Cbdallas wrote:I saw this and thought it was interesting.
https://archpaper.com/2019/12/kansas-ci ... c-transit/
Tivo_Kenevil wrote:Wow, That's pretty progressive. Although, I don't know how helpful this will be if the system is not robust. Perhaps, that's why it will be free.
muncien wrote:The only possible usage of space over the DNT that I see would be some future HSR (or hyperloop) extension to the North. Obviously, that wouldn't be for the next 30 years or more... But when considering a Northern route out of the city, it kinda makes sense. I would assume such a system would have another stop up near the Colony. There really just aren't any other alternatives to go North without tunneling or jumping over to Irving first.
I just can't see any local or commuter lines taking this route.
muncien wrote:I don't think we have an Orange Line specific thread anymore, so I'll just put this here...
DART has awarded a contract to build the Hidden Ridge Station in Irving. $11.6m and slated to be completed by December.
TNWE wrote:muncien wrote:I don't think we have an Orange Line specific thread anymore, so I'll just put this here...
DART has awarded a contract to build the Hidden Ridge Station in Irving. $11.6m and slated to be completed by December.
Woohoo! Any idea if Pioneer has built the necessary infrastructure on their side to provide pedestrian access to the new station? I haven't been up that way on the orange line since they finished their HQ,
muncien wrote:I walk by this spot at least once a week. That bridge appears to be usable with some clean up, and would be the logic crossing point, but it now crosses directly into a massive parking garage. There is an access driveway adjacent to the garage that has a sidewalk along it, and you can see a branch off of that sidewalk (toward the creek) that abruptly terminates. Perhaps they do intend to wrap a path around the garage and connect it to the station via the bridge. But I wouldn't count on that happening for sure. Without it, there no access from the eastbound platform without crossing to the westbound side first. If going from there to the new developement, you then have to cross back over the tracks at Green Park. That just seems silly.
TNWE wrote:muncien wrote:I walk by this spot at least once a week. That bridge appears to be usable with some clean up, and would be the logic crossing point, but it now crosses directly into a massive parking garage. There is an access driveway adjacent to the garage that has a sidewalk along it, and you can see a branch off of that sidewalk (toward the creek) that abruptly terminates. Perhaps they do intend to wrap a path around the garage and connect it to the station via the bridge. But I wouldn't count on that happening for sure. Without it, there no access from the eastbound platform without crossing to the westbound side first. If going from there to the new developement, you then have to cross back over the tracks at Green Park. That just seems silly.
There really needs to be a usable connection, otherwise what's the point? The handful of midscale hotels and apartments aren't going to generate a meaningful amount of pedestrian access, and the Park and Ride would just cannibalize a few existing drivers from North Lake College.
I know the idea of walking through a parking garage is antithesis to most people here, but minimizing exposure to sun/rain is a big deal to office workers, especially ones you want to coax out of their cars and onto transit...
Cbdallas wrote:I wonder if it would be possible to create a partnership between the AA Center and the Irving and Dallas Convention centers and any other event space that is off the DART rail stations where a holder of a ticket stub could use that as a pass on the DART trains the day of that event. It would encourage ridership reduce traffic. I wonder if any other cities do this kind of thing.
TNWE wrote:Cbdallas wrote:I wonder if it would be possible to create a partnership between the AA Center and the Irving and Dallas Convention centers and any other event space that is off the DART rail stations where a holder of a ticket stub could use that as a pass on the DART trains the day of that event. It would encourage ridership reduce traffic. I wonder if any other cities do this kind of thing.
DART already allows free rides for jury duty and on election day if you show your mailed card, but those are civic duties, not entertainment events.
As it stands, someone going to a game at the AAC would be paying at least $30 to park, vs. $3 for a PM pass that would cover the round trip. I'm not sure that the barrier to entry is cost so much as perception and potentially travel time...
muncien wrote: It seriously is one of the worst consumer experiences ever. Bumpy, LOUD, slow as molasses, obnoxiously meandering routes (okay, this is DART's fault), inconsistent connections, and completely unreliable. Sure some of that can be helped, but nearly all of it is because the bus is subject to vehicular traffic AND has to stop every block or so. Those are factors that have no solution.
Hannibal Lecter wrote:^ A short comparison of farebox recovery ratios: https://metro.fandom.com/wiki/Farebox_recovery_ratio
DART is an outlier on the low end at 13%. Keep in mind that is operating expenses only, not capital expenses.
I've heard it said that the money DART gets from fares doesn't do much more than cover the cost of collecting and processing them. I don't know how true that is.
ADDENDUM: More info from https://www.njspotlight.com/2015/07/15- ... -revenues/
Top 10 farebox recovery ratios nationwide:
1.San Francisco Bay Area Rapid Transit, California: 65%
2. Metro-North Commuter Railroad, New York: 55%
3. MTA Long Island Rail Road, New York: 48%
4. Washington Metropolitan Area Transit Authority, D.C.: 46%
5. Northeast Illinois Regional Commuter Railroad (Metra), Illinois: 45%
6. San Diego Metropolitan Transit System, California: 43%
7. Chicago Transit Authority, Illinois: 42%
8. MTA New York City Transit, New York: 41%
9. NJ Transit, New Jersey: 40%
10. PATH, New Jersey/New York: 40%
tamtagon wrote:Maybe the population growth in downtown neighborhoods will allow buses to become more functional.
muncien wrote:I believe one of the biggest disservices, and probably simplest fixes, is the perceived 'penalty' for short distance riders. I know we have said this in the past, but with go-pass adoption, I think the solution is simpler than ever. For users who only plan on grabbing a ride in dense urban area (CBD, and maybe Las Colinas Urban Center), there should be a super cheap fare ($1?) or even free ride to help mitigate local traffic and parking. This ride should still be managed through the app and require a 'ticket' (not just free boarding), but it should be dirt cheap. Checking for tickets between Pearle and West End doesn't happen anyway, so it seems like a no brainer.
TNWE wrote:I still think DART's big mistake was not making the GoPass Tap cards a touch on/touch off system and going to zone-based fares (since, as many here have noted, the rail system is effectively Commuter Rail running LRT stock). The app is good and all, but basically everyone who uses it just keeps an unactivated ticket on there and only activates it when they see Fare enforcement or police. A tap on/tap off system makes it very easy to know where someone got on and off the train, and charge the appropriate fare within a given zone. Plus, it would give DART a much more accurate picture of where people are going when they take transit, and help them to plan services accordingly.
Redblock wrote:Coming soon to rail stations near you.
https://www.railwayage.com/news/dart-wi ... ick-maker/
muncien wrote:Redblock wrote:Coming soon to rail stations near you.
https://www.railwayage.com/news/dart-wi ... ick-maker/
I saw this the other day... Is this seriously an issue? I have never heard of this being a problem. Seems weird... I don't think I've ever seen something like this implemented. Is someone on the DART board related to the contractor? LOL
Tucy wrote:Average weekday DART ridership at the DFW station:
FY 2014: 922
FY 2015: 898
FY 2016: 968
FY 2017: 976
FY 2018: 929
FY 2019: 951
DFW Airport passenger traffic in roughly that time period increased by 17.5%. The population of the Dallas side of the metroplex increased by 10.4%. DART ridership at the DFW Airport station increased by 3.1% in 5 years.
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