ARTEMIS Road Model Description V04d 071008

Assessment and reliability of transport
emission models and inventory

systems
ROAD EMISSION MODEL –
Model Description
Workpackage 1100
Project funded by the European Commission within The 5th Framework

Research Programme
DG TREN Contract No. 1999-RD.10429
Deliverable No. 13
Report Number:
Name of organisation: INFRAS.
Address: Muehlemattstrasse 45, CH-3007 Bern / Switzerland
Date: Oct 2007

PUBLICATION DATA FORM
1 UR (1st author) 2 Project No 3 Report No

INFRAS Deliverable No. 13
4 Title
ARTEMIS: Assessment and reliability of transport emission models and inventory systems
5 Subtitle 6 Language
Road Emission Model – Model Description English
7 Author(s) 8 Affiliation
Keller Mario, Kljun Natascha INFRAS
9 Sponsor, co-editor, name and address 10 Contract
European Commission, 200 rue de la Loi, B 1049 Brussels 1999-RD.10429
11 Publication date
Oct 2007
12 Notes
13 Summary
This report describes the content, the background, the underlying data sources and assumptions of the “ARTEMIS
Road Emission Model” (Workpackage 1100). The model is provided as a runtime version of an MS-ACCESS-
Database (free of charge). The model contains basically the following elements:
› An emission factor database: these emission factors rely on emission measurements performed within the ARTE-
MIS project but also from other, mainly national sources.
› A fleet model: This model allows the user to setup the necessary fleet compositions - for a particular country, for
one or several years.
› An emission factor module (as e.g. the German-Swiss-Austrian Handbook of Emission FActors HBEFA): This
module allows to access the emission factor database, and in particular it calculates weighted emission factors for
particular traffic situations (for a particular country, for one or several years) using the user specified fleet compo-
sition resulting from the fleet model mentioned above.
› An emission model (as e.g. COPERT): This model calculates the overall emissions either on an aggregate basis for
a particular country or region or city, or for a specific network i.e. on linkwise basis. For these calculations the
model again refers to the user specified description of the traffic activity and the emission factors incorporated in
the fleet model.
Calculating emissions though requires many situation specific inputs describing the traffic in a particular situation at
a particular point in time. Therefore the model demands for additional user inputs, primarily traffic descriptions (fleet
compositions and traffic ac-tivity data), but also some additional information about local characteristics (like tem-
perature distributions and fuel quality descriptions). However, it contains default values for most of these parameters.
The model is designed in such a way that it allows to calculate emissions (or weighted emission factors) for a single
year as well as for time series from 1980 until 2030. The model contains emission factors for most relevant vehicle
concepts of the past as well as the most recent ones and makes assumptions about the emission behaviour of future
vehicles. The emission data for old up to present concepts rely on emission measurements; the data for new and fu-
ture concepts are based on assessments made within ARTEMIS. Furthermore, the model is designed for calculating
“scenarios”, i.e. any input data have to be assigned to scenarios.
An application for Sweden including the traffic activity with all specifications is reported in the tool. Indicative fleet
data of Austria, France and Hungary are also reported in the model. Swedish and Austrian data are used in this report
for illustrations.
There exists a separate “user guide” (Deliverable 12) which explains the handling of the tool.
14 Key Words 15 Distribution statement
pollutants, emission model, fleet model, emission
factors, , inventory systems, traffic activity
16 No of pages 17 Price 18 Declassification date 19 Bibliography
167 Free of charge
EU COMMISSION - DG TREN - CONTRACT 1999-RD.10429
ARTEMIS ROAD EMISSION MODEL

MODEL DESCRIPTION
Workpackage 1100 – Model Version 04d
Deliverable 13
Berne, Oct 2007
Mario Keller, Natascha Kljun
ARTEMIS_ROAD_MODEL_DESCRIPTION_V04D_071008.DOC
INFRAS
MÜHLEMATTSTRASSE 45
CH-3007 BERN
t +41 31 370 19 19
f +41 31 370 19 10
BERN@INFRAS.CH
GERECHTIGKEITSGASSE 20
CH-8039 ZÜRICH
WWW.INFRAS.CH
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CONTENT
1. INTRODUCTION _______________________________________________________ 7
1.1. OVERVIEW _____________________________________________________________ 7
1.2. HOW TO USE THE ARTEMIS ROAD MODEL ? ____________________________________ 9
1.3. THE “ROAD MODEL”, A PRODUCT OF ARTEMIS AND COST 346 ______________________ 9
1.4. OBJECTIVES ___________________________________________________________ 11
1.5. APPROACH ____________________________________________________________ 12
1.6. CAVEATS______________________________________________________________ 12
1.7. FIRST APPLICATIONS ____________________________________________________ 13
2. DEFINITIONS ________________________________________________________ 14
2.1. EMISSION CATEGORIES __________________________________________________ 14
2.2. FLEET SEGMENTATION ___________________________________________________ 15
2.2.1. Vehicle Families and Vehicle Categories_____________________________________ 16
2.2.2. Vehicle Segments ______________________________________________________ 17
2.2.3. Vehicle Subsegments____________________________________________________ 19
2.3. POLLUTANTS __________________________________________________________ 22
2.4. FUEL QUALITY _________________________________________________________ 23
3. DRIVING BEHAVIOUR AND TRAFFIC SITUATIONS ___________________________ 24
3.1. INTRODUCTION ________________________________________________________ 24
3.2. THE TRAFFIC SITUATION-APPROACH ________________________________________ 24
3.2.1. Traffic Situation Scheme_________________________________________________ 25
3.2.2. Driving Patterns per Traffic Situation_______________________________________ 27
3.2.3. Access to the Details of the Definitions_____________________________________ 33
3.3. AGGREGATE EMISSION FACTORS ___________________________________________ 34
3.4. THE AVERAGE SPEED-APPROACH ___________________________________________ 37
4. HOT EMISSION FACTORS _______________________________________________ 38
4.1. HOT EMISSION FACTORS - TRAFFIC SITUATION-APPROACH_______________________ 38
4.1.1. Emission factors Passenger Cars (TS-approach) _______________________________ 38
4.1.2. Emission factors LCV (TS-approach) ________________________________________ 40
4.1.3. Emission factors HDV (TS-approach) _______________________________________ 41
4.1.4. Emission factors Motorcyces (TS-approach) __________________________________ 42
4.2. HOT EMISSION FACTORS – AVERAGE SPEED-APPROACH _________________________ 42
4.2.1. Emission factors – average Speed Approach - PC______________________________ 42
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

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4.2.2. Emission factors – average Speed Approach – LCV ____________________________ 43

4.2.3. Emission factors – average Speed Approach – HDV ____________________________ 44
4.2.4. Emission factors – average Speed Approach – MC _____________________________ 44
4.3. HOT EMISSION FACTORS FOR OLD AND NEW CONCEPTS__________________________ 44
4.3.1. Old concepts __________________________________________________________ 44
4.3.2. New concepts – PC _____________________________________________________ 45
4.3.3. New concepts – LCV ____________________________________________________ 46
4.3.4. New concepts – HDV ____________________________________________________ 47
4.3.5. New concepts – MC _____________________________________________________ 47
4.4. INFLUENCE OF PARTICULAR FACTORS _______________________________________ 48
4.4.1. Gradient (LDV) ________________________________________________________ 48
4.4.2. Mileage (LDV) _________________________________________________________ 49
4.4.3. Influence of Particle Filters (Diesel) _______________________________________ 51
4.4.4. Influence of Air Conditioning_____________________________________________ 52
5. COLD START EMISSION FACTORS_________________________________________ 54
5.1. METHODOLOGY_________________________________________________________ 54
5.2. FLEET SEGMENTATION FOR COLD START EMISSIONS ____________________________ 55
5.3. IMPLEMENTATION IN THE ARTEMIS MODEL___________________________________ 56
5.3.1. Excess Emissions per Start (Model 1) _______________________________________ 56
5.3.2. User Inputs ___________________________________________________________ 57
5.4. ILLUSTRATION OF THE INPUTS NEEDED______________________________________ 59
5.5. AGGREGATE COLD START EMISSION FACTORS (MODEL 3) ________________________ 60
5.6. SENSITIVITY OF DIFFERENT INPUT PARAMETERS_______________________________ 61
6. EVAPORATIVE EMISSIONS ______________________________________________ 63
6.1. SOURCES OF EVAPORATIVE EMISSIONS ______________________________________ 63
6.2. FLEET SEGMENTATION FOR EVAPORATIVE EMISSIONS ___________________________ 63
6.3. IMPLEMENTATION IN THE ARTEMIS MODEL___________________________________ 64
6.3.1. The Evaporative Emission Modules _________________________________________ 64
6.3.2. User Inputs ___________________________________________________________ 64
7. NON-REGULATED EMISSIONS ___________________________________________ 67
7.1. INTRODUCTION ________________________________________________________ 67
7.2. NON-REGULATED POLLUTANTS FOR FLEET EMISSIONS___________________________ 67
7.2.1. N2O (Nitrous Oxide) ____________________________________________________ 67
7.2.2. NH3 (Amonia) _________________________________________________________ 68

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7.2.3. CH4 (methane), NMHC __________________________________________________ 69

7.3. FUEL DEPENDENT POLLUTANTS ____________________________________________ 69
7.3.1. Pb (lead) _____________________________________________________________ 69
7.3.2. SO2 (sulfure dioxide) ___________________________________________________ 70
7.4. OTHER NON-REGULATED POLLUTANTS _______________________________________ 70
8. FUEL QUALITY, FUEL CONSUMPTION, CO2-EMISSIONS _______________________ 72
8.1. FUEL CONSUMPTION ANC CO2 _____________________________________________ 72
8.2. FUEL CONSUMPTION – CORRECTION FACTORS _________________________________ 72
8.3. FUEL QUALITY _________________________________________________________ 73
9. ALTERNATIVE FUELS AND CONCEPTS _____________________________________ 76
9.1. ALTERNATIVE FUELS AND CONCEPTS IN THE ARTEMIS MODEL_____________________ 76
10. THE FLEET MODEL ____________________________________________________ 77
10.1. OBJECTIVE OF THE FLEET MODULE__________________________________________ 77
10.2. STRUCTURE OF THE FLEET MODEL __________________________________________ 78
10.3. IMPLEMENTATION PRINCIPLES ____________________________________________ 78
10.4. SUB-SCENARIO 1: FLEET SCENARIO _________________________________________ 82
10.4.1. Logic of the Fleet Composition Module _____________________________________ 82
10.4.2. Special Attributes - AC, PF _______________________________________________ 83
10.4.3. Result of the FLeet scenario ______________________________________________ 84
10.5. SUB-SCENARIO 2: TRAFFIC ACTIVITY SCENARIO _______________________________ 85
10.5.1. Logic of the Traffic Activity Module ________________________________________ 85
10.5.2. Inputs on the “vehicle category level”______________________________________ 85
10.5.3. Inputs on the “vehicle Segment level”______________________________________ 86
10.5.4. Transformation patterns (HGV only)________________________________________ 89
10.6. SUB-SCENARIO 3: EMISSION CONCEPT SCENARIO ______________________________ 90
10.7. PRODUCE TRAFFIC SCENARIOS BY A STEPWISE PROCEDURE ______________________ 91
10.8. ACCESS TO THE FLEET MODEL RESULTS ______________________________________ 92
10.9. SIMPLIFIED FLEET COMPOSITION___________________________________________ 92
11. CALCULATION TOOLS__________________________________________________ 94
11.1. MENU “EMISSION FACTORS” ______________________________________________ 94
11.2. “TRAFFIC DATA SET” AS INPUT FOR THE EMISSION MODEL_______________________ 96
11.3. MENU “EMISSION MODEL” ________________________________________________ 96
ANNEX 98
ANNEX 3.1: OVERVIEW OF AVAILABLE TRAFFIC SITUATIONS ____________________________ 98

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ANNEX 3.2 ILLUSTRATIVE PHOTOGRAPHS _______________________________________ 106

- RURAL 1: NATIONAL / REGIONAL MOTORWAY _____________________________________ 106
- RURAL 2: NATIONAL / REGIONAL TRUNK ROAD ____________________________________ 107
- RURAL 3: DISTRIBUTOR, INTER-VILLAGE ROAD ____________________________________ 107
- RURAL 4: LOCAL COLLECTOR, THROUGH-VILLAGE ROAD ______________________________ 108
- RURAL 5: ACCESS ROAD ______________________________________________________ 108
- URBAN 1A: NATIONAL / REGIONAL MOTORWAY IN AN URBAN AREA (STRATEGIC NETWORK) _ 109
- URBAN 2A: NATIONAL/REGIONAL TRUNK ROAD (STRATEGIC NETWORK) _________________ 110
- URBAN 1B: URBAN MOTORWAY (CITY SCALE NETWORK)______________________________ 111
- URBAN 2B: CITY TRUNKROAD, PRIMARY ROAD, MAJOR ARTERIAL (CITY SCALE) ___________ 112
- URBAN 3: DISTRICT DISTRIBUTOR, INTER-DISTRICT ROAD ___________________________ 113
- URBAN 3: DISTRICT DISTRIBUTOR, INTER-DISTRICT ROAD (CONT.) _____________________ 114
- URBAN 4: LOCAL COLLECTOR___________________________________________________ 115
- URBAN 4: LOCAL COLLECTOR (CONT.) ____________________________________________ 116
- URBAN 5: ACCESS ROAD ______________________________________________________ 117
- URBAN 5: ACCESS ROAD (CONT.) _______________________________________________ 118
ANNEX 4.1: CADC: COMMON ARTEMIS DRIVING CYCLES (PC)____________________________ 119
ANNEX 4.2: RELATIONSHIPS DRIVING PATTERNS / REFERENCE TEST PATTERNS (PC) _________ 121
ANNEX 4.3: HOT EMISSION FACTORS PC – TS-APPROACH - MODEL 1 _____________________ 126
ANNEX 4.4: HOT EMISSION FACTORS PC – TS-APPROACH - MODEL 2 _____________________ 131
ANNEX 4.5: HOT EMISSION FACTORS PC – AVERAGE SPEED APPROACH – MODEL 1 __________ 132
ANNEX 4.6: HOT EMISSION FACTORS PC – AVERAGE SPEED APPROACH – MODEL 2 __________ 134
ANNEX 4.7: HOT EMISSION FACTORS LCV – TS-APPROACH _____________________________ 135
ANNEX 4.8: HOT EMISSION FACTORS LCV – AVERAGE SPEED APPROACH___________________ 137
ANNEX 4.9: HOT EMISSION FACTORS HDV: THE MODEL PHEM___________________________ 144
ANNEX 4.10: INFLUENCE OF GRADIENT (LDV) _______________________________________ 146
ANNEX 4.11: INFLUENCE OF MILEAGE (LDV) ________________________________________ 150
ANNEX 4.12: INDICATIVE LIST OF CITIES WITH CLIMATE CHARACTERIZATION______________ 152
ANNEX 6: EVAPORATIVE EMISSIONS: MODEL DESCRIPTION_____________________________ 155
- REAL-TIME DIURNAL EMISSIONS _______________________________________________ 155
- HOT-SOAK EMISSIONS________________________________________________________ 158
- RUNNING LOSSES ___________________________________________________________ 160
- FAILURE OF EVAPORATIVE EMISSION-CONTROL SYSTEMS _____________________________ 161
GLOSSAR _________________________________________________________________ 162

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LITERATURE _______________________________________________________________ 165

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1. INTRODUCTION
1.1. OVERVIEW
This documentation gives an overview of the “ARTEMIS Road Model” (ARTEMIS: Assessment
and Reliability of Transport Emission Models and Inventory Systems, Workpackage 1100).
The model contains basically an emission factor database, and in addition it provides sev-
eral procedures to calculate emissions. Calculating emissions though requires many situa-
tion specific inputs describing the traffic in a particular situation at a particular point in
time. Therefore the model demands for additional user inputs.
The ARTEMIS Road Model contains basically the following elements:
› An emission factor database: these emission factors rely on emission measurements per-
formed within the ARTEMIS project but also from other, mainly national sources.
› A fleet model: This model allows the user to setup the necessary fleet compositions - for
a particular country, for one or several years.
› An emission factor module: This module allows the access to the emission factor data-
base, and in particular it calculates weighted emission factors for particular traffic situa-
tions (for a particular country, for one or several years) using the user specified fleet
composition resulting from the fleet model mentioned above.
› An emission model: This model eventually calculates the overall emissions either on an
aggregate basis for a particular country or region or city, or for a specific network i.e. on
linkwise basis. For these calculations the model again refers to the user specified descrip-
tion of the traffic activity and the emission factors incorporated in the fleet model.
Figure 1 gives an overview of the different elements. In addition to providing “raw emission
factors” the model expects primarily traffic descriptions (fleet compositions and traffic ac-
tivity data), but also some additional information about local characteristics (like tempera-
ture distributions and fuel quality descriptions). This means that the model needs many
user-specified inputs. However, it contains default values for many parameters but it is
recommended to use local input data.
The model is designed in such a way that it allows to calculate emissions (or weighted
emission factors) for a single year as well as for time series from 1980 until 2030. This
means that the model contains emission factors for most relevant vehicle concepts of the
past as well as the most recent ones and makes assumptions about the emission behaviour
of future vehicles. The emission data for old up to present concepts rely on emission meas-
urements. The data for new and future concepts are based on assessments made within
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

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GUI: FLEET MODEL EMISSION FACTORS
Input: Base emission factors Specialities

Veh - by segment E-Factors hot Fuel quality
økm - by segment E-Factors cold Efficiency development
øTrip length E-Factors evaporation
E-Factors Non-regulated
FLEET MODEL Calculations

1. Fleet turnover, 2.Traffic activity, 3.Emission concept intro. Old/new concepts
Definitions of Reduction factors
Traffic Situations
Output: Fleet/TrActivity Comp.(abs and rel)
Veh - by subsegment Def of Amb.Cond./Driv.behav.
Vehkm - by subsegment (temp., trip length, park time)
Starts - by subsegment
TDS: TRAFFIC DATA SET

Vehkm (+ distr by TrafficSit, øv)
Starts (+ Start pattern)
Veh (+Evap pattern)
Stops (+Evap pattern)
GUI: EMISSION MODEL GUI: EMISSION FACTORS

Emission Results Emission Factors
Figure 1 Overview of the ARTEMIS Road Emission model

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ARTEMIS. Furthermore, the model is designed for calculating “scenarios”, i.e. any input
data have to be assigned to scenarios.
1.2. HOW TO USE THE ARTEMIS ROAD MODEL ?

The ARTEMIS road model contains – as far as possible – the results from the different work-
packages of the ARTEMIS and COST 346 projects, with the idea to provide the users with a
structured access to the huge variety of data measured, collected and analysed. With this
tool one has access to the details. However, it was also the intention
1. to provide a way of getting weighted emission factors for fleet (as e.g. the German-
Swiss-Austrian Handbook Emission factors HBEFA),
2. to provide a tool to calculate emissions (as e.g. COPERT).
In both cases, the user has to specify
› a fleet composition for the case (time, area) of interest
› additional specification (e.g. ambient temperatures) characterizing his/her case.
If one wants – in addition – to calculate emissions, it is obvious that the user has to specify
the full set of traffic activities (either on an aggregate level e.g. nationwide, or on a net-
work level for a set of individual street sections).
This means that the user has to start with providing inputs before he/she gets results
even if one only wants to get a simple emission factor out of it. There exists a separate
“user guide” (Infras 2007b) to facilitate the start and the handling of the tool. This report
explains rather the content and background of the model and the underlying data sources
and assumptions. This report often makes reference to data in the model. Therefore it eas-
ier to understand these explanations together with the tool which is provided as a runtime
version of an MS-ACCESS-Database. The menu names are indicated in blue (e.g. Menu Defi-
nitions > Traffic-Situations (List of TS)). Note that the Menu Datapool (including the sub-
menus) is the main area where the model expects country- or case-specific inputs while the
other menus (e.g. Menu Definitions, Menu Extras etc.) are for information and handling
purposes.
1.3. THE “ROAD MODEL”, A PRODUCT OF ARTEMIS AND COST 346

The ARTEMIS road model in principle relies on emission measurements performed by several
measurement programs during the ARTEMIS project. The following figure shows its struc-
ture. For the road model, several Workpackages provided relevant inputs, in particular
› WP 300: emission factors for the Light duty vehicles (LDV)

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› WP 400: : emission factors for the Heavy duty vehicles (HDV)

› WP 500: emission factors for the motorcycles (MC)
› WP 600 focused on evaporative emissions,
› WP 1000 dealt with traffic characteristics.
WP 100 - Project Management - TRL
W P 300 - LDV emissions - INRETS
W P 400 - HDV emissions - TUG
W P 500 - 2-wheel emissions - TNO
WP 600 - Evaporative emissions - TUG
W P 700 - Railways - DTU
W P 800 Aircraft - psiA
W P 900 - Shipping - DTU
W P 1000 - Road traffic - INRETS
W P 1100 - Inventory Model W P 1200 - Validation

INFRAS TUG
Figure 2 The structure of the ARTEMIS project

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In addition, the COST 346 action on “Emissions and Fuel Consumption from Heavy Duty
Vehicles” provided valuable inputs to the model, in terms of emission factors for HD-
vehicles but it also provided a communication network where the fleet model and traffic
characteristics could be discussed intensively (COST-346 2006). The model therefore eventu-
ally is considered to be a joint product of the 2 projects. For the sake of simplicity, in the
following we refer to the “ARTEMIS model” (despite the fact that it is a “ARTEMIS + COST-
346 model”).
1.4. OBJECTIVES
The objective of the ARTEMIS road model was to put together a detailed methodology for
the calculation of all types of emissions from road transport and to transfer the method
into a menu driven, user friendly computer programme. A basic requirement and key ele-
ment is the internal coherence of the model if it is applied at different levels of spatial
resolution. In particular, the methodology – transferred to the emission model – takes into
account the structure of the new emission factors produced from measurements in this pro-
ject as well data from other national and international studies.
As driving forces behind the development of an emission model one can consider sev-
eral elements: (i) the regulatory tasks aiming at reducing the environmental load due to
pollutant emissions as well as greenhouse gas emissions, (ii) evaluations of projects, pro-
grammes and measures, and (iii) reporting mechanisms (like CORINAIR, TERM) describing
status and development of the environmental situation.
This can be translated into different forms of applications of the emission models, like:
› Classical emission inventories at different levels of spatial resolution (regional, national).
› Scenario calculations, making assessments of the impact of alternative developments or
measures.
› Providing inputs to air quality models which have the same or similar objectives in de-
scribing and assessing the quality of the environment as tools for corresponding policies.
The ARTEMIS / COST 346 emission model was designed with these types of applications in
mind. In particular it was decided that it should allow access to emission factors in a flexi-
ble way as other tools like the German/Swiss/Austrian handbook [Infras 2004], and at the
same time it should allow to calculate emissions on an aggregate level (e.g. regions, na-
tions) – as the COPERT model does (COPERT 2000). In addition, it should also allow applica-
tions at the street level as well providing inputs for air quality models.

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1.5. APPROACH
The basic approach underlying emission calculations is comparatively trivial, i.e. emissions
are a product of “activities” and “emission factors”. However, since emission factors as well
as the type of emissions vary to a large extent, the crucial point is the “segmentation”
along several dimensions:
› the classification of the fleet, since it is known that different generations of vehicles and
technologies emit considerably different amounts of pollutants,
› the type of pollutants: some are regulated and hence it is of interest to know their behav-
iour in reality, some are not regulated and have nevertheless harmful impacts which justi-
fies their assessment,
› the “operational conditions”; this refers to different driving behaviour in varying traffic
situations, but also to particular situations or effects like cold start behaviour and evapo-
rative emissions,
› The temporal resolution (hour, day, year): The prime focus chosen here is a daily calcula-
tion of emissions, allowing further disaggregation down to the hour (allowing inputs for
air quality models), and aggregation to the year providing indicators for inventories.
› The development over time: in addition to punctual information about the emissions at
one particular point in time, it is a prime interest to make assessments over a certain time
periode since most technical measures (in general induced by legislation) only will show
their effect over time. Therefore, the model is designed in particular for calculation “emis-
sion scenarios”, i.e. time series over several years.
› The spatial resolution: The model should allow “aggregate” (i.e. regional, national) as well
as “linkwise” (i.e. for a network) applications.
1.6. CAVEATS
While implementing the different inputs provided by the ARTEMIS Workpackages, it soon
became clear that additional measurements (other than from ARTEMIS and COST 346) had to
be taken into consideration as well in order to allow emission calculation for a full fleet and
for full time series. Since measurement techniques and methodologies change over time, it
is often not obvious how these different sources can be pulled together, and in general
transformation procedures are requested to come up with a dataset which is as far as possi-
ble consistent. The present ARTEMIS model (considered a “Beta-Version”) does fulfil these
requests to a large extent. Nevertheless, there are areas where – despite considerable ef-

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forts by the partners in charge – only a partial set of emission factors could be provided
and which could not be complemented by the modellers. In other areas alternative ap-
proaches were provided and a potential dissent could not be cleared in due time. The users
of the model hence should be aware of some limitations, in particular
› Limitied availability of emission factors (the model provides tools for checking the avail-
abilities),
› Some inconsistencies (e.g. different average speed for the same traffic situation between
LDV, HDV and MC),
› Different approaches with diverging emission factors for basically the same phenomena
(e.g. two models resp. two sets of emission factors for passenger cars and light commercial
vehicles),
› Differences in reliability of the emisson factors based on limited availability of emission
measurements (e.g. comparatively few for light commercial vehicles),
› Emission factors of many non-regulated pollutants are available for selected vehicle
groups only, which prevents the calculation of the emission of a fleet.
1.7. FIRST APPLICATIONS

A first real case of application is reported in Larsson et al. (2006). The authors proposed
methods and assumptions for the elaboration of the traffic data required for the estimation
of the Sweden road transport emission using the traffic situation approach. An extended
application for Sweden has been performed by VTI together with Infras, on behalf of the
Swedish National Road Administration. The traffic activity including all specifications are
reported in the tool. Indicative fleet data of Austria, France and Hungary are also reported
in the model. Swedish and Austrian data are used in this report for illustrations.

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2. DEFINITIONS
This chapter introduces some definitions and concepts used throughout the road model and
this report.
2.1. EMISSION CATEGORIES

The ARTEMIS road model distinguishes basically three types of emissions:
Hot emissions
These are emissions produced by a vehicle per Km with a “hot” engine. These emissions
depend on the way how a vehicle is driven (“traffic situation”, see below), but also other
parameters like the gradient of a road section, and in addition on vehicle resp. engine and
fuel type (petrol/diesel, legislation class). The corresponding emission factors are expressed
in g/vehkm.
Cold start excess emissions

The level of emissions produced with a cold engine differ from hot engine conditions (in
general they are higher). The model takes into account this fact by giving excess emissions
(in g/cold start resp. g/km). These cold start excess emissions depend on the engine tem-
perature which in turn depends on the ambient temperature, the parking time before a
start, the travel distance (since the excess emission tends toward 0 after a certain distance
travelled), and the driving behaviour. As the hot emissions, the cold start emission also
depend on the vehicle resp. engine and fuel type (petrol/diesel, legislation class).
Evaporative emissions
The model distinguishes several types of evaporation emissions:
› Diurnal losses: These occur when a vehicle is stationary and the engine is turned off. Di-
urnal losses are due to the thermal expansion and emission of vapour, mainly from the
fuel tank, as a result of changes in ambient temperature during the day. This mechanism
is also known as ‘tank breathing’.
› Hot-soak losses. These occur when a warmed-up vehicle is stationary and the engine is
turned off. In the absence of windblast, more engine heat is dissipated into the fuel sys-
tem. The increasing temperature causes evaporative emissions.
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

|15
› Running losses. These are defined as emissions which occur whilst a vehicle is being
driven. The heat emitted from the engine and the changing windblast result in variable
temperatures in the fuel system.
Apart from these three categories which are considered in the ARTEMIS model there exist
additional sources:
› Resting Losses. These are identified as a separate evaporative source in some of the more
recent studies, and result from diffusion, permeation, seepage and minor liquid leaks. If
resting losses are not considered as a separate category they are usually included in the
hot-soak and diurnal categories, although they can also be considered as background
emissions, and independent of diurnal losses. Resting losses are not addressed as a sepa-
rate category here, they are considered as a subcategory of the diurnal emissions.
› Refueling losses. These occur while the tank is being filled and the saturated vapours are
displaced and vented into the atmosphere. They are usually attributed to the fuel han-
dling chain and not to the vehicle emissions. Refueling losses are therefore not addressed
here.
Evaporative emission factors are given for passenger cars, light commercial vehicles and
motorcycles. However, the data for LCV and MC are derived from PC-data. All types of
evaporative emissions are affected by the volatility of the petrol being used, the absolute
ambient temperature and temperature changes, and vehicle design characteristics. For hot
soak emissions and running losses the driving pattern is also of importance. Evaporative
emissions from diesel-fueled vehicles are considered to be negligible due to the extremely
low volatility of diesel fuel and hence ignored.
2.2. FLEET SEGMENTATION

A central element of any emission model is the fleet segmentation. The ARTEMIS / COST
346 road emission model uses the following fleet segmentation:

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FLEET SEGMENTATION OF THE ARTEMIS ROAD MODEL
Vehicle families: Light Duty Vehicles Motorcycles Heavy Duty Vehicles
Vehicle Passenger Light commer- 2-wheeled Heavy goods Buses Coaches

categories: Cars cial vehicles vehicles vehicles
Subcategories: Rigid trucks
Truck and
trailers
Articulated
trucks
Figure 3
This segmentation uses the following terminology:
2.2.1. VEHICLE FAMILIES AND VEHICLE CATEGORIES

“Vehicle families”
› LDV (light duty vehicles)
› HDV (heavy duty vehicles)
› MC (motorcycles)
“Vehicle categories”: (see Figure 3)
› LDV: PC (passenger car)
LCV (light commercial vehicles, <3.5 t, M+N1-vehicles)
› HDV: HGV (heavy goods vehicles), with the subcategories
RT (rigid truck)
TT (truck+trailer)
AT (articulated truck)
Urban Buses (public transport)
Coaches
› MC: 2-wheeled vehicles
The vehicle categories are further split into
› “segments”: = vehicle groups of similar size and engine technology (~fuel type)

|17
› “subsegments”: = vehicle groups of the same segment, but different “emission concepts”
(~legislation class).
2.2.2. VEHICLE SEGMENTS

Table 1 gives an overview of the segment–definition. The then following tables show – by
splitting up the segments by “emission concepts” – the “subsegments” defined in the
model. In addition, the tables indicate whether their respective emission factors rely on
measurements (code “M”) or whether they are derived (code “D”) using empirical evidence
from measurements or expert judgements if (e.g. for future emission concepts) no measured
data were available. Details about the source of the emission factors follow in subsequent
chapters. An “x” in the row “user specified” indicates that the reduction factors of these
derived concepts may be changed by the user.

18|
OVERVIEW: SEGMENTS WITH AN INDICATION OF THE AVAILABILITY OF EMISSION FACTORS
VehFam VehCat IDSegment Segment Measured Derived

LDV pass. car 1111 PC petrol <1,4L X X
LDV pass. car 1112 PC petrol 1,4-<2L X X
LDV pass. car 1113 PC petrol >=2L X X
LDV pass. car 1211 PC diesel <1,4L X X
LDV pass. car 1212 PC diesel 1,4-<2L X X
LDV pass. car 1213 PC diesel >=2L X X
LDV pass. car 1933 PC CNG/petrol X
LDV pass. car 1619 PC LPG X
LDV pass. car 1921 PC Hybrid - petrol/electric small X
LDV pass. car 1925 PC Hybrid - petrol/electric big X
LDV pass. car 1923 PC Hybrid - petrol/electric medium X
LDV pass. car 1931 PC E85 X
LDV LCV 2121 LCV petrol M+N1-I X X
LDV LCV 2122 LCV petrol N1-II X X
LDV LCV 2123 LCV petrol N1-III X X
LDV LCV 2221 LCV diesel M+N1-I X X
LDV LCV 2222 LCV diesel N1-II X X
LDV LCV 2223 LCV diesel N1-III X X
LDV LCV 2926 LCV CNG/petrol X
HDV coach 6263 Coach Midi <=15t X X
HDV coach 6261 Coach Std <=18t X X
HDV coach 6262 Coach 3-Axes >18t X X
HDV coach 6361 Coach Std <=18t CNG X
HDV coach 6362 Coach 3-Axes >18t CNG X
HDV coach 6363 Coach Midi CNG X
HDV urban bus 7271 Ubus Midi <=15t X X
HDV urban bus 7272 Ubus Std >15-18t X X
HDV urban bus 7273 Ubus Artic >18t X X
HDV urban bus 7371 Ubus Midi <15t CNG X
HDV urban bus 7372 Ubus Std >15-18t CNG X
HDV urban bus 7373 Ubus Artic >18t CNG X
HDV urban bus 7873 Ubus Artic >18t Ethanol X
HDV urban bus 7872 Ubus Std >15-18t Ethanol X
HDV HGV 14139 RT petrol X
HDV HGV 14231 RigidTruck <7,5t X X
HDV HGV 14232 RigidTruck 7,5-12t X X
HDV HGV 14233 RigidTruck >12-14t X X
HDV HGV 14238 RigidTruck >32t X X
HDV HGV 14339 RT CNG X
HDV HGV 14250 TT/AT <=7,5t X
HDV HGV 14259 TT/AT >7,5-14t X
HDV HGV 14258 TT/AT >14-20t X
HDV HGV 14251 TT/AT >20-28t X X
MC motorcycle 9390 Moped <=50cc (v<30) X
MC motorcycle 9391 Moped <=50cc (v<45) X
MC motorcycle 9398 MC 2S <=150cc X
MC motorcycle 9397 MC 2S >150cc X
MC motorcycle 9198 MC 4S <=150cc X
MC motorcycle 9194 MC 4S 151-250cc X
MC motorcycle 9193 MC 4S 251-750cc X
MC motorcycle 9195 MC 4S >750cc X
Table 1

Table 3
Table 2
2.2.3. VEHICLE SUBSEGMENTS

“SUBSEGMENTS” OF PASSENGER CARS AND THE AVAILABILITY OF EMISSION FACTORS
LDV
LDV
LDV
LDV
LDV
LDV
LDV
LDV
LDV
LDV
LDV
LDV
VehFam
LDV
LDV
LDV
LDV
LDV
LDV
LDV
VehFam
“SUBSEGMENTS” OF LIGHT COMM. VEHICLES AND THE AVAILABILITY OF EMISSION FACTORS
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
pass. car
VehCat
LCV
LCV
LCV
LCV
LCV
LCV
LCV
VehCat
1931
1925
1923
1921
1619
1933
1213
1212
1211
1113
1112
1111
IDSegment
PC E85
PC Hybrid-petrol/el big
PC Hybrid-petrol/el medium
PC Hybrid-petrol/el small
PC LPG
PC CNG/petrol
PC diesel >=2L
PC diesel 1,4-<2L
PC diesel <1,4L
PC petrol >=2L
PC petrol 1,4-<2L
PC petrol <1,4L
user specified
2926
2223
2222
2221
2123
2122
2121
IDSegment
Segment
LCV
LCV
LCV
LCV
LCV
LCV
LCV
user specified
CNG/petrol
diesel N1-III
diesel N1-II
diesel M+N1-I
petrol N1-III
petrol N1-II
petrol M+N1-I
M M M M
M M M M
M M M M
100-PC petrol <ECE
Segment
101-PC petrol ECE-15'00
102-PC petrol ECE-15'01/02
D D D
D D D
D D D
x
1040-PC Hybrid-petrol/el Euro-4
x
x
M M M M M M D D D D D D
107-PC petrol Ucat
109-PC petrol PreEuro 3WCat 1987-90
M M M M M D D D D
M M M M M D D D D
M M M M M M D D D
111-PC petrol Euro-1

100-LCV petrol Conv <1981
|19
101-LCV petrol Conv >1981 130-PC petrol Euro-3
109-LCV petrol 3WCat 1987-1990
141-PC petrol Euro-4 DISI
110-LCV petrol Euro-1 150-PC petrol Euro-5
120-LCV petrol Euro-2
x
x
D D D D D
182-PC E85 Euro-2
140-LCV petrol Euro-4 183-PC E85 Euro-3
150-LCV petrol Euro-5 x 184-PC E85 Euro-4
x
185-PC E85 Euro-5
x
x
186-PC E85 Euro-6
M M M D D D D D
M M M D D D D D
M M M M D D D D
M D M M M D D D
M D M M M D D D
M D M M M D D D
200-LCV diesel conv< 1986 200-PC diesel <1986
201-PC diesel 1986-1988
201-LCV diesel XXIII 210-PC diesel Euro-1
220-PC diesel Euro-2
210-LCV diesel Euro-1
220-LCV diesel Euro-2 240-PC diesel Euro-4
x
D D D D D
312-PC CNG/petrol bifuel Euro-2
x

x
x
x
D D D D D
312-LCV CNG/petrol bifuel Euro-2

D D D D D D D 600-PC LPG PreEuro
313-LCV CNG/petrol bifuel Euro-3 610-PC LPG Euro-1
620-PC LPG Euro-2
x
x
650-PC LPG Euro-5
x
316-LCV CNG/petrol bifuel Euro-6
x
655-PC LPG Euro-6
20|
“SUBSEGMENTS” OF HEAVY GOODS VEH. AND THE AVAILABILITY OF EMISSION FACTORS
user specified
14210-HGV diesel Euro-1

14302-HDV CNG Euro-2
14205-HGV diesel 50ties
14100-HGV petrol
IDSegment
VehFam VehCat Segment

HDV HGV 14139 RT petrol D
HDV HGV 14231 RigidTruck <7,5t D D D M M M M M M
HDV HGV 14232 RigidTruck 7,5-12t D D D M M M M M M
HDV HGV 14233 RigidTruck >12-14t D D D M M M M M M
HDV HGV 14238 RigidTruck >32t D D D M M M M M M
HDV HGV 14339 RT CNG D D D D
HDV HGV 14250 TT/AT <=7,5t D D D D D D D D D
HDV HGV 14259 TT/AT >7,5-14t D D D D D D D D D
HDV HGV 14258 TT/AT >14-20t D D D D D D D D D
HDV HGV 14251 TT/AT >20-28t D D D M M M M M M
Table 4

|21
“SUBSEGMENTS” OF BUSES AND THE AVAILABILITY OF EMISSION FACTORS

user specified
7420-Ubus ethanol Euro-2

6210-Coach diesel Euro-1
6302-Coach CNG Euro-2
6205-Coach diesel 50ties
7210-UBus diesel Euro-1

7302-UBus CNG Euro-2
7205-UBus diesel 50ties
IDSegment

HDV coach 6263 Coach Midi <=15t D D D M M M M M M
HDV coach 6261 Coach Std <=18t D D D M M M M M M
HDV coach 6262 Coach 3-Axes >18t D D D M M M M M M
HDV coach 6363 Coach Midi CNG D D D D
HDV coach 6361 Coach Std <=18t CNG D D D D
HDV coach 6362 Coach 3-Axes >18t CNG D D D D
HDV urban bus 7271 Ubus Midi <=15t D D D M M M M M M
HDV urban bus 7272 Ubus Std >15-18t D D D M M M M M M
HDV urban bus 7273 Ubus Artic >18t D D D M M M M M M
HDV urban bus 7371 Ubus Midi <15t CNG D D D D
HDV urban bus 7372 Ubus Std >15-18t CNG D D D D
HDV urban bus 7373 Ubus Artic >18t CNG D D D D
HDV urban bus 7871 Ubus Midi <=15t Ethanol D D D D
HDV urban bus 7872 Ubus Std >15-18t Ethanol D D D D
HDV urban bus 7873 Ubus Artic >18t Ethanol D D D D
Table 5
“SUBSEGMENTS” OF MOTORCYCLES AND THE AVAILABILITY OF EMISSION FACTORS
user specified x
100-Moped without cat
103-MC 2S preEuro
104-MC 4S preEuro
101-Moped with cat
111-MC 2S Euro-1
112-MC 4S Euro-1
121-MC 2S Euro-2
122-MC 4S Euro-2
131-MC 2S Euro-3
132-MC 4S Euro-3
102-SMC preEuro
110-SMC Euro-1
120-SMC Euro-2
130-SMC Euro-3
IDSegment

MC motorcycle 9390 Moped <=50cc (v<30) M M
MC motorcycle 9391 Moped <=50cc (v<45) M M M D
MC motorcycle 9398 MC 2S <=150cc M M M M
MC motorcycle 9397 MC 2S >150cc M M M M
MC motorcycle 9198 MC 4S <=150cc M M M M
MC motorcycle 9194 MC 4S 151-250cc M M M M
MC motorcycle 9193 MC 4S 251-750cc M M M M
MC motorcycle 9195 MC 4S >750cc M M M M
Table 6

22|
2.3. POLLUTANTS
The following table shows the list of available pollutants:
› The pollutants with Code “X” are available for most segments/subsegments, i.e. for these
pollutants fleet emissions can be calculated. The emission factors for these pollutants rely
on measurements covering different traffic situations and engine conditions.
› Some of these pollutants however are provided as a function of the fuel consumption (and
the fuel quality). This group contains CO2, Pb and SO2. The fuel consumption is calculated
with specific consumption factors. Calculations are of the same quality as the ones men-
tioned above, hence they are grouped together.
› CO2 is (partially) provided as “measured” as well as “ultimate” CO2 (see chapter 8).
› The total hydrocarbons are split into CH4 and NMVOC (by applying percentages, see chap-
ter 7.2.3).
› For some of the hydrocarbons there are singular emission factors based on measurements.
However, they are not provided on a fleet wide basis and hence do not allow fleet emis-
sion calculations. More about these EF see in chapter 7.4)

|23
LIST OF POLLUTANTS
Fleet
Pollutant Com_Pollutant Emissions
HC total hydrocarbons X
CO carbon monoxide X
NOx nitrogen oxides (in NO2 equivalents) X
CO2m carbon dioxide (measured) X
FC fuel consumption X
PMm particulate matter (mass) X
CO2 carbon dioxide (ultimate) X
Methane methane X
NMHC non-methane-hydrocarbons X
Pb Lead X
SO2 Sulfur dioxide X
N2O Nitrous Oxide X
NH3 Amonia X
Benzene Benzene
Toluene toluene
Xylene xylene (mixture of the three xylene isomers o-, m-, p-xylene)
PAH (sum)
PM_surface_area only partially available (PC)
PM_nr_total only partially available (PC)
PM_nr_<50nm only partially available (PC)
PM_nr_50_100nm only partially available (PC)
PM_nr_100_1000nm only partially available (PC)
1,3-butadiene 1,3-butadiene
acetaldehyde acetaldehyde
acrolein acrolein (also called acrylaldehyde)
benzo[a]pyrene_gaseous benzo[a]pyrene, B(a)P_gaseous
ethylbenzene ethylbenzene
formaldehyde formaldehyde
hexane hexane
benzene, ethylbenzene, toluene, xylenes, n-hexane, 1,3-butadiene,
Sum of priority VOCs formaldehyde, acetaldehyde, acrolein
benz(a)antracene, benzo(b)fluoranthene, benzo(k)fluoranthene,
Sum of 6 PAH's benzo(a)pyrene, indeno(1,2,3-cd)pyrene, dibenz(a,h)anthracene
Table 7
2.4. FUEL QUALITY

The model takes into account the influence of fuel quality on emissions. However, this only
holds for heavy duty vehicles only since no consolidated input was available for the light
duty vehicles. The way how this influence is taken into account is based on the proposal in
Technion et.al. (2003) and is reported in chapter 8.3. The approach distinguishes between
several qualities determined as “Pre-EU1”, “EU-1”, ... ,“EU-5” corresponding to the emission
legislation levels “Pre-Euro1”, “Euro-1”, … ,“Euro-5”. This makes it necessary to specify the
fuel quality on a country level.

24|
3. DRIVING BEHAVIOUR AND TRAFFIC SITUATIONS
3.1. INTRODUCTION
The estimation of the pollutant emissions from the road transport is needed at different
levels of spatial resolution (e.g. international/national, regional and/or street level). In the
frame of ARTEMIS and COST 346 it was considered that all levels should be part of the
model to respond to different user needs. In order to provide consistency between applica-
tions at different levels, the basic approach in the ARTEMIS model follows the notion of
“traffic situations” – or a street level application. An application at higher levels of aggre-
gation, at macro-scale, can then be developed by weighting the different “traffic situa-
tions” according to their occurrence, i.e. according to the vehkm in different traffic situa-
tions. Therefore the model allows a disaggregate approach and provides emission factors per
“traffic situation”; in addition, it provides aggregate emission factors for an aggregate ap-
plication – typically for three aggregate situations as they conventionally are requested,
i.e. an aggregate urban resp. regional situation, resp. an aggregate motorway situation. This
“traffic situation approach” has been developed already in previous models like the German-
Swiss-Austrian “Handbook Emission Factors for Road Transport” (INFRAS 2004, Version 2.1)
and has been refined for ARTEMIS.
In order to keep continuity with other traditional models (like COPERT [COPERT III,
2000]), it was requested that the ARTEMIS model also provides as a third model the so-
called “average speed approach”. This approach takes into account kinematics through the
average speed only.
3.2. THE TRAFFIC SITUATION-APPROACH

This approach is a non-continuous or discrete model, opposed to instantaneous, kinematic
or average speed models. The basic idea is that a typical traffic situation (common for all
vehicle categories) can be defined in a coherent way. Then the associated driving behaviour
can be described by an typical speed-time curve for which an emission factor can be calcu-
lated e.g. by an instantaneous emission model, i.e. an emission model which calculates the
emission on a second by second basis for different vehicle types and then aggregates these
emission elements for the particular speed curve. The driving profiles for the same traffic
situation may differ between vehicle categories (e. g. on the same motorway section, PC
have a different speed curve compared to trucks or coaches). In order to get a set of emis-
sion factors for the ARTEMIS model, basically three steps have been performed:
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DRIVING BEHAVIOUR AND TRAFFIC SITUATIONS
|25
› Definition of a common traffic situation scheme which lists all traffic situations (TS),
› Describe the driving behaviour of the different traffic situations, expressed as speed
curves (=”driving patterns” [DP]),
› Provide emission factors for each of these traffic situations resp. for the underlying driv-
ing patterns -> See chapter 4.
3.2.1. TRAFFIC SITUATION SCHEME

The traffic situation scheme has been developed mainly within the COST 346-action. Figure
4 shows its basic structure. The scheme takes into account
› the area (urban/rural areas),
› the road type (a functional hierarchy),
› the speed limit, and
› the level of service (in four levels, “free flow”, “heavy”, “saturated”, “Stop and go”).
The figure indicates that the traffic situation scheme is comprehensive – and hence com-
plex, in particular because the roughly 250 cells eventually had to be complemented with
(i) driving behaviour data, i.e. speed curves for all cells, and (ii) corresponding emission
factors.
Speed Limit
Levels of
Area Road type Service 30 40 50 60 70 80 90 100 110 120 130 >130
Rural 1 Motorway-National 4 levels x x x x x x x
2 TrunkRoad/Primary-National 4 levels x x x x x x
3 Distributor/Secondary 4 levels x x x x x x
4 Local/Collector 4 levels x x x x
5 Access-residential 4 levels x x x
Urban 1a Motorway-National 4 levels x x x x x x
1b Motorway-City 4 levels x x x x x x
2a TrunkRoad/Primary-National 4 levels x x x x x
2b TrunkRoad/Primary-City 4 levels x x x x x
3 Distributor/Secondary 4 levels x x x x
4 Local/Collector 4 levels x x
5 Access-residential 4 levels x x x
Figure 4 Cells with an “x” are considered* as relevant traffic situations.
The considerations leading to this scheme are reported in INRETS (2006a), see also illustra-
tive photographs in Annex 3.2 to help model users in understanding the underlying defini-
tions. Some additional explanations:
› Area: The scheme distinguishes urban and rural areas according to a morphological point
of view, i.e. continuity of the buildings around a centre and coherence, or to a functional
26|
point of view (functional urban area), as mobility and traffic are to a large extent linked
to these contexts, and as the traffic is mainly generated and managed at such a scale.
› Road type: The roads are classified according to their function (access / distribution /
through road) and to the road network hierarchical organisation, considering the usual
practice in Europe.
ROAD TYPE DEFINITIONS
Area RoadType
Urban motorway, >= 2x2 lanes, grade separated
Urban motorway, high-speed/high capacity road, expressway/major
artery/ring road; >= 2x2 lanes; always grade separated
Urban grade separated, >= 2x1 lanes, speedlimit 80-100 kmh

Urban high-speed/high capacity road, expressway/major
artery/primary road (but not motorway); >= 2x1 lanes; may
be grade separated
Urban medium capacity road, minor artery/distributor/district
connector; >= 2x1 or >= 1x2 lanes
Urban connection between villages; access to/from district
distributors; <= 2x1lanes
Urban residential road, mostly priority rule, <= 2x1 lanes
Rural motorway, >= 2x2 lanes, grade separated
Rural variable nr of lanes (Sweden,rural areas)
Rural grade separated, >= 2x1 lanes, speedlimit 80-100 kmh
Rural medium capacity road, minor artery/distributor/district
connector; >= 2x1 or >= 1x2 lanes
Rural medium capacity road, minor artery/distributor/district
connector; >= 2x1 or >= 1x2 lanes / wirh curves
Rural connection between villages; access to/from district
distributors; <= 2x1lanes
Rural connection between villages; access to/from district
distributors; <= 2x1lanes / wirh curves
Rural residential road, mostly priority rule, <= 2x1 lanes
Table 8
› Speed limits: The speed limits are considered according to their practical occurrence in
Europe.
› Levels of service: the following two figures explain the underlying definitions of the for
levels considered in the traffic situation scheme.
|27
FOUR LEVELS OF SERVICE ACCORDING TO SPEED AND TRAFFIC CAPACITY
Speed (km/h)
120
Free-flow
90 Heavy
60 Quasi-Saturated
30
Stop and Go
2000 4000 6000 8000
Traffic flow ( Veh./h)
Figure 5 Source: Inrets 2006a, based on Lhuillier 2004
DEFINITION OF LEVELS OF SERVICE
Freeflow Free flowing conditions, low and steady traffic flow.

Constant and quite high speed. Indicative speeds: 90-120 km/h on motorways,
45-60 km/h on a road with speed limit of 50 km/h. LOS A-B according to HCM.
Heavy Free flow conditions with heavy traffic, fairly constant speed, Indicative speeds:
70-90 km/h on motorways, 30-45 km/h on a road with speed limit of 50 km/h.
LOS C-D according to HCM.
Saturated unsteady flow, saturated traffic. Variable intermediate speeds, with possible
stops. Indicative speeds: 30-70 km/h on motorways, 15-30 km/h on a road with
speed limit of 50 km/h. LOS E according to HCM.
Stop+go Stop and go. Heavily congested flow, stop and go or
gridlock. Variable and low speed and stops. Indicative speeds: 5-30 km/h on
motorways, 5-15 km/h on a road with speed limit of 50 km/h.
Table 9
3.2.2. DRIVING PATTERNS PER TRAFFIC SITUATION

Once the traffic situation scheme was established, a representative driving behaviour - ex-
pressed as curves of speed as a function of time – had to be identified. Since the driving
behaviour varies between vehicle categories, this procedure had to be performed separately
for all vehicle categories.
PC (INRETS 2006a)
In a particular work package speed data were collected throughout Europe (amongst the
Artemis partners) and analysed, provided that the data allowed a link to traffic situations.
In parallel, complementary measurements were performed for particular cases of the traffic
28|
situation scheme (e.g. hilly and mountainous roads). Additional measurements for typical
national cases were integrated (e.g. Swedish situations for semi-motorways). Data from the
modem-Hyzem data base were extracted for particular cases as well (e.g. for the case of
motorway without speed limits mainly in Germany). Finally also the existing driving cycles
(Artemis cycles and sub-cycles for cars, see chapter 4) which are based on real world driving
were considered as well. The available speed data were then assigned to the different traffic
situations according to the background information and to a validation through the driving
data based on a large range of kinematic parameters (e.g. average speed, number and dura-
tion of the stops, acceleration phases etc.). Furthermore, comparisons between the differ-
ent situations, and from different data set enabled a certain validation of the choices
(Figure 6).
|29
DRIVING PATTERNS FOR 4 DIFFERENT LEVELS OF SERVICE FOR TWO PARTICULAR TRAFFIC
SITUATIONS: URBAN DISTRIBUTORS, SPEED LIMIT 70 KM/H (LEFT) AND 50 KM/H (RIGHT)
Figure 6 Source: INRETS 2006a
This process (see INRETS 2006a) enabled the coverage of about 70 cases compared to more
than 250 needed. For the other traffic situations, an assignment by similarity was done (i.e.
congestion for two roads with close speed limits should be comparable, etc.), giving a corre-
spondence between each remaining traffic situation and one (or several) of the 70 traffic
situations well defined. In some cases, linear combinations have been used.
LCV
For LCV emission factors were provided for the average speed-approach only (Inrets 2005b).
Due to some inconsistencies and missing data eventually two model versions were derived
(see also chapter 4.1.2):
30|
› Model version 1: Due to lack of new emission measurements based on ARTEMIS cycles
this version followed the German-Swiss-Austrian Handbook HBEEFA Verion 2.1 (Infras
2004) which is also a TS-approach. Hence, the driving patterns of HBEFA 2.1 were con-
verted to traffic situations of the ARTEMIS scheme. However, since the traffic situation
scheme in ARTEMIS differs from the scheme in HBEFA 2.1, emission factors for LCV are
provided for selected Traffic situations only. The selection of TS for LCV and the assign-
ment of driving patterns for the selected traffic situation was done in the context of the
first model application for Sweden. Hence, the emission factor set for LCV (of Model ver-
sion 1) does not cover the full set of traffic situations. Figure 7 shows which TS for LCV
are available in model version 1.
|31
SPECIAL CASE LCV – MODEL 1: AVAILABLE TRAFFIC SITUATIONS FOR LCV
IDTS TS RoadCat
110'091 RUR/MW/90/Freeflow MW
110'111 RUR/MW/110/Freeflow MW
112'091 RUR/Semi-MW/90/Freeflow MW
112'111 RUR/Semi-MW/110/Freeflow MW
120'111 RUR/Trunk/110/Freeflow Rural
130'051 RUR/Distr/50/Freeflow Rural
140'071 RUR/Local/70/Freeflow Urban
141'051 RUR/Local-sin./50/Freeflow Urban
141'071 RUR/Local-sin./70/Freeflow Urban
210'091 URB/MW-Nat./90/Freeflow MW
210'092 URB/MW-Nat./90/Heavy MW
210'093 URB/MW-Nat./90/Satur. MW
210'111 URB/MW-Nat./110/Freeflow MW
210'112 URB/MW-Nat./110/Heavy MW
211'061 URB/MW-City/60/Freeflow MW
211'071 URB/MW-City/70/Freeflow MW
211'072 URB/MW-City/70/Heavy MW
211'073 URB/MW-City/70/Satur. MW
221'071 URB/Trunk-City/70/Freeflow Rural
221'091 URB/Trunk-City/90/Freeflow Rural
230'051 URB/Distr/50/Freeflow Rural
230'053 URB/Distr/50/Satur. Rural
230'071 URB/Distr/70/Freeflow Rural
230'072 URB/Distr/70/Heavy Rural
230'073 URB/Distr/70/Satur. Rural
240'051 URB/Local/50/Freeflow Urban
250'031 URB/Access/30/Freeflow Urban
250'051 URB/Access/50/Freeflow Urban
Table 10 Since for LCV only speed dependent functions were produced (Inrets 2005b), a Model version 1 used emission
factors from a different source (HBEFA 2.1, Infras 2004). Since this approach uses different driving patterns, LCV emis-
sion factors were derived for a restricted set of TS only (derived in the context of the application for Sweden).
› Model version 2 is based on Inrets 2005b which provides average speed functions, there-
fore the emission factors per TS were derived using the average speed parameter.
HDV (COST 346 2006, chapter 6)

In order to derive appropriate vehicle speed pattern curves for each cell of the same traffic
situation matrix, in-use driving behaviour data for HDV was analysed, taking into account
that the driving pattern might differ between different vehicle categories (trucks, coaches,
32|
buses resp. sizes and loadings)1. For these data sets several parameters (like vehicle speed,
normalized engine speed, engine load etc.) were plotted versus time. The vehicle speed
pattern was then separated into “homogeneous” parts representing particular traffic situa-
tions. This was done for each part based on a set of parameters like average speed with and
without stops, v_10 and v_90 with and without stops2, v_30, v_50 and v_70 without stops,
percentage of stop time, number of stops per km; additional indicators were calculated for
periods with positive acceleration (a >0.1 m/s²) like percentage of time and distance in
relation to the whole part, average positive acceleration, a_10, a_90 etc. These parameters
were then classified (e.g. the vehicle speed in 5 km/h steps) and clustered. In addition, the
vehicle speed patterns were grouped with regard to the vehicle category they belong to.
Appropriate vehicle speed patterns were then assigned to the different cells of the traffic
situation matrix on the basis of these clusters and long-standing experience (by RWTÜV). In
a second step the average speed values and stop percentages were checked for plausibility
and consistency. Where necessary, the speed pattern was modified. As in the case of PC not
for all traffic situations were driving patterns readily available. Hence similar patterns were
assigned, giving a correspondence between each remaining traffic situation and one (or
several as a linear combination) of the 70 well defined traffic situations.
2-wheelers (TNO et. al. 2007, chapter 5.3.2)

As for the HDV sector, also for the two-wheelers driving patterns representative for the
identified traffic situations had to be analysed. Additionally to the distinction in traffic
situation also the various powered two-wheeler categories were taken into account since
the driving profiles for smaller vehicles might differ from the patterns driven by larger,
more powerful motorbikes. On road measurements from different sources of real-world data
of motorcycles were collected and analysed, with a focus on data recorded in Europe by
IMMA for the WMTC development (TNO et. al. 2007, chapter 5.3.2). Additional information
about route details were part of the data which allowed to link it to the traffic situation
scheme. The approach to derive appropriate vehicle speed patterns followed the approach in
the HDV sector (which also was performed by RWTÜV): For all speed patterns of the meas-
ured data the vehicle speed, the normalised engine speed, the engine load and – as far as
possible – the road gradient were plotted against time. These speed patterns were then
1 Data in the context of the ECE-GRPE ad hoc working Group WHDC to derive a world wide harmonised engine test cycle for
the emissions certification procedure of heavy-duty engines.
2 v_10 describes the 10% percentile of the vehicle speed distribution
|33
manually separated into 'homogeneous' parts representing a particular road type/traffic

situation on the basis of kinematic indicators for each part like average operational speed
(with stops), average running speed (without stops), v_10 and v_90 with and without
stops, v_30, v_50 and v_70 without stops and percentage of stop time and number of stops
per km. For periods with positive acceleration (a > 0.1 m/s²) additional parameters were
calculated3. These parameters were then classified (i.e. the vehicle speed in 5 km/h steps)
and clustered. In addition, the vehicle speed patterns were grouped with regard to the ve-
hicle category they belong to. Finally, appropriate vehicle speed patterns were assigned to
the different cells of the traffic situation matrix on the basis of the clusters and expert
judgement; for vehicle categories for which no data was available, appropriate driving pat-
terns were selected from comparable categories. In a second step the average speed values
and stop percentages were checked for plausibility and consistency.
Special cases: Macro situations for PC and Motorcycles based on CADC

As a particularity for passenger cars and motorcycles, three particular (additional) traffic
situations were identified as “macro situations”, corresponding to an aggregate urban, rural
and motorway situation. These situations are equivalent to the CADC (see chapter 4), i.e.
the Artemis urban cycle resp. the rural cycle resp. the motorway cycle, and their emission
factors correspond with the measured data (as far as available). Note that these “special
situations” are available for PC and MC only, but not for heavy duty vehicles since CADC
measurements were performed for PC and MC only.
3.2.3. ACCESS TO THE DETAILS OF THE DEFINITIONS

The ARTEMIS model allows access to the definition of the traffic situations resp. the driving
behaviour. This includes the following elements:
› An overview of all traffic situations, including the definitions of areas, road types, speed
limits and levels of service:
see Menu Definitions > Traffic Situations (List of TS)
› The driving patterns underlying the traffic situations:
see Menu Definitions > Traffic Situations (Definitions of underlying driving patterns).
3 like percentage of time and distance in relation to the whole part, average positive acceleration, a_10 and a_90, average
of the positive acceleration multiplied by the vehicle speed (vma, i.e. the power to mass ratio that is necessary for the ac-
celeration); vma_10 and vma_90.
34|
The underlying patterns (in the case of PC) implicity indicate the data source. In general,
a traffic situation is represented by one driving pattern. In some cases though the traffic
situation is represented by more than one pattern; the “weight” is indicated in the same
menu.
› The definition of the driving patterns, i.e. the speed-curves as well as some kinematic
parameters (average spead, RPA [relative positive acceleration], % stop time, avrg. posi-
tive resp. negative acceleration). This information is accessible by the Menu Definitions >
Traffic Situations (Definitions of underlying driving patterns); with an additional double
click in the Field “Driving pattern”.
In this model version, not all traffic situations for all vehicle categories could be specified
with appropriate driving patterns. The Menu option “Overview v per TS/VehCat” (available
in both Menus Definitions > Traffic Situations) gives an overview of all available traffic
situations resp. the average speed of its underlying driving pattern. The overview is also
shown in Annex 3.1.
3.3. AGGREGATE EMISSION FACTORS

In addition to the ”individual” traffic situations according to the TS-Scheme depicted in
Figure 4 some users might be interested in “aggregate” emission factors, i.e. in emission
factors for aggregate traffic situations, typically for urban roads, for rural roads and for
motorways. These situations may vary between countries. Therefore the model allows the
user to construct country-dependent “aggregate” TS-Situations – by weighting different
individual traffic situations. The following figure gives an example of two aggregate traffic
situations for rural areas in Sweden (“Rural Non-motorway” upper part, “Rural Motorways”
in the lower part of the figure).
|35
EXAMPLES FOR USER-SPECIFIED “AGGREGATE TRAFFIC SITUATIONS” IN SWEDEN:
“RURAL NON-MOTORWAYS”
RUR/Local-
sin./70/Freeflow RUR/Trunk/110/Freeflo
Rest w
RUR/Local-
sin./50/Freeflow
RUR/Distr/50/Freeflow
RUR/Local/70/Freeflow
“RURAL MOTORWAYS”
RUR/Semi- RUR/MW/90/Freeflow
MW/110/Freeflow
RUR/Semi-
MW/90/Freeflow
RUR/MW/110/Freeflow
Figure 7 Aggregate Traffic Situations for Sweden – rural areas (based on Larsson et.al. 2006). See also ARTEMIS Model,
Menu Datapool > TrafficSituation/Gradient patterns.
36|
EXAMPLES FOR USER-SPECIFIED “AGGREGATE TRAFFIC SITUATIONS” IN SWEDEN:
“URBAN NON-MOTORWAYS”
URB/Trunk-
City/70/Freeflow URB/Trunk-
Rest City/90/Freeflow
URB/Access/50/Freeflow URB/Distr/50/Freeflow
URB/Distr/50/Satur.
URB/Distr/70/Freeflow
URB/Access/30/Freeflow
URB/Distr/70/Heavy
URB/Distr/70/Satur.
URB/Local/50/Freeflow
“URBAN MOTORWAYS”
Rest
URB/MW-City/70/Satur.
URB/MW-City/70/Heavy
URB/MW-
URB/MW- Nat./90/Freeflow
City/70/Freeflow
URB/MW-
City/60/Freeflow
URB/MW-Nat./110/Heavy
URB/MW-Nat./90/Heavy
URB/MW-
Nat./110/Freeflow
URB/MW-Nat./90/Satur.
Figure 8 Aggregate Traffic Situations for Sweden – rural areas (based on Larsson et.al. 2006). See also ARTEMIS Model,
Menu Datapool > TrafficSituation/Gradient patterns.
|37
Comments:
› Note that these aggregate traffic situations are user-specified. Only for PC and motorcycles
the model also provides “built-in” aggregate emission factors “urban/rural/Motorways”
which are based on the CADC cycles (see chapter 4).
› The model allows to specify not only aggregate urban, aggregate rural and/or aggregate
motorway patterns, but also e.g. a single “overall aggregate patterns”. It is up to the user
to specify the appropriate weights of the among the different traffic situations. The
weights represent the corresponding distribution of the mileage.
› The model also allows to specify distributions among different gradient classes (Default
value is a gradient of 0%, i.e. flat roads).
› The model requires the user to specify for each “aggregate traffic situation” a “road cate-
gory”. This indicates which of the fleet compositions (which may vary between road cate-
gories urban/rural/motorway, see Chapte 10 shall be used for creating aggregate emission
factors.
3.4. THE AVERAGE SPEED-APPROACH

In order to keep continuity with other and previous models like COPERT the ARTEMIS model
also provides emission factors for the so-called average speed approach. In this case the
driving behaviour is reduced to the average speed. Differences in kinematic attributes of
the driving patterns cannot be represented by this approach resp. these differences are
integrated in the average speed. Hence this approach is appropriate for overall macro-scale
calculations, but is of limited relevance e.g. for network-based applications.
38|
4. HOT EMISSION FACTORS
4.1. HOT EMISSION FACTORS - TRAFFIC SITUATION-APPROACH

As outlined in the previous chapter, the third step (according to chapter 3.2) aimed at pro-
ducing emission factors for all traffic situations resp. for the underlying driving patterns.
Since the emission measurement and emission factor production procedures varies between
the different vehicle categories, the framework had to be flexible enough to cover the dif-
ferent approaches. Eventually different approaches were used to produce emission factors
per driving pattern. Figure 9shows the concepts applied.
FRAMEWORK FOR CALCULATING EMISSION FACTORS PER TRAFFIC SITUATIONS
TS
TS: Traffic Situations
All Vehicle Categories
DP DP DP
DP: Driving Patterns
PC HDV MC
RTP
RTP: Reference Test Patterns
PC
Figure 9
4.1.1. EMISSION FACTORS PASSENGER CARS (TS-APPROACH)

For passenger cars, a different approach was applied. First, all emission measurement data
were collected, namely the specific ARTEMIS measurements based on the ARTEMIS driving
cycles CADC (see Annex 1), but also the results of many parallel measurement programs (see
the so-called A300-Database, Inrets 2005c, Infras 2005). The analysis was a two-step proce-
dure.
› The aim of a first step was to “harmonize” the data with respect to the vehicle mileage,
gearshift behaviour, ambient temperature and humidity, in order to process standardised
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | HOT EMISSION FACTORS
|39
data4. Then similar cycles (out of the more than 800 different driving cycles5) were pooled
into 15 so-called Reference test patterns (RTP). For each Reference Test Pattern, one or
several Reference Test Cycles was selected amongst the most significant (in term of repre-
sentativeness and number of associated emission data). This then allowed to calculate ag-
gregate “reference emission” for these 15 RTP.
› In a second step the driving patterns underlying the traffic situations were analysed using
the same methodology as in step 1 of the TS-approach (see section 3.2.2). This basically
led to a “mapping” or representing a particular driving pattern by a set of a (measured)
reference patterns, i.e. the driving patterns (DP) could eventually be represented as linear
combinations of the RTP, allowing the calculation of the emission factors (EF) per DP out
of the EF per RTP. These weights are given in the model (see Menu Extras > Weighting fac-
tors LDV Hot - TS-Approach DP/RTP).
Eventually there were two versions of emission factors produced which are also part of the
ARTEMIS road model (software):
› A Model 1 took into account a subset of the emission database (details see in INFRAS
2006). For each of the 15 Reference Test Patterns, the emission data of the respective
Reference Test Cycles were selected (14 Artemis sub-cycles plus two additional cycles).
The emission factor per RTP is then derived from the average of measured emission of the
same vehicle sample. Model 1 thus emphasises the importance of the sample of vehicles.
The emission factors are computed based on a consistent sample of vehicles, i.e. the same
vehicle sample for all Reference Test Patterns. The objective was to avoid that the emis-
sions behaviour was dominated by the vehicle choice rather than by the driving behav-
iour. With this restriction, the number of available measurements was significantly re-
duced to mostly CADC subcycle measurements of Euro 2 and Euro 3 vehicles. However, the
subset still consists of 1’500 vehicle tests with 9’200 emission measurements. This proce-
dure implied that the emission factors for concepts other than Euro-3 or Euro-3 had to be
deferred by mechanisms of interpolation based on emissions measurements from different
cycles (other than CADC). Annex 4.3 (based on INFRAS 2006) gives an overview how these
other concepts were transferred such that a consistent emission factor set for all vehicle
groups from PreEuro up to Euro-3 (petrol and diesel) could be provided allowing emission
4 A detailed description of the correction factors can be found in Joumard et al. (2006a to c)
5 However, the actual driving conditions for which there are a significant number of emission data were represented by 98
cycles or sub-cycles. These were used to develop the typology of the test cycles.
40|
calculations for the full fleet. These resulting emission factors are given per driving pat-
tern,
› A Model 2 (details see in Inrets 2006a ro Inrets 2007) considered the whole Artemis light
vehicle emission measurement database6. It was intended to set-up a definitive list of co-
herent cycles for each reference test pattern. This implied the analysis of the variability
and coherency of the emission data within each class and for each vehicle category (the
emission standard is considered) and fuel. The coherency throughout the vehicle catego-
ries was also examined. Out of the 27’700 data, eventually 10’000 were retained (after ex-
clusion of the non pertinent cycles). In this manner it enabled the computation of the
emission for diesel and petrol cars, from pre-Euro to Euro 4 passenger cars. Several cases
were however insufficiently covered. Mechanisms of interpolation were thus implemented
to cover these cases7. The whole set of emission data is provided in the ARTEMIS Deliver-
able 3 (Inrets 2007, Annex 17).
Access to the base emission factors

These “base emission factors” can be accessed in the model by the menu Extras > Emission-
Factors LDV Hot - TS-Approach: EF per RTP (Inputs). This form gives the input data of the
two versions.
4.1.2. EMISSION FACTORS LCV (TS-APPROACH)

For Light commercial vehicles unfortunately no specific emission factors have been pro-
duced. In order to keep consistency within the model and since for the passenger cars two
model version were developed, the emission factors for LCV are also provided in 2 version:
› Model 1: Due to lack of new emission measurements based on ARTEMIS cycles the LCV
emission factors have been imported from HBEEFA Verion 2.1 (Infras 2004). Annex 4.7
documents which HBEFA-driving patterns were assigned to DPs in ARTEMIS. Due to opera-
tional reasons the LCV sector is treated as the PC sector, i.e. emission factors per TS were
produced based on emission factors per DP (driving patterns) which themselves are based
on emission factors per RTP (reference test patterns). In the case of LCV model 1, Driving
patterns and RTPs are equivalent.
6 Version March 2005

7 Extrapolation of the rate Euro4/Euro3 (resp. Euro 3/Euro 2, etc.) observed on a similar test pattern (urban, rural or
motorway); Equivalence between close vehicle categories (i.e. Euro 4 and Euro 3, etc.) when they were too few data
(case of the particulates and CO2 per engine size). Details see Inrets 2007.
|41
› Model 2: The emission factors for the LCV model 2 were derived from the average speed
functions provided by Inrets 2005b. Emission factors for the 15 RTPs as defined for pas-
senger cars were derived using the average speed parameter only. Then the emisison fac-
tors per driving pattern resp. TS are calculated using the same conversion sets as for PC.
This procedure yields a (seemlingly) comprehensive set of emission factors for LCV. How-
ever, due to the weak empirical basis the reliability of the emission factors remains lim-
ited.
4.1.3. EMISSION FACTORS HDV (TS-APPROACH)

If an instantaneous, vehicle emission model is available, one can produce emission factors
for each (and basically any) driving pattern through the model. This was the case for the
heavy duty vehicles (WP 400). In this case the so-called PHEM-model was applied (see
detailed description in TUG 2005; short description in Annex 4.9). PHEM calculates the nec-
essary engine power second per second, simulates the corresponding engine speed by a gear
shift model and defers the emission level by interpolating engine emission maps taking into
account also transient effects. So the model provides emission factors for each driving pat-
tern (for trucks, buses and coaches) which then can be directly assigned to traffic situa-
tions. In this manner all emission factors for the HDV sector were produced by the PHEM
model, i.e.
› for all HDV-subsegments, i. e. for all emission concepts and for all sizeclasses, see Table 4
and Table 5
› for all driving patterns (which then are assigned to the traffic situations; in general one
traffic situation is represented by one driving pattern)
› for all regulated pollutants.

These “base emission factors” can be accessed in the model by the menu Extras > Emission-
Factors HDV Hot - TS-Approach: EF per DP (Inputs)
Remark:
› The emission factors for all concepts including Euro-4 and Euro-5 vehicles are considered
as “measured” (Table 4 and Table 5) due to operational reasons although they are based
on assessments (see TUG 2005, chapter 5) and hence should rather be considered as “de-
42|
rived” since at the time of production of the emission factors no emission measurements
for Euro-4 vehicles were available yet.
4.1.4. EMISSION FACTORS MOTORCYCES (TS-APPROACH)

For motorcycles, again another method has been applied (TNO et al. 2007, Chapter 5.3):
The emissions for a certain vehicle category in a traffic situation were calculated by em-
ploying the emission functions which were derived for the different vehicle groups (sub-
segments) and which are based on average speed. The emission factors (per DP) were then
produced by calculating the emissions second per second for the different driving patterns.
The results of these calculations are emissions in unit g/h, but by dividing by the average
speed of the driving pattern the unit is changed to g/km. By assigning driving patterns to
traffic situations the emission factors can be assigned as well. This exercise was conducted
for each driving pattern (resp. traffic situation) and all vehicle subsegments. This modelling
methodology originally was employed for the German-Swiss-Austrian Handbook [Infras
2004]). This method does not fully take into account the differences in the emissions for
test cycles having similar level of average speed but relatively high differences with respect
to driving dynamics (average acceleration, RPA, etc.). However, it significantly improves
the system in comparison with the modelling approaches that are purely based on average
speed. Nevertheless, the method might be improved by adding other parameters to take
better take into account the driving dynamics.

These “base emission factors” for motorcycles can be accessed in the model by the Menu
Extras > Emission-Factors MC Hot - TS-Approach: EF per DP (Inputs).
4.2. HOT EMISSION FACTORS – AVERAGE SPEED-APPROACH

The ARTEMIS model also provides average speed functions in order to keep continuity with
previous models like COPERT etc. These functions have been derived in the following man-
ner:
4.2.1. EMISSION FACTORS – AVERAGE SPEED APPROACH - PC

As for the TS – approach the model provides two versions:
|43
› Model 1 is based on the full set of emission measurements as contained in the emission
measurement database (A300DB, Inrets 2005c, Infras 2005). The derivation of the func-
tions is described in LAT 2005. In all cases, an equation of the following general form was
used:
a + c ⋅ x + e ⋅ x2 f
y= +
1 + b ⋅ x + d ⋅ x2 x
where
y = the speed dependent emission factor or fuel consumption (valid
speed range = 10-130 km/h)
x = the average speed
a, b, c, d, e, f = coefficients
Annex 4.5 lists all the emission functions.
› Model 2 is based on the RTP- concept, i.e. the emission measurements first were analysed
and compiled to the 15 RTPs, and then the functions have been derived based on the EF
per RTP - as in Model 2 of the TS-Approach and as described in chapter 4.1.1 . This ap-
proach is described in Inrets 2007. For model 2 polynomial equations (2nd to 5th order)
have been specified. Annex 4.6 lists all the emission functions.
4.2.2. EMISSION FACTORS – AVERAGE SPEED APPROACH – LCV

For LCV in ARTEMIS only speed dependent functions were derived. Since the number of
emission measurements was very limited, the set of emission functions is incomplete and
the reliability in some cases is limited (see Inrets 2005b, Inrets 2007). In order to keep
consistency the model provides two versions (as for PC and in coherence with the TS-
approach):
› Model 1 relies on the emission factors of the German-Swiss-Austrian Handbook HBEFA 2.1
[Infras 2004]) in order to give a complete description of the fleet. These functions have
been derived from the emission factors per driving patterns. Those emission factors were
assessed with an assumed load factor of 30%. Annex 4.8 lists the derived functions.
› Model 2 relies on the functions as described in Inrets 2005b. Annex 4.8 lists the derived
functions (updated version Feb 2007). No load parameter is used in this set of functions
(as originally proposed in Inrets 2005b), since the fleet composition model does not pro-
vide this information, assuming that empirical data about load factors of LCV are very
44|
scarce. The assumed default value is 30% for loading (in coherence with Model 1). Annex
4.8 lists the derived functions.
4.2.3. EMISSION FACTORS – AVERAGE SPEED APPROACH – HDV

The speed dependent functions for the HDV sector were derived from the modelled emission
factors per driving pattern resp. per traffic situation as described in chapter 4.1.3 See de-
scription in TRL 2005.
4.2.4. EMISSION FACTORS – AVERAGE SPEED APPROACH – MC

The speed dependent functions for the motorcycles were derived from the emission meas-
urements by TUEV NORD / TNO and are described TNO et.al. 2007.
4.3. HOT EMISSION FACTORS FOR OLD AND NEW CONCEPTS

The model distinguishes different vehicle concepts. For those vehicle groups for which no
emission measurements are available the emission level can be derived by specifying correc-
tion factors in relationship to existing concepts (resp. subsegments). These values are
specified in the Menus Extras > Emission reduction rates … This approach can be applied
for old as well as for new vehicle concepts.
By “old concepts” we mean those concepts which are not part of the “base emission
factors” and for which there exist no emission measurements.
By “new” or “future concepts” we mean those vehicle concepts which are not yet on
the market or for which there exist no reliable emission measurements yet.
4.3.1. OLD CONCEPTS

PC
For PC, in principal all emission factors for old concepts are integrated in the “base emis-
sion factor” data set8. However, in order to produce these emission factors some assump-
tions had to be made. The assumptions for Model 1 are described in Annex 4.3 (based on
Infras 2006), the derivation of the factors for Model 2 are described in Inrets 2007.
8 PC Diesel with construction year 1986-1988 are set to “PreEuro”.
|45
LCV
For LCV no additional “old” concepts were defined beyond the ones contained in the “base
emission factor” data set.
HDV
For Heavy Duty vehicles the oldest concept are vehicles of the “80ies”. In addition, the
model distinguishes also vehicles of the “70ies”, “60ies” and “50iers” and hence would al-
low to introduce a different emission level for these concepts. However, since no reliable
data could be found, these old concepts are assumed to have the same emission behaviour
as the vehicles of the “80ies” (i. e. correction factors = 1.0).
MC
For motorcycles no additional “old” concepts were defined beyond the ones contained in
the “base emission factor” data set.
4.3.2. NEW CONCEPTS – PC

Due to the lack of both measurement and literature data, it was decided to cover future
vehicle technologies using reduction factors based on LAT 2005.
Petrol vehicles
Considering the fact that Euro 5 emission standards will remain the same as Euro 4 it is
proposed to use the Euro 4 equations for Euro 5 petrol vehicles as well. The same is as-
sumed for Euro 6. As regards direct ignition petrol vehicles (DISI)9, both literature and the
limited available data lead to an estimation of about 10 % reduction of fuel consumption
which is proposed to be used as a reduction factor against the respective technology emis-
sion factors. All other factors are considered not to be altered by Direct Injection technol-
ogy.
Diesel vehicles
Table 12 presents the reduction of emissions expected in Euro 4, 5 and 6 of diesel vehicles
using as basis the emissions of Euro 3 vehicles. These factors where derived from the ratios
9 An additional new standard for PM of 5 mg/km is exected for Euro-6 DI-vehicles.
46|
of the established Euro 4 or expected Euro 5 and Euro 6 emission standards (Table 11 ) over
the emission standards of Euro 3.
CO HC HC+NOx Nox PM
Euro 3 0.64 0.06 0.56 0.5 0.05
Euro 4 0.5 0.05 0.3 0.25 0.025
Euro 5 (expected) 0.5 0.23 0.175 0.005
Euro 6 (expected) 0.5 0.17 0.005
Table 11 Emission standards of diesel passenger cars.
CO HC NOx PMm
Euro 4 0.781 0.833 0.5 0.5 x Euro 3
Euro 5 0.781 0.833 0.35 0.1 x Euro 3
Euro 6 0.781 0.833 0.2 0.1 x Euro 3
Table 12 Assumed reduction factors for future diesel vehicle technologies
4.3.3. NEW CONCEPTS – LCV

Due to the lack of information about the future development, it was decided to cover future
vehicle technologies using reduction factors based on expected development of the stan-
dards:
Euro 5 Euro 6
Class Euro 2 Euro 3 Euro 4 expected expected
LCV Petrol CO I 2.200 2.300 1.000 1.000 1.000
II 4.000 4.170 1.810 1.810 1.810
III 5.000 5.220 2.270 2.270 2.270
HC+NOx I 0.500
II 0.600
III 0.700
HC I 0.200 0.100 0.100 0.100

II 0.250 0.130 0.130 0.130
III 0.290 0.160 0.160 0.160
NOx I 0.150 0.080 0.060 0.060

II 0.180 0.100 0.075 0.075
III 0.210 0.110 0.082 0.082
LCV Diesel CO I 1.000 0.640 0.500 0.500 0.500
II 1.250 0.800 0.630 0.630 0.630
|47
Euro 5 Euro 6
Class Euro 2 Euro 3 Euro 4 expected expected
III 1.500 0.950 0.740 0.740 0.740
HC+NOx I 0.700 0.560 0.300 0.230 0.170

II 1.000 0.720 0.390 0.295 0.195
III 1.200 0.860 0.460 0.350 0.215
HC I 0.050 0.050 0.090
II 0.060 0.060 0.090
III 0.070 0.070 0.090
NOx I 0.500 0.250 0.180 0.080
II 0.650 0.330 0.235 0.105
III 0.780 0.390 0.280 0.125
PM I 0.080 0.050 0.025 0.005 0.005
II 0.120 0.070 0.040 0.005 0.005
III 0.170 0.100 0.060 0.005 0.005
Table 13 Emission standards of LCV (petrol and diesel)
The resulting reduction factors assumed in the model can be accessed by the Menu Extras >
Emission-ReductionRates (hot emissions- …).
4.3.4. NEW CONCEPTS – HDV

For HDV, the emission factors of the new concepts formally are part of the “base emission
factors”, and the underlying assumptions on how the emission level will develop are inte-
grated in the vehicle emission model (Phem, TUG 2005). This holds for the Euro-4 and Euro-
5 vehicles. Based on a certain set of assumptions, WP 400 concluded that particulate emis-
sions will have to be reduced by approximately 70% to 90% compared to EURO 3, and the
reduction rates for the NOx emissions to reach EURO 5 will be in the range of 50% to nearly
70% (See details in TUG 2005, chapter 5). No assumptions were made for Euro 6 so far.
4.3.5. NEW CONCEPTS – MC

For MC, formally no new concepts have been defined, i.e. in the model the new concepts
are part of the “base emission factors”, and the underlying assumptions on how the emis-
sion level will develop are integrated there (TNO et al. 2007).
48|
4.4. INFLUENCE OF PARTICULAR FACTORS

4.4.1. GRADIENT (LDV)
Positive road gradient increases and negative road gradient decreases the driving resistance
of a vehicle and hence influence emissions and fuel consumption of a vehicle. It is known
that additional emissions at positive road gradient will not be compensated by lower emis-
sions at negative road gradient. Therefore the influence of road gradient was investigated
in a particular ARTEMIS task (WP 320, TUG 2004). In this task some particular measure-
ments have been performed aiming at specifying this influence. However, the number of
measurements was too limited to generate a full set of correction factors for all vehicle
concepts. Hence previous measurements (e.g. in the context of the HBEFA) and additional
simulations based on the PHEM model were employed to derive the corresponding correc-
tion factors. These factors are listed in Annex 4.10. They can be accessed in the ARTEMIS
model by the Menu Extras > - Gradient Correction (LDV).
GRADIENT CORRECTION FACTORS: EXAMPLE FOR HC ON MOTORWAYS (LDV)
4.5
Corrrection factor (relative to 0% Gradient)
3.5
LDV petrol Euro-0 / -1
3 LDV petrol Euro-2 / -3
LDV petrol Euro-4ff
2.5 LDV diesel Euro-0
LDV diesel Euro-1
2
LDV diesel Euro-2
1.5 LDV diesel Euro-3 / 4ff
0.5
0
-6% -4% -2% +2% +4% +6%
Gradient
Figure 10 Source: TUG 2004
These correction factors only are relevant for LDV (PC and LCV). For HDV, the gradient in-
fluence is taken into account explicitly in the procedures for calculating the emission fac-
tors by the vehicle emission model (PHEM). For MC there are no gradient correction factors
available.
|49
Application in the ARTEMIS model

The application in the ARTEMIS is as follows: A user may specify a particular traffic situa-
tion or a particular average speed and – independently – one or several gradient classes.
The following classes are available:
› 0% for flat roads (= default),
› +2%, +4%, +6% for ascending roads (uni-directional),
› -2%, -4%, -6% for descending roads (uni-directional)
› +/-2%, +/-4%, +/-6% for a road (bi-directional); in this case an average correction for an
ascending resp. descending road is applied, which is equivalent to the notion that 50% of
the traffic drives uphill and 50% downhill.
4.4.2. MILEAGE (LDV)

The correction factor approach to take into account the degradation of emissions with mile-
age was kept in line with previous methodologies (e.g. COPERT III/MEET). A particular AR-
TEMIS task was dedicated to this question (WP 3123, LAT 2004). This subtask addressed the
LDV. No corrections due to mileage are taken into account for HDV (due to insignificant
dependencies, TUG 2005, chapter 8) nor for MC.
The resulting correction factors for LDV are defined by the following equation:
MCC,i = aM × Mmean + bM
where: MCC,i = the mileage correction for a given mileage, pollutant i and a specific cycle
aM = the degradation of the emission performance per kilometre
Mmean = the mean fleet mileage of vehicles for which correction is applied
bM = the emission level of a fleet of brand new vehicles
The value of bM is always less than 1 because the correction factors are determined using
vehicle fleets with mileages ranging from 16,000 to 50,000 km. Therefore, brand new vehi-
cles are expected to emit less than the sample average. It was assumed that emissions do
not further degrade above 120,000 km for Euro I and II vehicles, and above 160,000 km for
Euro III and IV vehicles. The effect of average speed on emission degradation was taken
into account by combining the observed degradation lines over the two driving modes (ur-
ban and rural). It was assumed that for speeds outside the region defined by the average
speeds of urban driving (19 km/h) and rural driving (63 km/h), the degradation was inde-
pendent of speed. Linear interpolation between the two values provided the emission deg-
radation in the intermediate speed region.
50|
For Euro I and Euro II vehicles, the data from MEET could be used, as most of the AR-
TEMIS data for these vehicle originated from MEET. In order to estimate the degradation of
Euro III and Euro IV vehicles, the ARTEMIS data were used. Due to relatively small sample
sizes, it was assumed that both Euro III and IV vehicles would have the same degradation
behaviour. Mileage effects were only examined for CO, HC and NOx, as CO2 emissions are
unaffected. The analysis was performed for two types of driving - urban and rural. The
emissions of all vehicles were plotted against their mileage for three engine capacity ranges
(<1.4 l, 1.4-2.0 l, and >2.0 l), and linear regression lines were fitted to the data. The con-
clusions of the work were as follows:
› For CO during urban driving, a degradation was observed for each driving mode.
› For CO during rural driving, a degradation was observed for vehicles <1.4 l, while no deg-
radation function was proposed for vehicles with engine capacity above 1.4 l
› For HC a considerable degradation was observed only in the case of vehicles <1.4 l in ur-
ban driving mode.
› For NOx a considerable degradation is observed only in the case of vehicles >1.4 l in urban
driving mode.
On average, the emissions of CO, HC and NOx are multiplied by a factor of 3.6 between 0
km and 100,000 km for Euro I and II cars, and increase by 15% for Euro III and IV cars. For
Euro I and II vehicles, NOx (factor = 5.3) is more strongly influenced by mileage than CO
and HC (factors = 2.9 and 2.7). However, NOx emissions from Euro III and IV cars are not
affected by mileage.
The parameters of the equations as base for the correction factors are listed in Annex
4.11. They can be accessed in the ARTEMIS model by the Menu Extras > - Mileage Correction
(LDV).
The application in the ARTEMIS is as follows: The mileage correction factors are applied for
LDV (i.e. PC and LCV). Since they obviously depend on mileage, this input has to be speci-
fied by the users for the different vehicle segments in the fleet composition for which the
emissions should be calculated. How this is handled in the ARTEMIS model will be addressed
in more detail in chapter 10.
The mileage correction factors not only are used in the application while calculating
emission factors for user-specified cases, these correction factors have been used in prepar-
ing the base emission factors. As a first step, the emission measurement data were “harmo-
nized” together with the effects for gearshift behaviour, ambient temperature and humid-
|51
ity. By this harmonization the base emission factors are valid for vehicles with a mileage of
50’000 km.
4.4.3. INFLUENCE OF PARTICLE FILTERS (DIESEL)

Particle filters reduce the PM emissions significantly, at the same time the fuel consump-
tion increases. For diesel vehicle groups the base emission factors of LDV up to and includ-
ing Euro-4 are considered as beiing driven without particle filters, the same holds for HDV
up to and including Euro-5. With respect to the emission levels the following assumptions
are made:
› For LDV:
PM Fuel Con-
(mass) sumption
Euro 3 + DPF 0.1 1.01 x Euro 3
Euro 5 + DPF 1.0 1.0 Assumption: Euro 5 requires DPF
Table 14 Reduction of PMm emissions due to the addition of a Diesel Particulate Filter for LDV
This table presents the PMm reduction potential of the installation of a Diesel Particulate
Filter (DPF) on a vehicle. The factors were derived under the assumption that the applica-
tion of DPF leads to PMm levels comparable to the expected Euro 5 limit10. For Euro-5 ve-
hicles it is assumed that all vehicles will be equipped with DPF.
› For HDV:
PM Fuel Con-
(mass) sumption
Table 15 Reduction of PMm emissions due to the addition of a Diesel Particulate Filter for HDV
For HDV the same PMm reduction potential by DPFs is assumed, but the influence on fuel
consumption is assumed to be higher. However, Euro-5 heavy duty vehicles are not as-
sumed to be equipped with DPF yet.
10 PM emission standards for Diesel PC in g/km:

Euro-3 0.05
Euro-4 0.025
Euro-5 (expected) 0.005
52|

The ARTEMIS model provides an option which allows to specify which vehicle segments (and
to what extent in %) will be equipped with DPFs. How this is handled in the model is ex-
plained in more detail in chapter 10.
4.4.4. INFLUENCE OF AIR CONDITIONING

A particular subtask analysed the effects of Air Conditioning (AC) on emissions and fuel
consumption of passenger cars (Inrets 2005e). The implementation in the software followed
the suggestions made in that report. Temperature and climate are a main parameter. These
have to be specified by the user by the means of so called “patterns of ambient conditions”
which are also used for cold start and evaporative emissions (see details in chapter 5.3.2
and Figure 12). In addition to those “patterns”, the calculation of AC effects requires a
specification of climate conditions. These can be specified by so-called Koeppen-Classes, i.e.
the user has to assign a “Koeppen-Class” to each “pattern of ambient conditions” (see Menu
Datapool > Ambient Conditions > Climate Characteristics for AirConditioning). The following
table provides the available classes, Annex 4.12 provides a list of European Cities with the
characterization of its climate.
IDKoeppenClass KoeppenClass Climate_Description

1 Cfa Subtropical Climate: Moist mid-latitude climates with mild winters, latitude 25°-
40°, avg. temperature of warmest month > 22°C
2 Cfb Maritime temperate Climate: Moist mid-latitude climates with mild winters and
cool summers, latitude 25°-40°, avg. temperature of warmest month < 22° C
3 Csa Mediterranean climates with mild winters, latitude 30°-45°, avg. temperature of
warmest month> 22§ C
4 Csb Mediterranean climates with mild winters, latitude 30°-45°, avg. temperature of
warmest month < 22° C
5 Dfb Moist continental mid-latitude climates with severe winters and warm summers,
avg. temperature of warmest month < 22° C, avg. temperature of the 4 warmest
months > 10° C
6 Dfc Continental subartctic or Taiga climates: climates with severe winters, latitude >
50°, avg. temperature the 3 (or fewer) warmest months > 10° C
Table 16 Koeppen-Classes characterize the Climate of a certain location.

As indicated above, the application in the ARTEMIS model requires the definition of “pat-
terns of ambient conditions”. By refering to these patterns one can get emission factors
without AC (=default) or including AC, which is specified as a particular in the tool which
|53
provides access to the emission factor data base (chapter 11.1) as well as in the emission
model (chapter 11.3). Further details about the implementation are explained in the user
guide chapter 5.6.4. For details about the approach itself see Inrets (2005e).
54|
5. COLD START EMISSION FACTORS
5.1. METHODOLOGY
As long as a vehicle does not reach its full running temperature, emissions of atmospheric
pollutants (CO, HC, NOx, PM) are elevated. In the case of cars without a three-way catalyst,
the excess emission is a result of non-optimal engine running, and the engine temperature
is the most important parameter. In the case of vehicles equipped with a three-way cata-
lyst, the catalyst temperature also needs to be taken into account.
The evolution in time of the instantaneous exhaust emission of a vehicle, for a given
pollutant, engine speed and initial engine temperature, can be split up into an initial cold-
start phase - with a decreasing emission due to the progressive increase in the engine (and
catalyst) temperature - followed by a stable phase when the normal ‘hot’ engine tempera-
ture is reached (Figure 11). The duration of the initial cold-start phase, tcold, is shown on
the x-axis in Figure 11. The cold excess emission is defined as the amount of the pollutant
emitted between the start time (t = 0) and tcoldminus the amount of pollutant which would
be emitted by the vehicle at its normal running temperature during the same time period.
The definition can also be stated in terms of distance.
COLD START EXCESS EMISSIONS

instantaneous emission of a pollutant
cold excess emission
hot emission
tcold running time
Figure 11
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | COLD START EMISSION FACTORS
|55
The general ARTEMIS model for cold-start emissions of a particular vehicle for a particular
pollutant is a function of
› ambient temperature,
› driving behaviour (represented by average speed),
› travelled distance
› and parking duration.
In the original report about cold start, three different models were developed to calculate
cold-start excess emissions from the types of information available to the user. All the pro-
posed models are for a pollutant and a vehicle type (i.e. for a given fuel type and a given
emission standard). A detailed description is given in the cold start report (Inrets 2005d) or
in the ARTEMIS final report (TRL 2007).
5.2. FLEET SEGMENTATION FOR COLD START EMISSIONS

PC
The cold start model has been developped for passenger cars. Unlike for “hot” emission
factors, the cold start emission model differentiates between the following emission con-
cepts, i.e. all size classes of a particular emission concept get the same emission factors.
The model distinguishes the following concepts, the table also indicates whether the corre-
sponding emission factors rely on measurements or whether they are “derived” by assumed
correction factors -> see menu Extras > Emission-ReductionRates (cold start emissions).
:
56|
COLD START CONCEPTS – PC
ID Concept_ColdStart EF
9 PC/petrol/Euro-0 (conv) measured
10 PC/petrol/Euro-0 (cat) measured
11 PC/petrol/Euro-1 measured
16 PC/petrol/Euro-4_DISI derived
15 PC/petrol/Euro-5 derived
18 PC/petrol/Euro-6 derived
20 PC/diese/lEuro-0 measured
21 PC/diesel/Euro-1 measured
24 PC/diesel/Euro-4 derived
Table 17
Other vehicle categories

In addition to the PC emission concepts the model also proposed (based on Inrets 2005d) to
use the same emission factors for LCV, according to the corresponding cold start emission
concept (see menu Extras > Emission-ReductionRates (cold start emissions)). For all other
vehicle categories (HDV, MC) no cold start emission factors are provided.
5.3. IMPLEMENTATION IN THE ARTEMIS MODEL

5.3.1. EXCESS EMISSIONS PER START (MODEL 1)
The implementation developed for the ARTEMIS model basically starts from the most de-
tailed level (i.e. Model 1, described in Inrets 2005d) and calculates the emissions in g/start
for a particular trip. It produces an excess emission per start (i.e. per trip) in grammes for a
given car type and pollutant, as a function of the ambient temperature T, the mean speed
during the cold period V, the travelled distance d, and the parking time t.
Ecold(p,T,V, ,t) = 20°C, 20 km/h

(p) · f(p,T,V) · h(T,(p,T,V)) · g(p,t)
Where:
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Ecold = Excess emission for a trip (g)

p = Atmospheric pollutant
T = Ambient temperature (°C)
V = Mean speed during the cold period (km/h)
(p,T,V,d) = Dimensionless distance = d/dc (p,T,V)
d = Travelled distance (km)
dc(p,T,V) = Cold distance (km) for the pollutant p
20°C,20km/h (p) = Reference excess emission (at 20°C and 20 km/h) for a trip distance
longer than the cold distance, i.e. in any case longer than 15 km (g),
for the pollutant p
f(p,T,V) = Plane function of the speed V and the temperature T, for the pollut-
ant p
h(p,) =
a(p) = Constant coefficient for the pollutant p. It corresponds to the shape

of the dimensionless excess emission.
g(p,t) = % of excess emission at 12 h of parking as a function of the parking
time t for the pollutant p
t = Parking time (h)
The model provides emission factors for the class 1 – pollutants, i.e. basically for the regu-
lated pollutants.
5.3.2. USER INPUTS

Since the model produces an excess emission per start (i.e. per trip) as a function of the
ambient temperature T, the mean speed during the cold period V, the travelled distance d,
and the parking time t, the user has to describe the characteristics of this particular trip in
terms of the influencing parameters, i.e. ambient temperature, average speed, trip length
and parking duration. Since these parameters are not independent, they have to be speci-
fied in a specific way which takes into account these dependencies. Therefore the model in
principal calculates the emissions in g/start for a typical trip
› For a specific hour of the day with a particular ambient temperature
› With a typical trip length distribution (in twenty 1-km-steps), i.e. 0-1 km, 1-2 km etc. up
until >20km,
58|
› With (possibly) varying average speed in the same distance classes11,

› With a typical parking time distribution (in 24 steps of 30 min.), i.e. 0-30 Min, 30-60 Min
etc. up until >12 hours.
These values obviously may vary from application to application, hence the user has to
specify these parameters. The model then calculates the corresponding excess emission in
g/trip (= g per start). However, since the user has specified a trip length distribution, the
average trip length is implicitly defined and hence the excess emission can also be ex-
pressed in g/km.
The user may be interested in this result for one particular trip for a specific hour.
However, most users may rather be interested in an average emission factor over a whole
day or even in a yearly average emission factor. Therefore the model provides the possibil-
ity to specify a “pattern of ambient conditions”. This basically means that the user specifies
for each of the 24 hours of a typical day
› The ambient temperature
› The variation of the traffic volume, i.e. percentage of the traffic volume in that particular
hour
› The trip length distribution for each hour
› The parking duration (distribution) for each hour
› And the driving behaviou, i.e. the speed per distance class, for each hour.
In order to create a representative yearly average, the user can construct several “daily
patterns” and aggregate them to form a “yearly pattern”. The following example shows the
implementation using Swedish data (see menu Datapool > Ambient Cond./ DrivingBehaviour
(for ColdStart, Evap., AC > Patterns of ambient conditions (for ColdStart, Evap, AC)).
11 E.g. average speed of x km/h for trips with a distance class 0-1 km, and average speed of y km/h for trips with a distance
class 1-2 km etc.
|59
EXAMPLE OF THE DEFINITION OF A “PATTERN OF AMBIENT CONDITIONS” REQUIRED FOR THE USE
OF THE COLD START MODEL
Figure 12 In this particular example a daily pattern for a spring day is defined, using a Swedish temperature distribu-
tion for the spring, using a typical variation of the traffic volume in Sweden, defining typical trip lengths and parking
time distributions as well as driving patterns for each hour (in this case always the same distributions were used). This
“daily” patterns enters the “yearly pattern” with a weight of 25%, the rest is based on three similar daily patterns for
summer, autumn and winter with different temperature distributions and – if available – with different behavioural
distributions of trip length, parking durations and driving behaviour (speed). See menu Datapool > Ambient Cond./
DrivingBehaviour (for ColdStart, Evap., AC > Patterns of ambient conditions (for ColdStart, Evap, AC).
5.4. ILLUSTRATION OF THE INPUTS NEEDED

The following figure illustrates the five inputs needed to form a “pattern of ambient condi-
tions” in order to use the cold start model of ARTEMIS, based on indicative Swedish values:
ambient temperatures and traffic activity variation (per time of day), trip length distribu-
tions and average speed (per distance class) and parking time distribution (per time class).
60|
INPUTS NEEDED TO SPECIFY A “PATTERN OF AMBIENT CONDITIONS”
Temperature distributions Variation of traffic activity over time of day
20 8%
7%
15
6%
10 5%
°C
4%
5
3%
0 2%
1%
-5
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time of day
Time of day
Spring Summer Autumn Winter
%
Trip length distribution and avr. speed per distance class Parking time distribution
25% 60 45%
40%
50
20%
35%
Avr. Speed in km/h
40 30%
% of trips
15%
% of trips
25%
30
10% 20%
20
15%
5% 10%
10
5%
0% 0
0%
0-1 Km
1-2 Km
2-3 Km
3-4 Km
4-5 Km
5-6 Km
6-7 Km
7-8 Km
8-9 Km
9-10 Km
10-11 Km
11-12 Km
12-13 Km
13-14 Km
14-15 Km
15-16 Km
16-17 Km
17-18 Km
18-19 Km
19-20 Km
>20 Km
<30 Min
30-60 Min
60-90 Min
90-120 Min
120-150 Min
150-180 Min
180-210 Min
210-240 Min
240-270 Min
270-300 Min
300-330 Min
330-360 Min
360-390 Min
390-420 Min
420-450 Min
450-480 Min
480-510 Min
510-540 Min
540-570 Min
570-600 Min
600-630 Min
630-660 Min
660-690 Min
>690 Min
trip length distribution Speed per dist-class
Figure 13 Five inputs are needed to form a “pattern of ambient conditions” in order to use the cold start model of
ARTEMIS: ambient temperatures and traffic activity variation (per time of day), trip length distributions and average
speed (per distance class) and parking time distribution (per time class). Source: Swedish data.
5.5. AGGREGATE COLD START EMISSION FACTORS (MODEL 3)

In addition to the detailed model which requests “patterns of ambient conditions”, Inrets
(2005b) suggested an aggregate model (model 3). This model is the result of calculations
made by Inrets, having applied its owon model with all its default values and transformed
the outputs into an excess emission factor in mass per travelled distance. This “model 3”
gives for a given vehicle type and an atmospheric pollutant an excess unit emission in
g/km, according to the season s, the ambient temperature T and the average speed vi. It is
a combined table for 4 seasons (winter, summer, intermediate, whole year), 8 speed ranges
(5 to 75 km/h) and 7 temperature ranges (-25 to 35°C), weighted for an average day using
a “base” variation of the traffic over the day.
|61
VARIATIONS OF THE TRAFFIC ACTIVITY OVER THE DAY
10%
9%
8%
% of daily traffic activity
7%
6%
5%
4%
3%
2%
1%
0%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Hour of day
USA Austria Belgium CH base
Figure 14 Source: Inrets 2005b
Alternative traffic activity distributions may lead to different values if applied on an hourly
basis. However, applied on a daily basis the errors seem limited (between 3 and 7% accord-
ing to Inrets 2005b).
These aggregate values in the ARTEMIS model are accessible through Menu Extras > Cold
Start (PC) - Inrets-Model-3.
5.6. SENSITIVITY OF DIFFERENT INPUT PARAMETERS

The following figure indicates that the ambient temperature influences the cold start excess
emissions in a significant way while the average speed is comparatively of limited influ-
ence.
62|
INFLUENCE OF TEMPERATURE AND AVERAGE SPEED
16
14
Mean speed
Cold unit excess emission (g/km)
12 (km/h)
0- 10
10 10 - 20
20- 30
8 30- 40
40- 50
6 50- 60
60- 70
4 70-200
2
CO2 ; year ; day ; Euro 2 D.
0
-30 -20 -10 0 10 20 30 40
Temperature (°C)
Figure 15 CO2 cold unit excess emission according to ambient temperature and average speed for Euro II petrol cars
(season: year, hour: whole day) (g/km). Source: Inrets 2005d.
|63
6. EVAPORATIVE EMISSIONS
6.1. SOURCES OF EVAPORATIVE EMISSIONS

Evaporative losses of VOCs from petrol vehicle fuel systems (tanks, injection systems and
fuel lines) occur as a result the diurnal variation in ambient temperature and the tempera-
ture changes of the vehicle fuel system which occur during normal driving. As mentioned in
chapter 2.1 three main mechanisms are considered by which petrol evaporates from vehi-
cles:
› Diurnal losses (also known as ‘tank breathing’),
› Hot-soak losses (when the engine of a warmed-up vehicle is turned off),
› Running losses (whilst a vehicle is being driven).
Evaporative emissions from motor vehicles are dependent upon four major factors:
› Vehicle and fuel system design.
› Ambient temperature and its daily variation.
› Petrol volatility - usually expressed by the empirical fuel parameter known as Reid vapour
pressure (RVP).
› Driving conditions (trip length, parking time, etc.).
6.2. FLEET SEGMENTATION FOR EVAPORATIVE EMISSIONS

The formulae used in ARTEMIS to simulate evaporative emissions were develop by WP 600
and are described in TUG et al. 2005b. The sources of the formulae are both the US-EPA
MOBILE 6 and the CORINAIR model, depending on the source of evaporation (diurnals, hot-
soak, etc.). Some of the parameters of the formulae were adapted to the results of the
measurement programme, especially for the Euro III/IV diurnal emissions. The ARTEMIS
evaporative emission model covers emissions from the vehicle categories listed in Table 18.
Evaporative emissions from diesel-fueled vehicles are considered to be negligible due to the
extremely low volatility of diesel fuel and hence ignored. Emission levels of other concepts
can be derived in relationship to the PC emissions (see menu Extras > Emission-
ReductionRates (evaporative emissions)). .
Vehicle category Emission legislation Source of data

Passenger cars Pre-Euro I Literature
Passenger cars Euro I and Euro II Literature
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | EVAPORATIVE EMISSIONS

64|
Passenger cars Euro III and Euro IV ARTEMIS measurements and litera-
ture
Passenger cars Euro I to Euro IV with failures in Literature

the evaporation control system
LCV In analogy to PC Values for PC are used
Motorcycles Derived from PC values

Table 18
6.3. IMPLEMENTATION IN THE ARTEMIS MODEL

6.3.1. THE EVAPORATIVE EMISSION MODULES
As mentioned above, the formulae used in ARTEMIS for modelling the evaporative emissions
rely on the US-EPA MOBILE 6 and the CORINAIR model. There are three submodels:
› Real-time diurnal emissions, which are a combination of diurnal and resting emissions
› Hot-soak emissions
› Running losses
In addition, the models use also failure rates to take into account a certain share of vehi-
cles with failures in the control system. Annex 6 gives the details about these models and
formulas, based on TUG et al. 2005b.
6.3.2. USER INPUTS

Evaporative emissions from motor vehicles are dependent upon similar factors as the cold
start emissions, in particular
› ambient temperature and its daily variation,
› driving conditions.
In addition, evaporative emissions are also influenced by the petrol volatility which is a
(country-specific) attribute of the fuel quality and which is expressed by the Reid vapour
pressure (RVP).
For defining the first two parameters (ambient temperature and driving conditions), the
same approach is used as for cold start. I.e. the program uses the same “pattern of ambient
conditions” already defined in the context of the cold start emissions and described there
(see chapter 5.3.2, see menu Datapool > Ambient Cond./ DrivingBehaviour (for ColdStart,
Evap., AC > Patterns of ambient conditions (for ColdStart, Evap, AC)).
For evaporative emissions the program requests in addition the specification of the fuel
quality resp. the RVP. Since this may be country specific, it has to be defined by the user

|65
(and for each “pattern of ambient conditions”). The fuel quality and the RVP has changed
and may continue to change over the years, in addition, it changes also during the year
hence it has to be specified e.g. for different seasons. The following example shows how the
RVP has been specified using Swedish empirical data (see menu Datapool > FuelQuality > FQ-
timeseries RVP)).

66|
RVP DEFINITIONS (EXAMPLE SWEDEN)
100
95
90
85
RVP in kPa
80
75
70
65
60
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
Summer Spring/Autumn Winter
Figure 16 For calculating evaporative emissions the ARTEMIS model requests the specification of the RVP (for the
years of interest). Hence the user has to specify this attribute of the fuel quality (see menu Datapool > FuelQuality >
FQ-timeseries RVP). In addition, one or several “patterns of ambient conditions” have to be defined which specify the
temperature and driving conditions for a specific case. These same patterns are used for calculating cold start emis-
sions (see chapter 5.3.2, Figure 12).

|67
7. NON-REGULATED EMISSIONS
7.1. INTRODUCTION
Since the model is designed for calculating the emissions of a full fleet, this requires emis-
sion factors for all past, present and future vehicle concepts. While the different workpack-
ages provided (more or less) these emission factors for the regulated pollutants this was
hardly the case for the non-regulated pollutants. Hence, the model distinguishes different
groups:
› N2O, NH3, CH4: Emission factors provided for all concepts (i.e. one can calculate these
emissions for a fleet)
› Pb, SO2: These pollutant depend on the fuel characteristics in a country, hence: the users
has to specify the fuel quality before they can calculate the corresponding emissions of a
fleet.
› Rest of non-regulated pollutants: For many of remaining pollutants several suggestions
were made, but there were no complete data sets available. Hence the model provides this
information but is not capable to calculate emissions for a fleet with uncomplete emission
factor information.
7.2. NON-REGULATED POLLUTANTS FOR FLEET EMISSIONS

7.2.1. N2O (NITROUS OXIDE)
The N2O-values are based on TNO-studies (TNO 2002a, TNO 2002b, TNO 2003).
Concept_NonRegulated Unit EFA_Urban EFA_Rural EFA_MW

LDV petrol conv mg/vehkm 0.00 0.00 0.00
LDV petrol Euro-0 mg/vehkm 21.00 13.00 8.00
LDV petrol Euro-4 DISI mg/vehkm 2.50 1.00 0.50
LDV diesel conv mg/vehkm 0.00 0.00 0.00
LDV diesel Euro-1 mg/vehkm 2.00 4.00 4.00
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HDV diesel Euro-0 mg/vehkm 16.20 13.60 9.40
MC-2S petrol conv mg/vehkm 1.00 1.00 1.00
MC-2S petrol EU1 mg/vehkm 1.00 1.00 1.00
Table 19 N2 O (Nitrous Oxide): emission factors in mg/vehkm (based on TNO-studies 2002a, 2002b, 2003)
7.2.2. NH3 (AMONIA)

The NH3 values (Amonia) are based on HBEFA2.1 (Infras 2004).

LDV petrol conv mg/vehkm 2.00 2.00 2.00
LDV diesel conv mg/vehkm 1.00 1.00 1.00
LDV diesel Euro-6 mg/vehkm

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Table 20 NH3 (Amonia): emission factors in mg/vehkm (based on HBEFA 2.1, Infras 2004)
7.2.3. CH4 (METHANE), NMHC

Methane is specified as a percentage of total HC-emissions. Implicitly then also NMHC (as
rest of the total HC) are defined. The following assumptions were made (based on HBEFA
2.1, due to lack of another comprehensive data source):
Hot Cold start Evaporation

LDV petrol conv 3% 11% 0%
LDV with cat. (Euro 1 ff). 8% 5% 0%
LDV/HDV Diesel 2% 2% 0%
MC 2 Stroke conv 7% 7% 0%
MC 2 Stroke with cat 22% 4% 0%
MC 4 Stroke conv 3% 11% 0%
MC 4 Stroke with cat 8% 5% 0%
Table 21 Methane as mass-% of total HC. The remaining HC are considered as NMHC (based on HBEFA 2.1, Infras 2004)
7.3. FUEL DEPENDENT POLLUTANTS

7.3.1. PB (LEAD)
The calculation of lead (Pb) and SO2 requires the specification of the fuel quality, i.e. the
lead content, in a particular country for the years of interest (see menu Datapool > Fu-
elQuality > FQ-timeseries Pb,S-content,CO2). Based on the information about the lead-
content then it is assumed that 25% of the lead is deposited in the fuel system, hence the
resulting emission is calculated as follows based on the fuel consumption:

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gPb
εPb = εFC* 0.75 * 
ρ
Where
εPb = Emission factor of lead in g/km
εFC = Fuel consumption in g/km
gPb = Lead content of petrol in g Pb/l
ρ = Density of fuel (Petrol: ~742 g/l)
Since lead basically has been elimintated in the last years, in European countries these
calculations are of importance mainly for the retrospective.
7.3.2. SO2 (SULFURE DIOXIDE)

As lead also the calculation of SO2 requires the information about the fuel qualitiy. The S-
content in a particular country has to be provided for the years of interest by the user (see
menu Datapool > FuelQuality > FQ-timeseries Pb,S-content,CO2). The emissions are then
calculated based on the fuel consumption as follows:
MSO2
εSO2 = εFC * Gs 
Ms
εSO2 = E-Faktor für SO2
εFC = Energieverbrauchsfaktor
Gs = S-content of the fuel [in Mass-%]
MSO2 = Molmass of SO2: 64 kg/kmol
Ms = Molmass of Sulfur: 32 kg/kmol
7.4. OTHER NON-REGULATED POLLUTANTS

The remaining non-regulated emission factors are provided in the model. However, they can
not be integrated in the calculations for the fleet, since the factors are not provided for all
concepts. However, they are accessible in the model with the menu Extras > Non-regulated
emission factors (N2O, NH3, Benzene, PAH, PM#...). This concerns the following pollutants:

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Pollutant Com_Pollutant Source

1,3-butadiene 1,3-butadiene 1
Acetaldehyde acetaldehyde 1
Acrolein acrolein (also called acrylaldehyde) 1
Benzene Benzene 1
benzo[a]pyrene_gaseous benzo[a]pyrene, B(a)P_gaseous 1
Ethylbenzene ethylbenzene 1
Formaldehyde formaldehyde 1
Hexane hexane 1
benz(a)antracene, benzo(b)fluoranthene, benzo(k)fluoranthene,
Sum of 6 PAH's benzo(a)pyrene, indeno(1,2,3-cd)pyrene, dibenz(a,h)anthracene 1
benzene, ethylbenzene, toluene, xylenes, n-hexane, 1,3-
Sum of priority VOCs butadiene, formaldehyde, acetaldehyde, acrolein 1
Toluene toluene 1
PM_nr_<50nm only partially available (PC), see EXTRAS 2
PM_nr_100_1000nm only partially available (PC), see EXTRAS 2
PM_nr_50_100nm only partially available (PC), see EXTRAS 2
PM_nr_total only partially available (PC), see EXTRAS 2
PM_surface_area only partially available (PC), see EXTRAS 2
Data sources: 1: VTT et al. 2005, 2: LAT 2005
Table 22 These non-regulated pollutants are available for several – but not all – vehicle concepts. Hence the model
cannot calculate fleet emissions for these pollutants. The factors are accessible in the model with the menu Extras >
Non-regulated emission factors (N2O, NH3, Benzene, PAH, PM#...).

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8. FUEL QUALITY, FUEL CONSUMPTION, CO2-EMISSIONS
8.1. FUEL CONSUMPTION ANC CO2

The model basically provides fuel consumption, CO2m (=“as measured”) and CO2 (as “ulti-
mate). The fuel consumption is calculated as follows:
FC = (12.011+1.008*rH:C)*(HC/(12.011+1.008* rH:C)+CO/28.011+CO2m/44.011)
Where
FC: fuel consumption in g/km
HC, CO and CO2m are measured values of emission factors (in g/km)
rH:C is the ratio of hydrogen to carbon atoms in the fuel. As default values for petrol 1.9 and
for diesel 2.0 is used.
The ultimate CO2 (in the model named “CO2”) is then calculated on the basis of the fuel
consumption, as follows:
CO2 = 44.011 * FC /(12.011+1.008* rH:C)
Using the default values mentioned above leads to a factor of 3.16 for petrol and to 3.155
for diesel. However, this value may change over time (and between countries). Therefore
the model let’s the user define these values. It is considered as a fuel quality, hence see
menu Datapool > FuelQuality > FQ-timeseries Pb,S-content,CO2.
8.2. FUEL CONSUMPTION – CORRECTION FACTORS

The values given in the model reflect basically the fuel consumption of the vehicle samples
measured in the labs. However, the fuel consumption of the same vehicle segments may
differ between countries, therefore the model provides the possibility to apply “fuel con-
sumption correction factors”, which will be integrated in the calculations. Default values
are 1.0. See menu Datapool > FuelConsumption > FC-Base Correction.
The option to consider also dynamic reduction factors e.g. for the fuel consumption
with yearly reduction rates (in contrast to the pollutants, where the reductions go along
with the emission concepts) has not been installed. Therefore the menu Datapool > Fuel-
Consumption > FC-Reduction Rates (timeseries) is deactivated.
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8.3. FUEL QUALITY

The fuel quality does influence the emission levels. However, for the LDV sectior no clear
conclusions were proposed on how to integrate these effects in the model (e.g. Renault
2002) , hence no corrections are provided. For HDV, Technion et al. 2003 proposed the fol-
lowing procedure which is included in the model:
The approach proposes a percentage change in emissions being applied to the basic emis-
sion factors. This approach requires a baseline fuel to be defined, from which changes could
be evaluated. Baseline fuel properties for pre-Euro I, Euro I and Euro II engines were taken
from the Worldwide Diesel Fuel Quality Surveys. Baseline fuel properties for Euro III engines
were defined based on the average quality of the corresponding fuels used in the ARTEMIS
tests. Baseline fuel properties for Euro IV and Euro V generations were estimated based on
the requirements of vehicle and engine manufacturers, as published in the latest World–
Wide Fuel Charter. The proposed baseline fuel properties are summarised in the following
table.
Cetane Cetane Poly- Total T10 T50 T95 Sulphur Oxygen
o o o
Fuel- Emission Densi- num- differ- aromatics aromatics ( C) ( C) ( C) Content content
Quality legislation ty ber ence (%) (%) (ppm) (%m)
EU0 Pre-Euro1 835 51 0 6 25 401 500 345 1500 0
EU1 Euro I 835 51 0 6 25 401 500 340 1300 0
EU2 Euro II 830 53 0 5 20 401 500 340 300 0
EU3 Euro III 830 53 0 4 20 410 509 345 40 0
EU4 Euro IV 830 55 0 2 15 410 509 340 10 0
EU5 Euro V 830 55 0 2 15 410 509 340 5 0
Table 23 Baseline fuel properties (Technion et al., 2005), see also menu Extras > FuelQuality – Definitions.
Technion et al. (2005) recommended the use of the following models:

› The EPEFE model for assessment of fuel effects on CO and PM emissions,
› The New EPA model for assessment of fuel effects on HC and NOx emissions.
The percentage changes in emissions are calculated using the following regression func-
tions:
CO = 2.24407-0.00111D+0.00007P-0.00768C-0.00087T95 (g/kWh)
HC = Exp(5.32059-0.1875CN+0.001571CN2-0.0009809T10-0.002448T50-0.1880CD+0.003507CN*CD) (g/hph)
NOx = Exp(0.50628-0.002779CD+0.002922A+1.3966G-0.0004023T50) (g/hph)
PM = (0.06959+0.00006D+0.00065P-0.00001C)*[1-0.000086(450-S)] (g/kWh)
Where
D – density, kg/m3;
G – specific gravity; $
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P – poly-aromatics content, % m;
M – mono-aromatics content, % m;
A – total aromatics content, % vol;
C – cetane number;
CN – natural cetane number;
CD – cetane difference due to additizing;
S – sulfur content, ppm;
OX – oxygen content, % m;
T10 – T10 tempera-ture, in F;
T50 – T50 temperature, in F;
T95 – T95 temperature, in C.
Implementation in the model

The implementation is as follows:
› The base emission factors are assumed to be valid for a corresponding fuel. Hence, if a
EURO2-vehicle uses "EU2"-quality fuel, then no correction factor is applied. However, if a
EURO2-vehicle uses e.g. "EU3"-quality fuel, then a correction factor is applied. This factor
corresponds to the relationship of "emission level" of the EU3-fuel to "emission level" of
the EU2-fuel (within the same vehicle family). The emission levels are determined by the
functions above. In the example above for PM (mass) the correction factor would be 0.972,
i.e. a reduction by 2.8%.
CFPM = EmLevelPM (Euro-3) / EmLevelPM (Euro-2) = 0.11717732 / 0.120534781 = 0.972
The emission levels are provided in the model (see menu Extras > FuelQuality – FQ-
Implications on Emissions (EmNiveau)).
› In order to specify which fuel quality the vehicles use, this has to be specified by the
users in the particular country for all years of interest. The following figure gives an ex-
ample for Sweden, see menu (see menu Datapool > FuelQuality > FQ-timeseries (%EU-
0,1,2,3,4)).
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FUEL QUALITIES (EXAMPLE SWEDEN, DIESEL)
100%
90%
80%
70%
60%
%
50%
40%
30%
20%
10%
0%
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
EU-0 EU-1 EU-2 EU-3 EU-4 EU-5 EU-6
Figure 17 Development of the diesel fuel type, example Sweden (see Menu Datapool > FuelQuality > FQ-timeseries
(%EU-0,1,2,3,4).
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9. ALTERNATIVE FUELS AND CONCEPTS
9.1. ALTERNATIVE FUELS AND CONCEPTS IN THE ARTEMIS MODEL

Alternative engine concepts, such as natural gas engines, have volumes of production
which are much lower than those of diesel engines, and were therefore not included in the
ARTEMIS measurement campaign. Emission factors for alternative concepts therefore had to
be estimated from the available literature or from indicative measurements. Operationally
the emission levels are considered in relationship to measured concepts.
Data resp. assumptions for the following concepts are suggested (see Details in menu
Extras > Emission-ReductionRates HOT emission …). Since individual vehicles can show
large differences in emission levels, the results have to be seen as best current indications
of the average changes to be expected. For cold start resp. evaporative emissions . No re-
duction rates can be suggested.
VehCategory Concept Emission legislation Data Source

pass. car Hybrid-petrol/el Euro-4,-5 1
pass. car LPG PreEuro … Euro-5 2
pass. car bifuel CNG/petrol Euro-2,-3,-4,-5 3
pass. car bifuel E85/petrol Euro-2,-3,-4,-5 4
LCV bifuel CNG/petrol Euro-2,-3,-4,-5 3
HGV CNG Euro-2,-3,-4 3
Coach CNG Euro-2,-3,-4,-5 3
urban bus CNG Euro-2,-3,-4,-5 3
urban bus ethanol Euro-2,-3,-4,-5 4
Table 24 Alternative concepts for which some suggested reduction rates are proposed (see menu Extras > Emission-
ReductionRates HOT emission …).
Data sources
1 Hybrids: basically ca 50% of conventional Euro4/5 (LAT 2005)
2 LPG: based on Copert III
3 CNG: based on VTT 2004, TUG 2006, Infras 2007, measurements VCA (Vehicle Certifica-
tion Agency UK)
4 based on measurements from MTC Sweden
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | ALTERNATIVE FUELS AND CONCEPTS
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10. THE FLEET MODEL
10.1. OBJECTIVE OF THE FLEET MODULE

The basic aim of the fleet model is to provide traffic data in such a way that the emissions
can be calculated (see Figure 18, example PC Austria). The fleet model produces as results
the Vehkm resp. nr of vehicles, for each vehicle category, differentiated by “subsegments”12
and by “road categories”13. The vehkm will be used for calculating “hot” emissions, while nr
of vehicles are needed for calculating evaporative (diurnal) emissions.
While most of the information about emission factors, traffic situations etc. is described
in other reports, it is only in this report where the traffic fleet and activity data resp.
model are described. Hence it goes more into details.
DESCRIPTION TRAFFIC ACTIVITY: EXAMPLE PC AUSTRIA (VEHKM), BY “SUBSEGMENTS”
80'000'000'000
70'000'000'000
60'000'000'000
50'000'000'000
40'000'000'000
30'000'000'000
20'000'000'000
10'000'000'000
-
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
PC petrol <1,4L <ECE PC petrol <1,4L ECE-15'00 PC petrol <1,4L ECE-15'01/02 PC petrol <1,4L ECE-15'03 PC petrol <1,4L ECE-15'04
PC petrol <1,4L PreEuro 3W Cat 1987-90 PC petrol <1,4L Euro-1 PC petrol <1,4L Euro-2 PC petrol <1,4L Euro-3 PC petrol <1,4L Euro-4
PC petrol 1,4-<2L <ECE PC petrol 1,4-<2L ECE-15'00 PC petrol 1,4-<2L ECE-15'01/02 PC petrol 1,4-<2L ECE-15'03 PC petrol 1,4-<2L ECE-15'04
PC petrol 1,4-<2L PreEuro 3WCat 1987-90 PC petrol 1,4-<2L Euro-1 PC petrol 1,4-<2L Euro-2 PC petrol 1,4-<2L Euro-3 PC petrol 1,4-<2L Euro-4
PC petrol >=2L <ECE PC petrol >=2L ECE-15'00 PC petrol >=2L ECE-15'01/02 PC petrol >=2L ECE-15'03 PC petrol >=2L ECE-15'04
PC petrol >=2L PreEuro 3W Cat 1987-90 PC petrol >=2L Euro-1 PC petrol >=2L Euro-2 PC petrol >=2L Euro-3 PC petrol >=2L Euro-4
PC diesel <1,4L conv PC diesel <1,4L Euro-1 PC diesel <1,4L Euro-2 PC diesel <1,4L Euro-3 PC diesel <1,4L Euro-4
PC diesel 1,4-<2L conv PC diesel 1,4-<2L Euro-1 PC diesel 1,4-<2L Euro-2 PC diesel 1,4-<2L Euro-3 PC diesel 1,4-<2L Euro-4
PC diesel >=2L conv PC diesel >=2L Euro-1 PC diesel >=2L Euro-2 PC diesel >=2L Euro-3 PC diesel >=2L Euro-4
Figure 18 The Fleet model produces the description of the traffic activity in the necessary level detail for emission
calculation. This result is produced and saved as a “traffic scenario”. Implicitly a “traffic scenario” implicitly defines
the fleet composition for any year (drawing a straight vertical line in any year shows the relative fleet composition).
In a TDS (traffic data set) therefore one can refer to an existing “traffic scenario”, and by this reference, the emis-
sion model knows which fleet composition is relevant for calculating the emissions for the different years.
12 The following definitions are used:

”Segments” are vehicle groups of the same size class and technology (example for PC segments: <1.4L, 1.4-2L,>2L for
petrol resp. diesel). ”Subsegments” are derived by splitting the “segments” further according to “emission concepts”
(e.g. EURO-1, -2, -3 etc.), see chapter 2.2.
13 The illustration shows the vehkm aggregated over all road categories (motorway/rural/urban). But the underlying raw
data are differentiated per road category.
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL| THE FLEET MODEL
78|
The model produces absolute values (vehkm, veh), but implicitly also the relative values
are provided. In fact, quite often only relative values (= fleet composition) are of interest,
e.g. if somebody wants to know the “(weighted) average emission factors” of e.g. the PC
fleet in the year X in country Y.
10.2. STRUCTURE OF THE FLEET MODEL

The ARTEMIS model and the fleet module in particular is designed in such a way that sev-
eral scenarios can be treated. This means that a user is requested to build “scenarios”, and
consequently every data set will belong to a “scenario”. In the case of fleet model, the us-
ers will have to build “traffic scenarios”.
A “traffic scenario” is a composite of three sub-scenarios:
› a “fleet composition scenario”,
› a “traffic activity scenario”,
› an “emission concept scenario”.
Each of these sub-scenarios requires specific input data:
› The “Fleet scenario” is defined as follows:
› for past years: number of vehicles and age distributions according to statistical data
e.g. of the registrations,
› for future years: the module calculates the fleet turnover, based on assumptions
about future new registrations and survival rates.
› The “Traffic activity scenario” is defined by
› mileage (km/a and vehicle)
› “split patterns” of the mileage among road categories
› age dependency of the mileage
› load patterns
› The “Emission concept scenario” is defined by
› Introduction schemes of the technical concepts (e.g. Euro-2 entered the market be-
tween 1996 and 2001, Euro-3 between 2001 and 2005 etc.).
10.3. IMPLEMENTATION PRINCIPLES

Time series, nr of years
The model is designed for the calculation of time series. Therefore one has to specify the
time range – by setting a “start year” (>=1980), a “base year“ (or reference year, i.e. the
year with the most recent statistical data), and an end year (<= 2030). If one wants to
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specify or get information for one particular year only, then it is appropriate to set “start
year” = “base year” = “end year”. See menu Settings.
Country-specific data
While many definitions and the emission factors in general do not depend on countries, all
user-specific input are country-dependent. Therefore the ARTEMIS emission model treats
each country as a separate unit. The users have to select first a particular country (e.g. in
the start screen or in menu Settings), and then add data for this selected country. It is
possible to select (and store) data from several countries in the same database. By changing
the country-selection it is possible to access these different data sets. It is also possible to
copy data from one country to another. Furthermore, the users are free to add countries.
Top down approach within the Fleet model

The fleet model expects in principle one value per vehicle category and year (e.g. nr of
passenger cars and km/a and veh in year X). The extension to segments occurs by relative
distributions or splits and not by absolute numbers (e.g. the vehicle stock contains x% small
petrol p.c., y% medium size petrol p.c. etc.). Similarly: if the overall km/veh of trucks is
e.g. 50’000 km, then the average of small trucks may be given as 70% of the average value
while bigger trucks have e.g. 140% etc.).
Road categories
The emission model and hence the fleet module distinguishes – as traditionally used by
many aggregate emission models – three road categories (motorway, rural, urban). Opera-
tionally a top down approach is used here as well: as for the differentiation by segments,
the data on the top level (e.g. the overall mileage) can be split among the road categories
by assigning relative splits or distributions (splitting the mileage by e.g. 40%/30%/30%
etc).
Datapool and Scenario building

The model distinguishes between
› a “datapool” (menu Datapool) where all independent data sets (e.g. an age distribution
which is simply a set of numbers summing for a time series from year 0 up to year N) are
saved, and
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› a “scenario building process” (menu Fleet model) for constructing fleet compositions in
the necessary level of detail.
Examples:
› “Age distributions” (or any other distribution) are in principle generic distributions but
will be saved under a specific name in the datapool.
› A “fleet scenario” describes the fleet of a country (of one or several years, of one or sev-
eral vehicle categories) and is a composite of descriptions of the vehicle stock, of shares
by segments, of corresponding age distributions etc. A fleet scenario is still an independ-
ent entity and hence is part of the “datapool”. During the “scenario building process” (=
menu Fleet model) the user selects a “fleet scenario” and calculates the vehicle turnover.
› Similarly, a “traffic activity scenario” is an independent but composite entity, describing
the mileage per vehicle (of one or several years, of one or several vehicle categories) in-
cluding additional parameters like age dependency of the mileage etc. Since it is an inde-
pendent entity it is part of the “datapool”. During the “scenario building process” (menu
Fleet model) the user selects a “traffic activity scenario”(=mileage per vehicle) and a
“fleet scenario” (vehicle stock) in order to build a composite “traffic scenario” (= vehkm
of a fleet).
The following figure illustrates the structure of the fleet model. With the menu Datapool
the user defines all inputs, while with the menu Fleet model the user defines scenarios, i.e.
assembles different inputs from the datapool.
Result (for all years from StartYear
Step 3: Merge Fleet / TrActivity /
(iii) EmissionConcept
total vehkm per subsegment and

Split the vehkm / segment into
(Scenario)
Per Segment
First define and then Select from Datapool:
vehkm / subsegments
For each Vehicle Segment: EmissionConceptGroups ("EmissionConceptGroup": =
EmissionConcepts:
▼
22 ↔
Assign an "EmissionConceptGroup"
the way how the emission concepts enter into the
up to EndYear):
market)
roadcat
Traffic Scenario (=composite of 3 subscenarios)
21 Load Patterns per RoadCat ↔ Define /Select from Datapool: Load Patterns
Per Segment
For all Years (from StartYear up to EndYear):
20 AgeDependency of Mileage per RoadCat ↔ Define /Select from Datapool: KM-Agedepend.
Result (for all years from StartYear up to EndYear):

and split up the vehkm among (i) segments and (ii) road
categories (and "balance out" potential inconsistencies)
19 Split of vehkm among RoadCat
(ii) TrafficActivityScen (km/veh and a, per segment)
total vehkm per segment and roadcat

define Activity Parameters
18 KM / veh and a (ratio between segm.)

(ii) Traffic Activity
(i) FleetScen (# of veh, per segment) and

Evap
17 Evaporation patterns ↔ Define /Select from Datapool: Evap patterns

(Scenario)
16 Avrg. trip length

behaviour Start
Driving Cold
15 Cold Start Patterns ↔ Define /Select from Datapool: Cold start patterns
▼
Per VehCat
14 Option 2: Avrg.speed (per road cat)
13 Option 1: Traffic situations (per road cat) ↔ Define /Select from Datapool: Traffic situations
Per VehCat: Split of vehkm among
12 RoadCat
Step 2: Merge
Activity
11 Per VehCat: % driven in the area (%eff)

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10 Per VehCat: KM / veh and a
9 Per Segment: Attributes
Result (for all years from StartYear to EndYear):

First Registrations
Figure 19 Overview of the ARTEMIS Fleet model

From BaseYear+1 up to
First Registrations
Step 1: Calculation of Vehicle TurnOver

8 Per Segment: Survival Probability ↔ Define /Select from Datapool: SurvivalProbabilities
EndYear:
# of veh per segment and age

7 Per Segment: AgeDistributions (of ↔ Define /Select from Datapool: AgeDistr. Of FirstReg.
FirstReg.)
6 Split of # of FirstRegistrations among
(Scenario)
Sgm
(i) Fleet
5 Per VehCat: # of FirstRegistrations
▼
define Veh Stock
4 Per Segment: Attributes

From StartYear up
to BaseYear:
Veh Stock
3 Per Segment: AgeDistribution ↔ Define /Select from Datapool: AgeDistributions

2 Split of # of Vehicles among Segments
1 Per VehCat: # of Vehicles
DATAPOOL Scenario Building

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10.4. SUB-SCENARIO 1: FLEET SCENARIO

10.4.1. LOGIC OF THE FLEET COMPOSITION MODULE
The next figure illustrates the logic of the Fleet Module, which calculates the fleet turn-
over.
FLEET MODULE: CALCULATES THE FLEET TURNOVER
Figure 20
› For the past, the model expects the number of vehicles and age distributions according to
statistical data e.g. from the vehicle registration offices. In this manner one knows for
each reference year how many vehicles of which construction years are present in the
fleet. The model works on the “segment” level, i.e. for each reference year, one has to
specify
› The total nr of vehicles (per vehicle category)
› The split among segments (in that year, per vehicle category)
› And the corresponding age distribution for each segment.
› For the future, the module calculates the “fleet turnover” (Note that this calculation of
the vehicle turnover is part of “step 1” of the fleet model, while the inputs are defined in
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the data pool). The model offers two possibilities for this (and hence expects input data
into the datapool which depend on the option selected):
› Option A1 (as depicted in Figure 20) is based on assumptions about future new regis-
trations and survival rates. More specifically : The input is
› The nr of total new registrations in a particular future year (per vehicle category)
› The split among segments in that year (per vehicle category)
› and the corresponding survival rate for each segment.
In this manner, the model knows the “inflow” to the fleet and - by the survival
rates – how many of the vehicles of year X-1 will still be in the market in the year
X. Note that the “inflow” are not necessarily new vehicles only but may be used
cars e.g. from abroad. Therefore, the new registrations have to be specified with a
particular “age distribution of new registrations”.
› Option A2 is based on assumptions about the total vehicle stock in future years. In
this case, the following inputs have to be specified:
› The total nr of vehicles in a particular future year (per vehicle category)
› The split among segments in that year (per vehicle category)
› and the corresponding survival rate for each segment.
In this version, the model knows – by the survival rates – how many of the vehi-
cles of year X-1 will still be in the market in the year X. Since the total nr of vehi-
cles for year X is given as well, the model calculates the difference as being the
“inflow”. In this version inconsistencies may arise, e.g. if the difference is nega-
tive which means that the survival rates overestimates the total nr of vehicles in
the market. Therefore there the model provides an option to ignore negative dif-
ferences for new registrations. In this case the “older” vehicles will be reduced in
order to be consistent with the given total nr of vehicles.
10.4.2. SPECIAL ATTRIBUTES - AC, PF

The emission levels may depend on particular attributes of the vehicles, in paticular AC (Air
Conditioning [PC] and Particle filters [LDV, HDV]). In order to distinguish the fleet accord-
ingly, the users have to specify the shares of vehicles equipped with these attributes. These
attributes have to be specified on the segment level and along the same lines as the basic
information on the vehicle stock resp. the new registrations:
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› For the past, the model expects (per segment) (i) the share of vehicles which are
equipped with a specific attribute (AC or PF), and (ii) the age distribution of these vehi-
cles.
› For the future, the model expects (per segment) the share of new registrations which are
equipped with a specific attribute (AC or PF). In this case the same age distribution is as-
sumed as defined for the particular segment.
› Caveat: For the description of the past, there is an interaction between the age distribu-
tion of all vehicles (of a particular segment) and the age distribution of those with an at-
tribute (e.g. Aic Conditioning), and inconsistencies may arise. Therefore it should be care-
fully checked whether the two input definitions match (see further details in the User
Guide, Chapter 6.3.2).
10.4.3. RESULT OF THE FLEET SCENARIO

Figure 21 gives an example of the result which the first element of the fleet model (i.e. the
fleet composition submodule) produces.
FLEET MODEL: EXAMPLE OF THE FLEET COMPOSITION SUBMODULE
Figure 21
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10.5. SUB-SCENARIO 2: TRAFFIC ACTIVITY SCENARIO

10.5.1. LOGIC OF THE TRAFFIC ACTIVITY MODULE
The “traffic activity scenario” defines basically the mileage (km / veh), but adds different
inputs which differentiate this mileage, e.g. by adding functions which take into accout the
age dependency of the mileage. The following figure illustrates what input parameters can
resp. have to be defined – either per vehicle category or on the segment level.
TRAFFIC ACTIVITY MODULE
Figure 22
10.5.2. INPUTS ON THE “VEHICLE CATEGORY LEVEL”

The following inputs are requested:
1. The km/a of the average vehicle per category and per year.
In addition, the user can specify whether this mileage is driven entirely in the area of
the study (Example: in smaller countries a certain percentage may be driven outside of
the country, and hence outside of the study area; in this case maybe a second (e.g. for-
eign) fleet might have to be considered).
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2. Relative split of this mileage between the 3 road categories (MW, rural, urban) per year.
3. For HGV only: a “transformation pattern”. This is a special case for trucks. In general,
the registration data refer to trucks – ignoring whether trucks are driven als rigid (solo)
or as “truck+trailers” which makes a difference for the emissions. Hence,a transforma-
tion patterns tells the model how the average mileage which is specified above and
which is associated with a set of trucks has to be split between “rigid trucks” and
“truck+trailers”. More details are given in chapter 10.5.4).
10.5.3. INPUTS ON THE “VEHICLE SEGMENT LEVEL”

Since different vehicles segments tend to have a different mileage or other characteristics,
some more inputs have to be specified.
1. Relative mileage between segments:
This allows to specify that e.g. bigger vehicles have higher mileage than smaller ones
etc. This input is taken as information and will be adjusted in the modelling process in
order to attain (as weighted average) the mileage defined on the vehicle category level.
Therefore, the result will be the same whether this input is specified as in column “KM
absolute” or as in column “KM relative” in Figure 23.
EXAMPLE FOR SPECIFYING THE RELATIVE MILEAGE BETWEEN SEGMENTS
RefYear Segment KM absolute KM relative

2000 PC petrol <1,4L 10'404 83%
2000 PC petrol 1,4-<2L 12'577 100%
2000 PC petrol >=2L 15'387 122%
2000 PC diesel <1,4L 15'966 127%
2000 PC diesel 1,4-<2L 22'256 177%
2000 PC diesel >=2L 25'580 203%
Figure 23 This examples indicates that the mileage of a Diesel PC >2L is about the double (203%) of the mileage of a
Petrol PC 1.4-2L. Note that this input is taken as relationship between the segments and will be adjusted in the model-
ling process in order to attain (as weighted average for all PC) the mileage defined on the vehicle category level. There-
fore, the result will be the same whether this input is specified as in column “KM absolute” or as in column “KM rela-
tive”.
2. Split of the mileage between the road categories (MW, rural, urban) – per segment:
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SPLIT OF THE MILEAGE AMONG ROAD CATEGORIES PER SEGMENT
RefYear Segment %MW %Rural %Urban

2000 PC petrol <1,4L 17% 45% 38%
2000 PC petrol 1,4-<2L 22% 40% 38%
2000 PC petrol >=2L 30% 38% 32%
2000 PC diesel <1,4L 20% 45% 35%
2000 PC diesel 1,4-<2L 27% 40% 33%
2000 PC diesel >=2L 33% 38% 29%
Figure 24
Balancing procedure:
The input about the mileage occurs on two levels:
› On the vehicle category level: “Km/veh and year” and “split among road categories”
› On the segment level: “relative Km/veh and year” and “split among road categories per
segment”.
This redundancy about mileage information may create inconsistencies. The model therefore
provides during the calculation process a “balancing procedure” to guarantee consistency.
The mileage information on the “vehicle category level” is taken as the more reliable infor-
mation and hence as binding. In addition, the balancing procedure requires not only the
mileage information but also data about the fleet and its split among the segments since
this determines the weights to be used. Therefore, this balancing procedure is part of the
“scenario building process” (=as part of the menu “fleet model”, step 2)
3. Age dependency of the mileage (=KM – correction as a function of the age) :

It is known that newer vehicles tend to have higher mileage than older ones. This in-
formation can be specified on per road category. If no detailed information is available
the same function may be used for all road categories.
Note that this is a relative curve indicating only the relationship of the mileage be-
tween vehicles of different vintages. The model will then calibrate the mileages in such
a way that the resulting absolute average mileage (per vehicle) will correspond to the
value specified in the section “per vehicle category”. This requires also information
about the fleet (e.g. split between segments) and hence is calculated during the “fleet
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model process”.
DEPENDENCY OF THE MILEAGE (FICTIVE EXAMPLE)
120
100
80
Index
60
40
20
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Years
Figure 25
› Note: The value for “year 0” depends on the application. If e.g. the reference point for
“new vehicles registered” is the end of the year (31.12.), then the mileage of these
vehicles in the first will be 50% of the average, hence the value might have to be set
to 50. Otherwise the relative weight of these new vehicles would be overestimated.
4. The last input is about load factors (resp. patterns), which is requested for HGV only
(not for buses nor for coaches and LDV and MC and PC). These patterns are specified as
split of the fleet among three load categories: full (100% loaded), 50% loaded and
empty (0%) loaded. In addition, this information can be specified as a function of the
age of a segment (if available).
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LOAD PATTERNS
Figure 26
10.5.4. TRANSFORMATION PATTERNS (HGV ONLY)

Often the source for the vehicle stock are registration data. This information does not dis-
tinguish whether a truck is being driven as rigid or with a trailer. Since for emissions this
may make a difference, the model allows to add this distinction by the means of “transfor-
mation patterns”. These patterns express the split of the mileage of a particular truck (ac-
cording to the registration) between “rigid” and “with trailer”. Figure 27 illustrates this.
For example, the mileage attributed to “20-26t –Trucks” will assigned to the two segments
“RigidTruck >20-26t” (40%) resp. to “TT/AT >34-40t”14 (60%).
14 =TT: Truck+Trailer, AT: Articulated truck
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HGV ONLY: TRANSFORMATION PATTERNS
RigidTruck >12-14t
RigidTruck >14-20t
RigidTruck >20-26t
RigidTruck >26-28t
RigidTruck >28-32t
RigidTruck 7,5-12t
RigidTruck <7,5t
RigidTruck >32t
TT/AT >20-28t
TT/AT >28-34t
TT/AT >34-40t
TT/AT >40-50t
TT/AT <=7,5t
RT petrol
Sum
RT petrol 100% 100.0%
RigidTruck <7,5t 90% 10% 100.0%
RigidTruck 7,5-12t 75% 25% 100.0%
RigidTruck >12-14t 40% 30% 10% 20% 100.0%
RigidTruck >14-20t 40% 10% 10% 40% 100.0%
RigidTruck >20-26t 40% 60% 100.0%
RigidTruck >26-28t 40% 60% 100.0%
RigidTruck >28-32t 50% 50% 100.0%
RigidTruck >32t 100% 100.0%
TT/AT <=7,5t 100% 100.0%
TT/AT >20-28t 100% 100.0%
TT/AT >28-34t 10% 90% 100.0%
TT/AT >34-40t 100% 100.0%
TT/AT >40-50t 100% 100.0%
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
RT petrol
RigidTruck <7,5t
RigidTruck >12-14t
RigidTruck >14-20t
RigidTruck >20-26t
RigidTruck >26-28t
RigidTruck >28-32t
RigidTruck >32t
TT/AT <=7,5t
RigidTruck 7,5-12t
TT/AT >20-28t
TT/AT >28-34t
TT/AT >34-40t
TT/AT >40-50t
RigidTruck <7,5t RigidTruck >12-14t RigidTruck >14-20t RigidTruck >20-26t

RigidTruck >26-28t RigidTruck >28-32t RigidTruck >32t RigidTruck 7,5-12t
RT petrol TT/AT <=7,5t TT/AT >20-28t TT/AT >28-34t
TT/AT >34-40t TT/AT >40-50t
Figure 27
10.6. SUB-SCENARIO 3: EMISSION CONCEPT SCENARIO

This section defines for each vehicle segment an “introduction scheme” which determines
when the different technologies and concepts enter the market (i.e. this links construction
years of the vehicles to the emission concepts). Note that the introduction can be defined
gradually, i.e. in a particular year several different emission concepts can be present in
parallel, since in general the concepts are not introduced entirely from one year to the
following year.
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DEFINITION OF THE INTRODUCTION OF DIFFERENT EMISSION CONCEPTS (EX: PC DIESEL)
Figure 28
10.7. PRODUCE TRAFFIC SCENARIOS BY A STEPWISE PROCEDURE

Approach15
A “traffic scenario” is a composite of three sub-scenarios “fleet composition scenario”,
“traffic activity scenario” and “emission concept scenario”. A traffic scenario has to be con-
structed in three steps:
› Step 1: the (fleet [composition] scenario calculates the “turnover” of vehicle fleet for a
certain time range (from a start year up to an end year)16.
› Step 2 joins fleet data (vehicle stock) and traffic activity data (km/veh and year) and
produces total mileage for the fleet (i.e. vehkm for the study ares). Here the “balancing
procedure” has to be applied in order to guarantee consistency.
› Step 3 adds the information about the introduction of emission concepts over time. This
step produces the vehkm (mileage) as well as veh (stock) information for the study area,
in absolute as well as relative terms.
Results
In this manner the basic results needed for the emission calculations are produced, i.e.
15 This section refers to Menu “Fleet Model”.

16 Note that due to operational reasons this “vehicle turnover” in step 1 has to be performed in any case, even if data for
only 1 year are specified.
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› For calculating hot emissions, the main results are: vehkm in a certain study area, dif-
ferentiated by “subsegments” (since the emission factors are specified “per subsegment”).
Since the fleet model is able to distinguish fleet resp. mileage composition by road cate-
gories, this info (vehkm per subsegment) is also differentiated “by road category”.
› For calculating evaporative emissions the fleet (vehicles) ist of interest (instead of
vehkm).
10.8. ACCESS TO THE FLEET MODEL RESULTS

The fleet model results can be accessed in several ways:
› In the Fleet model there are additional options which allow access in graphical and tabu-
lar form (see menu Fleet Model > Result veh / vehkm …):
› total vehicles and vehkm by subsegment (total or by road categories),
› total vehicles and vehkm by segment (total or by road categories),
› total vehicles and vehkm by emission concept (total or by road categories).
› In the Fleet model - Step 2 resp. Fleet model Step 3 – there are several possibilities to
evaluate the time series (e.g. vehkm/vehcat, or vehkm/segment, or vehkm/subsegment).
This allows to check the plausibility and completeness of the results produced.
10.9. SIMPLIFIED FLEET COMPOSITION

The model also provides a simplified form to define a fleet composition directly – without
going through the (tedious) steps of the fleet model, by the menu Fleet Model > Simplified
Version: Direct Definition of Fleet Composition, see Figure 29. This data set corresponds to
the output of the fleet model. The fleet model though differentiates the fleet composition
by the three road categories; with the simplified approach the same fleet composition is
used on all road categories.
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MENU “FLEET MODEL > SIMPLIFIED VERSION: DIRECT DEFINITION OF FLEET COMPOSITION”
Figure 29
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11. CALCULATION TOOLS
This chapter gives a short overview about the tools available in the model for working with
emission factors and traffic activities. More details are given in the user guide (Infras
2007b).
11.1. MENU “EMISSION FACTORS”

The Menu Emission factors allows the access to all sorts of emission factors similar to the
German-Swiss-Austrian Handbook Emission factors HEBEFA.
Calculate Emission Factors

The Menu Emission factors > Calculate EmissionFactor allows the user to specify what
he/she wants to get out of the model (Figure 30),
› The vehicle categories
› A list of pollutants (those specified for “fleet emissions”, see chapter 2.3),
› The years of interest: this requires that the user has specified a fleet composition for that
particular year
› A (user-specified) fleet composition (this refers to the “traffic scenario” specified in the
fleet model, see chapter 10). This allows to calculate weighted emission factors (e.g. for a
fleet in country X for year Y). Alternatively, the user can request “unweighted” emission
factors. Then per definition the model provides emission factors per “subsegment”.
› Type of hot emission factors: here
› either individual traffic situations can be selected, for different gradient classes,
› or aggregate traffic situations can be selected; this requires that the user has speci-
fied such “aggregate TS-Gradient-patterns” -> see menu datapool > TrafficSitua-
tion/Gradient patterns (TS-G),
› or average speeds can be specified (in 5 km/h – classes), for different gradient
classes.
› Cold start emission factors by selecting a “pattern of ambient conditions”, as specified
by the user (see chapter 5.3.2, see menu datapool > Ambient Cond./ DrivingBehaviour (for
ColdStart, Evap., AC)
› Evaporative emission factors, by selecting the type (diurnal, soak, running losses) and a
“pattern of ambient conditions” (similar as for cold start, see menu datapool > Ambient
Cond./ DrivingBehaviour (for ColdStart, Evap., AC). In addition, the RVP (Fuel quality) has
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL| CALCULATION TOOLS

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to be specified by the user (see chapter 6.3.2, see menu Datapool > FuelQuality > FQ-
timeseries RVP).
› Option PF (Diesel Particle filters): this option takes into consideration that some vehicles
are equipped with Particle filters. This option only is effective if the user has specified a
certain percentage of fleet being equipped with DPFs, see chapter 10.4.2).
› Specification of the output: the user then has to specify the level aggregation of the
output desired, i.e. if the emission factors should be provided per vehicle category, per
technology/fuel type, per emission concept or – the most detailed level – per subsegment.
In addition, the results are saved under a user-specified name.
Figure 30 Menu Emission factors > Calculate EmissionFactor
Additional options
Additional options allow to export the results, delete the files created by the user, rename
them etc (see Menu Emission factors > Export results etc.). These results are stored in the
“User-Database” (a MS-ACCESS-Database) which can be accessed by the users.

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11.2. “TRAFFIC DATA SET” AS INPUT FOR THE EMISSION MODEL

The emission model requires the specification of the traffic activity in a particular format in
order to calculate the emissions for the different emission types (hot, cold start, evapora-
tion). This format is called “traffic data set” and is represented by basically 4 tables – one
for the hot emissions (vehkm), one for the cold start (nr of starts), one for soak evapora-
tive emissions (nr of stops) and one for diurnal evaporative emissions (nr of vehicles).
The model allows applications on the aggregate level (e.g. a country or a region) and
on a linkwise level (for networks). Each level has its own definitions, hence a traffic data
set contains 2x4 tables.
The menu TrafficDataSets allows
› To specify the basic definitions for the aggregate resp. linkwise application
› To edit the different tables: menu TrafficDataSets > EDIT existing Traffic Data Set TDS
› To analyse the TDS: menu TrafficDataSets > ANALYSE existing Traffic Data Set (TDS)
› To create, rename, delete etc. the TDS with particular utilities.
In addition, a special tool allows to transform the traffic activities specified in the “fleet
model” into the appropriate for to be used as TDS for emission calculations, see Menu Traf-
ficDataSets > Transform TrafficScenario into TDS (traffic data set).
The TDS are stored in the “User-Database” (a MS-ACCESS-Database) which can be ac-
cessed by the users. Hence, the users can also create TDS directly in the User- Database.
11.3. MENU “EMISSION MODEL”

The Menu Emission Model allows to calculate the emissions for a specific case, provided that
the user has specified the input – particularly the description of the traffic activity in the
form of a TDS (traffic data set, see above). Then the Menu EmissionModel > Calculate Emis-
sions performs the calculations according to the user’s specification. A certain set of inputs
is defined by the TDS (vehicle categories, years, traffic situations or average speed, patterns
of ambient situations). In addition the user has to specify the pollutants of interest, the
type of emissions to be calculated and the format of the output (level of aggregation, name
of the result file).
The model also provides tools to analyse the result by a large number of predefined
queries (see Menu EmissionModel > Analyze results). The results are stored in the “User-
Database” (a MS-ACCESS-Database) which can be accessed directly by the users if needed.

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Figure 31 Menu EmissionModel > Calculate Emissions

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ANNEX
ANNEX 3.1: OVERVIEW OF AVAILABLE TRAFFIC SITUATIONS
The following table gives an overview of the available traffic situations resp. corresponding
emission factors. If a cell is empty, no emission factors are provided.
Remarks:
› Emission factors are not available for all vehicle categories. Note in particular the limited
availability for LCV, Coaches and Urban Buses.
› The information “RoadCat” indicates which of the three fleet compositions (ur-
ban/rural/motorway) is used to produce weighted emission factors. How fleet composi-
tions are constructed is explained in detail in chapter 10 (Fleet model).
IDTS TS: Traffic Situation Road Coach HGV LCV Motor- Pass. Urban
Cat cycle car bus
110'081 RUR/MW/80/Freeflow MW 80.4 80.4 89.0 73.9
110'082 RUR/MW/80/Heavy MW 75.0 75.0 84.0 71.9
110'083 RUR/MW/80/Satur. MW 50.2 50.2 58.6 31.3
110'084 RUR/MW/80/St+Go MW 7.6 7.6 16.0 23.0
110'092 RUR/MW/90/Heavy MW 75.0 89.0 71.9
110'093 RUR/MW/90/Satur. MW 50.2 69.4 31.3
110'094 RUR/MW/90/St+Go MW 7.6 7.6 16.0 23.0
110'102 RUR/MW/100/Heavy MW 75.0 99.0 73.8
110'103 RUR/MW/100/Satur. MW 50.2 78.7 31.3
110'104 RUR/MW/100/St+Go MW 7.6 7.6 16.0 25.5
110'111 RUR/MW/110/Freeflow MW 103.0 86.3 111.6 119.0 99.9
110'112 RUR/MW/110/Heavy MW 80.0 109.0 90.2
110'113 RUR/MW/110/Satur. MW 50.2 78.7 31.3
110'114 RUR/MW/110/St+Go MW 7.6 7.6 16.0 25.5
110'122 RUR/MW/120/Heavy MW 80.0 118.9 90.2
110'123 RUR/MW/120/Satur. MW 50.2 78.7 31.3
110'124 RUR/MW/120/St+Go MW 7.6 7.6 16.0 25.5
110'132 RUR/MW/130/Heavy MW 80.0 125.7 90.2
110'133 RUR/MW/130/Satur. MW 50.2 78.7 31.3
110'134 RUR/MW/130/St+Go MW 7.6 7.6 16.0 25.5
110'141 RUR/MW/>130/Freeflow MW 103.0 86.3 130.0 132.0
110'142 RUR/MW/>130/Heavy MW 80.0 125.7 90.2
110'143 RUR/MW/>130/Satur. MW 50.2 78.7 31.3
110'144 RUR/MW/>130/St+Go MW 7.6 7.6 16.0 25.5
112'091 RUR/Semi-MW/90/Freeflow MW 80.4 86.6 99.0 94.6
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL| ANNEX

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Cat cycle car bus
112'092 RUR/Semi-MW/90/Heavy MW 75.0 89.0 87.2
112'093 RUR/Semi-MW/90/Satur. MW 50.2 69.4 70.7
112'094 RUR/Semi-MW/90/St+Go MW 7.6 7.6 16.0 23.0
112'111 RUR/Semi-MW/110/Freeflow MW 103.0 86.3 102.9 119.0 110.3
112'112 RUR/Semi-MW/110/Heavy MW 80.0 109.0 101.4
112'113 RUR/Semi-MW/110/Satur. MW 50.2 78.7 70.7
112'114 RUR/Semi-MW/110/St+Go MW 7.6 7.6 16.0 25.5
120'061 RUR/Trunk/60/Freeflow Rural 55.8 55.8 66.3 62.8 55.8
120'062 RUR/Trunk/60/Heavy Rural 47.7 47.7 57.3 51.1 47.7
120'063 RUR/Trunk/60/Satur. Rural 30.3 30.3 39.1 29.6 30.3
120'064 RUR/Trunk/60/St+Go Rural 7.6 7.6 16.0 23.0 7.6
120'091 RUR/Trunk/90/Freeflow Rural 75.1 97.4 79.9 75.1
120'092 RUR/Trunk/90/Heavy Rural 66.3 83.9 71.9 66.3
120'093 RUR/Trunk/90/Satur. Rural 46.4 68.2 31.3 46.4
120'101 RUR/Trunk/100/Freeflow Rural 75.1 107.4 93.7 75.1
130'051 RUR/Distr/50/Freeflow Rural 40.2 40.2 48.0 51.6 48.7 40.2
130'052 RUR/Distr/50/Heavy Rural 32.6 32.6 46.0 38.0 32.6
130'053 RUR/Distr/50/Satur. Rural 26.6 26.6 36.7 24.4 26.6
130'054 RUR/Distr/50/St+Go Rural 7.6 7.6 14.7 13.2 7.6
130'061 RUR/Distr/60/Freeflow Rural 48.1 48.1 61.6 53.4 48.1
130'071 RUR/Distr/70/Freeflow Rural 58.7 58.7 67.5 71.6 68.0 58.7

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Cat cycle car bus
130'092 RUR/Distr/90/Heavy Rural 66.2 85.9 71.9 66.2
130'093 RUR/Distr/90/Satur. Rural 38.6 60.9 31.3 38.6
130'101 RUR/Distr/100/Freeflow Rural 70.2 101.6 93.7 70.2
130'102 RUR/Distr/100/Heavy Rural 66.2 95.9 73.8 66.2
130'103 RUR/Distr/100/Satur. Rural 38.6 70.9 31.3 38.6
131'051 RUR/Distr-sin./50/Freeflow Rural 34.2 34.2 45.4 38.0 34.2
131'052 RUR/Distr-sin./50/Heavy Rural 29.6 29.6 39.7 38.0 29.6
131'053 RUR/Distr-sin./50/Satur. Rural 20.0 20.0 30.6 24.4 20.0
131'054 RUR/Distr-sin./50/St+Go Rural 7.6 7.6 14.7 13.2 7.6
131'091 RUR/Distr-sin./90/Freeflow Rural 64.7 85.4 65.4 64.7
131'092 RUR/Distr-sin./90/Heavy Rural 60.0 89.5 65.4 60.0
131'093 RUR/Distr-sin./90/Satur. Rural 34.4 56.8 31.3 34.4
131'101 RUR/Distr-sin./100/Freeflow Rural 64.7 95.4 73.8 64.7
131'102 RUR/Distr-sin./100/Heavy Rural 60.0 99.5 73.8 60.0
131'103 RUR/Distr-sin./100/Satur. Rural 34.4 66.8 31.3 34.4
140'051 RUR/Local/50/Freeflow Urban 34.2 34.2 51.6 39.9 34.2
140'052 RUR/Local/50/Heavy Urban 31.2 31.2 46.0 38.0 31.2
140'053 RUR/Local/50/Satur. Urban 21.9 21.9 36.7 20.2 21.9
140'054 RUR/Local/50/St+Go Urban 7.6 7.6 14.7 13.2 7.6

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Cat cycle car bus
140'071 RUR/Local/70/Freeflow Urban 56.0 56.0 67.5 71.6 63.6 56.0
141'051 RUR/Local-sin./50/Freeflow Urban 30.2 30.2 39.1 45.4 38.0 30.2
141'052 RUR/Local-sin./50/Heavy Urban 27.3 27.3 39.7 38.0 27.3
141'053 RUR/Local-sin./50/Satur. Urban 21.5 21.5 30.6 20.2 21.5
141'054 RUR/Local-sin./50/St+Go Urban 7.6 7.6 14.7 13.2 7.6
141'061 RUR/Local-sin./60/Freeflow Urban 39.9 39.9 55.4 40.4 39.9
141'071 RUR/Local-sin./70/Freeflow Urban 48.8 48.8 60.6 65.4 49.5 48.8
141'081 RUR/Local-sin./80/Freeflow Urban 58.7 58.7 75.4 64.9 58.7
150'031 RUR/Access/30/Freeflow Urban 26.2 26.2 42.0 20.2 26.2
150'032 RUR/Access/30/Heavy Urban 20.0 20.0 34.4 20.2 20.0
150'033 RUR/Access/30/Satur. Urban 20.0 20.0 23.9 12.6 16.6
150'034 RUR/Access/30/St+Go Urban 7.6 7.6 16.0 11.0 7.6
210'081 URB/MW-Nat./80/Freeflow MW 74.7 74.7 86.2 73.9
210'082 URB/MW-Nat./80/Heavy MW 66.3 66.3 76.5 71.9
210'083 URB/MW-Nat./80/Satur. MW 44.6 44.6 58.6 31.3

102|
Cat cycle car bus
210'084 URB/MW-Nat./80/St+Go MW 7.6 7.6 14.7 23.0
210'093 URB/MW-Nat./90/Satur. MW 44.6 66.0 69.4 31.3
210'094 URB/MW-Nat./90/St+Go MW 7.6 7.6 14.7 23.0
210'101 URB/MW-Nat./100/Freeflow MW 74.7 106.2 93.7
210'102 URB/MW-Nat./100/Heavy MW 66.3 96.5 73.8
210'103 URB/MW-Nat./100/Satur. MW 44.6 78.7 31.3
210'104 URB/MW-Nat./100/St+Go MW 7.6 7.6 14.7 25.5
210'114 URB/MW-Nat./110/St+Go MW 7.6 7.6 14.7 25.5
210'124 URB/MW-Nat./120/St+Go MW 7.6 7.6 14.7 25.5
210'134 URB/MW-Nat./130/St+Go MW 7.6 7.6 14.7 25.5
211'061 URB/MW-City/60/Freeflow MW 54.1 54.1 62.6 68.8 62.8
211'062 URB/MW-City/60/Heavy MW 48.7 48.7 64.4 51.1
211'063 URB/MW-City/60/Satur. MW 31.0 31.0 50.3 29.6
211'064 URB/MW-City/60/St+Go MW 7.6 7.6 14.7 23.0
211'071 URB/MW-City/70/Freeflow MW 66.1 66.1 66.0 83.3 63.6
211'072 URB/MW-City/70/Heavy MW 59.8 59.8 62.6 74.3 49.5
211'073 URB/MW-City/70/Satur. MW 31.0 31.0 48.0 50.3 31.3
211'081 URB/MW-City/80/Freeflow MW 80.4 74.7 86.2 73.9
211'083 URB/MW-City/80/Satur. MW 50.2 44.6 58.6 31.3
211'091 URB/MW-City/90/Freeflow MW 74.7 96.2 75.5
211'093 URB/MW-City/90/Satur. MW 44.6 69.4 31.3
211'101 URB/MW-City/100/Freeflow MW 74.7 106.2 93.7
211'102 URB/MW-City/100/Heavy MW 66.3 96.5 73.8
211'111 URB/MW-City/110/Freeflow MW 98.3 74.7 116.2 99.9

|103
Cat cycle car bus
211'112 URB/MW-City/110/Heavy MW 66.3 106.5 90.2
220'071 URB/Trunk-Nat./70/Freeflow Rural 56.0 56.0 68.8 63.6 56.0
220'072 URB/Trunk-Nat./70/Heavy Rural 50.0 50.0 64.4 49.5 50.0
220'073 URB/Trunk-Nat./70/Satur. Rural 21.9 21.9 50.3 31.3 21.9
220'074 URB/Trunk-Nat./70/St+Go Rural 7.6 7.6 14.7 23.0 7.6
220'081 URB/Trunk-Nat./80/Freeflow Rural 64.7 64.7 83.3 73.9 64.7
220'082 URB/Trunk-Nat./80/Heavy Rural 60.2 60.2 74.3 64.9 60.2
220'083 URB/Trunk-Nat./80/Satur. Rural 35.0 35.0 50.3 31.3 35.0
220'091 URB/Trunk-Nat./90/Freeflow Rural 64.7 94.3 75.5 64.7
220'092 URB/Trunk-Nat./90/Heavy Rural 60.2 84.0 64.9 60.2
220'093 URB/Trunk-Nat./90/Satur. Rural 35.0 60.1 31.3 35.0
220'114 URB/Trunk-Nat./110/St+Go Rural 7.6 16.0 25.5 7.6
221'051 URB/Trunk-City/50/Freeflow Rural 35.0 35.0 55.3 44.1 35.0
221'052 URB/Trunk-City/50/Heavy Rural 28.9 28.9 47.1 36.1 28.9
221'053 URB/Trunk-City/50/Satur. Rural 17.2 17.2 31.8 17.2 17.2
221'054 URB/Trunk-City/50/St+Go Rural 7.6 7.6 16.0 13.2 7.6
221'062 URB/Trunk-City/60/Heavy Rural 41.1 41.1 55.9 51.1 41.1
221'063 URB/Trunk-City/60/Satur. Rural 21.9 21.9 34.6 29.6 21.9
221'072 URB/Trunk-City/70/Heavy Rural 50.0 65.6 49.5 50.0
221'073 URB/Trunk-City/70/Satur. Rural 21.9 41.9 31.3 21.9
221'081 URB/Trunk-City/80/Freeflow Rural 64.7 83.3 73.9 64.7

104|
Cat cycle car bus
230'051 URB/Distr/50/Freeflow Rural 33.0 33.0 39.1 45.8 44.5 33.0
230'052 URB/Distr/50/Heavy Rural 25.8 25.8 37.5 38.0 25.8
230'053 URB/Distr/50/Satur. Rural 17.2 17.2 23.9 28.5 24.4 17.2
230'054 URB/Distr/50/St+Go Rural 7.6 7.6 16.0 13.2 7.6
230'061 URB/Distr/60/Freeflow Rural 39.8 39.8 55.3 53.4 39.8
230'063 URB/Distr/60/Satur. Rural 21.9 21.9 31.8 27.5 21.9
230'071 URB/Distr/70/Freeflow Rural 48.1 48.1 58.4 64.9 63.6 48.1
230'072 URB/Distr/70/Heavy Rural 45.0 45.0 48.0 55.9 49.5 45.0
230'073 URB/Distr/70/Satur. Rural 21.9 21.9 28.0 34.6 31.3 21.9
230'081 URB/Distr/80/Freeflow Rural 58.7 58.7 74.6 73.9 58.7
230'083 URB/Distr/80/Satur. Rural 26.5 26.5 41.9 31.3 26.5
240'051 URB/Local/50/Freeflow Urban 29.9 29.9 39.1 44.8 39.9 29.9
240'052 URB/Local/50/Heavy Urban 21.8 21.8 37.5 38.0 21.8
240'053 URB/Local/50/Satur. Urban 16.6 16.6 23.9 20.2 16.6
240'054 URB/Local/50/St+Go Urban 7.6 7.6 16.0 13.2 7.6
240'061 URB/Local/60/Freeflow Urban 41.7 41.7 55.3 53.4 39.8
240'062 URB/Local/60/Heavy Urban 38.7 38.7 47.1 40.4 36.2
240'063 URB/Local/60/Satur. Urban 25.5 25.5 31.8 27.5 21.9
240'064 URB/Local/60/St+Go Urban 7.6 7.6 16.0 19.2 7.6
250'031 URB/Access/30/Freeflow Urban 26.2 26.2 18.6 35.4 20.2 26.2
250'032 URB/Access/30/Heavy Urban 20.0 20.0 27.7 20.2 20.0
250'033 URB/Access/30/Satur. Urban 20.0 20.0 23.9 12.6 16.6
250'034 URB/Access/30/St+Go Urban 7.6 7.6 16.0 11.0 7.6
250'041 URB/Access/40/Freeflow Urban 32.4 32.4 42.0 33.2 32.4
250'051 URB/Access/50/Freeflow Urban 38.6 38.6 19.9 48.6 37.3 38.6
101 URBAN Avg (PC, MC only) Urban 44.8 16.9
102 RURAL Avg (PC, MC only) Rural 91.1 122.6
103 MOTORWAY Avg (PC, MC only) Rural 128.7 58.0
104 EUROPEAN Avg (PC only) Rural 75.0

|105

106|
ANNEX 3.2 ILLUSTRATIVE PHOTOGRAPHS

Source: Inrets 2006a
- RURAL 1: NATIONAL / REGIONAL MOTORWAY
Motorway (2x3)
Motorway (2x4) (can

be also Urban
5a:National / re-
gional motorway in
an urban area,
strategic network)

|107
- RURAL 2: NATIONAL / REGIONAL TRUNK ROAD
2x1 A-road
2x2 trunk road
- RURAL 3: DISTRIBUTOR, INTER-VILLAGE ROAD
Rural minor road

(2x1)

108|
- RURAL 4: LOCAL COLLECTOR, THROUGH-VILLAGE ROAD

-
(2x1) road
- RURAL 5: ACCESS ROAD
Rural minor road

(1x1)

|109
- URBAN 1A: NATIONAL / REGIONAL MOTORWAY IN AN URBAN AREA (STRA-

TEGIC NETWORK)
Speed limit:
110 to 130 km/h
2*3 lanes
Grade separated
junctions,
Grade separated
road ways ,
Street lighting,
Capacity around
2000 vehicles per
lane per hour.
Speed limit:
110 to 130 km/h
2*2 lanes
Grade separated
junctions,
Grade separated
road ways
No lighting
Capacity around
1800 vehicles per
lane per hour
Motorway (2x4) (can

be also Rural
5:National / regional
motorway in an
urban area, strategic
network)

110|
- URBAN 2A: NATIONAL/REGIONAL TRUNK ROAD (STRATEGIC NETWORK)
N74, Belgium

|111
- URBAN 1B: URBAN MOTORWAY (CITY SCALE NETWORK)
Speed limit:
90 to 110 km/h
2*5 lanes (left)
2*2 lanes (right)
Grade separated
junctions,
Grade separated
road ways with trees
Street lighting
Capacity around
1800 vehicles per
lane per hour
4a (could be also 5a
National / regional
motorway through
an urban area)
(Rural/urban) mo-
torway (2x2 with bus
lane) - It is a motor-
way M6 in the ap-
proach of London

112|
- URBAN 2B: CITY TRUNKROAD, PRIMARY ROAD, MAJOR ARTERIAL (CITY

SCALE)
Speed limit:
90 to 110 km/h
2*2 lanes
Junction not grade-
separated,
Grade-separated
road ways
Street lighting
Capacity around
1500 vehicles per
lane per hour
4b – trunk road
4b urban trunk road,

major arterial
(Left: could be also

an Urban 3 road
category)
Other illustrations

|113
- URBAN 3: DISTRICT DISTRIBUTOR, INTER-DISTRICT ROAD
Speed limit:
50 km/h
2*2 lanes (left)
2*1 lanes (right)
Grade separated
road ways
Sidewalks
Parking area on
road side
Capacity around 800
vehicles per lane per
hour
Speed limit:
50 to 70 km/h
2*2 lanes
Sidewalk
Grade separated
road ways (right)
No parking
Capacity around
1000 vehicles per
lane per hour
Speed limit:
50 km/h
1*2 lanes in one way
Sidewalks
Parking area on
road side
Specific cycles lane
Bus lane
Capacity around 800
vehicles per lane per
hour

114|
- URBAN 3: DISTRICT DISTRIBUTOR, INTER-DISTRICT ROAD (CONT.)
Other illustrations

|115
- URBAN 4: LOCAL COLLECTOR
Speed limit:
30 to 50 km/h
Capacity maximum
600 vehicles per
hour
One way road
Parking area on
road side
Sidewalks
Speed limit:
50 km/h
Capacity maximum
in vehicles per hour:
- Left: 800
- Right: 2000
2*1 lanes
Parking area on
road side
Sidewalks
Speed limit:
50 km/h
Capacity maximum
1600 vehicles per
hour
2*1 lanes (road
ways separated with
a mark)
Parking on road side
Sidewalks
With traffic calming

116|
- URBAN 4: LOCAL COLLECTOR (CONT.)
in fact a trunk road

(A-road)
Other illustrations

|117
- URBAN 5: ACCESS ROAD
Speed limit:
30 km/h
Capacity around 300
vehicles per hour
One way road
Parking on road side
Sidewalks
Speed limit 50 km/h

Capacity around 700
vehicles per hour
2*1 lanes
- Left: No parking
area, sidewalks,
cycles on a specific
lane
- Middle: Parking on
road side,, side-
walks
- Right: No marks,
parking on road
side
Residential roads
(2x1)
With traffic calming

118|
- URBAN 5: ACCESS ROAD (CONT.)
Others illustrations

|119
ANNEX 4.1: CADC: COMMON ARTEMIS DRIVING CYCLES (PC)
ARTEMIS CYCLES
Figure 32 Time – Speed Curves for the common ARTEMIS driving cycles (CADC). See Table 25 for the assignment of
RTPs.

120|
CHARACTERISATION OF RTP’S (PART I)
ID_RTP ID_cycle Cycle_Name mean max mean mean running stop # stops # acc. RPA
speed speed decc. acc. speed duration
[km/h] [km/h] [m/s2] [m/s2] [km/h] [s] [-] [-] [m/s2]
1 10010302 Artemis.urban_1 15.5 48.1 -0.55 0.58 20.6 59 5 16 0.249
2 10010602 Artemis.urban_4 11.9 38.9 -0.62 0.63 13.1 12 3 13 0.345
3 10010502 Artemis.urban_3 8.8 45.0 -0.81 0.81 19.3 133 6 8 0.429
4 10010702 Artemis.urban_5 21.8 42.9 -0.67 0.65 23.1 7 2 9 0.281
5 10010402 Artemis.urban_2 31.8 57.3 -0.86 0.62 33.8 12 2 14 0.294
6 10020502 Artemis.rural_3 43.1 68.3 -0.37 0.36 44.0 4 1 17 0.133
7 12040501 Handbook.R4_II 7.1 126.9 -0.17 0.16 7.1 1 1 135 0.048
8 10020702 Artemis.rural_5 87.6 104.4 -0.23 0.16 87.5 0 0 5 0.044
9 10020402 Artemis.rural_2 65.9 83.8 -0.28 0.25 65.9 0 0 12 0.092
10 10020602 Artemis.rural_4 78.5 111.1 -0.48 0.45 78.6 0 0 12 0.238
11 10020302 Artemis.rural_1 49.8 75.5 -0.52 0.54 52.1 10 2 24 0.233
12 10030502 Artemis.motorway_150_3 125.2 147.9 -0.10 0.16 125.4 0 0 40 0.086
15 11030001 EMPA.BAB 117.5 160.9 -0.12 0.13 117.5 0 0 27 0.071
Table 25 Characterisation of the cycles considered within each RTP. Note that RTPs 12 and 15 consist of two subcycles.
CHARACTERISATION OF RTP’S (PART II)
ID_RTP ID_cycle Cycle_Name mean max mean mean running stop # stops # acc. RPA
speed speed decc. acc. speed duration
[km/h] [km/h] [m/s2] [m/s2] [km/h] [s] [-] [-] [m/s2]
7 12040501 Handbook.R4_II 7.09 126.91 -0.1689 0.162 7.13 1 1 135 0.048
3 10010502 Artemis.urban_3 8.75 44.98 -0.812 0.812 19.33 133 6 8 0.429
2 10010602 Artemis.urban_4 11.85 38.94 -0.623 0.6345 13.08 12 3 13 0.345
1 10010302 Artemis.urban_1 15.48 48.1 -0.549 0.5755 20.63 59 5 16 0.249
4 10010702 Artemis.urban_5 21.75 42.87 -0.6703 0.646 23.14 7 2 9 0.281
5 10010402 Artemis.urban_2 31.79 57.32 -0.8585 0.6228 33.84 12 2 14 0.294
6 10020502 Artemis.rural_3 43.06 68.25 -0.3748 0.3581 44.03 4 1 17 0.133
11 10020302 Artemis.rural_1 49.8 75.51 -0.5204 0.5421 52.1 10 2 24 0.233
9 10020402 Artemis.rural_2 65.92 83.84 -0.2827 0.2532 65.89 0 0 12 0.092
10 10020602 Artemis.rural_4 78.47 111.09 -0.4824 0.4499 78.61 0 0 12 0.238
8 10020702 Artemis.rural_5 87.59 104.41 -0.228 0.1553 87.46 0 0 5 0.044
15 11030001 EMPA.BAB 117.45 160.9 -0.1185 0.125 117.48 0 0 27 0.071
Table 26 Same as Table 25 but sorted by the mean speed.

|121
ANNEX 4.2: RELATIONSHIPS DRIVING PATTERNS / REFERENCE TEST PATTERNS (PC)
12-RTP-b12
10-RTP-10
11-RTP-11
13-RTP-13
14-RTP-14
15-RTP-15
01-RTP-1
02-RTP-2
03-RTP-3
04-RTP-4
05-RTP-5
06-RTP-6
07-RTP-7
08-RTP-8
09-RTP-9
DP
urban5a-SL130-Free.def.INRETS.110000-110001 0.32 0.68
urban5a-SL110-Free.def.INRETS.01011 0.17 0.12 0.72
urban5a-SL110-Heavy.def.INRETS.00111 0.52 0.48
urban5a-SL110-Stop-go.def.INRETS.01000 0.25 0.37 0.38
urban4a-SL100-Free.def.TNO.FordM.L81863-82222 0.55 0.21 0.11 0.13
urban4a-SL100-Heavy.def.TNO.FordM.L51349-51438 0.23 0.5 0.27
urban4a-SL90-Free.def.INRETS.10101-10110 0.47 0.53
urban4a-SL80-Heavy.def.TNO.P307.L72665-72809.FordM.L567-746 1
urban4b-SL80-Free.def.OSCAR.Hels.Link01.2033.2032 0.64 0.14 0.22
urban4b-SL80-Heavy.def.TNO.FordM.L81563-81862 0.14 0.86
urban4b-SL80-Stop-go.def.OSCAR.Hels.LinkH01.2015 0.22 0.78
urban4b-SL60-Free.def.OSCAR.Ath.LinkA02_2.3140-3137-3139 1
urban4b-SL60-Heavy.def.OSCAR.Ath.LinkA02_2.3125 0.25 0.75
urban4b-SL60-Saturated.def.OSCAR.Ath.LinkA02_2.3108-3110 0.47 0.53
urban4b-SL60-Stop-go.def.OSCAR.Hels.LinkH02.2077 0.18 0.82
urban4b-SL50-Free.def.OSCAR.Mad.LinkM26toM30.4183 1
urban4b-SL50-Heavy.def.OSCAR.Mad.LinkM21toM25.4172-4178 0.15 0.66 0.2
urban4b-SL50-Saturated.def.OSCAR.Mad.LinkM11toM14.4089 0.38 0.35 0.28
urban4b-SL50-Stop-go.def.OSCAR.Mad.LinkM31toM41.4221-4099-4186 0.44 0.11 0.45
urban3-SL70-Free.def.OSCAR.Hels.LinkH04.2204 0.7 0.3
urban3-SL70-Heavy.def.TNO.FordM.L83120-83369-OSCAR.Hels.LinkH04.2194 0.19 0.82
urban3-SL70-Saturated.def.OSCAR.Hels.LinkH04.2176-2162 0.51 0.49
urban3-SL70-Stop-go.def.OSCAR.Hels.LinkH03.2135 0.29 0.71
urban3-SL60-Free.def.OSCAR.Lond.LinkL02.1057 0.26 0.74

122|
12-RTP-b12
10-RTP-10
11-RTP-11
13-RTP-13
14-RTP-14
15-RTP-15
01-RTP-1
02-RTP-2
03-RTP-3
04-RTP-4
05-RTP-5
06-RTP-6
07-RTP-7
08-RTP-8
09-RTP-9
DP
urban3-SL60-Heavy.def.OSCAR.Lond.LinkL02.1050 0.37 0.64
urban3-SL60-Saturated.def.OSCAR.Lond.LinkL02.1068-1031-1059 0.33 0.68
urban3-SL60-Stop-go.def.OSCAR.Lond.LinkL02.1062 0.89 0.11
urban3-SL50-Free.def.OSCAR.Hels.LinkH06.2314-2313 0.26 0.74
urban3-SL50-Heavy.def.OSCAR.Hels.LinkH06.2311-2310 0.32 0.68
urban3-SL50-Saturated.def.OSCAR.Hels.LinkH06.2324-2304 0.45 0.17 0.38
urban2-SL50-Free.def.OSCAR.Ath.LinkA01_2.3058-3056 0.79 0.21
urban2-SL50-Stop-go.def.OSCAR.Ath.LinkA01_1.3024-3022-3021 0.27 0.73
urban1-SL50-Free.def.INRETS.110110-TNO.FordM.L123582-123657 0.26 0.55 0.19
urban1-SL50-Stop-go.def.TNO.FordM.L70485-70844-L164259-165038 0.82 0.18
urban1-SL40-Free.def.OSCAR.Hels.LinkH07.2333-2354-2355-2344 0.44 0.57
urban1-SL30-Free.def.TNO.FordM.L97001-97843 0.43 0.57
urban1-SL30-Stop-go.def.INRETS.110010 0.57 0.43
rural5-SL130-Free.def.INRETS.00000-00001 1
rural4-SL90-Free.def.INRETS.00011-00100 0.75 0.25
rural4-SL90-H-Free.def.INRETS.N89.00110-00101 0.6 0.4
rural4-SL70-Free.def.INRETS.N7-1010-70 1
rural3-SL90-M-Free.def.INRETS.Bourgoisans-D.100111.90C 1
rural3-SL70-M-Free.def.INRETS.Bourgoisans-D.100111.70C 0.2 0.8
rural3-SL50-Free.def.INRETS.N7-1010-50 1
urban2-SL50-Saturated.def.TNO.FordM.L54589-54888 0.88 0.12
urban1-SL50-Saturated.def.INRETS.101001 1
urban1-SL40-Saturated.def.OSCAR.Hels.LinkH08.2398-2433.LinkH07.2352 0.25 0.75
urban1-SL30-Saturated.def.INRETS.101101 0.25 0.75

|123
12-RTP-b12
10-RTP-10
11-RTP-11
13-RTP-13
14-RTP-14
15-RTP-15
01-RTP-1
02-RTP-2
03-RTP-3
04-RTP-4
05-RTP-5
06-RTP-6
07-RTP-7
08-RTP-8
09-RTP-9
DP
rural4-SL90-H-Free.sup.INRETS.N89-M.00101 0.34 0.66
rural4-SL90-H-Free.sup.INRETS.N89-D.00110 0.25 0.75
rural3-SL90-M-Free.sup.INRETS.2alps-M.100001 0.42 0.58
rural3-SL90-M-Free.sup.INRETS.2alps-D.100010 0.39 0.61
rural3-SL90-M-Free.sup.INRETS.Bourgoisans-D.100111 1
rural3-SL90-M-Free.sup.INRETS.Bourgoisans-M.100011 0.17 0.83
rural3-SL90-70-50-M-Free.sup.INRETS.LaGrave2.100110 0.18 0.82
rural3-SL90-70-50-M-Free.C.INRETS.LaGrave2_M.100110 0.78 0.22
rural3-SL90-70-50-M-Free.C.INRETS.LaGrave2_D.100110 0.42 0.58
rural3-SL90-70-50-M-Free.G.INRETS.LaGrave1-2.100101-100110 0.13 0.87
rural3-SL90-M-Free.def.INRETS.2alps.M.100001-D.100010 0.4 0.6
rural3-SL90-M-Free.C.INRETS.Bourgoisans-M.100011.90 1
rural3-SL70-M-Free.C.INRETS.Bourgoisans-M.100011.70 0.26 0.74
rural3-SL90-M-Free.def.INRETS.Bourgoisans-D.100111-M.100011 1
rural3-SL90-M-Free.C.INRETS.LaGrave2.100110.90 0.75 0.25
rural3-SL70-M-Free.C.INRETS.LaGrave2.100110.70 0.2 0.57 0.23
rural5s-SL110-Heavy.Sit_1.TS_Gavle_E4_Set1.xls 0.11 0.11 0.79
rural5s-SL110-Saturated.Sit_2.TS_Gavle_E4_Set1.xls 0.18 0.19 0.27 0.37
rural5s-SL110-Sat06.Sit_3.TS_Gavle_E4_Set1.xls 0.22 0.78
rural5s-SL110-Sat05.Sit_4.TS_Gavle_E4_Set1.xls 1
rural5s-SL110-Free2.Sit_1.TS_Gavle_E4_Set3_freeflow.xls 1
rural5s-SL110-Sat03.Sit_2.TS_Gavle_E4_Set3_freeflow.xls 0.16 0.84
rural5s-SL110-Sat02.Sit_3.TS_Gavle_E4_Set3_freeflow.xls 0.15 0.85
rural5s-SL110-Free.Sit_4.TS_Gavle_E4_Set3_freeflow.xls 1
rural5s-SL90-Heavy.Sit_1.TS_Vasteras_E18_Set2.xls 0.84 0.16
rural5s-SL90-Sat09.Sit_2.TS_Vasteras_E18_Set2.xls 1

124|
12-RTP-b12
10-RTP-10
11-RTP-11
13-RTP-13
14-RTP-14
15-RTP-15
01-RTP-1
02-RTP-2
03-RTP-3
04-RTP-4
05-RTP-5
06-RTP-6
07-RTP-7
08-RTP-8
09-RTP-9
DP
rural5s-SL90-Saturated.Sit_3.TS_Vasteras_E18_Set2.xls 0.68 0.32
rural5s-SL90-Sat04.Sit_1.TS_Vasteras_E18_Set4_mflow.xls 1
rural5s-SL90-Free2.Sit_2.TS_Vasteras_E18_Set4_mflow.xls 1
rural5s-SL90-Sat06.Sit_3.TS_Vasteras_E18_Set4_mflow.xls 0.8 0.2
rural5s-SL90-Free.Sit_4.TS_Vasteras_E18_Set4_mflow.xls 1
rural5s-SL90-Sat04.Sit_5.TS_Vasteras_E18_Set4_mflow.xls 1
rural5s-SL90-Free3.Sit_6.TS_Vasteras_E18_Set4_mflow.xls 0.27 0.73
rural5-SL999-Free.TS170.golf4_2.bin.045 1
rural5-SL999-Free.TS150.a1002_2.bin.026 1
rural5-SL999-Free.TS180.a1003_3.bin.019 1
TS_Artemis.urban_incl_start 1
TS_Artemis.urban 1
TS_Artemis.urban_1 0.83 0.18
TS_Artemis.urban_2 1
TS_Artemis.rural_incl_pre_post 1
TS_Artemis.road 1
TS_Artemis.road_1 1
TS_Artemis.road_2 1
TS_Artemis.road_3 1
TS_Artemis.road_4 1

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12-RTP-b12
10-RTP-10
11-RTP-11
13-RTP-13
14-RTP-14
15-RTP-15
01-RTP-1
02-RTP-2
03-RTP-3
04-RTP-4
05-RTP-5
06-RTP-6
07-RTP-7
08-RTP-8
09-RTP-9
DP
TS_Artemis.road_5 1
TS_Artemis.mw_150_incl_pre_post 0.39 0.29 0.32
TS_Artemis.motorway 0.66 0.34
TS_Artemis.motorway_1 1
TS_Artemis.mw_130_incl_pre_post 0.67 0.33
TS_Artemis.motorway130 1
TS_Artemis.motorway130_3 0.86 0.14
TS_Artemis.motorway130_4 0.15 0.39 0.19 0.27
TS_Artemis.URM150 0.38 0.31 0.31
TS_Artemis.URM130 0.38 0.31 0.32

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ANNEX 4.3: HOT EMISSION FACTORS PC – TS-APPROACH - MODEL 1
The following sections explain how the emission factors for the different concepts were
derived. This is an excerpt from INFRAS 2006 and refers to the “model 1”:
Emission Factors for Euro-2, Euro-3; Petrol and Diesel

› Input:
› Measurements of CADC subcycles, EMPA BAB, Handbook.R4_II for Euro-2 and Euro-3
petrol and diesel vehicles
› Correction factors for harmonization of measurements
› Output:
› EF (RTP, Euro-2, measured)
The emission factors for Euro-2 and Euro-3 petrol and diesel passenger cars were derived
from measurements on the subcycle level of CADC. Tests driven with other than standard
settings for fan, dyno and fuel or with ambient temperature below 10º C were excluded
from the analysis. The measured emission data were corrected for
› Emission degradation due to mileage (WP3123)
› Gearshift behaviour (WP3142)
› Influence of ambient temperature (WP3151)
› Influence of ambient humidity (WP3153).
Applying these correction factors we derived the so-called “harmonized” data base.
For emission factors per RTP, the suggestions of Inrets (2006a) have been applied. How-
ever, the present approach tried to stick with the same vehicle sample for all RTPs and thus
only CADC subcycles have been used instead of integrating data measured with other cycles
(exceptions: EMPA BAB and Handbook.R4_II ≈ “stop and go”). Each RTP is assigned to a
measured subcycle. The emission factor per RTP is then derived from the average of meas-
ured emission of the vehicle sample. If a vehicle was measured more than once for the same
subcycle, the average emission per vehicle and subcycle is calculated first, in order to give
not too much weight to one single vehicle of the sample (one data point per vehicle and
RTP). No further weighting has been applied since the vehicle sample is consistent for all
RTPs (with few exceptions: EMPA BAB and Handbook.R4_II).

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The resulting emission factors per RTP and the influence of the above mentioned cor-
rections for mileage degradation (normalized to 50’000 km), gearshift behaviour, ambient
temperature and humidity are rather small. The influence of the emission degradation due
to mileage is the most pronounced correction to the emission factors.
The emission factors per RTP are not only a function of speed but also depend on other
characteristics of the respective subcycles. The observed jumps can be partly explained on
the basis of kinematic parameters: the emission factors generally increase for higher dy-
namics, e.g., higher relative positive acceleration (Infras 2006). However, part of the jumps
may be attributed to the fact that most of the ARTEMIS subcycles do not end at the same
speed as they start, i.e. that they include a resulting acceleration or deceleration.
Emission Factors for ECE, ECE15/00-04, ucat; Petrol and Conventional Diesel
› Input:
› EF (ARTEMIS, Average Speed Approach, Euro-2)
› EF (COPERT III, Average Speed Approach, old concepts)
› Output:
› EF (RTP, old concepts, derived)
› Transformation:
CF (RTP, P) = EF (COPERT III, P, old concepts, v=v(RTP)) / EF (Average Speed Approach, P, Euro-2,
v=v(RTP))
EF (RTP, P, old concept, derived) = EF (RTP, P, Euro-2, measured) * CF (RTP, P)
There were no CADC measurements available for petrol ECE, ECE15/00-04, UCat and diesel
conventional vehicles. Instead of substituting driving cycles in the above analysis (which
would increase the uncertainty due to sampling and measuring), the emission factors for
these old concepts were derived from the measured emission factors for Euro-2 and correc-
tion factors (CF). These CFs were calculated as a ratio of the emission factors of Euro-2 ve-
hicles from the ARTEMIS Average Speed Approach and the emission factors of old concept
vehicles from the COPERT III Average Speed Approach. There is a specific set of CFs for each
pollutant (P) and for each RTP due to the speed-dependences of the emission factors from
the ARTEMIS Average Speed Approach and COPERT III.
Emission Factors for Pre-Euro 3Wcat; Petrol

› Input:

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› EF (HBefa2.1, TS, pre-Euro 3WCat)
› Output:
› EF (RTP, pre-Euro 3WCat, derived)
› Transformation:
CF (RTP, P) = EF (HBefa2.1, P, pre-Euro 3WCat, v=v(RTP)) / EF (ARTEMIS Average Speed Approach, P,
Euro-2, v=v(RTP))
EF (RTP, P, pre-Euro 3WCat, derived) = EF (RTP, P, Euro-2, measured) * CF (RTP, P)
For the pre-Euro 3WCat emission standard, only vehicles with registration year from 1987 to
1990 were considered. There were no CADC measurements available for this vehicle cate-
gory, nor does COPERT III provide emission factors. Therefore the EF from HBefa2.1 have
been used.
HBefa provides emission factors per traffic situation. A fit of a polynomial function
through these data plotted against the mean speed of the traffic situations was used as a
proxy “speed function” of the HBefa-data. The CF for this vehicle category was then derived
in a similar way as described above. Again, there’s a specific set of CFs for each pollutant
and RTP.
Emission Factors for Euro-1; Petrol and Diesel

› Input:
› Output:
› EF (RTP, Euro-1, derived)
› Transformation:
CF (RTP, P) = EF (ARTEMIS Average Speed Approach, P, Euro-1, v=v(RTP)) / EF (ARTEMIS Average Speed
Approach, P, Euro-2, v=v(RTP))
EF (RTP, P, Euro-1, derived) = EF (RTP, P, Euro-2, measured) * CF (RTP, P)
There were no CADC measurements available for Euro-1 vehicles. The emission factors for
Euro-1 petrol and diesel vehicles were derived on the basis of the measured EFs per RTP for
Euro-2 vehicles and a correction factor. These CFs were derived from the ratio of the EFs for

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Euro-1 and Euro-2 vehicles from the ARTEMIS Average Speed Approach. There’s a specific
set of CFs for each pollutant and RTP.
Emission Factors for Euro-4; Petrol

› Input:
› Output:
› Transformation:
CF (RTP, P) = EF (ARTEMIS Average Speed Approach, P, Euro-4, v=v(RTP)) / EF (ARTEMIS Average Speed
Approach, P, Euro-3, v=v(RTP))
EF (RTP, P, Euro-4, derived) = EF (RTP, P, Euro-3, measured) * CF (RTP, P)
Since there were only few CADC measurements available for Euro-4 petrol vehicles, the re-
spective emission factors were derived on the basis of the measured EFs per RTP for Euro-3
vehicles and a correction factor being the ratio of the EFs for Euro-4 and Euro-3 vehicles
from the ARTEMIS Average Speed Approach. The ARTEMIS Average Speed Approach for pet-
rol Euro-4 vehicles is based on measurements, even though the vehicle sample was rather
small. There’s a specific set of CFs for each pollutant and RTP. However, the speed depend-
ence of the CFs is only limited, since only the mean speeds of urban/rural/highway were
considered.
Emission Factors for Euro-5; Petrol

› Input:
› Output:
› Transformation:
EF (RTP, Euro-5, derived) = EF (RTP, Euro-4, derived)
It was assumed that most probably no changes from Euro-4 to Euro-5 emission standards for
petrol vehicles will occur. Thus, the emission factors of petrol Euro-5 vehicles are set equal
to those for petrol Euro-4 vehicles.

130|
Emission Factors for Euro-4, Euro-5; Diesel

› Input:
› CF (LAT)
› Output:
› Transformation:
CF (RTP, P, Euro-4) = constant
CF (RTP, P, Euro-5) = constant
EF (RTP, P, Euro-4, derived) = EF (RTP, P, Euro-3, measured) * CF (RTP, P, Euro-4)
EF (RTP, P, Euro-5, derived) = EF (RTP, P, Euro-3, measured) * CF (RTP, P, Euro-5)
LAT provided speed-independent correction factors for CO-, HC-, NOx- and PM-emissions of
Euro-4 and Euro-5 diesel vehicles (on the basis of Euro-3 diesel). These CFs have been ap-
plied as such to the EF’s per RTP of Euro-3 diesel vehicles. Since no suggestions were made
concerning the fuel consumption and the CO2–emission factors, the according CFs were set
to 1.
Access to the “base emission factors”

For passenger cars the base emission factors are defined per RTP. The Menu Extras > Emis-
sion-Factors LDV Hot - TS-Approach: EF per RTP (Inputs) provides access to these emission
factors.

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ANNEX 4.4: HOT EMISSION FACTORS PC – TS-APPROACH - MODEL 2

Derivation of the “base emission factors” – Model 2
See Inrets 2007.
Access to the “base emission factors”

For passenger cars the base emission factors are defined per RTP. The Menu Extras > Emis-
sion-Factors LDV Hot - TS-Approach: EF per RTP (Inputs) provides access to these emission
factors.

132|
ANNEX 4.5: HOT EMISSION FACTORS PC – AVERAGE SPEED APPROACH – MODEL 1

Petrol cars (Source: LAT 2005)
Emission Engine capac- 2
Pollutant Equation R a b c d e f
Standard ity
Euro I All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.87 11.15320657 0.128685358 -0.101503184 -0.000946631 0.000676883
Euro II All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.97 60.5256484 3.499185561 0.152041368 -0.025212142 -0.000168436
CO
Euro III All capacities y=(a+cx)/(1+bx+dx^2) 0.97 71.70537699 35.40666116 11.44056269 -0.248305435
Euro IV All capacities y=(a+cx)/(1+bx+dx^2) 0.93 0.136241403 -0.014097785 -0.000890931 4.98989E-05
Euro I All capacities y=(a+cx)/(1+bx+dx^2) 0.82 1.349382393 0.177893263 -0.006773162 -0.001272345
Euro II All capacities y=(a+cx)/(1+bx+dx^2) 0.95 4108199.712 1659966.156 -14511.33287 -10274.30718
HC
Euro III All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.88 0.055738489 0.036523691 -0.001102637 -0.000187725 1.25168E-05
Euro IV All capacities y=a+cx+ex^2 0.10 0.011794753 -3.47291E-05 8.83984E-07
Euro I All capacities y=a+cx+ex^2 0.86 0.524738843 -0.010032005 9.3607E-05
Euro II All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.52 0.283553945 -0.023390896 -0.008689173 0.000443086 0.000114496
NOx
Euro III All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.80 0.092949654 -0.012205513 -0.001490763 3.97074E-05 6.52593E-06
Euro IV All capacities y=a+cx+ex^2 0.71 0.106315088 -0.001583401 7.09522E-06
<1.4 y=(a+cx)/(1+bx+dx^2) 0.99 190.507552 0.12906099 1.168450492 -0.000723245
Euro I 1.4-2.0 y=(a+cx)/(1+bx+dx^2) 0.98 199.4956409 0.089245234 0.346249391 -0.00053801
>2.0 y=(a+cx)/(1+bx+dx^2) 0.93 230.0493812 0.069360039 -0.042598666 -0.000446338
<1.4 y=(a+cx+ex^2)/(1+bx+dx^2) 0.99 207.5258849 0.106724999 -0.565372973 -0.000500018 0.014269811
Euro II 1.4-2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.98 346.7895261 0.216777874 2.725507153 -0.000910501 0.004281619
>2.0 y=(a+cx)/(1+bx+dx^2) 0.98 1539.083363 0.869030335 19.07516558 -0.003625444
FC
<1.4 y=(a+cx+ex^2)/(1+bx+dx^2) 0.99 169.5677149 0.092836318 0.418324779 -0.000451903 0.004986675
Euro III 1.4-2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.99 217.0507554 0.095972866 0.253496927 -0.000421365 0.009651816
>2.0 y=(a+cx)/(1+bx+dx^2) 0.99 253.2315995 0.090248921 0.501611867 -0.000468596
<1.4 y=(a+cx+ex^2)/(1+bx+dx^2) 0.95 136.2596257 0.026010686 -1.6475393 0.000227505 0.031222313
Euro IV 1.4-2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.96 173.7871418 0.068499485 0.364000835 -0.000246809 0.008739103
>2.0 y=(a+cx)/(1+bx+dx^2) 0.98 285.0309931 0.072817643 -0.137181957 -0.000416216

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Diesel cars (Source: LAT 2005)

Emission Engine capac- 2
Pollutant Equation R a b c d e f
Standard ity
Euro I All capacities y=a+cx+ex^2 0.94 0.995787107 -0.018772272 0.000108897
CO Euro II All capacities y=a+cx+ex^2 0.91 0.899711748 -0.017417942 8.77264E-05
Euro III All capacities y=a+cx+ex^2+f/x 0.95 0.168637914 -0.002924642 1.24692E-05 1.095523771
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.93 0.142282293 0.013776793 -0.002007015 -1.89805E-05 1.14818E-05
Euro I
>2.0 y=a+cx+ex^2 0.978 0.159093324 -0.002460623 1.2138E-05
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.99 0.161234564 0.074607063 -0.001206231 -0.000335154 3.6292E-06
HC Euro II
>2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.98 50057.71156 38026.82833 8033.150994 1150.215685 -26.61240156
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.99 0.096521338 0.103000188 -0.000238314 -7.23554E-05 1.93331E-06
Euro III
>2.0 y=a+cx+ex^2 0.54 0.09124181 -0.001682045 8.93739E-06
Euro I All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.96 3.095607924 0.141192269 -0.006175676 -0.000503115 0.000421523
NOx Euro II All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.94 2.398097386 0.076699891 -0.011576236 -0.000499938 0.000119971
Euro III All capacities y=(a+cx+ex^2)/(1+bx+dx^2) 0.92 2.816405992 0.198187904 0.066873591 -0.001431755 -0.000463021
Euro I All capacities y=a+cx+ex^2 0.70 0.113797282 -0.00232673 2.2605E-05
PM Euro II All capacities y=a+cx+ex^2 0.71 0.086648957 -0.001421038 1.05592E-05
Euro III All capacities y=a+cx+ex^2 0.81 0.051499481 -0.000880012 8.11743E-06
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.98 144.6558266 0.067270936 -0.187518726 -0.000316808 0.009469874
Euro I
>2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.96 194.8899162 0.071928682 0.18722555 -0.000332188 0.009988524
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.97 142.2433943 0.049847679 -0.651010459 -0.000169078 0.013231348
FC Euro II
>2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.96 194.8899162 0.071928682 0.18722555 -0.000332188 0.009988524
<2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.95 161.9413328 0.122981533 2.183647639 -0.000775895 -0.012779891
Euro III
>2.0 y=(a+cx+ex^2)/(1+bx+dx^2) 0.96 194.8899162 0.071928682 0.18722555 -0.000332188 0.009988524

134|
ANNEX 4.6: HOT EMISSION FACTORS PC – AVERAGE SPEED APPROACH –

MODEL 2
See Annex 21 in Inrets, Emission factor modelling and database for light vehicles (Artemis deliver-
able 3), Report n° LTE 0523, Updated version August 2007

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ANNEX 4.7: HOT EMISSION FACTORS LCV – TS-APPROACH

LCV Model 1
List of driving patterns of HBEFA 2.1 used for constructing emission factors LCV for a lim-
ited set of relevant traffic situations in the ARTEMIS model (LCV model 1).
VehCat IDTS TS IDDP DP weight v

LCV 110'091 RUR/MW/90/Freeflow 35 A4 1 86.6
LCV 110'111 RUR/MW/110/Freeflow 35 A4 0.0825 86.6
LCV 110'111 RUR/MW/110/Freeflow 39 AE2 0.3036 111.9
LCV 110'111 RUR/MW/110/Freeflow 38 AE1 0.5314 117.8
LCV 110'111 RUR/MW/110/Freeflow 34 A3 0.0825 95.3
LCV 112'091 RUR/Semi-MW/90/Freeflow 35 A4 1 86.6
LCV 112'111 RUR/Semi-MW/110/Freeflow 34 A3 0.25 95.3
LCV 112'111 RUR/Semi-MW/110/Freeflow 35 A4 0.25 86.6
LCV 112'111 RUR/Semi-MW/110/Freeflow 38 AE1 0.25 117.8
LCV 112'111 RUR/Semi-MW/110/Freeflow 39 AE2 0.25 111.9
LCV 120'111 RUR/Trunk/110/Freeflow 35 A4 0.25 86.6
LCV 120'111 RUR/Trunk/110/Freeflow 34 A3 0.25 95.3
LCV 120'111 RUR/Trunk/110/Freeflow 39 AE2 0.25 111.9
LCV 120'111 RUR/Trunk/110/Freeflow 38 AE1 0.25 117.8
LCV 130'051 RUR/Distr/50/Freeflow 73 D7 0.15 58.4
LCV 130'091 RUR/Distr/90/Freeflow 76 D10 1 76.7
LCV 140'071 RUR/Local/70/Freeflow 73 D7 0.5 58.4
LCV 140'071 RUR/Local/70/Freeflow 76 D10 0.5 76.7
LCV 141'051 RUR/Local-sin./50/Freeflow 69 D3 0.5 32
LCV 141'051 RUR/Local-sin./50/Freeflow 71 D5 0.5 46.2
LCV 141'071 RUR/Local-sin./70/Freeflow 72 D6 1 60.6
LCV 210'091 URB/MW-Nat./90/Freeflow 35 A4 1 86.6
LCV 210'092 URB/MW-Nat./90/Heavy 36 A5 0.5 75.8
LCV 210'093 URB/MW-Nat./90/Satur. 51 LE2s 1 66
LCV 210'111 URB/MW-Nat./110/Freeflow 34 A3 0.0825 95.3
LCV 210'111 URB/MW-Nat./110/Freeflow 35 A4 0.0825 86.6
LCV 210'111 URB/MW-Nat./110/Freeflow 38 AE1 0.5314 117.8
LCV 210'111 URB/MW-Nat./110/Freeflow 39 AE2 0.3036 111.9
LCV 210'112 URB/MW-Nat./110/Heavy 38 AE1 0.25 117.8
LCV 210'112 URB/MW-Nat./110/Heavy 39 AE2 0.25 111.9
LCV 211'061 URB/MW-City/60/Freeflow 52 LE2u 1 62.6

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LCV 211'071 URB/MW-City/70/Freeflow 51 LE2s 1 66

LCV 211'072 URB/MW-City/70/Heavy 52 LE2u 1 62.6
LCV 211'073 URB/MW-City/70/Satur. 71 D5 0.85 46.2
LCV 211'073 URB/MW-City/70/Satur. 73 D7 0.15 58.4
LCV 221'071 URB/Trunk-City/70/Freeflow 71 D5 0.5 46.2
LCV 221'071 URB/Trunk-City/70/Freeflow 69 D3 0.5 32
LCV 221'091 URB/Trunk-City/90/Freeflow 73 D7 1 58.4
LCV 230'051 URB/Distr/50/Freeflow 69 D3 0.5 32
LCV 230'051 URB/Distr/50/Freeflow 71 D5 0.5 46.2
LCV 230'053 URB/Distr/50/Satur. 69 D3 0.33 32
LCV 230'053 URB/Distr/50/Satur. 68 D2 0.67 19.9
LCV 230'071 URB/Distr/70/Freeflow 73 D7 1 58.4
LCV 230'072 URB/Distr/70/Heavy 73 D7 0.15 58.4
LCV 230'072 URB/Distr/70/Heavy 71 D5 0.85 46.2
LCV 230'073 URB/Distr/70/Satur. 68 D2 0.33 19.9
LCV 230'073 URB/Distr/70/Satur. 69 D3 0.67 32
LCV 240'051 URB/Local/50/Freeflow 69 D3 0.5 32
LCV 240'051 URB/Local/50/Freeflow 71 D5 0.5 46.2
LCV 250'031 URB/Access/30/Freeflow 67 D1 1 18.6
LCV 250'051 URB/Access/50/Freeflow 68 D2 1 19.9
LCV Model 2
The emission factors are derived per RTP for LCV from the average speed functions (Inrets
2007). Then the emisison factors per driving pattern resp. TS are calculated using the same
conversion sets as for PC.
Access to the “base emission factors” LCV

The base emission factors are defined per RTP. The Menu Extras > Emission-Factors LDV Hot
- TS-Approach: EF per RTP (Inputs) provides access to these emission factors. Note that for
LCV the RTP and DP are equivalent for Model 1. For Model 2 the same conversions were used
as for PC.

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ANNEX 4.8: HOT EMISSION FACTORS LCV – AVERAGE SPEED APPROACH

LCV Model 1
Derived from TS (HBEFA 2.1). Those emission factors were derived with an assumed load factor of 30%.
Functions:
Type Function
101 y=a + b*x + c*x^2 + d*x^3 + e*x^4
102 y=a + b*x + c*x^2 + d*x^3 + e*x^4 + f*x^5 + g*x^6
Pollutant IDSubSegment Subsegment function A B C D E

HC 212'100 LCV petrol M+N1-I Conv <1981 101 4.247E+00 -9.617E-02 9.120E-04 -3.000E-06 0.000E+00
HC 212'101 LCV petrol M+N1-I Conv >1981 101 4.926E+00 -1.339E-01 1.453E-03 -5.000E-06 0.000E+00
HC 212'111 LCV petrol M+N1-I 3WCat 1987-1990 101 1.009E+00 -2.668E-02 1.730E-04 0.000E+00 0.000E+00
HC 212'110 LCV petrol M+N1-I Euro-1 101 1.647E-01 -2.959E-03 1.900E-05 0.000E+00 0.000E+00
HC 212'120 LCV petrol M+N1-I Euro-2 101 2.080E-01 -7.631E-03 1.370E-04 -1.000E-06 0.000E+00
HC 212'130 LCV petrol M+N1-I Euro-3 101 1.388E-02 -3.420E-04 3.000E-06 0.000E+00 0.000E+00
HC 212'200 LCV petrol N1-II Conv <1981 101 8.433E+00 -2.271E-01 3.246E-03 -2.500E-05 0.000E+00
HC 212'201 LCV petrol N1-II Conv >1981 101 9.467E+00 -4.614E-01 9.785E-03 -9.200E-05 0.000E+00
HC 212'211 LCV petrol N1-II 3WCat 1987-1990 101 7.657E-01 -4.395E-02 1.115E-03 -1.200E-05 0.000E+00
HC 212'210 LCV petrol N1-II Euro-1 101 7.657E-01 -4.395E-02 1.115E-03 -1.200E-05 0.000E+00
HC 212'220 LCV petrol N1-II Euro-2 101 2.089E-01 -4.672E-03 2.900E-05 0.000E+00 0.000E+00
HC 212'300 LCV petrol N1-III Conv <1981 101 8.113E+00 -1.830E-01 1.669E-03 -5.000E-06 0.000E+00
HC 212'301 LCV petrol N1-III Conv >1981 101 9.467E+00 -4.614E-01 9.785E-03 -9.200E-05 0.000E+00
HC 212'311 LCV petrol N1-III 3WCat 1987-1990 101 1.049E+00 -4.017E-02 5.250E-04 -2.000E-06 0.000E+00
HC 212'310 LCV petrol N1-III Euro-1 101 1.049E+00 -4.017E-02 5.250E-04 -2.000E-06 0.000E+00
HC 212'320 LCV petrol N1-III Euro-2 101 6.059E-01 -2.972E-02 6.780E-04 -7.000E-06 0.000E+00
HC 222'100 LCV diesel M+N1-I conv< 1986 101 9.575E-01 -1.935E-02 1.190E-04 0.000E+00 0.000E+00
HC 222'111 LCV diesel M+N1-I XXIII 101 1.901E-01 -5.013E-03 5.500E-05 0.000E+00 0.000E+00
HC 222'110 LCV diesel M+N1-I Euro-1 101 1.901E-01 -5.013E-03 5.500E-05 0.000E+00 0.000E+00

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HC 222'120 LCV diesel M+N1-I Euro-2 101 1.568E-01 -3.826E-03 2.400E-05 0.000E+00 0.000E+00
HC 222'200 LCV diesel N1-II conv< 1986 101 1.957E+00 -5.197E-02 5.360E-04 -2.000E-06 0.000E+00
HC 222'211 LCV diesel N1-II XXIII 101 5.397E-01 -2.042E-02 3.450E-04 -3.000E-06 0.000E+00
HC 222'210 LCV diesel N1-II Euro-1 101 5.397E-01 -2.042E-02 3.450E-04 -3.000E-06 0.000E+00
HC 222'300 LCV diesel N1-III conv< 1986 101 3.261E+00 -7.329E-02 6.110E-04 -2.000E-06 0.000E+00
HC 222'311 LCV diesel N1-III XXIII 101 3.793E-01 -1.100E-02 1.260E-04 -1.000E-06 0.000E+00
HC 222'310 LCV diesel N1-III Euro-1 101 3.793E-01 -1.100E-02 1.260E-04 -1.000E-06 0.000E+00
CO 212'100 LCV petrol M+N1-I Conv <1981 101 2.607E+01 -5.442E-01 3.511E-03 0.000E+00 0.000E+00
CO 212'101 LCV petrol M+N1-I Conv >1981 101 2.393E+01 -4.929E-01 3.263E-03 0.000E+00 0.000E+00
CO 212'111 LCV petrol M+N1-I 3WCat 1987-1990 101 7.560E+00 -1.985E-01 1.399E-03 0.000E+00 0.000E+00
CO 212'110 LCV petrol M+N1-I Euro-1 101 3.635E+00 -8.374E-02 5.850E-04 0.000E+00 0.000E+00
CO 212'120 LCV petrol M+N1-I Euro-2 101 1.205E+00 -1.877E-02 1.270E-04 0.000E+00 0.000E+00
CO 212'130 LCV petrol M+N1-I Euro-3 101 8.189E-01 -2.295E-02 2.140E-04 0.000E+00 0.000E+00
CO 212'200 LCV petrol N1-II Conv <1981 101 7.433E+01 -1.436E+00 1.007E-02 0.000E+00 0.000E+00
CO 212'201 LCV petrol N1-II Conv >1981 101 4.197E+01 -1.183E+00 1.031E-02 0.000E+00 0.000E+00
CO 212'211 LCV petrol N1-II 3WCat 1987-1990 101 1.524E+01 -9.998E-01 2.610E-02 -2.920E-04 1.000E-06
CO 212'210 LCV petrol N1-II Euro-1 101 1.524E+01 -9.998E-01 2.610E-02 -2.920E-04 1.000E-06
CO 212'220 LCV petrol N1-II Euro-2 101 1.489E+00 3.583E-02 -1.222E-03 7.000E-06 0.000E+00
CO 212'300 LCV petrol N1-III Conv <1981 101 9.305E+01 -1.913E+00 1.332E-02 0.000E+00 0.000E+00
CO 212'301 LCV petrol N1-III Conv >1981 101 4.197E+01 -1.183E+00 1.031E-02 0.000E+00 0.000E+00
CO 212'311 LCV petrol N1-III 3WCat 1987-1990 101 9.897E+00 -1.828E-01 1.650E-03 0.000E+00 0.000E+00
CO 212'310 LCV petrol N1-III Euro-1 101 9.897E+00 -1.828E-01 1.650E-03 0.000E+00 0.000E+00
CO 212'320 LCV petrol N1-III Euro-2 101 8.478E+00 -3.430E-01 6.405E-03 -5.600E-05 0.000E+00
CO 222'100 LCV diesel M+N1-I conv< 1986 101 3.315E+00 -8.127E-02 9.130E-04 -5.000E-06 0.000E+00
CO 222'111 LCV diesel M+N1-I XXIII 101 1.271E+00 -2.488E-02 1.450E-04 0.000E+00 0.000E+00
CO 222'110 LCV diesel M+N1-I Euro-1 101 1.271E+00 -2.488E-02 1.450E-04 0.000E+00 0.000E+00
CO 222'120 LCV diesel M+N1-I Euro-2 101 2.390E+00 -2.047E-01 5.973E-03 -6.800E-05 0.000E+00
CO 222'200 LCV diesel N1-II conv< 1986 101 5.043E+00 -1.930E-01 4.094E-03 -3.800E-05 0.000E+00

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CO 222'211 LCV diesel N1-II XXIII 101 3.282E+00 -1.587E-01 3.317E-03 -3.100E-05 0.000E+00
CO 222'210 LCV diesel N1-II Euro-1 101 3.282E+00 -1.587E-01 3.317E-03 -3.100E-05 0.000E+00
CO 222'300 LCV diesel N1-III conv< 1986 101 5.228E+00 -8.223E-02 4.710E-04 0.000E+00 0.000E+00
CO 222'311 LCV diesel N1-III XXIII 101 2.680E+00 -6.271E-02 4.980E-04 -1.000E-06 0.000E+00
CO 222'310 LCV diesel N1-III Euro-1 101 2.680E+00 -6.271E-02 4.980E-04 -1.000E-06 0.000E+00
NOx 212'100 LCV petrol M+N1-I Conv <1981 101 2.483E+00 -2.765E-02 3.590E-04 0.000E+00 0.000E+00
NOx 212'101 LCV petrol M+N1-I Conv >1981 101 2.063E+00 -1.632E-02 2.640E-04 0.000E+00 0.000E+00
NOx 212'111 LCV petrol M+N1-I 3WCat 1987-1990 101 2.042E-01 5.754E-03 -1.380E-04 1.000E-06 0.000E+00
NOx 212'110 LCV petrol M+N1-I Euro-1 101 4.427E-01 -7.488E-03 7.100E-05 0.000E+00 0.000E+00
NOx 212'120 LCV petrol M+N1-I Euro-2 101 1.610E-01 -2.327E-03 1.600E-05 0.000E+00 0.000E+00
NOx 212'130 LCV petrol M+N1-I Euro-3 101 4.052E-02 -1.460E-04 -1.000E-06 0.000E+00 0.000E+00
NOx 212'200 LCV petrol N1-II Conv <1981 101 2.081E+00 1.535E-02 2.860E-04 0.000E+00 0.000E+00
NOx 212'201 LCV petrol N1-II Conv >1981 101 1.164E+00 3.509E-02 -2.900E-04 2.000E-06 0.000E+00
NOx 212'211 LCV petrol N1-II 3WCat 1987-1990 101 7.357E-01 -1.337E-02 1.530E-04 0.000E+00 0.000E+00
NOx 212'210 LCV petrol N1-II Euro-1 101 7.357E-01 -1.337E-02 1.530E-04 0.000E+00 0.000E+00
NOx 212'220 LCV petrol N1-II Euro-2 101 3.911E-01 -6.110E-03 6.100E-05 0.000E+00 0.000E+00
NOx 212'300 LCV petrol N1-III Conv <1981 101 2.081E+00 1.535E-02 2.860E-04 0.000E+00 0.000E+00
NOx 212'301 LCV petrol N1-III Conv >1981 101 1.365E+00 1.763E-02 5.100E-05 0.000E+00 0.000E+00
NOx 212'311 LCV petrol N1-III 3WCat 1987-1990 101 7.977E-01 -2.547E-02 2.890E-04 0.000E+00 0.000E+00
NOx 212'310 LCV petrol N1-III Euro-1 101 7.977E-01 -2.547E-02 2.890E-04 0.000E+00 0.000E+00
NOx 212'320 LCV petrol N1-III Euro-2 101 7.333E-01 -9.439E-03 8.000E-05 0.000E+00 0.000E+00
NOx 222'100 LCV diesel M+N1-I conv< 1986 101 1.102E+00 -1.919E-03 -2.710E-04 4.000E-06 0.000E+00
NOx 222'111 LCV diesel M+N1-I XXIII 101 1.006E+00 -1.971E-02 1.920E-04 0.000E+00 0.000E+00
NOx 222'110 LCV diesel M+N1-I Euro-1 101 1.006E+00 -1.971E-02 1.920E-04 0.000E+00 0.000E+00
NOx 222'120 LCV diesel M+N1-I Euro-2 101 1.517E+00 -3.207E-02 2.310E-04 0.000E+00 0.000E+00
NOx 222'200 LCV diesel N1-II conv< 1986 101 1.295E+00 -6.705E-03 7.100E-05 0.000E+00 0.000E+00
NOx 222'211 LCV diesel N1-II XXIII 101 2.347E+00 -6.348E-02 6.010E-04 0.000E+00 0.000E+00
NOx 222'210 LCV diesel N1-II Euro-1 101 2.347E+00 -6.348E-02 6.010E-04 0.000E+00 0.000E+00

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NOx 222'300 LCV diesel N1-III conv< 1986 101 1.979E+00 -2.976E-02 4.470E-04 -2.000E-06 0.000E+00
NOx 222'311 LCV diesel N1-III XXIII 101 5.172E+00 -2.211E-01 4.141E-03 -3.400E-05 0.000E+00
NOx 222'310 LCV diesel N1-III Euro-1 101 5.172E+00 -2.211E-01 4.141E-03 -3.400E-05 0.000E+00
CO2m 212'100 LCV petrol M+N1-I Conv <1981 101 3.418E+02 -5.029E+00 3.226E-02 0.000E+00 0.000E+00
CO2m 212'101 LCV petrol M+N1-I Conv >1981 101 5.256E+02 -2.227E+01 4.721E-01 -4.380E-03 1.500E-05
CO2m 212'111 LCV petrol M+N1-I 3WCat 1987-1990 101 5.708E+02 -2.475E+01 5.382E-01 -5.108E-03 1.800E-05
CO2m 212'110 LCV petrol M+N1-I Euro-1 101 3.873E+02 -5.946E+00 3.867E-02 0.000E+00 0.000E+00
CO2m 212'200 LCV petrol N1-II Conv <1981 101 4.241E+02 -4.836E+00 3.756E-02 0.000E+00 0.000E+00
CO2m 212'201 LCV petrol N1-II Conv >1981 101 3.876E+02 -6.045E+00 4.230E-02 0.000E+00 0.000E+00
CO2m 212'211 LCV petrol N1-II 3WCat 1987-1990 101 7.796E+02 -2.762E+01 4.704E-01 -3.449E-03 1.000E-05
CO2m 212'210 LCV petrol N1-II Euro-1 101 7.796E+02 -2.762E+01 4.704E-01 -3.449E-03 1.000E-05
CO2m 212'220 LCV petrol N1-II Euro-2 101 8.509E+02 -3.593E+01 7.217E-01 -6.271E-03 2.000E-05
CO2m 212'300 LCV petrol N1-III Conv <1981 101 4.241E+02 -4.836E+00 3.756E-02 0.000E+00 0.000E+00
CO2m 212'301 LCV petrol N1-III Conv >1981 101 5.521E+02 -1.943E+01 3.739E-01 -3.177E-03 1.000E-05
CO2m 212'311 LCV petrol N1-III 3WCat 1987-1990 101 7.268E+02 -1.987E+01 2.581E-01 -1.264E-03 2.000E-06
CO2m 212'310 LCV petrol N1-III Euro-1 101 7.268E+02 -1.987E+01 2.581E-01 -1.264E-03 2.000E-06
CO2m 212'320 LCV petrol N1-III Euro-2 101 8.403E+02 -3.222E+01 6.080E-01 -5.041E-03 1.600E-05
CO2m 222'100 LCV diesel M+N1-I conv< 1986 101 3.299E+02 -4.182E+00 1.629E-02 9.600E-05 0.000E+00
CO2m 222'111 LCV diesel M+N1-I XXIII 101 2.175E+02 -3.219E+00 2.464E-02 -1.500E-05 0.000E+00
CO2m 222'110 LCV diesel M+N1-I Euro-1 101 2.175E+02 -3.219E+00 2.464E-02 -1.500E-05 0.000E+00
CO2m 222'120 LCV diesel M+N1-I Euro-2 101 2.995E+02 -7.178E+00 8.108E-02 -2.590E-04 0.000E+00
CO2m 222'200 LCV diesel N1-II conv< 1986 101 3.714E+02 -4.409E+00 5.774E-02 -1.780E-04 0.000E+00
CO2m 222'211 LCV diesel N1-II XXIII 101 4.532E+02 -8.685E+00 8.384E-02 -1.710E-04 0.000E+00
CO2m 222'210 LCV diesel N1-II Euro-1 101 4.532E+02 -8.685E+00 8.384E-02 -1.710E-04 0.000E+00
CO2m 222'300 LCV diesel N1-III conv< 1986 101 5.471E+02 -5.742E+00 4.526E-02 0.000E+00 0.000E+00
CO2m 222'311 LCV diesel N1-III XXIII 101 5.134E+02 -8.546E+00 7.216E-02 -2.900E-05 0.000E+00

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CO2m 222'310 LCV diesel N1-III Euro-1 101 5.134E+02 -8.546E+00 7.216E-02 -2.900E-05 0.000E+00
FC 212'100 LCV petrol M+N1-I Conv <1981 101 1.558E+02 -4.398E+00 7.093E-02 -5.470E-04 2.000E-06
FC 212'101 LCV petrol M+N1-I Conv >1981 101 1.253E+02 -2.747E+00 2.861E-02 -8.500E-05 0.000E+00
FC 212'111 LCV petrol M+N1-I 3WCat 1987-1990 101 1.172E+02 -1.804E+00 1.161E-02 0.000E+00 0.000E+00
FC 212'110 LCV petrol M+N1-I Euro-1 101 1.246E+02 -1.881E+00 1.208E-02 0.000E+00 0.000E+00
FC 212'200 LCV petrol N1-II Conv <1981 101 1.913E+02 -3.846E+00 4.791E-02 -1.640E-04 0.000E+00
FC 212'201 LCV petrol N1-II Conv >1981 101 1.568E+02 -2.678E+00 1.971E-02 0.000E+00 0.000E+00
FC 212'211 LCV petrol N1-II 3WCat 1987-1990 101 2.533E+02 -9.228E+00 1.623E-01 -1.247E-03 4.000E-06
FC 212'210 LCV petrol N1-II Euro-1 101 2.533E+02 -9.228E+00 1.623E-01 -1.247E-03 4.000E-06
FC 212'220 LCV petrol N1-II Euro-2 101 2.278E+02 -9.014E+00 1.710E-01 -1.408E-03 4.000E-06
FC 212'300 LCV petrol N1-III Conv <1981 101 1.913E+02 -3.846E+00 4.791E-02 -1.640E-04 0.000E+00
FC 212'301 LCV petrol N1-III Conv >1981 101 1.568E+02 -2.678E+00 1.971E-02 0.000E+00 0.000E+00
FC 212'311 LCV petrol N1-III 3WCat 1987-1990 101 2.360E+02 -6.504E+00 8.397E-02 -3.890E-04 1.000E-06
FC 212'310 LCV petrol N1-III Euro-1 101 2.360E+02 -6.504E+00 8.397E-02 -3.890E-04 1.000E-06
FC 212'320 LCV petrol N1-III Euro-2 101 2.822E+02 -1.173E+01 2.369E-01 -2.098E-03 7.000E-06
FC 222'100 LCV diesel M+N1-I conv< 1986 101 1.135E+02 -1.724E+00 1.154E-02 0.000E+00 0.000E+00
FC 222'111 LCV diesel M+N1-I XXIII 101 9.222E+01 -1.293E+00 9.594E-03 -5.000E-06 0.000E+00
FC 222'110 LCV diesel M+N1-I Euro-1 101 9.222E+01 -1.293E+00 9.594E-03 -5.000E-06 0.000E+00
FC 222'120 LCV diesel M+N1-I Euro-2 101 1.018E+02 -1.997E+00 1.391E-02 0.000E+00 0.000E+00
FC 222'200 LCV diesel N1-II conv< 1986 101 1.202E+02 -1.412E+00 1.775E-02 -5.300E-05 0.000E+00
FC 222'211 LCV diesel N1-II XXIII 101 1.446E+02 -2.808E+00 2.733E-02 -5.800E-05 0.000E+00
FC 222'210 LCV diesel N1-II Euro-1 101 1.446E+02 -2.808E+00 2.733E-02 -5.800E-05 0.000E+00
FC 222'300 LCV diesel N1-III conv< 1986 101 1.783E+02 -1.922E+00 1.478E-02 0.000E+00 0.000E+00
FC 222'311 LCV diesel N1-III XXIII 101 1.634E+02 -2.740E+00 2.315E-02 -1.000E-05 0.000E+00
FC 222'310 LCV diesel N1-III Euro-1 101 1.634E+02 -2.740E+00 2.315E-02 -1.000E-05 0.000E+00
PMm 222'100 LCV diesel M+N1-I conv< 1986 101 6.506E-01 -2.792E-02 5.620E-04 -5.000E-06 0.000E+00

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PMm 222'111 LCV diesel M+N1-I XXIII 102 3.029E-01 -2.407E-02 8.255E-04 -1.057E-05 1.737E-08
PMm 222'110 LCV diesel M+N1-I Euro-1 102 3.029E-01 -2.407E-02 8.255E-04 -1.057E-05 1.737E-08
PMm 222'120 LCV diesel M+N1-I Euro-2 101 6.789E-02 -9.290E-04 7.000E-06 0.000E+00 0.000E+00
PMm 222'200 LCV diesel N1-II conv< 1986 101 2.473E+00 -1.019E-01 1.454E-03 -7.000E-06 0.000E+00
PMm 222'211 LCV diesel N1-II XXIII 101 1.894E-01 -4.140E-03 5.700E-05 0.000E+00 0.000E+00
PMm 222'210 LCV diesel N1-II Euro-1 101 1.894E-01 -4.140E-03 5.700E-05 0.000E+00 0.000E+00
PMm 222'300 LCV diesel N1-III conv< 1986 101 5.610E+00 -3.022E-01 6.576E-03 -6.200E-05 0.000E+00
PMm 222'311 LCV diesel N1-III XXIII 101 1.096E-01 1.508E-03 -4.600E-05 0.000E+00 0.000E+00
PMm 222'310 LCV diesel N1-III Euro-1 101 1.096E-01 1.508E-03 -4.600E-05 0.000E+00 0.000E+00

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LCV Model 2
See Annex 24 in Inrets, Emission factor modelling and database for light vehicles (Artemis
deliverable 3), Report n° LTE 0523, Updated version August 2007

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ANNEX 4.9: HOT EMISSION FACTORS HDV: THE MODEL PHEM

The model PHEM (Passenger car and Heavy duty vehicle Emission Model) has been devel-
oped in several international and national projects, namely the German-Austrian-Swiss co-
operation on the Handbook of Emission Factors, and the EU 5th research framework pro-
gram ARTEMIS and the COST 346 initiative (TUG 2005).
For a given driving cycle, which is defined by course of vehicle speed and road gradient
(change of altitude per horizontal travelled distance), PHEM calculates the necessary engine
power second per second according to the driving resistances and losses in the transmission
system. The actual engine speed is simulated by the transmission ratios and a driver’s gear
shift model. The actual emission level is then interpolated from engine emission maps. To
take transient influences on the emission level into consideration the results from the
steady state emission map are corrected by using transient correction functions. Based on
detailed measurements on 82 HDV engines average engine emission maps for the engine
certification levels EURO 0 to EURO 5 have been elaborated. Also a data set on the relevant
vehicle characteristics of EURO 0 to EURO 5 HDV have been defined, where each EURO-
category is separated into HDV-classes according to vehicle type, maximum allowed gross
weight and vehicle loading factor (vehicle loading divided by maximum allowed vehicle
loading). This data set allows the detailed simulation of HDV fleet emissions for any traffic
situation with a high accuracy. In the context of ARTEMIS the model was applied for HDV
only. A scheme of the model is shown in Figure 33.

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MODEL “PHEM”
Figure 33 Scheme of the model PHEM (TUG 2005)

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ANNEX 4.10: INFLUENCE OF GRADIENT (LDV)

Correction factors (Source: TUG 2004)
Pollutant RoadCat Concept -6% -4% -2% 0% +2% +4% +6%

HC MW LDV petrol Euro-0 0.587 0.62 0.754 1 1.323 1.571 1.856
HC MW LDV petrol Euro-4ff 0.376 0.543 0.737 1 1.415 1.902 2.763
HC MW LDV diesel Euro-0 1.074 1.13 1.127 1 0.885 0.824 0.81
HC MW LDV diesel Euro-4ff 0.381 0.736 0.922 1 1.124 1.232 1.458
HC Rural LDV petrol Euro-0 1.046 0.962 0.951 1 1.111 1.263 1.424
HC Rural LDV petrol Euro-4ff 0.593 0.687 0.826 1 1.214 1.484 1.698
HC Rural LDV diesel Euro-0 1.043 1.293 1.292 1 0.975 0.958 1.112
HC Rural LDV diesel Euro-4ff 0.57 0.721 0.88 1 1.114 1.235 1.515
HC Urban LDV petrol Euro-0 1.015 1.013 0.968 1 1.048 1.128 1.176
HC Urban LDV petrol Euro-4ff 0.893 0.896 0.93 1 1.1 1.207 1.396
HC Urban LDV diesel Euro-0 0.918 1.035 1.006 1 0.981 0.995 1.045
HC Urban LDV diesel Euro-4ff 0.591 0.794 0.905 1 1.075 1.192 1.315
CO MW LDV petrol Euro-0 0.282 0.36 0.554 1 1.791 2.192 2.887
CO MW LDV petrol Euro-4ff 0.325 0.435 0.722 1 1.235 1.364 1.785
CO MW LDV diesel Euro-0 0.975 1.131 1.206 1 0.874 0.974 0.946

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CO MW LDV diesel Euro-4ff 0.013 0.04 0.104 1 3.223 5.862 6.94
CO Rural LDV petrol Euro-0 0.595 0.675 0.793 1 1.281 1.656 1.956
CO Rural LDV petrol Euro-4ff 0.502 0.665 0.837 1 1.278 1.553 1.659
CO Rural LDV diesel Euro-0 0.836 1.105 1.153 1 1.109 1.129 1.097
CO Rural LDV diesel Euro-4ff 0.21 0.332 0.56 1 1.622 1.873 1.552
CO Urban LDV petrol Euro-0 0.775 0.842 0.91 1 1.099 1.203 1.277
CO Urban LDV petrol Euro-4ff 0.411 0.614 0.781 1 1.296 1.82 2.693
CO Urban LDV diesel Euro-0 0.814 0.953 0.971 1 1.037 1.067 1.655
CO Urban LDV diesel Euro-4ff 0.424 0.504 0.655 1 1.65 2.226 2.642
NOx MW LDV petrol Euro-0 0.194 0.394 0.748 1 1.148 1.278 1.546
NOx MW LDV petrol Euro-4ff 0.584 0.898 0.989 1 0.922 1.03 1.006
NOx MW LDV diesel Euro-0 0.047 0.218 0.584 1 1.485 1.946 2.62
NOx MW LDV diesel Euro-4ff 0.045 0.192 0.527 1 1.715 2.428 3.335
NOx Rural LDV petrol Euro-0 0.302 0.494 0.759 1 1.335 1.699 2.001
NOx Rural LDV petrol Euro-4ff 0.579 0.699 0.852 1 1.061 1.116 1.281
NOx Rural LDV diesel Euro-0 0.214 0.451 0.735 1 1.424 1.897 2.448
NOx Rural LDV diesel Euro-4ff 0.207 0.387 0.642 1 1.481 2.03 2.468
NOx Urban LDV petrol Euro-0 0.332 0.49 0.689 1 1.359 1.883 2.459

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NOx Urban LDV petrol Euro-4ff 0.535 0.662 0.842 1 1.127 1.12 1.203
NOx Urban LDV diesel Euro-0 0.265 0.453 0.692 1 1.345 1.783 2.382
NOx Urban LDV diesel Euro-4ff 0.253 0.411 0.673 1 1.404 1.954 2.686
FC MW LDV petrol Euro-0 0.416 0.564 0.775 1 1.248 1.432 1.703
FC MW LDV petrol Euro-4ff 0.299 0.483 0.74 1 1.281 1.53 1.923
FC MW LDV diesel Euro-0 0.134 0.339 0.663 1 1.354 1.667 2.057
FC MW LDV diesel Euro-4ff 0.277 0.434 0.706 1 1.315 1.602 1.919
FC Rural LDV petrol Euro-0 0.582 0.699 0.868 1 1.183 1.381 1.576
FC Rural LDV petrol Euro-4ff 0.486 0.624 0.804 1 1.229 1.474 1.709
FC Rural LDV diesel Euro-0 0.321 0.577 0.818 1 1.308 1.656 2.065
FC Rural LDV diesel Euro-4ff 0.471 0.587 0.766 1 1.271 1.573 1.915
FC Urban LDV petrol Euro-0 0.68 0.767 0.869 1 1.129 1.291 1.46
FC Urban LDV petrol Euro-4ff 0.537 0.662 0.831 1 1.18 1.4 1.659
FC Urban LDV diesel Euro-0 0.386 0.578 0.773 1 1.241 1.534 1.902
FC Urban LDV diesel Euro-4ff 0.544 0.686 0.827 1 1.197 1.44 1.715
PMm MW LDV petrol Euro-0 1 1 1 1 1 1 1
PMm MW LDV petrol Euro-4ff 1 1 1 1 1 1 1

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PMm MW LDV diesel Euro-0 0.474 0.588 0.79 1 1.18 1.278 1.578
PMm MW LDV diesel Euro-4ff 0.429 0.554 0.762 1 1.287 1.548 1.905
PMm Rural LDV petrol Euro-0 1 1 1 1 1 1 1
PMm Rural LDV petrol Euro-4ff 1 1 1 1 1 1 1
PMm Rural LDV diesel Euro-0 0.686 1.043 1.165 1 1.156 1.384 1.819
PMm Rural LDV diesel Euro-4ff 0.392 0.489 0.681 1 1.503 1.892 2.102
PMm Urban LDV petrol Euro-0 1 1 1 1 1 1 1
PMm Urban LDV petrol Euro-4ff 1 1 1 1 1 1 1
PMm Urban LDV diesel Euro-0 0.699 0.876 0.921 1 1.083 1.263 1.55
PMm Urban LDV diesel Euro-4ff 0.635 0.772 0.855 1 1.207 1.426 1.564

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ANNEX 4.11: INFLUENCE OF MILEAGE (LDV)

Parameters of the correction factor equations (Source: LAT 2004)
Concept_Mileage Pollutant Am_urban Bm_urban MCmax_urban Am_road Bm_road MCmax_road Mileage_max

LDV petrol Euro-1 <1.4L HC 1.22E-05 0.647 2.1 6.57E-06 0.809 1.6 120'000
LDV petrol Euro-1 1,4-<2L HC 1.23E-05 0.509 1.99 9.82E-06 0.609 1.79 120'000
LDV petrol Euro-1 >=2L HC 1.21E-05 0.432 1.88 6.22E-06 0.707 1.45 120'000
LDV petrol Euro-2 <1.4L HC 1.22E-05 0.647 2.1 6.57E-06 0.809 1.6 120'000
LDV petrol Euro-2 1,4-<2L HC 1.23E-05 0.509 1.99 9.82E-06 0.609 1.79 120'000
LDV petrol Euro-2 >=2L HC 1.21E-05 0.432 1.88 6.22E-06 0.707 1.45 120'000
LDV petrol Euro-3 <1.4L HC 3.42E-06 0.891 1.44 0.00E+00 1 1 160'000
LDV petrol Euro-3 1,4-<2L HC 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-3 >=2L HC 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-4ff <1.4L HC 3.42E-06 0.891 1.44 0.00E+00 1 1 160'000
LDV petrol Euro-4ff 1,4-<2L HC 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-4ff >=2L HC 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-1 <1.4L CO 1.52E-05 0.557 2.39 1.69E-05 0.509 2.54 120'000
LDV petrol Euro-1 1,4-<2L CO 1.15E-05 0.543 1.92 9.61E-06 0.617 1.77 120'000
LDV petrol Euro-1 >=2L CO 9.24E-06 0.565 1.67 2.70E-06 0.873 1.2 120'000
LDV petrol Euro-2 1,4-<2L CO 1.15E-05 0.543 1.92 9.61E-06 0.617 1.77 120'000
LDV petrol Euro-2 >=2L CO 9.24E-06 0.565 1.67 2.70E-06 0.873 1.2 120'000
LDV petrol Euro-3 1,4-<2L CO 2.67E-06 0.955 1.38 0.00E+00 1 1 160'000
LDV petrol Euro-3 >=2L CO 2.67E-06 0.955 1.38 0.00E+00 1 1 160'000
LDV petrol Euro-4ff <1.4L CO 7.13E-06 0.769 1.91 1.50E-06 0.955 1.2 160'000
LDV petrol Euro-4ff 1,4-<2L CO 2.67E-06 0.955 1.38 0.00E+00 1 1 160'000
LDV petrol Euro-4ff >=2L CO 2.67E-06 0.955 1.38 0.00E+00 1 1 160'000

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Concept_Mileage Pollutant Am_urban Bm_urban MCmax_urban Am_road Bm_road MCmax_road Mileage_max

LDV petrol Euro-1 <1.4L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-1 1,4-<2L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-1 >=2L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-2 <1.4L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-2 1,4-<2L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-2 >=2L NOx 1.60E-05 0.282 2.2 1.22E-05 0.424 1.89 120'000
LDV petrol Euro-3 <1.4L NOx 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-3 1,4-<2L NOx 3.99E-06 0.932 1.57 0.00E+00 1 1 160'000
LDV petrol Euro-3 >=2L NOx 3.99E-06 0.932 1.57 0.00E+00 1 1 160'000
LDV petrol Euro-4ff <1.4L NOx 0.00E+00 1 1 0.00E+00 1 1 160'000
LDV petrol Euro-4ff 1,4-<2L NOx 3.99E-06 0.932 1.57 0.00E+00 1 1 160'000
LDV petrol Euro-4ff >=2L NOx 3.99E-06 0.932 1.57 0.00E+00 1 1 160'000

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ANNEX 4.12: INDICATIVE LIST OF CITIES WITH CLIMATE CHARAC-

TERIZATION
Context: Influence of AirConditiong on emissions and fuel consumption (based on Inrets
2005e)
Definitions of Koeppen-Classes
ID KoeppenClass Climate_Description
Cfa Subtropical Climate: Moist mid-latitude climates with mild winters, latitude 25°-40°, avg.
1 temperature of warmest month > 22°C
Cfb Maritime temperate Climate: Moist mid-latitude climates with mild winters and cool summers,
2 latitude 25°-40°, avg. temperature of warmest month < 22° C
Csa Mediterranean climates with mild winters, latitude 30°-45°, avg. temperature of warmest
3 month> 22§ C
Csb Mediterranean climates with mild winters, latitude 30°-45°, avg. temperature of warmest
4 month < 22° C
Dfb Moist continental mid-latitude climates with severe winters and warm summers, avg. tem-
5 perature of warmest month < 22° C, avg. temperature of the 4 warmest months > 10° C
Dfc Continental subartctic or Taiga climates: climates with severe winters, latitude > 50°, avg.
6 temperature the 3 (or fewer) warmest months > 10° C
List of Cities with Climate Characterization

Koeppen Temperature
Country Com_Country City ID Class Latitude Avrg.
AT Austria GRAZ 5 Dfb 47 9.5
AT Austria INNSBRUCK 5 Dfb 47.27 9
AT Austria LINZ 5 Dfb 48.23 9.2
AT Austria SALZBURG 5 Dfb 47.8 9.3
AT Austria VIENNA_ SCHWECHAT 5 Dfb 48.12 10
BE Belgium BRUSSELS 2 Cfb 50.9 10.3
BE Belgium OOSTENDE 2 Cfb 51.2 10.3
BE Belgium SAINT HUBERT 5 Dfb 50.03 7.5
CH Switzerland GENEVA 2 Cfb 46.25 10.4
CZ Czech Republic OSTRAVA 5 Dfb 49.72 8.5
CZ Czech Republic PRAGUE 5 Dfb 50.1 8.1
DE Germany BERLIN 2 Cfb 52.47 9.8
DE Germany BREMEN 2 Cfb 53.05 8.9
DE Germany DUSSELDORF 2 Cfb 51.28 10.5
DE Germany FRANKFURT AM MAIN 2 Cfb 50.05 10.1
DE Germany HAMBURG 2 Cfb 53.63 9
DE Germany KOLN 2 Cfb 50.87 9.9
DE Germany MANNHEIM 2 Cfb 49.52 11.1
DE Germany MUNICH 5 Dfb 48.13 8
DE Germany STUTTGART 5 Dfb 48.68 9.1
DK Denmark COPENHAGEN 2 Cfb 55.63 8.3
ES Spain BARCELONA 1 Cfa 41.28 15.7
ES Spain MADRID 1 Cfa 40.45 14.3
ES Spain PALMA 1 Cfa 39.55 16.7
ES Spain SANTANDER 2 Cfb 43.47 14.8

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Koeppen Temperature
ES Spain SEVILLA 3 Csa 37.42 18.4
ES Spain VALENCIA 1 Cfa 39.5 17.3
FI Finland HELSINKI 5 Dfb 60.32 5.2
FI Finland TAMPERE 5 Dfb 61.42 4.3
FR France BORDEAUX 2 Cfb 44.83 13.2
FR France BREST 2 Cfb 48.45 11.2
FR France CLERMONT-FERRAND 2 Cfb 45.78 11.4
FR France DIJON 2 Cfb 47.27 10.7
FR France LYON 2 Cfb 45.73 11.9
FR France MARSEILLE 1 Cfa 43.45 14.8
FR France MONTPELLIER 1 Cfa 43.58 14.8
FR France NANCY 2 Cfb 48.68 10.2
FR France NANTES 2 Cfb 47.17 12.2
FR France NICE 1 Cfa 43.65 15.5
FR France PARIS_ ORLY 2 Cfb 48.73 11.1
FR France STRASBOURG 2 Cfb 48.55 10.3
GR Greece ANDRAVIDA 3 Csa 37.92 16.7
GR Greece ATHENS 1 Cfa 37.9 17.9
GR Greece THESSALONIKI 1 Cfa 40.52 15.4
IE Ireland BELMULLET 2 Cfb 54.23 10.3
IE Ireland BIRR 2 Cfb 53.08 9.6
IE Ireland CLONES 2 Cfb 54.18 9.1
IE Ireland DUBLIN 2 Cfb 53.43 9.8
IE Ireland KILKENNY 2 Cfb 52.67 9.7
IE Ireland MALIN 2 Cfb 55.37 9.7
IE Ireland VALENTIA OBSERV 2 Cfb 51.93 11
IT Italy BRINDISI 1 Cfa 40.65 17.1
IT Italy GENOVA 1 Cfa 44.42 16.1
IT Italy MESSINA 1 Cfa 38.2 18.9
IT Italy MILAN 1 Cfa 45.62 11.8
IT Italy NAPLES 1 Cfa 40.85 16.3
IT Italy PALERMO 1 Cfa 38.18 18.8
IT Italy PISA 1 Cfa 43.68 14.6
IT Italy ROME 1 Cfa 41.8 15.8
IT Italy TORINO 1 Cfa 45.22 12.2
IT Italy VENICE 1 Cfa 45.5 13.2
NL Netherlands AMSTERDAM 2 Cfb 52.3 10
NL Netherlands BEEK 2 Cfb 50.92 10.1
NL Netherlands GRONINGEN 2 Cfb 53.13 9.1
PL Poland KOLOBRZEG 5 Dfb 54.18 8.5
PL Poland KRAKOW 5 Dfb 50.08 8.2
PL Poland POZNAN 5 Dfb 52.42 8.6
PL Poland WARSAW 5 Dfb 52.17 8.4

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Koeppen Temperature
PT Portugal BRAGANCA 2 Cfb 41.8 12.4
PT Portugal COIMBRA 4 Csb 40.2 15.3
PT Portugal EVORA 1 Cfa 38.57 15.8
PT Portugal FARO 1 Cfa 37.02 17.8
PT Portugal LAJES 1 Cfa 38.77 17.5
PT Portugal PORTO 4 Csb 41.23 14.3
SE Sweden GOTEBORG 5 Dfb 57.67 6.5
SE Sweden KARLSTAD 5 Dfb 59.37 5.9
SE Sweden KIRUNA 6 Dfc 67.82 -1.1
SE Sweden OSTERSUND/FROSON 6 Dfc 63.18 3.1
SE Sweden STOCKHOLM_ ARLANDA 5 Dfb 59.65 6.5
SK Slovak Republic BRATISLAVA 5 Dfb 48.2 10.4
SK Slovak Republic KOSICE 5 Dfb 48.7 9.1
UK United Kingdom ABERDEEN/DYCE 2 Cfb 57.2 8.4
UK United Kingdom AUGHTON 2 Cfb 53.55 9.5
UK United Kingdom BELFAST 2 Cfb 54.65 9.1
UK United Kingdom BIRMINGHAM 2 Cfb 52.45 9.7
UK United Kingdom FINNINGLEY 2 Cfb 53.48 9.5
UK United Kingdom HEMSBY 2 Cfb 52.68 9.9
UK United Kingdom JERSEY/CHANNEL IL. 2 Cfb 49.22 11.2
UK United Kingdom LEUCHARS 2 Cfb 56.38 8.7
UK United Kingdom LONDON/GATWICK 2 Cfb 51.15 10.2
UK United Kingdom OBAN 2 Cfb 56.42 9.3

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ANNEX 6: EVAPORATIVE EMISSIONS: MODEL DESCRIPTION
- REAL-TIME DIURNAL EMISSIONS

In ARTEMIS real-time diurnal (RTD) emissions are defined as a separate category. RTD emis-
sions are a combination of diurnal and resting emissions
Diurnal emissions
For diurnal emissions, formulae from MOBILE 6 (adjusted to SI units) are used. The vapour
pressure (VP) of the fuel is calculated as a function of the RVP and temperature. A vapour
pressure product term (VPmean•∆VP) is then determined. This is the product of average va-
pour pressure during the temperature cycle and the vapour pressure difference over the
cycle. The vapour pressure (VP) can be calculated according to Clausius Clapeyron equation
from the RVP:
 1 1 
A ×  − 
T
 abs 310 .9 
VP = RVP × e [kPa]
where:
A = -3565.2707 + 10.23 x RVP
If VPmean is the average vapour pressure over the temperature cycle:
VPT max + VPT min

VPmean =
2 [kPa]
VP (difference between VP at highest and lowest ambient temperature in the cycle) is:
∆VP = VPT max − VPT min

[kPa]
(VPmean × ∆VP ) is called the VP product term according to the nomenclature in MOBILE 6.

156|
Passenger cars
For pre-Euro I and ‘Euro I-IV failure’ vehicles, the parameters from MOBILE 6 for the model
year range 1986-1995 with ‘fail pressure’ were used for the ARTEMIS model17. For Euro I and
II vehicles, the model year range 1986-1995 with ‘pass both’ was used. The parameters A
and B for Euro III and IV vehicles were adapted according to the ARTEMIS measurement
results (Table 27), since the MOBILE 6 formula for enhanced vehicles is not based on tests
but is simply assumed to reduce emissions by 50% compared with the previous models. The
measurements performed in ARTEMIS showed lower emission levels for these cars.
2
e Diurnal = A + B×
(VPmean × ∆VP )
[g/day]
1000
Vehicle category A B
Pre-Euro I and ‘Euro I-IV failure’ 0.478 0.015
Euro I and Euro II 0.388 0.005
Euro III and Euro IV 0.037 0.00136
Table 27 Parameters for calculating diurnal emissions of cars
Motorcycles and Mopeds

The diurnal and resting emissions for Motorcycles and Mopeds are calculated according to
the same methodology suggested for pre-Euro I passenger cars (since these do not have
evaporative emission-control systems), but are adjusted in accordance with the fuel tank
volume.
Diurnal emissions for motorcycles (>50 cc):
e Diurnal = 0.5 × e Diurnal , passenger car pre − Euro I [g/day]
Diurnal emissions for mopeds (>50 cc):
e Diurnal = 0.2 × ediurnal, passenger car pre− Euro I [g/day]
The diurnal emission model was simply derived by plotting the measured evaporative emis-
sions over the corresponding VP product term (VPmean•∆VP) of the test cycle/test fuel com-
17 The limited number of European vehicles tested did not allow many different vehicle categories to be accurately defined.
Thus, several vehicle categories from MOBILE 6 were merged for the ARTEMIS approach.

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bination. Then a least square approximation is established. Figure 34 shows as example the
model for Euro III cars in the ARTEMIS project gained from the three vehicles measured at
FH-Joanneum and the average of ten ETP-like vehicles measured at the USEPA.
10
ARTEMIS Euro 3 - vehicle 1
9
ARTEMIS Euro 3 - vehicle 2
8 ARTEMIS Euro 3 - vehicle 3
7 US EPA tests "Eu 3-like" vehicles

EURO 3+4
e Diurnal [g/day]
4 eDiurnal = A + B ×
(VPmean × ∆VP)2
1000
3
0
0 200 400 600 800 1000 1200 1400
VP Product Term (kPa2)
Figure 34 ARTEMIS model results for Euro III Euro IV and single measurements for the diurnal losses of Euro III and
Euro IV cars and EPA results for 10 enhanced vehicles with the standard deviation
The high diurnal emission of vehicle 1 (>8 g/day) arose from saturation of the charcoal
filter. It cannot be judged from the three cars measured if such high emissions may be
found at the same rate in the European car fleet as in the test procedure (1 of 3 cars). More
cars would have to be tested to get a representative number (at least the share of cars with
small charcoal canister volumes would have to be known to make a better estimation). A
high influence in real world driving may result from the cycle driven before the vehicle is
parked since this influences the purging of the charcoal canister and thus is relevant when
the canister is saturated. However, no data on this dependency is available at the moment.
Thus this parameter is not included in the model.
Resting emissions
Resting emissions for cars are calculated using the following equation, and using the coeffi-
cients in Table 28. The allocation between vehicle categories in MOBILE 6 and ARTEMIS is
similar to that for the allocation of diurnal emissions.
[ ]
eresting = K × A + 0.0051× tmin × 24 (if results are below zero, eResting = 0)

158|
Vehicle category K A
Pre-Euro I and ‘Euro I-IV failure’ 1 -0.019
Euro I and Euro II 1 -0.051
Euro III and Euro IV 0.25 -0.051
Table 28 Parameters for calculating resting emissions from cars
The resting emissions for motorcycles (>50 cc) and Mopeds (<50cc) are also based on cars
and adjusted in the same way as for Diurnal emissions.
e resting = 0 . 5 × e resting , passenger car pre − Euro I [g/day]
e resting = 0 . 2 × e resting , passenger car pre − Euro I [g/day]
- HOT-SOAK EMISSIONS
The MOBILE 6 equations are taken as the basis for the suggested formulae, since they are
also based on a large database for older vehicles with failures in their evaporative emission-
control systems.
Pre-Euro I and ‘Euro I-IV with failure’ vehicles
For pre-Euro I and ‘Euro I-IV with failure’ vehicles, the MOBILE 6 formula for cars with fuel
injection and ‘fail pressure’ is used. A separate equation for Pre-Euro I cars with a carburet-
tor is not used due to the small differences in the emission level and the high uncertainty
in the relative proportions of pre-Euro I vehicles with a carburettor or fuel injection in the
fleet. The parameters A, B, and C were adapted from MOBILE 6 to be compatible with SI
units (see Table 29).
[ A× ( RVP − 62 )+ B × t a + C ]
e HS Pr e EURO / EURO I − IV Failure = 0 .88 × e [g/test]
Vehicle category A B C
Pre-Euro I and ‘Euro I-IV failure’ 0.06 0.0926 -0.8
Table 29 Parameters for the hot-soak Pre Euro and for Euro I-IV with failures

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Euro I and II cars

For ‘Euro I and II’ vehicles, the MOBILE 6 formula for cars with port fuel injection without
failure is used. The parameters A, B, and C were again adapted from MOBILE 6 to be com-
patible with SI units (Table 30).
( A + B × RVP ) × (t a + C )
e HS E 1+ 2 = [g/test]
D
Vehicle category A B C D
Euro I-IV -0.098 0.12 17.8 740
Table 30 Parameters for hot-soak emissions of Euro I and Euro II cars
Euro III and IV cars

According to the ARTEMIS test results, the enhanced controlled cars had approximately 75%
lower hot-soak emissions than the EPA model for enhanced cars (i.e. Euro I and Euro II
cars).
e HS E 3+ 4 = 0.25 × e HS E 1+ 2
Since a hot-soak test represents the evaporative emissions during a cool down from a fully
warmed-up vehicle, this is assumed to be equivalent to ‘grammes per trip’.
Motorcycles (>50cc)
Constant values are used in ARTEMIS for hot-soak emissions from motorcycles. The values,
which relate to urban and rural/motorway driving, are given in Table 31. The value for
urban driving was derived from tests over the New European driving cycle (NEDC) precondi-
tioning, and the value for rural and motorway from tests over the WMTC preconditioning. It
is assumed that outside cities the average driver uses an engine load in the range of the
WMTC (or higher). This results in quite high engine temperatures after shut-off, and corre-
spondingly high increases in the temperature of the fuel tank, which is usually located
above the engine. Due to the higher engine temperature after shut-off, the hot-soak emis-
sions are approximately 2.6 times higher after the WMTC than after the NEDC. Hence, the
difference in the evaporative emission factors for motorcycles in Table 31.
Vehicle category Urban ural & motorway

160|
eHS > 50ccm 6.4
Table 31 Hot-soak emissions motorcycles>50 cc [g/test].
Mopeds (<50cc)
As for motorcycles, a constant value is used in ARTEMIS. Since engine loads should be simi-
lar during urban and rural driving, one constant factor is used:
eHS M<50cc = 0.6 [g/test]
- RUNNING LOSSES
Cars
For running emissions, the equations from COPERT were used as a basis for the ARTEMIS
model. Since urban evaporative emissions are much higher in terms of g/km than rural or
motorway emissions, additional parameters A, B, and C are introduced into the formula18
according to the road category. These parameters were derived from the results of EPA stud-
ies in which the running emissions are given for three different cycles of 11.5 km/h, 31.5
km/h and 77 km/h. The parameters A, B, and C were calculated from these experimental
data by multiple regression analysis, and are listed in Table 32.
( − 5 . 967 + B × 0 . 04259 × RVP + C × 0 . 1773 × t a )

e Running = A × 0 . 136 × e [g/km]
Vehicle category and road type A B C

Pre Euro/ Urban 11 1.2 0.72
Euro I- IV failure Rural 10 0.98 0.67
Motorway 4.5 0.95 0.67
Euro I-IV Urban 1 1.1 0.79
Rural 0.5 0.95 0.71
Motorway 0.1 0.8 0.67
Table 32 Parameters for running losses emissions
18 Basing the running emissions on g/h does not eliminate the differences between cycles, therefore units of g/km was used.

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Motorcycles and Mopeds

No measurements on running emissions from mopeds and motorcycles were identified dur-
ing the ARTEMIS project.
- FAILURE OF EVAPORATIVE EMISSION-CONTROL SYSTEMS

The share of Euro I to Euro IV cars with failures in the control system in ARTEMIS (RFV) is
calculated according to the results of the USEPA ‘fail pressure’ data from in-use tests in the
United States (see menu Extras > FailureRate (Evap)). The rate of failure is assumed to be
lower for Euro III and IV due to the introduction of on-board diagnostics and the durability
requirements of the emission-control systems. No data exist which permit the assessment of
the situation in Europe. However, it is assumed that it is preferable to use the US data on
failures rather than to assume that European cars do not have any failures at all in their
fuel systems.
0.6045
Euro I and II: RFV EURO I and II =  − 0.01362 × ( Age )2 
 
1 + 17.333 × e 
0.6045
Euro III and IV: RFV =   Age  
EURO III and IV 2
 − 0.01362 ×   
  2  
1 + 17 .333 × e
where the Age is stated in years.

162|
GLOSSAR
2S 2-stroke
4S 4-stroke
AC, AirCo Air Conditioning
AT Articulated Truck
CADC Common ARTEMIS Driving Cycles
CH4 Methane
CNG Compressed Natural Gas
CO2 Carbon Dioxide
DI Direct injection
DP Driving pattern (here: equivalent to speed-time curve)
DPF Diesel Particle Filter (trap)
ECE Economic Commission for Europe (UN)
EEA European Environment Agency
EF Emission Factor
EGR Exhaust Gas Recirculation
Euro-1, -2, -3, -4, -5 European exhaust standards for light and heavy motor vehicles
GHG Green House Gases: i.e. CO2, CH4, N2O, HFCs, PFCs and SF6
GRPE Group of Experts on Pollution and Energy (UN ECE)
HCCI Homogeneous Charge Compression Ignition
HDV Heavy Duty Vehicles (with a maximum allowed gross vehicle weight
(including payload) >= 3.5 tons), includes HGV (Heavy Goods Vehi-
cles) and Buses (Coaches and Urban Buses)
HFCs Hydrofluorocarbons
HGV Heavy Goods Vehicles, vehicle for road transport with a maximum
allowed gross vehicle weight (including payload) of equal or more
than 3.5 tons
IMMA International Motorcycle Manufacturers Association
LCV light commercial vehicles (<3.5 tons, N1-vehicles)
LDV light duty vehicles (PC, LCV; (<3.5 tons)
MC motorcycles
MW Motorway
N1 vehicles Light commercial vehicles
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL| GLOSSAR

|163
N2O Nitrous oxide

NAEI National Atmospheric Emissions Inventory
NEDC New European Driving Cycle
NTE Not To Exceed limits for real world driving
PC Passenger Cars
PF Particle Filter (trap)
PFCs Perfluorocarbons
PHEM Passenger car and Heavy duty vehicle Emission Model (TU Graz)
PM Particulate matter
RME Rape methyl ester
RT Rigid Truck (Solo)
RTD Real-time diurnal (emissions)
RTP Reference Test Pattern
RVP Reid Vapour Pressure
RW Real world (driving)
SCR Selectiv catalytic reduction
Segment vehicle groups of similar size and engine technology (~fuel type)
SI Système Internationale d’unités
Subsegment vehicle groups of the same segment, but different “emission con-
cepts” (~legislation class).
t Ton= (for Emissions)
TA Type approval
TDS Traffi data set (a format to specifiy the traffic activity for the emis-
sion model)
TS Traffic situation
TT Truck+Trailer
VP Vapour Pressure
WHDC World harmonised Heavy Duty Certification
WMTC World-wide Motorcycle Test Cycle
WP Workpackage (refers to ARTEMIS Workpackages)

164|
Special terms:
“Traffic scenario” composite of three sub-scenarios:
“fleet (composition) scenario”, “traffic activity scenario”,
and “emission concept scenario”
“Fleet scenario” description of the stock (number of vehicles), including age
distributions
“Traffic activity scenario” description of mileage (km/a and vehicle), including split
among road categories, age dependencies and load patterns
“Emission concept scenario” Introduction schemes of the technical concepts
Traffic data set (TDS) a particular format how the traffic activity has to be speci-
fied as input for the emission model (one set of 4 tables for
an aggregate application (e.g. country) and one set of 4 ta-
bles for an network application; i.e. in total 8 tables, stored
in the User-database

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LITERATURE
COST-346 2006: Emissions and Fuel Consumption from Heavy Duty Vehicles, Final report,
Jan. 2006
COPERT 2000: COPERT III, Computer programme to calculate emissions from road transport
Methodology and emission factors (Version 2.1), Leonidas Ntziachristos and Zissis Sama-
ras, ETC/AEM, on behalf of EEA, Nov. 2000
Fantozzi C., André M., Adra N. 2005: Development of a new approach for the estimation
of the pollutant emissions from the road transport at the street level. In: Technischen
Universität Graz: 14th International Symposium on Transport and Air Pollution, Graz,
Austria, 1-3 June 2005. VKM-THD Mitteilungen, p. 289-298.
INFRAS 1998: Ökoprofile Treibstoffe, mandated by BUWAL, Umwelt-Materialien Nr. 104,
Bern 1998
INFRAS 2004: Handbook Emission Factors for Road Transport (HBEFA, version 2.1),
(www.hbefa.net), Infras, Bern, Feb. 2004
INFRAS 2005: Kljun N., Keller M. and de Haan, P. Design of A300 Database, ARTEMIS Deliv-
erable WP3311, Bern 2005
INFRAS 2006: Kljun N., Keller M., Emission Factors Passenger Cars, ARTEMIS WP 300, Work-
ing paper, Infras, Bern, 10. Aug. 2006
INFRAS 2007a: Luft- und Klimaprofile von Treibstoffen, update 2006, mandated by BUWAL,
Draft (unpublished)
INFRAS 2007b: Keller, M., Kljun, N., ARTEMIS Road Emission Model – User Guide, Model
Version 0.4c, ARTEMIS WP 1100, Deliverable 12, Bern, May 2007
INRETS 2005a: André, M., Rapone, M., et al. Analysis of the cars pollutant emissions as
regards driving cycles and kinematic parameters, INRETS report LTE05, Bron (in prepa-
ration)
INRETS 2005b: Markewitz K., Joumard R., Atmospheric pollutant emission factors of light
duty vehicles, ARTEMIS WP 325, INRETS report LTE0508A, Bron, April 2005
INRETS 2005c: André J.M., Vehicle emission measurement collection of the Artemis data-
base - Artemis 3312 report. Inrets report, LTE 0504, Bron, France, 25 p
INRETS 2005d: André J.M., Joumard R., Modelling of Cold Start Excess Emissions for Pas-
senger Cars, Inrets report, LTE 0509, Bron, France, 239 p
INRETS 2005e: Roujol S., Influence of passenger car auxiliaries on pollutant emissions,
Artemis 324 report, LTE 0502, Bron, France, 56 p
INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | LITERATURE

166|
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estimation of the road transport pollutant emissions at a street level, ARTEMIS WP
1000, INRETS report LTE06, Bron, July 2006
INRETS 2007: Joumard R. et. al., Emission Factor Modelling and Database For Light Duty
Vehicles, ARTEMIS WP 300, Final report INRETS report LTE06, Bron, Jan. 2007
Larsson H. and Ericsson E. 2006: Relating Swedish traffic activity data to ARTEMIS traffic
situations, Lund University, Department of Technology and Socitety. 2nd conf. Envi-
ronment & Transport, incl. 15th conf. Transport and Air Pollution, 12-14 June 2006, Re-
ims, France. Proceedings, actes Inrets, n°107, vol. 2, Arcueil, France, p. 338-344.
LAT 2004: Samaras, Z. and Geivanidis, S. Investigation of the emission degradation of gaso-
line vehicles, ARTEMIS WP 3123, Report No 0415, Laboratory of Applied Thermodynam-
ics, Thessaloniki 2004
LAT 2005: Samaras, Z. and Geivanidis, S. Speed dependent emission and fuel consumption
factors for Euro level petrol and diesel passenger cars, Report No 0417, Laboratory of
Applied Thermodynamics, Thessaloniki 2005
Lhuillier 2004: Lhuillier J.P., Le projet routier, acte d’aménagement : de l’analyse des don-
nées à la prise de décision. Cycle de formation ENPC – IAO. CERTU, 17 Nov. 2004, Mar-
seille
Renault 2002: Fuel Properties, ARTEMIS WP 300, Task 3124, Altran Technologies for RE-
NAULT, 2002
TECHNION et al. 2003: Yoram Zvirin, Leonid Tartakovsky, Boris Aronov, Mark Veinblat,
Marcel Gutman, Emissions by Heavy Duty Vehicles, ARTEMIS WP 400 (Heavy Duty Vehi-
cle Emissions), Technion - Israel Institute of Technology, Haifa, March 2003
TNO 2002a: N2O formation in vehicle catalysts, TNO report, 02.OR.VM.017.1/NG, 28. Feb.
2002
TNO 2002b: N2O-emissions from passenger cars, Conclusive report, TNO report, 02.OR.VM.
016.1/NG, 28. Feb. 2002
TNO 2003: N2O-emissions of HD vehicles, TNO report, 03.OR.VM. 006.1/IJR, may 2003
TNO et.al. 2007: Elst D.A.M.M., Gense N.L.J. , Vermeulen R.J. (TNO-Automotive), Steven H.
(TÜV-Nord), Emission factors of Motorcycles, Artemis WP500 - Final report, Jan. 2007
TRL 2005: Boulter P G and Barlow T: ARTEMIS: Average Speed Emission Function for Heavy
Duty Road Vehicles, Version July 2005.
TRL et al. 2007: ARTEMIS: Assessment and reliability of transport emission models and
inventory systems, Workpackage 1300: Final Report and Dissemination, April 2007.

|167
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of Technology (TUG), 21. 12.2004
TUG et al. 2005a: Rexeis M., Hausberger St. et. al., Heavy duty vehicle emissions, Final
Report ARTEMIS WP 400, Graz University of Technology (TUG), 27. July 2005
TUG et al. 2005b: Hausberger S, Wiesmayr J, Bukvarevic E, Tripold W and Brenner J (2005).
Evaporative emissions of vehicles - Final Report. European Commission 5th Framework
project ARTEMIS (Assessment and Reliability of Transport Emission Models and Inven-
tory Systems). Technical University of Graz, Austria, 8.8.2005
TUG 2006: Emissions and Fuel Consumption of Clean City Bus Concepts, on behalf of
BMLFUW, BAFU, GVB, STGW, Report No. FVT-85/06/ Haus Em 29/04-6770, 16.11.2006
VTT 2004: Transit Bus Emission Study, Comparison of Emissions from Diesel and Natural Gas
Buses, PRO3/P5150/04
VTT et al al. 2005: Aakko, Laurikko, Weilenmann, Mattrel, Joumard, André, Prati, Costagli-
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Nollet: Emission factors of unregulated atmospheric pollutants for passenger cars, Ar-
temis, WP322, VTT report PRO3/P3016/05, April 29, 2005

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Assessment and reliability of transport

emission models and inventory

Project funded by the European Commission within The 5th Framework

Date: Oct 2007

1 UR (1st author) 2 Project No 3 Report No

ARTEMIS ROAD EMISSION MODEL

Mario Keller, Natascha Kljun

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

4.2.2. Emission factors – average Speed Approach – LCV ____________________________ 43

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

7.2.3. CH4 (methane), NMHC __________________________________________________ 69

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

ANNEX 3.2 ILLUSTRATIVE PHOTOGRAPHS _______________________________________ 106

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

LITERATURE _______________________________________________________________ 165

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | CONTENT

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

GUI: FLEET MODEL EMISSION FACTORS

Input: Base emission factors Specialities

FLEET MODEL Calculations

TDS: TRAFFIC DATA SET

GUI: EMISSION MODEL GUI: EMISSION FACTORS

Figure 1 Overview of the ARTEMIS Road Emission model

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

1.2. HOW TO USE THE ARTEMIS ROAD MODEL ?

1.3. THE “ROAD MODEL”, A PRODUCT OF ARTEMIS AND COST 346

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

› WP 400: : emission factors for the Heavy duty vehicles (HDV)

WP 100 - Project Management - TRL

W P 300 - LDV emissions - INRETS

W P 400 - HDV emissions - TUG

W P 500 - 2-wheel emissions - TNO

WP 600 - Evaporative emissions - TUG

W P 700 - Railways - DTU

W P 800 Aircraft - psiA

W P 900 - Shipping - DTU

W P 1000 - Road traffic - INRETS

W P 1100 - Inventory Model W P 1200 - Validation

Figure 2 The structure of the ARTEMIS project

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

1.7. FIRST APPLICATIONS

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | INTRODUCTION

2.1. EMISSION CATEGORIES

Cold start excess emissions

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

2.2. FLEET SEGMENTATION

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

FLEET SEGMENTATION OF THE ARTEMIS ROAD MODEL

Vehicle families: Light Duty Vehicles Motorcycles Heavy Duty Vehicles

Vehicle Passenger Light commer- 2-wheeled Heavy goods Buses Coaches

Subcategories: Rigid trucks

This segmentation uses the following terminology:

2.2.1. VEHICLE FAMILIES AND VEHICLE CATEGORIES

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

2.2.2. VEHICLE SEGMENTS

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

OVERVIEW: SEGMENTS WITH AN INDICATION OF THE AVAILABILITY OF EMISSION FACTORS

VehFam VehCat IDSegment Segment Measured Derived

INFRAS | Oct 2007 | ARTEMIS ROAD EMISSION MODEL | DEFINITIONS

2.2.3. VEHICLE SUBSEGMENTS