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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>E-Commerce Impacts on Oregon Household Level Deliveries, Trips, and VMT</title>
      <link>https://rip.trb.org/View/2593956</link>
      <description><![CDATA[Oregon Department of Transportation (ODOT) faces a combination of declining revenues from traditional sources like fuel taxes due to electric vehicle (EV) adoption, fuel-efficient vehicles, and potential travel patterns changes (e.g., telecommuting). In addition, maintenance and operation costs have seen large increases due to inflationary pressures. In this context, ODOT needs to innovate its revenue models to ensure the long-term sustainability of the transportation system.
A potential innovation is the introduction of an e-commerce deliveries fee. This type of fee could be a sustainable long-term source of revenue because:
(a) The last two decades saw a rapid growth of e-commerce sales, both in the US and Oregon. This trend gained further momentum during the global pandemic. According to e-commerce sales reports released by the US Department of Commerce, e-commerce sales accounted for approximately 7% of total retail sales in 2015 and 16% of total retail sales in 2024 (US Department of Commerce, 2024).
(b) Long-term growth is expected to remain strong due to demographic changes, new generations will be more used to online-shopping, and also because retailers are continuously expanding their online offerings and products.
Although an e-commerce deliveries fee may seem appealing there is no study or data available that can assess the financial impact for households and potential equity implications.
The lack of data and studies in this area prompts several questions, including: (1) What type of households across the state are likely to pay more e-commerce delivery fees? (2)  For households, how significant will the fees be in relation to the value of the products being delivered or other transportation related fees? (3) How would this fee impact households across the state, i.e. in rural vs urban areas? (4) What is the potential equity impact of this fee for lower income households?
This project is a necessary first step that will provide valuable insights to understand the impacts of an e-commerce delivery fee in terms of equity and potential revenue at the household level.]]></description>
      <pubDate>Thu, 28 Aug 2025 14:25:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593956</guid>
    </item>
    <item>
      <title>ACRP Insight Event: The Future of Airport Parking Revenue</title>
      <link>https://rip.trb.org/View/2588338</link>
      <description><![CDATA[Passenger travel to and from the airport has changed due to a variety of factors including emerging technologies, such as autonomous vehicles; changes in passenger travel habits, such as the growth of transportation network companies; and changing needs for passenger and commercial vehicles, such as electric vehicle charging requirements. Most commercial service airports derive a significant portion of their revenue from parking operations and the disruption to existing revenue models could impact the self-sufficiency of airports. OBJECTIVE: The objective of this project is to conduct an in-person Airport Cooperative Research Program (ACRP) Insight Event for airport-industry practitioners, relevant stakeholders, and subject matter experts (SMEs) to discuss the changing airport parking model and how these changes may affect an airport’s parking strategy. ACRP is seeking a qualified and experienced team to manage and execute the Insight Event, i.e., concept development; planning; event management, including logistics, day-of-event coordination and facilitation; and post-event follow-up and documentation.]]></description>
      <pubDate>Tue, 12 Aug 2025 09:48:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2588338</guid>
    </item>
    <item>
      <title>Revenue Opportunities from MDOT Fiber
Infrastructure
and Other Utility Types</title>
      <link>https://rip.trb.org/View/2562269</link>
      <description><![CDATA[Various state highway agencies permit telecommunications to be located longitudinally along freeway rights-of-way (ROW). 
Michigan Department of Transportation (MDOT) is interested in a study of alternative sources of transportation revenues that could be phased in over time to replace
revenue lost as motor and diesel fuel decline become obsolete. MDOT focus would be on non-vehicle related revenue streams,
such as, leasing rights-of-way for Fiber Communications and/or other utility types, possibly private transportation facilities,
and/or public-private partnerships.]]></description>
      <pubDate>Fri, 06 Jun 2025 15:08:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562269</guid>
    </item>
    <item>
      <title>Measuring the Impact of Transformative Transportation Technologies on Local Government Revenues Linked to Transportation Infrastructure</title>
      <link>https://rip.trb.org/View/2519125</link>
      <description><![CDATA[While significant planning and financing for major transportation infrastructure occurs at the federal and state levels, counties and municipalities also play a significant role and are most often the level of government citizens turn to when issues with transportation infrastructure arise. These governments often have responsibility for a range of roads, bridges, and other related infrastructure. Local governments rely on a range of revenue and financing tools to meet the capital and maintenance costs tied to the array of transportation options available in their jurisdictions. Given these costs, forecasting revenues is an important element in planning for changes in a community’s transportation options. New and emerging technologies in electric vehicles, autonomous vehicles, and changing commute patterns tied to alternative work arrangements are contributing to volatility in revenue forecasting when revenues are tied to tools reliant on traditional transportation modes and patterns (e.g., parking revenues, retail sales taxes, gasoline taxes, etc.). This research will examine the reliance of local governments on these different revenue tools and build a set of implications for those tools tied to new and emerging transportation technologies that may impact these traditional revenue streams that local governments have utilized to cover their transportation capital and maintenance costs. The research will also highlight alternative revenue mechanisms that will be adaptive to these new realities to help local governments adjust to coming changes in how citizens employ transportation options.]]></description>
      <pubDate>Sat, 08 Mar 2025 11:20:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2519125</guid>
    </item>
    <item>
      <title>Regional Transportation Impact Fees: Adoption Factors, Institutional Mechanisms, Equity Impacts, and Revenue Yield</title>
      <link>https://rip.trb.org/View/2499288</link>
      <description><![CDATA[State and federal transportation infrastructure funding has steadily declined in recent decades, highlighting the rising importance of sub-state (local and regional) funding sources such as transportation impact fees. A transportation impact fee levied by a single city/municipality is now a critical funding source for developing local transportation infrastructure throughout California and the United States. However, regional transportation infrastructure—such as transit systems or roads serving multiple local jurisdictions—is usually not funded by these fees; instead, it primarily relies on scarce state and federal funds. Hence, there is an urgent need for revenue sources, such as regional transportation impact fees (RTIFs), to fund regional transportation infrastructure.

California is a national leader in the use of impact fees, primarily because various statewide propositions limit local jurisdictions' ability to generate revenues from property taxes (Proposition 13), regulatory fees (Proposition 26), and special assessments (Proposition 216). A handful of its regions also levy RTIFs. However, the extant academic and professional literature on impact fees has primarily focused on fees levied by a single jurisdiction. The focus has also been either on examining the fees' housing affordability impacts or how they can be designed and implemented to meet the rational nexus principle and reduce vertical and horizontal inequities. Furthermore, the more complicated impact fees—regional impact fees, such as RTIFs, levied by and expended across several jurisdictions—are little studied. Very little is known about the factors that lead to the adoption of such fees; the institutional mechanisms used to conceptualize, design, and implement them; their revenue yield and the proportion of the regional transportation needs funded through them; and the strategies adopted to mitigate the fees' equity impacts. Other challenges associated with RTIFs that academic research and policy discussions have not yet tackled include those related to inter-jurisdictional coordination, transparency, and project selection. 

This paper begins to fill these research gaps through an in-depth examination of several RTIF programs across California. It specifically answers the following research questions.
(1) What factors led to the adoption of the case study RTIF programs? (2) What institutional mechanisms were used to conceptualize and design the case study RTIF programs and secure cooperation of participant jurisdictions? (3) What mechanisms are being used to implement the case study RTIF programs equitably and transparently, that are agreeable to all participant jurisdictions? (4) What strategies are being implemented in the case study RTIF programs to reduce vertical and horizontal inequities? (5) What is the case study RTIF programs’ revenue yield, and how much regional transportation needs are being met by these revenues?]]></description>
      <pubDate>Fri, 31 Jan 2025 19:07:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2499288</guid>
    </item>
    <item>
      <title>Potential Revenue Generation Through Commercialization of Arizona Rest Areas</title>
      <link>https://rip.trb.org/View/2485373</link>
      <description><![CDATA[ADOT is interested in conducting a feasibility analysis to better understand the impacts, benefits, and drawbacks of rest area commercialization in Arizona in the event that the current laws (the Federal Randolph-Sheppard Act of 1936, 23 U.S.C. § 111) are ever changed. This analysis would help ADOT determine if commercialization is even a viable option for Arizona. As part of the research study, the current state and federal laws, financial and economic implications, and public perceptions will be explored with the advantages and disadvantages thoroughly documented.]]></description>
      <pubDate>Fri, 03 Jan 2025 16:04:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2485373</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Airport Practices. Topic S01-32. Evolution and Impact of Airport Lounges


</title>
      <link>https://rip.trb.org/View/2458784</link>
      <description><![CDATA[The airport lounge landscape has undergone a transformation in recent years, deviating from the traditional model where airlines exclusively operated lounges for their elite passengers. The emergence of common-use, credit card, airline, and airport operated lounges has introduced a diverse array of service providers catering to a broader customer base. This shift raises questions regarding the current state of airport lounges, the factors driving these changes, and the resulting implications on in-terminal commercial activites.

The objective of this synthesis is to document the current state of common-use, credit card, airline, and airport operated lounges, and their impact on airport concession revenues and operations. The audience for this synthesis are airport practitioners involved in planning, developing, and managing in-terminal commercial activities.]]></description>
      <pubDate>Mon, 18 Nov 2024 20:51:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2458784</guid>
    </item>
    <item>
      <title> Guidelines for Managing Current and Future Transportation Network Companies (TNCs) Operations at Airports







</title>
      <link>https://rip.trb.org/View/2413910</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Mon, 05 Aug 2024 19:37:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2413910</guid>
    </item>
    <item>
      <title>Understanding Electric Vehicle Impacts on Arizona Fuel-Tax Revenue</title>
      <link>https://rip.trb.org/View/2353352</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) would like to understand how the increasing use of electric vehicles (EVs) on Arizona’s roadways will affect fuel-tax revenue in the state. State taxes on gasoline and diesel sales are a major source of funding for maintaining and expanding Arizona’s transportation network, but fuel tax receipts are expected to decline on a per-vehicle basis as more and more people choose to drive EVs on Arizona roadways. For instance, new fast-charging stations under development as part of the National Electric Vehicle Infrastructure (NEVI) program are expected to increase the use of EVs both in Arizona and nationally. Because Arizona does not assess a fee equivalent to lost fuel taxes, EVs do not contribute to road-maintenance costs in the same way that internal combustion engine (ICE) vehicles currently do.

This study will explore where, when, and how much EVs are driven in Arizona and project changes to this baseline in the future. The study also will develop future scenarios of varying levels of EV use on Arizona’s roadways that will facilitate FMS’s analysis of how EV adoption and use could affect fuel-tax receipts. ]]></description>
      <pubDate>Mon, 18 Mar 2024 16:13:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2353352</guid>
    </item>
    <item>
      <title>Quick-Response Research on Long-Term Strategic Issues. Task 50. Transit Funding Sources and Governance Models</title>
      <link>https://rip.trb.org/View/2307252</link>
      <description><![CDATA[The objectives of this research are to present (1) revenue sources for public transportation and the relationship between revenue sources and governance models to help public transportation agencies be financially sustainable in the future and (2) a decision-making tool to help guide discourse among stakeholders regarding public transportation governance and methods for sustaining and increasing funding. The research should address through illustrative examples: (1) What are different revenue sources and how does governance relate to and affect funding and financial sustainability for public transportation? (2) What are the key attributes and criteria that distinguish governance models and funding sources for public transportation? (3) What are the benefits, challenges, and risks of different revenue sources and governance models? How do they affect the financial sustainability of public transportation?]]></description>
      <pubDate>Wed, 13 Dec 2023 12:38:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2307252</guid>
    </item>
    <item>
      <title>Modernizing Fuel Tax Revenue Forecasting</title>
      <link>https://rip.trb.org/View/2307248</link>
      <description><![CDATA[State departments of transportation (DOTs) are facing funding challenges because state and federal fuel tax revenues are changing and becoming harder to accurately forecast. One of the factors responsible for changes is improvements in vehicle fuel economy. For example, there are increases to the National Highway Traffic Safety Administration (NHTSA)’s Corporate Average Fuel Economy (CAFE) standards, fleet economy changes, electric and alternative fuel vehicles, and changes in vehicle miles traveled (VMT). Some state legislation has inadvertently decreased fuel revenues as a side effect. For instance, more than a dozen states have adopted regulations through legislation or other government actions to rapidly scale down emissions of light-duty passenger cars, pickup trucks, and sport utility vehicles and require an increased number of zero-emission vehicles to meet air quality and climate change emissions goals.

Six separate excise taxes are imposed to finance the federal Highway Trust Fund (HTF) program. Three of these taxes are imposed on highway motor fuels (gasoline, diesel fuel and kerosene, and alternative fuels) and generate the majority of the revenues dedicated to the HTF. The FHWA’s Highway Revenue Forecasting Model (HRFM) provides projections for a 20-year time horizon for HTF and new revenue sources. The model uses VMT and fuel economy projections, as well as changes in composition of vehicles over the forecasting period. The fuel efficiency projection incorporates anticipated penetration of fuel-efficient vehicles, including electric vehicles (EVs). The model provides revenue projections, contribution of the 21 different vehicle classes to revenues, and costs (tax burdens) to households by income group and other demographics. Outputs from this model are primarily used for conducting highway cost allocation (HCA) studies (https://www.fhwa.dot.gov/policy/hcas/final/).

Research is needed to help state DOTs develop improved models to accurately forecast motor fuel transportation revenue in the near and long term for operational and planning needs. Further, these forecasts are necessary to quantify and understand potential shortfalls in revenue that need to be replaced by alternative sources of revenue.

The objective of this research is to develop a method and model(s) to help states forecast motor fuel transportation revenues in light of increased fuel efficiency and alternative fuels.]]></description>
      <pubDate>Mon, 11 Dec 2023 21:33:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2307248</guid>
    </item>
    <item>
      <title>SPR-4861: Updating Cost Allocation and Revenue Attribution</title>
      <link>https://rip.trb.org/View/2306933</link>
      <description><![CDATA[Indiana’s road expenditures are financed primarily by highway user fees. The basic principles of highway financing are user-fee equity and statewide revenue adequacy. It is only through analysis of past costs and revenues that Indiana can develop an equitable pricing structure for its road users and an efficient revenue generation system to cover expenditures. Such studies are needed periodically to ensure user equity and revenue efficiency keep pace with changing travel demand and distributions, construction technology and materials, and above all, new/emerging vehicle technologies including electrification. This proposal is based on a request made to Indiana Department of Transportation (INDOT) by Indiana’s Legislature, to update Indiana’s 2016 Cost Allocation Study. The goal is to measure/predict/address the impacts of alternative-fuel technology (particularly, electric vehicles) on Indiana’s highway revenue adequacy and equity.]]></description>
      <pubDate>Fri, 08 Dec 2023 10:37:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2306933</guid>
    </item>
    <item>
      <title>The Impact of EV Infrastructure on Transportation Revenues </title>
      <link>https://rip.trb.org/View/2244383</link>
      <description><![CDATA[This research will examine the impact installing electric vehicle (EV) charging infrastructure could have on state transportation revenue streams. Federal and state transportation funds are being directed to install vehicle charging infrastructure, while an increase in electric vehicles will reduce those funds under the current revenue options. Fuel tax revenues have been steadily declining due to both increased fuel efficiency and increased sales of alternative fueled vehicles, such as EVs. Charging infrastructure enables the switch to an EV, but subsequently reduces transportation revenues. TTI will look at changes to various revenue scenarios that could be used to recoup the foregone revenue. The research team will also consider the environmental cost savings from a switch to EVs taking into account the energy mix of the state using the GREET model. ]]></description>
      <pubDate>Wed, 13 Sep 2023 13:49:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2244383</guid>
    </item>
    <item>
      <title>Improving Long-rang Planning Models for Feasibility Analysis of Mileage-based User Fees as an Alternative Revenue Stream</title>
      <link>https://rip.trb.org/View/2232723</link>
      <description><![CDATA[​Mileage-based user fee (MBUF), also referred to as vehicle miles traveled (VMT) tax or road user charge, charge a traveler a fixed or variable rate per mile traveled on the road. Analyses across pilot programs have shown that a simple rate of 1.5—1.8 cents per mile will generate enough revenue that matches the current motor fuel tax revenue in the state of North Carolina, and for a recommended range of 2 cents to 4 cents per mile, the state can make higher revenue matching the projected costs for maintenance and improvement of transportation infrastructures in the future.

While the implementation of MBUF and its execution are being practically investigated through pilot programs and through an evaluation of public perception towards these fees, there is a need for systematic evaluation of the long-term impacts of MBUF rates incorporating behavioral changes, differential impacts across population groups, and emerging technologies. The primary issue needing investigation involves quantifying the long-term impacts of MBUF pricing on traffic congestion and generated revenues, incorporating the anticipated changes in travel patterns of individuals and goods. The issue is highly relevant as it will inform the design and update of current and future MBUF pilot programs in the state and will be critical as the state considers alternate funding mechanisms for the long term given the increasing number of zero emission vehicles (ZEVs). Furthermore, recent statewide executive orders (EO#80 and EO#246) have identified the importance of understanding the impact of travel as a means of studying the reduction in greenhouse gases and creating a ZEV plan across the state by 2025. This study will contribute toward these goals by integrating MBUF implementations and quantifying MBUF’s impacts on travel, revenues, and environmental emissions. 

The goal of this applied research is to improve the current statewide planning models for investigating the long-term impacts of mileage-based user fees. The research proposes to address this goal through (a) conducting a stated preference survey for estimating model parameters associated with MBUFs, (b) developing a methodology for explicitly incorporating MBUF in the long-term planning process, and (c) quantifying the impacts of MBUF under different implementation scenarios. 

Based on the findings from this study, North Carolina Department of Transportation (NCDOT) will be able to adapt the procedures in the current transportation planning process (such as model parameters) accounting for additional cost structures posed by MBUFs. The conducted analysis will also cooperatively benefit the ongoing pilot programs in North Carolina and other states. Broadly, the proposed project will contribute toward NCDOT’s mission of delivering and maintaining transportation infrastructure effectively and efficiently by enabling revenue and equity evaluation of different MBUF implementation scenarios. The project will also serve the underserved communities through early identification of potential long-term equity issues with future MBUF policies and will enable the use of MBUF as a leverage to create more climate-friendly driving patterns and consumer choice of vehicles (such as short distance driving and purchase of electric vehicles).]]></description>
      <pubDate>Thu, 24 Aug 2023 14:30:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2232723</guid>
    </item>
    <item>
      <title>Guide for In-Terminal Airport Concession Programs</title>
      <link>https://rip.trb.org/View/2226016</link>
      <description><![CDATA[Strategies and models for in-terminal airport concessions continue to evolve. Airports have to demonstrate resiliency and use innovative thinking to provide flexibility to concessionaires in a new environment. Escalating capital, labor, and operating costs have strained the existing business model of in-terminal concessions, while e-commerce, digitalization, and changing demand patterns have challenged traditional ways of understanding airport in-terminal concessions.

Airports are looking for opportunities and approaches to become more agile and ensure their concessions programs provide a best-in-class experience for passengers while optimizing revenue to help meet rising airport operating costs and ongoing debt and enhance airport financial self-sufficiency.

Building a concessions program requires airports to have the data and tools necessary to determine the best concessions models and strategies. The goals of a concessions program include optimizing concessions space, ensuring a balanced concessions mix, reducing barriers of entry, and identifying appropriate contracting and management practices.

Research is needed to develop a guide to help airport operators develop and manage their in-terminal concession programs.

The objective of this research is to create a guide to help airport operators develop and manage their in-terminal concession programs. ]]></description>
      <pubDate>Thu, 10 Aug 2023 09:45:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2226016</guid>
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