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The ability to measure and assess “quality” is essential in building and maintaining a safe and effective transportation system. Attaining acceptable quality outcomes in transportation projects has been a reoccurring problem at both the federal and state levels, at least partially, as a result of poorly developed, inefficient or nonexistent quality assurance/quality control (QA/QC) processes. The purpose of this paper is to develop and implement a new QA/QC process that focuses on a novel double-bounded performance-related specification (PRS) and corresponding pay factor policy that includes both lower and upper quality acceptance and payment reward boundaries for bridge concrete.

The authors use historical data to design different payment scenarios illustrating likely industry responses to the new PRS, and select the single scenario that best balances risk between the agency and industry. The authors then convert that payment scenario to a pay factor schedule using a search heuristic and determine statistical compliance with the PRS using percent-within-limits (PWL).

The methodology offers an innovative approach for developing an initial set of pay factors when lifecycle cost data are lacking and the PRS are new or modified. An important finding is that, with a double-bounded PRS, it is not possible to represent pay factors using the simplified table PWL currently employed in practice because each PWL value occupies two separate positions in the payment structure – one above the design target and one below it. Therefore, a more detailed set of pay factors must be employed which explicitly specify the mean sample value and the design target. The approach is demonstrated in practice for the Agency of Transportation in state of Vermont.

The authors demonstrate a novel approach for developing a double-bounded PRS and introduce a payment incentive/disincentive policy with the goal of improving total product quality. The new pay factor policy includes both a payment penalty below the contracted price for failing to meet a specified performance criterion as well as a payment premium above the contracted price that increases as the sample product specification approaches an “ideal” design value. The PRS includes both an upper and lower acceptance boundary for the finished product as opposed to only a lower tail acceptance boundary, which is the traditional approach.

The authors illustrate a research collaboration between academia and a state agency that highlights the role academic research can play in advancing quality management practices. The study involves the use of actual product performance data and is operational as opposed to conceptual in nature. Finally, the authors offer important practical insights and guidance by demonstrating how a new PRS and pay factor policy can be developed without the use of site-specific historical lifecycle cost (LCC) data that include detailed manufacturing, producing and placement cost data, as data related to product performance over time. This is an important contribution, as the development and implementation of pay factor policies typically involve the use of historical LCC data. However, in many cases, these data are not available or may be incomplete.

With the new PRS and pay factor schedule, the Agency expects shrinkage and cracking on bridge decks to decrease along with overall maintenance and rehabilitation costs. A major focus the new PRS is to actively involve industry partners in quality improvement efforts.

The authors focus on a major modification to an existing QA/QC process that involves the development of a new PRS and an associated pay factor policy undertaken by the Vermont Agency of Transportation. The authors use empirical data to develop a novel double bounded PRS and payment schedule for concrete and offer unique operational/practical insight and guidance by demonstrating how a new PRS and pay factor policy can be developed without the use of site-specific historical LCC. Typically, PRS for in-place concrete have only a lower tail acceptance boundary.

This paper responds to recent calls for deeper scrutiny of the institutional contexts of citizen science. In the last few years, at least two dozen civil society organizations in New York and Pennsylvania have begun monitoring the watershed impacts of unconventional natural gas drilling, also known as “fracking.” This study examines the institutional logics that inform these citizen monitoring efforts and probes how relationships with academic science and the regulatory state affect the practices of citizen scientists. We find that the diverse practices of the organizations in the participatory water monitoring field are guided by logics of consciousness-raising, environmental policing, and science. Organizations that initiate monitoring projects typically attempt to combine two or more of these logics as they develop new practices in response to macro-level social and environmental changes. The dominant logic of the field remains unsettled, and many groups appear uncertain about whether and how their practices might have an influence. We conclude that the impacts of macro-level changes, such as the scientization of politics, the rise of neoliberal policy ideas, or even large-scale industrial transformations, are likely to be experienced in field-specific ways.

The purpose of this paper is to develop a solid understanding of how integrated building information modeling (BIM) is implemented in a mega project such as the (Istanbul Grand Airport IGA) construction project, which is the main case study in the research methodology.

The paper examines and identifies the lean efficiency gains achieved in the IGA project and highlights the synergies between BIM and lean concepts based on the facts and figures from the case study analysis. In complex projects, there is a vital need for a comprehensive approach that would enable successful managing of design and construction information via accurate modeling, collaboration and integration throughout the project lifecycles covering various disciplines.

The research findings in the paper make a significant impact in understanding the strategic perception for BIM as a new way of working methodology for the construction industry in Turkey, since the IGA project has become not only a key learning hub for the Turkish construction industry, but also a global landmark for digital construction and project delivery. In addition it proves the mutual synergies between BIM and lean practices.

The IGA project is a mega-scale airport construction project with features beyond building industry challenges, and it should be designed and constructed with tight deadlines and budgets and be operated afterwards in an effective and efficient way. Can lean and BIM help for timely and on-budget completion of the project and could they support the management of the airport facility after handover? The paper also discusses the lean and BIM implementation in the project in relation to the BIM Level 3 requirements.

Building information modeling (BIM) and lean construction are two practices that are developed in order to increase productivity, efficiency and quality in construction by implementing various procedures. However, the practical execution of both BIM and lean is mostly limited with the tasks performed in the office environments in the design phase. The purpose of this paper is to examine the benefit realizations in terms of lean interactions resulting from mobile BIM processes through a framework by focusing on digital transformations performed on the construction site.

This paper examines the benefit realizations in terms of lean interactions resulting from mobile BIM processes through a framework by focusing on digital transformations performed on the construction site. To describe the case, BIM project management processes during construction phase have been explained by a participatory research. With a comprehensive literature review, interactions between site BIM processes and lean principles have been defined and the case has been evaluated accordingly.

By focusing on the mobile BIM delivery of project information via tablets to construction site, it has been identified that through the use of technology enabled by BIM practices, lean construction principles are also simultaneously accomplished. This achievement is not only realized with technology but also with the strategic implementation and transformation of organization with the proper BIM practices.

The research is focused on mobile BIM processes applied on-site to enhance traditional project management processes. With the findings of this paper, practitioners may identify research questions to resolve real-life implementation challenges.

This research will enlighten construction practitioners regarding site BIM application capabilities and lean achievements with the utilization of improved project management processes enabled by BIM.

Through the implementation of project management processes enabled by BIM practices on construction site, lean principles are achieved and bottlenecks are identified.

Construction industry faces challenges in making objective decisions due to monetary value attached to quality. Among various quality management techniques available, cost of quality (COQ) is one such method used to address the concern. However, the absence of measurable COQ factors to monitor quality costs hampers the implementation of COQ framework in the construction industry. Therefore, this study aims to identify COQ factors focused on visible factors (VF) and hidden factors (HF) and the current requirements to achieve it.

This study is based on Preferred Reporting Items for Systematic Review and Meta-Analyses protocol guidelines. The present study identified 57 articles published between 1992 and 2023 in peer-reviewed journals.

The findings reveal 22 factors, which are grouped into four categories based on COQ. Through systematic review, the authors observed limited methodological and theoretical diversity. In fact, there are no quantitative frameworks to calculate COQ. The study, therefore, developed a framework comprising four major routes/paths of COQ factors within the framework.

The COQ routes developed through this study will enable the practitioners to meticulously categorise VF and HF, facilitating quantifying of quality throughout the lifecycle of project, which is currently absent from the existing quality assurance/quality control (QA/QC) approach. In addition, these COQ routes stand as essential construction strategies, significantly enhancing outcomes related to time, cost, quality, sustainability and fostering closer relationships within project frameworks.

The current study contributes significantly to the existing body of knowledge by developing various COQ routes and proposing future research directions to address gaps in the literature.

Although quality assurance (QA) was introduced more than a decade ago in the UK, the implementation of QA systems in the Singapore construction industry is still a relatively new phenomenon. While QA is now slowly making its presence felt in the Singapore construction industry over the past two years, there has been a lack of study of the problems faced by practitioners in implementing QA for building projects at its infancy stage in the industry. Examines the problems faced during this infancy stage and draws lessons therefrom.

Outlines the defects and faults during the design stage that affect building maintenance in Saudi Arabia and their relative degree of importance. Performed a survey of a randomly selected sample of 90 contractors, 30 architectural/engineering firms (A/Es), and 20 owners from the Eastern Province of Saudi Arabia. The survey included 35 defects and the respondents were asked to indicate their degree of importance. The defects were grouped into six groups. The level of importance of the defects and the groups were measured and ranked by their severity index for contractors, owners and A/Es. The following results were obtained: contractors, A/Es and owners generally agree on the ranking of the individual defects; contractors and A/Es agree on the ranking of the defect groups whereas contractors and owners, A/Es and owners do not agree; the construction drawings group of defects was ranked highly by all three parties whereas the architectural design group of defects received a low ranking.

The purpose of this paper is to present the construction process innovations that enabled the successful delivery of the hybrid mass timber high-rise building in Canada, the Brock Commons Tallwood House at the University of British Columbia. It is one of a set of papers examining the project, including companion papers that describe innovations in the mass timber design process and the impact of these innovations on construction performance. The focus of this paper is on innovation in the construction phase and its relationship to innovations implemented in previous project phases.

A mixed-method, longitudinal case study approach was used in this research project to investigate and document the Tallwood House project over a three-year period. Both quantitative and qualitative data collection and analysis techniques were used. Members of the research team observed prefabrication and construction, conducted periodic interviews and reviewed project artefacts.

The research identified three innovation “clusters,” including the use of innovative tools, techniques and strategies in the design and construction processes and the role they played in delivering the project. The “clusters” were further characterized according to the type of “connectivity” they afforded, either facilitation, operationalization or materialization. These two perspectives support a compounding view on innovation and help to understand how it can flow throughout a project’s life cycle and across its supply chain. Three process-based innovations were initiated during the design phase, integrated design process, building information modeling and virtual design and construction and flowed through to the construction phase. These were seen to enable the creation of connections that were crucial to the overall success of the project. These innovations were operationalized and enacted through the construction phase as design for manufacturing and assembly and prefabrication, staged construction and just-in-time delivery, integration of safety and risk management and a rigorous quality control and quality assurance process. Finally, a full-scale mock-up was produced for practice and constructability assessment, materializing the radical product innovation that was the mass timber structure. These strategies are used together for a synergistic and integrated approach to increase productivity, expedite the construction schedule and develop an innovative building product.

This paper details an in-depth investigation into the diffusion dynamics of multiple systemic innovations for the construction process of a unique building project, the tools and techniques used by the construction manager and team, and the challenges, solutions and lessons learned.

Lean implementation is vastly incorporated in core manufacturing processes; however, its applicability in the supply chain and service industry is still in its infancy. To acquire performance excellence and thrive in the global competitive market, many firms are adopting newer methodologies. But, there is a stringent need for production simulation systems to analyze supply chains both inbound and outbound. The era of face validation is slowly disappearing. Lean tools and procedures that provide future state assumptions need advanced tools and techniques to measure, quantify, analyze and validate them. The purpose of this study is to enable dynamic quantification and visualization of the future state of a warehouse supply chain value stream map using discrete event simulation (DES) technique.

This study aimed to apply an integrated approach of the value stream mapping (VSM) and DES in a Malaysian pharmaceutical production warehouse. The main focus is diverted towards reducing the warehouse supply chain lead time by initially constructing a supply chain value stream map (both present state and future state) and integrating its data in a DES modelling and simulation software to dynamically visualize the changes in future state value stream map.

The DES simulation was able to mimic the future state lead time reductions successfully, which assists in better decision-making. Improvements were seen related to total lead time, process time, value and non-value-added percentage. Warehouse performance metrics such as receiving, put away and storage rates were substantially improved along with pallet processing time, worker and forklift throughput usage percentage. Detailed findings are clearly stated at the end of this paper.

This study is limited to the warehouse environment and further additional process models and functional upgrades in the DES software systems are very much needed to directly visualize and quantify all the possible Lean assumptions such as radio frequency image identification/Andon (Jidoka), 5S, Kanban, Just-In-Time and Heijunka. However, DES has a leading edge in extracting dynamic characteristics out of a static VSM timeline and capture details on discrete events precisely by picturizing facility modification and lead time related to it.

This paper includes all the fundamental pharmaceutical warehouse supply chain processes and the simulations of the future state VSM in a real-life context by successfully reducing supply chain lead time and allowing managers in inculcating near-optimal decision-making, controlling and coordinating warehouse supply chain activities as a whole.

This integrated approach of DES and VSM can involve managers and top management to support the adoption of anticipated changes. This study also has the potential to engage practitioners, researchers and decision-makers in the warehouse industry.

This study involves a powerful DES software package that can mimic the real situation as a virtual simulation and all the data and model building are based on a real warehouse scenario in the pharmaceutical industry.