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Pre-construction of a project comprises stages that are pivotal for the procurement performance. It is defined as the duration from the project's initiation to construction. However, Private Public Partnerships (PPPs) have been subjected to a long pre-construction, thereby leading to an inefficient development process. Therefore, the purpose of this paper is to pay attention to the influencing factors elongating the pre-construction duration.

Based on data of 5,677 PPP projects between 2009 and 2021 in China, the authors adopt the Accelerated Failure Time (AFT) model in duration analysis to empirically analyze the following underlying dynamics determining the duration of PPP pre-construction stages: (1) policy uncertainty; (2) corruption; and (3) procurement method selection. To observe the influencing paths more specifically, the authors divided the pre-construction duration into the pre-tendering period and tendering period and regressed them separately.

The results indicate that the pre-construction duration is significantly prolonged with increased policy uncertainty and corruption degree as well as the use of tendering methods. Meanwhile, the above factors have a greater impact on the pre-tendering period than the tendering period.

The contribution of this study is twofold: (1) theoretically, this paper provides new evidence on the impact of PPP policy uncertainty, corruption and procurement method selection on the pre-construction duration. It complements empirical studies on the factors elongating the time efficiency of PPPs projects. (2) In practice, it provides a specific path for the government to improve the time efficiency of PPPs.

Despite the positive impacts of the construction sector on enhancing economic growth and ensuring societal well-being, its negative impacts on the environment from unsustainable resource consumption levels, emission of greenhouse gases (GHGs) and waste generation is monumental. Circular economy (CE) concept is identified globally as an avenue to address problems regarding adverse impacts of construction on the environment. This paper presents the principles of CE as an avenue for enhancing environmental sustainability during the pre-construction stage within Sri Lankan construction projects.

This research was approached through a qualitative research method. Data were collected through semi-structured interviews with subject matter experts. The number of experts were limited due to lack of experts with knowledge on the subject area in Sri Lanka. Data were analysed using content analysis.

Findings revealed a range of activities under each R principle of CE, that is, reduce, reuse, recycle, redesign, reclassification and renewability that could be implemented during the pre-construction stage, thereby providing a guide for construction professionals in implementing CE at the pre-construction stage. The need to expand knowledge on CE concepts within the Sri Lankan construction sector was recognized.

This study provides a qualitative in-depth perspective on how 6R principles of CE could be integrated to a construction project during the pre-construction stage. By adopting the proposed activities under CE principles, construction professionals can enhance the environmental sustainability of construction projects.

The factors leading to the development of automatic shot‐blasting and pre‐construction priming of heavy steel plate are described in this paper. Pre‐construction primers are used to protect steel against corrosion during fabrication and to form the first coat of the final protective system. The ideal properties of a pre‐construction primer are reviewed and a general survey is made of the different types of pre‐construction primer. These are: barrier coatings, inhibitive primers and zinc primers.

This paper aims to explore UAE's transition towards circular economy (CE) through construction and demolition waste (CDW) management in the pre-construction stage. The extent of circularity is assessed by five key aspects of CE, such as policies and strategic frameworks, design for waste prevention, design for disassembly or deconstruction, use of prefabricated elements and CDW management plans.

Multiple case studies were conducted in the context of the Dubai construction industry (UAE). Three significant and unique construction projects were selected as the cases. Semi-structured interviews were carried out to collect data, and the thematic analysis technique and NVIVO 12 software were used for data analysis.

Findings reveal several positive initiatives towards CE in the UAE context; yet it is identified that the transition is still at the initial stage. Selected case studies, the best-case scenarios of UAE (i.e. influential cases), demonstrated adequate measures in relation to four key CE aspects out of five. For instance, (a) policies and strategic frameworks such as lean standards, green building standards and standards developed by the local authorities, (b) design for waste prevention (e.g. adherence to the 3R principle, and construction planning with BIM), (c) use of prefabricated elements and application of innovative construction technologies (e.g. 3DPC, DfMA) and (d) CDW management planning such as 3R principle were evident. However, the selected cases hardly showcase designing for disassembly or deconstruction.

The existing CDW practices are mostly conventional, as most constructions in UAE are procured through conventional building materials and methods. Therefore, there is a necessity of encouraging CE principles in CDW management. Even though the transition towards CE was evident in four key CE aspects out of five, the UAE construction industry has yet to adopt more effective CE-based CDW management practices to accelerate the circularity. Hence, it is necessary to enforce standard waste management guidelines, including the 3R principle, to standardise CDW management in UAE and encourage construction practitioners to adhere to CE principles.

The findings of this study provide valuable insights for decision-making processes around CDW management towards a CE. This paper contributes to the literature by bridging the CE concept with CDW management in the pre-construction stage. The study provides insights for industry practitioners for planning CE in terms of policies and strategic frameworks, CDW management planning, construction planning and application of innovative construction technologies.

It is a well‐known fact that the construction industry always passes through two distinctive problems during the construction stage: slippages of project‐schedules, i.e. time‐frame, and overruns of project‐costs, i.e. budget. However, limited literature is available to solve or dilute these two problems before they even occur. It is strongly believed that the bulk of the two mentioned problems can be mitigated to a great extent, if not eliminated, provided that proper attention is paid to the pre‐construction phases of projects. Normally projects are implemented through traditionally old techniques which generally emphasize only solving “construction problems during the construction phase”. The aim of this article is therefore to unveil a professional methodology known as Project Control System (PCS) focusing on pre‐construction phases of construction projects.

In this article, the authors share the lessons learned during implementation of Kuwait University projects worth approximately $400 million in a span of ten years. The task of the project management/construction management (PM/CM) is being provided to the university by a joint venture team of international and local specialists.

The pre‐construction methodology ensures smooth and successful implementation during construction phases of the projects as they are generally executed in a fast‐pace, deadline‐driven and cost‐conscious environment. The intuitive proactive methods, if implemented during pre‐construction stage, automatically answer the questions that are encountered during the execution periods of projects.

In this article, the authors share the lessons learned during PM/CM during projects over a span of ten years, which could be of use to others.

The purpose of this paper is to explore the relationship between the timing with which decisions are made about how to control work health and safety (WHS) risks in construction project (i.e. either pre- or post-construction) and the quality of risk control outcomes.

Data were collected from 23 construction projects in Australia and the USA. Totally, 43 features of work were identified for analysis and decision making in relation to these features of work was mapped across the life of the projects. The quality of risk control outcomes was assessed using a classification system based on the “hierarchy of control”. Within this hierarchy, technological forms of control are preferable to behavioural forms of controls.

The results indicate that risk control outcomes were significantly better in the Australian compared with the US cases. The results also reveal a significant relationship between the quality of risk controls and the timing of risk control selection decisions. The greater the proportion of risk controls selected during the pre-construction stages of a project, the better the risk control outcomes.

The results provide preliminary evidence that technological risk controls are more likely to be implemented if WHS risks are considered and controls are selected in the planning and design stages of construction projects.

The research highlights the need for WHS risk to be integrated into decision making early in the life of construction projects.

Previous research has linked accidents to design. However, the retrospective nature of these studies has not permitted an analysis of the effectiveness of integrating WHS into pre-construction decision making. Prospective studies have been lacking. This research provides empirical evidence in support of the relationship between early consideration of WHS and risk control effectiveness.

The expected benefits of newly developed transportation infrastructures are the saving of travel time and further promoted transport economics. There is a need for a methodology of travel time estimation with acceptable robustness and practicability. Macroscopic fundamental diagram (MFD) represents the overall traffic performance at a network level by linking average flow, speed and density. MFD can be used to estimate network state and to describe various traffic management strategies. This study aims to describe the effect of new infrastructure development on the network performance using the MFD framework.

The scenarios of Islamabad Road network before and after the infrastructure construction were simulated, in which the floating car data set (FCD) for multiple modes was extracted. MFD has been formed for the whole region and partitioned region, which was divided on the basis of infrastructural changes. Moreover, this study has been extended to calculate travel time for multiple modes using the MFD results and the Bureau of Public Roads (BPR) function at a neighborhood level.

MFD results for the whole network showed that the speed of traffic improves after the construction of new infrastructure. The travel time estimates using MFD results were dependent on the speed estimates, whereas the estimates obtained using the BPR function were found to be dependent on the traffic volume variation during different intervals of the day. By using the FCD for multiple modes, travel time estimates for multiple modes were obtained. The BPR function method was found valid for estimating travel time of traffic stream only.

This paper innovatively investigates the change in network performance for pre-construction and post-construction scenarios using the MFD framework. In practice, the approach presented can be used by transportation agencies to evaluate the effect of different traffic management strategies and infrastructural changes.

The purpose of this paper is to evaluate the risks of building defects associated with rapid advancement of “green” construction technologies. It identifies the methods adopted by the sector for the determination of pre-construction defects that are framed within the context of, traditional; scientific; and professional design approaches. These are critically evaluated and utilised in attempts to mitigate defects arising from diffusing low carbon construction innovations.

The paper takes the form of an evaluative literature review. Polemic in orientation, the paper critically compares two periods of time associated with rapid advancement of innovation. The first, the post-Second World War housing boom is synonymous with a legacy of substandard buildings that in many cases rapidly deteriorated, requiring refurbishment or demolition shortly after construction. The second, is today’s “green” technology “shift” with its inherent uncertainty and increased risk of latent building defects and potential failure to deliver meaningful long-term performance. Central to this is an exploration of the drivers for innovation, and subsequent response, precautionary measures initiated, and the limitations of institutionalised systems to identify and mitigate defects. Similarities and differences between these historical periods frame a discussion around the theoretical approaches to defects and how these may be limited in contemporary low carbon construction. A conceptual framework is presented with the aim of enhancing the understanding for obviation of defects.

Sufficient commonality exists between the periods to initiate a heightened vigilance in the identification, evaluation and ideally the obviation of defects. Design evaluation is not expressly or sufficiently defect focused. It appears that limited real change in the ability to identify defects has occurred since the post-war period and the ability to predict the performance of innovative systems and materials is therefore questionable. Attempts to appraise defects are still embedded in the three principle approaches: traditional; scientific; and professional design. Each of these systems have positive characteristics and address defect mitigation within constrains imposed by their very nature. However, they all fail to address the full spectrum of conditions and design and constructional complexities that lead to defects. The positive characteristics of each system need to be recognised and brought together in an holistic system that offers tangible advantages. Additionally, independent design professionals insufficiently emphasise the importance of defect identification and holistic evaluation of problems in design failure are influenced by their professional training and education. A silo-based mentality with fragmentation of professional responsibility debases the efficacy of defect identification, and failure to work in a meaningful, collaborative cross professional manner hinders the defect eradication process.

Whilst forming a meaningful contribution to stimulate debate, further investigation is required to tangibly establish integrated approaches to identify and obviate defects.

The structured discussion and conclusions highlight areas of concern for industry practitioners, policy makers, regulators, industry researchers and academic researchers alike in addressing and realising a low carbon construction future. The lessons learned are not limited to a UK context and they have relevance internationally, particularly where rapid and significant growth is coupled with a need for carbon reduction and sustainable development such as the emerging economies in China, Brazil and India.

The carbon cost associated with addressing the consequences of emerging defects over time significantly jeopardises attempts to meet legally binding sustainability targets. This is a relatively new dimension and compounds the traditional economic and societal impacts of building failure. Clearly, blindly accepting this as “the cost of innovation without development” cannot be countenanced.

Much research has been undertaken to evaluate post-construction defects. The protocols and inherent complexities associated with the determination of pre-construction defects have to date been largely neglected. This work attempts to rectify this situation.

The accuracy and reliability of subjectively assessing a construction project's complexity at the pre-construction stage is questionable and relies upon the project manager's tacit experiences, knowledge and background. The purpose of this paper is to develop a scientifically robust analytical approach by presenting a novel classification mechanism for defining the level of project complexity in terms of work contents (WCs), scope, building structures (BSs) and site conditions.

Empiricism is adopted to deductively analyze variables obtained from secondary data within extant literature and primary project data to develop project type classifications. Specifically, and from an operational perspective, a two-stage “waterfall process” was adopted. In stage one, the research identified 56 variables affecting project complexity from literature and utilized a structured questionnaire survey of 100 project managers to measure the relevance of these. A total of 27 variables were revealed to be significant and exploratory factor analysis (EFA) is adopted to cluster these variables into six-factor thematic groups. In stage two, data from 62 real-life projects (including the layout and structural plans) were utilized for computing the factor score using the six-factor groups. Finally, hierarchical cluster analysis (HCA) is adopted to classify the projects into collected distinctive groups and each of a similar nature and characteristics.

The developed theoretical framework (that includes a novel complex index) provides a robust “blueprint platform” for main contractors to compile their project complexity database. The research outputs enable project managers to generate a more accurate picture of complexity at the pre-construction stage.

While numerous research articles have provided a comprehensive framework to define project complexity, scant empirical works have assessed it at the pre-construction stage or utilized real-life project samples to classify it. This research addresses this knowledge gap within the prevailing body of knowledge.

The purpose of this paper is to investigate the critical success factors (CSFs) of community‐based post‐disaster housing reconstruction projects (CPHRP) during the pre‐construction stage.

An extensive literature review and interviews were undertaken to establish selected factors contributing to the success of community‐based post disaster housing reconstruction projects. Following this, a questionnaire survey was administered to key stakeholders in order to perceive their view on CSFs of CPHRP. Data were analysed by deploying statistical software.

It was found that 12 factors are considered to be the CSFs: transparency and accountability, appropriate reconstruction policy/strategy, an understanding of the community‐based method, gathering trust from the community, facilitator capacity, good coordination and communication, sufficient funding availability, implementer capacity, having a significant level of community participation/control, government support, involvement of all community members, and successful beneficiary identification.

The establishment of CSFs in CPHRP helps key stakeholders to identify factors that must exist and go well during pre‐construction of CPHRP, in order to ensure the success of the programme.

The paper is very specific as it attempts to discover the CSFs of CPHRP during the pre‐construction stage.