Dallas Area Rapid Transit

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Dallas Area Rapid Transit
Arapaho Center Light Rail Station(Top)
A DART NovaBus RTS(Bottom)
Founded1983
Headquarters1401 Pacific Avenue
LocaleDallas, Texas
Service areaDallas and 12 nearby suburbs[1]
Service typeBus, light rail, commuter rail
Routes113 bus
18 FLEX / shuttle
4 light rail
1 commuter rail
Stops12,322
Hubs15 (transfer centers)
Stations55 (light rail)
10 (commuter rail)
Fleet612 (bus)
163 (light rail)
Daily ridership228,300[1]
Fuel typeDC Electric, Liquefied Natural Gas, Diesel
Websitehttp://www.dart.org

The Dallas Area Rapid Transit authority (or DART) is a transit agency based in Dallas, Texas. It operates buses, light rail, commuter rail, and high-occupancy vehicle lanes in Dallas and 12 of its suburbs. With the opening of the Green Line on December 6, 2010, DART became the largest light rail operator in the United States, with 72 miles (115.9 km) of track.

History

Precursor agencies

The Dallas Transit System (DTS) was the publicly owned mass transit service operated by the city of Dallas, from 1964 to 1988. DTS resulted from a consolidation of various privately owned transit companies and streetcar lines. Prior to DTS, the company was formerly known as the Dallas Railway and Terminal Company when Dallas had an extensive streetcar system that spanned from Oak Cliff to north Dallas. The name was changed shortly after the last streetcar ran in January 1956. DART formally took over operations of the DTS in 1988.

In 2000, DART employees restored a 1966 DTS bus to its original state.[2]

Creation of DART

DART was created on 13 August 1983 as a regional replacement for the DTS. Citizens of 15 area cities had voted to levy a 1% sales tax to join the system by the time it began transit services in 1984 (though formal acquisition of the Dallas Transit System wouldn't be complete until 1988).

In 1985, member cities Carrollton and Farmers Branch held elections to pull out of DART, though the measures failed. But shifting suburban politics and a loss of confidence in DART management after voters declined to support DART's measure to incur long term debt in 1988 led to 7 more pullout votes, two of which (Flower Mound and Coppell) were successful. Just one suburb joined DART — the tiny community of Buckingham, which was later annexed by DART member city Richardson.

DART Light Rail

Main article: DART Light Rail
An escalator descends from the street to an island platform station with a white and yellow train present along a landscaped track.
A northbound light rail train at the Mockingbird Station
File:DARTRailMap2012.JPG
DART Rail Map-Effective 7/30/2012

The DART light rail system comprises 77 miles (123.9 km) between its four lines — the Red Line, the Blue Line, the Orange Line and the Green Line. According to NCTCOG transit statistics, DART's light rail system had a daily ridership of 89,901 average trips per weekday in November 2011 which is an increase of more than 50% since August 2010. The system utilizes light rail trains manufactured by Kinki Sharyo, with all trains being converted to "Super" LRVs which feature level boarding (especially convenient for strollers and wheelchairs) and higher passenger capacity.[3]

Before the 1983 election, DART had a plan for 160 miles (257.5 km) of rail. After the election, the plan was pared down to 147 miles (236.6 km) miles when Duncanville, Grand Prairie and Mesquite, which would have had rail lines, didn't opt to join the agency. DART chose light rail transit as its primary mode of rail transportation in 1984. The plan was pared down again to 93 miles (149.7 km) miles before the 1988 bond vote. After the vote, the agency again pared down the regional rail system to 84 miles (135.2 km) miles; 66 miles (106.2 km) light rail miles and 18 miles of commuter rail. In 2011 DART boasts 3 lines and the construction of another is underway. preliminary construction survey for another 63 mile Cotton Belt Rail Line to Ft. Worth has begun.

The following lines are currently active:

  • Red Line (Opened in 1996, completed in its current state in 2002)
  • Blue Line (Opened in 1996, completed in its current state in 2002, additions scheduled for completion in 2012 and 2018)
  • Green Line (Opened in 2009, completed in its current state on Dec. 4, 2010)
  • Orange Line {Partially opened to passenger traffic on July 30, 2012, additions scheduled in Dec. 2012 and 2014}

Segments of the following line are still under construction:

  • Orange Line (Irving/DFW Line; Scheduled to be open from Irving to Belt Line in December, 2012. The DART board in September 2012 agreed to extend Orange Line to Terminal A in DFW Airport by 2014.[4])

On December 18, 2000, DART opened the first public subway station in the Southwestern United States. Cityplace station is served by the Red, Blue, and Orange Lines.[5]

McKinney Avenue Transit Authority

Main article: McKinney Avenue Transit Authority

DART also assists in the operation of the M-line Streetcar, with a joint operating subsidy given to the McKinney Avenue Transit Authority along with the Uptown Improvement District.

Commuter rail

The Trinity Railway Express (TRE) commuter rail line connects downtown Dallas with downtown Fort Worth. The TRE, created in 1996 by an interlocal agreement between DART and the Fort Worth Transit Authority, "The T", connected the cities' centers by rail for the first time since the 1930s, excluding Amtrak's Texas Eagle.

The TRE commuter line has a daily ridership of 10,900 [3] and is the fourteenth most-ridden commuter rail system in the country.

Buses

Main article: List of DART Bus Routes

In 2006, DART operates 120 fixed-regular bus routes and several circular and shuttle routes. There are 32 local routes, which serve downtown Dallas. Some locals link the suburbs with downtown Dallas. There are 11 express routes which ferry passengers between two areas with limited or no stops in between. These utilize HOV lanes on freeways when possible. There are 29 suburban routes, which link the suburban neighborhoods of DART to transit centers. DART has 18 crosstown routes which run through Dallas and its suburbs, but not downtown. The final fixed route category are the 30 rail-feeder routes that start and/or end at rail stations.

Most trips in the DART system are carried by the bus system. In the 1st quarter of 2010, DART had 125,500 bus trips per average weekday out of a total of 194,700 trips.[6]

DART numbers its bus routes according to the type of route:

  • Local routes, serving downtown: 1-183
  • Express routes, limited-stop service using larger vehicles with reclining seats: 200s
  • "Suburban" routes, local routes originating at a transit center: 300s
  • Crosstown routes, local routes connecting widely separated areas: 400s
  • Rail feeder routes, local routes originating at a rail station: 500s

In addition to the above regular fixed routes, DART will also contract with its neighbors or businesses and run circulators, like the Southern Methodist University or NorthPark Center circulators or shuttles for Texas Instruments or UT Southwestern Medical Center. The circulator routes are given number in the 700 range, while the shuttles are listed in the 800s.

DART runs its bus system similar to the hub and spoke model that some airlines use. DART has several bus-only facilities, which include transit centers, transfer centers, transfer locations, and Park & Rides.

Buses awaiting departure at North Irving Transit Center.

DART has 7 transit centers, which are:

There are 5 transfer locations/centers in the DART bus system, which are:

Finally, DART has three Park and Ride locations:

In addition, to make transfers easier, most rail stations act as hubs for DART buses.

On October 2012, DART introduced a new fleet of 14 to 17-passenger buses for its on-call & Flex services, and beginning on October 22nd, some select bus routes that are less-traveled.[7] Beginning in 2013, DART would replace most of bus fleet with NABI 40LFW buses running off CNG fuel. Voted unanimously, by state government to rapidly revise to a clean-air fleet over their existing diesel buses.

On-Call service

Prior to the bus and rail changes on October 6, 2003; DART has launched their premium on-call shuttle service to replace many low-productive DART bus routes. It was first opened in some North Dallas and Plano neighborhoods and in late 2005 has expanded to Glenn Heights in Northern Ellis County. DART On-Call currently operates on weekdays only, (except on holidays).[8]

The On-Call service currently serves north central Plano, eastern Rowlett, Farmers Branch, North Dallas, Lakewood, Richardson, Lake Highlands, and Glenn Heights.

Flex service

A new DART small buses introduced in October 2012 for On-Call, Flex, and less-traveled routes.

DART introduced a new service into its system called a "Flex" service in 2008. It is much similar to DART On-Call, except it combines the advantages of a fixed bus route along with curbside pick-up. It uses a local fare on stops at fixed routes and/or a premium fare on curbside pick-ups and drop-offs within the Flex zone if time permits. Customers in those areas who desire a pick-up at a specific location may do so by calling DART 1 h before their destination time or at stop.[9]

The Flex service currently serves the following areas:

  • East Plano (replaced routes 570, 760, and DART On-Call East Plano.)
  • Garland/Rowlett (replaced route 557.)
  • Pleasant Grove (replaced route 342.)
  • South Irving (Clockwise/Counter-clockwise. Replaced portions of routes 302 & 306)
  • South Plano (to replace busiest portions of Telecomm Corridor Flex Service during peak hours.)
  • Telecomm Corridor (Bi-directional, weekday rush hours only) (replaced portions of route 316)

= See proposed service changes for February 16, 2009.

Fares

DART Transit Pass
A bus operating in Downtown Dallas.
Service Type Fare
DART Local Single Ride $1.75
DART Local Day Pass $4
DART Local 7 Day Pass $20
DART Local Monthly Pass $65
DART Annual Local Pass $650
DART System Single Ride $3.50
DART System Day Pass $7
DART System 7 Day Pass $35
DART System Monthly Pass $100
DART System Annual Pass $1,000
Regional Single Ride $5
Regional Day Pass $10
Regional 7 Day Pass $50
Regional Monthly Pass $120
Regional Annual Pass $1,200
Reduced*/High School Single Ride** $0.85
Reduced*/High School Day Pass** $2
Reduced*/High School Monthly Pass** $32

* Reduced Fares are applicable on bus and rail for Seniors and non-Paratransit persons with disabilities; Children, elementary through junior high school; Designated bus circulators. All of which are charged at the local rate.

** Reduced High School Fare for students with valid photo ID from a school within the DART service area

Fares effective: 14 September 2009

Member cities

In addition to the cities that voted to join DART at its creation, the legislation that created DART specifies that any city adjoining Dallas may join the agency. In addition, any city that adjoins a DART member city becomes eligible to join. Member cities fund DART with a 1% sales tax. This levy prevents some cities from joining, due to Texas laws that cap the total sales tax that may be charged.

In 2003, the Texas Legislature enacted new legislation enabling countywide transit districts in areas adjacent to major metropolitan areas (such as the Denton County Transportation Authority), but DART's membership rules were not affected.

List of DART member cities

In addition to the city of Dallas, the following cities are also DART members:

Addison planned a vote to withdraw from DART but cancelled the measure in January 1990.
Carrollton voted to remain a DART member in January 1985 by a 69-31 percent margin, again voted in August 1989 to remain a member, and yet again voted to remain a member in August 1996 by a 77-23 percent margin.
Farmers Branch voted to remain a DART member in January 1985 by a 61-39 percent margin, and again voted in November 1989 to remain a member.
Garland voted to remain a DART member in November 1989 and again in January 1996 (the latter by a 2-1 margin).
Glenn Heights is the only suburb in the southern section of the Dallas area that is a DART member (although Cockrell Hill is also in the southern section, it is technically an enclave of Dallas).
Irving voted to remain a DART member in August 1989, and again voted to remain a member in August 1996 by a 57-43 percent margin.
Plano voted to remain a DART member in August 1989, and again voted to remain a member in August 1996 by a 77-23 percent margin.
Richardson annexed the former city of Buckingham in 1996; Buckingham was (and, as of 2008, remains) the only city to join DART subsequent to the 1983 charter election. Also, Buckingham planned a withdrawal vote but cancelled it in July 1989.
Rowlett voted to remain a DART member in August 1989, and again voted to remain a member in August 1996 by a 67-33 percent margin.

All the suburbs listed joined DART as charter members in 1983 (except for Buckingham, no other cities have joined DART subsequent to 1983, and two cities later withdrew as shown below). Glenn Heights is the only suburb which, had it not joined DART in 1983, would be ineligible for membership today, as it does not border either Dallas or another DART member city.

Original cities that declined DART

The cities of Duncanville, Grand Prairie, Lancaster, Mesquite, The Colony, and Wilmer had a proposal to join DART on the ballot in 1983, but voters declined to join. The Colony was the only suburb in the northern portion of Dallas which declined to join DART, and is still eligible to join, as it borders Carrollton, a DART member. (The Colony is also eligible to join DCTA, as it is located in Denton County.) Wilmer is no longer eligible to join DART, as it is not bordered by a DART member city.

Former DART member cities

The cities of Coppell and Flower Mound were original members of DART. However, after voters in the DART service area rejected a 1988 ballot measure plan which would have allowed DART to take on long-term debt, the cities placed measures on the 1989 ballot to withdraw from DART, and the voters approved the measures.

Coppell remains eligible to rejoin DART, as it borders three DART member cities (Dallas, Irving, and Carrollton).

Flower Mound is no longer eligible to rejoin DART as it does not border a DART member city. Flower Mound voters were asked to join DCTA in 2003 but rejected that measure as well.

Eligible cities that are not members of DART

These cities are eligible to join DART as they are adjacent to either Dallas or another DART member city, but have not chosen to levy the required 1% sales tax required for membership and regular service. However, DART can establish service to non-member cities under certain conditions. In addition to the Trinity Railway Express interlocal agreements, DART serves destinations like Eastfield College, which is within the city limits of non-DART member Mesquite.

Eligible City Bordering DART Member City/Cities Notes
Allen Plano
Balch Springs Dallas
Cedar Hill Dallas, Glenn Heights
Coppell Carrollton, Dallas, Irving 1983 charter member, withdrew in 1989
DeSoto Dallas, Glenn Heights
Duncanville Dallas declined membership in original 1983 ballot
Euless Irving
Frisco Plano
Grand Prairie Dallas, Irving declined membership in original 1983 ballot
Grapevine Irving a November 2006 ballot measure to approve a sales tax to fund commuter rail service operated by the Fort Worth Transportation Authority passed by a 3-1 margin[10]
Heath Dallas, Rowlett
Hutchins Dallas a May 1992 ballot measure to join DART was rejected by 50 votes
Lancaster Dallas, Glenn Heights declined membership in original 1983 ballot
Lewisville Carrollton in 2003, Lewisville voters approved membership in the Denton County Transportation Authority, which levies a 1/2 cent sales tax
McKinney Plano McKinney's border with Plano takes place at the corner of Texas State Highway 121 and Farm to Market Road 2478, at one of the few places in the DFW Metroplex where four cities meet
Mesquite Dallas, Garland declined membership in original 1983 ballot
Murphy Plano, Richardson a May 1992 ballot measure to join DART was rejected by a 2-1 margin
Oak Leaf Glenn Heights
Ovilla Glenn Heights
Parker Plano
Red Oak Glenn Heights
Rockwall Dallas, Rowlett
Sachse Garland, Richardson, Rowlett
Seagoville Dallas
Sunnyvale Dallas, Garland
The Colony Carrollton, Plano declined membership in original 1983 ballot

Executive directors

  • Maurice Carter 1982-1984
  • George Bonna (Interim) 1984-1985
  • Ted Tedasco 1985-1986
  • John Hoeft (Interim) 1986
  • Charles Anderson 1986-1992
  • Tony Venturato (Interim) 1992
  • Jack Evans 1992
  • Victor Burke (Interim) 1993
  • Roger Snoble 1993-2001
  • Gary Thomas 2001–present

Criticism

One common criticism is that the expense of the system is not worth the results. For example, the Dallas Business Journal has noted that despite "$1 billion in taxpayer spending aimed at reducing traffic congestion", the number of people using DART transit to get to work dropped from 40,000 per day in 1990 to 36,900 per day in 2000.[11] Supporters of DART defend such expenses by pointing to statistics showing not just increasing ridership of DART light rail but also measurable increases in rents and revenues from nearby commercial properties.[12]

Critics of DART argue that these increased rents and revenues are simply a natural result of the government taking money from a wide area and channeling it into concentrated locations, namely the train stations. They believe that the argument that DART has created wealth with its projects is an example of the "broken window" fallacy. Supporters point out that transit stations allow cities to take a different and more dense approach to development, an approach that is difficult without the stations. Rail proponents argue that denser developments allow for increased tax revenue to the cities. Critics point out that any increase in property tax revenue is a fraction of the cost to be in DART and that the city governments spend millions to subsidize these developments to get them built, so the increased tax revenue argument is moot.

Critics often point to the fact that DART (like nearly all transit agencies) does not cover its operating expenses with farebox and advertising revenues. DART relies on sales tax revenues to make up the difference; from 2002 to 2004, sales tax collections averaged $354 million per year. In 2004 sales tax revenues exceeded operating expenses by $63 million, allowing the agency to apply the excess towards construction of new capital facilities, including rail extensions.[13]

While critics argue that DART's planned expansions will likely only increase the size of its annual operating loss, DART proponents respond that the operating cost per passenger mile is at least significantly lower for light rail than for traditional bus service.[14] In 2010, DART stated their need to scrap much of its 2030 plan because of huge deficits and lower revenue, citing a $100 million dollar per mile cost to build light rail.[4]

However, supporters point out that during 2008 when energy prices skyrocketed, DART rail ridership increased considerably. Furthermore, DART light rail system is seen as a major asset for the Dallas metro area in attracting out of state businesses to relocate to Dallas and its suburbs. In February 2012, Christus Health (a Catholic health system) cited availability of DART as a key reason to consolidate its head quarters in Irving which brought more than 700 new jobs to the Dallas area.

Another criticism of DART is that some areas whose residents pay the DART sales tax do not receive much from DART in return. As the Dallas Morning News has reported, Carrollton, Farmers Branch, and Rowlett have "only bus and paratransit service to show for decades of DART membership" and hundreds of millions of dollars contributed to the agency.[15] However, almost 30 years after joining DART (and after surviving seven separate withdrawal proposals between the three cities), both Carrollton and Farmers Branch are now served by light rail (Green Line) since December 2010, and Rowlett is expected to be served in 2012.[16]

DART's total average ridership for the first quarter of 2010 was 194,700 average trips per day.[6] DART's 1st quarter of 1998 had 211,000 average trips per day.[17] More people were using DART in 1998 than in 2010. However, this trend has been reversed. According to NCTCOG, as of November 2011 more than 224,000 average daily trips were completed on the DART system.

It should also be noted that since the introduction of Green line in December 2010, light rail ridership has increased considerably. According to North Central Texas Council of Governments (NCTCOG) regional transit statistics, light rail average weekday ridership in November 2011 was 89,901 compared to 56,608 in August 2010, an increase of more than 50%. It is anticipated that ridership will accelerate further aided by a more connected light rail system when the Orange line to DFW airport is completed.

Financial scandal

In December 2007, DART revealed that it was facing a $1 billion shortfall in funds earmarked for the Blue Line rail service to Rowlett and Orange Line service to Irving, and DFW Airport. In January 2008, DART announced that it would divert monies from rail lines being built in Dallas. When Dallas officials protested, DART president and executive director Gary Thomas—who had known about the shortfall for at least eight months—announced that the agency would borrow more money instead.

In late January 2008, DART Board chair Lynn Flint Shaw, who was also treasurer of Dallas Mayor Tom Leppert's "Friends of Tom Leppert" fund-raising committee, resigned from her DART post. In February, she surrendered to the police on charges of forgery. On March 10, Shaw and her husband, political analyst Rufus Shaw, were found dead in their home in what turned out to be a murder suicide.[18][19]

See also

External links

Wikimedia Commons has media related to Dallas Area Rapid Transit.

References

  1. ^ a b DART.org - About DART
  2. ^ DART Breathes Life into Retired Dallas Transit System Bus DART.org - Site Information
  3. ^ [1]
  4. ^ a b http://www.dallasnews.com/sharedcontent/dws/dn/latestnews/stories/042710dnmetdart.37eb390.html
  5. ^ "DART History: 2000". Dallas Area Rapid Transit. Retrieved December 4, 2010.
  6. ^ a b http://www.apta.com/resources/statistics/Documents/Ridership/2010_q1_ridership_APTA.pdf
  7. ^ New, Smaller Buses Make Neighborhood Debut During October - DART (released October 22nd, 2012)
  8. ^ DART News Release Regarding Bus Changes on October 6, 2003 Retrieved 22 September 2003.
  9. ^ DART Service Change Information - Section I: New Flex Service
  10. ^ [2] Grapevine transportation election results
  11. ^ http://dallas.bizjournals.com/dallas/stories/2002/06/17/editorial4.html DART's billion-dollar boondoggle
  12. ^ http://www.lightrailnow.org/features/f_000003.htm Dallas Light Rail Sparks Development Boom
  13. ^ http://www.dart.org/DARTAR2004Financials.pdf
  14. ^ http://www.lightrailnow.org/news/n_dal011.htm Dallas: Light Rail Ridership Heads Toward 70,000 a Day
  15. ^ DART turns attention to rail growth Dallas Morning News
  16. ^ http://www.dart.org/mis.asp DART Expansion Plans
  17. ^ http://www.apta.com/resources/statistics/Documents/Ridership/1998_q1_ridership_APTA.pdf
  18. ^ Ex-DART Chair Apparent Victim In Murder-Suicide Retrieved 10 November 2009, from cbs11tv.com
  19. ^ Prominent Dallas Couple May Have Had Suicide Pact Retrieved 10 November 2009, from cbs11tv.com
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