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43
Section 14. Transport
Section 14. Transport
Radkevich Maria Viktorovna, Tashkent Automobile and Road's Institute, associated professor, the Faculty of Automobile mechanic
E-mail: [email protected] Salokhiddinov Abdulkhakim Temirhuzhaevich, Tashkent Irrigation and Melioration Institute, professor, the Faculty of Hydro melioration E-mail: [email protected]
New possibilities of greenhouse gases emission inventory
Abstract: A method of inventory of greenhouse gas emissions from “road-car" complex depending on road cover evenness is offered. Calculations by IPCC methodology and offered methods give similar results, therefore worked out methods may serve as an alternative to IPCC methods and be used in stating the reasons of excess emissions by car-road complex.
Keywords: car-road complex, greenhouse gas, cover evenness
1. Introduction
In last decades it became evident that motor-car transport plays not the last role in climate fluctuation, as automobiles emit a considerable amount of greenhouse gases. Climate fluctuation is a worldwide problem; a number of scientists are making efforts to solve it all over the world [2; 3]. At present in many countries researches are carried out to develop the models of climate warming. For successful work in this direction first of all it is necessary to take into consideration the gases emitting into atmosphere, mainly greenhouse ones.
The problems of greenhouse gases inventory are considered in numerous works [4; 5; 10; 13; 15]. Accountability in greenhouse gases emission becomes compulsory for International Institutions, in particular, for statistical reports of World Bank, International Energy Agency, UNO organizations and others [4; 8].
Greenhouse gases are not polluting substances in a common understanding of this word. In those concentrations actually observed in atmosphere they do not cause harmful effect on human health or eco-system. So the control is carried out on absolute amount of emission during sufficiently long time — usually for a year. Emission per year is a factual contribution of this source emission into global greenhouse effect. Exactly global effect as greenhouse gases “live” in atmosphere for a long time, they are well mixed there; so neither global nor regional effect depends on the location of emission.
As far as motor transport is one of the main sources of greenhouse gases emission, an acute problem arises to organize an inventory and ecological monitoring of the system of road complex.
The problem is which one of the parameters to take as a controlled one. Carried out studies have shown that all
processes, occurring in operation of motor transport complex, in this or that way depend on the state of road paving. Investigation of these dependences will give the opportunity to obtain the models allowing to determine greenhouse (or other) gas emissions in relation to the state of road paving and traffic intensity.
So, if in monitoring it will be revealed that the state of road paving is not “satisfactory” in assessment by adopted standards, we may state an excess of emissions. Based on results of monitoring of the state of road paving and traffic intensity on roads of different categories, we may conduct an inventory of emissions.
2. Material and methods.
2.1. Emissions inventory methods review
At present there exist a number of methods to perform an inventory of emissions from motor transport, including greenhouse gases emission. Methods, adopted in Russian Federation [16], foresee two ways of inventory of harmful emission into atmosphere by motor transport vehicles (MTV):
— according to amount of fuel consumption;
— according to total mileage of motor transport vehicles
Inventory of harmful substances based on fuel
consumption is done in the following way [16]:
1) Emission of i-polluting substance by motor transport vehicles of corresponding design type is calculated by the equation:
Mp = gp -Qpj -10-3 [ton] (1)
Where Qpj is a consumption of motor fuel of p-type by MTV of j -design type during defined time, t; g.p. is specific emission of i -polluting substance by MTV of j -design type, using p-type of fuel, g/kg;
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New possibilities of greenhouse gases emission inventory
2) Emission of i — polluting substance by all types of MTV, using motor fuel of definite type M is calculated by the equation:
M,p = X M.pj [ton] (2)
j=1
3) Emission of i-polluting substance by all MTV using all types of motor fuel (petrol, diesel-fuel, gas) is calculated by the equation:
Mi =XM.p [ton] (3)
p=1
To conduct an inventory based on this method it is
necessary to have data on fuel consumption of different types of MTV, which presents a shortcoming of this method, as an amount of fuel consumption varies considerably for each type of MTV.
Here is an order of inventory process of harmful emissions based on total mileage of MTV [9; 16]:
1) Emission of i — polluting substance of MTV of corresponding design type during the motion on motor roads is calculated by the formula
Mijl = mMiß L [ton] (4)
where mjs a mileage emission of i -polluting substance
of MTV of j -design type, g/km; L.t is total mileage of MTV of j-design type, thousand of km.
2) Emission of polluting substances during the motion of MTV of all design types is calculated by the equation:
M, =XM.ji [ton] (5)
j=1
As an initial data to calculate an emission it is necessary to have information of a number of motor vehicles and mileage. The number of passenger cars, trucks and buses is calculated according to a number of cars registered in a country (presented by State Traffic Inspection). Annual mileage of cars of different types is taken according to statistical data. Some mistakes are unavoidable in inventory based on total mileage: several aspects, such as traffic intensity, quality of road paving, run of transit vehicles, are not taken into consideration.
Emissions from motor transport traffic
One of modifications of the methods of inventory of polluting substances from motor transport based on amount of emission from mileage is a method of determination of an amount of pollution into atmosphere from motor transport traffic, worked out in St. Petersburg [18]. Emission of i-harmful substance by MTV traffic is determined for concrete road along its length
M = L- Nk - K [ton] (6)
1
where mKi is a mileage emission of i -polluting substance by cars of K -group, g/km; NK is a traffic intensity (number of cars of each of K group in both directions), cars per day; K is a correction coefficient, which accounts for average velocity of traffic motion; L is the length of road, km.
This method of inventory is free from some mistakes typical for a previous one, but it does not consider the quality of road paving either.
In some countries the methods, worked out by Intergovernmental Panel on Climate Change, (IPCC), are used to conduct an inventory of greenhouse gases emitted by different sources, including motor transport. Consider basic statements of IPCC Guidelines [6, 12] concerning motor transport in detail.
• An assessment of emission of motor transport may be based on two independent sets of data: fuel sold and mileage of transport vehicle. When two sets are available, it is necessary to compare the results.
• It is recommended to calculate emission of СО2 mainly on amount of fuel sold, and СН4 and N2O — on distance covered.
• Subject to reliability and information content of data, an inventory may be conducted on three levels of accuracy. Coefficients of emissions were determined for each level of accuracy.
For example, when calculating on the first level, СО2 emissions are determined by:
EMC02 =£[Fuelt ■ EFa] (7)
a
Where EMC02 is carbonic gas emission, kg; Fuela — an amount of fuel sold, ton/joule; EFa — coefficient of emission (kg/ton/joule), equal to carbon content in fuel, multiplied by 44/12; а — type of fuel (petrol, diesel fuel, gas, etc.)
In design on higher levels the coefficient of emission is corrected relative to source nature of fuel. In [12] there is a remark that coefficients of emission in developing countries may differ from ones adopted in other countries due to bad quality of fuel, specific features of roads, age of transport vehicles, incorrect operation of catalysts, etc.
As seen from presented material, results of monitoring, as a rule, are not attached to implementation of inventory, that is, monitoring and inventory are carried out independently on each other. Estimation of standard indicator, which will allow us to conduct an inventory of emissions based on monitoring results, could considerably simplify the problem of assessment of emission.
First attempts to find a criterion to conduct a monitoring with further inventory were described by Aleksikov, Fyodorov, Stolyarov [1; 7; 17].
In [7; 17] the problems of monitoring and inventory of emissions of motor transport vehicles were considered under different schemes of organization of winter maintenance of roads. In these works an interaction of emissions of transport vehicles with the state of road paving was sufficiently well studied, but only winter maintenance of roads was considered.
As Aleksikov demonstrated the dependence of amount of burned fuel on traffic intensity and structure of traffic, roughness and coefficient of friction was stated:
Q = CO ■ Nal -aa2 ■ Sa3 -ya4 (8)
where CO — СО emission, kg/day; Q— fuel consumption, thousand liters/year •km; N — traffic intensity, car/day, a — quantity of passenger cars in transport traffic; S — roughness of road paving, cm/km; ф — coefficient of friction; а1,
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Section 14. Transport
а2, а3, а4 — coefficients accounting the effect of each factor on total fuel consumption.
In this model fuel consumption is re-counted on “reduced toxicity", expressed in kgCO/day, so the model is inapplicable to account greenhouse gases.
Based on the study of offered methods of inventory of greenhouse gases (and other emissions) one may draw the following:
• All existing methods are supposed to conduct an inventory of pollution from direct emission on roads without consideration of emission alterations connected with exploitation of motor transport complex;
• As the most perspective method may be considered the method of inventory of emissions based on monitoring of road state.
2.2. Aims and methods of investigation.
A method of inventory of greenhouse gas СО2 based on characteristics of roughness of road paving is offered. To explain the essence of offered method we will consider some properties of roads, cars and “road-car” complex.
Road. The problem of the road is to ensure a certain speed of transport traffic. To do so it should possess sufficiently low roughness of cover. To maintain a roughness on a required level during operation of road it is necessary to perform a certain number of repair works, which in their turn, are connected with certain gradually increasing amount of emissions.
The following chain of considerations is offered:
1. The road is put in commission with a certain roughness of paving.
2. The rise of the level of roughness occurs with time depending on traffic intensity and climate conditions according to a defined law.
3. Operational (acceptable) roughness of pavement may be given within some limits (from “satisfactory” to “excellent”) according to adopted standards of assessment.
4. Subject to given acceptable roughness a number of necessary average repairs is changing. It is evident the higher are the requirements to roughness of road paving, the more frequently average repairs are needed.
5. Setting service time of the road (duration of its life cycle), one may determine an amount of harmful substances emitted during that time due to repair works (work of road construction machines, material production, etc.).
6. As the roads on different stages of wear are simultaneously in the process of operation, it is reasonable in inventory of emissions to take into account average annual values of emissions for each type of roads.
Car: 1) It is known that an amount of emission of a car in considerable extent depends of its speed of motion.
2) For each type of car there exists such a speed at which the engine is running in optimal mode with minimal fuel consumption and emission amount.
“Car-road” system. Car-road interaction consists in the following:
1. Car, moving on the road, damages it and is dam-
aged itself. The higher is a roughness the more damaged is a car and more repairs are needed; hence additional emissions.
2. The lower is a roughness of a pavement the higher is a speed, the less are emissions (till some limit of speed) at a motion of MTV.
So, an understanding of regularities of dependences between the state of pavement and emissions of transport traffic gives us a possibility:
1. To conduct an inventory of emissions of the system “car-road”, based on data on roughness of a pavement and intensity of traffic;
2. To organize the system of monitoring of emissions, which will allow us to register their amount as well as to serve as an instrument of influence on road services and thus facilitate the lowering of emission amount.
There are a great number of published works with information on emission amount under different processes, occurring in car-road complex (emissions from car motion, from car repair works on roads, maintenance and repair of roads, in material production, etc.).
To work out the methods of inventory of СО2 emissions from car — road complex at operation of roads of generalpurpose in conditions of the Republic of Uzbekistan a computer experiment was carried out based on published data on emissions and on experimental dependences, obtained by different authors.
Experiment has been conducted in the following order:
1. Models of the processes and data for emission calculation were chosen.
2. With chosen data and models computer experiment has been conducted; it presented variation problem with inclusion of traffic intensity from 1000 up to 10000 car/day under acceptable roughness from
3,5 to 15 IRI (S=60...70 cm/km) (IRI — International Roughness Index, m/km; S = 60.70 cm/km — roughness by bump measuring instrument, cm/km. In Uzbekistan both dimensions are used).
3. Experimental
3.1. Describing the dependences of СО2 emissions on traffic intensity
As a result of experiment the dependences of СО2 emissions on traffic intensity were obtained for each chosen roughness in the form of quadratic equations with different coefficients.
Having studied the character of dependences of coefficients on roughness in obtained equations and having described these dependences by Newton’s interpolation polynomial, we get universal equations of the form
mCO2 = (А N. 2+B N+C) (9)
where Ni — is an average intensity of traffic on the roads of i-category, thousand car/day,
i — road category;
А, В, С — coefficients determined from equations (1217).
Results of experiment allow us to offer the methods of estimation of СО2 emission at: the motion of traffic; technical
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New possibilities of greenhouse gases emission inventory
maintenance and repair of MTV; maintenance and repair of roads; fuel production; material production for repair works, etc.
Consider possible option of the methods of inventory of СО2 emissions from car — road complex. СО2 inventory may be of two types:
1. Approximate calculation of СО2 emitted into atmosphere.
2. Corrected calculation of СО2 and estimation of emission excess based on monitoring data.
To conduct approximate calculation of СО2 it is necessary to have the following data:
—Average value of roughness of roads with different types of pavement in the Republic of Uzbekistan during discussed year (based on data of annual troubleshooting of roads conducted by State JSC “Uzavtoyul” (“Uzbekistan motor roads”) services);
—Length of roads of different categories, km (Table 1);
—Intensity of traffic motion, car/day (average value is taken for each category of roads (Table 2);
—Structure of traffic (50% of passenger cars and 50% of trucks are assumed in calculation).
Table 1. - The length of motor roads on categories
Category, type of road paving I capital II capital III capital III light IV capital IV light V light Total
Length, km 2376 5574 3705 3705 9699 9699 7799 42557
Table 2. - Intensity of traffic on categories of roads, car/day
Category, type of road paving I II III IV V
Intensity, car/day 7000-20000 2000-7000 1000-3000 100-1000 <
Average intensity, car/day 13500 5000 2000 550 100
Specific emission of СО2, ton/year-km is determined mCO 2 = (A'N2 + B N + C')
from Eq. 10 for roads with capital type of paving and from where N — is an average intensity of traffic on roads
Eq. 11 for roads with light type of paving gory, thousand car/day; i — category of road; А, В,
mco2 = (А N. 2+B N.+C) (10) С/ — coefficientsdeterminedfromequations *
А = -0,000008688 (lRIp)8 + 0,000585373 (lRIp)7-0,017016784 (lRIcp)6+ 0,279385699 (lRIp)5 --2,836359632 (IRIppi)4+ 18,21080871 (lRIpp.)3-71,97313455 (lRIp)2 + 159,4341975 (IRI pp) —150,497783 B. = -0,000038605 (IRIp)8 + 0,0035213 (lRIpp) 7-0,129120942 (IRI p)6+ 2,527767264 (IRI p)5--29,17135835 (IRI p)4+ 204,573212 (IRI p)3-855,9080764 (IRI p)2 + 1963,566667 (IRI p) — 1849,876144 С = -0,000733432 (IRI)8 + 0,04751178 (IRI p)7-1,308293548 (IRI p)6+ 19,99653795 (lRIpp)5 --185,6542291 (IRI p)4+ 1072,386057 (IRI pp)3-3763,169261 (iRI )2 + 7327,045842 (IRI p) — 6034,965189 А . = — 0,025844696 (lRIp )5 + 1,260701208 (lRIp )4-24,0599029 (IRI p )6+ 223,9966392 (lRIp )2-
-1015,16234 (IRI ) +1791,801901
B7. = 0,119602 (IRI )5-5,827709 (lRIp)4 +111,110845 (IRIJ3-1033,391737 (IRIJ2+
cpr
+4680,505456 (IRI ) — 8198,840181
cpr
(11) of .-cate-С, А/, В/,
(12)
(13)
(14)
(15)
(16)
С7. = — 0,09864335 (IRI )5 + 4,744248895 (lRIp)4-89,42294478 (IRI ) 3+ +823,812271 (IRI p )2-3703,244415 (Щ ) +6501,290406 *
where IRIcp. — is an average in Uzbekistan roughness of pavement of roads of capital and light types, respectively. Emission on the whole length of the road is calculated by
МСО2 = mC02L, ton/year
With data from Table 1 and МСО are calculated by the following way:
Roads with Capital covering
М“г' = (А ■ 13.52 + B -13.5 + C) ■ Lcap MO = (А ■ 52 + B ■ 5 + C) ■ Lcap Маш = (А ■ 22 + B ■ 2 + C) ■ Lcap McCO" = (A ■ 0.552 + B • 0.55 + C) ■ Lp
Light
MC™11 = (А' ■ 22 + B ■ 2 + C') ■ Lgh = (А '■ 0.12 + B '■ 0.1 + C') ■ Ilf1
Total emission of СО2 by car-road complex is
Mff =У мсо
СО2 СО2
Corrected calculation of СО2 amount is done based on the roughness of road paving and traffic intensity, defined while monitoring different sections of the road.
Emission excess on those sections of the road where the roughness of pavement has an assessment “bad” is calculated in relation to emission amount at “satisfactory” roughness.
3.2. Organization of monitoring
Volume of sampling
Republic of Uzbekistan includes 13 administration units (12 regions and the Republic of Karakalpakstan), each administration unit has 10-15 transportation sectors.
Monitoring is fulfilled by the method of selective control on the state of roads. Sampling from 2 transportation sectors of 1 administration unit (region) with probability 0,91 gives an error ±0,5 IRI in defining average roughness of the pavement in the Republic.
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Section 14. Transport
The order of monitoring transportation sector under inspection (category of roads, their
1. To investigate the map of motor roads belonging to length, types of road paving, types of covering); (Table 3)
Table 3. - Notation conventions of the length of roads on categories
Category Type of paving Length
I Capital L,
II Capital L2
III Capital LC •4
III Light lL
IV Capital lC4
IV Light LL
V Light L
L1 + L2 + L3 + L3 + L4 + L4 + L5 - Ltot (18)
where Ьш — is a length of roads belonging to a road economy.
2. To draw the route of laboratory motion;
3. Methods of determination of necessary parameters (roughness and traffic intensity) depend on availability of instruments in movable laboratory.
3.3. Order of measuring and processing of results obtained.
3.3.1. Roughness, traffic intensity and structure of traffic
1. Roads of i-category in monitoring are divided in a map
by k sections with length l between crossings with other roads. Check up: lu + l2. + ... + lk. = L.
2. Average roughness of each section is determined from:
Ъ'
SAV, =^~, (19)
ni
where n — is a number of measurements of roughness per each kilometer: n1 =21. (measurements are conducted in both directions).
Estimation of roughness of section l. is done based on the
data from Table 4.
Table 4. - Assessment of road roughness in relation to the type of road pavement [11]
Type of road pavement
№ Assessment Points Capital advanced Capital light Transition type
Registration of bump measuring instrument, cm/km*
1 Excellent 5-4 60...70 (3,43...3,96) 80.90 (4,49.5,02) 230 (11,27)
2 Good 4-3 71.100 (4,01.5,51) 91.140 (5,07.7,67) 231.320 (11,3.13,74)
3 Satisfactory 3-2 101.110 (5,6.6,08) 141.210 (7,72.10,63) 321.460 (13,76.16,7)
* Roughness values m IRI umts are gwen m brackets
3. Average daily traffic intensity N. in each section is determined by the method of short-term observation [14] with further calculation for 24 hour intensity by stationary observation; for this, it is necessary to locate the places of traffic observation (in points of crossing with other roads).
4. The structure of traffic is calculated simultaneously with traffic intensity
X
Passenger cars P —%, N = X P =--------100%
& P X + Y
Y
Trucks T —%, NT = Y T =---------100%
Total NTOT = X + Y X + Y
5. Processing of obtained results is done by the following way:
-With formulae (1) and (2) with correction on the structure of traffic, specific mass emission of mC02, ton/year-km is calculated in each section of road of .-category.
-Average specific emission of mAVC02 is calculated for each category of roads.
-Total emission of МС02 is calculated on roads of each category.
-Specific excess of emissions Ee, ton/year-km is calculated in sections of roads with “bad" assessment of roughness. In the sections with “satisfactory" and lower roughness emission excess is taken as 0.
-Average specific excess emission of EAV, ton/year-km is calculated on roads of a given category.
-Total excess emission of ETOT, ton/year-km is calculated on roads of each category.
-Total emission of C02 is calculated along the whole length of roads of all categories.
-Total excess emission of C02 is calculated based on the whole length of roads of all categories.
5. Results and Discussion
Comparison of worked out methods with ones by IPCC
As far as an approbation of worked out methods m real condtijons is unrealizable, as C02 is kept in atmosphere for a long time and to track the source of its emission is impos-
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New possibilities of greenhouse gases emission inventory
sible, we will do comparative calculations of the methods described in [6, 12] and the ones offered here.
5.1. Calculations by IPCC methods Annually about 1,5 million ton of petrol and 1,5 million ton of diesel fuel is sold in the Republic of Uzbekistan (statistic data of 2012).
EmissionC02 = 'L[Fuela ■ EFa], where EFa — is a coefficient of emission, kg/TonJoule
a) Petrol (TonJoule)
1.5-109 kg ■ 44 MJ/kg = 0.0660-1012 MJ = 0.0660A06TJ,
where 44MJ/kg — heat of petrol combustion EFa = 69300 kg/TJ (IPCC Guidelines, 2006)
Emission of СО2 = 0.0660 ■ 106 ■ 69300 = 66000 ■ 69300 =
4573800 -103 kg = 4573800 ton ofC02
b) Diesel fuel (TJ)
1.5 -109 kg ■ 42.7 Mj(g =
=0.06405 ■IO12 MJ = 0.06405 ■106T/ where 42,7 MJ/kg — heat of diesel fuel combustion EFa = 74100 kg/TJ (IPCC Guidelines, 2006)
Emissions of СО2 = 0.06405-106 ■ 74100 =
= 4746105 ton of СО2 Total emission of СО2
4573800 + 4746105 = 9319905 ton of C02/year 5.2 Approximate calculation of СО2 account by offered methods (Eqs.10-11, tables 1,2)
According to data presented by “Uzavtoyul”
Average roughness of roads with capital pavement 5,2 IRI — with light pavement 7,08 IRI
Coefficients for Eqs. 10-11 are calculated for specified roughness:
For roads with capital pavement А = 0.494088842, В = 51.81936007, С = 6.735261
Mcap = (А ■ 13,52 + B -13,5 + C) ■ L, =
СО2 1
'0.494088842 13,52 + л
v51.81936007-13.5 + 6.735261y
2376 =
=1892114.089 ton / year M^ = (А ■ 52 + B ■ 5 + C) ■ Ln =
(0.494088842 ■ 52 + 51.81936007 ■ 5 + 6.735261) ■ 5574 =
= 1550599.191 ton / year
Mcati„ = (А _ 22 + B' 2 + c). L =
со 2 111
= (0.49408884 • 22 + 51.81936007• 2 + 6.735261)- 3705 =
= 32276.53966 ton / year Мт = (А ■ 0,552 + B ■ 0,55 + C) ■ Lw =
СО2 'tv
'0.49408884 ■ 0,552 + ^
v+51.81936007 ■ 0,55 + 6.735261y
■ 3705 =
= 343202.7152 ton / year
Total emission on roads with capital paving is 3818192.535 ton of СО2
For roads with light pavement: А' = 1.802056483, B’ =56.24885, С =10.88758
М
= (А ■ 22 + B’■ 2 + C') ■ f" =
= (1.802056483 ■ 22 + 56.24885 ■ 2 +10.88758 )■ 3705 = 483848.8887 ton / year М*= (А ’■ 0.552 + B ’■ 0.55 + C ’)■ L"’ =
(
1.802056483 ■ 0,552
9699 =
v+56.24885 ■ 0.55 + 10.88758;
= 410942.3911 ton / year М1Ф> у = (а г. 0Л2 + в г. ол + с г). Lsh' =
СО2 v 7 у
^1.802056483 ■ 0.12 + ^
+56.24885 ■ 0.1 +10.88758,
= 85052.74806 ton / year
■ 7799 =
СО 2
Total emission on roads with light pavement is 979 844.0279 ton of C02/year.
Total emission of СО2 is 4 798 036.563 t/year — for the network of general-purpose roads only.
If to take into account street-roads network of cities and large centers of population, total emission will be 9036065 ton of C02/year. So, calculations by IPCC and offered methods give similar results. The difference in results may be explained by the fact that in offered methods emission is calculated without consideration of emission from farming and special machines.
Shortcomings of IPCC methods:
1) They give somewhat overrated results, as a coefficient is calculated for the whole amount of carbon, contained in fuel, СО2, СН4, СО, VHOC and solid particles (IPCC text).
2) IPCC methods could not serve as an instrument to reveal the reasons of changes in emission amount and to take the measures to prevent them.
3) They take into account only fuel burned in cars and do not consider emissions during maintenance and repair works of roads and automobiles
Offered methods allow us:
— to account emissions from all processes, occurring in operation of car-road complex;
— to evaluate emissions from results of comparatively simple monitoring of roads state;
— to substantiate the measures of influence on road services to improve environmental conditions.
So, offered methods may serve as a basis for a new methodology of approach to inventory of emissions by car-road complex and to be an alternative to other known methods, when it is necessary to reveal the reasons of excess emission and to take the measures to lower environmental loss.
6. Conclusions
Based on results ofcarried out analysis we may conclude, that:
1. There does not exist a method of inventory and monitoring of emission in car-road complex on the whole.
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Section 14. Transport
2.Existing methods of inventory and monitoring of emission for some components of car-road complex, based on instrumental measurements or processing of vast amount of statistic data, require considerable financial expenditures and are inconvenient for practical use.
Carried out investigations allow us to create a new method ofinventory and monitoring of emission of car-road complex based on criterion of roughness of road paving, consideration of moving cars, road repair works, process of fuel production, material for technical maintenance and repair works of cars and road paving.
Worked out method of inventory and monitoring is directed on consideration of greenhouse gases, but it
may be also used to account all types of pollution in atmosphere.
On the basis of offered method a methodology was worked out to conduct an inventory of greenhouse gases for the roads of general-purpose; it provides rather exact picture of the effect of car-road complex on environment at low financial, time and labor costs and it allows to carry out complex express-assessment to inform the community and to elaborate well-timed measures to decrease harmful effect on environment. Worked out methods may serve as an alternative to IPCC methods and be used in stating the reasons of excess emissions by car-road complex.
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