DART considering changing membership rules

[electricron]

From http://www.dallasnews.com/sharedcontent/dws/news/localnews/stories/012510dnmetdartgrowth.4044507.html
Dallas Area Rapid Transit is considering ways to bring new cities aboard without requiring them to pay a full cent of sales tax, which has been a core membership requirement since the agency's founding more than a quarter-century ago.
That full-penny requirement, which in recent years has meant more than $200 million a year in sales tax contributions from Dallas alone, has been the biggest obstacle to the agency's growth. One fast-growing suburb after another has chosen to stay out of DART rather than surrender all of its discretionary sales tax revenue to pay for bus and rail service.

MEMBER CITIES' CONTRIBUTIONS
City (Fiscal 2009) [Total since 1984]
Addison ($8.9 million) [$180 million]
Carrollton ($19.4 million) [$335 million]
Cockrell Hill ($249,000) [$2 million]
Dallas ($193 million) [$3.9 billion]
Farmers Branch ($11.7 million) [$240 million]
Garland ($19 million) [$249 million]
Glenn Heights ($211,000) [$2.3 million]
Highland Park ($2.1 million) [$34.5 million]
Irving ($44.3 million) [$737.2 million]
Plano ($53.1 million) [$793.3 million]
Richardson* ($17.5 million) [$401.2 million]
Rowlett ($5.3 million) [$52.8 million]
University Park ($2.7 million) [$48.8 million]
Coppell/Flower Mound** ($0) [$3 million]
All cities' payments ($377.6 million) [$7 billion]
* Includes $1.4 million paid by city of Buckingham before its annexation by Richardson in 1997.
**Flower Mound and Coppell left DART in 1989.

Looking at city contribution totals, here's the order
1. Dallas ($193 million) [$3.9 billion]
2.. Plano ($53.1 million) [$793.3 million]
3. Irving ($44.3 million) [$737.2 million]
4. Richardson* ($17.5 million) [$401.2 million]
5. Carrollton ($19.4 million) [$335 million]
6. Garland ($19 million) [$249 million]
7. Farmers Branch ($11.7 million) [$240 million]
8. Addison ($8.9 million) [$180 million]
9. Rowlett ($5.3 million) [$52.8 million]
10. University Park ($2.7 million) [$48.8 million]
11. Highland Park ($2.1 million) [$34.5 million]
12. Glenn Heights ($211,000) [$2.3 million]
13. Cockrell Hill ($249,000) [$2 million]
14. Coppell/Flower Mound** ($0) [$3 million]
All cities' payments ($377.6 million) [$7 billion]

Looking at percentages: Dallas' share has been 55.7% since 1984. Last year, Dallas' share was 51.1%.
Looking into the future, I can forsee a time when Dallas' share falls below 50%. That would come quicker if DART finds more member cities.....

[RobertB]

Numbers are great, but they only tell a tiny part of the story. Here are some tidbits that are particularly interesting, and show that there's been some behind-the-scenes discussions (as is often the case when the General Public is wondering "why isn't anything happening?"

The first efforts probably will be to persuade cities to simply contract for specified services – probably limited bus service, Thomas said, adding that doing so would require changes to DART rules.

"Right now, our board policy says I can only contract for commuter [rail] service," he said. "But some communities have approached us about contracting for bus service, so we have begun those conversations at the board to talk about a policy change.

"In other words, if a city wants to have us run three routes in the morning and three in the evening, then we'd send those buses – probably bringing the passengers to downtown Dallas or another central location – and send the city a bill, and they would send us a check."

[...]

[N]ew members, even junior ones, could help ease frustration among some member cities confronted with sagging sales tax receipts.

One founding member, Plano, has already asked DART to prepare a summary of what would be required should it decide to quit, Thomas and officials in Plano said.

"We are working on that now," Thomas said, adding that staff is determining how many years Plano would have to dedicate sales taxes to DART following a withdrawal. "It wouldn't be for just a year or two. If a city were to have a [successful] pullout election, the service would stop the next day, but the financial obligations for that city may not stop that day."

[...]

Rick Stopher, mayor pro tem in Irving, said his city is thrilled to finally be able to welcome rail service to town as the Orange Line opens in phases beginning next year.

"We're had our difficulties with DART, but right now we're like a kid with a shiny new toy; we can't wait for it to get here," he said. "But we have these conversations all the time, questions about whether DART has been a good investment."

One look to the west, Stopher said, reminds many Irving residents that nonmember cities have been able to attract major investments by using sales tax revenue for things besides transit.

"You do wonder sometimes where the Cowboys might have ended up, had other cities like Plano, Irving or even Dallas had the option to use its sales tax" to attract the team, he said.

This is the first I've heard of anyone in Plano (or any other member city) asking DART to do a preliminary pullout estimate. A successful pullout would be devastating to DART in particular and regional transportation in general -- but I strongly suspect the goal of the request was to focus minds at DART HQ, and remind them that Dallas isn't the only500-pound gorilla in the monkey house. That's where electricon's analysis comes in... add some more revenue from new junior members, and Dallas goes from ruling the roost to being first among equals.

[electricron]

This is the first I've heard of anyone in Plano (or any other member city) asking DART to do a preliminary pullout estimate. A successful pullout would be devastating to DART in particular and regional transportation in general -- but I strongly suspect the goal of the request was to focus minds at DART HQ, and remind them that Dallas isn't the only500-pound gorilla in the monkey house. That's where electricon's analysis comes in... add some more revenue from new junior members, and Dallas goes from ruling the roost to being first among equals.

I think one reason Plano may be asking for a preliminary pullout estimate from DART may be to free itself to be available to join a future Colin County Transit Agency. Plano would like to see the Red Line extended to McKinney, the future Cotton Belt line extended to Murphy, and Frisco would like to see commuter rail too. A Colin County Transit Agency would be in far better economic shape if Plano joined it. But to do so, Plano will have to leave DART.

For suburban counties to form county transit agencies under Chapter 460, they need all the larger cities in the county to join for it to have enough financial resources to make it work.

I don't think any other county surrounding Dallas that doesn't already have a mass transit agency is large enough to do so. Tarrant County already has the FWTA, and Denton County already has the DCTA. Since Collin County's population is larger than Denton County's, it is large enough to form its own transit agency - but it will need taxes from Plano to build anything substantial.....

Population:
Dallas County = 2,412,827
Tarrant County = 1,750,091
Collin County = 762,010
Denton County = 636,557
Plano = 255,009
If you subtract Plano's population from Collin County's, the population left to support its own county transit agency would be just 507,001. Probably large enough to support building one rail line, but not the three rail lines they desire.

I do not think the following Chapter 460 counties are large enough to fund trains with their own transit agency taxes yet. These will need assistance from a regional transit agency.
Johnson County = 153,630
Ellis County = 148,186
Parker County = 111,776
Kaufman = 100,527
Rockwall = 77,633
Wise County = 58,506

The Texas State Legislature has three times denied funding for a regional rail transit. Cities and Counties at some point in time will have to look again at what's already allowed per state law. Chapter 460 looks just as promising in Collin County as it did in Denton County....

The Plano pullout estimate figures are going to be huge in determining what Plano may do.

[xen0blue]

I think one reason Plano may be asking for a preliminary pullout estimate from DART may be to free itself to be available to join a future Colin County Transit Agency. Plano would like to see the Red Line extended to McKinney, the future Cotton Belt line extended to Murphy, and Frisco would like to see commuter rail too. A Colin County Transit Agency would be in far better economic shape if Plano joined it. But to do so, Plano will have to leave DART.

For suburban counties to form county transit agencies under Chapter 460, they need all the larger cities in the county to join for it to have enough financial resources to make it work.

I don't think any other county surrounding Dallas that doesn't already have a mass transit agency is large enough to do so. Tarrant County already has the FWTA, and Denton County already has the DCTA. Since Collin County's population is larger than Denton County's, it is large enough to form its own transit agency - but it will need taxes from Plano to build anything substantial.....

Population:
Dallas County = 2,412,827
Tarrant County = 1,750,091
Collin County = 762,010
Denton County = 636,557
Plano = 255,009
If you subtract Plano's population from Collin County's, the population left to support its own county transit agency would be just 507,001. Probably large enough to support building one rail line, but not the three rail lines they desire.

I do not think the following Chapter 460 counties are large enough to fund trains with their own transit agency taxes yet. These will need assistance from a regional transit agency.
Johnson County = 153,630
Ellis County = 148,186
Parker County = 111,776
Kaufman = 100,527
Rockwall = 77,633
Wise County = 58,506

The Texas State Legislature has three times denied funding for a regional rail transit. Cities and Counties at some point in time will have to look again at what's already allowed per state law. Chapter 460 looks just as promising in Collin County as it did in Denton County....

The Plano pullout estimate figures are going to be huge in determining what Plano may do.


Plano already has a working (and relatively new) rail infrastructure in DART, why would they just throw that all away? If Colin County got it's own transit service, would it still be connected to DART in some way? What would happen with the current DART line running through plano?

[cowboyeagle05]

Plano already has a working (and relatively new) rail infrastructure in DART, why would they just throw that all away? If Colin County got it's own transit service, would it still be connected to DART in some way? What would happen with the current DART line running through plano?

They did say they probably wouldn't stop still 2014 when they could have an election by then the infrastructure is not that new. Plus they would probably just use the threat of pull out as a negotiating tool. For instance they might just want to pay for the continued rail service a smaller amount, from the Downtown Plano station but that's it and use some other means for buses that would feed the station. Its all just looking at the feasibility of all options it doesn't mean they are that serious about proceeding to pull out. If I looked at a city budget and wanted to cut costs I might look at what I'm paying to DART and discuss how things might be cheaper.

[electricron]

Plano already has a working (and relatively new) rail infrastructure in DART, why would they just throw that all away? If Colin County got it's own transit service, would it still be connected to DART in some way? What would happen with the current DART line running through plano?

If Plano withdraws, the Red Line tracks would still remain. It's just that DART wouldn't be obligated to run any trains on them. The reason Plano tax dollars would still head to DART for a while is for Plano to pay for all the infrastructure that DART built in Plano. Meanwhile, Plano would have to pay DART a little extra to keep the trains rolling on that infrastructure - if Plano wanted the trains. A new Colin County Transit Agency would probably end up paying to keep the trains rolling to Plano stations.
The corridor DCTA will be running on basically belongs to DART. DCTA is spending over $200 million improving the corridor - all new rails, new bridges, restoring old bridges, new train signals, new crossing gates, and refurbishing some old bridges. That's a lot of money being invested considering DCTA will not own the corridor. That's like paying to build your neighbors new home.
I don't think Plano will hold an election to withdraw until a Colin County Transit agency has been established by elections in other Collin County cities. This preliminary step of asking DART to estimate how long it'll take for Plano to repay DART for infrastructure improvements is just that - a preliminary planning step. I agree with others that Plano isn't considering to withdraw from DART soon. I only suggested why I think Plano is asking for the study to be performed. You must admit my reason is a possibility.

[psukhu]

It is insane how far behind the US is compared to the Europe and Asia in passenger rail travel. Imagine the possibilities if TxDOT controlled this.

[AeroD]

It is insane how far behind the US is compared to the Europe and Asia in passenger rail travel. Imagine the possibilities if TxDOT controlled this.

On the surface it may seem like so, but a deeper look shows that it in fact is not insane.

Yes, China's new HSR system is amazing, but the Chinese government can do many things that federal, state and local governments in America cannot do. Most notably, the Chinese government can do things without asking for permission.

European countries also have something that our governments lack...revenue.

[NThomas]

...Most notably, the Chinese government can do things without asking for permission...
Unfortunately, the Chinese people can't do things without asking permission.

[tamtagon]

It is insane how far behind the US is compared to the Europe and Asia in passenger rail travel.

word

Minimally, passenger train funding in North Texas should be come from the county level instead of city.

[electricron]

Minimally, passenger train funding in North Texas should be come from the county level instead of city.

I'm going to disagree. I know you qualified your statement to just trains, but what would you call a streetcar?
A historic streetcar like McKinney Avenue Trolley trolleys aren't much larger than a bus, nor is it operated much differently. If a city can have a bus transit agency, it should also be allowed to operate trains.

I know in many metros nationally there are different public agencies running trains and buses. The only reason it can't happen in Texas' cities is the Texas Transportation Code, which basically limits how many publicly funded transit agencies can exist within a county or city. McKinney Avenue is operated as a non-profit organization. DART is allowed to contract with and help fund McKinney Avenue Trolley because DART is allowed to contract out services, even to non-profit organizations.
DART is the only state allowed sales tax funded transit agency in Dallas County. That's why Mesquite, Grand Prairie and other non DART member cities in Dallas County have very small scale bus systems, if any at all. They can only fund bus systems from federal appropriations, standard city taxes, and bus fares. They can't charge sales taxes for transit, only DART can do that.
If we're going to change the laws allowing counties to control transit agencies by charging sales taxes, we're going to need to eliminate the ability for cities to charge additional sales taxes, as long as the state mandates a sales tax cap. Although DART member cities would have room under the cap, switching the sales tax from city to county collected, because Mesquite and Grand Prairie don't have room under the cap, Dallas County couldn't dedicate any sales taxes for transit at all, not even in DART member cities.....

There's some important legal points in my response, I hope all of you got them.

[mjblazin]

It's not going to fly that largest entity in the county gets to steamroll the other towns/cities in the county in any vote on taxes, pro or con. All cities are creations of the state of Texas and are nominally equal. The people that live in each of them should have the right to make their own decisions on tax level and designation. That right makes building consensus a more difficult task, but so be it.

[Rodger Jones]

With respect to the Lindenberger story on DART membership ...

http://www.dallasnews.com/sharedcontent/dws/news/localnews/transportation/stories/012510dnmetdartgrowth.4044507.html

... does anyone know of real, serious interests that non-DART suburban cities have in getting service from DART, and what kind would that be?

Most cities already are at the sales-tax cap (4a and 4b programs) and wouldn't be able to wean themselves off for years. That rules out true DART membership.

That said, some northern suburbs have been interested in partnering with DART to develop the Cotton Belt through a PPP and get rail service by contract. It would involve Plano, Richardson, Addison, Dallas and points west, all the way to DFW airport. Think about it: Addison has been paying into DART since 1986 and is not guaranteed rail service anytime soon -- or anytime at all. Sad, but its best chance at rail is going outside of the DART plan (although with DART's possible help).

Against that reality, who would want to pay sales taxes to DART and wait for rail service? Nobody.

Best case for some suburbs is banding and contracting for commuter -- not light rail -- service. Duncanville, Cedar Hill and Midlothian are interested, I hear.

McKinney and Allen could develop commuter rail that way if DART would let them use DART right of way. Some estimates say diesel commuter service could be done for less than $5 million a mile, compared to $50 million to $80 million a mile for light rail.

Frisco has been talking about linking to Irving over BNSF tracks through a PPP, but I haven't heard any progress.

Bus service is another thing. I can't see Frisco doing buses, or McKinney or Duncanville. But I hear Cedar Hill and DeSoto may be interested. Mesquite even.

Anyone have more information on suburbs developing buses or rail?

[Mballar]

^Mesquite and Balch Springs have already publicly stated their interest in DART service. Their City Councils have sent a joint letter requesting further exploration into providing, at least, bus service to those suburbs. For its part, DART has also made it clear that it would like to expand the green line with a spur going down Scyenye all the way into Mesquite.

[RobertB]

^Mesquite and Balch Springs have already publicly stated their interest in DART service. Their City Councils have sent a joint letter requesting further exploration into providing, at least, bus service to those suburbs. For its part, DART has also made it clear that it would like to expand the green line with a spur going down Scyenye all the way into Mesquite.
For further details of Mesquite -- and Forney and Terrell as well -- see this thread: Mesquite, Forney, Terrell: "We Want DART" (http://forum.dallasmetropolis.com/showthread.php?t=8272). In particular, the Mayor of Mesquite has specifically said he wants stations near the new Peachtree Town Center, Downtown Mesquite, and near Mesquite Airport.