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What is LITP2000 and why do we need it?
LITP2000 will be Long Island’s plan to manage congestion over the next 20 years. It is the product of very detailed technical analyses combined with input from hundreds of Long Islanders and guidance from transportation experts and Long Island’s county and local leaders. This is not only the right way to plan for Long Island’s transportation future; it is also consistent with current federal planning rules that call for:
About 2.7 million people live on Long Island today—and it’s expected that Long Island’s population will increase by 15% to 3.1 million people in the next 25 years. But that’s not all: there will also be 25% more households, 30% more jobs, and nearly 30% more cars than we have today! If current driving trends continue, traffic congestion will increase at an alarming rate. The LITP200 Study was undertaken to tackle developing effective multi-faceted transportation solutions that, when combined, will manage the growth in traffic congestion and still maintain the quality of life we all enjoy. These solutions must solve the problems of tomorrow, not just the problems of today. The LITP2000 study has focused on solutions that can help us get around better within Long Island, because that’s where the problem is. We are going to have to move more people in fewer cars.
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Is this a DOT study?
No, it is Long Island’s study. Forty transportation experts and Long Island leaders have guided the Study as members of the Technical Advisory Committee (TAC), including representatives from:
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What has been done to inform Long Islanders about their study?
From the beginning, the LITP2000 Study has actively reached out to Long Islanders, and successfully engaged hundreds of them in the Study process. The dialogue has been very productive, both in getting Long Islanders’ ideas, suggestions, and comments, and in reporting to the public about the Study’s progress and findings.
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I called in to the LITP telephone hotline. How come my suggestion wasn’t included in the plan?
Over 500 potential congestion-management solutions were suggested by the public, transportation agencies, advocacy groups, and other stakeholders for consideration in the LITP2000 Study. All suggestions were put to the test using the most advanced scientific and computer methodologies available today. Based on this technical evaluation process, the best performing strategies were combined to create the four different multi-modal alternatives presented at this community open house.
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What would happen if we did nothing?
It’s expected that Long Island’s population will increase by 15% to about 3.1 million people within the next 25 years. But that’s not all…there will also be 25% more households, 30% more jobs, and nearly 30% more cars than we have today! As a result, travel will continue to increase. Without transportation improvements, it will become harder and harder to get around Long Island’, our local economy would suffer and so would our quality of life. To improve travel both now and into the future, new thinking and a commitment to change have become necessities.
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Why is the study concentrating on travel within Long Island when most people travel to Manhattan to work?
Long Island is not just a bedroom community for New York City—most Long Islanders both live and work here. Today, more than one million of us travel during the morning rush hours, but fewer than 12% go to Manhattan and only about 12% to Brooklyn or to Queens or beyond. Almost 80% of Long Islanders start and end their travel within Nassau and Suffolk Counties. The LITP2000 study has focused on solutions that can help us get around better within Long Island.
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Aren’t LIRR improvements sufficient to relieve traffic congestion?
No. Most trips cannot be handled by the railroad because of the many trip origins and many trip destinations scattered throughout Long Island. Additionally, while most trips on Long Island remain within Nassau and Suffolk Counties, the LIRR is operated to primarily serve New York City bound commuters.
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Aren’t roadway improvements alone sufficient to relieve traffic congestion?
No. Two alternatives involving roadway widening were tested. One alternative included about 220 miles of roadway improvements coupled with carpool lanes on the Southern State Parkway, and the other alternative would improve the same roads, but would also add High-Occupancy-Toll or HOT lanes along 12 miles of the Northern State Parkway. A HOT lane would charge motorists that drive alone during rush hours, while car-poolers would ride for free. Not one of these other alternatives proved to be as effective as the proposed plan built upon the Long Island Rapid Commute transit system. It was very clear that roadway improvements alone would not substantially relieve congestion. At the same time, transit improvements alone will not solve the traffic congestion problem. In order to effectively manage future congestion, transit and highway improvements must be balanced into a holistic plan to move more people and goods more effectively. This is what the preliminary preferred alternative—or proposed plan—would do.
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How were the alternatives selected?
The development and evaluation of alternatives was performed in two phases. The first phase involved creating improvement options by combining many of the more than 500 suggestions received from the public, advocacy groups, and agencies. The second phase involved combining the best performing elements of the Phase 1 options into multi-modal alternatives. The test findings were:
It was clear to the study team that transit improvements should be given first priority in developing the alternatives for the second phase of testing. Using sophisticated technical procedures, linkages were identified between major origins and destinations within Long Island where most travel takes place to define the transit routes. Next, roadway improvements were identified, but only for locations where transit improvements alone wouldn't eliminate future congestion. To help identify which roadway improvements would be helpful in the future, the LITP2000 Study Team met with each town supervisor, planning department or highway department to identify local roadway improvements. Other improvements were also included in each of the alternatives tested during the second phase of the technical evaluation. These include travel demand management measures (employer incentives to reduce commuter trips by car), bicycle and pedestrian improvements, freight movement improvements to reduce long-haul truck traffic, extensive local bus service improvements, LIRR access to Grand Central, the LIRR 2010/2020 Operating Plan, and the completion of the LIE HOV lanes to Exit 32. The preliminary preferred alternative, which calls for the Long Island Rapid Commute system, using modern Rapid Commute Vehicles with complementary roadway, freight, bicycle and pedestrian improvements came out on top in the Study compared to other alternatives that were reviewed during the technical evaluation. What other alternative concepts were evaluated? One alternative combined the Long Island Rapid Commute (LIRC) system with value pricing toll strategies, where a toll would be charged during peak travel times for those traveling alone in their cars on certain roadways. This toll would encourage people to travel outside of rush hours, to form car or vanpools, or to take the LIRC system. Another alternative included about 220 miles of roadway improvements coupled with carpool lanes on the Southern State Parkway. Yet another alternative would improve the same roads, but would also add High-Occupancy-Toll or HOT lanes along 12 miles of the Northern State Parkway. A HOT lane would charge motorists that drive alone during rush hours, while car-poolers would ride for free.
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Why were transit improvements given priority in the preliminary preferred alternative?
The LITP2000 study shows that congestion relief must start with an entirely new and different method of travel, a Long Island Rapid Commute transit system, to provide a unique, fast and reliable travel option that would link major destinations within Long Island. Transit systems that better serve people's needs will help reduce the number of people who drive alone during the rush hours. Using sophisticated technical procedures, linkages were identified between major origins and destinations within Long Island where most travel takes place. In other words, the Long Island Rapid Commute (LIRC) transit system will have routes where mass transit solutions make the most sense. The proposed system and routes were reviewed at a series of meetings held with MTA, LIRR, LIBus, and Suffolk County Transit since June 1999. The LIRC transit system will serve travel in all directions, improve connections to Long Island Rail Road stations, link with local bus service improvements, and provide reverse-commute connections with New York City travel markets. When fully implemented, the Long Island Rapid Commute system would be capable of serving at least 50,000 people during peak commuting hours.
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Why does the preliminary preferred alternative recommend rubber-tire transit vehicles instead of light rail or monorail systems?
LITP2000’s state-of-the-art computer models were used to compare a fixed rail system (light rail or monorail) with the over-the-road rubber-tire Rapid Commute Vehicles. Results clearly showed that RCVs would be significantly more effective for managing Long Island’s traffic congestion because RCVs are more flexible, offer shorter travel times, and reduce the need for transfers compared to light rail or monorail. RCVs can circulate through neighborhoods to pick up passengers, go to new Park and Ride lots -- or to new LIRC stations. Compared to a fixed-rail system with feeder buses, the transit system using over-the-road express RCVs will attract 40% more riders.
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Isn’t the RCV a bus?
The Rapid Commute Vehicles (RCVs) will be rubber-tired for travel on roadways...combining the look of monorail or LRT vehicles with the benefit of routing flexibility offered by a bus. RCVs will be:
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Why are roadway improvements included in the preliminary preferred alternative?
Transit improvements were given first priority. Because further evaluation showed that there are locations where transit improvements alone wouldn’t be sufficient to manage congestion, complementary roadway improvements were identified with the cooperation of each town supervisor, planning department or highway department.
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How were the roadway improvements identified?
The LITP2000 Study Team met with each town supervisor, planning department or highway department to help decide what roadway improvements would be helpful in the future. The towns reviewed maps showing their communities’ future congested roads. They suggested roadway improvements that make sense in light of each town’s local growth assumptions; future development goals, including anticipated employment and household growth; and the desire to preserve their residents’ quality of life. As a result, the recommended plan incorporates current town assumptions of no significant changes in land use and provides an achievable balance of highway and transit solutions that will improve our future mobility -- while protecting our cherished quality of life. Goals of locally recommended roadway improvements:
The roadway improvements would affect about 15% of Long Island’s state and county route miles and would include:
In addition to the LIRC transit system and the roadway improvements, the proposed plan would include bicycle, pedestrian, and goods movement improvements. For example, new bike and pedestrian routes would link with railroad stations, and a new major freight facility that would enable more freight to be moved on and off Long Island by train rather than by truck.
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How will the RCVs provide fast, reliable service?
To provide fast, reliable service and attract riders, it is very important to understand that the Rapid Commute Vehicles must not get stuck in traffic. This is a critically important point that is accomplished by constructing Priority Lanes on certain expressways and parkways. RCVs would travel on the LIE HOV lanes and on 60 new miles of Priority Lanes on the Northern, Sagtikos, Southern and Meadowbrook Parkways, and on Suffolk Route 97. Complementary feeder routes, radiating from the main LIRC Priority Lane routes, would speed the RCVs along. And on other major roads, the RCVs would be able to go around cars stopped at red lights by driving safely along a portion of the shoulder designated for RCV use. Using automatic electronic communication, the RCVs would also be able to “tell” the traffic-signal system that they are approaching a red light. As conditions permit, the RCV would get a green light so it won’t have to wait any longer than necessary to ensure safe, smooth traffic flow.
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Why will carpools be allowed in the RCV priority lanes?
Computer testing of the preliminary preferred alternative indicated that there would be sufficient capacity in the RCV priority lanes to allow carpools with 2 or more people into the lanes without degrading service. Carpools will complement the reach of the Long Island Rapid Commute transit system. If lane usage approaches capacity, priority will be given to higher occupancy vehicles.
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Did the study consider land use?
Yes. Land use decisions rest with the local municipalities. The study team met with each town to review household and employment forecasts, obtain information about their land use plans and upcoming developments, and identify their desired roadway improvements. The study incorporates current town assumptions for no significant changes in land use. However, the proposed plan will provide the blueprint for the future transportation system on Long Island that can:
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Did the study consider value pricing (tolls)?
Yes. One alternative combined the LIRC transit system with value pricing toll strategies, where a toll would be charged during peak travel times for those traveling alone in their cars on the expressways and parkways. This toll would encourage people to travel outside of rush hours, to form car or vanpools, or to take the LIRC system. Testing of this alternative showed that roadway pricing strategies would result in intolerable congestion on the parallel roadways and local streets.
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When will I be able to use the LIRC transit system?
The plan would be staged over time, not overnight. The first Rapid Commute Vehicles (RCVs) will probably be introduced within the next 10 ten years. One possible sequence for implementing the overall plan would be to:
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How will the plan be funded?
It is likely that a combination of federal, state and other funding will be used. This has to be determined in more detail as the Study is finalized. First, the public must support the plan. Next, the New York Metropolitan Transportation Council (NYMTC) must approve the LITP2000 plan for inclusion in the Downstate New York Regional Transportation Plan. Individual projects making up the approved LITP2000 plan will be developed in further detail in accordance with the overall timing of the implementation of the plan. These individual projects would also be included in the Transportation Improvement Program (TIP), which is updated and approved by NYMTC every two years.
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What is NYMTC ?
The New York Metropolitan Transportation Council (NYMTC) is a council of governments authorized by the Federal government to oversee cooperative long range planning and programming for transportation in the New York region. NYMTC is the officially designated Metropolitan Planning Organization (MPO). An MPO is required in any Urbanized Area in the United States with a population in excess of 50,000. The boundaries of the MPO were negotiated and recorded in the authorization Memorandum of Understanding (MOU) developed in 1982 between the Federal, State, and local transportation agencies and other interested parties. The Program, Finance and Administration Committee (PFAC) is the main decision making body of NYMTC. Members of PFAC are representatives from:
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What happens next?
At this point in the study, we want your comments. After we’ve heard from you, the LITP2000 Study’s next steps will be to:
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