## 3 Life Cycle Inventory
### Maintenance  
The maintenance phase may contribute significantly to the overall environmental impact [44]. In the case of an e-road, the introduction of the WPT system, within an existing infrastructure, could result in structural issues [56; 57; 58]. [PERSON] et al. [47] performed a long-term fatigue analysis to understand the possible structural effects of the introduction of a charging system into a road. In their paper, they presented a recursive procedure for the estimation of the lifetime of an e-road. This model was adapted to our needs. They fixed the time horizon as 20 years and determined the frequency of the rehabilitation of the wear and binder layers in order to prevent cracking. The obtained results require wear rehabilitation every 25 months. This leads to eight wear rehabilitation during the life time of the e-road, as one rehabilitation is substituted by the wider \"wear and binder layer rehabilitation\" (at least once during the lifetime of the infrastructure, the entire asphalt layer, i.e., wear and binder, must be replaced) and one is avoided due to the final disposal of the road at the end of its life. The fatigue endurance of the concrete boxes where the coils are embedded is greater than 20 years, according to [PERSON] et al. [47], therefore no replacement of these components was considered during the lifetime of the e-road. The emissions from equipment, material production (asphalt and bitumen) and the transportation of materials and equipment to the construction site are considered in this phase. The activities related to wear rehabilitation are similar to those of traditional roads, although some precaution must be taken due to the presence of the WPT equipment. The activities in the central area of the lane should be conducted with machines that are able to do fine milling, so as not to damage the coils embedded in the concrete boxes, while standard machines may be used for the remaining area. The consumptions of the equipment were calculated in a similar way as the construction process and are reported in Table 7.  
A high uncertainty exists related to the duration of the components and to the frequency of the maintenance. The fatigue duration of the various components of an e-road is subject to several uncertainties and should be evaluated only after the collection of a considerable amount of real data. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Machinery** & **Operation** & **Characteristics** & **Fuel Consumption** \\ \hline \begin{tabular}{c} Milling \\ machine \\ \end{tabular} & Removal of the wear and binder layers & Milling width 2 m; Weight 28.9 t. \\ \begin{tabular}{c} Weight \\ kW, \\ consumption \\ speed 2.5 km/h \\ \end{tabular} & \begin{tabular}{c} 111.33 kg/km \\ \end{tabular} \\ \hline \begin{tabular}{c} Sweeping \\ machine \\ \end{tabular} & Debris removal & Weight 1.8 t, nominal power 205 kW, sweeping width 4 m average consumption 15 L/h, sweeping speed 2.5 km/h \\ \hline \begin{tabular}{c} Paver \\ \end{tabular} & Wear asphalt deposition & operating width of 3.75 m, power 130 kW weight 19 t, 1028.8 m\({}^{2}\)/h hourly, fuel consumption 23.2 L/h \\ \hline \begin{tabular}{c} Roller \\ \end{tabular} & \begin{tabular}{c} Compacting binder \\ Compacting wear layer \\ \end{tabular} & \begin{tabular}{c} Weight 12.5 t; Roller width 2 m; \\ Nominal Power 100 kW; Speed \\ 0.27 km/h; Fuel consumption 21.2 \\ L/h. Passages: 6 \\ \end{tabular} & \begin{tabular}{c} 69 kg/km 29.4 kg/km \\ \end{tabular} \\ \hline \begin{tabular}{c} Emulsion \\ sprayer \\ \end{tabular} & \begin{tabular}{c} Spraying of a bituminous \\ emulsion between the \\ wear and binder layers \\ \end{tabular} & \
\begin{tabular}{c} 265 kW power, operation width 4 \\ m operating speed 20 km/h. fuel consumption 8.3 L/h \\ \end{tabular} &
\begin{tabular}{c} 0.346 kg/km \\ \end{tabular} \\ \hline \hline \end{tabular}
\end{table} 
Table 6: The technical data of the considered machines.