It is acknowledged that construction safety is pivotal to the project management objectives. Meanwhile, the concept of resilience provides an effective and pragmatic countermeasure to improve the safety management level of construction projects. However, the “resilience” has not gained considerable attention in the construction safety management system. In this context, the paper aims to develop the key safety management factors for construction projects from the resilience perspective. Firstly, the theoretical framework and key safety management factors of construction safety management system based on the resilience theory are proposed. The importance of each factor is then obtained by using the method of structural equation modeling (SEM). The results indicate that information management, material and technology management, organization management and personnel management would improve the safety and resilience of the project. Specifically, improving the resilience of information flow to strengthen the interaction among elements of the system can enhance the safety management level. These findings can be used as references for construction safety managers to improve the abilities of preventing safety accidents and recovering after safety accidents.

Urban rail transit (URT) promotes sustainable urban development by alleviating traffic congestion and environmental degradation. However, many cities have developed URT projects recently, often encumbering local governments with debt. Land value capture (LVC) is an important theory that explores the new financing modes for urban rail transit. Despite prior studies that have found a positive relationship between URT and property prices based on LVC, limited empirical studies explore sustainable paths to better examine the effect of URT on property prices. This study collects 1036 properties in Xuzhou, China. Meanwhile, multiple regression models are established to analyze the impact mechanism of URT on property prices, and to further examine the combination effects of multidimensional neighborhood infrastructure and URT on property prices from the perspective of sustainable development. The results show that the coefficients of URT in all models are negative, indicating that the property prices decrease as the distance from the URT to the property increases, and the positive coefficient of TRANS implies that the transfer station would raise house prices. Combining Park, School (and Hospital) variables with URT, respectively, the negative coefficients of URT increase from 0.0435 to 0.0846 and 0.0525, and these URT variables are significant, indicating that parks, schools, and hospitals can enhance the effect of URT on property prices. However, adding the Shopping variable, the negative value of URT drops from 0.0435 to 0.0192, and is not significant, which means shopping centers have a restraining impact. Moreover, the combination of parks and schools (and hospitals) can better enhance the effect of URT on property prices (the highest URT negative coefficient is 0.0870). This study can provide a reference for the government to facilitate URT planning and better decision-making.

This study investigates how different types of incentives impact the performance of rail transit PPPs, focusing on their construction and operational phases. By surveying 121 practitioners working in the Chinese rail transit industry, we propose a new classification of incentives (i.e., control-oriented, neutrality-oriented, and recognition-oriented incentives) based on psychological theories to broaden the categorization of “positive” (rewards) and “negative” (punishment) incentives. We further explore how these multi-dimensional incentives influence project performance by surveying another 256 industry professionals. Our findings reveal that (1) in addition to punishments, performance-based payment/bonus, credit ratings, and reputation mechanisms are newly recognized as control-oriented incentives, which can restrain the autonomy of the private sector; (2) control-oriented incentives positively influence project performance in the construction phase where clear, measurable goals are available, but their impact diminishes in the operational phase; (3) recognition-oriented incentives enhance project performance in both construction and operational phases (especially the latter), fostering long-term sustainability; and (4) neutrality-oriented incentives focus on risk allocation and collaboration between public and private sectors, showing a modestly positive effect in the operational phase. As such, the study provides decision-makers in the rail transit industry with valuable insights to enhance project performance effectively when implementing incentive policies.