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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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      <link>https://trid.trb.org/</link>
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      <title>Kaloko-Honokohau National Historical Park Air Tour Management Plan: Planning and NEPA Scoping Document</title>
      <link>https://trid.trb.org/View/1469453</link>
      <description><![CDATA[The Federal Aviation Administration (FAA), in cooperation with the National Park Service (NPS), has initiated the development of an Air Tour Management Plan (ATMP) for Kaloko-Honokohau National Historical Park pursuant to the National Parks Air Tour Management Act of 2000 (Public Law 106-181) and its implementing regulations contained in Title 14, Code of Federal Regulations, Part 136, National Parks Air Tour Management. The objective of the ATMP is to develop acceptable and effective measures to mitigate or prevent the significant adverse impacts, in any, of commercial air tour operations upon the natural resources, cultural resources, and visitor experiences of Kaloko-Honokohau National Historical Park. This scoping document is presented in 5 parts: (1) Introduction to the Project; (2) Setting; (3) Federal Action and Range of Alternatives; (4) Initial List of Environmental Issues; and (5) Sources Consulted.]]></description>
      <pubDate>Thu, 15 Jun 2017 13:19:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469453</guid>
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    <item>
      <title>Kalaupapa National Historical Park Air Tour Management Plan: Planning and NEPA Scoping Document</title>
      <link>https://trid.trb.org/View/1469454</link>
      <description><![CDATA[The Federal Aviation Administration (FAA), in cooperation with the National Park Service (NPS), has initiated the development of an Air Tour Management Plan (ATMP) for Kalaupapa National Historical Park pursuant to the National Parks Air Tour Management Act of 2000 (Public Law 106-181) and its implementing regulations contained in Title 14, Code of Federal Regulations, Part 136, National Parks Air Tour Management. The objective of the ATMP is to develop acceptable and effective measures to mitigate or prevent the significant adverse impacts, in any, of commercial air tour operations upon the natural resources, cultural resources, and visitor experiences of Kalaupapa National Historical Park. This scoping document is presented in 4 parts: (1) Introduction to the Project; (2) Setting; (3) Federal Action and Range of Alternatives; and (4) Initial List of Environmental Issues.]]></description>
      <pubDate>Thu, 15 Jun 2017 13:19:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469454</guid>
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      <title>Lake Mead National Recreational Area Air Tour Management Plan: Planning and National Environmental Policy Act Scoping Document</title>
      <link>https://trid.trb.org/View/1469356</link>
      <description><![CDATA[The Federal Aviation Administration (FAA), in cooperation with the National Park Service (NPS), has initiated the development of an Air Tour Management Plan (ATMP) for Lake Mead National Recreation Area (LAME) pursuant to the National Parks Air Tour Management Act of 2000 (Public Law 106-181) and its implementing regulations contained in Title 14, Code of Federal Regulations, Part 136, National Parks Air Tour Management. The objective of the ATMP is to develop acceptable and effective measures to mitigate or prevent the significant adverse impacts, if any, of commercial air tour operations upon the natural resources, cultural resources, and visitor experiences of LAME. This scoping document is presented in four parts: (1) Introduction to the Project; (2) Setting; (3) Federal Action and Range of Alternatives; and (4) Initial List of Environmental Issues.]]></description>
      <pubDate>Thu, 15 Jun 2017 13:19:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1469356</guid>
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    <item>
      <title>Indirect and Cumulative Impact Analysis: A review and synthesis of the requirements for indirect and cumulative impact analysis and mitigation under major environmental laws and regulation</title>
      <link>https://trid.trb.org/View/1268244</link>
      <description><![CDATA[This report is the product of research for the National Cooperative Highway Research Program (NCHRP) Project 25-25, Research for the AASHTO Standing Committee on the Environment. The purpose of this report is to synthesize definitions and requirements under NEPA and other environmental laws for indirect and cumulative impacts analysis and mitigation for transportation projects and to recommend an approach to satisfying Federal agency expectations. This report is designed for transportation agency project sponsors, Federal Highway Administration, resource agency regulatory staff, consultants and other environmental practitioners.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1268244</guid>
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      <title>Early Mitigation for Net Environmental Benefit: Meaningful Off-Setting Measures for Unavoidable Impacts</title>
      <link>https://trid.trb.org/View/1268243</link>
      <description><![CDATA[The objective of this National Cooperative Highway Research Program (NCHRP) project is to “develop guidance on the development and implementation of successful alternative/early mitigation strategies to address environmental goals.” Early mitigation/conservation under Section 404 of the Clean Water Act and Endangered Species Act section 7(a)(2) is proving to be a powerful tool to provide net benefits for the environment and greater predictability in the regulatory process and for conservation outcomes. These partnerships have expedited project approvals and drawn partners together in ways that maximize what each can contribute. Together, agencies and private entities are accomplishing more, with less, than any of the partners could have accomplished separately—a “win-win” model of particular relevance in an era of tighter budgets and increasing attention to stewardship. This NCHRP report describes advance mitigation or conservation, the limits of standard project-by-project approaches, and common trade-offs with and benefits of pursuing earlier, integrated planning and programmatic conservation or mitigation. It examines the regulatory basis of using and funding advance mitigation/conservation, in transportation law and regulation, and in the Clean Water and Endangered Species Acts and associated guidance, regulations, case law, and ongoing agency activities. Key issues and lessons learned are discussed as well. A more detailed version of the regulatory discussion is provided in Appendix A. To facilitate more conservation and partnerships, Appendix B outlines further communication and action that may be taken with and within resource agencies. Appendix C describes steps to implement advance mitigation and conservation partnerships on a state or local level.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:16:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1268243</guid>
    </item>
    <item>
      <title>Evaluation of potential near-term operational changes to mitigate environmental impacts of aviation</title>
      <link>https://trid.trb.org/View/1256802</link>
      <description><![CDATA[Changing aircraft operational procedures is one way of mitigating the environmental impacts of aviation in relatively short timeframes with existing aircraft types. However, to date these mitigations have not been evaluated or compared in a systematic manner that considers both their environmental impact reduction potential and their ability to be successfully implemented. This article presents a comprehensive identification and systematic evaluation of potential near-term operational changes to determine their relative environmental mitigation benefits. The research also evaluated the potential for successful implementation by identifying possible barriers to implementation for each mitigation. The analysis identifies the most promising mitigations offering a combination of environmental impact reduction and ease of implementation.]]></description>
      <pubDate>Fri, 16 Aug 2013 11:39:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1256802</guid>
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    <item>
      <title>Greenhouse Gas Emission Trends and Projections in Europe 2011: Tracking Progress towards Kyoto and 2020 Targets</title>
      <link>https://trid.trb.org/View/1127371</link>
      <description><![CDATA[This report presents an overview of the progress made by the  European Union (EU), its Member States and other European Environment Agency (EEA) member countries towards their greenhouse gas (GHG) emission targets. It first assesses current progress towards targets under the Kyoto Protocol (KP), mainly based on historic GHG emissions data for the first three years of the KP's five-year first commitment period (2008–2012). The following chapter summarises information related to the EU Emissions Trading System (ETS). Then, based on projections reported by the countries themselves, the report assesses projected emission levels against the EU objective of reducing GHG emission levels by 20 % compared to 1990 levels by 2020. Finally, it looks at the progress of Member States towards their national targets for 2020 set under the EU's Effort Sharing Decision (406/2009/EU), based on projected emissions in non-EU ETS sectors.]]></description>
      <pubDate>Fri, 27 Jan 2012 09:24:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127371</guid>
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    <item>
      <title>Hydroacoustic Impacts on Fish from Pile Installation</title>
      <link>https://trid.trb.org/View/1118968</link>
      <description><![CDATA[Bridges, ferry terminals, and other structures commonly have driven-pile foundations, and pile driving can cause effects on fish ranging from altered behavior, hearing loss, and tissue injuries to immediate mortality.  The objective of NCHRP Project 25-28 was to develop guidelines for the prediction and mitigation of the negative impacts on fish from underwater sound pressure during pile and casing installation and removal.  This digest summarizes the study background, methods, and results.  It also provides suggestions for future research needed to attain the goal of designing future pile driving projects with options for protection of animals.]]></description>
      <pubDate>Wed, 19 Oct 2011 15:49:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1118968</guid>
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    <item>
      <title>Managing Dredged Material Placement and Disposal Operations in Relation to Bird/Wildlife Aircraft Strike
Hazards (BASH)</title>
      <link>https://trid.trb.org/View/1112951</link>
      <description><![CDATA[This technical note was developed by the U.S. Army Engineer Research and Development Center (ERDC), Environmental Laboratory (EL), to provide guidelines for reducing Bird/Wildlife Aircraft Strike Hazards (BASH) in approach and departure zones of nearby airports. The genesis of these U.S. Army Corps of Engineers (USACE) guidelines stems from several incidents, including (1) the creation of Brunswick Harbor Bird Island (BHBI) in proximity to airports on Saint Simons and Jekyll Islands, Georgia; (2) the recent commercial passenger aircraft that landed in the Hudson River (U.S. Airways Flight 1549) in January 2009 as a result of collision with several Canada Geese (Langer 2009, Marra et al. 2009); and (3) several other USACE ecosystem restoration and/or mitigation projects that have confronted potential BASH issues. This report (a) summarizes the issues associated with habitat creation or enhancement around airports as regulated by the U.S. Department of Transportation (USDOT) and Federal Aviation Administration (FAA) Advisory Circular 150/5200-33B (USDOT 2007); (b) details the history of and conflict during and after the BHBI construction in Brunswick Harbor, Georgia; (c) summarizes other restoration/mitigation and BASH conflicts within five USACE divisions; (d) provides guidance about how to minimize BASH during the future creation and management of dredged-material deposition areas designed as early-successional bird habitat; and (e) supports the objectives of a research work unit under the Dredging Operations and Environmental Research (DOER) program titled, “Reducing conflicts between coastal engineering projects and bird habitat needs.” (http://el.erdc.usace.army.mil/dots/coastalbirds.html).]]></description>
      <pubDate>Wed, 14 Sep 2011 11:13:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1112951</guid>
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    <item>
      <title>Intraspecific phylogenetic relationships in the freshwater bivalve genus Alasmidonta (Bivalvia: Unionidae)</title>
      <link>https://trid.trb.org/View/1101553</link>
      <description><![CDATA[The genus Alasmidonta currently contains 12 species with 3 species presumed extinct. Six species of Alasmidonta occur in North Carolina, including the presumed extinct Alasmidonta robusta. Tissue samples from all taxa of living Alasmidonta species were included in a test of the monophyly of the genus and the relationships of the species using mitochondrial DNA sequences from cytochrome oxidase c subunit 1 (COI) and NADH dehydrogenase subunit (ND1). Alasmidonta (Prolasmidonta) heterodon and Alasmidonta (Pressodonta) viridis are significantly different from the rest of Alasmidonta and the two subgenera are elevated to generic level. Alasmidonta varicosa is split into two separate species as is A. viridis. Alasmidonta raveneliana is represented by two separate conservation units corresponding to the French Broad and Little Tennessee River drainages. Further work is needed to understand the variation in A. marginata between the upper Mississippi River basin and the Ohio River drainage populations. The results of this work are important to the North Carolina Department of Transportation and their aquatic biologists in planning conservation and mitigation plans. Several areas are identified where further field and laboratory work are required for a more complete understanding of the distribution and relationships of Alasmidonta species occurring in North Carolina.]]></description>
      <pubDate>Wed, 04 May 2011 16:42:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1101553</guid>
    </item>
    <item>
      <title>Reducing Greenhouse Gas Emissions from U.S. Transportation</title>
      <link>https://trid.trb.org/View/1094078</link>
      <description><![CDATA[The goal of this report is to establish methods that the United States can use to significantly reduce greenhouse gas emissions from transportation within the next 40 years.  The report describes measures and technology that would enable transportation to be more energy efficient and use less carbon, which would decrease its dependence on petroleum fuel and also decrease greenhouse gas emissions.  It discusses three scenarios, all of which assume that the United States is willing to alter regulations and incentives that impact vehicle design, vehicle fuel utilized, vehicle purchasing choices; and how neighborhoods and their infrastructure are constructed and utilized.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:15:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1094078</guid>
    </item>
    <item>
      <title>Environmental Mitigation Alternatives for Transportation Projects in Connecticut</title>
      <link>https://trid.trb.org/View/1086102</link>
      <description><![CDATA[The objective of this study is to determine whether consolidated mitigation alternatives such as In-lieu Fee (ILF) and Wetland Banking (WB) programs are viable options to be implemented in Connecticut. Specifically, the study focuses on whether the Connecticut Department of Transportation (ConnDOT) may be able to develop such programs for their own use. ConnDOT is interested in the potential for alternative mitigation strategies to decrease costs and improve construction timing while potentially increasing wetland environmental benefits. To address this objective, published literature was reviewed concerning mitigation practices and surveys of other states and potential third parties were conducted to identify possible solutions. The primary study recommendation is for ConnDOT to more thoroughly evaluate the cost-benefits of implementing an ILF EMA program. As significantly less money is required up-front for an ILF program than that required for a WB program, it is recommended that an ILF program is the most appropriate mechanism to provide EMAs in Connecticut, and that ConnDOT consider developing an ILF program for its transportation projects. ConnDOT’s decision to develop an ILF program should take into consideration potential cost savings and user and public relations benefits for eliminating construction delays associated with more timely mitigation approval, as well as the increased environmental benefits of larger, more contiguous mitigation projects. Furthermore, in Connecticut the regulation of private impacts by municipalities prevents the private sector from buying into an EMA program. Until state law is amended to allow for private participation in an EMA program, ConnDOT would need to establish an EMA program accounting for only state impacts, hoping that a successful program will serve to prompt the General Assembly to update the state’s legal structure regarding wetland mitigation.]]></description>
      <pubDate>Fri, 14 Jan 2011 10:20:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086102</guid>
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    <item>
      <title>Diesel Retrofit Assessment for NYS DOT to Retrofit its Existing Engine Fleet</title>
      <link>https://trid.trb.org/View/980829</link>
      <description><![CDATA[The NYS DEC has required the use of retrofit technologies for various state agency, state public authority, and regional public authority heavy duty vehicles, as well as heavy duty vehicles used on behalf of such agencies and authorities. This report was compiled to assist NYS DOT in its efforts to comply in the most cost effective manner possible, without compromising its core functions. The results of the literature review and key points from conversations with fleet managers and retrofit/engine manufacturers form the basis of the quantitative analysis of benefits and costs calculated for various retrofit technologies. These benefits and costs naturally depend on many aspects of the vehicle in question, such as its size, model year, and usage pattern. In the long term, the most cost effective way to reduce PM emissions is to replace the oldest trucks. Another decently cost effective option is to install level 1 retrofits on relatively new class 8 dump trucks, starting with the newest which are compatible. While the long term cost effectiveness should be a key factor in developing emission reduction strategies, there are several other important factors to consider: near-term budget constraint; other possible options; and vehicle and duty cycle compatibility.]]></description>
      <pubDate>Thu, 28 Oct 2010 14:25:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/980829</guid>
    </item>
    <item>
      <title>Climate Stabilization Targets: Emissions, Concentrations, and Impacts over Decades to Millennia</title>
      <link>https://trid.trb.org/View/968384</link>
      <description><![CDATA[Emissions of carbon dioxide from the burning of fossil fuels have ushered in a new epoch where human activities will largely determine the evolution of Earth's climate. Because carbon dioxide in the atmosphere is long lived, it can effectively lock the Earth and future generations into a range of impacts, some of which could become very severe. Emissions reductions decisions made today matter in determining impacts experienced not just over the next few decades, but in the coming centuries and millennia. According to this book, important policy decisions can be informed by recent advances in climate science that quantify the relationships between increases in carbon dioxide and global warming, related climate changes, and resulting impacts, such as changes in streamflow, wildfires, crop productivity, extreme hot summers, and sea level rise. One way to inform these choices is to consider the projected climate changes and impacts that would occur if greenhouse gases in the atmosphere were stabilized at a particular concentration level. The book quantifies the outcomes of different stabilization targets for greenhouse gas concentrations using analyses and information drawn from the scientific literature. Although it does not recommend or justify any particular stabilization target, it does provide important scientific insights about the relationships among emissions, greenhouse gas concentrations, temperatures, and impacts. The book emphasizes the importance of 21st century choices regarding long-term climate stabilization. It is a useful resource for scientists, educators and policy makers, among others.]]></description>
      <pubDate>Mon, 18 Oct 2010 14:50:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/968384</guid>
    </item>
    <item>
      <title>Assessment of Biodiesel Scenarios for Midwest Freight Transport Emission Reduction</title>
      <link>https://trid.trb.org/View/927768</link>
      <description><![CDATA[There are trade-offs when attempting to reduce both greenhouse gas and criteria air pollutants for freight transport, as the control strategies are not necessarily complimentary. While emission controls can remove ozone precursors and particulate from vehicle exhaust streams, greenhouse gas emission can only be mitigated by either reducing fuel consumption or switching to lower carbon-content fuel.. One near-term alternative that can readily reduce fuel consumption is the reduction of freight vehicle speed. To lower the carbon-content of freight transportation fuel, the primary near-term alternative is to increase blending of biodiesel. The cost-effectiveness of the emission reduction strategy will be characterized from the freight carriers viewpoint, by comparing the direct costs to estimates of indirect costs and fuel savings. Multiple scenarios will be modeled using EPA’s MARKAL model to simulate implementation of the proposed measures. MARKAL will be used to quantify the system-wide effects of changes in resource supply, technology availability, and account for CO2, SO2, NOX, PM, and VOC emissions.]]></description>
      <pubDate>Tue, 28 Sep 2010 14:37:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/927768</guid>
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