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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>FLORIDA STATE ROAD DEPARTMENT TOTAL COST PURCHASING</title>
      <link>https://trid.trb.org/View/110997</link>
      <description><![CDATA[THE TOTAL COST PURCHASING CONCEPT WAS INVESTIGATED IN FLORIDA TO REFINE ITS PURCHASING PROCEDURES IN REGARD TO HEAVY EQUIPMENT, ACQUISITION AND OPERATION, WITH PARTICULAR REFERENCE TO THE REPAIR SERVICES AND ACQUISITION OF PARTS. THIS PURCHASING PROCEDURE WAS HELD LEGAL BY THE STATE ATTORNEY GENERAL PROVIDING THAT THE BIDS WERE PUBLIC AND COMPETITION WAS NOT ELIMINATED ON EACH INDIVIDUAL ITEM ADVERTISED. A CHANGE OF FORM WAS MADE IN THE BID BLANK AND LENGTHY SPECIFICATIONS WERE WRITTEN COVERING THE GUARANTEED MAXIMUM TOTAL COST OF REPAIRS TO BE INCORPORATED IN THE BID. COPIES ARE PRESENTED OF BID PROPOSALS AND OTHER PERTINENT INFORMATION INCLUDING A SAMPLE OF THE BID TABULATIONS.]]></description>
      <pubDate>Thu, 21 Apr 1994 00:00:00 GMT</pubDate>
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      <title>CONTRACTUAL REQUIREMENTS AND DESIGN PHILOSOPHIES EMPLOYED TO MINIMIZE ADVERSARY RELATIONSHIPS: EISENHOWER MEMORIAL TUNNEL, SECOND BORE</title>
      <link>https://trid.trb.org/View/172618</link>
      <description><![CDATA[The Colorado Department of Highways awarded a contract to construct the first bore of the Eisenhower Memorial Tunnel on October 3, 1967.  The tunnel was opened to traffic on March 8, 1973, two years behind schedule and had a cost overrun of approximately 125 percent.  Substantial difficulty was encountered in constructing the tunnel due to the bad ground conditions that existed in the eastern half of the tunnel.  A redesign was necessary and the project contract was modified to a cost contract to complete the eastern portion of the tunnel.  Not only did the ground conditions deteriorate, but the working relationship between the owner and contractor developed into a classical adversary relationship.  With the previous construction history indelibly impressed in the owner's mind, steps were taken in June 1973 to develop a design to complete the facility by driving the second bore. Considerable attention was given to development of a workable design and equitable contract provisions that would share and minimize risks involved.  The second bore contract incorporated equitable contract provisions along with two new provisions that provided for the establishment of a project review board to handle major construction disputes and escrow documents (contractor's bid documents) to serve as a basis for evaluating the contractor's bid.  The escrow documents would also facilitate equitable settlement of major construction disputes.  The contract for the second bore was awared to the joint venture contractor of Peter Kiewit Sons Company and Brown and Root on August 11, 1975.  The contract was completed successfully nine days early, within budget, and approximately three percent under the engineer's estimate.  The contract and its provisions, along with the design, helped to produce an outstanding product.]]></description>
      <pubDate>Wed, 28 Oct 1981 00:00:00 GMT</pubDate>
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      <title>TWO SIDES TO A CONSULTANT</title>
      <link>https://trid.trb.org/View/86304</link>
      <description><![CDATA[Competent professional consultants can have a role in the development of programs for both government and private agencies.  They can efficiently supplement an engineering staff, contribute new ideas and do so, when properly administered, in an economical and efficient manner. However, it takes good management by both consultant and client to consistently achieve quality results.  Among the factors to consider are: preparing the scope of work in sufficient detail to insure that all consultants do indeed propose the same project, preparing adequate proposals which will take into account all overhead (e.g. the cost of preparing the proposal itself, liability insurance), and whether or not to use competitive bidding.  (Some projects with a very clearly defined scope lend themselves to it, but most should employ the cost plus net fixed fee approach to avoid compromise in quality).]]></description>
      <pubDate>Wed, 11 Jul 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86304</guid>
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      <title>NORTHEAST CORRIDOR HIGH SPEED RAIL PASSENGER IMPROVEMENT PROGRAM. MATERIALS AND EQUIPMENT DEMAND/SUPPLY STUDY</title>
      <link>https://trid.trb.org/View/42760</link>
      <description><![CDATA[The report presents the results of a demand/supply analysis of the major materials and equipment required by the Northeast Corridor rail passenger service improvement program. The purpose of the study is to identify those items (1) where design and specifications, and production lead-times may have a major impact on delivery and price, and (2) where development of long-term procurement arrangements with suppliers is essential to assure continuity of supplies during the 1976-82 time period because of the possible emergence of capacity bottlenecks. This study is also intended to assist in the development of alternatives to de facto cost plus pricing proposals by suppliers of materials and equipment, especially those involving long lead-times.]]></description>
      <pubDate>Fri, 16 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/42760</guid>
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      <title>THE APPLICABILITY OF HIGH INTENSITY SHEETING ON OVERHEAD HIGHWAY SIGNS</title>
      <link>https://trid.trb.org/View/30154</link>
      <description><![CDATA[A survey was conducted in Virginia to determine the percentage of overhead signs meeting the criteria, under which the illumination could be eliminated if they were refurbished with high intensity sheeting. Data were collected relative to the installation, energy and maintenance costs for lighting overhead signs. The study concluded that the illumination could be eliminated on approximately 45% of the existing signs and 50% of the proposed signs through the use of high intensity reflective materials. The benefits anticipated from the implementation of the program include enormous money and energy savings, a significant reduction in the exposure of maintenance personnel to hazardous working conditions, and improved services to the motorists.]]></description>
      <pubDate>Wed, 14 Jan 1976 00:00:00 GMT</pubDate>
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