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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>DESIGN MANAGEMENT: KNOWING WHAT YOU WANT AND HOW TO GET IT</title>
      <link>https://trid.trb.org/View/486760</link>
      <description><![CDATA[In 1990, the Toronto Transit Commission (TTC) embarked on an ambitious transit expansion program that included seven projects valued in excess of 3 billion dollars.   From the outset of the program, it was determined that a comprehensive, up-to-date set of design management tools were required in order to establish the scope and quality of what was to be built and control cost. The tools are embodied as a number of manuals including:  a three volume Design Manual; Standard and Directive Drawing Manual; Signage Manual; Building Code Interpretation Guide; Art and Architecture Directive; Station Design Directive; and a Computer Aided Design and Drafting (CADD) Manual.  This paper provides a brief overview of each of the manuals and describes some of the management procedures used to implement this program.  All of the manuals were created by an integrated team of consultants and TTC staff over a period of two years and put through a rigorous consensus and approval process prior to being used on projects.  The distribution and control of manuals is under the direction of a full time manuals coordinator.  The manuals are provided to all consultants and staff engaged in design management.  The design management process includes a number of unique procedures which have not previously been used formally on TTC projects, including Design Review, 3-D CADD Visualization, Value Engineering and Quality Assurance.  The creation of these new manuals has provided the owner with a comprehensive definition of what is required.  In addition, many innovations, enhancements and updates were provided.  Some of the new ideas introduced include:   an enlarged tunnel diameter; safety walkway; modified vent shaft configuration; standard light fixtures; new signage system; standard approach to station finishes; reduced structural load factors; standard approach to waterproofing underground structures; new standards for tunnel storm drainage; new standards for landscaping; better definition of barrier free access requirements; provisions for personal security; communications backbone network; reduced platform length; better definition of HVAC requirements; updated definition of all service rooms.  The management approach has contributed toward the creation of construction documents that are of high quality, conform to the standards, and generally resulted in minimal changes in the field.  In addition, scope creep has been minimized and costs reduced by Value Engineering.]]></description>
      <pubDate>Thu, 04 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/486760</guid>
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      <title>MINNESOTA GUIDESTAR'S "GENESIS PROJECT": LAUNCHED AND OPERATIONAL</title>
      <link>https://trid.trb.org/View/463627</link>
      <description><![CDATA[Genesis is an operational test funded by the Federal Highway Administration (FHWA) and the Minnesota Department of Transportation (MnDOT) in partnership with private industry.  It is designed to assess the utility of providing personalized traffic information to travelers via Personal Communication Devices (PCDs) such as alphanumeric pagers, personal digital assistants (PDAs) and notebook computers.  The information source is a Traffic Management Center (TMC) operator who monitors traffic at selected roadway segments via camera, scanner and state highway patrol inputs.  Selections from a graphical user-interface (GUI) tool allow the operator to describe, record, and display real time incidents as they occur and then send this to PCD users.]]></description>
      <pubDate>Thu, 08 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463627</guid>
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      <title>ORGANIZING AND CONDUCTING AN EFFECTIVE PRE-BID CONFERENCE</title>
      <link>https://trid.trb.org/View/374578</link>
      <description><![CDATA[The report presenets the following categories that must be considered as part of an effective pre-bid conference: the purpose of the conference; timing vis-a-vis the bid submission date; attendance of the procuring agency personnel; invitation list; types of information to be presented; conducting the meeting so it will foster communication and provide answers; and follow-up.]]></description>
      <pubDate>Wed, 26 May 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374578</guid>
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      <title>THE USE OF AUTOMATIC VEHICLE LOCATION FOR PLANNING AND MANAGEMENT INFORMATION</title>
      <link>https://trid.trb.org/View/369929</link>
      <description><![CDATA[This study explores from a generic point of view the means through which Automatic Vehicle Location (AVL) systems can be used to provide off-line data and reports for planning and management purposes, and develops guidelines with respect to data and information reporting, AVL system design and organizational requirements.  The review of current literature and current practice reveals that relatively little experience exists in North America or Europe in the use of AVL generated data for management and planning functions in urban transit. Interviews with transit system staff confirmed that there are three distinct types of off-line activities that can benefit from the use of AVL data:  Planning & Scheduling; Line Management Information; and Executive Information.  The three off-line activities are found to generally use the same information, but require it to be presented in different formats and levels of aggregation.  The system design guidelines are presented in the form of a checklist offering recommendations and suggestions to facilitate the use of AVL for planning and management information in properties designing or tendering new AVL systems.  The guidelines cover organizational, systems, and reporting issues.  The appendices contain a large selection of examples of reports generated using AVL, organized under the three types of information.]]></description>
      <pubDate>Tue, 16 Feb 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/369929</guid>
    </item>
    <item>
      <title>COMPILATION OF TIME TABLES, OPERATING SCHEDULES AND DUTY ROSTERS BY HEURISTIC PROCESS WITH THE AID OF EDP</title>
      <link>https://trid.trb.org/View/38842</link>
      <description><![CDATA[The objective of this development was relieving scheduling offices of a periodic, expensive manual process, simultaneoulsy optimizing criteria by complete integration of all related transport and operating requirements and restrictions and of legal and collective wage agreement regulations.  The goals were minimizing of deadheading of equipment, minimizing of the crew costs and other means of reducing operating expenses.  The eventual goals will be graphical production of timetables and the optimization of connections between different routes.]]></description>
      <pubDate>Wed, 15 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/38842</guid>
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    <item>
      <title>SHINKANSEN VEHICLE ROSTERING SYSTEM</title>
      <link>https://trid.trb.org/View/72286</link>
      <description><![CDATA[Shinkansen vehicles are in principle operated in multiple units and they are also inspected on a multiple unit basis. The multiple units are handled on a one-day basis and the daily services of these units are based on the fundamental plan of services formulated on the occasion of timetable revision, with some allowance for the operation of special trains.  To get maximum utilization of the rolling stock, computerized control of vehicles has been introduced.  This article explains how this computerized control system improves the efficiency of the operations.]]></description>
      <pubDate>Wed, 29 Mar 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72286</guid>
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    <item>
      <title>BETTER PERFORMANCE TODAY</title>
      <link>https://trid.trb.org/View/34050</link>
      <description><![CDATA[Despite a downturn in traffic, the potential for improving operating results still exists.  Santa Fe's vice president, operations, calls Santa Fe's people crucial in such efforts and says motivation and training are crucial. Computerized monitoring of train performance following a rationalization of freight train schedules was instituted. Close control over switching costs has also been instituted. The railroad has also taken a close look at supervision of its freight offices and yard offices, instituting standardized procedures vital in introducing machine accounting.  Training programs for the new approach involve subject matter rather than job functions.]]></description>
      <pubDate>Mon, 18 Oct 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34050</guid>
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    <item>
      <title>AN ALGORITHM FOR CAR ASSIGNMENT</title>
      <link>https://trid.trb.org/View/45227</link>
      <description><![CDATA[Assignment of cars for various train services on the New Tokaido line is performed by the COMTRAC computer system, a network previously used for control of actual train operations.  When the line was extended to Hakata in 1975, COMTRAC functions were expanded to include car assignment and car inspection scheduling.  The assignment algorithm must be consistent with efficient use of cars, allowing for accidents, train delays and road failures. The algorithm is explained and results of simulation experiments of car assignment are described.]]></description>
      <pubDate>Sat, 05 Jun 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45227</guid>
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      <title>IC MOVES CONTROLS TO HQ FOR EFFICIENCY</title>
      <link>https://trid.trb.org/View/11813</link>
      <description><![CDATA[Illinois Central Railroad is now reaping the benefits of three years of intense planning (1964067) and three years of installation work on their $15.5 million management information system.  The microwave system is the central nervous system for the whole railroad.  Key to the success is centralization where management and supervision are located and computer power sufficient to handle all data flowing into the headquarters.  A detailed description of the microwave system and a map are included.]]></description>
      <pubDate>Tue, 09 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11813</guid>
    </item>
    <item>
      <title>TERMINAL PERFORMANCE MEASUREMENT SYSTEMS</title>
      <link>https://trid.trb.org/View/31027</link>
      <description><![CDATA[This report summarizes and assesses the presentations made and the discussions held during a two-day seminar on the Measurement of Terminal Performance which was conducted under the auspices of the Labor/Management Task Force on Rail Transportation. The seminar was held in Chicago on May 21 and 22, 1975.  The written material submitted by the participants is reproduced in the Appendices.  The main part of the report consists of a comparison of the similarities and differences between the various systems, together with an assessment of the seminar and a list of conclusions and recommendations.  It was prepared by and is based on the interpretations and judgements of the St. Louis Project Team of the Task Force.  It does not necessarily reflect the opinions expressed by all of those attending the seminar.]]></description>
      <pubDate>Thu, 19 Feb 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31027</guid>
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    <item>
      <title>COMPUTERS AND WHERE THE CARS ARE</title>
      <link>https://trid.trb.org/View/35949</link>
      <description><![CDATA[Norfolk and Western Railway's computer system is devoted primarily to the collection and distribution of real-time data for control of equipment and train operations; information is inputed daily from yards, traffic offices, car distribution offices and material management offices. Car moves are monitored daily, resulting in improved car utilization.  New programs are being developed to improve service, particularly a system to provide car supply and demand information.  The computer is used also for management activities.  Performance is monitored and departments must prove that the expected benefits from a computer project have been realized.]]></description>
      <pubDate>Wed, 21 Jan 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35949</guid>
    </item>
    <item>
      <title>TAKING CAR UTILIZATION TO TASK</title>
      <link>https://trid.trb.org/View/34043</link>
      <description><![CDATA[The industry effort to improve the effectiveness of its car fleet is embodied in the Freight Car Utilization Research Program which is spearheaded by the AAR.  This article describes how the program came into existence and details the steps which are now under way.  The later phases of the program are also indicated.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34043</guid>
    </item>
    <item>
      <title>NEW DIMENSIONS</title>
      <link>https://trid.trb.org/View/34045</link>
      <description><![CDATA[While industry efforts will produce future major benefits in terms of car utilization, several of the immediate improvements are described.  Included are steps taken by Chicago & North Western to assure the quality of cars placed for shippers' loading; Missouri Pacific's efforts to improve the quality of input to its computerized car control system; Denver & Rio Grande Western's drive to assure return loads for its cars when off-line; and achievements of a private boxcar pool operator, National Railway Utilization Corp.]]></description>
      <pubDate>Sat, 18 Oct 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/34045</guid>
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    <item>
      <title>SOUTHERN UPS EFFICIENCY VIA EDP</title>
      <link>https://trid.trb.org/View/11812</link>
      <description><![CDATA[Southern Railway vice-president management information services, John L. Jones, discusses computer usage and outlook as he sees it.  Southern is on its third generation of computers and is using two IBM 360 model 50 and 65 all linked together.  All their programs are written in COBOL.]]></description>
      <pubDate>Sat, 09 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/11812</guid>
    </item>
    <item>
      <title>SP GETS DATA BACK VIA TV RECORDINGS</title>
      <link>https://trid.trb.org/View/13816</link>
      <description><![CDATA[Fast information retrieval can be a problem but Southern Pacific finds video tape recording an efficient method to store waybills yet be able to quickly retrieve the information.  An electrostatic printer provides for making hard copies.  Compactness is an added asset of the video file system--a 2,400-ft reel of 2 inches video tape holds 83,000 waybills.  Broader applications are also explored by Southern Pacific management for the video file information system which up to now has been applied to only two activities--freight revenue accounting and management Information System-Traffic (MIST).]]></description>
      <pubDate>Sat, 09 Mar 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/13816</guid>
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