The construction industry is naturally complex and constantly changing, with various factors impacting project results. Among the different methods developed to navigate this complexity, partnering is believed to increase project value and performance. Therefore, this research aimed at analyzing and formulating elements as well as indicators at each phase of a partnership-based project life cycle, serving as tools and techniques for measuring the depth of partnering in construction projects. The methodology used included both qualitative and quantitative methods (mixed method). In the qualitative method, the literature from relevant journals, books, and previous research was reviewed. This process was followed by an expert assessment through a Focus Group Discussion (FGD) to define elements and indicators for measuring the depth of partnering in construction projects. Meanwhile, the quantitative method comprised analyzing secondary project data to compare projects with in-depth partnering in order to deliver better value. The result of this research was the development of Key Performance Indicators (KPIs) to measure maturity partnering in partnership-based projects. Typically, the tools were adjusted to different phases of the project life cycle, starting from project initiation, comprising all stakeholders. Consequently, the outcome of this research could be used by organizations in the construction industry to develop partnering in partnership projects in Indonesia.

To sustainably eradicate corruption, extraordinary efforts are needed particularly in the context of construction projects. In this study, the state losses in government-funded construction projects in Indonesia is analyzed. Research data were collected through field observations for types of work that were not completed per technical specifications. Data analysis was performed using descriptive statistics. The results indicate that structural work was responsible for 98.70% of total state losses. The top three state losses were found to be associated with concrete, roads, and front stonework, and the values are 40.40%, 28.43%, and 18.23% respectively. Loss in architectural work was the smallest (1.30%). The outcomes of this survey offer a knowledge basis for law enforcement authorities and construction project supervisors to pay more attention to projects involving concrete structures, rigid pavement structures during road construction, and stonework.

VGF policy for toll road investment in Indonesia must be reviewed. Since 2012 the Government of Indonesia (GOI) has issued viability gap funding (VGF) policy for PPP infrastructure project through ministry of finance decision (PMK) No.223/2012. One of VGF purpose is to improve the financial feasibility. In the toll road investment in Indonesia, the implementation of this policy has some problems. This study aimed to evaluate the policy by seeking implementation constraints so can be given an alternative. This research was conducted qualitatively, included aspects of implementation process VGF policy. The analysis process is based on literature study and in-depth interviews to related parties include business entity, ministry of finance, and the ministry of public works, Indonesia Toll Road Authority (BPJT) and professional societies. The literature review conducted by reviewing existing policies and best practices in countries that already practice VGF. The conclusion of this study are 1) There is a conflict of regulation in viability gap funding (VGF) for toll road investment in Indonesia; 2) If Government of Indonesia (GOI) want implement construction grant as VGF, so the regulation must improve in time limited for submission and clearly define limited given in regulation; 3) If GOI want implement partial construction as VGF, so the regulation must be improve in guideline for submission and given.

Berdasarkan Permen PU PR No.1 tahun 2017 tentang Tatacara Pelaksanaan Pengadaan Badan Usaha Untuk Pengusahaan Jalan Tol, salah satu bentuk dukungan pemerintah untuk meningkatkan kelayakan finansial pada investasi jalan tol adalah dengan membangunkan sebagian konstruksi. Dukungan ini sudah diimplementasikan pada beberapa ruas jalan tol diantaranya: Cileunyi-Sumedang-Dawuan, Solo-Ngawi-Kertosono, Manado-Bitung, Balikpapan – Samarinda dll. Dalam pemberian dukungan tersebut tentu pemerintah dan badan usaha akan menghadapi risiko-risiko. Risiko –risiko tersebut perlu diketahui untuk dilakukan mitigasi pada risiko-risiko yang besar. Pada studi ini dilakukan identifikasi risiko secara kualitatif berdasarkan tahapan proses pemberiannya. Identifikasi dilakukan atas dasar studi literatur kemudian dilakukan validasi berdasarkan wawancara untuk menentukan risiko-risko yang kemungkinan besar akan terjadi. Berdasarkan hasil kajian diketahui risiko yang kemungkinan akan besar terjadi adalah ketersediaan anggaran yang terbatas sementara kebutuhan dukungan untuk investasi jalan tol akan sangat besar, proses pengajuan penjaminan akan memerlukan waktu proses yang lama, risiko peserta lelang sedikit, risiko keterlambatan konstruksi oleh pemerintah maupun badan usaha, risiko perbedaan kualitas untuk yang dibangun oleh pemerintah dan badan usaha, dan risiko timbulnya biaya evaluasi bagi badan usaha atas pekerjaan yang dilakukan pemerintah.