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Firms compete using a variety of strategies. Typically they aim to provide something different, to be better, or simply cheaper. In the construction industry, the performance characteristics, quality and cost of the final delivered project will be the outcome of the interplay of capabilities of all the firms involved in the project. Consequently, in order to improve competitiveness, firms must pay attention to not only their own competitive advantage but to those of the firms, both up-stream and down-stream, on whom they depend in delivering their projects. For foreign constructors in China, those competitive considerations will be informed by circumstances different from home. How then do foreign constructors adapt themselves to the problem of sourcing competitively when located within a China-based supply chain? The paper aims to discuss these issues.

In this study 60 foreign enterprises operating within the Chinese construction sector were investigated by using a comparative case study approach.

Four generic procurement strategies were identified. First, firms adapt themselves in the search for optimal supply sources by replicating home-based suppliers, controlling local suppliers, or by remaining agile and non-aligned. Second, firms develop niche supply monopolies through market dominance, uniquely differentiated offerings, or by integration with down-stream providers. Third, firms find opportunities to bring in off-shore technology intensive procurements, where that technology is either protected, improved upon, or sold. Finally, firms also seek to transit to China as a procurement base in order to reduce local supply cost, service world-wide operations, or as part of a total strategy of China relocation.

The identification of this rich range of procurement approaches will be of interest to internationalization strategists, as well as to industry practitioners looking to find appropriate business models for off-shore operations.

In build-operate-transfer (BOT) transportation projects, design and construction phases are critical in terms of their effect on time and cost overruns. The purpose of this paper is to identify the role of risk factors affecting these phases and their significance level for BOT transportation projects.

Design and construction risks were determined and then validated by focus group discussions. Afterwards, an illustrated case study was presented to better understand the effects of determined risks in a BOT mega transportation project. As the last step of the study, the fuzzy analytical hierarchy process method was used to prioritize risk factors.

The prominent risk factors were found out as occupational accidents, integration between design and construction phases and excessive design variations.

Different kinds of BOT transportation projects in different countries might be executed very differently considering specific social, political, economic and other factors. However, the results of the study are important in terms of the specific lessons learned from the case study that can be used as a foundation for developing possible risk mitigation measures.

Though the risk management of BOT projects has been investigated frequently in the literature, there is a knowledge gap in the quantitative evaluation of risk significance specific to design and construction risks. The prioritization of determined risks with an associated case from a mega transportation project will contribute to the BOT project practitioners about possible challenges in design and construction phases in BOT mega transportation projects.

The purpose of this study is to identify building contractors’ views as to the need for, impact of and barriers to the use of project bank accounts (PBAs) in the UK construction industry.

A cross-sectional research study was carried out by the use of questionnaires to collect quantitative data. The population for the research was of construction professionals working as full-time employees for either main (Tier 1) or specialist contractors (Tiers 2-4).

Contractors consider PBAs as an effective initiative to encourage fair payment. There is uncertainty, however, as to whether PBAs will result in project cost savings. Head contractor resistance is perceived to be the biggest barrier to the use of PBAs. Adoption of PBAs in private-sector construction projects is likely to be slow.

The relative infancy of PBA usage in the construction industry means that responses are largely based on awareness as opposed to experience. Nevertheless, survey data represent a snapshot of contractors’ perceptions with respect to PBAs, which may be used as a benchmark against which to compare future studies to monitor how contractors’ views and expectations have changed with time.

The survey results will be of particular interest to those international jurisdictions who are considering, or who have already embarked on, the path of trialling and/or using PBAs in the public sector.

The purpose of this paper is to summarize the existing point cloud target detection algorithms based on deep learning, and provide reference for researchers in related fields. In recent years, with its outstanding performance in target detection of 2D images, deep learning technology has been applied in light detection and ranging (LiDAR) point cloud data to improve the automation and intelligence level of target detection. However, there are still some difficulties and room for improvement in target detection from the 3D point cloud. In this paper, the vehicle LiDAR target detection method is chosen as the research subject.

Firstly, the challenges of applying deep learning to point cloud target detection are described; secondly, solutions in relevant research are combed in response to the above challenges. The currently popular target detection methods are classified, among which some are compared with illustrate advantages and disadvantages. Moreover, approaches to improve the accuracy of network target detection are introduced.

Finally, this paper also summarizes the shortcomings of existing methods and signals the prospective development trend.

This paper introduces some existing point cloud target detection methods based on deep learning, which can be applied to a driverless, digital map, traffic monitoring and other fields, and provides a reference for researchers in related fields.

The objective of this paper is to explore the progress of current reforms to government in the English regions through administrative decentralisation aimed at delivering economic growth and greater accountability.

In addition to government documents the paper is informed by the views of a range of public and non‐governmental bodies on key aspects of the reforms, including the preparation of integrated regional strategies, accountability arrangements and institutional capacity.

While holding out the prospect of a more effective approach to regional policy making and delivery, implementation of the reforms carries risks for the delivery of key government policies. There is little evidence that they will assist in reversing disparities in economic growth rates between the English regions or tackle England's ingrained tradition of centralisation. There are also concerns that the prominence given to economic considerations is incompatible with delivering sustainable development.

Greater attention needs to be given to the coordination of national policies with a regional dimension and to the sub‐national institutional capacity required to both prepare and deliver integrated regional strategies.

Drawing on empirical evidence this paper offers insights into the administrative and policy tensions associated with ongoing reforms to sub‐national government in England.

The intention of this paper is to examine the perceptions of existing office occupiers in an effort to determine whether current property provision is meeting need and also to aid understanding of potential future requirements. The data which support the paper were gathered as part of a comprehensive study of the Birmingham office market undertaken by the authors. The objective of that study was to gain a better understanding and appreciation of occupier needs and preferences in terms of the type and location of commercial office accommodation. The study also included an analysis of occupiers’ responses to determine future demands and trends for such accommodation.

The authors will give an overview of the railway market, with a focus on Morocco, before seeing the challenges to face, before listing some benefits of rail links in terms of development, ecology, security, space management, etc. The authors will then give an overview of the development of BIM, its benefits, risks and issues. The purpose of this paper is to verify that the BIM can provide the railway with the tools to face some of its challenges and improve its productivity.

This paper is part of our research project on the integration of BIM in railway, which is the result of a partnership between Colas Rail Maroc and the ENSAK of the Ibn Tofail University of Kenitra. The objective of this paper is mainly to confirm that the integration of BIM with the railway, through a theoretical and practical study, can have positive impacts. To do this, our methodology consists in studying briefly the development of the railway, the need to improve the budgets and schedules of the projects, to increase the productivity, before showing the advantages of the BIM in the sector of the Architecture, Engineering and Construction (AEC). The study of feedback from railway projects (chosen for their date of completion – beyond 2014, their size, their geographical situation in several countries and for the availability of literature in a new field) will confirm the initial hypotheses. Among the projects studied will be a project that has been the subject of an article written by the authors of this paper. In the discussion of the results, the authors will focus on the benefits, risks and limitations of integrating BIM into the railway. In conclusion, the authors are laying the groundwork for future research in the field.

The cases study discussed in this paper and previous research confirms the hypotheses of the literature. The integration of BIM into railway projects can have several advantages: collaboration, time saving, cost optimization, prevention of conflicts between networks, construction before construction, optimization of facility management, improvement of the quality of works, prefabrication. They also allowed us to illustrate the risks (status and appropriation of the BIM model, lack of standardization of versions or software and lack of understanding of the basics of schedules and specifications) and limitations (lack of feedback, lack of adaptability and convergence of tools). These experiences have also shown that the use of BIM is not just a technological transition, but a revolution in the project management process, which requires several key success factors (participation of all, commitment, change management and adoption of the collaborative approach). Visualization, collaboration and conflict elimination are the three main chapters where the benefits of BIM can be organized. In fact, there is a lot of intersection between these chapters, but they have been chosen as the main ideas around which all the benefits can be better understood. Visualization primarily addresses the benefits to an individual and improving one’s personal understanding as a result of using BIM. The collaboration refers to the cooperative action of several team members, which is encouraged and facilitated by BIM. Conflict elimination mainly concerns project-related benefits, such as conflict reduction, waste, risks, costs and time. For railway infrastructure projects, the main purpose of using BIM is to improve the design integration process, internal project team communication and collision detection to eliminate risk of rehabilitation.

The application of the BIM process in railway infrastructure requires constant improvement. This concerns the development of libraries and the models available to all users in order to encourage the development of this methodology and, consequently, its use of information throughout the life cycle of an infrastructure work.

The case study of real projects incorporating BIM confirms the results of the literature review. The benefits of integrating BIM into rail projects are multiple and proven: cost control, decision support, avoids extra work due to design errors, improves detection of interface problems, improves planning of vision, help with prefabrication and facility management, etc. Finally, the BIM process is able to overcome delays in procedures slowing the development of the construction industry in many countries, especially in Morocco, because of the slowness of design (or downright bad design).

The integration of BIM into rail is becoming a global trend. This integration requires government decisions and a maturation of technology and tools. The authorities of some developed countries studied (Sweden, UK, France, Germany) in the railways, at different stages of implementation, are adopting BIM in the process of setting up new railway projects. This political impulse is still behind in southern countries, such as Morocco. The trend and the data collected indicate an adoption between 2020 and 2030 of BIM in all/some AEC projects in developed countries. This will have an impact on other countries that will soon be doing the same, especially in the railway sector to adopt the BIM.

As part of the realization of this paper, we proceeded to the implementation of an electrical substation as part of the project to build 40 electric traction substations built by Colas Rail on behalf of ONCF.

Until April 1995, Mark Springthorpe worked for Nottinghamshire County Council and was the Project Manager responsible for the implementation of County Contact, an electronic public information system which represents the largest commitment made by a single UK publicly funded organisation for a customer‐facing, interactive kiosk system. This article describes the experiences gained during this period and examines some of Nottinghamshire's plans for the future. Having spent time at Interactive Software Products Ltd, Mark now works for ITnet where he is the Senior Consultant for Local Government.