Actualmente, la elección de proyectos de puentes considera solo el costo de construcción inicial, no considera los costos ocurridos a lo largo del ciclo de vida, como el costo de mantenimiento, y no consideran la afectación que genera la construcción y el mantenimiento del puente en el usuario. El puente Fortaleza, se encuentra intransitable desde el año 2017, por consecuencia del niño costero ocurrido en dicho año, que provocó que la cimentación del estribo derecho fallé por la erosión de la sección del río. Por lo que la presente tesis tiene como fin desarrollar la metodología de evaluación de proyectos de puentes LCCA (Life cycle cost analysis). El LCCA es una metodología de evaluación económica de proyectos de puentes, que combina sólidos conocimientos técnicos de transporte con un sólido conocimiento de análisis económico, que incluye en su análisis todos los costos relevantes que ocurren durante el ciclo de vida de un proyecto de puente. Los tres costos considerados son: costo de construcción, costo de mantenimiento y costo de usuario. Se cuantificó los costos y tiempos de construcción y mantenimiento de cada alternativa de sustitución. Y se cuantificó la afectación al usuario producto de los trabajos de construcción y mantenimiento sobre la vía del puente, lo que obligó a considerar un desvío de vehículos. Finalmente, se analizaron los datos obtenidos, para escoger la alternativa de sustitución de la superestructura, se realizó la verificación de la infraestructura existente y se desarrolló el diseño de la superestructura escogida. / Nowadays, the choice of bridge projects considers only the initial construction cost, does not consider the costs incurred throughout the life cycle, such as the cost of maintenance, and does not consider the impact generated in the user by the construction and maintenance of the bridge. The Fortaleza bridge has been closed since 2017, as a consequence of “Niño costero” phenomenon that occurred in that year, which caused the foundation of the right stirrup to fail due to the erosion of the river section. Therefore, this thesis aims to develop the methodology for evaluating LCCA (Life cycle cost analysis) bridge projects. The LCCA is a methodology for the economic evaluation of bridge projects, which combines solid transport technical knowledge with a solid knowledge of economic analysis, which includes in its analysis all the relevant costs that occur during the life cycle of a bridge project. The three costs considered are: construction cost, maintenance cost and user cost. The construction and maintenance costs and times of each replacement alternative were quantified. And the affectation to the user was quantified product of the construction and maintenance works on the bridge road, which forced to consider a desviation of vehicles. Finally, the data obtained were analyzed, to choose the replace alternative of the superstructure of the Fortaleza bridge, the existing infrastructure was verified and the design of the chosen superstructure was developed. / Tesis

Sustainability has been heightened to a new level of importance, due to the current global race for commodities and conservation of our environment. Sustainable Buildings are of particular interest since buildings are significant contributors to consumption of resources. Since the inception of the United States Green Building Council (USGBC) in 1993, USGBC has played a key role in providing guidance to the design and construction community in building“green" structures. The Leadership in Energy and Environmental Design (LEED) rating system is an industry accepted standard for the design/construction and measurement of green buildings. Although USGBC provides guidance on performance measurement, a streamlined process of performance tracking and measurement has not been formalized. This research focuses on identifying vital areas of required tracking and measurement; to allow for a systematic analysis of costs and benefits, over the life of sustainable buildings. A case-study based on the recently designed and constructed East Hall LEED-Gold Certified, dormitory building at Worcester Polytechnic Institute (WPI), was undertaken to create and assess a life cycle costs analysis framework. This research is aimed at understanding what the costs of building green at WPI truly are. Life Cycle Cost Analyses of the mechanical, electrical, plumbing and roof components were evaluated to generate percent savings or percent added cost. This research reviewed the various green and non-green costs of construction, consumption, and operations and maintenance costs providing a comparative analysis to leading researchers in the field of costs and benefits of building green.

In Sweden, there are around 300 000 multi-family buildings with high energy consumption state a high renovation potential in the building sector. This study aims to analyze different renovation measures for a typical theoretical multi-family building to determine their effects on energy consumption, financial profitability, and impacts on obtaining an energy label in the rating system. The reference building was created based on the given energy consumption for the Nils Holgersson building (NH), where the information data accumulated and assessed utilizing dynamic energy simulation software IDA ICE.The selected renovation measures include modifications to the building envelope and ventilation. The reference building was equipped with an exhaust ventilationsystem with no heat recovery. The study showed that heat losses through ventilation contributed to the largest share. The losses through windows and walls are significant; hence selecting ventilated façade and adding insulation were relevant efficiency measures. The study analysis a vacuum insulation panel (VIP) applied for external walls due to its highly efficient thermal properties compared to conventional insulation. The results of life cycle cost analyses (LCCA) for 40 years demonstrated that VIP and ventilated façade have an economic benefit because of the energy cost saving during the operation phase of the building, despite the high initial cost. The cumulative LCC for each measure showed that VIP approaching the conventional insulation within theservice life the ventilated façade is cost-efficient at the end of the 6thyear compared to changing glazing. The selected rating system is Miljöbyggnad (MB). After renovation, the NH building could achieve the bronze level on the energy indicators.The study found that the energy consumption in the base model was 144.7 kWh/m2and the implemented renovation package leads to a reduction of 47 % annual heating demand. As a rule of thumb, the annual energy demand will be 90 kWh/m2, and the cost for the renovation package including installation would be 1150 SEK/m2causing a total energy-saving 2900 SEK/m2at the end of 40 years.

Industrial selling is considered to be one of the highly challenging tasks and sales personnel are exploring new strategies and tools to stay ahead of the competition to achieve organizational objectives. The study has focused on adding to the academic knowledge of the use of an innovative and creative sales tool to enhance the performance of the function. For this purpose, with the professional experience of research team members, the use of Life Cycle Cost Analysis (LCCA) is taken into the account as the tool. Though the LCCA is generally accepted as an instrument used by organizational procurement departments, it has been observed that there is a strategic and functional importance of academically studying the role of the during the industrial sales process, how it has been utilized during the interaction with various members in the organizational decision-making process and the role of the other internal departments in applying it. It was our utmost faith, it would be an interesting and insightful area of academic exploration while addressing relatively considerable the drought in academic studies on industrial sales. The topic was selected based on the researchers’ previous experience followed by thorough literature research in identifying the knowledge gap on the topic. The empirical data collection was carried out over two industries, namely, Protective Coatings (Industrial paints) and Luxury bathroom fixtures and fittings in India Subcontinent. Data was gathered using semi-structured interviews with sales professionals who have been selected based on the researchers’ personal contacts. The gathered data were analyzed using qualitative techniques.  The study showed that the LCCA plays a significant role in different stages of the Industrial sales process as a sales tool and it has helped the sales personnel to a greater extent during their interaction with various members of the organizational buying unit. Unanimously, it was accepted by the members of the sales department that the other departments are instrumental in the effective use of the LCCA. The LCCA is a tool that can be utilized in the industrial sales process and that other industries can use as well. The idea might be used by sales teams in other companies, such as those that build bridges, railways, and roads, recycle, enforce traffic laws, manufacture building materials, and so forth. The study found that LCCA is used by enterprises as a tool in the industrial sales process. In the Presentation and Demonstration phase of the sales process, the instrument is heavily utilized. The sales team's satisfaction with LCCA has increased due to its proactive role in lowering DMU objections.

Introduction: Sweden's climate creates several challenges to achieve habitable indoor climate. In Sweden, it is most common for detached houses of wooden construction to use mineral wool or wood fibre to insulate the exterior walls. While mineral wool and wood fibre are the most popular choices, there are several other alternative insulation materials that can be beneficial. The thesis deals with four insulation materials where stone wool and wood fibre are pitted against the more modern materials PIR and PUR to investigate which is most advantageous with the help of life cycle analysis, life cycle cost analysis and energy use in production, installation and end of life. The three criteria are then summed up in a multi-criteria analysis to decide which material is most beneficial.  Method: To reach a result, a literature study and case study is conducted with life cycle analysis, life cycle cost analysis and energy use. The life cycle assessment answers question 1, the life cycle cost analysis answers question 2 and the multi-criteria analysis answers question 3.  Results & Analysis: Four different insulation materials in a wood-constructed wall were studied where PIR and PUR were considered in two different forms, onewith the same U-value as the stone wool and wood fibre, the other with the same thickness as the stone wool and wood fibre. The different variants are studied using the different criteria in the multi-criteria analysis. The material that has the best environmental impact in the life cycle analysis is wood fibre and then the thin PIR, stone wool, thick PIR, thin PUR and lastly thick PUR. In the life cycle cost analysis, the stone wool is most price efficient, then wood fibre, thin PIR, thick PIR, thin PUR and the most expensive price has the thick PUR. The material with the least energy use throughout the life of the material is wood fibre which is 100 % recyclable, after the wood fibre comes stone wool, thin PIR, thick PIR, thin PUR and the most energy use for the life of the material has thick PUR. Finally, the different results are summarized and show that wood fibre is the material that is most advantageous with the criteria chosen, while the thick variation of PUR is the least advantageous in both environmental aspect and cost.  Discussion: The three methods of analysis that have been used in this work have their advantages and disadvantages. The advantages are that they show concrete answers, and the disadvantages are mainly the programs they are performed on. Input into these programs has been thorough, but as they are slow and difficult to navigate, there may be a risk of errors. The multi-criteria analysis should be reviewed, and more criteria examined is recommended.

<p>In infrastructure construction projects especially bridge investments, the most critical decisions that significantly affect the whole bridge LCC are the early stages decisions. Clearly, it's more beneficial to correctly choose the optimum bridge than to choose the optimum construction or repair method.</p><p>The ability of a bridge to provide service over time demands appropriate maintenance by the agency. Thus the investment decision should consider not only the initial activity that creates a public good, but also all future activities that will be required to keep that investment available to the public.</p><p>This research is aiming for bridge sustainability, enhance the bridge related decision making, and facilitate the usage of the bridge related feedbacks. The development of a reliable and usable computer tool for bridge LCC & LCA evaluation is the main target.</p><p>Toward the main goal, many steps were fulfilled. A unique integrated Bridge LCC evaluation methodology was developed. Two systematic evaluation ways were developed, one for bridge user cost and one for the bridge aesthetical and cultural value. To put these two systematic ways in practice, two preliminary computer programs were developed for this purpose. Today and future works are focusing on developing methodology and preliminary computer tool for bridge agency cost as well as the bridge LCA evaluation. KTH unique LCC evaluation system will enable the decision makers to correctly choose the optimum bridge in the early stages decision making phases as well as any later on reparation method.</p> / ETSI

Virgin aggregate is being used faster than it is being made available creating a foreseeable shortage in the future. Despite this trend, the availability of demolished concrete for use as recycled concrete aggregate (RCA) is increasing. Using this waste concrete as RCA conserves virgin aggregate, reduces the impact on landfills, decreases energy consumption and can provide cost savings. However, there are still many unanswered questions on the beneficial use of RCA in concrete pavements. This research addresses the many technical and cost-effective concerns regarding the use of RCA in concrete pavements by identifying concrete mixture and proportioning designs suitable for jointed plain concrete pavements; constructing test sections using varying amounts of RCA; monitoring performance through testing, condition surveys and sensor data; modeling RCA pavement performance; and predicting life cycle costs. The research was carried out as a partnership between the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada, Dufferin Construction, and the Natural Sciences and Engineering Research Council of Canada. The literature review provides an overview of sustainability and key performance indicators, the material properties of RCA both as an aggregate and in concrete, concrete mixture and proportioning designs with RCA, performance of existing RCA pavements, and the implementation of RCA highlighting some examples where RCA has been used successfully. Twelve preliminary mixes were developed using three total cementitious contents amounts of 315 kg/m3, 330 kg/m3, and 345 kg/m3 to determine four suitable mixes with varying coarse RCA contents (0%, 15%, 30% and 50%) to place at the CPATT test track. At 28-days, all of the twelve mixes exceed the 30 MPa design strength. Four test sections containing 0%, 15%, 30% and 50% coarse RCA were constructed in June 2007. The test sections had identical cross sections consisting of 250 mm portland cement concrete (PCC), 100 mm asphalt-stabilized OGDL and a 450 mm granular base. For each coarse RCA content, one slab was instrumented with six vibrating wire concrete embedment strain gages to measure long-term longitudinal and transverse strain due to environmental changes, two vibrating wire vertical extensometers to monitor slab curling and warping, two vibrating wire inter-panel extensometers to monitor joint movement, and two maturity meters to measure maturity and temperature. Quality assurance and quality control (QA/QC) testing showed that the mixes containing RCA exhibited similar or improved performance when compared to the conventional concrete for compressive and flexural strength, freeze-thaw durability and coefficient of thermal expansion. Pavement performance of the four test sections was evaluated using visual surveys following the Ontario Ministry of Transportation’s Manual for Condition rating of Rigid Pavements. Nine pavement evaluations have been performed every two to four months since construction. All test sections are in excellent condition with pavement condition index (PCI) values greater than 85 after two years in-service and approximately three hundred thousand Equivalent Single Axle Loads. Sensor data from the strain gauges, and vertical and inter-panel extensometers are providing consistent results between the test sections. Long-term performance modeling using the Mechanistic-Empirical Pavement Design Guide (ME-PDG) showed improved performance with respect to cracked slabs, joint faulting, and pavement roughness as the RCA content increased. Multivariable sensitivity analysis showed that the performance results were sensitive to CTE, unit weight, joint spacing, edge support, surface absorption, and dowel bar diameter. Life cycle cost analysis (LCCA) illustrated the savings that can be expected using RCA as a replacement aggregate source as the cost of virgin aggregate increase as the sources becomes depleted. Multivariable sensitivity analysis showed that the LCCA results were sensitive to construction costs, discount rate, and maintenance and rehabilitation quantities.

Virgin aggregate is being used faster than it is being made available creating a foreseeable shortage in the future. Despite this trend, the availability of demolished concrete for use as recycled concrete aggregate (RCA) is increasing. Using this waste concrete as RCA conserves virgin aggregate, reduces the impact on landfills, decreases energy consumption and can provide cost savings. However, there are still many unanswered questions on the beneficial use of RCA in concrete pavements. This research addresses the many technical and cost-effective concerns regarding the use of RCA in concrete pavements by identifying concrete mixture and proportioning designs suitable for jointed plain concrete pavements; constructing test sections using varying amounts of RCA; monitoring performance through testing, condition surveys and sensor data; modeling RCA pavement performance; and predicting life cycle costs. The research was carried out as a partnership between the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada, Dufferin Construction, and the Natural Sciences and Engineering Research Council of Canada. The literature review provides an overview of sustainability and key performance indicators, the material properties of RCA both as an aggregate and in concrete, concrete mixture and proportioning designs with RCA, performance of existing RCA pavements, and the implementation of RCA highlighting some examples where RCA has been used successfully. Twelve preliminary mixes were developed using three total cementitious contents amounts of 315 kg/m3, 330 kg/m3, and 345 kg/m3 to determine four suitable mixes with varying coarse RCA contents (0%, 15%, 30% and 50%) to place at the CPATT test track. At 28-days, all of the twelve mixes exceed the 30 MPa design strength. Four test sections containing 0%, 15%, 30% and 50% coarse RCA were constructed in June 2007. The test sections had identical cross sections consisting of 250 mm portland cement concrete (PCC), 100 mm asphalt-stabilized OGDL and a 450 mm granular base. For each coarse RCA content, one slab was instrumented with six vibrating wire concrete embedment strain gages to measure long-term longitudinal and transverse strain due to environmental changes, two vibrating wire vertical extensometers to monitor slab curling and warping, two vibrating wire inter-panel extensometers to monitor joint movement, and two maturity meters to measure maturity and temperature. Quality assurance and quality control (QA/QC) testing showed that the mixes containing RCA exhibited similar or improved performance when compared to the conventional concrete for compressive and flexural strength, freeze-thaw durability and coefficient of thermal expansion. Pavement performance of the four test sections was evaluated using visual surveys following the Ontario Ministry of Transportation’s Manual for Condition rating of Rigid Pavements. Nine pavement evaluations have been performed every two to four months since construction. All test sections are in excellent condition with pavement condition index (PCI) values greater than 85 after two years in-service and approximately three hundred thousand Equivalent Single Axle Loads. Sensor data from the strain gauges, and vertical and inter-panel extensometers are providing consistent results between the test sections. Long-term performance modeling using the Mechanistic-Empirical Pavement Design Guide (ME-PDG) showed improved performance with respect to cracked slabs, joint faulting, and pavement roughness as the RCA content increased. Multivariable sensitivity analysis showed that the performance results were sensitive to CTE, unit weight, joint spacing, edge support, surface absorption, and dowel bar diameter. Life cycle cost analysis (LCCA) illustrated the savings that can be expected using RCA as a replacement aggregate source as the cost of virgin aggregate increase as the sources becomes depleted. Multivariable sensitivity analysis showed that the LCCA results were sensitive to construction costs, discount rate, and maintenance and rehabilitation quantities.

Purpose. In Sweden, private commuting accounts for two third of total transportation emissions and 21% of the country’s total. To become net-zero by 2045, Sweden plans to have 2 million electric cars on the roads by 2030. Whereas with current pace, there will be 1 million electric cars by the end of the decade. Cars registered before 2016 (referred to as old cars in the study) make up nearly half of the Swedish car fleet. Thus, replacing the old emission intensive cars with the modern lower or zero emission cars will catalyze the decarbonization of Swedish transport sector. Therefore, the purpose of this study is to probe if it is economical to keep using an old car in the future or to replace it with a new one. Methods. This study first compares the next 13-year Total Cost of Ownership (TCO) of old V70 (having current milage 200,000 km) with that of new replacement cars. The (selected) replacement are the most registered modern-day cars in Sweden by fuel type having same size as that of V70: V60 (ICE), V60 (PHEV) and Tesla Model 3 (BEV). Moreover, using TCO framework, the study also estimates if the replacement is more economical now or sometime in the future with either new replacement cars or their (4-year) used models. Results. The results show that for next 13-years in Sweden, it is more economical to replace the old V70 with any of the replacement cars. However, Tesla Model 3 is the cheapest option among the new cars and V60 (PHEV) among the used cars. Overall, it is more economical to replace with a used car. In addition, the replacement is most economical if done immediately (in 2022) and gets more expensive by each year of delay- because the owner will have to incur relatively higher V70 costs (vis-à-vis the replacement cars) for an additional year. Sensitivity analysis shows that with higher current salvage value, a V70 gets more expensive to own in next 13 years (due to higher depreciation) whereas the replacement becomes cheaper (utilizing higher salvage value to buy the replacement car). Discussion. The study can be expanded to suggest economical and emission efficient replacement options for other old cars to accelerate the decarbonization of Swedish private transport sector. Furthermore, this study was done in collaboration with Mekonomen Group to see the financial worth of old ICE car replacement by its customers. The study results reinforce the group’s diversification strategy from ICE cars-oriented business model to BEVs as the top focus. Finally, this study is based on the assumption that the total number of cars in Sweden will not increase in future- the old gets replaced by the new. Therefore, from a holistic perspective, the study discusses that a sustainable transportation model should move away from private ownership towards shared mobility to avoid the rebound effects of technological efficiency that increase the overall resource consumption.

In infrastructure construction projects especially bridge investments, the most critical decisions that significantly affect the whole bridge LCC are the early stages decisions. Clearly, it's more beneficial to correctly choose the optimum bridge than to choose the optimum construction or repair method. The ability of a bridge to provide service over time demands appropriate maintenance by the agency. Thus the investment decision should consider not only the initial activity that creates a public good, but also all future activities that will be required to keep that investment available to the public. This research is aiming for bridge sustainability, enhance the bridge related decision making, and facilitate the usage of the bridge related feedbacks. The development of a reliable and usable computer tool for bridge LCC &amp; LCA evaluation is the main target. Toward the main goal, many steps were fulfilled. A unique integrated Bridge LCC evaluation methodology was developed. Two systematic evaluation ways were developed, one for bridge user cost and one for the bridge aesthetical and cultural value. To put these two systematic ways in practice, two preliminary computer programs were developed for this purpose. Today and future works are focusing on developing methodology and preliminary computer tool for bridge agency cost as well as the bridge LCA evaluation. KTH unique LCC evaluation system will enable the decision makers to correctly choose the optimum bridge in the early stages decision making phases as well as any later on reparation method. / ETSI