 the offical newsletter of DALLAS AREA RAPID TRANSIT - DART 25th Anniversary 2008 |
Return to index
Return to www.DART.org
|
Contact Webmaster at:
eelam@DART.org
eelam@DART.org
Looking Back at
Public Transit's
Big Picture
with DART's first chairman,
Adlene Harrison
In the early 80s, Dallas was the focus of "Sunbelt Mania" as businesses and people from the "Rust Belt" stormed the area to take advantage of lower business and living costs, a central location, warmer climate and seemingly infinite room to spread out. While it looked like the boom could never end, local visionaries knew that the very growth that was transforming the region could just as easily choke it with gridlock and congestion – turning North Texas into just another stagnant "metromess." Going against conventional wisdom, they reasoned that the region needed a world-class transit system.
Q. While serving on the Dallas City Council in the 70s -- years before anyone thought about a DART -- you helped protect existing railroad right of way for future mass transit use. What motivated you?
A. At that time, we didn't have big industry, so our pollution problem wasn't factory related. It was car-related, and it was clear we weren't going to get people out of their cars unless we offered them something else. It definitely was optimistic to think people here would ever go for a good public transit system, but I thought it was important to look ahead and protect railroad right of way in the event we ever decided to build a modern urban rail system.
Q. What was the hardest part of selling a one-cent transit sales tax the voters in 1983?
A. Before you could convince voters to buy the sales tax, you had to offer them some idea of a plan. Many of your older cities had public transit systems serving far more dense urban areas than ours. So we had to think things through a little differently right from the start. In many ways, our service area was unlike any other in the world, and the people who live here were just as unique. We had to learn a lot about the business in a hurry so we could begin to tailor a plan that was right for Greater Dallas.
As for the one-cent sales tax, you had to work like crazy because you were talking about a tax, period. Let's face it, when you tell someone you want to raise taxes, they're not going to be too happy. So we worked hard, going to endless public meetings, showing our plan and going over the maps with people. We listened, and we weren't afraid to change our plans to win the public over.
August 13, 1983 -- the night we won the vote to become a permanent authority -- was a joyous night, just great. But later, as we set up the permanent authority, the real trouble started. Everyone wanted in on the act, and we had 25 board members with big differences of opinion about the rail system. With that many people at the table, we had some lively debates and some very long nights.
Q. What do you think about the DART System we have in place today?
A. Every time I see one of those slick yellow and white trains or buses go by, I feel a great sense of personal pride. After all these years, I know the public agrees that the creation of DART was well worth the effort, especially considering auto-related air pollution is a serious health concern here.
Today, ridership on the trains and buses is at an all-time high as more people figure out that public transit is the way to go. DART is pursuing some ambitious rail expansion plans, and right now it's stretching all of its resources to double the current rail system in just the next five years. Even that isn't going to be fast enough to meet the demand for public transit if gas prices don't come down or stabilize somewhat. When everything is finally in place, DART will make a big difference in how we get around, in how we do business, and in our overall quality of life which depends on a good economy and clean air.
Q. Do you have any advice for DART as the agency kicks off its next 25 years?
As one of DART's pioneers, I think we need to be careful not to lose sight of the agency's history. Over the years, a lot of things have been done right, and we've also made some mistakes that don't need to be repeated. The present management and board of directors should always be conscious of that history and what our obligation was and is.
Moving Forward
Amid High
Expectations
with DART's current chairman,
Randall Chrisman
Q. Runaway gas prices are driving thousands of commuters to public transit, many for the first time. How is DART managing this influx of new customers?
A. We're experiencing record ridership with big gains on our express buses, DART Rail and the TRE commuter line between Dallas and Fort Worth. Many of our parking lots -- particularly those at our endpoint stations -- are overflowing, so we're encouraging commuters to share the ride or take the bus to and from our rail stations and transit centers.
To help increase passenger capacity on the rail, we're beginning to phase in our new Super Light Rail Vehicles (SLRVs) which seat 25 more customers each and provide more standing room than our standard railcars.
Back in 1983, a gallon of gas cost around $1.25, compared to nearly $4 today. And while the high price of gas might prompt someone to try transit for the first time, our research shows most of our riders own cars. Because they have a choice to ride or drive, we have to earn their repeat business. That means easy access to trip-planning information, on-time service, clean vehicles, courteous staff, and security -- the things we know our customers expect. People in this area are used to receiving great service when they dine out, shop or attend a special event. DART is a service business like any other, and so it's up to us to win people over and keep them riding.
Q. What's the biggest challenge DART faces right now?
A. We're accelerating and fast-tracking just about every aspect of our DART Rail expansion, and for good reasons. First, global demand for concrete, steel and heavy construction services is creating a worldwide shortage and driving up prices, so the sooner we build, the better. Second, new rail lines and stations not only contribute to regional mobility, they're powerful catalysts for a new one-stop, live-work-play lifestyle that can reduce the number of vehicle trips on our thoroughfares.
Let's face it, we can't build our way out of gridlock, but we can learn to live smarter and stay out of the traffic whenever we can. We're moving fast. Just about a year from now, we'll add the first phase of our new 28-mile Green Line to our existing 45-mile light rail system -- just in time to bring the first passenger rail service to the State Fair of Texas in more than 50 years. A little more than a year after than (December 2010), we're on track to complete the Green Line, creating a vital transit link to southeast Dallas, Fair Park, Deep Ellum, the Dallas Market Center, Southwestern Medical District, Love Field vicinity, and the cities of Farmers Branch and Carrollton.
We're also pulling out the stops to open our 14-mile Orange Line to the Las Colinas Urban Center in North Irving by 2011 and to DFW Airport by 2013, as well as a 4.75-mile Blue Line extension to Rowlett by 2012.
Q. Regional planners have identified the need for a 250-mile regional rail network beyond the boundaries of DART, The T in Fort Worth, and the Denton County Transportation Authority. What do you think the future holds?
A. Efforts to raise the state sales tax ceiling so more area cities can contribute to regional transit initiatives have been unsuccessful. Now, the Regional Transit Council (RTC) is exploring the viability of financing regional rail through a mix of new fees and/or taxes. If that doesn't win over the Texas Legislature, we still might have some other options.
In Collin County, for example, the RTC representative is suggesting that cities begin setting aside a portion of their economic or community development taxes for transit. He's also suggesting they buy up real estate along the rail corridor and use the development rights to attract private investors.
The concept of forming multi-city compacts and public/private partnerships also is being explored for two other rail links: the Cotton Belt line, from Plano and Richardson to D/FW Airport, and the BNSF line, from Irving to Frisco.
Return to the Inmotion front page