<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>ASTROGLIDE - THE ADVANCED AUTOMATIC GUIDEWAY TRANSITE SYSTEM</title>
      <link>https://trid.trb.org/View/52681</link>
      <description><![CDATA[The technical and economic aspects of a people-moving overhead monorail system powered by linear induction motors or advanced transverse flux motors, of the type used at Braniff International, Dallas to move airline passengers between the terminal and the parking area, are discussed. The advantages such a transportation system would offer to people using mass transit systems are noted.  A demand-responsive fully automatic transportation system, called astroglide, is described and is shown to be far superior to the monorail installation used at Braniff International.]]></description>
      <pubDate>Mon, 28 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52681</guid>
    </item>
    <item>
      <title>AIRPORT TERMINAL PLANNING</title>
      <link>https://trid.trb.org/View/52745</link>
      <description><![CDATA[Using the Dallas/Forth Worth Airport as an example, it is necessary to point out that airport terminal planning must be done with a broad view of the future and an understanding of the problems of the past.  A general criterion concerning expansibility and automation with passenger convenience as a goal is presented.  An airport transit system is also described, pointing out the fact that distances between terminals must be traversable in a minimum of time.  Moving passengers from their deplaning gate to another terminal or to a remote parking area is a prime consideration.  This same transit system is sued to move employees, baggage, mail and rubbish throughout its entire circulatory system, thus completely automating the airport.  A future convenience for travellers of all kinds could be an inter-city transit system tied in with the airport transit system.]]></description>
      <pubDate>Mon, 28 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52745</guid>
    </item>
    <item>
      <title>AIR PASSENGER TERMINAL PLANNING AND DESIGN</title>
      <link>https://trid.trb.org/View/54316</link>
      <description><![CDATA[The primary function of a terminal is the transfer of passengers and their baggage between aircraft and ground transportation.  Methods for planning and design of such terminals are disucssed in this paper.  Studies are now being made in Canada and elsewhere, considering airport access and passenger procedures as an intergrated sequence of events from the home or office to the aircraft for departing and vice versa for arriving.  Such considerations introduce the possibilities of off-site terminals or "in-city terminals", at which some passenger procedures could be conducted, with transit systems then accessing the terminal at the airport and the aircraft.  Off-site terminals integrated with transit systems are also discussed.]]></description>
      <pubDate>Sun, 20 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54316</guid>
    </item>
    <item>
      <title>SEA-TAC INTERNATIONAL AIRPORT: SITE CONSTRAINTS DETERMINE TRANSIT SYSTEM AND STATION DESIGN</title>
      <link>https://trid.trb.org/View/54317</link>
      <description><![CDATA[An airport is a system of elements all interacting on one another at various levels.  It is not a service of discrete elements assembled on one site.  The terminal design evolves from an analysis of the many aspects of passenger demand, site conditions, parking conditions, airline and other operational requirements, etc., and recognition of the extent to which these forces interact.  This paper discusses the site constraints and physical requirements of the transit system as they interacted with the other airport requirements in the shaping of the design of the terminal area facilities and in the process shaped the transit system and station themselves.]]></description>
      <pubDate>Sun, 20 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54317</guid>
    </item>
    <item>
      <title>MUNICH II--NO ALCHEMISTIC FORMULA</title>
      <link>https://trid.trb.org/View/52723</link>
      <description><![CDATA[The H-concept design proposal for the new Munich Riem Airport (Munich II) is described.  This configuration features decentralized check-in with "Activity Nodes," one-level processing, linkage with the Munich rapid transit system and an international transport system of its own, linear terminal buildings, and an expandable passenger handling capacity.  It is emphasized that this concept was arrived at by careful step-by-step group planning.]]></description>
      <pubDate>Sun, 20 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52723</guid>
    </item>
    <item>
      <title>THE TAMPA AND SEATTLE-TACOMA AIRPORT TRANSIT SYSTEMS</title>
      <link>https://trid.trb.org/View/49500</link>
      <description><![CDATA[The Tampa and Seattle-Tacoma International Transit Systems have been in service long enough to judge the validity of their concepts and the success of their designs.  These two systems have been accepted by the authorities that own and operate them.  They have excellent safety and performance records.  The public accepts their driverless cars routinely.  The two systems are described and compared. They are similar in many respects but differ in their basic application to the airports, one being a shuttle and the other a loop system.  As a result of their specific application, the automatic control systems differ. Operating and performance summaries are given.  Both systems provide the same level of service and both have an availability over 99%.]]></description>
      <pubDate>Sun, 20 Sep 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49500</guid>
    </item>
    <item>
      <title>PIPE-A NEW AIRPORT CONCEPT</title>
      <link>https://trid.trb.org/View/52653</link>
      <description><![CDATA[At the heart of the new concept pipe is a simple, closed viaduct, a kind of traffic ring, round which all the important airport fuctions are grouped.  The key word PIPE is intended to indicate that everything - passengers, aircraft crews, personnel, baggage, freight, supplies, waste etc. - converges on or diverges from this ring on several levels, by either conventional or automated transport systems.  It is stressed that the system could be applied both the new airports and to airports that are being remodelled.  All activities could be planned step by step. In the final account a reduction of at least 20 per cent could be expected in operating costs and capital expenditure.  The concept involves better technical cooperation between the airlines, with the object of maintaining special services on a joint basis and thus saving personnel, time and money.  All the basic elements would be treated in the same way, the various aircraft types, runways and taxiways, aprons and aircraft parking areas, passenger and freight terminal, control tower, air crew building, maintenance and personnel facilities, workshops, security and emergency systems, access roads and car parks.  The apron is rectangular in shape and contains no areas that are difficult to use.  Its size depends on aircraft movements on the ground, not on peculiar termial shapes.  Aircraft, grouped by categories, are all parked noise-in along the PIPE, with bridge connections.  All separate aprons, taxiways or duplicate handling equipment. When the airport has a parallel runway system, the PIPE ring encloses all the elements.  With other runway configurations the passenger terminal and car park lie outside the ring. Since there is today no justification for locating the freight terminal away from the passsenger termial, this building is situated within the operations area, at the point where wide-body aircraft dock.  An internal transit system links all points of the operations area with one another.  On the airside, taxiways laid out in a double ring, with one-way traffic, make for simple, safe aircraft movements.  The grouping of aircraft into size categories reduces the amount of specialized ground operations personnel and the technical services required.  And because all equipment is also centralized by sector, aircraft turn-around times should be shorter.  A reduction in capital expenditure is obtained primarily by providing a single-level terminal building which can be extended step by step in the form of small modules.  Costly baggage conveyor systems would be unnecessary.  The apron could manage with a minimum of concrete area.  Since the airbridges are used only for specific aircraft types, considerable savings could also be made in this area.  Another advantage of the linear aircraft positioning is to be found in the simpler fuelling and airfield lighting installations.]]></description>
      <pubDate>Mon, 31 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52653</guid>
    </item>
    <item>
      <title>ANALYSIS OF SATELLITE AIR TERMINAL SYSTEM</title>
      <link>https://trid.trb.org/View/19824</link>
      <description><![CDATA[A systems approach is used to analyze the concept for large metropolitan areas.  A mathematical model formulates the problem as a fixed charge selection-allocation problem, and computes optimum locations for the satellites in the megalopolis.  The analysis enables comparison among the transportation modes used to transfer passengers between the satellite collection ports and the main airport.  A heuristic algorithm is used in conjunction with the model to compute locations for collection ports when a rapid transit network is used.]]></description>
      <pubDate>Wed, 22 Jul 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/19824</guid>
    </item>
    <item>
      <title>PLANNING, DESIGNING, AND CONSTRUCTING AIRPORTS IN MEXICO</title>
      <link>https://trid.trb.org/View/37012</link>
      <description><![CDATA[In the design and planning of airports, Mexico gives primary consideration to the maintenance and operating costs of the proposed facility.  The airport is considered an assembly of systems, with the total capacity being not the sum of the individual capacities, but the capacity of that system that has the least capacity.  The five systems of the airport, each of which affects capacity, are the air space, the taxiways and aeronautical portion of the apron, the terminal complex formed by the airside and landside of the apron, the access road, and the installation (facilities, mechanical installation, baggage delivery belts).  It has been the goal in Mexico to coordinate these systems in such a manner that they can grow separately, depending on demand.  So far this appears to be accomplishing Mexico's objectives in regard to meeting airside and landside capacity.]]></description>
      <pubDate>Thu, 14 May 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/37012</guid>
    </item>
    <item>
      <title>TERMINAL AREA FORECAST, 1976-1986</title>
      <link>https://trid.trb.org/View/23606</link>
      <description><![CDATA[This document presents forecasts of key aviation activity measures for fiscal years 1976, 1977, 1978, 1981, and 1986 for 808 airports, RAPCON's, and RATCC's. The forecasts are prepared to meet the needs of planning personnel concerned with future traffic levels at these facilities. The airports selected for inclusion in this publication met at least one of the following criteria: Existing tower, candidate for a tower, currently receiving or forecast to receive certificated route air carrier or air taxi service, and any general aviation airport which will exceed 60,000 itinerant and/or 100,000 total operations annually by 1977. The report is organized by FAA region and within each region by state.]]></description>
      <pubDate>Wed, 22 Apr 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/23606</guid>
    </item>
    <item>
      <title>SIMULATING TRAFFIC FLOWS THROUGH A TERMINAL</title>
      <link>https://trid.trb.org/View/91758</link>
      <description><![CDATA[A computer program has been developed, with the aid of which, passenger flows through the terminal can be simulated.  The terminal Flow Model is an interactive event-oriented model that permits the user to simulate the flow of passengers and well-wishers in the terminal building.  The input requirements and the outputs of the computer program are detailed.  The use of the model is illustrated by a simulation run on Victoria International Airport, Canada, and a comparison of the results with the data collected in a time-stamp survey collected on the same site.  The closeness between the observed data and the results indicate the usefulness of the model.]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91758</guid>
    </item>
    <item>
      <title>STOCHASTIC MODELLING OF PASSENGER AND BAGGAGE FLOWS THROUGH AN AIRPORT TERMINAL</title>
      <link>https://trid.trb.org/View/91910</link>
      <description><![CDATA[The Q Solve set of stochastic queueing models has been developed to describe air passenger behaviour for design purposes in both the enplaning and deplaning processes at medium-hub airports.  The sequential set of models has been tested at Manchester International Airport and has been found adequate for macroscopic planning purposes at the normal level of required accuracy.  The model sequence is adequate for overall design and for setting space requirements for processing, holding, waiting and concessionary areas.  It is felt that sequential queueing models can offer some advantages over simulation models in the overall design process, in that computer time can be considerably reduced in gaining estimates of such variables as average flows, processing times and the variations about these average values necessary for design solutions responsive to demand variations.  For design of individual facilities, in some cases the sequential queueing models provide difficulties in obtaining adequate fit to observed data and non-sequential models using Erlangian distributions are found to give more accurate representations.]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/91910</guid>
    </item>
    <item>
      <title>JOINT USE AND FUTURE PLANNING</title>
      <link>https://trid.trb.org/View/86769</link>
      <description><![CDATA[Pressures on airport capacity following deregulation pose the question: could joint use of facilities by airlines lead to better utilisation?  A Portland study shows that a policy of full joint use could reduce the number of terminal gates required from 42 to 25 to meet the same forecasts. /Airports International/]]></description>
      <pubDate>Sat, 30 Jun 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/86769</guid>
    </item>
    <item>
      <title>HOUSTON BUILDS NEW TERMINAL</title>
      <link>https://trid.trb.org/View/85659</link>
      <description><![CDATA[The $52 million Terminal C development at Houston Intercontinental Airport has a linear configuration, contrasting with the satellite layout of the two earlier buildings.  The authors describe the project and its underlying design philosophy.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85659</guid>
    </item>
    <item>
      <title>A FLEXIBLE TERMINAL/MOBILE-LOUNGE SYSTEM</title>
      <link>https://trid.trb.org/View/85660</link>
      <description><![CDATA[Seasonal traffic peaks cause capacity problems for major airports.  This article discusses the high degree of flexibility that could be attained by use of a system of small, relatively inexpensive, terminal modules, coupled with the use of the mobile lounges.]]></description>
      <pubDate>Wed, 25 Apr 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/85660</guid>
    </item>
  </channel>
</rss>