UBA Study English

ENVIRONMENTAL RESEARCH PLAN OF
THE FEDERAL MINISTER FOR THE

ENVIRONMENT, NATURE
CONSERVATION AND NUCLEAR SAFETY
Funding code 210 45 109
- Pollutant and noise emissions of motorboats

- Basis for updating the EU Directive 94/25/EC for limiting the emissions of motorboats -
Dipl.-Ing. Michael Horn

Dipl.-Ing. Heinz Steven
Ulrich Haberkorn
Dipl.-Ing. Leif-Erik Schulte
- Final Report -
RWTV Fahrzeug GmbH

Institut fr Fahrzeugtechnik
Bereich Motoren / Nutzfahrzeuge
Commissioned by the
Federal Environment Ministry
July 2005
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Berichts - Kennblatt
1. Berichtsnummer 2. Abschlubericht 3.
4. Titel des Berichts

Schadstoff- und Lrmemissionen von Motorbooten Grundlage fr die Fortschreibung der EU-
Richtlinie zur Begrenzung der Emissionen von Motorbooten
5. Autor(en), Name(n), Vorname(n) 8. Datum des Berichts
Horn, Michael; Steven, Heinz 30.06.2005

Haberkorn, Ulrich; Schulte, Leif-Erik
6. Durchfhrende Institution (Name, Anschrift) 9. Verffentlichungsdatum
RWTV Fahrzeug GmbH

Adlerstr. 7, 45307 Essen 10. UFOPLAN - Nr.
210 45 109
11. Seitenzahl
122
7. Frdernde Institution (Name, Anschrift) 12. Literaturangaben
26
Umweltbundesamt, Bismarckplatz 1, 14193 Berlin
15. Zustzliche Angaben 13. Tabellen und Diagramme

56
14. Abbildungen
62
16. Kurzfassung
Ermittlung der Gerusch- und Schadstoffemissionen fr eine mglichst reprsentative Auswahl
von Motoren fr Sportboote nach EN ISO 14509 und EN ISO 8178. Die Sportbootrichtlinie
94/25/EG, fortgeschrieben durch die Richtlinie 2003/44/EC wurde als Referenz fr das
Vorhaben betrachtet. Die Motoren wurden anhand der Verkaufszahlen fr Deutschland aus den
Jahren 1998 bis 2001 ausgewhlt. Ermittelt wurden die spezifischen Emissionen CO, HC und
NOx, fr ausgewhlte Ottomotoren zustzlich die Partikelemissionen. Von fnf
Auenbordmotoren wurden nach dem Betrieb Wasserproben entnommen und auf Schadstoffe
analysiert. Hinsichtlich der Einhaltung der angestrebten Emissionsgrenzwerte der Richtlinie
94/25/EG (2003/44/EC) zeigten sich die Dieselmotoren und Innenbord-Ottomotoren als wenig
kritisch. Die Viertakt-Auenbordmotoren berschritten je nach Abstimmung den CO-Grenzwert.
Bei den Zweitakt-Auenbordmotoren unterschreiten nur Motoren mit moderner Kraftstoff-
Direkteinspritzung die Grenzwerte. Die Wasserproben weisen einen unterschiedlichen
Schadstoffeintrag von Zweitakt- und Viertakt-Ottomotoren auf. Eine Bewertung erweist sich als
schwierig. Bis auf einen Prfling erfllen alle Motoren die knftigen Geruschgrenzwerte.
17. Schlagwrter
Sportboote, Abgasemissionen, Geruschemissionen, 94/25/EG, 2003/44/EC,
Wasseranalyse, EN ISO 8178, EN ISO 14509
18. Preis 19. 20.
RWTV Pollutant and noise emissions of motorboats funding code 210 45 109
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1. Report-No. 2. Final Report 3.
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
Horn, Michael: Steven, Heinz 30.06.2005

Haberkorn, Ulrich: Schulte, Leif-Erik
6. Performing Organisation (Name, Address) 9. Publication Date
RWTV Fahrzeug GmbH

Adlerstr. 7, 45307 Essen 10. UFOPLAN Ref. No.
210 45 109
11. No. of Pages
122
7. Sponsoring Agency (Name, Address) 12. No. of References
26
Umweltbundesamt, Bismarckplatz 1, 14193 Berlin
15. Supplementary Notes 13. No. of Tables, Diagrams

56
14. No. of Figures
62
16. Abstract
The scope of the project was to enlarge the existing data basis of noise and exhaust emissions for
recreational craft engines according to EN ISO 14509 and EN ISO 8178. Therefore a
representative selection of recreational craft engines was tested. The "recreational craft directive"
94/25/EC as last amended by the directive 2003/44/EC was considered as the reference for the
entire programme.
The engines to be tested had been chosen according to sales figures for the years 1998 to 2001
for the Federal Republic of Germany. The specific emissions of CO, HC and NOx were
determined and for a selected range of spark-ignition engines the PM emissions were also
measured. On five engines the exhaust gas components emitted into the water of the engine
operating tank were determined using special chemical analysis. With reference to the limits
given in directive 94/25/EC (2003/44/EC), diesel as well as inboard four-stroke petrol-engines
can be seen as uncritical. Depending on their adjustment some four-stroke outboard engines
exceeded the CO-limit. With respect to two-stroke engines only state of the art concepts with
modern direct-injection meet the given emission limits. The water analysis results display
different water pollutants between two-stroke and four-stroke spark-ignition engines. The
interpretation of the results proves to be difficult. Looking at all engines only one exceeded the
future noise limits.
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
0 Symbols and abbreviations.............................................................................................................. 7
1 Introduction ..................................................................................................................................... 9
2 Project objectives .......................................................................................................................... 10

2.1 Working with the industry..................................................................................................... 11
2.2 A vote of thanks .................................................................................................................... 11
2.3 Project structure..................................................................................................................... 12
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
3.2 Comparison of limit values ................................................................................................... 20

3.2.1 Directive 2003/44/EC BSO Stage I + II (petrol engines)............................................ 20
3.2.2 Directive 2003/44/EC BSO Stage I + II (diesel engines)............................................ 22
3.2.3 Directive 2003/44/EC EPA regulation 40 CFR Part 91 (petrol engines) .................... 24
3.2.4 Directive 2003/44/EC EPA regulation 40 CFR Part 89 and 94 (diesel engines) ........ 25
4 Measuring programme .................................................................................................................. 26

4.1 Engine selection .................................................................................................................... 26
4.2 Exhaust gas test cycles as per EN ISO 8178 ......................................................................... 30
4.3 Noise measurements according to EN ISO 14509 ................................................................ 33
4.4 Measuring equipment ............................................................................................................ 34

4.4.1 Exhaust gas..................................................................................................................... 34
4.4.1.1 Test tank.................................................................................................................... 35
4.4.1.2 Engine test stand and torque dynamometer .............................................................. 36
4.4.1.3 Exhaust gas analysis system ..................................................................................... 37
4.4.1.4 Particulate measuring equipment .............................................................................. 38
4.4.1.5 Fuel measuring equipment ........................................................................................ 39
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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4.6 Carrying out the noise measurement ..................................................................................... 42
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
5.2 Noise emissions..................................................................................................................... 62

5.2.1 Results of pass-by measurements................................................................................... 62
5.2.2 Comments....................................................................................................................... 68
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
6.2 Reduction scenario ................................................................................................................ 84

6.2.1 Initial situation................................................................................................................ 84
6.2.2 Exhaust gas emissions .................................................................................................... 85
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6.2.2.1 Discharge of pollutants into the water ...................................................................... 88
7 Comments on the EC Directive..................................................................................................... 92

7.1 Exhaust gas measurement ..................................................................................................... 92
7.2 Noise measurement ............................................................................................................... 93
8 Summary ....................................................................................................................................... 94
9 Bibliography................................................................................................................................ 100
10 Annex .......................................................................................................................................... 104

10.1 Water analysis ..................................................................................................................... 104
10.2 Emission data of the manufacturers .................................................................................... 107
10.3 Emission data RWTV....................................................................................................... 111
10.4 Individual results of pass-by measurements........................................................................ 113
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0 Symbols and abbreviations
Abbreviation Unit Meaning
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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Abbreviation Unit Meaning
LpASmax [dB] Sound pressure level (A assessed using time

base Slow) maximum
Lwl [m] Length at waterline
m [-] Constant
NOx [g/kWh] Specific nitrogen oxide emission
O2 [%, ppm] Oxygen
PAH / PAK [-] polycyclic aromatic hydrocarbons
PM [g/kWh] Specific particulate emissions
Pn [kW] Rated power
RWTV [-] Rheinisch-Westflischer Technischer
berwachungsverein e.V.
SAV [-] Ordinance relating to the exhaust gas emissions
of ships engines in Swiss waters
SI [-] Spark Ignition
SOF [-] Soluble Organic Fraction
TREMOD [-] Transport Emission Estimation Model
UBA [-] Federal Environment Agency
V [m/s] Velocity
[-] Air ratio Lambda
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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:
Sailing boats: 821,506

Motorboats: 3,628,000
Inflatables: 170,000 (if not already covered by motorboats)
Personal watercraft: 10,700
ICOMIA has produced the following data for the motorization of these units (sales figures for engines
in Europe, 1998 (in units)):
Outboard engines: 196,700

Inboard diesel engines: 26,000
Inboard petrol engines: 4,916
Personal watercraft: 10,700
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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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2.1 Working with the industry

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, the BWVS, 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. These data included the sales
figures for boats and boat engines as well as a large amount of emission data for engines of various
manufacturers. Likewise, various manufacturers also declared their readiness to supply engines for the
exhaust and noise emission measurements. These engines were selected by RWTV and discussed
with the UBA and the associations. The first engines were delivered by the manufacturers to RWTV
in April 2003. Informative meetings took place in the interim with various representatives of the
industry and 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.
2.2 A vote of thanks

We would like to thank all parties involved in the research project for a good and successful working
relationship and for their support. Our thanks are extended in particular to ICOMIA. The industry
representatives were always on hand to assist us in solving technical problems and to participate in
stimulating discussions.
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2.3 Project structure

The measurements of exhaust gas and noise emissions were carried out by RWTV Fahrzeug GmbH.
The measurements of exhaust gas emissions were undertaken in Essen at the Institute for Vehicle
Technology (IFT) on the engine test stands of the Engines/Utility Vehicles Division, where the
applicability and practicability of the test cycles in accordance with EN ISO 8178 were to be
investigated. Directive 94/25/EC, extended by Directive 2003/44/EC, served as the reference for the
measurements.
Due to the engine design, exhaust gas measurements on outboard engines are difficult for various
technical reasons. One problem with outboard engines is the defined loading of the engine in the water
tank required for cooling purposes. The Institute for Vehicle Technology has access to a test tank
developed especially for this purpose, which allows the engine to be operated on the engine test stand
under conditions that approximate reality. The engine is subjected to defined loading with the aid of a
loading unit and an analysis system permits the exhaust gas emissions to be evaluated. 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, the test tank, which has a closed water
circuit, also offers the opportunity to determine the pollutants discharged into the water in the tank. To
this end, water samples from five engines were taken from the test tank and sent for analysis to the
Fraunhofer Institut fr Toxikologie und Experimentelle Medizin (Fraunhofer Institute for Toxicology
and Experimental Medicine) in Hannover. The particulate mass emissions of two-stroke petrol engines
were also to be examined more closely. In Directive 94/25/EC (2003/44/EC) suitable attention has
only been given to these hitherto in relation to diesel engines.
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
3.1.1 Bodensee-Schifffahrts-Ordnung (BSO) (Regulation covering recreational craft on

the Bodensee/Lake Constance)
The frequently invoked limiting of exhaust gas emissions for recreational craft in accordance with the
Bodensee-Schifffahrts-Ordnung (BSO) applies in the first instance to shipping on the Bodensee.
Germany, Austria and Switzerland deal with all questions relating to the Bodensee jointly on a
trilateral basis.
Drawing up of the regulations for exhaust gas and noise emissions for recreational craft on the
Bodensee commenced at the end of the 1980s. The work was completed in 1992 and the regulations
came into force in a first phase in 1993 (Phase 2: 1996) and were the first such regulations in the world
for boat engines.
The limit values for the specific exhaust emissions CO, HC and NOx depend on the maximum power
of an engine (Table 3.1.1 1). Smaller engines emit specifically (power-related) more pollutants. For
this reason a higher limit value was set here. The calculation in g/kWh is worked out with the aid of
the following formula:
Limitvalue = A PN m
PN = max. power at rated speed
A, m = constants (see Table 3.1.1 1)
Specific limit values Stage I (Petrol and-diesel engines) in g/kWh
Power in kW Carbon monoxide CO = Hydrocarbons HC = Nitrogen oxide NO

x
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
Specific limit values Stage II (petrol and [ diesel engines]) in g/kWh

Power in kW Carbon monoxide CO = Hydrocarbons HC = x =
Nitrogen oxide NO
x
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
Mass emissions in g/h

Carbon monoxide CO Hydrocarbons HC Nitr.oxide NOx
Stage I 4500 290 1100
Stage II 1500 95 360
Bosch smoke number (BSZ) Stage 1 Stage 2

Aspirated engines 4,0
4.0 3,5
Engines with exhaust turbocharger 3,0
3.0 2,5
Table 3.1.1 1: Pollutant emission limit values of the BSO
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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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3.1.2 Environmental Protection Agency (EPA)

In the USA, the Environmental Protection Agency (EPA) regulates exhaust emissions from marine
engines. The sum of emitted hydrocarbons (HC) and nitrogen oxides (NOx) for petrol outboard
engines has been limited since 1998 in EPA regulation 40 CFR Part 91. No account is taken here of
the carbon monoxide (CO) emitted. The limit values for pollutant emissions for engines with a rated
power of greater than or equal to 4.3 kW depend on the engine power and are calculated with the aid
of a formula. Engines with an output of less than 4.3 kW must adhere to a fixed limit value.
The EPA requires proof from the engine manufacturers that the engines adhere to the values applicable
to them (Table 3.1.2 1) over a set period (operating hours or calendar years). The exhaust emissions
are determined with the help of the E4 cycle described in EN ISO 8178-4. /10/
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
(0,667 x (151 + 557/P0,9))

350 hours/5 years
2001 204 (ABT) + 3,78 (ABT) 1 year for all emission-related

Outboard:
Federalb
(0,583 x (151 + 557/P0,9)) components; 3 years or 200 hours

2002 179 (ABT) + 4,22 (ABT) for specified major emission
(0,500 x (151 + 557/P0,9)) control components
2003 155 (ABT) + 4,67 (ABT)
(0,417 x (151 + 557/P0,9))
2 year or 200 hours for all
2004 130 (ABT) + 5,11 (ABT)
emission-related components; 3
(0,333 x (151 + 557/P0,9))
years or 200 hours for specified
2005 105 (ABT) + 5,56 (ABT)
major emission control
(0,250 x (151 + 557/P0,9))
components
2006+ 81 (ABT) + 6,00 (ABT)
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
Table 3.1.2 1: EPA, Spark Ignition (SI) Marine Engines
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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/.
Nonroad Exhaust Emission Standards
Rated Power Model Year NMHC + NOx CO PM

Tier
[kW] \1\ [g/kW-hr] [g/kW-hr] [g/kW-hr]
Tier 1 2000 10,5 8,0 1,00
kW < 8
Tier 2 2005 7,5 8,0 0,80
Tier 1 2000 9,5 6,0 0,80
8 = < kW < 19
Tier 2 2005 7,5 6,0 0,80
Tier 1 1999 9,5 5,5 0,80
19 = < kW < 37
Tier 2 2004 7,5 5,5 0,60
\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)
Primary Tier 2 Exhaust Emission Standards
Model year THC+NOx CO PM

Engine size liters/cylinder, rated power Category
\1\ [g/kW-hr] [g/kW-hr] [g/kW-hr]
disp. < 0.9 and power [ge] 37 kW Category 1 2005 7,5 5,0 0,40
0.9 [le] disp. < 1.2, all power levels Category 1 2004 7,2 5,0 0,30
15.0 [le] disp. < 20.0 power, < 3300 kW Category 2 2007 8,7 5,0 0,50
15.0 [le] disp. < 20.0, power [ge] 3300 kW Category 2 2007 9,8 5,0 0,50
disp. [ge] 30.0, all power levels Category 3 2007 See paragraph (a)(2)(ii) of this section
\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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3.1.3 Directive 94/25/EC
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/.
Carbon monoxide Hydrocarbons Nitr.

n
CO = A + B / PN HC = A + B / PNn oxide Particles
Type g/kWh g/kWh
NOX g/kWh
A B n A B n g/kWh
2-stroke- Not
Petrol engines 150.0 600.0 1.0 30.0 100.0 0.75 10.0 applicable
t ff d
4-stroke Not
Petrol engines
150.0 600.0 1.0 6.0 50 0.75 15.0
applicable
Compression
ignition 5.0 0 0 1.5 2.0 0.5 9.8 1.0
engines
Table 3.1.3 1: Exhaust gas emission limits of Directive 2003/44/EC
- 18 -
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.
Power of individual engine Maximum sound pressure level = LpASmax

in kW in dB
PN 10 67
10 < PN 40 72
PN > 40 75
Table 3.1.2 2: Noise emission limits of Directive 2003/44/EC
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.
- 19 -
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/
- 20 -
3.2 Comparison of limit values
3.2.1 Directive 2003/44/EC BSO Stage I + II (petrol engines)

Figs. 3.2.1 1 to 3.2.1 3 show a comparison of the existing BSO petrol engine limit values with the
target petrol engine limit values in Directive 2003/44/EC. The BSO does not distinguish here between
two-stroke and four-stroke engines. If the limits in Directive 2003/44/EC for CO and HC emissions
are looked at, these are markedly above the limits that apply to BSO Stage I/II (Figs. 3.2.1 1 and
3.2.1 2). The NOx limit values in BSO Stage I correspond to the values in 2003/44/EC for four-
stroke engines, while the BSO Stage II values are well below these (Fig. 3.2.1 3). The limits in
2003/44/EC for two-stroke engines are below those of BSO Stage I, but are much higher than those of
BSO Stage II (Fig. 3.2.1 3).
Limit values CO (petrol)

750,00
CO 2003/44/EC four-stroke petrol

CO 2003/44/EC two-stroke petrol
CO BSO Stage I petrol
CO BSO Stage II petrol
CO [g/kWh]
0,00
1 90 200
Power [kW]
Fig. 3.2.1 1: CO limit values 2003/44/EC and BSO
- 21 -
Limit values HC (petrol)

130,00
HC 2003/44/EC four stroke petrol

HC 2003/44/EC two stroke petrol
HC BSO Stage I petrol
HC BSO Stage II petrol
HC [g/kWh]
0,00
1 90 200
Power [kW]
Fig. 3.2.1 2: HC limit values 2003/44/EC and BSO
Limit values NOx (Petrol engines)

15,00
NOx 2003/44/EC 4-stroke petrol

NOx 2003/44/EC 2-stroke petrol
NOx BSO Stage I petrol
NOx BSO Stage II petrol
NO [g/kWh]
0,00
1 90 200
Power [kW]
Fig. 3.2.1 3: HC limit values 2003/44/EC und BSO
- 22 -
3.2.2 Directive 2003/44/EC BSO Stage I + II (diesel engines)

Figs. 3.2.2 1 to 3.2.2 3 show a comparison between the existing limit values of the BSO and the
limit values of 2003/44/EC for diesel engines. The limits to be invoked for diesel engines in Directive
2003/44/EC are well below those of BSO Stage I/II (Figs. 3.2.2 1 to 3.2.2 3).
Limit values CO (Diesel engines)

[logarithmic]
CO 2003/44/EC Diesel
CO BSO Stage I Diesel
CO BSO Stage II Diesel

CO [g/kWh]
1 90 200
Power [kW]
Fig. 3.2.2 1: CO limit values 2003/44/EC and BSO
- 23 -
Limit values HC (Diesel engines)

60,00
HC 2003/44/EC Diesel
HC BSO Stage I Diesel

HC [g/kWh]
HC BSO Stage II Diesel
0,00
1 90 200
Power [kW]
Fig. 3.2.2 2: HC limit values 2003/44/EC and BSO
Limit values NOx (Diesel engines)

15
NO [g/kWh]
NOx 2003/44/EC Diesel
NOx BSO Stage I Diesel
NOx BSO Stage II Diesel
0
1 90 200
Power [kW]
Fig. 3.2.2 3: NOx limit values 2003/44/EC and BSO
- 24 -
3.2.3 Directive 2003/44/EC EPA regulation 40 CFR Part 91 (petrol engines)

The EPA (40 CFR Part 91) limits the total of HC and NOx emissions. To be able to compare the target
limits of 2003/44/EC for HC and NOx with the EPA values, these are reproduced added together in
Fig. 3.2.3 1. The EPA values valid after 2004 are shown, supplemented by the limits valid in the
future.
The EPA does not differentiate between two-stroke and four-stroke engines. The total of the limit
values in Directive 2003/44/EC for HC and NOx emissions is markedly higher for two-stroke engines
than the sum of emissions for four-stroke engines. However, above an output of approx. 5 kW even
the higher value for two-stroke engines is below the 2006 limit values of the EPA (Fig. 3.2.3 1).
Limit values total HC + NO x (petrol engines)

150
HC + NOx EPA 40 CFR Part 91 2004

HC + NOx EPA 40 CFR Part 91 2005
HC + NOx EPA 40 CFR Part 91 2006+
HC + NOx 2003/44/EG (total) 2-stroke
HC + NOx 2003/44/EG (total) 4-stroke
HC + NO [g/kWh]
0
1 Power [kW] 200
Fig. 3.2.3 1: Total of HC + NOx limit values (petrol engines)
- 25 -
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.
Limit value total HC + NO x (Diesel engines)

10
HC + NOx EPA 40 CFR Part 89 and 94 2004+

HC + NOx 2003/44/EC (summarised)
HC + NO [g/kWh]
0
1 Power [kW] 200
Fig. 3.2.4 2: Total of HC + NOx limit values (diesel engines)
- 26 -
4 Measuring programme
4.1 Engine selection

To select the engines, it was first necessary to differentiate the various hull geometries. Boats can be
divided into 3 main groups with regard to their hull shape:
Displacers: sailing yachts, most motorized cabin cruisers

Semi-planers: mostly motorized cabin cruisers
Planers: power boats, day cruisers
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.
- 27 -
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

Four-stroke petrol engines
Compression ignition engines
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.
- 28 -
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).
2-stroke / Diesel / Outboard (OB) /

No. Power Comments
4-stroke petrol Inboard (IB)
< 3 kW /
1 2 Petrol OB
approx. 4 HP
< 3 kW /
2 4 Petrol OB
approx. 4 HP
< 3.68 kW /
3 4 Petrol OB
5 HP
< 3.68 kW / incl.
4 2 Petrol OB
5 HP water sample
3.69-7.35 kW / incl.
5 4 Petrol OB
5.1-10 HP water sample
7.5-11 kW /
6 4 Petrol OB
10.1-15 HP
11.1-18.38 kW / incl.
7 2 Petrol OB
18.5-29.41 kW / incl.
8 2 Petrol OB
29.5-44.12 kW /
9 4 Petrol OB
40.1-60 HP
73.5-106.6 kW / incl.
10 2 Petrol OB
100-145 HP water sample
15.1-50 kW / Manufacturer A
11 4 Diesel IB
20.5-68 HP
15.1-50 kW / Manufacturer B
12 4 Diesel IB
20.5-68 HP
100.1-200 kW / Manufacturer A
13 4 Diesel IB
136.1-272 HP
100.1-200 kW / Manufacturer B
14 4 Diesel IB
136.1-272 HP
150.1-200 kW /
15 4 Petrol IB
204.1-272 HP
Table 4.1 1: RWTV engine selection
- 29 -
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.
- 30 -
4.2 Exhaust gas test cycles as per EN ISO 8178

Directive 94/25/EC (2003/44/EC) uses the specifications given in EN ISO 8178 as its test method. The
exhaust gas emissions are determined here for petrol engines with the aid of the E4 cycle described in
Part 4 of EN ISO 8178. For diesel engines the E5 cycle likewise described is used. Alternatively, the
E3 cycle can also be chosen above an output of 130 kW. Cycles E4 and E5 each consist of 5
differently weighted stages on the propeller curve. The four-stage cycle E3 differs only due to the
number of test stages. An engine operating point characterized by engine speed and torque is
designated a test stage. Reference fuels as specified in Directive 98/68/EC are to be used for the
emission measurements. The following Tables 4.2 1 to 4.2 3 and Figs. 4.2 1 to 4.2 4 provide
an overview of the connections between speed, power and torque as well as the weighting factor of a
test stage in the respective test cycles. The circular area of a test stage in the figures corresponds in
each case to the weighting factor of the corresponding stage /4/.
Test cycle EN ISO 8178 - 4 cycle E3 (diesel engines)

Test stage 1 2 3 4
Speed in % 100 91 80 63
Power in % 100 75 50 25
Weighting factor 0.20 0.50 0.15 0.15
Table 4.2 1: EN ISO 8178-4 E3 cycle
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 %
Fig. 4.2 1: EN ISO 8178-4 E3 cycle
- 31 -
Test cycle EN ISO 8178 - 4 cycle E4 (petrol engines)

Test stage 1 2 3 4 5
Speed in % 100 80 60 40 Low idle
Torque in % 100 71.6 46.5 25.3 0
Weighting factor 0.06 0.14 0.15 0.25 0.40
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 %
Test cycle EN ISO 8178 - 4 cycle E5 (diesel engines)

Test stage 1 2 3 4 5
Speed in % 100 91 80 63 Low idle
Power in % 100 75 50 25 0
Weighting factor 0.08 0.13 0.17 0.32 0.30
- 32 -
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 %
ISO 8178-4 E3 / E4 / E5 cycles
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
- 33 -
4.3 Noise measurements according to EN ISO 14509

The noise measurements were carried out according to EN ISO 14509. To do this, the boat travels past
the microphone at a distance of 25 metres perpendicular to the microphone axis at full-load speed of
the engine. The maximum A-assessed sound pressure level in the time setting slow is measured. A
schematic representation of the measuring set-up is shown in Fig. 4.3 - 1.
20m 20m
+2
-0
25m
3,5m+-0,5 +2
-0
25m
Fig. 4.3 - 1: Measuring set-up as per EN ISO 14509:2000
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.
Dimensions of standard boats as per EN ISO 14509 :
from to from to from to

Length in m 3.60 4.00 4.40 3.96 4.40 4.84 4.50 5.00 5.50
Beam in m 1.44 1.60 1.76 1.58 1.75 1.93 1.71 1.90 2.09
Mass in kg 108 135 162 176 220 264 320 400 480
for
engine power P < 6 kW 6 kW < P < 25 kW 25 kW< P < 55 kW
Up to 8.1 HP 8.2 HP to 33.9 HP 34 HP to 74 HP
Table 4.3 - 1: EN ISO requirements for boats for noise measurements

(incl. tolerances of 10% or 20%)
- 34 -
4.4 Measuring equipment

The measuring equipment conformed to the standards required in EN ISO 8178.
4.4.1 Exhaust gas
Engine test stand and

Test tank torque dynamometer
Siemens
Exhaust gas
analysis system
Sampling box
Fig. 4.4.1 1: Schematic representation of the test stand
- 35 -
4.4.1.1 Test tank

The exhaust gas measurements on the outboard engines were carried out in a water tank developed
especially for the purpose (Fig. 4.4.1.1 1). The water tank facilitates series-state operation of the
engine. The water temperature in the test tank is kept at a constant value by an external heat exchanger
plus circulation pump. The connection between the loading unit and the propeller shaft of the engine is
realized by a cardan shaft and suitable adapter, each of which has to be manufactured individually. An
exhaust gas suction facility just above the surface of the water guarantees that the engine can always
aspirate fresh air during measuring.
Fig. 4.4.1.1 1: Test tank for outboard engines with exhaust gas suction facility and
heat exchanger
- 36 -
4.4.1.2 Engine test stand and torque dynamometer

Technical data:
- Manufacturer: Siemens AG
- Type: 1 SR9 404 (asynchronous machine, digitally controlled for
dynamic measurements)
- Torque measuring method: Torque dynamometer
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.
Fig. 4.4.1.1 1: Dynamometric brake with torque dynamometer
- 37 -
4.4.1.3 Exhaust gas analysis system

- Manufacturer: Siemens AG
- Type: SIGAS 500, computer-controlled system
CO: Siemens Ultramat 5E-2R (NDIR)
CO2: Siemens Ultramat 5E (NDIR)
HC: Testa 2000 MP (FID)
NOx: Pierburg PM-2000 (CLD)
O2: Siemens Oxymat 5 (paramagnetic)
Fig. 4.4.1.2 1: Exhaust gas analysis system
Fig. 4.4.1.2 2: Sampling box (foreground) with heated pipe
- 38 -
4.4.1.4 Particulate measuring equipment

- Manufacturer: AVL
- Type: Smart Sampler SPC 472
- Method: Partial flow dilution with micro-tunnel
- Collection filter: 1 filter holder for filters of 70 mm
- Comment: The system is computer-controlled.
Fig. 4.4.1.3 1: Partial flow dilution tunnel of the particulate measuring equipment
AVL Smart Sampler SPC 472
- 39 -
4.4.1.5 Fuel measuring equipment

The fuel consumption was determined volumetrically via a balance. Together with the measured time
in which a certain volume of fuel is consumed, the fuel mass flow rate can be determined if the fuel
density is known.
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.
- 40 -
4.5.1 Special features of the measuring process

Due to the design of the outboard engines, the exhaust gas measurements had some special features.
To keep the exhaust gas temperatures as low as possible, water is added to the exhaust gas flow of
most outboard engines shortly after it emerges from the cylinder. This exhaust gas / water mixture is
not suitable for introduction into exhaust gas analysers. Any sampling probes to be fitted therefore
have to be positioned such that only dry raw exhaust gas enters the exhaust gas analysis system. Not
all engines are equipped by the manufacturer with the requisite connections in the factory for taking up
the exhaust gas sampling probes. Parts of the engine periphery and/or parts of the engine enclosure
often make it extremely difficult and labour-intensive to attach a sampling probe, and in some cases
dismantling an engine for this purpose was unavoidable.
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.
- 41 -
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.
- 42 -
4.6 Carrying out the noise measurement

The measurements were carried out off Heerenlaak harbour near Maaseik in Belgium, an excavation
pit with dead water (Fig. 4.6 - 1). The microphone was positioned on a landing stage roughly 30 m
from the bank. The prescribed course was marked by two buoys, with measuring passes being carried
out in both directions. In addition, a third-octave analysis was produced of the maximum level. The
engine speed and the velocity of the boat on passing were also recorded. The measuring signals were
collected in a measuring vehicle and stored on a computer. The engine speed and velocity were
transmitted via radio, the microphone signals and wind data via cable.
Fig. 4.6 1: View of the measuring location
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.
- 43 -
Boat 1 Boat 2 Boat 3

Length in m 4.20 4.40 4.55
Width in m 1.68 1.75 1.78
Mass in kg 150 250 330
Max. permitted
engine power 22 37 66
in kW
Table 4.6 - 1: Dimensions of the boats used
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.
- 44 -
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
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
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
Table 4.6 - 2: Technical data of the engines tested
- 45 -
5 Results
5.1 Pollutant emissions (exhaust gas)

139 exhaust gas data records were evaluated in all in the project. 98 data records were supplied by the
industry (cf. Table 10.2 1 to 10.2 2), and 41 additional data records were produced by
measurement (cf. Table 10.3 1 and 10.3 2). The industry data records derived from two-and four-
stroke petrol outboard engines (cf. Table 10.2 1), and from diesel inboard engines (cf. Table 10.2
2). The scope of these records was very different, but they always contained the most important
information (all the necessary measuring data for calculating emissions from the load stages of the test
cycles along with the most important main engine dimensions) for evaluation in the context of the
directive(s). Comparison of the records from industry and from RWTV shows that the measuring
data from the industry can be confirmed. The differences measured in the project between the engine
concepts are also reflected qualitatively in the records of the manufacturers. It can thus be assumed
that the present data together permit a representative overview.
5.1.1 Inboard engines
5.1.1.1 Petrol engines

The data shown in Figs. 5.1.1.1 1 to 5.1.1.1 3 show the results of the measurements on the inboard
petrol engines. These are engines with electronic ignition control and sequential fuel injection ahead of
the inlet valves. Each fuel valve is triggered here individually by the control device. The
measurements were carried out to attain BSO Stage I and Stage II. The engines were measured first
without catalytic converter, then a converter was applied and the engines were measured again. On the
engines with the catalytic converter the power following application was reduced slightly in order not
to jeopardize the service life of the catalytic converters. The engines are substantially below the
targeted limits in some cases, and only the NOx emissions of the engines without catalytic converter
are close to the limit. The use of the catalytic converters used here (platinum/rhodium-plated, 200 cells
per square inch [cpsi], 4 [6] monoliths of 90mm x 74.5mm each) reduces the emission of the limited
components considerably.
- 46 -
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]
Fig 5.1.1.1 1: CO emissions inboard petrol engines
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]
Fig. 5.1.1.1 2: HC emissions inboard petrol engines
- 47 -
NOx (RWTV data)

16
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]
Fig. 5.1.1.1 3: NOx emissions inboard petrol engines
- 48 -
5.1.1.2 Diesel engines

The inboard diesel engines measured in the project all operated according to the direct injection
principle. The engines circled are aspirated engines, all the other engines were supercharged.
Only one engine slightly exceeds the limit values targeted (cf. Fig. 5.1.1.2 1) and except for the most
powerful engine, the engines examined lie well below the limit values (cf. Fig. 5.1.1.2 3).
CO (RWTV data)
10
Aspirated engines
Aspirated engines IB - Diesel

7,5
CO [g/kWh]
2,5
0
0 80 160 240 320 400
Power [kW]
Fig. 5.1.1.2 1: CO emissions of inboard diesel engines
- 49 -
HC (RWTV data)
3
IB - Diesel
Aspirated engines Limit value 2003/44/EC
Aspirated engines
2
HC [g/kWh]
0
0 80 160 240 320 400
Power [kW]
Fig. 5.1.1.2 2: HC emissions of inboard diesel engines
NOx (RWTV data)

16
IB - Diesel
14
12
Aspirated engines
Aspirated engines
10
NO [g/kWh]
8
x
0
0 80 160 240 320 400
Power [kW]
Fig. 5.1.1.2 3: NOx emissions of inboard diesel engines
- 50 -
5.1.2 Outboard engines
5.1.2.1 Two-stroke engines

The technology of the two-stroke outboard engines measured in the project differs considerably in
some cases from one engine to another. Three of the engines included in Figs. 5.1.2.1 1 to 5.1.2.1
3 were fitted with a carburettor, while two had a modern direct fuel injection system. Whereas the
target NOx limit values are less of a problem for all engines, with regard to the hydrocarbons (HC) this
is only true of the engines with direct injection. In the case of CO emissions, at least two of the
carburettor engines come close to the limit values targeted in Directive 2003/44/EC. The engines with
direct injection operated with a leaner mix up to a Lambda of approx. 2.4 for the 100kW injection
engine (cf. Chapter 5.1.3). Here a small quantity of an ignitable mixture is injected directly into the
combustion chamber close to the spark plug just before the ignition point and is ignited. This principle
minimizes the scavenging losses on two-stroke engines, with markedly lower HC emissions (cf. Fig.
5.1.2.1 2) as well as a lower specific fuel consumption detectable as a result.
CO (RWTV data)
500
OB petrol 2-stroke carburettor

400
OB petrol 2-stroke injection
300
CO [g/kWh]
200
100
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.1 1: CO emissions of two-stroke petrol engines (outboard)
- 51 -
HC (RWTV data)
300

200
HC [g/kWh]
100
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.1 2: HC emissions of two-stroke petrol engines (outboard)
NOx (RWTV data)

12
10

8 OB petrol 2-stroke injection
NO [g/kWh]
6
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.1 3: NOx emissions of two-stroke petrol engines (outboard)
- 52 -
5.1.2.2 Four-stroke engines

The outcome of the exhaust gas measurements on the four-stroke outboard engines was somewhat
surprising. The engines with a supposedly modern injection system are not convincing with regard to
CO emissions. In spite of sequential multipoint injection the CO values lie considerably above the
target limit values of Directive 2003/44/EC, prompting the conclusion that an application of ignition
and injection system that tends to be performance-oriented has been used. Furthermore, reliability
parameters play a greater role here. Even on the engines fitted with carburettors, the conclusion that
the setting is not emission-optimized suggests itself. This is all the more apparent if one also looks at
the results of BSO models fitted with carburettors. Here a marked reduction in the pollutant emissions
is only realized via the carburettor nozzle system. The identical engines marked on the graph only
differ in respect of their max. power level. The carburettor nozzle system of the more powerful engine
was optimized to satisfy the limit values for BSO I; this results in much better exhaust gas
characteristics (cf. Chapter 5.1.3).
CO (RWTV data)
450
400
300
OB petrol 4-stroke carburettor (BSO models)

CO [g/kWh]
250
200 Identical
Identical engines
engines
150
100
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.2 1: CO emissions of four-stroke petrol engines (outboard)
- 53 -
HC (RWTV data)
50
45
40

35
30
HC [g/kWh]

25 OB petrol 4-stroke carburettor (BSO models)
20
15
Identical
Identical engines
engines
10
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.2 2: HC emissions of four-stroke petrol engines (outboard)
NOx (RWTV data)

16
14
12
10
NO [g/kWh]
8 OB petrol 4-stroke carburettor (BSO models)

x
Identical engines
Identical engines
4
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.2.2 3: NOx emissions of four-stroke petrol engines (outboard)
- 54 -
5.1.3 Air ratio Lambda ()

The air ratio Lambda describes the ratio of actual inducted air mass to theoretical air requirement of
the combustion engine.
A Lambda () of around 1.1 is equivalent to an air deficit or a lean fuel/air mix. The CO and HC
emissions are low, while the NOx emissions are high. The effect on the specific fuel consumption is
favourable and the combustion chamber temperature rises.
A Lambda () of around 1.0 describes the theoretical minimum quantity of air required for complete
combustion of the fuel/air mix. The discharge of CO and HC emissions is low, while that of NOx
emissions is in the mid-range.
A Lambda () of around 0.9 describes a rich fuel/air mixture. The CO and HC emissions increase
sharply, while NOx emissions are comparatively low. The engine has a high power output at a low
combustion chamber temperature and consumption is high.
A Lambda () of around 0.7 causes very high CO and HC emissions, while NOx emissions are slight.
Engine idling is positively influenced, as are the transitions to the different load ranges. Consumption
rises very sharply.
Fig. 5.1.3 1 shows the air ratios determined for the full load point and Fig. 5.1.3 2 the air ratios for
a point in the partial load range.
Air ratio Lambda () at full load

(EN ISO 8178 E4, Stage 1: 100 % rated speed, 100 % rated power, weighting factor 6 %)
OB petrol 4-stroke carburettor (BSO

models)

Power (kW)
IB petrol 4-stroke
IB petrol 4-stroke (GKAT)
Theoretical CO curve as a function of

Lambda in a petrol engine
without Lambda adjustment
Theoretical HC curve as a function of
Theoretical NOx curve as a
function of Lambda in a petrol
engine without Lambda adjustment
0.7 1 1.3
Lambda ()
Fig. 5.1.3 1: Air ratio Lambda at full load
- 55 -
Air ratio Lambda () at partial load

(EN ISO 8178 E4, Stage 4: 40 % rated speed, 25.3 % rated power, weighting factor 25 %)
OB
- petrol 4-stroke carburettor (BSO
models)

Power (kW)
IB petrol 4-stroke
Theoretical CO curve as a function of

Theoretical HC curve as a function of
Theoretical NOx curve as a function of
0,7 1 1,3
Lambda ()
Fig. 5.1.3 2: Air ratio Lambda in partial load range
- 56 -
5.1.4 Comparison of exhaust gas emissions of all engines

A comparison of all engines in Figs. 5.1.4.1 1 to 5.1.4.1 3 and in Figs. 5.1.4.2 1 to 5.1.4.2 - 3
shows the differences expected due to operating principle between the combustion methods. The
petrol outboard engines designed for a high output exhibit high CO emissions, while the two-stroke
petrol engines fitted with carburettors also have high HC emissions due to scavenging losses. Direct
injection two-stroke petrol engines emit less CO and HC compared with the two-stroke petrol engines
with carburettors. Somewhat higher NOx emissions result from the surplus of air required in
combustion for the direct injection principle. The diesel engines, designed for the most part for low
fuel consumption, have low CO and HC emissions. The surplus of air likewise present here is
responsible for the higher NOx emissions (cf. Chapter 5.1.3).
5.1.4.1 RWTV data
CO (RWTV data)
450
400
350
300
OB - petrol 4-stroke injection
CO [g/kWh]
250 IB petrol 4-stroke

IB - diesel
200
150
100
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.4.1 1: CO emissions
- 57 -
HC (RWTV data)
300
250
200 OB petrol 2-stroke carburettor

HC [g/kWh]

IB petrol 4-stroke
100 IB - diesel
50
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.4.1 2: HC emissions
NOx (RWTV data)

16
14 OB petrol 2-stroke carburettor

IB petrol 4-stroke
10
IB - diesel
NO [g/kWh]
8
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.4.1 3: NOx emissions
- 58 -
5.1.4.2 Manufacturers data
CO (manufacturers data)
600
550
OB 4-stroke petrol carburettor
500 OB 4-stroke petrol injection
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]
Fig. 5.1.4.2 1: CO emissions
HC (manuf. data)
325
300
275
OB 4-stroke petrol injection
250
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]
Fig. 5.1.4.2 2: HC emissions
- 59 -
NOx (manuf. data)

16

IB - diesel
10
NO [g/kWh]
8
x
0
0 20 40 60 80 100 120 140 160 180 200
Power [kW]
Fig. 5.1.4.2 3: NOx emissions
- 60 -
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
- 61 -
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
- - - - - - - - - - - -
Table 5.1.5 1: Result, particulate emissions
- 62 -
5.2 Noise emissions
5.2.1 Results of pass-by measurements

The noise measurements were carried out in early summer/summer 2003. Prior to the measuring
passes the engines were brought up to working temperature. New engines were run in according to the
manufacturers instructions. At least six valid measuring passes were carried out at full throttle with
each engine. The loudest levels measured in each case are listed in Table 5.2.1 - 1 and entered over
the related engine speed on a graph in Fig. 5.2.1 1. The limit values that were to be introduced in the
EU under Directive 94/25/EC in December 2004 (four-stroke engines) and December 2005 (two-
stroke engines) for recreational craft have also been entered on the graph. No systematic difference in
level between the left and right side of the boat was detected for any engine, and differentiation has
therefore been dispensed with.
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
- 63 -
Maximum pass-by level at 25 m distance
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
Fig. 5.2.1 - 1: Pass-by level LpASmax at 25 m distance according to EN ISO 14509
Only one engine is above the future limit values, all the others are below, in some cases markedly
below.
- 64 -
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
- 65 -
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
- 66 -
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.
- 67 -
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
Pass-by level at 25 m distance at various velocities
74
ID eng 14; 4-stroke, 50 HP

72
ID eng 11; 2-stroke, 40 HP
Linear (ID eng 14; 4-str., 50 HP)
70
Linear (ID eng 11; 2-str., 40 HP)
LpASmax in dB(A)
68
66 y = 0,1951x + 59,798 y = 0,2242x + 57,826

R 2 = 0,9128 R 2 = 0,9643
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
- 68 -
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.
Third octave spectra at minimum and maximum velocity
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.
- 69 -
6 Determination/deduction of the potential for reducing pollutant and noise emissions
6.1 Reduction potential
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.
Fig. 6.1.1 - 1: Engine with open intake head
- 70 -
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).
Fig. 6.1.1 - 2: Engine hood lined with foam
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.
6.1.2 Exhaust gas

The result of this investigation permits the conclusion that outboard engines offer the greatest potential
for reducing exhaust gas emissions. Two-stroke petrol engines with carburettors and mixed lubrication
that are economical to manufacture no longer conform to the state of the art. In addition to the high
fuel scavenging losses caused by the two-stroke principle, the possibility of improper fuel mixing by
the user should be noted here. Due to the automatic mixing of the fuel/oil mixture, the possibility
exists of oil overdosing by the user. Separate lubrication, in which the job of metering the oil is
assumed by the oil pump, which is adjusted by the manufacturer to the correct value in the factory, has
a marked advantage here. The scavenging losses typical of two-stroke engines can be minimized by
modern direct fuel injection.
Technologies of this kind are already used by most manufacturers on the more powerful engines.
- 71 -
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
- 72 -
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.
- 73 -
6.1.3 Discharge into the water
6.1.3.1 Water analysis

Due to the technical design of outboard engines, the exhaust gas emissions are released both into the
air and directly into the water. The environmental pollution arising as a result has scarcely been
examined so far, or has only been examined to a limited extent. For this reason water samples were
taken from the test tank before and after a test cycle carried out on selected outboard engines and sent
to the Fraunhofer Institute for Toxicology and Experimental Medicine ITEM in Hannover for
analysis.
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.
6.1.3.1.1 Experimental data
6.1.3.1.1.1 Determination of PAHs

The PAHs (polycyclic aromatic hydrocarbons) were determined in accordance with an internal
standard work instruction. The method was validated extensively according to the guidelines of GLP
(Good Laboratory Practice). The samples were shaken out with toluene and the PAHs (16 compounds
according to the EPA) determined by means of gas chromatography with mass selective detection.
6.1.3.1.1.2 Determining the hydrocarbon index

The hydrocarbon index was determined with reference to DIN EN ISO 9377-2 (H53). The samples
were shaken out with n-hexane. Gas chromatography with flame ionisation detection was used for the
analytical determination.
- 74 -
6.1.3.1.1.3 Determination of volatile aromatic hydrocarbons (benzene and derivatives)

The volatile aromatic hydrocarbons were investigated in accordance with DIN 38407 Part 5 and Part 9
(F5 and F9). Determination was carried out on the basis of gas chromatographic headspace analysis.
6.1.3.1.2 Results
6.1.3.1.2.1 Polycyclic aromatic hydrocarbons (PAHs) in the water samples examined

The results of determining the polycyclic aromatic hydrocarbons (PAHs) are set out in the appendix in
Table 10.1 - 1 and in Table 6.1.3.1.2.1 1. The concentrations are given in g/L of water sample.
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.
- 75 -
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.
- 76 -
4-stroke 2-stroke 4-stroke 2-stroke 2-stroke

29.4 kW 3,7 kW 4.4 kW 18.4 kW 100 kW
injection carburettorcarburettor carburettor injection
PAH g/L g/L g/L g/L g/L

Naphthalene 398,0 192,6 156,9 142,1 39,3
Acenaphthylene 20,9 0,28 0,18 12,8 24,4
Acenaphthene 0,57 0,36 n.b. 0,50 1,69
Fluorene 3,77 0,00 0,16 3,12 4,97
Phenanthrene 3,07 2,82 2,55 3,74 8,68
Anthracene 1,67 1,05 1,01 1,80 2,30
Fluoranthene 1,10 0,78 0,93 3,03 5,59
Pyrene 1,14 0,97 1,19 4,14 7,64
Benz(a)anthracene 0,20 0,17 0,05 0,84 0,60
Chrysene 0,17 0,12 0,05 0,66 0,51
Benzo(b)fluoranthene 0,10 0,05 0,02 0,41 0,17
Benzo(k)fluoranthene 0,13 0,05 0,03 0,39 0,15
Benzo(a)pyrene 0,11 0,12 0,04 0,47 0,18
Indeno(1,2,3-cd)pyrene 0,11 0,06 0,03 0,17 0,10
Dibenz(ah)anthracene n.n. n.n. n.n. n.n. n.n.
Benzo(ghi)perylene 0,15 0,10 0,07 0,27 0,20
Total PAH 431,2 199,5 163,1 174,6 96,6
Total PAH
without naphthalene 33,2 6,9 6,2 32,4 57,2
Table 6.1.3.1.2.1 - 1: PAH concentrations (g/L) in the water samples as a result of

running outboard engines.
- 77 -
PAH-Profil in den Wasserproben vor dem jeweiligen Motortest

36,5
10,0
137,3
9,0 15,0
8,0
Viertakt 29,4 kW Ein-
7,0 spritzung
Zw eitakt 3,7 kW
6,0 Vergaser
g/l
5,0 Viertakt 4,4 kW

Vergaser
4,0
Zw eitakt 18,4 kW
3,0 Vergaser
Zw eitakt 100 kW Ein-

2,0 spritzung
1,0
0,0
en
u o ce n
an n
n
en
ap n
F n
n
n
in
en
A n re n
B e )a n re n
or en*
o ( n*
i )p n
re
re
le
he
he
yle
yr
g h ce
e n thal
nz he
ac
Ph l u o
Ac t hy
py
ra
th
py
ht
P
nt
k) a nth
er
ra
hr
Be a n t
hr
th
a)
h
ra
h
d)
th
C
ap
nt
ap
en
en
en , 3-c
r
)a
nz luo
N
Fl
flu
(a
o(
ah
2
B e (b )f
Ac
,
nz
nz
(1
z(
o(
Be
no
nz
de
ib
Be
D
In
PAH
Fig. 6.1.3.1.2.1 - 1: PAH concentrations in the water samples (profile) prior to the
respective engine test.
Naphthalin in Wasserproben aufgrund des Betreibens von

Auenbordmotoren
450
400 Viertakt 29,4 kW Ein-
350 spritzung
300 Zw eitakt 3,7 kW

Vergaser
250
g/L
Viertakt 4,4 kW
200 Vergaser
150 Zw eitakt 18,4 kW

Vergaser
100
Zw eitakt 100 kW Ein-
50 spritzung
0
Naphthalin
Fig. 6.1.3.1.2.1 - 2: Naphthalene concentrations in the water samples as a result of

running outboard engines.
- 78 -
PAH-Profil in Wasserproben aufgrund des Betreibens von

Auenbordmotoren
12,9
10,0
21,0 Viertakt 29,4 kW Ein-
24,4
8,0 spritzung
Zw eitakt 3,7 kW
6,0 Vergaser
g/L
4,0 Viertakt 4,4 kW

Vergaser
2,0 Zw eitakt 18,4 kW

Vergaser
0,0 Zw eitakt 100 kW Ein-

spritzung
en
n
en
th n
en
ap n
n*
i )p en
Be ran *
n
n
uo en
n z nth n
n
Ch n
he
An hre
n
en yl e
he
re
re
y le
e
r
n z the
or
fl u h e
s
c
ac
c
Py
py
ah ) py
nt
ry
ra
ra
ht
Ac ht h
er
an
nt
hr
Fl
ra
a)
d
ra
nt
en
p
en 3- c
o(
o
na
n z uo
gh
)a
)a
Fl
Ph
,
(a
e
Be b)fl
o(
D 1 ,2
k)
Ac
nz
z(
o(
o(
(
no
Be
Be
nz
ib
de
Be
In
PAH
Fig. 6.1.3.1.2.1 - 3: PAH concentrations (minus naphthalene) in the water samples

(profile) as a result of running outboard engines.
PAH in Wasserproben aufgrund des Betreibens von

431,2
Auenbordmotoren
250
200
150
g/L
Summe PAH
100 Summe PAH ohne Naphthalin
50
0
ng
ng
er
er
r
se
zu
zu
as
as
ga
it
rg
rit
rg
pr
er
sp
Ve
Ve
ns
in
Ei
kW
kW
kW
E
kW
kW
,4
7
,4
3,
18
4
0
9,
kt
kt
10
kt
ta
2
ta
ta
kt
er
kt
ei
ei
ta
ta
Zw
Vi
Zw
ei
er
Zw
Vi
Motor
Fig. 6.1.3.1.2.1 - 4: PAH concentrations in the water samples investigated as a result of

running outboard engines. Total of concentrations of PAHs taking
account of and excluding naphthalene concentrations.
- 79 -
PAH in Wasserproben aufgrund des Betreibens von

Auenbordmotoren
431,2
250
Viertakt 29,4 kW
200 Einspritzung
Zweitakt 3,7 kW Vergaser
150
g/L
Viertakt 4,4 kW Vergaser
100 Zweitakt 18,4 kW Vergaser
Zweitakt 100 kW
50 Einspritzung
0
Summe Summe
PAH PAH ohne
Naphthalin
Fig. 6.1.3.1.2.1 - 5: PAH concentrations in the water samples investigated as a result of

running outboard engines. Total of concentrations of PAHs taking
account of and excluding naphthalene concentrations.
Captions to diagrams on pp 77-79

Acenaphthen acenaphthene
Acenaphthylen acenaphthylene
Anthracen anthracene
Benz(a)anthracen benz(a)anthracene
Benzo(a)pyren benzo(a)pyrene
Benzo(b)fluoranthen benzo(b)fluoranthene
Benzo(ghi)perylen benzo(ghi)perylene
Benzo(k)fluoranthen benzo(k)fluoranthene
Chrysen chrysene
dibenz(ah)anthracene dibenz(ah)anthracene
Einspritzung injection
Fluoren fluorene
Indeno(1,2,3-cd)pyren indeno(1,2,3-cd)pyrene
Motor engine
Naphthalin naphthalene
Phenanthren phenanthrene
Pyren pyrene
Summe total
Summe ohne total without
Vergaser carburettor
Viertakt four-stroke
Zweitakt two-stroke
- 80 -
6.1.3.1.2.2 Hydrocarbon index in the water samples investigated

The results of investigations to determine the hydrocarbon index (C-H-Index) are listed in the
appendix in Table 10.1 - 2 and in Table 6.1.3.1.2.2 1. The concentrations are given in mg/L.
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.
Four-stroke Two-strokeFour-stroke Two-stroke Two-stroke

29.4 kW 3.7 kW 4.4 kW 18.4 kW 100 kW
injection carburettorcarburettor carburettor injection
mg/L mg/L mg/L mg/L mg/L

Hydrocarbon
Index 0,3 5,4 0,3 13,1 5,9
Table 6.1.3.1.2.2 - 1: C-H-Index in the water samples (mg/L) as a result of running outboard engines
Hydrocarbon index in the water samples prior to the

respective engine test
4-stroke 29.4 kW
injection
14,0
2-str. 3.7 kW carburettor
12,0
10,0
8,0 4-str. 4.4 kW carburettor
mg/L
6,0
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.
- 81 -
Hydrocarbon index as a result of running

outboard engines
4-stroke 29.4 kW
injection
14,0
12,0
10,0
mg/L
6,0
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.
6.1.3.1.2.3 Volatile aromatic hydrocarbons (benzene and derivatives) in the water

samples examined
The results of the tests are listed in Table 10.1 - 3 in the appendix and Table 6.1.3.1.2.3 1. The
concentrations are given in g/L of water sample.
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).
- 82 -
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.
4-stroke 2-stroke 4-str. 2-stroke 2-stroke

294 kW 3.7 kW 4.4 kW 18.4 kW 100 kW
injection carburettor carburettor carburettor injection
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
Table 6.1.3.1.2.3 - 1: Volatile aromatic hydrocarbons (benzene and derivatives) in the

water samples (g/L) as a result of running outboard engines
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.
- 83 -
Volatile aromatic hydrocarbons in water samples

as a result of running outboard engines
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
Fig. 6.1.3.1.2.3 - 1: Volatile aromatic hydrocarbons (benzene and derivatives) in the

water samples (g/L) as a result of running outboard engines.
BTEX in water samples as a result of running

outboard engines
10000 4-stroke 29.4 kW
injection
8000 2-stroke 3.7 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.
- 84 -
6.2 Reduction scenario
6.2.1 Initial situation

With reference to a heavily used stretch of water it was to be ascertained using a model what
environmental effects might result if appropriate reduction scenarios should become effective. It was
calculated and estimated how possible measures affect the pollution situation due to recreational craft.
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).
- 85 -
6.2.2 Exhaust gas emissions

Specific emissions for CO, HC and NOx were determined from the results of the manufacturers and
the measurements carried out on various outboard engines by forming the mean. The averaged specific
emissions are summarized in Table 6.2.2 - 1. The average corresponds to the arithmetic mean of all
engines without exhaust gas post-treatment. The total emissions resulting from this of all boats
operated on the stretch of water are shown in Table 6.2.2 - 2. These values were determined as
follows: Example two-stroke engines up to 11 kW engine power, exhaust gas component CO; the
specific CO value according to Table 6.2.2 - 1 is 341.0 g/kWh. This value is multiplied by the average
power in operation, the number of engines for this segment (28) and 2 operating hours per engine and
day, producing 22053 g of CO/day. Any slight deviations are due to rounding errors.
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
Number Emission in g/day

Power
class
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 28 17 22053 11105 15014 744 86 202
12 - 30 8 5 17315 9186 14015 396 295 297
31 - 45 5 5 29417 17273 13993 611 143 555
> 45 3 4 40338 22957 17351 868 158 1102
Total 44 31 109124 60520 60372 2618 682 2156
Overall 75 169644 62991 2838
proportion 58.7% 41.3% 64.3% 35.7% 95.8% 4.2% 24.0% 76.0%
Table 6.2.2 - 2: Overall emissions for the initial scenario

The following reduction scenarios were then defined and their emissions determined:
all 2-strokes with injection,
all 2-strokes with injection, all 4-strokes > 30 kW with Gkat,
all 2-strokes with injection, all 4-strokes with Gkat,
all 2-strokes -> 4-strokes,
only 4-strokes, all 4-strokes > 30 kW with Gkat,
only 4-strokes with Gkat
The scenarios in which all four-stroke engines are fitted with Gkat tend to be more hypothetical, as it
cannot yet be foreseen whether this is to be realized suitably.
- 86 -
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%
Table 6.2.2 - 3: Comparison of spec. emissions of two-stroke engines with/without direct

injection
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%
Table 6.2.2 - 4: Comparison of spec. emissions of four-stroke engines with/without Gkat
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.
- 87 -
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
- 88 -
6.2.2.1 Discharge of pollutants into the water

Assessing the pollutant discharge into the water and the reduction effect of the scenarios indicated in
the previous section is a considerably more difficult undertaking than assessing the exhaust gas
emissions.
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).
Number Emission in g/day

Power
class 2-str. , 4-str., 2-str., 4-str.,
2-str., xylene 4-str., xylene
2-str. 4-str. benzene benzene toluene toluene
Up to 11 28 17 826 41 1576 78 1276 63
12 - 30 8 5 771 22 1472 42 1191 34
31 - 45 5 5 770 34 1469 64 1189 52
> 45 3 4 954 48 1822 91 1475 74
Total 44 31 3320 144 6339 275 5132 223
Overall 75 3464 6614 5354
proportion 58.7% 41.3% 95.8% 4.2% 95.8% 4.2% 95.8% 4.2%
Table 6.2.2.1 - 1: Overall emissions of benzene, toluene and xylene for the initial scenario
- 89 -
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).
Proportion dissolved in water to total

2-stroke,
2-stroke, 2-stroke, 4-stroke, 4-stroke,
Proportion direct injection
3.7 kW 18.4 kW 4.4 kW 29.4 kW
of HC 100.4 kW
Benzene 5.5% 0.5% 0.1% 4.3% 1.2% 0.5%
Toluene 10.5% 3.3% 0.9% 4.4% 1.3% 3.1%
Xylene 8.5% 18.8% 5.8% 14.7% 5.3% 17.7%
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:
- 90 -
0.17 g/l for benzene,

0.32 g/l for toluene and
1.12 g/l for xylene.
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.
EC Directive EC drinking water Worst case concentration

76/464/EEC directive 98/83/EC determined in trial
Substance g/l
g/l g/l
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.
- 91 -
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.
- 92 -
7 Comments on the EC Directive
7.1 Exhaust gas measurement

The references mentioned in the Directive to the test cycles of EN ISO 8178 should be dispensed with
and they should be listed explicitly in the Directive. The presence of sampling probe connections on
the engines should likewise be stipulated via the Directive, so that these sampling points are already
incorporated into the engines in the factory.
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.
- 93 -
7.2 Noise measurement

EN ISO 14509 prescribes a V-shaped hull cross-section for standard boats. Normally only planing
craft have this hull shape in all its variants. Thus a large number of boats that move using an engine
drive perhaps even if only as an auxiliary drive are eliminated from the outset as a standard boat.
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.
- 94 -
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.
- 95 -
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
- 96 -
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
- 97 -
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
- 98 -
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.
All pass-by levels from 2003
76
Limit value > 40kW: 75 db
74
LpASmax at a distance of 25m in dB(A)
72 Limit value 10 -. 40 kW: 72 db
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
Fig. 8 1: Results of all pass-by noise measurements in 2003
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.
- 99 -
Pass-by levels of 9 engines on different boats in 1983
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.
- 100 -
9 Bibliography
/1/ BOSCH
Automotive Handbook
24th Edition, April 2002
Friedr. Vieweg & Sohn Verlagsgesellschaft mbH,
Braunschweig/Wiesbaden, 2002.
/2/ Verbrennungsmotoren Band I (Combustion Engines Volume I)

23rd Edition, October 2002
Univ.-Prof. Dr.-Ing. S. Pischinger,
Chair of Institute for Internal Combustion Engines,
Aachen University of Technology (RWTH Aachen)
/3/ Verbrennungsmotoren Band II (Combustion Engines Volume II)

23rd Edition, October 2002
Univ.-Prof. Dr.-Ing. S. Pischinger,
Chair of Institute for Internal Combustion Engines,
Aachen University of Technology (RWTH Aachen)
/4/ EN ISO 8178 (Part 1 9)

Reciprocating internal combustion engines, exhaust gas measurement
Date: 1996
/5/ Outboard engines have to be even cleaner

Article from Seespiegel, June 2001
/6/ The residue of hydrocarbons in the aquatic environment

Emissions from outboard engines on Lake Constance
B. Dicks / J. A. Bayley
Field Studies Council, June 1983
/7/ The influence of using outboard engines on the aquatic environment

Michel Giot
Katholieke Universiteit Leuven, June 1984
/8/ Proposal for a

Directive of the European Parliament and Council
- 101 -
to amend Directive 94/25/EC on the approximation of laws, regulations and

administrative provisions of the Member States relating to Recreational
Craft. October 2000
/9/ Directive 2003/44/EC of the European Parliament and the Council of 16

June 2003
amending Directive 94/25/EC on the approximation of laws, regulations and
administrative provisions of the Member States relating to Recreational
Craft.
/10/ EPA 40 CFR Protection of Environment

Chapter I
Environmental Protection Agency (Continued)
Subchapter C -- Air Programs (Continued)
Part 91 -- Control Of Emissions From Marine Spark-Ignition Engines
2003

Chapter I
Part 94 -- Control Of Emissions From Marine Compression-Ignition Engines
2003
/12/ Heinrich Holtei

Report on the prior art with regard to pollutant emissions from engines of
mobile machinery and apparatus (petrol engines)
RWTV Fahrzeug GmbH, 1997
/13/ Law Gazette for Baden-Wrttemberg

Ordinance of the Ministerium fr Umwelt und Verkehr (Environment
Ministry) on the introduction of the Bodensee-Schifffahrts-Ordnung (BSO)
(regulations covering recreational craft on the Bodensee (Lake Constance))
December 2001
- 102 -
/14/ Directive 2002/88/EC of the European Parliament and of the Council

amending Directive 97/68/EC on the approximation of the laws of the
Member States relating to measures against the emission of gaseous and
particulate pollutants from internal combustion engines to be installed in
non-road mobile machinery
December, 2002
/15/ Directive 2001/27/EC of the Commission

adapting to technical progress Directive 88/77/EEC of the Council on the
approximation of the laws of the Member States relating to measures to be
taken against the emission of gaseous and particulate pollutants from
compression-ignition engines for use in vehicles, and the emission of
gaseous pollutants from positive-ignition engines fuelled with natural gas or
liquefied petroleum gas for use in vehicles
April, 2001
/16/ Combustion Engines Correspondence Lesson I

Introduction and Organization Combustion Engines -
Prof. Dr.-Ing. habil. E. Bach
Dresden University of Applied Sciences
Faculty of Mechanical Engineering/Process Engineering
/17/ Hiroyuki Egashira et al,

Study of the impact to the water quality by marine engine exhaust emissions,
20024303 JSAE
/18/ Fachkunde Kraftfahrzeugtechnik (Automotive Engineering)

Verlag Europa-Lehrmittel
20th revised edition, 1980

Chapter I
Part 89 -- Control Of Emissions From New And In-Use Nonroad
Compression-Ignition Engines, 2003
- 103 -
/20/ Characterization of Soluble Organic Fraction in DPM: Optimization of the

Extraction Method, Antonio de Lucas, Antonio Durn, Manuel Carmona and
Magn Lapuerta, University of Castilla-La Mancha;
SAE Technical Paper Series, 1999-01-3532, 1999
/21/ Characterization of Diesel Particulate Emissions of Two IDI Diesel Engines

using Diesel and Kerosene Fuels; G. E. Andrews, S. M. Abdelhalim, and P.
T. Williams, Leeds Univ.;
SAE Technical Paper Series, 961231, 1996
/22/ Mutagenic Activity of the Soluble Organic Fraction of Exhaust Gas

Particulate from a Direct Injection Diesel Engine; Rasmus Christensen
Michael Bo Hansen, and Jesper Schramm; Technical University of
Denmark; Mona-Lise Binderup and Vivian Jorgensen; National Food
Agency of Denmark/Ministry of Health;
SAE Technical Series Paper, 961977, 1996
/23/ Directive 76/464/EEC of the Council of 4 May 1976 on pollution caused by

certain dangerous substances discharged into the aquatic environment of the
Community water protection directive
(Gaz. EC 1976, No. L 129/23; amended by Directive 91/692/EEC, Gaz. EC
1991, No. L 377/48)
/24/ Directive 98/83/EC of the Council of 3 November 1998 on the quality of

water intended for human consumption drinking water directive - (Gaz.
No. L 330 dated 5.12. 1998 P. 32; ber. Gaz. No. L 45 dated 19.2. 1999 P. 55
Requirement as per accession files 2003 VO (EC) 1882/2003 Gaz. No. L
284 dated 31.10.2003 P. 1)
/25/ Environmental quality targets for dangerous substances in waters

international comparison of derivation methods ; D. Schudoma;
UBA Texts 24/00, August 2000
/26/ Ordinance on the amendment of the Drinking Water Ordinance dated 21

May 2001; this Ordinance serves to implement Directive 98/83/EC of the
Council on the quality of water intended for human consumption dated 3
November 1998
- 104 -
10 Annex
10.1 Water analysis
Table 10.1 - 1: Overall results of PAH measurements in water samples

Sample description
Internal A 1179/03 A1180/03 A12/04 A13/04 A14/04 A15/04
4-stroke 29.4 4-stroke 29.4 4-stroke 29.4
Sample description 2-stroke 3.7 2-stroke 3.7 2-stroke 3.7 4-stroke 4.4 kW 4-stroke 4.4 4-stroke 4.4
kW in- kW in- kW in-
Client kW carburettor kW carburettor kW carburettor carburettor kW carburettor kW carburettor
jection jection jection
Comments Bef. test After test corrected Bef. test After test corrected Bef. test After test corrected
PAH g/L g/L g/L g/L g/L g/L g/L g/L g/L
Naphthalene n.n. 398,00 398,00 137,31 329,91 192,60 36,55 193,49 156,94
Acenaphthylene 2,09 23,06 20,97 0,04 0,32 0,28 0,06 0,25 0,18
Acenaphthene 0,17 0,74 0,57 0,12 0,49 0,36 0,14 0,03 n.b.
Fluorene 1,81 5,57 3,77 0,04 0,03 n.b. 0,08 0,24 0,16
Phenanthrene 6,00 9,06 3,07 1,66 4,49 2,82 2,29 4,84 2,55
Anthracene 1,28 2,95 1,67 0,32 1,36 1,05 0,49 1,50 1,01
Fluoranthene 2,30 3,40 1,10 0,70 1,49 0,78 1,01 1,94 0,93
Pyrene 2,42 3,56 1,14 0,74 1,71 0,97 1,04 2,23 1,19
Benz(a)anthracene 0,12 0,32 0,20 0,05 0,22 0,17 0,05 0,10 0,05
Chrysene 0,14 0,31 0,17 0,04 0,17 0,12 0,06 0,10 0,05
Benzo(b)fluoranthene 0,04 0,15 0,10 0,02 0,07 0,05 0,01 0,04 0,02
Benzo(k)fluoranthene 0,06 0,18 0,13 0,02 0,07 0,05 0,02 0,04 0,03
Benzo(a)pyrene 0,07 0,18 0,11 0,02 0,14 0,12 0,02 0,06 0,04
Indeno(1,2,3-cd)pyrene 0,05 0,15 0,11 0,02 0,08 0,06 0,01 0,04 0,03
Dibenz(ah)anthracene n.n n.n. n.n. n.n. n.n. n.n. n.n. n.n. n.n.
Benzo(ghi)perylene 0,09 0,24 0,15 0,03 0,13 0,10 0,03 0,10 0,07
Total PAH 16,6 447,9 431,2 141,1 340,7 199,5 41,9 205,0 163,1
Total PAH
Less naphthalene 16,6 49,9 33,2 3,8 10,7 6,9 5,3 11,5 6,2
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
Table 10.1. 1: Overall results of PAH measurements in water samples
- 105 -
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
mg/L mg/L mg/L mg/L mg/L mg/L mg/L mg/L mg/L

Hydrocarbon
index
0,9 1,2 0,3 0,6 6,0 5,4 0,3 0,6 0,3
Sample description
A70/04 A71/04 A82/04 A83/04
internal
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
Comments before Test after Test corrected before Test after Test corrected
mg/L mg/L mg/L mg/L mg/L mg/L

Hydrocarbon
index
1,7 14,8 13,1 0,9 6,7 5,9
Table 10.1 2: Overall result of measurements of hydrocarbon index (C-H-Index) in water samples
- 106 -
Table 10.1 - 3: Overall results of measurements of volatile aromatic hydrocarbons

Sample description
internal A 1179/03 A1180/03 A12/04 A13/04 A14/04 A15/04

Sample description 2-stroke 3.7 2-stroke 3,7 2-stroke 3.7 4-stroke 4.4 kW 4-stroke 4.4 4-stroke 4.4
29.4 kW 29.4 kW 29.4 kW
client kW carburettor kW carburettor kW carburettor carburettor kW carburettor kW carburetto
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
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
Grand total 265,9 10960,0 10694,1 32,9 285,8 252,9
Total BTXE 145,9 9199,0 9053,1 22,5 253,0 230,5

BTXE - benzene, toluene, ethylbenzene, xylenes
n.n. not detectable: <0.5 g/l
Table 10.1 3: Overall results of measurements of volatile aromatic hydrocarbons
- 107 -
10.2 Emission data of the manufacturers

Tables 10.2 1 and 10.2 2 show a list of the 98 data records in all made available by the
manufacturers. The data have been summarized in various power groups to provide a better overview.
The components carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) are present in
all data records. Data on carbon dioxide (CO2), on the particulate mass (PM) and on the specific fuel
consumption is incomplete or only present in some cases.
Spec. fuel Power

Data CO CH NOx CO2 PM Two- /
consumption weighted
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh] four-str.
[g/kWh] [kW]
Power < 3 kW
1 468,07 21,33 2,75 - - 0,38 -
2 439,96 36,11 4,12 - - 0,38 -
3 141,72 27,20 6,79 - - 0,61 - 4
4 345,64 15,19 4,58 1151,18 567,67 0,67 -
6 361,73 31,72 3,07 1056,86 544,13 0,60 -
5 334,01 273,43 1,92 1058,48 772,62 0,53 - 2
Power < 3.7 kW
7 321,75 24,01 4,08 - - 0,67 - 4
8 254,42 199,44 1,69 956,12 626,93 0,86 - 2
Power 3.7 kW 7.4 kW
11 280,84 27,10 4,14 - - 0,90 -
12 254,73 17,93 9,74 - - 1,23 -
13 183,60 13,61 10,32 - - 1,51 -
14 144,72 10,66 4,73 1237,78 489,25 1,52 -
4
15 288,41 19,22 4,97 - - 0,91 -
17 248,40 15,17 6,85 - - 1,51 -
19 289,10 12,38 3,89 1006,56 489,60 1,61 -
22 233,00 11,52 5,18 1160,94 492,97 1,70 -
16 351,20 314,11 1,00 - - 1,22 -
18 394,82 221,59 1,22 - - 1,51 -
2
20 371,61 216,43 0,95 1065,28 736,39 1,29 -
21 256,24 190,33 1,63 1054,09 649,61 1,43 -
- 108 -
Spec. fuel Power

Data CO CH NOx CO2 PM Two-/
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh] four-str.
[g/kWh] [kW]
Power 7.5 kW - 11 kW
6 172,65 8,57 7,43 - - 2,37 -

27 190,57 9,34 3,87 876,12 398,75 2,28 - 4
28 203,78 10,50 7,16 - - 2,28 -
29 282,89 176,93 1,18 842,21 582,61 2,41 - 2
Power 11.1 kW 18.4 kW
30 173,10 7,97 7,81 - - 2,95 -
31 88,69 7,21 8,30 - - 4,01 - 4
32 284,32 8,56 3,98 - - 3,84 -
33 182,84 253,48 7,50 - - 3,82 -
34 266,51 169,98 1,01 864,80 574,67 2,80 - 2
35 191,26 155,57 2,54 952,14 550,52 4,05 -
36 86,13 5,35 9,89 - - 6,01 -
37 302,09 10,71 3,05 941,39 491,26 4,58 -
38 188,29 10,12 4,86 971,33 427,32 6,06 -
4
39 171,20 7,94 8,16 - - 6,10 -
41 292,26 10,59 5,46 971,53 474,89 4,66 -
43 191,50 10,59 8,15 893,53 387,18 4,33 -
40 364,78 193,71 2,90 - - 6,10 -
2
42 199,93 158,99 2,46 893,60 539,78 4,54 -
44 272,11 9,78 4,22 845,06 442,80 7,64 -
45 238,80 9,48 3,22 772,99 395,60 9,19 -
46 180,85 6,73 10,78 - - 7,63 -
4
47 203,64 7,63 6,31 - - 9,14 -
49 218,51 6,02 7,13 847,69 391,63 7,48 -
50 190,43 5,25 7,14 887,79 391,05 9,35 -
48 310,25 164,32 2,65 - - 9,14 -
51 381,52 164,73 0,72 719,50 580,58 7,83 - 2
52 159,41 26,01 4,54 897,12 387,83 7,67 -
- 109 -
Spec. fuel Power Two-

Data CO CH NOx CO2 PM
consumption weighted /four-
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh]
[g/kWh] [kW] str.
56 98,96 3,76 10,83 - - 11,39 -
57 118,58 6,18 7,59 978,73 385,78 11,48 -
58 435,38 11,24 1,21 616,97 484,60 13,83 - 4
60 104,56 5,09 10,76 - - 12,19 -
62 208,17 5,77 5,91 799,54 372,28 13,82 -
59 478,56 169,52 1,63 - - 11,40 -
61 433,05 165,38 2,26 - - 13,73 -
63 286,86 146,95 1,96 833,19 551,75 10,99 - 2
64 281,87 143,12 1,86 801,79 535,55 13,86 -
65 98,25 29,02 4,60 950,15 377,27 12,72 -
Power 74 kW - 110 kW
66 130,30 6,21 7,36 761,53 328,08 17,59 -
4
69 137,56 6,53 11,56 - - 17,54 -
67 149,12 10,43 2,84 915,03 386,33 20,60 -
68 102,74 14,07 4,85 941,67 365,94 22,89 -
70 259,72 171,32 3,95 - - 17,54 -
2
71 228,26 106,88 2,83 - - 22,87 -
72 499,49 211,05 0,62 791,31 707,98 16,51 -
73 406,32 190,34 1,03 800,24 643,93 18,64 -
Power > 110 kW
76 159,68 6,44 5,24 660,90 311,66 34,33 -
4
79 134,59 6,53 12,85 - - 34,32 -
74 120,63 17,95 4,92 889,28 358,74 26,53 -
75 73,76 16,70 5,39 976,86 351,43 34,33 -
77 92,07 23,12 8,66 - - 30,50 - 2
78 241,87 117,93 4,57 - - 30,50 -
80 160,84 23,12 3,97 - - 38,13 -
Table 10.2 1: Manufacturers data for two-stroke and four-stroke petrol outboard engines
- 110 -
Spec. fuel Power

Data CO CH NOx CO2 PM
record [g/kWh] [g/kWh] [g/kWh] [g/kWh] [g/kWh]
[g/kWh] [kW]
Power 15 kW - 50 kW
81 3,69 1,46 8,09 646,09 257,17 12,55 -
Diesel
82 2,78 1,37 8,92 886,88 273,25 8,97 -
Power 50,1 kW - 99,9 kW
87 1,76 1,08 8,67 711,45 230,87 28,01 -
Diesel
88 1,93 1,16 9,00 734,16 236,48 22,41 -
86 0,69 0,33 8,99 776,93 229,65 32,75 -
91 1,45 0,86 7,21 706,30 231,05 56,03 -
Diesel
92 1,44 0,84 7,44 703,55 226,54 51,56 -
93 1,16 0,81 8,51 689,36 226,41 42,59 -
Power > 200 kW
95 1,89 0,49 6,45 760,22 237,04 71,97 0,263
96 0,85 0,53 7,52 735,21 230,81 91,24 0,203
Diesel
97 1,43 1,14 8,05 680,66 218,59 94,13 -
98 1,09 0,72 5,81 650,09 225,04 67,24 -
Table 10.2 2: Manufacturers data for diesel inboard engines
- 111 -
10.3 Emission data RWTV
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
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
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
- 112 -
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
2,38 0,50 5,66 818,77 - - - Diesel

-
84 2,03 0,41 5,57 807,69 - - - Diesel -
85 2,41 0,41 5,66 812,39 - - - Diesel -

89 5,22 1,26 4,87 882,56 - - - Diesel -
90 1,03 0,31 6,45 845,29 - - - Diesel -
99 17,24 0,04 1,82 1146,27 - - - Petrol GKAT

100 52,59 2,68 11,17 1032,56 - - - Petrol GKAT
101 17,15 0,12 3,31 1128,39 - - - Petrol GKAT
102 19,39 0,28 4,69 1091.51 - - - Petrol GKAT
103 14,24 0,04 2,15 1150,26 - - - Petrol GKAT
104 12,75 0,04 2,46 1029,77 - - - Petrol GKAT
105 13,71 0,03 2,44 1233,15 - - - Petrol GKAT
106 55,96 1,53 14,87 899,16 - - - Petrol -
107 55,40 1,46 13,68 1156,19 - - - Petrol -
108 44,26 0,87 14,05 943,79 - - - Petrol -
109 39,68 0,50 8,82 1087,57 - - - Petrol -
94 1,33 0,35 5,03 830,37 - - - Diesel -
124 1,31 0,20 7,63 - - 99,94 0,324 Diesel -
Power > 200 kW

110 54,39 2,42 8,24 1099,36 - - - Petrol -
111 9,47 0,11 1,74 1218,49 - - - Petrol GKAT
125 0,58 0,40 9,05 - - 259,00 0,190 Diesel -
Table 10.3 2: RWTV data for diesel and petrol inboard engines
- 113 -
10.4 Individual results of pass-by measurements
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
Table 10.4 - 1: Maximum pass-by level at 25 m distance from ID engine 1
LpASmax in
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
- 114 -
LpASmax in
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
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
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
- 115 -
LpASmax in
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
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
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
- 116 -
LpASmax in
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
- 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
- 118 -
LpASmax in
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
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
- 119 -
LpASmax in
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
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
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
- 120 -
LpASmax in
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
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
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
- 121 -
LpASmax in
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
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
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
- 122 -
LpASmax in
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

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ENVIRONMENTAL RESEARCH PLAN OF

THE FEDERAL MINISTER FOR THE

Funding code 210 45 109

- Pollutant and noise emissions of motorboats

Dipl.-Ing. Michael Horn

RWTV Fahrzeug GmbH

4. Titel des Berichts

Horn, Michael; Steven, Heinz 30.06.2005

RWTV Fahrzeug GmbH

15. Zustzliche Angaben 13. Tabellen und Diagramme

1. Report-No. 2. Final Report 3.

Horn, Michael: Steven, Heinz 30.06.2005

RWTV Fahrzeug GmbH

15. Supplementary Notes 13. No. of Tables, Diagrams

0 Symbols and abbreviations.............................................................................................................. 7

2 Project objectives .......................................................................................................................... 10

2.2 A vote of thanks .................................................................................................................... 11

2.3 Project structure..................................................................................................................... 12

3.2 Comparison of limit values ................................................................................................... 20

4 Measuring programme .................................................................................................................. 26

4.2 Exhaust gas test cycles as per EN ISO 8178 ......................................................................... 30

4.3 Noise measurements according to EN ISO 14509 ................................................................ 33

4.4 Measuring equipment ............................................................................................................ 34

4.6 Carrying out the noise measurement ..................................................................................... 42

5.2 Noise emissions..................................................................................................................... 62

6.2 Reduction scenario ................................................................................................................ 84

6.2.2.1 Discharge of pollutants into the water ...................................................................... 88

7 Comments on the EC Directive..................................................................................................... 92

7.2 Noise measurement ............................................................................................................... 93

10 Annex .......................................................................................................................................... 104

10.2 Emission data of the manufacturers .................................................................................... 107

10.3 Emission data RWTV....................................................................................................... 111

10.4 Individual results of pass-by measurements........................................................................ 113

0 Symbols and abbreviations

Abbreviation Unit Meaning

Abbreviation Unit Meaning

LpASmax [dB] Sound pressure level (A assessed using time

Sailing boats: 821,506

Outboard engines: 196,700

2.1 Working with the industry

2.2 A vote of thanks

2.3 Project structure

3.1.1 Bodensee-Schifffahrts-Ordnung (BSO) (Regulation covering recreational craft on

Specific limit values Stage I (Petrol and-diesel engines) in g/kWh

Power in kW Carbon monoxide CO = Hydrocarbons HC = Nitrogen oxide NO

Specific limit values Stage II (petrol and [ diesel engines]) in g/kWh

Mass emissions in g/h

Bosch smoke number (BSZ) Stage 1 Stage 2

Table 3.1.1 1: Pollutant emission limit values of the BSO

3.1.2 Environmental Protection Agency (EPA)

(0,667 x (151 + 557/P0,9))

2001 204 (ABT) + 3,78 (ABT) 1 year for all emission-related

(0,583 x (151 + 557/P0,9)) components; 3 years or 200 hours

Table 3.1.2 1: EPA, Spark Ignition (SI) Marine Engines

Nonroad Exhaust Emission Standards

Rated Power Model Year NMHC + NOx CO PM

Primary Tier 2 Exhaust Emission Standards

Model year THC+NOx CO PM

3.1.3 Directive 94/25/EC

Carbon monoxide Hydrocarbons Nitr.

Table 3.1.3 1: Exhaust gas emission limits of Directive 2003/44/EC

Power of individual engine Maximum sound pressure level = LpASmax

Table 3.1.2 2: Noise emission limits of Directive 2003/44/EC

3.2 Comparison of limit values