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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>Prediction of Interstate Travel Time Reliability: Phase II</title>
      <link>https://trid.trb.org/View/2117716</link>
      <description><![CDATA[Accurate prediction of travel time reliability measures would help state departments of transportation set performance targets and communicate the progress toward meeting those targets as required by the Moving Ahead for Progress in the 21st Century Act (MAP-21). In a recent Virginia Transportation Research Council study, Methods to Analyze and Predict Interstate Travel Time Reliability, researchers developed and tested statistical and machine learning models to analyze and predict travel time reliability on interstate highways. The generalized random forest (GRF) model showed promise in terms of data processing (no need for pre-clustering of travel times) and the relative accuracy of the results and was recommended for further evaluation by the study’s technical review panel. The current study directly adapted the previously developed GRF models to meet the requirements of MAP-21 federal target setting. In particular, the GRF approach developed using the INRIX Traffic Message Channel network for weekday peak period traffic by the prior study was successfully (1) adapted to the federally required National Performance Management Research Dataset (NPMRDS) network, and (2) expanded to cover the weekday, midday and weekend daytime periods. The technical review panel was also interested in practical steps to implement the predictive models. To that end, suggested procedures for applying the new GRF models—including relevant model inputs and data preparation steps—are documented in this report. Direct application of the GRF models trained with INRIX data (2017-2018) to predict travel time reliability measures in 2009 on the NPMRDS network highlighted the need for developing new GRF models targeted to the NPMRDS network, especially when the 90th percentile travel time was predicted. Whereas the INRIX models showed mean absolute percentage errors of 37% and 51% for freeway and interchange segments, respectively, for the PM peak hours, the new GRF models (trained with 2017-2018 NPMRDS data) had relatively smaller mean absolute percentage errors of 34% for freeway segments and 38% for interchange segments depending on how work zones were characterized and how data were aggregated. Because operational improvements are often evaluated on the basis of how they improve reliability, especially on how the 90th percentile travel time is affected, the new GRF models are relevant for planning operational investments. In addition, because many of these improvements affect interchanges, the remedy of the new GRF models is essential for evaluating weaving strategies or traveler information systems that could be implemented at these locations.]]></description>
      <pubDate>Sun, 19 Feb 2023 17:53:12 GMT</pubDate>
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      <title>A global population-driven perspective on South-East Asia’s air transport growth prospects in the 21st century</title>
      <link>https://trid.trb.org/View/1884715</link>
      <description><![CDATA[Aviation contributes to 3.6% of the world’s GDP (ATAG, 2018). It is expected that this figure is set to double at a projected $5.7 trillion by 2036, of which a third of all the aviation traffic and economy is expected to be contributed by the Association of Southeast Asian Nations (ASEAN) (ICAO, 2018). With aviation in the region growing at 10% each year, there is a rapid development of connectivity, infrastructure, urban planning, and transportation (POST, 2019). In ASEAN, whilst populations are expected to stabilise or even decline by 2050, there will be significant growth up to that point and the expanding middle-class in Asia are and will be increasingly able to afford air travel, which was previously limited to a small number of local citizens or inbound tourists. This has led to the building of many new airports in Asia; in 2019, fifteen of the top twenty fastest-growing major airports are in Asia (Casey, 2018). This surge demands a regionally better-informed approach to pre-empt aviation centres or airports to ensure its sustainability of major airports. The authors consider 10 countries across South-East Asia and develop deploy a methodology to predict aviation route growth and airport node demand through spatial, economic, and demographic analysis. To map country-level growth expectations in ASEAN and globally. The authors see a wide range of growth types making Indonesia, the Philippines, and Malaysia as major contributors. The insights of the study could be useful for planning the future growth of sustainable aviation in Asia.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:30:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1884715</guid>
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      <title>How Orlando International built passenger experience and technology into its new South Terminal Complex</title>
      <link>https://trid.trb.org/View/1753589</link>
      <description><![CDATA[In the opening years of the 21st century, the City of Orlando transformed itself into one of the premier destinations in the United States. Fuelled by its innovative entertainment and theme-park industry, Orlando expanded steadily into a balanced mix of research and development, aerospace, information technologies and healthcare and tourism, augmented by a growing population and attractive environment. The Orlando International Airport reflects these trends, and after several initiations in the development of its south campus, which were deferred by economic downturns, the Greater Orlando Aviation Authority (GOAA) realised sufficient, sustained traffic growth and commenced the planning of a South Terminal Complex in 2012. As airport technological advancements exploded in the years following 2001, GOAA imagined the new South Terminal facilities to be not only state-of-the-art, reflecting the vibrancy and hospitality of Central Florida, but also incorporating technologies seen only in the world’s most visionary airports. Pivotal to the South Terminal vision was the elevation of the passenger experience, known by GOAA and the Orlando community as The Orlando Experience, to a new world-class level. Achieving this vision within the many practical boundary conditions that face airports everywhere — efficiency of movement, cost management, operating flexibility for air carriers etc — demanded a novel approach to terminal development. GOAA undertook a conceptually simple but rarely practiced programme to create a practically remarkable passenger facility. This paper examines the background, approach and delivery of GOAA’s successful programme, focusing on integrating technological components and innovations into a large capital programme. Also, while technology and innovation have become the handmaidens of elevated passenger experience for airports, rarely have they been built into the design and construction of a new facility at the scale of Orlando.]]></description>
      <pubDate>Mon, 21 Dec 2020 13:48:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753589</guid>
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    <item>
      <title>Analysis, modeling, and assessing performances of supply chains served by long-distance freight transport corridors</title>
      <link>https://trid.trb.org/View/1600839</link>
      <description><![CDATA[This article deals with an analysis, modeling, and assessing performances of supply chains served by long-distance intercontinental intermodal rail/road- and sea-shipping freight transport corridor(s). For such a purpose, the supply chains are defined and the methodology for assessing their performances under given conditions is developed. The methodology consists of the analytical models of indicators of the operational, economic, environmental and social performances of particular corridors and corresponding supply chains assumed to be dependent on the infrastructural and technical/technological capabilities. The models of particular indicators have been applied according to “what-if” scenario approach to assessing performances of the long-distance intercontinental inland and maritime freight transport corridors spreading between China and Europe in the scope of the “Silk Road Economic Belt” and “A New Maritime Silk Road” policy initiative. The results prove that the intermodal inland rail/road alternative could act as a serious competitive alternative to its maritime deep-sea counterpart under given conditions. Nevertheless, in order to realize the opportunities, large investments in the inland rail/road infrastructure are required to appropriately connect China with Europe.]]></description>
      <pubDate>Fri, 26 Apr 2019 16:58:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1600839</guid>
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    <item>
      <title>Quantifying the climate impact of emissions from land-based transport in Germany</title>
      <link>https://trid.trb.org/View/1570228</link>
      <description><![CDATA[Although climate change is a global problem, specific mitigation measures are frequently applied on regional or national scales only. This is the case in particular for measures to reduce the emissions of land-based transport, which is largely characterized by regional or national systems with independent infrastructure, organization, and regulation. The climate perturbations caused by regional transport emissions are small compared to those resulting from global emissions. Consequently, they can be smaller than the detection limits in global three-dimensional chemistry-climate model simulations, hampering the evaluation of the climate benefit of mitigation strategies. Hence, the authors developed a new approach to solve this problem. The approach is based on a combination of a detailed three-dimensional global chemistry-climate model system, aerosol-climate response functions, and a zero-dimensional climate response model. For demonstration purposes, the approach was applied to results from a transport and emission modeling suite, which was designed to quantify the present-day and possible future transport activities in Germany and the resulting emissions. The results show that, in a baseline scenario, German transport emissions result in an increase in global mean surface temperature of the order of 0.01K during the 21st century. This effect is dominated by the CO₂ emissions, in contrast to the impact of global transport emissions, where non-CO₂ species make a larger relative contribution to transport-induced climate change than in the case of German emissions. The authors' new approach is ready for operational use to evaluate the climate benefit of mitigation strategies to reduce the impact of transport emissions.]]></description>
      <pubDate>Tue, 11 Dec 2018 09:22:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1570228</guid>
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    <item>
      <title>The Maritime Silk Road and China’s Belt and Road Initiative</title>
      <link>https://trid.trb.org/View/1515244</link>
      <description><![CDATA[China’s Silk Road Economic Belt and 21st-Century Maritime Silk Road initiative aims to connect Asia, Africa, Europe, and their near seas. This paper considers China’s 21st Century Maritime Silk Road. The Maritime Silk Road is a major component of the “Belt and Road” development framework announced by Chinese President Xi Jinping in late 2013. The “Belt and Road” offered by China, is a platform for China’s and partner countries new engines of growth. The Silk Road (One Belt) and Maritime Silk Road (One Road) initiatives are inclusive and seek the same goal of win-win situation through joint construction, by following the same principles and connecting three continents. Beijing has promoted the beginning of a long series of dialogues and projects that have involved more than twenty Countries by now, from the Chinese coast, to Europe, following the Indian Ocean, reaching African markets, and crossing the Suez Canal. The route has been proposed as an economic instrument to help its own growth, but also to modernize ports and infrastructures of the Countries that have been taking part in it. The Initiative does not have political or military aims, as it has always been stated, but it has been pursuing a peaceful plan, addressed to Chinese wealth as much as to the worldwide growth. The programme has indeed been based on a win-win approach, which is one of the five principles of pacific coexistence, included in the UN Charter: mutual respect, equality, keeping promise, mutual benefits, and the win-win approach itself.]]></description>
      <pubDate>Wed, 27 Jun 2018 16:55:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515244</guid>
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    <item>
      <title>Reaching Targets and Reaching Hearts: Highway Safety Leadership in the MAP-21 Era, Proceedings of the May 2013 AASHTO CEO Safety Leadership Forum</title>
      <link>https://trid.trb.org/View/1515689</link>
      <description><![CDATA[The Moving Ahead for Progress in the 21st Century Act (MAP-21) further advances a performance-based approach to reducing highway fatalities. It sets in federal statute an ambitious goal to significantly reduce highway fatalities and serious injuries with a renewed emphasis upon comprehensive strategies to improve the engineering of highways, increase the effectiveness of enforcement, enhance education and continue to improve emergency services. State department of transportation executives can adapt to the MAP-21 era by emphasizing their performance-management approaches to their internal safety activities and by expanding their external partnerships with key constituencies. Internally, many diverse agency operations will need to operate in sync for agencies to promptly spot crash trends and then to deploy well-designed countermeasures. Externally, the executive and his or her agency will need to take to all segments of society a highway safety message that reaches motorists, motorcyclists, pedestrians, bicyclists and every agency, business and government that interacts with them. The Sixth AASHTO State CEO Safety Forum highlighted the new challenges of MAP-21 and how transportation executives will be expected to achieve even greater results in addition to the impressive gains of recent years. The examples from the CEO Safety Forum illustrated that state transportation agencies are working internally and externally to create a safety culture in their agencies and in their communities. Expanding the strategies shared at the CEO Safety Forum will contribute to the ambitious goals in MAP-21 and help create a safer highways and communities.]]></description>
      <pubDate>Mon, 18 Jun 2018 16:33:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1515689</guid>
    </item>
    <item>
      <title>Research for the AASHTO Committee on Environment and Sustainability. Task 103. Administration of Categorical Exclusions by State Departments of Transportation under NEPA </title>
      <link>https://trid.trb.org/View/1489873</link>
      <description><![CDATA[Since 1989, Federal Highway Administration (FHWA) and State DOTs have employed programmatic agreements that establish procedures for expeditious and efficient approval of Categorical Exclusions (CEs). President Obama signed Moving Ahead for Progress in the 21st Century Act (MAP-21) into law on July 6, 2012. Section 1318(d) of MAP-21 puts forward a permanent program that allows State DOTs to assume CE approval authority on the behalf of FHWA. The content, structure, and approach of existing programmatic agreements between FHWA Division Offices and State DOTs vary widely, as FHWA affords State DOTs the flexibility to adopt programmatic agreements best suited to each state’s individual circumstances.

On October 6, 2014, FHWA and the Federal Transit Administration (FTA) published a Final Rule1 in the Federal Register that amends the NEPA regulations for FHWA and FTA, 23 CFR Part 771,2 to authorize the establishment of programmatic agreements between FHWA and State DOTs to allow State DOTs to make a CE approval on FHWA’s behalf. In accordance with the regulation, State DOTs should establish new or revised existing programmatic agreements before November 6, 2019. In undertaking the required re-establishment of new programmatic agreements with FHWA, in accordance with 23 CFR Part 771.117(g), State DOTs need to understand how CEs are currently administered and how programmatic agreements are structured.

The purpose of this research is to produce a report characterizing the state of Categorical Exclusion (CE) programmatic agreements (PA) between FHWA and State DOTs, including PAs that are already compliant with 23 CFR Part 771.117(g), as modified in accordance with the Moving Ahead for Progress in the 21st Century (MAP-21) Ac]]></description>
      <pubDate>Mon, 27 Nov 2017 19:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1489873</guid>
    </item>
    <item>
      <title>Modern Communications in the Concept of the Croatian Transport System Development</title>
      <link>https://trid.trb.org/View/1483075</link>
      <description><![CDATA[The paper presents the role of modern communications in the concept of development of the Croatian transport systems at the beginning of the 21st century. In this context, this paper studies the assumptions concerning the world experiences regarding the development of the transport system, on communication bases and proposes the model of infocomponents based on modern communications, taking as a model the modern transportation systems of the developed countries, through branch approach to transport system as: road traffic info-component model, rail transport info-component model, air traffic info-component model, postal and telecommunications traffic info-component model, maritime transport info-component model and combined transport infocomponent model, as synergies of all branches of traffic into a single, but mutually differentiated system-information unit, based on communications, as well as paradigms of new development.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:18:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483075</guid>
    </item>
    <item>
      <title>Diesel Multiple Units in 21st Century North America: Comparative Survey and Evaluation of Services, Demand, and Cost</title>
      <link>https://trid.trb.org/View/1438313</link>
      <description><![CDATA[U.S. officials working with finite resources to build and operate new fixed-guideway transit services grow more creative every year, finding ways to offer new and expanded services with fixed or declining resources. One creative approach to the development of new urban passenger rail services has been to operate on tracks shared with light-density freight services. Most services have used conventional commuter rail passenger rolling stock for these services, but, in some circumstances, this relatively heavy equipment has been inappropriate, and officials have been forced to consider sharing freight tracks with lighter, shorter trains. Some of these trains have been conventional electric light rail cars, but since the turn of the 21st century, five new U.S. services using self-powered diesel rail cars (historically called diesel multiple units, or DMUs) have opened to offer new travel options in Texas, California, New Jersey, and Oregon. FTA has termed these new shared-track DMU services "hybrid rail."  This paper reviews the circumstances and conditions that gave rise to the development of these hybrid DMU systems. The paper then reports the results of a study that used federally reported data to conduct a survey and evaluation of these services as compared with electric light rail and conventional commuter rail services. The analysis found that the new DMU systems tended to function in a new service stratum between commuter and light rail that served the needs of markets that neither of those traditional modes was well suited to address.]]></description>
      <pubDate>Mon, 27 Feb 2017 09:27:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1438313</guid>
    </item>
    <item>
      <title>Traffic Monitoring Guide</title>
      <link>https://trid.trb.org/View/1436155</link>
      <description><![CDATA[This edition of the Traffic Monitoring Guide (TMG) is intended to provide the most up to date guidance to State highway agencies about the policies, standards, procedures, and equipment typically used in a traffic monitoring program. The TMG presents recommendations to help improve and advance current programs with a view toward the future of traffic monitoring and with consideration for recent transportation legislation resulting from the Moving Ahead for Progress in the 21st Century Act (MAP-21). Improvements in traffic data collection technology since the publication of the TMG in 2001 have allowed States to improve their data collection processes and to streamline quality assurance/quality control (QA/QC) procedures, thereby replacing manual procedures with automated ones. New technology also now enables States to collect data on nonmotorized travel, including bicycle and pedestrian traffic. This new capability is addressed in more detail in Chapter 4. The use of nonmotorized travel data and information supports analysis regarding the impacts to the transportation network (on volumes and safety) resulting from the use of bicycles as an alternative travel method. The new technologies and procedures for traffic monitoring presented in this Guide are supplemented (in the appendices) with practical examples from State experiences with improving traffic monitoring programs. This edition of the TMG also includes new data formats as an option for reporting traffic data. These new formats are known as the Per Vehicle Formats for reporting volume, speed, vehicle classification, and vehicle weight data. Data formats are also provided for reporting nonmotorized data for those States with capabilities to collect this type of data. This edition of the TMG has been developed with considerable input from State traffic data program managers and the vendors who design and build traffic data collection equipment. This approach has resulted in a guidance document that the Federal Highway Administration (FHWA) anticipates will continue to be beneficial to States in improving their business processes, technology, and equipment used to successfully manage their traffic monitoring programs.]]></description>
      <pubDate>Mon, 05 Dec 2016 15:41:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436155</guid>
    </item>
    <item>
      <title>Climate Change and Adaptation Planning for Ports</title>
      <link>https://trid.trb.org/View/1398348</link>
      <description><![CDATA[Case studies from five continents (Asia, Europe, Latin America, North America, and Oceania) that address climate change planning for ports and transportation infrastructures are presented in this book. The table of contents lists the title of chapters as:  Time to Act: The Criticality of Ports in Adapting to the Impacts Posed by Climate Change; Seaport Adaptation for Climate Change: The Roles of Stakeholders and the Planning Process; Analyzing Risks Posed by Climate Change on Ports: A Fuzzy Approach; Climate Change and Adaptation Strategies of Canadian Ports and Shipping: The Case of the St. Lawrence- Great Lakes System; Climate Change and the Adaptation Planning of Inland Port and Rail Infrastructures in the Province of Manitoba in Canada; The Impacts of Hurricane Sandy on the Port of New York and New Jersey: Lessons Learned for Port Recovery and Resilience; Climate Adaptation of German North Sea Ports: The Example of Bremerhaven; Port Planning and Climate Change: Evidence from Italy; Adaptation to an Increase in Typhoon Intensity and Sea Level Rise by Japanese Ports; Modeling and Evaluation of Green Port Development: A Case Study on Tianjin Port; Terminal Maritimo Muelles El Bosque, Cartagena, Colombia; Climate Change Adaptation in the Panama Canal;  The Impact of Climate Change on Australian Ports and Supply Chains: The Emergence of Adaptation Strategies; A Decision Support Toolkit for Climate Resilient Seaports in the Pacific Region; Canada’s Arctic Shipping Challenge: Towards a 21st Century Northwest Passage; Arctic Transportation and New Global Supply Chain Organizations: The Northern Sea Route in the International Economic Geography;  and The State of Climate Adaptation for Ports and the Way Forward.]]></description>
      <pubDate>Mon, 02 May 2016 10:15:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398348</guid>
    </item>
    <item>
      <title>Transportation Library Connectivity and Development Pooled Fund Study, Final Report</title>
      <link>https://trid.trb.org/View/1378077</link>
      <description><![CDATA[This report is a record of the major activities and accomplishments of the Transportation Library Connectivity and Development pooled fund study, TPF-5(237), from its approval by the Federal Highway Administration (FHWA) in 2010 through its fifth and final annual meeting in August 2015. To deal with the overwhelming amount of valuable information produced by transportation agencies available in digital and physical formats, the transportation sector needs to engage libraries and leverage the specialized skills and systematic approach of professional librarians to effectively locate and curate this information. The Transportation Library Connectivity and Development pooled fund study is a continuation of the work of the previous study, TPF-5(105). In response to the recommendations of the previous study, a functional library consortium was established. This consortium offered members opportunities to enhance and improve services to their customers, while reducing costs and to prepare for federally funded scientific research and data policy changes, the Moving Ahead for Progress in the 21st Century Act (MAP 21) and the evolution of the National Transportation Library. A new pooled fund study, to be led by Missouri Department of Transportation, is being planned to build upon the achievements of this study.]]></description>
      <pubDate>Thu, 31 Dec 2015 09:06:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1378077</guid>
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    <item>
      <title>2014 Urban Congestion Trends: Improved Data for Operations Decision Making</title>
      <link>https://trid.trb.org/View/1356905</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) produces the Urban Congestion Trends report to document the current state of congestion and reliability in the largest urban areas in the United States and to highlight relevant operational strategies and performance management approaches that state and local transportation agencies are implementing successfully. Overall, congestion has increased from 2013 to 2014. The focus of this report is how operating the highway system can help address growing congestion. Understanding how the transportation system is operating through monitoring and measuring performance is a vital aspect of performance management, a new approach that is being implemented in part through the Moving Ahead for Progress in the 21st Century Act (MAP-21) Performance Management requirements. UCR and this report demonstrate one approach to calculating these metrics with the newly available National Performance Management Research Data Set (NPMRDS), which includes actual, observed travel times on the National Highway System (NHS) and is available for use by state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) for their performance management activities. This report includes examples of the use of NPMRDS data for creating the FHWA's Urban Congestion Report (UCR) and in one state DOT as well as case studies that highlight innovative ways states and communities throughout the United States have implemented effective operations and measured the impacts on congestion. This report concludes with a discussion of performance measure scalability and target setting, an important aspect of performance management.]]></description>
      <pubDate>Fri, 26 Jun 2015 13:41:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1356905</guid>
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    <item>
      <title>Ecologically Regenerative Development Around a Proposed State Highway Corridor</title>
      <link>https://trid.trb.org/View/1345557</link>
      <description><![CDATA[Natural resource management is becoming a critical aspect of new, expanding cities and towns in the 21st century. Natural resource planning for large-tract development provides the local jurisdiction with high quality lifestyle opportunities for their citizens and visitors. That high quality lifestyle includes leaving viewscapes intact; using inter-modal  transportation options to maintain air quality; collecting rain water for riparian preservation; diverting stormwater to drywells for subsurface water storage; preserving and maintaining native grass and tree species to prevent erosion and reduce fire hazard; and enhancing wildlife habitat in and around human habitation. Planning communities around resource management allows for economic development to advance in a manner that does not deplete resources such as water, soil and air. From a natural resource perspective, one approach is to preserve natural resources, to plan communities around sensitive species of flora and fauna and to preserve riparian areas. Like the proverbial canary in the coal mine, maintenance of suitable habitat for sensitive and prized species of animals and plants are visible indicators of society's habitat health. Depletion of sensitive species implies that there are stressors in the environment that can or will affect the human habitat in ways that cannot yet be perceived. But with proper planning the adverse impacts to the habitat can be prevented. Highway corridors can now provide opportunities with local governments to study the environment and develop a baseline of impacts that will allow for the sustainability of the natural habitat. That vision involves a community partnership between local jurisdictions (led by a metropolitan planning agency), state and federal agencies, and the landowners in the area. This vision proposes ways to regenerate those eco-systems affected by highway corridors and the impacts associated with urban growth surrounding them.]]></description>
      <pubDate>Fri, 27 Mar 2015 10:30:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1345557</guid>
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