appendix b: project list & cost estimation methodology...
TRANSCRIPT
Appendix B:Project List & Cost
Estimation Methodology Memorandum
600 Wilshire Boulevard | Suite 1050 | Los Angeles, CA 90017 | (213) 261-3050 | Fax (310) 394-7663
www.fehrandpeers.com
MEMORANDUM
Date: March 13, 2018
To: Katie Lemmon and Jacob Lieb, Metro
From: Chelsea Richer and Catrina Meyer, Fehr & Peers
Subject: Cost Estimate Detail by Project for Proposed Blue Line First/Last Mile Plan
LA16-2883
INTRODUCTION
The ensuing memo includes details about each of the 18 first/last mile project types proposed for
station area summaries included in the Blue Line First/Last Mile Plan. Included in the details about
each project type is an overall description of the project type, the range of specifications that may
be included in this project type, the types of first/last mile benefits provided by the project type,
and the cost assumptions used in the cost estimation process.
Each improvement is treated as a corridor improvement, measured in miles, or a spot improvement,
measured in number of locations. Some improvement types could be treated as either a corridor
or spot improvement.
OVERALL COST ESTIMATION ASSUMPTIONS
While the specifications for each project will vary by location, the cost estimation is based on a fixed
set of assumptions intended to provide a consistent and high-end estimate for the hard costs
associated with a project type. The cost estimates are based on per-unit hard costs from the
following sources:
Metro Countwide Active Transportation Strategic Plan
City of Los Angeles People Street Program
FHWA Costs for Pedestrian and Bicyclist Infrastructure Improvements
Highway 101 Pedestrian/Bicycle Over/Underpass Feasibility Study (City of Palo Alto)
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City of Glendale
Glendale Bike Share Financial Plan (April 2017)
Fehr & Peers Active Transportation and Design Cost Estimates
Caltrans Cost-Benefit Analysis of Park and Ride/Intermodal Strategies,2013
The cost estimation process also includes soft costs, which are applied as percentages on the
subtotal for station area hard costs, and further account for the range of implementation issues
that may arise during construction. For consistency with previous Metro projects, the percentages
used in the Blue Line First/Last Mile Plan are the same as those used in the Metro Active
Transportation Strategic Plan (ATSP). These percentages were provided by Michael Baker,
International as part of the ATSP and are based on their professional experience constructing active
transportation projects.
The soft costs are defined and applied as follows:
Soft Cost Definition1 Application Percentage
Mobilization
Covers a contractor’s
preconstruction expenses and the
cost of preparatory work and
operations (such as moving
equipment on site and staging).
Applied to
Station Area
hard cost
subtotal
(“Subtotal”)
10%
R/W Allowance
Covers the cost of acquiring right-
of-way needed to construct
project, including right-of-way
necessary for drainage easements,
ingress and egress of emergency
vehicles, and all contingencies
related to the right-of-way.
Applied to
Subtotal +
Mobilization
(“Project
Subtotal”)
20%
Utility Relocations
Covers the cost of relocating
utilities during construction of the
project, including railroad
company utilities, relevant permit
costs, and all contingencies
related to utilities.
Applied to
Subtotal +
Mobilization
(“Project
Subtotal”)
10%
Caltrans. “Preparation Guidelines for Project Development Cost Estimates.” 2014.
http://www.dot.ca.gov/design/pjs/coste/PG_Cost-Estimating-Guidance-10-10-2014.pdf
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Contingency
A markup applied to the main
construction items to account for
unforeseen items of work that
occur as the study progresses.
Applied to
Project
Subtotal +
R/W
Allowance +
Utilities
25%
Planning/Design/Environmental/CM
Covers the cost of developing
project plans and designs,
environmental clearance, and
construction management.
Applied to
Subtotal +
Mobilization
(“Project
Subtotal”)
25%
NPDES/Water Quality/BMPs
Covers the cost of environmental
issues that may arise, including
National Pollutant Discharge
Elimination System (NPDES) items,
water quality items, and Best
Management Practices (BMPs) for
water pollution. Including
coordination with Department of
Toxic Substance Control which will
then identify a Soil Management
Plan, California Public Utilities
Commission whenever crossing
over railroad tracks, and any other
applicable agencies.
Applied to
Subtotal +
Mobilization
(“Project
Subtotal”)
3%
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VISUAL ENHANCEMENTS
DESCRIPTION OF THE PROJECT TYPE
Visual enhancements refer to a permanent installation of an art piece in a public space for the
benefit of the public or other visual enhancements such as graffiti abatement, debris removal,
architecture and urban design features, placemaking, or façade improvements . This improvement
may include commissioning an artist to create and install the piece in the public.
RANGE OF DEFINITIONS
Visual enhancement projects will vary from place to place and their value comes from their
uniqueness and relation to their locality. In some cases, this may include acquiring or leasing space
for art. Visual enhancements of the public art variety may include murals (two-dimensional) and
sculptures (three-dimensional).
FIRST/LAST MILE BENEFIT
Visual enhancements near stations bring character and uniqueness to the area and makes spaces
more aesthetically pleasing and welcoming. This project type improves spaces that are dark and
uninviting, or simply lack character and attachment to the local community. It can also make a
location feel like a distinct place, situated in its unique local context, rather than an undefined or
generic place. This type of project benefits people using all modes of transportation.
COST ASSUMPTIONS
This improvement can be implemented either along a corridor or at a single location. The cost
estimate is based on the cost of a small-scale public art installation, and includes payment or the
artist, the materials, and the space for the art.
Type Cost Unit Assumptions
Location $5,000 Per
location
Corridor $180,000 Per mile Assumes 1 location every 300 feet on both sides of the street, 36
locations per mile
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NEW OR IMPROVED BIKE LANES
DESCRIPTION OF THE PROJECT TYPE
Bike facilities include bicycle accommodations of varying levels that include street striping and/or
signs to provide safe and comfortable travel by people on bicycles . These facilities may be physically
separated from traffic and include extra safety markings at intersections to achieve the lowest level
of traffic stress for people riding bicycles. Most bicycle facilities are on-street facilities, but some
may require acquisition of other rights-of-way.
RANGE OF DEFINITIONS
Bicycle facilities include four types of facility:
Class I Mixed-Use Path: trails dedicated exclusively for use by people bicycling and people
walking
Class II Bike Lanes: on-street lanes dedicated to bicyclists, with minimal separation from
vehicular traffic (striping only)
Class III Bike Routes: roads designated as shared roadways with bicyclists, with no
separation from vehicular traffic
Class IV Separate Bikeways: on-street bike lanes that are physically separated from vehicular
traffic by a vertical buffer, a barrier or parking. These may include one lane on each side of
a street or two lanes on the same side of the street.
The local jurisdiction may already have adopted a bicycle, pedestrian, or traffic calming master plan.
Coordination with local jurisdictions is crucial to identifying areas of overlap, locally-preferred
routes, and bike facility class.
FIRST/LAST MILE BENEFIT
Bike facilities provide enhanced connections to the station and reduce the level of traffic stress for
people riding bicycles. This project type is proposed where there is not an existing bike facility or
where the existing facility does not provide adequate separation of modes . Bicycle access is
important to facilitate safe travel around stations for people who rely in bicycles as their primary
form of transportation. While cyclists are permitted to use all local streets to travel from place to
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place, physical separation from vehicles provides a low-stress and high-comfort experience for
cyclists, enticing more people to make trips in bikes.
COST ASSUMPTIONS
The assumptions for this cost estimate include the most robust and protected class of bicycle
facilities, Class IV facilities installed on both sides of the street, though in some contexts a lower-
intensity treatment may be appropriate. Costs for Class II or Class III facilities will be lower.
Type Cost Unit Assumptions
Corridor $1,215,000 Per mile Class IV, both sides of street.
A separate cost estimate was also generated for the few cases where a new Class I mixed-use path
is identifies. This improvement type was proposed where new connections were needed along
riverbeds, along the Blue Line right-of-way, or through parks.
Type Cost Unit Assumptions
Corridor $2,480,000 Per mile Class I Mixed Use Path
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BICYCLE PARKING & REPAIR STATIONS
DESCRIPTION OF THE PROJECT TYPE
Bike racks and lockers make it easier to travel by bicycle by creating safe and convenient locations
to store bikes around stations. Bike repair stations make it accessible for people bicycling to tune-
up their bicycles on the go.
RANGE OF DEFINITIONS
Bicycle parking and repair stations include three types of facility:
Bike rack: an open structure, which can take many forms, which bicycles, can be locked to
using a lock provided by the user
Bike locker: a secure enclosed bike storage facility that is rented by an individual for a
period of time, part of the Metro Bike Locker program
Bike repair station: a location with tools for users to make quick fixes to their bicycles
themselves
Each of these levels has a different cost and coordination with local jurisdictions is crucial to
identifying the appropriate type of bike parking facility for each location.
FIRST/LAST MILE BENEFIT
This project is proposed near trip-end locations, including Blue Line stations and surrounding
destinations, where people traveling by bicycle may want to securely store their bicycles. Without
these facilities, people who rely on bicycles for transportation will be discouraged from traveling
because they may risk their bicycle being stolen or be burdened by taking their bicycle on their
journey. These facilities provide bike storage for people traveling by bicycle to and from station
area destinations, including the station itself.
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COST ASSUMPTIONS
This improvement can be either a corridor or spot improvement. The cost estimate for this project
type includes the inverted “U” bike racks; it does not include bike lockers or repair stations. Costs
for other types of bike parking and repair stations will be greater.
Type Cost Unit Assumptions
Location $2,000 Per
location 4 inverted “U” locks
Corridor $72,000 Per mile 4 inverted “U” locks. Assumes 1 location every 300 feet on both sides
of the street, 36 locations per mile
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BIKE SHARE STATION
DESCRIPTION OF THE PROJECT TYPE
Bike share is a transportation service that provides short-term bike rental for short trips to access
transit and other destinations. Providers such as Metro Bike Share and Long Beach Bike Share serve
the area surrounding some of the Blue Line stations. In most cases, riders must have a valid credit
or debit card to use the system. Walk-up single rides, monthly, and annual payment pricing options
are available. Costs range from $3.50 for a walk-up ride, to $20 for a monthly pass, to $40-$120 for
an annual pass plus usage fees depending on the provider.
RANGE OF DEFINITIONS
In all cases this project type, is defined as the installation of one bike share station. These stations
assume 10 docks and five bikes per station and a kiosk where users without passes can buy rides.
Throughout the Station Area Summaries, these stations are proposed both within and outside of
the existing service area of Metro Bike Share.
FIRST/LAST MILE BENEFIT
Bike share provides people with temporary and affordable access to bicycles. Assess to bike share
allows people to make short trips without the burden of transporting and storing a personal bicycle.
These facilities enable efficient short trips around stations without owning or storing a personal
bicycle. Making provisions for these trips facilitates travel for people without access to other modes
of transportation.
COST ASSUMPTIONS
This improvement can be either a corridor or spot improvement. The cost is based on one bike
share station and includes the cost of installation.
Type Cost Unit Assumptions
Location $39,750 Per location Assumes 1 station with 10 docks and 5 bikes per location
Corridor $357,750 Per mile Assumes 1 location every 600 feet, 9 locations per mile
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CARSHARE LOCATION
DESCRIPTION OF THE PROJECT TYPE
Similar to bike share, carshare allows people to rent cars for short-term use to access transit stations
and other destinations, providing convenient access to cars for transit riders. BlueLA and ZipCar are
examples of carshare providers. A range of membership and paid service options are available.
Depending on the provider, fees range from $0-$10/month plus usage fees for $0.15-$0.50/minute
of rental time. Some services offer low-income users a 25-80% discount. Most carshare providers
require members to access the service through a website or mobile application.
RANGE OF DEFINITIONS
In all cases this project type, includes the installation of one carshare station. These stations include
one parking spot and signs identifying the location. The cost estimate assumes the services are
app-based and do not require other infrastructure beyond signs and paint.
FIRST/LAST MILE BENEFIT
Carshare provides people with temporary access to vehicles. Assess to carshare facilitates longer
trips around stations for people who do not have access to a personal vehicle. These facilities enable
longer trips around stations without owning or storing a personal vehicle. Making provisions for
these trips facilitates travel for people without access to other modes of transportation appropriate
for longer trips or trips that may involve transporting children or large objects.
COST ASSUMPTIONS
The table below contains the breakdown for the cost of one carshare station. This cost estimate
does not include cost of vehicles or operations.
Item Number of Units Unit Cost Total Cost by Item
Paint colored curb and with stenciling 20 feet $6 $115
High-visibility signs 4 $1,100 $4,400
Total Cost $4,515
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This improvement can be either a corridor or spot improvement. The costs for each of these types
is based on the single location cost and it summarized in the table below.
Type Cost Unit Assumptions
Location $4,515 Per location
Corridor $40,635 Per mile Assumes 1 location every 600 feet, 9 locations per mile
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BUS STOP IMPROVEMENTS
DESCRIPTION OF THE PROJECT TYPE
Bus stop improvements include enhancements to the areas surrounding bus stops to improve the
safety and comfort of people as they wait for the bus or transfer between buses. Such upgrades
may include benches, transit shelters, lighting, and wayfinding signs at bus stops.
RANGE OF DEFINITIONS
Bus stop improvement projects include a collection of improvements at bus stops that are designed
to improve the bus rider experience. Below is a list of improvement types that may be included in
bus stop improvement projects; any one project may include several of these improvements or
other improvements not listed here. Some of these elements are included as project types of their
own for the purpose of this plan.
Bench
Trash receptacle
Transit shelter
Lighting
Wayfinding signs
Bus schedule information
Live bus schedule information
Heating
Bike parking
Sidewalk widening
Landscaping
The ridership and the existing conditions at the bus stop should be used to determine the set of
improvements appropriate at any particular bus stop.
FIRST/LAST MILE BENEFIT
First/last mile trips often involve bus transfers, which typically involve waiting at a bus stop for the
bus to arrive. This time can be made more pleasant by providing the bus rider with a place to sit
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and shelter from the sun. Furthermore, adding bus schedule information or live bus schedule
information can make wait time feel shorter, as riders know when they can expect the bus to arrive.
These accommodations make the overall experience of riding a bus more pleasant for those who
rely on the bus and more attractive to people who do not already ride the bus. In some cases, this
project type indicates the lack of a bus stop along a route to facilitate connections to the Blue Line
station, where there is a strong community-expressed need, such as the westbound bus along
Slauson Ave.
COST ASSUMPTIONS
The table below contains the breakdown for the cost of one bus stop improvements location. The
elements included in the table below were used in this cost estimation, but the elements included
may vary by project.
Item Number of Units Unit Cost Total Cost by Item
Bench 2 $1,900 $3,800
Trash Receptacle 1 $1,700 $1,700
Transit Shelter 1 $12,000 $12,000
Total Cost $16,600
This improvement can be either a corridor or spot improvement. The costs for each of these types
is based on the single location cost and it summarized in the table below.
Type Cost Unit Assumptions
Location $17,500 Per location
Corridor $315,000 Per mile Assumes 1 location every 600 feet, 9 locations per mile
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NEW OR IMPROVED CROSSWALKS
DESCRIPTION OF THE PROJECT TYPE
Crosswalk improvements are projects that enhance existing crosswalks with signs, signals, and high-
visibility striping to protect people crossing the street by increasing their visibility to people driving.
Frequent crosswalks also make it more convenient for people walking to cross the street.
RANGE OF DEFINITIONS
Crosswalk improvement projects include a collection of improvements that are designed to improve
pedestrian safety. Below is a list of improvement types that may be included in crosswalk
improvement projects; any one project may include several of these improvements and the more
elements included the more intense the project.
Upgrade crosswalks to high-visibility continental crosswalks
Add high visibility signs alerting drivers to the presence of crosswalks
Replace or add countdown timers
Add a crosswalk at one or more legs of an intersection where crosswalk are already
provided at some of the legs of the intersection. This situation can be improved by adding
high-visibility continental crosswalks, high-visibility signs, and countdown timers.
Adjust signal timing to lengthen crossing time
Additionally, the number of legs of an intersection requiring improvements will vary by location.
FIRST/LAST MILE BENEFIT
This project improves unsafe or uncomfortable crossings, providing new and enhanced connections
through the station area. It is appropriate at locations with faded crosswalks or unmarked
crosswalks at an intersection. Improvements included in this project type draw emphases to
pedestrians crossing the street, making them more visible to drivers. Providing provisions for
pedestrian safety is important because many people access stations by walking.
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COST ASSUMPTIONS
This improvement can be either a corridor or spot improvement. When this project type is a corridor
improvement, the single location cost is multiplied by the number of intersections along a corridor.
The cost of this project will vary based on the individual features of each location. In addition to
variety in the level of intensity, the number and length of crosswalks will vary by location. The table
below contains the breakdown for the cost of crosswalk improvements at one intersection, used in
the cost estimations. In addition to the assumptions below, the estimate assumes the crosswalks is
15 feet wide and installed at a signalized location where new countdown timers are necessary. This
cost does not include changes to the curb, which would be necessary anywhere a new crosswalk is
striped in order to meet ADA requirements if curb cuts and ramps do not already exist.
Item Number of Units Unit Cost Total Cost by Item
Thermoplastic Solid White 24" Zebra
Crosswalk Longitudinal Lines
50 feet long, 4 legs $52.50 $8,550
High-visibility signs 4 $1,100 $4,400
Countdown timers 8 $1,000 $8,000
Total Cost $22,900
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NEW CONNECTIONS & CROSSINGS
DESCRIPTION OF THE PROJECT TYPE
New crossings are crosswalks installed at locations where there is not currently an existing marked
or unmarked crosswalk. Such locations may be at highly complex intersections, intersections where
pedestrian crossing is prohibited, or at mid-block crossings. These projects may be enhanced with
signs, signals, and high-visibility striping to increase the visibility of people crossing the street to
people driving. Adding crosswalks that are more frequent makes it more convenient for people
walking to cross the street, particularly along long blocks with destinations on both sides .
RANGE OF DEFINITIONS
The intensity of new crosswalks differs based in the needs of a location. The list of improvements
that may be included in new crosswalk projects is the same as the list for crosswalk improvements,
in the previous section. Below is a list of three common situations where new crossings are typically
appropriate, along with the corresponding typical level of intensity.
Add crosswalks at complex intersections where some legs do not currently allow
pedestrians to cross
Add a mid-block crosswalk at a location that is not an intersection. This situation requires
a higher level of intensity to induce cars to slow down; such a project may include high-
visibility continental crosswalks, high-visibility signs, and a Rectangular Rapid Flashing
Beacon.
Add a bicycle and pedestrian bridge over a significant barrier, such as a railroad or a
freeway.
FIRST/LAST MILE BENEFIT
The problem this project type solves is similar to providing crosswalk improvements, but it is
proposed at locations the currently have no marked or unmarked crosswalks, or at locations that
are more complex. This project provides new connections between destinations on opposite sides
of the street and allow people walking to safely access destinations around stations without the risk
of crossing where there are no crosswalks. It also provides access across major barriers such as
riverbeds, railroad tracks, freeways, and grade-separated streets.
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COST ASSUMPTIONS
This improvement is a spot improvement. The cost of this project will vary based on the individual
features of each location. The cost estimate for this project type is based on the level of intensity
appropriate for a mid-block crossing. In addition to variety in the level of intensity, the number and
length of crosswalks will vary by location. The table below contains the breakdown for the cost of
crosswalk improvements at one location used in the cost estimations. In addition to the
assumptions below, the estimate assumes the crosswalk is 15 feet wide. This cost does not include
changes to the curb, which would be necessary anywhere a new crosswalk is striped in order to
meet ADA requirements if curb cuts and ramps do not already exist.
Item Number of Units Unit Cost Total Cost by Item
Thermoplastic Solid White 24" Zebra
Crosswalk Longitudinal Lines
60 feet long, 2 legs $52.50 $6,300
High-visibility signs 4 $1,100 $4,400
Rectangular Rapid Flashing Beacon 4 $28,117 $112,467
Total Cost $123,167
A separate cost estimate was also generated for the unique cases of a new bicycle and pedestrian
bridge over a major barrier such as a freeway a riverbed, a grade-separated street, or railroad tracks.
The cost estimate for a bicycle and pedestrian bridge is based on the high-end cost estimate in the
National Cooperative Highway Research Program Report 500, Volume 10, 2004, to account for
rising costs since the report was published and the cost of construction in California compared to
other places in the United States. This improvement is only a spot improvement and the cost
estimate is shown in the table below. This specific cost is only applied where the project “new
crossing/bridge” is identified on the project list.
Type Cost Unit
Location $4,000,000 Per location
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CURB IMPROVEMENTS
DESCRIPTION OF THE PROJECT TYPE
Curb improvements are adjustments to the curbs at the corners of intersections that improve the
safety of people crossing the street. Curb improvements also include adding ADA-compliant ramps
and detectable warning surfaces.
RANGE OF DEFINITIONS
Improving a curb includes four key elements:
Extending the curbs further into the intersection to reduce the crossing distance for people
walking. This can be accomplished with three levels of intensity:
o Add road striping to delineate a bulb-out
o Add road striping and plastic bollards to delineate a bulb-out
o Extend the curb and sidewalk to create a curb extension
Build new curb ramps or modify the existing ramps to meet ADA compliance and provide
improved access for people with mobility assistance devices .
Install detectable warning surfaces on curb ramps to meet ADA compliance and provide
improved access for people with mobility assistance devices .
Modification and move signal infrastructure to accommodate the curb extensions.
Modification to the drainage infrastructure to accommodate the curb extensions.
Each of these levels, bulb-outs, curb extensions, and only curb cuts, has a different cost and
coordination with local jurisdictions is crucial to identifying the appropriate type of curb
improvement facility for each location. At some locations, full curb extensions may not be required
or feasible, and less costly improvements could be undertaken. In order to capture the full range of
what may be possible as part of a curb extension, the generalized cost detailed below includes
extending the curb and moving signal infrastructure.
FIRST/LAST MILE BENEFIT
Curb improvements help improve unsafe or uncomfortable crossings by decreasing the crossing
distance for people walking, increasing the visibility of people crossing the street, and providing
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ADA-compliant facilities to support people who use mobility assistance devices . It also may be used
as traffic calming by reducing the turning radius and requiring vehicles to slow down, creating a
clear pedestrian priority. It is appropriate at locations that lack ADA-compliant curb cuts or at wide
crossings. Curb improvements may be coupled with crosswalk improvements at some locations.
The costs assumed below do not account for additional crosswalk improvements that may be
necessary to meet local implementation standards.
COST ASSUMPTIONS
The table below contains the breakdown for the cost of curb improvements at one intersection.
This estimation assumes curb extensions are added to all four corners of a four-legged intersection.
The cost for signal modification associated with curb extensions assumes that the traffic signal
controller cabinet must be replaced or relocated and pedestrian actuation buttons must be
replaced or relocated.
Item Number of
Units
Unit
Cost
Total Cost by
Item
Curb Extensions/Sidewalk 4 $7,000 $28,000
Curb Ramp (Build New/Modify Existing) 8 $700 $5,600
Detectable Warning Surface on Curb Ramp 8 $600 $4,800
Signal Modification Associated With Curb
Extensions
1 $300,000 $300,000
Total Cost $338,400
This improvement can be either a corridor or spot improvement. The costs for each of these types
is based on the single location cost and it summarized in the table below.
Type Cost Unit Assumptions
Location $338,400 Per location
Corridor $3,045,600 Per mile Assumes 1 location every 600 feet, 9 locations per mile
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LANDSCAPING & SHADE
DESCRIPTION OF THE PROJECT TYPE
Landscaping projects include adding trees, plants, and shade structures added to the public space
along a street. Often these features are added in the space between the curb edge and the sidewalk
or to the sidewalk itself, space permitting.
RANGE OF DEFINITIONS
This project type may include planting different amounts and types of plants depending on the
space available and the needs of the location. Some locations may require adding only plants to
enhance the aesthetics of the area because shade is already provided by tall buildings. Other
locations may require mature trees or shade structures to provide shade. In certain contexts, plants
may not be appropriate, at these locations, concrete rubble landscape, texture stone surface, or
boulder landscape may be more appropriate. Additional landscaping plans are necessary for each
station area to determine in more detail the location and scale of landscaping needed.
FIRST/LAST MILE BENEFIT
These improvements are appropriate for corridors that currently lack greenery or shade.
Landscaping serves to both beautify a corridor and encourage people to walk to and from the
station by increasing comfort levels and providing protection from the sun. Landscaping also
creates a buffer between the sidewalk and the road, improving safety and comfort
COST ASSUMPTIONS
This improvement is primarily applied as a corridor improvement. In a few cases, landscaping at a
single location is appropriate, either at the station itself or at key community destinations such as
schools, libraries, or parks.
The table below contains the cost estimate breakdown for one mile of landscaping and street trees.
The number of square feet per mile assumes four square feet of landscaping per linear foot on both
sides of the street. The number of street trees per mile assumes one street tree every 300 feet on
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both sides of the street, or 36 trees per mile. At a single location, 300 ft2 of new landscaping is
assumed.
Item Number of Units (per mile) Unit Cost Total Cost by Item
Landscaping 42,240 square feet $14 $591,360
Street Tree 36 per mile $700 $25,200
Total Cost per Mile $616,560
Type Cost Unit Assumptions
Location $4,200 Per location Assumes 300 ft2 per location.
Corridor $616,560 Per mile Detailed above.
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LIGHTING FOR PEOPLE WALKING & BIKING
DESCRIPTION OF THE PROJECT TYPE
Lighting for people walking and bicycling is lighting provided along the right-of-way, designed to
illuminate the pathway for people travelling using these modes. This type of lighting is different
from the lighting fixtures designed to illuminate the road for people driving. Bicycle and pedestrian
scale lighting fixtures are shorter and they face the sidewalk or bicycle facilities.
RANGE OF DEFINITIONS
In all cases, this project type includes installing pedestrian- and bicycle-scale lighting fixtures along
the right-of-way or along other pathways used by people walking and bicycling. The type of lighting
fixture may vary by location to fit in with the location’s built environment. The placement and
frequency of the lighting fixtures will depend on the needs of the location, including existing
lighting, bus stops, and built-environment. Additional lighting plans are necessary for each station
area to determine in more detail the location and scale of lighting needed.
FIRST/LAST MILE BENEFIT
This project type improves spaces that are perceived to be unsafe or uncomfortable due to a lack
of lighting. When people walking or bicycling travel through spaces that lack lighting, particularly
at night, they may feel unsafe because they cannot see other people, and people driving cannot
see them. Lighting for bicyclists and pedestrians solves these problems by increasing their safety
and visibility.
COST ASSUMPTIONS
This project type is generally a corridor improvement. In some locations, lighting is proposed at a
specific facility such as a bus stop, community park, freeway underpass or Blue Line station. The
single location cost estimate assumes one fixture on each side of the street at a cost of $4,000 per
fixture. The per-mile cost assumes one fixture every 300 feet on both s ides of the street, or 36
locations per mile.
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Type Cost Unit Assumptions
Location $14,000 Per
location Assumes 1 light fixture on both sides of the street
Corridor $252,000 Per mile Assumes 1 location every 300 feet on both sides of the street, 36
locations per mile
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NEW OR IMPROVED SIDEWALKS
DESCRIPTION OF THE PROJECT TYPE
Sidewalks are paved surfaces adjacent to the vehicle right-of-way for use by people walking.
Sidewalk improvements include repairing, widening, and/or adding new sidewalks to improve
safety for people walking.
RANGE OF DEFINITIONS
Sidewalk improvements include three levels of intensity:
Repairing existing sidewalks without fully repaving the sidewalks, includes filling in cracks
Fully replacing sidewalks in the same footprint as existing sidewalks
Widening existing sidewalks, which may include replacing the existing sidewalk along with
the widening
Constructing new sidewalks where none exist
Each of these levels has a different cost and coordination with local jurisdictions is crucial to
identifying the appropriate type of sidewalk improvement for each location. Where possible, these
improvements may include Low Impact Development infrastructure within existing parkways.
FIRST/LAST MILE BENEFIT
In many locations, sidewalks become degraded over time and become unsafe or unpleasant to
traverse. Tree roots, weather, vandalism, industrial use, and other factors may cause degradation to
sidewalks. This project type addresses these issues by making the sidewalk safe and easy to traverse
for people of all abilities. Sidewalk widening also creates more room for trees, bus stops, and seating
that enhance comfort and convenience.
COST ASSUMPTIONS
The cost estimate for this improvement type assumes repairing existing sidewalks on both sides of
the street. The cost of repairing a sidewalk is more expensive than constructing a new sidewalk,
because existing facilities need to be ground out and removed or prepared for construction before
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the repairs can be made. Therefore, this cost estimate would cover all types of sidewalk
improvements, and in places where new sidewalks are necessary the costs may be lower. The per
mile cost is based on a dimension of ten square feet of sidewalk per linear foot, a standard ADA-
compliant width that leaves enough room for a landscaped buffer.
Type Cost Unit Assumptions
Corridor $1,267,200 Per mile 10 ft2 per linear foot (52,800 ft2 per mile), on two sides of the street
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STREET FURNITURE
DESCRIPTION OF THE PROJECT TYPE
Street furniture includes a list of objects that are located in the right-of-way to provide places for
people to sit, amenities that improve the public space, and generally create a sense of place . Some
of these objects may serve more of a functional purpose than an experiential or aesthetic purpose,
such as fire hydrants and traffic signals. For the purpose of this plan, this project type includes only
street furniture designed to enhance the experience of people walking and bicycling. These objects
include benches and trashcans.
RANGE OF DEFINITIONS
Street furniture projects includes a collection of objects at that are designed to improve experience
of people walking and bicycling. Below is a list of objects that may be included in street furniture
projects; any one project may include several of these elements or other elements not listed here.
Some of these elements are included as project types of their own for the purpose of this plan, such
as wayfinding, lighting, landscaping, public art, and bike parking.
Bench
Trash receptacle
Shade structure
Bollard
Table
Water fountain
Newspaper boxes
Public art
Lighting
Wayfinding signs
Bike parking
Landscaping and planters
The existing conditions on the corridor should be used to determine the set of improvements
appropriate at any particular location.
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FIRST/LAST MILE BENEFIT
This project type is appropriate for locations where many people walk or bicycle to access the
station. Street furniture makes the experience of walking of bicycling more pleasant by providing
places to rest, shade, and places to dispose of garbage on their way to or from the station. These
projects also provide for those of different abilities who may want to rest on a bench during a
longer journey. These accommodations make the overall experience of walking and bicycling more
pleasant for those who rely on these modes of transportation and more attractive to people who
do not already walk or bicycle.
COST ASSUMPTIONS
The table below contains the breakdown for the cost assumptions of a street furniture project at
one location. The elements included in the table below were used in this cost estimation, but the
elements included may be different for different projects, depending on local conditions. This
improvement can be either a corridor improvement or a spot improvement. The costs are based on
the assumptions summarized in the table below.
Item Number of Units Unit Cost Total Cost by Item
Bench 2 $1,900 $3,800
Trash Receptacle 1 $1,700 $1,700
Total Cost $4,600
Type Cost Unit Assumptions
Location $5,500 Per
location 2 benches, 1 trash receptacle
Corridor $99,000 Per mile Assumes 1 location every 600 feet on both sides of the street, 18
locations per mile
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TRAFFIC CALMING TO SLOW SPEEDS
DESCRIPTION OF THE PROJECT TYPE
Traffic calming project alter the vehicle right-of-way to slow vehicle speed, which makes travelling
more comfortable and safer for people using all modes of transportation, especially people walking
and bicycling. Traffic calming projects may include narrowing roads, diverting traffic away from
neighborhood streets, and other actions to slow vehicle speeds.
RANGE OF DEFINITIONS
Traffic calming projects include a collection of improvements at intersections or along corridors
that are designed to slow vehicles. Below is a list of elements that are included in the traffic calming
suite of improvements; any one project may include several of these elements or other elements
not listed here. Some of these elements are included as project types of their own for the purpose
of this plan, such as landscaping, wayfinding signage, and curb extensions.
Traffic diverter
Narrowing lanes
Curb extensions
Bulbouts
Medians
Pedestrian refuges
Bollards, optionally connected by chains
Traffic reconfiguration at intersections
Traffic circles
Restriping lanes, shoulders, and on-street parking
Speed humps, bumps, and tables
Chicanes
Signage
Landscaping
The local jurisdiction may already have adopted a bicycle, pedestrian, or traffic calming master plan.
Coordination with local jurisdictions is crucial to identifying areas of overlap , locally-preferred
installation locations, and components of a traffic calming project.
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FIRST/LAST MILE BENEFIT
This project type is appropriate for locations where people are walking and bicycling on a wide
street that experiences fast speeds, or for neighborhood locations where slower traffic speeds and
lower volumes are desired by residents. This project type is especially useful near crosswalks,
particularly mid-block crosswalks, and in neighborhoods where children may be playing and people
expect slower speeds. Encouraging a slower vehicle environment can improve safety by reducing
the severity of collisions. Furthermore, the fear of such collisions may discourage people from
walking or bicycling along these corridors and result in a longer or more inconvenient pathway to
the station.
COST ASSUMPTIONS
Because of the wide variety of treatments captured in this project type, the cost estimate is based
on the type of traffic calming element that falls at the median of the cost range. Bollards are the
least expensive traffic calming element, and traffic circles are the most expensive traffic calming
element, of those listed above. To provide a reasonable estimate, the cost of diverters was used as
the underlying assumption for this project type, which has the median cost of the above elements.
The elements included in a traffic calming project may vary by location depending on needs and
space in the right-of-way and cost will vary accordingly. This improvement can be either a corridor
or spot improvement.
Type Cost Unit Assumptions
Location $23,600 Per location Assumes 2 diverters per location
Corridor $212,400 Per mile Assumes 1 location every 600 feet, 9 locations per mile
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SIGNS WITH DIRECTIONS TO DESTINATIONS (WAYFINDING)
DESCRIPTION OF THE PROJECT TYPE
Signs with directions to destinations, or wayfinding, includes installing a series coordinated signs
that direct people to points of interest, and sometimes include the distance to those points and the
time it takes to get there using different modes of transportation. For the purpose of this plan,
wayfinding signs will direct people to Blue Line stations and, from the Blue Line stations, to
surrounding points of interest.
RANGE OF DEFINITIONS
Wayfinding signs may be freestanding or installed on utility poles and streetlights, depending on
the location.
These projects may include a system of 2-20 signs depending on the number of locations where
pathways need clarification. Some stations are located in areas with a clear street grid, where
clarifying pathways to and from the station is needed at fewer locations, while other stations are in
areas that require more clarification. Additional wayfinding plans are necessary for each station area
to determine in more detail the location and scale of wayfinding needed.
FIRST/LAST MILE BENEFIT
This project type is appropriate for locations within a half mile from Blue Line stations, particularly
where the street grid is confusing, there are dead-end streets, parks or major developments provide
cut-through opportunities that are not intuitive, or at major/complex intersections. It is also
appropriate at Blue Line stations, to point people to important points of interest surrounding the
station, including schools, parks, retail centers, community points of interest, or civic buildings.
Wayfinding improves the legibility of the pedestrian and bicycle environment, and creates a sense
of place. Wayfinding also increases awareness of Blue Line stations and destinations near the station
for people travelling in the area, and may encourage additional transit ridership by making the
transit system more legible. Furthermore, distances, in length or time, to destinations may help
people decide which mode of transportation is appropriate for their trip.
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COST ASSUMPTIONS
This is cost estimate includes installing two wayfinding signs at each location, at a cost of $900 per
sign. This improvement can be either a corridor or spot improvement.
Type Cost Unit Assumptions
Location $1,800 Per
location Assumes two wayfinding signs.
Corridor $32,400 Per mile Assumes 1 location every 600 feet on both sides of the street, 18
locations per mile
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OVERPASS & UNDERPASS IMPROVEMENTS
DESCRIPTION OF THE PROJECT TYPE
Overpass and underpass improvements include making freeway and railroad over/underpasses
near stations safer, cleaner, better lit, and visually welcoming to make travel to stations more
convenient and comfortable. These improvements include street furniture, art, and lighting, among
others.
RANGE OF DEFINITIONS
Overpass and underpass improvement projects include a collection of improvements to be
implemented at a freeway or railroad underpass, designed to improve the experience of people
walking and biking. Below is a list of improvement types that may be included in over/underpass
improvement projects; any one project may include several of these improvements or other
improvements not listed here. Some of these elements are included as project types of their own
for the purpose of this plan, but are used again to cost this project type for this specific treatment
location.
Bench
Trash receptacle
Lighting
Public art
Wayfinding signs
Landscaping and planters, shade
Activation of underutilized space
FIRST/LAST MILE BENEFIT
Many freeway or railroad over/underpasses can be dark and uninviting, particularly to people
walking and bicycling who are more exposed to their environment. When people walking or
bicycling travel through underpasses that lack lighting, particularly at night, they may feel unsafe
because they cannot see other people in the space and people driving cannot see them. Dark and
unpleasant underpasses can deter people from travelling through them and act as barriers for
people travelling to and from stations. Such barriers may cause people to take longer routes, use a
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different mode, or avoid their trip. Over/underpass improvements are appropriate for locations that
currently lack improvements and that are on pathways to and from stations. This project type
extends the pathway network farther from the station by eliminating uncomfortable barriers.
COST ASSUMPTIONS
This improvement is always applied as a spot improvement. The table below contains the
breakdown for the cost of one over/underpass improvement. The elements included in the table
below were used in this cost estimation, but the elements included may vary by project.
The calculation of eight pedestrian scale lighting fixtures is based on the assumptions that an
underpass is 400-feet long and requires lighting every 100 feet on both sides of the street. The
estimation also assumes two public art installations, one on each side of the street, and 400 linear
feet of landscaping on each side of the street.
Item Number of Units Unit Cost Total Cost by Item
Pedestrian Scale Lighting Fixtures 8 $7,000 $56,000
Public Art 2 $5,000 $10,000
Landscaping 800 linear feet $56 $44,800
Total Cost $110,800
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PARK AND RIDE LOT
DESCRIPTION OF THE PROJECT TYPE
A park and ride is a parking lot for drivers to park their cars at a transit station. These facilities
encourage drivers, typically commuters, to use transit by providing easy access to stations for
people driving.
RANGE OF DEFINITIONS
This project type includes installing a surface parking lot adjacent to a Blue Line station. The size
and type of facility will vary by location depending on demand and space available. In most cases,
this type of project will include acquiring land for the parking facility. This is a large-scale project
and implementation requires additional vetting, coordination with local jurisdictions, and a
feasibility study.
FIRST/LAST MILE BENEFIT
People who must travel longer distances from their residence to the Blue Line may access the
stations by driving, and would benefit from a park and ride lot where they could leave their car
conveniently and quickly. Without these facilities, people who rely on vehicles for transportation
will be discouraged from traveling because of difficulty finding parking for the length of time they
require. The park and ride lots may be free or paid, depending on loca l policy, Metro policy, and
local parking supply and demand.
COST ASSUMPTIONS
This improvement is always applied as a spot improvement. The table below shows the breakdown
for the cost assumptions for one park and ride lot. The size described in the table below was used
in this cost estimation, but the size and scale may vary by project. The calculation of 0.65 acres is
based a rate of 550 square feet per parking stall, which includes circulation and aisles.
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Item Number of Units Unit Cost Total Cost by Item
Parking Spaces 50 $21,000 $1,050,000
Land Acquisition 0.65 acres $2,000,000 $1,300,000
Total Cost $2,350,000
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DROP-OFF OR PICK-UP LOCATION
DESCRIPTION OF THE PROJECT TYPE
Pick-up/drop-off locations are areas designated for drop-off and pick-up by vehicle at stations.
These areas improve accessibility, safety, and convenience at the station and separate cars from
areas where people are walking and bicycling.
RANGE OF DEFINITIONS
This project type includes designating a curb for drop-off and pick-up by vehicle. In some locations,
this project may include the rearranging the curb, lanes striping and parking to create space for
pick-up and drop-off. The size of the facility will vary by location depending on demand and space
available.
FIRST/LAST MILE BENEFIT
People who must travel longer distances from their residence to the Blue Line may access the
stations using a rideshare service, a taxi, or a ride from a friend or family member. Pick-up/drop-off
locations make these trips more convenient for the driver and for the person getting picked-up or
dropped-off. Designating these areas separates vehicles and transit riders from adjacent moving
traffic and other people walking and bicycling. This separation creates a safer environment for all
users. Without these facilities, people who rely on rides for access to the station may instead
participate in unsafe behavior, such as crossing mid-block without a crosswalk, or may be
discouraged from riding transit because of lack of convenience when getting picked-up or
dropped-off.
COST ASSUMPTIONS
This improvement is always applied as a spot improvement. The table below contains the
breakdown for the cost of a pick-up/drop-off location. The size of the pick-up/drop-off zone
included in the table below assumes enough space for one vehicle plus space to pull in and pull
out. The actual size and scale may vary by project based on local context and demand. This cost
estimation does not include the cost of rebuilding curbs or creating new curb cuts or driveways,
which may be necessary in some cases.
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Item Number of Units Unit Cost Total Cost by Item
Paint colored curb and with stenciling 20 feet $6 $115.00
High-visibility signs 4 $1,100 $4,400
Total Cost $4,515