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This paper aims to quantify, for the first time, the performance expectations gap in community roadworks projects by proposing a performance expectations gap index (PEGI) that can answer a vital question of how wide/how narrow the gap is from a stakeholder perspective. Previous scholars have offered qualitative descriptions of the expectations gap from an auditing point of view using a constructivist approach. This study uses a positivistic approach in addressing the procurement performance expectations gap.

The index is computed by combining data from actual and perceived performance of public roadworks from two categories of respondents: “Technical personnel” and “Road users” in selected District Local Governments (DLGS) of Uganda using paired mean differences. The authors created grand means from these two groups for us to make a meaningful comparison. Data were collected from community access roads projects opened, maintained and completed and the satisfaction levels from 69 DLGS. The community leaders and political representatives formed a group of road-users, whereas DLG Engineering staff represented the technical staff. Data was collected on the extent to which the DLG had achieved performance efficiency, performance effectiveness and performance reasonableness. The measurements items was anchored along the continuum of: (5) Outstanding = Performance is consistently superior to (1) Unsatisfactory = Performance is consistently unacceptable.

Study findings show the level of performance of roadworks attained by technical staff is only 65%, with 15.9% gap is attributed to performance efficiency, the 29.1% gap is attributed to performance effectiveness issues and 20% gap is the perceived performance unreasonableness gap in the stakeholder’s perspective, creating an overall performance gap of 35%, in the perspective of road users. From the computations carried out, the authors determined the size of the expectation gaps by the technical DLG stakeholders and road-users of 0.3493. The gap index (0.3493) falls within the range between 0.2 and 0.39, which is a small performance expectations gap, calling for top management’s attention to identify and work on the parameters causing operational inefficiency within implementing units of DLGs. Study findings show the level of performance of roadworks attained by technical staff is 65%, creating a performance gap of 35%, in the perspective of road users.

The implications of these results can ignite a meaningful debate on whether financing of road projects should be based on how narrow the performance gap should be and having sustained evidence that the gap is progressively being narrowed for improved sustainability of roadworks financing by donor agencies. Whereas this quantification of the performance gap is a new positivistic direction towards minimizing the performance expectation gap, it can easily be adopted by roadworks implementing units in assessing road-user performance needs at the point of project completion and once these are not achieved, such minor loopholes would be worked on, on a regular basis as and when need warrants.

The authors have introduced and empirically verified the performance expectation gap index, which further understands the performance expectations gap from a positivistic approach. The paper provides a problem-solving tool to analyse stakeholder engagement linkages with performance expectations variations on the practical side.

The paper has started on a change perception campaign of shaping road-user critical perspectives about the outcome of community roadworks procurements. By introducing and creating a mindset of quantitative assessments in understanding the expectation gaps that can be caused by a number of factors, the responsible people for creating, maintaining and widening PEGs will eventually wake up and improve personal behaviours that lead to the widening of the procurement performance gap in roadworks, from a stakeholders’ perspective.

Unlike previous scholars who used a constructivist approach, the paper is the first of its kind to use a positivistic approach to quantify the procurement performance expectations gap using a PEGI. The use of the index gives new insights to managing procurement performance expectations to the satisfaction of stakeholders from a quantitative perspective.

In urban areas where roadworks are required, single lane shuttle operation is applied, especially where there is limited road space. There are operational problems relating to the site such as site geometry, visibility, length of roadworks zone, position of signs with other traffic control devices and signal timing. Other problems are mainly related to drivers’ behaviour and their compliance with traffic controls on site.

The reduced road width caused by the works will interrupt the free flow of traffic and it can also add to the risks to road users. In addition, shuttle operation may introduce long queues and increase delays especially during peak periods.

There is a need to identify those parameters and behaviours which might influence traffic performance in terms of safety and capacity. An investigation of four roadworks sites in urban roadworks within the Greater Manchester area was undertaken for this purpose. Parameters included in the examination were position of the STOP sign, signal timing, weather conditions, time headway, vehicle speed and percentages of heavy goods vehicles (HGV) in the traffic stream. Statistical analysis and comparisons between sites were conducted. Other factors related to the operation of the shuttle-lane were provided based on site observations.

The purpose of this paper is to examine the impact of the land acquisition phase and site assembly of land for large scale infrastructure road projects and its impact on property owners. A review of one of the largest roadwork projects currently underway in Sydney Australia demonstrates the adverse impact that has resulted in property owners challenging the approach used by government to acquire land for this project. Similar case studies are used to set out the key measures that should apply internationally in mitigating challenges from property owners in the land acquisition phase. It further shows that while adequate statutory provisions are important, it is the practices of acquiring authorities that ultimately determine the success and expedition of this initial important phase of these projects.

In measuring the factors that impact the acquisition of land by negotiation in contrast to acquisition by compulsory taking, a case study methodology is used. In this approach, the author reviews two completed projects and the factors that contributed to their success. These are contrasted with the primary case study currently underway in Sydney, the WestConnex project in which a number of adverse factors have emerged that have impacted this project. The review of these cases examined provides options for reforms that should be adopted both in the WestConnex case and across projects internationally.

It is demonstrated that the impact of the land acquisition phase on property owners with limited ability to rehouse within the same or surrounding locations, results in increases to challenges. This factor has prompted increases in the number of cases that have proceeded to court and potentially impacts the public perception and site assembly phase of large scale road projects. The inability for impacted property owners to relocate themselves has resulted in a breakdown in the ability for acquiring authorities to achieve acquisition by agreement. This is evidenced by significant increases in the number of properties that have been acquired by compulsion since 2016. It is found that the operational provisions of the land acquisition processes were obsolete in NSW, particularly those leading up to acquisition that was originally designed to assist owners. The paper finds that the most important phase of a megaproject is the planning and consultation phase, which includes most importantly the way in which impacted owners are informed, assisted and compensated. It is concluded that the processes engaged in by acquiring authorities rather than the statutory provisions available, will determine the success of the land acquisition phase and perceptions of the project.

The primary contribution of this paper is defining the changing landscape that has led to the adverse impact on property owners in the site assembly process for large scale projects. It identifies the reforms that will enhance opportunity for owners to relocate and rehouse which will expedite the acquisition phase of megaprojects and restore acquisition by agreement rather than by compulsion. This in turn will contribute to improve public perception of large scale projects in urbanised locations.

S. R. Pandey, Superintending Engineer (SE), Rural Roads Department, Bihar wanted to have a meeting of all the agencies involved, including his other engineers, the contractors to discuss his village road-making project in Pradhan Mantri Gram Sadak Yojona (PMGSY). This case discusses how the concept of work breakdown is used to subdivide all the activities of road-making into different sub activities (earthwork, bridgework, roadwork and other miscellaneous activities) in different levels.

February 10, 1969 Master and Servant — Negligence — Safe system of work — Roadworks — Workman in gang resurfacing carriageway injured by lorry driving too fast — Warning signs in position — Whether employers negligent in not erecting barriers against passing traffic — No evidence of common practice of erecting barriers — Effect of suggested barriers to reduce traffic to one lane — Need to balance public interest against risk to workers on carriageway — Whether lorry wholly to blame.

The purpose of this paper is to investigate the integration of discrete event simulation (DES) and value stream mapping (VSM) to enhance the productivity of road surfacing operations by achieving high production rates and minimum road closure times. Highway infrastructure is one of the most valuable assets owned by the public sector. The success of national and local economies as well as quality of life of the general public depend on the efficient operations of highways. Ensuring smooth traffic operations requires maintenance and improvements of the highest standard.

Research approach involved the use of primary data collected from direct observation, interviews, review of archival records and productivity databases. Based on this, process maps and value stream maps were developed which were subsequently used to produce discrete event simulation models for the exploration of different optimisation scenarios.

This research highlights the synergistic relationship between VSM and DES in driving innovation in construction processes. Identified factors that affect roadworks process productivity include machine, manpower, material, information, environment and method-related factors. A DES model is presented to optimise the process and increase the production rates. A hybrid DES-VSM approach ensures an integrated approach to process optimisation.

This study is an application of hybrid version of previously published DES-VSM framework in the manufacturing sector. The present study has extended and tested its applicability within road surfacing operations. The different what-if scenarios presented in this paper might not be applicable to other parts of the world owing to various constraints. The study has focused on addressing the waste production inherent in pavement laying process. Even though external variables could possibly influence pavement process, those were ignored to allow for in-depth focus on the process under consideration.

Road users are one of the most important stakeholders that will benefit from the positive implications of this study. Private resurfacing companies and transport departments can optimise their overall process and style of working by comparing their end-to-end process and work plans with the ones mentioned in this paper. It will boost the productivity of equipment like planners, pavers and other machines used for resurfacing operations.

Existing approaches to process modelling such as VSM and process diagrams are constrained by their effectiveness in the analysis of dynamic and complex processes. This study presents a DES-based approach to validate targeted improvements of the current state of road surfacing processes and in exploration of different optimisation scenarios.

This paper describes research into use of Online Remote Construction Management (ORCM) on road construction projects, from the perspective of an industry representative in the research project. The aim of ORCM is to use advanced electronic communication technologies to enhance online real‐time communication between the parties to a construction project, and thus improve the project delivery process. It aims to maximize the use of time of personnel and reduce paperwork. A typical trial construction project in the Queensland Department of Main Roads, with which the author was employed at the time of writing this paper, is described. This site used a Web‐based system to manage communications. Observed benefits from using ORCM and issues in implementation are discussed. While the process is promising, there needs to be additional review into the attendant risks and cultural issues, and the ways in which these matters are addressed.

The purpose of this paper is to understand how the resource integration processes that occur within service ecosystems affect both the well-being of the entire ecosystem and the well-being of specific focal actors (i.e. customers) in the ecosystem. Specifically, this paper considered cases in which customers’ well-being results from simultaneous participation in a multiplicity of service ecosystems.

An illustrative example, taken from the tourism context, was used to develop a conceptual framework (of which customers were the focal actors) to evaluate service ecosystem outcomes.

The results showed that the well-being of focal actors (i.e. customers) should be evaluated by considering the outcomes that arise in the interlocking service ecosystems in which the customers simultaneously participate. Further, in relation to these interlocking service ecosystems, high levels of well-being within a single ecosystem did not necessarily cause focal actors to experience high levels of well-being.

To ensure the creation of positive customer experiences, the co-creating actors (e.g. the service providers) must first identify each of the interlocking service ecosystems in which customers simultaneously participate and then establish interactions with other relevant actors.

By considering the complex relationships between the well-being of a service ecosystem as a whole and the well-being of specific focal actors (e.g. customers) in an ecosystem, this study advances knowledge about evaluations on the performance of service ecosystems.