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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0aWQiIHZhbHVlPSIxODA5IiAvPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSI3MzAiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnMgLz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <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>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Public-Private Partnerships for Truck Parking Capacity Expansion and Development</title>
      <link>https://rip.trb.org/View/2712179</link>
      <description><![CDATA[Truck drivers need safe, secure, and accessible truck parking to obtain the rest required under federal hours-of-service regulations for their own safety and the safety of other road users. States face challenges in constructing and maintaining public truck parking facilities with sufficient capacity and amenities to meet demand. In addition, the prohibition on commercialization at public interstate rest areas limits states’ ability to generate revenue from amenity services for commercial motor vehicle operators.

The rise in paid truck parking in the private sector has further affected drivers since many are not reimbursed for parking their vehicles, making parking fees an out-of-pocket expense. As a result, truck drivers increasingly seek unauthorized and potentially unsafe parking locations, such as freeway shoulders, exposing themselves and the motoring public to crash risks, as well as increased risk of cargo thefts.

Public–private partnerships (P3s) have been identified as a potential strategy for truck parking capacity expansion off the interstate system. Through collaboration between public agencies and private entities, additional safe truck parking options could increase parking capacity, reduce unauthorized parking in unsafe areas, minimize cargo theft risks, reduce supply chain disruptions, and improve safety outcomes.

The objectives of this research are to (1) develop guidelines for state departments of transportation and local governments to use P3 for truck parking and (2) identify best practices that could replicate proven models to advance collaboration and partnerships with the private sector for the purpose of truck parking capacity development and expansion.]]></description>
      <pubDate>Tue, 09 Jun 2026 15:04:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712179</guid>
    </item>
    <item>
      <title>Innovative Approaches to Maintenance Funding for Active Transportation Infrastructure on State Highways Research</title>
      <link>https://rip.trb.org/View/2712169</link>
      <description><![CDATA[Currently, no substantial detailed advice or research exists in the leading national work on active transportation maintenance or active transportation policy on innovative maintenance funding strategies. More robust resources do exist for capital expenditures and new projects. Current funding maintenance recommendations generally do not go beyond mentioning that consistent funding is good and having a plan is good. Good public policy requires more detailed thought and specific guidance, which are especially critical during the planning and scoping phases to build maintainability in from project initiation.

Research is needed to address this gap and build from recently completed maintenance research. A comprehensive list, an analysis of funding sources and their constraints, and a cost-to-benefits comparison will provide the necessary groundwork for an informed assessment of innovative research strategies and enable good case studies to be identified. Focusing on ongoing maintenance needs, guidance for planning and scoping phases, and guidance on how active transportation maintenance fits into the larger transportation context would help ensure that these strategies work for current maintenance teams and result in better new projects coming into maintenance obligations.

The objective of this research is to identify innovative funding strategies for active transportation facility maintenance on state highways. Appropriately maintained facilities provide road safety, economic development, and land value benefits that could be factored into strategies. The research will address how these strategies align with ongoing maintenance needs for these facilities and provide guidance on maintenance in the planning and scoping of projects.]]></description>
      <pubDate>Tue, 09 Jun 2026 12:38:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712169</guid>
    </item>
    <item>
      <title>Empirical assessment of land use and other policy impacts on freight facility location choices in California</title>
      <link>https://rip.trb.org/View/2702676</link>
      <description><![CDATA[The rapid expansion of warehousing and logistics activities in California has reshaped land-use patterns and placed substantial pressure on transportation systems and nearby communities. Growth in e-commerce, supply chain restructuring, and regional economic development incentives have contributed to an uneven and largely uncoordinated proliferation of freight facilities. Although these facilities support regional economies, their concentration heightens concerns about congestion, safety, air quality, and the availability of quality job opportunities. Local and regional governments struggle to anticipate these impacts because they lack empirical tools to link policy actions to freight facility siting decisions. 

This project develops an integrated framework to evaluate how land-use (LU), transportation, and economic development policies influence the location of freight facilities in California, and how these patterns relate to economic and social outcomes. The research compares three regional case studies spanning 20 years, integrating semi-quantitative policy analysis, satellite imagery-based LU classification, and spatial econometric modeling. Expected results include a geospatial database linking freight facility development with LU and policy environments, empirical evidence of policy-driven LU and logistics trends, and indicators describing the social and economic impacts of freight facility proximity. The findings will support state, regional, and local agencies in designing policies that improve goods movement efficiency while minimizing local impacts, thereby contributing to California's economy.]]></description>
      <pubDate>Thu, 14 May 2026 16:42:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2702676</guid>
    </item>
    <item>
      <title>Louisiana International Terminal and the Violet Community: A Development Study &amp; Project Implementation Support Framework</title>
      <link>https://rip.trb.org/View/2698371</link>
      <description><![CDATA[As the Port of New Orleans moves forward with $1.2 billion in investments for the development of the Louisiana International Terminal and associated road and rail improvements in St. Bernard Parish’s Violet community, this three-phase project engages transportation industry stakeholders and the Violet, Louisiana community to identify the need for education and workforce development, local infrastructure improvements and capital project opportunities to support future community and economic developments within the area. This research seeks to determine how to mitigate impacts and optimize community benefit whenever a new billion-dollar maritime project is constructed, using Violet as a case study.]]></description>
      <pubDate>Fri, 01 May 2026 20:01:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2698371</guid>
    </item>
    <item>
      <title>Vulnerability assessment and durability of coastal freight networks (UPRM)</title>
      <link>https://rip.trb.org/View/2663230</link>
      <description><![CDATA[Project Description: Freight networks, including ports, coastal highways, bridges, and distribution hubs, are critical lifelines that sustain regional economies, enable everyday commerce, and support emergency response after catastrophic events. The coastal location of this essential transportation infrastructure makes these assets uniquely vulnerable to extreme natural events such as flooding, storm surge, coastal erosion, and compound hazards. The Puerto Rico’s 2050 Long Range Transportation Plan explicitly calls for reducing transportation vulnerabilities to extreme weather effects and improving connectivity. Puerto Rico could serve as a critical logistics hub for U.S. freight operations in the Caribbean, offering strategic access to regional markets and maritime routes. But recent storms Hurricane María (2017) and Hurricane Fiona (2021) have highlighted the freight network’s fragility and the urgent need for targeted resilience measures. 
The assessment of Puerto Rico’s freight network, one that relies solely on the performance of the highway system, can be a case study to evaluate the system vulnerabilities derived from natural flood hazards, aging infrastructure, urbanization in coastal areas, and congestion in strategic corridors. A rigorous vulnerability assessment combines data from hydrologic and coastal flood modeling with traffic flows, asset condition inventories, and safety records to identify critical and single-point-of-failure links. This integrated analysis can provide a method to reveal which corridors and nodes are most likely to fail under different flood scenarios, how congestion and limited redundancy amplify delays, and which assets require immediate reinforcement or operational changes. It can also uncover system-level interdependencies among ports, road networks, and distribution hubs that are not visible from isolated asset inspections. This project can assist local transportation agencies, freight operators, and decision-makers in identifying risks to the freight network, improving the assessment of infrastructure assets by including the interdependence between ports, road networks, and distribution hubs, and prioritize improvements in strategic planning and project development. This project is envisioned as a two-year program. Year 1 will define Puerto Rico’s primary freight network anchored at the ports of San Juan and Ponce, map major distribution points, and develop an interactive dashboard showing asset condition, corridor flows, crash hotspots, and flood-vulnerable links and nodes. Four analytical dimensions will be assessed: infrastructure condition, traffic flows, safety, and durability, using official data, operational reports, and geospatial analysis to identify hotspots and critical vulnerabilities. Year 2 will focus on network optimization and investment prioritization, applying stochastic and optimization models to produce a prioritized, implementable resilience strategy. A Texas State University team will collaborate in the review of stochastic and optimization approaches, the evaluation of data requirements and computational complexity, and provide recommendations about the best model(s) for optimizing freight flows and prioritizing investments from ports to distributors.

]]></description>
      <pubDate>Sat, 31 Jan 2026 11:32:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663230</guid>
    </item>
    <item>
      <title>Identifying and evaluating the most effective actions to prepare Puerto Rico’s primary ports and freight road transportation infrastructure for flooding disruptions using stochastic models</title>
      <link>https://rip.trb.org/View/2662990</link>
      <description><![CDATA[One of the seven issues listed in the freight assessment section of the 2050 Long Range Multimodal Transportation Plan (LRMTP, approved in 2023) encompasses the need for Puerto Rico’s ports and road freight transportation network (RFTN) to be less vulnerable to extreme weather events that affects the durability of the infrastructure and disrupts the movement of goods and services. Puerto Rico has an excellent geographic location for the transshipment of goods to other places in the Americas. Strategies to mitigate infrastructure damage to ports and roads resulting from overuse and to keep the system operating effectively will help Puerto Rico maintain its position as a global logistics hub. The development of an adaptable highway transport system is crucial, as railroads are not well-developed to undertake the freight transport needs, and the use of the marine-based freight M2 route connecting main and secondary ports is only emerging. 
The objective of this research project is to quantify and classify the impact of certain operational decisions made before and after flood-related weather events on four performance or optimization criteria: ports and RFTN infrastructure, traffic flows, safety, and flexibility to avoid delays and disruptions. The operational decisions to include are: increasing ports’ operating hours, locating regional hub-and-spoke points where freight coming from the ports is transferred from large trucks to smaller vehicles and routed to the distribution points, determining existing or to be developed alternative roads that reduce congestion at hotspots, and routing loads between ports. To accomplish the objective, TXST will develop a preliminary stochastic programming model to optimize a prototype of Puerto Rico’s RFTN, considering multiple flooding scenarios, forecasts of freight demand over 5 and 10 years, and the above-mentioned operational decisions and optimization criteria. A variant of the developed model, which represents the current operations of ports and roads without incorporating any of the proposed operational decisions, will be used for comparison purposes. The main freight distribution points and associated demands to input into the models will be identified in cooperation with the listed project partner faculty at UPRM.  Puerto Rico’s industry, government agencies, and consultants for these agencies will be sources to get the models’ input data, as well as information available online. If needed, the distribution points will be clustered.  In this preliminary model, the unavailable data will be identified and estimated. The model will demonstrate to the Puerto Rico Department of Transportation and Public Works, the Puerto Rico Highway and Transportation Authority, and other relevant agencies a process they can apply for making informed decisions to enhance the durability and resilience of port and RFTN infrastructure under uncertainty caused by flooding and the relevance of collecting any highly relevant and missing data.]]></description>
      <pubDate>Thu, 29 Jan 2026 16:19:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2662990</guid>
    </item>
    <item>
      <title>Legal Aspects of Airport Programs. Topic 18-01. Legal Responsibilities Arising Out of the Americans with Disabilities Act and Air Carrier Access Act</title>
      <link>https://rip.trb.org/View/2625813</link>
      <description><![CDATA[The Americans with Disabilities Act (ADA) and the Air Carrier Access Act (ACAA) ensure the rights and accommodations of individuals with disabilities in the United States. The ADA provides a comprehensive national mandate for the elimination of discrimination against individuals with disabilities, including in employment, public accommodations, and transportation. The ACAA addresses the rights of passengers with disabilities in air travel and requires airlines to accommodate the needs of these individuals. Airlines and airports play critical roles in implementing these laws. Airlines are responsible for ensuring that their services, from booking to boarding, are accessible, while airports must provide accessible facilities. The Federal Aviation Administration (FAA) and the U.S. Department of Transportation (DOT) also have regulatory authority over air travel, including consumer protections, safety, and operational standards. While FAA's primary focus is on safety and efficiency of the national airspace system, it plays a supporting role in ensuring compliance with accessibility standards through various policies and guidance. It includes collaboration with the DOT, the U.S. Department of Justice (DOJ), and other agencies to ensure that regulations and guidance related to disability accommodations are upheld. However, the intersection of the ADA and ACAA can create challenges, as the ADA covers public spaces such as airport terminals, and the ACAA governs the treatment of passengers by airlines within the airport terminal. The objective of this research is to examine the legal obligations for airports and airlines arising out of the ADA and the ACAA, including accommodations for visible and invisible physical and mental impairments that substantially limit one or more major life activities. ]]></description>
      <pubDate>Thu, 20 Nov 2025 16:04:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625813</guid>
    </item>
    <item>
      <title>Legal Aspects of Airport Programs. Topic 18-02. Role of Legal Counsel During an Airport Emergency</title>
      <link>https://rip.trb.org/View/2625812</link>
      <description><![CDATA[All airports face risks from emergencies, whether man-made, mechanical, or natural. While 14 C.F.R. Part 139 Airports are required to establish an Airport Emergency Plan to address at least nine types of emergencies, some airports also create emergency plans to manage and plan for their response. The role of the Airport’s legal counsel in the AEP should be examined at various airports, considering steps airport legal counsel can take preparing, responding, recovering from major emergencies to support prompt emergency response and mitigate liability and risk to the airport.  

The report will provide analysis to explain the legal requirements for an Airport Emergency Plan (AEP) under 14 C.F.R. Part 139, identify other statutes and regulations that create responsibilities for emergency response outside of 14 C.F.R. Part 139, as well as other emergency plans airports implement. Additionally, it should evaluate tools an airport legal counsel can utilize, both in terms of emergency planning and conducting typical airport business to help manage potential risks during an emergency. It should discuss the roles of legal counsel and resources they can utilize during and immediately following the initial response and examine the benefits and drawbacks to these approaches. The report should include two or three case studies that explore whether and how legal counsel supports the Airport in responding to and recovering from an emergency.]]></description>
      <pubDate>Thu, 20 Nov 2025 15:52:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625812</guid>
    </item>
    <item>
      <title>The Changing Landscape of Environmental Reviews under NEPA for Airports</title>
      <link>https://rip.trb.org/View/2625811</link>
      <description><![CDATA[Prior to 2025, the Federal Aviation Administration (FAA) and airports utilized the Council on Environmental Quality (CEQ) regulations to review projects subject to the National Environmental Policy Act (NEPA). In 2024 in Marin Audubon Society v. FAA the DC circuit found the CEQ regulations ultra vires and in 2025, in Seven County Infrastructure Coalition v.  Eagle County the U.S. Supreme Court held that agencies’ determinations related to the boundaries of environmental review are entitled to substantial deference, and clarified that reasonably forseeable effects are close in time and space to the project being reviewed, and subject to the agency’s regulatory authorities. The CEQ regulations were fully rescinded in February 2025. Subsequently, the U.S. Department of Transportation (USDOT) issued Order 5610.1D, Procedures for Considering Environmental Impacts, and FAA issued Order 1050.1G, FAA National Environmental Policy Act Implementing Procedures. Additionally, the 2023 Fiscial Responsibility Act ammendments to NEPA and the 2024 FAA Reauthorization Act resulted in significant changes to agencies’ historical NEPA practices.

OBJECTIVE: This report will summarize the major changes in statutory and regulatory requirements, provide an overview of how Section 743 of the 2024 Reauthorization Act intersects with FAA’s National Enviornmental Policy Act (NEPA) obligations (e.g. segmentation, connected actions), and address how these changes interplay with state and local environmental laws. It should provide strategies for integrating local, state, and federal planning and environmental and permitting requirements to facilitate expedited project delivery. This report should update ACRP LRD 22, The Role of the Airport Sponsor in Airport Planning and Environmental Reviews of Proposed Development Projects Under the NEPA and State Mini-NEPA Laws.

]]></description>
      <pubDate>Thu, 20 Nov 2025 15:14:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625811</guid>
    </item>
    <item>
      <title>Legal Implications for Permitting Airport Service Providers</title>
      <link>https://rip.trb.org/View/2625810</link>
      <description><![CDATA[Airlines and other airport aeronautical tenants often contract with airport service providers, or third party contractors, for a variety of services that are integral to their operations, including ground handling (above and below the wing,) aircraft cabin cleaning, catering, etc. Many of these third party contractors do not have a direct contractual relationship with the airport operator, but serve one or more of the airport’s aeronautical tenants. Airport operators take varying approaches to addressing risk associated with the activities of these service providers, which can range from hands-off to complex permitting programs and everything in between. Whether the airport relies on agreements with the aeronautical tenants receiving the third-party services by issuing permits to third party contractors, imposing rules and regulations, etc., each approach poses different legal issues and potential liability.

OBJECTIVE: The report will discuss the different approaches for addressing risk to the airport operator when permitting airport aeronautical tenants to contract with airport service providers, and the legal implications related to indeminifciation, insurance rquirements, operating standards, and other approaches for managing risk. While the legal implications of permitting airport aeronautical tenants to contract with airport service providers, or third-party contractors, are multifaceted, and the report will focus on the relationship between the airport service proivder and the airport operator. The report should include examples  of the different approaches used in the industry, with sample language from contracts, permits, rules & regulations, etc.
]]></description>
      <pubDate>Thu, 20 Nov 2025 14:57:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2625810</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S01-34. Leveraging Technology to Streamline Capital Improvement Program Management



</title>
      <link>https://rip.trb.org/View/2621997</link>
      <description><![CDATA[Inconsistent technology used across airports, state aviation departments, and federal agencies can create inefficiencies in Capital Improvement Program (CIP) management. Industry stakeholders are evolving their use of technological systems for CIP portfolio management and data sharing, which allow for collaboration and streamlined processes. It also allows them to track recurring projects and share information across departments.

OBJECTIVE: The objective of this synthesis is to document practices leveraging technology in ways to streamline Capital Improvement Program management through internal and external information sharing. For this synthesis, Capital Improvement Program (CIP) management encompasses the portfolio management life cycle from the idea of a project through planning, development, etc., to closeout, for all airport projects regardless of funding source. The audience for this synthesis is aviation planners, airport executives, and commissions/boards.  ]]></description>
      <pubDate>Mon, 10 Nov 2025 19:28:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2621997</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S01-33. Practices for Determining Landing Fees at General Aviation Airports</title>
      <link>https://rip.trb.org/View/2621998</link>
      <description><![CDATA[Airports across the United States face increasing pressure to develop sustainable funding sources while maintaining fair and competitive pricing strategies. Landing fees represent a significant potential source of revenue, yet there is little consistency in how these fees are established or structured. Non-primary and non-hub airport sponsors do not have a standard way to determine general aviation landing fee schedules that balance operational and capital costs, market competitiveness, and stakeholder expectations. Recent ACRP reports have addressed topics related to airport operations and finance, but not specifically the determination of general aviation landing fees at non-primary and non-hub airport sponsors. Other industry research tends to focus on commercial service airports or on general airport funding strategies without a detailed examination of landing fee methodologies. This synthesis will focus on the unique considerations and challenges faced by non-primary and non-hub airport sponsors.

OBJECTIVE: The objective of this synthesis is to document practices for determining and implementing general aviation landing fees levied by non-primary and non-hub airport sponsors. The audience for this synthesis is airport sponsors.]]></description>
      <pubDate>Mon, 10 Nov 2025 19:25:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2621998</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S06-10. Airport Apprenticeship, Internship, Cooperative Education, and Externship Programs</title>
      <link>https://rip.trb.org/View/2621999</link>
      <description><![CDATA[Airports increasingly recognize the value of structured apprenticeship, internship, cooperative education and externship programs in developing a highly qualified workforce. These programs offer training pathways that blend classroom instruction with practical, on-the-job learning, making them particularly effective for technical, skilled trades, and operational roles within the airport environment. However, there is variation in how airports design, deliver, and evaluate these programs. A clearer understanding of the current landscape and emerging practices would help airports establish robust apprenticeship, internship, cooperative education or externship programs that aligned with both airports’ goals and industry workforce needs. Furthermore, understanding the current landscape of practices can help airports optimize these opportunities and align them with organizational objectives, academic program and student needs, and industry workforce efforts.

The objective of this synthesis is to document the approaches and practices that airports of various sizes use to structure apprenticeships, internship, cooperative education, and externship programs. The audience for this synthesis is airport leadership, human resources, operational departments, and aviation education programs.]]></description>
      <pubDate>Mon, 10 Nov 2025 19:23:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2621999</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S09-12. Considerations in Airport Landscaping</title>
      <link>https://rip.trb.org/View/2622000</link>
      <description><![CDATA[Airports can be adversely affected by their surrounding environments (wildlife, tree growth, standing water, weather related impacts, etc.) causing safety and security issues.  As common landscaping practices can introduce a variety of these issues it can be difficult to create attractive landscapes at airports. Furthermore, airside and landside landscaping is not eligible for federal funding, making this more challenging to implement. However, some airports have identified benefits of landscaping, including providing visual and noise buffers between the airfield and surrounding communities, and have incorporated creative landscaping to enhancing the airport environment for employees and customers.

OBJECTIVE: The objective of this synthesis is to document airside and landside landscaping practices that enhance user experience at the airport while sustaining operational safety.  The audience for this synthesis is airport managers.

]]></description>
      <pubDate>Mon, 10 Nov 2025 19:19:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2622000</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S04-30. Emergency Response Roles and Responsibilities for Non-Operational and Administrative Airport Staff</title>
      <link>https://rip.trb.org/View/2621996</link>
      <description><![CDATA[Airport operations and first responders are well versed in how to respond to an airport emergency. However, the administrative and staff teams (non-operational positions, including executive leadership) who have completed required emergency response training but haven’t put it into practice may not feel prepared during a real emergency. Additionally, airport operations and emergency teams are unable to provide the type of training needed to get administrative teams ready to respond. While the Incident Command Structure outline responsibilities, the information doesn't translate smoothly to an administrative team’s understanding. Understanding their role can be especially important at smaller airports with fewer staff.

The objective of this synthesis is to document the administrative and non-operational airport staff roles and responsibilities that support emergency response. The audience for this synthesis is for airport operators who are training administrative staff for response.]]></description>
      <pubDate>Mon, 10 Nov 2025 19:16:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2621996</guid>
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