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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>Transport Research International Documentation (TRID)</title>
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      <title>VISUALIZING THE EFFECT OF EARTHQUAKES ON THE BEHAVIOR OF BUILDING STRUCTURES</title>
      <link>https://trid.trb.org/View/53278</link>
      <description><![CDATA[The primary mechanisms of the effect of earthquakes is outlined, the response of buildings is briefly discussed, and the visualizing of the response of buildings to earthquakes via simple experiments is described.  The complex reaction of large buildings is discussed, and the need is noted for the resolution of seismic design at the outset of many projects.  A method is described whereby seismic effects may be translated into familiar static phenomena as lateral forces, similar to steady wind, or to vertical live loads.  A typical response spectrum (plot peak accelerations vs the period of each oscillator) is examined and it is noted that the maximum response occurs in the neighborhood of 0.5 seconds, where the acceleration is roughly 2 1/2 times as much as that at a period of zero, which is the acceleration of the ground.  At about one second the peak response is again about equal to ground acceleration and at longer periods it becomes even less. Building codes with seismic provisions offer various computational procedures.  The equivalent static force procedure is described here.  Recent experience indicates serious discrepencies in the intensity of the lateral forces obtained by simplified static methods and by dynamic methods.  Ideally, a structure should have 2 axes or symmetry in plan, but structural symmetry may sometimes be achieved within a slightly unsymmetrical plan.  The symmetry avoids torsion caused by lateral seismic forces.  The structure should also consist of rigid frames, preferably in 3 dimensional configuration.  Order aspects of architectural design which influence seismic effects in large buildings are also covered.]]></description>
      <pubDate>Thu, 16 Feb 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53278</guid>
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      <title>AIRPORTS</title>
      <link>https://trid.trb.org/View/66087</link>
      <description><![CDATA[The report which notes that there will be a vast amount of airport construction of varying size and scope, describes successful domestic projects that will become prototypical. Recent projects at Miami International Airport utilize the spectrum of techniques available to the process of reviewing an older facility.  These techniques include the reorganization of graphics, signage and interior design, and terminal building design to eliminate congestion for international flights.  The addition of 750,000 square feet of new terminal space to the 100,000 square foot original terminal at Kennedy Airport, and the expansion and total renovation at the Baltimore-Washington International Airport are outlined.  Other projects discussed here include a new arrivals facility at J.F.  Kennedy International Airport, recent construction at Toledo Airport, the new Lubbock Regional Airport, and the new airport in Lincoln, Nebraska.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
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      <title>HUMAN DIMENSION IN AIRPORT DESIGN</title>
      <link>https://trid.trb.org/View/25393</link>
      <description><![CDATA[Design criteria for airports are discussed in the context of the human response to airports.  The real and complex logistic problems of moving planes, people, baggage and cars must be translated into spaces that are an uplifting human environment.  Organization of spaces must be achieved to counterbalance the inevitable confusion and anxiety of the situation.  Departure rooms should be designed to give special consideration to the seating arrangement, so that there is a maximum of diversity.  This article is included in Building Types Study 468, which also describes airports in Cincinnati, Newark, and Toronto.]]></description>
      <pubDate>Wed, 26 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/25393</guid>
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      <title>NEW TOWNS: RE-CREATION, NOT TRANSFORMATION</title>
      <link>https://trid.trb.org/View/139548</link>
      <description><![CDATA[In discussing the concept of new towns, the author points out the differences between new towns and suburbs, and presents his views on why new towns work. It is his opinion that the suburbs went wrong and new towns are going right in two main areas. First, blame is placed on the automobile for discouraging the use of sidewalks and front lawns in suburban areas; this supposedly is not the case in new towns. Secondly, in the suburbs social and commercial facilities are spread far apart and single-family houses are often built on quarter-acre lots; in the author's opinion, this does not lend itself to social harmony within a community.]]></description>
      <pubDate>Wed, 20 Nov 1974 00:00:00 GMT</pubDate>
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      <title>LEARNING FROM FOREIGN EXPERIENCE: NEW TOWNS IN BRITAIN AND FRANCE</title>
      <link>https://trid.trb.org/View/139549</link>
      <description><![CDATA[From a review of the British and French concepts of town planning, it is evident that, while the French concept of town planning has been on a large regional concept, the British concept of town planning is only now being made in such terms. Ironically, the British have a long tradition of new town planning, while the French have only just begun. British new towns have depended almost entirely on government financing. On the other hand the French government is developing bold legislative, administrative, and economic incentives to attract large private investment in their towns. In summary, this article concludes that, while new towns in both countries originated from the need to solve regional problems, the new town as defined in each country must be viewed in light of existing urban growth patterns, the tradition of private enterprise, the tradition of local and central governments, and the various life styles of the population.]]></description>
      <pubDate>Wed, 20 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139549</guid>
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      <title>HOW ARE "PLANNED COMMUNITIES" PLANNED?</title>
      <link>https://trid.trb.org/View/139550</link>
      <description><![CDATA[The process of designing a new community is much more extended, and involves a great many more people, than the design of a building; but it goes through a recognizable series of stages which are analogous to those of building design. This article points out four major stages in the design of a planned community. First, the site selection and programming phase, which involves the analysis of the land, and the selection and testing of some basic land organization principles. The next step is the land-use plan, which always embodies some kind of physical design concept. Such plans are sometimes called N state plans because they show the whole development at some indefinite time in the future. Frequently, however, the design principles upon which the land-use plans are based simply represent standard practice, and have little reference to the particular site and program. The third stage is the study of actual designs for infrastructure, lots and buildings, and the staging of the development process. Finally, step four is the execution of the actual structures, at which point conventional architectural and engineering design contracts will be let. It is evident that the skill with which these four stages of design are interrelated will have a significant effect on the quality of the ultimate result. The remainder of this article is devoted to a detailed analysis of these individual stages of the design process.]]></description>
      <pubDate>Wed, 20 Nov 1974 00:00:00 GMT</pubDate>
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      <title>PRIVATELY FINANCED NEW COMMUNITITES</title>
      <link>https://trid.trb.org/View/139551</link>
      <description><![CDATA[The planning and developing of four new towns, which are being built at a scale and complexity that make them comparable to Title VII towns, is discussed. One is Columbia, Maryland. Planning began here in 1963 and construction in 1965. Investment has been close to 100 million dollars and Columbia is almost halfway through its development period. Two methods were used to reduce front-end costs--formation of the Columbia Association and the sale of land to private sub-developers. Reston, Virginia, also at the halfway point in its development, has hit on a problem--the Fairfax County Board of Directors has denied sewer permits for the undeveloped areas of Reston. This problem could force abandonment of the original plan for a population of 75,000. Irvine, a new town being developed in Southern California, was originally a vast, private California ranch. The Irvine Company's land use plan provides for both short-and long-range development. Innovative concepts there reflect changing social goals and new patterns of land use.  The fourth new town discussed in Valencia, California. Its basic planning unit is the village and pedestrian paths are among its pleasantest features.]]></description>
      <pubDate>Wed, 20 Nov 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/139551</guid>
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      <title>MASTER PLANNING FOR CARS</title>
      <link>https://trid.trb.org/View/133080</link>
      <description><![CDATA[Designs for two exceptional parking structures in Knoxville are described.  The Mountain View Parking Garages serve a section of the city separated from the main business district by a system of freeways - a section now under development as a civic center.  These structures will become a terminal point for cars and an important component in the struggle for a pedestrian downtown.  The Student Center Garage serves a similar function for the University of Tennessee.  Though utilitarian and plainly designed for the function they serve, both projects incorporate amenities and ideas about urban architecture often discussed, sometimes proposed, but seldom built.]]></description>
      <pubDate>Sat, 05 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133080</guid>
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      <title>FORCES FOR CHANGE IN AIRPORT PLANNING AND DESIGN</title>
      <link>https://trid.trb.org/View/116109</link>
      <description><![CDATA[THE CLIMATE OF ARCHITECTURAL PRACTICE FOR AIRPORT PLANNING AND FACILITIES DESIGN IS CHANGING IN THREE MAJOR WAYS: THE SLOWING RATE OF INCREASE IN NUMBERS OF PASSENGERS SERVED AT MAJOR CITY AIRPORTS; THE INCREASING ATTENTION OF PUBLIC AUTHORITIES TO THE EFFECTS OF AIRPORTS THEMSELVES UPON THE ECOLOGY OF REGIONS IN WHICH THEY ARE PROPOSED; AND THE PERSISTENT CONSIDERATION OF MASS TRANSIT LINKAGE TO AIRPORTS. THE AUTOMOBILE IS NOW AND PROBABLY WILL REMAIN THE MAJOR GOUND TRANSPORT TO AND FROM THE AIRPORT. THE RELATIONSHIPS OF PARKING CAPACITIES TO AIRPORT DESIGN ARE COMPLICATED BY THE CLIENT STRUCTURE AT AIRPORTS. THE GOAL IS TO PLAN AND DESIGN AND BUILD ECONOMICAL AND EFFICIENT AIRPORTS, ACCEPTABLE TO SURROUNDING ENVIRONS, READILY ACCESSIBLE AND CONVENIENT TO THE TRAVELING PUBLIC, WITH INHERENT FLEXIBILITY TO EXPAND OR BE RECONFIGURED AS NEWER PASSENGER AND CARGO SERVICES DEVELOP. /AUTHOR/]]></description>
      <pubDate>Mon, 18 Jan 1971 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116109</guid>
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