Work programme 2016 - 2018 for HBEFA Version 4.1 Report of ... · (N1-l/-ll vs. -lll). With respect to RT and AT/TT it was already stated in the report of the last UBA/IFEU project

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Work programme 2016 - 2018 for HBEFA Version 4.1

Report of the work carried out for work package 2

Authors:

Eva Ericsson (WSP),

Emma Nolinder (WSP),

Anna Persson (WSP),

Heinz Steven (HSDAC)

29.04.2019

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Page

Content

1 Introduction .............................................................................................................................. 3

2 Description of the tasks ............................................................................................................ 4

3 Results ..................................................................................................................................... 4

3.1 Task 1 – General review of traffic situation scheme ........................................................... 4

3.1.1 New structure and description of road types in HBEFA 4.1. ....................................... 5

3.1.2 Extensions of existing traffic situation scheme.......................................................... 10

3.2 Task 2 - Assessment of potential split of driving cycles assigned to the different traffic situations, development of preconditioning cycles ...................................................................... 11

3.3 Task 3 - Validate cycles per traffic situation(s) ................................................................. 14

3.3.1 Validation data ......................................................................................................... 14

3.3.2 Preparation of data to compare driving pattern characteristics ................................. 15

3.3.3 Comparing HBEFA 3.3 traffic situations with measured data .................................... 17

3.3.4 Conclusions of validation .......................................................................................... 20

3.4 Task 4 - Review the driving cycles assigned to the traffic situation scheme .................... 21

3.4.1 Cycle review ............................................................................................................. 21

3.4.2 New cycles with speed limits of 30 km/h and 40 km/h for urban distributor and local streets 23

3.4.3 Addition of LoS 5 (heavy stop&go) ........................................................................... 30

3.4.4 Addition of conditioning cycles ................................................................................. 34

3.4.5 Derive typical distances for road gradient classes for urban streets ......................... 35

3.5 Final validation New cycles – to measured data .............................................................. 40

3.5.1 Conclusions of the validation .................................................................................... 42

4 Summary and Conclusions ..................................................................................................... 43

4.1 Developments performed in WP2 .................................................................................... 43

4.2 Suggestions of future improvements and developments ................................................. 44

5 Annex 1 .................................................................................................................................. 47

5.1 New description of road type in HBEFA 4.1 ..................................................................... 47

5.2 Basis for estimation of flow classes (LoS) ....................................................................... 49

5.3 Data representation on different traffic situations ............................................................. 51

6 Annex 2, Tables with key parameters of the HBEFA 4 cycles for cars. ................................... 53

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1 Introduction

The six partners

• UBA Germany (Umweltbundesamt, Wörlitzer Platz 1, 06844 Dessau-Roßlau / Germany),

• UBA Austria (Umweltbundesamt GmbH, Spittelauer Lände 5, L090 Wien /Austria),

• BAFU Switzerland (Bundesamt für Umwelt BAFU, CH-3003 Bern / Switzerland),

• ADEME (Transport and Mobility Department - 500 route des Lucioles - 06560 Valbonne / France),

• The Swedish Road Administration (Environmental strategy division, SE-781 89 Borlänge / Sweden),

• Norwegian Environment Agency (Post Box 5672 Sluppen, 7485 Trondheim / Norway).

of the one part and the following institutions (collectively "the contractors")

• INFRAS (Research and Consulting, Sennweg 2 CH-3O12 Berne / SWITZERLAND), ("the coordinator'),

• Technical University of Graz (lnstitute for lnternal Combustion Engines and Thermodynamics, Kopernikusgasse 12 A, 8010 Graz / AUSTRIA),

• HS Data Analysis and Consultancy (Heinz Steven, Dorath 1, D 52525 Heinsberg /

• Germany),

• WSP Sverige AB, Jungmansgatan 10, 20125 Malmö / Sweden,

• IFEU (lnstitut für Energie- und Umweltforschung Heidelberg GmbH Wilckensstr. 3, D-

69120 Heidelberg / Germany).

of the other part (collectively "the contracting parties") have agreed to carry out the project called "Handbook Emission factors for Road Transport, Update Version 4.L" (HBEFA 4.1).

The following complementary work packages were included in the update:

• WP1 Data collection of emission measurements (all vehicle categories) TUG (INFRAS/MKC),

• WP2 Driving behaviour/traffic situation scheme (H. Steven HSDAC, Eva Ericsson WSP),

• WP3 Hot emission factors (regulated air pollutants, all vehicle categories for PC, LNF, HDV, busses, MC), (TUG),,

• WP4 Cold start emission factors (all vehicle categories) INFRAS/MKC (EMPA)

• WP5 Evaporation emission factors (all vehicle categories) INFRAS/MKC,

• WP6 Alternative fuels INFRAS/MKC (IFEU, AVL-MTC, TUG),

• WP7 Alternative technologies (electric vehicles, plug-in hybrids) TUG (INFRAS/MKC, IFEU),

• WP8 Fuel consumption and CO2 emission factors TUG (INFRAS/MKC, IFEU),

• WP9 Non regulated pollutants IFEU (INFRAS/MKC),

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• WP10 Country inputs: fleet model, traffic activity countries,

• WP11 WTT-emission factors IFEU

• WP12 “Extended version” of HBEFA (including fleet model, emission model) INFRAS/MKC,

• WP13 Model implementation INFRAS/MKC.

This report describes the work performed for work package 2, Driving behaviour/traffic situation scheme.

2 Description of the tasks

The following tasks are taken from the work programme for work package 2 and complemented by additional tasks or modified where necessary:

1. General review of traffic situation scheme, evaluate extensions of existing traffic situation scheme (e.g. stop+go, speed-limit 30 km/h on main roads, idle),

2. Assessment of potential split of traffic situations namely for RT and AT/TT, possibly for LCV (N1-l/-ll vs. -lll). With respect to RT and AT/TT it was already stated in the report of the last UBA/IFEU project (Nr: 3711 45 105, April 2015, AP 200), that the dríving behaviour between RT and AT/TT is different, but it should be assessed to what extent this would influence the emissions. This task was replaced by the task to develop preconditioning cycles that are necessary for the PHEM model for advanced emission reduction technologies, assess the occurrence of slopes on urban streets.

3. Validate cycles per traffic situation(s) based on cycle analysis of new data (Sweden, Berlin, Bern etc.); this very much depends on the availability of FCD (floating car data).

4. Review the driving cycles assigned to the traffic situation scheme and make improvements/supplements where necessary. A particular topic is the request for introducing EF for speed limit T30 on main roads ("distributor/secondary roads"). Another topic is the split of the stop&go traffic situation into two situations. The latter is a request of Handbook users.

5. Review aggregate traffic situations (weighted individual traffic situations per country), international comparisons. This very much depends on the availability of traffic statistics.

6. Adaption of existing traffic situation scheme.

These tasks were distributed to the partners HSDAC and WSP as follows:

WSP is responsible for tasks 1 and 3, HSDAC is responsible for tasks 2 and 4, tasks 5 and 6 should be shared between both partners.

3 Results

3.1 Task 1 – General review of traffic situation scheme

In the work with HBEFA 4.1, WP2, a review of traffic situations is included. The review includes a revision of the structure and description of the traffic situations and a review of the need for adding new traffic situations.

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3.1.1 New structure and description of road types in HBEFA 4.1.

In HBEFA the description of road types except for speed limit and local environment (rural, urban) is a mix of different dimensions as road function/road role/road hierarchy and road design. The general idea for this review was that a separation of road function/hierarchy from road design might make the traffic situation scheme easier to interpret and use in different countries.

Further, the description includes some difficulties in terms or wording – how should different (English) notations be translated to different national road schemes? One example of a difficulty lies in the notation of “Trunk road”. In HBEFA classification trunk road is described as something else than a motorway, as a main road of less importance than national motorways. However, Trunk road seems to be a concept that is used differently in different countries, https://en.wikipedia.org/wiki/Trunk_road. Generally, it seems to be a label of a road in the highest end of the road hierarchy and a route recommended for long distance freight transport. A trunk road can be a motorway but is not so per definition.

In UK Trunk roads are primary roads for which the maintenance is payed for by the state. Design-wise, it can be a motorway with separation between directions but also a larger ordinary road with traffic running in both directions. Sometimes they have medians (i.e. a separating area between carriageways with opposite directions), sometimes not. In Sweden, as one example, it is not just trunk roads that are maintained by the state and the notation Trunk road is there interpreted as the largest roads that are not motorways. We suggest replacing the word Trunk road with notation of motor road as this in many countries is used to describe highways that have motorway-like access and restrictions (i.e. cyclists and pedestrians banned) but that are not a motorway. However, some countries might want to keep Trunk road, then one might use both i.e. Motor road/Trunk road.

Another issue is the notation of Residential Local Access roads. Local Access roads occur in not only residential areas but also e.g. in city centres. We suggest to skip “residential” in the description.

The question that is addressed here is, would it be possible to use definitions concerning road hierarchy on the one side and road design on the other? How many levels would be needed and how should they be named? Could they be attached to the present traffic situation scheme?

A suggestion of descriptive variables and levels for HBEFA road type would be:

Local environment – same as present

• Rural

• Urban

The type of area the road is going through (especially in urban areas) affects driving. At the most obvious level the driving pattern is affected whether the road or street is going in a built-up area or on the countryside. That fact is meant to be represented by the primary division of traffic situations in urban or rural. In the national practices that have been used so far, the definition of urban and rural have been different in different countries. In some countries, the notion of an urban traffic situation has only been attributed to roads in larger municipalities or even conglomerations. In other countries the notion of urban has been defined as roads within built-up areas regardless of the size of the city. We mean that the traffic situation should mirror the local driving pattern due to local circumstances and then the driving cycles should primary be divided according to if they run in or outside built-up areas. The difference between large cities and small communities will be mirrored through the share of traffic on different types of traffic situations that clearly differs due to city size. Large cities tend to have high amounts of traffic on large arterials and through fare roads while these traffic situations hardly occur in small municipalities. However, local and main streets should be “urban” also in smaller municipalities since driving patterns are affected as soon as a road goes through built-up areas.

https://en.wikipedia.org/wiki/Trunk_road

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Further, the same type and design of a road is found to have to some extent different driving pattern characteristics depending on what type of built-up area it runs through. Research has found1 [5] that driving patterns differ whether the same type of road runs through a central area (CBD), a semi-central general area, a residential area or an industrial area. The largest differences in driving patterns are found between CBD areas and residential areas on the one side and other type of areas on the other. However, presently it is probably too complicated to introduce a more detailed description of local environment than the present urban – rural. It would also add extra work on national levels to split traffic on different types of local environments. But it might be a consideration for local applications in future updates of the model.

Road hierarchy:

Rural roads suggested levels

• National primary road

• Secondary roads

• Local roads (collectors and access)

Urban roads suggested levels

• Major Arterial or Thoroughfare

• District connector/ Medium Arterial

• Collectors/main streets within local areas

• Local access streets

Road design

• Motorway

• Semi motorway 2+1

• Four lane road (2+2) (not motorway)

• Ordinary road (1+1)

Other descriptive concerning the traffic mix and priority rules that affects the driving patterns

• Overall descriptions concerning which kind of road users that are allowed and to what

extent different road users mix/interact or are separated on the road

• The road type’s priority at intersections.

Below, in Table 1, the present description of road types in HBEFA 3.3 (and previous) is presented. In Table 2 and Table 3, the suggestion of new descriptions of the road types in urban and rural areas based on the above suggested variables and variable levels is presented.

1 Ericsson E, Brundell-Freij K. (2005), Influence of street characteristics, driver category and car performance on urban driving patterns. May 2005. Transportation Research Part D Transport and Environment 10(3):213-229. DOI: 10.1016/j.trd.2005.01.001

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Table 1 Present description of road types in HBEFA 3.3 and earlier. The road types are also differentiated by urban and rural areas.

Road type

Short name, present description

10 Motorway-Nat., >= 2x2 lanes, grade separated

12 Semi-Motorway, variable number of lanes (e.g. Sweden, rural areas)

20 Trunk Road/Primary-Nat., grade separated, >= 2x1 lanes

21 Trunk Road/Primary-City, high-speed/high capacity road, expressway/major artery/primary road (but not motorway); >= 2x1 lanes; may be grade separated

11 Motorway-City, motorway, high-speed/high capacity road, expressway/major artery/ring road; >= 2x2 lanes; always grade separated

30 Distributor/Secondary, medium capacity road, minor artery/distributor/district connector; >= 2x1 or >= 1x2 lanes

31 Distributor/Secondary(sinuous), medium capacity road, minor artery/ distributor/district connector; >= 2x1 or >= 1x2 lanes / with curves

40 Local/Collector, connection between villages; access to/from district distributors; <= 2x1 lanes

41 Local/Collector(sinuous), connection between villages; access to/from district distributors; <= 2x1 lanes / with curves

50 Access-residential, residential road, mostly priority rule, <= 2x1 lanes

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Table 2 New suggestion for description of HBEFA Road type notation. Rural roads.

Road type Road function - Level in the road hierarchy

Road design

10 National primary roads – Motorway

The roads that are highest in the national road hierarchy and that are motorways.

Motorway/Highway:

Motorway >=2 lanes/direction, grade separated interchanges, median or central reservation separates opposing lanes, entrance and exit on specific access ramps.

Slow going traffic/vehicles (incl. pedestrians and cyclists) not allowed

12 National primary roads – Semi-motorway

The roads that are highest in the national road hierarchy and that are semi-motorways.

Semi-Motorway:

Variable 2 or 1 lanes/direction where the opposing directions are divided by a fence (sometimes only a line) that separates the traffic streams. Grade separated or low disturbance interchanges i.e. they have entrances and exits on specific access ramps or intersections designed to lower the interference with the traffic on the road.


20 National primary roads – Not motorway

The roads that are highest in the national road hierarchy but are not motorways.

Motor road/Express road:

Main high capacity road, >= 2 lanes/direction. Grade separated or low disturbance interchanges i.e. they have entrances and exits on specific access ramps or intersections designed to lower the interference with the traffic on the road.


30 Secondary roads

The roads that are secondary in the national road hierarchy

Rural: Medium capacity road, minor artery:

1 or 2 lanes/direction. Slow going vehicles allowed (sometimes on separate lanes not intended to be used by fast going vehicles).

Intersections with other roads occur regularly. Most intersecting roads (that are lower in hierarchy) are obliged to give way to traffic on those roads.

Interactions with all kinds of road users occur.

31 Secondary roads and District connectors – with curves

The roads that are secondary in the national road hierarchy. Frequent curves.

Same as 30, but with curves.

40 Local collectors

Main roads within local/regional areas that collects traffic from local access roads.

Medium or minor roads:

1 (or occasionally 2) lane/direction. Local collectors are obliged to give way when crossing roads with higher level in the road hierarchy but have most often priority over local access roads.

The roads/streets are used by a mix of different kinds of road users, i.e. cyclists, pedestrians, buses, slow going vehicles as well as cars

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and trucks. Interactions between different kinds of road users are common.

41 Local collectors – with curves

Main curvy roads within local/regional areas that collects traffic from local access roads.


50 Local access roads

Minor roads that serve as access from local areas to the overall road network. The finest capillary in the road network.

Minor road:

1 lane/direction, obliged to give way to traffic on intersecting roads or streets.

The road/street is used by a mix of different kinds of road users, i.e. cyclists, pedestrians, slow going vehicles and cars, i.e. interactions are common.

Table 3 New suggestion for description of HBEFA Road type notation. Urban roads


Road design

10 National primary roads – Motorway

The roads that are highest in the national road hierarchy and that are motorways passing through or around urban areas.

Motorway/Highway:

Motorway >=2 lanes/direction, grade separated interchanges, median or central reservation separates opposing lanes, entrance and exit on specific access ramps.

Slow going traffic/vehicles (incl. pedestrians and cyclists) are not allowed.

11 Major city arterial - Motorway.

Motorway mainly built for the city traffic going into or around the urban area.

Motorway within built up area/city, high-speed/high capacity road:

City motorway >= 2 lanes/direction, grade separated interchanges, entrance and exit on specific access ramps.

Slow going traffic/vehicles (incl. pedestrians and cyclists) not allowed.


The roads that are highest in the national road hierarchy but not motorways passing through urban areas.


Main high capacity road, >= 2 lanes/direction, Grade separated or low disturbance interchanges i.e. they have entrances and exits on specific access ramps or intersections designed to lower the interference with the traffic on the road.

Slow going traffic/vehicles (incl. pedestrians and cyclists) are not allowed

21 Major city arterial not motorway

High capacity road/street mainly built for the city traffic going into or around the urban area.


Main high capacity road in urban areas, >= 2 lanes/direction, not motorway. May be grade separated with entrance and exit on specific access ramps or with interchanges designed to low interference with the traffic on the road.

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Slow going traffic can occur but not frequently.

30 District connector/ Medium Arterial

Street connecting different parts of city or leading to/from city centre.

Urban: Medium capacity main road:

Street 1 (or 2) lane/direction.


Interactions with all kinds of road users are common (cars, trucks, busses, bicycles, pedestrians)

40 Local collectors

Streets within local areas that collects traffic from local access roads.

Medium or minor streets:

Streets 1 lane/direction. Local collectors are obliged to give way when crossing roads with higher level in the road hierarchy but have priority over local access roads.

The roads/streets are used by a mix of different kinds of road users, i.e. cyclists, pedestrians, busses, slow going vehicles as well as cars. A certain amount of interactions between different kinds of road users is at hand.


Minor streets that serve as access from local areas to the overall network. The finest capillary in the urban street network.

Minor streets:

1 lane/direction, obliged to give way to traffic on intersecting roads or streets.

The road/street is used by a mix of different kinds of road users, i.e. cyclists, pedestrians, slow going vehicles as well as cars. Lots or interactions between the road users occur.

3.1.2 Extensions of existing traffic situation scheme

Traffic situations are described through combinations of their:

• Local environment – i.e. if the road is located in a rural or built up area,

• Road type – i.e. as described in Table 2 and Table 3,

• Speed limit,

• Flow class (degree of interference in the traffic flow, also called “Level of Service”) – today four flow classes are specified:

o free traffic flow,

o heavy traffic flow,

o saturated flow and

o stop&go.

Since the flow class is called “level of service” (LoS) in the information menue of the HBEFA programme, this term will also used in further parts of this report.

In Figure 1 and Figure 2 is described which combinations of road types and speed limits exist in HBEFA 3.3 and before.

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Figure 1 Combinations of road types and speed limits at rural roads in HBEFA 3.3 and before

Figure 2 Combinations of road types and speed limits at urban roads in HBEFA 3.3 and before.

As is seen, speed limit 30 and 40 only exists for the road type “Access-residential”. Today, for example for traffic safety reasons, it is increasingly common to apply speed limit 30 and 40 also at roads higher in the road hierarchy i.e. local collectors and even medium capacity roads that have priority over local roads. Thus, it has been argued that it would be of importance to represent those lower speed regimes in HBEFA.

To HBEFA 4.1 have been added speed limit 30 and 40 to road type 40 - Local collector and road type 30 - District connector/Medium arterial.

In addition to the extended speed limits a new LoS has been added, the heavy stop and go. Users have stated that the present LoS Stop&go has too high average speeds to represent the most congested traffic situations. For this case an extra heavy stop&go LoS has been added to be used for local circumstances with very high congestion.

3.2 Task 2 - Assessment of potential split of driving cycles assigned to the different traffic situations, development of preconditioning cycles

Up to now, the driving cycles assigned to the different traffic situations and used in the PHEM model for the emission factor calculations are identical for cars and LCV on one hand and also identical for RT and AT/TT on the other hand.

For the first mentioned group (cars and LCV) this issue was also discussed within the development of the WLTC, the new driving cycle dedicated for the measurement of pollutant exhaust emissions and CO2 emissions during type approval. The world-wide WLTP in-use driving behaviour database was analysed with respect to the acceleration behaviour of its individual vehicles. Since it could be

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shown that there was no difference in the acceleration behaviour between cars (M1 vehicles) and LCV (N1 vehicles) and that the acceleration behaviour did not even show a power to mass ratio dependency for power to mass ratios above 35 W/kg (see [1]), the group decided to develop one common cycle for M1 and N1 vehicles.

Based on this result it is recommended to abstain from a split of the cycles for cars and LCV and to maintain the current system (identical cycles for both vehicle categories).

For RT and AT/TT the situation is slightly different. It was already stated in the report of the last UBA/IFEU project (Nr: 3711 45 105, April 2015, AP 200), that the dríving behaviour between RT and AT/TT is different, but it should be assessed to what extent this would influence the emissions. The main difference is the acceleration behaviour. At a given speed the average acceleration of AT/TT is significantly lower than the average acceleration of RT because the actual power to mass ratios in real traffic are lower for AT/TT than for RT. But it can be assumed that full load acceleration is used in both cases and this limits the differences in the emissions.

Figure 3 shows the NOx emission factors of rigid trucks (RT) with gross vehicle mass between 14000 and 20000 kg and trailer trucks (AT/TT) with gross vehicle mass between 34000 and 40000 kg for all HBEFA traffic situations (HBEFA 3.3, reference year 2020). In the vehicle speed range up to 50 km/h the NOx emissions of the AT/TT are lower than those of the RT for most of the traffic situations. For higher speeds the NOx emissions of the AT/TT are slightly higher than those of the RT. But the differences are in any case much smaller than the differences for the particular truck caused by the possible payload span (see Figure 4 and Figure 5).

Therefore, it was decided to skip the split of the HDV into these two groups and not distinguish different driving cycles. The effort planned for this work went into the work on conditioning cycles and gradient influences instead as stated in the minutes of the consortium workshop at 04.04.2018 in Zurich.

Figure 3: NOx emission factors of rigid trucks with gross vehicle mass between 14000 and 20000 kg and trailer trucks with gross vehicle mass between 34000 and 40000 kg for all HBEFA traffic situations (HBEFA 3.3, reference year 2020)

0.0

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RT 14-20 t, weighted

AT/TT 34-40 t, weighted

HBEFA 3.3, reference year 2020

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Figure 4: NOx emission factors of rigid trucks with gross vehicle mass between 14000 and 20000 kg for all HBEFA traffic situations (HBEFA 3.3, reference year 2020)

Figure 5: NOx emission factors of trailer trucks with gross vehicle mass between 34000 and 40000 kg for all HBEFA traffic situations (HBEFA 3.3, reference year 2020)

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3.3 Task 3 - Validate cycles per traffic situation(s)

Task 3 included the collection of existing driving pattern data and compare them to the driving cycles in the present version of HBEFA (3.3) as well as giving indications of how the cycles in the new version 4.1 might be changed/constructed in order to better represent driving at the intended traffic situations.

3.3.1 Validation data

Several data collections were used for the validation. Table 4 gives a short description of the studies included in the data set for validation. The sample was due to time and budget restrictions limited to existing studies that were available and accessible at the time for the analysis. No new driving pattern measurements were performed. All the included studies include continuous measurements of vehicle speed profiles with connection to the road type they belong to.

Some studies have a sample of “ordinary” drivers that are logged during driving, while others are performed by test drivers that follow the traffic flow in general (floating car data) or copies a random car’s driving pattern (chase car data). Each profile is or could be attributed with the type of road/street it belongs to and the traffic flow condition at the time. The latter is done either through GPS registering and map matching afterwards or by following a predefined route with well described street types in a certain order. The traffic flow conditions were estimated either through knowledge of the ADT, average daily traffic, in connection to time of day and diurnal curves of the share of ADT during different part of the day or through direct measurements of traffic flow at the time for the measurement.

Table 4 Driving pattern studies included in the validation study

City Short description

Sample Method No Bern Taxi, Switzerland

Taxi cars/ taxi drivers Logging during ordinary driving. Map matching to street map.

21101

Berlin, Germany Test drivers Floating cars at specified routes 374

Lund, Sweden Ordinary drivers in their own cars Logging during ordinary driving. Map matching to street map.

10897

Vasteras, Sweden Ordinary drivers in cars with same size and performance as their own cars

Logging during ordinary driving. Map matching to street map.

14123

Stuttgart, Germany Test drivers Floating car. Specified routes with speed limit 30.

180

ARTEMIS Budapest, Hungary

Test drivers Chase car at specified routes. 319

ARTEMIS Malmo, Sweden


ARTEMIS Napels, Italy


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3.3.2 Preparation of data to compare driving pattern characteristics

Driving pattern parameters – indicators for emissions and fuel consumption

Driving patterns can be described and compared using different parameters as for example average speed, average acceleration levels etc.

As a method for describing and comparing the characteristics of the driving patterns a limited set of driving parameters was used which have been found significantly affecting emissions and fuel consumption2 [6]

• For acceleration:

o RPA, relative positive acceleration3,

o average positive acceleration,

o standard deviation of average positive acceleration.

• For stop:

o Percent of stop time,

o average stop time per stop,

o number of stops per km.

• Average speed

Classification of measured driving patterns into HBEFA traffic situations

Each data set included a number of driving patterns with connected information about road type, time of day, etc. Using the provided information each driving pattern in the different studies was classified according to HBEFAs traffic situations. For classification into HBEFA road type it was quit straight forward using available information from the studies concerning the road or street the measurement was performed at.

For classification into different LoS the available information was different in the different studies. In Table 5 is described how the HBEFA LoS (1-4) was estimated for each driving pattern in the different studies.

2 Ericsson E (2001). Independent driving pattern factors and their influence on fuel-use and exhaust emission factors. Transportation Research Part D 6(2001) 325-345. 3 sum(dt*acc(acc>0).*speed(acc>0)/3.6)/total_distance

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Table 5 Data and method for estimation of which LoS each driving pattern was connected to in the different studies.

Study (City)

Data for traffic flow estimation Method for flow classification (1-4)

Bern Taxi, Switzerland

Actual flow as flow (both directions) at the hour when the vehicle passed. Capacity is presented as total flow in both directions. Actual flow as percentage of the capacity is presented (for both directions)

Limits for LoS 1-4 according to table A1-2 in annex 1 (based on TU064))5

Berlin, Germany Time of day for each measurement The parameter seconds of stop per km for the actual driving pattern was used to reflect LoS using limits according to table A1-3 in annex 1.

Lund, Sweden Time of day for each measurement, ADT and road type was used for calculating traffic flow for the time of the measurement.

LoS was estimated using table A1-4 in annex 1.

Vasteras, Sweden

Time of day for each measurement, ADT and road type was used for calculating traffic flow for the time of the measurement.

LoS was estimated using table A1-4 in annex 1.

Stuttgart, Germany

Time of day for each measurement The parameter seconds of stop per km for the actual driving pattern was used to reflect LoS using limits according to table A1-3 in annex 1.

ARTEMIS Budapest, Hungary

Only driving pattern data and notion of peak and off-peak hours

The parameter seconds of stop per km for the actual driving pattern was used to reflect LoS using limits according to table A1-3 in annex 1.

ARTEMIS Malmo, Sweden



ARTEMIS Napels, Italy



4 TU06: Olstam och Matstoms (2006), TU06 – Nya V/D-funktioner för tätort. Revidering av TU71-funktionerna. http://www.vti.se/en/publications/pdf/tu06--nya-vd-funktioner-for-tatort--revidering-av-tu71-funktionerna 5 The relation between actual flow and capacity as presented for both directions is here assumed to be the same as the relation between flow and capacity per lane and direction.

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3.3.3 Comparing HBEFA 3.3 traffic situations with measured data

The driving cycles in HBEFA 3.3 were described with the same parameters as the driving patterns from the measurements. Measurements naturally includes a lot of variation also within the classification into HBEFA traffic situations. In order to get a view of the range of the values of the driving pattern, the average value as well as the confidence interval was calculated for each parameter at the different traffic situations. The standard error shows between which values the “real” mean value is estimated based on the available data set. The confidence interval of the measurements was compared with the corresponding parameter value for each driving cycle in HBEFA 3.3.

In annex 1 15.3 the number of measured driving patterns on different traffic situations in the different studies is presented. In the analysis the general representativity for the presented confidence intervals was valued. The basis for this was the number of data, if the data was collected from several studies and if the values between studies seemed to vary systematically e.g. between different LoS and adjacent road types. Thus, some confidence intervals were assumed less reliable in the analysis.

Below, values for average speed, RPA and percentage of stop time are presented for the HBEFA 3.3 traffic situations together with the same parameter values according to the validation data set.

Average speed

In Figure 6 confidence intervals of the average speed for different traffic situations according to the measurements together with the HBEFA-value for the corresponding traffic situation (IDTS) are presented.

The data is presented as a whole but measurements at traffic situations marked with non-colored background fillings were considered to be less representative and should thus not be the base for changing the driving cycle representing the traffic situation. The measurements with green bar fillings were assumed to be representative enough to propose a change of the driving cycle for that traffic situation.

H.S.H.S.

18

Figure 6 Measured confidence intervals of average speed for different traffic situations (IDTS) compared to average speed for the same IDTS in HBEFA 3.3. Green coloured bars indicate good representativity of the measurements. Non colured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 is new traffic situations, and did not occur in HBEFA 3.3.

Generally measured average speeds (with green coloured bars) was lower than the corresponding HBEFA 3.3 values. Exception for road type 21008 (National primary roads – Motorway with speed limit 80) for which average speed in measurement seemed to be higher in the measurements than the HBEFA-value (in LoS 1-3).

Several, but not all, measurement show characteristic lowered average speeds for higher LoS at the same road type.

The measurements could give some basis for the new suggested traffic situations: Local collectors and medium capacity main road with speed limit 30.

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RPA

In Figure 7 is presented confidence interval for RPA for different traffic situations according to the validation data together with HBEFA values for the corresponding traffic situation (IDTS).

Figure 7 Measured RPA for different traffic situations (IDTS) compared to RPA for the same IDTS in HBEFA 3.3. Green coloured bars indicate good representativity of the measurements. Non-colured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 is new traffic situations, and did not occur in HBEFA 3.3.

Measurements of RPA vary a lot. There is a tendency that measured values are somewhat higher than HBEFA 3.3 values for traffic situations with speed limits 70 km/h and more.

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Percent stop time

In Figure 8 confidence intervals of the average for percent stop time for different traffic situations according to the measurements together with the HBEFA-value for the corresponding traffic situation (IDTS) are presented.

Figure 8 Measured Percent stop time for different traffic situations (IDTS) compared to Percent stop time for the same IDTS in HBEFA 3.3. Green coloured bars indicate good representativity of the measurements. Non-coloured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 is new traffic situations, and did not occur in HBEFA 3.3.

The data is presented as a whole but measurements at traffic situations marked with non-colored bar fillings were considered to be less representative and should thus not be the base for changing the driving cycle representing the traffic situation. The measurements with green background fillings were assumed to be representative enough to propose a change of the driving cycle for that traffic situation.

Generally, the measurements show higher percentages of stop time than HBEFA 3.3 driving cycles for speed limits lower than 60 km/h.

3.3.4 Conclusions of validation

The validation showed that some of the traffic situations that were represented in the studies probably would gain from a reviewed cycle. The data also gave basis for creating new traffic situations for speed limit 30 and 40.

Unfortunately, the validation work and the cycle amendment work partly had to be performed in parallel so that not all recommendations from the validation work could be considered.

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3.4 Task 4 - Review the driving cycles assigned to the traffic situation scheme

This task consists of the following sub-tasks:

1. Review the cycles assigned to the existing traffic situation schema,

2. Add new cycles with speed limits of 30 km/h and 40 km/h for urban distributor and local streets,

3. Add a further level of service (LoS) with lower average speeds than the current cycles for LoS 4 (stop&go) to enable the consideration of heavy stop&go situations,

4. Add conditioning cycles to the actual cycles in order to ensure a proper functioning of the PHEM model for advanced exhaust gas aftertreatment systems,

5. Derive typical distances for road gradient classes for urban streets.

3.4.1 Cycle review

The review of the existing driving cycles focussed on cars and light duty vehicles with the following issues:

a. Winding roads (rural local sin. And rural distributor sin.). The cycles were criticised for having too low average speeds in general.

b. LoS 3 (saturated traffic) and partly also LoS 2 (heavy traffic) because of too high average speeds compared to validation data.

c. Elimination of inconsistencies.

The cycles for motorcycles and heavy duty vehicles were also updated/modified where necessary. The cycles were derived in that way, that they are linked to the car cycles but with lower dynamics for heavy duty vehicles and higher dynamics for motorcycles. For motorcycles shorter stop times than for the other vehicle categories were considered, because they can “filter” through the traffic of the other vehicle categories.

Ad a) The average speeds for the current cycles for winding roads are between 20% and 30% lower than the average speeds for the corresponding normal roads with increasing differences for decreasing average speeds. After discussions with other experts the average speeds were adjusted to 90% of the corresponding average speeds for normal roads.

Ad b) In order to improve the cycle schema with respect to b) traffic counting data from a previous project (see [2]) aimed at the improvement of the HBEFA model was reanalysed. Within this project the company VMZ (Verkehr, Mobilität, Zukunft) delivered traffic counting data (number of vehicles and average speeds per 5 min samples over 24 hours for about one year) for 20 cross sections in Berlin and 16 cross sections in the agglomeration “Ruhrgebiet”.

Scatterplots of this data were also delivered by VMZ, Figure 9 shows an example.

H.S.H.S.

22

Figure 9: Example of a scatterplot of traffic counting data from [2]

The results of this re-analysis are shown in Table 6, the corresponding values of the current HBEFA schema are shown for comparison. The ratios for LoS 2 and LoS 1 of the current HBEFA schema fit quite well to the traffic counting data but the ratios for LoS 3 and LoS 2 are significantly too high in the HBEFA schema. That means that the average speeds for LoS 3 (saturated traffic) need to be reduced. The ratio of 0.65 was used in order to get new target average speeds for LoS 3 based on the average speeds of LoS 2.

It must be noted that the assignment of different LoS to the traffic counting data was based on traffic load and average speed thresholds as shown in Figure 9. It turned out that the area assigned to “free” contained only datasets related to night time periods for streets in urban areas. This was considered for the cycle development work for HBEFA 2 and 3 and also for the amendment work for HBEFA 4. In the data used for validation somewhat different definitions of LoS are used, see description in section 3.3.2 and annex 1. Some differences between the HBEFA cycles and the measured data used for the validation part may be attributed to different separation criteria used for the LoS in the different parts of the study.

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23

Table 6: Average speed ratios for consecutive level of service from the traffic counting data from [2] and for the current HBEFA schema

The ratios for LoS 4 and LoS 3 are not discussed here because they are treated under point 3 of the subtasks.

Ad c) In addition to that inconsistencies and implausibilities with respect to average speeds, RPA and stop percentages were eliminated by replacing the current cycles by more appropriate ones. Validation data provided by WSP was also considered for this sub-task. And this task covers also too big differences of the ratios for LoS 2 and LoS 1 between the HBEFA schema and the traffic counting data.

Tables with key values of the HBEFA 4 cycles for cars are shown in Annex 1. Unfortunately, this review had to be done before the validation work could be started for time constraints. But since the amendments for LoS 3 were so obvious, the amendment work was started for cycles corresponding to this LoS.

3.4.2 New cycles with speed limits of 30 km/h and 40 km/h for urban distributor and local streets

Two different datasets were available in order to analyse the influence of speed limits of 30 km/h or 40 km/h versus 50 km/h on the NOx emissions for urban main streets. One dataset was delivered by the city of Berlin and contains in-use driving behaviour data measured on 4 different urban main streets (one 2-lane street (Beusselstrasse), two 4-lane streets (Potsdamer Strasse and Schildhornstrasse) and one 6-lane street (Tempelhofer Damm)). In Beusselstrasse and Schildhornstrasse some sections were limited to 30 km/h. The data was derived by the floating car method.

Another dataset was derived by PEMS measurements in Stuttgart (2010), where the speed limits of 30 km/h and 40 km/h were respected by the driver during the test trips on 3 different routes in the city (1 with about 6% gradient) and 2 routes in residential areas with posted speed of 30 km/h.

In order to be able to better assess the results from the different datasets and street sections NOx emissions for Euro 5 Diesel and Euro 6d Diesel vehicles were calculated for a broad variety of datasets with average speeds between 5 km/h and 63 km/h and durations >= 240 s with the PHEM model. The lower limit for the duration of a dataset (trip) was a result from an initial analysis of calculation results from the PHEM model that showed that at least 240 s duration is required for a proper functioning of the model. The restriction to average speeds below 70 km/h was chosen in order to get simple regression curves for the chosen average speed range.

The results were plotted vs average speed and regression curves were derived from these figures. (see Figure 10 and Figure 11). Power functions were chosen as reference curves for the following analysis.

Average speeds

for LoS 1 (free)

LoS 2/LoS 1

(heavy/free)

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(saturated/heavy)

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(stop&go/saturated)

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(heavy/free)

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(saturated/heavy)

up to 50 km/h 0.80 0.65 0.57 0.80 0.83

55 - 65 km/h 0.88 0.65 0.50 0.83 0.82

> 65 km/h 0.86 0.67 0.46 0.86 0.80

Average speed ratio (data from [2]) current HBEFA

H.S.H.S.

24

In order to assess whether the speed limits were respected the maximum speed values for the different street sections (or speed limit variants of the test trips) were plotted versus average speed values. The results are shown in Figure 12 and Figure 13. The data from Berlin contain a lot of stop&go cycles (v_ave < 12 km/h) except for Tempelhofer Damm. The latter and Stuttgart S2 contain a lot of cycles with average speeds above 30 km/h. Figure 13 shows that the speed limit of 30 km/h was respected in Stuttgart (by intention) while the Berlin data lead to the conclusion a part of the cycles would fit to a speed limit of 40 km/h but 30 km/h as speed limit was not respected.

The 240 s minimum duration requirement could not be applied on the Berlin data because too many cycles would have to be excluded. Therefore a 180 s borderline was used for the Berlin data.

Figure 10: NOx emission versus average speed for a broad variety of short trips for Euro 5 Diesel vehicles calculated with the PHEM model

y = -1E-08x5 + 3E-06x4 - 0.0002x3 + 0.0088x2 - 0.1846x + 2.22

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R² = 0.98489

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Figure 11: NOx emission versus average speed for a broad variety of short trips for Euro 6d Diesel vehicles calculated with the PHEM model

Figure 12: Maximum speed versus average speed for the datasets from Berlin and Stuttgart (Stuttgart with speed limit of 50 km/h)

y = 4E-08x4 - 6E-06x3 + 0.0004x2 - 0.0107x + 0.1717

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Figure 13: Maximum speed versus average speed for the datasets from Berlin and Stuttgart (Stuttgart with speed limit of 30 km/h)

Figure 14 shows the NOx emissions vs v_ave for the Berlin data for EU5 D vehicles. In order to assess the influence of different speed limits the cycles were grouped in v_max <= 40 km/h, 40 < v_max < 48 km/h and v_max > 48 km/h for Beusselstraße and Schildhornstraße. No significant difference was found for Beusselstraße while for Schildhornstraße a tendency for lower emissions with lower v_max can be seen.

Figure 15 shows the NOx emissions vs v_ave for the Stuttgart data for Euro 5 Diesel vehicles. Here most of the emission results for streets without gradients are below the reference curve and since the traffic flow is less disturbed than for the Berlin data the average speeds for T50 are significantly higher than for T30. This results in slightly lower emissions for T50 than for T30. As one could expect, for the main street with gradients (ascend and descend is not separated) the results are above the reference curve and higher for T50 than for T30.

Figure 16 and Figure 17 show the same results as figures 10a/b, but for Euro 6d Diesel vehicles. For the Berlin data the same conclusions can be drawn as for Euro 5 Diesel vehicles besides the fact that the emission values are about 10 times lower. But the results for the Stuttgart data are different. Some of the T30 emission values are lower than the T50 values although the average speeds are lower. And the differences between T30 and T50 for the main street with gradients are more pronounces than for Euro 5 Diesel vehicles.

Figure 18 and Figure 19 show average results for both datasets but stop&go cycles are not considered.

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Figure 14: NOx emission versus average speed for the Berlin data for Euro 5 Diesel vehicles calculated with the PHEM model

Figure 15: NOx emission versus average speed for the Stuttgart data for Euro 5 Diesel vehicles calculated with the PHEM model

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Figure 16: NOx emission versus average speed for the Berlin data for Euro 6d Diesel vehicles calculated with the PHEM model

Figure 17: NOx emission versus average speed for the Stuttgart data for Euro 6d Diesel vehicles calculated with the PHEM model

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Figure 18: NOx emission versus average speed (averages of all trips) for Euro 5 Diesel vehicles calculated with the PHEM model

Figure 19: NOx emission versus average speed (averages of all trips) for Euro 6d Diesel vehicles calculated with the PHEM model

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It can be concluded from the analysis results described before that neither the datasets from Berlin nor from Stuttgart can be used for the development of the cycles assigned to the speed limits 30 km/h and 40 km/h for urban distributor and local streets, because both would not reflect the driving behaviour appropriately enough.

Therefore, short trips from the WLTP database were chosen for T30 and T40 in that way that they represent the same distances and number of stops as for a speed limit of 50 km/h but have lower maximum speeds and RPA values suitable for the respective speed limits.

3.4.3 Addition of LoS 5 (heavy stop&go)

Since it was decided to add a 5th level of service (LoS 5) to the traffic situation schema a general analysis of stop&go cycles was performed including all databases that were available and could be used. The cycles were derived from these databases using the ratio of vmax and vave as filter. In total 157 different stop&go situations could be detected with average speeds between 2 km/h and 24.5 km/h. Average speeds above 15 km/h result from cycles, consisting of a mix of very low speed short trips with short trips where higher speeds are reached for a short moment.

Typical examples of speed traces for stop&go cycles including conditioning cycles are shown in Figure 20 to Figure 22. The analysis showed no significant differences between stop&go situations on urban streets, rural roads and motorways with respect to average speeds and dynamic driving behaviour.

Figure 20: Speed trace of a stop&go cycle preceeded by an urban short trip as conditioning cycle (NOx emission for Euro 5 Diesel)

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Figure 21: Speed trace of a stop&go cycle preceeded by rural short trips as conditioning cycle (NOx emission for Euro 5 Diesel)

Figure 22: Speed trace of a stop&go cycle preceeded by a motorway short trip as conditioning cycle (NOx emission for Euro 5 Diesel)

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The emission results for all stop&go cycles are shown in Figure 23 and Figure 24. In order to get also results for very low average speeds also cycles with durations < 240 seconds needed to be considered.

New cycles for LoS 4 were derived from the stop&go cycle pool in that way that the average speeds are similar than for the old cycles but that there is a higher variety regarding road categories and speed limit. The average speeds range from 9.6 km/h till 17.9 km/h. The new LoS 5 cycles were derived from the stop&go cycle pool in that way that the increase of the average speed with increasing speed limit is much smaller than for LoS 4 and that they are all below 10 km/h. The average speeds of the LoS 5 cycles range from 5.5 km/h to 7.2 km/h.

Figure 25 shows the maximum and average speeds of the new LoS 4 and LoS 5 cycles in dependence of the speed limit.

Figure 23: NOx emissions for all stop&go cycles derived from the in-use databases for Euro 5 Diesel cars (calculated with PHEM)

y = 3.1948x-0.494

R² = 0.9253

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33

Figure 24: NOx emissions for all stop&go cycles derived from the in-use databases for Euro 6d Diesel cars (calculated with PHEM)

Figure 25: Average and maximum speeds of the new LoS 4 cycles for cars in dependence of the speed limit

y = 0.1689x-0.257

R² = 0.5241

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34

3.4.4 Addition of conditioning cycles

As already mentioned, the PHEM model needs conditioning cycles prior to the actual cycle for which emissions shall be calculated in order to deliver appropriate results for advanced exhaust gas aftertreatment systems. The main reason is that the efficiency of these systems depends on the exhaust gas temperature and that the exhaust gas temperature depends on the engine conditions prior to the actual cycle.

Ideally the conditioning cycle for a specific cycle assigned to a traffic situation is the speed pattern driven by the vehicle before it entered this traffic situation. In order to get statistical information about this previous cycle the Berne taxi data was analysed with respect to this issue, because the trips of this data were already subdivided into the traffic situation schema of the Handbook.

Since the Berne data was classified into 61 street types with respect to area, road network function and speed limit, this analysis results in a 61*61 matrix, which was compressed in a second step in a 10*10 speed limit matrix between 20 km/h and 120 km/h.

The results are shown in Table 7. Up to a speed limit of 50 km/h the previous traffic situation has most probably a speed limit of 50 km/h. For higher speed limits there is no clear preference for one speed limit any more, the highest shares are distributed on two or three speed limits.

Table 7: Matrix of the shares of the speed limits of the previous traffic situation for different speed limits of an actual traffic situation

After discussions with TU Graz and INFRAS the following compromise was agreed for the conditioning cycles:

• For all LoS 1, LoS 2 and LoS 3 cycles the same cycle shall be used as conditioning cycle.

• For LoS 4 cycles the corresponding LoS 2 cycle shall be used as conditioning cycles,

• For LoS 5 cycles the corresponding LoS 3 cycle shall be used as conditioning cycle.

20 30 40 50 60 70 80 100 120

20 3.2% 1.3% 4.6% 8.5% 0.1% 0.0% 0.7% 0.1% 0.0%

30 0.6% 10.9% 13.6% 3.4% 0.0% 0.0% 0.0% 0.0% 0.0%

40 6.0% 18.2% 0.4% 3.6% 5.8% 5.5% 1.0% 1.5% 1.5%

50 89.1% 69.6% 65.4% 73.2% 41.1% 39.6% 39.1% 1.1% 2.1%

60 0.2% 0.1% 11.9% 5.5% 2.9% 27.3% 42.6% 9.5% 9.4%

70 0.0% 0.0% 0.2% 0.1% 0.3% 0.3% 0.3% 0.0% 0.0%

80 1.0% 0.0% 3.1% 5.7% 46.5% 27.3% 7.0% 31.5% 22.7%

100 0.0% 0.0% 0.3% 0.0% 1.9% 0.0% 5.6% 20.9% 19.2%

120 0.0% 0.0% 0.5% 0.0% 1.3% 0.0% 3.5% 35.4% 45.1%

speed limit of actual traffic situation in km/h

speed

limit of

previous

traffic

situation

in km/h

H.S.H.S.

35

3.4.5 Derive typical distances for road gradient classes for urban streets

Up to now road gradients were added to the traffic situation cycles derived for level roads as constant values over the whole cycle. In cases, where the power demand becomes higher than the available power the vehicle speed trace is modified by the PHEM model.

This approach is not appropriate for plug-in hybrid vehicles, because it would be disadvantageous for uphill driving and advantageous for downhill driving. For these vehicles a conditioning cycle will be necessary and a realistic assumption about the state of charge.

In this context the question about typical distances for uphill and downhill driving in an urban environment was raised. From own investigations can be concluded, that road gradient information is used and available for most street network models in cities, but statistics about the frequency of gradients and the distances of road sections with gradients are not available.

In order to get some information about this issue, the PEMS data from Stuttgart 1 was analysed with respect to road gradients. For this dataset the road gradient information was derived in the PEMS project from GPS data in a time consumptive procedure using spline functions.

As result the road gradient information is available as individual values for the second by second data. The results for the different routes are shown in figures 13 to 17b. For all routes the average gradient (distance weighted) is 0%.

Route 1 contains urban main streets near the city centre. The altitude and gradient profiles are shown in Figure 26 vs distance. Route 2 contains urban main streets outside the centre. The altitude and gradient profiles are shown in Figure 27. Route 3 was chosen to represent longer distances with uphill and downhill driving. The altitude and gradient profiles are shown in Figure 28.

Routes 4 and 5 contain residential streets with speed limit of 30 km/h, one in a hilly area (route 4) and one in a flat area. For these routes two different directions were indicated. The altitude and gradient profiles are shown in Figure 29 to Figure 32.

The results show that the gradient varies within uphill and downhill sections. Even if the gradient is classified in 2% bandwidth classes (0%, 2%, 4%...) the distances with constant gradient are limited to 300 m for gradients >= 4% or <= -4%. +/-2% segments can reach distances of up to 750 m and 0% segments up to 2000 m.

In order to get a better comparison between the routes the distance weighted gradient distributions are shown in Figure 33. Flat routes (routes 2 and 5) have gradient values between -2% and 2% with an almost linear distribution curve.

Hilly routes (routes 3 and 4) have low shares of gradients between -2% and 2% (up to 10%) and slightly higher shares for gradients < -4% and > 4% than between these thresholds. For route 4 the share between is 44% and outside 56%.

H.S.H.S.

36

Figure 26: Altitude and gradient profile for route 1 in Stuttgart (from [3])


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Figure 29: Altitude and gradient profile for route 4 direction 1 in Stuttgart (from [3])

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Figure 33: Distance weighted road gradient distributions in Stuttgart (from [3])

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Stuttgart 1 dataset, distance weighted

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40

3.5 Final validation New cycles – to measured data

In this section we compare the revised and new driving cycles connected to the updated traffic situations in HBEFA 4.1. The preparation of new driving cycles and the validation of the old ones were partly made in parallel due to time restrictions in the project. After the first presentation of new cycles there was a new evaluation concerning how some of the driving pattern parameters in the new cycles relate to the measured values. After a review of the new cycles some cycles were modified again motivated by deviation from the measured data. In the figures below the parameters, average speed, RPA and percentage of stop time is presented for the traffic situations (represented in the different studies) as a confidence interval of the measured data as well as averages for the old driving cycles in HBEFA 3.3 and the new driving cycles in HBEFA 4.1.

Figure 34 Confidence intervals for average speed from measurements on different traffic situations compared to average speed for the dedicated traffic situation in HBEFA 3.3 and for the new traffic situation in HBEFA 4.1. Non-coloured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 are new traffic situations and did not occur in HBEFA 3.3.

Concerning average speed one conclusion is that most of the represented urban traffic situations in HBEFA have somewhat higher values than the mean and confidence intervals of the measurements. However, several traffic situations have improved and changed average speed towards the measurements.

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41

Some measurements, though seeming representative in terms of number of measurements and cities represented, cause some confusion. For example, measuring data for 250051 (local street, 50, with flow class 1) show lower speeds than 250052 (local street, 50, with flow class 2). In theory this should not be possible, however variations of external circumstances in specific streets could have that effect in real situations. Higher flow classes are more uncommon the more local a street gets and there is a possibility that the measurements for the higher flow classes represent the “larger” local streets within the street class 25005x. We also found that measurements for 250052 had very high share from one city which might be misleading. However, in the HBEFA model we want to have a consequent representation of the street classes, the flow classes should represent the effect of higher flows on the same street. Thus, the average speed should decrease with higher flow classes. In this case, one option to further improve the traffic situation scheme even more would be to decrease the average speed for 250051 to some extent (to be lower than 240052) and assign lower average speeds for the higher flow classes.

Despite some differences between the HBEFA values and the confidence intervals of the measurements, we find that the situation has improved compared to HBEFA 3.

Figure 35 Confidence intervals for RPA from measurements on different traffic situations compared to RPA for the dedicated traffic situation in HBEFA 3.3 and for the new traffic situation in HBEFA 4.1. Non-coloured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 is new traffic situations, and did not occur in HBEFA 3.3.

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H.S.H.S.

42

For RPA one general observation is that HBEFA road type 10 (motorway) and 11 (city motorway) have lower RPA than the measured confidence interval.

Figure 36 Confidence intervals for the parameter percent of stop time from measurements on different traffic situations compared to average speed for the dedicated traffic situation in HBEFA 3.3 and for the new traffic situation in HBEFA 4.1. Non-coloured bar fillings were appraised to have less representativity. IDTS 230041-230043, 230031-230033 and 240031-240034 is new traffic situations, and did not occur in HBEFA 3.3.

Many of the new traffic situations in HBEFA 4.1 have received driving cycles with higher percentage of stop time which often is in line with the measurements. Still the validation data propose even higher percent stop time for some traffic situations.

3.5.1 Conclusions of the validation

It can be concluded that there are still some differences between the HBEFA values and the confidence intervals of the measurements but compared to HBEFA 3 the situation has been improved.

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H.S.H.S.

43

4 Summary and Conclusions

WP2 include the first review of the traffic situations in HBEFA since 2010. The work has been restricted for financial as well as time reasons. Several modifications and improvements have been suggested but still there is further developments to be made in the context of HBEFA traffic situations.

4.1 Developments performed in WP2

The results of the project include:

• A review of the description of the traffic situation scheme and a presentation of a new structure of the road types in the scheme. The new structure aims at separating the dimensions “Road hierarchy” and “Road design”. Further has been added some other descriptive variables that affect the traffic situation as the kind of vehicle mix that are allowed/occur on different road types.

• New road types have been added for speed limit 30 and 40 km/h. In HBEFA 3.3 and earlier those speed limits only occurred for local access roads. Today it is increasingly common with speed limit 30 and 40 in larger parts of the road network in urban areas. Thus, HBEFA needs to include those speed limits for more road types.

• Up to now, the driving cycles assigned to the different traffic situations and used in the PHEM model for the emission factor calculations are identical for cars and LCV on one hand and also identical for RT and AT/TT on the other hand. For the first mentioned group (cars and LCV) this issue was also discussed within the development of the WLTC, the new driving cycle dedicated for the measurement of pollutant exhaust emissions and CO2 emissions during type approval. The world-wide WLTP in-use driving behaviour database was analysed with respect to the acceleration behaviour of its individual vehicles. Since it could be shown that there was no difference in the acceleration behaviour between cars (M1 vehicles) and LCV (N1 vehicles) and that the acceleration behaviour did not even show a power to mass ratio dependency for power to mass ratios above 35 W/kg (see [1]), the group decided to develop one common cycle for M1 and N1 vehicles. Based on this result it is recommended to abstain from a split of the cycles for cars and LCV and to maintain the current system (identical cycles for both vehicle categories).For RT and AT/TT the situation is slightly different. It was already stated in the report of the last UBA/IFEU project (Nr: 3711 45 105, April 2015, AP 200), that the dríving behaviour between RT and AT/TT is different, but it should be assessed to what extent this would influence the emissions. The main difference is the acceleration behaviour. At a given speed the average acceleration of AT/TT is significantly lower than the average acceleration of RT because the actual power to mass ratios in real traffic are lower for AT/TT than for RT. But it can be assumed that full load acceleration is used in both cases and this limits the differences in the emissions. A corresponding analysis showed that the differences are in any case much smaller than the differences for the particular truck caused by the possible payload span. Therefore, it was decided to skip the split of the HDV into these two groups and not distinguish different driving cycles.

• Driving pattern data for different traffic situations have been collected from several studies. The driving patterns from the studies were classified into HBEFA traffic situations and driving pattern parameters for different traffic situations were compared. The measured driving pattern parameters at different traffic situations were compared to the corresponding parameters for the driving cycles representing the traffic situations in HBEFA 3.3. The data

H.S.H.S.

44

also included measurements for some of the new traffic situations with speed limit 30 and 40 km/h that were to be included in HBEFA 4.1.

• The review of the driving cycles assigned to the traffic situation schema consists of the following sub-tasks:

o Review the cycles assigned to the existing traffic situation schema,

o Add new cycles with speed limits of 30 km/h and 40 km/h for urban distributor and local streets,

o Add a further level of service (LoS) with lower average speeds than the current cycles for LoS 4 (stop&go) to enable the consideration of heavy stop&go situations,

o Add conditioning cycles to the actual cycles in order to ensure a proper functioning of the PHEM model for advanced exhaust gas aftertreatment systems,

o Derive typical distances for road gradient classes for urban streets.

The review of the existing driving cycles focussed on cars and light duty vehicles and the following issues:

1) Winding roads (rural local sin. And rural distributor sin.). The cycles were criticised for having too low average speeds in general.

2) LoS 3 (saturated traffic) and partly also LoS 2 (heavy traffic) because of too high average speeds compared to validation data.

3) Elimination of inconsistencies.

New cycles with speed limits of 30 km/h and 40 km/h for urban distributor and local streets were added to the traffic situation schema

A 5th level of service, LoS 5 (heavy stop&go) was added to the traffic situation schema and corresponding cycles were derived.

The modelling of advanced exhaust aftertreatment systems like SCR made it necessary to add conditioning cycles to all driving cycles in order to use appropriate temperature conditions at the beginning of the cycles.

Finally, typical distances for road gradient classes for urban streets were derived from in-use data, in order to improve the modelling of plug-in hybrid vehicles.

• The new cycles for the traffic situation scheme was compared to the data set with the validation data, a round of modifications were performed before the final version of the traffic situation scheme was launched.

4.2 Suggestions of future improvements and developments

Despite the work been done in WP2 there is still a need for further improvements that was not possible in WP2 due to restrictions in time and finance. List of future work:

• Due to time restrictions the validation work and the work with creating of new driving cycles was partly performed in parallel. Some of the new driving cycles did not fully take into account the results from the validation. In future revisions of HBEFA further results from the validation, as well as of new measurements of driving patterns probably could be taken into account.

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45

• Further it would be of great value if HBEFA members, at future data collections, bear in mind the possibility to perform studies in a way that enables further validation and review of the HBEFA traffic situations. That means systematic data collections that includes possibilities to connect the driving patterns to HBEFA traffic situations, road type and traffic flow class (LoS). It would be of particular value if data were collected for traffic situations that are not at all or not enough represented in previous measurements. One first step would be to create a handbook for data collection concerning driving pattern data in connection to HBEFA.

• It has become clear during the work that the classification into LoS induce confusion for users as well as experts. The issue divides into at least two parts: 1) to estimate traffic flow conditions at different times of day based on overall parameters as average daily traffic, ADT, type of road and time of day. At WSP we use a classification of this based on so called diurnal curves (“rang curves”) that is based on measurement on different kinds of roads over time. 2) to estimate the LoS for a specific driving pattern where one or several of the parameters needed for using diurnal curves is missing. In this project several methods were tested. One that was used was the parameter seconds of stop per km. The methods used in the validation is presented in section 3.3.2 and in Annex 1 5.2. In discussions between other members of HBEFA, and between WSP and Heinz Steven, Data Analysis and Consultancy, we found differences in how we interpret the different LoS. Therefore, we suggest a specific project in the framework of HBEFA to clarify the notion of LoS and how they can be estimated.

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Literature

[1] Analysis results of the additional in-use data from India and comparison with results of data from other regions, presentation for the WLTP informal working group by Heinz Steven, 06.03.2012

[2] UBA/IFEU Projekt: Aktualisierung und Recherche zu Emissionsfaktoren von Euro 5- und Euro 6-Fahrzeugen und nachgerüsteten Kfz und Übertragung der Daten ins Handbuch für Emissionsfaktoren (HBEFA) und in TREMOD, FKZ 3711 45 105, AP 200, Dezember 2013

[3] Vermessung des Abgasemissionsverhaltens von zwei Pkw und einem Fahrzeug der Transporterklasse im realen Straßenbetrieb in Stuttgart mittels PEMS Technologie, im Auftrag der LUBW Landesanstalt für Umwelt, Messungen und Naturschutz Baden-Württemberg, Werkvertrag der LUBW Nr. 4500116246/33; durchgeführt von TÜV Nord (Martin Kleinebrahm) unter Mitwirkung von Heinz Steven, März 2011

[4] PEMS-Messungen an drei Euro 6-Diesel-Pkw auf Streckenführungen in Stuttgart und München sowie auf Außerortsstrecken, Landesanstalt für Umwelt, Messungen und Naturschutz Baden-Württemberg in Zusammenarbeit mit Bayerisches Landesamt für Umwelt, TÜV NORD Mobilität GmbH & Co. KG, Heinz Steven, Datenanalysen und Gutachten, März 2015

[5] Ericsson E, Brundell-Freij K. (2005), Influence of street characteristics, driver category and car performance on urban driving patterns. May 2005. Transportation Research Part D Transport and Environment 10(3):213-229. DOI: 10.1016/j.trd.2005.01.001

[6] Ericsson E (2001). Independent driving pattern factors and their influence on fuel-use and exhaust emission factors. Transportation Research Part D 6(2001) 325-345.

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5 Annex 1

5.1 New description of road type in HBEFA 4.1

Table A1-1 HBEFA Road type notation for rural and urban roads.


Road design

10 National primary roads - Motorway

Previous/other denotations:

(Primary road/Trunk road/ Expressway/Major artery)

(Bundesstraße, Route National, Hauptstrasse, A-road, )

(SE Europaväg, Nationellt stråk och Riksväg)

Motorway/Highway:

>=2x2 lanes, grade separated interchanges, median or central reservation separates opposing lanes, entrance and exit on specific access ramps.


11 Major city arterial - Motorway.


(Primary-City, high-speed/high capacity road, expressway/major artery/primary road)

Motorway within built up area/city, high-speed/high capacity road:

>= 2x2 lanes, grade separated interchanges, entrance and exit on specific access ramps.


12 National primary roads – Semi motorway




(Sv Europaväg, Nationellt stråk och Riksväg)

Semi-Motorway:

variable 2+1 lanes where the opposing direction is divided by a fence that separates the traffic streams. Grade separated or low disturbance interchanges i.e. they have entrances and exits on specific access ramps or intersections designed to lower the interference with the traffic on the road.





(Sv Europaväg, Nationellt stråk och Riksväg)


main high capacity road, >= 2x1 lanes, generally not as broad as a motorway. Grade separated or low disturbance interchanges i.e. they have entrances and exits on specific access ramps or intersections designed to lower the interference with the traffic on the road.

Slow going traffic/vehicles (incl. pedestrians and cyclists) are not allowed

http://wiki.openstreetmap.org/wiki/Key:motorroad

https://sv.wikipedia.org/wiki/Motortrafikled

http://wiki.openstreetmap.org/wiki/Key:motorroad

https://sv.wikipedia.org/wiki/Motortrafikled

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21 Major city arterial not motorway


(Primary-City, high-speed/high capacity road, expressway/major artery/primary road)

Motor road/Express road main high capacity road in or through built up area/city:

Main high capacity road in urban areas, >= 2x1 lanes, not motorway. May be grade separated with entrance and exit on specific access ramps or with interchanges designed to low interference with the traffic on the road.

30 Secondary roads (rural) and District connectors, medium arterial (urban)


(Rural: Secondary roads, Distributor roads, Districts connector, Minor artery)

(Urban: Arterial, main street)

Rural: Medium capacity road, minor artery:

>= 2x1 or >= 1x2 lanes. Slow going vehicles allowed.


Interactions with all kinds of road users occur, also slow going vehicles.

Urban: Medium capacity main road District connector:

Street connecting different parts of city or leading to/from city centre: >= 2x1 or >= 1x2 lanes. Mix with all kinds of road users occur.


Interactions with all kinds of road users are common (cars, trucks, buses, bicycles, pedestrians)

31 Secondary roads (rural) – with curves


(Rural: Secondary roads, Distributor roads, Districts connector, Minor artery

Urban: Arterial, main street)


40 Local collectors


(Rural: connection between villages and access to/from regional and interregional roads)

(Urban: main street connecting local access streets with roads higher up in the road hierarchy)

(SE: Huvudgata/ Uppsamlingsgata)

Medium or minor roads or streets:

<= 2x1 lanes. Local collectors are obliged to give way when crossing roads with higher level in the road hierarchy but have most often priority over local access roads.

The roads/streets are used by a mix of different kinds of road users, i.e. cyclists, pedestrians, busses, slow going vehicles as well as cars. A certain amount of interactions between different kinds of road users is at hand.

41 Local collectors – with curves


Same as 40 but with curves.


H.S.H.S.

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(road or street aimed for internal traffic in a smaller area and for connection to overall road network)

Minor road or street:

<= 2x1 lanes, obliged to give way to traffic on intersecting roads or streets.

The road/street is used by a mix of different kinds of road users, i.e. cyclists, pedestrians, slow going vehicles as well as cars. Lots or interactions between the road users occur.

5.2 Basis for estimation of flow classes (LoS)

Bern

Limits for different flow classes (LoS) applied on Bern data. Bern data included actual flow described as percentage of the capacity for the road in question.

Table A1-2 Used limits for different flow classes (LoS) for Bern data

ID_Roadtype Speedlim Heavy traffic % of capacity

Saturated % of

capacity

Stop & go % of

capacity 10 80 0,55 0,80 0,90

30 50 0,52 0,83 0,91

30 60 0,61 0,83 0,92

30 80 0,61 0,83 0,92

40 50 0,52 0,83 0,91

50 50 0,52 0,83 0,91

50 80 0,61 0,83 0,92

10 80 0,55 0,80 0,90

30 50 0,48 0,81 0,90

30 60 0,39 0,77 0,89

30 80 0,39 0,77 0,89

40 50 0,48 0,81 0,90

50 50 0,48 0,81 0,90

50 80 0,39 0,77 0,89

10 100 0,65 0,85 0,93

10 120 0,65 0,85 0,93

10 100 0,65 0,85 0,93

10 120 0,65 0,85 0,93

H.S.H.S.

50

Berlin and Stuttgart

The parameter sec stop time per km was used as an indication for traffic flow conditions. Values in Table A1-3 below was used as limits for HBEFA flow class 1-4. The Figure show how the parameter varies on the average over time of day for all road types in the Berlin sample.

Table A1-3 Seconds of stop time per km as limitation for different flow classes (LoS) used for the Berlin and Stuttgart data.

Flowclass Minimum Maximum

1 0 30

2 30 60

3 60 100

4 100 -

Figure A1-1 Variation of seconds of stop time per km over the day, Berlin data.

0

20

40

60

80

100

120

6 8 10 12 14 16 18 20

sec s

top/k

m

hour of day

Avg seconds of stop per km for driving patterns at different time of day (all road types)

H.S.H.S.

51

Lund and Västerås data

Table A1-4 Limits for flow class (LoS) 1-3 for different road types and speedlimits.

Speed limit description and HBEFA road type

Capacity

veh per lane and hour

Free

veh per lane/hour

Heavy

veh per lane/hour

Congested/Saturated

veh per lane/hour

>= 110, motorway road type 10, 11, 12, 20

2000 <1300 1300-1700 >=1700

90-100 grade separated: roadtype 10, 11, 12, 20?

2000 <1300 1300-1700 >=1700

90-100 not grade separated: road type 21

1800 <1200 1200-1600 >=1600

60-80 grade separated: road type 10, 11

2000 <1100 1100-1600 >=1600

60-80 not grade separated few or no other road users than motorvehicles: road type 20

1800 <1100 1100-1500 >=1500

60-80 not grade separated mix of road users: road type 21, 30, 40

1550 <600 600-1200 >=1200

=<50 not grade separated only motor vehicles; road type rural 30, 40, 50

1150 <600 600-950 >=950

=<50 road type 21, 30, 40, 50

1050 <500 500-850 >=850

For Lund and Västerås it was assumed that flow class 4, stop&go, rarely occur.

5.3 Data representation on different traffic situations

In the table below is presented the number of measurements on different traffic situations and how the data is distributed over the studies.

Table A1-5 Number of measurements on different traffic situations in the studies

Study

Bern Taxi Berlin Lund

Sweden Vasteras Sweden Stuttgart

ARTEMIS Budapest

ARTEMIS Malmo

ARTEMIS Neapel

Total N Total N Total N Total N Total N Total N Total N Total N

IDTS 210081 467 0 0 0 0 0 0 0

210082 84 0 0 0 0 0 0 0

210083 1 0 0 0 0 0 0 0

210091 0 0 0 1387 0 0 0 0

H.S.H.S.

52

210101 863 0 0 0 0 0 0 0

210102 20 0 0 0 0 0 0 0

210103 2 0 0 0 0 0 0 0

210111 0 0 377 0 0 0 0 0

210121 1151 0 0 0 0 0 0 0

210122 174 0 0 0 0 0 0 0

210123 12 0 0 0 0 0 0 0

211071 0 0 0 1350 0 0 0 0

211091 0 0 645 0 0 0 0 0

221051 0 0 0 4888 0 0 0 0

221052 0 0 0 136 0 0 0 0

221071 0 0 1590 1616 0 0 0 0

230031 0 0 0 0 25 0 0 0

230032 0 0 0 0 14 0 0 0

230033 0 0 0 0 1 0 0 0

230041 0 0 0 0 23 0 0 0

230042 0 0 0 0 3 0 0 0

230043 0 0 0 0 2 0 0 0

230051 5223 50 1479 2024 45 35 85 0

230052 62 39 181 0 23 20 32 0

230053 3 16 0 0 4 4 11 0

230054 0 13 0 0 0 1 11 0

230061 944 0 0 0 0 9 0 0

230062 93 0 0 0 0 9 0 0

230063 2 0 0 0 0 2 0 0

230072 0 0 0 36 0 0 0 0

230081 1334 0 0 0 0 0 0 30

230082 31 0 0 0 0 0 0 0

240031 0 43 0 60 0 0 10 0

240032 0 38 0 0 0 0 0 0

240033 0 31 0 0 0 0 0 0

240034 0 16 0 0 0 0 0 0

240051 10411 80 2020 229 0 70 100 96

240052 178 44 263 114 0 37 16 42

240053 0 4 0 0 0 18 5 13

240054 0 0 0 0 0 35 18 12

250031 0 0 1807 39 40 0 7 0

250032 0 0 0 0 0 0 1 0

250033 0 0 0 0 0 0 2 0

250051 46 0 2535 2085 0 43 74 97

250052 0 0 0 143 0 4 10 12

250053 0 0 0 16 0 7 11 13

250054 0 0 0 0 0 25 22 13

H.S.H.S.

53

6 Annex 2, Tables with key parameters of the HBEFA 4 cycles for cars.

SPL duration stop_dur distance v_min v_ave v_max stddev_v a_min a_max a_pos_ave RPA

km/h s s m km/h km/h km/h km/h m/s² m/s² m/s² m/s²

9492 9492 9853 110081 11008 1 80 476 0 0.00% 10,951 73.4599991 82.8261345 90.9700012 4.06045311 -0.87 0.54 0.22 0.0596

9465 9465 9827 110082 11008 2 80 247 0 0.00% 5,180 56.1899986 75.495263 87 8.07968092 -1.25 0.70 0.29 0.0694

9091 9091 9214 110083 11008 3 80 360 0 0.00% 4,911 1.10656245 49.1113389 90.7906219 21.3911701 -1.30 2.07 0.44 0.1612

9465 9006 9039 110084 11008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9091 9014 9123 110085 11008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9513 9513 9873 110091 11009 1 90 476 0 0.00% 12,274 83.4599991 92.8261345 100.970001 4.06045311 -0.87 0.54 0.22 0.0596

9495 9495 9856 110092 11009 2 90 247 0 0.00% 5,804 65.2900009 84.5952631 96.0999985 8.07968082 -1.25 0.70 0.29 0.0698

9099 9099 9222 110093 11009 3 90 673 0 0.00% 10,278 1.31980002 54.9801178 94.3399963 22.9895476 -2.44 1.98 0.51 0.1543

9495 9013 9109 110094 11009 4 90 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9099 9014 9125 110095 11009 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9528 9528 9888 110101 11010 1 100 1577 0 0.00% 44,695 84.5199966 102.031573 110.209999 3.85522575 -0.52 1.15 0.20 0.0318

9512 9512 9872 110102 11010 2 100 247 0 0.00% 6,367 73.4899979 92.7952631 104.300003 8.07968101 -1.25 0.70 0.29 0.0700

9107 9107 9230 110103 11010 3 100 1216 0 0.00% 20,375 2.22941403 60.319963 100.487111 20.0805251 -3.31 2.08 0.45 0.1530

9512 9013 9105 110104 11010 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9107 9003 9026 110105 11010 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9537 9537 9897 110111 11011 1 110 1577 0 0.00% 49,076 94.5198975 112.03168 120.212097 3.85522561 -0.52 1.15 0.20 0.0316

9127 9127 9250 110112 11011 2 110 1353 0 0.00% 38,293 72.6449982 101.889176 118.960001 9.99663436 -0.58 0.71 0.20 0.0532

9113 9113 9236 110113 11011 3 110 1056 0 0.00% 19,409 3.19950008 66.1662902 113.099998 21.0406523 -2.40 1.67 0.46 0.1425

9127 9013 9117 110114 11011 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9113 9003 9011 110115 11011 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9545 9545 9905 110121 11012 1 120 1577 0 0.00% 53,457 104.519997 122.031573 130.210007 3.85522578 -0.52 1.15 0.20 0.0319

9130 9130 9253 110122 11012 2 120 1239 0 0.00% 38,204 84.2500031 111.004136 124.550006 9.81830532 -1.19 0.91 0.27 0.0597

9116 9116 9239 110123 11012 3 120 886 0 0.00% 17,208 2.15649986 69.9193612 119.199997 27.3975132 -2.25 31.07 0.56 0.1394

9130 9013 9116 110124 11012 4 120 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9116 9003 9013 110125 11012 5 120 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

p_stopconditioning

cycle_nocycle_no2

final

cycle_noIDTS IDSKM LoS

H.S.H.S.

54



9551 9551 9911 110131 11013 1 130 1577 0 0.00% 58,100 115.120003 132.631573 140.809998 3.8552256 -0.52 1.15 0.20 0.0320

9131 9131 9254 110132 11013 2 130 1151 0 0.00% 38,596 97.4880859 120.716829 140.750583 8.50385023 -1.77 1.02 0.30 0.0775

9120 9120 9243 110133 11013 3 130 815 0 0.00% 17,758 5.72199974 78.4411419 124.35 29.0038284 -3.12 1.90 0.45 0.1656

9131 9013 9115 110134 11013 4 130 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9120 9003 9018 110135 11013 5 130 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9133 9133 9256 110141 11014 1 140 1292 0 0.00% 51,228 105.488889 142.741621 166.533335 14.9731894 -1.04 0.59 0.21 0.0470

9132 9132 9255 110142 11014 2 140 2816 0 0.00% 102,983 89.3499985 131.654957 158.100006 14.8190024 -2.10 0.81 0.23 0.0689

9123 9123 9246 110143 11014 3 140 1894 0 0.00% 45,052 8.54320316 85.6317258 138.696484 29.7270222 -2.79 2.20 0.52 0.1630

9132 9013 9114 110144 11014 4 140 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9123 9003 9016 110145 11014 5 140 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9124 9124 9247 112091 11209 1 90 533 0 0.00% 12,955 4.4427443 87.5019635 100.100819 15.1763059 -2.42 1.60 0.45 0.0514

9466 9466 9828 112092 11209 2 90 1336 0 0.00% 28,081 19.7681904 75.6662229 98.1942978 14.2878229 -2.11 2.24 0.39 0.1219

9088 9088 9211 112093 11209 3 90 880 0 0.00% 11,808 1.54813747 48.3051126 94.2817886 23.9018832 -2.27 2.10 0.61 0.1799

9466 9013 9113 112094 11209 4 90 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9088 9014 9126 112095 11209 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9129 9129 9252 112111 11211 1 110 2288 0 0.00% 67,975 3.72495027 106.954458 125.60918 15.4654587 -1.37 1.56 0.33 0.0471

9509 9509 9869 112112 11211 2 110 1336 0 0.00% 33,759 35.0681915 90.9662227 113.494301 14.2878227 -2.11 2.24 0.39 0.1250

9108 9108 9231 112113 11211 3 110 648 0 0.00% 10,889 1.06599996 60.4916859 112.150003 27.6740101 -4.36 1.82 0.58 0.2086

9509 9013 9103 112114 11211 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9108 9003 9015 112115 11211 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9411 9411 9774 120061 12006 1 60 320 0 0.00% 5,513 34.8361588 62.0250694 73.6346207 8.93635978 -0.89 1.57 0.38 0.0891

9371 9371 9736 120062 12006 2 60 476 12 2.52% 6,830 0 51.6533693 71.8802795 17.3917517 -2.48 1.97 0.59 0.1774

9048 9048 9171 120063 12006 3 60 335 17 5.07% 2,907 0 31.2355732 69.5949265 24.6324897 -1.61 1.81 0.54 0.1905

9371 9004 9029 120064 12006 4 60 1200 410 34.17% 4,423 0 13.2700117 74.07344 16.4177966 -2.27 2.12 0.71 0.2682

9048 9008 9062 120065 12006 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

conditioning

cycle_nocycle_no2

final

cycle_noIDTS IDSKM LoS p_stop

H.S.H.S.

55



9452 9452 9814 120071 12007 1 70 296 0 0.00% 5,831 3.08874989 70.9213652 81.2914963 16.9146963 -2.49 2.56 0.74 0.0937

9403 9403 9767 120072 12007 2 70 281 0 0.00% 4,680 2.03905201 59.9548485 79.2896729 18.0879398 -3.14 1.73 0.49 0.1470

9067 9067 9190 120073 12007 3 70 367 14 3.81% 3,885 0 38.1066753 77.2228651 24.5035787 -2.48 1.97 0.66 0.1815

9403 9005 9033 120074 12007 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9067 9008 9059 120075 12007 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9121 9121 9244 120081 12008 1 80 458 0 0.00% 10,035 1.23121729 78.8754207 89.3916 14.0342859 -2.35 1.76 0.31 0.0492

9436 9436 9799 120082 12008 2 80 1336 0 0.00% 25,223 12.0681896 67.9662227 90.4943008 14.2878227 -2.11 2.24 0.39 0.1197

9081 9081 9204 120083 12008 3 80 501 19 3.79% 6,067 0 43.5957273 87.8644272 24.9223807 -2.34 2.05 0.57 0.1929

9436 9006 9037 120084 12008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9081 9014 9129 120085 12008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9124 9124 9247 120091 12009 1 90 533 0 0.00% 12,955 4.4427443 87.5019635 100.100819 15.1763059 -2.42 1.60 0.45 0.0514

9466 9466 9828 120092 12009 2 90 1336 0 0.00% 28,081 19.7681904 75.6662229 98.1942978 14.2878229 -2.11 2.24 0.39 0.1219

9088 9088 9211 120093 12009 3 90 880 0 0.00% 11,808 1.54813747 48.3051126 94.2817886 23.9018832 -2.27 2.10 0.61 0.1799

9466 9006 9038 120094 12009 4 90 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9088 9014 9126 120095 12009 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9126 9126 9249 120101 12010 1 100 2271 1 0.04% 60,808 0.24011712 96.3931705 114.898946 12.3518033 -2.67 1.42 0.24 0.0491

9493 9493 9854 120102 12010 2 100 1336 0 0.00% 30,901 27.3681908 83.2662229 105.794296 14.2878228 -2.11 2.24 0.39 0.1236

9098 9098 9221 120103 12010 3 100 596 0 0.00% 8,824 4.39749994 53.3007333 103.800002 24.9194437 -2.47 1.94 0.50 0.1717

9493 9013 9102 120104 12010 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9098 9003 9021 120105 12010 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9129 9129 9252 120111 12011 1 110 2288 0 0.00% 67,975 3.72495027 106.954458 125.60918 15.4654587 -1.37 1.56 0.33 0.0471

9509 9509 9869 120112 12011 2 110 1336 0 0.00% 33,759 35.0681915 90.9662227 113.494301 14.2878227 -2.11 2.24 0.39 0.1250

9108 9108 9231 120113 12011 3 110 648 0 0.00% 10,889 1.06599996 60.4916859 112.150003 27.6740101 -4.36 1.82 0.58 0.2086

9509 9013 9103 120114 12011 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9108 9003 9015 120115 12011 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

56



9353 9353 9719 130051 13005 1 50 690 0 0.00% 9,383 2.77178001 48.9539158 68.098381 9.81978214 -2.83 2.16 0.33 0.0874

9321 9321 9688 130052 13005 2 50 330 22 6.67% 3,626 0 39.5560253 66.9405365 18.5183233 -1.75 1.28 0.49 0.1638

9034 9034 9157 130053 13005 3 50 302 36 11.92% 2,087 0 24.8821508 58.7518761 21.4293542 -2.99 2.12 0.71 0.2856

9321 9007 9051 130054 13005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9034 9008 9081 130055 13005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9393 9393 9757 130061 13006 1 60 690 0 0.00% 11,108 11.77178 57.9539157 77.098381 9.81978213 -2.83 2.16 0.33 0.0897

9348 9348 9714 130062 13006 2 60 330 19 5.76% 4,321 0 47.1434908 75.9523468 19.824666 -1.75 1.73 0.50 0.1724

9041 9041 9164 130063 13006 3 60 277 17 6.14% 2,276 0 29.57755 68.2880188 21.4724466 -2.25 2.21 0.62 0.2620

9348 9004 9028 130064 13006 4 60 1200 410 34.17% 4,423 0 13.2700117 74.07344 16.4177966 -2.27 2.12 0.71 0.2682

9041 9008 9060 130065 13006 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9431 9431 9794 130071 13007 1 70 690 0 0.00% 12,833 20.77178 66.9539156 86.098381 9.81978214 -2.83 2.16 0.33 0.0914

9376 9376 9740 130072 13007 2 70 330 16 4.85% 4,936 0 53.8493981 84.0999985 20.8687045 -1.75 2.61 0.51 0.1777

9063 9063 9186 130073 13007 3 70 288 15 5.21% 2,959 0 36.9936048 79.9038422 24.3843404 -3.40 1.91 0.66 0.2644

9376 9005 9031 130074 13007 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9063 9008 9067 130075 13007 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9470 9470 9831 130081 13008 1 80 928 0 0.00% 19,628 30.2999992 76.1417177 92.0708008 11.4160315 -2.59 1.61 0.31 0.1020

9412 9412 9775 130082 13008 2 80 441 9 2.04% 7,595 0 62.0018595 81.4487305 18.3417812 -2.35 2.64 0.41 0.1021

9077 9077 9200 130083 13008 3 80 376 16 4.26% 4,388 0 42.0164688 87.6775055 27.7350577 -3.22 2.75 0.67 0.2220

9412 9006 9043 130084 13008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9077 9014 9134 130085 13008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9497 9497 9857 130091 13009 1 90 928 0 0.00% 21,931 35.2999992 85.0788825 101.070801 11.6759496 -2.68 1.61 0.32 0.1042

9447 9447 9809 130092 13009 2 90 440 6 1.36% 8,486 0 69.429086 88.848732 18.5299339 -2.35 2.64 0.42 0.1056

9084 9084 9207 130093 13009 3 90 386 7 1.81% 5,035 0 46.9557124 94.0300018 27.5829018 -2.71 1.32 0.50 0.1867

9447 9006 9041 130094 13009 4 90 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9084 9014 9120 130095 13009 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

conditioning

cycle_nocycle_no2

final


H.S.H.S.

57



9517 9517 9877 130101 13010 1 100 928 0 0.00% 24,237 36.98489 94.0240743 110.070801 11.9194182 -2.68 1.61 0.32 0.1068

9474 9474 9835 130102 13010 2 100 438 0 0.00% 9,369 2.0999999 77.0036363 96.1487274 18.1359079 -2.35 2.64 0.43 0.1088

9092 9092 9215 130103 13010 3 100 660 0 0.00% 9,212 1.25492201 50.2470829 103.528986 23.6190307 -2.35 2.44 0.55 0.1823

9474 9013 9112 130104 13010 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9092 9003 9023 130105 13010 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9080 9080 9203 131051 13105 1 50 285 5 1.75% 3,411 0 43.0895459 59.0324203 16.7438425 -1.92 2.23 0.63 0.1459

9054 9054 9177 131052 13105 2 50 293 17 5.80% 2,802 0 34.4286807 60.7225006 21.3959461 -2.49 1.99 0.66 0.2194

9025 9025 9148 131053 13105 3 50 294 51 17.35% 1,832 0 22.4369429 58.5700584 20.9774969 -2.64 2.40 0.90 0.3282

9054 9007 9054 131054 13105 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9025 9008 9075 131055 13105 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9095 9095 9218 131061 13106 1 60 339 0 0.00% 4,829 1 51.2809688 69.2609375 19.0145398 -2.12 2.09 0.62 0.1240

9073 9073 9196 131062 13106 2 60 244 0 0.00% 2,780 1.55749202 41.0160067 69.4110718 21.2524011 -2.78 3.14 0.57 0.1766

9037 9037 9160 131063 13106 3 60 376 26 6.91% 2,791 0 26.7230625 68.4858597 21.1724556 -2.22 3.02 0.80 0.3143

9073 9012 9098 131064 13106 4 60 1200 435 36.25% 4,803 0 14.4104884 53.66258 16.1781479 -2.70 1.92 0.61 0.1964

9037 9008 9084 131065 13106 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9106 9106 9229 131071 13107 1 70 362 0 0.00% 6,054 3.13375006 60.2070095 79.3838287 19.573163 -2.12 1.35 0.38 0.1267

9094 9094 9217 131072 13107 2 70 243 0 0.00% 3,456 1.73685551 51.1951808 80.3039856 24.3109004 -2.62 1.85 0.69 0.1719

9050 9050 9173 131073 13107 3 70 265 16 6.04% 2,457 0 33.3790302 79.4362946 24.3449345 -2.46 3.00 0.80 0.2794

9094 9012 9101 131074 13107 4 70 1200 435 36.25% 4,803 0 14.4104884 53.66258 16.1781479 -2.70 1.92 0.61 0.1964

9050 9008 9064 131075 13107 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9115 9115 9238 131081 13108 1 80 355 0 0.00% 6,750 2.08375008 68.4521716 95.4188263 25.1051879 -2.03 1.55 0.54 0.1268

9105 9105 9228 131082 13108 2 80 348 1 0.29% 5,629 0.59625013 58.2267053 88.6318771 25.4436188 -2.84 1.77 0.54 0.1607

9065 9065 9188 131083 13108 3 80 324 18 5.56% 3,399 0 37.7702538 86.9021942 27.2943748 -2.45 2.32 0.66 0.2606

9105 9010 9093 131084 13108 4 80 1200 413 34.42% 4,971 0 14.913422 82.00853 20.5673092 -3.12 2.15 0.64 0.2173

9065 9014 9128 131085 13108 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

58



9119 9119 9242 131091 13109 1 90 361 0 0.00% 7,680 2.55833325 76.5855054 98.5239578 23.6840447 -2.66 1.90 0.45 0.1266

9112 9112 9235 131092 13109 2 90 565 1 0.18% 10,213 0.97364435 65.0745054 96.4996735 24.7407798 -1.77 2.07 0.50 0.1512

9078 9078 9201 131093 13109 3 90 290 1 0.34% 3,405 0.35812755 42.2737042 92.420459 26.0827153 -3.13 2.44 0.66 0.2582

9112 9010 9090 131094 13109 4 90 1200 413 34.42% 4,971 0 14.913422 82.00853 20.5673092 -3.12 2.15 0.64 0.2173

9078 9014 9135 131095 13109 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9122 9122 9245 131101 13110 1 100 657 0 0.00% 15,505 1.48859367 84.9588639 112.524065 26.1710651 -2.85 2.23 0.52 0.1113

9117 9117 9240 131102 13110 2 100 438 1 0.23% 8,797 0.86718743 72.3044069 109.768124 28.4904972 -2.06 1.70 0.49 0.1507

9085 9085 9208 131103 13110 3 100 521 3 0.58% 6,804 0.17196186 47.0138118 108.874309 30.361038 -2.90 2.55 0.57 0.2516

9117 9010 9091 131104 13110 4 100 1200 413 34.42% 4,971 0 14.913422 82.00853 20.5673092 -3.12 2.15 0.64 0.2173

9085 9003 9025 131105 13110 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9343 9343 9709 140051 14005 1 50 589 11 1.87% 7,602 0 46.4621144 70.6999969 15.5580876 -2.84 2.26 0.58 0.1711

9315 9315 9682 140052 14005 2 50 540 19 3.52% 5,614 0 37.4280231 62.1062889 16.1100296 -2.15 3.56 0.54 0.1825

9031 9031 9154 140053 14005 3 50 305 48 15.74% 2,054 0 24.2443274 58.3518761 21.4547395 -2.99 2.12 0.71 0.2857

9315 9007 9058 140054 14005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9031 9008 9079 140055 14005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9382 9382 9746 140061 14006 1 60 654 0 0.00% 10,010 7.26875019 55.1004672 72.8006363 13.6605136 -2.55 1.70 0.41 0.1242

9334 9334 9701 140062 14006 2 60 356 13 3.65% 4,424 0 44.7383662 66.8068924 15.1486309 -3.00 2.54 0.52 0.1776

9038 9038 9161 140063 14006 3 60 305 19 6.23% 2,384 0 28.1381075 66.6749191 21.5194761 -2.49 3.18 0.78 0.2825

9334 9004 9027 140064 14006 4 60 1200 410 34.17% 4,423 0 13.2700117 74.07344 16.4177966 -2.27 2.12 0.71 0.2682

9038 9008 9078 140065 14006 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9418 9418 9781 140071 14007 1 70 654 0 0.00% 11,572 15.8687496 63.7004672 81.4006424 13.6605136 -2.55 1.70 0.41 0.1271

9358 9358 9724 140072 14007 2 70 336 13 3.87% 4,862 0 52.0965209 76.9300003 19.015054 -2.57 2.72 0.45 0.1606

9056 9056 9179 140073 14007 3 70 280 12 4.29% 2,741 0 35.2436781 71.2272675 24.0083042 -3.22 2.52 0.68 0.2759

9358 9005 9035 140074 14007 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9056 9008 9065 140075 14007 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

conditioning

cycle_nocycle_no2

final


H.S.H.S.

59



9454 9454 9816 140081 14008 1 80 654 0 0.00% 13,116 24.3687496 72.2004672 89.9006424 13.6605136 -2.55 1.70 0.41 0.1292

9392 9392 9756 140082 14008 2 80 472 4 0.85% 7,592 0 57.9043622 88.160141 18.0798219 -2.71 1.97 0.54 0.2069

9071 9071 9194 140083 14008 3 80 344 15 4.36% 3,816 0 39.9362292 86.6850067 29.0985974 -2.33 3.26 0.66 0.2308

9392 9006 9044 140084 14008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9071 9014 9132 140085 14008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9075 9075 9198 141051 14105 1 50 287 5 1.74% 3,332 0 41.7921511 59.0047607 17.9189475 -1.93 2.50 0.65 0.1534

9051 9051 9174 141052 14105 2 50 292 20 6.85% 2,715 0 33.4779679 59.0749985 20.6615496 -2.46 2.09 0.72 0.2554

9023 9023 9146 141053 14105 3 50 294 56 19.05% 1,770 0 21.6686507 57.6700584 20.8376815 -2.64 2.40 0.89 0.3281

9051 9007 9056 141054 14105 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9023 9008 9073 141055 14105 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9089 9089 9212 141061 14106 1 60 277 0 0.00% 3,738 1.3 48.57815 69.6201599 21.8268991 -2.85 2.66 0.66 0.1743

9069 9069 9192 141062 14106 2 60 352 0 0.00% 3,807 1 38.9343624 68.2174637 18.9186594 -2.07 1.69 0.59 0.1932

9035 9035 9158 141063 14106 3 60 327 26 7.95% 2,294 0 25.2566139 67.9900131 20.7868999 -2.68 2.62 0.86 0.3033

9069 9012 9100 141064 14106 4 60 1200 435 36.25% 4,803 0 14.4104884 53.66258 16.1781479 -2.70 1.92 0.61 0.1964

9035 9008 9082 141065 14106 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9103 9103 9226 141071 14107 1 70 880 0 0.00% 14,009 3.84996092 57.3109777 76.8349228 20.3467592 -2.40 1.59 0.46 0.1685

9090 9090 9213 141072 14107 2 70 285 0 0.00% 3,852 3.03 48.6508711 79.1089552 23.1363961 -1.78 0.93 0.43 0.1948

9049 9049 9172 141073 14107 3 70 281 20 7.12% 2,473 0 31.6860025 77.5848083 25.9138238 -3.67 2.30 0.75 0.2882

9090 9012 9099 141074 14107 4 70 1200 435 36.25% 4,803 0 14.4104884 53.66258 16.1781479 -2.70 1.92 0.61 0.1964

9049 9008 9063 141075 14107 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9111 9111 9234 141081 14108 1 80 301 0 0.00% 5,436 1.98375008 65.0161947 95.3188263 25.8846241 -2.03 1.55 0.55 0.1564

9100 9100 9223 141082 14108 2 80 381 0 0.00% 5,843 4.11 55.2075292 88.7289063 26.9281675 -3.78 2.26 0.65 0.1684

9058 9058 9181 141083 14108 3 80 403 24 5.96% 3,983 0 35.5796153 89.0398865 27.2647548 -1.97 3.19 0.67 0.2638

9100 9010 9092 141084 14108 4 80 1200 413 34.42% 4,971 0 14.913422 82.00853 20.5673092 -3.12 2.15 0.64 0.2173

9058 9014 9130 141085 14108 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

60



9558 9558 9918 150031 15003 1 30 480 12 2.50% 4,483 0 33.6231809 55.3828697 14.4757363 -1.54 1.45 0.41 0.1254

9564 9564 9924 150032 15003 2 30 522 57 10.92% 3,842 0 26.4981435 50.1175385 15.4415153 -2.69 1.62 0.55 0.1679

9018 9018 9141 150033 15003 3 30 412 76 18.45% 1,956 0 17.0893074 38.0738297 13.9242533 -2.73 1.77 0.59 0.2051

9564 9002 9005 150034 15003 4 30 1200 419 34.92% 3,205 0 9.61389939 38.77762 10.9287971 -1.96 1.94 0.59 0.1720

9018 9011 9097 150035 15003 5 30 1200 531 44.25% 1,835 0 5.50454456 26.24468 6.1650733 -1.60 1.97 0.70 0.1416

9555 9555 9915 150041 15004 1 40 730 17 2.33% 7,785 0 38.3907439 63.6699982 15.5340215 -2.97 2.22 0.54 0.1808

9561 9561 9921 150042 15004 2 40 442 42 9.50% 3,776 0 30.7586049 53.1562256 16.7222904 -2.06 1.75 0.72 0.1947

9022 9022 9145 150043 15004 3 40 499 99 19.84% 2,916 0 21.0337416 49.7600021 18.2194202 -2.33 2.03 0.60 0.2014

9561 9009 9086 150044 15004 4 40 1200 395 32.92% 3,939 0 11.8173576 52.85508 13.6449288 -1.96 1.94 0.58 0.1947

9022 9001 9004 150045 15004 5 40 1200 526 43.83% 1,882 0 5.64586112 41.82766 8.26792795 -1.93 1.82 0.51 0.1776

9576 9576 9935 150051 15005 1 50 375 9 2.40% 4,567 0 43.8397029 63.6699982 13.0694142 -2.50 2.20 0.50 0.1694

9579 9579 9938 150052 15005 2 50 367 34 9.26% 3,367 0 33.0261734 63.6471596 17.7113383 -2.48 2.29 0.67 0.2325

9027 9027 9150 150053 15005 3 50 297 66 22.22% 1,877 0 22.7507757 55.8518761 20.9651802 -2.99 2.12 0.73 0.2825

9579 9007 9048 150054 15005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9027 9008 9076 150055 15005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9480 9480 9841 210081 21008 1 80 462 0 0.00% 10,143 70.9000015 79.0328573 97.7600021 6.66997105 -0.86 0.55 0.27 0.0658

9451 9451 9813 210082 21008 2 80 247 0 0.00% 4,871 51.6899986 70.9952631 82.5 8.07968084 -1.25 0.70 0.29 0.0692

9083 9083 9206 210083 21008 3 80 907 0 0.00% 11,778 2.30546875 46.7482853 86.7215607 20.3287005 -2.73 1.91 0.47 0.1637

9451 9006 9046 210084 21008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9083 9014 9119 210085 21008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9506 9506 9866 210091 21009 1 90 462 0 0.00% 11,349 80.3000031 88.4328572 107.160004 6.66997132 -0.86 0.55 0.27 0.0658

9482 9482 9843 210092 21009 2 90 247 0 0.00% 5,454 60.1899986 79.495263 91 8.07968102 -1.25 0.70 0.29 0.0696

9096 9096 9219 210093 21009 3 90 1416 0 0.00% 20,614 1.9203125 52.4072566 93.6 20.5599641 -2.63 2.20 0.62 0.1682

9482 9013 9111 210094 21009 4 90 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9096 9014 9127 210095 21009 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

conditioning

cycle_nocycle_no2

final


H.S.H.S.

61



9522 9522 9882 210101 21010 1 100 462 0 0.00% 12,440 88.8000031 96.9328572 115.660004 6.66997132 -0.86 0.55 0.27 0.0657

9504 9504 9864 210102 21010 2 100 247 0 0.00% 5,983 67.8899994 87.1952633 98.6999969 8.0796807 -1.25 0.70 0.29 0.0698

9104 9104 9227 210103 21010 3 100 587 0 0.00% 9,384 3.2710938 57.5521191 108.250781 21.6966219 -2.47 2.12 0.46 0.1607

9504 9013 9108 210104 21010 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9104 9003 9019 210105 21010 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9532 9532 9892 210111 21011 1 110 240 0 0.00% 7,095 85.8099801 106.430287 114.624399 6.51167501 -1.01 0.75 0.24 0.0694

9519 9519 9879 210112 21011 2 110 723 0 0.00% 19,238 51.329689 95.791762 109.631638 10.2390149 -2.26 1.13 0.27 0.0731

9110 9110 9233 210113 21011 3 110 575 0 0.00% 10,118 1.07999992 63.34612 120.343361 20.1812291 -2.54 1.44 0.39 0.1561

9519 9013 9110 210114 21011 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9110 9003 9010 210115 21011 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9541 9541 9901 210121 21012 1 120 240 0 0.00% 7,729 95.3099801 115.930287 124.124399 6.51167501 -1.01 0.75 0.24 0.0698

9530 9530 9890 210122 21012 2 120 723 0 0.00% 20,945 59.829689 104.291762 118.131638 10.2390148 -2.26 1.13 0.27 0.0736

9114 9114 9237 210123 21012 3 120 2086 0 0.00% 39,314 2.44492199 67.8473796 117.18125 22.6487715 -2.83 2.67 0.48 0.1556

9530 9013 9104 210124 21012 4 120 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9114 9003 9012 210125 21012 5 120 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9547 9547 9907 210131 21013 1 130 240 0 0.00% 8,402 105.40998 126.030287 134.224399 6.51167501 -1.01 0.75 0.24 0.0702

9538 9538 9898 210132 21013 2 130 723 0 0.00% 22,512 67.6296921 112.091762 125.931641 10.2390152 -2.26 1.13 0.27 0.0740

9118 9118 9241 210133 21013 3 130 3160 0 0.00% 63,991 1.396 72.9007254 126.000002 23.6796885 -3.38 2.37 0.46 0.1530

9538 9013 9106 210134 21013 4 130 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9118 9003 9014 210135 21013 5 130 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9414 9414 9777 211061 21106 1 60 462 0 0.00% 8,051 54.5999985 62.732857 81.4599991 6.66997106 -0.86 0.55 0.27 0.0660

9386 9386 9750 211062 21106 2 60 527 0 0.00% 8,265 38.4590149 56.4621311 74.3006287 8.50961436 -1.02 0.68 0.28 0.1109

9062 9062 9185 211063 21106 3 60 280 15 5.36% 2,867 0 36.8581783 66.6613693 20.5798169 -1.69 1.81 0.74 0.2016

9386 9004 9030 211064 21106 4 60 1200 410 34.17% 4,423 0 13.2700117 74.07344 16.4177966 -2.27 2.12 0.71 0.2682

9062 9008 9071 211065 21106 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

62



9446 9446 9808 211071 21107 1 70 462 0 0.00% 8,911 61.2999992 69.4328572 88.1600037 6.6699713 -0.86 0.55 0.27 0.0659

9413 9413 9776 211072 21107 2 70 527 0 0.00% 9,144 44.4590149 62.4621311 80.3006287 8.50961438 -1.02 0.68 0.28 0.1111

9074 9074 9197 211073 21107 3 70 289 10 3.46% 3,329 0 41.4631424 74.4911163 23.8930812 -3.20 1.90 0.71 0.1864

9413 9005 9034 211074 21107 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9074 9008 9068 211075 21107 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9480 9480 9841 211081 21108 1 80 462 0 0.00% 10,143 70.9000015 79.0328573 97.7600021 6.66997105 -0.86 0.55 0.27 0.0658

9451 9451 9813 211082 21108 2 80 247 0 0.00% 4,871 51.6899986 70.9952631 82.5 8.07968084 -1.25 0.70 0.29 0.0692

9082 9082 9205 211083 21108 3 80 864 0 0.00% 10,947 3.20242391 45.6117481 83.5455109 20.5322232 -1.88 1.64 0.50 0.1681

9451 9006 9046 211084 21108 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9082 9014 9124 211085 21108 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9506 9506 9866 211091 21109 1 90 462 0 0.00% 11,349 80.3000031 88.4328572 107.160004 6.66997132 -0.86 0.55 0.27 0.0658

9482 9482 9843 211092 21109 2 90 247 0 0.00% 5,454 60.1899986 79.495263 91 8.07968102 -1.25 0.70 0.29 0.0696

9093 9093 9216 211093 21109 3 90 1415 0 0.00% 20,102 1 51.1429588 92.3 20.5232886 -2.63 2.20 0.62 0.1669

9482 9013 9111 211094 21109 4 90 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9093 9014 9137 211095 21109 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9522 9522 9882 211101 21110 1 100 462 0 0.00% 12,440 88.8000031 96.9328572 115.660004 6.66997132 -0.86 0.55 0.27 0.0657

9504 9504 9864 211102 21110 2 100 247 0 0.00% 5,983 67.8899994 87.1952633 98.6999969 8.0796807 -1.25 0.70 0.29 0.0698

9101 9101 9224 211103 21110 3 100 587 0 0.00% 9,173 3.99 56.2555585 106.950781 21.6881609 -2.47 2.12 0.46 0.1602

9504 9013 9108 211104 21110 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9101 9003 9020 211105 21110 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9532 9532 9892 211111 21111 1 110 240 0 0.00% 7,095 85.8099801 106.430287 114.624399 6.51167501 -1.01 0.75 0.24 0.0694

9519 9519 9879 211112 21111 2 110 723 0 0.00% 19,238 51.329689 95.791762 109.631638 10.2390149 -2.26 1.13 0.27 0.0731

9109 9109 9232 211113 21111 3 110 1041 0 0.00% 17,848 1.35649991 61.7220029 113.300003 21.9839278 -3.51 2.20 0.53 0.1701

9519 9013 9110 211114 21111 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9109 9003 9009 211115 21111 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

conditioning

cycle_nocycle_no2

final


H.S.H.S.

63



9427 9427 9790 220071 22007 1 70 1078 34 3.15% 19,695 0 65.7726955 81 17.8061186 -2.22 2.14 0.46 0.1354

9385 9385 9749 220072 22007 2 70 277 17 6.14% 4,201 0 54.6026818 75.8964233 21.081032 -2.66 1.96 0.40 0.1378

9061 9061 9184 220073 22007 3 70 292 23 7.88% 2,964 0 36.5379364 76.3410172 25.901017 -2.05 1.80 0.58 0.2070

9385 9005 9032 220074 22007 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9061 9008 9066 220075 22007 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9461 9461 9823 220081 22008 1 80 654 0 0.00% 13,516 26.5687504 74.4004671 92.1006393 13.6605136 -2.55 1.70 0.41 0.1297

9419 9419 9782 220082 22008 2 80 288 0 0.00% 5,062 27.0973947 63.2762237 86.3501214 17.4021761 -1.61 1.37 0.41 0.1856

9079 9079 9202 220083 22008 3 80 363 17 4.68% 4,310 0 42.7411359 86.7308228 27.0374812 -2.24 2.27 0.52 0.1876

9419 9006 9042 220084 22008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9079 9014 9136 220085 22008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9500 9500 9860 220091 22009 1 90 404 0 0.00% 9,683 55.0348701 86.2868785 100.796501 12.3966689 -0.98 0.87 0.27 0.0842

9459 9459 9821 220092 22009 2 90 1336 0 0.00% 27,227 17.4681892 73.3662229 95.8943024 14.2878228 -2.11 2.24 0.39 0.1213

9087 9087 9210 220093 22009 3 90 397 0 0.00% 5,326 4.02222228 48.2973183 95.8022461 24.0951942 -2.45 1.43 0.50 0.1797

9459 9006 9040 220094 22009 4 90 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9087 9014 9122 220095 22009 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9125 9125 9248 220101 22010 1 100 1015 0 0.00% 26,810 1.7 95.0888728 110.599998 14.3931962 -2.11 1.43 0.31 0.0434

9483 9483 9844 220102 22010 2 100 1336 0 0.00% 29,973 24.8681908 80.7662229 103.294296 14.2878227 -2.11 2.24 0.39 0.1231

9097 9097 9220 220103 22010 3 100 596 0 0.00% 8,692 4.44049988 52.504089 103.000002 24.9129137 -2.47 1.94 0.50 0.1713

9483 9013 9118 220104 22010 4 100 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9097 9003 9022 220105 22010 5 100 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

9128 9128 9251 220111 22011 1 110 2166 0 0.00% 61,998 2.96515622 103.044172 125.040875 13.0076499 -1.95 1.80 0.25 0.0493

9505 9505 9865 220112 22011 2 110 1336 0 0.00% 32,645 32.0681915 87.9662227 110.494301 14.2878227 -2.11 2.24 0.39 0.1245

9102 9102 9225 220113 22011 3 110 481 0 0.00% 7,650 3.67521315 57.2532121 109.151364 23.6549527 -2.92 2.46 0.62 0.1769

9505 9013 9107 220114 22011 4 110 1200 418 34.83% 5,972 0 17.9173075 92.89969 24.2868102 -3.62 1.70 0.62 0.2520

9102 9003 9017 220115 22011 5 110 1200 520 43.33% 2,411 0 7.23252735 92.06531 16.3906557 -2.17 1.49 0.35 0.1548

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

64



9362 9362 9727 221051 22105 1 50 344 11 3.20% 4,703 0 49.2146486 75.0695282 16.4622157 -1.63 1.43 0.41 0.1575

9064 9064 9187 221052 22105 2 50 373 30 8.04% 3,895 0 37.5902196 60.251561 18.4778275 -2.42 2.82 0.63 0.1608

9032 9032 9155 221053 22105 3 50 585 105 17.95% 3,965 0 24.4007925 58.3947945 16.7579653 -2.01 1.87 0.52 0.2142

9064 9007 9057 221054 22105 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9032 9008 9080 221055 22105 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9390 9390 9754 221061 22106 1 60 363 12 3.31% 5,763 0 57.1577764 83.7621078 20.4320994 -2.07 2.20 0.52 0.1498

9354 9354 9720 221062 22106 2 60 435 31 7.13% 5,695 0 47.1335177 73 20.4706224 -3.75 2.24 0.52 0.1535

9043 9043 9166 221063 22106 3 60 694 106 15.27% 5,713 0 29.6356456 67.6094586 22.7546012 -2.43 2.10 0.62 0.2365

9354 9007 9049 221064 22106 4 60 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9043 9008 9061 221065 22106 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9427 9427 9790 221071 22107 1 70 1078 34 3.15% 19,695 0 65.7726955 81 17.8061186 -2.22 2.14 0.46 0.1354

9385 9385 9749 221072 22107 2 70 277 17 6.14% 4,201 0 54.6026818 75.8964233 21.081032 -2.66 1.96 0.40 0.1378

9059 9059 9182 221073 22107 3 70 296 27 9.12% 2,949 0 35.8624238 76.1410172 26.0443341 -2.05 1.80 0.58 0.2068

9385 9005 9032 221074 22107 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9059 9008 9072 221075 22107 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9461 9461 9823 221081 22108 1 80 654 0 0.00% 13,516 26.5687504 74.4004671 92.1006393 13.6605136 -2.55 1.70 0.41 0.1297

9419 9419 9782 221082 22108 2 80 288 0 0.00% 5,062 27.0973947 63.2762237 86.3501214 17.4021761 -1.61 1.37 0.41 0.1856

9076 9076 9199 221083 22108 3 80 363 19 5.23% 4,233 0 41.9766436 85.9308228 26.9816442 -2.24 2.27 0.52 0.1870

9419 9006 9042 221084 22108 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9076 9014 9133 221085 22108 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9500 9500 9860 221091 22109 1 90 404 0 0.00% 9,683 55.0348701 86.2868785 100.796501 12.3966689 -0.98 0.87 0.27 0.0842

9459 9459 9821 221092 22109 2 90 1336 0 0.00% 27,227 17.4681892 73.3662229 95.8943024 14.2878228 -2.11 2.24 0.39 0.1213

9086 9086 9209 221093 22109 3 90 397 0 0.00% 5,238 3.22222228 47.4973183 95.0022461 24.0951942 -2.45 1.43 0.50 0.1793

9459 9006 9040 221094 22109 4 90 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9086 9014 9121 221095 22109 5 90 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

conditioning

cycle_nocycle_no2

final


H.S.H.S.

65



9046 9046 9169 230031 23003 1 30 396 16 4.04% 3,406 0 30.9653305 38.1193367 9.06107326 -2.72 1.78 0.38 0.0508

9033 9033 9156 230032 23003 2 30 477 37 7.76% 3,292 0 24.8436816 37.0322647 10.0818294 -1.67 1.56 0.35 0.0682

9017 9017 9140 230033 23003 3 30 763 137 17.96% 3,416 0 16.117658 38.9160919 12.812829 -1.69 1.48 0.49 0.1491

9033 9002 9008 230034 23003 4 30 1200 419 34.92% 3,205 0 9.61389939 38.77762 10.9287971 -1.96 1.94 0.59 0.1720

9017 9011 9096 230035 23003 5 30 1200 531 44.25% 1,835 0 5.50454456 26.24468 6.1650733 -1.60 1.97 0.70 0.1416

9070 9070 9193 230041 23004 1 40 326 16 4.91% 3,525 0 38.9292897 49.368889 13.3368984 -2.72 2.12 0.51 0.0718

9047 9047 9170 230042 23004 2 40 368 37 10.05% 3,192 0 31.2285857 49.6531265 17.6506171 -2.21 1.99 0.53 0.1378

9021 9021 9144 230043 23004 3 40 604 123 20.36% 3,400 0 20.267048 48.7776932 17.3671778 -1.69 2.08 0.61 0.1788

9047 9009 9089 230044 23004 4 40 1200 395 32.92% 3,939 0 11.8173576 52.85508 13.6449288 -1.96 1.94 0.58 0.1947

9021 9001 9003 230045 23004 5 40 1200 526 43.83% 1,882 0 5.64586112 41.82766 8.26792795 -1.93 1.82 0.51 0.1776

9336 9336 9703 230051 23005 1 50 430 24 5.58% 5,118 0 42.8504737 56.8720521 18.0189341 -2.16 2.05 0.64 0.1417

9060 9060 9183 230052 23005 2 50 328 41 12.50% 3,280 0 36.0030631 59.6850006 21.1964251 -2.08 2.04 0.80 0.2065

9029 9029 9152 230053 23005 3 50 504 118 23.41% 3,283 0 23.449243 59.4732048 22.002325 -2.81 2.20 0.75 0.2552

9060 9007 9047 230054 23005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9029 9008 9077 230055 23005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9375 9375 9739 230061 23006 1 60 695 17 2.45% 10,040 0 52.0040796 71 14.1270595 -1.95 1.61 0.48 0.1633

9335 9335 9702 230062 23006 2 60 371 26 7.01% 4,436 0 43.0449013 66.9068909 17.2281972 -3.00 2.54 0.52 0.1779

9039 9039 9162 230063 23006 3 60 664 106 15.96% 5,202 0 28.2037463 69.9291992 24.4748677 -3.67 2.30 0.67 0.2761

9335 9007 9050 230064 23006 4 60 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9039 9008 9070 230065 23006 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9416 9416 9779 230071 23007 1 70 1070 26 2.43% 19,680 0 66.2130267 80.8000031 16.8932839 -2.22 2.14 0.46 0.1352

9364 9364 9729 230072 23007 2 70 510 33 6.47% 7,116 0 50.2323035 76.5 21.8877301 -2.64 2.92 0.57 0.1531

9053 9053 9176 230073 23007 3 70 277 28 10.11% 2,636 0 34.2544128 74.6720337 25.5458166 -3.76 2.74 0.67 0.2558

9364 9005 9036 230074 23007 4 70 1200 438 36.50% 4,799 0 14.3977692 73.95957 18.657522 -2.73 1.96 0.65 0.2776

9053 9008 9069 230075 23007 5 70 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

p_stopconditioning

cycle_nocycle_no2

final


H.S.H.S.

66



9449 9449 9811 230081 23008 1 80 751 0 0.00% 14,628 41.2425003 70.1210279 84.6129379 8.30882838 -1.33 1.16 0.33 0.1008

9387 9387 9751 230082 23008 2 80 1066 35 3.28% 16,695 0 56.3820561 83 21.8785952 -4.08 2.36 0.52 0.1393

9068 9068 9191 230083 23008 3 80 371 23 6.20% 3,953 0 38.3571924 81.5078903 27.0671083 -2.58 1.96 0.65 0.2575

9387 9006 9045 230084 23008 4 80 1200 426 35.50% 5,156 0 15.4676181 89.63285 24.1193678 -2.73 1.94 0.58 0.2484

9068 9014 9131 230085 23008 5 80 1200 517 43.08% 2,041 0 6.12271398 73.69469 11.0827923 -3.16 2.03 0.57 0.2365

9044 9044 9167 240031 24003 1 30 328 16 4.88% 2,739 0 30.0674261 37.0557823 9.22432438 -2.23 2.06 0.48 0.0676

9030 9030 9153 240032 24003 2 30 406 35 8.62% 2,712 0 24.0493586 38.9145309 11.1674731 -1.93 1.16 0.38 0.0987

9016 9016 9139 240033 24003 3 30 656 128 19.51% 2,841 0 15.592217 38.3509109 12.8719236 -1.72 1.62 0.52 0.1760

9030 9002 9007 240034 24003 4 30 1200 419 34.92% 3,205 0 9.61389939 38.77762 10.9287971 -1.96 1.94 0.59 0.1720

9016 9011 9095 240035 24003 5 30 1200 531 44.25% 1,835 0 5.50454456 26.24468 6.1650733 -1.60 1.97 0.70 0.1416

9066 9066 9189 240041 24004 1 40 269 13 4.83% 2,837 0 37.9704137 48.1557823 13.6669009 -2.23 2.28 0.65 0.0953

9045 9045 9168 240042 24004 2 40 324 35 10.80% 2,734 0 30.3781254 48.182811 17.3152523 -1.38 2.87 0.69 0.1422

9020 9020 9143 240043 24004 3 40 499 114 22.85% 2,744 0 19.7999263 47.8928139 16.4917929 -2.78 2.09 0.61 0.2030

9045 9009 9088 240044 24004 4 40 1200 395 32.92% 3,939 0 11.8173576 52.85508 13.6449288 -1.96 1.94 0.58 0.1947

9020 9001 9002 240045 24004 5 40 1200 526 43.83% 1,882 0 5.64586112 41.82766 8.26792795 -1.93 1.82 0.51 0.1776

9345 9345 9711 240051 24005 1 50 406 14 3.45% 4,687 0 41.5601482 57.8703117 14.5364687 -2.48 1.86 0.50 0.1410

9055 9055 9178 240052 24005 2 50 296 36 12.16% 2,858 0 34.7632492 60.1517197 21.963383 -2.41 1.86 0.60 0.2068

9026 9026 9149 240053 24005 3 50 456 112 24.56% 2,859 0 22.5749583 58.4625877 21.8832833 -3.52 2.53 0.81 0.2801

9055 9007 9053 240054 24005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9026 9008 9085 240055 24005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

9586 9586 9945 240061 24006 1 60 709 21 2.96% 10,078 0 51.1714237 71 15.2046529 -1.95 1.61 0.49 0.1648

9589 9589 9948 240062 24006 2 60 381 35 9.19% 4,437 0 41.9261375 66.9068909 18.3193753 -3.00 2.54 0.53 0.1779

9036 9036 9159 240063 24006 3 60 668 107 16.02% 4,935 0 26.5967562 67.6394501 22.0535257 -2.85 2.18 0.68 0.2559

9589 9007 9052 240064 24006 4 60 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9036 9008 9083 240065 24006 5 60 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

conditioning

cycle_nocycle_no2

final


H.S.H.S.

67



9040 9040 9163 250031 25003 1 30 372 22 5.91% 2,980 0 28.8349958 38.7571763 10.7053529 -1.86 1.98 0.46 0.0920

9028 9028 9151 250032 25003 2 30 479 43 8.98% 3,096 0 23.2716075 35.7342178 10.0914563 -1.57 1.79 0.42 0.1056

9015 9015 9138 250033 25003 3 30 738 152 20.60% 3,102 0 15.1311552 38.35 13.4103784 -2.85 1.74 0.53 0.1768

9028 9002 9006 250034 25003 4 30 1200 419 34.92% 3,205 0 9.61389939 38.77762 10.9287971 -1.96 1.94 0.59 0.1720

9015 9011 9094 250035 25003 5 30 1200 531 44.25% 1,835 0 5.50454456 26.24468 6.1650733 -1.60 1.97 0.70 0.1416

9057 9057 9180 250041 25004 1 40 311 22 7.07% 3,068 0 35.5105032 48.7649994 15.2637371 -2.01 1.92 0.57 0.1401

9042 9042 9165 250042 25004 2 40 376 40 10.64% 3,091 0 29.5904704 49.8271866 17.6620345 -2.77 2.14 0.68 0.1789

9019 9019 9142 250043 25004 3 40 597 137 22.95% 3,180 0 19.1776393 49.8739159 17.9553452 -3.08 2.03 0.62 0.2287

9042 9009 9087 250044 25004 4 40 1200 395 32.92% 3,939 0 11.8173576 52.85508 13.6449288 -1.96 1.94 0.58 0.1947

9019 9001 9001 250045 25004 5 40 1200 526 43.83% 1,882 0 5.64586112 41.82766 8.26792795 -1.93 1.82 0.51 0.1776

9072 9072 9195 250051 25005 1 50 265 24 9.06% 2,983 0 40.5286806 58.9968681 21.0404979 -2.52 2.26 0.77 0.1635

9052 9052 9175 250052 25005 2 50 332 44 13.25% 3,098 0 33.5956227 59.8677353 21.9914026 -2.34 2.50 0.92 0.2461

9024 9024 9147 250053 25005 3 50 504 127 25.20% 3,045 0 21.7517485 59.7290619 22.0148114 -3.52 2.90 0.86 0.3217

9052 9007 9055 250054 25005 4 50 1200 448 37.33% 4,159 0 12.4783107 54.30547 15.1911807 -2.70 1.67 0.59 0.2349

9024 9008 9074 250055 25005 5 50 1200 519 43.25% 1,945 0 5.83501667 53.35 8.48019752 -1.72 1.73 0.43 0.1759

p_stopconditioning

cycle_nocycle_no2

final


Documents

Work programme 2016 - 2018 for HBEFA Version 4.1 Report of ... · (N1-l/-ll vs. -lll). With respect to RT and AT/TT it was already stated in the report of the last UBA/IFEU project