Garland, TX – The City of Garland has long benefited from its partnership with the Dallas Area Rapid Transit (DART) system, which has provided public transportation links across the metroplex. This connection has been especially vital for local artists, many of whom have shared how DART lines have facilitated their access to cultural events and the broader art scene.
However, recent discussions about DART’s funding structure have raised questions about Garland’s position in relation to DART. The city’s silence amid nearby tensions with DART could be perceived as support for Plano’s stance and the clawback clause they are seeking.
A History of Collaboration
Garland’s relationship with DART began in 1984 when voters approved a one-cent sales tax to fund transit operations. Over the years, this partnership has enabled significant developments, including the opening of new transit centers and bus routes that have improved accessibility for residents. In January 1996, Garland citizens voted overwhelmingly (2 to 1) to retain membership in DART. As part of this ongoing collaboration, the Vanpool Incentive Program (VIP) was introduced, offering passenger rates designed to save the average commuter over $200 per month.
Recent Comments About DART’s Funding by City Leadership
During the April 14th work session, Matt Watson, Garland’s Finance Director, criticized DART’s current funding structure, which voters have repeatedly supported. He stated, “The shocking part [about DART’s funding structure] was that state and local operating assistance for DART is at 70.3% of their total revenue base, while the transit industry has reported in their financial statements at 48.7%.” This data point comes from reports by the American Public Transportation Association, of which DART’s former President/Executive Director, Gary Thomas, served as Chair. DART remains actively involved in the association, communicating with other transit authorities to gather information. Ultimately, DART’s funding structure was voted on and approved by the public.
Ed Moore, Garland’s representative on the Regional Transportation Council and District 3 City Councilmember, echoed these sentiments, stating, “The resolution risks further alienating cities that have remained committed to the regional partnership. It reinforces a system where some cities disproportionately subsidize others while having limited influence over decisions that impact their constituents.” He emphasized that while the proposed legislation is not perfect, it introduces mechanisms for greater equity and transparency.
The Gazette reached out to Moore for clarity and he shared, “I would not characterize my position as opposing full funding for DART. … My perspective is that we must ensure DART’s accountability, performance, and alignment with community priorities before committing to additional funding without conditions.” In another point he added, “Garland has supported DART for decades, and while we value regional transit, it’s also appropriate to ask tough questions about return on investment, project delivery timelines, and service effectiveness.”
The Financial Breakdown
Despite concerns about DART’s funding, return on investment for Garland has largely benefited our community, with Garland receiving services valued at $17M annually, more than what we contribute to the system through sales tax contributions. It seems logical that higher-income areas like Highland Park and Plano contribute more to DART’s revenue due to their affluent populations. For context, the median household income in Highland Park exceeds $250,000, while Plano sits at over $108,000. In contrast, Garland’s median household income is approximately $74,000, and Cockrell Hill is just over $54,000, two communities in the system of member cities that benefit the most from DART.
This discrepancy in income levels raises important questions about equity in funding. Are we advocating for high-income communities that already enjoy proximity to entertainment options, or are we focusing on helping those who lack access and resources?
Advocacy and Future Challenges
Jeamy Molina, DART’s Executive Vice President, emphasized the need for communities to vocalize their support for DART, stating, “If you take DART and have benefited from it, then speak up.” This call to action comes at a time when the agency continues to face potential funding cuts and member city withdrawals that could have dire consequences for service levels and job security.
The North Central Texas Council of Governments (NCTCOG) has raised concerns about potential penalties related to air quality standards. If the Dallas-Fort Worth area fails to meet these standards by mid-2026, it could face annual penalties of up to $45 million, placing a significant burden on local municipalities. In a recent interview, Chris Klaus, Senior Program Manager in Air Quality Management at NCTCOG, mentioned that Garland currently lacks both regulatory and non-regulatory air monitors. He suggested that if the community wants to learn more about local air quality, a non-regulatory monitor would be a suitable option. Klaus also pointed out that diesel trucks are one of the leading contributors to poor air quality in the region, and in the industrial city of Garland, they are a common sight.
During the April 10th RTC meeting, Michael Morris, the Director of Transportation at NCTCOG, stated, “Public transportation is a critical piece of the puzzle designed to improve our regional air quality.” He urged the Council to resolve the disagreement locally rather than handle the matter in Austin. Although the legislative session ended without addressing DART’s funding, DART’s resolution will continue to encourage member cities to support the full penny that voters originally approved.
Appointed DART board member Mark Enoch addressed the Garland City Council in April, stating, “The mayor knows and Mr. Moore knows that I did not support and voted against Plano getting $28 million to $29 million back from its sales tax. Plano is an outlier; there is about a $65 million gap between the amount of money it contributes and the amount it claims is spent in the city. No other city is that much of an outlier.” Enoch, who formerly served as Mayor of Rowlett, was appointed in 1997 by the cities of Garland, Glenn Heights, and Rowlett to represent them on the DART Board of Directors. He has strongly urged city leadership to continue supporting the full penny.
Moving forward, Garland’s leaders will need to address how the city’s unique needs are met within the broader regional framework. The outcome of these discussions will shape the future of transit in Garland and the surrounding areas for years to come. DART is inviting the public to share their comments in the coming weeks. Rowlett’s public comment session will be held on Wednesday, June 25, from 6:30 to 7:30 PM at the Rowlett Community Center (Room D). Following that, DART will host a public comment session at Garland City Hall on Thursday, June 26, from 6:30 to 7:30 PM, providing an opportunity for community input on these critical issues.
