Things to Think About

Cost of Streets

Although streets move our automobiles, there has been a growing national trend toward complete streets, which are streets designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and bus riders of ALL ages and abilities are able to safely move along and across a complete street.

The costs for our streets include right-of-way, construction and engineering costs. Right-of way cost varies by location. Construction costs include demolition, site preparation, grading, pavement, curb gutter and sidewalk, drainage and landscaping. Construction costs might also include bridges or utility relocations. Engineering includes project engineering and project management. The construction cost for our streets is significant. Upgrading a local road without any curb, gutter or sidewalk to a two lane complete street will cost $1.25 million per mile or more. Widening a two lane to four lane complete street approaches $5 million per mile and widening from a four to six lane improvement can easily be over $6 million per mile.

Once our streets are constructed, they have to be maintained. A general guideline is that the average maintenance cost for a four lane arterial street, is around $25,000 per year.

Cost of Transit

The cost of transit includes the capital, operating and maintenance costs minus the fare box revenues. Whereas the Federal Transit Agency has funds to help subsidize the capital and equipment purchases for local transit agencies, the operating and maintenance costs are the responsibility of the local jurisdiction through some form of taxes and fare box revenues.

The major component of the operating cost is the transit driver, which includes salary and benefits. The cost of transit service will vary by length of route, the number of buses per hour, the hours of service per day and whether weekend service is provided. A general rule of thumb for providing bus transit service every fifteen minutes during the peak period and every half hour during the off-peak and operating twelve hours per day for a twenty five year period is approximately $1 million per mile. The reason for the 25 year number is that it is both the time frame of the long range transportation plan and is used as a typical life cycle for a new roadway.

The cost to operate a shuttle van is about the same as typical bus transit as the primary cost is the operator, which is the same for both. Although the van might cost less, they need to be replaced more frequently than a conventional bus.

Bus Rapid Transit jumps to about $5 million per mile because of the cost to build an exclusive right-of-way to separate the bus from the roadway. Light rail quickly jumps to $15 million a mile or higher because of the right-of-way, construction and capital costs.

Cost of Driving

From time to time you have probably wondered what it really costs you to drive your car. Most people immediately think of the obvious costs: purchasing and maintaining a car, gas, oil, insurance, registration, parking, and maybe toll fees.

Infrastructure Costs

What does it cost to provide public infrastructure and services to areas of dispersed development? The more spread out an area is, the more it costs. Roads and pipes have to be longer. Police and fire departments have further to travel. Schools have to bus more children.

Health Implications

Medical research has shown that walking and similar moderate physical activity is important to maintaining healthy weight and bestows many other health benefits. A study conducted by Barbara McCann and Reid Ewing (2003) compared the level of sprawl to the health characteristics of more than 20,000 individuals in 448 counties using a large national health survey maintained by the Centers for Disease Control and Prevention (CDC).

Housing and Transportation Costs

Moving to an area with lower housing costs often doesn’t pay off, especially for low-income Americans, according to a study prepared by the Center for Housing Policy (2006).

Obstacles to Infill Development

Local neighborhoods often actively oppose infill and mixed-use projects based on concerns about the impacts of the new development, particularly related to traffic and parking, effects of additional population, and design of the project.

Transit Cans and Cant's

Transit Cans

reduce or delay the need for roadway capacity improvements
reduce transportation related emissions of air quality pollutants
provide travel options
cut transportation costs for consumers
significantly enhance peak (rush) hour mobility
be expanded as ridership and needs change
stimulate local economies and increase land values around transit stations
reduce travel stress

Density Affects Transit Mobility

Although many cities desire a balanced transportation system that provides for automobile, transit, bicycle and pedestrian mobility, they often do not provide the land use mix and densities to promote a balanced transportation system, particularly for transit.