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The article deals with theoretical and practical aspects of introducing environmental road tax for motor vehicles registered in the Czech Republic. The article analyses requirements to be met by this type of tax and reviews its functions. Further it analyses practical aspects in the sense of existence of data that is needed for accomplishing the task to find an ideal form of environmental tax. Based on these foundations, the authors identified a suitable model of taxation of motor vehicles registered in 2000 and after. Another aim was finding proper variables as regards the need of calculation of theoretical emission data in motor vehicles registered in the Czech Republic before 2000. The proposed model is expected to use emission limits as declared in technical documentation of motor vehicles registered after 2000 and theoretical limits calculated by means of variables of engine capacity and time in older motor vehicles despite the fact that these variables provide explanation for the analysed emission effect just in case of 58% diesel engines, more precisely in case of 82% petrol engines.

Ambient noise harms a number of citizens in Europe. The major sources of environmental noise are that generated by cars in streets, parking lots, railway lines and airports as well as noise from local sources (fans, transformers). According to the methodology for noise measurement, engine testing has been carried out. The conducted analysis has been focused on engine capacity and the distance between vehicles and equipment. Equivalent, maximum and minimum sound levels at different frequencies have been measured accepting that errors may range up to 2 %. Maximum sound level has been reached using the engine of 2000 cm3 petrol capacity. At a half-meter distance, the equivalent sound level reaches 89 dB(A), whereas the noise level decreases moving away from the car. The obtained results of tested cars disclose that according to engine capacity, the majority of the investigated cars are technically faulty and therefore significantly exceed noise levels. Article in Lithuanian. Stovinčių lengvųjų automobilių keliamo triukšmo priklausomybės nuo variklio darbinio tūrio tyrimai Santrauka.Straipsnyje nagrinėjamas lengvųjų automobilių variklių skleidžiamas triukšmas bei jo poveikis aplinkai. Pateikiama triukšmo matavimo metodika ir eksperimentinis variklio sukelto triukšmo tyrimas. Ištirti penki automobiliai su skirtingais darbinio tūrio skirtingais atstumais varikliais: 1400 cm3 benzininis, 1500 cm3 dyzelinis, 1800 cm3 benzininis, 2000 cm3 benzininis ir 2500 cm3 dyzelinis. Variklio keliamo triukšmo tyrimas buvo atliktas, esant 1000 sūk./min., taip pat įvertinta, kurie automobiliai viršija leistinus triukšmo lygius. Buvo atlikti tyrimai esant 3000 sūk./min. (benzininiams varikliams) ir 3500 sūk./min. (dyzeliniams varikliams). Išmatuoti ekvivalentinis, maksimalus bei minimalus garso lygiai, taip pat garso lygiai, esant skirtingiems dažniams. Priimame prielaidą, kad paklaida gali svyruoti iki 2 %. Didžiausias garso lygis pasiektas 2000 cm3 benzininio variklio. Pusės metro atstumu ekvivalentinis garso lygis siekia 89 dB(A). Tolstant nuo automobilio, triukšmo lygis mažėja. Remiantis gautais rezultatais, galima daryti išvadą, kad vertinant pagal variklių darbinį tūrį daugelis tirtųjų automobilių yra techniškai netvarkingi ir stipriai viršija triukšmo lygius. Raktiniai žodžiai:automobiliai; variklis; darbinis tūris; triukšmo lygis

För att kunna uppskatta energianvändning och avgasutsläpp för vägtrafik på en regional eller nationell nivå krävs representativa emissionsfaktorer. Emissionsfaktorer kan uppskattas baserat på färdmotstånd. Färdmotstånd kan i sin tur uppskattas baserat på körmönster och fordonsparametrar. För uppskattning av fordonsparametrar krävs tillgång till fordonsdata. I datorprogrammet HBEFA, vilket används för uppskattning av vägtrafikens avgasutsläpp, indelas fordonsparken i kategorier. En sådan kategori är tunga lastbilar (HGV). Varje sådan kategori indelas i segment efter totalvikt (GVW). Fordonssegmenten indelas i Euroklasser vilka motsvarar klasser av årsmodeller. En ytterligare indelning är i lastbilar utan (RT) och med släp (TT). Därmed finns behov av fordonsdata per segment och Euroklass (cell). För varje segment och Euroklass finns en uppsättning med emissionsfaktorer. Emissionsfaktorer per Euroklass för HGV behandlas som varande oberoende av beräkningsår. Emissionsfaktorerna i HBEFA har beräknats med datorprogrammet PHEM. PHEM-beräkningarna baseras på uppskattning av färdmotstånd. Denna studie har avgränsats till fordonsdata tillgängliga i det svenska fordonsregistret (1997, 2004 och 2009) och till enkätbaserade transportundersökningar (1997 och 2003). Enkätundersökningar inklusive uppgifter om körsträckor och släpanvändning är nödvändiga för uppskattning av representative RT- och TT-parametrar på väg. Det totala antalet HGV är ungefär lika 2010 som 1990. Däremot har det skett mycket betydande förändringar av storleksfördelning under denna tidsperiod, andelen lastbilar med totalvikt (GVW) >26t har ökat från 6 till 36 procent. Inom denna grupp finns segment med mycket extrema relativa förändringar under tidsperioden. Parallellt med stora förändringar av fördelningen av HGV på segment är det rimligt att anta att det också med tiden skett betydande förändringar av fördelningen inom enskilda segment och Euroklasser, vilket påverkar fordonsparametrarna och därmed emissionsfaktorerna. In order to estimate energy use and exhaust emissions from road traffic, on a regional or a national level, one needs representative emission factors. Emission factors are estimated based on vehicle driving resistance. Driving resistance is estimated based on representative driving patterns and vehicle parameters. In the HBEFA program, used for estimation of road traffic exhaust emissions, the vehicle fleet is divided into vehicle categories. One such category is Heavy Goods Vehicles (HGV). The HGV category is divided into vehicle segments after maximum vehicle weight (GVW). One further division is into vehicle combinations, a rigid truck (RT) or a truck with trailer (TT). Vehicle segments are divided into Euro classes approximately corresponding to year model intervals. For each segment and Euro class there is a set of emission factors. Then there is need for vehicle parameters per vehicle segment and Euro class. HGV emission factors on the Euro class level are treated as independent of calculation year. Emission factors for HGV vehicles in HBEFA are calculated by means of the PHEM computer program. The PHEM simulations are based on driving resistance estimation. In order to estimate vehicle parameters, data available in the Swedish national vehicle register (1997, 2004 and 2009) and in transport surveys (1997 and 2003) has been compiled. Survey data including mileage is necessary in order to estimate vehicle parameters for average road conditions. The split into RT and TT segments demands access to mileage data describing the use of trailer. The total number of HGV in the Swedish vehicle fleet is approximately the same 2010 as 1990. Despite this there are most important changes within the HGV fleet in this time period, such as the proportion of trucks with GVW>26t has increased from 6 to 36 per cent. In this group there are some segments with very large changes of proportion. In parallel to an important change in the segment distribution one could expect a change in distribution also inside individual segments and Euro classes by time influencing the average vehicle parameters and finally the emission factors.

Ambient noise harms a number of citizens in Europe. The major sources of environmental noise are that generated by cars in streets, parking lots, railway lines and airports as well as noise from local sources (fans, transformers). According to the methodology for noise measurement, engine testing has been carried out. The conducted analysis has been focused on engine capacity and the distance between vehicles and equipment. Equivalent, maximum and minimum sound levels at different frequencies have been measured accepting that errors may range up to 2 %. Maximum sound level has been reached using the engine of 2000 cm3 petrol capacity. At a half-meter distance, the equivalent sound level reaches 89 dB(A), whereas the noise level decreases moving away from the car. The obtained results of tested cars disclose that according to engine capacity, the majority of the investigated cars are technically faulty and therefore significantly exceed noise levels. Santrauka Straipsnyje nagrinėjamas lengvųjų automobilių variklių skleidžiamas triukšmas bei jo poveikis aplinkai. Pateikiama triukšmo matavimo metodika ir eksperimentinis variklio sukelto triukšmo tyrimas. Ištirti penki automobiliai su skirtingais darbinio tūrio skirtingais atstumais varikliais: 1400 cm3 benzininis, 1500 cm3 dyzelinis, 1800 cm3 benzininis, 2000 cm3 benzininis ir 2500 cm3 dyzelinis. Variklio keliamo triukšmo tyrimas buvo atliktas, esant 1000 sūk./min., taip pat įvertinta, kurie automobiliai viršija leistinus triukšmo lygius. Buvo atlikti tyrimai esant 3000 sūk./min. (benzininiams varikliams) ir 3500 sūk./min. (dyzeliniams varikliams). Išmatuoti ekvivalentinis, maksimalus bei minimalus garso lygiai, taip pat garso lygiai, esant skirtingiems dažniams. Priimame prielaidą, kad paklaida gali svyruoti iki 2 %. Didžiausias garso lygis pasiektas 2000 cm3 benzininio variklio. Pusės metro atstumu ekvivalentinis garso lygis siekia 89 dB(A). Tolstant nuo automobilio, triukšmo lygis mažėja. Remiantis gautais rezultatais, galima daryti išvadą, kad vertinant pagal variklių darbinį tūrį daugelis tirtųjų automobilių yra techniškai netvarkingi ir stipriai viršija triukšmo lygius. Raktiniai žodžiai: automobiliai; variklis; darbinis tūris; triukšmo lygis