Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2
parking prices). Therefore, it is likely that similar mode shifts might be seen in the U.S.
only in the higher density portions of U.S. cities, and under conditions of high fuel prices.
The Moving Cooler study estimated the potential benefits of comprehensive programs of
bicycle and pedestrian improvements implemented between 2010 and 2025 in all U.S.
metropolitan areas. Pedestrian improvements focused in areas of higher population
density, as well as around schools, business districts, and transit stations, were estimated
to reduce GHG emissions by 2.2 to 6.6 mmt CO2e in 2030, depending upon the extent of
the improvements. Bicycle improvements, including comprehensive networks and
supporting factors such as parking and cyclist training, were estimated to reduce
emissions by about the same amount—2.0 to 6.1 mmt CO2e in 2030—depending upon the
density of the bicycle network and extent of on-street versus off-street or protected routes
(Cambridge Systematics, 2009). Because of the limited evidence on pedestrian and
bicyclist response to such improvements, however, there is considerably uncertainty in
these estimates.
The GHG benefits of nonmotorized investment should increase over time, as facilities are
deployed. Substantial progress on pedestrian improvements and limited bicycle
improvements (such as on-street facilities) can be made over a 10- to 15-year timeframe, if
resources are deployed aggressively. More significant transformations (such as the
establishment of an extensive network of bicycle facilities separated from traffic) will likely
require at least 20 to 25 years.
Cost-Effectiveness
For new development areas, pedestrian and bicycle enhancements can be implemented at
relatively low-cost (and bicycle parking costs may be offset through reduced automobile
parking). Retrofitting existing developments and roadways may in some cases incur
higher costs because of right-of-way or other constraints. A review of the literature for
Moving Cooler identified cost estimates for a variety of improvements. Bike lanes were
found to cost as little as $5,000 per mile for signing and striping only, or up to $50,000 per
mile for designing a roadway with additional width to accommodate a lane. Conversion
of minor streets to “bicycle boulevards” was estimated to cost $250,000 to $500,000 per
mile. Construction of an off-street shared-use path ranges from $500,000 to as high as $2
million per mile. These costs can be compared with typical local road construction costs of
about $2 million per mile (Burchell et al., 2002). 29
Similarly, pedestrian improvements can
be as little as $1,000 for a painted and signed crosswalk to in the range of $10,000 to $20,000
for a traffic calming device; while sidewalk construction may range from $200,000 to
$800,000 per mile. The total costs of bicycle and pedestrian facilities are relatively small
compared to the costs of roadway investment for motor vehicles. A review of
comprehensive bicycle plans in five large U.S. and Canadian cities found total costs of
implementing the plans to range from $70 to $240 million over a 10- to 20-year period, or
29 Assumes a two-lane road in a developed area with moderate population densities.
5-51