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This study investigated the role of community infrastructure planning in Sarawak, Malaysia, by concentrating on the obstacles that hinder effective governance of community infrastructure planning.

The qualitative approach via case study design was adopted in this study. The Song District, located in the State of Sarawak, Malaysia, was selected as the case study area. Semi-structured interview sessions were conducted with 21 respondents who belonged to the government agencies involved in rural community infrastructure planning and village community representatives to capture their views on community infrastructure development planning in the selected district. The gathered responses were analysed thematically and the outcomes are discussed.

The findings revealed that although the development of community infrastructure in Song District has progressed and has exerted transformative impacts on rural livelihood, several challenges were identified in the delivery of community infrastructure. The four main themes of challenges that emerged from the data were location factors, financial resources, cooperation and collaboration of stakeholders, as well as community involvement. The outcomes disclosed that, in terms of governance, the institutional roles of the community, stakeholders and government agencies must be integrated throughout the rural community infrastructure planning process to resolve the emerging challenges effectively so that the demands of the rural community are met meritoriously.

An effective and efficient community infrastructure planning approach ascertains that the community infrastructure development gaps in rural areas are bridged and brings fruition to the rural communities for their livelihood transformation.

This paper delineates a view on the governance aspect of community infrastructure planning in Sarawak, Malaysia, that is largely untapped. The study outcomes may facilitate practitioners and academics to move forward and recommend improvements in the approach to rural community infrastructure planning.

Sustainable economic growth in both developed and developing countries requires the restructuring and expansion of road transportation infrastructures (RTIs). However, RTIs are always subject to high costs and delays, especially in developing countries with fewer resources than developed ones. Cost overruns and inaccurate forecasts usually lead to project failures. In this regard, some governments in developing countries have adopted public–private partnerships (PPPs) to deliver RTI projects with very positive outcomes. However, academic research has not yet studied the most recurring barriers and associated solutions to adopting PPPs in RTIs particularly for developing countries. This paper aims to fill up this knowledge gap in the existing literature.

A Delphi survey method involving 103 experts in RTIs based in Iran was implemented. Results indicated that the most perceived barriers to applying PPPs in RTIs in developing countries are linked to political, legal and economic factors. Ten other experts also participated in semistructured interviews, which were thematically analyzed to provide practical effective solutions for overcoming those identified barriers.

The findings indicated that all the presented barriers achieved above-average scores and could be considered severe obstacles of applying PPPs in RTIs for developing countries. In terms of barriers and solutions reported, these seem to converge on three profound elements: political stability, legal framework and conjoint management.

To the best of the authors’ knowledge, this is the first-ever research study regarding the barriers to adopting PPPs in delivering RTI projects for developing countries. Practical recommendations for overcoming these perceived barriers and achieving better implementation of PPPs in RTIs for developing countries were advocated. This work has contributed to the extant PPP theory as the management of coproduction in delivering RTI projects.

Logistics sector is recognized as one of the core enablers of the economic development of a nation. However, inefficiency in logistics operations impedes the achievement of intended targets by increasing the cost of doing business. Also, it is difficult to improve the efficiency of a country’s logistics operations without a metric for evaluating and understanding logistics capabilities and efficiency. Therefore, the present study has developed In-country Logistics Performance Index (ILP Index) to propose a benchmarking tool to measure the in-country logistics competitiveness, particularly in the setting of emerging economies, i.e. India.

This study has developed a unified index using principal component analysis and quintile approach. In addition, the proposed index relies on several dimensions that are developed and illustrated using quantitative secondary panel data.

The findings of this study reveal that the quality of infrastructure, economy, and telecommunications are the three most important dimensions that may significantly support the growth of the transportation and logistics sector. The results reveal that Gujarat, Tamil Nadu, and Maharashtra are the top performers whereas, Bihar, Jharkhand, and Jammu and Kashmir scores the least due to the insufficient logistics infrastructure as compared to other Indian states.

Given the extensive focus on international-level logistics index (like World Bank’s LPI) in the existing literature, this study intends to develop in-country logistics index to evaluate the logistics capabilities at the regional and state level. In addition, unlike prior studies, this study utilizes quantitative secondary data to eliminate cognitive and opinion bias. Moreover, this benchmarking tool would assist decision-makers in idealizing standard practices toward sustainable logistics operations. Additionally, the ILP index could serve the international investors in crucial decision-making, as it provides valuable insights into a country’s logistics readiness, influencing their investment choices and trade preferences. Finally, the proposed approach is adaptable to measuring the overall performance of any other industry/economy.

Freeways in Australia play a significant role in connecting distant communities, shifting freight and strengthening the country’s economy. To meet the growing needs of present and future generations, delivering a socially sustainable road infrastructure that creates generational benefits is essential. However, the existing literature reveals the lack of comprehensive indicators to assess the social sustainability performance of freeway projects. Therefore, this paper aims to identify a critical set of system-specific indicators to evaluate the life cycle social footprint of Australian freeways.

This study conducted 31 interview questionnaire surveys with actively engaged stakeholders involved in various freeway projects around Australia. The data collected was analysed using fuzzy set theory and other statistical approaches.

The study identified 42 critical indicators for assessing the social sustainability performance throughout the life cycle of freeways in the Australian context. For example, stakeholder involvement, reduction of casualty rate due to road accidents, fair remuneration to project workforce and improved accessibility to required services.

The context-specific opinions extracted from the industry experts and the comprehensive set of critical indicators identified would ensure that all the vital aspects of social sustainability are considered throughout the life cycle of Australian freeways in the future, assisting the decision-makers in enhancing the project’s social sustainability performance.

The linguistic explanations associated with the ratings given by the industry experts provide greater insight into the context of the life cycle social sustainability assessment of Australian freeways exclusively.

The purpose of this study was to investigate the likely causes of failure of some sections of road pavements in Ajaokuta, Northcentral Nigeria. This was achieved through a geotechnical assessment of subgrade soils in affected areas.

The methods entailed field and laboratory methods and statistical analysis. Subgrade soil samples were retrieved from a depth of 1,000 mm beneath the failed portions using a hang auger. The soils were analyzed for natural moisture content (NMC), Atterberg limit (liquid limit, plastic limit and linear shrinkage), grain size distribution, compaction and California bearing ratio (CBR), respectively.

The results of the geotechnical tests ranged from NMC (12.5%–19.4%), sand (84%–98%), fines (2%–16%), LL (16.0%–32.2%), PL (17%–27.5%), LS (2.7%–6.4%), PI (2.5%–18.4%), maximum dry density (1756 kg/m2–1961 kg/m2), optimum moisture content (13.2%–20.2%), unsoaked CBR (15.5%–30.5%) and soaked CBR (8%–22%), respectively. Pearson’s correlation coefficient performed on the variables showed that some parameters exhibited a strong positive correlation with r2 > 0.5.

Funding was the main limitation.

Comparing the results with Nigerian standards for road construction, and the AASHTO classification scheme, the subgrade soils are competent and possess excellent to good properties. The soils also exhibited very low plasticity, a high percentage of sand, high CBR and low NMC, which implies that it has the strength required for road pavement subgrades. The likely causes of the failures are, therefore, due to the use of poor construction materials, technical incompetence and poor compaction of sub-base materials, respectively.

The implementation of smart maintenance (SM) has greatly benefited facility managers, construction project managers and other stakeholders within the built environment. Unfortunately, its actualization for stakeholders in the built environment in the fourth industrial revolution (4IR) era remains a challenge. To reduce the challenge, this study aims at conducting a bibliometric analysis to unearth the critical success factors supporting SM implementation. The future direction and practice of SM in the construction industry were also explored.

A bibliometric approach was adopted for reviewing articles extracted from the Scopus database. Keywords such as (“smart maintenance“) OR (“intelligent maintenance”) OR (“technological maintenance”) OR (“automated maintenance”) OR (“computerized maintenance”) were used to extract articles from the Scopus database. The studies were restricted between 2006 and 2021 to capture the 4IR era. The initial extracted papers were 1,048; however, 288 papers were selected and analysed using VOSviewer software.

The findings revealed that the critical success factors supporting the implementation of SM in the 4IR era are collaboration, digital twin design, energy management system and decentralized data management system. Regarding the future practice of SM in the 4IR era, it was also revealed that SM is possible to evolve into maintenance 4.0. This will support the autonomous maintenance of infrastructures in the built environment.

The use of a single database contributed to the limitation of the findings from this study.

Despite the limitations, the findings of this study contributed to practice and research by providing stakeholders in the built environment with the direction of SM practice.

Stakeholders in the built environment have clamoured to implement SM in the 4IR era. This study provided the critical success factors for adopting SM, guaranteeing the 4IR era. It also provides the research trends and direction of SM practice.

The research works concerned with heritage management, in general, are available domestically and globally, but they are not as abundant as required when it comes to the management of twentieth-century urban heritages, particularly the Somali region. Thus, this research is assumed as innovative and evocative of additional research initiatives in the management of twentieth-century urban heritages, and it can assure the development of sustainable heritage tourism in the research area.

The study employed a cross-sectional survey as the research design, and qualitative data of both primary and secondary types were collected for this research. Therefore, purposively selected knowledgeable individuals in heritages of the study area were involved in in-depth interviews and focus group discussions, and field surveys of twentieth-century built urban heritage sites were conducted in Jigjiga, Erer and Qebridahar cities. Generally, observation, face-to-face interview interviews and focused group discussions were used to collect primary data, and document analysis was also used to collect secondary data.

The findings of the study revealed that the Somali region is rich in twentieth-century urban built heritage. The imperial palace, administrative centers, mosques, shrines, churches, military camps, Italian-built architecture sites, patriot centers, statues of local heroes, older bus stations and city centers are among the twentieth-century built heritages in the region. However, most of these heritages were not recognized. Consequently; conservation, promotion and use of the twentieth-century urban heritages for sustainable development are given little attention despite that there are infrastructural facilities for tourists in the region and the proximity of the region to the heritage tourism corridors of Harar and Dire Dawa.

Awareness should be made to the concerned institutions and societies about socio-economic and cultural values of the twentieth-century urban built heritage.

The Federal Culture and Tourism Ministry and Culture and Tourism Bureau of the Somali region should cooperatively develop a short and long-term plan of action to manage the twentieth-century built urban heritage of the region and use them for sustainable development through the participation of the society.

The local institutions, communities and individuals should be aware of and involved in the conservation, promotion and use of the twentieth-century built urban heritages for sustainable social, cultural and economic development.

As far as the researchers' knowledge is concerned, there is no research of a similar type in which the setting and results are closer to this. Therefore, this research is original and is based on extensive primary data gathered from field surveys.

The aggressive competition in the real estate market forces real estate developers to tackle the challenge of selecting the best project construction phasing alternative. The real estate industry is characterized by high costs, high profit and high risks. The schedules of real estate projects are also characterized by having large number of repetitive activities that are executed over a long duration. The repetitiveness, long duration of execution, the high amounts of money involved and the high risk made it desirable to leverage the impact of changes in phasing plans on net present value of amounts incurred and received over the long execution and selling duration. This also changes the project progress, and delivery time as well as their respective impact on customer degree of satisfaction. This research addresses the problem of selecting the best phasing alternative for real estate development projects while maximizing customer satisfaction and project profit.

The research proposes a model that generates all construction phasing alternatives and performs decision-making to rank all possible phasing alternatives. The proposed model consists of five modules: (1) Phasing Sequencing module, (2) Customer Satisfaction module, (3) Cash-In calculation module, (4) Cost Estimation module and (5) Decision-making module. A case study was presented to demonstrate the practicality of the model.

The proposed model satisfies the real estate market's need for proper construction phasing plans evaluation and selection against the project's main success criteria, customer satisfaction and project profit. The proposed model generates all construction phasing alternatives and performs multi-criteria decision making to rank all possible phasing alternatives. It quantifies the score of the two previously mentioned criteria and ranks all solutions according to their overall score.

The research proposes a model that assist real estate market's need for proper construction phasing plans evaluation and selection against the project's main success criteria, customer satisfaction and project profit. The proposed model can be used to conclude general guidelines and common successful practices to be used by real estate developers when deciding the construction phasing plan. In this study the model is based on business models where all the project units are sold, rental cases are not considered. Also, the budget limitations that might exist when phasing is not considered in the model computations.

The model can be used as a complete platform that can hold all real estate project data, process revenues and cost information for estimating profit, plotting cash flow profiles, quantifying the degree of customer satisfaction attributable to each phasing alternative and providing recommendation showing the best one. The model can be used to conclude general guidelines and common successful practices to be used by real estate developers when tackling the challenge of selecting construction phasing plans.

As China’s industrial structure continues to upgrade and optimize, the consumption capacity of rural residents gradually improves and the role of consumption in economic growth is increasingly prominent. Against the background of weak external demand, the untapped potential of rural consumption has become a key force in expanding domestic demand. As one of the important means that the government has long relied on, fiscal support for agriculture has played a crucial role in activating the rural consumer market. This manuscript aims to explore the impact of local fiscal support for agricultural expenditure (FSAE) on rural consumption in China, as well as to examine the mediating role of the level of rural financial development.

In this manuscript, the authors use the provincial panel data of 31 provinces in China from 2000 to 2020. The data of all variables mainly come from China Statistical Yearbook and China Rural Statistical Yearbook. According to the variable selection above, 651 sample data of 31 provinces and cities across China from 2000 to 2020 are organized. In terms of methodology, multiple fixed-effects panel model is applied to regression.

Firstly, FSAE varies significantly, while rural consumption slowly but steadily rises, with a relatively stable consumption structure. Secondly, FSAE has a significant positive effect on rural consumption. Thirdly, mediation testing indicates that mechanisms such as income, uncertainty and financial development have significant positive mediating effects on rural consumption. Thirdly, there is evident regional heterogeneity in FSAE’s impact on rural consumption. The Western regions, under government fiscal support, show a more significant effect on the elevation of rural consumption levels, while the role of FSAE in optimizing the consumption structure of rural residents in eastern and central regions is more pronounced.

Firstly, a systematic examination of local FSAE and rural consumption has been conducted, enriching relevant theories. Secondly, utilizing econometric empirical methods to research the relationship between local FSAE and rural consumption provides an exploratory extension to empirical studies on rural consumption in China. This offers empirical evidence for local fiscal support in agricultural development and the promotion of rural consumption.

The study aims to analyze the impact of market participation on small paddy farmers' income and consumption expenditure. The study also estimates various determinants affecting the market participation of smallholders. Further, the study computes the efficiency of different paddy marketing channels and identifies the determinants that impact the marketing channel selection of paddy growers in Eastern India.

The study used the propensity score matching (PSM) approach to measure the impact of market participation on farm income and per capita consumption. Further, the study employed Acharya and Aggarwal's composite index approach to estimate the marketing efficiency of various paddy marketing channels. Further, a multinomial logit model was used to determine the marketing channel selection constraints.

The outcomes indicate that market participation positively impacts farm income and consumption expenditure. Education, membership in farmers' organizations, price information and distance to the marketplace significantly affect farmers' market participation. The results show that the producer–retailer marketing channel is the most efficient compared to others. However, most paddy farmers sell paddy to farmgate collectors due to a lack of market information, vehicle ownership, storage system, and inability to take the risk of venturing out of the farmgate into markets.

The study uses primary data and captures only farmers' perspectives to measure the impact of market participation, marketing channel efficiency and determinants for market channel selection. The other stakeholder's perceptions can be included in future studies.

Rarely does any study identifies the efficiency of different marketing channels for paddy farmers in India and includes cognitive factors like risk perception and trust in buyers as constraints for market channel selection.