Sacramento, a LRT success?
November 15, 2011
Between 2 rants, a wellknown blog from time to time, post pictures of empty trains wandering in some soulless NA districts. those pictures are supposed to advocate by themselves for LRT everywhere in BC.
Usually people cite Portland as an example of urban renewval induced by LRT: one of the main reason is that there is no other example to cit.
The vancouver LRT advocating blog suggests that we should follow the example of Scacramento K street for not less than our Granville mall.
After been closed to motor traffic in 1960, the once vibrant Sacramento K street mall, has started to spiralling into business slump, pretty much like Granville did…In 1987, the introduction of the LRT was eventually the tool supposed to revert the K street bad fortunes.
Alas, the LRT didn’t bring urban renewval in Sacramento. Some other efforts has been put in without success and it appeared lately to the local that the LRT was more part of the problem than from the solution…and, this very week-end, resident of the city was celebrating the reopenning the K street to motor traffic, as the latest attempt to bring urban renewval!
In the meantimes, on Granville Mall, it could be no LRT, but we don’t need car either to bring life…
while people of the Valley complain about bad service, bad service because poor frequency, like 30mn headway…others explain that rapid transit should be available 24h/day.
The Sacramento Gold line extension, connecting the Folsom suburb to vancouver, offer a 30mn frequency…peak day…no service after 7pm on week-end…and the 30km journey will take you 1hour. Enjoy!
In the meantime, on the skytrain lines…
Notice that Park and ride are plentifull along the Sacramento LRT lines:
whereas Vancouver people come by bus to meet the Skytrain, in Sacramento people drive to the LRT…Some in Vancouver believe it is a superior alternative but it is certainly a less efficient use of land and it contribute to maintain a reliance on the car are primary transportation mode, and per way of consequence is certainly not the most efficient way to prevent urban sprawl.
A frequent claim done is that a train is no more costly to operate than a bus, here again, Sacramento provides a resounding rebuttal to this claim :
|cost per revenue vehicle hour|
In short, he same operating cost expenditure can buy a 8.5mn bus frequency where LRT doesn’t offer better than 15mn.
it is more than probable than the Sacramento LRT 15mn frequency can’t be justified by ridership level, but is maintained as a floor frequency to keep some relevance to the service. In despite of this minimum, the Sacramento LRT farebox recovery hoover in the low 30%.
generalized LRT Cost
Sacramento LRT has been built on the cheap, and is still built on the cheap…the latest extension under construction will come-up at 40$ million/km…Explanation:
this 40$ million/km give probably a good proxy to evaluate the cost to build an LRT in a BC hydro right of way…for other case, we will refer to a previous post
But do we really get the bang for the buck ?
The Gold line extension
What some lenient LRT fans conveninetly forget is that we need to confront number toward benefit:
A 12km extension of the Gold line toward Folsom has been built at a cost of $20 million/km and opened in stage between 2004 and 2006 and was expected to attract 6,000 more rider at opening. That ends to be an investment of $100,000 per additional customer…
Alas again, after $300 million spent, and in despite of some press report qualifying the ridership as at “healthy level“, it looks like the new rider hasn’t show up as expected, since the ridership in 2011 is virtually the same as it was in 2004 before the openning of these extensions 
That is not overly surprising, since the extension also shows the limit of the LRT concept: the LRT needs one hour to travel the 30km between Folsom and Sacramento, otherwise well linked by an Interstate hwy.
The south line extension
How it compare to the Evergreen line? (all number from  for Sacramento).
|Sacramento South line||vancouver Evergreen line|
|Capital cost (in $M)||$270||$1400 (2)|
|Yearly Operating cost (in $M)||$8.84||$10.2 (1)|
|Yearly Ridership forecast(new trip)*||3.5(0.8)||17(8) (2)|
|operating cost per trip (per new trip)||$2.5 ($11)||$.6 ($1.27)|
|capital cost per trip (new trip)**||$4.93 ($21.6)||$5.86($11.1)|
|total cost per trip (new trip)||$7.43 (33.6)||$6.46 ($12.37)|
* ridership come from transfer of other transit mode + new customer, trip generated by new customer only are in (), and cost per trip in () generated on the basis of new customer’s trip only.
** Capital cost assuming an amortization period of 30 years at 5%.
On one hand the Sacramento rider, will have a train at frequency no better than 15mn, 30mn after 6:30pm, last train at/around 10pm. On the other hand the Vancouver rider will take for granted a service level which stay the exception in the LRT world, but can come at a marginal operating cost increment in the realm of the automated trains.
When a “cheap” LRT can quickly reveal to be a more expensive proposition than an “pricey” skytrain
Numbers strongly suggest that in despite of looking “cheap” the Sacramento extension will be significantly more expensive than the Evergreen line on a rider basis. When considered new rider only – the eventual reason to go with LRT being it attracts more new customer otherwise reluctant to take bus- the Sacramento extension is a proposition nearly as three time more expensive that the Evergreen line.
Sacramento could have its own reasons to extend its LRT network, but considering that by tyical metric standard, the Sacramento LRT hardly qualify as a success, it is also highly probable that the Vancouver area doesn’t need to follow the path of Sacramento, and can continue to pursue avenue providing more leverage for its scarce transit bucks. This assessment is not based on the love (or hate) of a technology, but on the use of the appropirate technology
…and when a technology is appropriate, there is no need for disingenous and misleading claims as too often read on some rail fan blogs, to make its case for.
 Operating cost as reported in evergreen line executive summary
 number from South Sacramento corridor phase 2
 2011 and 204 2nd quarter ridership number from APTA