More Commuters Boarding MAX

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January was a productive month for MAX, with monthly ridership reaching a new record of 289 average trips per day in January on the commuter bus service.  This reflects a 18 percent increase over September 2013, the first full month of service. The overall average trips per day in September was 245 trips.

Why are the ridership numbers increasing?

City officials believe the ridership increase is the result of an effective marketing campaign and a change in the public’s attitude toward public transportation.  The new Collins Street stop has added riders as well.

According to recent single day, on-board study, approximately 47 percent of MAX commuters ride five times per week. The survey also shows that 33 percent of riders use MAX to travel to work, while 28 percent ride the express bus service to school.

MAX, which connects downtown Arlington to the Trinity Railway Express CentrePort/DFW Station, continues to serve a wide range of commuters – from students at UT Arlington to people heading to special events around North Texas.

Buses currently operate from about 5:30 a.m. to 11:30 p.m. For a bus schedule, maps and other important information, visit RideTheMax.com.

All MAX updates are available via Facebook at RideTheMax and on Twitter at @ArlingtonMAX. Subscribe to email update at info@ridethemax.com.

8 thoughts on “More Commuters Boarding MAX”

  1. Bring it to South Arlington/Mansfield! I would ride it every day. I have the means to drive myself but prefer public transportation.

    I think it is also important to note that when public transportation gets expanded, it opens the door to additional employment for under represented and low income citizens that do not have the means to travel a longer distance to work. This provides increased wages to better the chance of improving their life situation. This is support for the ideology of being able to pull yourself up by the boot straps.

  2. The Dart 221 has low ridership with only peak periods during the early morning and mid- evening commutes. There is only ONE driver for the entire route (an additional only assists during morning/evening peaks). The schedule times are extremely POOR.

    This is an overpriced solution to provide bus service in the city of Arlington. There spending 700,000 for ONE ROUTE. I don’t understand why the University of Arlington didn’t expand their current shuttle system to provide a weekly and nightly service for students. Money should be been allocated to create a bus system within a 15-25 mile radius of UTA which includes a Centreport shuttle. The University of Texas-Austin has an outside contractor to provide an expansive bus system to their students.

    To join DART’s service area, a city must commit a one-cent sales tax for every dollar spent within its borders. No city has agreed to do that since 1983, DART’s first year.

    The city of Arlington needs a federal grant to establish bus service like the city of Allen in partnership with Texoma Area Paratransit System. In this case, UTA needs expansion of their current system that provides limited but, effective bus service in the City of Arlington where students and citizens can contribute without the sales tax provisions. This is why Arlington residents keep voting it down.

    The route 221 has problems : (1)New drivers weekly, with many going the wrong way.(2) 200 SERIES buses are suppose to be freeway flyers, this is only partially happening on the current Arlington route and it eliminates Saturday service. (3) The Route itself needs improvement, the stops along Collins are in a poor location (should be closer to Lincoln Square by the stop lights).(4) People need Saturday service especially to connect to DFW Airport and the City of Dallas.

    The ARLINGTON MAX (AKA Dart) will stop after 2015, because its INEFFECTIVE and a TAXPAYER WASTE.

  3. Further, expanded passenger rail service is coming to North Texas, such as a link between Dallas and Fort Worth. Whether one believes that is a good thing or not, it would require suspension of all logic to believe that a stop in Arlington would not be tremendous for Arlington; it would be HUGE for Arlington. I consider Arlington’s present bus link, however modest in scope that it is, to be an investment in Arlington’s chances to land a future rail connection. We’ve got to demonstrate a successful commitment to transit options, even if limited in scope, to help build the case that Arlington merits a station on a future rail line that is likely coming, with or without us.

  4. All forms of public transportation require tax dollars, including roads and bridges. So, when I get in my car, my drive is enormously subsized by tax payers for the roads, bridges, and quite often, free parking for my 2,000 pounds of gas-guzzling steel that I bring with me. Some would say that this is a colossal waste of tax payer funds. So, why does anyone expect a bus service to NOT use tax payer funds? Why does the “test” become about a bus service uses tax dollars. Of course it does! Just like all the other forms of transportation. It is good to have options, and the bus service is a great option. And, this is attractive to many prospective employers and residents.

  5. This is a colossal waste of taxpayer dollars. From the article we can conclude that at least half of riders, and likely more, pay the reduced fare of $2.50 or purchase monthly passes (students, the elderly, daily commuters, etc.) These fares and passes are the cheapest in the Tri-MTA system. Purchase one fare, and all boardings are covered. Perhaps half pay the full fare of $5.00, also the cheapest full fare in the system. The overwhelming majority of riders take round trips. So, to approximate daily revenue for January, there were likely 160 fares paid, half at an average of $3 and half at $5 full fare. That works out to $640/day or $160,000/year based on 250 service days per year (there is no service on weekends and major holidays).

    In August 2013, the Star-Telegram reported that the estimated cost of the two-year pilot program will be $1.4 million, or $700,000 per year. That cost only covers the route to Centerport, not the costs to ride DART, The T or DCTA. Taxpayers still pay those costs, and they are high. Some riders are just going to the airport, but the overwhelming majority are using the TRE and some are using the other systems. But, if we just focus on the MAX, currently only 23% of the cost is recovered at the farebox: taxpayers pay the rest.

    Ridership will likely grow but eventually it will reach a plateau. That has been the experience in the past with these types of lines. It may double from the current level, but that is unlikely. So, at best, riders may pay 50% of the cost. Taxpayers pay the rest. And that is just to get to Centerport.

    To be accurate, we would have to include the costs to ride the rest of the system and the numbers above likely do not include the capital costs (buses, infrastructure, etc.), so the true farebox recovery is likely much less. In the past DART has consistently reported that their system farebox recovery averages 16%. And that is just for operating costs. Mass transit is only a bargain for the riders, the taxpayers are always soaked.

  6. Strange, you did not report December numbers accurately, stating in a December 31 article that ridership was holding steady at 250 [a total misrepresentation of the truth].

    Unfortunately, taxpayers must also pay for months like December where ridership was 23% lower than the September numbers.

  7. Sure would be nice if the “glowing” article would address what the cost are to citizen/taxpayers for transporting each of those riders. Without the experts providing those clandestine numbers … I would guess the cost to be about $70.00 per rider/trip.

    Sounds pretty rich for a 20 minute ride!

  8. This is great that we can now connect to The Dallas public transportation system from downtown Arlington. What we need now is a city bus system in Arlington! It would allow residents to get to the Max downtown station as well as around Arlington. This would greatly reduce the amount of cars on the road and reduce pollution. It’s time Arlington moves into the future by offering a top notch bus system. The MAX is a good start.

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