A well-maintained bridge infrastructure is a fundamental necessity for a modern society that provides great value, but ensuring that it meets all the requirements sustainably and cost-effectively is challenging. Bridge investment and management decisions generally involve selection from multiple alternatives. All of the options may meet the functional demands, but their life-cycle cost (LCC), service life-span, user-cost, aesthetic merit and environmental impact may differ substantially. Thus, life-cycle analysis (LCCA, a widely used decision-support technique that enables comparison of the LCC of possible options), is essential. However, although LCCA has recognized potential for rationalizing bridge procurement and management decisions its use in this context is far from systematic and the integration of LCCA findings in decisions is often far from robust. Thus, the overall objective of the work underlying this thesis has been to contribute to the development of sustainable bridge infrastructures while optimizing use of taxpayers’ money, by robustly incorporating life-cycle considerations into bridge investment and management decision-making processes. The work has introduced a full scheme for applying LCCA throughout bridges’ entire life-cycle. Several practical case studies have been presented to illustrate how an agency could benefit from use of a bridge management system (BMS) to support decisions related to the management of existing bridges and procure new bridges. Further developments include a comprehensive approach incorporating a novel LCCA technique, “LCC Added-Value Analysis”, which enables procurement of the most cost-efficient bridge design through a fair design-build (D-B) tendering process. A further contribution is a novel, holistic approach designed to enable procurement of bridges with the maximal possible sustainability (life-cycle advantages) under D-B contracts. The approach combines LCC Added-Value analysis with other techniques that make bridges’ aesthetic merit and environmental impact commensurable using an adapted concept named the willingness-to-pay-extra (WTPE). The systematic analytical procedures and potential of LCCA to deliver major savings highlighted in this thesis clearly demonstrate both the feasibility and need to integrate LCCA into bridge procurement and management decisions. This need has been recognized by Trafikverket (the Swedish Transport Administration), which has implemented a software tool developed in the research (BaTMan-LCC) in its bridge and tunnel management system (BaTMan). This thesis introduces readers to the field, considers BaTMan and the bridge stock in Sweden, discusses the developments outlined above and obstacles hindering further implementation of LCCA, then presents proposals for further advances. / <p>QC 20131029</p>

The transportation infrastructure systems in the United States were built between the 50's and 80's, with 20 years design life. As most of them already exceeded their original life expectancy, state transportation agencies (STAs) are now under increased needs to rebuild deteriorated transportation networks. For major highway maintenance projects, a federal rule enforces to perform a life-cycle cost analysis (LCCA). The lack of analytical methods for LCCA creates many challenges of STAs to comply with the rule. To address these critical issues, this study aims at developing a new methodology for quantifying the future maintenance cost to assist STAs in performing a LCCA. The major objectives of this research are twofold: 1) identify the critical factors that affect pavement performances; 2) develop a stochastic model that predicts future maintenance costs of flexible-type pavement in Texas. The study data were gathered through the Pavement Management Information System (PMIS) containing more than 190,000 highway sections in Texas. These data were then grouped by critical performance-driven factor which was identified by K-means cluster analysis. Many factors were evaluated to identify the most critical factors that affect pavement maintenance need. With these data, a series of regression analyses were carried out to develop predictive models. Lastly, a validation study with PRESS statistics was conducted to evaluate reliability of the model. The research results reveal that three factors, annual average temperature, annual precipitation, and pavement age, were the most critical factors under very low traffic volume conditions. This research effort was the first of its kind undertaken in this subject. The maintenance cost lookup tables and stochastic model will assist STAs in carrying out a LCCA, with the reliable estimation of maintenance costs. This research also provides the research community with the first view and systematic estimation method that STAs can use to determine long-term maintenance costs in estimating life-cycle costs. It will reduce the agency's expenses in the time and effort required for conducting a LCCA. Estimating long-term maintenance cost is a core component of the LCCA. Therefore, methods developed from this project have the great potential to improve the accuracy of LCCA.

Overheight vehicle impact to bridge decks is a major problem in the transportation networks in the United States. An important factor that causes this problem is inadequate vertical clearance of bridges. Using steel pedestals to elevate bridge decks is an efficient and cost-effective solution for this problem. So far, steel pedestals have been used in the low seismic regions of the United States and therefore, their design has been based on providing enough strength to carry vertical loads and the lateral behavior of bridges elevated with pedestals have not been a major concern. But even in low seismic zones the seismic hazard should not be completely ignored. Also there might be some bridges in medium or high seismic regions that need to be elevated because of the lack of enough vertical clearance and using steel pedestals can be considered as an option for elevating those bridges. To address the mentioned needs, this dissertation proposes a framework to determine the structural reliability of bridges elevated with steel pedestals by developing probabilistic capacity and demand models for the slab-on-girder bridges subjected to lateral loads. This study first compares the behavior of previously tested pedestals with the behavior of elastomeric bearings in low seismic regions using statistical tests. Then, to provide a general framework, which can be applied to all bridges that are elevated with steel pedestals, this dissertation develops probabilistic capacity and demand models for steel pedestals considering all the aleatory and epistemic uncertainties of the problem. Using the developed probabilistic models along with the available models for other components of bridges, seismic fragility curves for elevated bridges are obtained and used to determine the structural reliability. Finally, this study uses the developed framework in a decision analysis that helps the engineering community and decision makers to check if the installation of steel pedestals on a specific bridge has financial justification or not. Results show that for a typical two-span slab-on-girder bridge, the use of steel pedestals has financial justification only in low seismic regions and if the societal benefits of elevating the bridge can at least cover the installation cost of pedestals.

Life Cycle Cost Analysis (LCCA) forms an important part of asset management practices and provides an informed decision support. The holistic nature of LCCA includes life cycle assessment (LCA) as an important component alongside economic life cycle cost analysis. The drinking water industry is right now lacking a reliable cost data structure which will ensure that all the utilities capture the same set of cost data. Also, models and tools currently available in the academia and industry are purely deterministic in nature and do not cater to uncertainty in the data. This study provides a framework for a holistic life cycle cost analysis tool which will help drinking water utilities to prioritize the activities and optimize the cost spending of the utility. The methodology includes the development of a cost data structure, a life cycle cost analysis and a life cycle assessment model in the form of an excel spreadsheet. The LCCA model has the capability to compare different pipe materials, installation, condition assessment, rehabilitation and replacement technologies. Whereas, LCA model can compare different pipe materials based on greenhouse gas emissions calculations. The final step of the methodology includes piloting the model with data from utility A. The analysis has been shown in the form of three case studies - comparison of two pipe materials, two pipe installation technologies and two pipe rehabilitation technologies. The case studies provide results in the form of comparison of total life cycle costs for different alternatives and hence a better alternative can be chosen. / Master of Science / The drinking water industry is right now lacking a reliable cost data structure which will ensure that all the utilities capture the same set of cost data. Also, models and tools currently available in the academia and industry do not cater to uncertainty in the data. This study provides a framework for a holistic life cycle cost analysis tool which will help drinking water utilities to prioritize the activities and optimize the cost spending of the utility. The methodology includes the development of a cost data structure, a life cycle cost analysis and a life cycle assessment model in the form of an excel spreadsheet. The LCCA model has the capability to compare different pipe materials, installation, condition assessment, rehabilitation and replacement technologies. Whereas, LCA model can compare different pipe materials based on greenhouse gas emissions calculations. The final step of the methodology includes piloting the model with data from utility A. The analysis has been shown in the form of three case studies - comparison of two pipe materials, two pipe installation technologies and two pipe rehabilitation technologies. The case studies provide results in the form of comparison of total life cycle costs for different alternatives and hence a better alternative can be chosen.

<div> <p>The residential building sector is one of the most energy intensive sectors in today’s civilization. With population growth and a rise in number of homeowners the effect is bound to worsen. A wave of green and sustainable strategies is on the rise hoping to moderate some of the negative effect on the environment. From embracing renewable sources of energy as an alternative to fossil fuels, to improving existing home systems to become more efficient, the construction industry is evolving into becoming more energy conscious. One of the biggest obstacles to this wave is a lack of awareness and a fear of initial costs among contractors, homeowners and clients alike. This research will use Life Cycle Cost Analysis on a varying combination of residential energy systems and the researcher hopes to establish the trade-off between initial investment and long-term benefits. The case being considered is a residence located in Indiana, US. Using past and current utility bills and energy simulation data of different energy consuming systems in the residence over its lifetime, economic models are generated. This research establishes that a combination of passive and active energy conservation measures results in the lowest life cycle cost. The study will be beneficial for further research and as a framework for residential life cycle cost analysis.</p></div>

Reliability based life cycle cost analysis is becoming an important consideration for decision-making in relation to bridge design, maintenance and rehabilitation. An optimal solution should ensure reliability during service life while minimizing the life cycle cost. Risk of failure is an important component in whole of life cycle cost for both new and existing structures. Research work presented here aimed to develop a methodology for evaluation of the risk of failure of reinforced concrete bridges to assist in decision making on rehabilitation. Methodology proposed here combines fault tree analysis and probabilistic time-dependent reliability analysis to achieve qualitative and quantitative assessment of the risk of failure. Various uncertainties are considered including the degradation of resistance due to initiation of a particular distress mechanism, increasing load effects, changes in resistance as a result of rehabilitation, environmental variables, material properties and model errors. It was shown that the proposed methodology has the ability to provide users two alternative approaches for qualitative or quantitative assessment of the risk of failure depending on availability of detailed data. This work will assist the managers of bridge infrastructures in making decisions in relation to optimization of rehabilitation options for aging bridges.

The perpetual structural pavement design is currently being explored for usage in Canada and worldwide. This thick structural design can provide many potential benefits but it also has associated costs. Cold Canadian winters and warm summers impact pavement performance and make pavement design challenging. This is further complicated by a heavy dependence on trucks to transport imports and exports. Consequently, most Canadian roads are subjected to rapid deterioration due to high fatigue stresses and rapid growth of the traffic loads. The concept of a perpetual pavement design was raised to overcome the limitation of structural capacity of the conventional pavement designs. The concept of perpetual pavement was explained and introduced in this thesis and the benefits behind the perpetual pavement construction were studied. The Ministry of Transportation of Ontario (MTO) and the Centre for Pavement and Transportation Technology (CPATT) joined their efforts in partnership with Natural Sciences and Engineering Research Council (NSERC), Ontario Hot Mix Producers Association (OHMPA), Stantec Consultant, McAsphalt and others to construct three test sections on the Highway 401. The goal was to monitor and evaluate the performance of three different pavement structural designs. Performance evaluation of test section was performed by evaluating the expected ability of pavement section to withstand the traffic loads and climate impact throughout the design life of that pavement section with minimum damage. The minimum damage is expressed as low vertical pressure on top of subgrade, low shear stresses in the surface course and low tensile strain at the bottom of asphalt layers. Perpetual pavement design with Rich Bottom Mix (RBM) layer, perpetual pavement design without RBM and a conventional pavement design were constructed and instrumented with various types of sensors. These are capable of monitoring the tensile strain in asphalt layers, vertical pressure on the subgrade surface, moisture in the subgrade material and the temperature profile in the pavement sections. The test section construction, sensor installation and preliminary modeling are all part of this thesis. Preliminary structural evaluation was performed by analyzing the three designs using a Mechanistic Empirical Pavement Design Guide (MEPDG) model representing the three pavement designs constructed on the Highway 401. In addition, the WESLEA for Windows software was used to validate the long life performance of the perpetual pavement design. Life Cycle Cost Analysis (LCCA) was also performed for the perpetual and conventional pavement designs to evaluate the cost benefits associated with pavement designs for 70 year analysis period. In addition, the perpetual Pavement design philosophy for moderate and low traffic volume roads was also examined in this research. This pavement design involved creating a complete comparison and validation of the benefits of using perpetual asphalt pavements versus the conventional pavements in all road types and traffic categories. Structural evaluation of the pavement sections in moderate and low traffic volume roads was performed. In addition, LCCA was implemented to validate the perpetual and conventional structural pavement designs in moderate and low traffic volume roads.

Miljömedvetenheten och ökat intresse för energieffektiva hus har gjort att byggnader isoleras som aldrig förr. Oftast är det på lång sikt ganska så lätt att räkna hem en ökad isoleringsmängd och det är just den ekonomiska vinsten som brukar lyftas fram som det främsta argument varför en beställare bör välja den tjockare isoleringen. För en beställare av hyresfastigheter är det oftast ekonomin som avgör ifall ett projekt ska påbörjas eller inte och denna studie ska därför vara en hjälp till att välja den mest ekonomiska isoleringstjockleken i väggar. Syftet med denna studie är att utreda var den optimala väggisoleringstjocken hamnar på en hyresfastighet med flerfamiljsbostäder som byggs på en begränsad byggyta. Inte sällan finns det krav på maximal byggyta från kommunen och då innebär det att ju tjockare isoleringen är desto mindre blir den uthyrningsbara boytan. Kvalitativa intervjuer låg till grund för att bestämma några vanligt förekommande ytterväggskonstruktioner som isoleringen sedan skulle optimeras på. Dessa ytterväggar placerades på en teoretisk referensbyggnad som därefter energiberäknades med hjälp av handberäkningar där matematiska uttryck för en varierande isoleringstjocklek användes. De teoretiska ytterväggarna kalkylerades därefter med hjälp av kalkylprogrammet Sektionsdata.  En livscykelkostnadsanalys utfördes sedan där historisk statistik på hyror, energipriser och räntor utnyttjades. Slutligen kunde en optimal isoleringstjocklek hittas för varje väggtyp. Väggkonstruktionerna som valts var två betongväggar och två träregelväggar, båda med puts respektive tegel. Optimal isoleringstjocklek för väggkonstruktionen betongstomme med tegel hamnade på 84mm. För väggkonstruktionen betongstomme med puts hamnade optimal isoleringstjocklek på 88mm. För väggkonstruktionerna med trästomme kunde en optimal isoleringstjocklek inte hittas eftersom väggarnas uppbyggnad med två respektive tre isoleringsskikt gjorde att väggarna förblev överisolerade i ett ekonomiskt perspektiv även vid minsta möjliga tjocklek på isoleringsskiktet som skulle optimeras.  Studien visar på att det med dagens byggregler ger en stor vinst att hålla nere på väggisoleringstjockleken på flerfamiljsbostäder som byggs på en begränsad byggyta. / Environmental awareness and increased interest in energy-efficient housing have made the buildings more insulated in Sweden. Usually, it is quite easy to calculate a profit from a greater amount of insulation, in the long term. This is usually the seller’s main argument to why the client should choose the thicker insulation. For a client that wants to build a rental property, it is usually the economy that determines whether a project should be started or not. Hopefully this study will be a help to choose the most economic insulation thickness in walls. The purpose of this study is to investigate where the optimum of wall insulation thickness is in an apartment building for renting which is built on a limited area. Quite often there are requirements for a maximum building area from the municipality, which means that the rentable living space will come smaller when the insulation gets thicker. Qualitative interviews were used to determinate the common wall constructions which the insulation would be optimized for. These walls were placed in a theoretical reference building in which the energy use were estimated using hand calculations where mathematical expressions of a variety of insulation thickness were used. Thereafter, the prices of the walls were calculated using a spreadsheet program called Sektionsdata. A life cycle cost analysis was performed in which the historical statistics on rents, energy prices and interest rates were used. Finally, the optimal insulation thickness was found for each wall type. The wall types chosen were a wall of concrete and brick, a wall of concrete and rendering, a wall of wood and brick and a wall of wood and rendering. Optimal insulation thickness of the wall with concrete and brick ended up at 84mm. For the wall of rendered concrete, the optimal insulation thickness ended up at 88mm. The optimal insulation thickness of the walls of wood could not be found as the wall structure with two and three insulation layers made the walls too isolated in an economic perspective even at a minimal thickness of the layer that was going to be optimized. The study shows that with current building codes in Sweden it is profitable to keep down the wall insulation thickness in an apartment building for renting, built on a limited area.

The perpetual structural pavement design is currently being explored for usage in Canada and worldwide. This thick structural design can provide many potential benefits but it also has associated costs. Cold Canadian winters and warm summers impact pavement performance and make pavement design challenging. This is further complicated by a heavy dependence on trucks to transport imports and exports. Consequently, most Canadian roads are subjected to rapid deterioration due to high fatigue stresses and rapid growth of the traffic loads. The concept of a perpetual pavement design was raised to overcome the limitation of structural capacity of the conventional pavement designs. The concept of perpetual pavement was explained and introduced in this thesis and the benefits behind the perpetual pavement construction were studied. The Ministry of Transportation of Ontario (MTO) and the Centre for Pavement and Transportation Technology (CPATT) joined their efforts in partnership with Natural Sciences and Engineering Research Council (NSERC), Ontario Hot Mix Producers Association (OHMPA), Stantec Consultant, McAsphalt and others to construct three test sections on the Highway 401. The goal was to monitor and evaluate the performance of three different pavement structural designs. Performance evaluation of test section was performed by evaluating the expected ability of pavement section to withstand the traffic loads and climate impact throughout the design life of that pavement section with minimum damage. The minimum damage is expressed as low vertical pressure on top of subgrade, low shear stresses in the surface course and low tensile strain at the bottom of asphalt layers. Perpetual pavement design with Rich Bottom Mix (RBM) layer, perpetual pavement design without RBM and a conventional pavement design were constructed and instrumented with various types of sensors. These are capable of monitoring the tensile strain in asphalt layers, vertical pressure on the subgrade surface, moisture in the subgrade material and the temperature profile in the pavement sections. The test section construction, sensor installation and preliminary modeling are all part of this thesis. Preliminary structural evaluation was performed by analyzing the three designs using a Mechanistic Empirical Pavement Design Guide (MEPDG) model representing the three pavement designs constructed on the Highway 401. In addition, the WESLEA for Windows software was used to validate the long life performance of the perpetual pavement design. Life Cycle Cost Analysis (LCCA) was also performed for the perpetual and conventional pavement designs to evaluate the cost benefits associated with pavement designs for 70 year analysis period. In addition, the perpetual Pavement design philosophy for moderate and low traffic volume roads was also examined in this research. This pavement design involved creating a complete comparison and validation of the benefits of using perpetual asphalt pavements versus the conventional pavements in all road types and traffic categories. Structural evaluation of the pavement sections in moderate and low traffic volume roads was performed. In addition, LCCA was implemented to validate the perpetual and conventional structural pavement designs in moderate and low traffic volume roads.

Although the issue of uncertainties in cost model parameters has been recognized as an important aspect of life-cycle cost analysis, it is often ignored or not well treated in cost estimating. A simulation approach employing kernel estimation techniques and their asymptotic properties in the development of the probability distribution functions (PDFs) of cost estimates is proposed. This eliminates the guess work inherent in current simulation based cost estimating procedures, reduces the amount of data sampled and makes it easier to specify the accuracy desired in the estimated distribution. Building energy costs can be reduced considerably if air duct systems are designed for the least life-cycle cost. The IPS-Method, a simple approach to HVAC air duct design is suggested. The Diameter and Enhanced Friction Charts are also developed. These are charts that implicitly incorporate the LCC and are better than the existing Friction Chart for the selection of duct sizes. Through illustrative examples, the ease and effectiveness of these are demonstrated. For more complex designs, a Segregated Genetic Algorithm (SGA) is recommend. A sample problem with variable time-of-day operating conditions and utility rates is used to illustrate its capabilities. The results are compared to those obtained using weighted average flow rates and utility rates to show the life-cycle cost savings possible by using this approach. Although life-cycle cost savings may be only between 0.4% and 8.3% for some simple designs, much larger savings may occur with more complex designs and operating constraints. The SGA is combined with probabilistic cost estimating to optimize HVAC air duct systems with uncertainties in the model parameters. The designs based on the SGA method tended to be less sensitive to typical variations in the component physical parameters and, therefore, are expected to result in lower balancing and operating costs.