The California High-Speed Rail Authority promises to “achieve net zero greenhouse gas (GHG) emissions in construction” and is committed to operate the system on “100% renewable energy” by contracting for “400 to 600 megawatts of renewable power”. These promises may please environmentalists, but they cannot be kept.
The Los Angeles political establishment and media is virtually unanimous in its praise for the now quarter century old rail system. Yet, despite more than $15 billion being spent on rail transit the already meager levels of transit commuting in the city have fallen further, while solo driving has risen to an all time high. Unless platitudes are more important than results, rail’s success is a false narrative. People are driving more and using transit less according to the American Community Survey for 2015.
In a just released poll by the Bay Area Council a majority of respondents indicated an expectation that traffic congestion in the Bay Area (the San Jose-San Francisco combined statistical area) is likely to get worse.
It is already bad enough. The Bay Area includes two major urban areas (over 1,000,000 population), with San Francisco ranked second worst in traffic congestion in the United States, closely following Los Angeles.
With little fanfare, the American Public Transportation Association (APTA) released its fourth quarter 2016 ridership report last week. When ridership goes up, the lobby group usually issues a big press release ballyhooing the importance of transit (and transit subsidies). But 2016 ridership fell, so there was no press release.
The report showed that light-rail ridership grew by 3.4 percent, probably because of the opening of new light-rail lines such as Seattle, where the opening of the University line increased ridership by 60 percent. In the past, light-rail ridership has grown with the addition of new lines, but the number of passengers per mile of light rail has fallen, indicating diminishing returns to new rail construction.
Commuter-rail ridership grew by 1.6 percent, mostly due to growth in New York City. Trolley bus ridership grew by 1.8 percent, almost all of which was in San Francisco. Demand-response (paratransit) grew by 0.7 percent.
The two most important modes, however, both declined: heavy rail fell by 1.6% and buses by 4.1 percent. Since these two modes together carry 86 percent of transit riders, their decline swamped the growth in other modes. “Other,” which includes ferries, monorails, and people movers, also fell by 0.2 percent.
. . . Los Angeles light-rail ridership grew by 8.7 percent, but for every light-rail rider gained, Los Angeles lost nearly six bus riders.