 65 dB 60 dB
C 75 dB 70 dB 65 dB
D 80 dB 75 dB 70 dB
Source: Rules and Regulations of National Pollution Control Commission

Table II. Noise Standards in Areas Directly Fronting/Facing A Four-Lane Road

UP Village, Barangay Teachers Village East and West and Barangay Sikatuna. Maginhawa
St. is classified as a national road with an effective width equivalent to 4 lanes but 2 lanes are
mainly being used for traffic. There are 4 tricycle operators and drivers associations (TODAs)
operating along Maginhawa St.: Philcoa TODA, UPTV TODA, BSV TODA and Krus na
Ligas TODA. These tricycles cover U.P. Village, Teachers Village East and West and transport
passengers to C.P. Garcia, Sikatuna Village, Krus na Ligas, Kalayaan Avenue and Maharlika
Village (NHA).
As indicated in Figure 2, the source of noise from traffic was assumed to be approximately
0.25 m. above the road surface. The sound level monitoring equipment was set at 10 m. from
the centerline of road. The receptor was set at 1.2 m. to 1.5 m. above the ground. The trap
length for the spot-speed survey was set at 10 m., represented by 2 markers, with the noise
level monitoring equipment located in between the markers.
Traffic flow characteristics, such as traffic volume and traffic speed were measured
simultaneous with noise level determination at 10-minute intervals but only during selected
peak and off-peak periods in October 3, 2002. Vehicles were classified into jeepneys, medium
trucks, trucks, private cars/taxis, motorcycles and tricycles. Traffic monitoring was conducted
during nighttime period at 12-2 AM, morning peak hours at 6-9 AM, morning off-peak hours

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Figure 2. Study Area and Set-Up of Traffic and Sound Level Monitoring Equipment.

Figure 3. UP-NCTS Traffic Flow Monitoring Equipment and Vehicle.

at 11 AM-1 PM, afternoon peak period at 4-7 PM, and an evening period at 10 PM-12 AM.
Traffic at the study site was recorded by traffic monitoring equipment with video camera
mounted on the vehicle of UP-NCTS, as shown in Figure 3.
Using an Integrating Sound Level Meter (NL-04) as shown in Figure 4, roadside noise level
was measured, in terms of Leq dB (A), at 10-minute intervals for 24 hours.

3.2. Traffic Flow Characteristics

Traffic volume data were encoded at 10-minute intervals. Figure 5 indicates that traffic volume
for both directions at Maginhawa Street ranged from 186 to 1,808 veh/hr where minimum
traffic volume occurred during the early morning period at 1:00-2:00 AM and the maximum

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Figure 4. Integrating Sound Level Meter (NL-04).

Figure 5. Classified Hourly Traffic Volume At Selected Hours of the Day At Maginhawa Street (Both
Directions).

traffic volume occurred during the morning peak period at 7:00-8:00 AM. Traffic flow is
predominated by tricycles at most hours of the day where percentage of tricycles in the traffic
flow ranged 62-81% during the hours when traffic was monitored.
Around 40 samples of vehicle speeds were taken for every 10 minutes during the selected
time periods of the traffic flow and speed survey. Spot speeds ranged 17-26 km/h as shown
in Figure 6. The speed-flow relationship is shown in Figure 7 consisting of 10-minute speed-
volume data. It can be seen that traffic speed does not vary significantly compared with the

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Figure 6. Variation of Average Traffic Speed by Time of Day of Maginhawa Street.

expanded hourly traffic volume and most points fall in the free-flow portion of the speed-flow
curve.

3.3. Roadside Noise Levels and Comparison With Standards

Noise level was measured at 10 minute-intervals for 24 hours to assess if noise levels satisfy the
existing standards. The straight lines in Figure 8 indicate the noise standards for residential
areas (category A) fronting 4-lane roads, shown in Table II. It can be seen in Figure 8 that
the measured roadside noise levels exceeded the noise standards at all times of the day. The
average noise level was highest for the evening period (6-10 PM) at 78.2 dB followed by the
morning period (10 PM-5 AM) at 76.8 dB, exceeding the standards by more than 20 dB,
indicating the seriousness of noise levels generated by vehicular traffic in residential roads such
as Maginhawa Street where there is a high percentage of tricycles in the traffic flow.

3.4. Relationship Between Roadside Noise Levels and Traffic Flow Characteristics
Figure 9 and Figure 10 show directly proportional relationship between roadside noise level and
traffic volume and, noise level and tricycle traffic volume, respectively, at 10-minute intervals.
The graphs indicate the strong influence of tricycles on measured roadside noise levels.
A multiple linear regression model of noise level was developed as a function of traffic speed
and tricycle traffic volume. Total traffic volume was highly correlated with tricycle volume
where the latter was used in the regression due to higher correlation with roadside noise level
and predominance in road traffic. Data consisted of 72 samples of roadside noise level (Leq in
dBA) measured every 10 minutes, traffic speed (km/h) averaged every 10 minutes and tricycle
volume (veh/10 min.) during the selected hours of the day. Table III shows the results of the
regression model where roadside noise level is linearly related with traffic speed and tricycle
traffic volume with a high correlation (r2 = 0.8368).

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Figure 7. Speed-Flow Relationship of Maginhawa Street.

Figure 8. Roadside Noise Level (Maginhawa Street) by Time of Day and Noise Standard.

Beta St.Err. B Std.Err. t(69) p-level

intercept 59.42275 2.279176 26.07204 0.000000
traffic speed(km/h) 0.258506 0.052552 0.49721 0.101078 4.91905 0.000006
tricycle volume(veh/10min.) 0.980757 0.052552 0.04221 0.002262 18.66260 0.000000

Table III. Multiple Linear Regression of Roadside Noise Level Against Traffic Speed and Tricycle
Volume

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Figure 9. Relationship Between Roadside Noise Level and Traffic Volume.

Figure 10. Relationship Between Roadside Noise Level and Tricycle Traffic Volume.

The magnitude of the intercept, which is approximately 59.4 dBA, corresponds to the noise
level when there are no tricycles in the traffic stream. This is close to ambient noise levels
in residential areas with some vehicle traffic. Recent monitoring at roadside locations inside
residential areas with very low traffic levels yielded noise levels of 51-53 dBA.

4. RELATIONSHIP BETWEEN TRICYCLE NOISE PERFORMANCE AND

OPERATING CHARACTERISTICS

The integrating sound level meter (NL-04 Type 2) was also used in measuring the noise

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Load Mass(kg)
Driver 60
Sound Level Meter 1
2 Surveyors 100
1st Passenger 50
2nd Passenger 55
3rd Passenger 45

Table IV. Mass of Loads on the Tricycle

Load Mass(kg)
Load 1: driver + instrument + 2 surveyors 161
Load 2: Load 1 + 1st passenger 211
Load 3: Load 2 + 2nd passenger 266
Load 4: Load 3 + 3rd passenger 310

Table V. Loadings on the Tricycle for the On-Road Noise Performance Test

performance of in-use tricycles. Noise performance of exhaust systems of in-use tricycles at

on-road running conditions and of new motorcycles in the laboratory under simulated tricycle
loading on a chassis dynamometer were assessed in terms of noise level measurements near
the exhaust system. The noise performance of tricycles is measured and is related to loading,
speed and gradient at on-road conditions and related to type of engine, loading, fuel-oil mix
ratio and type of lubricant at simulated loading conditions on the chassis dynamometer.

4.1. On-Road Noise Performance of In-Use Tricycles

4.1.1. Noise Level Measurement Procedures (On-Road Conditions) Measurement was done
with the instrument held by hand tilted at an angle inside the tricycle’s sidecar next to the
tricycle driver (Figure 11 and Figure 12). Road segments for the noise performance of tricycles
at on-road conditions were chosen such that sound coming from other sources was minimal. The
road surface was concrete grade for noise measurements on level ground (University Avenue in
Figure 13) and asphalt grade for sloping ground (Matahimik Street, UP Village in Figure 14).
The tricycle was then driven to run at almost constant speed at a time at different speed
levels. There were 6 speed levels starting at 20 km/h to 45 km/h at 5-km/h intervals for
measurements of noise on level ground. The speed levels set on the inclined road were from 20
km/h to 40 km/h only. The measurement interval was at 10 seconds. Five readings were taken
for each speed and load condition. The details of the load calculation are shown in Table IV.
For each speed, there were 4 load conditions from 161 kg. to 310 kg. (excluding the mass of
the tricycle vehicle), as shown in Table V.

4.1.2. Relationship of On-Road Noise Performance, Load and Speed of Tricycles For the
noise performance of tricycles at on-road running conditions at level roads, it can be seen from
Figure 15 that the noise level increases from 6.6 to 8.6 dBA as the running speed increased
from 20 to 45 km/h. An increase in the noise levels is also evident (about 2.2 to 4.6 dBA) for an
increase in the load of the tricycle from 2 passengers up to 5 passengers for the same running

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Figure 11. Tricycle Used in the On-Road Survey.

Figure 12. Instrument Set-Up at On Road Running Conditions.

Figure 13. Noise Level Measurements in Level Ground (University Avenue).

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Figure 14. Noise Level Measurement in Sloping Ground (Matahimik St., UP Village).

Figure 15. Variation of On-Road Noise Performance, Speed and Load of Tricycles (Level Road
Segment).

speed. The measured noise levels from tricycles increased for sloping roads (Figure 16). From a
range of 88.4 to 98.6 dBA measured while running on the level road, the noise levels increased
to a range of 91.2 to 99.6 dBA for the road sloping upwards. The measured noise levels for
the 45-kph level were quite near to the in-use motor vehicle exhaust system noise performance
standards (Washington Administrative Code or WAC 173-62) of Washington State [24] in the
United States which provided for a maximum of 99 dBA at 0.5 meter away from exhaust of
motorcycles. A noise level of 90 dBA is already very annoying and can cause hearing damage if
exposed to for 8 hours. This has implications especially for tricycle drivers who are continuously
exposed to high noise levels.

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Figure 16. Variation of On-Road Noise Performance, Speed and Load of Tricycles (Road Segment,
Sloping Upwards).

4.2. Noise Performance of Tricycles Under Simulated Loading on Chassis Dynamometer

4.2.1. Setting Up of Tricycles for Engine and Noise Performance Tests The noise
performance of tricycles under simulated loading on a chassis dynamometer was assessed
through noise level measurements conducted simultaneously with the emissions and engine
performance testing of motorcycles acquired in the research project ”Standards Development
for Local Motorcycle/Tricycle Sector” of the University of the Philippines National Center for
Transportation Studies Foundation Inc. (UPNCTSFI) funded by the Philippine Council for
Industry and Energy Research and Development (DOST-PCIERD). The tests were conducted
at the Department of Mechanical Engineering Laboratory in the University of the Philippines.
A chassis dynamometer is an equipment that can simulate a road in which a vehicle is driven. It
measures power from the engine through the wheels. The vehicle is parked on rollers which the
vehicle then turns and the corresponding output in terms of engine performance measurements
such as power and torque are measured.
The research project acquired 3 new units of 2-stroke motorcycles (Model B) and 1 unit
of 4-stroke motorcycle (Model D). Based on the tricycle driver survey, Model B and Model
D, respectively, are the major 2-stroke and 4-stroke motorcycles used as tricycles in Metro
Manila. Premium gasoline and a mineral-based 2T oil (JASO FB grade) were premixed in
labeled containers prior to the conduct of the engine performance and noise performance tests.
The premixes with the mineral-based lubricant consisted of following fuel-oil ratios (2T oil:
gasoline ratio): a) 1:20 (1 part of 2T oil in 20 parts of gasoline) and b) 1:40 (1 part of 2T
oil in 20 parts of gasoline). A plant-based lubricant, CME (cocomethyl ester) 2T oil was also
premixed with premium gasoline at 1:20 ratio. Table VI shows the outline of the engine tests
conducted in the research project.

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Test Motorcycle Engine Type Displacement Fuel-Oil Mix Ratio Lubricant

Model B Red 2-stroke 125 cc 1:20 mineral-based 2T
Model B Blue 2-stroke 125 cc 1:40 mineral-based 2T
Model B Black 2-stroke 125 cc 1:20 CME-based 2T
Model D 4-stroke 155 cc fuel only (no premix)

Table VI. Test Motorcycles and Fuel-Oil Mix Ratios Used in the Engine Tests

Component of Load Load Load

(Half Load) (Full Load)
Motorcycle 126 kg 126 kg
Sidecar + Driver’s Side Roof 130 kg 130 kg
Driver (Average Weight of Person=60 kg) 60 kg 60 kg
3 Passengers (Average Weight of Person=60 kg) 120 kg
5 Passengers (Average Weight of Person=60 kg) 300 kg
Baggage 10 kg 10 kg
Allowance 10 kg 10 kg
Total (Load) 456 kg 636 kg

Table VII. Estimation of Load of Vehicle, Passengers and Baggage

4.2.2. Estimation of Load for Simulation of Tricycle Loading Since the chassis dynamometer
set-up is for motorcycles, there is a need to simulate loading of the tricycle vehicle in addition
to other loads such as passengers and baggage. The components of road load power are
drag, rolling resistance and load. The load consists of the vehicle mass including sidecar and
accessories and the additional mass due to passengers and baggage. The load estimates for
the full and the half load are shown in Table VII. The difference between the half and the full
load is in terms of the number of passengers of the tricycle. The engine performance testing
component of the tricycle standards research project (UPNCTSFI and DOST-PCIERD, [21])
estimated the road load power, Pr , in kW, for the half and full load conditions, to be as follows
(Equation 1):

Pt = 2.73CR Mv + 0.0126CD Av Sv2 Sv

 
(1)

where CR =coefficient of rolling resistance (assumed to be 0.012)

Mv = mass of vehicle and load (kg)
CD = drag coefficient (assumed to be 0.3)
Av = frontal area of the vehicle (m2 )
Sv = vehicle speed (km/h)

Values of the road load power ranged from 0.782 kW at 30 km/h to 1.984 kW at 50 km/h
for the full load condition and from 0.664 kW at 30 km/h to 1.787 kW at 50 km/h for the half
load condition.
Table VIII shows the 6 sets of engine and noise performance tests which are combinations of
two loading conditions and 3 steady-state speeds. All the 4 test motorcycles have undergone
the 6 tests.

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 ROADSIDE NOISE GENERATED BY TRICYCLES 17

30 kph 40 kph 40 kph

√ √ √
Half Load
√ √ √
Full Load

Table VIII. Loading Conditions and Steady-State Speeds for Chassis Dynamometer Tests

4.2.3. Noise Performance Test Procedure of Tricycles Under Simulated Loading The
procedures for measuring the noise levels of tricycles on the laboratory chassis dynamometer
were adopted from the in-use motor vehicle exhaust system noise performance standards and
sound level measurement procedures of the Department of Ecology, Washington State [9] in
the United States. However, due to limitations of the dynamometer set-up, some parts of
the procedures were modified. One such modification was that of the test site. Noise level
measurements were performed inside a building that housed the chassis dynamometer. The
sound level meter was not placed at the same axis as that of the exhaust in order to avoid the
deposits of unburned oil and other particulates on the sound level meter. The following are
the procedures followed during the test.

a) The calibration of the sound level meter was performed before and after measurements
were made. Only the electrical calibration was done. The electrical circuits of the unit
were calibrated using the built-in oscillator.
b) Meteorological conditions were observed during measurements to determine whether or
not to continue. Precipitation affects the readings of the instrument. The batteries and
the microphone are the most temperature-sensitive elements of the measurement system.
As the temperature rises, the life of the batteries decreases.
c) An initial inspection of the vehicle was conducted to determine if defects in the exhaust
system such as pinched outlets and holes and rust exist. There were no problems in the
exhaust system because the vehicles were brand new.
d) The sound level meter was mounted on a tripod with its microphone placed at the same
height as the center of the exhaust outlet. It was positioned with its longitudinal axis
parallel to the ground, 0.5 meter from the edge of the exhaust and oriented at 45◦ from
the axis of the exhaust (See Figure 17).
e) Noise measurements were taken for constant speed and constant loading. Measurement
time was set to 10 seconds. There were 3 speed settings: 30 kph to 50 kph with 10-kph
intervals. For each speed, there were two load conditions: half load and full load. Eight
data points were gathered for each case, except in that of the half and full load at 30
kph of the Model B Blue (1:40) test motorcycle.

4.2.4. Relationship of Tricycle Noise Performance, Engine Type, Type of Lubricant and Fuel-
Oil Mix Ratio Under Simulated Loading on Chassis Dynamometer Figure 18 and Figure 19
show the direct linear relationship of noise level with speed of the test motorcycles at full and
half loads, respectively, on the chassis dynamometer. However, it can also be observed that
the noise level did not always increase with the increase in load and there has been a relatively
small difference between the measured noise levels for the half load and full load. This is due to
the similarity in engine speed (rpm) settings of the half load and full load on the dynamometer
which is different from on-road conditions where the engine speed could be increased by the

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18 K. N. VERGEL, F. T. CACHO AND C. L. E. CAPIZ

Figure 17. Noise Performance Test Set-up.

driver for higher loads. According to Schroeder et al. [16], noise level depends more on the
engine speed than on the throttle position which is also very dependent on driver behavior.
The noise level of tricycle with 4-stroke engine was consistently higher than the 2-stroke
engines at full and half loads at the 50-km/h speed level and consistently lower at the 30-
km/hr speed level. This finding is an important input in the setting up of speed limits for
roads especially in residential areas.

5. CONCLUSIONS AND RECOMMENDATIONS

5.1. Conclusions
Measured roadside noise levels at a residential area with high tricycle traffic exceeded the local
noise standards at all times of the day. Roadside noise levels are correlated to the proportion
and speed of tricycles in the road traffic flow. It is also concluded that through regression
modeling, the roadside noise level is a function of traffic volume of tricycles and their traffic
speed. This indicates that high noise levels in residential areas are attributed to tricycles which
serve as the main transport mode in these areas.
On-road noise performance of tricycles is related to its speed and load and the type of road.
It increases with the increase in tricycle speed and increase in load. The slope of the road also
affects the noise level. With respect to noise performance under simulated loading, there is an
increase in noise level at increase in speed level.

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 ROADSIDE NOISE GENERATED BY TRICYCLES 19

Figure 18. Variation of Noise Level with Fuel-Oil Mixture and Engine Type (Full Load).

Figure 19. Variation of Noise Level with Fuel-Oil Mixture and Engine Type (Half Load).

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20 K. N. VERGEL, F. T. CACHO AND C. L. E. CAPIZ

5.2. Recommendations
Since tricycles are found to be major contributors of noise, the number of tricycles may be
controlled and speed limits may be enforced in residential areas to reduce ambient roadside
noise levels. The setting of the speed limit at 30 km/h is expected to effect significant reduction
in noise levels since noise emitted is lower at lower speeds and the noise emitted from tricycles
with 4-stroke engines is even lower. In the next few years, the ratio of 4-stroke powered tricycles
is expected to increase.
From the on-road noise level survey, the speed corresponding to a noise level of about 90
dBA is 25 km/h for the Load 1 and Load 2 conditions (3-4 passengers including the driver). In
order to control the noise generated by tricycles, speed limits can be enforced when the load
on the tricycle is increased. Stricter speed limits can also be imposed at non-level roads.
With respect to method of measurement under simulated loading, more accurate results may
be obtained if noise level measurements were taken in open areas, free of large sound-reflecting
surfaces. Noise level measurements may be taken for a wider range of speed and at smaller
speed intervals. More measurements may be taken for roads of different gradients.

ACKNOWLEDGEMENTS

The authors would like to acknowledge the Philippine Council for Industry and Energy
Research and Development of the Philippine Department of Science and Technology (DOST-
PCIERD) for the funding of the research. The section on noise level measurement is one part
of the DOST-PCIERD-funded research project entitled ”Standards Development for Local
Motorcycle/Tricycle Sector”. Acknowledgment is also given to the Technical Working Group
of the Standards Development for Local Motorcycle/Tricycle Sector, cooperating agencies
such as the Filcar Foundation Inc., Philippine Department of Energy, College of Engineering
of the University of the Philippines (specifically the Department of Mechanical Engineering
and Department of Industrial Engineering and Operations Research) and the supporting
students and staff who were affiliated to the National Center for Transportation Studies of
the University of the Philippines during the research project period (April 2002-December
2003) and contributed to this research.

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 ROADSIDE NOISE GENERATED BY TRICYCLES 21

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