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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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    <item>
      <title>Streamlining the Registration Process for Motor Carriers</title>
      <link>https://rip.trb.org/View/2593941</link>
      <description><![CDATA[KRS 186.040 now authorizes interstate motor carriers to register commercial motor vehicles (CMVs) at or above 44,001 lb. directly with the Division of Motor Carriers (DMC). Despite this change, the county clerk in the county where a vehicle is registered still receives $30 of the registration fee. This change effectively consolidates the license plate and International Registration Plan processes. While DMC administrators and county clerks are working with software vendors and the KAVIS team to integrate these processes, doing so has introduced logistical challenges. As these processes continue to evolve, DMC administrators want to analyze how other states process CMV registrations, especially for apportioned vehicles.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:32:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593941</guid>
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      <title>Measuring Parking Intrusion in New York City Neighborhoods Using Parking Tickets and Vehicle Plate Registration Data</title>
      <link>https://rip.trb.org/View/1366400</link>
      <description><![CDATA[Parking intrusion occurs when non-residents park on neighborhood streets in order to avoid parking fees while access nearby opportunities (e.g., retails, offices, or sports events). Such intrusion is environmentally undesirable because it invites driving to urban centers with convenient transit services and the worst traffic congestion. It encourages excessive search for parking on neighborhood streets that endangers local pedestrians, cyclists and children. It also becomes a contentious political issue when a large number of intruders compete with local residents for the limited, free street parking. Debates over parking intrusion and its solutions often entangle policy initiatives (e.g., congestion pricing or metered parking reform) and key redevelopment projects (e.g., stadiums).

However, little is known on parking intrusion in the transportation literature: when and where does intrusion occur? who are the intruders? where are they from? why do they decide to “intrude”? does parking intrusion benefit or hurt local economy? how much is the excessive driving associated with parking intrusion? which solution is better, a higher meter price or resident parking permit?

This research aim to 1) measure the spatial and temporal pattern of parking intrusion, 2) understand the determinants of parking intrusion, 3) estimate the vehicle mileage travelled (VMT) induced by parking intrusion, and 4) evaluate the causal effect of development projects and transportation policies on parking intrusion, using New York City as a case study. New York City is ideal for this research because it is the only major U.S. city without any resident parking permit programs, preserving the “authentic”, uninterrupted pattern of parking intrusion.

The research relies on two data sets: the 11 million parking tickets issued by New York City every year and the vehicle plate registration database managed by the New York State Department of Motor Vehicle (DMV). By linking the ticketing location and the registration location of the same plate number, parking intrusion can be identified. This method has potential to detect parking intrusion at a great temporal and spatial scale. However, two methodological issues must be considered: 1) how to separate residential parking tickets from non-residential parking tickets, and 2) moving of residents and the update of vehicle registration at DMV database.

The final deliverables include the visualization of temporal and spatial pattern of parking intrusion, an exploratory statistical model on determinants of parking intrusion, the quantification of excessive VMT induced by intrusion, and the evaluations of the Barclay Center and the Park Smart program.]]></description>
      <pubDate>Thu, 20 Aug 2015 13:45:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1366400</guid>
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    <item>
      <title>Effectiveness and Equity of Future Transportation Financing Options at the Federal and State Levels</title>
      <link>https://rip.trb.org/View/1230020</link>
      <description><![CDATA[It has become evident both at the federal and state levels, that without a significant tax rate increase the gasoline tax - the Highway Trust Fund's primary revenue source - will no longer be a viable method of generating sufficient revenue. According to a report prepared by Cambridge Systematics Inc. (2005), maintaining the nation's current highways and transit systems required approximately $222 billion in 2005, and that amount will increase to $295 billion for 2015. In order to improve the current highways and transit systems, those numbers increase to $271 billion for 2005 and $356 billion for 2015. However, 2005 annual resources only amounted to approximately $180 billion from all levels of government, well short of covering even the maintenance costs. The federal gasoline tax has not increased since 1993. Increased inflation and greater vehicle fuel efficiency have eroded the purchasing power of the gasoline tax revenues. Alternative fuels and fuel efficiency improvement have not completely disrupted tax collection, but it has become clear that an alternative to the gasoline tax is necessary. Recent sharp increases in gasoline prices have resulted in a reduction in total vehicle travel, further hurting the gasoline tax revenue at all levels. A series of revenue studies have been conducted in recent years with leadership from the National Revenue Commission created under SAFETEA-LU, AASHTO, TRB, and state agencies (McMullen and Zhang 2008, National Revenue Commission 2007, Cambridge Systematics Inc. et. al. 2006, TRB 2006). These studies have all confirmed the revenue gap, and proposed future financing options to close the gap. The following list summarizes the proposed revenue-generating alternatives: (1) Increase gas tax steadily in the next several years and then index it to inflation; (2) Implement a federal transit ticket surcharge on a per-trip basis; (3) Increase vehicle registration and other vehicle-related fees; (4) Replace or supplement fuel tax with a mileage-based user fee system; (5) Tolling freeways for revenue generation and congestion management; (6) Encourage public-private partnerships and leverage private-sector resources; (7) Expand specific revenue sources for freight-related transportation needs. While the nation as a whole and many states engage in the debate of sustainable transportation financing options, answers to the following questions will provide critically important input to this debate and help decision-makers forge effective and equitable financing policies: (a) What is the true revenue-generating potential of alternative policy portfolios?  (b) How can revenue goals for maintaining and improving systems be achieved (e.g. how much higher the gas tax needs to be; what should be the rate of vehicle mileage fee)? (c) What are the impact of alternative policies on different population segments (e.g. low and high income, urban and rural, different regions, transit users)? (d) How will the general public react to the policy scenarios and how to gain their support? This project will integrate existing datasets (national and regional travel surveys, Highway Performance Monitoring System, etc.) and develop statistical models to answer these important questions. The statistical models estimate how individual households or user groups by geographic location make vehicle ownership (quantity and type) and use (miles driven on each vehicle) adjustments in response to proposed policy scenarios respectively. The overall effectiveness and equity of each financing option will then be evaluated based on model outputs. Similar models have been developed by the P.I. for Oregon, and successfully applied to evaluate the revenue and equity impact of vehicle mileage fees. This proposed project will extend the previous research by considering gas taxes, transit ticket surcharge, vehicle registration fee, distance-based user fee, and tolling at both federal and state levels. Maryland (due to availability of recent surveys and detailed network information) and California (early adoption of fuel-efficient and low-emission vehicles) will be used for state-level case studies. Since there are no clear quantifiable policy proposals regarding public-private partnerships (Zhang 2009) or freight-specific transportation revenue sources, the evaluation of these two financing options are left for future research after the national agenda on these policies is established. Compared to previous analyses of future transportation financing options, this project is unique and more advanced in several ways. First, demand responses to proposed financing options will be considered in impact analysis. This will be a significant methodological contribution, because a previous study has shown that revenue changes under new funding policies can be overestimated by 11~28% if short-run demand responses are ignored, and by an additional 3~5% if long-run responses are also ignored (Zhang and McMullen 2009). Second, in addition to revenue total estimates, this project will also examine the distributional effects of future financing options on different population groups. A thorough understanding of the equity issue is necessary for political debates, and for gaining public support. Finally, this project will explore environmentally-friendly (or green) versions of proposed financing options. For instance, a fixed vehicle mileage fee rate for all vehicles has a greener counterpart that incorporates a variable fee structure favoring more fuel-efficient vehicles. A green financing option will not only help reduce energy consumption and pollution emissions, but also improve public support as shown by a recent survey in California (Agrawal 2009).]]></description>
      <pubDate>Thu, 03 Jan 2013 13:52:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/1230020</guid>
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      <title>Estimating Vehicle-Miles-Traveled by Vehicle Class for the State of Delaware</title>
      <link>https://rip.trb.org/View/1228191</link>
      <description><![CDATA[The initial stage of the project will involve a thorough literature search and review of documentation related to the existing body of knowledge and practices. A statistically accurate method for functional conversion of the raw vehicle registration and travel data will be developed to identify the contribution of each vehicle type to VMT. This project will convert Division of Motor Vehicle (DMV) reported registration data from percent registration by vehicle type to actual mileage accumulation rates as they contribute to VMT through- out the state. Project output will be a statistically reliable automated process for converting available DMV registration information to an accurate on-road mileage based contribution by vehicle type, acceptable to both USEPA and FHWA as part of the transportation conformity air quality analysis process.]]></description>
      <pubDate>Thu, 03 Jan 2013 13:16:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1228191</guid>
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