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Stimulating innovation in projects can contribute to achieving policy goals, addressing societal challenges and meeting objectives within programs and projects. Despite their potential, innovations are rarely included in tender assignments and evaluated in the award of civil engineering projects. One explanation for this is the perceived difficulty in triggering and objectively assessing innovations in the awarding of projects. The aim of this paper is to develop, implement and evaluated a method to encourage and assess innovations in the awarding of bridge construction projects to address this problem.

A design science research (DSR) approach is used to develop, implement and evaluate a method to trigger and assess innovations in tenders for bridge projects. DSR approaches are used to develop “well-tested, well-understood and well documented innovative generic designs, dealing with authentic field problems or opportunities” (van Aken et al., 2016).

The findings show that the application of the developed method in a bridge project led to the inclusion of a broad range of innovations in the tender offers. Despite the broad support for the defined criteria, there were some differences in the way the criteria were interpreted by the public procurement team and by the tenderers. Despite these differences, no legal claims were filed in court.

Further development and wider adoption of the method is likely to have a positive impact on the application of innovations in bridge projects. With some adjustments, the method would also be appropriate for other civil engineering and construction projects.

This paper contributes to the discussion on how the terms innovation and innovativeness can be operationalized and used in the literature and practice. The developed method provides definitions for assessing the degree as well as the level of innovations in tenders for bridge projects. Further, it provides a way to rank innovations and determine the additional value of the offered innovations in terms of a notional reduction in tender price. Finally, it provides insights into how to encourage innovations through public procurement in civil engineering projects.

This paper shows how Bruno Latour’s novel work and methodological approach can enrich management and organization studies, accounting and science and technology studies on what it takes to redesign sustainable societal infrastructures. Latour’s notions of trials of strength, macro-actor and design as redesign are used in a case study to describe and analyse how the laboratory becomes decisive in negotiating the bridge design and project budget to the benefit of a more sustainable transport infrastructure.

Latour’s notion of the detective-author is used to research and write a longitudinal qualitative case study that reconstructs the project processes and chain of related events by following the actors/actants.

The case analysis shows how a project design becomes an emerging powerful macro-actor through the mobilization of laboratory simulations and calculations. The role of the project budget changes; from a strong supporting role as input to a decision option in favour of a cheaper stayed bridge to a weak role as an output from a process of redesign supporting a much larger, costlier and more sustainable suspension bridge.

We use Latour’s methodological approach to engage primarily in detailed process descriptions to go beyond the often-pointless call for further theory development and to rather account for what is at work in specific situations. Latour’s notions of redesign as an outcome from trials of strength, we consider a useful approach to further our understanding since it also takes account of the distributed knowledge production that is integral to the actors’ cognitions and recognitions. Relatedly, the specific Latourian notion of redesign opens up new avenues for researching the more or less powerful role accounting devices such as a project budget can play in valuing, supporting and/or undermining the design of sustainable societal infrastructures.

The complexities in strait-crossing cable-stayed bridge project are increasing the risks. This study aims to identify and analyze the significant and worth-considered construction risks of the first, biggest and longest spanned strait-crossing bridge project in Indonesia.

As many as 32 risk events were identified and determined as the risks that exist and can be represented in the Suramadu bridge project context. Data was collected through a design-based questionnaire disseminated to experts involved in the project as well as semi-formal interviews. Several quantitative methods were applied to analyze the significant risks, such as relative importance index, Spearman’s rank correlation test and Mann–Whitney U test.

The analyses reveal that “unexpected natural behavior” confirmed by both contractor and consultant parties is the most significant and crucial risk event. Another risk event found to be significant is the “delayed payment.” On the other hand, it is also found that several risks within the legal category are found to be less significant compared to other major risk events.

The results of the present research should be interpreted in the context of several limitations. Given these possible concerns regarding the generalizability of the findings, along with the relatively low rate of participants in the current research, additional studies are needed to provide a more complete picture of stakeholder perceptions who are involved directly in the construction environment as well as to identify more construction risks specifically in the large-scale bridge project.

This study has provided fundamental contributions to the body of knowledge and practical implication to promote and assist decision-makers toward developing a comprehensive risk assessment of a large-scale bridge project.

The analyses of outcomes and discussion, as well as the findings of this research, have shed light on the construction risks understanding, which contributes to delivering a theoretical framework for achieving large-scale bridge project success.

This paper aims to introduce a method of performance-based procurement, based on the most economically advantageous tender (MEAT), for low-disturbance bridge construction projects in urban environment.

The first part of this paper reviews the key performance indicators (KPIs) of low-disturbance construction and the procurement procedure based on the MEAT principles. The second part reflects on two actual bridge projects (the Rotebro bridge in Sweden and the Arno river bridge in Italy) as observatory case studies to analyse how clients and contractors can implement the KPIs in MEAT.

The research findings demonstrate the possible inclusion of the KPIs of low-disturbance construction into the MEAT criteria. The MEAT principles can then be used in combination with either a traditional or an integrated procurement strategy.

The implementation of MEAT to achieve low-disturbance construction projects is considerably new and still requires an empirical validation. A further elaboration of the procurement strategy within the EU regulatory framework is strongly recommended in order to assure the broader impacts of sustainable construction.

The findings and recommendations support the practical development and the use of MEAT in construction projects in the EU.

This paper presents on-going investigation within the FP7 collaborative research project “PANTURA”, which addresses the actual research agenda of the European Commission on low-disturbance and urban-friendly civil infrastructure projects.

The Government’s investment in infrastructure projects is considerably high, especially in bridge construction projects. Government authorities must establish an initial forecasted budget to have transparency in transactions. Early cost estimating is challenging for Quantity Surveyors due to incomplete project details at the initial stage and the unavailability of standard cost estimating techniques for bridge projects. To mitigate the difficulties in the traditional preliminary cost estimating methods, there is a requirement to develop a new initial cost estimating model which is accurate, user friendly and straightforward. The research was carried out in Sri Lanka, and this paper aims to develop the artificial neural network (ANN) model for an early cost estimate of concrete bridge systems.

The construction cost data of 30 concrete bridge projects which are in Sri Lanka constructed within the past ten years were trained and tested to develop an ANN cost model. Backpropagation technique was used to identify the number of hidden layers, iteration and momentum for optimum neural network architectures.

An ANN cost model was developed, furnishing the best result since it succeeded with around 90% validation accuracy. It created a cost estimation model for the public sector as an accurate, heuristic, flexible and efficient technique.

The research contributes to the current body of knowledge by providing the most accurate early-stage cost estimate for the concrete bridge systems in Sri Lanka. In addition, the research findings would be helpful for stakeholders and policymakers to propose policy recommendations that positively influence the prediction of the most accurate cost estimate for concrete bridge construction projects in Sri Lanka and other developing countries.

The purpose of this paper is to address the current theoretical gap in integrating knowledge and experience into Building Information Model (BIM) for risk management of bridge projects by developing a tailored Risk Breakdown Structure (RBS) and formalising an active link between the resulting RBS and BIM.

A three-step approach is used in this study to develop a tailored RBS for bridge projects and a conceptual model for the linkage between the RBS and BIM. First, the integrated bridge information model is in concept separated into four levels of contents (LOCs) and six technical systems based on analysis of the Industry Foundation Classes specification, a critical review of previous studies and authors’ project experience. The second step develops a knowledge-based risk database through an extensive collection of risk data, a process of data mining, and further assessment and translation of data. A critical analysis is conducted in the last step to determine on which level the different risks should be allocated to bridge projects and to propose a conceptual model for linking the tailored RBS to the four LOCs and six technical systems of BIM.

The findings suggest that the traditional method and BIM can be merged as an integrated solution for risk management by establishing the linkage between RBS and BIM. This solution can take advantage of both the traditional method and BIM for managing risks. On the one hand, RBS enables risk information to be stored in a formal structure, used and communicated effectively. On the other hand, some features of BIM such as 3D visualisation and 4D construction scheduling can facilitate the risk identification, analysis, and communication at an early project stage.

A limitation is that RBS is a qualitative technique and only plays a limited role in quantitative risk analysis. As a result, when implementing this proposed method, further techniques may be needed for assisting quantitative risk analysis, evaluation, and treatment. Another limitation is that the proposed method has not yet been implemented for validation in practice. Hence, recommendations for future research are to: improve the quantitative risk analysis and treatment capabilities of this proposed solution; develop computer tools to support the solution; integrate the linkage into a traditional workflow; and test this solution in some small and large projects for validation.

Through linking risk information to BIM, project participants could check and review the linked information for identifying potential risks and seeking possible mitigation measures, when project information is being transferred between different people or forwarded to the next phase.

This study contributes to the theoretical development for aligning traditional methods and BIM for risk management, by introducing a new conceptual model for linking RBS to BIM.

Exploitation of project opportunities may bring more benefits than stipulated in the initial business case, and even stakeholder benefits that nobody thought of at the project initiation. The purpose of this paper is to suggest a new research area for megaprojects, i.e. the phenomenon of project opportunity exploitation as a means to increase the project benefits.

This is a single case study of an infrastructure megaproject, i.e. the construction and operation of a 50+ years old American bridge. Data cover information regarding 60+ years old historical documents, newspaper articles, interviews and video-recordings.

The findings of this paper are as follows: exploiting all opportunities created by the project and increasing project benefits require involvement from many categories of stakeholders; stakeholders get more involved in exploiting the opportunities created by the project when they are proud of the project; for some of the project-related opportunities, it might take a long time before they can be exploited (and related benefits achieved); and celebrating achievements of the project stimulate stakeholders to exploit opportunities created by the project and contribute to further project benefits.

Only few interviews were conducted. Interviewees were biased as all were very proud of the bridge. This is a single case study of a “rare species”, not representing most megaprojects.

To enhance project opportunity exploitation and increased benefits, the project owner (team) must continuously communicate about the project, also after project execution.

This study contributes to a gap within the literature on the phenomenon “project opportunity exploitation”. This is a very rich case study and of a “rare species”.

Previous approaches to decision support for project planning using rule‐based expert systems techniques have failed to make an impact in practice. This is primarily because of the complexity and large‐scale nature of construction information, and problems with expert systems including: knowledge acquisition; rule‐based knowledge representation; information storage (or memory); learning; and robustness. Case‐based reasoning is one area of current research which may hold the key to overcoming a number of these problems. In the present paper, previous related case‐based reasoning work is examined. The key factors which influence the formulation of construction project plans are identified. This knowledge is used to develop a conceptual framework within which previous planning experiences can be captured and reused in new situations as a means of providing system decision support in construction planning and control. A prototype system, CBRidge, developed to test and demonstrate the concepts within the framework is presented. The results are very encouraging and provide a sound basis for the further development of case‐based reasoning for construction planning in practice.

The potential threats of extreme events to highway bridges have received increased attention from government agencies, the engineering and construction communities, and the traveling public. These events include terrorist attacks as well as human‐induced and natural hazards such as earthquakes, explosions, fires, floods, and hurricanes. To respond to the potential threats on highway bridges, a research project was conducted to identify rapid bridge replacement processes, techniques, and needs for improvements.

To achieve the research objectives, a detailed case study of previous bridge replacement following an extreme event was conducted. The case study was performed using a three‐step approach. First, the research team reviewed the literature related to the case. Second, the research team interviewed the people who were involved with the case via the telephone. Third, the research team conducted a written survey to gain knowledge about the previously unanswered questions and additional information related to the case.

After studying the case, lessons learned were identified first. Then, the research team determined the processes that were used in the rapid bridge replacements and the needed improvements so that the research community could investigate new technologies to advance current practices.

The lessons learned could be of benefit to government agencies who are responsible for development of the enhanced emergency response plans for highway bridges, and engineering and construction communities who are responsible for design and reconstruction of the damaged bridges. The development of new technologies, if successful, will ultimately enhance the capability of rapid bridge replacement after extreme events.

Several major infrastructure projects in the Hong Kong Special Administrative Region (HKSAR) have been delivered by the build‐operate‐transfer (BOT) model since the 1960s. Although the benefits of using BOT have been reported abundantly in the contemporary literature, some BOT projects were less successful than the others. This paper aims to find out why this is so and to explore whether BOT is the best financing model to procure major infrastructure projects.

The benefits of BOT will first be reviewed. Some completed BOT projects in Hong Kong will be examined to ascertain how far the perceived benefits of BOT have been materialized in these projects. A highly profiled project, the Hong Kong‐Zhuhai‐Macau Bridge, which has long been promoted by the governments of the People's Republic of China, Macau Special Administrative Region and the HKSAR that BOT is the preferred financing model, but suddenly reverted back to the traditional financing model to be funded primarily by the three governments with public money instead, will be studied to explore the true value of the BOT financial model.

Six main reasons for this radical change are derived from the analysis: shorter take‐off time for the project; difference in legal systems causing difficulties in drafting BOT agreements; more government control on tolls; private sector uninterested due to unattractive economic package; avoid allegation of collusion between business and the governments; and a comfortable financial reserve possessed by the host governments.

The findings from this paper are believed to provide a better understanding to the real benefits of BOT and the governments' main decision criteria in delivering major infrastructure projects.