Assessment of Green House Gas Emissions
in Road construction in India and its
reduction potentials
ANIL SHIMPI AND P.M. NALAWADE*
Department of Environmental Science, K.T.H.M. College of Science & Commerce Gangapur Road, Nashik, Maharashtra 422013
Email: [email protected]
Abstract: Human activities such as burning fossil fuels release Greenhouse Gases (GHG) into the atmosphere. Road transport, being the dominant mode of transport in the country, emitted 87% of the total CO2 equivalent emissions from the transport sector. Objective of the study is to calculate the GHG inventory of the road project and to find out GHG reduction opportunities. Murbad-Ahmednagar State Highway projects which are constructed & operated by ABL are considered during this study. GHG Protocol Corporate Standard was used to quantify GHG inventory. During study it is observed that the Scope 2 emissions are very negligible compared to scope 1 emissions due to use of fossil fuels which mostly consist of various machineries and vehicles used in construction and operation activities.
Keywords: Greenhouse Gas Emission, Road Construction, Climate Change, 1. Introduction
Global warming is the ‘talk of the town’ in this century, with its detrimental effects already being brought to limelight by the recurring events of massive floods, annihilating droughts and ravaging cyclones throughout the globe. Green House effect is the phenomenon whereby the earth's atmosphere traps solar radiation, and is mediated by the presence in the atmosphere of gases such as carbon dioxide, water vapor, and methane that allow incoming sunlight to pass through, but absorb the heat radiated back from the earth's surface. Thus the Greenhouse gases (GHGs) provide a blanketing effect in the lower strata of the earth’s atmosphere, and this blanketing effect is being enhanced because of the human activities like burning of fossil fuels etc. Manmade activities such as burning fossil fuels release Greenhouse Gases (GHG) into the atmosphere (Cubasch, et al. 2013). Climate change may also have adverse health effects through causing infectious diseases, malnutrition, extreme weather-related injuries and fatalities (Haines, et al. 2006). Burning fossil fuels is the primary source of emitting this GHG and it accounts for 90% of the total CO2 emissions (JRC/PBL 2011). Vehicle operation
emissions stem from burning fossil fuels. Vehicle fossil fuel consumption has made transportation one of the main causes of CO2 emissions (IPCC 2007, EPA.GD 2013)
The term global warming is synonymous with Enhanced greenhouse effect, implying an increase in the amount of greenhouse gases in the earth’s atmosphere, leading to entrapment of more and more solar radiations, and thus increasing the overall temperature of the earth.
The affluence of societies can be related to the quality and reliability of the infrastructure on which the society is built. From an infrastructure utility perspective, roads are key to the success of all modern societies as they are used to transport people and to distribute consumer goods (Queiroz and Gautam 1992). As roadway infrastructure ages increase, maintenance and rehabilitation are required to ensure that the infrastructure maintains a minimum level of service that is safe for the motoring public and preferably providing an optimized end value of transport utility.
As a result of rising fuel prices, global warming and climate, much effort has been put on reducing the greenhouse gas emissions from the transport sector. In India, the transport sector emissions are reported from road transport, aviation, railways and navigation. In 2007, the transport sector emitted 142.04 million tons of CO2 eq. Road transport, being the dominant mode of transport in the country, emitted 87% of the total CO2
equivalent emissions from the transport sector. The aviation sector in comparison only emitted 7% of the total CO2 eq emissions. The rest were emitted by railways (5%) and navigation (1%) sectors. The bunker emissions
It is anticipated that over the next several years, developing countries in East Asia will be substantially expanding and restoring their extensive road networks. One result of these activities is increased GHG emissions. Reducing these emissions would significantly decrease the negative impacts related to these infrastructure works. There are several steps involved in road construction, which contribute to the generation and release of GHG emissions, beginning with site clearing, preparation of the sub-grade, production of construction materials (i.e. granular sub-base, base course, surfacing), site delivery, construction works, ongoing supervision, maintenance activities, etc. The aggregate GHG emissions for each project (phase, section, alignment) can be calculated depending on construction machinery and plants, local condition, and standard construction and maintenance practice in a country (The World Bank, November 2010).
1.1Objectives of Study
Carbon footprint, being a quantitative expression of GHG emissions from an activity supports in emission management and formulation of mitigation measures to reduce GHG emissions. Objective of the study is to calculate the GHG inventory of the road project and to find out GHG reduction opportunities.
2. DESCRIPTION OF STUDIED ROAD PROJECTS
Ashoka Buildcon Limited (ABL) is a renowned organization in the field of civil construction for more than 35 years. It designs, develops, constructs roads, bridges, industrial buildings, commercial complexes, production and sale of ready-mix concrete, operations and maintenance of road infrastructure projects, Power Infrastructure project. At 2015, turnover of ABL was rupees 1812.21 crores and Net worth of the company was rupees 1,727 crores It is ISO 9001:2008, ISO 14001:2004, OHSAS 18001:2007 and ISO 14064-2006 (for year 2009) certified organization.
Road construction projects which are constructed & operated by ABL are considered during this study. 2.1 Green House Gas Emission - Indian scenario
On 1 October 2015, India submitted its Intended Nationally Determined Contribution (INDC 2015), including the targets to lower the emissions intensity of GDP by 33% to 35% by 2030 below 2005 levels, to increase the share of non-fossil based power generation capacity to 40% of installed electric power capacity by 2030 (equivalent to 26–30% of generation in 2030), and to create an additional (cumulative) carbon sink of 2.5–3 GtCO2e through additional forest and tree cover by 2030. For 2020, India has earlier put forward a pledge to reduce the emissions intensity of GDP by 20% to 25% by 2020 below 2005 levels. The rating of the Indian INDC is “medium” (INDC, 2015).
2.2 Green House Gas Generation –Road Construction
Although road construction and use provides significant economic and social benefits, its environmental impact is of growing concern. Roads are one of the greatest greenhouse gas contributors, both directly through fossil energy consumed in mining, transporting, earthworks and paving work, plus the emissions from road use by vehicles. Globally, the distance covered by roads is more than 34 million km (International Road Federation 2010), nearly 90 times the distance from the Earth to the Moon. Each kilometre of road constructed requires large quantities of rock, concrete, asphalt and steel to be sourced, transported and placed. A typical two-lane bitumen road with an aggregate base can require up to 25,000 tonnes of material a kilometre, showing why aggregates are the most mined resource in the world. (The Future of Roads | Sustainable Built Environment Nov. 2011).
Estimate GHG emissions can provide a better understanding of how GHG emissions can be reduced. It can also help in benchmarking and comparisons of projects on a consistent basis. Carbon footprint, being a quantitative expression of GHG emissions from an activity helps in emission management and formulation of mitigation measures to reduce GHG emissions (Carbon Trust 2016).
3. MATERIALS AND METHODS
Currently there are various GHG emission quantification frameworks are available. Among these widely used and credible frameworks are:
i. Clean Development Mechanism (UNFCCC) ii. Voluntary Carbon Standard (VCS)
iii. GHG Protocol
For this study GHG emissions are calculated using GHG Protocol guidelines.
To help establishments prepare a GHG inventory that represents a true and fair account of their emissions, through the use of standardized approaches and principles
To reduce the costs of compiling a GHG inventory
To provide business with information that can be used to build an effective strategy to manage and reduce GHG emissions
To provide information that assists participation in voluntary and mandatory GHG programs
To increase consistency, reliability and transparency in GHG accounting and reporting among various companies and GHG programs.
3.1 Classification of GHG Emissions:
3.1.1 Direct GHG emissions or Scope 1 GHG emissions
Direct GHG emissions are also known as scope 1 emission. The emissions from company owned or operated assets such as machinery, equipment, or processes are included in scope 1 emissions. Therefore all the emissions happening from company owned vehicles, machinery, equipment, processes come under scope 1. Also emissions from such assets that are not owned by the company but operated by the company also come under scope 1 (with subject to account for fuel/electricity consumption). For example, if company hires a vehicle and pay for its fuel separately, then emissions from vehicles are categorized under scope 1 emission. Therefore, if company operates any asset and pays for its fossil fuel based fuel or responsible for process, the respective emissions are categorized under scope 1.
3.1.2 Direct GHG emissions at ABL:
a. Owned or operated by ABL such as vehicles, machineries, DG sets b. Not owned by ABL but fuel cost is borne by ABL such as rented vehicle
The direct GHG emissions are from fossil fuels such as Diesel All the emissions are calculated on actual basis.
The direct GHG sources at ABL are listed below according their operational boundary.
Sr. No
Direct GHG emission sources
Description
1. Vehicles (ABL owned/controlled)
All the vehicles owned/controlled by ABL are included in this category. For the reporting year, ABL has vehicles consumes fuels like Diesel, Petrol and LPG.
2. Construction machineries (ABL owned/controlled)
All the construction machineries owned/controlled by ABL are included in this category. For the reporting year, ABL has machineries such as excavators, dozers, grader, water pumps, concrete mixers, road pavers, cranes, etc. All these equipments consume Diesel as fuel.
3.1.3 Energy Indirect or Scope 2 GHG Emissions
Energy indirect GHG emissions are also called as scope 2 emissions. These emissions are associated with energy purchased by the facilities. The purchased energy could be electricity or steam or heat. The emission source could be outside of organizational boundary, but since the energy is used by facilities, the associated emissions are calculated and categorized as scope 2 emissions.
Energy indirect emissions at ABL: ABL purchase grid electricity supplied by various state electricity distribution companies across its operation in various states of India. All of ABL’s facilities across its business divisions have separate meters to measure electricity consumption. Therefore, facility wise scope 2 GHG emissions have been recorded.
3.2 GHG Quantification Methodology:
The majority of ABL’s GHG sources are of mobile and stationary types that consume fossil fuels such as petrol and purchased electricity. To minimize the uncertainty and improve the consistency and accuracy, selected methodology for GHG quantification is GHG activity data multiplied by GHG emission or removal factors.
GHG emission = GHG Activity data X GHG emission factor
3.2.1 Selection and Collection of GHG Activity Data:
Following steps are followed to select and collect GHG activity data:
1) Based on the GHG sources and sinks as listed in GHG sources list, relevant GHG activity data has been identified which is required under the chosen GHG quantification methodology.
4) GHG activity data collection, storage and reporting procedures for un-captured GHG activity data have been developed (wherever such data was not available) as per the selected quantification methodology. All GHG activity data has been collected and maintained as per the IMS. All fuel consumption data has been captured in the lob books and reported in “Monthly Reconciliation Reports” to the senior management and finance department. Purchased electricity data has been captured as Monthly Electricity Bills issued by State Utilities.
Sr. No
GHG source type
Activity data Source Frequency of
collection
1 Vehicle/
Machineries Fuel consumption
Log books Maintained at Each
Site, fuel reconciliation sheet Continuous
2 Purchased electricity
Electricity consumption
Electricity bills received from respective state government electricity distribution company
Continuous
3.2.2 Selection and Development of GHG Emission Factors:
As per the UNFCCC, an emission factor is defined as the average emission rate of a given GHG for a given source, comparative to units of activity. GHG emission factor is needed to calculate GHG emission from different sources and plan an important role in GHG inventory. ISO 14064-1, Clause 2.7 defines greenhouse gas emission or removal factor is relating activity data to GHG emissions or removals.
GHG emission and removal factors that are used in ABL’s GHG inventory are derived from a recognized origin, are appropriate for the GHG source concerned, are current at the time of quantification, it takes account of quantification uncertainty and are calculated in a manner intended to yield precise and reproducible results, and are consistent with the intended use of the GHG inventory.
Various GHG emission sources use following fossil fuels and energy sources; 1. Petrol/Gasoline
2. Diesel
3. Grid electricity from North East West and North East (NEWNE) and Southern grid Development of carbon dioxide emission factors for fossil fuels
The above fossil fuel is used in mobile and stationary equipment. The formula for developing carbon emission factor for the fossil fuels is given below:
Emission factor (Kg CO2/Lit) = {Default carbon content * Oxidation factor * (44/12) * Default Net calorific value} * Fuel Density
Following table shows the emission factor calculations for each of the fuel: Fuel Type
(Litres)
Carbon Content in fuel (kg CO2/TJ)
Net Calorific Value (TJ/Gg)
Oxidation Factor
Fuel Density in India (Kg/Litre)
CO2 emission factor (Kg/Litre)
Diesel 74100 43.3 1 0.85 2.7272505
Petrol 69300 44.8 1 0.78 2.4216192
3.2.3. GHG emission factor for electricity consumption:
Emission factor for electricity consumption is taken from CEA data base of Central Electricity Authority of India. The Indian electricity system is divided into two grids, the Integrated Northern, Eastern, Western, and North-Eastern regional grids (NEWNE) and the Southern Grid. Each grid covers several states.
The database is an official publication of the Government of India for the purpose of CDM baselines. It is based on the most recent data available with the Central Electricity Authority.
4. RESULT AND DISCUSSION 4.1 Quantification of GHG Emissions
Green House Gas (GHG) accounting has been done using guidelines mentioned in the GHG protocol. The GHG quantification is done by GHG activity data is multiplied by the relevant GHG emission/removal factors. GHG Emissions are calculated for the calendar year 2015 i.e. from January 2015 to December 2015. Values are taken from daily/monthly logbooks for fuel consumptions which are available at site/head office. GHG emissions from electricity consumption are calculated by taking values of GHG emissions
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4.2 Default Factors Used in GHG Emission Calculations:
Carbon Emission Factors for fuels
Carbon Emission Factors
Diesel 2.727 Petrol 2.422 LPG 1.574 Grid Emission Factors:
Grid Region Emission factor
NEWNE 0.84 SOUTHERN 0.9 5. SUMMARY AND CONCLUSION
5.1 Comparative Summary of GHG Emissions:
Summarised monthly GHG emissions from mobile & stationary sources (scope 1) and scope 2 i.e. electricity consumption are given in below table.
MARP NH-222/Road Project
Month (2015)
CO2 emissions from the Sources in Tonnes
CO2 emissions under scope 1 in
Tonnes
CO2 emissions under scope 2 in Tonnes
Mobile Stationary
January 86.912 10.963 97.875 0.914
February 111.597 21.246 132.843 1.028
March 122.818 33.174 155.992 0.836
April 156.784 30.076 186.860 0.830
May 166.945 37.090 204.034 0.777
June 278.436 41.737 320.172 0.786
July 221.961 39.247 261.208 0.802
August 224.304 45.162 269.466 0.788
September 230.655 37.368 268.023 0.881
October 241.114 42.874 283.988 0.985
November 225.300 38.931 264.230 0.613
December 271.538 41.543 313.081 0.638
scope 1 scope 2
Annual CO2 emission in tonnes 2757.77 9.88
GHG Emission: Mobile Sources versus stationary sources
From above chart can be concluded that the GHG emissions in the excavation, transport and other activities wherein vehicles are used contributes significantly than stationary sources like DG sets etc.
It is noted to be that in the road construction heavy machineries are used which consumes high quantity of fuel. Further, still some old machineries like road roller, excavators and pavers which are less efficient and consume more fuel.
6. GHG Emissions Reduction Initiatives
6.1 Hot Mix Plant (HMP) Plant - new technology:
AshokaBuildcon Limited has studied all Environmental friendly parameters of HMP and identified new energy efficient machine in its Hot Mix Plant (HMP). Hot mix asphalt has been used for ages to build roads and currently is the most ideal solution in terms of costs, energy savings and ease for building reliable and comfortable highways.
On 10th March 2013, AshokaBuildcon Limited has made investment in Marini make asphalt plant which is considered as world’s most energy efficient and environment friendly asphalt mix production technology. Ashoka’sMarini plant enabled the company to produce a wide range of mixes including recycling capabilities (more efficient than the conventional technology). This system helps to reduce carbon emissions up to 25% than the conventional technology. Following tables explains carbon emission reduction achieved thorough Marini’s technology.
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Annual
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scope 2
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Diesel Consumption for year 2015 by HM Plants:
Facility Plants- Hot Mix Plant
Marini Apollo Speco (old) Speco (New)
Total BM Quantity required for 1KM Road Construction ( 13m wide 50mm thick)
1625 MT 1625 MT 1625 MT 1625 MT
Diesel consumption for 1 MT of BM* 4.1lit/MT 6.2 lit/MT 5.8 lit/MT 4.1 lit/MT Diesel consumption for 1 KM road
construction (In Lit)
6,825 9,750 9,750 7,312
Resulting CO2 emissions (in Kg) 15,506 22,152 22,152 16,614 CO2 emissions intensity for 1 KM of road
construction (t CO2 e per KM of road)
(Rounded off) 16 22 22 17
7. Conclusion
From the study it is evident that the major contributors for GHG emissions are heavy machineries which are used in the road construction. Further, maintenance of machineries and vehicles reduces the GHG emission. GHG emissions from these machineries and vehicles can prove ready reckoner for identification of inefficient machineries and vehicles. Moreover, selection of highly advanced energy efficient hot mix plants also emits less GHG and proves more beneficial in terms of economical aspects.
8. References
[1] Queiroz, C. and Gautam, S. 1992. Road Infrastructure and Economic Development: Some Diagnostic Indicators. The World Bank
Policy Research Working Paper Series, Washington, DC.
[2] India: Greenhouse Gas Emissions 2007, Ministry of Environment and Forests, Government of India, May 2010.
[3] Russell Kenley& Toby Harfield, 2011 Greening Procurement Of Infrastructure Construction: Optimising Mass-Haul Operations To
Reduce Greenhouse Gas Emissions; Proceedings of the CIB W78-W102 2011: International Conference –Sophia Antipolis, France, 26-28 October - http://2011-cibw078-w102.cstb.fr/papers/Paper-128.pdf
[4] Introduction to Greenhouse Gas Emissions in Road Construction and Rehabilitation: Executive Summary November 2010, The World
Bank.
[5] INDC, http://climateactiontracker.org/countries/india.html
[6] Carbon Trust (2016). Carbon footprint Management guide, The Carbon Trust, London, UK. Available online at
https://www.carbontrust.com/media/591571/ctv043-carbon-footprinting.pdf accessed on 10 May 2016.
[7] The Future of Roads | Sustainable Built Environment Nov. 2011National Research Centre (SBEnrc) Briefing Report’
[8] International Road Federation (2010) ‘World Road Statistics 2010, Data 2003–2008’, World Road Statistics WBS2010, IRF, Geneva.
[9] Cubasch, U, D Wuebbles, D Chen, M C Facchini, D Frame, N Mahowald, and J G Winther. 2013. Introduction. In: Climate Change
2013: The Physical Science Basis. Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Stocker, T.F., D. Qin, G.-K. Plattner, M. Tignor, S.K. Allen, J. 116 Boschung, A. Nauels, Y. Xia, V. Bex and P.M. Midgley (eds.)], Cambridge, United Kingdom and New York, NY, USA: Cambridge University Press.
[10] Haines, A, R S Kovats, D Campbell-Lendrum, and C Corvalan. 2006. "Climate change and human health: Impacts, vulnerability and
public health." The Royal Institute of Public Health, Elsevier 120: 585–596.
[11] JRC/PBL. 2011. "Emission Database for Global Atmospheric Research (EDGAR) v4.2." European Union. 11. 18 July 2013,
http://edgar.jrc.ec.europa.eu/overview.php?v=42.
