-
DALLAS AREA RAPID TRANSIT COMPREHENSIVE OPERATIONS ANALYSIS
(COA)DRAFT BUS SERVICE PLAN RECOMMENDATIONS
PREPARED FOR DART BY THEGENERAL PLANNING CONSULTANT SIX MANAGED
BY HDR
JUNE 2016
PHASE I - COA EXECUTIVE SUMMARY
SIXgpc
TRANSIT SYSTEM PLANDART 2040
-
This report summarizes the recommendations of the Comprehensive
Operations Analysis (COA) completed by DART during 2014-2015 as
phase 1 of the 2040 Transit System Plan effort. The COA was
conducted with the assistance of
its General Planning Consultant (GPC5) team, specifically
URS/AECOM and Connetics Transportation Group.
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TABLE OF CONTENTS
Section 1 | Introduction. . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
Section 2 | Identifying Future Service Opportunities. . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 2.1 Demographic Growth. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . 2.2 System Level Analysis. . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . 2.3 Route Level Analysis. . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
Transit On-Board Survey. . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . 2.5 Travel Pattern Analysis. . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . 2.6 Public & Stakeholder Input.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . .
Section 3 | Key Findings. . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
Section 4 | Service Plan Recommendations. . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 4.1 Core Frequent Route Network. . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . 4.2 Rapid Ride. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . 4.3
Regional-Airport Express. . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 4.4 Express Routes. . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . 4.5 Crosstown & Local Routes.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 On-Call
Shuttle Services. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 4.7 Operating, Facility, and Vehicle Requirements. . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.
Section 5 | Service Plan Benefits. . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . 5.1 Coverage. . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Frequency. .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . .
Section 6 | Next Steps. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
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02020304050607
08
0910121314151617
181818
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RECOVERY TIME IMPROVEMENTS PIMPROVED REGIONAL CROSSTOWN SERVICE
P
RAPID RIDE NETWORK P REGIONAL AIRPORT EXPRESS NETWORK P
MIDDAY FREQUENCY IMPROVEMENTS PWEEKEND FREQUENCY IMPROVEMENTS
P
IMPROVED COVERAGE PINCREASED VEHICLE REVENUE HOURS 41%
1.0 INTRODUCTION In August 2014, DART initiated work on a
Comprehensive Operations Analysis (COA) of its bus system. The COA
was conducted as the first phase of an update to the DART Transit
System Plan, focusing on bus service and providing a solid
foundation for the next phase of plan development. In recent years,
DART has made significant strides in expanding the light rail
transit (LRT) network, which now carries 29.5 million annual
riders. However, bus continues to be the critical mode, providing
connections to and from the rail lines and service where there is
no rail. The bus network has been incrementally modified with each
LRT extension, but has not been evaluated in a comprehensive
manner.
This Study Developed Recommendations for:
1) The Reallocation of Resources to Better Address Travel Needs
Over the Next Five Years
2) Longer-Term Structural Changes to the Bus Network Aimed at
Improving Overall System Efficiency and Improving Ridership
A series of alternative service plans were considered during the
process to anticipate potential future funding variations. The
Service Plan described here is a needs-based set of recommendations
that is not cost constrained. Thus, a key task in the COA process
was development of a phasing and prioritization tool that can be
used by DART to phase in recommendations over time in line with
budget and financial plan allocations. In addition to a series of
route and schedule changes, the Service Plan includes adjustments
to scheduled vehicle recovery time to improve on-time performance
and timed transfer connections, and improvements to weekend and
midday service frequencies.
The following sections summarize the process to identify future
needs and opportunities, as well as key findings that led to the
Service Plan recommendations.
COA GOALS
Evaluate Efficiency and Effectiveness of Current Service
Assess Demand by Analyzing Travel Patterns and Demographics
Target Limited Resources to Services That Improve Ridership
Identify Service Gaps and Ensure Title VI Compliance
Solicit Public and Rider Input
Leverage Existing Data Sources to Inform RecommendationsP
KEY SERVICE PLAN ELEMENTS
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2.0 IDENTIFYING FUTURE SERVICE OPPORTUNITIESCurrently, DART
operates 90 miles of LRT service with an additional 2.5 miles under
construction and scheduled to open in October 2016. All light rail
lines operate at 15-minute peak period and 20-minute midday and
evening period frequencies on weekdays. In addition, DART partners
with the Fort Worth Transportation Authority (the T) in the
operation of the Trinity Railway Express (TRE), a 34-mile commuter
rail line connecting downtown Dallas and the DART service area to
Fort Worth. DART also operates an extensive bus network in the
service area with a fleet of 660 vehicles providing an average
weekday ridership of 126,229 passenger trips. DART provides on-call
neighborhood service in eight areas, each anchored at a bus or rail
station and curb-to-curb paratransit service to customers with
disabilities that are unable to ride DART buses and trains.
Future service opportunities were identified through a series of
analyses, including demographic trends, an assessment of existing
service performance, review of the 2014 On-Board Survey, and a
travel pattern analysis. Public and stakeholder input was also key
to identifying opportunities. Each of these elements is summarized
below.
2.1 DEMOGRAPHIC GROWTHDART’s service area population is expected
to increase by 28 percent to about 3.1 million in 2040 based on
forecasts by the North Central Texas Council of Governments
(NCTCOG), with scattered pockets of density in Uptown, along SH
114, along the Red Line between Mockingbird Station and I-635, and
along the Dallas North Tollway north of I-635.
Employment in the DART service area is forecast to grow by 52%
to nearly 3.3 million by 2040.Employment densities are generally
concentrated in Downtown and Uptown Dallas and along the major
travel corridors of I-35E, I-635, US 75, Bush Turnpike, SH 114, and
the Dallas North Tollway.
In terms of socio-economics, the south, southeast and west parts
of Dallas County tend to have lower median incomes and lower access
to vehicles than areas in north portion of the DART service
area.
!"#$35
!(121
!"#$45
!"#$635
!"#$20
!"#$30
!"#$35
ab77
ab380
ab80
ab175
ab287ab67
ab75
!"#$45
!"#$30
!"#$35
ab75
Source(s): Demographic data and Traffic Survey Zone (TSZ)
dataprovided by NCTCOG.
±0 3 61.5
Miles
1-8
9-15
16-30
31-50
51-100
101 +
2040 Population(per acre)
2040 POPULATION
Revised3/15/2016
Water BodyMajor Roadway
LEGEND
Existing RailDART Service Area
Programmed Rail Corridor
UU183
UU360
2040 POPULATION DENSITY
2040 EMPLOYMENT DENSITY
!"#$35
!(121
!"#$45
!"#$635
!"#$20
!"#$30
!"#$35
ab77
ab380
ab80
ab175
ab287ab67
ab75
!"#$45
!"#$30
!"#$35
ab75
Source(s): Demographic data and Traffic Survey Zone (TSZ)
dataprovided by NCTCOG.
±0 3 61.5
Miles
2040 EMPLOYMENTLEGEND
Existing RailDART Service Area
Programmed Rail Corridor
Water BodyMajor Roadway
Revised3/15/2016
2040 Employment(per acre)
1-56-1011-3031-5051-100101-500501 +
UU183
UU360
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2.2 SYSTEM LEVEL ANALYSISA Systems Level Analysis documents the
ridership, service productivity, and economic productivity of DART
bus routes by type of service, in order to identify the strongest
and weakest performers. Within each category, the weakest
performing routes were evaluated for modification or elimination.
Crosstown routes on average performed better than other service
types in all three categories.
SERVICE TYPE
WEEKDAY SATURDAY SUNDAY
DAILY RIDERS
COST/RIDER
FAREBOX RECOVERY
DAILY RIDERS
COST/RIDER
FAREBOX RECOVERY
DAILY RIDERS
COST/RIDER
FAREBOX RECOVERY
LOCAL ROUTES 35,499 $5.85 19.3% 18,800 $7.99 14.9% 12,942 $9.76
12.0%
EXPRESS ROUTES 4,566 $9.56 13.7% 0 N/A N/A 0 N/A N/A
SUBURBAN ROUTES 9,352 $8.68 15.3% 3,577 $7.85 15.8% 1,010 $7.97
14.2%
CROSSTOWN ROUTES 35,683 $4.97 21.5% 21,177 $5.70 20.4% 13,181
$7.77 14.5%
RAIL FEEDER ROUTES 34,036 $8.20 16.1% 16,021 $9.68 14.2% 9,616
$13.71 10.3%
FLEX ROUTES 819 $13.55 8.1% 168 $24.50 6.5% 0 N/A N/A
TOTAL SYSTEM 119,955 $5.51 18.8% 59,743 $6.22 16.6% 36,750 $8.10
12.7%
Note: Rapid Ride Route 987, On-Call Zone and Shuttle/Circulator
Routes Not Included
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2.3 ROUTE LEVEL ANALYSIS
A Route Level Analysis was performed to identify performance per
route, route segment and bus stop. Under-performing route segments
where identified and service recommendations were developed to
eliminate or re-configure route alignments and segments to increase
overall route performance and productivity. The route level
performance analysis also identified routes with exceptional
performance and ridership demand which may need service level
improvements to continue to build travel market share and promote
transit service competitiveness and attractiveness.
The information shown on this page is for Route 11, which is
DART’s highest ridership fixed bus route. Data for each DART bus
route is documented in the Route Level Analysis report.
ROUTE 11 WEEKDAY ACTIVITY
ROUTE 11 PERFORMANCE ANALYSIS
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2.4 TRANSIT ON-BOARD SURVEYIn spring of 2014, NCTCOG conducted
an on-board survey of all transit services in the Dallas / Ft.
Worth region. A total of 43,632 surveys were completed and then
statistically expanded to represent over 217,000 riders. Key
findings that directly impact COA service recommendations are as
follows:
62 percent of DART riders were under the age of 34. This is a
significantly younger rider base than what was identified in a 2007
on-board survey.
Over one half of survey respondents were African-American,
followed by white (26 percent) and Hispanic/Latino (18
percent).
Approximately one half of DART riders have a household income
below $35,000 and two thirds are employed full-time.
58 percent of riders indicated they did not have a vehicle
available for use on their trip.
On-Board survey results were dissected and analyzed by route to
understand trip origins and destinations, trip purposes and rider
characteristics. Through analysis of the 2014 On-Board Survey,
overall it was found that DART riders are predominantly young,
low-income, African-American, employed, and without access to a
vehicle. The on-board survey was also used to identify passenger
transfer characteristics.
The graphic to the right shows survey data specific to Route
11.
ROUTE 11 ON-BOARD SURVEY RESULTS
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2.5 TRAVEL PATTERN ANALYSISAnother key component of the COA was
an analysis of mobile device tracking data (MDTD) to determine
regional travel patterns. An average of 23 million weekday trips
and 19 million weekend trips were collected over a 30-day period in
April 2014. These trips were broken down by time period and trip
purpose and studied to determine key activity centers and the
interactions between them. Activity Centers where identified based
on trip volumes and trip density per square mile. Key Activity
Centers identified include DFW Airport, Downtown Dallas, Uptown,
Addison, the Galleria/Tollway area, and the Medical District.
Downtown Dallas, the Medical District and Uptown also stand out
from a trip density standpoint, as well as Midtown/SMU and the Park
Lane-Walnut Hill area, each with more than 100,000 trips per square
mile.
Trip activity plots by trip purpose and time of day where
developed for each Activity Center to identify significant travel
patterns. Significant travel patterns were analyzed to understand
how existing transit service travel times and directness of routing
compared against automobile travel times and travel paths.
MDTD information was also used to assess trip interaction with
zones immediately outside of the DART service area boundary.
Specifically, the area surrounding the service area boundary was
divided into ten external zones based on major highway traffic
sheds. Trip interaction from these external zones to activity
centers located within the DART service area boundary was
identified. External opportunities will be documented in more
detail in Phase 2 of the Transit System Plan as part of a regional
discussion. Findings are documented in the Travel Pattern Analysis
Report.
The top map illustrates the density of work trip destinations in
the AM peak. The darker areas attract a high number of trips per
square mile.
The bottom map shows an example of Activity Center trip
interactions for Addison. While trips come to Addison from all over
the region. The highest concentration of trips occur in areas where
the shading is darker.
AM PEAK HOME-BASED WORK DESTINATIONS
ACTIVITY CENTER TRIP DISTRIBUTION
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2.6 PUBLIC AND STAKEHOLDER INPUTThe COA included a comprehensive
public and stakeholder outreach program. Outreach activities
included by internal and external outreach through a series of
interviews with staff, operators and key stakeholders, open houses
at DART operating divisions, on-line input through Mindmixer (now
called MySidewalk) public meetings, and on-site customer outreach
activities. A Technical Advisory Committee (TAC) consisting of key
agency and DART city representatives met several times and will
continue meeting through the next phase of 2040 Transit System Plan
development.
The input received generally fell into three categories:
1. Issues that can be addressed through current service
scheduling efforts and do not need to wait for the COA effort;
2. Issues and opportunities that need to be assessed during the
5 to 10-year timeframe of this COA effort; and
3. Issues and opportunities that are more appropriate for
consideration during the 2040 Transit System Plan effort.
These themes were found across diverse groups of people, whether
it was talking to customers in the southern sector that ride DART
every day for all their transportation needs, or the choice riders
that use it for special events and provided their input through
MindMixer. These common themes were also evident in stakeholder
interviews.
BUS NETWORK DESIGNSimplify Routes
INCREASE FREQUENCY
LATE NIGHT/WEEKEND SERVICE
SPECIFIC BUS ROUTE IDEAS
SERVICE AREA EXPANSION
EXPRESS SERVICEBus and Rail
CROSSTOWN SERVICEBus, Cotton Belt
COMMON THEMES PUBLIC AND STAKEHOLDER INPUT
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3.0 KEY FINDINGSFindings from the COA analysis of existing and
future demographic characteristics, rider characteristics and
travel patterns, existing service performance, travel pattern
characteristics and public and stakeholder input have been used to
determine the following critical service needs:
SIMPLIFIED BUS NETWORK DESIGNMany existing travel patterns
require multiple transfers, follow route alignments with indirect
or out of direction travel, or simply take too long using existing
transit services. The existing riders as well as non-riders clearly
expressed a desire for modifications to simplify the existing bus
network to provide more direct service alignments, speed travel
times and improve connections at rail stations.
INCREASED SERVICE FREQUENCYIncreased service frequency was the
number one desired improvement identified through rider and public
engagement activities. Respondents indicated that this type of
improvement would speed travel times through shorter transfer time,
ensure better connections between bus routes as well as with rail
service, and minimize waiting times at stop locations.
MIDDAY SERVICEThere is a demonstrated need for improved midday
service frequencies, particularly in the afternoons prior to the
p.m. peak period. An improvement in midday service frequencies will
attract ridership by addressing DART’s increasing non-peak
ridership demands. Midday service frequency improvements also do
not require additional peak vehicle purchases.
WEEKEND SERVICEWeekend service productivity is not as strong as
on weekdays, but this is likely due to poor service frequency and
limited coverage. Improved frequencies and coverage will improve
the attractiveness of transit on the weekends.
ACTIVITY CENTER CONNECTIONSThe demographic analysis found
densities increasing throughout the DART service area. Mobile
Device Tracking Data (MDTD) analysis shows strong travel demand to
activity centers such as Uptown and Legacy. There is increasing
need for more direct transit service to these locations.
REGIONAL CROSSTOWN SERVICEA key observation was the presence of
regional crosstown travel movements to suburban activity centers.
The DART LRT system is radial, making existing transit options most
suitable for downtown workers and visitors. In particular, there is
a demand for additional east-west travel in the northern half of
DART’s service area and north-south travel in the southern half of
the service area. A comprehensive and faster regional crosstown
transit network will make transit more viable for non-radial
movements.
REGIONAL AIRPORT SERVICEThe DFW Airport is a major activity
center, attracting a large number of trips from throughout the DART
service area. The recent Orange Line extension provides a direct
transit connection to downtown Dallas. However, other regional
transit connections are needed to make transit a viable choice for
travel to/from the DFW Airport from other areas of the DART service
area.
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4.0 SERVICE PLAN RECOMMENDATIONSThe Service Plan was developed
to fully address these service needs and is not cost constrained.
It reflects a 41 percent increase in annual service hours and would
require significant reprioritization of available financial
resources. It is anticipated that the complete implementation of
the Service Plan will likely take more than 15 years given DART’s
current financial capacity. A phasing and prioritization tool was
developed to facilitate implementation of the plan over time within
budget and financial plan allocations.
The following sections summarize key elements of the recommended
Service Plan.
MAJOR HIGHLIGHTS OF THE PLAN INCLUDE:
P A high frequency bus network in corridors with rail-like
frequencies throughout the DART service area;
P A comprehensive Rapid Ride bus network, providing regional
limited stop services to address crosstown travel;
P A regional and airport express network, providing direct
express services to the DFW Airport, and providing a means to
travel non-stop between stops that are provided along each
route;
P Improved local and express services to the Uptown area, in
particular improves connections between downtown and Uptown
Dallas;
P Improved local route crosstown services through better
coverage and more frequent service;
P Expanded on-call service opportunities to low density areas
within the DART service area; and
P Expanded service coverage on weekday evenings, Saturday and
Sunday;
P Running time adjustments previously identified by DART staff,
plus additional adjustments identified through the COA Study,
designed to maintain and improve route level and overall system
on-time performance.
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4.1 CORE FREQUENT ROUTE NETWORKThe Service Plan includes a
significant improvement of service levels in corridors that exhibit
high ridership productivity. Emphasis has been placed on the
development of a core network of high frequency routes with service
frequencies that match or exceed existing rail service frequencies
across time periods and days of the week. For the Core Route
Network, weekday peak period service frequencies would operate at
15 minutes or less, weekday midday and Saturday service would
operate at 20 minutes or less, and Sunday core network service
would operate at 30 minutes or less. Shown below are graphic
comparisons of existing service and Service Plan proposed weekday
peak period, weekday midday, Saturday midday, and Sunday midday
service frequencies for the proposed core frequent routes.
CORE FREQUENT ROUTES - EXISTING VS. PROPOSED
WEEKDAY PEAK
WEEKDAY MIDDAY
>> More routes with 15-minute or better peak frequency
>> Significant improvements for midday service that would
have 20-minute or better frequency
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CORE FREQUENT ROUTES (CONTINUED)
SATURDAY MIDDAY
SUNDAY MIDDAY
>> Significant enhancements to coverage and service on
Saturdays for routes with 30-minute or better frequency
>> Similar to Saturday but not as extensive due to lower
ridership on Sundays
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4.2 RAPID RIDEA major component of the Service Plan is
introduction of a regional Rapid Ride network. The proposed Rapid
Ride network would provide DART passengers with premium crosstown
service that complements the rail network. It would maintain
15-minute peak and 20-minute midday service, from 5:00 a.m. until
8:00 p.m. on weekdays. Rapid Ride is envisioned as a branded
service with enhanced facilities and extensive marketing efforts.
All Rapid Ride limited-stop routes would operate as an “overlay” to
local routes that would maintain walkable stop spacing. Exclusive
bus lanes, transit signal prioritization and queue jumper lanes,
where feasible, could add further speed and reliability to the
network.
The Rapid Ride network also greatly enhances accessibility to
premium transit service with 22 percent of residents and 37 percent
of workers within one-half mile of a rail or Rapid Ride station. By
comparison, the current rail system is one-half mile accessible to
only 8 percent of residents and 21 percent of workers.
WITHIN 1/2 MILE RAIL STATIONS ONLY RAIL STATIONS + RAPID RIDE
STOPS
POPULATION 8% 22%
EMPLOYMENT 21% 37%
RAPID RIDE TRANSIT SERVICE - EXPANDED ACCESSIBILITY
RAPID RIDE ROUTE DESCRIPTION
900 | BELT LINE
Route 900 would operate between Downtown Carrollton and Downtown
Garland Stations. Overlaps 901 between Downtown Carrollton and
Spring Valley Stations.
901 | MACARTHUR
Route 901 would operate between Downtown Irving and Spring
Valley Stations. Overlaps 900 between Downtown Carrollton and
Spring Valley Stations.
936 | PRESTON Route 936 would operate between Addison Transit
Center and Cityplace/Uptown Station.
953 | HAMPTONRoute 953 would operate between SWMD/Parkland
Station and a proposed Wheatland Transit Center.
966 | LEDBETTERRoute 966 would operate between Buckner Station
and a proposed Wheatland Transit Center.
967 | BUCKNER Route 967 would operate between Forest/Jupiter and
Buckner Stations.
986 | FOREST LANE Route 986 would operate between Downtown
Garland and Royal Lane Stations.
RAPID RIDE ROUTES
KEY FEATURES OF RAPID RIDE SERVICE
PEnhanced Station AmenitiesPCapital Improvements & ITS •
Real Time Information • Transit Signal Priority • Off-Board Fare
Collection • On-Time Performance Monitoring
PBranding and MarketingPFaster Travel TimesPLRT-Like Service
Frequencies
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4.3 REGIONAL-AIRPORT EXPRESSThe Service Plan’s Regional Airport
Express network will provide one-seat rides to DFW Airport, a major
trip attractor, from parts of the service area that do not have
direct or convenient rail access to the airport. Four
regional-airport express routes are proposed, each with two to
three stops at major stations or Park and Ride locations. Routes
are designed to provide residents and travelers with express
opportunities between pick-up points as well. Over-the-road coaches
are proposed to accommodate luggage and provide a higher value
experience. To accommodate employees as well as air travel
customers, all routes would operate every 60 minutes from 5 a.m. to
1 a.m., seven days a week. Parts of this network may be replaced by
future rail service identified in the Transit System Plan.
REGIONAL AIRPORT EXPRESS ROUTES
EXPRESS ROUTE DESCRIPTION
290
Northwest Plano/Addison-DFW Express. This route begins at the
Northwest Plano park-and-ride lot and includes a stop at the
Addison Transit Center before continuing to DFW. Proposed routing
would operate along the Dallas North Tollway, I-635, President
George Bush Turnpike and the John Carpenter Freeway.
291
Lake Ray Hubbard/S. Garland/LBJ Skillman-DFW Express. This route
begins at the Lake Ray Hubbard Transit Center and includes stops at
the South Garland Transit Center and the Blue Line’s LBJ Skillman
rail station before continuing to DFW. Proposed routing would
operate along I-30, I-635, President George Bush Turnpike and the
John Carpenter Freeway.
292
Buckner/Ledbetter/Irving TRE-DFW Express. This route begins at
the Green Line’s Buckner Station and includes stops at the Blue
Line’s Ledbetter Station and TRE’s Downtown Irving Station.
Proposed routing would operate along Loop 12, Irving Blvd. and the
Airport Freeway
293
Wheatland/Red Bird/Irving TRE-DFW Express. This route begins at
a proposed Wheatland Transit Center and includes stops at the Red
Bird Transit Center and TRE’s Downtown Irving Station. Proposed
routing would generally operate along Hampton Road, Loop 12, Irving
Blvd. and the Airport Freeway.
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4.4 EXPRESS ROUTESThe Service Plan’s Express network maintains
peak period express service to downtown Dallas similar to today’s
service. All routes would be reconfigured in the Service Plan to
provide new express service to Uptown. These express routes
complement the radial service to/from downtown that is presently
provided by DART’s rail network. The following express routes are
included in the Service Plan:
DOWNTOWN EXPRESS ROUTE DESCRIPTION
205 Route 205 would operate to the Addison Transit Center.
206 Route 206 would operate to the Glenn Heights Park and
Ride.
208 Route 208 would operate to the Northwest Plano Park and
Ride.
278 Route 278 would operate to the Red Bird Park and Ride
283
Route 283 would operate to the Lake Ray Hubbard Transit Center.
This route would also stop in East Dallas, Downtown, Uptown and the
Medical District.
DOWNTOWN EXPRESS ROUTES
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4.5 CROSSTOWN AND LOCAL ROUTESThe Service Plan includes 129
local and crosstown routes, compared to an existing 121 local and
crosstown routes. Saturday service includes 109 local and crosstown
routes, 17 more than currently operating. Sunday service would
include 90 local and crosstown routes, as compared to 74
existing.
The Service Plan has retooled high-performing corridors into
true crosstown routes with minimal deviations from the major
thoroughfare and streamlined connectivity to rail and bus
transfers. Designated crosstown routes are targeted for 30-minute
or better service all day, seven days a week.
Local routes connect neighborhoods to Crosstown or Rapid Ride
routes and LRT services while neighborhood routes provide service
penetrating interior neighborhood streets. Local routes are
targeted for 30-minute or better peak period service and midday
headways ranging from 20 to 60 minutes. Neighborhood routes
generally have 30 to 60-minute peak and midday service levels. Key
features of the Crosstown and Local route modifications
include:
HIGHLIGHTS OF LOCAL AND CROSSTOWN ROUTES MODIFICATIONS
P Restructuring around the new Camp Wisdom and UNT Dallas
stations.
P One-way loops have been eliminated where feasible in favor of
bi-directional travel.
P Routing in downtown Dallas has been streamlined with a focus
on productive interlining.
P Addison is established as a major hub for crosstown travel
options.
P Smart Buses are redeployed to balance capacity needs and
community/driver preferences.
P Adequate travel and recovery time is provided for all
crosstown and local routes to improve on time performance.
P Growth in the Legacy area is supported by improved crosstown
and express services.
P Streamlined routes in the southern part of the service
area.
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4.6 ON-CALL ZONES AND SHUTTLE SERVICESDART has been a national
leader in the practice of providing on-call zone service in low
density areas that are not supportive of traditional fixed route
service. The Service Plan proposes expansion from eight to 14 zones
on weekdays. New on-call zones are proposed in Carrollton, Plano,
Irving, and Dallas. An On-call zone in north Garland (not shown) is
proposed on Sundays only to serve the Firewheel Mall and Naaman
Forest areas, which are otherwise served by local routes Monday
through Saturday. DART is examining the feasibility of using
alternative network service providers in On-call zones. If
successful, this may allow expansion of service beyond the 14 zones
shown here.
The Service Plan assumes no changes to site-specific shuttle
routes in the DART System. DART will continue to explore additions
to the current shuttle network through new partnerships.
ON-CALL ZONES
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4.7 OPERATING, FACILITY, AND VEHICLE REQUIREMENTSImplementation
of the Service Plan requires a 41 percent increase in
vehicle-hours, and a 42 percent increase in operating costs, and
would likely require over 15 years to implement. The Service Plan
uses 624 peak vehicles, and would require 133 additional fleet,
including spares. A new bus maintenance facility will be needed to
accommodate this expanded bus fleet. Implementation of the Service
Plan also includes two new bus transit facilities:
A ten-bus bay transit facility is proposed in Oak Cliff near
Wheatland Road and East Kirnwood Drive and
An eight-bus bay transit facility is proposed in East Dallas
near John West Road and Peavy Road.
Proposed service frequencies in the Service Plan were used to
determine hourly bus volumes at DART transit centers and rail
stations. This was compared to existing bus volumes and available
bus bays to determine if any additional bus bays are required. Bus
bay expansion is envisioned at:
Addison Transit Center
South Garland Transit Center
Kiest Station
Mockingbird Station
Forest/Jupiter Station
OPERATING CHARACTERISTIC ANNUAL
PLATFORM BUS-HRS. 2,989,221
ANN. PLATFORM BUS-MILES* 38,780,286
PEAK BUSES 624
REGULAR BUS 479
SMARTBUS 78
RAPID RIDE BUS 56
OVER-THE-ROAD COACH 11
ANNUAL O&M COSTS $204,685,000
*Does Not Include On-Call Zone Bus Miles
ANNUAL O&M COSTS TO IMPLEMENT SERVICE PLAN
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0 200,000 400,000 600,000 800,000 1,000,000 1,200,000
Weekday Peak 15 Minute
Weekday Midday 20 Minute
Saturday 30 Minute
Sunday 30 Minute
Population Access within 1/4 Mile
Existing Added Access with Proposed Service0 200,000 400,000
600,000 800,000 1,000,000 1,200,000
Weekday Peak 15 Minute
Weekday Midday 20 Minute
Saturday 30 Minute
Sunday 30 Minute
Employment Access within 1/4 Mile
Existing Added Access with Proposed Service
0 200,000 400,000 600,000 800,000 1,000,000 1,200,000
Weekday Peak 15 Minute
Weekday Midday 20 Minute
Saturday 30 Minute
Sunday 30 Minute
Employment Access within 1/4 Mile
Existing Added Access with Proposed Service0 200,000 400,000
600,000 800,000 1,000,000 1,200,000
Weekday Peak 15 Minute
Weekday Midday 20 Minute
Saturday 30 Minute
Sunday 30 Minute
Employment Access within 1/4 Mile
Existing Added Access with Proposed Service
5.0 SERVICE PLAN BENEFITSA major benefit of the Service Plan is
improved transit access within one-quarter mile of residents and
employees within the DART service area. The Plan not only expands
DART coverage, but also expands access to high frequency service
(refer to Section 4.1).
5.1 COVERAGEDART already has good service coverage, with 72
percent of the Service Area population and 76 percent of employment
within 1/4 miles of DART routes on weekdays. The proposed Service
Plan provides slight improvements to coverage. Weekend coverage
improvements are similar. Frequency improvements are much more
apparent under the plan.
5.2 FREQUENCYOverall, the Service Plan increases accessibility
to high frequency weekday peak period service by 67 percent
+ 145%
+ 183%
+ 239%
+ 67%
+ 86%
+ 121%
+ 94%
+ 25%
SERVICE ACCESS IMPROVEMENTS
for the DART service area population and by 25 percent for the
DART service area employment. Access to 20-minute or better weekday
midday service improves by 239 percent for the DART service area
population and by 94 percent for the DART service area
employment.
The Service Plan also includes a significant improvement of
weekend service levels in corridors that exhibit high ridership
productivity. Access to more frequent weekend service increases by
183 percent for population within 1/4 mile of 30-minute midday
Saturday service, and increases by 121 percent for employment.
Sunday access service points are similar.
Improved frequency is a key factor in increased ridership. More
frequent service means three things: reduced wait time, easier
connections, and better reliability, making transit more useful to
more people.
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6.0 NEXT STEPSAs noted earlier, the COA was conducted as phase
one in the development of the 2040 Transit System Plan. Phase two
is underway and will build upon the Service Plan recommendations to
include additional capital and operating program recommendations.
As the 2040 Transit System Plan is developed, the COA phasing and
prioritization tool will be used to develop a phased implementation
of the Service Plan recommendations. These recommendations, along
with other elements of the transit system plan, will be refined in
coordination with the DART FY17 Budget and Twenty-Year Financial
Plan to determine timing and affordability. Different Service Plan
implementation approaches may be developed to understand trade-offs
associated with varying levels of investment in the bus and rail
elements of the system plan.