## 4 Results and Discussion
### Maintenance  
The impacts due to the single wear layer rehabilitation are listed in Table 12, while the impacts of the wear and binder layer rehabilitation are listed in Table 13. \begin{table}
\begin{tabular}{l c c c} \hline \hline \multirow{2}{*}{**Sub-Phase**} & **CED** & **AD—Fossil** & **Climate Change** \\  & **[MJ/km]** & **Fuels [MJ/km]** & **[kg CO\({}_{2}\)-Eq/km]** \\ \hline Dismantling & 6534 & 6505 & 423 \\ \hline Installation and paving & 57,693 & 57,436 & 3739 \\ \hline Transport (construction materials and WPT components) & 134,406 & 132,970 & 8404 \\ \hline Transport (equipment) & 10,191 & 10,081 & 636 \\ \hline HMA production & 3,149,172 & 3,002,414 & 44,484 \\ \hline WPT production & 1,470,084 & 1,184,449 & 99,834 \\ \hline Bituminous emulsion production & 61,226 & 59,177 & 480 \\ \hline Concrete production & 72,386 & 67,544 & 10,316 \\ \hline Total & 4,961,692 & 4,520,576 & 168,317 \\ \hline \hline \end{tabular}
\end{table} 
Table 11: The impacts of the e-road construction per functional unit, i.e., per 1 km. \begin{table}
\begin{tabular}{l c c c} \hline \hline \multirow{2}{*}{**Sub-Phase**} & **CED [MJ/km]** & **AD—Fossil** & **Climate Change** \\  & **Fuels [MJ/km]** & **[kg CO\({}_{2}\)-Eq/km]** \\ \hline Transport (asphalt and bituminous emulsion) & 59,130 & 58,493 & 3692 \\ \hline Wear layer dismantling & 4533 & 4513 & 294 \\ \hline Wear layer repaving—machinery & 48,078 & 47,864 & 3116 \\ \hline HMA production & 1,626,194 & 1,550,409 & 22,971 \\ \hline Bituminous emulsion production & 61,226 & 59,177 & 480 \\ \hline Transport (machinery) & 8261 & 8172 & 516 \\ \hline Total & 1,807,422 & 1,728,628 & 31,069 \\ \hline \hline \end{tabular}
\end{table} 
Table 12: The impacts of the wear layer rehabilitation. Figure 6: The e-road materials and components: Impacts and weights per km. The impacts of 1 km of e-road are reported in Table 14 assuming eight wear layer rehabilitations during its lifetime (20 years). The impact percentages are presented in Figure 7, divided per phase and sub-phase. The three impact categories follow the same trend. This is no surprise considering the close correlation between CED, fossil fuels and CO\({}_{2}\) in the current production systems. The wear layer rehabilitation is the most relevant phase, because of the frequent occurrence of wear layer rehabilitations during the life cycle of an e-road. Asphalt production presents higher impacts for CED and HMA than climate change. CED and AD--fossil fuels include feedstock energy, while feedstock energy has no effect on climate change. \begin{table}
\begin{tabular}{l c c c} \hline \hline
**Sub-Phase** & **CED [M]/km** & \
\begin{tabular}{c} **AD—Fossil** \\ **Fuels [M]/km** \\ \end{tabular} &
\begin{tabular}{c} **Climate Change** \\ **[kg CO\({}_{2}\)-Eq/km]** \\ \end{tabular} \\ \hline Transport (asphalt and bituminous emulsion) & 113,046 & 113,042 & 7136 \\ \hline Wear and binder layer dismantling & 7650 & 7649 & 498 \\ \hline Wear and binder layer repaving—machinery & 57,421 & 57,420 & 3738 \\ \hline HMA production & 3,003,115 & 3,002,413 & 44,484 \\ \hline Bituminous emulsion production & 59,178 & 59,177 & 480 \\ \hline Transports (machinery) & 10,752 & 10,752 & 679 \\ \hline Total & 3,251,162 & 3,250,453 & 57,014 \\ \hline \hline \end{tabular}
\end{table} 
Table 13: The impacts of the wear and binder layer rehabilitation. \begin{table}
\begin{tabular}{l c c c} \hline \hline
**Phase** & **CED [M]/km** & \
\begin{tabular}{c} **AD—Fossil** \\ **Fuels [M]/km** \\ \end{tabular} &
\begin{tabular}{c} **Climate Change** \\ **[kg CO\({}_{2}\)-Eq/km]** \\ \end{tabular} \\ \hline E-road construction & 4,961,692 & 4,520,576 & 168,317 \\ \hline Wear Layer Rehabilitation (every 2 years) & 14,459,377 & 13,829,023 & 248,551 \\ \hline Wear and Binder Layer Rehabilitation & 3,251,162 & 3,250,453 & 57,014 \\ \hline Total & 22,672,230 & 21,600,052 & 473,882 \\ \hline \hline \end{tabular}
\end{table} 
Table 14: The impacts of an e-road construction and maintenance for a lifetime of 20 years.