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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>Research in Progress (RIP)</title>
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      <title>Tax Revenue and Telecommuting</title>
      <link>https://rip.trb.org/View/1878005</link>
      <description><![CDATA[According to the D.C. Tax Facts, the motor fuel tax in 2000 was reported to be $32.65 million dollars and was drastically decreased to $25.1 million dollars in 2017. Transportation infrastructure is costly to build and even costlier to maintain; in 2017, The Condition of the District’s Roadways reported that the actual expenditure on the District roadways was 4.5 times higher than the FY 2010-2014 average. Concurrently, the adoption of electric and hybrid vehicles and decreases in road trips due to the transition to telecommuting and eCommerce, especially with the onset of the COVID-19 pandemic, are significantly influencing transportation revenue generation from gasoline taxes. This will become a serious challenge for infrastructure asset management in the near future.
The main objective of this research is to investigate the most influential parameters and possible scenarios affecting the District’s Highway Trust Fund revenues due to increased telecommuting and changes in commute mode in order to propose a multi-criteria decision-making model for transportation tax revenue generation.
]]></description>
      <pubDate>Mon, 13 Sep 2021 13:00:15 GMT</pubDate>
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      <title>Analysis and Validation of Historical Transportation Investment</title>
      <link>https://rip.trb.org/View/1424388</link>
      <description><![CDATA[The North Carolina Department of Transportation (NCDOT) incorporates economic competiveness as one of the criteria for prioritizing transportation projects and uses the Transportation Economic Development Impact System (TREDIS) to quantify the economic impact of capacity expansion highway projects as part of project prioritization. This proposal presents a project involving structured research that will document and quantify the long-term economic impact of major highway expansion projects specifically derived from projects completed as part of the 1989 Highway Trust Fund Act. 
The proposed study will provide NCDOT with these deliverables: (1) Evidence-based case studies associated with past Highway Trust Fund projects that helps demonstrate their economic benefits and impacts and communicate them to primary stakeholders of NCDOT; and (2) An ability for NCDOT to submit case studies to the American Association of State Highway and Transportation Officials' (AASHTO’s) new EconWorks initiative. EconWorks will become a national repository for case studies (replacing or exceeding the Strategic Highway Research Program's (SHRP’s) Transportation Project Impact Case Studies (TPICS) site) & potentially a more data rich analysis for states to draw from, thereby increasing the national stature and recognition of the transportation investment work being done in NC.
]]></description>
      <pubDate>Mon, 26 Sep 2016 10:02:16 GMT</pubDate>
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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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