Photo by Justin Terveen.

Politics & Government

The Agenda for a New Dallas

After Saturday's runoff elections, with three incumbents losing their seats, the City Council is poised to make transformative changes.

This is a memo to the new Dallas City Council and the management team at City Hall.

You now have the rare opportunity to transform a major American city. The long era of begging — and paying — companies and developers to move into the core city is over. The long slide in the city’s median household income can be stopped and reversed. Our urgent need for affordable housing can be met. The awful transit system can be fixed so people can get to their jobs. Public safety employees can be paid better wages, and our pension obligations can be met. The demographic surge is with you. Your job is to remove the barriers to growth and to prepare this city for the future.

You’ve made a lot of promises to your districts. To keep those promises, you need money. You need a citywide strategy that produces tax revenue, leverages our major assets, reconnects and reinvigorates our neighborhoods, and provides more access to transit for your constituents. With that in the works, you will have the resources to tackle the particular problems in your district.

Here is that strategy:

1. Tear Down I-345 and Reap the Windfall

In May of 2014, D Magazine devoted an entire issue to the redevelopment of the East End. A year later, TxDOT Commissioner Victor Vandergriff launched a detailed analysis of I-345, I-30, and other highway corridors that have torn apart the urban fabric. That study, called CityMAP, was released in its final form about a month ago. It gives three alternatives to the City Council on the gargantuan concrete slab known as I-345.

HIGH TIME: I-345 only creates blight. Tearing it down would create $4 billion in new investment and more than 22,550 jobs.

The first is to remove the exit ramps in downtown. However, doing so would make traffic on I-345 worse. The second is to take the highway below grade. That also makes traffic worse. The third is to replace the highway with boulevards. That alternative is traffic neutral. (A fourth alternative, tunneling the highway, is so expensive that TxDOT would not even consider it.)

To build I-345 in 1971 required bulldozing 52 blocks of Deep Ellum, a deep and lasting scar in the city’s physical history. Replacing the highway with boulevards allows the city to redevelop 240 acres, producing $4.5 billion in taxable value — as much as downtown Dallas — and bringing $110 million a year to the city coffers.

Moreover, the city owns 50 of those acres, and TxDOT owns another 50. By establishing an authority to control that acreage and a TIF over the entire area, the city could superintend the building of 10,000 units, most of which could be devoted to workforce housing with provisions for amenities such as parks, schools, shops, restaurants, movie theaters, and grocery stores. The proceeds from development of the TxDOT acreage — as high as half a billion dollars — could go toward rerouting I-30. CityMAP estimates 11,000 jobs would be created. The pressures of growth can be mitigated for longtime residents in South Dallas by capping property taxes for individual homeowners.

“To build I-345 in 1971 required bulldozing 52 blocks of Deep Ellum, a deep and lasting scar in the city’s physical history.”

TxDOT is willing to put up $30 million for a detailed design. Grab that money as fast as you can. And put up $5 million in the bond issue for a simultaneous and coordinated development plan. This is a golden moment of opportunity. Seize it.

2. Get Off Our Duffs and Build the Damned Trinity Park

The first item on the agenda of the new City Council in August should be to withdraw 3C — otherwise known as the Trinity Tollway — from consideration by the Federal Highway Administration. Councilwoman Sandy Greyson has the resolution ready to go. Pass it. Let’s get on with the job of restoring the Trinity River to the natural wonder it can be.

D Magazine’s Peter Simek has laid out the principles for how to get it done. After several meetings with the mayor and with his principal designers — landscape architect Michael Van Valkenburgh and hydrologist Tim Dekker — we endorse their shared vision of natural restoration for the entire Trinity River watershed. City Hall has been an inept manager, often doing more harm than good. The mayor is right that a quasi-independent authority (as with the East End) needs to take charge of the entire Trinity watershed.

There are three essential controls that have to be put in place. One, the authority and any nonprofit associated with it must submit its budget and compensation schedules annually to the City Council for approval. We do not need another Dallas Police and Fire Pension Board, State Fair of Texas, or DART that pursue their own agendas at the expense of the city. Two, while the boards of the authority and its nonprofit operating entity must be small enough to be effective, their members should be an even mix of business leaders experienced in public works, environmental experts, and neighborhood representatives.

The Trinity River, with downtown Dallas peeking through the trees. (Credit: Justin Terveen)

The Trinity Commons Foundation and the Trinity Trust (rebranded as the Trinity Park Conservancy) have been conspicuous failures. Nobody associated with either should be invited to join. Third, as with Houston’s Buffalo Bayou and, to some extent, our own Klyde Warren Park, a tax increment plan needs to be imposed over the entire system, so that all citizens benefit from the property appreciation arising from the city’s investment. That revenue must be dedicated to maintenance and to the extension of improvements to the entire watershed, as outlined by Kevin Sloan in D Magazine’s “Wild Dallas” March issue.

Nothing will happen unless 3C is taken off the table. Do that first. Then take the mayor at his word. He says he wants a great natural park, and he has recruited a team capable of building it. Support him.

3. Reform DART or Leave It

Dallas is crying out for more density, more urban amenities, and more walkability. Every square inch of Uptown will soon be filled by new apartments and condos. The demand is high, and we do not have a city transit system to meet it. We desperately need a multi-modal system — trains, buses, trolleys, streetcars, dedicated bike lanes, rapid bus transit — to accommodate inner-city growth and get people to their jobs.

Meanwhile, DART continues to pursue its decades-old strategy of laying rail and subsidizing suburban light rail ridership — while ridership continues to decline. DART now insists on building a $1.5 billion Cotton Belt line with borrowed money that it estimates will carry a mere 3,000 people a day. And its ridership estimates have historically been optimistic.

Dallas annually pays $260 million to DART, amounting to 48 percent of its budget. When Councilman Scott Griggs proposed diverting $30 million to $40 million of that contribution to help with the pension mess, we initially demurred. The city’s transit needs are too great to siphon off money. But that doesn’t mean Dallas should continue to subsidize its richer neighbors.

If suburban riders don’t want to pay full freight to commute to Dallas for their jobs, they should stay home or move here. If DART wants to continue to build out its suburban system to the detriment of Dallas, it should go ahead and do it — and the suburbs should pay for it. So far the $5 billion Dallas has spent has produced a minimal — some would say invisible — return on investment. Dallas should say, Thanks but no thanks.

Dallas has an alternative. The suburbs can keep the rail. We could give it to them. Dallas can keep its $260 million a year to invest in multi-modal systems that actually spur urban development, fatten the city’s wallet, and get its citizens — especially those living in the southern sector — to work.

The City Council has already made its priorities very clear, and the Cotton Belt is conspicuously not on the list. If DART bulls ahead with building it, the new City Council needs to seriously consider its options. The next regular session of the Legislature is in two years, plenty of time to design a city transit system, to negotiate a legal separation, and to prepare the Legislature to amend DART’s existing charter.

“DART has long been an economic repressor for this city, not an economic stimulant. It has the worst record of economic benefit of any transit system in the nation.”

If Councilman Lee Kleinman — DART’s water carrier on the City Council — wants to regain any credibility as the Council’s transportation chair, I advise him to send an urgent message to his DART friends that they need to cancel the Cotton Belt and instead respond to the city’s multi-modal needs. Kleinman didn’t have the votes when he tried to insert the Cotton Belt into the city’s priorities for DART. He didn’t have the votes when he opposed Patrick Kennedy’s election to the DART board. He didn’t have the votes when he tried to save DART board member Richard Carrizales from being booted for voting against the city on the Cotton Belt. He certainly won’t have the votes with the new City Council.

Let me add another caveat that should be clearly understood. When the Council voted that D2 — the new downtown line — must be a subway, it was accommodating DART’s need for a second line to unsnarl its tracks when disruptions occur on the main line. DART is building that line — and I quote one of its executives — “to get people from Irving to Plano.” Dallas does not need D2. The suburbs do. If D2 is not constructed in a way that stimulates economic development in downtown Dallas and that does not interfere in any way with a new boulevard system for the East End, the City Council should retract is permission to build. DART has long been an economic repressor for this city, not an economic stimulant. It has the worst record of economic benefit of any transit system in the nation. It cannot even get Dallas citizens to work and back. The D2 money could instead be invested in mult-modal systems, and Dallas would be the better for it.

4. Take Back Fair Park

The mayor has done a service to the city that D Magazine has long argued for. He has taken Fair Park out from under the control of City Hall and the Parks Department. We strongly endorse an independent operator for Fair Park whose mission is to remake its 277 acres into a lively, functioning, year-round amenity for the neighborhoods that surround it.

“The time to cut the cord is now. The objectives for Fair Park cannot be achieved unless the State Fair gets smaller, smarter, and more profitable per square foot. “

The mayor stumbled out of the gate by designating a handpicked group under Walt Humann as the operator. Thanks to Councilman Philip Kingston, that problem has been corrected. There are now three bidders. But none of these bidders will succeed unless the city addresses the elephant in the room. That is the State Fair of Texas and its control over the park.

The city must renegotiate the current lease with the State Fair to reduce its footprint to 90 acres or less, with a separate entrance. If the State Fair does not choose to renegotiate, its many documented violations of the lease are cause to terminate it. The city can then tell the State Fair what the new terms — and new footprint — will be.

The mayor believes the winning bidder will be able to proceed in steps without clashing with the State Fair. He cites as an example the Automotive Building. The Fair’s car show is one of its major revenue sources (or so the mayor tells me). Why, he asks, get in a fight with the Fair over its use of the historic buildings until we have a plan for the entire historic area? When we have a plan, or a tenant, presumably it will produce enough revenue to compensate the Fair for moving.

It’s a reasonable approach, until one considers the State Fair’s management philosophy, which is one of opacity, obfuscation, and self-aggrandizement.

Negotiating piecemeal with the State Fair is a recipe for delay. Its management and board will stall, sue, propagandize — in short, do whatever it takes to resist change.

The time to cut the cord is now. The objectives for Fair Park cannot be achieved unless the State Fair gets smaller, smarter, and more profitable per square foot. This can happen over a five-year timeline, but the timeline needs to be set out and agreed to before the city spends bond money on maintaining buildings the State Fair uses for its own purposes while ignoring its lease requirements.

The new City Council should direct the City Attorney to open discussions with the State Fair to reduce its size, to withdraw from the historic district, to construct new fair buildings in its new perimeter, to erect multi-use parking structures, and to build a separate entrance.

I have every confidence that the State Fair’s board will yell and scream. Before they get into too much of a lather, they should look at the data — or what little data the State Fair releases. (Even today, it is in court trying to prevent its attendance number from being made public.) The Fair would be better in a smaller space and with newly designed buildings. It could drastically increase its profit by reducing its costs. But the Fair has been run by the same group for 40 years, and it shows no signs of having learned anything new while the world around it has changed. It is a detriment to the neighborhoods around it, and its acres of concrete are a blight on the city.

The City Council should send a clear message to the State Fair board: help us remake Fair Park for the people who live near it, or we will move you out of the way.

A Final Note


Broadnax isn’t afraid to tell the mayor he doesn’t like one of his ideas.

New City Manager T.C. Broadnax and the people he has recruited are very impressive. The quality and devotion of our City Council has rarely been higher. Mayor Rawlings is a man of character and energy, and he now has the experience to lead with authority and grace. He has made some wrong turns, but who among us hasn’t? If on these four points, the mayor, the Council, and city management could stay united and focused, the city will regain everything it lost during the great suburban exodus of the 1970s and ’80s.

There will be emergencies. There will be crises. There will be conflicts. There will be personal animosities, political machinations, divergent interests, and, most of all, arguments over money.

But if this Council can launch the redevelopment of the East End, finally get the dirt flying for Trinity Park, reform our transit system, and redo Fair Park, it will accomplish a generational transfiguration of Dallas.

This could very well be remembered as one of the great epochs in our city’s history.

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Comments

  • Joe Hunter

    A very nice piece that states the chronic issues facing Council and our City bureaucracy. But, it does not address the elephant in the room and that is our inbred oligarchs and our inbred city bureaucracy. I don’t believe that the elephant will cooperate until there is more of a political upheaval in the future and a peanut revolution takes place.

    • Candy Evans

      It’s starting, Joe, just takes time!

    • Larry Chan

      Any time I hear the phrase oligarch I tune out. Until I get names, I am going to assume you also believe in the Trilateral Commission and what not. You must mean that shadowy Dallas Citizen’s Council.

  • Bizarro BigTex

    Wick, I have always admired the cut of your jib. I agree with you on everything but Fair Park. Yes, the current Fair management needs their collective feet held to the fire to get a better and more transparent contract. But shrinking the foot print of Fair Park itself is not one of the solutions. I am impressed with what Fort Worth has done with the growth of their livestock and
    general exhibition area at the Wills Rogers Complex. The new coliseum coming on board has really ratcheted up the excitement in Cowtown. And when surprise extra construction costs arose, they are being covered by donors without a squawk, not additional city taxes, Fort Worth has shown the way to do projects right.

    I would still like to be the first $10 donation to your campaign for Mayor, if you ever heed the call. Big D needs your kind of outside the box thinking. Keep up the good work.

    PS – Give Zac a raise. Take it out of Tim’s salary.

    • If Wick read the comments to his posts, he’d be the first to tell you that he’s a polemicist, not a mayoral candidate. Also, he is smart and powerful enough to have arranged his life so that a nap is part of his daily routine. Just guessing, but I bet Rawlings hasn’t enjoyed a weekday nap since his election. Or ever.

      • Bizarro BigTex

        Tim, for injecting the term “polemicist” into the discussion, I hereby withdraw my suggestion that Zac’s raise be taken out of your paycheck. You earned your full salary today. Good job!

        • dallasmay

          Careful reading shows that Tim did not inject the word. He was only passing it along from Wick who describes himself that way. There is no real evidence that Tim has ever voluntarily used that word himself. Therefore, I recommend withholding all additional credit until Tim uses the word in a completely different context somewhere else in today’s blog postings.

  • Happy Bennett

    It’s too bad about DART. One would have thought that Dallas could make this work. Where is
    our favorite contrarian, Mavdog these days–still immersed in basketball and Hockey championship therapy?

  • Jump Code

    How about:
    1. Lower my super high taxes, how about 50%?
    2. See #1.
    3. Get ride of the DART 1% tax on all purchases. DART should pay for itself through fares.
    They run that **** train 24 hours a day. Who’s paying for those empty trains? You are.
    I’d turn them off forever and just use busses, more flexible, cheaper, and you don’t have to run them 24/7. Busses don’t shut down all traffic in all directions a block before they get to the intersection.

    • bmslaw

      1. You do not pay super high taxes. Your taxes are among the lowest in the country. You pay no state income tax, and your property taxes are actually inadequate to fund a decent level of education, health, law enforcement, and transportation funding for this state and its cities. Your sales tax is likewise in the median range nationwide.
      2. See #1.
      3. You do not pay a DART tax on all purchases. Have you bought food at a grocery store lately? No tax. Have you bought medicine at a drug store lately? No tax. Do you buy clothing during the summer “sales tax holiday”? No tax.

      Plus, the DART trains do not run 24 hours per day. The DART buses do not run 24 hours per day. Anything else?

      • Jump Code

        1. Dallas taxes are twice as high as the suburbs.
        3. True. We pay a DART tax on everything we buy, except some food purchased at a grocery store. And it’s true, one day a year we’re not taxed on some clothing.
        4. I see them running at 3 and 4 am. Empty.

    • MattL1

      1. No.
      2. See #1.
      3. No.

      Happy? Doesn’t really matter. That’s what you’re getting regardless.

      Oh, by the way, the trains and buses don’t run 24 hours a day. If you’d ever ridden public transit you’d know that. Also, no public transit system runs entirely based on fares. All are partially subsidized, as it should be.

      • Jump Code

        Bob makes ten violins out of blocks of wood. A gang of thieves takes five of them and gives them to their supporters.
        = theft. Calling it “tax” is just like the mafia calling it “protection”. Protection from the people who take the value of your labor. It’s a distant form of slavery if you don’t give over what you made, you’ll go to jail, except there’s no beatings (except from your cell mates) and you have freedom (to go where?)
        So it’s not “slavery” except for the theft of the value of your labor upon threat of loss of freedom and the horrors of being in prison.

        • MattL1

          That’s actually not true, but it’s clear you’ve convinced yourself of this madness. There’s nothing I can say to disabuse you of that odd notion.

          But I hope you recognize the difference between a gang of thieves taking someone’s violins and the government collecting taxes, as well as a protection racket and police. I really do.

          • bmslaw

            Either Jump Code truly believes what he says, in which case he cannot be persuaded that he is wrong, or he knows that what he says is not true, but he has an agenda in proclaiming its truth, in which case he will not admit that he is wrong.

          • Jump Code

            I have been persuaded many times that I am wrong.
            But I am less likely to be persuaded by those who talk down to me or about me in the third person, as if I have some sort of mental disease, simply because I have a different political opinion than they.

          • Jump Code

            Usually the gang of thieves know that what they are doing is wrong.
            But both the gang and the government take, by force, wealth created by individuals to give to others who did not so create.

        • kduble

          Taxes are the price we pay for civilization.

          • Jump Code

            Taxes don’t pay for civilization, rather, they protect the civilization, provide for the poor, and conduct public projects.
            Taxes extracted to transfer money from one party’s voters and handed out in lump sums to voters of the other party is not payment for civilization, rather, bribes for votes.

            Everyone, both Democrats and Conservatives understand that the government spends money on projects that are not necessary, and there’s very little oversight nor disclosure on over views.

            For instance, I doubt anyone knows in broad strokes how much money is spent on DART per passenger, nor how much total Dallas takes in and how it is doled out for special interests based on their votes.

            How much is too much? Would 50% tax be too much tax?
            60?

            My biggest concern is the attitude that the government has more “right” to the wealth created than those who actually do the work.

            The government feels it is “letting them keep” money when the government doesn’t steal it all.

            As for those who challenge my idiot brain, it reminds me of Communist Russia where you would be subject to being placed in a mental institution if you disagreed with the Left.

            How about a little respect? Can’t we disagree without hatred?
            We’d all fight to the death to defend each other on the battlefield, why not remember we are brothers instead of trash talk as a political tack?

  • Jim Schermbeck

    Yep.

  • Jim Schutze

    Hear hear

  • kduble

    While it is true light-rail is under-utilized, the City of Dallas has only itself to blame for squandered opportunities. It isn’t DART’s fault Dallas allowed prime land east of Mockingbird Station to be set aside for asphalt parking. It isn’t DART’s fault Office Depot greets rail passengers exiting at Lovers Lane with a loading dock.

    Matthews Southwest built mixed-use retail and dense apartment housing two blocks away from Cedars Station, while the plot nearest the train is being occupied by townhomes. Who is to blame for this, DART, or City Hall?

    At the same time DART was planning a station at Dallas Zoo and the Zoo was acquiring land for parking, the DISD was similarly acquiring land blocks away for Townview Center. Why didn’t city planners promote the merger of these two projects? All three could have shared parking, fewer residents would have been forced from their homes, and Townview could have had the finest
    biological and zoological studies programs in North America.

    It isn’t DART’s fault the High-Speed Rail Station is being configured as a suburban park-and-ride 2/3rds of a mile from the nearest rail stop. Up until 2 years ago, DART planners envisioned a HSR stop in place of the old Reunion Arena. There, it could interface with Amtrak, the TRE, the Oak Cliff Streetcar, DART’s Red and Blue lines, be roller-luggage distance from downtown’s burgeoning residential population, and utilize Reunion’s mammoth but virtually unused parking facility.

    DART isn’t to blame for parking minimums in the immediate facility of Dallas’ rail stations, albeit reduced ones. Had Dallas planners had their way, prime land north of Cityplace Station would have been used for a Sam’s Club! City Hall fought in court the neighbors who pushed back this idiocy.

    While Dallas squanders every opportunity, Richardson, Plano, Farmers Branch, Carrollton, Garland, Addison and even Rowlett, prove the potential of transit-oriented development around their DART stations. Take responsibility for this failure, Dallas! You own this!

    • While there’s a lot to appreciate about DART, the vast coverage and the relatively recent station at DFW airport, Dallas and also too many surrounding areas treats DART like a Park n Ride, like an after thought or second (really low) class solution. In Tokyo, Hone Kong, London, on and on, rail stations are treated like destinations with food, retail, entertainment and other attractions, and hotels and condos integrated into the station so there is a lot of traffic, a lot of activity… ALL THIS is a real solution, adds value, attracts more lifestyle changes and adoption of the services! Plus gated access to the stations with guard stations and personnel (for security and prevention of loss of revenue), PLUS protection from weather, safe restrooms, vending machines, corporate sponsored decorated and polished station environments, PLUS visible security on the trains to check for passes, report messes and issues, sidewalks and crosswalks for the last mile to and from the station, on and on! OR we can keep having DART rail be operated less than many more advocated city’s bus lines, keep letting Dallas sprawl out, watch malls and retail areas become ghost towns, while again in Asia, there’s high traffic at stations where retail and services are easy and conveniently located while traveling and THRIVING! Dallas can keep stretching resources not able to build infrastructure and FIX the pot holes cause the development is spread too thin to afford the maintenance and upgrades desperately needed! Development and population DENSITY is the most affordable, the most productive, it provides the most return on investment, and generates the most tax revenue verses the taxes spent! “Big D” is not that big! Its not that smart! I love living here and have for decades, but big d is looking old and very small… especially as other much more advanced cities leave us in the dust and forge ahead… even neighbors such as Plano and Frisco are showing big d that they are thinking BIGGER and will leave Dallas in their shadow, much like how Bonham lost it’s leading position in the long ago past. We have the funds, the engineering, and the talent and skills here in Dallas… what we have not had is intelligent decisions being made that were in the best and most intelligent benefit for the city as a whole! The DART rail stations at Mockingbird, down town Plano and CityLine are the closest examples of things being at least half way done right… runner up is the DFW Airport station (long over due), but it’s tucked away like a hidden airport lounge with very few signs, etc, especially no signs in the far away baggage areas. The worse examples are like the Love Field station and the Irving Convention Center stations, which basically dump you far from the main destination and is a JOKE! Also, the failure that people in Plano north of Parker Rd and in Allen and McKinney all are cut out of practical use of DART rail, and the most EPIC FAILURE was to have an east/west rail between 35 & 75 integrated into the recent 635 development, with a station as part of the Galleria Mall area. All of these are failures of Dallas having vision and accepting what the best solution is and moving us that direction more than a snails pace, as we keep building more lanes and more levels on the roads and still rot behind the steering wheel with no other real option… wasting hours a day or several hours a week, especially when it just sprinkles or any weather conditions that map all of Dallas’ google map bleed in red! It’s a JOKE and we are all losing from it. Get commuters off the roads to help thin down the traffic and give people an option to live in nice facilities near the stations so they can be productive or entertained while using their mobile devices traveling to and from work instead of stuck in traffic jams! Even when self driving vehicles become mainstream, which will take a longer time than most hope, those vehicles will still take up space and will still be stuck in traffic jams! Support DART, get real and develop it, embrace it… or watch it continue to be sub par, be unkept and inconvenient and underutilized and loose great opportunities of revenue and urban development! It’s as sad as watching Fair Park limp along for decades, luckily with one of the nicest rail stations, but sadly very under appreciated and simply a disappointment of the potential it truly could be!

  • Philip Kwon

    “Dallas annually pays $260 million to DART, amounting to 48 percent of its budget.”
    You do realize, that Dallas’ share of the population is just over 52%, right? Dallas is also
    just over 55% of the total land area, meaning it is below its partner cities in DART in terms of density. Taking into account how populous and geographically expansive it is, Dallas is paying less than its fair share. Then there is the fact that after all this time, Addison STILL has no light rail from DART.

  • RE: 3. Reform DART or Leave It – It gets old with so much focus on ridership and budgets and when it’s totally ignored about all the faults that keep new or occasional riders from getting on board and increasing DART’s revenue. Sales cure all, not just wanting tax subsidies and hoping people that have to ride will do so more, make people want to use and and at least like it! I wrote a long post earlier listing a lot of the same suggestions and complaints, and it was here, but somehow has been deleted. 🙁 MAKE DART BETTER FOR ALL AND MORE PEOPLE WILL USE IT!!! Your suggestions to have Dallas focus on what DART can do for Dallas is ignoring the fact that if DART doesn’t help get people from Irving to Plano, then those same people wont’ use DART, and most won’t come down to down town Dallas and will mostly work and live in their own bubble outside of Dallas. You have to make the traffic better flow to and through Dallas or people will find other places and directions to travel… make it more convenient and attractive to even use DART in the first place and they will be more attracted to use DART to come down town and enjoy food, retail and other attractions. A great example of this being successful from all the suburbs relates to your #4 and Fair Park. A huge number of people use DART from Irving and Plano to go to the State Fair. It’s much more convenient to get dropped off at Fair Park Station than to drive, find a place to park, etc… build more lines, like Cotton Belt to give people more access to DART, make DART better (cleaner, more secure, etc) then get people to come down to Dallas by making Dallas have more and better attractions! Problem solved!

  • Tyler

    Fuckin’ A on all counts!