Parker Road wrote:
TNWE wrote:Not really surprising - DART ... set the constraints that they weren't buying more buses.
And that's the root of the issue with this plan. When DART's cut as much service as it has over the years, there isn't much the agency can do to provide good service for ridership or
coverage. At some point they're going to have to use some brute force to deliver better service by, you know, delivering more
If Dallas cared about good transit at all, most of the frequent routes would have been designated for dedicated lanes (or better) service years ago. I trust this consultant; I hope that the Golink zones can be as effective as low-ridership fixed routes, and that ridership will increase on the few core routes proposed to an extent that better service becomes popular enough elsewhere.
But man, I didn't expect the contrast to be that
drastic. I was hoping for a few more frequent routes at least, lol.
Even with the draft plan including special shuttles funded by outside entities like the Comet Cruiser and the DFW parking shuttle routes (that don't really count against DART's bus or driver capacity), it really is sad. And as much as I've maligned DART's previous strategy of pushing as many trips to LRT as possible (even if that means a bus connection on both ends), this plan seems to just overlay areas that already have 15 minute or better headways on LRT with a separate bus option at the same headway, while reducing a bunch of outlying LRT stations to pure Park and Ride with maybe 1 route at an hourly off-peak frequency.
Other than the proposed route 100 connecting Bachman to Park Lane at a 20 minute headway, there really aren't any frequent crosstown routes like the current route 402/403 buses that run from Garland to Las Colinas via Richardson, Addison, and Carrollton, with the two overlapped between 75 and 35 to effectively double frequency. Instead they have 42 different ways to get between Cityplace and Deep Ellum, or Downtown and Oak Cliff.
Also, given that the "laptop class" of worker is probably not going to be commuting as much or as regularly post-COVID, I wonder if they gave any consideration to a more balanced level of service throughout the day, as opposed to an office-hours centric model. My fear is that they're directing a lot of resources towards making sure the much smaller population of laptop-toting workers living in Bishop Arts or Uptown and still go into the office every day post-COVID have frequent rush-hour service to downtown, at the expense of folks in retail/service jobs out in the burbs having to deal with once an hour bus service to their shift that starts at noon and ends at 8 pm.