Frequently Asked Questions

The Town Council called a Special Election to provide Highland Park voters the opportunity, as authorized by state law, to determine whether the Town should continue or withdraw its membership in the DART system, subject to applicable legal and financial obligations. 

Under the Texas Transportation Code, a member city may call an election to consider withdrawal from DART once every six years. This statutory framework establishes the timing and procedures governing when member cities may submit the question of continued membership to local voters. 

Highland Park has not previously called a withdrawal election since becoming a founding member of DART in 1983. The 2026 election cycle represents the current six-year period in which the Town is authorized to hold such an election. The Town Council’s action reflects the exercise of authority provided under state law. 

Highland Park has been a member of DART since 1983, when the Town and other participating municipalities formed the regional transit authority. In 1983, the Dallas–Fort Worth region was smaller, municipal finance structures differed from today, and DART was created to develop and operate a regional public transportation system.  

DART was created in 1983 under Chapter 452 of the Texas Transportation Code, when Highland Park and 14 other municipalities approved a dedicated 1% local sales tax to establish a regional transit system. At that time, state law limited cities to a 1% local sales tax for general purposes and did not authorize the use of local sales tax for economic development or other dedicated programs. 

Beginning in 1989, the Texas Legislature expanded municipal authority to levy additional local sales taxes for economic development and other locally directed priorities, now commonly known as Type A and Type B programs. These changes provided cities outside regional transit authorities flexibility in allocating local sales tax revenue. DART member cities have continued to dedicate 1% of their local sales tax to transit. Under state law, municipalities may levy up to two percent (2%) in total local sales tax. The one percent dedication to DART represents approximately half of that authorized capacity. 

Two original member cities—Coppell and Flower Mound—voted to withdraw from DART in 1989. No new cities have joined the system since its creation. DART’s 13 member cities are: Addison, Carrollton, Cockrell Hill, Dallas, Farmers Branch, Garland, Glenn Heights, Highland Park, Irving, Plano, Richardson, Rowlett, University Park. 

Municipalities that do not dedicate sales tax to regional transit authority may, with voter approval, allocate available sales tax capacity to general municipal operations, property tax relief, economic development, street maintenance, public safety, community facilities, or alternative transit and mobility programs. Legislative changes, including property tax revenue limitations adopted in 2019 under Senate Bill 2, which generally limits most local governments to a 3.5% annual increase in property tax revenue without voter approval, have affected municipal revenue structures and long-term financial planning statewide. 

DART is primarily funded through a dedicated 1% local sales tax collected by its member cities, as authorized under Chapter 452 of the Texas Transportation Code. This revenue supports DART’s transit operations, capital improvements, debt obligations, and regional system maintenance. Passenger fares account for 3 – 4% of DART’s overall budget, based on published budget figures, with additional funding provided through federal and state grants, and other program revenues.  

DART is governed by a Board of Directors appointed by its 13 member cities, with representation generally allocated based on population. Larger member cities hold multiple board seats, while smaller cities may share representation. Highland Park currently participates in DART governance through a shared board seat with Addison, Richardson, and University Park. As a regional transit authority funded by public revenues, DART operates under applicable public transparency requirements and is supported by advisory committees and governmental relations activities. 

Under a proposed governance framework currently under consideration, Highland Park would have representation on the DART Board through a dedicated seat with weighted voting authority. The Town's vote would represent approximately 0.44 of a full vote, or about 2% of the Board’s total voting power.   

Transit service within Highland Park has changed over time. Fixed-route bus service consisted of four routes in 2014 and currently consists of one route today along Preston Road. The Town does not receive light rail service. 

DART reports approximately 12,000 annual boardings, averaging about 33 riders per day. DART also provides GoLink and Paratransit services. Approximately 2,300 GoLink trips are reported annually within the Town, averaging about 6 riders per day. Town-specific Paratransit ridership data has not been provided. 

The Town’s 2025 community survey indicates that reported DART usage among Highland Park residents is limited. Approximately 4–5% of residents reported using DART on occasion. A small number reported daily or weekly use, while others reported monthly or occasional use. 

Highland Park dedicates one percent of its local sales tax to DART representing half of the Town’s allowable local sales tax capacity. In recent years, this contribution has exceeded $8 million annually and totals more than $114 million since 1983.  

The Town’s annual sales tax contribution to DART was approximately $3.4 million in 2014. In 2025, it was approximately $8 million, and projections for 2026 are approximately $9 million, representing one half of one percent of DART’s total budget of approximately $1.7 billion. 

During the same period, DART’s total annual budget, including operating, capital, and debt service expenditures was approximately $1.04 billion in 2014 and is approximately $1.7 billion in 2026. 

Within DART’s approximately $1.7 billion annual budget, Highland Park’s annual contribution of approximately $8–9 million represents about 0.5% of total funding.  

A 2026 study commissioned by DART describes approximately 86% of the agency’s services and costs as regional in nature. The study identifies the locations of regional transit infrastructure and services within member jurisdictions. The Town of Highland Park is not listed in the report as a location of regional transit infrastructure. 

Regardless of the election outcome, the Town intends to evaluate mobility options designed to align with community needs. Potential approaches may include micro transit services, last-mile connectors, ADA-compliant shuttle service, and other on-demand transportation models. 

Any future initiatives would be evaluated based on service effectiveness, cost, legal requirements, and community priorities.