Suburban Mobility Authority for Regional Transportation

The Michigan Legislature passed the Metropolitan Transportation Authorities Act of 1967, which included the creation of Southeastern Michigan Transportation Authority (SEMTA). SEMTA was charged to take over the ownership and operations of the fractured regional transit systems in Macomb, Oakland, and Wayne counties, including the city of Detroit.[4]

The new authority acquired several suburban transit bus operations including Lake Shore Coach Lines (1971), Pontiac Municipal Transit Service (1973), Dearborn's Metropolitan Transit (1974), Birmingham's Great Lakes Transit (1974), and Royak Oak's Martin Lines (1975). However, the 1967 transportation act did not provide the regional authority with any means to levy taxes.[5] By 1974, the Detroit Department of Street Railways (DSR) had been reorganized as a city department of Detroit, leaving SEMTA only coordination over the suburban services.[4] That same year, SEMTA acquired a commuter train service between downtown Detroit and Pontiac from the Grand Trunk Western Railroad. Due to declining ridership and a lack of funding, the commuter rail service was discontinued in October 1983.

In 1979, SEMTA approved a regional transit plan, which included improved bus service and new rail transit, but the plan was never implemented due to lack of funds.[4] The last commuter rail service was a former Penn Central route, named the Michigan Executive, that ran from the Michigan Central Depot in Detroit to Jackson. Its final operator was Amtrak, as funded by the State of Michigan. The already pared down Executive service ended in 1984.

Beginning in 1983, SEMTA oversaw the construction of the Detroit People Mover, which was conceived as part of a much larger project of light rail lines and a downtown subway. Mismanagement of the project resulted in tens of millions of dollars in cost overruns, causing the federal government to pull out of the project. In 1985, with the half-built project in limbo, the city of Detroit negotiated with SEMTA to take over the project, and it was transferred to the newly created Detroit Transportation Corporation.[6]

Logo used from 1989 to 2002

With little interest in the suburbs for expanding mass transit and Detroit not interested in joining the system, SEMTA was restructured as SMART in 1989, reducing the authority's service area from seven counties to four and excluding the city of Detroit.[4] Mike Duggan, then Wayne County's deputy county executive and vice chair of SMART's board of directors, was named the agency's general manager in February 1992.[7]

The first millages to fund SMART passed by wide margins in Macomb and Wayne counties in May 1995,[8][9] followed by a similar millage in Oakland County the following June.[10] While the Macomb millage was levied countywide, the millages in Wayne and Oakland were only voted upon by communities whose councils opted to participate. Other communities chose to leave SMART to avoid the new property tax, setting up the "opt-out" system that remained in place for much of SMART's history.[9]

In October 1994, SMART introduced Job Express, a shuttle service (similar to microtransit) which transported workers from SMART hubs to nearby workplaces. The service was offered in three areas, extending one mile each from the Royal Oak Transit Center, Fairlane Town Center, and Macomb Mall.[11] Initial plans called for up to fifteen such service zones, though only two were added (one spurring from Lakeside Mall, and another serving Somerset Collection), and the Macomb Mall area was expanded to cover much of Groesbeck Highway.[12]

Livonia opted out of SMART in 2005, as the first, and so far only, community to leave the system since 1995.[13][14] Walled Lake rejoined the following year.[3][15]

In order to prevent possible service cuts, SMART raised its fares by $0.50 on December 1, 2009; there was also a $0.50 charge added to regional monthly pass users and DDOT transfers.[16]

In October 2011, SMART discontinued 22% of its scheduled service and laid off 123 employees. This was widely attributed to declining property values (following the Great Recession) which led to reduced property tax revenue, and the inability of the authority to reach an agreement with its unions.[4]

In January 2012, the Farmington City Council voted 4-1 to opt out of SMART, though they unanimously reversed their decision two weeks later. Meanwhile, neighboring Farmington Hills narrowly voted to remain in the system.[17]

Lathrup Village, which had opted out of SMART in 1995, rejoined the system in 2014.[18]

On January 1, 2018, SMART began operating three high frequency, limited-stop FAST bus services, connecting downtown Detroit to suburban communities with frequent service.[19] FAST represented the first major expansion of the system since the 2011 service cuts.

In May 2019, SMART and DDOT unified their fare structures and introduced Dart, a common fare payment system, with regional passes and mobile ticketing.[20][21] The QLINE joined Dart the following October.[22]

In March 2021, SMART began offering Flex, a microtransit service, operated by Via Transportation under contract. Flex was initially offered in three small zones within SMART's service area, with one covering Dearborn and most of Taylor alongside portions of surrounding communities, another serving portions of Troy and surrounding cities, and the third serving communities along M-59 in Macomb County. Two more zones were added in August 2021 and May 2022, covering Auburn Hills and Pontiac, and Farmington and Farmington Hills, respectively.[23]

In February 2022, the Auburn Hills City Council voted 5-2 to opt out of SMART.[24][25] The city's exit was blocked by a judge in May, however, and Auburn Hills remained a member until the opt-out system's abolition in 2023.[26] Macomb Township's board of trustees similarly passed a resolution in March 2022 expressing interest in opting out of SMART services.[27]

2022 saw a renewed push for a countywide expansion of SMART in Oakland County, ahead of the scheduled millage renewal that August. The Oakland County Board of Commissioners proposed replacing the existing SMART millage with a new ten-year .95 millage, levied on all homes in the county, not just in existing member communities.[28] Approved by voters in November 2022,[29] the millage abolished opt-out system in Oakland County, allowing for the expansion of SMART services to the far reaches of Metro Detroit.[28][30] Work is underway for new routes to begin operations in 2023.[31]

SMART unveiled a new logo and branding in August 2022, coinciding with a new advertising campaign.[32] The following month, SMART introduced their first electric bus, one of four Proterra ZX5 units purchased by the agency with a Federal Transit Administration grant.[33][14]

In February 2023, the original Dart payment app was discontinued, as its creator, Passport, exited the transit payments market. Mobile Dart passes were moved to the Token Transit app.[21][34]

In 2022, the SMART millage in Macomb and Wayne counties was extended to five years, and moved to the November general election ballot.[37][38] Both were approved by wide margins.[29]

In Oakland County, the SMART millage was replaced with a ten-year countywide public transit millage, which abolished the opt-out system in Oakland County, and funds three smaller paratransit providers (the North Oakland Transportation Authority, Western Oakland Transportation Authority, and Older Persons' Commission) alongside SMART.[28][30] The county's Board of Commissioners approved the new millage proposal on August 10, 2022 in a bipartisan vote, with two Republicans joining all 13 Democrats on the board.[30] The proposal appeared on the November 2022 general election ballot in all Oakland County communities, and passed with 57% of the vote.[29][36] As a result, SMART's service area expanded to all of Oakland County on January 3, 2023, though new services in portions of the county (Novi, Bloomfield Hills, and Wixom) did not begin operation until September 2023, with initialization of further services in 2024.[31]

SMART operates 44 fixed bus routes across its tri-county service area, serving as the main public transit connection between Detroit's suburbs.[3] Most SMART routes run hourly, though some have shorter headways. Fixed routes are operated with a fleet of 262 buses, consisting mostly of biodiesel-powered 40-foot Gillig BRT units, plus some articulated New Flyer Xcelsior and electric Proterra ZX5 buses.[14]

2020 New Flyer XD60 in FAST livery

Some of SMART's routes enter the City of Detroit and serve the Downtown and Midtown cores during weekday rush hours. Elsewhere in Detroit city limits, a local ordinance bars passengers from being dropped off on outbound routes, or boarding on inbound routes, with the exception of FAST routes[39] This is intended to avoid service duplication with Detroit Department of Transportation, which supplements the city of Detroit with its own bus service.

FAST (Frequent Affordable Safe Transit) limited-stop routes run along major Metro Detroit corridors, connecting downtown and midtown Detroit to suburban communities and Detroit Metro Airport with frequent service. Launched on January 1, 2018, FAST routes offer service along Michigan Avenue, Woodward Avenue, and Gratiot Avenue.[19]

[40][41]

Connector minibus

Connector is a dial-a-ride service available across the SMART service area, which requires a reservation made by telephone at least one day in advance. It is available to residents of all ages, provided they live more than 1/3 of a mile away from a fixed route, though the distance requirement is waived for seniors (65 or older) and disabled riders.[42]

Connector services are operated using a fleet of propane-powered Champion Challenger minibuses.[14]

Community Transit minibus operated by the City of Farmington Hills

Community Transit is a paratransit service, available only to seniors and disabled riders. Unlike Connector, which is operated directly by SMART, Community Transit is operated by the municipal governments of member communities, as well as some nonprofit organizations.

Community Transit is operated with a fleet of Champion and ElDorado minibuses, and Ford E-Series and Transit vans, painted white with red-and-orange stripes.[14]

Flex Chrysler Pacifica

Flex is an on-demand microtransit service operated by Via Transportation,[43] intended as a last-mile service to connect fixed route riders to their final destinations.[44] The service operates similar to ridesharing; a passenger books a ride via telephone or through the Flex smartphone app, and a marked vehicle (usually a minivan) picks them up and takes them to their destination.[45] Flex was launched in March 2021, and currently operates in five service zones, covering all or part of 20 Metro Detroit communities.

Flex vehicles are driven by independent contractors, referred to by Via as "driver partners."[46] The fleet used for Flex, owned by Avis Budget Group,[46] consists mostly of Chrysler Pacifica and Toyota Sienna minivans. Each vehicle seats three to five Flex passengers, and some are equipped to transport wheelchairs.

Wayne County

• Abdul Haidous, Wayne County Commissioner (vice chairperson)
• Curtis Ivery, Chancellor, Wayne County Community College District

Oakland County

• Hilarie Chambers, Chief Deputy County Executive (chairperson)
• Bret Rasegan, Planning Manager

Macomb County

• John Paul Rea, Deputy County Executive
• Vicki Wolber, Deputy County Executive

Monroe County

• Royce Maniko, former Chief Finance Officer