No Curbs For ODOT’S Budget Woes as Curb Ramp Costs Ramp Up
The budget of the Oregon Department of Transportation (ODOT) is looking up. Up in the price of asphalt. Up in the price of construction labor. Engineering, design, steel and aluminum. All up, up and away. The department is bleeding with historical debt, inflation spikes, delay expenses and changing regulatory frameworks.
The budget paramedics of the Legislature’s Joint Committee on Transportation have been busy applying tourniquets and preparing sutures to stabilize the bleeding but are struggling to agree on the form of fiscal therapy to prescribe for long-term health.
A project tax dollar today buys maybe 50 cents of project costs by the time it navigates the bureaucracy of process and arrives at the construction phase. Errors in design and engineering escalate expenses even more. The Abernethy Bridge over I-205 at Oregon City was penciled in at $248 million. It has now ballooned to over $800 million.
The Interstate Bridge Project has doubled in projected costs over the years and the I-5 Rose Quarter Project, once estimated at $450 million is now projected at nearly $1.9 billion.
A lot of attention has been focused on the eye-popping costs of those two projects, but another huge project cost is sitting on the ODOT budget sheet hiding in plain sight. In fact, it is the third most expensive project under construction by the agency, now topping an estimated $1.65 billion in total cost. Few have heard of it. Fewer have ever even mentioned it. But it is a necessary, unavoidable, yet costly consumer of scarce department resources.
That $1.65 billion is the current cost project completion estimate for installing curb cuts and wheelchair accessible ramps at the intersections of all state highways throughout the state. Cities have their own budget costs for these ramps, but since ODOT owns many highways that run through cities, the number of curb cuts and ramps pegged as the state’s responsibility exceeds 27,000.
The curb cuts and ramps were part of a legal settlement finalized by the state stemming from a lawsuit brought by disability rights advocates in 2016. The original cost for delivery was estimated at $400 million over the 12-year life of the project but has quadrupled to that $1.65 billion as of today. That is the equivalent of 16 years of state highway paving based on current allocations.
Transportation Commissioner Lee Beyer noted “the cost of steel, concrete and pads have just gone up.”
Legislative transportation veterans, Sen. Bruce Starr (R-Dundee) and Rep. Shelly Boshart Davis (R-Albany), are aware of the budget impact and recently shared their thoughts on a podcast hosted by Sen. Daniel Bonham (R-The Dalles). Boshart Davis noted that federal rules are so strict that there are “curbs to nowhere” being installed as a result. She noted an agricultural area east of I-5 where a traffic light was installed on a dangerous intersection.
That installation triggered the ramp requirement even though, she noted, “There won’t be a sidewalk that links that area to the nearest gas station in 120 years.”
Starr said that after the legal settlement the federal standards changed again, upping the cost. He noted that if the inspector finds an installation is off by 1/8th of an inch “it has to be torn out and redone.” All of which helps blow up that budget balloon.
To be clear, accessibility needs are critical, and the public policy is sound. But the lack of flexibility for practicality in rural outposts just adds to ODOT’s financial woes.
A billion here and a billion there add up quickly. Legislative leaders are searching for an offramp of their own to meet an ever-expanding transportation need but unanimity has thus far proven elusive. The clock is ticking while the debt keeps rising. For advocates of new projects, it’s time to install their own curb-the one on enthusiasm.