Transportation access was important element on regional development which have consequence on the environment degradation. This issues driving the land conversion, an exploitation of natural resources and pollution. This research was conducted to estimate the carbondioxides emission (CO2) on a road construction process. The data collects with bottom up approaches from 16 locations of road construction in Central Java which represents 2 pavement types (flexible and rigid). The GHG emission estimated with a conversion of fuel consumption (IPCC Method). The estimation result was analyze with a qualitative and quantitative method. An estimation generated the CO2 emission of flexible pavement was 261,91 ton CO2 similar with 21,84 kgCO2/m3 while a rigid pavement produces 149,22 ton CO2 similar with 7,44 kgCO2/m3. The manufacture process became a stages with largest contributor on the CO2 emission. According to the result, a rigid pavement was an environmentally friendly method to reduces GHG emission on road construction with a distribution stages plays an important role as key categories.

1. http://www.iaeme.com/IJCIET/index.asp 1066 editor@iaeme.com
International Journal of Civil Engineering and Technology (IJCIET)
Volume 10, Issue 01, January 2019, pp. 1066–1073, Article ID: IJCIET_10_01_098
Available online at http://www.iaeme.com/ijciet/issues.asp?JType=IJCIET&VType=10&IType=1
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
©IAEME Publication Scopus Indexed
THE INVENTORIES OF CARBONDIOXIDES
EMISSION FROM DIFFERENT PAVEMENT
TYPE ON THE ROAD CONSTRUCTION
Setiyo Daru Cahyono
Environmental Science Postgraduate Program Sebelas Maret University, Surakarta, Indonesia
Sobriyah
Lecturer of Civil Engineering Department of Sebelas Maret University, Surakarta, Indonesia
Ary Setyawan
Lecturer of Civil Engineering Department of Sebelas Maret University, Surakarta, Indonesia
Prabang Setyono
Lecturer of Environmental Science Postgraduate Program Sebelas Maret University,
Surakarta, Indonesia
ABSTRACT
Transportation access was important element on regional development which have
consequence on the environment degradation. This issues driving the land conversion,
an exploitation of natural resources and pollution. This research was conducted to
estimate the carbondioxides emission (CO2) on a road construction process. The data
collects with bottom up approaches from 16 locations of road construction in Central
Java which represents 2 pavement types (flexible and rigid). The GHG emission
estimated with a conversion of fuel consumption (IPCC Method). The estimation result
was analyze with a qualitative and quantitative method. An estimation generated the
CO2 emission of flexible pavement was 261,91 ton CO2 similar with 21,84 kgCO2/m3
while a rigid pavement produces 149,22 ton CO2 similar with 7,44 kgCO2/m3
. The
manufacture process became a stages with largest contributor on the CO2 emission.
According to the result, a rigid pavement was an environmentally friendly method to
reduces GHG emission on road construction with a distribution stages plays an
important role as key categories.
Key words: Road construction, Rigid pavement, Flexible pavement, Emission
Cite this Article: Setiyo Daru Cahyono, Sobriyah, Ary Setyawan, Prabang Setyono,
The Inventories of Carbondioxides Emission from Different Pavement Type on the
Road Construction, International Journal of Civil Engineering and Technology
(IJCIET) 10(1), 2018, pp. 1066–1073.
http://www.iaeme.com/IJCIET/issues.asp?JType=IJCIET&VType=10&IType=1

2. Setiyo Daru Cahyono, Sobriyah, Ary Setyawan, Prabang Setyono
http://www.iaeme.com/IJCIET/index.asp 1067 editor@iaeme.com
1. INTRODUCTION
The Organization for Economic Cooperation and Development (OECD) launched a strategic
action plan to cope with environmental problem on the scopes of sustainable development.
The substances of action plans was a limitation of the industrial effects on climate change and
optimizing a management of natural resources [1]. The United States Environmental
Protection Agency (USEPA) obtain that 1,7 % CO2 emission produced from construction
sector, represented 6 % emission of CO2 from the industrial sector [2]. For 3,2 miles of road
were producing 18,65 tonnes of CO2 [3]. In Indonesia, the assumption of energy used on road
construction process reaches 3,35 million GJ which potentially emitting a 0,245 million tons
greenhouse gases [4].
A road construction as the biggest contributor of greenhouse gases (GHG) emission.
Similar research document determines a largest emission was produced on the stage of a
material production [5]. On the period of 2009-2019, the road construction sector was
predicted to produce an amount of 29,94 million tons CO2. This amount especially
contributed by the construction of a new highway road. Based on road categories, emission of
road construction in Indonesia was contributed by 39% from national road, 24% from
pavement local road, 20% from highway road and 17% from provincial road [6].
Road construction and their maintenance get a great demand in a national scopes,
especially on the budget fund. However, the practice of a road design and construction was
not always holistically designed to cope with environmental effects. Reduction concept of an
environmental effects was frequently overlooked due to the three major issues : lack of
understanding on the complexity of sustainable ecosystem, a decision that goes beyond the
policy or a conventional assumption and a failure to understand the human limit in natural
resources management [7].
The greenroads development was a part of a sustainable development vision, including in
Indonesia. Greenroads defined as road projects designed and constructed to a level of
sustainable which substantially better than a previous similar activity [8]. A sustainable road
should be : constructed to reduce environmental effects and designed to optimizing a
harmony, had a resistance to pressure which possibly face in a long operational period and an
ability to adapt to the changes of usage trends [9].
Major effect of GHG emission was climate change. Related to this effects, every
communities and regions would receiving difference intensity, affected by mitigation ability
and a previous condition on specific environment [10]. Carbon dioxides was an entropy of the
complete combustion. This gasses would be produced by all anthropogenic and natural
activities [11]. The GHG cycle in atmosphere almost could not be predicted, could not be
damaged in a long time and just change to other formation. Globally, main contributor CO2
was fossil fuels consumption (app. 80%). Based on the type of fuels, the major contributor
was coals, followed by petroleum and natural gasses [12].
Carbon dioxide was a key indicator on a sustainability assessment and environmental
impacts of road construction [13]. USEPA placing CO2 as a GHG with the highest risk [2].
The carbondioxides was an entropy of a complete combustion with the majority produced by
an anthropogenic [11]. The IPCC describing different effects of GHG emission depends on
the mitigation ability and an initial condition on environment [10].
Major challenge to cope environmental effect of road construction was fuels consumption
and exploitation of mineral materials. Local research on Central Java uncovers that the energy
consumption was largest GHG emission contributor on production proccess of asphalt
mixture [14]. This values indicating a large amount consumption in both of energy usage and
mineral material in this procces.

3. The Inventories of Carbondioxides Emission from Different Pavement Type on the Road Construction
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Emission inventory (EI) was one of estimating method which utilizing a calculation approach.
The EI would be appearing an official value of emission which released to atmosphere on the
specific sources and period [15]. The EI used as a basic data of the air quality modelling in
according to an emission potency on different activities, a spatial distribution and an
identification of a potential reduction plan [16].
The environmentally friendly construction of road became an urgent action on sustainable
development considering a needs of accessibility, exploitation of mineral materials and
especially on fuels consumption. This research focussing to Province of Central Java which
analysis of an emission on road construction still rarely done. The objectives of this research
was : (1) estimating the emission value of road construction in various type of pavement
(rigid and flexible) (2) assesing the difference effect of emission affected by difference type
of pavement, and (3) determining the low emission pavement.
2. MATERIAL AND METHOD
This research was estimate the carbondioxides emission of road construction in the Province
of Central Java which represent two type of pavement (rigid and flexible) with each type of
pavement represents by 9 locations. The activity data was collected at October 2014 –
September 2015.
Table 1 Research Locations
No
Flexible Pavement Rigid Pavement
Road construction
sites
Volume
(m³)
Length
(km)
Road construction
sites
Volume
(m³)
Length
(km)
1 Temanggung-Kaloran 403 15 Bantarbolang-Kesesi 3591 40
2 Purwodadi-Wirosari 1080 35 Kutoarjo-Bruno 180 40
3 Pati-Tayu 1260 25 Cawas-Watukelir 1692 NA
4 Lemahbang-
Kalibening 945 35 Sungkono, Purbalingga 2475 30
5
Morongso-Sirampok 1125 8,5
Ketanggungan-
Songgom 5468 30
6 Salatiga-Ngablak 2250 20 Lingkar Selatan Pati 1800 30,4
7 Wanayasa-Batur 1114 20 Demak-Godong 1701 40
8 Cemorosewu 3816 57,5 Godong-Purwodadi 3141 35
2.1. Data Collection
Activity data approaches a bottom up method which collects directly from the research
objects using a questionnare sheet. This data including a value of fuel consumption in every
construction stage (manufacture, distribution and layering). Emission factor was cited from
The Guidelines of National Greenhouse Gas Inventory [17].
2.2. Data Analysis
This research applying a descriptive quantitative and qualitative method. Quantitative analysis
conducted by emission calculation on road construction and also to determine the differences
of emission between a pavement variation.
2.2.1. Emission calculation
The emission estimated with the standard formula below. Unit of final emission values was
tonne/year. An activity data was the calorific value of fuel which convert from the total fuel
consumption in each stages of construction.
AD = FC x NCV (1)
E = AD x ef (2)

4. Setiyo Daru Cahyono, Sobriyah, Ary Setyawan, Prabang Setyono
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With
E : Total emission value (tonne/year)
AD : Data activity (GJ/year)
ef : Emission factors
FC : Fuel consumption (l)
NCV : Net calorific value (GJ/l)
The emission factors was cited from The IPCC Guidelines [17], especially from Volume 2
(Energy) Chapter II (stationary combustion) and Chapter III (mobile combustion). Emission
calculation in this research was utilizing a Tier I approaches as effect of limitation on the
activity data. A diesel oil was only fuel type utilize in the road construction on Central Java,
based on the survey. Detail on emission factor and net calorific value was shown below.
Table 2 Emission Factors and Net Calorific Value
No Fuel type
Emission factor
(Kg/TJ)
Net calorific value (GJ/l)
1 Diesel oil 74100 0,0387
2.2.2. Correlation analysis
The correlation analysis conducted to measure a relation between fuel consumption and
volume on road construction. It gives an additional description in the analysis. The correlation
test conducted by IBM SPSS software with a significant level was 0,05 (confidence level
95%).
2.2.3. Analysis of emission difference between various type of pavement
This research divide a road construction into the type of pavement : rigid and flexible. They
produces a different emission values and character. Difference analysis calculated on the
deviation of emission between a pavement type. The analysis of independent sample t test
were conducted to substantiate the result with showing a significant difference between
emission value toward the variation of pavement.
3. RESULT AND DISCUSSION
3.1. Emission Estimation Based on Pavement Type
A sustainable development was an implementation of a welfare growth without ignoring an
environmental rights. Sustainable development was a meeting point between a conservation
interest and an infrastructures needs to solving a problems related to the population growth
and urbanization [18]. Indonesia was third largest GHG contributors in the world. In the other
sides, Indonesia was a country with a strongly will to reduce GHG with a reduction target was
26% just before 2030 [19]. The main GHG contributors was a forestry (2563 MtCO2), an
energy consumption (275MtCO2) and an agriculture (141 MtCO2).
Road construction was a part of a gradual industrial process. These activities involving
various raw materials and fuel consumption. Cycle of road construction started from
exploration and exploitation of raw materials through the mining mechanism. Layering stage
was the final process of road construction. Generally, the cycle of road construction could be
categorized into three major stages : manufacturing, transportation and construction (laying).
The difference in energy consumption would happen on a variation of pavement. Emission on
road construction was consequence of the energy use which produces as entrophy. The data
activity from bottom up survey was shown below.

5. The Inventories of Carbondioxides Emission from Different Pavement Type on the Road Construction
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Table 3 Data Activity
N
o
Flexible Pavement Rigid pavement
Road construction
sites
Fuel
consumption (l)
Road construction
sites
Fuel consumption
(l)
1 Temanggung-Kaloran 2822,197 Bantarbolang-Kesesi 17674,78
2 Purwodadi-Wirosari 8300,501 Kutoarjo-Bruno 885,95
3 Pati-Tayu 8931,332 Cawas-Watukelir 2933,05
4 Lemahbang-Kalibening 7208,535 Sungkono, Purbalingga 10208,99
5 Morongso-Sirampok 7127,985 Ketanggungan- Songgom 22554,66
6 Salatiga-Ngablak 15652,5 Lingkar Selatan Pati 7482,12
7 Wanayasa-Batur 7699,023 Demak-Godong 8372,27
8 Cemorosewu 33589,48 Godong-Purwodadi 14208,02
The fuel type of road construction in Central Java was only a diesel oil. Overall, the road
construction in Central Java at 2015 consumed 175,65 kL of fuels. A rigid pavement
consumed 14,21 kL, similar with 4,1 l/m3
. Meanwhile, a flexible pavement consumed 33,59
kL/m3
, similar with 7,62 l/m3
. Based on location, the Cemorosewu sites was largest fuel
consumer on a flexible pavement while the Ketanggungan-Songgom route was largest on a
rigid pavement. A correlation test between fuel consumption and volume shows a stronger
positive value on flexible pavement (r = 0,991) than rigid pavement (r = 0,965).
Carbondioxides emission estimated based on fuel consumption with applying formula (2).
The result shown in the table below.
Table 4 Estimation of Carbondioxides (CO2) Emission
N
o
Flexible pavement Rigid pavement
Road
costruction sites
Total
emission
(kgCO2)
Average
emission
(kgCO2/
m3
)
Road
costruction
sites
Total
emission
(kgCO2)
Average
emission
(kgCO2/
m3
)
1 Temanggung-
Kaloran
8093,13 20,08221
Bantarbolang-
Kesesi
29300,92 8,159543
2 Purwodadi-Wirosari 23803,10 22,03991 Kutoarjo-Bruno 1468,718 8,159543
3
Pati-Tayu
25612,11 20,32707
Cawas-
Watukelir
8411,033 4,97106
4 Lemahbang-
Kalibening
20671,70 21,87481
Sungkono,
Purbalingga
18221,99 7,362422
5 Morongso-
Sirampok
20440,71 18,16952
Ketanggungan-
Songgom
40257,72 7,362422
6 Salatiga-Ngablak 44886,20 19,94942 Lingkar Selatan
Pati
13309,7
5
7,394307
7 Wanayasa-Batur 22078,26 19,8189 Demak-Godong 13879,38 8,159543
8 Cemorosewu 96323,54 25,24202
Godong-Purwodadi
24377,2
5
7,760982
An emission were equal with fuel consumption which a larger consumer produces larger
emission. Flexible pavement produces larger emission than rigid pavement. A flexible method
produced 261908,75 kgCO2, similar with 21,84 kgCO2/m3
. This value had a difference 14,39
kgCO2/m3
when compared with an emission of rigid pavement. It means a rigid pavement
gives more enviromentally friendly aspect on road construction than flexible based on the
emission product and also fuel effieciency. A difference test resulted that emission between a
flexible and a rigid pavement had a significant gap (sig 0,00).

6. Setiyo Daru Cahyono, Sobriyah, Ary Setyawan, Prabang Setyono
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3.2. Emission Estimation Based on the Road Construction Stages
A research on Cemorosewu [14] found that a manufacture stage produces largest emission
than other stages in road construction. Study on asphalt pavement emission [20] also
determined a manufacture stages as a largest CO2 emitter. This condition especially
contributed by asphalt mixing process (54%).
Figure 1 A Composition of emission on the road contruction stages between a flexible (left) and rigid (right) pavement
This research found an equal trend with previously study which observe a manufacture
stage as the largest CO2 contributor. Manufacture CO2 emission reaches 13,53 kgCO2/m3
in
flexible pavement (62%) and 3,05 kgCO2/m3
in rigid pavement (40%). The results show a
significant difference on fuel consumption and also emission between an asphalt (flexible
material) and concrete (rigid material) production. This value generated from energy use
based on fuel consumption. Second largest emission came from a distribution stages.
Advanced calculation using average value of emission in each construction sites displays
a relatively equal value on manufacture stage. A similar condition found on distribution and
layering stages of rigid pavement. It means the distribution and layering stages was a key
categories of emission in flexible pavement. A different emission on distribution stage of
flexible pavement produces by various lenght of transport and also load capacity. This
research indicated a long distance travel of material on a flexible pavement. Meanwhile, a
different emission on the layering stages was indicate a difference of mechanical instruments
efficiency on each construction sites.
Table 4 The Carbondioxides (CO2) Based on Construction Stage
N
o
Flexible pavement Rigid pavement
Road
construction
sites
Manu-
facture
(kgCO2/m
3
)
Distri-
bution
(kgCO2/m
3
)
Laye-
ring
(kgCO
2/m3
)
Road
construction
sites
Manu-
facture
(kgCO2/m
3
)
Distri-
bution
(kgCO2/m
3
)
Laye-
ring
(kgCO
2/m3
)
1 Temanggung-
Kaloran
13,51 2,32 4,25
Bantarbolang-
Kesesi
3,05 3,19 1,92
2 Purwodadi-
Wirosari
13,53 5,42 3,09
Kutoarjo-
Bruno
3,05 3,19 1,92
3 Pati-Tayu 13,53 3,87 2,93 Cawas-Watukelir 3,05 0,00 1,92
4 Lemahbang-
Kalibening
13,53 5,42 2,93
Sungkono,
Purbalingga
3,05 2,39 1,92
5 Morongso-
Sirampok
13,53 1,32 3,32
Ketanggungan-
Songgom
3,05 2,39 1,92
6 Salatiga-
Ngablak
13,53 3,10 3,32
Lingkar Selatan
Pati
3,05 2,42 1,92
7 Wanayasa-Batur 13,53 3,09 3,19 Demak-Godong 3,05 3,19 1,92
8 Cemorosewu 13,53 8,90 2,81 Godong-Purwodadi 3,05 2,79 1,92
62%
24%
14%
Manufacture Distribution Layering
40%
35%
25%
Manufacture Distribution Layering

7. The Inventories of Carbondioxides Emission from Different Pavement Type on the Road Construction
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3.2. Suggestion for emission reduction
The rigid pavement was a environmentally friendly method than the flexible pavement on a
road construction, based on emission from energy use. This research suggested a greater
proportion to apply a rigid pavement to reduce emission. The distribution process plays an
important role on CO2 emission products. Based on that fact, the government should gave
attention to reduce an energy consumption from the distribution process by : (1) shorten a
transportation mileage with construct a new material factory closer to construction site, or (2)
improve an efficiency on the transportation load with construct a shorten road between factory
and construction sites and new route of railway.
4. CONCLUSIONS
The emission reseach of road construction in Central Java generated the rigid pavement as a
more environmentally friendly method than the flexible pavement. Rigid pavement gives
carbondioxides emission -14,39 kgCO2/m3
lowest than the flexible. This calculation was
conducted based on fuel consumption. Based on the cnstruction stages, the largest
contributors of CO2 emission was a manufacture stages. This results was similar with
previously research. Based on research, the distribution stages was the key categories of
emission on road construction. An emission reduction should be done effectively by reducing
the fuel consumption on a transportation stage.
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