Arapaho Center Light Rail Station(Top) A DART NovaBus RTS(Bottom) |
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| Founded | 1983 |
| Headquarters | 1401 Pacific Avenue |
| Locale | Dallas, Texas |
| Service area | Dallas and 12 nearby suburbs[1] |
| Service type | Bus, light rail, commuter rail |
| Routes | 113 bus 18 FLEX / shuttle 4 light rail 1 commuter rail |
| Stops | 12,322 |
| Hubs | 15 (transfer centers) |
| Stations | 55 (light rail) 10 (commuter rail) |
| Fleet | 673 (bus) 115 (light rail) |
| Daily ridership | 228,300[1] |
| Fuel type | DC Electric, Liquefied Natural Gas, Diesel |
| Web site | http://www.dart.org |
The Dallas Area Rapid Transit authority (or DART) is a transit agency based in Dallas, Texas (USA). 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.
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The Dallas Transit System (DTS) was the publicly owned mass transit service operated by the City of Dallas, Texas (USA), 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]
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.
The DART light rail system comprises 72 miles (115.9 km) between its three lines — the Red Line, the Blue Line and the Green Line. According to NCTCOG transit statistics, DART's light rail system had a daily ridership of 76,629 average trips per weekday in August 2011. 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:
The following line is under construction:
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]
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.
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.
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:
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.
DART has 7 transit centers, which are:
There are 5 transfer locations/centers in the DART bus system, which are:
Finally, DART has two Park and Ride locations:
In addition, to make transfers easier, most rail stations act as hubs for DART buses.
Beginning in 2013, the 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.
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).[7]
The On-Call service currently serves north central Plano, eastern Rowlett, Farmers Branch, North Dallas, Lakewood, Richardson, Lake Highlands, and Glenn Heights.
DART is introducing a new service into its system called a "Flex" service. 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 hour before their destination time or at stop.[8]
The Flex service currently serves the following areas:
= See proposed service changes for February 16, 2009.
| 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 | |
| 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
** Reduced High School Fare for students with valid photo ID from a school within the DART service area
Fares effective: 14 September 2009
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.
In addition to the city of Dallas, the following cities are also DART members:
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.
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.
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.
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[9] |
| 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 |
Some people have raised criticisms of the agency.
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.[10] Supporters of DART defend such expenses by pointing to statistics showing not just increasing ridership of DART light rail but measurable increases in rents and revenues from nearby commercial properties.[11] 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 a classic example of the "broken window" fallacy. On the other hand, supporters will 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.[12] 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.[13] 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.
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.[14] 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) beginning December 2010, and Rowlett is expected to be served in 2012.[15]
DART's total average ridership for the 1st quarter of 2010 was 194,700 average trips per day.[6] DART's 1st quarter of 1998 had 211,000 average trips per day.[16] More people were using DART in 1998 than in 2010. It should be noted that since the introduction of Green line in December 2010, light rail ridership has increased considerably. According to NCTCOG regional transit statistics, light rail average weekday ridership in August 2011 was 76,629 compared to 56,608 in August 2010, an increase of 20,000. 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.
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.[17][18]
Dallas Area Rapid Transit (DART)
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