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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>Airport Guide for Transitioning to Unleaded Aviation Gasoline



</title>
      <link>https://rip.trb.org/View/2007976</link>
      <description><![CDATA[The U.S. Environmental Protection Agency (EPA) has announced a proposed determination that emissions of lead from aircraft that operate on leaded fuel cause or contribute to air pollution that may reasonably be anticipated to endanger public health and welfare. The Federal Aviation Administration (FAA) and the aviation industry have set a goal and made a commitment to eliminate the use of leaded aviation gasoline (AvGas) by the end of 2030 without adversely affecting the safe and efficient operation of the existing piston-engine fleet. Achieving this goal will require airports to play a significant role, namely, taking steps to accommodate and offer unleaded AvGas while maintaining 100-octaine low-lead (100LL) availability.

In early 2022, a government-industry partnership named Eliminate Aviation Gasoline Lead Emissions (EAGLE) was formed with a broad range of activities, including developing fuel infrastructure and access viability; supporting research, development, and innovation; evaluating and authorizing safe fuels; and establishing necessary policies. To complement the broad scope of the EAGLE initiative, a more focused research effort is also needed to help individual airports transition to unleaded AvGas in a manner that is safe, efficient, and cost-effective and that does not disrupt piston-engine activity.


The objective of this research is to produce a primer, guide, tools, and resources to help airports conduct a safe and efficient transition to unleaded AvGas while maintaining continuity of service.
]]></description>
      <pubDate>Mon, 15 Aug 2022 16:24:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2007976</guid>
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      <title>Gasoline Taxes: An Examination of News Media Discourse Related to Gas Tax Funding Debates in Six States</title>
      <link>https://rip.trb.org/View/1359749</link>
      <description><![CDATA[This project investigates the discourse around gasoline taxes in six U.S. states to contribute understanding to sustainable transportation funding policy. Gasoline taxes have provided direct funding to the transportation system since they were first instituted in 1932. Today the average state gasoline tax is 23.8 cents per gallon and 18.4 cents at the Federal level (ARTBA). Despite several attempts at the federal level, policy-makers have been unable to increase gasoline taxes for 17 years. As a result the purchasing power has steadily eroded and the Highway Trust Fund (HTF) is expected to be bankrupt (AASHTO). One solution to the funding shortfall is to increase gas taxes and use the money to fund transportation infrastructure. However this has proven to be extremely difficult. Gas taxes at the national level have been increased four times in the last 50 years: in 1956 to build the interstate highway system, in 1981 and twice during the Clinton years in 1991 and 1993. Why is it that the U.S. has lower gasoline prices than most of its peer group of 23 industrial nations? Why has it been so difficult at the state and federal level to raise gas taxes? Why has an outcome of federal and state energy policy been to maintain lower gasoline prices at low levels? This Phase 1 study examines the media discourse around gas tax hikes in six states: Vermont, New Hampshire, Massachusetts, Minnesota, Idaho and Oregon.]]></description>
      <pubDate>Thu, 02 Jul 2015 01:01:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/1359749</guid>
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      <title>Studies in Consumers and Automotive Fuel Economy: A Qualitative Field Test of the Effects of Driver Feedback on Automotive Fuel Consumption</title>
      <link>https://rip.trb.org/View/1236716</link>
      <description><![CDATA[Rising gasoline prices, greenhouse gas emissions, and war in oil-producing regions motivate research on the contribution that energy use feedback to drivers could make to reduce petroleum consumption. The research proposed here examines effects of energy use feedback on household drivers of conventional light-duty vehicles and HEVs. Drivers will be interviewed and commercially available devices will be installed in some drivers' vehicles. This will allow 1) feedback through a consistent interface to all drivers in the sample and 2) a comparison of the experimental feedback to any feedback mechanism already in any of the vehicles. The experiment will be run over several months; this will limit the sample size. Therefore, this qualitative research is expected to produce insights into specific types of driver feedback and to produce the requisite knowledge to design and deploy a larger scale study to produce estimates of generalizable effects.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:51:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/1236716</guid>
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      <title>Optimal Gasoline Taxes and the Elasticity of Demand for Gasoline</title>
      <link>https://rip.trb.org/View/1235189</link>
      <description><![CDATA[Gasoline-powered passenger vehicles create numerous negative externalities, including local air pollution, global climate change, accidents, congestion, and dependence on foreign oil. These externalities can be addressed by policymakers through a variety of actions aimed at reducing demand for gasoline or reducing pollution from automobiles. While it has been argued that a gasoline tax is second-best as a corrective measure for each of these externalities separately, it is perhaps the best policy to jointly address these, due to the cost and difficulty of simultaneously implementing several first-best policies. A key parameter in the estimation of gasoline demand and in calculating the optimal gasoline tax is the price elasticity of demand, which measures the percent change in gasoline demand for a percent change in gasoline price. It is a measure of how responsive consumers are to changes in the price of gasoline. The higher the elasticity in magnitude, the more consumers will decrease gasoline consumption in response to an increase in gasoline price. For this project, the researchers propose to estimate and analyze the elasticity of demand for gasoline, and to calculate the optimal gasoline tax for various regions of the world, including the U.S., China, and Latin America.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:25:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/1235189</guid>
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      <title>Creating a Viable Transportation Funding System</title>
      <link>https://rip.trb.org/View/1228893</link>
      <description><![CDATA[Washington State relies on gasoline taxes as the major source of funds for highway purposes.  A number of other fees and taxes are also imposed to pay for a vast multimodal transportation system.  These sources of funds do not provide enough revenue to meet the current and future needs of the transportation system.  This research will examine current sources of funding mechanisms and explore new ways to fund transportation improvements.  This research will provide policymakers a greater understanding of existing transportation revenue resources and information for future decisions on how to meet transportation funding needs.]]></description>
      <pubDate>Thu, 03 Jan 2013 13:30:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/1228893</guid>
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