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1 Complete Streets: Guide to Answering the Costs Question Companion Presentation, Part 2.

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1 1 Complete Streets: Guide to Answering the Costs Question Companion Presentation, Part 2

2 2 Complete Streets can be achieved within existing budgets.

3 3 Use with: concerned or receptive transportation professionals, engaged officials Complete Streets can be achieved within existing budgets.

4 Simple, Low-Cost, High-Impact 4 Greater Greater Washington

5 Simple, Low-Cost, High-Impact 5 Greater Greater Washington

6 Low-Cost, High-Impact: New York City 6 In almost all improved areas, fatalities and pedestrian crashes decreased in by %. New York City traffic fatalities fell to an all- time record low.

7 Low-Cost, High-Impact: New York City 7 Built many low-cost facilities: 35 pedestrian refuge islands 55 new left turn lanes 12 curb extensions 8 median tip extensions 4 pedestrian fences 600 re-timed intersections Flickr.com user bicyclesonly

8 Low-Cost, High-Impact: New York City 8 New York City DOT In 2011, the city DOT spent $2 million dollars to fill additional potholes. That’s more than it spent out of its own budget over THREE years for its bicycle program.

9 Low-Cost, High-Impact: San Diego 9 $20,000 provides access to a low income neighborhood’s only park. $4,500 enhances safety and calms traffic at an intersection. Andy Hamilton

10 Low-Cost, High-Impact: San Diego 10

11 Lost-Cost, High-Impact: Redding, California 11 Recent reconstruction project: 6 curb extensions + 2 median islands = $40,000 Friendlier and safer street, only 13% of total budget Sergio Ruiz

12 12 "When we talk about ‘Complete Streets,’ we aren’t necessarily talking about expensive widening projects or major redesigns of our roadways. These concepts can often be applied to existing streets by simply re-thinking how we approach traffic flow and how we accommodate all modes of transportation.” – Phil Broyles, Director of Public Works, Springfield, Missouri City of Milwaukee

13 Think Ahead, Think Smart 13 Complete streets can save money. Narrower travel lanes require less land, less pavement Provide more options = reduce need for widening some intersections Do it right the first time, not when forced to later—at a higher price

14 Colorado Springs, Colorado 14 Maintenance and operations activities: Repave 3% of road network each year Convert 4 auto lanes to 2 bike lanes + 3 auto lanes City of Colorado Springs

15 Saving Money: Lee County, Florida 15 Re-examined 5 road- widening projects Found widenings unnecessary $58.5 million savings Andy Callahan

16 Saving Money: Richfield, Minnesota 16 Needed to replace road after necessary sewer work Priced at $6 million to replace road as is Mn/DOT re-evaluated transportation needs and found no need for wide roadway Reallocated road space for all users, saved $2 million

17 Saving Money: Charlotte, North Carolina 17 Changing roadway striping during restriping ≈ just 15% of total project. Safely narrowing width of travel lanes saves about 2% of project costs. Charlotte DOT

18 Saving Money: Washington State miles of the state highway system are ‘main streets.’ Over ten years, 47% of projects on these streets had scope, schedule, or budget changes resulting in delay. Washington DOT

19 Saving Money: Washington State 19 Pilot project consulted community ahead of time. Complete Streets planning could have saved an average of $9 million per Main Street project – about 30% – in reduced scope, schedule, and budget changes over the last 10 years. Washington DOT

20 Saving Money: Brown County, Wisconsin 20 Re-evaluated needs on four-lane road Instead created three-lane street with two bike lanes Replaced traffic signals with roundabouts Savings: $347,515, 16.5% below the original project estimate.

21 21 “Implementation of Complete Streets goals can actually keep costs at acceptable levels and save money, while adding more public benefits and return on investment.” – Scott Bradley, Director of Context Sensitive Solutions, Minnesota Department of Transportation Flickr.com user Mamichan

22 22 "The [Complete Streets] processes that we are going through now in project development should lead to fewer changes in construction by addressing the issues upfront. If you are properly going through the project development process, you should have lower costs, fewer change orders, and fewer delays because people are not coming out during the construction phase to demand changes.” – Thomas DiPaolo, assistant chief engineer for MassDOT

23 23 “This [Complete Streets policy] puts the framework in place that allows the city to start with a project in the design phase and include these multi-modal recommendations. It will be at a much lower cost than tearing up something that’s already in place.” – Michael Leaf, Transportation Commission, Highland Park, Illinois Flickr.com user Zol87

24 Incremental Changes, Big Impact 24 Road diets Combining projects to lower costs Incremental approach: make it better each time you touch it Simply thinking about small improvements

25 Variable Total Costs: North Carolina

26 Variable Total Costs: North Carolina Bike Lanes Sidewalks 12 -> 11’ Lanes Source: NCDOT

27 Variable Costs: Charlotte, North Carolina Costs vary: Terrain Adjoining land use Scope Sidewalks, bike lanes, etc. are small %age of total cost 27

28 28 “[Protected bike lanes] are dirt cheap to build compared to road projects.” – Gabe Klein, Commissioner, Chicago DOT Steven Vance

29 29 “The advantage of inserting a dialogue about all users at the earliest stages of project development is that it provides the designers and engineers the best opportunity to create solutions at the best price.” - James Simpson, Commissioner, NJDOT

30 Smart Growth America is the only national organization dedicated to researching, advocating for and leading coalitions to bring smart growth practices to more communities nationwide L St. NW Suite 1050, Washington, DC |


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