DART was created in 1983 to replace a municipal bus system and funded expansion of the region's transit network through a sales tax levied in member cities. DART Light Rail began operation in 1996 and operates over 93 miles (149.7 km) of track. It was the longest light rail system in the United States until 2022, when it was surpassed by Los Angeles Metro Rail with the opening of the K Line.
The Dallas Transit System (DTS) was a public transit service operated by the city of Dallas, from 1964 to 1983. DTS was formed by the 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.[5]
Creation of DART
DART was created on August 13, 1983, as a regional replacement for the DTS (Although the name "Dallas Area Rapid Transit" was intended to reflect the new agency's coverage of the greater Dallas–Fort Worth metroplex, its acronym DART almost immediately evoked comparisons to San Francisco's Bay Area Rapid Transit system, known as BART). 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 the formal acquisition of the Dallas Transit System wouldn't be complete until 1988).[6][7]
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 seven 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.
Financial scandal
In December 2007, DART revealed it was facing a $1 billion shortfall in funds earmarked for the Blue Line rail service to Rowlett and Orange Line rail service to Irving, and the DFW Airport.
In January 2008, DART announced 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 the agency would borrow more money.
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.[8][9]
On July 7, 2016, one DART officer was among several people shot in a mass shooting targeting police officers providing security at a Black Lives Matter protest.[10][11] One of the officers, identified as seven-year veteran Brent Thompson, died from his injuries and became the first DART officer to be killed in the line of duty since the department's inception.[10][12]
New bus network
On January 24, 2022, DART's bus network, which had dated back to DART's 1983 incorporation, was completely overhauled. The overhaul, branded as DARTzoom, was intended to improve the bus system's service reach, frequency, and hours of operation.[13] All DARTzoom local routes would be available 5 AM to midnight, seven days a week. The centerpiece of the system was 22 "core frequent" routes, which would be available from 4 AM to 1 AM with 20-minute headways for most of the day and 15-minute headways during peak periods.
DARTzoom saw many short or low-use routes consolidated or removed, and bus stops were re-organized to be a constant distance apart.[14] Eliminated routes were usually replaced with GoLink zones. The system also introduced a new route numbering scheme, which assigned route numbers and colors based on a route's frequency, rather than the previous network's type designations. Only one route (883, a shuttle route sponsored by the University of Texas at Dallas) retained its original designation.
To celebrate the new network and allow riders time to adjust, all rides on the new network were free for the first week of operation.[13]
The DART light rail system comprises 93 miles (149.7 km) between its four lines – the Red Line, the Blue Line, the Orange Line and the Green Line. With 43,400 weekday boardings in 2020, DART Light Rail had the 5th highest ridership of light rail systems in United States. The system uses light rail trains manufactured by Kinki Sharyo, with all trains being converted to "Super" LRVs (SLRVs) which feature level boarding (especially convenient for strollers and wheelchairs) and higher passenger capacity.[15][16]
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) when Duncanville, Grand Prairie and Mesquite, which would have had rail lines, opted to not 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) before the 1988 bond vote. After the vote, the agency again pared the regional rail system to 84 miles (135.2 km): 66 miles (106.2 km) of light rail and 18 miles (29 km) of commuter rail.
DART also assists in the operation of the M-Line Trolley, with joint operating funding given to the McKinney Avenue Transit Authority along with the Uptown Improvement District.
In May 2013,[19][20] DART began construction on a 1.6-mile (2.6 km) streetcar line which will operate between downtown Dallas and Oak Cliff by way of the Houston Street Viaduct.[21] Phase one of the streetcar line, running between Union Station in Dallas and Methodist Dallas Medical Center in Oak Cliff, opened on April 13, 2015.[22] The line was expanded to its current length in August 2016 with the addition of the 6th Street and Bishop Arts stops.
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 Trinity Metro, connected the cities' centers by rail for the first time since the 1930s, excluding Amtrak's Texas Eagle.
The TRE commuter line has an average weekday ridership of 7,300 passengers per day[23] and is the fifteenth most-ridden commuter rail system in the country. In 2012, the TRE carried a total of 2.3 million passengers.[24]
The Denton County Transportation Authority (DCTA) built its A-train commuter rail service in partnership with DART and the TRE. The DCTA leases the right-of-way for its 21 miles (34 km) commuter line from DART, and coordinates with DART to provide connecting service between the A-train and DART's Green Line. The DCTA also leased Budd diesel rail cars from the TRE for its initial service.[28] The A-train operates between downtown Denton and Trinity Mills station, where a transfer to the Green Line is available. Through its partnerships with DART and TRE, DCTA sells "Regional" fare passes which include access to DART and TRE service.[29]
Buses
As of 2022, DART operates 73 bus routes, as well as several express routes and shuttle buses.
Most trips in the DART system are carried by the bus network. In the 2022 fiscal year, DART had 72,400 bus trips per average weekday, 54% of the system's total 134,810 trips.[30]
DART's fleet initially consisted of diesel buses. In 1998, the agency began using liquefied natural gas buses alongside them as part of a broader environmental initiative.[31]
In October 2012, DART introduced a new fleet of 123 low-floor 14-to-17-passenger buses for On-Call, FLEX, and low-capacity routes.[32] The buses were manufactured by ARBOC Specialty Vehicles.
From 2013 to 2017, DART would replace most of its bus fleet with 459 NABI 40LFW buses running off compressed natural gas.[33] The CNG fleet was further bolstered in 2019 with the addition of 41 New Flyer Xcelsior XN40 buses.[34]
DART introduced electric buses to its fleet in 2018. The seven Proterra Catalyst buses were originally used for the DLink shuttle in downtown Dallas.[35] When the shuttle was eliminated in 2019, the electric buses were moved to normal routes; they are currently used on route 28 (Singleton).[36] In 2023, DART ordered an additional Proterra bus, this time a ZX5 Max, as a trial for long-range electric buses; it is currently used on route 20 (Northwest Highway).[36] Electric buses are denoted with a unique yellow-and-green livery.
Since the 2022 system redesign, DART has three types of routes: local, express, and shuttle. Local routes are further categorized by frequency.
Category
Route numbers
Active routes
Frequency (min.)
Notes
Peak
Midday
Off-Peak
Local
1 - 9
4
15
15
30
Local
10 - 99
17
15
20
20 - 30
Local
100 - 199
9
15
30
30
Local
200 - 299
43
30
40 - 60
30 - 60
Express
300 - 399
5
15 - 30
N/A
Express routes connect suburban bus-only facilities, such as Red Bird Transit Center, to Downtown Dallas using local highways and express/HOV lanes. These routes operate only during peak times.
Shuttle
400 - 499, 883
11
Varies
Shuttle routes are created on behalf of a sponsor, such as NorthPark Center or Texas Instruments. The sponsor determines the route's path, hours, and ridership base. Most shuttle routes are operated by a third party, Echo Transportation.
DART runs its bus system similar to the hub-and-spoke model some airlines use, with specified bus-only facilities that serve as timepoints and transfer locations for multiple routes. Many (though not all) of these facilities include park-and-ride lots, air-conditioned waiting areas, vending machines, and bathrooms. Most rail stations also serve as transfer locations for bus routes, albeit with fewer connecting routes and amenities.
In 2003, DART launched a premium on-call shuttle service to replace many low-use DART bus routes.[37] The service allowed riders to schedule trips to and from any location within designated zones, though it required trips to be scheduled one hour in advance. DART On-Call operated only on non-holiday weekdays.
DART introduced smaller buses in October 2012 for On-Call, FLEX, and less-traveled routes.
Introduced in 2008, FLEX was a hybrid of on-call and fixed-route services. The service augmented six routes with designated FLEX areas surrounding the route. A bus could be diverted to any location within its corresponding area, so long as time permitted.
In order to request FLEX service, a passenger needed to pay System fare, which cost double the typical fare. Pickups within a FLEX area needed to be scheduled an hour in advance, though drop-offs within an area could be requested at time of boarding.[38]
In February 2018, GoLink was introduced as a modernized on-demand service, similar to ridesharing apps. While similar to DART On-Call, GoLink allows booking through DART's GoPass app (over-the-phone booking is still available), and it does not require trips to be scheduled one hour in advance. GoLink trips are included in DART passes, and they can also be booked individually. The service was developed in association with Uber; riders are given the choice between hailing an UberPool and a vehicle from DART's own fleet (both at the same fare).[39]
GoLink gradually replaced DART On-Call and FLEX services, which were eventually discontinued in 2021. The service was further expanded in 2022 to complement the revised bus network, replacing many less-traveled routes that were not carried over from the previous network.
Trips can be scheduled in 32 zones throughout DART's service area, each of which connect to designated rail and bus stations. Travel between zones is not permitted, though some zones overlap at designated Transfer Areas. Service is available from 5 AM to midnight every day, except for the Inland Port Connect zone in southern Dallas County, which is only available from 5 AM to 8 PM on weekdays. (This discrepancy is because Inland Port Connect is operated by STAR Transit, not DART itself.)
Paratransit
DART provides ADA-compliant paratransit for its member cities. Patrons with physical, cognitive, or visual disabilities can schedule curb-to-curb trips to nearby passenger facilities, such as park-and-rides or rail stations. If the disabilities are severe enough that the patron cannot use DART's rail or bus services at all, they are able to schedule trips to any location within the member cities.[40]
Collin County Transit
Collin County Transit provides curb-to-curb service to elderly, disabled, and low-income residents of Celina, Lowry Crossing, McKinney, Melissa, Princeton, and Prosper for a fixed fare. DART operates this service on behalf of the McKinney Urban Transit District (MUTD).[41]
Ridership and financial performance
Average daily ridership for DART has been in the vicinity of 200,000 riders per day over the last couple decades. In the 1st quarter of 1998, DART's weekday ridership averaged 211,000 riders per day system-wide.[42] Ridership has risen and fallen since then; total ridership, including Trinity Railway Express ridership, has been as high as 248,500 average weekday riders in the 3rd quarter of 2008,[43] and as low as 194,700 average weekday riders in the 1st quarter of 2010.[44] However, after a year-long study in 2012 that counted passenger counts through both the existing manual method and a new automated counting system, DART concluded it has been underreporting rail ridership by more than 15 percent each year.[45] In the 4th quarter of 2012, DART reported an average weekday ridership of 252,900.[23] In the fourth quarter of 2014, DART reported total ridership had declined to 233,900 weekday riders.
Overall, DART is one of the lowest-performing transit systems in the U.S., when measured against comparable peer cities, for number of passenger trips, operating cost per mile, and fare recovery rate.[46] In 2016, in addition to rider's fare payments, taxpayers paid $5.90 for each trip taken.[47] In 2022, about 3% of DART's operating income came from passenger fares, compared to 61% from local sales taxes and 18% from COVID-19 relief grants.[48]
In addition to fares and sales tax revenue, DART has raised funds by issuing bonds. Following a referendum in 2000, DART was given the authority to issue $2.9 billion in bonds over a 15-to-20 year period.[49] In 2012, a court ruled that DART could exceed this limit so long as the debt is not solely backed by sales taxes.[50] The most recent bond issue occurred in 2021, consisting of two series for a total of $1 billion.[51]
Member cities
In addition to the cities that voted to join DART at its creation, any city that adjoins a DART member city is eligible to join.
Member cities fund DART with a 1% sales tax earmarked to the Dallas Metropolitan Transit Authority (the legal name of the DART's tax district). Texas law limits municipal sales taxes to 2% total,[52] which prevents many cities from joining without sacrificing local sales taxes.
DART is capable of establishing service to locations in non-member cities through special agreements. For example, DART serves Eastfield College, which is within the city limits of non-DART member Mesquite, as it is a part of the Dallas College system.
List of DART member cities
All current members of DART are charter members, having joined during the 1983 vote.
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.
Buckingham was annexed by fellow DART member Richardson in 1996.
To date, Buckingham is the only city that had joined DART since the initial 1983 election. A withdrawal vote scheduled for July 1989 but was cancelled before it occurred.
After a 1988 ballot measure allowing DART to take on long-term debt failed, a 1989 referendum to withdraw from DART was approved.
Flower Mound is not eligible to re-join DART, as it does not border a member city. It is eligible to join the Denton County Transportation Authority instead, but a 2003 measure to do so failed.
Original cities that declined DART
These cities were part of the 1983 membership election and declined to join DART. Unless otherwise noted, these cities are still eligible to join DART.
While not a member of DART, Lancaster is serviced by DART's Inland Port Connect GoLink service. It is also serviced by STAR Transit's Hutchins Shuttle (route 401).
While not a member of DART, Wilmer is serviced by DART's Inland Port Connect GoLink service.
Wilmer is no longer eligible to join DART, as it is not bordered by a DART member city.
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 they have not joined. With the exception of Parker, this is because they are unable to levy the 1% sales tax required for membership without cutting existing taxes.[53][54]
A May 1992 ballot measure to join DART was rejected by 50 votes.
STAR Transit operates the Hutchins shuttle (route 401), which connects Hutchins with Lancaster and DART's UNT Dallas station.
The Inland Port Connect GoLink, a partnership between DART and STAR Transit, operates in southeast Dallas County, including Hutchins.
STAR Transit operates the Hutchins shuttle (route 401), which has stops in northern Lancaster.
The Inland Port Connect GoLink, a partnership between DART and STAR Transit, operates in southeast Dallas County, including Lancaster.
DART administers the Collin County Transit paratransit service in McKinney and neighboring cities on behalf of the McKinney Urban Transit District (MUTD).[41]
^PETER SIMEK (July 2016). "DART Might Destroy Downtown Dallas". D Magazine. Retrieved April 7, 2021. In a peer-to-peer comparison study compiled by a Chicago-based transit agency, Dallas ranked at or near the bottom in terms of passenger trips, operating cost per mile, and fare recovery rate among 10 major U.S. cities. In terms of total miles ridden by passengers, the longest light rail system in the country came in dead last.
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