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<p>To reveal the regional differentiation characteristics of carbon emissions during the construction phase of expressways and to improve prediction accuracy, six typical expressway projects located in the plain, hilly, and mountainous regions of Anhui Province were selected as case studies. A carbon emission accounting model for the construction phase was established based on the life cycle assessment method, and the effects of the bridge-tunnel ratio, subproject structure, and material and energy consumption on carbon emission intensity were systematically analyzed. On this basis, a regional carbon emission prediction model was developed and optimized using data from 21 completed expressways across the province. The results indicate that carbon emission intensity exhibits a significant topographic gradient, with mountainous regions showing higher values than hilly regions, and hilly regions higher than plain regions. The maximum carbon emission intensity in mountainous projects reaches 5.27 × 10⁷ kg CO₂/km, which is 2.86 times that of plain regions. As terrain complexity increases, the carbon emission structure shifts from being dominated by subgrade engineering and interchange engineering to being dominated by structural engineering, such as bridges and tunnels. In mountainous regions, emissions from structural engineering account for more than 50% of the total emissions. At the material level, cement and steel are identified as the primary emission sources, jointly accounting for 78% of total emissions in mountainous projects, and demonstrating the highest sensitivity to variations in total emissions. The prediction results show that the baseline model using the bridge-tunnel ratio as a single variable achieves a coefficient of determination (<i>R²</i>) of 0.69. After incorporating material and energy consumption variables, the optimized XGBoost model improves the coefficient of determination to 0.9517, achieving high-accuracy prediction using only eight categories of material and energy consumption indicators. Based on the analytical results, differentiated emission reduction pathways are proposed. In mountainous regions, priority should be given to optimizing the design of tunnels and interchange engineering and controlling the intensity of high-carbon structural materials. In plain and hilly regions, emphasis should be placed on low-carbon design and construction optimization of bridge and culvert engineering and subgrade engineering. This study provides a data-driven basis for regional carbon emission prediction and emission reduction decision-making during the construction phase of expressways.</p>

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Regional variation and prediction model of carbon emissions in the highway construction stage

  • 期刊论文

  • 出版模式：

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  • 发表日期：

    2026年4月24日

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  • Yubin Zhang,
  • Chunhong Wang,
  • Shouzhong Feng,
  • Qing Ma,
  • Weixing Mao,
  • Haiyan Xu,
  • Zhigang Wu,
  • Dahai Yang

摘要

To reveal the regional differentiation characteristics of carbon emissions during the construction phase of expressways and to improve prediction accuracy, six typical expressway projects located in the plain, hilly, and mountainous regions of Anhui Province were selected as case studies. A carbon emission accounting model for the construction phase was established based on the life cycle assessment method, and the effects of the bridge-tunnel ratio, subproject structure, and material and energy consumption on carbon emission intensity were systematically analyzed. On this basis, a regional carbon emission prediction model was developed and optimized using data from 21 completed expressways across the province. The results indicate that carbon emission intensity exhibits a significant topographic gradient, with mountainous regions showing higher values than hilly regions, and hilly regions higher than plain regions. The maximum carbon emission intensity in mountainous projects reaches 5.27 × 10⁷ kg CO₂/km, which is 2.86 times that of plain regions. As terrain complexity increases, the carbon emission structure shifts from being dominated by subgrade engineering and interchange engineering to being dominated by structural engineering, such as bridges and tunnels. In mountainous regions, emissions from structural engineering account for more than 50% of the total emissions. At the material level, cement and steel are identified as the primary emission sources, jointly accounting for 78% of total emissions in mountainous projects, and demonstrating the highest sensitivity to variations in total emissions. The prediction results show that the baseline model using the bridge-tunnel ratio as a single variable achieves a coefficient of determination (R²) of 0.69. After incorporating material and energy consumption variables, the optimized XGBoost model improves the coefficient of determination to 0.9517, achieving high-accuracy prediction using only eight categories of material and energy consumption indicators. Based on the analytical results, differentiated emission reduction pathways are proposed. In mountainous regions, priority should be given to optimizing the design of tunnels and interchange engineering and controlling the intensity of high-carbon structural materials. In plain and hilly regions, emphasis should be placed on low-carbon design and construction optimization of bridge and culvert engineering and subgrade engineering. This study provides a data-driven basis for regional carbon emission prediction and emission reduction decision-making during the construction phase of expressways.