Appendix B: Project List & Cost Estimation Methodology...

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)

Katie Lemmon and Jacob Lieb

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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


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.


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.


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.


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.


Corridor $2,480,000 Per mile Class I Mixed Use Path


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BICYCLE PARKING & REPAIR STATIONS


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.


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.


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.


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


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.


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.


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.


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


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.


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.


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.


Location $4,515 Per location



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BUS STOP IMPROVEMENTS


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.


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 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.


Bench 2 $1,900 $3,800

Trash Receptacle 1 $1,700 $1,700

Transit Shelter 1 $12,000 $12,000

Total Cost $16,600







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NEW OR IMPROVED CROSSWALKS


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.


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.


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.


Thermoplastic Solid White 24" Zebra

Crosswalk Longitudinal Lines

50 feet long, 4 legs $52.50 $8,550


Countdown timers 8 $1,000 $8,000

Total Cost $22,900


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NEW CONNECTIONS & CROSSINGS


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 .


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.


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.


Thermoplastic Solid White 24" Zebra

Crosswalk Longitudinal Lines

60 feet long, 2 legs $52.50 $6,300


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


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.


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.


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





Corridor $3,045,600 Per mile Assumes 1 location every 600 feet, 9 locations per mile


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LANDSCAPING & SHADE


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.


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.


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


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


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.


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.


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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Location $14,000 Per

location Assumes 1 light fixture on both sides of the street


locations per mile


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NEW OR IMPROVED SIDEWALKS


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.


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.


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.


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


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.


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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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.


Bench 2 $1,900 $3,800

Trash Receptacle 1 $1,700 $1,700

Total Cost $4,600


Location $5,500 Per

location 2 benches, 1 trash receptacle


locations per mile


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TRAFFIC CALMING TO SLOW SPEEDS


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.


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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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.


Location $23,600 Per location Assumes 2 diverters per location



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SIGNS WITH DIRECTIONS TO DESTINATIONS (WAYFINDING)


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.


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.


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.


Location $1,800 Per

location Assumes two wayfinding signs.


locations per mile


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OVERPASS & UNDERPASS IMPROVEMENTS


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.


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


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.


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


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.


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.


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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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


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.


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.


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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Paint colored curb and with stenciling 20 feet $6 $115.00


Total Cost $4,515

Appendix B: Project List & Cost Estimation Methodology...

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