Metropolitan Planning Organizations: Strategies for Future Success (2022)

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APPENDIX C Literature Review Summary Summary and Challenges of a Literature Review in a Forward-Looking Study Appendix C is a summary of the extensive (320 records) literature review and annotated biblio­ graphy conducted for this project. Numerous revisions were made to an initial draft review based on the project panel’s and the Senior Program Officer’s inputs. This research presents challenges to a traditional literature review that, by definition, is backward-looking and assumes that past trends and solutions apply to future conditions. Some insights were valuable in establishing initial topic areas for investigation, particularly with respect to the issues that were brought to the research panel and conference attendees in late 2019 for review, additions, and refinement. As the project progressed, additional literature review items were added throughout the life of the project, and additional best practice information can also be found in the Innovation Database, which was par­ tially informed by the literature review. This cross-pollination of ideas from the literature review to the Innovation Database and Toolkit for the 21st Century was particularly true of the more recent items in the literature. Some of these items were recent or even ongoing at the time of the study and therefore unpublished or not broadly disseminated. These research items came to be termed “gray literature.” The literature review was also instrumental in the development of the primary research pathways that were used in both Phase I and Phase II of the project. Gaps in the Existing Literature. The research team identified that notable gaps exist in the tradi­ tional and unpublished literature surrounding MPO roles and innovative practices in e-commerce (previously discussed), transit, micromobility, and the “internet of things” (IoT) as well as public involvement/engagement. Literature on staffing issues is also somewhat limited, particularly with respect to MPOs specifically; some studies exist in the unpublished literature, where simply speak­ ing with MPO staff (such as at roundtables) would likely prove fruitful in filling this research gap. Regarding micromobility and the “internet of things,” the only relevant literature found was a NACTO report on micromobility and a report discussing mobility on demand (although this report does not mention MPOs directly). Again, there is a lot of past published literature that does not mention MPOs specifically and, as with staffing issues, researching MPOs online and through roundtable discussions is likely to yield more as MaaS and micromobility rapidly evolve. Part of the purpose of the Innovation Database was to identify and define relevant applied examples of strategies and research that can be transferred to interested MPO staff easily. External Civic Forces on the MPO. Some topics have a long-standing role within metropoli­ tan planning but were viewed as evolving more rapidly due to the twin experiences of a global pandemic and heightened attention on social equity issues expressed (for example) through the Black Lives Matter movement. Communication that is effective and timely became more chal­ lenging for some disadvantaged groups, particularly those with low access to technology. These experiences continue to inform how MPOs should and will engage various stakeholder groups. C-1   

C-2   Metropolitan Planning Organizations: Strategies for Future Success Overview Developing a framework for studying past literature relevant to this project presents two main challenges. First, the nature of this NCHRP project is broad, covering 12 disparate but sometimes overlapping topics. Second, this research is supposed to be forward-looking and, by definition, past research has been conducted only on events and trends that occur in the past. As suggested in many panel comments in the first draft of the literature review summary, the value of a planning literature review is based in large measure on the idea that the past is a reliable predictor of the future or at least those past experiences are applicable for future prob­ lems. So how much value can a backward-looking literature review have for a forward-looking resource meant to help MPOs and their allies grapple with revolutionary change at an unprec­ edented pace as they plan for mobility in 2050 and beyond? The past is not always a reliable predictor of the present and will be even less of one in the future. Also, the current environment in which this project is being conducted is coincidental with the outbreak, spread, and effects of a global pandemic that has shifted attention and resources in ways unforeseen during the scoping of this project. Nevertheless, the literature search helped to evolve the research topics and created a resource that the research team could turn to for additional insights throughout the course of the project. Key Topics Suggested by Literature Review • Changes presented by Technology (scenario planning, big data) • Changing Demographics, Lifestyle Trends, and Travel Patterns • Freight Impacts (including effects of e-Commerce) • Resiliency Planning and Actions (including climate change) • The MPO Role in Financing Projects and Using All Funds Effectively • Emerging MPO Roles in Transit (including new technology & services) • Staff Capacity, including Number and Technical Proficiency • The MPO Role in Financing Planning or Other Services/Operations • Responding to “IoT,” On-Demand Services, Micromobility • Supporting Affiliated Objectives, like Safety, Security, Economy, Equity • Collaboration/Engagement with Public, Stakeholders, Officials • Collaboration in Large Regions (including learning from other MPOs) Part of this hurdle was overcome by the research team’s efforts at searching for and sum­ marizing what the research team referred to occasionally as gray literature—information that is unpublished in traditional academic locations. The research team identified more than 320 arti­ cles related to innovative MPO programs, policies, and organizational structure. The articles were identified by searching databases of academic journals, including Scopus, Web of Science, and Google Scholar using search terms derived from the list of “hot topics” developed by the research team. The research team examined the methodology and focus of studies related to the hot topics and selected reports that evaluate programs or policies that have actually been implemented by MPOs for in-depth review. The goal was to identify the most relevant articles related to each research topic. Based on feedback provided by the research panel on an initial literature review and sum­ mary, the research team has prepared the following summary of research topics as well as the implications for this project, including gaps in the research. The work is organized around main 

Literature Review Summary   C-3   categories into which most of the literature falls: case studies and policy. A final section focuses on a summary of the unpublished literature review conducted by the research team. Published Case Study Literature It is frequently the context of many studies and research that a substantial part of the effort is spent understanding what MPOs are actually doing and how they are doing it. For example, Con- nected Vehicle Impacts on Transportation Planning: Primer and Final Report (Krechmer et al. 2016) provides planners with a primer on how state DOTs, MPOs, and local agencies should address the impacts of connected and automated vehicle (CAV) technology in their work. The first two sections include a description of the technologies and their potential impacts, and a summary of those impacts on planning goals, objectives, products, tools, and data. Impacts are examined in 11 case studies designed to help planners incorporate CAV technologies into planning practice: 1. Transportation Improvement Program; 2. Statewide Intelligent Transportation Systems (ITS) Architecture; 3. Bicycle and Pedestrian Plan; 4. Long-Range Metropolitan Transportation Plan; 5. Transportation Asset Management Plan; 6. Strategic Highway Safety Plan; 7. State Implementation Plan; 8. Transit Development Plan; 9. Public Involvement Plan; 10. Freight Plan; and 11. Financial Plan. The report also summarizes research and recommendations on the tools, techniques, and data required to evaluate CAV-related investments. Gaps in current models and data are identified and a research program for addressing these needs is presented. Recommendations are included for new and enhanced training programs oriented toward planners, including content, audi­ ences, and delivery methods. Other case-study-oriented research includes Integrating Shared Mobility into Multimodal Transportation Planning: Metropolitan Area Case Studies (McCoy et al. 2019). This report pro­ vides three case studies of how MPOs and their regional partners are integrating shared mobility into regional multimodal transportation planning. The Boston, Massachusetts, Dallas-Fort Worth, Texas, and San Francisco Bay metropolitan areas are featured. Another resource is “Planning for Social Equity and Emerging Technologies” (Kuzio 2019). This article explores how 20 MPOs prepare for emerging technologies and consider their implications for equity. A qualitative con­ tent analysis of regional transportation plans (RTPs) finds that 80% of plans in the study sample plan for social equity beyond the current environmental justice requirements; 70% mentioned emerging technologies, and 20% considered the equity implications of those technologies. The article also highlights promising practices from a number of areas, including the Southern California Association of Governments addressing both equity and emerging technology plan­ ning and the RTP of Madison, Wisconsin, providing consideration of the equity implications of emerging technologies. Published Policy Literature Technology Influences on Policy. In the current context, the word “policy” may refer to orga­ nizational matters or how land use, environmental, high-tech, and other matters interact with transportation generally and MPO work specifically. An example pertaining to the cross-cutting 

C-4   Metropolitan Planning Organizations: Strategies for Future Success technology topic is by Lederman, Taylor, and Garrett (2016), A Private Matter: The Implica- tions of Privacy Regulations for Intelligent Transportation Systems. The study surveys the current state of legal and industry-led privacy protections related to intelligent transportation systems (ITS) and finds that the lack of existing standards, rules, and laws governing the collection, storage, and use of such information raises troubling privacy questions and potentially hinders the implementation of useful ITS technologies. A similar study (Jordan, Makler, and Bertini 2014), State of Knowledge and Practice Opportunities for Intelligent Transportation Systems in the Energy Arena, examines the capacity of ITS to reduce energy consumption in the transpor­ tation sector. ITS has the potential to reduce vehicular delay and vehicle miles traveled (VMT), although the benefits of these VMT reductions are uncertain. The shortage of empirical evidence of ITS benefits might be a function of the limited interest in the energy and environmental benefits of ITS compared with the interests in congestion and safety or simply the difficulty of establishing strong monitoring and reporting practices. Emergent Funding and Financing Mechanisms, and MPO Roles. One research item that touches on both resiliency and funding topics in this research is that completed by Greene (2011), What Is Greener Than a VMT Tax? The Case for an Indexed Energy User Fee to Finance US Surface Transportation. Charging highway users per mile has been proposed as a replacement for the U.S. motor fuel tax. A user fee levied on all forms of commercial energy used for transportation and indexed to the average efficiency of vehicles on the road would induce two to four times as much reduction in greenhouse gas emissions and petroleum use as a pure mileage fee. Such a fee is not a substitute for pricing greenhouse gas emissions, though, as it would make only a small contribu­ tion to reducing petroleum dependence. The role of MPOs in leading or facilitating funding and financing is likely to become more important; this led directly to the development of one of the Information Forum topics. Roles in Transit Planning. The role of MPOs in transit planning varies greatly with many smaller MPOs having a more limited role that is controlled by a separate city agency. Litera­ ture found on MPO roles in transit is therefore somewhat limited to FTA resources and larger MPOs, although exceptions exist, such as the publication The Innovative MPO Smart Planning, Strong Communities: A Guidebook for Metropolitan Transportation Planning (Transportation for America 2014). Unpublished Literature Search To better address current research and work efforts that may be forward-looking, innova­ tive, and relevant to the practical needs of MPOs that this research project has as its primary goal, the research team searched MPO websites, reports, and conference proceedings to gather information that may not yet be published in academic journals or other established resources. Generally, this information has not been peer-reviewed but is more likely to be “fresh” and rel­ evant than older, published resources. These examples have been included in the non-academic literature search because MPOs may find such innovative practices relevant to their own work. This review will summarize and discuss some of the most innovative practices in regional trans­ portation planning found in non-academic literature. Technology and Adaptation. One of the most pressing issues facing MPOs of all sizes is how to confront the reality of rapidly changing technology. Automated and connected vehicles are one of the largest concerns, as the technology to fully automate motor vehicles is begin­ ning to make automated transport a reality. It seems more common for autonomous vehicle (AV) technology to be addressed at the state level. For example, the state of Florida requires its MPOs to “consider” changes in infrastructure needed to accommodate AVs, although a survey of MPOs in the state revealed a general sense of uncertainty regarding the future impacts of AVs 

Literature Review Summary   C-5   (Srinivasan et al. 2016). A study by the Pennsylvania Department of Transportation offered recommendations for AV implementation that is likely relevant to regional planning (Mashayekh, Biehler, and Hendrickson 2014). A publication from the American Planning Association brings up the point that planners may want to consider AV technology for transit (Crute et al. 2018). This could complicate the introduction of AVs, but there should be a concerted effort at the regional level to ensure that AVs do not exacerbate sprawl. Big Data. Another challenge brought about by technological advances is the advent of big data. Governments and private organizations now have the ability to collect unprecedented amounts of data, including transportation data, as both collection and storage of data have become increasingly automated and cost-effective, although such data has a range of error for smaller movements of people and has not been approved by U.S. DOT/FHWA at this time. MPOs often find themselves needing to effectively manage large quantities of data, which can be a daunting task for staff members not well versed in data management. The state of Florida has required MPOs to analyze their regions’ transit services based on six criteria, a practice that is increasingly reliant on data. The Mid-America Regional Council (Kansas City) (Vandervalk et al. 2017b) and Hillsborough MPO (Tampa) (Vandervalk et al. 2017a) have piloted U.S. DOT’s guide for creating a Roadway Transportation Data Business Plan, which is designed for manag­ ing and using mobility-related data in transportation planning. It can also help MPOs to better understand how mobility-related data can be used to support various regional initiatives, includ­ ing the implementation of AV technology. This may be one of the most promising federally led programs designed to help MPOs handle data use and management. Forecasting. Travel demand modeling is another area of regional planning that is affected by changing technology and vehicle-use trends. Previously, travel demand modeling was difficult to access for small and even mid-sized MPOs due to the complexity of developing travel demand models and limited funding. The Illinois Center for Transportation established a framework for small and medium MPOs to create their own travel demand models within a context of limited financial resources (Ullah et al. 2011). This effort gave special attention to simplicity and accuracy in travel demand models and has been successful in equipping smaller MPOs to engage in travel demand modeling. The State of Georgia has also worked to improve such modeling by reconciling differences between state- and regional-level travel demand models, which often conflict. Georgia has developed a unified attribute table for use by both state and regional-level demand models, allowing for seamless comparison between GDOT and MPO data and models (Circella et al. 2018). Travel Pattern Changes. This topic is closely correlated in the long term with demographic changes and land-use integration. Congestion is one of the key concerns in regional planning, especially in areas with rapid population growth and auto-centric design. The Michigan Depart­ ment of Transportation has created a congestion mitigation “toolbox” for use statewide, inclusive of MPOs. This toolbox is designed to help with understanding, developing, planning, and imple­ menting congestion mitigation strategies, providing 47 different strategies for congestion control that can be applied based on regional contexts. Similarly, the state of Virginia has developed a set of guidelines for active traffic management including variable speed limits, queue warning systems, and dynamic freeway ramp metering. MPOs are encouraged to consider the state guidelines for congestion control when crafting their long-term plans. MPOs in Boston, Dallas-Fort Worth, and San Francisco have begun to incorporate shared mobility planning into their regional trans­ portation plans, recognizing that shared mobility can play a role in congestion management. The FHWA has published a primer on the value of incorporating travel-time reliability into the MPO congestion management process (Culotta et al. 2019). The primer draws on applied research and best practices at regional agencies nationwide, including MPOs in Las Vegas, Dallas-Fort Worth, Binghamton (NY), Madison (WI), Philadelphia, Durham-Chapel Hill-Carrboro (NC), and Rochester (NY), as well as the California Department of Transportation. Finally, Dadashova 

C-6   Metropolitan Planning Organizations: Strategies for Future Success et al. (2018) identified six key external factors that planning agencies should consider when creating transportation plans: traffic volume, number of employed persons, number of building permits, rental vacancy rate, fuel price index, and economic conditions index. Freight and Goods Movement. A subcategory of transportation, freight must also be con­ sidered in the regional planning process, critical for MPOs and subareas within their planning boundaries that feature major truck routes, port facilities, and airports. Significant increases in freight traffic are expected due to the rise of e-commerce in recent years (and has been amplified by the global pandemic’s negative effects on brick-and-mortar shopping), but relatively little has been published regarding e-commerce. There is evidence that this is starting to change, how­ ever. The Florida Metropolitan Planning Organization Advisory Council has published a useful summary of e-commerce effects (FMPOAC n.d.). The Boston Regional MPO launched a study in 2019 and published a related report, Future of the Curb (Boston Regional MPO 2019), which looks at competing uses for curbside lane space such as bicycle lanes and loading/unloading areas for e-commerce. Existing literature addresses freight more generally, and it is likely that concepts from this literature can be applied to e-commerce in some instances. AMPO, a strong MPO supporter and hub for information, has a freight committee, and FHWA has a “Talking Freight” webinar series. FHWA also has a guidebook for state DOTs and MPOs as they seek input from the private sector in freight planning (Wilbur Smith Associates and S. R. Kale Consulting 2009). In 2019, FHWA published the third edition of their Quick Response Freight Methods, which provides planners with factors affecting freight demand, locating freight data, and freight forecasting (Beagan, Tempesta, and Proussaloglou 2019). Other FHWA resources include a report identifying best practices and tools for understanding various factors affecting freight movement, trip genera­ tion, and demand (Hardy 2018); a primer on improving urban freight management (John A. Volpe Center 2018); and the SHRP2 Implementation Assistance Program (Schaefer et al. 2017). Climate Change and Resiliency. Climate change presents a new set of challenges that MPOs previously did not need to consider. The topic of climate change continues to be one of the most difficult for planning agencies at all levels in the United States, and MPOs are no exception. The polarized nature of the discussion around climate change may be a factor in the approach MPOs take on the subject, which tends to lean toward climate resiliency rather than preventive mea­ sures. As one NCHRP panel member noted, it may be that MPO member agencies and political appointees are reluctant to take on greenhouse gas and climate change matters, not MPO staff. The related concept of resiliency suggested one of the topics that was later developed into an Information Forum. Nonetheless, MPOs and their partner agencies have been working in recent years to address the problems posed by climate change and resiliency (two topics that are related and over­ lapping but not synonymous). The FHWA, in partnership with AMPO, conducted a series of peer exchange workshops in 2007 and 2008 with MPOs on the topic of climate change. Thirteen MPOs of various sizes shared their experiences at the final workshop in Seattle in 2008: Tri-County Regional Planning Commission (Peoria, IL), MetroPlan (Orlando), Durham- Chapel Hill-Carrboro MPO (NC), DRCOG (Denver), Metropolitan Transportation Commis­ sion (San Francisco Bay Area), Baltimore Metropolitan Council, Cowlitz-Wahkiakum COG (Kelso, WA), Atlanta Regional Commission, Ithaca-Tompkins County Transportation Council (NY), Chicago Metropolitan Agency for Planning, Mountainland Association of Governments (Orem, UT), Boston MPO, and Puget Sound Regional Council (Seattle). The Sound Transit Climate Risk Reduction Project was conducted in Seattle in 2013 to assess the potential impacts of climate change on Seattle’s transit system and identify ways to improve resiliency. A related report concluded that most climate effects will be mild to moderate in the United States, but also acknowledged the difficulty of predicting future climate scenarios and those future scenarios could be more severe than general predictions (Binder et al. 2013). This study was not directly 

Literature Review Summary   C-7   conducted by an MPO, but it is a good example of transportation planning officials taking a serious approach to evaluating climate change risks. Similarly, the U.S. DOT has engaged MPOs directly in climate change planning, and a good example of this is the Gulf Coast Project Phase 2. The project used the Mobile, Alabama, MPO as a pilot for evaluating the vulnerability of regional highways, ports, airports, rail networks, and transit. The pilot looked at factors including tem­ perature, precipitation, sea-level rise, storm surge, and wind and built on previous research that determined which transportation assets are most critical and developed climate scenarios. This project has a high potential to be utilized by other MPOs, especially those in coastal regions similar to Mobile. Affiliated Objectives of MPOs. MPOs may often be called upon to help support a wide array of affiliated objectives, including social justice, accessibility, safety, and health. An example is a report by Fields et al. (2018) that discusses research on evaluating transportation disadvantages for older adults. The study involved the creation of an app that tracks planned, completed, uncompleted, and unserved trips for older adults. The data could be used to evaluate how trans­ portation affects the app user’s mood and quality of life. Williams and Seggerman (2014) discuss best practices for multimodal transportation in Florida, which can increase accessibility for many underserved groups. Their report provides guidance on establishing community vision and priorities; analysis of current and future conditions; establishing quality and level of service standards; and future transportation network planning strategies. Another study surveyed state- level crash data to determine how highway safety agencies’ relationships with MPOs can be better utilized to improve transportation safety programs and policies. Lyons et al. (2012) have proposed a framework by which MPOs can integrate health into their planning process. They recommend a holistic approach to health, including consideration of active transportation, air pollution goals, and access to opportunities for healthy lifestyles in transportation plans. Four MPOs are used as case studies for health-focused planning: Puget Sound Regional Council (Seattle), Nashville MPO, Sacramento Area Council of Governments, and San Diego Associa­ tion of Governments. One important point the authors made was that MPOs typically must develop unique approaches to health, despite health challenges being generally similar across regions. Regional context was identified as an important factor in decision-making, which is likely true for other affiliated objectives as well. Financial and Funding Roles at the MPO. Funding and project financing are not new issues for MPOs, and there is no indication that this will change in the future. Declining gas tax rev­ enue is one of the biggest concerns. A study in Georgia confirms this, having used a model to predict that improved fuel economy, increasing fuel costs, and adoption of electric vehicles will significantly reduce fuel tax revenue (Cherry and Meyer 2012). An Arizona study noted that best-case scenario predictions have existing funding sources remaining static (Ginn, Pryor, and Meyers 2018). Most of the gray literature tends to discuss strategies to secure funding in addition to fuel-surcharge revenue, possibly indicating MPOs see the gas tax revenue decline as inevitable. As with e-commerce, the impacts on traditional revenue streams from the COVID-19 pan­ demic are large and likely will last well past the resolution of health issues. One panel member noted in the comments on the original literature review that the topic of value capture and the MPO role in that practice need to be sought out. FHWA has developed technical support for value capture generally that may not be well known by MPO staff (located at https://www. fhwa.dot.gov/ipd/value_capture/capacity_building/webinar_series/). Small MPOs are likely to be hit hardest by funding issues, and the Ohio Department of Transportation (ODOT) has attempted to provide funding guidance for small MPOs in that state. ODOT allocates funding to small MPOs on a per capita basis using a formula derived from the distribution formula for larger MPOs. Recognizing that large project financing is difficult for small MPOs, ODOT offers 

C-8   Metropolitan Planning Organizations: Strategies for Future Success two solutions: state infrastructure bank loans and borrowing funds initially allocated to other MPOs. These solutions are designed to provide creative short-term solutions to funding issues but do not address structural deficiencies in funding for MPOs. The state of Texas has incor­ porated MPO submodels into its Texas Revenue Estimator and Needs Determination System (TRENDS). This tool is designed to forecast revenue and expenses for TxDOT through 2035. The TRENDS tool can be an effective way to evaluate the effect of declining gas tax revenue on overall funding, as fuel efficiency and taxes are variables that can be manipulated in the funding model. One relatively new source of funding for transportation is the RAISE (formerly BUILD and TIGER) federal grant program, and, while some MPOs played a role in the selection of these grant projects, this type of funding was intended as an economic stimulus rather than a long-term solution. The previously mentioned Arizona study suggests that tolls and other types of road pricing can serve as alternative revenue-generation methods in addition to controlling congestion. Staff Capacity and Retention. Staff capacity, like funding, is also related to the size of MPOs. This relationship can be partially attributed to the fact that smaller MPOs with lower funding may struggle to hire appropriate numbers of staff, or that the pool of candidates is simply smaller than in large MPOs or megaregions. Regardless of size, however, staff limitations can affect all MPOs. In an oft-cited resource, Kramer et al. (2017) studied how MPOs have structured their agencies and allocated staff resources and expertise in their work. Five MPO case studies are used to provide examples of organizational structure and lessons learned: Hampton Roads Transpor­ tation Planning Organization (Norfolk, VA), Chittenden County Regional Planning Commis­ sion (Burlington, VT), Kittery Area Comprehensive Transportation System (southern Maine), Regional Transportation Commission of Southern Nevada (Las Vegas), and Portland Metro. The report covers MPO governance, administrative structure, employees and specialization, fund­ ing and work programs, workforce issues, and scenario planning. Various technical guides also exist to assist MPOs in new types of planning, such as FHWA’s handbook for MPOs working on active transportation plans (Lyons et al. 2012). Distilling useful strategies from disparate, often unpublished, sources within MPOs that have studied this issue is a challenge but presents an opportunity for making a major contribution in an area identified as a top priority during this project and MPO survey. MPO Collaboration, Including in Large Regions. One positive trend that emerges from the gray literature is the degree to which collaboration occurs among MPOs. Peer learning can be an effective way for MPOs to share innovative practices with other MPOs. Interagency collabora­ tion can be especially beneficial to the regional planning process when MPOs consider practices developed in allied fields to deal with similar challenges. This area of study has been established for a long time: in 1994 NARC (National Association of Regional Councils) studied partnerships between MPOs and the freight railroad industry. The report suggests that MPOs can improve decision-making, particularly regarding freight, by bringing railroads to the table. The report also offers case studies from Philadelphia, Columbus, Toledo, Kansas City, and Southern California regions (NARC 1994). Markiewicz et al. (2016) developed a handbook for transpor­ tation agencies that engage in regional cooperation efforts. The handbook provides a framework for thinking about cooperation opportunities and offers 20 case studies from MPOs and other transportation agencies around the country. In addition, examples of peer exchange workshops are plentiful and included: • TOD Development in Southern Nevada peer exchange in Las Vegas in 2015; • Regional Cooperation on Bike/Ped and Transit Connections peer exchange in Salt Lake City in 2016; • Regional cooperation on environmental justice in transportation planning in Ohio in 2016; • I-10 Corridor Collaboration peer exchange in Arizona in 2016; 

Literature Review Summary   C-9   • State DOT Tribal Liaison roundtable in California in 2016; • Regional Models of Cooperation in Transportation Planning peer exchange in Alaska in 2017; and • Freight Planning and Regional Cooperation in the Piedmont Atlantic Megaregion peer exchange in Atlanta in 2017. Peer exchange events and information are popular ways of informing MPO staff and partners on pertinent topics, making them likely to continue as a tool for disseminating information in the future. This understanding influenced the course of revisions for Phase II of this study.