1999 Cold-Start Data Review

Robert JOUMARD
Eric SRI
MODELLING OF
COLD START EMISSIONS
FOR PASSENGER CARS
INRETS report LTE 9931

December 1999
MEET Project - Contract N ST-96-SC.204

Methodologies for estimating air pollutant emissions from transport
Task 1.3 : Cold start influence
Deliverable N 8 - Public dissemination - Project funded by the European
Commission under the transport RTD programme of the 4th framework
programme.
COST 319 Action
Estimation of pollutant emissions from transport
Subgroup A3b : Cold start emissions
Robert JOUMARD
Eric SRI
MODELLING OF
COLD START EMISSIONS
FOR PASSENGER CARS
INRETS report LTE 9931 - 2nd version

December 1999
Authors :
Robert JOUMARD, Senior Researcher, a specialist in air pollution research, LTE
Eric SRI, scientist in atmospheric physics, LEN
Research units:
LTE : Laboratoire Transports et Environnement, INRETS, case 24, 69675 Bron cedex, France.
Tel.: +33 (0)472 14 23 00 - Fax: +33 (0)472 37 68 37
email: joumard@inrets.fr ; http://www.inrets.fr
LEN : Laboratoire nergie Nuisances, INRETS.
Acknowledgements
The authors would like to thank all the laboratories which provided them with data. and more
particularly people who sent data and comments : Mr Hammarstrm from VTI (Sweden), Mr
Hassel and Mr Weber from TV Rheinland (Germany), Mr Laurikko from VTT (Finland), Mr
Cernushi from Politecnico di Milano (Italy), Mr Rijkeboer from TNO (The Netherlands), Mr
Jammernegg, Mr Hausberger and Mr Sturm from TU-Graz (Austria), Mr Hickman from TRL
(England), Mr Keller from Infras (Switzerland), Mr Laguna from INTA (Spain), Mr Samaras and
Mr Ntziachristos from Aristotle University Thessaloniki (Greece) and Mr Ramella from the
Polytechnic School of Turin (Italy). Their remarks were very useful to improve this document.
Publication data form

1 UR (1st author)
2 Project n
3 INRETS report n
LTE 9931
LTE
4 Title
Modelling of cold start emissions for passenger cars

5 Subtitle
6 Language
E
7 Author(s)
8 Affiliation
JOUMARD Robert
SRI Eric
9 Sponsor, co-editor, name and address
10 Contract, conv. n
ST-96-SC.204
11 Publication date
December 1999
12 Notes
13 Summary
After a survey among 39 European laboratories, data were obtained concerning 661 vehicles
and 15 500 measurements (1 measurement corresponds to 1 vehicle, 1 cycle and 1 pollutant).
Data were measured during standardised and representative cycles. The data received were
analysed in order to model cold-start-related excess emissions (defined as the difference
between cold and hot emissions, for a same cycle) for 4 pollutants (CO, CO2, HC, NOx) and
fuel consumption as a function of various parameters: technology (diesel, catalyst and
conventional cars), average speed, ambient temperature and travelled distance.
In a second step the model is extended from a single trip to a whole traffic characterised by a
number of parameters such as vehicle flow, average trip speed and environmental conditions,
using measured distributions of average speed during cold start conditions versus overall
average speed, engine start-up temperature versus ambient temperature, and cold start trip
number versus trip length. A simple model is built, giving unit cold excess emissions in g/km,
as a function of the average speed, the ambient temperature and the season. The model is
provided for gasoline and diesel cars, present and near future till EURO 4 standard vehicles.
The proposed final model is part of an emission inventory model.
14 Key Words
15 Distribution statement
Transport, emission, pollutant, cold start,

driving cycle, catalyst, diesel, passenger car,
ambient temperature, engine temperature,
model, speed, travelled distance.
16 Nb of pages
86 pages
17 Price
limited
free X
18 Declassification date
19 Bibliography
yes
Fiche bibliographique
1 UR (1er auteur)
2 Projet n
3 Rapport INRETS n
LTE 9931
LTE
4 Titre
Modlisation des missions lors du dpart froid des voitures particulires

5 Sous-titre
6 Langue
7 Auteur(s)
8 Rattachement ext.
E
JOUMARD Robert
SRI ric
9 Nom adresse financeur, co-diteur
10 N contrat, conv.
ST-96-SC.204
11 Date de publication
dcembre 1999
12 Remarques
13 Rsum
Aprs enqute auprs de 39 laboratoires europens, nous avons obtenu des donnes
concernant 661 vhicules et 15 500 mesures (1 mesure correspond un vhicule, un cycle et
un polluant). Les donnes ont t obtenues lors de mesures effectues durant des cycles
normaliss et des cycles reprsentatifs. Nous avons analys ces donnes afin de modliser la
surmission des voitures particulires lors d'un dpart froid (dfinie comme la diffrence
entre lmission froid et lmission chaud, pour un mme cycle) pour 4 polluants (CO,
CO2 , HC, NOx) et la consommation de carburant en fonction de divers paramtres :
technologie (voitures diesel, essence avec et sans catalyseur), vitesse moyenne, temprature
ambiante et distance parcourue.
Dans un deuxime temps, le modle est tendu d'un seul trajet un trafic de vhicules,
caractris par les paramtres flux de trafic, vitesse moyenne, et conditions environnementales.
On utilise pour cela des distributions statistiques, issues de mesures, qui concernent la vitesse
moyenne froid en fonction de la vitesse moyenne gnrale, la temprature moteur de dpart
en fonction de la temprature ambiante, et le nombre de dparts froid selon la longueur des
trajets. On obtient un modle simple exprimant une surmission unitaire froid en g/km,
fonction de la vitesse moyenne, de la temprature ambiante et de la saison. Ce modle est
fourni pour les voitures essence et diesel actuelles et futures jusqu' la norme EURO 4.
Le modle final propos fait partie dun modle dinventaire des missions.
14 Mots cls
15 Diffusion
Transport, mission, polluant, dpart froid,

cycle de conduite, catalyseur, diesel, voiture
particulire, temprature ambiante, temprature
du moteur, modle, vitesse, distance parcourue.
16 Nombre de pages
86 pages
17 Prix
restreinte
libre X
18 Confidentiel jusqu'au
19 Bibliographie
oui
Content
INTRODUCTION......................................................................................................................9
1. DATA....................................................................................................................................11
1.1. Initial data.......................................................................................................................11
1.2. Data correction...............................................................................................................12
1.2.1. General method........................................................................................................12
1.2.2. Results.....................................................................................................................12
2. INFLUENCE OF VARIOUS PARAMETERS....................................................................12
2.1. Excess emission as a function of the cycle speed...........................................................12
2.2. Excess emission as a function of ambient temperature...................................................12
2.3. Excess emission as a function of the travelled distance...................................................12
3. CALCULATION METHOD................................................................................................12
3.1. General formula of cold-start-related excess emissions of a trip.....................................12
3.1.1. Gasoline cars (with or without catalyst), Diesel cars without catalyst.......................12
3.1.2. Diesel cars with catalyst...........................................................................................12
3.1.3. Light duty vehicles (LDV).......................................................................................12
3.1.4. Heavy duty vehicles (HDV).....................................................................................12
3.2. Excess emissions for trip starting under engine mean temperature conditions................12
3.2.1. Parking time approach.............................................................................................12
3.2.2. Simplified approach.................................................................................................12
3.3. Inventory of cold-start-related excess emissions.............................................................12
3.3.1. General approach.....................................................................................................12
3.3.2. Calculation mode.....................................................................................................12
3.3.3. Final model..............................................................................................................12
3.3.4. Near future vehicles.................................................................................................12
3.3.5. Discussion of the results..........................................................................................12
CONCLUSION........................................................................................................................12
Annex 1: Laboratory acronyms, addresses and persons to contact........................................12
Annex 2: Vehicle distribution and type of cycles...................................................................12
Annex 3: Excess emissions (g) versus ambient temperature (C)..........................................12
Annex 3.1: Gasoline cars without catalyst..........................................................................12
Annex 3.2: Diesel cars without catalyst..............................................................................12
Annex 3.3: Gasoline cars with 3-way catalyst....................................................................12
Annex 4: Cold distance (km) as a function of the vehicle speed (km/h).................................12
Annex 5: Dimensionless excess emission versus dimensionless distance.............................12
Annex 6: Dimensionless excess emission versus dimensionless distance. Case of NOx pollutant
for gasoline cars without catalyst...................................................................................12
Annex 7: Effect of air humidity for NOx pollutant................................................................12
Annex 8: Parking time correction coefficient.........................................................................12
Annex 9: Mileage percentage of the trips started at cold or intermediate engine temperature
cm(s,vi)..........................................................................................................................12
Annex 10: Distribution pj of the trips as regards the cold average speed Vj and the overall average
speed (%).......................................................................................................................12
Annex 11: Percentage pk of the trips travelled with a start-up engine temperature Tk (%),
according to the ambient temperature (C).....................................................................12
Annex 12: Percentage pm of trips started with a cold engine and distance dm, for speed Vj with a
cold engine (%)..............................................................................................................12
Annex 13: Cold excess unit emission according to average speed and ambient temperature for
conventional gasoline cars according to the season........................................................12
conventional diesel cars according to the season............................................................12
gasoline cars with catalyst according to the season........................................................12
gasoline cars with catalyst EURO 2 according to the season............................................12
List of figures and tables.......................................................................................................12
REFERENCES.........................................................................................................................12
Introduction
This report is the result of a study carried out as part of COST 319 action and MEET
programme. These two projects result from a working group named CORINAIR, working on
emissions factors for calculating emissions from road traffic (Eggleston et al., 1993). In this
group, the methodology developed for calculating the cold start emission was to introduce
relative cold emission (cold/hot emission ratio) as a function of ambient temperature and trip
length. For cold start emissions, indicators of the emission estimate were mainly defined from
small set of measured data or from the available literature. It has been thus decided to update
continuously these parameters and to make a thorough emission estimate.
The COST 319 action (European Co-operation in the Field of Scientific and Technical
Research) is an Europe-wide programme for the co-ordination of national research studies. Due
to the fact that traffic is the major contribution to air pollution, considerable research effort
addresses the problem of transport and the environment. This activity can be split into two major
headings :
- studies aimed at estimating the current situation and forecasting the future
- studies aimed at developing and evaluating solutions.
Today, the action involves over 80 active scientists from 24 countries. The wide field covered by
the action imposed the formation of four main working groups :
- emission factors and functions : engine maps, instantaneous vehicle emissions, average
vehicle emissions, future vehicle and life cycle emissions
- traffic characteristics : traffic management, driving behaviour, traffic composition, mobility.
- inventorying tools : bottom-up and top-down approaches
- non-road transport : inland, maritime and air transport.
The COST programme includes three successive phases. First, a survey was carried out among a
number of partners in order to collect data. Data was then analysed to build an emission model
and eventually discussions were held with all the signatories.
The MEET project (Methodologies for Estimating Air Pollution Emissions from Transport) is
developing a comprehensive methodology and has three main objectives :
- to provide a set of data and models to calculate pollutant emissions and fuel consumption of
various transport modes
- to develop a comprehensive calculation method from the available set of data and models
- to make sure that this comprehensive method corresponds to the requirements of the
potential users in terms of accuracy, simplicity and input data availability.
Three phases are necessary to meet the general objectives of the project :
- users' requirements : they were already identified in COST 319
- analysis phase : to collect and analyse emission data, elaborate emission sub-models
specific to given circumstances (cold start, life cycle...) and to collect the external
parameters which affect emissions
- synthesis phase : to homogenise the different sub-models.
The operational links between COST and MEET will be ensured by the bodies participating in
both projects. Most of the outputs of this COST319/MEET project are available at
http://www.inrets.fr/infos/cost319/index.html, including final reports (Joumard, 1999; Hickman
et al., 1999).
Introduction
This report is the result of a collaboration between many research organisations and has been reread by various researchers being part of COST and MEET actions. The aim of this study
consists in modelling the cold start impact on road vehicle emissions as functions of the
pollutant and the vehicle type, using all the collected data from COST and to propose a model to
be discussed in COST and MEET. This model has been developed empirically considering the
available data : excess emissions indeed, but also ambient temperature, start temperature, travelled
distance and average speed. Measurements were made with passenger cars. In addition we
propose an extension to duty vehicles and diesel passenger cars equipped with oxidation
catalysts.
In the following analysis, the terms "cold effect" and "cold emissions" will be considered. There
are five different ways of presenting cold effect results. These are :
- average cold emission factors (g/km) of the first (cold) cycle,
- absolute emissions (g) per cold cycle,
- the difference of average emission factors (g/km) between cold and hot cycles,
- the ratio of cold and hot emissions (relative cold emission),
- absolute excess cold start emissions (g) defined as the additional emission value obtained
under cold conditions compared to the emission value that could have been recorded for the
same period (cycle) under hot conditions.
In this report, cold-engine-related excess emissions are addressed.
1.
Data
1.1. Initial data

In January 1994 an inquiry was sent to various laboratories studying vehicles emissions under
cold start conditions as part of the COST 319 action, subgroup A3B (cold start emission). We
obtained data from TNO, INRETS, TU-Graz, TV, Politecnico di Milano, TRL, EMPA, INTA,
VTT, VTI, KTI, LAT (see Annex 1 for laboratory acronyms). We asked for information about
cold start tests : number of test vehicles, vehicle type and characteristics (fuel type, model year,
engine capacity), driving cycle type, ambient temperature, start condition, emission
measurements. Only a few number of laboratories were able to provide data relative to cold start,
i. e. measuring cold and hot emissions over a same driving cycle. The list of available data is
given in Annex 2. A data represents one measurement for one vehicle during a cold cycle and a
same hot cycle, independently of the pollutant recorded. Passenger cars were divided into four
categories :
- gasoline cars without catalyst
- gasoline cars with catalyst
- diesel cars without catalyst
- diesel cars with catalyst
For each vehicle, 3 types of cold and hot cycles were possibly followed (a summary description
of these cycles is shown in Table 1.):
- standardised cycles : ECE-15, ECE-15-1 (TRL laboratory), FTP72-1.
- short cycles (Inrets laboratory) : short slow urban, short free-flow urban and short road
; each of these cycles was repeated 15 times. These cycles were drawn up from 23000 travelled
kilometres previously recorded all over France by 35 private cars (EUREV study, Andr, 1989)
- cycles developed at TRL : congested traffic, TRL 1 and TRL 2.
In addition TRL developed an other cycle : the urban road test. But for the hot and cold cycles,
temperature conditions were differing and we did not take this cycle into account. Moreover, data
concerning stabilised phases (in terms of temperature), such as FTP72-2 and the European
EUDC, are not considered in the analysis below.
It should be noted that the ECE-15-1 cycle corresponds to the first cycle of the ECE-15 cycle
(i.e. a quarter).
Concerning excess emission data as a function of the cycle, the total number of obtained data
was 460 (gasoline cars without catalyst), 1784 (gasoline cars with catalyst), 315 (diesel cars
without catalyst) and 9 (diesel cars with catalyst). All samples were selected by a number of
laboratories so that the distribution was representative, to some extent, of the fleet corresponding
to each country. The number of vehicles tested by each laboratory and the corresponding cycles
are shown in Table 2 for 3-way catalyst cars. It should be noted that, for the main part of the
Inrets data, the vehicles are the same for each cycle (short cycles or FTP cycle). It is thus
possible to compare the obtained results.
Data
Type
Standard
Inrets short
TRL cycles
Name
Duration
(s)
505
780
195
208
189
126
1037
580
573
FTP72-1
ECE-15
ECE-15-1
short slow urban
short free-flow urban
short road
congested traffic
TRL 1
TRL 2
Distance
(m)
5821
4052
1013
486
985
1685
1900
4460
6210
Average speed
(km/h)
41.5
18.7
18.7
8.4
18.8
48.1
6.6
27.7
39.0
Table 1: Details of the various driving cycles.
Measurements
made with the
same vehicles
Lab CO2
Inrets 10
Inrets 10
Inrets 10
Inrets 10
TNO 717
TV 26
Inrets 15
TNO 40
TNO 741
TV 56
LAT 50
TRL 35
CO
10
10
10
10
717
26
15
40
741
56
50
35
HC
10
10
10
10
715
26
15
40
740
56
50
35
NOx
10
10
10
10
716
26
15
39
739
56
50
35
FC
Cycle
10
Short slow urban
10 Short free-flow urban
10
Short road
10
FTP72-1
FTP72-1
26
FTP72-1
15
ECE-15
40
ECE-15
739
ECE-15
56
ECE-15
50
ECE-15
35
ECE-15
Table 2: Vehicle distribution versus average speed to calculate excess emission for gasoline
cars with catalyst.
For ambient-temperature-related excess emission data, we used data measured under various
ambient temperature conditions (-9 C to 26 C). Table 3 shows a number of analysed data and
the temperature range.
Laboratory
Inrets
TNO
TV
TRL
CO2
10
717
90
35
CO
10
717
90
35
HC
10
715
90
35
NOx
10
716
90
35
FC
10
715
90
35
Cycle
FTP72-1
FTP72-1
FTP72-1
ECE-15-1
Temp. range (C)

12 to 20
20
-10 to 20
-9 to 26
Table 3: Number of data analysed in order to obtain excess emission as a function of ambient
temperature for gasoline cars with catalyst.
It should be noted that :
- for diesel cars with oxidation catalyst, the data are rare and do not allow a full data processing,
as for other vehicle categories.
- for NOx pollutant, some laboratories made humidity correction but not all of them. We did not
take into account such a correction factor and we think it would be better to have data without
10
humidity corrections, i.e. actual emissions. Concerning these latter, Annex 7 gives the
computation of the humidity correction factor.
1.2. Data correction

1.2.1. General method
Once all the data were collected, we had to take into account a number of parameters influencing
the general method :
- Great variety of data :
- as can be seen in section 1.1, the number of vehicles analysed with standardised cycles
is very significant ; but such cycles are not representative since they do not reflect the reality.
Comparing, for a same speed, the standard deviation of acceleration between Inrets and standard
cycles [Joumard et al. (1995a)] yielded significantly differing results, acceleration standard
deviation being lower than for standardised cycles.
- the representative cycles (real cycles) enabled a fine description of the emission
evolution, but there was a limited number of analysed vehicles.
- when the vehicles are tested using a standard cycle, the engine temperature is not always hot at
the end of the cycle, according to Joumard et al. (1995b). Therefore, we had to introduce a light
adjustment for each pollutant. Thus we obtained excess emissions over the entire cold period for
different cycles, whether standard or not. Such an adjustment is needed especially for ECE-15-1
cycle since it is very short.
- Adjustment of cold excess emissions measured during real cycles using deviation between the
FTP cycles and these measures. This allowed us to take into account the large number of
measurement data available from FTP cycles (with non representative conditions), and the small
number of representative measurements. We were thus able to deduce the influence of average
speed.
- Ambient temperature : it must be taken into account, if possible, whatever the mean speed may
be. Therefore, we have to look for a relation independent of the average speed, considering that
initially the starts are made with a cold engine (engine temperature corresponds to ambient
temperature at start).
- we make the following hypothesis : excess emission depends on the engine start temperature
only (as temperature parameter), this one being equal to the ambient temperature (real cold start)
or greater than the ambient temperature (semi-cold or semi-hot engine). This hypothesis is
necessary due to the lack of data.
- taking into account the travelled distance after a cold start in order to decrease excess emission
levels if the travelled distance is lower than the cold distance (i. e. the distance needed to stabilise
the emission).
It should be noted that some measurements correspond to the same cycle. But, they correspond
to measurements made by various laboratories using various measuring devices, in various
conditions, with various car models, different vehicle ages, etc.. So it results in differences for the
same cycles themselves.
11
Data
1.2.2. Results
A recent study (Joumard et al., 1995b) showed that FTP72-1 and ECE-15 cycles do not cover
entirely the cold period due to the cold start. So, we introduced a correction coefficient for these
cycles to transform the measured excess emission during standard cycles into a full cold excess
emission. This coefficient is deduced from measurement data recorded using Inrets short cycles,
which cover the whole cold period. The distance necessary to warm up the engine is defined as
the distance needed to stabilise the emission level (vehicles with constant emission). Using this
cold distance (see Table 4) and the Inrets short cycles data, we calculate the correction
coefficient to be applied to adjust the standardised cycles to the representative cycles. For
example (see Figure 1), the ECE-15 cycle corresponds to an average speed of 18.7 km/h and a
distance of 4052 m. For CO2 pollutant, the cold distance (distance necessary to stabilise the
emission level) is equal to 5.9 km for the representative cycle with the nearest average speed, i.e.
18.8 km/h (from Table 4). Regarding excess emission (normalised by the total excess emission)
as a function of the distance, the ECE-15 cycle corresponds to 91 % of the total excess emission
of the short free-flow urban cycle. Then the factor is equal to 1.10 (=1/0.91). We applied this
method to all the pollutants and fuel consumption levels and for ECE-15, FTP and TRL cycles
(see table 5).
From Table 4, it can be noted that there are different cold distances between CO2 and fuel
consumption (FC). Small differences are observed for catalyst cars, but for diesel and non
catalyst cars, there is a greater difference due to the different behaviour of CO2, CO, HC and FC.
Theoretically, owing to the carbon balance (see section 2.1.), this does not seem possible, but it is
due to the inaccuracy in distance evaluation, when we consider the asymptotic shape of the curve
(see an example Figure 1). Nevertheless we took into account these values since they correspond
to real measurements.
1
dimensionless excess emission
0,9
0.91
0,8
0,7
0,6
0,5
distance of the ECE-15 cycle: 4.052 km
0,4
0,3
cold distance for CO2 pollutant: 5.9 km
short
Inrets
cycle
0,2
0,1
0
0
10
11
12
13
14
15
distance (km)
Figure 1: Cumulative dimensionless excess emission (ratio of absolute excess cold start
emission to total absolute excess cold start emission) as a function of the distance
(km) for short free-flow urban cycle. Correction calculation example of ECE-15
cycle for CO2 pollutant and gasoline cars with catalyst. and gasoline cars with
catalyst.
12
Technology
Gasoline cars
without
catalyst
Diesel cars
without
catalyst
Gasoline cars
with catalyst
Speed (km/h)
8.4
18.8
48.1
8.4
18.8
48.1
8.4
18.8
48.1
CO2
4.4
4.9
10.1
2.4
3.9
11.8
1.9
5.9
13.5
CO
4.4
7.9
6.7
4.4
7.9
8.4
2.9
3.0
11.8
HC
3.9
2.0
6.7
4.4
7.9
8.4
2.9
3.0
5.1
NOx
2.4
3.9
3.4
4.9
8.9
3.4
2.9
9.9
11.8
FC
1.9
6.9
13.5
5.3
4.9
10.1
1.9
5.9
11.8
Table 4: Distance (km) necessary to warm up the engine according to the pollutant and the
cycle mean speed (km/h). (Joumard et al., 1995b) ; FC : Fuel consumption.
Technology
Gasoline cars
without
catalyst
Diesel cars
without
catalyst
Gasoline cars
with catalyst
Cycle
FTP72-1
ECE-15
ECE-15-1
Congested
TRL 1
TRL 2
FTP72-1
ECE-15
ECE-15-1
Congested
TRL 1
TRL 2
FTP72-1
ECE-15
ECE-15-1
Congested
TRL 1
TRL 2
CO2
1.29
1.05
2.43
1.12
1.16
1.13
1.17
1
1.49
1
1.03
1.09
1.22
1.10
2.43
1
1.21
1.11
CO
1
0.77
0.85
0.77
0.80
1
1.10
1.16
2.68
1.12
1.31
1.02
1
1
1.13
1.01
1
1
HC
1
1
1.12
0.83
1
1
1.11
1.28
3.6
1.22
1.50
1.02
1
1
1.16
1.01
1
1
NOx
1
1
0.40
1
1
1
1
1.70
11.63
1.55
2.24
1
1.42
0.63
0.77
1.01
1
1.21
FC
1.08
1
1.39
1
1
1.04
1.14
1.01
1.52
1
1.04
1.06
1.09
1.05
1.61
1
1.11
1.05
Table 5: Correction factor of cold excess emission for various cycles, to take into account the
too short distance of the cycles.
Concerning ECE-15-1 cycle, this cycle corresponds to the first mini-cycle of ECE-15 cycle
(including 4 mini-cycles). Indeed, correction coefficients for this cycle are much higher than for
standard cycles. For some pollutants, we observed correction factors lower than 1. This is due to
the fact that, in these cases, there is an excess emission level followed by a lowest emission level
(amounting globally to an excess emission).
13
2.
Influence of various parameters
2.1. Excess emission as a function of the cycle speed

Only data concerning gasoline cars (with and without catalyst) and diesel cars without catalyst.
are currently available For diesel cars with catalysts, measurements were made for only one cycle
(FTP72-1) and therefore did not allow to take into account the speed for this technology type. In
Figure 2, an example of excess emission as a function of the average speed for gasoline cars
with catalyst is shown. The successive corrections are calculated and applied as follows :
- data correction for standard cycles, as explained in section 1.2.1.
- in order to homogenise the recorded data, the all laboratories data/Inrets data ratio for FTP
cycle excess emissions was calculated (see Table 6). For NOx emissions from diesel cars, this
ratio is supposed equal to 1, since excess emission levels were recorded by the other laboratories
and reduced emission levels were recorded by Inrets.
- correction of Inrets short cycle emission levels according to these ratios.
Then, using modified short Inrets data, we applied a linear regression in order to obtain the
excess emission level [g] as a function of the average speed V [km/h] (see Table 7). When
correlation coefficient of the regression was low (especially for CO2 and FC in the case of diesel
cars), the excess emission was supposed equal to a constant amounting to the mean value of all
the recorded data. For CO and HC emissions from diesel cars, the calculated equation has to be
positive. Therefore, when average speed is greater than 74 km/h for CO and 81.5 km/h for HC
(concerning diesel cars), this equation has to be set equal to 0.
It should be noticed that the regression is calculated using only three measurement points, each
point corresponding to an average of ten measurements. So, the correlation coefficient has to be
relativized, especially for a coefficient equal to 1. Using the calculated equations, we determined
the correction coefficients (see Table 7) corresponding to the functions made dimensionless by
dividing them by their values recorded at 20 km/h. For vehicle speeds greater than 50 km/h, these
equations are valid using a linear extrapolation, as far as the boundary speed is not exceeded.
For all the data, fuel consumption was calculated using the carbon balance method. We used the
formula (1) where the ratio hydrogen/carbon rH/C is equal to 1.8 for gasoline (leaded or
unleaded) and 2.0 for diesel. The HC mass has to be expressed in CH4 equivalent.
Fuel mass
CO2 mass CO mass HC mass Particle mass
=
+
+
+
12.011+1.008 rH/C
44.011
28.011
16.043
12.011
(Joumard et al., 1995b)
(1)
This equation indicates that the fuel consumption is not the only factor of the CO2 emission.
Joumard et al. (1990) showed, for gasoline vehicles without catalyst, that the fuel conversion
rates respectively into CO2, CO and HC equals on average 78 %, 19 % and 4 %, with little
variations depending on average speed.
15
80
Inrets lab - FTP cycle
Absolute excess emission (g)
70
calculated ratio : 0.62

short Inrets cycles, Inrets
data : initial
60
standard cycles, all labs :

initial
applied ratio : 0.62
50
All labs
FTP cycle
40
standard cycles, all labs :

after first correction
30
FTP cycle, Inrets data :

initial
20
linear regression, final

curve
linear regression, Inrets
initial
All labs - ECE-15 cycle
10
0
0
10
20
30
Speed (km/h)
40
50
Figure 2: Method of calculation of CO absolute excess emission (g) as a function of the

average speed (km/h) for gasoline cars with catalyst.
Ratio
Gasoline cars without catalyst
Diesel cars without catalyst
Gasoline cars with catalyst
CO2
0.92
0.91
1.23
CO
0.91
0.91
0.62
HC
0.94
1.31
0.81
NOx
0.93
1
2.71
FC
0.92
1.04
0.91
Table 6: All laboratories data Vs Inrets lab data for FTP cycle.
Techno.
Gasoline
cars
without
catalyst
Diesel
cars
without
catalyst
Gasoline
cars
with
catalyst
Pollutant
Correlation
coeff.
CO2
-0.93
CO
0.99
HC
0.93
NOx
-0.99
FC (calc.)
0.97
CO2
0.01
CO
-0.99
HC
-0.99
NOx
1
FC (calc.)
-0.04
CO2
0.45
CO
-0.36
HC
-0.93
NOx
0.98
FC (calc.)
0.28
Excess emission
equation V
-1.42V+168.7
1.89V+27.88
0.14V+7.04
-0.05V+0.56
0.61V+72.82
232
-0.05V+3.7
-0.02V+1.63
0.01V-0.64
82.2
0.48V+131.78
-0.05V+39.28
-0.03V+6.26
0.15V-0.64
0.1V+66.18
Correction
coefficient f(V)
-0.0101V+1.2024
0.0288V+0.4245
0.0142V+0.7154
0.1136V-1.2727
0.0064V+0.8716
1
-0.0185V+1.3704
-0.0163V+1.3252
-0.0227V+1.4545
1
0.0034V+0.9321
-0.0013V+1.0261
-0.0053V+1.1060
0.0636V-0.2712
0.0015V+0.9707
Boundary
Speed
V<119 km/h
V>11 km/h
V<74 km/h
V<81 km/h
V<64 km/h
V>5 km/h
-
Table 7: Equation describing the influence of mean speed (km/h) on excess emission V (g)
and the associated dimensionless correction coefficients f(V) and boundaries. This
equation results in a linear regression (best fitted line). The boundaries correspond
to f(V) 0.
16
2.2. Excess emission as a function of ambient temperature

Once the corrections over standard cycles (section 1.2.2.) were applied, in first approximation,
we can determine the relation between cold start excess emission and ambient temperature.
Ambient and engine temperatures were considered similar under cold start conditions. All the
processed data concern gasoline cars (with and without catalyst) and diesel cars without catalyst.
Some reports show a dependence on ambient temperature, especially for CO and HC (Keller et
al., 1995 ; Rijkeboer and Havenith, 1996). It should be noted that the collected data are very
scattered. Example of CO pollutant of catalyst car is shown in Figure 3 (other pollutants and
technologies are given in Annex 3). We established a regression between excess emission (g)
and ambient temperature T (C). Results are given in Table 8. The determination coefficient
represents the reliability of the regression curve and is equal to :
2
i Yi Y i
i to
where n corresponds to the total number of data, Yi to the ith data and Y
2
Yi

Yi2 i
the estimated ith data.

500
CO
450
400
CO Excess emission (g)
350
300
250
200
150
100
50
0
-10
-5
10
15
20
25
30
-50
Temperature (C)
Figure 3: Excess emission (g) as a function of ambient temperature for CO pollutant for
gasoline cars with catalyst. A point represents a data and the line the data-related
regression curve .
Concerning CO2 and NOx pollutants for gasoline cars, we didnt find a good correlation
between these variables and the temperature. Lenner (1994) from Swedish Road and Transport
Research Institute found a very low correlation coefficient for NOx pollutant too and Joumard et
al. (1990) consider that CO2 excess emission remains constant whatever the temperature may be.
Cold start emissions of CO2 and NOx for catalyst cars were thus approximated to be constant
and equal to the average, i.e. 123.5 g and 1.17 g respectively. Therefore temperature correction
17
should not be applied for these two pollutants. The latter value for NOx is comparable to that
found by Lenner (1994), i. e. 1.26 g.
Concerning CO, HC, and FC, a reasonable correlation is found (see Table 8). The above
equations enabled to calculate the correction coefficient (see Table 9) using a reference
temperature of 20 C. For ambient temperatures higher than the reference temperature, the
correction coefficient is to be equal to 0, whatever the pollutant may be. It can be seen that, in
most cases, the increase in excess emission corresponds to a temperature decrease. For catalyst
cars, Shayler et al. (1996) from the University of Nottingham found a fuel penalty increase
factor of 2.1 when temperature decreases from 20 C to -20 C. Using the equation above, we
found a fuel penalty increase factor of 3.2 for the same temperature decrease. According to
Keller et al. (1995), the emission increase of CO and HC is produced by a delayed catalyst heat
up, causing a steady decreasing in the air fuel ratio under cold start conditions.
Technology
Pollutant
CO2
CO
HC
NOx
FC (calc.)
CO2
Diesel cars
CO
without
HC
catalyst
NOx
FC (calc.)
CO2
Gasoline cars
CO
with catalyst
HC
NOx
FC (calc.)
Gasoline cars
without
catalyst
Correlation
coefficient
-0.24
-0.68
-0.5
0.18
-0.69
-0.66
-0.46
-0.48
-0.33
-0.66
-0.15
-0.78
-0.57
0.13
-0.66
Determination Equation of T (mean chosen in the

coefficient
case of low correl. coeff.)
-1.98T+178.21 (148.0)
0.46
-5.63T+173.93
0.25
-0.89T+24.42
0.02T-0.51 (-0.15)
-3.55T+153.39
0.43
-6.1T+255.14
0.21
-0.1T+3.66
0.23
-0.04T+1.21
0.11
-0.05T+1.56
0.43
-1.92T+82.1
-1.36T+147.79 (123.5)
0.60
-4.96T+118.34
0.32
-0.47T+12.97
0.02T+0.78 (1.17)
-2.85T+108.39
Table 8 : Formula describing the excess emission T (g) as a function of ambient temperature
T (C) and the associated correlation and determination coefficients. In the case of
low coefficient correlation (case of CO2 and NOx pollutants for gasoline cars), the
mean is preferred to the regression curve.
2.3. Excess emission as a function of the travelled distance

Using all the short cycles Inrets data (for gasoline cars with and without catalyst and diesel cars
without catalyst), excess emission was calculated as a function of the cycle distance. But if the
travelled distance is lower than this cold distance (distance necessary to stabilise the emission),
excess emission is lower. In order to calculate the excess emission versus distance equation, we
first computed the cold distance as a function of the vehicle speed, technology, temperature and
the studied pollutant. Then the travelled distance was made dimensionless by dividing it by the
calculated cold distance and the equation describing excess emission was determined as a
function of the travelled distance.
To obtain excess emission as a function of travelled distance, this distance was considered
dimensionless. In addition, cold distance dc in km (Joumard et al., 1995b) was calculated as a
Technology
Pollutant
Correction coefficient g(T)
Boundary T
CO2
1
18
Gasoline cars
without catalyst
Diesel cars
without catalyst
Gasoline cars
with catalyst
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
-0.0918T+2.8360
-0.1344T+3.6888
1
-0.0431T+1.8618
-0.0458T+1.9163
-0.0602T+2.2048
-0.0976T+2.9512
-0.0893T+2.7857
-0.0439T+1.8787
1
-0.2591T+6.1829
-0.1317T+3.6331
1
-0.0555T+2.1092
T<30 C
T<27 C
T<43 C
T<41 C
T<36 C
T<30 C
T<31 C
T<42 C
T<23 C
T<27 C
T<38 C
Table 9: Correction coefficient to apply to the general formula for ambient temperatures
(T in C) and their associated requirements. The boundaries correspond to g(T) 0.
Technology
Gasoline cars
without catalyst
Diesel cars
without catalyst
Gasoline cars
with catalyst
Pollutant
cold distance dc
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
dc=0.15V+2.68
dc=0.04V+5.42
dc=0.09V+1.94
dc=0.02V+2.83
dc=0.28V+0.47
dc=0.24V+0.09
dc=0.08V+4.83
dc=0.08V+4.83
dc=-0.07V+7.50
dc=0.13V+3.42
dc=0.29V-0.05
dc=0.24V-0.14
dc=0.06V+2.19
dc=0.19V+3.4
dc=0.24V+0.54
Correlation
coefficient
0.98
0.42
0.78
0.43
0.98
0.99
0.78
0.78
-0.51
0.95
0.99
0.97
0.98
0.83
0.99
Boundary
distance
dc0
dc0
dc0
-
Table 10: Equation describing the cold distance dc (km) as a function of the average speed
V (km/h). The boundary corresponds to dc 0.
function of vehicle speed V in km/h (see Table 10). Due to the fact that measurements of cold
distance were not performed as a function of the temperature, dc was assumed independent of the
temperature.
From the only three measurement points available, we obtained the functions by a linear
regression : see the curves in Figure 4 for catalyst cars and Annex 4 for diesel and non catalyst
19
cars (owing to the low data number, the correlation coefficient has to be relativized). Thus, if the
travelled distance is higher than dc then excess emission is equal to the calculated one in sections
2.1. and 2.2. Otherwise, we have to calculate excess emission as a function of the travelled
distance d made dimensionless by dividing it by cold distance dc . Using excess emission as a
function of the distance (see Figure 5 for catalyst cars and Annex 5 for other technologies), we
calculate the equation describing this dependence. Equation is written in the form:
1 e ad dc
overemission = overemission(V,T )
(2)
1- e a
where a is deduced from Figure 4 (for non catalyst and diesel cars, see Annex 4). We proposed
one equation per pollutant. We obtained the equations given in Table 11 with their associated
correlation coefficients.
The correlation coefficient is calculated using a variable change, due to the nonlinearity of the
curve. Thus, we obtained a decreasing linear curve and a negative correlation coefficient. The
confidence interval reflects variation in the error, as well as variation in the parameter estimates
and is calculated for the mean population.
It should be noted that the chosen exponential function is well representative of the majority of
the data. But in some cases, especially for NOx, the shape is much more complex, and often
depends on the cycle speed (as shown in Annex 6 for NOx pollutant of gasoline cars without
catalyst). As we prefer to model only the influence of the distance, we propose to use the
exponential function in all the cases.
15
Cold distance (km)
13
CO2
CO
HC
NOx
FC
Linear regression (CO2)
Linear regression (CO)
Linear regression (HC)
Linear regression (NOx)
Linear regression (FC)
11
1
5
10
15
20
25
30
35
40
45
50
Speed (km/h)
Figure 4: Cold distance (km) as a function of the vehicle speed (km/h) for gasoline cars with
catalyst.
20
1
CO
0,9
FC
Dimensionless excess emission
0,8
HC
0,7
0,6
CO2
0,5
0,4
CO2
CO
HC
NOx
FC
CO2 regression
CO regression
HC regression
NOx regression
FC regression
NOx
0,3
0,2
0,1
0
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
Dimensionless distance
Figure 5: Dimensionless excess emission as a function of the dimensionless distance

(travelled distance made dimensionless by dividing it by the cold distance) and the
associated regression. Case of gasoline cars with catalyst.
Technology Pollutant
Gasoline cars
without
catalyst
Diesel cars
without
catalyst
Gasoline cars
with catalyst
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
Function h()
1-exp(-2.85)
1-exp(-6.70)
1-exp(-10.96)
1-exp(-2.54)
1-exp(-7.97)
1-exp(-3.95)
1-exp(-3.43)
1-exp(-2.48)
1-exp(-0.89)
1-exp(-11.46)
1-exp(-3.01)
1-exp(-10.11)
1-exp(-7.02)
1-exp(-2.30)
1-exp(-7.55)
Correlation
coefficient
-0.98
-1
-0.86
-1
-0.99
-1
-1
-1
-0.98
-0.9
-0.99
-0.99
-0.99
-0.99
-0.96
Mean and 95 % confidence

interval
0.680.15
0.760.54
0.870.23
0.591.3
0.810.15
0.710.17
0.710.14
0.660.14
0.560.16
0.830.14
0.680.15
0.80.16
0.750.2
0.650.23
0.780.35
This great value is due to the low number of values (3 obtained).
Table 11: Equation describing the dimensionless excess emission as a function of the
dimensionless distance ( =d/dc ). Note that the function h( ) defined in section
3.1.1 is equal to h( )/h(1).
21
3.
Calculation method
We assumed that the general model is a function of temperature, average speed and travelled
distance. Measurements were made using different cycles, these being characterised by their
mean speed. The cycles can be characterised by other parameters such as mean product speed
times acceleration (dynamics measurement), standard deviation of speed or standard deviation of
the product speed times acceleration for example (Hassel and Weber, 1996). But, those
parameters can not be used in the general model due to the fact that there is no available
statistics.
3.1. General formula of cold-start-related excess emissions of

a trip
3.1.1. Gasoline cars (with or without catalyst), Diesel cars without catalyst
In the previous pages, excess emissions (in g) are expressed versus average speed on the one
hand and separately as a function of ambient temperature on the other, and eventually
considering the distance travelled. Average speed and ambient temperature have an impact on
overall excess emissions, i.e. over the whole distance covered with a cold engine.
The general method must integrate these three functions V, T and h'. As cross impact values
for speed, temperature and distance are not available, a number of extrapolations and
assumptions are required.
It is then first proposed to consider distance using a multiplying correction coefficient h(),
being the ratio of the travelled distance to the distance covered under cold engine conditions.
This function must be standardised for = 1. Thus we get h() = h'() / h'(1), where h'()
corresponds to the distance impact.
Then speed (V) and temperature (T) impacts must be cumulated considering only common
measurement conditions, i.e. those close to 20 km/h and +20C. It is thus proposed to calculate
excess emission under above speed and temperature conditions, and then to apply a correction
coefficient as a function of speed and temperature. V (20) differing from T (20), basic excess
emission is defined as the average value of these two values:
= (V (20 km/h) + T (20C)) / 2
Dimensionless values for V and T must be obtained to describe speed and temperature
impacts; we thus get the following f(V) and g(T) functions:
f(V) =V (V) / V (20)
g(T) = T (T) / T (20)
Combining f and g can be reached using various procedures: extrapolation can be multiplicative
or additive. The main drawback of multiplicative extrapolation is error multiplication. Additive
extrapolation is thus preferred, adding only impact values and therefore possible errors in order
to minimise the total error when extrapolations are used. This hypothesis has to be made as no
23
Calculation method
cross-distribution value for these two variables has been made available. Excess emission is then
expressed:
excess emission=
[f ( V ) + g(T ) 1] h (
where : excess emission for a trip is expressed in g

V : mean speed in km/h during the cold period
T : temperature in C (ambient temperature for cold start, engine start temperature for
starts at an intermediate temperature - see section 3.2)
d : travelled distance
= d d : undimensionned distance with
d c : cold distance
c
: reference excess emission (at 20 C and 20 km/h)
and the functions f, g and h can be found respectively in Table 7, Table 9 and Tables 10 and 11.
The coefficient can be found in Table 12. The functions f, g and f+g-1 must be positive or
null.
Technology
Gasoline cars
without
catalyst
Diesel cars
without
catalyst
Gasoline cars
with catalyst
Diesel cars
with
catalyst
Table 12: Coefficient
24
Pollutant
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
CO2
CO
HC
NOx
FC
(g)
144.16
63.51
8.23
-0.30
83.71
182.57
2.18
0.82
0.06
62.95
132.46
28.71
4.62
1.77
59.79
153.36
0.74
0.65
0.03
55.4
corresponding to excess emission at 20 C and 20 km/h (in g).
For example, for CO pollutant and catalyst cars :

- using Table 7, f(V)=-0.0013V+1.0261
- using Table 9, g(T)=-0.2591T+6.1829
- using Table 11, h()=(1-e-10.11)/(1-e-10.11) and is deduced from Table 10 :
=d/(0.24V-0.14)
- using Table 12, =28.71
and therefore :
10.11d ( 0.24V 0.14 )
1 e
excess emission= 28.71
(
0.0013
V
+1.0261
)
+
(
0.2591
T
+
6.1829
)
1
1
23 1444
424444
3 1444
424444
3
1 e 10.11
f (V )
g(T )
14444244443
h (d, V )
A comparison can be made for the temperature influence and the speed influence on excess
emission. An example of influence of temperature decrease by 30 C (20 C to -10 C) and
average speed increase by 40 km/h (10 km/h to 50 km/h) on the f and g functions is shown in
Table 13. The joint influence of speed and temperature is ranging from 0.63 to 8.61, with an
average of 3.80. Thus the influence of temperature and speed is very significant, temperature
influence being higher than speed influence.
f(50 km/h)
Techno- Pollu
f
f
logy -tant (10 km/h) (50 km/h) f(10 km/h)
CO2
1.10
0.70
0.63
Gasoline CO
0.71
1.86
2.62
cars
HC
0.86
1.43
1.66
without NOx
0
4.41
catalyst FC
0.94
1.19
1.27
CO2
1
1
1
Diesel CO
1.19
0.45
0.38
cars
HC
1.16
0.51
0.44
without NOx
1.23
0.32
0.26
catalyst FC
1
1
1
CO2
0.97
1.10
1.14
Gasoline CO
1.01
0.96
0.95
cars
HC
1.05
0.84
0.80
with NOx
0.36
2.91
7.97
catalyst FC
0.99
1.05
1.06
(-10 C)
(20 C)
1
3.75
5.03
1
2.29
2.37
2.81
3.93
3.68
2.32
1
8.78
4.95
1
2.66
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
g(-10 C) f(50)+ g(-10)-1

g(20 C) f(10)+g(20) -1
1
3.75
5.03
1
2.29
2.37
2.81
3.93
3.68
2.32
1
8.78
4.95
1
2.66
0.63
6.48
6.36
2.66
2.37
1.90
2.96
2.44
2.32
1.14
8.61
4.55
7.97
2.75
Table 13: Influence of temperature and speed on the speed and temperature functions f(V) and
g(T).
25
Calculation method
3.1.2. Diesel cars with catalyst

Concerning excess emissions calculation for diesel cars with oxidation catalyst, we obtained only
data for one cycle and one temperature. Then, we assumed that excess emission was proportional
to excess emission of diesel cars without catalyst :
excess emission for diesel cars with catalyst
=
excess emission for diesel cars without catalyst
This coefficient has been calculated for FTP72-1 cycle, at 20 C considering the 9 tests for diesel
cars with catalyst tested and the 66 tests for diesel cars without catalyst. Then, (diesel with
catalyst)=(diesel without catalyst), the functions f, g and h remaining the same. The
corresponding coefficients are presented in table 12.
3.1.3. Light duty vehicles (LDV)

For light duty vehicles, we think that excess emissions should be the same as for passenger cars
(PC). This hypothesis has to be made due to the lack of data.
3.1.4. Heavy duty vehicles (HDV)

In the same way, for HDV the excess emission could be calculated using:
HDV excess emission
HDV hot emission (at 20 km/h)
=
PC excess emission (same fuel, no cat.)
PC hot emission (at 20 km/h)
The second term of this equation has to be determined using other MEET results. PC excess
emissions are given above.
3.2. Excess emissions for trip starting under engine mean

temperature conditions
From statistical data relating to the Drive-modem and Hyzem driving patterns (Andr et al.,
1999), 41.9 % of the trips are started with a fully warmed-up engine (water temperature
exceeding 70C) for passenger cars, while about 19 % only of the trips are actually started with a
cold engine, i.e. with an engine temperature equalling the ambient temperature. Similar results
(20 %) were recorded during a measurement campaign conducted in Austria at a small scale
(GVF, 1992). About two fifths of the trips are started with an intermediate engine temperature
lying between ambient temperature and fully-warmed up engine temperature (70C). For the
studied cases two approaches are currently available to model excess emissions:
- from parking time data,
- from start-up temperature statistical data
26
3.2.1. Parking time approach

The dependence of the parking time upon start emissions has been measured over 5 cars
equipped with catalysts, 3 gasoline non-catalyst cars and 4 diesel cars. The cars have been tested
after a 0.5 h, 1 h, 2 h, 4 h, 8 h, 10 h and 16 h parking period at 20 C . This yielded the following
correction factor for parking time, written in the form:
excess emissions afteraparking time of x hours
excess emissions afteraparking time of16 hours
The results obtained are given in Figure 6 and the recorded values in Annex 8. For HC
emissions from non-catalyst gasoline and diesel vehicles corresponding to a parking time of 10,
11 and 12 hours, the results obtained with the correction coefficient are not in good agreement
with the measurement results: for these 3 time parameters, values were calculated assuming a
linear progression for a parking time ranging from 4 to 9 hours.
1,2
Parking-time-correction-coefficient
1
0,8
0,6
0,4
0,2
0
-0,2
-0,4
10
12
FC (all cars)
CO-catalyst
CO-gasoline
CO-diesel
HC-catalyst
HC-gasoline
HC-diesel
NOx-catalyst
NOx-gasoline
NOx-diesel
PM-diesel
-0,6
-0,8
Parking time (h)
Figure 6: Parking-time-correction-factor (GVF, 1992), in the form (excess emissions after a

parking time of X hours)/(excess emissions after a parking time of 16 hours).
This approach is very interesting but relies on a single parameter of ambient temperature and
average speed. Statistical data relative to parking time are needed for implementing such an
approach. An example from the Austrian study is given below (tab. 14) and wider statistical data
should be defined from the modem/Hyzem database.
Period
0 to 4 h
4 to 8 h
8 to 24 h
Average
0-1 h
36.5
5.0
36.5
31.9
% of starts over a given period Vs parking-time before starting (h)

1-2 h 2-3 h 3-4 h 4-5 h 5-6 h 6-7 h 7-8 h > 8 h
15.2
8.8
7.0
7.4
4.7
5.6
7.0
7.8
0.0
0.0
0.0
0.0
0.0
0.0
0.0
95.0
15.2
8.8
7.0
7.4
4.7
5.6
7.0
7.8
13.0
7.5
6.0
6.3
4.0
4.8
6.0
20.5
Total
100
100
100
100
Table 14: Start Distribution versus parking-time and period of the day (GVF, 1992).
27
Calculation method
3.2.2. Simplified approach

In order to compensate for the currently limited conditions for applying the parking-time based
model, a simplified method was used assuming that excess emissions are not dependent on
ambient temperature but on engine temperature at start-up; or in other words, that excess
emissions for an intermediate engine temperature are equivalent to cold-startrelated excess
emissions for an ambient temperature equalling the intermediate temperature. This amounts to
considering that parameter T in Section 3.1 corresponds to engine temperature at start-up rather
than to ambient temperature.
3.3. Inventory of cold-start-related excess emissions

In a number of cases, assessing cold-start-related excess emissions for a single trip (for some
micro inventories) is sufficient, but most emission inventories require calculating cold-startrelated excess emissions not for a single vehicle and over a single trip, but for the whole traffic
characterised by a number of parameters such as vehicle flow, average speed and environment
conditions (period of the day, week, year, ambient temperature). The formula initially applied to a
single trip (data in Section 3.1.1) must be extended to the whole traffic using the available
statistical data relative to characteristic traffic parameters.
When calculating emission inventories for given traffic conditions, the only input data are:
- traffic flow and composition
- traffic average speed
- ambient temperature
- period (or season)
while the input data for the sub-model of cold-start-related excess emissions are:
- average speed under cold engine conditions
- engine temperature at start-up
- travelled distance
It is therefore required to express the above input parameters as a function of the input data of
the general model.
3.3.1. General approach

It is required to assess the share in kilometres of the trips started with a fully warmed-up engine
- thus not including cold-start-related excess emissions - to switch from an approach considering
trip cold start conditions to a traffic approach. This percentage amounts to 31.0 % over the year
from the modem/Hyzem statistics (cf. Andr et al., 1999, Kyriakis & Andr, 1998) including
seasonal variations (26.6 % in winter, 32.7 % in summer, 36.8 % in the middle season), and
variations as a function of global average speed (from 38.7 % over the year for speeds less than
10 km/h to 24.4 % speeds ranging from 40 to 50 km/h).
In a second step, only trips started under cold or intermediate engine temperature conditions
were considered, to which should be applied the formula given in section 3.1.1. All the formula
parameters (, f(V), g(T), h', dc ) are functions of the pollutant type and vehicle technology
studied, but in addition :
- f(V) and dc are functions of the average speed during the cold period
28
- g(T) is a function of the engine temperature at start-up

- d, corresponding to the trip length, is included in the calculation of g.
The coefficient can be found in Table 12. The functions f, g, h' and dc can be found
respectively in Table 7, Table 9, Table 11 and Table 10.
From the deliverable 15 (Andr et al., 1999) a relationship is established between the variables
above and the input variables of the general model :
- mileage percentage of the trips started at cold or intermediate engine temperature (see
Annex 9). For instance all over the year, 61.3 of the mileage of the trips with an overall average
speed lower than 10 km/h begins with a cold or intermediate engine temperature.
- average speed distribution under cold conditions versus overall average speed (see
Annex10). For example, for an overall average speed ranging from 30 to 40 km/h throughout the
year, 7.3 % of the trips are travelled with a cold engine at a speed less than 10 km/h, 15.2 % at a
speed ranging from 10 to 20 km/h... Each class of average speed with a cold engine is
characterised by boundary and mean values. These statistics are dependent upon the season.
- distribution of engine start-up temperature (in number of trips) versus ambient
temperature class (see Annex 11). For example, for an ambient temperature ranging from 0 to
10C, 1.5 % of the trips are made with an engine temperature less than 0C, 28.5 % of the trips
are started with an engine temperature ranging from 0 and 10C. It should be noted that the
available database does not include any ambient temperature less than - 10C, and available
statistical data are thus extrapolated to lowest ambient temperature levels.
- cold start trip distribution versus trip length (see Annex 12). Such a distribution
depends both on average speed with a cold engine and on the season. For example, for a speed
with a cold engine ranging from 10 to 20 km/h, in winter, 2.4 % of the trips do not exceed 0.5
km (average distance: 0.222 km), 6.6 % range from 0.5 to 1 km, 13.8 % from 1 to 2 km...
3.3.2. Calculation mode

Ec =
tfi cm(s, v i)
100
pj pk pm
d m
6
(f ( Vj) + g (Tk ) 1) h

10 dm
d c(Vj)
where
Ec
= traffic excess emissions with a cold engine for a given pollutant corresponding to
a traffic tfi (in g)
tfi, vi, i and s are external data :

tfi
= traffic flow for the studied vehicle type i (in km.veh)
vi
= traffic overall average speed for the studied vehicle type i (km/h)
i
= vehicle type
s
= season (winter, summer, middle)
The other parameters correspond to model internal data: :
cm (s, vi) = percentage of mileage recorded under cold start or intermediate temperature
conditions for season s and overall speed vi of vehicle type i (%) (see Annex 9)
29
Calculation method
i
j
k
m
pj
pk
pm
dm
Vj
Tk
= reference excess emission for vehicle type i (g) (see Table 12)
= speed class with a cold engine
= class of start-up engine temperature
= trip length class
= percentage of the trips travelled at speed j with a cold engine, for the overall
average speed considered (%) (see Annex 10)
= percentage of the trips travelled with a start-up engine temperature Tk (%) (see
Annex 11)
= percentage of trips started with a cold engine and distance dm, for speed Vj with a
cold engine (%) (see Annex12)
= average distance of the trips under cold start conditions of class m (km) (see
Annex 12)
= average speed with a cold engine corresponding to class j (km/h) (see Annex 10)
= average start-up temperature of class k (C) (see Annex 11)
f, g, h and dc are functions defined in section 3.3.1, which are given respectively in Table 7, Table
9, Table 11, and Table 10. The functions f, g and f+g-1 must be positive or null.
3.3.3. Final model

To apply this model allows us to get, for each pollutant and vehicle type, a matrix of cold unit
excess emissions in g/km, depending on the average speed, the ambient temperature, and the
season. These results are presented in Annex 13, 14 and 15 resp. for the conventional gasoline,
conventional diesel, and catalyst equipped gasoline (3WC, EURO 1). For catalyst diesel
(oxidation catalyst, EURO 2) passenger cars, the unit emissions can be derived from conventional
diesel ones, taking into account figures (Table 12). Examples are given on Figure 7 showing
the influence of the average speed, on Figure 8 for the influence of the ambient temperature, and
on Figure 9 for the season influence.
3.3.4. Near future vehicles

From the future evolution of the European standard of the vehicle emissions, the deliverable 26
(Samaras et al., 1998) proposes cold excess emission reduction rates (see Table 15) for CO, HC,
NOx and particulates for EURO 2, 3 and 4 passenger cars. It should be noted first that no
reduction rates are proposed for CO2 and fuel consumption, and then that for diesel EURO 2
vehicles the proposed reduction rates do not correspond to the EURO 1 - E URO 2 evolution given
above in this report (see Tables 12 and 15). A synthesis of both proposed evolutions should be
done.
30
8
ambient temperature: 10 - 20 C
season: year
CO unit excess emission (g/km)
6
conv. gasoline
3WC gas. Euro 1

2
3WC gas. Euro 2

gasoline Euro 3
gasoline Euro 4
conv. diesel
oxy.
80cat. diesel
0
0
10
20
30
40
50
60
70
average speed (km/h)
Figure 7: CO cold unit excess emission according to average speed and vehicle technology
(ambient temperature: 10-20C, season: year).
60
average
speed
(km/h)
Conventional gasoline cars

season: year
CO unit excess emission (g/km)
50
0-10
10-20
20-30
30-40
40-50
50-60
60-70
>70
40
30
20
10
0
-30
-20
-10
10
20
30
40
ambient temperature (C)
Figure 8: CO cold unit excess emission according to ambient temperature and average speed
for conventional gasoline cars (season: year).
31
Calculation method
40
year
winter
35
CO2 unit excess emission (g/km)
summer
intermediate season
yearly curve
30
winter curve
25
summer curve
intermediate season curve
20
15
10
gasoline catalyst cars Euro 1
ambient temperature: 10 - 20 C
0
0
10
20
30
40
50
60
70
80
average speed (km/h)
Figure 9: CO2 cold unit excess emission according to season and average speed (ambient
temperature: 10-20C, gasoline 3WC cars Euro 1).
1,0
dimensionless excess emission
0,8
base excess emission
cold distance x 0.6
excess emission x 0.6
0,6
0,4
0,2
0,0
0
0,2
0,4
0,6
0,8
1
dimensionless distance = distance / cold distance
1,2
1,4
Figure 10: Comparison of ways to decrease excess emission, either by decreasing the total
excess emission w, or by decreasing also the cold distance dc.
32
gasoline
cumulative reduction rates (%) from EURO 1
CO
HC
diesel
NOx
to EURO 2 from Table 12
CO
HC
NOx
66
21
50
part.
to EURO 2
30
40
55
30
40
30
to EURO 3
51
67
73
35
51
58
51
to EURO 4
80
84
88
55
76
79
76
Table 15: Reduction rates to apply to the cold excess emissions for gasoline and diesel vehicles
(Samaras et al., 1998), and comparison with those deduced from Table 12 for diesel
EURO 2.
A decrease of the cold excess emission can come either from a decrease of the cold excess
emission along the same cold distance, or from the only decrease of the cold distance, as shown
Figure 10: the areas of both dotted curves are decreased by 40 % compared to the area of the
base curve. Therefore both cold excess emissions (in g) are decreased by 40 %.
For the near future vehicles we consider that:
For the gasoline cars the improvement of the catalyst will induce a decrease of the total
cold excess emission and a decrease of the cold distance dc. The results are given in
Annexes 16, 17 and 18 resp. for gasoline vehicles EURO 2, 3 and 4; an example is
presented Figure 7. In absence of any proposed reduction rates for CO2 and FC, we
consider that their cold emissions remain unchanged.
For the diesel cars the general improvement will induce only a decrease of the total cold
excess emission : the total cold excess emissions are simply deduced from EURO 1
ones given in Annexe 14 by applying the reduction rates given Table 15.
3.3.5. Discussion of the results

For the gasoline cars the average speed has a systematic and big influence on the cold unit
excess emissions. The ambient temperature has no influence on CO2 and NOx unit excess
emissions, but has a strong influence on CO, HC and FC ones.
For the diesel vehicles the model shows a strong influence of the average speed and ambient
temperature, except for NOx for which the speed influence is low.
It must be nevertheless noted that the unit cold excess emission remains important for the high
speeds: for the speeds higher than 40 km/h it is quite constant. This result seems astonishing. It
can be explained by the following reasons:
The percentage of the mileage corresponding to the trips beginning by a cold or
intermediate period cm(s,vi) is quite independent of the average speed of these trips vi. It
is near to 70 % (see Annex 9).
The kinematic conditions of the cold part (pj - see Annex 10) of the trips do not depend a
lot on the average speed of the total trip vi for vi > 40 km/h.
The average distance of the trip dm is depending only on the cold speed vj and not on the
average speed of the total trip vi according to the shape of the model (see Annex 12).
33
Calculation method
Then we can see that the average speed of the whole trip has a very low influence on the outputs
of the model. It comes fundamentally from the following aspects:
The average speed vi is the average speed of the whole trip, from an engine start to an
engine stop, but a trip can be very heterogeneous in terms of average speed. This average
speed vi differs a lot from a traffic average speed which is a local parameter, much more
homogeneous. In order to correct this problem, instead considering trips, we should
consider homogeneous trip sub-parts, as trip sequences, for which the average speed
should be near from a traffic average speed.
The taking into account of the trip length only through the speed of the cold part of the
trip does not enable to differentiate long and rapid trips from shorter and slower trips,
because their cold parts are very near (even if the hot parts are very different from a
speed point of view). We should therefore modify the model to take into account
explicitly the average speed of the hot period, or the speed by homogeneous periods as
proposed above.
The model is therefore not very efficient for taking into account the average speed of the traffic.
However the model is very efficient for taking into account the vehicle technology and its
evolution, by using the cold distance dc, which depends really from the technology and especially
from the catalyst type. For instance, when comparing the EURO 2 gasoline cars to EURO 1 cars, a
decrease of the total cold excess emission by 30, 40 and 55 % (resp. for CO, HC and NOx see Table 15) leads to a decrease of the cold unit excess emission resp. by 27, 34 and 36 % (see
Annexes 14 and 17). The difference is due to the fact that for very short trips (less than the cold
distance), the decrease of unit emission is lower than for the total excess emission .
Finally the model takes very accurately into account the ambient temperature (see Figure 8 for
instance), together the small variations of the trip length distribution according to the season (see
Figure 9 for instance) in addition to the temperature effect, much more important.
34
Conclusion
This modelling of excess emission under cold start conditions results from data provided by
various European research organisations as part of COST 319 action and MEET programme. A
number of improvements were made with respect to the Corinair project. Instead of calculating
the relative cold emission, we used the absolute excess cold start emission. 7 countries were
represented in the Corinair working group, and currently in MEET, 16 countries are represented.
In Corinair the speed was not taken into account for cold start emission, whereas in the present
model, input data includes mean speed, engine temperature and travelled distance. This model
results from measurements made over 9 driving cycles (only ECE-15 cycle in Corinair). Average
speeds of these cycles range from 6.6 km/h to 48.1 km/h and temperature measurements range
from -10 C to 26 C.
The cold excess emission is obtained in grams and is valid for gasoline and diesel cars, with or
without catalyst. Due to the lack of data, some assumptions had to be made for duty vehicles and
also for diesel cars with catalyst. This emission is given for a prescribed pollutant and vehicle
technology. The general formula is written in the form of a reference excess emission multiplied
by functions depending on average speed, engine temperature and travelled distance. For fuel
consumption, it was determined using the carbon balance method. The forms of speed and
temperature functions were assumed to be linear. For travelled distance, we assumed that its
influence was in the form of an exponential function for all pollutants in order to simplify the
model, even if the form seems more complicated for NOx pollutant. We also assumed that the
trips were started with a cold engine, i.e. start engine temperature corresponding to ambient
temperature. For intermediate temperature start conditions, we made the hypothesis that excess
emission corresponds to cold start emission with the same start temperature : e.g. a start at an
engine temperature of 30 C corresponds to a cold start at an ambient temperature of 30 C.
This model can be applied at different geographic scales : at a macroscopic scale (national
inventories) using road traffic indicators and temperature statistics, or at a microscopic scale for a
vehicle and a trip. If a model user could not access to necessary statistics, it would be
recommended to integrate the statistics recorded at national level into the model, in order to
further the model use and obtain a national average excess emission directly.
After applying the model to the available MEET driving behaviour statistics, a new model is
obtained much more simple: it gives directly unit cold excess emission in g/km, depending on
the trip average speed, the ambient temperature and the season. This more aggregated model can
be used parallel to hot emission factors. This model is presented for gasoline and diesel vehicles,
the present and the near future ones.
This study corresponds to the state-of-the-art at the present time. In the future, this model could
be improved by different ways :
- updating this model using new data when available, either for the most recent passenger
cars, or the light duty vehicles, or the heavy duty vehicles.
- it would be much more precise to have crossed distributions for different speeds and
ambient temperatures.
- the number of analysed data has to be increased, especially for different speeds and low or
high temperatures.
35
Conclusion
- intermediate engine temperatures must be considered, i.e. when engine start temperature
does not correspond to ambient temperature ( cool starts ). It would be interesting to
model start engine temperature as a function of ambient temperature, parking duration and
maybe introduce an engine cooling coefficient.
- instead using the average speed upon the whole trip, to use more local average speed,
corresponding to more homogeneous driving behaviour. Then the speed parameter should
be near from the traffic average speed.
36
Annex 1:
Lab name
Laboratory acronyms, addresses and persons

to contact
Signification
Contact person
Infrastruktur-,
Umwelt- und
Wirtschaftsberatung
Institut National de
Recherche sur les
Transports et leur
Scurit
Instituto Nacional
de Tecnica
Aeroespacial
M. Keller
Address
Mhlemattstrasse 45
CH-3007 Bern
Switzerland
R. Joumard
Case 24
INRETS
F-69675 Bron
Cedex
France
J. P. Laguna
Ctra de Ajalvir km 4
INTA
28850 Torrejn de
Ardoz (Madrid)
Spain
Institute
for
I.
Pollk
XI.
Thn
Kroly
KTI
Transport Sciences
u. 3-5
1119 Budapest
Hungary
Lab.
Applied
Z.
Samaras
Aristotle
Univ.
LAT
Thermodynamics
Thessaloniki
54006 Thessaloniki
Greece
S. Cernushi
P.za L. da Vinci, 32
Politecnico
I-20133 Milano
di Milano
Italy
Netherlands org. for R. C. Rijkeboer
P.O. Box 6033
TNO
applied scientific
2600 JA Delft
research
The Netherlands
Transport Research
J. Hickman
Old Wokingham
TRL
Laboratory
road
Crowthorne
Berkshire RG
45 6AU
England
Graz
University
of
G.
Jammernegg
Kopernikusgasse
24
TU-Graz
Technology
A-8010 Graz
Austria
D. Hassel
Konstantin Wille
TV
TV Rheinland
Strasse 1
Sicherheit und
D-51105 Kln
Umweltschutz
Germany
GmbH
Swedish
National
U.
Hammarstrm
Statens
vg- och
VTI
Road and Transport
transportforskningin
Research Institute
stitut
S-581 95 Linkping
Sweden
Technical Research
J. Laurikko
Engine Technology
VTT
Centre of Finland
P.O. Box 1601
FIN-02044 VTT
Finland
INFRAS
AG
Phone number
Fax number
+41-313724743
+41-313714753
+33-472142477
+33-472376837
+34-15201723
+34-15201319
+36-11669021
+36-11666945
+30-31996014
+30-31996019 or
+30-31215800
+39-223996411
+39-223996499
+31-152696360
+31-152612341
+44-1344770351
+44-1344770028
+43-3168737212
+43-316821490
+49-2218062479
+49-2218061756
+46-13204172
+46-13204030
+358-04565463
+358-0460493
37
Vehicle distribution and types of cycles
Annex 2:
Vehicle distribution and type of cycles
A data represents a measurement made with a vehicle during a cold cycle and a same hot cycle,
independent of the pollutant.
The cycle definition can be found in Table 1 of the main text and the laboratory signification in
Annex 1.
Lab
Number of data
Cycle
INFRAS
AG
INRETS
49 G
35 D
55 GC
Remark
Data used
in this
study ?
only report
no
short Inrets,
FTP 75 and
ECE-15
Joumard et al.,
(1995b)
Laguna and
Robledo (1996)
only cold cycle
no
KTI
only cold cycles
no
4G
50 GC
ECE-15
Politecnico
di Milano
TNO
193 G
164 D
1499 GC
6 DC
FTP 75 and
ECE-15
TRL
655 G
48 D
74 GC
ECE-15-1,
Congested,
TRL1, TRL2
and Urban
road
TV
yes
only cold cycle
TU-Graz
24 G
45 D
136 GC
3 DC
FTP 75 and
ECE-15
no
yes
yes
TNO (1993)
various
temperatures
yes
not published
only cold cycle
no
various
temperatures
yes
yes
Hassel et al.,
(1993)
no
Lenner (1994)
VTI
no catalyst cars
D : Diesel cars without catalyst ; DC : Diesel cars with catalyst ;
G : Gasoline cars without catalyst ; GC : Gasoline cars with catalyst ;
38
yes
yes
yes
INTA
LAT
Reference
Annex 3:
Excess emissions (g) versus ambient

temperature (C)
A point represents a data and the line is the regression curve (linear regression) associated to
those data.
Annex 3.1: Gasoline cars without catalyst

600
CO2
Gasoline without catalyst
500
CO2 excess emission (g)
400
300
200
100
0
-10
-5
10
15
20
25
30
35
-100
Temperature (C)
600
CO
500
CO excess emission (g)
400
300
200
100
0
-10
-5
10
15
20
25
30
35
-100
Temperature (C)
39
Excess emissions versus ambient temperature
160
HC
140
120
HC excess emission (g)
100
80
60
40
20
0
-10
-5
10
15
20
25
30
35
20
25
30
35
-20
Temperature (C)
NOx excess emission (g)
0
-10
-5
10
15
-2
NOx
-4

-6
-8
-10
Temperature (C)
40
500
FC
450
excess fuel consumption (g)
400
350
300
250
200
150
100
50
0
-10
-5
10
15
20
25
30
35
Temperature (C)
41
Annex 3.2: Diesel cars without catalyst
700
CO2
Diesel cars
600
500
400
300
200
100
0
-10
-5
10
15
20
25
30
Temperature (C)
18
CO
16
Diesel cars
CO excess emission (g)
14
12
10
8
6
4
2
0
-10
-5
10
15
20
25
30
Temperature (C)
42
HC
Diesel cars
0
-10
-5
10
15
20
25
30
15
20
25
30
-1
Temperature (C)
10
NOx
Diesel cars
0
-10
-5
10
-2
-4
Temperature (C)
43
200
FC
180
Diesel cars
160
140
120
100
80
60
40
20
0
-10
-5
10
15
20
25
30
Temperature (C)
44
Annex 3.3: Gasoline cars with 3-way catalyst

1200
Catalyst cars
CO2
1000
800
600
400
200
0
-10
-5
10
15
20
25
30
-200
-400
Temperature (C)
120
HC
Catalyst cars
100
80
60
40
20
0
-10
-5
10
15
20
25
30
-20
Temperature (C)
45
NOx
Catalyst cars
0
-10
-5
10
15
20
25
30
-2
-4
-6
Temperature (C)
400
FC
350
Catalyst cars
300
250
200
150
100
50
0
-10
-5
10
15
20
25
30
-50
-100
Temperature (C)
46
Annex 4:
Cold distance (km) as a function of the

vehicle speed (km/h)

15
13
CO2
CO
HC
NOx
FC
Cold distance (km)
11
1
5
10
15
20
25
30
35
40
45
50
Speed (km/h)

13
Cold distance (km)
11
CO2
CO
HC
NOx
FC
1
5
10
15
20
25
30
35
40
45
50
Speed (km/h)
47
Dimensionless excess emission versus dimensionless distance
Annex 5:
Dimensionless excess emission versus

dimensionless distance
In the figures, one point is for a given dimensionless distance the dimensionless excess emission
averaged over 3 cycle speeds (see section 1.1.).

1,4
1,2
0,8
0,6
CO2
CO
HC
NOx
FC
CO2 regression
CO regression
HC regression
NOx regression
FC regression
0,4
0,2
0
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
48
1,4
1,2
0,8
CO2
CO
HC
NOx
FC
CO2 regression
CO regression
HC regression
NOx regression
FC regression
0,6
0,4
0,2
0
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
-0,2
49
Dimensionless excess emission versus dimensionless distance
Annex 6:
Dimensionless excess emission versus

dimensionless distance. Case of NOx
pollutant for gasoline cars without catalyst
Dimensionless overemission
0
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
-2
Short slow urban

Short free-flow urban
Short road
-4
-6
-8
-10
-12
50
Annex 7:
Effect of air humidity for NOx pollutant
(E.P.A., 1976; Lenner, 1994)

In order to define the hygrometric state of the atmosphere, the mixing ratio r can be used,
expressed in grams of water vapour per kilogram of dry air. This ratio depends on the
atmospheric humidity, the temperature and the total pressure :
r = 6.2198
U ew
P U e w 10 2
U : relative humidity in %
P : atmospheric pressure in kPa
18.729
T
with
227.3
ew : saturated vapour pressure in kPa ; e w = 0.61121 exp
T + 257.87
T : temperature in C
In order to compute the correction, multiply the emission by the factor KH equal to :
1
KH =
for FTP cycle
1 0.0266 ( r 10.71)
1
KH =
for ECE-15 cycle.
1 0.0329 (r 10.71)
The first equation (FTP cycle) is valid for mixing ratio ranging between 2.86 g and 20.00 g of
water vapour per kg of dry air, whereas, the second equation (ECE-15 cycle) is valid for ambient
temperature between 20 C and 30 C and mixing ratio between 5.0 g and 12.2 g of water vapour
per kg of dry air.
51
Parking time correction coefficient
Annex 8:
Parking time correction coefficient
(GVF, 1992)
This coefficient represents the ratio
excess emission after a parking time of X hours

.
excess emission after a parking time of 16 hours
Parking time (h) 0

1
2
3
4
5
6
7
8
9
10
11
12
FC
all cars 0 0.28 0.48 0.65
0.78 0.85 0.89
0.94 0.96 0.98
1
1
1
CO
gasoline 0 -0.23 -0.25
0
0.97
1
1
1
1
1
1
1
1
diesel
0 0.26 0.50 0.71
0.98
1
1
1
1
1
1
1
1
catalyst 0 0.32 0.58 0.87
1.13 1.18 1.13
1.04
1
1
1
1
1
HC
gasoline 0 0.03 0.07 0.12
0.18 0.28 0.38
0.52 0.62 0.73 0.84 0.95
1
diesel
0 0.03 0.09 0.17
0.27 0.39 0.50
0.61 0.72 0.81 0.93
1
1
catalyst 0 0.32 0.46 0.58
0.70 0.77 0.83
0.88 0.93 0.96
1
1
1
NOx gasoline 0 -0.70 -0.80 -0.60 -0.35
0
0.17
0.50 0.77 0.96
1
1
1
diesel
0
0
0
0
0
0
0.17
0.50 0.77 0.96
1
1
1
catalyst 0 0.91 0.95 0.98
0.99
1
1
1
1
1
1
1
1
Part. diesel
0
0
0.35 0.49
0.68 0.77 0.84
0.90 0.95 0.98
1
1
1
gasoline = gasoline without catalyst ; diesel = diesel without catalyst ; catalyst = gasoline with 3-way catalyst
For HC pollutant of gasoline without catalyst and diesel cars corresponding to parking time of
10, 11 and 12 hours, the coefficient does not represent measurements : for these 3 points, we
computed the values assuming a linear progression for a parking time ranging from 4 to 9 hours.
52
Annex 9:
Mileage percentage of the trips started at

cold or intermediate engine temperature
cm(s,vi)
(Andr et al., 1999)

season s
duration
(month)
average
speed
over the
whole
trip
vi
(km/h)
speed
range
<10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
60 to 70
> 70
total
min.
speed
0
10
20
30
40
50
60
70
0
max.
speed
10
20
30
40
50
60
70
200
200
year
winter
summer
12
intermediate
4
61.3
67.7
67.7
72.2
75.6
71.7
72.9
62.9
69.0
61.7
71.9
71.8
78.8
80.9
77.0
74.6
67.3
73.4
62.7
71.1
67.1
68.6
76.3
76.7
67.9
58.9
67.3
58.9
56.9
62.8
64.8
66.5
60.6
76.6
57.6
63.2
53
Distribution p j
Annex 10:
Distribution pj of the trips as regards the

cold average speed Vj and the overall
average speed (%)
(Andr et al., 1999)

Year
min. speed
max speed
average cold
speed (km/h)
average
speed
over the
whole
trip
(km/h)
winter
average cold
speed (km/h)
average
speed
over the
whole
trip
(km/h)
summer
average cold
speed (km/h)
average
speed
over the
whole
trip
(km/h)
54
class
average Vj
<10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
60 to 70
> 70
total
0
10
20
30
40
10
20
30
40
50
< 10 10 to 20 20 to 30 30 to 40 40 to 50
5.4
15.3
24.9
34.6
44.3
72.2
24.6
2.6
0.6
0.0
22.3
53.5
20.0
3.6
0.5
9.9
27.6
47.9
12.5
1.9
7.3
15.2
27.6
37.3
10.5
4.4
13.5
22.5
26.5
24.4
3.0
13.9
24.6
20.2
18.6
9.7
10.4
14.2
19.5
25.5
8.5
11.4
17.8
22.3
14.1
12.9
25.7
29.6
18.6
8.6
50
200
> 50 total
60.9
0.0 100
0.1 100
0.2 100
2.0 100
8.7 100
19.7 100
20.6 100
25.9 100
4.5 100
class
average Vj
<10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
60 to 70
> 70
total
< 10 10 to 20 20 to 30 30 to 40 40 to 50
5.2
15.4
24.9
34.6
44.4
79.7
17.7
1.5
1.1
0.0
24.0
46.8
23.2
5.5
0.3
10.2
25.8
46.2
14.9
2.3
6.0
15.1
26.8
36.6
11.8
4.1
12.9
20.2
28.0
24.0
3.3
12.3
19.8
12.7
23.9
7.3
9.8
16.9
20.5
22.6
11.6
8.7
17.7
28.6
12.3
14.5
23.7
28.3
19.1
8.8
> 50 total
59.6
0.0 100
0.2 100
0.6 100
3.7 100
10.8 100
28.0 100
22.8 100
21.1 100
5.6 100
class
average Vj
<10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
60 to 70
> 70
total
< 10 10 to 20 20 to 30 30 to 40 40 to 50
5.9
15.4
24.9
34.3
44.1
52.1
47.9
0.0
0.0
0.0
17.5
63.7
18.8
0.0
0.0
8.8
29.9
50.6
9.8
0.9
6.9
23.2
31.0
30.5
7.8
4.5
13.5
24.7
31.2
22.0
0.8
15.7
26.6
24.4
17.6
10.0
14.1
14.3
17.9
27.8
6.4
17.1
16.8
15.3
21.3
9.5
29.7
31.6
17.4
8.5
> 50 total
64.3
0.0 100
0.0 100
0.0 100
0.5 100
4.0 100
14.8 100
15.8 100
23.1 100
3.3 100
intermediate
average cold
speed (km/h)
average
speed
over the
whole
trip
(km/h)
class
average Vj
<10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
60 to 70
> 70
total
< 10 10 to 20 20 to 30 30 to 40 40 to 50
5.4
14.9
25.0
34.7
44.1
66.7
27.1
6.2
0.0
0.0
23.0
57.7
15.0
3.1
1.2
10.2
28.4
48.1
11.1
2.2
9.4
8.4
25.9
44.3
11.1
4.7
14.3
24.0
19.5
27.4
5.4
14.5
31.0
28.3
9.9
12.9
7.0
10.1
19.8
27.1
2.8
12.7
18.9
14.0
11.3
13.3
25.4
29.9
18.9
8.6
> 50 total
61.3
0.0 100
0.0 100
0.0 100
0.9 100
10.0 100
10.8 100
23.1 100
40.2 100
3.9 100
55
Percentage pk
Annex 11:
Percentage pk of the trips travelled with a

start-up engine temperature Tk (%),
according to the ambient temperature (C)
(Andr et al., 1999)

min. temp.
-30
max temp.
-20
ambient
class
-30 to
temperatur
-20
e
(C)
average
-25
engine start-up temperature Tk (C)
class
average min.
max.
temp. temp.
<-40
-45.0
-100
-40
0.0
-40 to -30 -35.0
-40
-30
0.0
-30 to -20 -25.0
-30
-20
52.0
-20 to -10 -15.0
-20
-10
26.0
-10 to 0
-5.0
-10
0
2.8
0 - 10
5.0
0
10
2.8
10 - 20
15.0
10
20
2.8
20 - 30
25.0
20
30
2.8
30 - 40
35.0
30
40
2.8
40 - 50
45.0
40
50
2.8
50 - 60
55.0
50
60
2.8
60 - 70
65.0
60
70
2.8
> 70 (hot
70
100
0
trips)
total
-100
100
100
56
-20
-10
0
10
-10
0
10
20
-20 to -10 to 0 - 10 10 -10
0
20
20
30
20 30
30
40
30 40
40
50
40 50
-15
-5
15
25
35
45
0.0
0.5
43.0
22.5
4.9
4.9
4.9
4.9
4.9
4.9
4.9
0
0.0
1.0
35.5
19.5
7.3
7.3
7.3
7.3
7.3
7.3
0
0.0
1.5
28.5
18.0
10.4
10.4
10.4
10.4
10.4
0
0.0
2.0
24.0
14.8
14.8
14.8
14.8
14.8
0
0.0
2.5
19.0
19.6
19.6
19.6
19.6
0
0.0
3.0
17.0
26.7
26.7
26.7
0
0.0
3.5
22.0
37.3
37.3
0
100
100
100
100
100
100
100
Annex 12:
Percentage pm of trips started with a cold

engine and distance dm, for speed Vj with a
cold engine (%)
(Andr et al., 1999)

Yearly
class
(km)
< 0.5
0.5 - 1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9 - 10
10 - 11
11 - 12
> 12
total
trip length
(cold trips)
min. max. average
dm
(km)
0. 0.5
0.214
0.5
1
0.753
1
2
1.462
2
3
2.487
3
4
3.436
4
5
4.500
5
6
5.505
6
7
6.511
7
8
7.443
8
9
8.492
9
10
9.540
10 11
10.462
11 12
11.474
12 100 34.629
0 100
9.113
average speed to reach hot conditions (km/h):

class and average Vj (cold-started trips)
< 10 10 to 20 20 to 30 30 to 40 40 to 50
> 50
5.4
11.7
8.8
14.7
12.3
6.4
7.3
7.2
6.1
3.1
2.3
1.1
1.2
2.0
16.1
100.0
Winter
trip length (cold trips)
class
(km)
< 0.5
0.5 - 1
1-2
2-3
3-4
4-5
5-6
6-7
7-8
8-9
9 - 10
10 - 11
11 - 12
> 12
total
average dm
0
0.222
0.762
1.454
2.459
3.454
4.565
5.481
6.519
7.421
8.472
9.387
10.362
11.429
33.294
< 10
5.2
15.5
7.3
14.2
11.8
9.1
5.2
6.8
5.8
1.5
1.8
1.1
1.2
2.3
16.4
100.0
15.3
2.1
6.0
14.3
15.1
7.5
9.0
8.9
6.5
3.9
2.2
1.6
3.0
1.8
18.2
100.0
24.9
0.5
2.3
10.8
15.9
9.5
10.4
8.9
6.4
4.6
2.7
3.3
2.3
2.5
20.0
100.0
34.6
0.0
0.2
4.7
6.7
9.4
8.2
9.1
7.6
4.1
3.8
5.7
5.6
4.4
30.4
100.0
44.3
0.0
0.0
0.9
3.2
6.5
6.2
5.8
5.3
8.4
2.3
3.9
6.4
2.4
48.7
100.0
60.9
0.0
0.0
0.7
0.0
1.9
4.8
6.5
3.5
2.9
2.2
3.9
2.7
2.4
68.6
100.0

10 to 20 20 to 30 30 to 40 40 to 50
> 50
15.4
24.9
34.6
44.4
59.6
2.4
0.8
0.0
0.0
0.0
6.6
2.5
0.2
0.0
0.0
13.8
11.0
5.0
1.3
0.0
10.8
13.8
6.4
3.3
0.0
8.6
9.8
10.1
5.4
1.0
7.7
10.0
8.4
5.7
5.5
11.5
9.2
8.4
6.1
3.3
6.5
5.2
8.2
1.1
3.0
4.4
4.8
4.0
3.6
3.2
3.6
3.5
3.5
3.0
2.8
1.6
3.4
5.1
3.8
5.9
2.9
2.4
5.9
9.0
3.6
1.2
2.1
1.6
1.2
1.9
18.4
21.6
33.1
56.6
69.8
100.0
100.0
100.0
100.0
100.0
total
2.2
3.4
9.7
11.7
8.0
8.6
8.3
6.4
4.4
2.7
3.1
3.3
2.6
25.6
100.0
total
3.0
3.4
9.5
9.7
8.6
7.8
8.6
5.7
3.9
3.2
3.1
3.6
1.7
28.0
100.0
57
Percentage pm
Summer
trip length
(cold trips)
class
average dm
(km)
0
< 0.5
0.186
0.5 - 1
0.729
1-2
1.459
2-3
2.511
3-4
3.417
4-5
4.432
5-6
5.531
6-7
6.533
7-8
7.452
8-9
8.603
9 - 10
9.685
10 - 11
10.512
11 - 12
11.522
> 12
38.253
total
Intermediate season
trip length
(cold trips)
class
average dm
(km)
0
< 0.5
0.220
0.5 - 1
0.755
1-2
1.476
2-3
2.493
3-4
3.431
4-5
4.512
5-6
5.513
6-7
6.481
7-8
7.460
8-9
8.462
9 - 10
9.610
10 - 11
10.535
11 - 12
11.475
> 12
33.604
total
58
< 10
5.9
6.6
3.9
17.2
10.6
3.9
11.4
13.0
4.9
7.0
4.2
0.0
0.9
0.0
16.4
100.0

10 to 20 20 to 30 30 to 40 40 to 50
> 50
15.4
24.9
34.3
44.1
64.3
1.2
0.3
0.0
0.0
0.0
5.9
1.9
0.0
0.0
0.0
15.0
10.1
5.8
0.0
3.6
14.1
12.1
6.5
4.6
0.0
4.2
8.8
9.0
3.4
3.7
11.5
14.7
11.1
11.3
5.4
8.4
11.2
9.7
3.4
14.0
6.0
7.3
8.6
8.1
6.4
4.0
6.1
3.5
6.5
3.1
1.3
1.7
2.7
1.7
3.1
1.3
3.0
1.9
3.5
3.1
3.6
3.0
6.5
5.4
0.0
2.3
2.7
4.6
2.4
1.9
21.2
17.2
30.0
49.8
55.7
100.0
100.0
100.0
100.0
100.0
< 10
5.4
8.1
14.6
14.0
14.3
3.3
8.3
4.2
7.2
3.3
1.9
1.8
1.2
2.6
15.2
100.0

10 to 20 20 to 30 30 to 40 40 to 50
> 50
14.9
25.0
34.7
44.1
61.3
2.5
0.4
0.0
0.0
0.0
5.0
2.5
0.3
0.0
0.0
14.3
11.1
3.2
0.9
0.0
22.8
22.7
7.3
2.0
0.0
9.2
9.7
8.4
10.9
2.6
8.6
7.1
5.5
2.8
2.6
5.3
6.3
9.8
7.4
8.2
6.9
7.4
6.0
10.0
2.6
2.8
2.8
4.8
17.8
2.3
1.0
2.4
5.2
1.8
0.0
1.9
3.3
9.6
4.6
0.0
2.8
1.6
4.6
2.9
2.6
2.2
2.9
8.8
4.2
3.9
14.8
19.9
26.5
34.7
75.1
100.0
100.0
100.0
100.0
100.0
total
1.1
2.7
10.4
10.5
6.4
12.2
9.7
6.9
5.1
2.0
2.0
3.7
2.6
24.6
100.0
total
1.8
4.0
9.5
16.0
8.3
6.8
6.6
7.0
4.5
2.4
3.9
2.6
3.9
22.7
100.0
Annex 13:
Cold excess unit emission according to

average speed and ambient temperature for
conventional gasoline cars according to the
season
Cold excess unit emission in g/km, average speed in km/h, ambient temperature in C.
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
av. t.
-25
-15
-5
5
15
25
35
31.3
31.2
31.1
31.1
31.1
31.1
31.2
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
0- 10
5
conventional gasoline cars

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
25.6
25.5
25.4
25.5
25.5
25.4
25.5
20.4
20.4
20.3
20.3
20.3
20.3
20.4
17.2
17.2
17.1
17.2
17.2
17.2
17.2
60- 70
65
>70
75
15.3
15.3
15.2
15.3
15.3
15.3
15.3
13.7
13.7
13.7
13.7
13.7
13.7
13.7
14.4
14.3
14.3
14.3
14.3
14.3
14.3
12.5
12.5
12.4
12.5
12.5
12.4
12.5

51.8
48.8
43.5
39.5
35.5
33.9
30.7
28.2
22.2
21.8
20.2
18.9
11.9
12.3
11.9
11.6
4.7
5.5
5.9
6.2
0.9
1.6
2.4
3.2
0.1
0.5
1.3
2.1
37.0
26.6
18.1
11.3
6.4
3.5
2.6
33.8
24.4
16.6
10.5
6.0
3.4
2.5
33.8
24.3
16.6
10.4
6.0
3.4
2.6
29.6
21.3
14.5
9.1
5.2
2.9
2.2

15.51 12.12
9.68
8.29
10.54
8.28
6.65
5.72
6.53
5.18
4.19
3.63
3.41
2.75
2.27
2.00
1.29
1.09
0.95
0.88
0.20
0.21
0.24
0.28
0.02
0.04
0.09
0.15
7.46
5.16
3.30
1.84
0.83
0.29
0.18
6.73
4.66
2.98
1.67
0.76
0.28
0.17
7.16
4.95
3.16
1.76
0.79
0.28
0.18
6.22
4.30
2.74
1.53
0.69
0.24
0.15

-0.0081 -0.0328 -0.0560 -0.0726 -0.0806
-0.0081 -0.0328 -0.0559 -0.0726 -0.0805
-0.0081 -0.0327 -0.0556 -0.0722 -0.0801
-0.0081 -0.0327 -0.0557 -0.0724 -0.0803
-0.0081 -0.0327 -0.0557 -0.0724 -0.0803
-0.0081 -0.0327 -0.0557 -0.0723 -0.0802
-0.0081 -0.0327 -0.0558 -0.0724 -0.0803
-0.0772
-0.0771
-0.0767
-0.0769
-0.0769
-0.0768
-0.0770
-0.0757
-0.0756
-0.0752
-0.0754
-0.0754
-0.0753
-0.0754
-0.0655
-0.0654
-0.0651
-0.0652
-0.0652
-0.0652
-0.0653
26.7
20.1
14.5
9.9
6.0
3.4
1.6
29.0
21.7
15.7
10.6
6.5
3.6
1.6
25.0
18.8
13.5
9.2
5.6
3.1
1.4

64.8
48.6
38.3
33.0
48.1
36.2
28.6
24.8
33.9
25.7
20.5
17.8
22.2
17.0
13.7
12.0
12.7
9.9
8.1
7.2
6.1
4.9
4.2
3.9
1.9
1.7
1.6
1.7
29.7
22.3
16.1
10.9
6.7
3.7
1.7
59
Cold excess unit emission for conventional gasoline cars
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
av. t.
-25
-15
-5
5
15
25
35
33.9
33.8
33.6
33.7
33.7
33.7
33.8
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
60
0- 10
5

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
27.1
27.1
27.0
27.0
27.0
27.0
27.0
21.3
21.2
21.1
21.2
21.2
21.2
21.2
18.0
18.0
17.9
17.9
17.9
17.9
17.9
60- 70
65
>70
75
15.6
15.6
15.6
15.6
15.6
15.6
15.6
13.1
13.1
13.0
13.0
13.0
13.0
13.0
13.9
13.9
13.8
13.8
13.8
13.8
13.9
14.3
14.3
14.3
14.3
14.3
14.3
14.3

55.4
52.0
45.6
41.9
37.9
36.2
32.2
29.9
23.7
23.3
21.2
20.1
12.6
13.1
12.5
12.3
4.9
5.9
6.2
6.7
0.9
1.8
2.6
3.4
0.1
0.7
1.4
2.4
38.0
27.3
18.6
11.7
6.6
3.7
2.7
32.7
23.6
16.2
10.3
6.0
3.5
2.7
33.3
24.0
16.3
10.3
5.9
3.4
2.6
32.8
23.5
15.8
9.8
5.5
3.0
2.2

17.89 13.44 10.41
8.86
12.16
9.18
7.15
6.12
7.52
5.74
4.51
3.89
3.92
3.05
2.44
2.15
1.48
1.21
1.02
0.95
0.22
0.24
0.26
0.30
0.02
0.05
0.10
0.16
7.77
5.38
3.44
1.92
0.87
0.31
0.19
6.59
4.57
2.93
1.65
0.76
0.28
0.18
7.06
4.88
3.12
1.74
0.79
0.28
0.17
7.31
5.04
3.20
1.77
0.78
0.26
0.15

-0.0062 -0.0371 -0.0599 -0.0793 -0.0840
-0.0062 -0.0370 -0.0598 -0.0793 -0.0839
-0.0062 -0.0368 -0.0595 -0.0789 -0.0835
-0.0062 -0.0369 -0.0597 -0.0790 -0.0837
-0.0062 -0.0369 -0.0597 -0.0790 -0.0837
-0.0062 -0.0369 -0.0596 -0.0790 -0.0836
-0.0062 -0.0370 -0.0597 -0.0791 -0.0838
-0.0794
-0.0793
-0.0789
-0.0791
-0.0791
-0.0790
-0.0791
-0.0757
-0.0757
-0.0753
-0.0754
-0.0754
-0.0754
-0.0755
-0.0663
-0.0662
-0.0659
-0.0660
-0.0660
-0.0660
-0.0661
26.2
19.7
14.2
9.7
6.0
3.3
1.6
28.4
21.3
15.4
10.4
6.4
3.5
1.6
29.6
22.2
15.9
10.7
6.5
3.5
1.5

75.4
53.9
41.0
35.1
55.8
40.1
30.6
26.3
39.4
28.5
21.9
18.9
25.8
18.8
14.6
12.8
14.8
11.0
8.7
7.7
7.1
5.4
4.5
4.1
2.2
1.9
1.7
1.8
30.8
23.1
16.7
11.3
6.9
3.8
1.7
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
26.1
26.0
25.9
26.0
26.0
25.9
26.0
24.9
24.8
24.7
24.8
24.8
24.7
24.8
19.5
19.5
19.4
19.4
19.4
19.4
19.4
17.1
17.1
17.0
17.0
17.0
17.0
17.1
60- 70
65
>70
75
15.7
15.7
15.6
15.6
15.6
15.6
15.7
14.7
14.7
14.6
14.6
14.6
14.6
14.6
13.5
13.5
13.4
13.5
13.5
13.5
13.5
11.3
11.3
11.3
11.3
11.3
11.3
11.3

44.6
47.7
41.3
38.2
30.7
33.2
29.1
27.2
19.4
21.4
19.2
18.1
10.5
12.0
11.3
11.0
4.3
5.3
5.6
5.8
0.9
1.6
2.2
2.7
37.8
27.1
18.4
11.5
6.5
3.6
37.3
26.9
18.4
11.7
6.8
3.9
32.3
23.3
15.9
10.0
5.8
3.4
28.1
20.3
13.9
8.9
5.2
3.1
2.4

11.55 11.07
8.80
7.86
7.87
7.57
6.05
5.42
4.89
4.74
3.82
3.44
2.57
2.52
2.07
1.89
0.98
1.00
0.87
0.82
0.16
0.20
0.22
0.25
0.01
0.03
0.08
0.12
7.40
5.13
3.28
1.83
0.83
0.29
0.18
7.11
4.93
3.17
1.79
0.83
0.31
0.20
6.53
4.52
2.89
1.62
0.74
0.27
0.17
5.56
3.86
2.47
1.39
0.65
0.25
0.16

-0.0115 -0.0316 -0.0535 -0.0637 -0.0821
-0.0115 -0.0316 -0.0534 -0.0637 -0.0820
-0.0114 -0.0315 -0.0532 -0.0634 -0.0816
-0.0114 -0.0315 -0.0533 -0.0635 -0.0818
-0.0114 -0.0315 -0.0533 -0.0635 -0.0818
-0.0114 -0.0315 -0.0532 -0.0634 -0.0817
-0.0114 -0.0315 -0.0533 -0.0636 -0.0818
-0.0895
-0.0894
-0.0890
-0.0891
-0.0891
-0.0890
-0.0892
-0.0739
-0.0738
-0.0734
-0.0736
-0.0736
-0.0735
-0.0737
-0.0678
-0.0677
-0.0674
-0.0675
-0.0675
-0.0675
-0.0676
28.07
21.15
15.31
10.45
6.44
3.61
1.71
26.20
19.69
14.21
9.65
5.91
3.27
1.53
22.09
16.63
12.02
8.19
5.04
2.82
1.34

47.31 44.21 34.97 31.31
35.12 32.92 26.14 23.47
24.86 23.41 18.70 16.85
16.35 15.51 12.51 11.34
9.41
9.04
7.43
6.82
4.56
4.50
3.84
3.62
1.45
1.52
1.46
1.50
29.55
22.22
16.04
10.89
6.66
3.67
1.67
61
Cold excess unit emission for conventional gasoline cars
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
62
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
29.9
29.8
29.7
29.7
29.7
29.7
29.8
22.9
22.9
22.8
22.8
22.8
22.8
22.8
20.0
20.0
19.9
19.9
19.9
19.9
19.9
15.5
15.5
15.4
15.4
15.4
15.4
15.5
60- 70
65
>70
75
14.3
14.2
14.2
14.2
14.2
14.2
14.2
14.0
14.0
14.0
14.0
14.0
14.0
14.0
15.5
15.5
15.4
15.4
15.4
15.4
15.5
9.8
9.8
9.7
9.8
9.8
9.8
9.8

49.98 43.17 42.55 35.55
34.29 29.98 29.98 25.40
21.56 19.24 19.70 17.10
11.59 10.76 11.55 10.52
4.69
4.76
5.68
5.77
0.99
1.38
2.29
3.00
0.17
0.42
1.19
2.09
34.08
24.48
16.62
10.38
5.86
3.22
2.33
32.75
23.41
15.77
9.70
5.31
2.74
1.88
35.82
25.76
17.54
11.04
6.38
3.71
2.88
24.73
17.90
12.31
7.87
4.65
2.76
2.12

13.93 10.48
9.33
7.34
9.47
7.16
6.40
5.07
5.88
4.47
4.04
3.23
3.07
2.38
2.19
1.78
1.17
0.94
0.91
0.79
0.18
0.18
0.23
0.26
0.02
0.03
0.09
0.15
6.82
4.72
3.02
1.68
0.76
0.27
0.16
6.67
4.61
2.93
1.62
0.72
0.23
0.13
7.55
5.22
3.33
1.85
0.84
0.30
0.19
4.82
3.35
2.15
1.21
0.57
0.22
0.14

-0.0103 -0.0257 -0.0531 -0.0690 -0.0732
-0.0103 -0.0257 -0.0530 -0.0690 -0.0731
-0.0103 -0.0255 -0.0527 -0.0686 -0.0727
-0.0103 -0.0256 -0.0528 -0.0688 -0.0729
-0.0103 -0.0256 -0.0528 -0.0688 -0.0729
-0.0103 -0.0256 -0.0528 -0.0687 -0.0728
-0.0103 -0.0256 -0.0529 -0.0688 -0.0729
-0.0633
-0.0632
-0.0629
-0.0630
-0.0630
-0.0630
-0.0631
-0.0811
-0.0810
-0.0806
-0.0808
-0.0808
-0.0807
-0.0809
-0.0619
-0.0618
-0.0615
-0.0616
-0.0616
-0.0616
-0.0617
26.64
19.99
14.39
9.72
5.89
3.19
1.39
31.04
23.31
16.78
11.37
6.93
3.81
1.77
19.32
14.56
10.54
7.20
4.45
2.51
1.21

58.39 42.29 37.07 29.64
43.29 31.46 27.70 22.23
30.60 22.35 19.80 15.99
20.08 14.78 13.23 10.79
11.52
8.59
7.84
6.53
5.55
4.25
4.04
3.52
1.76
1.43
1.53
1.53
27.35
20.55
14.82
10.06
6.14
3.37
1.53
Annex 14:

conventional diesel cars according to the
season
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
conventional diesel cars

0- 10 10- 20 20- 30 30- 40
5
15
25
35
av. t.
-25
-15
-5
5
15
25
35
136.5
101.4
71.9
47.4
27.4
13.4
4.3
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
>70
75
59.3
44.0
31.2
20.6
11.9
5.8
1.9
53.1
39.4
27.9
18.4
10.6
5.2
1.7
58.2
43.3
30.7
20.2
11.7
5.7
1.8
50.2
37.3
26.5
17.4
10.1
4.9
1.6
1.163
0.865
0.617
0.415
0.257
0.152
0.098

1.038 0.880 0.770
0.762 0.639 0.555
0.533 0.439 0.377
0.345 0.277 0.233
0.199 0.150 0.123
0.103 0.068 0.053
0.054 0.028 0.020
0.703
0.504
0.340
0.207
0.107
0.043
0.016
0.635
0.455
0.306
0.185
0.095
0.038
0.013
0.643
0.462
0.312
0.192
0.102
0.045
0.021
0.562
0.404
0.273
0.168
0.088
0.039
0.017
HC
-25
-15
-5
5
15
25
35
0.5332
0.3801
0.2547
0.1551
0.0829
0.0405
0.0261

0.4916 0.4271 0.3819
0.3471 0.2992 0.2661
0.2288 0.1948 0.1717
0.1348 0.1120 0.0972
0.0669 0.0525 0.0441
0.0272 0.0181 0.0140
0.0139 0.0071 0.0051
0.3535
0.2454
0.1574
0.0880
0.0390
0.0116
0.0039
0.3209
0.2225
0.1424
0.0793
0.0348
0.0101
0.0032
0.3227
0.2242
0.1441
0.0810
0.0367
0.0121
0.0053
0.2820
0.1959
0.1259
0.0708
0.0319
0.0104
0.0043
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.0240 0.0257 0.0249 0.0244
0.0173 0.0183 0.0175 0.0170
0.0118 0.0122 0.0115 0.0110
0.0075 0.0073 0.0067 0.0062
0.0043 0.0038 0.0032 0.0028
0.0023 0.0017 0.0012 0.0009
0.0016 0.0009 0.0005 0.0003
0.0238
0.0165
0.0105
0.0058
0.0025
0.0007
0.0003
0.0219
0.0151
0.0096
0.0053
0.0023
0.0007
0.0002
0.0216
0.0149
0.0095
0.0052
0.0023
0.0007
0.0003
0.0188
0.0130
0.0082
0.0046
0.0020
0.0006
0.0003
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35

37.23 30.14 25.82
27.78 22.49 19.27
19.80 16.03 13.74
13.16 10.66
9.13
7.71
6.24
5.35
3.85
3.12
2.67
1.28
1.03
0.89
23.27
17.36
12.38
8.23
4.82
2.41
0.80
21.01
15.68
11.18
7.43
4.35
2.17
0.72
22.04
16.44
11.72
7.79
4.56
2.28
0.76
19.20
14.32
10.21
6.79
3.97
1.99
0.66
77.6
57.6
40.9
26.9
15.6
7.6
2.4
60- 70
65
66.4
49.3
34.9
23.0
13.3
6.5
2.1
46.07
34.37
24.51
16.29
9.54
4.77
1.58
100.2
74.5
52.8
34.8
20.1
9.8
3.1
40- 50 50- 60
45
55
63
Cold excess unit emission for conventional diesel cars
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
av. t.
-25
-15
-5
5
15
25
35
157.6
117.1
83.0
54.7
31.6
15.4
4.9
70.0
52.0
36.9
24.3
14.0
6.8
2.2
61.2
45.5
32.2
21.2
12.3
6.0
1.9
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35

1.235 1.095 0.915 0.808
0.921 0.804 0.664 0.582
0.659 0.562 0.457 0.395
0.445 0.365 0.287 0.243
0.278 0.211 0.156 0.127
0.167 0.109 0.071 0.054
0.110 0.058 0.030 0.020
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
0.5601
0.3998
0.2686
0.1643
0.0887
0.0443
0.0292
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
64

0- 10 10- 20 20- 30 30- 40
5
15
25
35
60- 70
65
>70
75
51.9
38.5
27.3
18.0
10.4
5.1
1.6
56.7
42.1
29.9
19.7
11.4
5.5
1.8
59.5
44.2
31.3
20.7
11.9
5.8
1.9
0.717
0.514
0.346
0.211
0.108
0.044
0.016
0.606
0.433
0.290
0.175
0.089
0.036
0.013
0.628
0.450
0.304
0.186
0.097
0.042
0.018
0.630
0.454
0.309
0.192
0.103
0.047
0.022

0.5175 0.4435 0.4013
0.3653 0.3107 0.2795
0.2408 0.2022 0.1801
0.1420 0.1163 0.1016
0.0705 0.0545 0.0459
0.0289 0.0189 0.0143
0.0150 0.0076 0.0051
0.3614
0.2508
0.1607
0.0898
0.0397
0.0117
0.0039
0.3082
0.2133
0.1362
0.0756
0.0330
0.0096
0.0032
0.3161
0.2194
0.1407
0.0788
0.0353
0.0112
0.0045
0.3132
0.2181
0.1407
0.0797
0.0366
0.0125
0.0056
0.0243
0.0176
0.0121
0.0077
0.0044
0.0025
0.0018

0.0271 0.0260 0.0259
0.0192 0.0183 0.0180
0.0128 0.0119 0.0116
0.0077 0.0069 0.0065
0.0040 0.0033 0.0029
0.0018 0.0012 0.0009
0.0010 0.0005 0.0003
0.0245
0.0170
0.0108
0.0060
0.0026
0.0008
0.0003
0.0215
0.0147
0.0093
0.0051
0.0022
0.0006
0.0002
0.0214
0.0147
0.0094
0.0052
0.0022
0.0007
0.0003
0.0203
0.0140
0.0090
0.0050
0.0023
0.0008
0.0004
51.98
38.78
27.65
18.38
10.76
5.38
1.78

40.65 32.05 27.44
30.33 23.91 20.47
21.62 17.05 14.59
14.37 11.33
9.70
8.42
6.63
5.68
4.21
3.32
2.84
1.40
1.10
0.94
24.08
17.97
12.81
8.52
4.99
2.49
0.83
20.38
15.20
10.84
7.20
4.22
2.11
0.70
21.65
16.15
11.52
7.65
4.48
2.24
0.74
22.26
16.61
11.84
7.87
4.61
2.30
0.76
110.4
82.0
58.2
38.3
22.1
10.8
3.5
82.5
61.3
43.5
28.6
16.5
8.1
2.6
40- 50 50- 60
45
55
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
av. t.
-25
-15
-5
5
15
25
35
100.0
74.3
52.7
34.7
20.1
9.8
3.1
63.3
47.1
33.4
22.0
12.7
6.2
2.0
59.1
43.9
31.1
20.5
11.8
5.8
1.9
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35

1.015 1.027 0.847 0.762
0.752 0.753 0.615 0.550
0.533 0.525 0.422 0.375
0.354 0.339 0.265 0.233
0.214 0.194 0.143 0.123
0.121 0.098 0.064 0.053
0.073 0.049 0.025 0.020
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
0.4781
0.3397
0.2264
0.1363
0.0709
0.0326
0.0195
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35

0- 10 10- 20 20- 30 30- 40
5
15
25
35
60- 70
65
>70
75
55.5
41.2
29.2
19.3
11.1
5.4
1.7
52.6
39.1
27.7
18.3
10.5
5.1
1.6
44.0
32.7
23.2
15.3
8.8
4.3
1.4
0.724
0.519
0.350
0.213
0.109
0.044
0.015
0.692
0.494
0.331
0.199
0.100
0.038
0.011
0.614
0.441
0.298
0.183
0.096
0.042
0.019
0.522
0.374
0.251
0.153
0.079
0.034
0.014

0.4915 0.4143 0.3773
0.3467 0.2902 0.2633
0.2282 0.1888 0.1703
0.1340 0.1083 0.0968
0.0658 0.0505 0.0442
0.0260 0.0171 0.0142
0.0125 0.0063 0.0051
0.3651
0.2535
0.1626
0.0909
0.0402
0.0118
0.0037
0.3511
0.2430
0.1552
0.0860
0.0373
0.0102
0.0026
0.3093
0.2149
0.1380
0.0776
0.0350
0.0114
0.0049
0.2640
0.1830
0.1172
0.0655
0.0291
0.0091
0.0035
0.0235
0.0169
0.0115
0.0071
0.0040
0.0020
0.0013

0.0264 0.0245 0.0237
0.0187 0.0173 0.0166
0.0125 0.0113 0.0107
0.0075 0.0066 0.0061
0.0039 0.0031 0.0028
0.0017 0.0011 0.0009
0.0009 0.0005 0.0004
0.0246
0.0171
0.0109
0.0061
0.0027
0.0008
0.0003
0.0244
0.0168
0.0107
0.0058
0.0025
0.0007
0.0002
0.0209
0.0144
0.0092
0.0051
0.0022
0.0007
0.0003
0.0181
0.0125
0.0079
0.0043
0.0019
0.0006
0.0002
35.59
26.55
18.93
12.58
7.37
3.68
1.22

34.74 27.79 24.80
25.92 20.74 18.50
18.48 14.78 13.19
12.28
9.83
8.77
7.19
5.75
5.13
3.59
2.88
2.57
1.19
0.95
0.85
23.33
17.41
12.41
8.25
4.83
2.41
0.80
22.38
16.70
11.91
7.91
4.63
2.32
0.77
20.33
15.17
10.81
7.19
4.21
2.10
0.70
17.32
12.92
9.21
6.13
3.59
1.79
0.59
91.5
68.0
48.2
31.8
18.3
9.0
2.9
71.2
52.9
37.5
24.7
14.3
7.0
2.2
40- 50 50- 60
45
55
65
Cold excess unit emission for conventional diesel cars
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
av. t.
-25
-15
-5
5
15
25
35
125.0
92.9
65.8
43.4
25.1
12.2
3.9
60.0
44.6
31.6
20.8
12.0
5.9
1.9
54.9
40.8
28.9
19.1
11.0
5.4
1.7
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35

1.121 0.926 0.860 0.693
0.833 0.680 0.625 0.499
0.593 0.476 0.430 0.339
0.398 0.310 0.271 0.209
0.244 0.180 0.148 0.110
0.143 0.094 0.068 0.047
0.091 0.050 0.028 0.019
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
0.5154
0.3670
0.2456
0.1491
0.0791
0.0381
0.0241
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
66

0- 10 10- 20 20- 30 30- 40
5
15
25
35
60- 70
65
>70
75
53.6
39.8
28.2
18.6
10.7
5.2
1.7
63.4
47.1
33.4
22.0
12.7
6.2
2.0
38.5
28.6
20.3
13.4
7.7
3.8
1.2
0.650
0.467
0.315
0.192
0.100
0.041
0.015
0.633
0.456
0.309
0.190
0.099
0.041
0.015
0.686
0.494
0.334
0.207
0.111
0.051
0.025
0.457
0.326
0.218
0.132
0.067
0.027
0.010

0.4366 0.4153 0.3446
0.3084 0.2911 0.2400
0.2036 0.1897 0.1547
0.1203 0.1092 0.0874
0.0601 0.0514 0.0396
0.0248 0.0180 0.0127
0.0130 0.0072 0.0048
0.3263
0.2266
0.1454
0.0814
0.0362
0.0109
0.0038
0.3148
0.2191
0.1411
0.0795
0.0358
0.0111
0.0038
0.3443
0.2394
0.1540
0.0869
0.0397
0.0137
0.0066
0.2325
0.1608
0.1026
0.0568
0.0248
0.0072
0.0025
0.0234
0.0168
0.0115
0.0072
0.0041
0.0022
0.0015

0.0223 0.0238 0.0223
0.0159 0.0167 0.0155
0.0106 0.0110 0.0100
0.0064 0.0064 0.0056
0.0034 0.0031 0.0025
0.0015 0.0011 0.0008
0.0009 0.0005 0.0003
0.0217
0.0150
0.0096
0.0053
0.0023
0.0007
0.0003
0.0203
0.0141
0.0090
0.0051
0.0023
0.0007
0.0003
0.0229
0.0158
0.0101
0.0056
0.0025
0.0008
0.0004
0.0161
0.0110
0.0070
0.0038
0.0016
0.0005
0.0002
42.61
31.78
22.66
15.06
8.82
4.41
1.46

32.64 29.30 23.04
24.35 21.86 17.19
17.36 15.58 12.25
11.54 10.36
8.14
6.76
6.07
4.77
3.38
3.03
2.38
1.12
1.01
0.79
21.43
15.99
11.40
7.58
4.44
2.22
0.74
20.98
15.65
11.16
7.42
4.34
2.17
0.72
23.42
17.47
12.45
8.28
4.85
2.42
0.80
15.09
11.26
8.03
5.34
3.12
1.56
0.52
88.3
65.6
46.5
30.6
17.7
8.6
2.8
75.4
56.0
39.7
26.2
15.1
7.4
2.4
40- 50 50- 60
45
55
Annex 15:

gasoline cars with catalyst according to the
season
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35
gasoline cars with catalyst

7.694 6.212 5.012 4.274
5.318 4.282 3.448 2.937
3.389 2.716 2.179 1.852
1.875 1.487 1.184 1.002
0.821 0.632 0.492 0.413
0.248 0.167 0.118 0.095
0.111 0.057 0.030 0.023
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.060 0.154 0.204 0.237
0.060 0.154 0.204 0.237
0.060 0.153 0.203 0.235
0.060 0.154 0.203 0.236
0.060 0.154 0.203 0.236
0.060 0.154 0.203 0.236
0.060 0.154 0.203 0.236
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
34.7
34.7
34.5
34.6
34.6
34.5
34.6
25.8
25.7
25.6
25.7
25.7
25.6
25.7
20.2
20.1
20.0
20.1
20.1
20.1
20.1
17.5
17.5
17.4
17.4
17.4
17.4
17.4
60- 70
65
>70
75
15.8
15.8
15.7
15.7
15.7
15.7
15.8
14.2
14.2
14.1
14.1
14.1
14.1
14.2
15.5
15.5
15.4
15.5
15.5
15.4
15.5
13.4
13.4
13.3
13.3
13.3
13.3
13.3

114.45 80.37 60.86 51.38 45.34
76.61 53.77 40.71 34.36 30.32
46.28 32.46 24.56 20.73 18.28
23.01 16.11 12.17 10.27
9.05
7.92
5.51
4.14
3.49
3.07
0.89
0.57
0.40
0.34
0.29
0.20
0.09
0.04
0.03
0.02
40.42
27.03
16.30
8.07
2.73
0.26
0.02
45.34
30.32
18.29
9.06
3.08
0.31
0.04
39.01
26.09
15.74
7.79
2.65
0.26
0.03
3.842
2.637
1.661
0.895
0.366
0.081
0.017
3.467
2.379
1.497
0.806
0.328
0.071
0.014
3.636
2.498
1.575
0.852
0.352
0.083
0.023
3.168
2.176
1.372
0.742
0.305
0.071
0.019
0.255
0.255
0.253
0.254
0.254
0.254
0.254
0.243
0.243
0.242
0.242
0.242
0.242
0.243
0.234
0.233
0.232
0.233
0.233
0.233
0.233
0.204
0.204
0.203
0.203
0.203
0.203
0.203

56.39 41.93 32.74 27.97 24.99
41.08 30.57 23.89 20.42 18.26
28.30 21.09 16.50 14.13 12.64
17.82 13.31 10.44
8.96
8.03
9.54
7.15
5.64
4.86
4.38
3.99
3.02
2.42
2.12
1.92
0.95
0.75
0.64
0.59
0.56
22.41
16.38
11.34
7.21
3.94
1.73
0.51
24.41
17.83
12.34
7.83
4.27
1.87
0.55
21.10
15.41
10.67
6.77
3.69
1.62
0.47
67
Cold excess unit emission for gasoline cars with catalyst
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

8.678 6.784 5.333 4.544
6.000 4.678 3.669 3.121
3.826 2.968 2.319 1.968
2.121 1.626 1.260 1.064
0.933 0.692 0.525 0.438
0.286 0.185 0.126 0.100
0.132 0.065 0.034 0.023
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.048 0.163 0.214 0.257
0.047 0.163 0.214 0.256
0.047 0.162 0.213 0.255
0.047 0.163 0.213 0.256
0.047 0.163 0.213 0.256
0.047 0.162 0.213 0.255
0.047 0.163 0.214 0.256
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35
68
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
39.5
39.5
39.3
39.4
39.4
39.3
39.4
28.2
28.1
28.0
28.1
28.1
28.0
28.1
21.3
21.3
21.2
21.3
21.3
21.2
21.3
18.4
18.4
18.3
18.3
18.3
18.3
18.4
60- 70
65
>70
75
16.3
16.3
16.2
16.2
16.2
16.2
16.3
14.0
13.9
13.9
13.9
13.9
13.9
13.9
15.1
15.1
15.0
15.0
15.0
15.0
15.1
15.7
15.7
15.6
15.6
15.6
15.6
15.6

136.87 91.04 66.08 54.88 47.42
91.62 60.91 44.20 36.70 31.71
55.35 36.77 26.67 22.14 19.12
27.52 18.25 13.22 10.96
9.47
9.48
6.25
4.50
3.73
3.21
1.07
0.65
0.44
0.36
0.31
0.26
0.11
0.05
0.03
0.02
39.96
26.72
16.11
7.97
2.70
0.26
0.02
44.55
29.79
17.97
8.90
3.03
0.30
0.03
47.56
31.81
19.19
9.51
3.24
0.33
0.04
3.978
2.730
1.719
0.927
0.379
0.084
0.018
3.360
2.305
1.450
0.781
0.318
0.069
0.015
3.573
2.454
1.546
0.836
0.344
0.079
0.021
3.681
2.530
1.597
0.866
0.360
0.087
0.026
0.266
0.265
0.264
0.265
0.265
0.264
0.265
0.251
0.250
0.249
0.250
0.250
0.249
0.250
0.237
0.237
0.236
0.236
0.236
0.236
0.236
0.208
0.208
0.207
0.208
0.208
0.207
0.208

65.65 46.54 35.05 29.68 25.92
47.81 33.93 25.58 21.68 18.94
32.94 23.41 17.67 14.99 13.11
20.73 14.77 11.18
9.51
8.33
11.09
7.94
6.04
5.17
4.54
4.63
3.36
2.59
2.25
2.00
1.10
0.83
0.68
0.64
0.59
21.93
16.03
11.10
7.06
3.86
1.71
0.51
23.91
17.47
12.09
7.68
4.18
1.84
0.54
25.06
18.30
12.65
8.02
4.36
1.90
0.54
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
23.8
23.8
23.7
23.7
23.7
23.7
23.7
18.7
18.7
18.6
18.6
18.6
18.6
18.7
16.8
16.7
16.7
16.7
16.7
16.7
16.7
>70
75
15.8
15.8
15.7
15.8
15.8
15.7
15.8
14.9
14.9
14.8
14.8
14.8
14.8
14.9
14.1
14.1
14.0
14.1
14.1
14.0
14.1
11.8
11.8
11.7
11.8
11.8
11.7
11.8
CO
-25
-15
-5
5
15
25
35

79.79 70.96 54.41 48.11 44.53
53.40 47.47 36.39 32.18 29.77
32.25 28.65 21.95 19.41 17.95
16.02 14.21 10.88
9.61
8.88
5.50
4.85
3.70
3.26
3.01
0.59
0.49
0.35
0.31
0.28
0.12
0.06
0.03
0.02
0.02
41.66
27.85
16.79
8.31
2.81
0.26
0.01
40.23
26.90
16.23
8.04
2.73
0.27
0.03
33.53
22.42
13.52
6.69
2.27
0.22
0.02
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

5.944 5.794 4.617 4.108
4.104 3.993 3.176 2.823
2.610 2.530 2.006 1.780
1.438 1.383 1.088 0.964
0.622 0.584 0.451 0.396
0.177 0.149 0.105 0.090
0.071 0.046 0.025 0.020
3.849
2.641
1.662
0.896
0.364
0.079
0.015
3.688
2.529
1.589
0.853
0.344
0.071
0.011
3.353
2.302
1.450
0.783
0.321
0.074
0.019
2.856
1.959
1.233
0.664
0.271
0.060
0.014
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.086 0.161 0.201 0.218
0.086 0.161 0.200 0.217
0.085 0.160 0.199 0.216
0.085 0.160 0.200 0.217
0.085 0.160 0.200 0.217
0.085 0.160 0.200 0.217
0.086 0.161 0.200 0.217
0.258
0.258
0.257
0.257
0.257
0.257
0.258
0.272
0.272
0.271
0.271
0.271
0.271
0.272
0.222
0.221
0.220
0.221
0.221
0.221
0.221
0.200
0.200
0.199
0.200
0.200
0.199
0.200
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35

41.02 38.05 29.81 26.54 24.84
29.89 27.75 21.76 19.38 18.15
20.60 19.14 15.03 13.40 12.57
12.98 12.09
9.51
8.49
7.98
6.96
6.50
5.14
4.61
4.35
2.92
2.75
2.21
2.00
1.91
0.70
0.68
0.58
0.55
0.56
23.49
17.17
11.90
7.57
4.14
1.83
0.55
22.04
16.10
11.15
7.08
3.86
1.70
0.51
18.53
13.54
9.38
5.96
3.26
1.44
0.44
26.0
26.0
25.8
25.9
25.9
25.9
25.9
60- 70
65
69
Cold excess unit emission for gasoline cars with catalyst
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO2
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
0- 10
5
av. t.
-25
-15
-5
5
15
25
35

10- 20 20- 30 30- 40 40- 50 50- 60
15
25
35
45
55
22.9
22.8
22.7
22.8
22.8
22.7
22.8
19.6
19.6
19.5
19.5
19.5
19.5
19.6
15.9
15.9
15.9
15.9
15.9
15.9
15.9
>70
75
14.7
14.6
14.6
14.6
14.6
14.6
14.6
14.2
14.2
14.1
14.2
14.2
14.1
14.2
17.0
17.0
16.9
17.0
17.0
16.9
17.0
10.4
10.4
10.4
10.4
10.4
10.4
10.4
CO
-25
-15
-5
5
15
25
35

98.17 68.30 58.04 45.46 41.34
65.70 45.70 38.82 30.40 27.64
39.69 27.58 23.42 18.34 16.67
19.73 13.69 11.61
9.08
8.25
6.78
4.68
3.95
3.09
2.80
0.75
0.48
0.38
0.30
0.27
0.17
0.08
0.04
0.03
0.02
40.58
27.13
16.36
8.10
2.75
0.26
0.02
47.91
32.04
19.33
9.58
3.26
0.33
0.04
28.85
19.29
11.63
5.75
1.95
0.18
0.01
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

7.112 5.446 4.870 3.806
4.914 3.755 3.351 2.615
3.130 2.382 2.118 1.649
1.730 1.305 1.151 0.892
0.755 0.555 0.479 0.368
0.225 0.148 0.115 0.085
0.099 0.051 0.030 0.021
3.536
2.427
1.529
0.825
0.337
0.075
0.016
3.468
2.382
1.501
0.811
0.333
0.075
0.016
3.858
2.651
1.673
0.906
0.376
0.091
0.028
2.483
1.703
1.071
0.576
0.234
0.050
0.011
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.068 0.130 0.194 0.221
0.068 0.129 0.194 0.220
0.068 0.129 0.193 0.219
0.068 0.129 0.193 0.220
0.068 0.129 0.193 0.220
0.068 0.129 0.193 0.219
0.068 0.129 0.193 0.220
0.233
0.233
0.232
0.232
0.232
0.232
0.232
0.206
0.206
0.205
0.206
0.206
0.205
0.206
0.249
0.249
0.248
0.248
0.248
0.248
0.249
0.195
0.194
0.193
0.194
0.194
0.194
0.194
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
FC
-25
-15
-5
5
15
25
35

50.67 36.45 31.66 25.05 23.01
36.91 26.58 23.10 18.29 16.81
25.44 18.33 15.96 12.65 11.64
16.02 11.57 10.10
8.03
7.39
8.58
6.22
5.46
4.36
4.03
3.59
2.63
2.34
1.90
1.77
0.86
0.65
0.61
0.54
0.52
22.49
16.43
11.37
7.21
3.92
1.71
0.49
26.15
19.10
13.22
8.39
4.57
2.01
0.59
16.15
11.81
8.18
5.21
2.85
1.26
0.39
70
32.3
32.2
32.1
32.1
32.1
32.1
32.2
60- 70
65
Annex 16:

gasoline cars with catalyst EURO 2 according
to the season
year
CO2
gasoline cars with catalyst EURO 2
idem Euro 1 - See annex 15
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
84.70
56.69
34.25
17.03
5.86
0.66
0.15
33.03
22.09
13.32
6.59
2.24
0.21
0.02
29.44
19.69
11.87
5.88
1.99
0.19
0.01
33.11
22.15
13.36
6.62
2.25
0.22
0.03
28.49
19.05
11.49
5.69
1.94
0.19
0.02
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

5.423 4.166 3.266 2.752 2.450
3.749 2.872 2.247 1.891 1.682
2.389 1.822 1.421 1.193 1.060
1.323 0.999 0.773 0.646 0.572
0.580 0.425 0.322 0.267 0.234
0.175 0.113 0.078 0.062 0.052
0.079 0.039 0.021 0.015 0.012
2.203
1.512
0.952
0.513
0.209
0.046
0.009
2.363
1.624
1.025
0.555
0.230
0.055
0.016
2.052
1.410
0.889
0.481
0.199
0.047
0.013
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.040 0.101 0.132 0.149 0.158
0.040 0.101 0.132 0.149 0.157
0.040 0.100 0.131 0.148 0.157
0.040 0.100 0.131 0.148 0.157
0.040 0.100 0.131 0.148 0.157
0.040 0.100 0.131 0.148 0.157
0.040 0.100 0.131 0.148 0.157
0.150
0.150
0.149
0.149
0.149
0.149
0.149
0.142
0.142
0.141
0.142
0.142
0.141
0.142
0.124
0.124
0.124
0.124
0.124
0.124
0.124
59.26
39.65
23.93
11.88
4.06
0.42
0.07
44.64
29.86
18.02
8.93
3.04
0.30
0.03
37.53
25.10
15.14
7.50
2.55
0.25
0.02
60- 70
65
>70
75
year
FC
71
Cold excess unit emission for gasoline cars EURO 2
winter
CO2
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO
av. t.
-25
-15
-5
5
15
25
35
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
101.38
67.86
40.99
20.39
7.02
0.80
0.19
67.31
45.04
27.19
13.50
4.62
0.48
0.08
48.66
32.55
19.64
9.73
3.31
0.33
0.04
40.20
26.88
16.22
8.03
2.73
0.26
0.02
60- 70
65
>70
75
34.65
23.17
13.97
6.92
2.35
0.22
0.02
29.18
19.51
11.77
5.82
1.98
0.19
0.01
32.58
21.79
13.14
6.51
2.21
0.22
0.02
34.86
23.31
14.07
6.97
2.38
0.24
0.03
HC
-25
-15
-5
5
15
25
35

6.274 4.627 3.519 2.944 2.557
4.338 3.191 2.422 2.023 1.755
2.767 2.025 1.531 1.276 1.106
1.534 1.111 0.833 0.691 0.597
0.675 0.474 0.348 0.285 0.244
0.208 0.128 0.085 0.066 0.055
0.096 0.046 0.023 0.016 0.012
2.156
1.480
0.931
0.502
0.205
0.045
0.010
2.330
1.601
1.010
0.546
0.226
0.053
0.015
2.435
1.675
1.058
0.575
0.240
0.059
0.019
NOx
-25
-15
-5
5
15
25
35

0.032 0.106 0.138 0.161 0.163
0.032 0.106 0.138 0.161 0.163
0.032 0.106 0.137 0.160 0.162
0.032 0.106 0.138 0.160 0.163
0.032 0.106 0.138 0.160 0.163
0.032 0.106 0.137 0.160 0.162
0.032 0.106 0.138 0.160 0.163
0.151
0.151
0.150
0.150
0.150
0.150
0.150
0.143
0.143
0.142
0.143
0.143
0.142
0.143
0.127
0.127
0.126
0.126
0.126
0.126
0.127
winter
FC
72
summer
CO2
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
59.15
39.58
23.90
11.87
4.07
0.44
0.09
32.35
21.63
13.04
6.45
2.19
0.20
0.01
30.23
20.21
12.18
6.03
2.04
0.19
0.01
29.38
19.65
11.85
5.87
1.99
0.19
0.02
24.46
16.36
9.86
4.88
1.66
0.16
0.01
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

4.011 3.789 2.958 2.614 2.425
2.770 2.611 2.035 1.797 1.664
1.762 1.655 1.286 1.133 1.048
0.971 0.905 0.698 0.614 0.565
0.420 0.382 0.289 0.253 0.230
0.120 0.098 0.068 0.058 0.050
0.049 0.031 0.016 0.013 0.010
2.309
1.584
0.995
0.535
0.216
0.045
0.007
2.144
1.472
0.928
0.501
0.206
0.048
0.013
1.816
1.246
0.784
0.423
0.173
0.039
0.009
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.056 0.105 0.128 0.137 0.161
0.056 0.104 0.128 0.137 0.161
0.056 0.104 0.128 0.137 0.160
0.056 0.104 0.128 0.137 0.161
0.056 0.104 0.128 0.137 0.161
0.056 0.104 0.128 0.137 0.160
0.056 0.104 0.128 0.137 0.161
0.171
0.171
0.170
0.170
0.170
0.170
0.170
0.138
0.138
0.137
0.137
0.137
0.137
0.137
0.125
0.125
0.125
0.125
0.125
0.125
0.125
52.14
34.88
21.05
10.44
3.56
0.36
0.05
39.75
26.59
16.04
7.95
2.70
0.26
0.02
35.07
23.45
14.15
7.01
2.38
0.23
0.02
60- 70
65
>70
75
summer
FC
73
intermediate CO2
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
71.72
48.00
29.00
14.41
4.96
0.55
0.12
30.00
20.06
12.10
5.99
2.03
0.19
0.01
29.49
19.72
11.89
5.89
2.00
0.19
0.01
34.71
23.22
14.01
6.94
2.36
0.24
0.03
20.92
13.99
8.43
4.17
1.41
0.13
0.01
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

4.854 3.604 3.145 2.430 2.243
3.354 2.485 2.164 1.670 1.540
2.137 1.577 1.368 1.054 0.970
1.182 0.864 0.744 0.571 0.524
0.516 0.368 0.310 0.236 0.214
0.154 0.099 0.075 0.055 0.048
0.068 0.035 0.020 0.014 0.011
2.205
1.515
0.955
0.516
0.212
0.048
0.011
2.490
1.712
1.081
0.586
0.244
0.060
0.019
1.569
1.076
0.677
0.365
0.148
0.032
0.007
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.046 0.085 0.127 0.137 0.144
0.046 0.085 0.126 0.137 0.144
0.045 0.085 0.126 0.137 0.143
0.045 0.085 0.126 0.137 0.144
0.045 0.085 0.126 0.137 0.144
0.045 0.085 0.126 0.137 0.143
0.045 0.085 0.126 0.137 0.144
0.129
0.129
0.128
0.128
0.128
0.128
0.128
0.150
0.150
0.149
0.149
0.149
0.149
0.149
0.117
0.117
0.116
0.117
0.117
0.117
0.117
intermediate
FC
74
50.04
33.48
20.21
10.03
3.43
0.35
0.06
42.38
28.35
17.10
8.48
2.88
0.28
0.03
32.98
22.06
13.30
6.59
2.24
0.22
0.02
60- 70
65
>70
75
Annex 17:

to the season
year
CO2
gasoline cars with catalyst Euro 3
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
61.17
40.94
24.73
12.30
4.23
0.47
0.11
23.71
15.86
9.56
4.73
1.61
0.15
0.01
21.14
14.14
8.52
4.22
1.43
0.13
0.01
23.77
15.90
9.59
4.75
1.62
0.16
0.02
20.46
13.68
8.25
4.09
1.39
0.14
0.02
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

3.438 2.521 1.922 1.602 1.414
2.377 1.738 1.323 1.101 0.971
1.515 1.103 0.836 0.695 0.612
0.839 0.605 0.455 0.377 0.331
0.368 0.258 0.190 0.156 0.136
0.112 0.069 0.046 0.037 0.031
0.051 0.025 0.013 0.009 0.007
1.266
0.869
0.547
0.295
0.121
0.027
0.006
1.392
0.957
0.604
0.328
0.136
0.033
0.010
1.204
0.827
0.522
0.283
0.117
0.028
0.008
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.029 0.071 0.092 0.102 0.107
0.029 0.071 0.092 0.102 0.107
0.029 0.071 0.091 0.101 0.106
0.029 0.071 0.091 0.101 0.107
0.029 0.071 0.091 0.101 0.107
0.029 0.071 0.091 0.101 0.106
0.029 0.071 0.092 0.102 0.107
0.101
0.101
0.101
0.101
0.101
0.101
0.101
0.096
0.096
0.095
0.095
0.095
0.095
0.095
0.084
0.084
0.084
0.084
0.084
0.084
0.084
42.91
28.71
17.33
8.60
2.94
0.30
0.05
32.22
21.55
13.00
6.44
2.19
0.21
0.02
26.97
18.04
10.88
5.39
1.83
0.18
0.02
60- 70
65
>70
75
year
FC
75
winter
CO2
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
73.06
48.90
29.54
14.69
5.06
0.57
0.14
24.93
16.67
10.05
4.98
1.69
0.16
0.01
20.99
14.04
8.46
4.19
1.42
0.13
0.01
23.41
15.66
9.45
4.68
1.59
0.16
0.02
25.05
16.75
10.11
5.01
1.71
0.17
0.02
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

4.061 2.842 2.095 1.724 1.486
2.808 1.960 1.442 1.185 1.021
1.791 1.244 0.912 0.748 0.643
0.993 0.683 0.497 0.405 0.348
0.437 0.292 0.208 0.167 0.143
0.135 0.079 0.051 0.039 0.032
0.063 0.029 0.015 0.010 0.008
1.253
0.860
0.541
0.292
0.120
0.027
0.006
1.376
0.946
0.597
0.323
0.134
0.032
0.009
1.458
1.003
0.634
0.345
0.144
0.036
0.012
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.023 0.075 0.097 0.110 0.111
0.023 0.075 0.097 0.110 0.111
0.023 0.075 0.096 0.110 0.110
0.023 0.075 0.096 0.110 0.110
0.023 0.075 0.096 0.110 0.110
0.023 0.075 0.096 0.110 0.110
0.023 0.075 0.096 0.110 0.111
0.101
0.101
0.101
0.101
0.101
0.101
0.101
0.096
0.096
0.096
0.096
0.096
0.096
0.096
0.086
0.086
0.085
0.086
0.086
0.085
0.086
48.75
32.62
19.69
9.78
3.34
0.35
0.06
35.20
23.55
14.21
7.04
2.40
0.24
0.03
28.95
19.36
11.68
5.79
1.97
0.19
0.02
60- 70
65
>70
75
winter
FC
76
summer
CO2
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
43.01
28.78
17.38
8.64
2.96
0.32
0.06
23.17
15.49
9.34
4.62
1.57
0.15
0.01
21.65
14.48
8.73
4.32
1.46
0.13
0.00
21.13
14.13
8.52
4.22
1.43
0.14
0.01
17.59
11.76
7.09
3.51
1.19
0.11
0.01
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

2.462 2.241 1.714 1.505 1.383
1.700 1.544 1.179 1.034 0.949
1.082 0.979 0.745 0.653 0.598
0.596 0.535 0.405 0.354 0.322
0.258 0.227 0.168 0.146 0.132
0.074 0.059 0.040 0.034 0.029
0.031 0.019 0.010 0.008 0.006
1.305
0.895
0.563
0.302
0.122
0.026
0.004
1.244
0.855
0.539
0.292
0.120
0.028
0.008
1.045
0.718
0.452
0.244
0.100
0.023
0.006
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.040 0.073 0.089 0.094 0.110
0.040 0.073 0.089 0.094 0.109
0.040 0.073 0.088 0.094 0.109
0.040 0.073 0.089 0.094 0.109
0.040 0.073 0.089 0.094 0.109
0.040 0.073 0.088 0.094 0.109
0.040 0.073 0.089 0.094 0.109
0.117
0.116
0.116
0.116
0.116
0.116
0.116
0.094
0.094
0.093
0.093
0.093
0.093
0.093
0.086
0.086
0.085
0.085
0.085
0.085
0.085
37.75
25.26
15.24
7.56
2.58
0.26
0.03
28.63
19.15
11.55
5.72
1.95
0.19
0.02
25.20
16.85
10.16
5.03
1.71
0.16
0.01
60- 70
65
>70
75
summer
FC
77
intermediate CO2
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
51.47
34.45
20.81
10.34
3.56
0.39
0.09
21.49
14.37
8.67
4.29
1.46
0.14
0.01
21.14
14.14
8.53
4.22
1.43
0.14
0.01
24.78
16.58
10.00
4.96
1.69
0.17
0.02
14.99
10.02
6.04
2.99
1.01
0.10
0.01
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

2.969 2.149 1.831 1.401 1.286
2.052 1.482 1.260 0.963 0.884
1.307 0.941 0.797 0.608 0.557
0.723 0.516 0.434 0.329 0.301
0.316 0.220 0.181 0.136 0.123
0.095 0.059 0.044 0.032 0.028
0.042 0.021 0.012 0.009 0.007
1.267
0.871
0.549
0.297
0.122
0.028
0.007
1.453
0.999
0.631
0.343
0.143
0.036
0.012
0.898
0.616
0.388
0.209
0.085
0.019
0.004
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.033 0.060 0.088 0.093 0.098
0.033 0.060 0.088 0.093 0.097
0.032 0.060 0.088 0.093 0.097
0.032 0.060 0.088 0.093 0.097
0.032 0.060 0.088 0.093 0.097
0.032 0.060 0.088 0.093 0.097
0.033 0.060 0.088 0.093 0.097
0.088
0.088
0.087
0.088
0.088
0.087
0.088
0.100
0.100
0.099
0.100
0.100
0.100
0.100
0.079
0.078
0.078
0.078
0.078
0.078
0.078
36.15
24.19
14.60
7.25
2.48
0.26
0.04
30.51
20.41
12.31
6.10
2.08
0.20
0.02
23.58
15.77
9.51
4.71
1.60
0.16
0.01
60- 70
65
>70
75
intermediate
FC
78
Annex 18:

to the season
year
CO2
year
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
25.47
17.05
10.30
5.12
1.76
0.20
0.05
9.95
6.65
4.01
1.99
0.67
0.06
0.00
8.89
5.95
3.59
1.77
0.60
0.06
0.00
9.93
6.64
4.01
1.98
0.68
0.07
0.01
8.56
5.73
3.45
1.71
0.58
0.06
0.01
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

1.814 1.297 0.973 0.805 0.707
1.254 0.895 0.669 0.554 0.485
0.799 0.568 0.423 0.350 0.306
0.443 0.311 0.231 0.190 0.165
0.194 0.133 0.096 0.079 0.068
0.059 0.036 0.024 0.019 0.015
0.027 0.013 0.007 0.005 0.004
0.632
0.434
0.273
0.147
0.060
0.013
0.003
0.704
0.484
0.306
0.166
0.069
0.017
0.005
0.608
0.418
0.264
0.143
0.059
0.014
0.004
year
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.0158 0.0371 0.0466 0.0504 0.0524
0.0158 0.0370 0.0466 0.0503 0.0523
0.0157 0.0369 0.0464 0.0501 0.0521
0.0157 0.0369 0.0464 0.0502 0.0522
0.0157 0.0369 0.0464 0.0502 0.0522
0.0157 0.0369 0.0464 0.0501 0.0521
0.0157 0.0370 0.0465 0.0502 0.0522
0.0497
0.0496
0.0494
0.0495
0.0495
0.0494
0.0495
0.0465
0.0465
0.0462
0.0463
0.0463
0.0463
0.0464
0.0410
0.0409
0.0407
0.0408
0.0408
0.0408
0.0408
18.18
12.16
7.34
3.64
1.25
0.13
0.02
13.63
9.12
5.50
2.73
0.93
0.09
0.01
11.32
7.57
4.57
2.26
0.77
0.07
0.01
60- 70
65
>70
75
year
FC
79
winter
CO2
winter
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
30.29
20.27
12.25
6.09
2.10
0.24
0.06
10.49
7.02
4.23
2.10
0.71
0.07
0.01
8.85
5.92
3.57
1.77
0.60
0.06
0.00
9.81
6.56
3.96
1.96
0.67
0.07
0.01
10.46
7.00
4.22
2.09
0.71
0.07
0.01
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

2.158 1.472 1.067 0.869 0.746
1.492 1.016 0.735 0.597 0.512
0.952 0.645 0.465 0.377 0.323
0.528 0.354 0.253 0.204 0.175
0.232 0.151 0.106 0.085 0.072
0.072 0.041 0.026 0.020 0.016
0.033 0.015 0.008 0.005 0.004
0.629
0.432
0.272
0.147
0.060
0.014
0.003
0.697
0.479
0.302
0.164
0.068
0.016
0.005
0.744
0.512
0.324
0.176
0.074
0.019
0.006
winter
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.0131 0.0396 0.0495 0.0549 0.0545
0.0131 0.0396 0.0494 0.0549 0.0545
0.0130 0.0394 0.0492 0.0546 0.0542
0.0131 0.0394 0.0493 0.0547 0.0543
0.0131 0.0394 0.0493 0.0547 0.0543
0.0130 0.0394 0.0492 0.0547 0.0542
0.0131 0.0395 0.0493 0.0548 0.0544
0.0494
0.0494
0.0491
0.0492
0.0492
0.0492
0.0493
0.0470
0.0470
0.0467
0.0468
0.0468
0.0468
0.0469
0.0420
0.0420
0.0418
0.0418
0.0418
0.0418
0.0419
20.62
13.80
8.33
4.14
1.41
0.15
0.02
14.94
9.99
6.03
2.99
1.02
0.10
0.01
12.20
8.16
4.92
2.44
0.83
0.08
0.01
60- 70
65
>70
75
winter
FC
80
summer
CO2
summer
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
18.18
12.16
7.35
3.65
1.25
0.14
0.03
9.69
6.48
3.91
1.93
0.66
0.06
0.00
9.08
6.07
3.66
1.81
0.61
0.06
0.00
8.86
5.92
3.57
1.77
0.60
0.06
0.01
7.39
4.94
2.98
1.48
0.50
0.05
0.00
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

1.290 1.144 0.862 0.753 0.688
0.891 0.788 0.593 0.518 0.472
0.567 0.500 0.375 0.327 0.297
0.313 0.273 0.204 0.177 0.160
0.135 0.116 0.085 0.073 0.066
0.039 0.030 0.020 0.017 0.015
0.016 0.010 0.005 0.004 0.003
0.645
0.442
0.278
0.149
0.060
0.013
0.002
0.627
0.431
0.272
0.147
0.061
0.014
0.004
0.523
0.359
0.226
0.122
0.050
0.011
0.003
summer
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.0211 0.0379 0.0447 0.0467 0.0535
0.0210 0.0379 0.0446 0.0466 0.0535
0.0209 0.0377 0.0444 0.0464 0.0532
0.0210 0.0378 0.0445 0.0465 0.0533
0.0210 0.0378 0.0445 0.0465 0.0533
0.0210 0.0377 0.0444 0.0464 0.0533
0.0210 0.0378 0.0445 0.0465 0.0534
0.0573
0.0572
0.0569
0.0571
0.0571
0.0570
0.0571
0.0458
0.0458
0.0456
0.0457
0.0457
0.0456
0.0457
0.0421
0.0421
0.0419
0.0420
0.0420
0.0419
0.0420
16.05
10.74
6.48
3.21
1.10
0.11
0.01
12.09
8.09
4.88
2.42
0.82
0.08
0.01
10.59
7.08
4.27
2.12
0.72
0.07
0.01
60- 70
65
>70
75
summer
FC
81
intermediate CO2
intermediate
speed range:
average speed:
temp. range
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
CO

0- 10 10- 20 20- 30 30- 40 40- 50 50- 60
5
15
25
35
45
55
av. t.
-25
-15
-5
5
15
25
35
21.42
14.34
8.66
4.30
1.48
0.16
0.04
9.01
6.03
3.63
1.80
0.61
0.06
0.00
8.87
5.93
3.58
1.77
0.60
0.06
0.00
10.28
6.88
4.15
2.06
0.70
0.07
0.01
6.29
4.21
2.54
1.25
0.43
0.04
0.00
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
HC
-25
-15
-5
5
15
25
35

1.531 1.096 0.920 0.699 0.640
1.058 0.756 0.633 0.480 0.440
0.674 0.480 0.400 0.303 0.277
0.373 0.263 0.218 0.164 0.150
0.163 0.112 0.091 0.068 0.062
0.049 0.030 0.022 0.016 0.014
0.022 0.011 0.006 0.004 0.003
0.631
0.434
0.274
0.148
0.061
0.014
0.003
0.730
0.502
0.317
0.172
0.072
0.018
0.006
0.446
0.306
0.193
0.104
0.042
0.009
0.002
intermediate
-30--20C:
-20--10C:
-10- 0C:
0- 10C:
10- 20C:
20- 30C:
30- 40C:
NOx
-25
-15
-5
5
15
25
35

0.0173 0.0311 0.0448 0.0457 0.0475
0.0173 0.0311 0.0447 0.0457 0.0474
0.0172 0.0309 0.0445 0.0454 0.0472
0.0173 0.0310 0.0446 0.0455 0.0473
0.0173 0.0310 0.0446 0.0455 0.0473
0.0172 0.0309 0.0445 0.0455 0.0472
0.0173 0.0310 0.0446 0.0456 0.0473
0.0432
0.0431
0.0429
0.0430
0.0430
0.0430
0.0430
0.0479
0.0478
0.0476
0.0477
0.0477
0.0476
0.0477
0.0379
0.0378
0.0376
0.0377
0.0377
0.0377
0.0378
15.33
10.26
6.19
3.07
1.05
0.11
0.02
12.89
8.62
5.20
2.58
0.88
0.09
0.01
9.83
6.57
3.96
1.96
0.67
0.06
0.01
60- 70
65
>70
75
intermediate
FC
82
List of figures and tables

Figure 1: Cumulative dimensionless excess emission (ratio of absolute excess cold start emission to total
absolute excess cold start emission) as a function of the distance (km) for short free-flow urban cycle.
Correction calculation example of ECE-15 cycle for CO2 pollutant and gasoline cars with catalyst. and
gasoline cars with catalyst..................................................................................................12
Figure 2: Method of calculation of CO absolute excess emission (g) as a function of the average speed (km/h) for
Figure 3: Excess emission (g) as a function of ambient temperature for CO pollutant for gasoline cars with
catalyst. A point represents a data and the line the data-related regression curve ............................12
Figure 4: Cold distance (km) as a function of the vehicle speed (km/h) for gasoline cars with catalyst............12
Figure 5: Dimensionless excess emission as a function of the dimensionless distance (travelled distance made
dimensionless by dividing it by the cold distance) and the associated regression. Case of gasoline cars
with catalyst....................................................................................................................12
Figure 6: Parking-time-correction-factor (GVF, 1992), in the form (excess emissions after a parking time of X
hours)/(excess emissions after a parking time of 16 hours)........................................................12
Figure 7: CO cold unit excess emission according to average speed and vehicle technology (ambient temperature:
10-20C, season: year).......................................................................................................12
Figure 8: CO cold unit excess emission according to ambient temperature and average speed for conventional
gasoline cars (season: year).................................................................................................12
Figure 9: CO2 cold unit excess emission according to season and average speed (ambient temperature: 10-20C,
gasoline 3WC cars Euro 1).................................................................................................12
Figure 10: Comparison of ways to decrease excess emission, either by decreasing the total excess emission w, or
by decreasing also the cold distance dc...................................................................................12
Table 1: Details of the various driving cycles.......................................................................................12
Table 2: Vehicle distribution versus average speed to calculate excess emission for gasoline cars with catalyst..12
Table 3: Number of data analysed in order to obtain excess emission as a function of ambient temperature for
Table 4: Distance (km) necessary to warm up the engine according to the pollutant and the cycle mean speed
(km/h). (Joumard et al., 1995b) ; FC : Fuel consumption........................................................12
Table 5: Correction factor of cold excess emission for various cycles, to take into account the too short distance
of the cycles....................................................................................................................12
Table 6: All laboratories data Vs Inrets lab data for FTP cycle.................................................................12
Table 7: Equation describing the influence of mean speed (km/h) on excess emission V (g) and the associated
dimensionless correction coefficients f(V) and boundaries. This equation results in a linear regression
(best fitted line). The boundaries correspond to f(V) 0.............................................................12
Table 8 : Formula describing the excess emission T (g) as a function of ambient temperature T (C) and the
associated correlation and determination coefficients. In the case of low coefficient correlation (case of
CO2 and NOx pollutants for gasoline cars), the mean is preferred to the regression curve................12
Table 9: Correction coefficient to apply to the general formula for ambient temperatures (T in C) and their
associated requirements. The boundaries correspond to g(T) 0...................................................12
Table 10: Equation describing the cold distance dc (km) as a function of the average speed V (km/h). The
boundary corresponds to dc 0..............................................................................................12
Table 11: Equation describing the dimensionless excess emission as a function of the dimensionless distance
( =d/dc). Note that the function h( ) defined in section 3.1.1 is equal to h( )/h(1)........................12
Table 12: Coefficient corresponding to excess emission at 20 C and 20 km/h (in g)................................12
Table 13: Influence of temperature and speed on the speed and temperature functions f(V) and g(T)..................12
Table 14: Start Distribution versus parking-time and period of the day (GVF, 1992)....................................12
Table 15: Reduction rates to apply to the cold excess emissions for gasoline and diesel vehicles (Samaras et al.,
1998), and comparison with those deduced from Table 12 for diesel EURO 2.................................12
83
References
Andr M. (1989) : Experimental study on the actual uses of the cars (EUREV). SAE
International Congress and Exposition, Detroit, Michigan, SAE Paper 890874.
Andr M., Joumard R., Hickman A. J. and Hassel D. (1994) : Actual car use and operating
conditions as emission parameters : derived urban driving cycles. The Science of the Total
Environment, vol. 146/147, Elsevier Science, pp. 225-233.
Andr M., U. Hammarstrm & I. Reynaud (1999): Driving statistics for the assessment of air
pollutant emissions from road transport. INRETS report, LTE9906, Bron, France, 191 p.,
and http://www.inrets.fr/infos/cost319/index.html.
Eggleston H.S., Gaudioso D., Gorissen N., Joumard R., Rijkeboer R.C., Samaras Z. and Zierock
K.-H. (1993) : CORINAIR working group on emission factors for calculating 1990
emissions from road traffic - volume 1 : Methodology and emission factors. CEC report,
Luxembourg, 116 p.
E.P.A. (1976) : Environment Protection Agency, Federal Register AP 42, USA.
GVF (1992) : Dienst fr Gesamtverkehrsfragen, Verkehrsverhalten in der Schweiz 1989.
Mikrozensus 1989, GVF-Bericht 6/91, Bern, Switzerland.
Hassel D. and Weber F.-J. (1996) : Personal communication, TV Rheinland, Kln, Germany.
Hassel D., Jost P., Weber F.-J., Dursbeck F., Sonnborn K.-S. and Plettau D. (1993) : AbgasEmissionsfaktoren von Pkw in der Bundesrepublik Deutschland. TV Rheinland Gruppe
report, n UBA-FB 91-042, Kln, Germany, 250 p.
Hickman J., D. Hassel, R. Joumard, Z. Samaras & S. Sorenson (1999): MEET - Methodology
for calculating transport emissions and energy consumption. European Commission, DG
VII,
ISBN
92-828-6785-4,
Luxembourg,
362
p.
,
and
http://www.inrets.fr/infos/cost319/index.html.
Joumard R. (ed.) (1999): COST 319 - Estimation of pollutant emissions from transport: Scientific
state-of-the-art and network of European scientists. European Commission, DG Transport,
nEUR
18902,
ISBN
92-828-6797-8,
Luxembourg,
174
p.
,
and
http://www.inrets.fr/infos/cost319/index.html.
Joumard R., Paturel L., Vidon R., Guitton J.-P., Saber A.-I. and Combet E. (1990) : Emissions
unitaires de polluants des vhicules lgers. INRETS report, n 116, Bron, France, 120 p.
Joumard R., Jost P. and Hickman J. (1995a) : Influence of instantaneous speed and acceleration
on hot passenger car emissions and fuel consumption. SAE International Congress and
Exposition, Detroit, Michigan, SAE Paper 950928.
Joumard R., Vidon R., Paturel L., Pruvost C., Tassel P., De Soete G. and Saber A. (1995b) :
Changes in pollutant emissions from passenger cars under cold start conditions. INRETS
report, n 197 bis, Bron, France, 75 p.
Keller M., Evquoz R., Heldstab J. and Kessler H. (1995) : missions polluantes du trafic
routier de 1950 2010. Cahier de lenvironnement, n 255, OFEFP, Berne, Switzerland,
430 p.
Kyriakis N. A. and Andr M. (1998) : Cold start of passenger cars. 4th int. scientific symp.
Transport and air pollution, Avignon, France, 9-13 June 1997, and Int. J. Vehicle Design,
vol. 20, Nos 1-4 (Special Issue), p. 137-146.
Laguna J. P. and Robledo M. A. (1996) : Report on emissions and fuel consumption in
passenger cars at different starting conditions. INTA report, n 96-00I244431-0036,
Madrid, Spain, 20 p.
Lenner M. (1994) : Pollutant emissions from passenger cars. Influence of cold start, temperature
and ambient humidity. VTI report, n 400A, Linkping, Sweden, 42 p.
85
Rijkeboer R. C. and Havenith H. (1996) : Emissions during cold start and warm-up from
passenger cars at low ambient temperatures. 17th International Vienna Engine
Symposium, April 1996, VDI Verlag, Fortschritt-Berichte VDI, Reihe 12, n 267.
Samaras Z., R. Coffey, N. Kyriakis, G. Koufodimos, F.J. Weber, D. Hassel & R. Joumard
(1998): Emission factors for future road vehicles. LAT report, n9829, Thessaloniki,
Greece, 108 p., and http://www.inrets.fr/infos/cost319/index.html.
Shayler P. J., Darnton N. J. and Ma T. (1996) : The prediction of fuel consumption and
emissions during engine warm-up. IMechE Int. Seminar on Application of powertrain
and fuel technologies to meet emission standards, 24-26th June 1996, London, Paper
C517-009.
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86

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Robert JOUMARD

INRETS report LTE 9931

MEET Project - Contract N ST-96-SC.204

INRETS report LTE 9931 - 2nd version

INRETS report LTE 9931

Publication data form

Modelling of cold start emissions for passenger cars

Transport, emission, pollutant, cold start,

INRETS report LTE 9931

Modlisation des missions lors du dpart froid des voitures particulires

Transport, mission, polluant, dpart froid,

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

1.1. Initial data

INRETS report LTE 9931

Table 1: Details of the various driving cycles.

Temp. range (C)

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

1.2. Data correction

INRETS report LTE 9931

dimensionless excess emission

distance of the ECE-15 cycle: 4.052 km

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

Influence of various parameters

2.1. Excess emission as a function of the cycle speed

INRETS report LTE 9931

Influence of various parameters

Inrets lab - FTP cycle

Absolute excess emission (g)

calculated ratio : 0.62

standard cycles, all labs :

applied ratio : 0.62

standard cycles, all labs :

FTP cycle, Inrets data :

linear regression, final

All labs - ECE-15 cycle

Figure 2: Method of calculation of CO absolute excess emission (g) as a function of the

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

2.2. Excess emission as a function of ambient temperature

the estimated ith data.

CO Excess emission (g)

INRETS report LTE 9931

Influence of various parameters

Determination Equation of T (mean chosen in the

2.3. Excess emission as a function of the travelled distance

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars

Influence of various parameters

Cold distance (km)

INRETS report LTE 9931

Modelling of cold start emissions for passenger cars