Journal of Construction Engineering and Management

Construction specifications are used by transportation agencies to define the client’s requirements of the final product. The primary motivation of adopting the newer end result specification (ERS) or performance related specification over method-based specification (MBS) is to reduce clients’ costs, encourage contractors’ innovation, and improve overall quality. However, some transportation agencies have been reluctant to fully implement ERS due to lack of demonstrated evidence on whether they achieve comparable level of quality or performance. This paper investigates if the specification type has any effect on quality. The case study presented is based on data from New Brunswick Department of Transportation (NBDOT) from years 2003–2007. NBDOT generally uses ERSs to call paving contracts equal to or larger than 8,000 t. MBSs are used for all other smaller paving contracts. The most prevalent indicator variables for accepting asphalt paving jobs in North America [that is, percent theoretical maximum relative density, asphalt binder content, air voids, voids in mineral aggregates, percent passing 4.75 mm (No. 4), and $75\mu \text{m}$ (No. 200) sieves] were investigated. Statistical analysis was performed to compare the deviation of the quality indicator variables from their respective job mix formula values for paving projects that used MBS or ERS. ANOVA results revealed that there were no significant differences between the qualities achieved from the two specification types. Also, no significant differences were found from within-specification comparisons over the time frame examined. Given the possible cost advantages from agency’s point of view, the flexibility of the contractors to innovate and the fact that this study demonstrates quality is not compromised, there is an opportunity for agencies to expand or fully adopt the use of ERS specifications.

The adjustment of utilities prior to highway construction is a particularly complex and challenging operation. One strategy that has been adopted in the last two decades is to incorporate utility adjustment work into highway construction contracts. In theory, this approach eliminates or reduces some of the complications and risks of utility adjustments. This paper aims to identify and analyze the decision drivers for selecting this strategy and help alleviate its implementation challenges. To this end, a comprehensive literature review and several interviews with experts from state departments of transportation and utility companies were conducted. Assessment surveys regarding the performance of recent projects that used the combined strategy were performed. Conclusions and recommendations for future research are presented.

The negative effects of claims and disputes have serious negative impacts on contracting parties, their projects, the construction industry as a whole, and consequently on the nation’s economy. This paper explores a method for mitigating the negative effects associated with contractors’ claims and disputes using a risk retention approach. This method can help contractors in getting early relief from the financial and economic burdens of construction claims. To meet the goals and objectives of this study, the writers have: (1) investigated the feasibility of pricing insurance premiums using the options pricing theory; (2) explored the applicability of modeling the options pricing theory using Monte Carlo simulation; (3) set up the principles required for optimal design of a risk retention group for construction claims; and (4) tested the possible impact of the newly developed risk retention group using historic data of 10,193 construction projects spanning over 12 different California districts. Pursuant to this study, it was verified that construction claims satisfy the required principles for insurance. Also, based on the used testing framework, the developed risk retention group for construction claims has been proved a success from the insured and insurer sides. It is the writers’ hope that this study will lay the basis for a leading risk management technique that could be extended over the nation for the benefit of relieving the negative consequences associated with lengthy claims and disputes resolution in the construction industry.

Subcontractors carry out a large portion of the work done in construction projects. Thus, selecting the right subcontractor essentially contributes to the project’s success. We designed a choice-based conjoint experiment to examine the relative importance of four criteria in the subcontractor selection process of main contractors from Singapore: price, technical know-how, quality, and cooperation. Although main contractors adopt a multicriteria selection process and perceive all four criteria to be important for their choice decision, the actual choice situation reveals that price is still by far the most important selection criterion, followed by quality, cooperation, and technical know-how. Main contractors are not willing to compromise on price but accept a lower performance of a known subcontractor on the remaining criteria.

Private finance initiative (PFI) has emerged to be a viable strategy for governments to transfer financial risks in public projects to the private sector. It does not only help tap the efficiency and finances of the private sector but it also promises to deliver better public services to the community. Despite these obvious incentives, there is still a low PFI diffusion in Hong Kong. Based on this understanding, we have undertaken this exploratory study, which is probably the first of its kind, to investigate the PFI’s financial issues from the perspective of financial suppliers. This study was intended to identify factors that may affect the perception of the supplier side and to explore ways to facilitate their participation in PFI projects. The findings suggest that respondents had low level of understanding and knowledge of the PFI and they perceived that PFI public projects had an average risk and performance. To increase their involvement, several enablers are provided in this paper.

Past project data sources provide key information for construction cost estimators. Previous research studies show that relying only on one’s own experience during estimation results in estimators’ bias. Having and referring to historical databases, containing objective information on what happened in past projects, are essential for reducing estimators’ biases. The first step toward development of useful project history databases is to understand what information estimators require from past projects. The research described in this paper targets estimators’ information needs identified through interviews, brainstorming sessions, task analyses, and card games conducted with estimators with different experience levels and specialized in heavy/civil and commercial construction projects, and exploration of historical and standard databases available in companies to determine what is being currently represented. Findings show that estimators need contextual information, depicting the conditions under which specific production rates were achieved, so that they can identify which production rate would be more realistic to use during the production rate estimation of an activity in a new bid. Comparison of the contextual information needs identified in this research with information items available in historical data sources (such as company cost reports, RSMeans, previous studies) highlighted some gaps and important opportunities for improvements in those sources. The identified contextual information items are significant for practitioners in developing ways to augment their existing project history databases to make them more beneficial for estimators.

Performance measurement is a helpful tool for taking corrective actions and controlling a project as far as this enables accurate time and cost forecasts during the first stages of the construction effort when the management team still has opportunities to make adjustments. This paper overcomes the dilemma of practicability and predictability of traditional estimates at completion based on early progress measurement by presenting the empirical results from the construction project of an industrial facility. The case may be a reference practice for assessing time and cost performance measurement of any building, whose layout can be reasonably partitioned into repeatable portions. In such circumstances, an effectively-managed traditional earned value method and appropriate metrics for computing performance provide project managers with accurate forecasts as useful tools for successful project management and control.

Critical path analysis on a project network having non-finish-to-start (FS) logical relationships with lags is generally referred to as precedence diagram method (PDM). A PDM-based scheduling analysis is facilitated by mainstream project scheduling software (such as $P3$ ). However, PDM compounds total float determination and interpretation, potentially causing anomalous effects on critical path identification. In the present research, we generalize those particular circumstances that entail applying non-FS logical relationships on construction projects. We then propose generic transform schemes such that non-FS relationships in a PDM network can be detected and transformed—automatically—into equivalent FS. Moreover, we provide analytical proofs for the transform schemes being proposed to justify the logical equivalency between the original PDM network and the transformed activity-on-node (AON) network only having FS logical relationships. A PDM network example demonstrates that confusions would arise in interpreting $P3$ ’s critical path analysis results, but not in the case of the transformed AON counterpart. In conclusion, the transform schemes being proposed lead to better understanding of the scheduling results when critical path analysis is performed on a PDM network. This also paves the way for conducting further sophisticated scheduling analysis (such as resource loading or Monte Carlo simulation) on a PDM network.

There are an estimated 11 million illegal immigrants currently residing in the United States. Of this population, research shows that approximately 19% work in the construction industry, comprising around 14% of all construction workforces. The Washington, D.C. metropolitan region has a unique makeup of workforces within the construction industry. Between September 2006 and February 2007, 896 construction workers from several projects in the Washington, D.C. metropolitan area participated in a survey. The study targeted the low-skilled, immigrant-saturated trades in construction. The most compelling finding in this study was that illegal immigrants make up a far greater proportion of the construction workers in low-skilled trades than indicated by national averages, 55% as compared to between 20 and 36% nationally. This will increase the impact of immigration and immigration reform substantially for the Washington, D.C. metropolitan.

In the evolution of safety research, the literature identifies three paradigms: normative, error-based, and cognitive engineering. Traditionally, strategies to improve construction safety have been based on the normative paradigm—compliance with prescribed safety rules. However, the normative approach ignores how the characteristics of the production system and team processes influence the work behaviors and the possibility of errors and accidents. These factors are the focus of the cognitive engineering perspective. This study develops a cognitive model of construction safety, which conceptualizes safety as an emergent property of the production system. The model proposes that during a task, the task demands and the applied capabilities determine the potential for errors and accidents. It also proposes that the production practices and the teamwork processes of the crew shape the work situations that the workers face—that is, the task demands and the applied capability. Empirical evidence from recent case studies is discussed. The cognitive perspective shifts the focus of accident prevention from conformance with rules to the issues of task demands and applied capabilities, and the factors affecting them—such as work design, workload, resource allocation, and team processes.

Safety climate can benefit contractors, specialty contractors, and owners of industries by providing them with the knowledge of attitudes and perceptions that can help to consistently achieve better safety performance. The objective of this research was to determine safety climate that would enhance safety culture and positively impact perceived safety performance on construction projects. A safety climate questionnaire survey was conducted on the construction sites of a leading construction company and its subcontractors in Hong Kong. Approximately, 1,500 hard copy questionnaires were distributed and the response rate was excellent, resulting in 1,120 valid questionnaires being collected from 22 construction projects. By means of factor analysis, two underlying safety climate factors were extracted, accounting for 43.9% of the total variance. Multiple regression analysis confirmed that these climate factors, “management commitment and employee involvement” and “inappropriate safety procedure and work practices” were significant predictors of workers’ perceptions of safety performance. The findings indicated that the relationship between perceived safety performance and “inappropriate safety procedure and work practices” was inversely correlated. The results suggest that safety climate can be used as an effective measure of assessing and improving site safety for projects under construction. The findings of this study and the methodology might be useful for research at other construction sites in other regions and countries. This work provides useful information for project managers and safety practitioners who desire to improve safety climate and safety performance on construction sites.

The project development process is a critical component of highway projects. Decisions made during this phase have a significant impact on the final project outcomes. This paper describes a research project that studied this process and subsequently developed a method to help the highway project team improve the project development process. This method does so by proactively identifying risk sources based on the analysis of the project scope. This method uses a comprehensive list of scope elements with descriptions and a mechanism to evaluate quantitatively the scope elements’ level of definition. Assessing the level of definition of each scope element and of the project as a whole allows the project team to determine the potential level of risk to which the project is exposed. The project team can then develop risk mitigation plans to respond to the potential high risk elements. The proposed method was tested on real completed and ongoing projects undertaken by experienced professionals. The method was well received by the subject matter experts, and a number of benefits were observed, including the use as an integrated checklist, a mechanism for monitoring the project development progress, as well as a means for improving communication and promoting alignment within the project team.

An increasing volume of highway repair and construction work is being performed during the off-peak nighttime hours to mitigate the impact of construction-related daytime traffic congestions and shorten the duration of construction operations. The utilization and placement of light towers to illuminate the work zone in this type of construction can cause harmful levels of glare for both drivers and construction workers. This paper presents the results of field experiments which were conducted to (1) study the levels of glare and lighting performance generated by light towers in and around nighttime work zones; (2) analyze the combined impact of the light tower set up parameters including its height as well as its aiming and rotation angles on glare and lighting performance; and (3) provide practical recommendations to reduce and control lighting glare in and around nighttime work zones. The results of these experiments confirm that the set up of light towers has a significant impact on glare and therefore it should be carefully designed and executed on nighttime highway construction projects to ensure the safety of the traveling public as well as construction workers.

This paper illustrates a fuzzy logic model for use in predicting and evaluating the performance of construction trades foremen. The model assists in measuring the effectiveness of a foreman, monitoring improvements in effectiveness over time, and identifying areas where a foreman requires training or mentoring to improve his/her performance. This paper also discusses the factors that affect the performance of a foreman in each area of responsibility. The structure of the model and the use of fuzzy logic are described. The model is validated using data collected from an actual construction company, illustrating its high level of linguistic accuracy. This model is relevant to researchers and makes a contribution to performance evaluation by developing a methodology for evaluating and predicting the performance of construction trades foremen. The model provides a complete approach for handling uncertainty inherent in performance evaluation by using fuzzy logic. The use of fuzzy logic in the model allows users to express themselves linguistically and to make assessments that are subjective in nature. It is relevant to construction industry practitioners since it provides them with a useful technique for evaluating the performance of foremen and identifying the factors that affect their performance on a daily basis. Last, the model offers the advantage of benchmarking foreman performance, allowing organizations to develop plans to improve the performance of their foremen over time.

All parties agree that the Miami Intermodal Center (MIC) construction project got off to a bad start, but why did this project—so anxiously anticipated, so badly needed, and kicked off with such fanfare—seem destined for so long to be remembered as a high-priced failure? After the bad start, why did the MIC project seem to struggle so for almost four years before—seemingly all at once—finding direction? What were the factors behind the bad start? What were the factors behind the lack of progress once the project started? What were the factors behind a remarkable turnaround? This paper answers these questions and more. The product of four years of research and data gathering, this paper should be of use to researchers and practitioners. It uses dozens of interviews with project planners, Florida Department of Transportation administrators, and construction personnel, as well as pertinent data to tell the story of the first 5 years of the construction of this groundbreaking world-class multimodal facility that is estimated to take 15–20 years to construct and cost approximately $2.5 billion.