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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>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Assessment of Establishing an NDOT Aeronautics Division and Identification of Sustainable Funding Mechanisms</title>
      <link>https://rip.trb.org/View/2739295</link>
      <description><![CDATA[The Nevada Department of Transportation (NDOT) current aviation program provides an important foundation through statewide aviation planning, airport system coordination, safety inspections, and administration of the Nevada State Airport System Plan. At the same time, many aviation and aerospace-related responsibilities are distributed across multiple organizations, including NDOT, the Nevada Governor's Office of Economic Development (GOED), federal agencies, airport authorities, and local governments. 
This distributed structure reflects Nevada’s historical approach to aviation and aerospace development. NDOT has primarily supported planning, inspections, and coordination, while GOED has historically administered air service development activities, supported airline recruitment, coordinated route development initiatives, and advanced aviation and aerospace-related economic development. As aviation technologies, rural airport needs, military operations, unmanned aircraft systems (UAS) testing, and advanced air mobility (AAM) opportunities continue to evolve, Nevada must determine how these responsibilities should be organized, coordinated, funded, and implemented to support statewide transportation and economic development objectives. 
A key question facing Nevada is how aviation and aerospace responsibilities should be organized among NDOT, GOED, federal agencies, airport authorities, local governments, and other stakeholders to best support the state’s transportation, economic development, innovation, and long-term aviation objectives. Effective statewide aviation programs require clear governance structures, defined authority boundaries, reliable coordination mechanisms, sustainable funding, and organizational capacity. These elements have not yet been comprehensively evaluated within Nevada’s current institutional, statutory, and funding environment.
OBJECTIVE: The primary objective of this project is to provide NDOT with a comprehensive, evidence-based assessment of organizational, operational, governance, and funding approaches that can support Nevada's current and future aviation responsibilities. The assessment will evaluate a range of implementation options, including the potential establishment of an Aeronautics Division, while identifying sustainable funding strategies and practical pathways for long-term aviation, UAS, and emerging aviation program development. The research will equip NDOT leadership and policymakers with actionable information needed to evaluate organizational, operational, financial, and governance considerations associated with assuming expanded aeronautics responsibilities within the state of Nevada.
]]></description>
      <pubDate>Thu, 30 Jul 2026 12:30:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2739295</guid>
    </item>
    <item>
      <title>Strategies for Addressing Funding Challenges in Transportation Asset Management</title>
      <link>https://rip.trb.org/View/2712184</link>
      <description><![CDATA[State and local transportation agencies face growing challenges in maintaining assets due to funding uncertainties, rising costs, and increasing system demands. Fuel taxes have historically provided stable funding, but declining revenues have made it harder to sustain long-term investment and asset management plans. Alternative funding mechanisms such as tolling and user-based charges may help but are often difficult to implement and insufficient to close funding gaps.  

As transportation agencies work to preserve system performance and deliver projects under constrained budgets, there is a growing need for strategies that address both short-term funding uncertainty and long-term financial sustainability. Previous research has examined the impacts of funding instability on transportation planning and project delivery, but additional guidance is needed to help agencies identify effective financial and asset management strategies. 

The objective of this research is to identify best practices and innovative strategies for addressing funding challenges in transportation asset management. The research will evaluate case studies and develop guidance to help transportation agencies manage funding uncertainties, prioritize investments, and support long-term system preservation.]]></description>
      <pubDate>Tue, 09 Jun 2026 16:04:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712184</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>Improving Benefit-Cost Analysis (BCA) for Rural Application</title>
      <link>https://rip.trb.org/View/2709239</link>
      <description><![CDATA[Benefit-cost analysis (BCA) is a requirement for U.S. Department of Transportation (U.S. DOT) discretionary grant programs and plays a significant role in project evaluation and funding decisions. Rural and small urban communities often face challenges in preparing competitive BCAs due to limited technical capacity, data availability, and methodologies that may not fully capture the benefits of rural transportation investments.

Rural transportation projects can provide benefits related to economic connectivity, freight movement, access to essential services, and system resiliency, which may not be fully reflected in conventional BCA approaches. In addition, smaller communities and regional organizations may lack the staff expertise, tools, or resources needed to complete BCA requirements for funding applications.

OBJECTIVE: The objective of this research is to develop a guide to help state departments of transportation (DOTs) improve BCA methods and practices for rural and small metropolitan transportation projects. The research will identify methodological and data gaps in current BCA approaches, evaluate barriers faced by smaller communities in completing BCAs, and develop tools to support effective and competitive project evaluation processes.]]></description>
      <pubDate>Wed, 03 Jun 2026 11:51:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709239</guid>
    </item>
    <item>
      <title>Incorporating Cost-Based Estimating Techniques into Bid-Based Estimating</title>
      <link>https://rip.trb.org/View/2709242</link>
      <description><![CDATA[Accurate and defensible cost estimates are critical for state departments of transportation (DOTs) to program funds, award contracts, and deliver projects on time. Most agencies rely on historical bid-based estimating, which is efficient but often fails to meet federal accuracy benchmarks. Contractors, by contrast, use cost-based estimating (CBE), building unit prices from labor, equipment, materials, and productivity. CBE is generally more accurate and defensible, especially during volatile markets or for unique items. Yet only a few state DOTs rely primarily on CBE, as compared with bid-based and hybrid approaches.

State DOTs require practical, low-burden methods to integrate CBE into bid-based workflows. Research is needed to (1) identify transferable CBE techniques that improve estimate reliability; (2) develop guidelines, decision trees, and templates for hybrid estimating; (3) define a minimum viable data specification for labor, equipment, and productivity inputs; and (4) validate guidelines developed and deliver an implementation playbook with training modules. 

The objective of this research is to provide guidance, resources, and tools based on CBE techniques that can be readily incorporated into a state DOT’s existing bid-based estimating process to produce more reliable and defensible engineer’s estimates. The desired outcome is a practical hybrid estimating framework that strengthens accuracy without requiring the full resource commitment of traditional CBE. ]]></description>
      <pubDate>Wed, 03 Jun 2026 11:18:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709242</guid>
    </item>
    <item>
      <title>Assessment of Litter Hot Spot Areas for Targeted Reduction in Prince George's County</title>
      <link>https://rip.trb.org/View/2701237</link>
      <description><![CDATA[The frequency and volume of litter and illegal dumping on state and county roadways in Prince George’s County are increasing, despite efforts like scheduled litter blitzes, which have shown limited long-term success. Over the past five years, the Maryland Department of Transportation State Highway Administration (MDOT SHA) spent approximately $42 million removing litter and debris, with last year’s costs alone reaching $15 million—the equivalent of 45 new dump trucks or nearly 60 miles of resurfaced roads (Source WBAL News: https://www.msn.com/en-us/news/us/drivers-watch-out-for-operation-clean-sweep-maryland/ar-BB1jY1rr). These expenditures are unsustainable, especially given recent fiscal shortfalls. This joint research proposal, submitted by District 3 and Prince George’s County Department of Public Works and Transportation (DPW&T), aims to evaluate litter hot spots at the census tract level, as current efforts have not addressed the root causes of the issue. Prince George’s County, a well-resourced and educated area, presents unique challenges, suggesting the problem extends beyond awareness or resource deficits. ]]></description>
      <pubDate>Wed, 13 May 2026 09:15:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2701237</guid>
    </item>
    <item>
      <title>Zero- and Reduced-Fare Transit Policy and Post-Pandemic Recovery: A Multi-Agency Analysis of Ridership, Service Supply, and Access</title>
      <link>https://rip.trb.org/View/2697838</link>
      <description><![CDATA[Despite growing interest in fare reduction as a policy lever, rigorous comparative evidence on its effects, particularly in the post-pandemic context, remains limited. In Virginia some 40 transit agencies eliminated fares for some period of time during the COVID pandemic, leading the Department of Rail and Public Transportation to ask how fare reduction or fare elimination have affected ridership, operations, and access for system users. This research addresses that question by developing a structured analytical framework and applying it to a sample of transit agencies in which Virginia properties are heavily represented. Using longitudinal data spanning years before and after the pandemic “lockdown”, the research compares agencies that adopted zero- and reduced-fare policies or means-tested fare-free programs against matched fare-collecting agencies. The analysis addresses three interrelated outcomes: ridership recovery trajectories, changes in service supply and scheduled speeds and headways, and shifts in access to employment and key destinations. For a representative subset of agencies, the study also conducts a network-level analysis of access to employment using Remix, a transit planning and scheduling software tool, for a selected set of agencies that represent a range of system sizes. Findings are intended to provide evidence-based guidance for Virginia transit agencies and other stakeholders considering fare policy as a tool for ridership recovery and service quality and performance.]]></description>
      <pubDate>Thu, 30 Apr 2026 08:37:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2697838</guid>
    </item>
    <item>
      <title>Optimization-Based Framework and Decision-Support Tool for Bridge Toll Implementation Under Behavioral and Operational Constraints

</title>
      <link>https://rip.trb.org/View/2696158</link>
      <description><![CDATA[This project aims to develop a novel theoretical framework and a practical decision-support tool to guide strategic bridge toll implementation under real-world behavioral and operational constraints. Traditional toll optimization and project evaluation models focus on market uncertainties but neglect critical human behavioral factors, such as present bias, that significantly influence decision outcomes. To bridge this gap, the proposed research introduces an optimization framework that integrates behavioral dynamics into infrastructure decision-making, enabling the identification of strategies that maximize long-term social welfare while addressing short-term user response and implementation pressures. The accompanying decision-support tool will translate this framework into an interactive, user-friendly platform for transportation agencies and policymakers. It will allow users to simulate and compare alternative tolling strategies, assess implementation timelines, and visualize trade-offs between system efficiency, user response, and long-term performance outcomes. By empowering decision-makers to make data-driven, welfare-maximizing choices, this project supports more effective, publicly acceptable, and operationally robust tolling practices. The research will generate theoretical advances, peer-reviewed publications, and an actionable tool ready for integration with Florida Department of Transportation's (FDOT’s) planning processes, ultimately contributing to more resilient, safe and efficient transportation infrastructure systems.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:59:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696158</guid>
    </item>
    <item>
      <title>TRB Core Program Services for a Highway RD&amp;T Program – Federal Fiscal Year 2026/TRB (State DOTs) Fiscal Year 2027</title>
      <link>https://rip.trb.org/View/2692353</link>
      <description><![CDATA[The transportation research community consists of numerous partnerships to aid in the conduct of research and the implementation of technologies and innovations.  The Federal Highway Administration (FHWA), the State Departments of Transportation (SDOTs), and the National Academy of Sciences (NAS) are among these partners, who work closely in many facets of the national research program. The Transportation Research Board (TRB)’s mission is to promote innovation and progress in transportation by stimulating and conducting research, facilitating the dissemination of information, and encouraging the implementation of research results. TRB fulfills this mission through the work of its standing technical committees and task forces addressing all modes and aspects of transportation; publication and dissemination of reports and peer-reviewed technical papers on research findings; administration of contract research programs; conduct of special studies on transportation policy issues; maintenance of Transport Research International Documentation (TRID); and hosting an annual meeting that attracts approximately 14,000 transportation professionals from throughout the United States and abroad. This pooled fund provides a mechanism for States to transfer funds to FHWA to add to the TRB Core Program Services cooperative agreement.

OBJECTIVE; The objective of this program is to provide a mechanism for State transportation departments to support the TRB's core program and services.]]></description>
      <pubDate>Tue, 14 Apr 2026 20:24:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2692353</guid>
    </item>
    <item>
      <title>Personal Vehicle Ownership and Operating Cost Calculator (Version 2.0) for Quantifying On-road Vehicle Operating Costs</title>
      <link>https://rip.trb.org/View/2691663</link>
      <description><![CDATA[In 2018, the Georgia Tech National Center for Sustainable Transportation (NCST) research team developed the Vehicle Ownership and Operating Cost Calculator (VCC) Version 1.0, allowing users to calculate and understand total vehicle ownership costs over the lifespan of the vehicle. Traditional resources typically found on automotive websites offer five-year cost projections, but often overlook or simplify long-term expenses such as financing, maintenance, energy use, and depreciation, which vary widely based on region, vehicle type, and individual driving habits. By allowing users to input personalized data, the calculator provides a tailored, detailed analysis of ownership costs, helping users make more informed decisions about vehicle purchases. The VCC is designed to serve as an educational resource (highlighting the cost categories associated with vehicle ownership) and as an instructional aid in courses that examine transportation planning and economic assessments. The VCC allows users to input data specific to their circumstances, including vehicle purchase price, loan details, annual mileage, insurance, energy costs, maintenance, and other costs like parking and tolls. Using data from sources such as the Georgia Department of Revenue’s vehicle pricing database and the U.S. Department of Energy’s Fuel Economy Database, the calculator provides customized cost estimates. The tool provides users (students and the public) with a thorough understanding of the full costs associated with lifetime vehicle ownership, by offering a comprehensive breakdown of ownership costs, including hidden expenses often overlooked in purchase decisions. The original model became dated, because the tool did not have the ability to automatically ingest and update vehicle ownership cost data. This project will update the tool with new data, develop data ingestion procedures, and modify output formats to support economic assessments of roadway design alternatives. To make the VCC accessible and support technology transfer, this project will update the calculator to accommodate the latest vehicle technologies (2018-2025) and to generate an online model presence. The research team will update fuel prices, maintenance, insurance costs, and depreciation rates to capture recent market changes. The team will also assess and implement enhanced reporting features to provide users with more detailed breakdowns and visualizations of ownership costs. Finally, the team will modify the structure of the model so that the tool can compile operating costs per vehicle-mile for observed and modeled on-road fleet compositions and operating conditions. The deliverables will include an updated version of the calculator accessible as both an Excel tool and a web interface.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:22:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691663</guid>
    </item>
    <item>
      <title>Successful Applications of Alternative Delivery Methods by Highway Agencies to Accelerate Project Delivery</title>
      <link>https://rip.trb.org/View/2681234</link>
      <description><![CDATA[Recent studies indicate that alternative project delivery methods—particularly design-build (DB), progressive design-build (PDB), public-private partnerships (P3s), and progressive P3s—can accelerate project development and delivery. However, adoption across State DOTs remains uneven. Some agencies have strong internal capacity, established procurement practices, and enabling legal frameworks to use these approaches effectively, while others continue to rely primarily on design-bid-build. As a result, many agencies are not realizing the full potential benefits of accelerated delivery.
This scan will assess how leading states have implemented alternative delivery models, the policies and laws that enabled their use, and lessons that may be transferable to other DOTs seeking to shorten delivery timelines. Areas of examination include: Criteria agencies use to select delivery models for major projects; The role of enabling legislation and institutional frameworks in shaping delivery options; Cost and schedule performance comparisons across DB, PDB, P3, and design-bid-build; Stakeholder management, institutional considerations, and public communication practices; Risk allocation and risk-sharing approaches between public and private partners; Use of innovative financing to improve project viability when paired with alternative delivery
The scan will also examine decision-making processes, including leadership evaluation of delivery options, the influence of institutional and technical considerations, accountability mechanisms, internal capability development, procurement practices, and the integration of lifecycle cost considerations. Barriers to broader adoption—such as limited authority, staffing constraints, and concerns regarding cost overruns and accountability—will also be documented.
OBJECTIVE:  This scan will identify lessons learned, best practices, and decision frameworks for implementing accelerated delivery models. It will document how selected agencies evaluate delivery options, structure procurements, build internal capacity, and engage stakeholders to support successful outcomes.
]]></description>
      <pubDate>Tue, 17 Mar 2026 15:10:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681234</guid>
    </item>
    <item>
      <title>Innovative Approaches in Acquiring New or Replacement Fleet Equipment</title>
      <link>https://rip.trb.org/View/2681240</link>
      <description><![CDATA[Fleet managers often face challenges securing sufficient funding to meet their agencies’ equipment needs. While some have developed alternative approaches to acquire fleet equipment, many agencies are not fully aware of these options or their potential advantages and limitations. Rising equipment costs and constrained budgets increase the need to examine flexible and cost-effective acquisition strategies. A review of these approaches and their associated considerations could provide practical value to state fleet managers.

OBJECTIVE: This scan aims to identify practical insights that may support cost management, improve access to reliable equipment, and reduce long-term maintenance expenses. The findings will provide agencies with documented lessons learned and serve as a reference when considering strategies to extend fleet replacement budgets.]]></description>
      <pubDate>Tue, 17 Mar 2026 14:49:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681240</guid>
    </item>
    <item>
      <title>Administration of Highway and Transportation Agencies. Federal Transportation Funding Utilization by States and Strategies to Maximize Efficient and Effective Use</title>
      <link>https://rip.trb.org/View/2666776</link>
      <description><![CDATA[Federal requirements translate into higher project delivery costs compared to when state departments of transportation (DOT) use non-federal funds for projects. As a result, the share of federal versus non-federal investments of total national transportation investments may be less. To maximize federal funding impact and improve investment strategies among state DOTs and other recipients, an inventory and analysis of best practices is needed. This inventory would assist state DOTs with implementation of the next transportation reauthorization.

The objective of this research is to scan and analyze practices by state DOTs and partners that maximize the return on investment of federal transportation funds. Practices may include strategic program and project prioritization processes, aligning federal and state priorities for federal discretionary grants, or coordination efforts among states and partners through fund source swaps (federal for state) or other means to better align the use of federal funds.]]></description>
      <pubDate>Mon, 09 Feb 2026 20:44:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666776</guid>
    </item>
    <item>
      <title>Strategic Approaches to Managing Emerging Transportation Infrastructure Assets Through Public-Private Partnership</title>
      <link>https://rip.trb.org/View/2658058</link>
      <description><![CDATA[Oklahoma is currently undergoing major transportation infrastructure network expansions statewide yet faces unique challenges especially in low population regions with insufficient travel demand and questions of economic viability. This project aims to develop a business case for the management of emerging transportation infrastructure assets for different regions in Oklahoma by analyzing best practices from other states, assessing the interdependence between infrastructure assets and travel demand, and evaluating innovative funding and partnership models. The project will focus on charging infrastructure for alternative fuel vehicles as the use case. The research will identify strategies to reduce long-term maintenance cost, increase technology adoption, and prioritize locations for infrastructure expansions based on short-range and long-term community needs and economic impacts. Key tasks include a (1) comprehensive literature review and policy benchmarking, (2) vulnerability, interdependency, and accessibility analysis, (3) key stakeholder engagement, (4) economic and technical feasibility analysis, (5) development of asset management strategies and implementable guidelines for Oklahoma DOT and its partners. The anticipated outcomes include actionable recommendations to support the long-term financial viability of transportation infrastructure asset management, promote access, and foster economic growth in different communities. Overall, the proposed research will analyze the economic feasibility of emerging transportation infrastructure asset management strategies through cost-benefit assessments and investment justifications, strengthening the case for federal and private funding. Its alignment with national priorities and ODOT’s goals ensures the findings are both timely and impactful. Based on the results, ODOT may need to revise Oklahoma’s Transportation Asset Management (2022-2031) and Long Range Transportation (2022-2031) plans to incorporate updated guidelines on financial viability, location priorities, and infrastructure life cycle management. Implementing these changes before future expansions will improve efficiency and ensure smoother project delivery. The results will directly contribute to the state’s mission of building a safer, more reliable, and efficient transportation system.  ]]></description>
      <pubDate>Fri, 23 Jan 2026 13:43:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2658058</guid>
    </item>
    <item>
      <title>Quick-Response Research on Long-Term Strategic Issues. Task 56. Transit Fare Programs for High School and Postsecondary Students</title>
      <link>https://rip.trb.org/View/2636148</link>
      <description><![CDATA[Innovative transit fare programs for high school and postsecondary students may have a range of benefits for transit agencies, educational institutions, and students. Communities in the United States with student fare programs have reported a variety of outcomes, including increased transit ridership and revenue, changes in travel behavior, improved mobility for students, reduced truancy, improved student retention, greater independence for young adults, reduced parking facility needs, and cost savings. TCRP Synthesis 131: College Student Transit Pass Programs (2018) identifies the following benefits: (1) Public transit agencies have experienced increased transit ridership by students, faculty, and staff; increased use of off-peak transit capacity; additional revenue; and improved transit agency performance. (2) Educational institutions, including postsecondary educational institutions, have experienced reduced demand for campus parking and improved affordability, while high schools have realized reduced truancy, increased student ridership during non-school hours, and reduced pupil transportation costs. (3) Students have improved mobility, including for students with disabilities; reduced commuting costs; and reduced education costs. This project expands upon the scope and approach of TCRP Synthesis 131 since it includes high school students and provides greater breadth of information and strategies for transit agencies and stakeholders interested in student fare programs. Despite growing interest in student fare programs, transit agencies lack clear information on which student fare programs, payment methods, funding approaches, partnerships, and promotional strategies are most effective in different operating environments. Research is needed to identify effective program characteristics, funding strategies, stakeholder partnerships, innovations to support program implementation, communications and promotion strategies to enhance adoption, and evaluation methods.  

OBJECTIVE: The objective of this research is to develop guidance for U.S. transit agencies of all sizes and modes and their partners to support the design, implementation, operation, funding, promotion, sustainability, and evaluation of student fare programs for high school and postsecondary students (see Special Note A). At a minimum, the resources should do the following: (1) Describe and analyze different models (or examples) of transit student fare programs applicable to a variety of communities and students with different characteristics throughout the United States. (2) Discuss and examine public transit fare policies (e.g., pricing, eligibility, dissemination, verification, and enforcement) and payment methods and technologies that effectively serve different types of public transit agencies, high schools, postsecondary educational institutions, and students, including those with disabilities. (3) Present and evaluate funding sources and identify circumstances that align with different stakeholder goals, with a particular emphasis on a resource-constrained funding environment. (4) Identify stakeholder roles and responsibilities and partnership structures to develop, implement, strengthen, and sustain student fare programs. (5) Present communication and outreach strategies to help transit agencies increase awareness, communicate benefits, and promote adoption of student fare programs by high schools and postsecondary educational institutions and transit ridership by their students. (6) Provide criteria and methods to evaluate the impacts of student fare programs on high school and postsecondary students including, but not limited to (a) Near- and potential long-term transit ridership and travel behavior impacts; (b) Cost and financial implications for transit agencies, high schools and postsecondary educational institutions, and students; (c) Different outcomes based on program characteristics; and (d) Other intended and unintended consequences. 
(7) Identify potential barriers to effective student fare programs and mitigation strategies for public transit agencies, high schools and postsecondary educational institutions, and students.  

RESEARCH PLAN: TCRP is seeking proposers’ insights on how best to achieve the research objectives. Proposers are expected to describe research plans that can realistically be accomplished within the constraints of available funds and subaward time. Proposals must present the proposers' current thinking in sufficient detail to demonstrate their understanding of the issues and the soundness of their approach to meeting the research objectives. Task descriptions are intended to provide a framework for conducting the research. 

The research plan will describe appropriate deliverables, including the following (which also represent key project milestones): (1) An amplified research plan that addresses comments from the project panel at the subawardee selection meeting. (2) An interim report and panel meeting. The interim report should include the analyses and results of completed tasks, a plan for the remaining tasks, and a detailed outline of the final research product(s). The panel meeting will be virtual (e.g., Teams) and will take place after the panel reviews the interim report. The interim report should be submitted, and the panel meeting should occur after the expenditure of 40 to 50 percent of the project budget. The interim report should include an annotated outline of the resource. (3) 
Final deliverables should present effective practices for developing, implementing, operating, funding, promoting, sustaining, and evaluating student fare programs for high school and postsecondary students, supplemented by a conduct of research report documenting the research process. (4) A technical memorandum titled “Implementation of Research Findings and Products” (see item IV under the Important section). (5) 
A slide deck of the research findings and conclusions that may be used in webinars. 
Note: The research plan may include additional deliverables and panel meetings via teleconferences. Note: The research plan shall include a schedule for completion of the research, including 1 month for panel review of the interim report and 3 months for panel review and the research team's revision of the final research product(s).

SPECIAL NOTES: A. For purposes of this research, postsecondary educational institutions include public and private technical and vocational schools, community and junior colleges, undergraduate colleges and universities, and graduate and professional universities.

IMPORTANT: (1) The brochure Information and Instructions for Preparing Proposals for the Transportation Research Board’s Cooperative Research Programs includes extensive guidance on the preparation of acceptable proposals for submission to CRP. Revisions to these instructions are highlighted in yellow within that document. (2) Proposals will be rejected if any of the proposed research team members work for organizations represented on the project panel. The panel roster for this project can be found at https://www.mytrb.org/OnlineDirectory/Committee/Details/7450. Proposers may not contact panel members directly; this roster is provided solely for the purpose of avoiding potential conflicts of interest. (3) The text of the final deliverable is expected to be publication ready when it is submitted. It is strongly recommended that the research team include the expertise of a technical editor as early in the project timeline as possible. See Appendix F of the Procedural Manual for Subawardees Conducting Research in the Transportation Research Board’s Cooperative Research Program for technical editing standards expected in final deliverables. (4) The required technical memorandum titled “Implementation of Research Findings and Products” should (a) provide recommendations on how to best put the research findings/products into practice; (b) identify possible institutions that might take leadership in applying the research findings/products; (c) identify issues affecting potential implementation of the findings/products and recommend possible actions to address these issues; and (d) recommend methods of identifying and measuring the impacts associated with implementation of the findings/products. Implementation of these recommendations is not part of the research project and, if warranted, details of these actions will be developed and implemented in future efforts. (5) The National Academies have an ethical and legal obligation to provide proper attribution whenever material from other sources is included in its reports, online postings, and other publications and products. TRB will review all Cooperative Research Programs draft final deliverables using the software iThenticate for potential plagiarism. If plagiarized text appears in the draft final deliverable, the research team will be required to make revisions and the opportunity to submit future proposals may be affected.

Proposals must be uploaded via this link: https://www.dropbox.com/request/o5hujilwknbnae8ccrgh 
Proposals are due not later than 5:00 p.m. Eastern Time on 8/25/2026.

This is a firm deadline, and extensions are not granted. In order to be considered for award, the agency's proposal must be in our offices not later than the deadline shown, or the proposal will be rejected.

General Notes: (1) Regarding non-discrimination practices and policies, proposers are required to comply with applicable federal and state laws and regulations (including without limitation, federal civil rights laws, regulations, and requirements) and follow applicable federal guidance, except as the Federal Government determines otherwise in writing. Without limitation of the foregoing, proposers agree to prohibit discrimination as prescribed by Title VII of the Civil Rights Act of 1964. (2) The essential features required in a proposal for research are detailed in the current brochure entitled "Information and Instructions for Preparing Proposals". Proposals must be prepared according to this document, and attention is directed specifically to Section IV for mandatory requirements. Proposals that do not conform with these requirements will be rejected. (3) The total funds available are made known in the project statement, and line items of the budget are examined to determine the reasonableness of the allocation of funds to the various tasks. If the proposed total cost exceeds the funds available, the proposal is rejected. (4) All proposals become the property of the Transportation Research Board. Final disposition will be made according to the policies thereof, including the right to reject all proposals.
(5) Potential proposers should understand that follow-on activities for this project may be carried out through either a contract amendment modifying the scope of work with additional time and funds, or through a new contract (via sole source, full, or restrictive competition).]]></description>
      <pubDate>Mon, 08 Dec 2025 20:08:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2636148</guid>
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