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Life-cycle cost analysis (LCCA) has recognized potential for rationalizing bridge procurement, but its use in this context is far from systematic and the integration of LCCA findings in decisions is often far from robust. Furthermore, although most bridge management systems (BMSs) include databases of relevant information, agencies do not use them effectively to improve future bridge investment decisions. This paper introduces a comprehensive approach for agencies to exploit their BMS to procure the most cost-efficient bridge design through fair design-build (D-B) tendering processes. The approach incorporates use of a novel LCCA technique, LCC Added-Value Analysis, that can be conveniently integrated with public agencies’ established procurement procedures and maintains contractors’ freedoms in D-B processes. The proposed approach allows bridge procurers to establish monetary LCC-efficient benchmarks and embed them in tender documents as core specifications. Hence the lowest LCC bid can be employed as the contract award criterion, rather the lowest bid in initial investment terms. The Swedish Transport Administration has recently procured several bridges using the approach, thereby gaining considerable cost savings. A presented case-study provides insights into various aspects of bridges’ LCC and illustrates analytical steps that other agencies could apply in bridge procurement., QS 2013

An efficient procurement method is the primary initiator of sustainablebridge infrastructures. Several proposals could provide technically feasiblesolutions for a bridge in a certain location, all of which may provide therequired function, but differ substantially in life-cycle cost (LCC), servicelife-span, user-cost, aesthetic merit and environmental impact. A newparameter, LCC Added-Value, has been recently developed to facilitateprocurement of the most LCC-efficient alternative through fair design-build(D-B) tendering. However, integration of environmental, aesthetic and user-costconsiderations in bridge procurement decisions is also required. This paperintroduces a holistic procurement approach designed to enable procurement ofthe most sustainable (lifecycle-efficient) bridge under D-B contracts. Theapproach combines LCC Added-Value analysis with other novel techniques thatmake proposals’ aesthetic merit and environmental impact commensurable, therebyenabling agencies to establish monetary benchmarks concerning those aspects inan early planning phase and embed them in the tender documents as corespecifications. The lowest net equivalent LCC bid could then be used as thecontract award criterion. A presented case study illustrates the practicalimplementation of the approach, addresses roles of both contractors andagencies in it, provides insights into the various bridge aspects and identifiesshortcomings requiring further attention., QS 2013

In an effort to increase U.S. energy security by reducing oil consumption, various federal mandates and executive orders require reduced petroleum use and greenhouse gas emissions by federal non-tactical vehicle fleets. Transitioning federal fleets to plug-in electric drive vehicles (PEDVs) is one option to meet these mandates. This research performs a life-cycle cost analysis using modeling and simulation to determine the parameters under which vehicle-to-grid (V2G) integration and associated revenue streams can create a viable economic case for the transition of federal fleets to PEDVs. Under current market conditions, bidirectional V2G frequency regulation (FR) is not currently viable. Unidirectional FR has potential, but it provides minimal reductions in PEDV life-cycle cost. The cost to meet petroleum reduction mandates by transitioning light-duty fleets to PEDVs is cost prohibitive and impractical, requiring almost a complete one-for-one replacement of the current fleet of traditional light-duty passenger vehicles. Realistically meeting the mandate without fleet downsizing will require implementing a transition toward alternatively fueled vehicles beyond the light-duty passenger vehicle class. However, economic justification will require a reduction in PEDV acquisition costs or improved market conditions for V2G FR (consisting of lower throughput and higher regulation market clearing prices) thereby resulting in considerably greater net revenue., http://archive.org/details/lifecyclecostmod1094537678, Captain, United States Marine Corps, Approved for public release; distribution is unlimited.

Life cycle cost analysis has been a part of good architectural design for many years. It has received even greater attention as the energy crisis makes it more clear that architects and owners must plan with greater emphasis on life cycle cost (LCC) versus initial construction cost. This thesis investigates the formulas and procedures currently used and illustrates life cycle cost analysis as applied to building operating cost savings, maintenance cost savings, and savings on replacement of building components and systems. Included is a discussion of the Economic Building Performance Model now used by the Western Division Naval Facilities Command, and current federal agency efforts to apply LCC concepts to building design., http://archive.org/details/lifecyclecostnal1094518184, Lieutenant Commander, United States Navy, Approved for public release; distribution is unlimited.

Historically, the acquisition of a weapon systems in the Republic of Peru has been made on the basis of system effectiveness and initial acquisition cost, with little or no consideration being given to operating and support costs that will be incurred after the system is deployed in the field. Peru acquires most of its sophisticated weapon systems from foreign countries. Under this situation, broad understanding of Life Cycle Cost (LCC) concept and techniques are needed. This thesis introduces the LCC concept, life cycle costing techniques and the methodology for Life Cycle Cost analysis in Peruvian Weapon Systems acquisition process. The research aims to show the effects that United Foreign Military Sales has in the Third World, the technology transfer as a decisive influence on the daily lives of most of the world population and the Soviet Union's arms trade with the Third World, the life cycle concept in Peruvian weapon acquisition process, and its fit into known economic analysis techniques., http://archive.org/details/peruviweaponsyst1094527579, Colonel, Peruvian Air Force, Approved for public release; distribution is unlimited.

The sustainability of transportation infrastructure depends on the adoption of new construction materials and technologies that can potentially improve performance and productivity. However, most agencies would like to evaluate these new materials and technologies at both the project and network levels before replacing the traditional ones. It also remains a challenge to reliably estimate the costs and lifetime performance of new construction materials and technologies because of limited implementation data. To address these issues, this paper presents a comprehensive bottom-up methodology based on Life Cycle Cost Analysis (LCCA) to integrate project- and network-level analysis that can fast-track the acceptance of new materials or technologies. Hypothesized improvement rates are applied to the deterioration functions of existing materials to represent the expected improved performance of a new material compared with a conventional material with relatively similar characteristics. This new approach with stochastic treatment allows us to probabilistically evaluate new materials with limited data for their future performance. Feasible maintenance and rehabilitation schedules are found for each facility at the project level and near-optimal investment strategies are identified at the network level by using a metaheuristic evolutionary algorithm while satisfying network-wide constraints. This provides an effective solution to many issues that have not been fully addressed in the past, including the trade-off between multiple objectives, effects of time, uncertainty, and outcome interpretation. A hypothetical bridge deck system from New Jersey’s bridge inventory database is used to demonstrate the applicability of the proposed methodology in constructing a planning and management decision-support procedure.

This report presents the comparative life cycle assessment (LCA) between warm stone mastic asphalt (SMA) and conventional, SMA. Specifically, the study evaluated and compared the life cycle environmental and economic performances of two mixtures: a warm, SMA binder course mixture with a chemical additive and a control hot SMA binder course mixture. Both of these mixtures were utilized, as part of a complete overlay project on the Veterans Memorial Expressway (I-355) near Chicago as part of the Illinois Tollway system., The results of this study indicate that the warm SMA provides significant environmental benefits compared to the control hot SMA., When the mixing temperature was decreased from 325 to 280 oF (168 to 138 oC), the overall environmental impact of the material, production, transportation, and placement was reduced by 6.4% due to the use of warm mix additive. More environmental benefits can, be expected if the mixing temperature is further lowered. It was also concluded that using warm mix additive slightly increases the initial, construction cost of SMA pavement. However, the warm SMA overlay allows for traffic to be opened earlier, so the user cost caused by, traffic delay is reduced, and the total economic cost of the warm SMA is lower than that of the control SMA. In addition, the warm SMA, allows for the use of a higher percentage of RAP because of less binder aging. With a 10% increase in RAP usage, the initial, construction cost of the warm SMA becomes 3.5% lower than that of the control SMA. The overall performances of the control SMA and, the warm SMA were compared by calculating a weighted environmental and economic score and the total cost (environmental, agency, and user costs). Both the weighted score and total cost data show that the warm SMA provides better overall performance compared to, the control SMA. Therefore, besides being more environmentally friendly, the warm SMA is also economically competitive compared to, the control SMA., This study didn’t include the cost benefits of the warm SMA due to an extended paving season and longer hauling distance because, these benefits are difficult to quantify. In addition, the warm SMA may reduce the risk of poor compaction during construction, which, ensures long-term pavement performance, and therefore saves costs related to maintenance and rehabilitation.

NCDOT Project 2014-11, The methodology provided in this report provides guidance for NCDOT conversions of two‐way, stop controlled intersections to other intersection types to enhance the effective allocation of, public funds. The findings of this project have been incorporated into the study’s primary, deliverable, the spreadsheet‐based NCDOT Intersection Life Cycle Cost Comparison Tool, which, combines enhanced HCM 2010 methodologies and standard cost benefit analysis methodologies, to calculate the long‐term net benefits of converting a two‐way stop controlled intersections to, three different intersection options: 1) all‐ way stop controlled, 2) signalized, and 3) roundabout, types. This deliverable is designed for use during the planning phase of potential intersection, conversion projects to help stakeholders identify the most cost‐effective conversion, configuration option. This report summarizes the findings of all project tasks.

This report is organized into five sections and nine chapters, and includes a set of appendices, containing supporting information and the results of data collection and analysis. The second, section of the report summarizes the state of practice of some disciplines related to the RoadLIFE, study: project delivery, project financing, and life cycle cost analysis for highway projects. The, third section summarizes the consequences of the US 550 reconstruction, specifically an analysis of, the impact of innovative procedures on project performance, an evaluation of the road user benefits, of the US 550 improvements in terms of travel time savings, vehicle operating costs, and highway, safety, and an assessment of the economic development in the Four Corners area that may be, attributable to the reconstructed four-lane highway. The fourth section provides instruction on how, to use the research products developed in this project. The supplements to this report include a CD, containing the warrant tracking software and a PowerPoint presentation describing the research, procedure and findings.

ICT-R58, This project evaluated the ability of interlayer systems used in HMA overlays to retard reflective cracking. Field, crack surveys and forensic investigation, including video imaging and ground penetrating radar surveys as well, as laboratory testing of cored specimens, were conducted to examine the behavior of reflective cracking and, reflective cracking control systems applied in Illinois. Crack extent and severity were recorded at 24 locations, across Illinois. The performance evaluation focused on five types of interlayer systems: area- and strip-type nonwoven, fabric; two strip-type composite; and a fine, high polymer content HMA interlayer system. Two reflective, cracking indices were developed to characterize the condition of HMA overlays regarding reflective cracking as, well as transverse cracking. In addition, a performance benefit ratio parameter, PBR, was developed to assess, the performance of treated pavements relative to control sections. The study provided a quantitative assessment, for various types of reflective cracking interlayer systems. In addition, it provides a means to predict the, performance of several interlayer systems under various vehicular and environmental loading conditions through, a simple ESALs-TL chart. A companion report (volume 2) provides tools for the selection of appropriate reflective, crack control treatments based upon traffic, climate, and life cycle costs using a user-friendly life cycle cost, analysis program (CIND – Cost-effective INnterlayer system Decision program).