1
20
70
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a171abe9f2744c590c18868d825a146f
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Aid Jo~Coy;;n
,i;it
Seen by Volpe
Atlanta in 'Excellent Position'
For Federal Funds, He Says
B
By BIU, COLLINS
he U.S. secretary of transportation s;ys Atlanta will be in
eXCfilJlent position " to get two-thi rds of the money fo r a rapid
1t system from the ferleral govern ment. .
John Volpe, former governor
of Massachusetts ,and one of the
front- runners for the vice presiaential nod at
the 1968 Ri;pubUca n w esiden- '
tial convention
.
was in Atlanta ~. ;a i
S aturday night .,.
to address the
llth a n n u a 1
neeting of the
"THE OTHER $2.5 biUic
·
National Co n-"
"".0 uld be used to help build 9(
ference of State
..
~1rports an d expand 2 700 aii
t e g i s I ative
f1elds around the c~un try
J oh ,{ Volpe
Leaders.
V
The secretary , at a news conoltsaid.
'
T ' secretary sa id the Nixo
ference before hi s speech, exadm nJstration !hopes to restrid
plained the Nixon administrat~e umber of incoming fl ight.
tion 's $10 bi ll ion, 12-year public
a_
e of the nation's busies
transportJa tion bill and said Atf~;por_ts iand to better contro
lanta " may get the jump on
.
fl!ghts at 22 other airports
other cities" for funds under the
me1ud111g Atlanta 's
bill , if the measure is approved
I_n his re marks ~ the 800 le isby Congress.
Iat1 ve leaders attending 1h
He sa id the bill would authorfour-day c o n f e re n c e V l
ize him to make $3.1 biJJion
talked abou t the need fo~ fe~e~~
available immedi ately upon its
al-sta te-local government coopbeing signed into law . The federal money would be spent over
five ye;.;;;a;;;
.cs:..:..·- - .,.._ _ _ ___
Heafso said Atl anta would be
"in an excellent positi on" to get
a fede ral grant totaling twothirds of the cost of 1a rapid
tra nsit system because of the
plann ing it has done and also because it is one of ~~r
~ s."
1
VOLPE POINTED OUT, however, that under the proposed I
bill no one state could get more
thia n 121/2 per cent of the total '
appropriation.
He also told newsmen the
Vietnam war is not draining
funds he has requested for his
department and added, "The administration and the director of
the Bureau of the Budget have
approved the two transportation
bills I ha ve requested."
Volpe sa ys the two measures
he would li ke to see enacted include the $10.1-billion publi c
ttansportation bill and the airport-a,irways bill which wouid
rovide $2.5 billion for air-tra ffi c
control and $2.5 billion for construction of new airports and exlansion of existi ng fa 'lities.
He said the ,administration is
on c e r n e d about i11-flight
rashes and ff!els the airportairways bill would help diminish
e possibility of future colliions.
With 2.5
i lion o the airrt-airw.1ys bi ll , Volpe exlained, the federal ,government
uld work towards developent of II fully automated · s-
em
m.
·
ic control
sys-
eration in solving the nation's I
problems.
' 'Much of the glamour, power
and prestige that once surrounded state Capitols shifted to
Washington in the past 25
years " he said.
"And when the power went to
Washington, ma ny of the talented young men went also.
W~ hi ngton has been bhe mecca
fo young A m e r i c a n s who
w _ted to dedicate their li ves to
fu 11lment of the American
dr m," he added.
1
VOLPE SAID there has been !
a trend rowards reversing the I
growing dependence on the fed;~!;sigovernment in the past few
"T s new trend fi rst became
stron ly evident under President ohnson," he added.
·'But President Nixon has
gone a step furthe r. He has proposed a program of revenue
sharing between the states and
Washington. And, although it i
a modest beginning, it will be
-_!:pped up," Volp said.
�
Text
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Text
Any textual data included in the document
Sunde ’ seetene eevee Mae POEM
Aid on Transit
Seen by Volpe
Atlanta in ‘Excellent Position’
For Federal Funds, He Says
By BILL COLLINS
The U.S. secretary of transportation says Atlanta will be i
an excellent position” to get two-thirds of the money for a rapi
ransit system from the federal government.
| John Volpe, former governor
| of Massachusetts and one of the |
front-runners for the vice presi-
| dential nod at ean
the 1968 Repub-
lican pyesiden-
| tial convention |
was in Atlanta
Saturday night
to address the
lth annual
| meeting of the.
| National Con-_
| ference of State
Legislative
Leaders.
The secretary, at a news con-|
ference before his speech, ex: |
plained the Nixon administra- |
tion’s $10 billion, 12-year public |
transportation bill and said At- |
lanta ‘may get the jump ae
other cities’ for funds under the |
bill, if the measure is approved
by Congress.
He said the bill would author-
ize him to make $3.1 billion
available immediately upon its
being signed into law. The fed-
eral money would be spent over
HOP Gates ee eae eae
“He also said Atlanta would be
| “in an excellent position”’ to get
|a federal grant totaling two-|
thirds of the cost of a rapid |
transit system because of the
planning it has done and also be-
[28]
ae leaders
our-day conference, Vol
talked about the need for feder.
al-state-local government coop-
cause it is one of five ‘‘center
cities.” eee
ee ee
VOLPE POINTED OUT, how-
ever, that under the proposed
bill no one state could get more
than 12% per cent of the total
appropriation,
He also told newsmen the
Vietnam war is not draining |
funds he has requested for his
department and added, ‘The ad-
ministration and the director of
the Bureau of the Budget have
approved the two transportation
bills I have requested.”
Volpe says the two measures
he would like to see enacted in-
clude the $10.1-billion public
transportation bill and the air-
port-airways bill which would
provide $2.5 billion for air-traffic
control and $2.5 billion for con-
struction of new airports and ex-
plansion of existing facilities.
He said the administration is
eoneerned about in-flight
erashes and feels the airport-
airways bill would help diminish
he possibility of future colli-
sions,
With $2.5 billion of the air-
port-airways bill, Volpe ex-
slained, the federal government |
would work towards develop- |
ment of a fully automated sys-
m G—<'r-traffie control sys-
em
eration in solving the
problems. ——,
“Much of the glamour, power
and prestige that once sur-
rounded state Capitols shifted to
Washington in the past 25
years,”’ he said.
“And when the power went to
Washington, many of the tal-
ented young men went also.
Washington has been the mecea
for} young Americans who
ted to dedicate their lives to
fulfillment of the American
dréam,” he added.
VOLPE SAID there has been
a trend towards reversing the
rowing dependence on the fed-
eral government in the past few
years
“This new trend first became
strongly evident under Presi-
dent son,” he added.
“But President Nixon has
gone a Step further. He has pro-
posed a program of revenue
sharing between the states and
Washington. And, although it is
a modest beginning, it will be
stepped up,’ Volpe said.
nation’s
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Box 6, Folder 10, Document 69
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
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LUMBER
&
BUILDING
MATERIALS
Specializing in Fir & Redwood Lumber, Creosoted Poles, Crossarms & Cross Ties
1335 Marietta Blvd., N. W., Atlanta, Ga.
PHONE 794-2471
,/
�
Text
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et a Petal in sent Wes ee Shee ons
LUMBER & BUILDING MATERIALS
Specializing in Fir & Redwood Lumber, Creosoted Poles, Crossarms & Cross Ties
1335 Marietta Blvd., N. W., Atlanta, Ga.
PHONE 794-2471
f
“git
ve
4
Zz 4
Fy aA
fogs d Fear
\
VE Sg on s
A a
a
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Box 6, Folder 10, Document 68
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/e302d08bf494c6e2e8e2eb4ed4a3cf0d.pdf
20361e93598f9ff2cbe5675633edcabd
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A written representation of a document.
I
RAPID TRANSIT
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
"MA-c::::,
r-n A
..1,;;v.L..ci
REPORTS TO THE
PEOPLE IT SERVES ... "
M
A
Y
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - VOL.
1
I I,
9
6
7
NO.
5
IRT CONVE ES
IN ATLANTA, 'MAY 2
_ Some 300 of the nation's top transit leaders are expected
to attend the 1967 Convention of the Institute for Rapid
Transit to be held May 24-26 at the Atlanta Marriott Motor
Hotel.
An unusual in-depth program featuring national experts
in urban transportation and special work shop sessions will
center around the theme, "Growing Cities MOVE ... With
Rapid Transit," according to George L. DeMent, IRT President and Chairman of the Board of the Chicago Transit
Authority.
The Annual Conference of the Institute for Rapid Transit,
which represents this industry in the United States and Canada, is expected to be attended not only by experts in various
phases of the rapid transit field, but also by city planners,
traffic engineers, public works officials, government officials
and many others concerned with urban transportation
problems.
Henry L. Stuart, General Manager of Metropolitan Atlanta Rapid Transit Authority, stated, "We consider it a
tribute to Atlanta and its growing importance in rapid transit
to have such a group as the Institute for Rapid Transit to
meet for its annual convention here in our city." He continued, "Atlanta is on its way to joining the rather select
group of American cities which have rapid transit systems
operating, and feel that the presence of so many persons
concerned with transporting people will give increased impetus to our efforts. We welcome the Institute for Rapid
Transit to this great metropolitan area," Stuart concluded,
"and we are confident that all who attend the convention
will find it both profitable and enjoyable.
"The A nnu al Conference of th e Institute for Rapid Transit
will provide a special insight into the vi tal field of developing
modern and efficient mass transportation systems for our
growing American cities," said DeMent.
"We are fo n te in having a group of outstand'
experts whose pres . t · ns will set the stage for
special
workshop sessions in
·
ersons at
· the convention will participate," DeMent exp ame .
"Major cities in the United States and Canada, with existing rapid transit systems, are concerned with plans for
enlarging those systems. Many other cities, with prospects
of great metropolitan growth, are now searching for guidance and expert help in planning new mass transportation
systems for the future .
"The 1967 Annual IRT Conference, patterned after our
successful workshop conference last year at Boston College,
will provide an excellent opportunity for an exchange of
ideas by the experts, as well as developing further ideas in
the mass transportation field ," DeMent said.
After a welcoming address by Atlanta's mayor, Ivan Allen,
Jr., Charles M . Haar, Assistant Secretary for Metropolitan
Development of the United States Department of Hou sing
and Urban Development, will keynote the IRT Conference
at an opening luncheon May 24.
William J . Ronan , Chairman of the Metropolitan Commuter Transportation Authority (New York) , will make the
first presentation for a workshop session on the afternoon of
May 24. The subject of this initial workshop will be
"Environmental Support."
For the second workshop session, " System Characteristics," on the morning of May 25 , the major presentation
will be made by Henry L. Stuart, General Manager of Metropolitan Atlanta R apid Transit Authority, and b y Leo J.
Cusick, Director of th e Urban Transportation Administration of the Department of Housing and Urban Development.
As a "challengi ng ed ucator," Noah Langdale, Jr., President of Georgia State College, will address the IRT Conference Luncheon on May 25.
(Continued on Page 2)
~
/_
George L. DeMent
Charles M. Haar
Leo J. Cusick
Walter S. Douglas
IRT CONVENTION ISSUE
�METRO AREA BOOMS!
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
8 0 8 GLENN BLDG .· 120 MARIETTA ST . , N . W .
ATLANTA. GA . 30303 • PHONE 524-5711
" DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
T RANSIT SYSTEM FOR THE S-COUNTY
MET ROPOLITAN ATLANTA AREA ,"
Edited by KING ELLIO'.IT
BOARD OF DIRECTORS
OFFICERS:
H . RICH , Chairman
Roy A. BLOUNT, Vice Chairman
ROBERT F. ADAM SON, Treasurer
GLE NN E . BENNE'.IT, Secretary
RICHARD
CITY OF ATLANTA :
ROBERT F. ADAMSON
L. D. MrLTON
RI CHARD H . RICI-I
RAWSON HAVERTY
C LAYTON COUNTY:
EDGAR BLALOCK
DEKALB COUNTY:
ROY A. BLOUNT
DR. SA NFORD ATWOOD
w . A.
FULTON COUNTY :
PULVER
MITCHELL C. BISHOP
GWINNETT COUNTY:
K. A. MCM ILLON
COBB COUNTY (Observer)
OTIS A . BRUMBY, JR
MARTA STAFF :
HENRY L. STUART, General Manager
KI NG ELLIOTT, Director of Pnblic Information
H. N. JOH NSON, S ecretary to General Manager
IRT (Con tinued from Page 1, Column 2)
During the afternoon of May 25, the IRT Conference participants will visit the campus of Georgia Institute of Technology, where they will review and study a model transportation system being developed by Georgia Tech's Complex Systems Design class.
On the morning of May 26, Walter S. Dougl~s, partner
in the consulting engineering firm of Parsons, Bnnckerhoff,
Quade & Douglas, will make the presentation for the final
workshop session on "Management Organization."
"For each of the workshop sessions, participants will be
organized into small panels for discussion and consideration
of special case studies," explained DeMent. "At the close
of each workshop session, there will be a group critique,"
he said.
The program for the 1967 IRT Conference was planned
by the Program Committee of which the Chairman was
Thompson A. Nooner, Executive Assistant to the President
of General Railway Signal Company.
The IRT Convention is the first of two major transit
conver.tions scheduled for Atlanta this year. The American
Transit Association will hold its Annual Convention at the
Regency Hyatt House in Atlanta October 22-26.
1960
1961
The expanding economy of the five county metropolitan
Atlanta area is making an increasing impact on the four
counties surrounding Fulton County: Clayton, Cobb, DeKalb and Gwinnett. Brunswick A. Bagdon, Southeastern
Regional Director of the Bureau of Labor Statistics, reports
that 4 7 percent of all non-residential construction during the
first half of the 1960's came in the four counties outside
Fulton. These same counties had 71 percent of the industrial growth of the Metro area.
The central city had 75 percent of all office construction;
56 percent of the value of stores and other mercantile buildings was in ,the central city.
Fulton County still has the bulk of the payroll employment, but the suburb an share increased from 11 percent in
1959 to 13 percent in 1965.
Using the rate of employment growth as a yardstick, Atlanta's rate is almost three times the average of the eleven
other Metro areas surveyed, 32 percent compared with the
twelve-area average of 12 percent rate of employment
increase.
Atlanta is building toward another record breaking year
in construction. Building permits issued during the first four
months of 1967 total more than $66.5 million in value, an
increase of more than $22 million for the 'same period
last year.
"It's obvious that the Metro area is going to continue to
grow and develop," says MARTA General Manager Henry
L. Stuart, "and as jobs and population increase, and as
more people move into this area, the need for rapid transit
grows more and more critical. And, if what has happened
in Toronto is any indication, the presence of rapid transit
will cause this growth to accelerate."
The pictorial chart, from ATLANTA Magazine April
1966, across the bottom of these two pages shows evidence
of the building boom in Atl an ta during th e 1960's.
Atlanta's building boom got off th e ground in 1960 and kep t going
wit!, 1. Atlanta Mercl, andise Mart; 2. Comm erce Building; 3. Georgia Pow er B uilding; 4. National Bank of G eorgia Building; 5. Atlanta A irport T erminal Building; 6. Peachtree Tow ers Apartments;
1. L enox T owers (South ); 8. Landmark Apartments; 9. First Federal
Building; 10. Atlanta T owers; 11. Hartford Building; 12. Peachtree
Center Building; 13. Georgia A rchives Building; 14. Atlanta Stadium ;
15. Peachtree North Apartments; 16. First Na tional Bank Building;
17. L enox T owers (Nortl,); 18. R egency H otel; 19. Life of Georgia
Buildin g; 20. Gas Light To wer; 2 1. Th e Equitab le Building; 22. C & S
Norri, Avenue Building; 23. Trust Company of G eorgia Building;
24. Tl, e Bronze Buildin g; 25. University Tow ers; 26. Tower Apartm ents; 27. I vey Building.
1962
1963
1964
"RAPID TRANSIT WILL KEEP
ATLANTA MOVING ... RAPIDLY!"
STUART REPORTS PROGRESS
"Of the many developments and changes which have taken
place in and around Atlanta in the past few years, including
those in progress now and on the planning boards for the
future-regional shopping centers, trade areas, skyscrapers,
Atlanta's expanding airport, the expressway system (which
perhaps one day will be complete, but will never be adequate) , the Stadium with its Braves,
Falcons, and Chiefs, the new Auditorium-Convention complex, the Cultural Center - none will be more
relevant to nor affect the daily lives of
so many Atlantans as Rapid Transit,"
says MARTA Director Rawson
Haverty.
"Any growing metropolitan area
reaches a point where it must develop
an alternate to automobile-highway
Rawson Ha verty
transportation in and out of its central
city, or movement bottlenecks and the central city deteriorates. The central city is the magnet and service center of
the metropolitan area. If it declines, the satellite business,
industrial, and residential areas are not properly served, the
metropolitan area as a whole declines in importance, everyone suffers.
"Rapid, efficient, pleasant, and safe movement of masses
of people from their homes, outlying points of business, outlying industrial areas directly into the central, financial, business, shopping and cultural core is an essential requirement
for a city's health and prosperity," he explains.
"The March 10 issue of Th e Kiplinger Washington Letter
is a prediction of the Seventies. If their projections are accurate, Atlanta can expect to increase in population from
1,211 ,000 in 1967 to 1,532,300 in 1973 (the year the
North-South line of Rapid Transit will be ready) . We in
Atlanta can be glad we are well advanced in our planning
for Rapid Transit and that we have defi nite target dates for
completion. We have stepped ahead of most other metropolitan areas in this program, and when the Seventies arrive
Atlanta's citizens will, we hope, continue to be 'moving
rapidly' while many other cities are plagued by traffic bottlenecks," Haverty concludes.
- (Rawson Haverty is P-resident of Haverty Furniture Companies, past president of Atlanta Chamber of Commerce and
Atlanta Retail Merchants Association, President of Forward
Atlanta, and has held numerous other business and civic
responsibilities.)
1965
1966
Considerable progress is being made under the several contracts which have been let by the METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY, according to
H enry L. Stuart, MART A General Manager.
In a quarterly report of contract studies for the period
January 1 through March 31, 1967, Mr. Stuart says, "Our
contractual obligations total $962,566,
of which $616,709 (64 % ) represents
the Federal portion, and $345,857
represents the local matching funds."
Stuart explains that, "The majority of
funds are being spent under three
major contracts: the updating of the
1962 rapid transit report; the preliminary engineering on the north-south
line, and the greater portion of the
east-west line; and the technical
H enry L. Stuart
studies program .
The updating program, referred to as the "701" contract
($183,566), encompasses revision of the financing of the
proposed rapid transit system and is about 70 percent complete. Another segment of this same contract updates the
other parts of the 1962 report and is about 70 percent complete. This segment includes the re-study of the routes and
station locations, which are about 90 percent complete, and
patronage, revenues, and operating cost predictions 75 percent complete.
Work on this latest segment incorporates the latest highway statistics by the Highway Department. The "70J "
contract should be completed by early summer.
The preliminary engineering work is being conducted
under the "702" contract ($125 ,000). This program originally encompassed only the north-south system from Oglethorpe to the Airport. It has been expanded to include all
the preliminary engineering for the basic forty-four mile
system , Doraville-Forest Park on tl1e north-south line, and
on the east-west line from the Perimeter Road (I-285) west
of Hightower Road to the Perimeter Road east of Avondale
Estates.
Preliminary engineering involves the development of information on utilities, existing buildings, highways, railroads
and geology. The preliminary design of typical structures
and stations and the functional layout of Transit Center and
the shops and yards, and the analysis of equipment requirements. It also includes plans for alignment of tracks and
stati on sites, and cost estimates for construction, and purchase of right of way. The work is being integrated with the
work under the Technical Studies Program and should be
completed by the end of 1968.
Continued
1967
1968
1969
0 11
page 4
-4s,L---~~----L---__:'.:_:~::__---l----~~=----+----=-=--=-=-----+----__:__----t----------t--:::::::::::::::::--t---------,--------,---------r_40.!--- - - - - - ~ ~ - - - - : ;0._----+--------+----------1-------,------ -,___.~ m
EQUITABLE
0
--i-
-i
=
�STUART REPORTS (cont'd)
MARTA NAMES CHIEF ENGINEER
The third major program is the Technical Studies Program
($554,000) which includes portions of the work under the
"702" program . It also includes the Corridor Impact Study
which will assess the probable impact of the proposed rapid
transit system on the total community. The Impact Study
will survey MARTA's relationship to, and impact on, land
use and related controls, public improvement planning; local,
public and private development plans; urban renewal
projects; and benefits to disadvantaged groups, and other
public programs.
A separate study under this program will exa mine the
probable impact of rapid transit on the existing Atlanta
Transit System and the privately operated bus system.
A separate contract covers planning, consulting, or
engineering services not covered by existing contracts
($100,000).
In add ition to these existing programs, MART A's staff
is in process of developing a new application for approximately two million dollars of Federal funds, using the
$500,000 in State funds approved by the 1967 General Assembly as matching funds. When Federal funds are approved, this two and one-half million dollar program wil l
cover the following:
A Deputy Director of the Ohio State Department of Highways has been appointed Chief Engineer for Rapid Transit
here.
Henry L. Stuart, General Manager of the Metropolitan
Atlanta Rapid Transit Authority, announces that Earl W .
Nelson of New Philadelphia, Ohio, assumed his new duties
here April 24, 1967.
Nelson was Division Deputy Director for the Ohio State
Department of Highways, and was responsible for the design, construction, maintenance, and acquisition of right of
way for the 1400 miles of State and United States routes in
his division. His duties included preparation of all construction and maintenance projects,
which total $70 million under construction as of October 1966; supervision of all engineering and right of
way acquisition; control of purchases
of material and equipment; and personnel responsibilities for 700 employees.
As MARTA Chief Engineer, he
reports directly to the General Manager, will participate in policy deEarl W. Nelson
cisions of the Authority, and will
~dminister those policies having to do with design and engineering. He will review engineering work performed by
MARTA consultants; and, when construction of the system
begins, will supervise all construction projects.
Nelson is a Registered Profess ional Civil Engineer in the
State of Ohio. He is a graduate of the University of Kentucky with a Bachelor of Science degree in Civil Engineering,
and had done graduate work at the University of Cincinnati .
He is a Fellow in the American Society of Civil Engineers
and is a member of the Ohio Society of Profess ional
Engineers.
He was a Division Deputy Director of the Ohio Department of Hi ghways from 1963 until his resignation to accept
the positi on with MARTA. Prior experience includes two
years as City Engineer, Steubenville, Ohio; aAd 13 years as
Design Engineer and Project Engineer with H azelet and
Erda! , Consu lting Engineers, Cincinnati , Ohio.
Nelson, a native of Peru , Jllinoi s, and hi s wife, Shirley,
have three children: Candi 19, Mark 17, and Jeffer y 9. His
family will join Nelson in Atl anta at th e end of the current
school term.
1)
2)
3)
4)
5)
title searches of selected ri ght of way parcels
ea rl y acqu isition of critical right of way parcels
a plan for relocation of uprooted persons
employment of Urban Plannin g (Architectural)
continued work on Atlanta Transit System impact and coordination pl an
6) fir st steps in detailed design of Transit Center
7) fin anci al operations pla n and organization
8) preservation of histor ical si tes and st ructures.
"As these four programs are completed we will have more
and more of th e detailed information required to determine
the best methods for fin ancing this system; and , to develop a
specific plan to bring to th e voters for their approval, probably in November 1969 ," Stuart said.
MARTA ACTION
Th e Boa rd o f Di rec to rs of M ARTA a nn o un ced the appo intm en t of R obert
F. Ad amson as a directo r represent ing the City of Atlant a . Ad amson was
appo int ed by M ayo r Ivan All en, Jr., and th e Boa rd of Aldermen to fill the
un expired te rm of Mills B. Lane, Jr" who res igned h is positio n as Me tropolit an At la nt a Rapid Transit d irector beca use of increased pressures of
his many business interests .
Ad amson has been Treasurer of MARTA si nce its o rgani za tion, and wi ll
continue in this post as well as se rve as its directo r.
The next meetin g of the Boa rd of Directo rs has been ch anged to Fr iday,
June 9, 1967 a t 3 :3 0 P.M . in Room 619 of the Gl enn Buildin g, 120 Marietta
Street, N.W.
RAPID TRANSIT
PROGRESS
IQQ TH
\
MO REH
I 8h
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
808 GLENN BLDG . · 120 MARIETTA ST ., N.W.
PHONE 524-5711 (AREA CODE 404)
MAY
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ATLANTA. GEORGIA 30303
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Hon.
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Allen, Jr., Wayar
City of Atlanta
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30-Y03
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Any textual data included in the document
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
“MARTA. REPORTS TO THE PEOPLE IT SERVES...” "4¥ 1867
VOL. II, NO. 5S
Some 300 of the nation’s top transit leaders are expected
to attend the 1967 Convention of the Institute for Rapid
Transit to be held May 24-26 at the Atlanta Marriott Motor
Hotel.
An unusual in-depth program featuring national experts
in urban transportation and special work shop sessions will
center around the theme, “Growing Cities MOVE... With
Rapid Transit,” according to George L. DeMent, IRT Presi-
dent and Chairman of the Board of the Chicago Transit
Authority.
The Annual Conference of the Institute for Rapid Transit,
which represents this industry in the United States and Can-
ada, is expected to be attended not only by experts in various
phases of the rapid transit field, but also by city planners,
traffic engineers, public works officials, government officials
and many others concerned with urban transportation
problems.
Henry L. Stuart, General Manager of Metropolitan At-
lanta Rapid Transit Authority, stated, “We consider it a
tribute to Atlanta and its growing importance in rapid transit
to have such a group as the Institute for Rapid Transit to
meet for its annual convention here in our city.” He con-
tinued, “Atlanta is on its way to joining the rather select
group of American cities which have rapid transit systems
operating, and feel that the presence of so many persons
concerned with transporting people will give increased im-
petus to our efforts. We welcome the Institute for Rapid
Transit to this great metropolitan area,” Stuart concluded,
“and we are confident that all who attend the convention
will find it both profitable and enjoyable.
“The Annual Conference of the Institute for Rapid Transit
will provide a special insight into the vital field of developing
modern and efficient mass transportation systems for our
growing American cities,” said DeMent.
nh ee }
, ir
George L. DeMent
Charles M. Haar
nate in having a group of outstandip
perts whose presentatigns will set the stage for_thé special
workshop sessions in Which-all persons attend#g
tion will participate,” DeMent explained.
“Major cities in the United States and Canada, with ex-
isting rapid transit systems, are concerned with plans for
enlarging those systems. Many other cities, with prospects
of great metropolitan growth, are now searching for guid-
ance and expert help in planning new mass transportation
systems for the future.
“The 1967 Annual IRT Conference, patterned after our
successful workshop conference last year at Boston College,
will provide an excellent opportunity for an exchange of
ideas by the experts, as well as developing further ideas in
the mass transportation field,” DeMent said.
After a welcoming address by Atlanta’s mayor, Ivan Allen,
Jr., Charles M. Haar. Assistant Secretary for Metropolitan
Development of the United States Department of Housing
and Urban Development, will keynote the IRT Conference
at an opening luncheon May 24.
William J. Ronan, Chairman of the Metropolitan Com-
muter Transportation Authority (New York), will make the
first presentation for a workshop session on the afternoon of
May 24. The subject of this initial workshop will be
“Environmental Support.”
For the second workshop session, “System Character-
istics,” on the morning of May 25, the major presentation
will be made by Henry L. Stuart, General Manager of Met-
ropolitan Atlanta Rapid Transit Authority, and by Leo J.
Cusick, Director of the Urban Transportation Administra-
tion of the Department of Housing and Urban Development.
As a “challenging educator,” Noah Langdale, Jr., Presi-
dent of Georgia State College, will address the IRT Confer-
ence Luncheon on May 25.
(Continued on Page 2)
att Pim,
Leo J. Cusick
Walter 8. Douglas
IRT CONVENTION ISSUE
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
808 GLENN BLOG.*+120 MARIETTA ST., N.W.
ATLANTA, GA. 30303 +*PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FORTHE 5-COUNTY
METROPOLITAN ATLANTA AREA,"
Edited by Kinc Etuiotr
BOARD OF DIRECTORS
OFFICERS:
Ricuarp H. Ricu, Chairman Roy A. Biount, Vice Chairman
Rosert F. ApAMson, Treasurer GLENN E. BENNETT, Secretary
CITY OF ATLANTA:
Rosert F. ADAMSON L, D. Mitton
Ricwarp H. Ricn Rawson HAvVerRtTY
CLAYTON COUNTY:
Epcar BLALock
DEKALB COUNTY:
Roy A. Buount Dr. SANFORD ATWOOD
FULTON COUNTY:
W. A. PULVER MITCHELL C. BISHOP
GWINNETT COUNTY:
K. A. McMILLon
COBB COUNTY (Observer)
Otis A. Brumey, Jr
MARTA STAFF:
Henry L. Stuart, General Manager
Kine Et.iott, Director of Public Information
H. N. Jonnson, Secretary to General Manager
IRT (Continued from Page 1, Column 2)
During the afternoon of May 25, the IRT Conference par-
ticipants will visit the campus of Georgia Institute of Tech-
nology, where they will review and study a model trans-
portation system being developed by Georgia Tech’s Com-
plex Systems Design class.
On the morning of May 26, Walter S. Douglas, partner
in the consulting engineering firm of Parsons, Brinckerhoff,
Quade & Douglas, will make the presentation for the final
workshop session on “Management Organization.”
“For each of the workshop sessions, participants will be
organized into small panels for discussion and consideration
of special case studies,” explained DeMent. “At the close
of each workshop session, there will be a group critique,”
he said.
The program for the 1967 IRT Conference was planned
by the Program Committee of which the Chairman was
Thompson A. Nooner, Executive Assistant to the President
of General Railway Signal Company.
The IRT Convention is the first of two major transit
conventions scheduled for Atlanta this year. The American
Transit Association will hold its Annual Convention at the
Regency Hyatt House in Atlanta October 22-26.
1960 1961
METRO AREA BOOMS!
The expanding economy of the five county metropolitan
Atlanta area is making an increasing impact on the four
counties surrounding Fulton County: Clayton, Cobb, De-
Kalb and Gwinnett. Brunswick A. Bagdon, Southeastern
Regional Director of the Bureau of Labor Statistics, reports
that 47 percent of all non-residential construction during the
first half of the 1960’s came in the four counties outside
Fulton. These same counties had 71 percent of the indus-
trial growth of the Metro area.
The central city had 75 percent of all office construction;
56 percent of the value of stores and other mercantile build-
ings was in the central city.
Fulton County still has the bulk of the payroll employ-
ment, but the suburban share increased from 11 percent in
1959 to 13 percent in 1965.
Using the rate of employment growth as a yardstick, At-
lanta’s rate is almost three times the average of the eleven
other Metro areas surveyed, 32 percent compared with the
twelve-area average of 12 percent rate of employment
increase,
Atlanta is building toward another record breaking year
in construction. Building permits issued during the first four
months of 1967 total more than $66.5 million in value, an
increase of more than $22 million for the same period
last year.
“It’s obvious that the Metro area is going to continue to
grow and develop,” says MARTA General Manager Henry
L. Stuart, “and as jobs and population increase, and as
more people move into this area, the need for rapid transit
grows more and more critical. And, if what has happened
in Toronto is any indication, the presence of rapid transit
will cause this growth to accelerate.”
The pictorial chart, from ATLANTA Magazine April
1966, across the bottom of these two pages shows evidence
of the building boom in Atlanta during the 1960's.
Atlanta's building boom got off the ground in 1960 and kept going
with 1, Atlanta Merchandise Mart; 2. Commerce Building; 3. Geor-
gia Power Building; 4. National Bank of Georgia Building; 5. At-
lanta Airport Terminal Building; 6. Peachtree Towers Apartments;
7. Lenox Towers (South); 8. Landmark Apartments; 9. First Federal
Building; 10. Atlanta Towers; 11. Hartford Building; 12. Peachtree
Center Building; 13. Georgia Archives Building; 14. Atlanta Stadium;
13. Peachtree North Apartments; 16. First National Bank Building;
17. Lenox Towers (North); 18. Regency Hotel; 19. Life of Georgia
Building; 20. Gas Light Tower; 21. The Equitable Building; 22. C & S
North Avenue Building; 23. Trust Company of Georgia Building;
24. The Bronze Building; 25. University Towers; 26. Tower Apart-
ments; 27. Ivey Building.
1962 1963 1964
“RAPID TRANSIT WILL KEEP
ATLANTA MOVING...RAPIDLY!”
“Of the many developments and changes which have taken
place in and around Atlanta in the past few years, including
those in progress now and on the planning boards for the
future—regional shopping centers, trade areas, skyscrapers,
Atlanta’s expanding airport, the expressway system (which
perhaps one day will be complete, but will never be ade-
quate), the Stadium with its Braves,
Falcons, and Chiefs, the new Audi-
torium-Convention complex, the Cul-
tural Center —none will be more
relevant to nor affect the daily lives of
so many Atlantans as Rapid Transit,”
says MARTA Director Rawson
Haverty.
“Any growing metropolitan area
reaches a point where it must develop
an alternate to automobile-highway
Rawson Haverty _ transportation in and out of its central
city, or movement bottlenecks and the central city deterio-
rates. The central city is the magnet and service center of
the metropolitan area. If it declines, the satellite business,
industrial, and residential areas are not properly served, the
metropolitan area as a whole declines in importance, every-
one suffers,
“Rapid, efficient, pleasant, and safe movement of masses
of people from their homes, outlying points of business, out-
lying industrial areas directly into the central, financial, busi-
ness, shopping and cultural core is an essential requirement
for a city’s health and prosperity,” he explains.
“The March 10 issue of The Kiplinger Washington Letter
is a prediction of the Seventies. If their projections are accu-
rate, Atlanta can expect to increase in population from
1,211,000 in 1967 to 1,532,300 in 1973 (the year the
North-South line of Rapid Transit will be ready). We in
Atlanta can be glad we are well advanced in our planning
for Rapid Transit and that we have definite target dates for
completion. We have stepped ahead of most other metro-
politan areas in this program, and when the Seventies arrive
Atlanta’s citizens will, we hope, continue to be ‘moving
rapidly’ while many other cities are plagued by traffic bottle-
necks,” Haverty concludes.
(Rawson Haverty is President of Haverty Furniture Com-
panies, past president of Atlanta Chamber of Commerce and
Atlanta Retail Merchants Association, President of Forward
Atlanta, and has held numerous other business and civic
responsibilities. )
1965 1966 1967
STUART REPORTS PROGRESS
Considerable progress is being made under the several con-
tracts which have been let by the METROPOLITAN AT-
LANTA RAPID TRANSIT AUTHORITY, according to
Henry L. Stuart, MARTA General Manager.
In a quarterly report of contract studies for the period
January 1 through March 31, 1967, Mr. Stuart says, “Our
contractual obligations total $962,566,
of which $616,709 (64%) represents
the Federal portion, and $345,857
represents the local matching funds.”
Stuart explains that, “The majority of
funds are being spent under three
major contracts: the updating of the
1962 rapid transit report; the prelimi-
nary engineering on the north-south
line, and the greater portion of the
east-west line; and the technical
studies program.
The updating program, referred to as the “701” contract
($183,566), encompasses revision of the financing of the
proposed rapid transit system and is about 70 percent com-
plete. Another segment of this same contract updates the
other parts of the 1962 report and is about 70 percent com-
plete. This segment includes the re-study of the routes and
station locations, which are about 90 percent complete, and
patronage, revenues, and operating cost predictions 75 per-
cent complete.
Work on this latest segment incorporates the latest high-
way statistics by the Highway Department. The “701”
contract should be completed by early summer.
The preliminary engineering work is being conducted
under the “702” contract ($125,000). This program orig-
inally encompassed only the north-south system from Ogle-
thorpe to the Airport. It has been expanded to include all
the preliminary engineering for the basic forty-four mile
system, Doraville-Forest Park on the north-south line, and
on the east-west line from the Perimeter Road (I-285) west
of Hightower Road to the Perimeter Road east of Avondale
Estates.
Preliminary engineering involves the development of in-
formation on utilities, existing buildings, highways, railroads
and geology. The preliminary design of typical structures
and stations and the functional layout of Transit Center and
the shops and yards, and the analysis of equipment require-
ments. It also includes plans for alignment of tracks and
station sites, and cost estimates for construction, and pur-
chase of right of way. The work is being integrated with the
work under the Technical Studies Program and should be
completed by the end of 1968.
Henry L. Stuart
Continued on page 4
1969
EQUITABLE
MARTA NAMES CHIEF ENGINEER
A Deputy Director of the Ohio State Department of High-
ways has been appointed Chief Engineer for Rapid Transit
here.
Henry L. Stuart, General Manager of the Metropolitan
Atlanta Rapid Transit Authority, announces that Earl W.
Nelson of New Philadelphia, Ohio, assumed his new duties
here April 24, 1967.
Nelson was Division Deputy Director for the Ohio State
Department of Highways, and was responsible for the de-
sign, construction, maintenance, and acquisition of right of
way for the 1400 miles of State and United States routes in
his division. His duties included preparation of all con-
= struction and maintenance projects,
which total $70 million under con-
struction as of October 1966; super-
vision of all engineering and right of
way acquisition; control of purchases
of material and equipment; and per-
sonnel responsibilities for 700 em-
ployees.
As MARTA Chief Engineer, he
reports directly to the General Man-
- “= ager, will participate in policy de-
Earl W. Nelson cisions of the Authority, and will
administer those policies having to do with design and engi-
neering. He will review engineering work performed by
MARTA consultants; and, when construction of the system
begins, will supervise all construction projects.
Nelson is a Registered Professional Civil Engineer in the
State of Ohio. He is a graduate of the University of Ken-
tucky with a Bachelor of Science degree in Civil Engineering,
and had done graduate work at the University of Cincinnati.
He is a Fellow in the American Society of Civil Engineers
and is a member of the Ohio Society of Professional
Engineers.
He was a Division Deputy Director of the Ohio Depart-
ment of Highways from 1963 until his resignation to accept
the position with MARTA. Prior experience includes two
years as City Engineer, Steubenville, Ohio; and 13 years as
Design Engineer and Project Engineer with Hazelet and
Erdal, Consulting Engineers, Cincinnati, Ohio.
Nelson, a native of Peru, Illinois, and his wife, Shirley,
have three children: Candi 19, Mark 17, and Jeffery 9. His
family will join Nelson in Atlanta at the end of the current
school term.
808 GLENN BLDG. - 120 MARIETTA ST., N.W. -
PHONE 524-5711 (AREA CODE 404)
MAY 1967, VOL. II, NO. 5
RAPID TRANSIT \
PROGRESS \ «©»
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
STUART REPORTS (cont'd)
The third major program is the Technical Studies Program
($554,000) which includes portions of the work under the
“702” program. It also includes the Corridor Impact Study
which will assess the probable impact of the proposed rapid
transit system on the total community. The Impact Study
will survey MARTA’s relationship to, and impact on, land
use and related controls, public improvement planning; local,
public and private development plans; urban renewal
projects; and benefits to disadvantaged groups, and other
public programs.
A separate study under this program will examine the
probable impact of rapid transit on the existing Atlanta
Transit System and the privately operated bus system.
A separate contract covers planning, consulting, or
engineering services not covered by existing contracts
($100,000).
In addition to these existing programs, MARTA’s staff
is in process of developing a new application for approxi-
mately two million dollars of Federal funds, using the
$500,000 in State funds approved by the 1967 General As-
sembly as matching funds. When Federal funds are ap-
proved, this two and one-half million dollar program will
cover the following:
1) title searches of selected right of way parcels
2) early acquisition of critical right of way parcels
3) a plan for relocation of uprooted persons
4) employment of Urban Planning (Architectural)
5) continued work on Atlanta Transit System impact and coordi-
nation plan
6) first steps in detailed design of Transit Center
7) financial operations plan and organization
8) preservation of historical sites and structures.
“As these four programs are completed we will have more
and more of the detailed information required to determine
the best methods for financing this system; and, to develop a
specific plan to bring to the voters for their approval, prob-
ably in November 1969,” Stuart said.
MARTA ACTION
The Board of Directors of MARTA announced the appointment of Robert
F, Adamson as a director representing the City of Atlanta. Adamson was
appointed by Mayor Ivan Allen, Jr., and the Board of Aldermen to fill the
unexpired term of Mills B, Lane, Jr., who resigned his position as Metro-
politan Atlanta Rapid Transit director because of increased pressures of
his many business interests.
Adamson has been Treasurer of MARTA since its organization, and will
continue in this post as well as serve as its director.
The next meeting of the Board of Directors has been changed to Friday,
chet Peles) at 3:30 P.M, in Room 619 of the Glenn Building, 120 Marietta
treet, N.W.
{1007
MIOREH
erie
ING
ATLANTA, GEORGIA 30303
Hon. Ivan Allen, Jr., Mayor
City of Atlanta
City Hall
Atlanta, Ga. 30303
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Box 6, Folder 10, Document 67
Box 6
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Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
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RAPID TRANSIT
F1GOGR...... S~
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
"MARTA
REPORTS TO THE
PEOPLE IT SERVES ... "
SEPTEMBER 1967
VOL. 2 . NO. 9
FINANCIAL PLAN OFFERED
PROPOSES "HAMBURGER-A-WEEK"COST TO LOCAL CITIZEN
Rapid transit can be built at a maximum cost to the taxpayer
of 3 mills in Fulton County and 1.6 mills in DeKalb County , according to economic consultants of the Metropolitan Atlanta
Rapid Transit Authority. The figures are contained in the final
draft of a report by Hammer, Greene, Siler Associates prepared
as part of the revision of the 1962 plan "for rapid transit for Metropolitan Atlanta. The 1967 revision of the plan is expected to
be completed in the next few weeks.
The report shows that the basic 30-mile system, which will
cost about $332 million, can be built with local funds of $199
million, state funds of $3 3 million, and federal funds of $ 100
million. The Fulton County share would be $146,265,000
(73.5%) and the DeKalb County share $52,735,000 (26,5%).
Clayton and Gwinnett Counties would not contribute to the capital construction costs until work is begun on the extensions to
complete the 52-mile system when additional federal funds are
expected to become available. The Clayton and Gwinnett fjnancial support would include a pro rata share of the costs of the
basic system.
"This report shows that the maximum cost of rapid transit in
Fulton County to the owner of a $15 ,000 house would be
$12.00; the same person in DeKalb County would pay about
$6.40 maximum," MARTA General Manager said. "In Fulton
County, this amounts to the price of a hamburger a week, or
two or three cups of coffee a week ," he told the MART A Board
of Directors at their regular meeting today. "And these amounts
would be paid only for about 5 years; the rest of the time the
costs would be even lower," he continued.
"When Clayton and Gwinnett counties assume their share of
the costs, their rate would be a maximum of 1.5 mills, or about
$6.00 a year to the owner of a $15,000 house," Stuart explained.
"The report of our financial consultants proposes what appears to be a practical and feasible approach to financing construction of the rapid transit system," he said. "Our final plans
are taking shape and preliminary engineering is developing well. ·
If a successful referendum can be held in November 1968, we
would begin construction in Spring of 1969. If this program develops in this manner," he stated, "we would have the first line
operating about the end of 1973 and the basic 30-mile system in
service in 1975. The entire 52-mile system could well be in operation before 1980, or in about the same length of time it is taking to complete the perimeter expressway.
"We need to begin construction as early as possible," he concluded, "since every year's delay costs us $ 18 to $20 million
thru inflation and increased construction costs.
The basic 30-mile system would have 24 stations and would
run from Brookhaven to College Park and from Decatur to Lynhurst Drive near i-285 on the west, with a northwest stub to
Northside Drive. The electrically-driven, air-conditioned cars
would operate at maximum speeds of 70 miles per hour, averag(Continued on Page 2, Col. 1)
FEDERAL
STATE
STATE
FULTON
DeKALB
FULTON
FED ERAL
$332 MILLION
(30 Miles)
$479 MILLION
(52 Miles)
�THIS MANY CARS PARKED HERE ...
(Continued from Page 1)
ing about 40 miles per hour including station stops. Trains
would run as often as every 90 seconds during rush hours. The
commuter will ride to Transit Center, just a block from Five
Points, in about 13 minutes from Brookhaven, 9 minutes from
Decatur, and about 13 minutes from College Park.
CITY PLANNING
AND RAPID TRANSIT
... COULD REMOVE MANY
CARS FROM HERE
-
•
American Transit Association Convention-October 22-26, 1967,
Regency-Hyatt House, Atlanta. The AT A has as members only
those operating transit systems (railroads, bus lines, rapid transit, etc.)
MET ROPOLITAN ATLANTA
RAPI D TRANSIT AUTH ORITY
808 G LENN BLOG . · 1 2 0 MARI ETTA S T . , N . W
AT L ANTA . GA . 30303 ·PHONE 524-57 11
" DIRECTED BY THE GEORG I A STATE
LEG ISLATUR E TO DEVELOP A RAPID
TRANSIT SYSTEM F OR THE 5-COUNT Y
METROPOLITAN ATLANTA AR E A,"
Edited by KING ELLIOTT
BOARD OF DIRECTORS
OFFICERS :
RICHARD H. RICH. Chairman
RoY A . BLOUNT. Vice Chairman
HERBERT J. DICKSON, Treasurer
GLENN E . BENNETT, Secre tary
CITY OF ATLANTA:
L . D. M ILTON
ROBERT F. ADAMSON
RAWSON HAVERTY
RICHARD H. RICH
CLAYTON COUNTY :
EDGAR BLALOCK
DEKALB COUNTY:
ROY A. BLOUNT
DR. SANFORD ATWOOD
w.
FULTON COUNTY:
A. P ULVEII
MITCHELL C. BISHOP
GWINNETT COUNTY:
K. A . McMILL8N
COBB COUNTY (Observe!')
OTIS A. BRUMBY, JR.
MARTA STAFF:
HENRY L. STUART, General Manager
EARL W. NELSON, Chief Engineer
KING ELLIOTT, Director of Public I n formation
H. N . JOH NSON, S ecretary t o Gen eral Manao.er
An important facto r in attracting commuters fro m their cars
to rapid transit is the "Park-N-Ride Principle," according to a
noted transportation expert.
George L. DeMent , Chairman of the Ooard of the Chicago
Transit Authority, recently discussed the importance of parking
facilities in connection with rapid transit stations. Referring to
the new Skokie Swift extension to the Chicago rapid transit system , he said, "The 522 Park-N-Ride spaces provided at the outer
Dempster Street terminal has proved to be a major fac tor in the
success of Skokie Swift. This Park-N-Ride is used to 100 per
cent capacity every weekday. It is obvious to the Chicago Transit Authority that the patronage of the highly successful Skokie
Swift operation would be increased automatically if additional
parking spaces cou ld be provided at the Dempster Terminal.
Similar examples could be cited for the Park-N-Ride lots along
other Chicago lines."
DeMent noted that " the Cleveland Transit System has given
emphasis to Park-N-Ride. Seven 'Rapid' stations have been provided with 5,218 free parking spaces ... Additional parking spaces
soon will be provided along the airport rapid transit ex tension
now under construction." He quoted a survey which "indicated
that parking spaces are being used at a rate of I .3 cars per day,
and that each car carries an average of 1.2 passengers.
He says further that "the Toronto Transit Commission will
provide parking spaces for 3,000 cars at three stations along the
Bloor Street subway extension now under construction , with
(Continued on Page 3, Col. 1)
The American Institute of Planners has a strong interest in
the development of a rapid transit system for the Atlanta Metropolitan Area. The specific interest in MARTA and its proposed system is related to the "balance" and relationship of the
transit network to the rest of the metropolitan area and to the
total transportation system of the metropolitan area- as it exists
and is planned.
The planner is concerned with the relationships that will be
an outgrowth of the system. What impact will MARTA lines
have on public and private property? Which areas will be likely
to develop because of a MARTA installation- a station, for instance? Will the system be sensitively related to neighborhoods
and business areas, or industrial areas? How? Will the system put
stations in places where other planning and development activities provide an opportunity to "multiply" the effect of the investment in transit by an investment in urban renewal, or a college, or a new business area, or a special school? Can better relationships be established between elements of the transit system and the environment?
The planning profession is interested in the general and the
comprehensive dimensions of the city and the metropolitan
area. Therefore, the plann ing interest in the transit system will
extend beyond the tracks and the stations, into a concern for
nearby property-and, more important, property that is not so
near. The planning concern for all of the Atlanta area is oriented
_ __ _ _ _ _ __ 1 to
maximizing the livability of our
"place," and deals equally with the
areas impacted and not impacted. In the
areas being served (giving the word "impact" a positive tone) the planner is
likely to seek to make the favorable impact more favorable , more utilitarian,
more significant to the area in terms of
its present and future role in the city,
whether this role is related to change,
redevelopment, more intensive developR ichard M. Forbes
ment, new uses or no change.
The planning attitude about any public or private investment
is based on what the facility will mean to people in their environment. What will it mean to citizens as they travel to and
from work, to recreation, to shopping? This is one level of concern. What it will mean to people at home , if they live near the
transit line, is another concern. For example, will it cause an unpleasant industry to develop nearby?
The planning concern reduces itself to a concern fo r our city,
our place, our environment. The planner wishes to make Greater '
Atlanta the best possible place in which to live and work. He
consequen tly sees transit as a marvelous opportunity to use a
large public investment as one of the elements that will help to
do that. However, transit will make a positive contribution only
if it is very carefully related to each part of the area and to
other projects and plans so that the system is balanced. This relationship to the whole is o( prime importance .
Richard M. Forbes, Assistant Professor of R eal Estate and Urban A ffairs at Georgia State College, is a member of the MARTA Advisory Committee, representing the planning profession. He is a member of the
American Institute of Planners, and other professional groups.
(Continued [roin Page 2, Col. 2)
additional spaces planned for the Yonge Street Subway Extension just authorized. The new I 0-mile extension in South Jersey
will provide nearly 5,000 parking spaces at six locations with
provision fo r fu ture expansion. Over 16,000 parki ng spaces at
23 stations will be provided along the 75-mile rapid transit system being built in San Francisco .
Quoting DeMent , "There 'is no Io rfger a qt1estion of the need
for such facilities. It is only a question of how much parking
should be provided fo r any given rapid transit installation."
The system being designed for the Atlanta area will include
·-· ·
adequate parking facilities at suburban stations.
MARTA TALKS ... AND LISTENS
The story of rapid transit plans for Metropolitan Atlanta is
finding interested audiences throughout this area. Between the
first of June and mid-September, the MARTA directors and
staff talked to some 1700 members or more than 30 civic and
other groups, illustrating the MARTA story with slides or motion picture films. In addition, many other discussions were
held with city and county officials, planning departments, state
legislators, and citizen groups such as Chambers ofCommerce 1
and Central Atlanta Progress. Afte r the fo rmal presentations,
the meetings were generally opened for questions. In. the picture
below, Henry L. Stuart, MARTA General Manager, is listening
to a question being asked by a member of the Atlanta Civitan
Club.
A MARTA display depicting pr'ogress in the development of
rapid transit was part of the fifth Annual Fall Sale at Jamestown
Shopping Center in College Park recently. The event was sponsored by the College Park Jaycees in cooperation with merchants at the shopping center.
The MARTA display shows the location of Transit Center in
downtown Atlanta, and the various lines considered for rapid
transit routes.
The display back of College Park J aycee President Paul Green
shows in the upper left corner a cutaway view of how Transit
Center might be designed, with escalators connecting the two
levels of trains with the sidewalks above.
The lower left corner contains typical site development plans
fo r the four levels of Transit Center while in the lower right corner is a map locating Transit Center in relation to downtown
streets.
The map in the upper right corner shows the areas in which
the routes and stations will be located. Routes as planned in
1961, 1962, and 1966-7 are variously indicated.
The display back of Joan Eschenbrenner, MARTA secre tary ,
fe atures a large aerial photo o f downtown Atlan ta and pictures
of various major building developments now unde r way near
rapid transit stations.
The MARTA exh ibit aroused many enthusiastic comments
from those who viewed it.
�MARTAnswers
MARTA ACTION
QUESTION : Why is MARTA planning to use the old-type steelwheel and steel-rail system instead of something new, like
monorail?
ANSWER: In the first place, monorail is not new or modern. As
shown in the picture below, monorail has been around a long
time- 70 years or so. A short monorail line has been operating
across a river in Germany since 1906.
The major reason for not using monorail, however, is simply
that no monorail system has ever been a commercially successful operation in moving numbers of commuters.
In recent years, short, relatively simple monorail systems
have b~en built in Paris and Tokyo, and others have been used
in World's Fairs in Seattle and New York, and at Disneyland.
These small operations, however, do not meet MART A's design
requirements to transport commuters at 70 miles per hour in capacities approaching 30,000 passengers per hour.
There are other problems relating to cost, engineering, construc~ton, and route location:
Both the top-supported (suspended) and bottom-supported
monorail systems are more expensive to construct system-wide
than the conventional steel-wheel steel rail system . The topsupported monorail requires the supp~rt structure throughout
the system, whereas MARTA's plans call for only 3½ miles of
aerial structure. The top-supported monorail requires a much
larger,, tunnel for subway where subway is essential. Trying to
_eliminate the monorail subway brings us back to the problem
MART A faced all along-where to put the routes through downtown Atlanta without using subway. There is no feasible surface
route for either system.
MEIGS COLLECTION , Yale University Library - MON ORA IL , 1887
VERSION - Jo e Vin cent Meigs (second row, six th from right) patented
this early "monorail " in I 8 73. Th e running wh eels were tilted at 45 degree angles; horizontally -mounted steam-driven wheels running on an up-
The Board of Directors at its September 5 meeting heard a report on a financial study by Hammer, Greene, Siler Associates,
Inc. No act10n was taken on the report.
No official action was taken by the Board sin ce a quorum was
not present.
The next meeting of the MARTA Board of Directors will be
Tuesday, October 3, 1967, 3:30 p.m., Room 619, Glenn Building,
120 Marietta St. , N.W.
The bottom-supported system would be somewhat more expensive for grade and aerial structure than the steel-wheel steel
rail system, and considerably more expensive for subway because of the larger tunnel required.
If expense were not the major factor it is, the question then
arises, "what would monorail give you that the conventional
system would not · provide?" The answer is "nothing." The
monorail is slower, has higher operational costs, and does not
provide as comfortable ride. During the past 70 years, engineering problems relating to monorail have not been satisfactorily
resolved. These include switching, high speeds (70 to 80 MPH),
sway, and other technical problems.
These and other disadvantages may eventually be resolved,
but no solution is in sight. By contrast, the dual rail system
solved these and many other engineering and operational problems years ago. The dual-rail system will definitely provide what
is needed in this area: 70 MPH speeds, safety, comfort, and convenience at less cost than any type monorail. Using a known
and proven technology means MART A will be able to bring the
system into operation at the earliest possible time. This is our
goal. - Henry L. Stuart, MARTA General Manager
per set of rails provided propulsion. Th e Philadelphia City Council visited
th e I , I 14-foot long test track in East Ca mbridge, Mass., in I 887. Th e revolutionary Me igs railway did not gain acceptance, however; and the
company failed a f ew years later.
RA.PID TRA.NSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
BOB GLENN BLDG. · 120 MARIETTA ST ., N.W .
PHONE 52 4- 5711 (AREA CODE 40 4 )
ATLANTA , GEORGIA 30303
SEPTEMBER 1967 . VOL . 2, NO. 9
Hon. lvan Allen, Jr.,
City ot Atlanta
City Ha 11
Atlanta, O-a. .30.30)
~l
ayor
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
“MARTA REPORTS TO THE PEOPLE IT SERVES...”
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
SEPTEMBER 1967
VOL.2. NO.9
FINANCIAL PLAN OFFERED
PROPOSES “HAMBURGER -A-WEEK”COST TO LOCAL CITIZEN
Rapid transit can be built at a maximum cost to the taxpayer
of 3 mills in Fulton County and 1.6 mills in DeKalb County, ac-
cording to economic consultants of the Metropolitan Atlanta
Rapid Transit Authority. The figures are contained in the final
draft of a report by Hammer, Greene, Siler Associates prepared
as part of the revision of the 1962 plan for rapid transit for Met-
ropolitan Atlanta. The 1967 revision of the plan is expected to
be completed in the next few weeks.
The report shows that the basic 30-mile system, which will
cost about $332 million, can be built with local funds of $199
million, state funds of $33 million, and federal funds of $100
million. The Fulton County share would be $146,265,000
(73.5%) and the DeKalb County share $52,735,000 (26.5%).
Clayton and Gwinnett Counties would not contribute to the cap-
ital construction costs until work is begun on the extensions to
complete the 52-mile system when additional federal funds are
expected to become available. The Clayton and Gwinnett finan-
cial support would include a pro rata share of the costs of the
basic system.
“This report shows that the maximum cost of rapid transit in
Fulton County to the owner of a $15,000 house would be
$12.00; the same person in DeKalb County would pay about
$6.40 maximum,” MARTA General Manager said. “In Fulton
County, this amounts to the price of a hamburger a week, or
two or three cups of coffee a week,” he told the MARTA Board
of Directors at their regular meeting today. “And these amounts
would be paid only for about 5 years; the rest of the time the
costs would be even lower,” he continued.
$332 MILLION
(30 Miles)
“When Clayton and Gwinnett counties assume their share of
the costs, their rate would be a maximum of 1.5 mills, or about
ey a year to the owner of a $15,000 house,” Stuart explain-
ed.
“The report of our financial consultants proposes what ap-
pears to be a practical and feasible approach to financing con-
struction of the rapid transit system,” he said. “Our final plans
are taking shape and preliminary engineering is developing well. -
If a successful referendum can be held in November 1968, we
would begin construction in Spring of 1969. If this program de-
velops in this manner,” he stated, “we would have the first line
operating about the end of 1973 and the basic 30-mile system in
service in 1975. The entire 52-mile system could well be in oper-
ation before 1980, or in about the same length of time it is tak-
ing to complete the perimeter expressway.
“We need to begin construction as early as possible,” he con-
cluded, “since every year’s delay costs us $18 to $20 million
thru inflation and increased construction costs.
The basic 30-mile system would have 24 stations and would
run from Brookhaven to College Park and from Decatur to Lyn-
hurst Drive near I-285 on the west, with a northwest stub to
Northside Drive. The electrically-driven, air-conditioned cars
would operate at maximum speeds of 70 miles per hour, averag-
(Continued on Page 2, Col. I)
GWINNETT
CLAYTON
$479 MILLION
(52 Miles)
(Continued from Page 1)
ing about 40 miles per hour including station stops. Trains
would run as often as every 90 seconds during rush hours. The
commuter will ride to Transit Center, just a block from Five
Points, in about 13 minutes from Brookhaven, 9 minutes from
Decatur, and about 13 minutes from College Park.
American Transit Association Convention—October 22-26, 1967,
Regency-Hyatt House, Atlanta. The ATA has as members only
those operating transit systems (railroads, bus lines, rapid trans-
it, etc.)
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
BO8 GLENN BLDG. +120 MARIETTA ST... N.W
ATLANTA, GA, 30303 -*PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FORTHE 5-COUNTY
METROPOLITAN ATLANTA AREA."
Edited by King E.ttotr
BOARD OF DIRECTORS
OFFICERS:
Richarp H. Ricu, Chairman Roy A. Biount, Vice Chairman
Hersert J. Dickson, Treasurer GLENN E, BENNETT, Seerctary
CITY OF ATLANTA:
Rosert F. ADAMSON L. D. Mitton
RicHarb H. Ricn Rawson HAVERTY
CLAYTON COUNTY:
Epcar BLALocK
DEKALB COUNTY:
Roy A. BLount Dr. SANFoRD ATWOOD
FULTON COUNTY:
W. A. PULVER MITCHELL C. BIsHor
GWINNETT COUNTY:
K. A. McMiLten
COBB COUNTY (Observer)
Ov A. Brumpy, Jr.
MARTA STAFF:
Henry L. Stuart, General Manager
Ear. W. Neuson, Chief Engineer
Kine Ev.iott, Pirector of Public Information
H. N. JoHNsonN, Sceretary to General Manager
CARS FROM HERE
An important factor in attracting commuters from their cars
to rapid transit is the “Park-N-Ride Principle,” according to a
noted transportation expert.
George L. DeMent, Chairman of the Board of the Chicago
Transit Authority, recently discussed the importance of parking
facilities in connection with rapid transit stations. Referring to
the new Skokie Swift extension to the Chicago rapid transit sys-
tem, he said, ““The 522 Park-N-Ride spaces provided at the outer
Dempster Street terminal has proved to be a major factor in the
success of Skokie Swift. This Park-N-Ride is used to 100 per
cent capacity every weekday. It is obvious to the Chicago Trans-
it Authority that the patronage of the highly successful Skokie
Swift operation would be increased automatically if additional
parking spaces could be provided at the Dempster Terminal.
Similar examples could be cited for the Park-N-Ride lots along
other Chicago lines.”
DeMent noted that “the Cleveland Transit System has given
emphasis to Park-N-Ride. Seven ‘Rapid’ stations have been pro-
vided with 5,218 free parking spaces...Additional parking spaces
soon will be provided along the airport rapid transit extension
now under construction.” He quoted a survey which “indicated
that parking spaces are being used at a rate of 1.3 cars per day,
and that each car carries an average of 1.2 passengers.
He says further that “the Toronto Transit Commission will
provide parking spaces for 3,000 cars at three stations along the
Bloor Street subway extension now under construction, with
(Continued on Page 3, Col. 1)
CITY PLANNING
AND RAPID TRANSIT
The American Institute of Planners has a strong interest in
the development of a rapid transit system for the Atlanta Met-
ropolitan Area. The specific interest in MARTA and its propos-
ed system is related to the “balance” and relationship of the
transit network to the rest of the metropolitan area and to the
total transportation system of the metropolitan area—as it exists
and is planned.
The planner is concerned with the relationships that will be
an outgrowth of the system. What impact will MARTA lines
have on public and private property? Which areas will be likely
to develop because of a MARTA installation—a station, for in-
stance? Will the system be sensitively related to neighborhoods
and business areas, or industrial areas? How? Will the system put
stations in places where other planning and development activi-
ties provide an opportunity to “multiply” the effect of the in-
vestment in transit by an investment in urban renewal, or a col-
lege, or a new business area, or a special school? Can better re-
lationships be established between elements of the transit sys-
tem and the environment?
The planning profession is interested in the general and the
comprehensive dimensions of the city and the metropolitan
area. Therefore, the planning interest in the transit system will
extend beyond the tracks and the stations, into a concern for
nearby property—and, more important, property that is not so
near. The planning concern for all of the Atlanta area is oriented
tos maximizing the livability of our
“place,” and deals equally with the
areas impacted and not impacted. In the
areas being served (giving the word “im-
pact” a positive tone) the planner is
likely to seek to make the favorable im-
pact more favorable, more utilitarian,
more significant to the area in terms of
its present and future role in the city,
whether this role is related to change,
: redevelopment, more intensive develop-
Richard M, Forbes ment, new uses or no change.
The planning attitude about any public or private investment
is based on what the facility will mean to people in their en-
vironment. What will it mean to citizens as they travel to and
from work, to recreation, to shopping? This is one level of con-
cern. What it will mean to people at home, if they live near the
transit line, is another concern. For example, will it cause an un-
pleasant industry to develop nearby?
The planning concern reduces itself to a concern for our city,
our place, our environment. The planner wishes to make Greater °
Atlanta the best possible place in which to live and work. He
consequently sees transit as a marvelous opportunity to use a
large public investment as one of the elements that will help to
do that. However, transit will make a positive contribution only
if it is very carefully related to each part of the area and to
other projects and plans so that the system is balanced. This re-
lationship to the whole is of prime importance.
Richard M. Forbes, Assistant Professor of Real Estate and Urban Af-
fairs at Georgia State College, isa member of the MARTA Advisory Com-
mittee, representing the planning profession, He is a member of the
American Institute of Planners, and other professional groups.
—LLL———E———————————————E————————————— Se
(Continued from Page 2, Col. 2)
additional spaces planned for the Yonge Street Subway Exten- ‘
sion just authorized. The new 10-mile extension in South Jersey
will provide nearly 5,000 parking spaces at six locations with
provision for future expansion. Over 16,000 parking spaces at
23 stations will be provided along the 75-mile rapid transit sys-
tem being built in San Francisco.
Quoting DeMent, “There is no lorfger a question of the need
for such facilities. It is only a question of how much parking
should be provided for any given rapid transit installation.”
The system being designed for the Atlanta area will include
adequate parking facilities at suburban stations.
MARTA TALKS...AND LISTENS
The story of rapid transit plans for Metropolitan Atlanta is
finding interested audiences throughout this area. Between the
first of June and mid-September, the MARTA directors and
staff talked to some 1700 members or more than 30 civic and
other groups, illustrating the MARTA story with slides or mo-
tion picture films. In addition, many other discussions were
held with city and county officials, planning departments, state
legislators, and citizen groups such as Chambers of Commerce
and Central Atlanta Progress. After the formal presentations,
the meetings were generally opened for questions. In the picture
below, Henry L. Stuart, MARTA General Manager, is listening
. a question being asked by a member of the Atlanta Civitan
lub.
e ee
A MARTA display depicting progress in the development of
rapid transit was part of the fifth Annual Fall Sale at Jamestown
Shopping Center in College Park recently. The event was spon-
sored by the College Park Jaycees in cooperation with mer-
chants at the shopping center.
The MARTA display shows the location of Transit Center in
downtown Atlanta, and the various lines considered for rapid
transit routes,
The display back of College Park Jaycee President Paul Green
shows in the upper left corner a cutaway view of how Transit
Center might be designed, with escalators connecting the two
levels of trains with the sidewalks above.
The lower left corner contains typical site development plans
for the four levels of Transit Center while in the lower right cor-
ner is a map locating Transit Center in relation to downtown
streets.
The map in the upper right corner shows the areas in which
the routes and stations will be located. Routes as planned in
1961, 1962, and 1966-7 are variously indicated,
The display back of Joan Eschenbrenner, MARTA secretary,
features a large aerial photo of downtown Atlanta and pictures
of various major building developments now under way near
rapid transit stations.
The MARTA exhibit aroused many enthusiastic comments
from those who viewed it.
MART Answers
QUESTION: Why is MARTA planning to use the old-type steel-
wheel and steel-rail system instead of something new, like
monorail?
ANSWER: In the first place, monorail is not new or modern. As
shown in the picture below, monorail has been around a long
time—70 years or so, A short monorail line has been operating
across a river in Germany since 1906. ;
The major reason for not using monorail, however, is simply
that no monorail system has ever been a commercially success-
ful operation in moving numbers of commuters.
In recent years, short, relatively simple monorail systems
have been built in Paris and Tokyo, and others have been used
in World’s Fairs in Seattle and New York, and at Disneyland.
These small operations, however, do not meet MARTA’s design
requirements to transport commuters at 70 miles per hour in ca-
pacities approaching 30,000 passengers per hour.
There are other problems relating to cost, engineering, con-
struction, and route location:
Both the top-supported (suspended) and bottom-supported
monorail systems are more expensive to construct system-wide
than the conventional steel-wheel steel rail system. The top-
supported monorail requires the support structure throughout
the system, whereas MARTA’s plans call for only 3% miles of
aerial structure. The top-supported monorail requires a much
larger, tunnel for subway where subway is essential. Trying to
eliminate the monorail] subway brings us back to the problem
MARTA faced all along—where to put the routes through down-
town Atlanta without using subway. There is no feasible surface
route for either system.
MEIGS COLLECTION, Yale University Library — MONORAIL, 1887
VERSION — Joe Vincent Meigs (second row, sixth from right) patented
this early “monorail” in 1873, The running wheels were tilted at 45 de-
gree angles; horizontally -mounted steam-driven wheels running on an up-
RAPID TRANSIT
PROGRESS ( |. ejay
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY = “S__~
MARTA ACTION
The Board of Directors at its September 5 meeting heard a re-
port on a financial study by Hammer, Greene, Siler Associates,
Inc. No action was taken on the report.
No official action was taken by the Board since a quorum was
not present.
The next meeting of the MARTA Board of Directors will be
Tuesday, October 3, 1967, 3:30 p.m., Room 619, Glenn Building,
120 Marietta St., N.W.
The bottom-supported system would be somewhat more ex-
pensive for grade and aerial structure than the steel-wheel steel
rail system, and considerably more expensive for subway be-
cause of the larger tunnel required.
If expense were not the major factor it is, the question then
arises, “what would monorail give you that the conventional
system would not provide?” The answer is “nothing.” The
monorail is slower, has higher operational costs, and does not
provide as comfortable ride. During the past 70 years, engineer-
ing problems relating to monorail have not been satisfactorily
resolved. These include switching, high speeds (70 to 80 MPH),
sway, and other technical problems.
These and other disadvantages may eventually be resolved,
but no solution is in sight. By contrast, the dual rail system
solved these and many other engineering and operational prob-
lems years ago. The dual-rail system will definitely provide what
is needed in this area: 70 MPH speeds, safety, comfort, and con-
venience at less cost than any type monorail. Using a known
and proven technology means MARTA will be able to bring the
system into operation at the earliest possible time. This is our
goal.—Henry L. Stuart, MARTA General Manager
chelialetd ik i ee ee ed
4 DIA DIE Pld D4 Pid Pd 4
per set of rails provided propulsion, The Philadelphia City Council visited
the 1,114-foot long test track in East Cambridge, Mass.,, in 1887, The re-
volutionary Meigs railway did not gain acceptance, however; and the
company failed a few years later,
6808 GLENN BLDG. - 120 MARIETTA ST... N.W. + ATLANTA, GEORGIA 30303
PHONE 524-5711 (AREA CODE 404)
SEPTEMBER 1967. VOL. 2, NO.9
Hon. Ivan Allen, Jr., Mayor
City of Atlanta
City Hall
Atlanta, Ga. 30303
Dublin Core
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Title
A name given to the resource
Box 6, Folder 10, Document 66
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/483204fd037bb14daeb7648ffaa03d6c.pdf
92f73d57e86c8e08ddb7b94e70ba8a75
Scripto
Transcription
A written representation of a document.
�A city must be a community where our
lives are enriched. It must be a place where
every man can satisfy his highest aspiration. It must be an instrument to advance
the hopes of all its citizens. That is what we
want our cities to be. And that is what we
have set out to make them.
Lyndon B. Johnson
The modern city by the volume and rap idity
of th e movements of its people and goods
can in large part gro w or atrophy depending
on the efficacy of its transportation systems. A transit system has to be more than
vehicles and tracks. There are also social
and political dimensions. A forward looking
transportation system can inject new economic vitality into a failing and deteriorating
isolated area. It can be the means of directing and encouraging new and untapped
areas of metropolitan gro wth. In short, it
can give the city a new image for urban
design.
Robert C. Weaver
Secretary
U.S. Department of Housing and
Urban Development
The Federal Govern ment has a responsib il ity
to make clear the positive potentials of well
designed transit for meeting the needs of
our urban people. There is a national need
for a stronger concern with the urban
design features in urban transportation
development. For much of the future of the
quality of urban life hinges upon transit
development. Design components in publ ic
transit play an extremely important role not only in shaping ou r citi es - but in
making them more attractive and stimulating places in which to live and work.
Charles M . Haar
Assistant Secretary for
Metropolitan Development
U.S. Departm ent of Housing and
Urban Development
The life blood of the city is carried through
the arteries of public mass transportation.
Indeed, public transportation can be the
most important single force in shaping the
development of the Nation's metropolitan
areas. We think it is exciting to be tackling
such a huge and complex problem; for the
goal we have in mind is a most important
urban design goal - that of meeting the
human needs of urban life.
Leo J. Cusick
Director, Urban Transportation
Administration
U.S. Department of Housing and
Urban Development
program
The 1968 Design Awards Program in Urban
Transportation is initiated by the U.S. Department of Housing and Urban Development to recognize superior design in public
transportation. Awa rds will be made for
winning entries in two categories: systems
or major portions of systems, and components such as stations, vehicles, and
trackage.
Judging will consider how design is related
to comprehensive pl anning and the contribution of the entry to the physical, economic,
social, and aesthetic development of the
metropolitan area, the central city and the
neighborhood.
An nounced at the HUD-sponsored Design in
Urban Tra nsportation Conference on May 22,
1967, this program will stimulate awareness
of the affirmative rol e of good design. It will
encourage active exchange of new ideas and
broader concepts in urban transit development.
eligibility
Public agencies which have received financia l assistance from HUD's urban mass
transportation programs are el igible to submit one or more entries. The entry itself
need not have received HU D assistance.
Total systems or major segments thereof,
and individual items (including rolling
stock, stations, rights-of-way) may be
entered. Eligible projects include those
comp leted after World War II, or planned
by January 1, 1968.
form and
method of entry
Ma il entries to:
'68 Design Awards Program in
Urban Transportation
Department of Housing and
Urban Development
1626 K Street, N.W.
Washington, D.C. 20410
Insert all material in a standard Ful-Vu
Economy Binder containing ten 9" x 11"
transparent Mica-film window sleeves for
displaying up to 20 inserts, back to back.
More than one binder may be used. The
identification sheet shou ld be completed
and inserted in the first transparent window
of the entry binder. Category must be
specified as:
System Design (Completed project or plan)
Item Design (Completed project or plan)
The entry will consist of a descriptive
statement, supplemented by such photographs and plans as are necessary to fully
evaluate the project.
Photographs must be 8" x 10", glossy
finish , and reproducible. They may be in
color or black and white. Photographs
should completely convey the qualities of
the design.
Plans should be folded to 8½" x 11" size.
They may be in any medium. Scales must
be shown graphically.
Descriptive data must be limited to five
typed pages, 8½" x 11" , and be inserted in
the entry binder. The statement should include all information relevant to the evaluation of the project. The following factors
will be among those considered in judging
entries.
system design
1. System impact on immediate environment (right-of-way):
Urban development patte rns (contribution to futu re community development, control of factors disruptive
to neighborhood stability, preservation of historic sites and open
space, urban design considerations).
User needs (attention to scheduling,
travel time, accessibility, orientation, comfort, safety).
Comprehensive traffic flow (effect on
congestion at coll ector stops, distributor stops, along right-of-way;
ease of transfer among modes).
Efficiency (social , environmental , economic costs and benefits in meeting
transportation needs).
2. System impact on total environ ment:
Urban development patterns (stren gthening of business districts, promot ion of group interaction, respon -
siveness to changing area needs,
urban design considerations).
User needs (service for those without
autos; access to hospitals, schools,
employment centers, etc.).
Comprehensive traffic flow (interfaces
between transit, auto, etc.).
Efficiency (social , environmental, economic costs and benefits in meeting
transportation needs).
item design
1. Rolling stock (buses, rail transit cars,
etc.):
Planning (inherent design features ,
attractive display of signs and information, lighting, noise, ability to
see outside, innovation in color and
design of equipment).
Safety (incidence of property damage,
�personal injury, fatal accident).
Comfort and convenience (temperature
and circulation, seat size and leg
room, ease of boarding and alighting, provisions for handicapped).
Economy and efficiency (present condition of equipment, freedom from
breakdown, cost of operation and
maintenance, flexibility- adjust- ment to peak and nonpeak periods).
2. Right-of-Way:
Planning (inherent design features;
signs; landscaping; compatability
with adjacent development, including other rights-of-way).
Safety:
Economy and efficiency (cost of construction - use of materials, maintenance, durability).
3. Stations:
a. Building:
Planning (inherent design features,
aesthetic and functional consistency with adjacent development,
access to other transportation
modes).
Safety (police protection, areas hidden from view, adequate lighting).
Comfort and convenience (cleanliness, stairs-escalator, capacity,
seating, weather exposure, heating, facilities for handicapped,
attractive display of route and
scheduling information, covered
and heated wa lkways).
Efficiency (construction, ma intenance,
durability).
b. Site Area:
Planning (inhere nt design featu res,
landscaping, aesthetic and functional consiste ncy with adjacent
land use, accessibility from roadways; separate access routes and
facilities for feeder bus, park and
ride, automobile drop-off, pedestrian access).
Convenience (sheltered waiting area,
protected walkways leading to
station).
Safety.
Efficiency (construction, maintenance,
durability).
jury and judging
Entries will be judged on the basis of aesthetic and functional design of the project
with consideration given to both current
and future impact. System Design will be
evaluated in terms of impact on the immediate- envir-onment - and -total environment
over a fifty year period. Item Design will be
judged with particular refe rence to user and
community benefits. The time frame for
performance will be 10 years for bus, 30
years for rail transit car, 50 to 100 years for
buildings and rights-of-way.
A jury including distinguished persons in
the fields of planning, architecture, engineering, sociology, and graphics will be appointed to evaluate entries and recommend
awards to the Secretary. Ralph J. Warburton,
A.I.A., Associate A.LP., Special Assistant to
the Secretary for Urban Design, will serve
as Professional Advisor.
awards
A limited number of Honor Awards will be
given, and in addition several Merit Awa rds
will be made. Award categories are System
Design and Item Design. Suitable cert ificates will be presented by the Secretary to
each entry receiving an award. The certificate will include the names and affiliations
of all those participating in the project
design.
publicity
The Department plans to prepare brochures
and other printed materials describing the
program and award winning projects. Therefore, all material submitted for award must
be cleared for release upon submission by
the entrant. No responsibility will be assumed for copyrights or photographic fees.
All photographs and material submitted with
entries will become the property of HUD,
and will be actively used in program development efforts.
time schedule
Entries must be received no later than
January 15, 1968.
Judging will take place in February 1968.
The date of the Awards Cere mony will be
announced.
for more information
Additional information may be obtained by
writing to:
Mr. Robert H. McManus, Chairnran Committee on Design Awards in-Urban Transportation
Department of Housing and
Urban Development
1626 K Street, N.W.
Washington, D.C. 20410
or phoning: 202 - 382 -5374 .
MT MP-59
�check list
The following list is provided as an aid in the proper
preparation of submission. Full instructions on the
preparation of the items noted will be found in your
program announcement.
O Remove all white sheets between (not within) transparent window sleeves.
Identification:
O Information is. complete.
O Information is accurate as to credits, spelling and
punctuation.
O Insert in first window sleeve, .facing front cover.
Descriptive Data:
O Type. Insert in binder, beginning with second window
sleeve.
Photographs - 8" x 10" - Glossy:
Do not glue, tape, or otherwise adhere photographs
to any backing within window sleeves.
D All photographs and plans are cleared for publication.
D At least one photograph is reproducible.
Horizontal photos D All such photos are to be placed in window
sleeves so that the bottom of the photo is
parallel with the right edge. (In relation to the
inside back cover).
D No transparencies are included.
D
Plans:
D Folded to 8½" x 11" size.
Mailing:
O Allow sufficient time to reach the Department by
January 15, 1968.
/""'•,, U.S. DEPARTMENT O F HO USING
!* I
II*:
AND URBAN DEVELOP M ENT
\,,,,_,...... W a s h ingto n, D.C. 20410
�©
1968 Urban Transportation Design Awards Program
(Please type)
Category
Date Completed _ __ _ _ __ _ _ _ _ _ __ _
Entry Submitted By:
Authorized Representative - - - - - - - - - ---- - - -- - -- -- - -- - -- - -Name of Agency - - - -- - -- - - - -- - - -- - - -- -- - - - - -- -- - Address
Phone Number _ __ _ _ _ _ _ __ _ __ __
Signature
Please submit the following information as necessary:
Arch itect
Transit Consultant
Name
Name
Address _ _ __ _ __ __ _ __ _ __ _
Address
Signature _ _ __ __ _ _ _ _ _ __ __
Signature
Transit Operator
Engineer
Name _ _ _ __ _ _ __ _ _ _ _ _ __
Name
Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Address
Signature _ __ _ _ _ __ __ _ __ __
Signature
Urban Designer
Urban Planner
Name _ _ __ __ _ _ _ _ _ _ __ _ _
Name _ _ __ _ _ __ _ _ _ _ _ _ __
Address
Address
Signature
Signature
Graphics Designer
Additional Participants
Name _ _ _ __ __ __ __ _ _ _ _ _
Name _ _ __ _ _ _ _ _ __ _ _ _ __
Address
Address
Signature
Signature
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
urban
WeSC
ea LU PAST AVRIL
Ai UU ace
i SUPE UM ada
ti Sea ERS Cn omer 1 GT)
A city must be a community where our
lives are enriched. It must be a place where
every man can satisfy his highest aspira-
tion. It must be an instrument to advance
the hopes of all its citizens. That is what we
want our cities to be. And that is what we
have set out to make them.
Lyndon B. Johnson
The modern city by the volume and rapidity
of the movements of its people and goods
can in large part grow or atrophy depending
on the efficacy of its transportation sys-
tems. A transit system has to be more than
vehicles and tracks. There are also social
and political dimensions. A forward looking
transportation system can inject new eco-
nomic vitality into a failing and deteriorating
isolated area. It can be the means of direct-
ing and encouraging new and untapped
areas of metropolitan growth. In short, it
can give the city a new image for urban
design.
Robert C. Weaver
Secretary
U.S. Department of Housing and
Urban Development
The Federal Government has a responsibility
to make clear the positive potentials of well
designed transit for meeting the needs of
our urban people. There is a national need
for a stronger concern with the urban
design features in urban transportation
development. For much of the future of the
quality of urban life hinges upon transit
development. Design components in public
transit play an extremely important role —
not only in shaping our cities—but in
making them more attractive and stimu-
lating places in which to live and work.
Charles M. Haar
Assistant Secretary for
Metropolitan Development
U.S. Department of Housing and
Urban Development
The life blood of the city is carried through
the arteries of public mass transportation.
Indeed, public transportation can be the
most important single force in shaping the
development of the Nation’s metropolitan
areas. We think it is exciting to be tackling
such a huge and complex problem; for the
goal we have in mind is a most important
urban design goal—that of meeting the
human needs of urban life.
Leo J. Cusick
Director, Urban Transportation
Administration
U.S. Department of Housing and
Urban Development
program
The 1968 Design Awards Program in Urban
Transportation is initiated by the U.S. De-
partment of Housing and Urban Develop-
ment to recognize superior design in public
transportation. Awards will be made for
winning entries in two categories: systems
or major portions of systems, and com-
ponents such as stations, vehicles, and
trackage.
Judging will consider how design is related
to comprehensive planning and the contribu-
tion of the entry to the physical, economic,
social, and aesthetic development of the
metropolitan area, the central city and the
neighborhood.
Announced at the HUD-sponsored Design in
Urban Transportation Conference on May 22,
1967, this program will stimulate awareness
of the affirmative role of good design. It will
encourage active exchange of new ideas and
broader concepts in urban transit develop-
ment.
eligibility
Public agencies which have received finan-
cial assistance from HUD’s urban mass
transportation programs are eligible to sub-
mit one or more entries. The entry itself
need not have received HUD assistance.
Total systems or major segments thereof,
and individual items (including rolling
stock, stations, rights-of-way) may be
entered. Eligible projects include those
completed after World War Il, or planned
by January 1, 1968.
form and
method of entry
Mail entries to:
‘68 Design Awards Program in
Urban Transportation
Department of Housing and
Urban Development
1626 K Street, N.W.
Washington, D.C. 20410
Insert all material in a standard Ful-Vu
Economy Binder containing ten 9” x 11”
transparent Mica-film window sleeves for
displaying up to 20 inserts, back to back.
More than one binder may be used. The
identification sheet should be completed
and inserted in the first transparent window
of the entry binder. Category must be
specitied as:
System Design (Completed project or plan)
liem Design (Completed project or plan)
The entry will consist of a descriptive
statement, supplemented by such photo-
graphs and plans as are necessary to fully
evaluate the project.
Photographs must be 8” x 10”, glossy
finish, and reproducible. They may be in
color or black and white. Photographs
should completely convey the qualities of
the design.
Plans should be folded to 84” x 11” size.
They may be in any medium. Scales must
be shown graphically.
Descriptive data must be limited to five
typed pages, 842” x 11”, and be inserted in
the entry binder. The statement should in-
clude all information relevant to the evalua-
tion of the project. The following factors
will be among those considered in judging
entries.
system design
1. System impact on immediate environ-
ment (right-of-way):
Urban development patterns (contribu-
tion to future community develop-
ment, control of factors disruptive
to neighborhood stability, preserva-
tion of historic sites and open
space, urban design considerations).
User needs (attention to scheduling,
travel time, accessibility, orienta-
tion, comfort, safety).
Comprehensive traffic flow (effect on
congestion at collector stops, dis-
tributor stops, along right-of-way;
ease of transfer among modes).
Efficiency (social, environmental, eco-
nomic costs and benefits in meeting
transportation needs).
2. System impact on total environment:
Urban development patterns (strength-
ening of business districts, promo-
tion of group interaction, respon-
siveness to changing area needs,
urban design considerations).
User needs (service for those without
autos; access to hospitals, schools,
employment centers, etc.).
Comprehensive traffic flow (interfaces
between transit, auto, etc.).
Efficiency (social, environmental, eco-
nomic costs and benefits in meeting
transportation needs).
item design
1. Rolling stock (buses, rail transit cars,
eic.):
Planning (inherent design features,
attractive display of signs and in-
formation, lighting, noise, ability to
see outside, innovation in color and
design of equipment),
Safety (incidence of property damage,
personal injury, fatal accident).
Comfort and convenience (temperature
and circulation, seat size and leg
room, ease of boarding and alight-
ing, provisions for handicapped).
Economy and efficiency (present con-
dition of equipment, freedom from
breakdown, cost of operation and
maintenance, flexibility — adjust-
_ ment to peak and nonpeak periods).
2. Right-of-Way:
Planning (inherent design features;
signs; landscaping; compatability
with adjacent development, includ-
ing other rights-of-way).
Safety.
Economy and efficiency (cost of con-
struction — use of materials, main-
tenance, durability).
3. Stations:
a. Building:
Planning (inherent design features,
aesthetic and functional consist-
ency with adjacent development,
access to other transportation
modes).
Safety (police protection, areas hid-
den from view, adequate lighting).
Comfort and convenience (cleanli-
ness, stairs-escalator, capacity,
seating, weather exposure, heat-
ing, facilities for handicapped,
attractive display of route and
scheduling information, covered
and heated walkways).
Efficiency (construction, maintenance,
durability).
b. Site Area:
Planning (inherent design features,
landscaping, aesthetic and func-
tional consistency with adjacent
land use, accessibility from road-
ways; separate access routes and
facilities for feeder bus, park and
ride, automobile drop-off, pedes-
trian access).
Convenience (sheltered waiting area,
protected walkways leading to
station).
Safety.
Efficiency (construction, maintenance,
durability).
jury and judging
Entries will be judged on the basis of aes-
thetic and functional design of the project
with consideration given to both current
and future impact. System Design will be
evaluated in terms of impact on the imme-
diate environment -and total. environment
over a fifty year period. Item Design will be
judged with particular reference to user and
community benefits. The time frame for
performance will be 10 years for bus, 30
years for rail transit car, 50 to 100 years for
buildings and rights-of-way.
A jury including distinguished persons in
the fields of planning, architecture, engi-
neering, sociology, and graphics will be ap-
pointed to evaluate entries and recommend
awards to the Secretary. Ralph J. Warburton,
A.I.A., Associate A.I.P., Special Assistant to
the Secretary for Urban Design, will serve
as Professional Advisor.
awards
A limited number of Honor Awards will be
given, and in addition several Merit Awards
will be made. Award categories are System
Design and Item Design. Suitable certifi-
cates will be presented by the Secretary to
each entry receiving an award. The certi-
ficate will include the names and affiliations
of all those participating in the project
design.
publicity
The Department plans to prepare brochures
and other printed materials describing the
program and award winning projects. There-
fore, all material submitted for award must
be cleared for release upon submission by
the entrant. No responsibility will be as-
sumed for copyrights or photographic fees.
All photographs and material submitted with
entries will become the property of HUD,
and will be actively used in program devel-
opment efforts.
time schedule
Entries must be received no later than
January 15, 1968.
Judging will take place in February 1968.
The date of the Awards Ceremony will be
announced.
for more information
Additional information may be obtained by
writing to:
Mr. Robert H. McManus, Chairntan ~
Committee on Design Awards in~
Urban Transportation
Department of Housing and
Urban Development
1626 K Street, N.W.
Washington, D.C. 20410
or phoning: 202 — 382-5374.
MT MP-59
check list
The following list is provided as an aid in the proper
preparation of submission. Full instructions on the
preparation of the items noted will be found in your
program announcement.
(_] Remove all white sheets between (not within) trans-
parent window sleeves.
Identification:
(] Information is- complete.
(] Information is accurate as to credits, spelling and
punctuation.
(J Insert in first window sleeve, facing front cover.
Descriptive Data:
(_] Type. Insert in binder, beginning with second window
sleeve.
Photographs — 8” x 10’ — Glossy:
(] Do not glue, tape, or otherwise adhere photographs
to any backing within window sleeves.
[] All photographs and plans are cleared for publica-
tion.
(_] At least one photograph is reproducible.
Horizontal photos —
(J All such photos are to be placed in window
sleeves so that the bottom of the photo is
parallel with the right edge. (In relation to the
inside back cover).
(_] No transparencies are included.
Plans:
(_] Folded to 842” x 11” size.
Mailing:
(J Allow sufficient time to reach the Department by
January 15, 1968.
weer oy,
“ld ‘ U.S. DEPARTMENT OF HOUSING
*
ie } AND URBAN DEVELOPMENT
= w Washington, D.C. 20410
mo ay
ty
*eo
ee
MENT oO,
a
‘wn
(Please type)
= 1968 Urban Transpertation Design Awards Program
Category
Date Completed
Entry Submitted By:
Washington, D.C. 20410
Authorized Representative
Name of Agency
Address
Phone Number
DEN UCIGU NON
Signature
Please submit the following information as necessary:
Architect
Name
Address
Signature
Transit Operator
Name
Address
Signature
Urban Designer
Name
Address
Signature
Graphics Designer
Name
Address
Signature
Transit Consultant
Name
Address
Signature
Engineer
Name
Address
Signature
Urban Planner
Name
Address
Signature
Additional Participants
Name
Address
Signature
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Box 6, Folder 10, Document 65
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/8e77de68eb08133ebcd6ab591476ef53.pdf
6c20c777f2c5b600bc6088988b7ab940
Scripto
Transcription
A written representation of a document.
RAPID TRANSIT
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
" MARTA
REPORTS TO THE
PEOPLE
IT SERVES
,,
MAY,
1968
VOL . 3, NO. 4
MARTA CONDUCTS ITS
FIRST PUBLIC HEARING
MARTA Director Mitchell C. Bishop presided at the public
hearing in East Point . . .
... introduced the local officials and citizens, answered their
questions . . .
. .. and answered questions raised by members of the audience
after registered speakers had completed their remarks. A bout
90 persons attended the first public hearing.
The Metropolitan Atlanta Rapid Transit Authority conducted its first public hearing in April, and the opinions
expressed by those attending it were generally favorable. The
hearings are to allow the general public rn hear in detail the
proposals for rapid transit routes and station locations, and
then to comment on them.
Mitchell C. Bishop, College Park, member of the MARTA
Board of Directors, presided at the first hearing, which was
held in the Tri-Cities area at the East Point City Auditorium,
on April 29th.
In remarks formally opening the hearing, Mr. Bishop
said, "The proposed routes and stations, though the result
of exhaustive studies by MARTA's consulting engineers, have
not yet been approved by the MARTA Board of Directors."
"The purpose of these hearings is to get your point of
view to see whether you agree with the engineers' recommendations or have alternative suggestions," Mr. Bishop said.
" In short, we want to know what you think before these
plans are finally adopted by the Authority."
"The thoughts expressed in this series of public hearings
will be given careful consideration before finalizing our
pl ans," he said.
"Locations of all routes and stations will be finalized before the ultimate decision on rapid transit is submitted to
the voters in a referen dum. "
After the proposed routes and station locations were outlined b y John Coil , Resident Manage r, Parsons BrinckerhoffTudor-Bechtel , engineering consultants to MARTA , Mr.
Bishop opened the heari ng to members of the audience.
The first statement from the audience was made by Mr.
Marion Nolan, Mayor of College Park. He opened his remarks by saying, "Mr. Chairman, I don't know much about
rapid transit, but I do know we need it, and we are going
to have to do something about it before too long. Our
highways and our transportation system are outdated . I know
that we are going to have to get something that is fas ter,
larger and more economical than what we have tod ay ."
Nolan continued, "Now, I have never seen a rapid transit
system. I couldn't tell you what kind of rapid transit we
would need or how to operate it or how much it will cost,
but I think that anything we do will be economical for the
system we have now. Now, tonight, we only have a handful
of people here . T his place should be plumb full , with people
standing out on the gro unds around with loudspeakers so
the people could hear what we have to say."
"I have never spoken for rapid transit before, but this
time I'm speaking for rap id transit. I think we need it. I will
endorse it personally, and I think most of the people that
(Continued on Page 2, Col. 1)
�MARTA WINS HUD AWARD
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
8 0 8 GL ENN BLDG . 1 20 MARIETTA S T .• N.W .
A TL AN T A . G A. 30303 · PHONE 524-5711
0
" DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FOR THE 5 -COUNTY
METROPOLITAN ATLANTA AREA ."
Edited by
KING ELLIOTT
BOARD OF DIRECTORS
O FFI C ER S ,
R I CHARD H. R1c 1-1 , Chairman
H ERBERT J. D I C K SO:-.:, Tr eas u rer
I\O y A . B LOUNT , V ice Cha irman
Eo Mu:-.o W. H uc 11 Es, Secre tary
CITY OF AT L ANT A,
ROBERT
F.
RI CH ARD
L. D. l\ l l LTO:'\"
ADA:'\TSO:-.
H.
R ICH
RA WSO:-;" H AV ERT Y
C LAY T ON COU:--I TY ,
Eoc,rn DLA LOCK
D E K AL B C OUN TY,
RoY A . BLou:-.T
Dn. SANFono ATw ooo
F U LTO N C O U"<T Y,
J OH N
C.
l\ !IT CH E LL
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GW I NNE TT COU:--I T Y ,
K. A . '.\ Ic'.\l1LL 10:-.
CO B B COL:--ITY \Obs erve r)
Ons :\. Bnt::-.rnY . Jn .
i\ l AR T A S T AFF ,
L. STUART, Genernl Manag er
W. J\i.:1.so;s, Chief Engin e er
K1:-•c ELLIOTT. Dir ector of Pu blic Informa t ion
H t::"/RY
EAnL
H . :"i. JoH:-. so:-.-, Admiriis rrative A s.( i.Hant to G en e ral .lf anage r
Marta Conducts Hearing
(Continued from Page I)
realize that we need rapi d tra nsit will do the same," Mayor
N olan stated.
M rs. Ruth G . Gunter, M ayor Pro Tern of East Point, extended an offici al welcome from the City of East Point to
the MART A off ici als, and ex pressed her appreciation that
the fi rst public hearing was held in East Point. She went on
to say, "As fa r as I am personall y concerned, I do see a
great need fo r rapid tra nsit in this area. It's going to cost
money, but I notice on our schedule that a $20,000 house,
even at the highest point of re turn in the three mill tax
raise which you're anti cip ating. will only be $18. 00 a year.
Yo ur time, efforts, parking and everyth ing else will cost yo u
peopl e a great deal more than $ 18.00 a year, ar:d I can see
where this wo uld be benefi cial to everyone in our area,"
she concl uded.
Severa l other public offic ials and private citizens spoke
in support of MART A plans. Some asked questions about
routes and station locations. or ex pressed their opinions
about the proposed system. M r. Jody Brown of H apeville
stated that the re was some dissati sfaction in that area be-
The Metropolitan Atlanta Rapid Transit Authority is one
of the winners in the first nationwide Design Awards Competition sponsored by the U . S. Department of Housing and
Urban Development. The Award of Merit was presented by
HUD Secretary Robert Weaver in Pittsburgh at the Third
Annual International Conference on Urban Transportation
on March 11. The award was accepted by Earl W. Nelson,
MARTA Chief Engineer.
MARTA was honored for its Rapid Transit System Plan
Concept. The judges said, "The relation of the planned Atlanta System to existing and proposed educational institutions, commercial and cultural facilities , will create a high
qu ality of urban design. "
Secretary Weaver stated in presenting the award, "The
Department of Housing and U rban Development takes pride
in recognizing the accomplishments of MARTA. The pioneering work we have here today points the way to urban transportation patterns of the future. "
Three honor awards were presented to : San Francisco
Bay Area Rapid Transit District; The City Planning Commission, Philadelphia ; and The Massachusetts Bay Transportation Authority, Boston, Mass.
In addition to the award to MARTA, eight other merit
awards were given : The Municipality of Metropolitan Seattle
and City of Seattle; Washington State Highway Commission;
The City of Seattle, Wash.; Southern Californi a Rapid Transit District, Los Angeles ; The Metropolitan Commuter Transportation Authority, New York City ; The City of Philadelphi a, Pa. ; The Port Authority of Allegheny County, Pittsburgh , Pa. (two awards).
cause of the change in MARTA pl ans to provide direct
service to the new proposed airport terminal , rather than to
run the line through Hapeville as origi nally planned. Mr.
Bishop responded by saying that the change was brought
abo ut by the plans to build a new airport termin al, and was
necessary to provide service to both air passe ngers and to the
40,000 employees who wi ll be workin g at the airport in the
next decade or so. He assured Mr. Brown th at a well-planned
feeder bus service would be provided throughout the H apeville area to transport residents to a nearby station.
A total of 12 public hearings were sched uled for late
Ap ril and the month of May. MART A is required by law to
conduct public hearings on routes and stations, as well as
other fac tors of the syste m in each jurisdiction represented
in the Authority. After all the hearings have been completed the testimony wi ll be transcribed , and MARTA directors will evalu ate the comme nts and recommendations before
a decision is made on ro utes and station locations.
A summ ary of com ments and reco mmend ations made at
other hearin gs will appear in the next issue of RAPID
TRANSIT PROGRESS.
" MARTA REPORTS
TO THE
PEOPLE IT SERVES ..
"
SECOND
ANNUAL REPORT
1967
0
Prior to the public hearings, MART A officials briefed go vernmental leaders on th e routes and station locations to be discussed
at the public hearings. MART A Chairman R ichard H. Rich pr esided at a meeting with A tlanta offi cials on Ma y 2. Attending
were Mayor Ivan A llen, Jr.; Vice-Mayo r Sam Massei!, Jr .; A lde rm en E. G regory G riggs, William T . Knight, Q . V. Williamson,
Hugh Pierce, Charles Leftwich, George Cotsakis, G. E verett Millican , Cecil Turn er, Jack Summers, and Douglas L. Fowlkes;
Earl Landers, Administrative Assistant to the M ayor; and Collier G ladin , Director, Planning De partment .
M E T RO PO LITA N AT L AN TA RAPID TRANS IT AUTHORITY
�.REPORT TO THE CITIZENS
From : Chairman of the Board
A number of major steps were taken by MARTA during
1967 and many policy decisions were made.
T he decision of the Georgia G eneral Assembly to participate fi nancially in MARTA is a most gratifying development. T his decision gives substance to a financial proposal
which allows for a full 10% State participation in rapid transit. T he successful applications by MARTA for additional
Federal funds encourage us to believe that substantial Federal
fu nds will be available if local voters approve construction of
the system .
T he progress made in planning during 1967 encourages us
to believe that we will be prepared to ask the residents of at
least F ulton and D eKalb counties to vote on November 5,
1968, to finance construction of a basic rapid transit system. ~
D uring 1967 MARTA's approach became considerably
broader than it had been in- 1966. It was apparent that
MARTA could not plan or develop a rail rapid transit to
stand alone, but that MARTA would have to plan a system
which would be an effective and integral part of a balanced
transportation system . Rail rapid transit, along with an effective bus service, a highly developed network of arterial and
surface streets and an expanded expressway system, if properly coordinated, could effectively red uce traffic congestion
and make transportation fas ter, more efficient and more comfortable. To achieve these goals MARTA is participating
full y in the Atlanta Area Transportation Study, and I represent MARTA on the Atlanta Area Transportation Policy
Committee.
MARTA pledges its full support and cooperation to the
effort to fi nd effective solutions to our transportation crisis.
Recognizing the necessity for the best possible coordination
among the professions involved in Rapid transit development,
the MARTA board of directors created a five man Advisory
Committee to assist the A uthority. T he Advisory Committee
represents professional Engineers, Architects, Landscape
Architects and Planners. T he Committee has reviewed
MARTA's work to date and has offered m uch constructive advice· concerning our plans.
MARTA staff and consultants have spent m any hours
in coordinating rapid transit planning with other activities
in organizations. Through such coordination and interchange
of ideas, MARTA hopes to achieve the highest degree of
excellence yet obtained in the creation of a rapid transit system.
T he Directors of MARTA express their appreciation to
the many business, civic and governmental leaders of this area
who have supported rapid transit plan ning efforts duri ng 1967
and earlier years. It now appears that 1968 may well be the
year of decision - the year when the voters decide whether or
not rapid transit will be built in the Atlanta area. With the
continued enthusiastic support of the leaders in Metropolitan
Atlanta, a referendum in I 968 could be successful, and 1969
see the actual start of construction on rapid transit.
e
From: General Manager
The year 1967 saw much solid progress made in the development of a rapid transit system fo r Metropolitan Atlanta.
Significant accomplishments were achieved in the fields of engineering, planning and coordination with public and private
groups.
In the field of engineering, the Metropolitan Atlanta
Rapid Transit Authority signed a contract with consultants to
provide MARTA with preliminary engineering on the EastWest line from the intersection of 1-285 and Lynhurst Drive
on the West, to the intersection of I-285 and Covington Highway on the East.
T his contract extends the work of earlier contracts to
provide preliminary engineering for the area between Doraville and Forest Park. The work now under contract encompasses a full system whcih will reach I-285 at fo ur places.
This is a workable basic system for this region and needs
only p ublic approval and final design work to be ready for
construction.
In March, a "Corridor Impact Study" was begun; its goal
was to assess the probable impact of the proposed rapid transit
system on the communities and neighborhoods in which it
would be'i located. Toward the end of 1967, this work began
to develop tentative conclusions and to suggest modifications.
Through the work of the "Corridor Impact Study" and the
-concomitant understanding of the effect of rapid transit, a
system can be designed which will be completely sensitive to
local needs and which will bring into real ity more of the potential benefits than any other system ever built.
Another significant event of 1967 was the f.i rst direct
fi nancial contribution by the State of Georgi a fo r rapid
transit. The 1967 G eneral Assembly appropriated $500,000.00
for the two fiscal years beginning July I , 1967, as authorized
by a Statewide constitutional amend ment in 1966. This appropriation is evidence of an awareness at the State level of the
transportation problems in the Metropolitan Atlanta a rea, and
of a determination to assist in the solution of these problems.
T he activities of the Authority have been the subject of
hu ndreds of presentations by MARTA directors and staff
members to members of the general public and to elected officials and professionals at all levels of government. All the
planning was brought up to date in "Rapid Transit fo r Metropolitan Atlanta," a special report which was introduced by
the Atlanta Region Metropolitan Planning Commission at the
end of the year. T he report was distributed widely, received
enthusiastically, and was declared "out of print" after a few
weeks.
1967 was a productive year, and the way to even greater
achievement in 1968 is clearl y open to us.
.----
-/ 'J Al;;,,JMETR OP O LITAN ATLAN TA RAPID TRANSIT AUTHORITY
808 GLENN BLDG.
i- '
'
Edited by KING ELLIOTT
o
•
120 M ARIETTA ST., N.W .
•
ATLANTA, GA. 30303
•
PHONE 524-571 1
" DIRECTED BY THE GEORGIA STATE LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FOR THE 5-COUNTY METROPOLITAN ATLANTA AREA."
BOARD O F DIRECTORS
O FFICERS:
DEKALB COUNTY:
COBB COUNTY (Observer)
RICHA RD H. RICH, Chairman
ROY A. BLOUNT, Vice Chairman
HERB ERT J. DICKSON , Treasurer
EDMUND W. HUGHES, Secretary
ROY A. BLOUNT
DR. SANFORD ATWOOD
OT IS A. BRUMBY, JR.
FULTON COUNTY:
HENRY L. ST UART
CITY OF ATLANTA:
JOHN C. STATON
M ITCHELL C. BISHOP
ROBERT F. ADAMSON
RICHARD H. RICH
L. D. MILTON
RAWSON HAVERTY
GWINNETT COUNTY:
K. A. M cMILLON
M ARTA STAFF:
General Manager
KING ELLIOTT
Director of Public Information
EARL W . NELSON, Chief Eng.
H. N. JOH NSON
A. A.
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
STATEMENTS OF CASH RECEIPTS AND DISBURSEMENTS
FOR THE YEAR ENDED DECEMBER 3 1, 1967
AND CUMULATIVE TOTAL SINCE INCEPTION (JANUARY 3 , 1966)
T otal
CASH RECEIPT S :
P articip ating local governments
U. S. G overnment
Interest on U . S. T reasury B ills
CASH DISBURSEMEN TS FOR :
Joint project with Atlanta R egion
Metropolitan Planning Co mmission
( Note)
Engineering services - Parsons
B rinckerhoff-Tudor-Bechtel ( Note )
C onsul ting services
Administrative and general expenses
1967
Since
Inception
$ 30 4 ,552
302,667
5,50 3
$ 595 ,447
0 2 ,667
5.9 32
$612,722
$ 904,046
t o t h e Board or D!re,nor1 or
l'let r cpol1 t u 1 J.tlu1u Ra pid
Tr •nat t 4 llthorlt:r:
$ 65 ,939
$ 97,189
lie h a Te o::a at n ad th• a t at e a ente
or
c:eeb r ece 1pt1 and
dt1b1.:.ru11ente or u,a M1tropol1Un &U e na Ra pid tre r.att A11.t!:.or l t 7 ( e
283 ,624
12,928
168,634
325 ,222
12,9 28
264,706
$531 ,125
$70 0 ,04 5
Oaor-1 !• 111;.:tc!pa l c o r po ta tlon )
to :- the ,.aar u1ded Dece:ober
and cua ul a t !Ye to t a l e tcoa t ncapti on ( J a nuary ), 1966 ).
)l ,
1967 ,
Our
e :;,;ai,.tnattcn v•a 1.ade ln ecc o rd a nce vtt h 1a11erelly a cce pted a udltl n e
a i:id 1uc:b o t h er a1.1d! t ln1 pro,: .di:ree •• ve o:0111lderel!a nee111e ar,- in the
In our o plnloc, the accoi:pu :i:,tn1 •tat.u:u,nt.1 present. !'&! r ly
the c e irh r,c e1pt.a a nd d1 11buru1.11.e nt • o!' t he He t.ropolit • n J. t.l a nt. , Ra pid
EXCESS OF RECEIPTS O VER
D ISBU RSEMENTS
Trenl1t. Au t hority t o r t he ye ar e nde d Deoe .11.'o1 r
$204,001
t.ot.1 1 •inc, 1nccpt.1 on ( J anu a r y J , 1966 ) .
REP RESENTED BY :
C ash
U . S. T re asury B ills
$ 13 3,912
70,089
Atl a nt a , 0 ,.o ra• • ,
J a::u u·:, 19 , 1'168.
T he accompanying note is an integral part of these statements.
$204,001
$ 81 ,597
) 1 , 196'1, 1 nd c uJ1.ul a t.1Yc
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
NOTE TO STATEMENT OF CASH RECEIPTS AND DISBURSEMENTS
FOR THE YEAR ENDED DECEMBER 31, 19 67
T he A uthority was formed on January 3, 1966, by an act of the Gener al Assembly of The State of Georgia to design and
implem ent a r apid transit system for the Atlanta, G eorgia, m etropolitan area. Since its organization, the A uthority's
principal activities have included the updating of the 1962 plan and program of rapid transit for the A tlanta m etropolitan region and contracting for preliminary engineering on the proposed tr ansit system. The contracts let and the
related sources of fund s are as follows:
A mount
D isbursements to Date
of
Source of Funds
Contract
Total
L ocal
Federal
a . A tlanta R egion M etropolitan P lanning
$ 61, 189
$ 61,189
$ 61,18 9
(c)
$
Commission 49,000
36,000
3 6,000
(c)
Update 1962 plan
Corridor Impact Study
$110, 189
$ 97,189
$ 97,1 89
$
b . P arsons B rinckerhoff-Tudor-Bech tel $125,000
Pr eliminar y engineering for initial
500,000
system (70 2 loan project )
100,000
Preliminary e ngineering and planning
for major lines ( Sect ion 9 project)
R etainer contract for extended su pport $725,000
$ 90,000
180,000
55 ,222
$ 325,222
$
$ 90,000
(32,070 )
55 ,222
$ 23,1 52
212,070(d)
$302,070
c. T he D epartment of Housing and Urban Development (HUD) of the United States Government is participating with the Atlanta R egion M etropolitan Planning Commission ( ARMPC ) by funding up to twothirds o f project costs.
d . As of D ecember 31, 1967 , there was an addition al $90,000 payable to Parsons Brinckerhoff-TudorBechtel for work completed to that date. Payment was made on January 24, 1968 .
The Auth ority has received $90 ,000 of a $ 125 000 advance commitment from the United States Government under
Section 7_02 of the Housing Act of 1954. The advance is noo-interest bearing and repayable only upon the start of
construct10n of the System .
The $5~0,0~0 co?trac_t with Parsons Brinck~rhoff-Tudor-Bechtel for completing preliminary engineering and planning for
ma1or Imes 1s. bemg funded under Section. 9 of the Urban Mass_ Transportation Act of 1964. Under the provisions
of the grant signed under the Act, two-third s of the contract will be funded by the United States.
�EXPENDITURE
INCOME
RESERVE TO
COMPLETE
UNFINISHED
PROGRAMS
28.0 %
U.S. DEPARTMENT
OF
HOUSI NG & URBAN
DEVELOPMENT
\\
PLANN ING
&
ENGI NEERING
48.5%
41.1%
,7
HIGHLIGHTS -1967
March- contract signed for Corridor Impact Study.
March 7- Charles M . Haar, Assistant Secretary for
Metropolitan Development, U.S. Department of HUD,
visited MARTA.
March 17-Gov. Lester Maddox signed appropriations
bill , which included an allocation of $ 500,000.00 for
MARTA.
A pril 4- MARTA received the "Meritorious Award"
of the Association of County Commissioners of Georgia for
its multiple-county service.
April 24-Earl W. Nelson becomes MARTA chief
engineer.
May 22-MARTA exhibits past and present work at
the confer ence on D esign in Urban Transportation in
Washington , D . C. ; conference sponsored by HUD.
August 4- Rapid Transit's first "hole in the ground"
was dug at Trinity a nd Broad Street-first of 35 soil test
holes .
August-Chief Engineer N elson was appointed as
MARTA's r epresentative on the T echnical Coordinating
Committee of the Atlanta Area Transportation Study.
September 12-MARTA participates in formation of
Atlanta Area Transportation Policy Committee.
May-Robert F. Adamson becomes MARTA director, succeeding Mills B. Lane, Jr.
October 22-26-American Transit Association C onvention held in A tlanta.
May 2 4-26-Institute for Rapid T ransit convenes in
Atlanta.
D ecemb er- Up-d ated rapid transit plan received from
con sulting engineers.
June 9-MARTA creates 5-man A dvisory Committee.
June 9- Herbert J . Dickson named
MARTA.
~
1n
Treasurer of
D ecember-MARTA Director Sanford Atwood of
DeKalb, L. D. Milton of Atlanta and Ken McMillon of
Gwinnett, reappointed to new 4-year terms.
MARTAdditions
EXPERTS SEE NEW SYSTEM
Three new additions have recently been made to the
MART A Board and Staff.
John C. Staton has been appointed by the Fulton County
Commission as Fulton County member of the Board of
Directors of the Metropolitan Atlanta Rapid T ransit Authority. Staton, Staff Vice-President of the Coca-Cola Company,
will fi ll the unexpired term of W. A. "D ick" Pulver, who
recently assumed new duties with the Lockheed Aircraft
Corporation in California. Staton's term will expire December 31, 1970.
Staton joined the Coca-Cola Company in I 925. He has served in executive posts in Canada, New Zealand,
Australia, and Brazil. In 1948, he was
elected Vice-President in Charge of
Manufacturing, making h is headquarters in Atlanta. He was named Staff
Vice-President and Assistant to the P resident in August, 1966.
A 1924 graduate of Georgia Tech
John C. Staton
in Electrical Engineering and AllSouthern end on the football team, Staton also received a
law degree from the Atlanta Law School and was admitted
to the Bar in 1928. He has served as President of the Georgia
Tech A lumni Association and other Georgia Tech grou ps;
and has been a leader in Boy Scouting, Rotary Club and
nume rous other organizations.
Edmund W. Hughes has been appointed as Secretary to
the Authority. Hughes is Managing Di rector o f the Greater
Atlanta Traffic and Safety Council. He succeeds Glenn E.
Bennett, Executive Director of the Atlanta Region Metropolitan Planning Commission, who has
served as Secretary since MARTA was
officially organized in J anuary, I 966.
Hughes has been Managing Director of the GAT&SC since 1962. Prior to
that. he was Ed itorial Associate with
Th e Atlanta Journal and had been a
reporter with the Journal since 1955. H e
is currentl y P resident of the Association
of Safety Council's Advisory G roup for
Edmund Hughes Safety Organizations. He is a member
of the Governor's Traffic Safety Study Committee.
Sue Logan is the new Secretary to
the P ublic In form ation Director, and
assists in the editing of Rapid Transit
Progress. Miss Logan attended Keystone J unior College in La Pl ume,
Pennsylvania, after graduating from
Northside H igh School. Before coming
to M ARTA, she was Receptionist and
Secretary to the Manager of the International Division o f an Atla nta-based textile chemical firm.
Sue L ogan
MARTA General M anager Henry L. Stuart was among a
group of transit experts which inspected the new $85 million
Lindenwold-P hiladelp hia Rapid T ransit Line being constructed by the Delaware River Port Authority (DRPA) .
T he tour was conducted T uesday, April 23 in conjunction
with 1968 Rail Transit G roup Conference of the American
Transit Association in cooperation with the Institute of
Rapid Transit in P hiladelphia Monday through Thursday.
Some 400 visitors were to be transported by bus to visit the
new facility along the 10.4 miles of new construction between
Camden, N . J. and Lindenwold, N. J.
MONTREAL-TORONTO TRIP PLANNED
Some 87 prominent Atlanta businessmen and governmental officials will make a two-day tour of rapid transit
facil ities in Toronto and Mont real in J une. M ARTA is organizing the trip to allow local leaders the opportunity to
ride modern rapid transit systems and to observe the impact
rapid transit has had and is having on real estate developments and other phases of acti vity in the two Canadian cities.
Over 300 individuals were invited to make the trip those accepting are paying their own expenses. Cost of the
trip to each is $ 180.00.
The Eastern Air Lines charter flight will leave Atlanta
at 8: 00 A.M ., Wednesday, June 12, and fly to Montreal.
The group will tour Montreal the rest of the day and fly
to Toronto that evening. After spending the night in Toronto,
Train at station, Delaware R iver Port A uthority System.
The morning trip included a ride on one of the new
stainless steel transit trains now undergoing tests . In the
afternoon, separate inspection trips for various advisory committees were arranged to the m aintenance and shop facilities,
the control center at Camden, power substations, passenger
stations and various track structures.
Stuart commented after riding the system, "The 75 miles
per hour automated rapid transit ride is no longer a theory;
it is now a fact of life. The same is trne for the automatic
train control concept, which will allow trains to run only
90 seconds apart. This system is doing now what is being
planned for San Francisco, Atlanta, and a host of other
cities."
Large parking lots are being built at suburban stations to
accommodate cars of the "park and ride" passengers.
He continued, "The train accelerated from a standing
start to 7 5 miles per hour in 55 seconds, and the ride is not
as noisy or as rough as the average automobile ride. There is
no doubt in my m ind that a modern. comfortable rapid transit
system such as this can be bui lt in Atlanta; and when the
people in Atlanta see it and try it, they will like it and ride it."'
the group will tour rapid transit facilities along with a group
of individuals who will be attending the Institute for Rapid
Transit meeting in Toronto. The group will return to Atlanta Thursday evening. June 13.
�MARTAction
At its meeting March 5, the Board of Directors of the
Metropolitan Atlanta Rapid Transit Authority by resolution
accepted preliminary engineering work on the North-South Line
from Oglethorpe to the Airport. The work was performed by
Parsons Brinckerhoff-Tudor-Bechtel under Section 702 of the
Urban Mass Transit Act.
The Board established the amount of $200 million as the
appropriate local share for constructing the system. The balance
of the cost would come from federal and state funds .
John C. Staton, newly appointed member of the Board from
Fulton County, was welcomed to the Authority. Edmund W .
Hughes, Managing Director of the Greater Atlanta Traffic and
Safety Council, was appointed Secretary to the Authorit y. (See
separate sto ries on page 3.)
At the meeting April 2, the MARTA Board reviewed the
auditors' report for 1967, and adopted it unanimously. The 1967
Annual Report contains the auditors' report.
Four contracts were presented for work to be done subject
to approval by the U. S. Department of Housing and Urban
Deve lopment. The four contracts cover the following work:
. I . To determine value of Atl ant a Transit System .... $20,000 .
2. To develop system-wide criteria and standards
for engineered facilities ; compilation of design
control data in connection with Transit Center;
and other engineering work ................................ $99 ,000.
3. Technical studies for accounting and financial
control systems, etc. ............................................ $25,000.
4. Resea rch on certain parcels of land deemed critical right-of-way (work to begin after routes a re
definitely established) .......................................... $49 ,000 .
General M anager Henry L. Stuart reported th at HUD had
as ked th at the proposa l for a cost / benefit a nalysis be withdrawn
as it is the type study which should be done by a university
system inste ad of a transit system . Stuart recommended th at the
money for the study ($30,000) be used instead to study a line
in the Model Cities a rea . The Board approved the change, subject to ap proval of the federal application by HUD.
The Board approved in principle a set of rules for the
conduct of public hearings.
Stuart reported th at competitive bids had been received for
the printing and distribution of Rapid Tran sit Progress. D a rby
Printing Company was the low bidder at $992. 50 per issue,
based on printing 12,500 copies, addressing 12,000 copies,
mai ling, and adding an average of 200 new ad dresses per
month. This was the first MARTA contract to be Jet under
competitive bids.
The Board adopted a resolution expressing so rrow at the
death of Mr. Rob ert L. Sommerville, President of the Atlanta
Transit System, and expressing deepest sympathy to his family
and business associates.
CAN SUBWAYS SERVE AS
FALLOUT SHELTERS?
MARTA is discussing with Civil Defense officials the
possibilities of incorporating facilities in the design of subways to allow them to serve as shelters for protection against
radioactive fallout in the event of a nuclear war.
Three high-ranking Civil Defense officials met with
MARTA Chief Engineer Earl Nelson, April 5, to begin
initial talks. The officials were Gen. W. R. Woodward, Director, and Col. W. E. Smith, Assistant Director, Atlanta Area
Civil Defense ; and Dr. Robert N . Bruce, Jr., Tulane University, Technical Advisor to the Federal Office of Civil Defense.
After reviewing MARTA subway plans, Dr. Bruce stated
an opinion that, "With minor design changes, the basic subway structures could be converted to highly effective fallout
shelters for little or no increase in cost. The major problem ,"
he said, " would be to provide service areas for the storage
of shelter supplies." He added, "The cost to make the subways into blast shelters would be prohibitive. It would be
more economical to provide for this protection in some of
the downtown buildings."
A set of the preliminary engineering plans and transit station drawings were sent to the Civil Defense office in Washington.
The idea for using subways for fall-out shelters was suggested to MARTA by Georgia's Fourth District Congressman Ben Blackburn of Decatur.
Congressman Blackburn stated that he would propose legislation enabling the federal government to provide up to 90 %
of the costs to modify rapid transit systems for civil defense
use.
RAPID TRANSIT BRIEFS
THE TORONTO TRANSIT COMMISSION opened, on
May 11 , 1968, for regular service, two new subway sections,
totalling six and a quarter miles.
Added to the 14-mile East-West (Bloor St-Danforth
Ave .) line, the additions are three new stations and 2. 77 miles
eastward - and six new stations and 3.49 miles westward.
Total cost of the two extensions, approximately $77 million, is being met by Metropolitan Toronto and the Toronto
Transit Commission with assistance from the Province of Ontario.
LOS ANGELES has completed preliminary engineering
for the 89 mile proposed rapid transit system. Voters are expected to decide this November on financing the $2. 5 billion
project.
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
808 GLENN BLDG .
1 2 0 MARIETTA ST . . N . W .
ATLANTA . GEORGIA 30303
PHONE 524-5711 ( AREA CODE 4 04 )
VOL .
3 .
NO .
4
MAY ,
1 96B
Mr. Oa ~ E.• Sweat, Jr • • Dt r ector of
Gov er1men t a l Lla i so , , Ci ty of Att a : ta
C1 ty Ha. ~ l
At la :-ita. G-a.
~
lD
30303
BULK RATE
U.S. Postage
PAID
Atlanta, Go.
Permit No. 705
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
é
MARTA REPORTS TO THE PEOPLE IT SERVES...”
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
MARTA CONDUCTS ITS
FIRST PUBLIC HEARING
MARTA Difector Mitchell C. Bishop presided at the public
hearing in East Point .. .
. introduced the local officials and citizens, answered their
questions...
. and answered questions raised by members of the audience
after registered speakers had completed their remarks. About
90 persons attended the first public hearing.
The Metropolitan Atlanta Rapid Transit Authority con-
ducted its first public hearing in April, and the opinions
expressed by those attending it were generally favorable. The
hearings are to allow the general public to hear in detail the
proposals for rapid transit routes and station locations, and
then to comment on them.
Mitchell C. Bishop, College Park, member of the MARTA
Board of Directors, presided at the first hearing, which was
held in the Tri-Cities area at the East Point City Auditorium,
on April 29th.
In remarks formally opening the hearing, Mr, Bishop
said, “The proposed routes and stations, though the result
of exhaustive studies by MARTA’s consulting engineers, have
not yet been approved by the MARTA Board of Directors.”
“The purpose of these hearings is to get your point of
view to see whether you agree with the engineers’ recom-
mendations or have alternative suggestions,” Mr. Bishop said.
“In short, we want to know what you think before these
plans are finally adopted by the Authority.”
“The thoughts expressed in this series of public hearings
will be given careful consideration before finalizing our
plans,” he said.
“Locations of all routes and stations will be finalized be-
fore the ultimate decision on rapid transit is submitted to
the voters in a referendum.”
After the proposed routes and station locations were out-
lined by John Coil, Resident Manager, Parsons Brinckerhoff-
Tudor-Bechtel, engineering consultants to MARTA, Mr.
Bishop opened the hearing to members of the audience.
The first statement from the audience was made by Mr.
Marion Nolan, Mayor of College Park. He opened his re-
marks by saying, “Mr. Chairman, I don’t know much about
rapid transit, but I do know we need it, and we are going
to have to do something about it before too long. Our
highways and our transportation system are outdated. I know
that we are going to have to get something that is faster,
larger and more economical than what we have today.”
Nolan continued, ““Now, I have never seen a rapid transit
system, I couldn’t tell you what kind of rapid transit we
would need or how to operate it or how much it will cost,
but I think that anything we do will be economical for the
system we have now. Now, tonight, we only have a handful
of people here. This place should be plumb full, with people
standing out on the grounds around with loudspeakers so
the people could hear what we have to say.”
“I have never spoken for rapid transit before, but this
time I'm speaking for rapid transit. I think we need it. I will
endorse it personally, and I think most of the people that
(Continued on Page 2, Col. 1)
MAY. 1968
VOL. 3, NO. 4
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
BO8 GLENN BLDG. ‘120 MARIETTA ST., N.W.
ATLANTA, GA. 30303 * PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FOR THE S-COUNTY
METROPOLITAN ATLANTA AREA."
Edited by Kinc EL.iott
BOARD OF DIRECTORS
OFFICERS:
Ricuarp H, Rien, Chairman Roy A. Broust, Vice Chairman
Hersent J. Dicksox, Treasurer Epmunp W. Huenes, Secretary
CITY OF ATLANTA;
Ronest F, Avamson L. D. Mitros
Ricnarp H. Rich Rawson Haverty
CLAYTON COUNTY: *
Epcan BiaLock
DEKALB COUNTY:
Roy A. Broust Dr. Saxronp ATwoon
FULTON COUNTY:
Joux C, Sratox Mitenent C. Bisnor
GWINNETT COUNTY:
K. A. MeMinuios
COBB COUNTY (Observer)
Gis A, Baumoy, Jn.
MARTA STAFF:
Henry L. Stuart, General Manager
Ean. W. Neusox, Chief Engineer
Kine Exniott, Director of Public Information
H. N. Jouxson, ddministrative Assistant to General Manager
Marta Conducts Hearing
(Continued from Page I)
realize that we need rapid transit will do the same,” Mayor
Nolan stated.
Mrs. Ruth G. Gunter, Mayor Pro Tem of East Point, ex-
tended an official welcome from the City of East Point to
the MARTA officials, and expressed her appreciation that
the first public hearing was held in East Point. She went on
to say, “As far as I am personally concerned, I do see a
great need for rapid transit in this area. It's going to cost
money, but I notice on our schedule that a $20,000 house,
even at the highest point of return in the three mill tax
raise which you're anticipating, will only be $18.00 a year.
Your time, efforts, parking and everything else will cost you
people a great deal more than $18.00 a year, and I can see
where this would be beneficial to everyone in our area,”
she concluded.
Several other public officials and private citizens spoke
in support of MARTA plans. Some asked questions about
routes and station locations, or expressed their opinions
about the proposed system. Mr. Jody Brown of Hapeville
stated that there was some dissatisfaction in that area be-
7 Ub a TH
MARTA WINS HUD AWARD
The Metropolitan Atlanta Rapid Transit Authority is one
of the winners in the first nationwide Design Awards Com-
petition sponsored by the U. S. Department of Housing and
Urban Development. The Award of Merit was presented by
HUD Secretary Robert Weaver in Pittsburgh at the Third
Annual International Conference on Urban Transportation
on March I1. The award was accepted by Earl W. Nelson,
MARTA Chief Engineer.
MARTA was honored for its Rapid Transit System Plan
Concept. The judges said, “The relation of the planned At-
lanta System to existing and proposed educational institu-
tions, commercial and cultural facilities, will create a high
quality of urban design.”
Secretary Weaver stated in presenting the award, “The
Department of Housing and Urban Development takes pride
in recognizing the accomplishments of MARTA. The pioneer-
ing work we have here today points the way to urban trans-
portation patterns of the future.”
Three honor awards were presented to: San Francisco
Bay Area Rapid Transit District; The City Planning Commis-
sion, Philadelphia; and The Massachusetts Bay Transporta-
tion Authority, Boston, Mass.
In addition to the award to MARTA, eight other merit
awards were given: The Municipality of Metropolitan Seattle
and City of Seattle; Washington State Highway Commission;
The City of Seattle, Wash.; Southern California Rapid Trans-
it District, Los Angeles: The Metropolitan Commuter Trans-
portation Authority, New York City: The City of Philadel-
phia, Pa.: The Port Authority of Allegheny County, Pitts-
burgh, Pa. (two awards).
cause of the change in MARTA plans to provide direct
service to the new proposed airport terminal, rather than to
run the line through Hapeville as originally planned. Mr.
Bishop responded by saying that the change was brought
about by the plans to build a new airport terminal, and was
necessary to provide service to both air passengers and to the
40,000 employees who will be working at the airport in the
next decade or so, He assured Mr. Brown that a well-planned
feeder bus service would be provided throughout the Hape-
ville area to transport residents to a nearby station.
A total of 12 public hearings were scheduled for late
April and the month of May. MARTA is required by law to
conduct public hearings on routes and stations, as well as
other factors of the system in each jurisdiction represented
in the Authority. After all the hearings have been com-
pleted the testimony will be transcribed, and MARTA direc-
tors will evaluate the comments and recommendations before
a decision is made on routes and station locations.
A summary of comments and recommendations made at
other hearings will appear in the next issue of RAPID
TRANSIT PROGRESS.
Prior to the public hearings, MARTA officials briefed governmental leaders on the routes and station locations to be discussed
at the public hearings. MARTA Chairman Richard H. Rich presided at a meeting with Atlanta officials on May 2. Attending
were Mayor Ivan Allen, Jr.; Vice-Mayor Sam Massell, Jr.; Aldermen E,. Gregory Griggs, William T. Knight, QO. V. Williamson,
Hugh Pierce, Charles Lefiwich, George Cotsakis, G. Everett Millican, Cecil Turner, Jack Summers, and Douglas L. Fowlkes;
Earl Landers, Administrative Assistant to the Mayor; and Collier Gladin, Director, Planning Department.
?
?
“VILA RTA REPORTS TO THE PEOPLE IT SERVES...
SECOND
ANNUAL REPORT
1967
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
REPORT TO THE CITIZENS...
From: Chairman of the Board
A number of major steps were taken by MARTA during
1967 and many policy decisions were made.
The decision of the Georgia General Assembly to par-
ticipate financially in MARTA is a most gratifying develop-
ment. This decision gives substance to a financial proposal
which allows for a full 10% State participation in rapid trans-
it. The successful applications by MARTA for additional
Federal funds encourage us to believe that substantial Federal
funds will be available if local voters approve construction of
the system.
The progress made in planning during 1967 encourages us
to believe that we will be prepared to ask the residents of at
least Fulton and DeKalb counties to vote on November 5,
1968, to finance construction of a basic rapid transit system. *
During 1967 MARTA’s approach became considerably
broader than it had been in 1966. It was apparent that
MARTA could not plan or develop a rail rapid transit to
stand alone, but that MARTA would have to plan a system
which would be an effective and integral part of a balanced
transportation system. Rail rapid transit, along with an effec-
tive bus service, a highly developed network of arterial and
surface streets and an expanded expressway system, if prop-
erly coordinated, could effectively reduce traffic congestion
and make transportation faster, more efficient and more com-
fortable. To achieve these goals MARTA is participating
fully in the Atlanta Area Transportation Study, and I repre-
sent MARTA on the Atlanta Area Transportation Policy
Committee.
MARTA pledges its full support and cooperation to the
effort to find effective solutions to our transportation crisis.
Recognizing the necessity for the best possible coordination
among the professions involved in Rapid transit development,
the MARTA board of directors created a five man Advisory
Committee to assist the Authority. The Advisory Committee
represents professional Engineers, Architects, Landscape
Architects and Planners. The Committee has reviewed
MARTA’s, work to date and has offered much construc-
tive advice concerning our plans.
MARTA staff and consultants have spent many hours
in coordinating rapid transit planning with other activities
in organizations. Through such coordination and interchange
of ideas, MARTA hopes to achieve the highest degree of
excellence yet obtained in the creation of a rapid transit system.
The Directors of MARTA express their appreciation to
the many business, civic and governmental leaders of this area
who have supported rapid transit planning efforts during 1967
and earlier years. It now appears that 1968 may well be the
year of decision — the year when the voters decide whether or
not rapid transit will be built in the Atlanta area, With the
continued enthusiastic support of the leaders in Metropolitan
Atlanta, a referendum in 1968 could be successful, and 1969
see the actual start of construction on rapid transit.
ee ee A
From: General Manager
The year 1967 saw much solid progress made in the de-
velopment of a rapid transit system for Metropolitan Atlanta.
Significant accomplishments were achieved in the fields of en-
gineering, planning and coordination with public and private
groups.
In the field of engineering, the Metropolitan Atlanta
Rapid Transit Authority signed a contract with consultants to
provide MARTA with preliminary engineering on the East-
West line from the intersection of I-285 and Lynhurst Drive
on the West, to the intersection of 1-285 and Covington High-
way on the East.
This contract extends the work of earlier contracts to
provide preliminary engineering for the area between Dora-
ville and Forest Park. The work now under contract en-
compasses a full system whcih will reach I-285 at four places.
This is a workable basic system for this region and needs
only public approval and final design work to be ready for
construction.
In March, a “Corridor Impact Study” was begun; its goal
was to assess the probable impact of the proposed rapid transit
system on the communities and neighborhoods in which it
would be located. Toward the end of 1967, this work began
to develop tentative conclusions and to suggest modifications.
Through the work of the “Corridor Impact Study” and the
concomitant understanding of the effect of rapid transit, a
system can be designed which will be completely sensitive to
local needs and which will bring into reality more of the po-
tential benefits than any other system ever built.
Another significant event of 1967 was the first direct
financial contribution by the State of Georgia for rapid
transit. The 1967 General Assembly appropriated $500,000.00
for the two fiscal years beginning July 1, 1967, as authorized
by a Statewide constitutional amendment in 1966. This ap-
propriation is evidence of an awareness at the State level of the
transportation problems in the Metropolitan Atlanta area, and
of a determination to assist in the solution of these problems.
The activities of the Authority have been the subject of
hundreds of presentations by MARTA directors and staff
members to members of the general public and to elected of-
ficials and professionals at all levels of government. All the
planning was brought up to date in “Rapid Transit for Metro-
politan Atlanta,” a special report which was introduced by
the Atlanta Region Metropolitan Planning Commission at the
end of the year. The report was distributed widely, received
enthusiastically, and was declared “out of print” after a few
weeks.
1967 was a productive year, and the way to even greater
achievement in 1968 is clearly open to us.
NS Nhe
OFFICERS:
RICHARD H. RICH, Chairman
ROY A. BLOUNT, Vice Chairman
HERBERT J. DICKSON, Treasurer
EDMUND W. HUGHES, Secretary
CITY OF ATLANTA:
ROBERT F. ADAMSON
RICHARD H. RICH
L. D. MILTON
RAWSON HAVERTY
Edited by KING ELLIOTT
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
808 GLENN BLDG. * 120 MARIETTA ST., N.W. * ATLANTA, GA. 30303 * PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FOR THE 5-COUNTY METROPOLITAN ATLANTA AREA.”
BOARD OF DIRECTORS
DR. SANFORD ATWOOD
DEKALB COUNTY:
ROY A. BLOUNT
COBB COUNTY (Observer)
OTIS A. BRUMBY, JR.
MARTA STAFF:
HENRY L. STUART
General Manager
KING ELLIOTT
Director of Public Information
EARL W. NELSON, Chief Eng.
GWINNETT COUNTY: H. N. JOHNSON
K. A. McMILLON A, A.
FULTON COUNTY:
JOHN C. STATON
MITCHELL C. BISHOP
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
STATEMENTS OF CASH RECEIPTS AND DISBURSEMENTS
FOR THE YEAR ENDED DECEMBER 31, 1967
AND CUMULATIVE TOTAL SINCE INCEPTION (JANUARY 3, 1966)
Total
Since
CASH RECEIPTS: 1967 Inception
Participating local governments $304,552 $595,447
U. S. Government 302,667 302,667
Interest on U. S. Treasury Bills 5,503 5.932
$612,722 $904,046
CASH DISBURSEMENTS FOR:
Joint project with Atlanta Region
Metropolitan Planning Commission
(Note) $ 65,939 $ 97,189
Engineering services — Parsons
Brinckerhoff-Tudor-Bechtel (Note) 283,624 325,222
Consulting services 12,928 12,928
Administrative and general expenses 168,634 264,706
$531,125 $700,045
EXCESS OF RECEIPTS OVER
DISBURSEMENTS $ 81,597 $204,001
REPRESENTED BY:
Cash $133,912
U. S. Treasury Bills 70,089
The accompanying note is an integral part of these statements. $204,001
ARTHUR ANDERSEN & Co.
Ararta, Gnomon
Te the Board of Directors of
Metropolitan Atlanta Rapid
Transit Authority:
Me Save examined the statesents of caeh receipts and
diebersements of the Metropolitan Atlanta Bapid Transit Authority [a
Qecrgie sunisipal corporation) for the year ended Desenter 31, 1947,
and cumulative totel sftnee inception (January 3, 1966). Our
@xuninetion Vee Bade in accordance vith generally accepted additing
Standarde, and eecordingiy tnoluded such teste of the accounting records
and euch other auditing procedures ae we considered necuamary in the
eiredmetaneen,
Ta ctr opinion, the scovmpanying statements preatot fairly
the cash receipts ané Gimturmenents of the Metropelites Atlanta Rapid
Transit Authority for the yeur ended Decester 31, 1967, and cumulative
tetel eince inception (January 3, 1966).
Geeta Gham:
Ationta, Georgua,
January 19, 1
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
NOTE TO STATEMENT OF CASH RECEIPTS AND DISBURSEMENTS
FOR THE YEAR ENDED DECEMBER 31, 1967
The Authority was formed on January 3, 1966, by an act of the General Assembly of The State of Georgia to design and
implement a rapid transit system for the Atlanta, Georgia, metropolitan area. Since its organization, the Authority’s
principal activities have included the updating of the 1962 plan and program of rapid transit for the Atlanta metro-
politan region and contracting for preliminary engineering on the proposed transit system. The contracts let and the
related sources of funds are as follows:
Amount
of
* . : Contract
a. pete ae Metropolitan Planning $ 61,189
Update 1962 plan 49,000
Corridor Impact Study iat ee
$110,189
b. Parsons Brinckerhoff-Tudor-Bechtel — $125,000
Preliminary engineering for initial
system (702 loan project) 500,000
Preliminary engineering and planning 100,000
for major lines (Section 9 project) —
Retainer contract for extended support $725,000
Disbursements to Date
Source of Funds
Total Local Federal
$ 61,189 $ 61,189 Beas os)
36,000 36,000 coe LON
$ 97,189 $ 97,189 L_...
$ 90,000 BE ce $ 90,000
180,000 (32,070) 212,070(d)
55,222 55,222 5 os
$325,222 $ 23,152 $302,070
c. The Department of Housing and Urban Development (HUD) of the United States Government is partici-
pating with the Atlanta Region Metropolitan Planning Commission (ARMPC) by funding up to two-
thirds of project costs.
d. As of December 31, 1967, there was an additional $90,000 payable to Parsons Brinckerhoff-Tudor-
Bechtel for work completed to that date. Payment was made on January 24, 1968.
The Authority has received $90,000 of a $125,000 advance commitment from the United States Government under
Section 702 of the Housing Act of 1954. The advance is non-interest bearing and repayable only upon the start of
construction of the System.
The $500,000 contract with Parsons Brinckerhoff-Tudor-Bechtel for completing preliminary engineering and planning for
major lines is being funded under Section 9 of the Urban Mass Transportation Act of 1964. Under the provisions
of the grant signed under the Act, two-thirds of the contract will be funded by the United States.
INCOME
DEKALB
11.3%
FULTON
12.4%
U.S. DEPARTMENT
OF
HOUSING & URBAN
DEVELOPMENT
41.1%
RESERVE
CARRIED
OVER FROM
1967 FOR
UNFINISHED
PROGRAMS
17.4%
POTHER 0.7% -
EXPENDITURE
RESERVE TO
COMPLETE
UNFINISHED
PROGRAMS
28.0%
PLANNING
ENGINEERING
48.5%
ADMINISTRATION
23.5%
HIGHLIGHTS — 1967
March—contract signed for Corridor Impact Study.
March 7—Charles M. Haar, Assistant Secretary for
Metropolitan Development, U.S. Department of HUD,
visited MARTA.
March 17—Gov. Lester Maddox signed appropriations
bill, which included an allocation of $500,000.00 for
MARTA.
April 4—MARTA received the “Meritorious Award”
of the Association of County Commissioners of Georgia for
its multiple-county service.
April 24—Earl W. Nelson becomes MARTA chief
engineer.
May—Robert F. Adamson becomes MARTA direc-
tor, succeeding Mills B. Lane, Jr.
May 24-26—Institute for Rapid Transit convenes in
Atlanta.
June 9—MARTA creates 5-man Advisory Committee.
June 9—Herbert J. Dickson named Treasurer of
MARTA,
May 22—-MARTA exhibits past and present work at
the conference on Design in Urban Transportation in
Washington, D. C.; conference sponsored by HUD.
August 4—Rapid Transit’s first “hole in the ground”
was dug at Trinity and Broad Street—first of 35 soil test
holes.
August—Chief Engineer Nelson was appointed as
MARTA’s representative on the Technical Coordinating
Committee of the Atlanta Area Transportation Study.
September 12—MARTA participates in formation of
Atlanta Area Transportation Policy Committee.
October 22-26—American Transit Association Conven-
tion held in Atlanta.
December—Up-dated rapid transit plan received from
consulting engineers.
December—MARTA Director Sanford Atwood of
DeKalb, L. D. Milton of Atlanta and Ken McMillon of
Gwinnett, reappointed to new 4-year terms.
MART Additions
Three new additions have recently been made to the
MARTA Board and Staff.
John C. Staton has been appointed by the Fulton County
Commission as Fulton County member of the Board of
Directors of the Metropolitan Atlanta Rapid Transit Authori-
ty. Staton, Staff Vice-President of the Coca-Cola Company,
will fill the unexpired term of W. A. “Dick” Pulver, who
recently assumed new duties with the Lockheed Aircraft
Corporation in California. Staton’s term will expire Decem-
ber 31, 1970.
Staton joined the Coca-Cola Com-
pany in 1925. He has served in execu-
tive posts in Canada, New Zealand,
elected Vice-President in Charge of
Manufacturing, making his headquar-
ters in Atlanta. He was named Staff
Vice-President and Assistant to the Pres-
ident in August, 1966.
a A 1924 graduate of Georgia Tech
John C. Staton in Electrical Engineering and All-
Southern end on the football team, Staton also received a
law degree from the Atlanta Law School and was admitted
to the Bar in 1928. He has served as President of the Georgia
Tech Alumni Association and other Georgia Tech groups;
and has been a leader in Boy Scouting, Rotary Club and
numerous other organizations.
Edmund W. Hughes has been appointed as Secretary to
the Authority. Hughes is Managing Director of the Greater
Atlanta Traffic and Safety Council. He succeeds Glenn E.
Bennett, Executive Director of the Atlanta Region Metro-
politan Planning Commission, who has
served as Secretary since MARTA was
officially organized in January, 1966.
Hughes has been Managing Direc-
tor of the GAT&SC since 1962. Prior to
that, he was Editorial Associate with
The Atlanta Journal and had been a
reporter with the Journal since 1955, He
is currently President of the Association
of Safety Council’s Advisory Group for
Edmund Hughes Safety Organizations. He is a member
of the Governor's Traffic Safety Study Committee.
Sue Logan is the new Secretary to
the Public Information Director, and
assists in the editing of Rapid Transit
Progress. Miss Logan attended Key-
stone Junior College in La Plume,
Pennsylvania, after graduating from
Northside High School. Before coming
to MARTA, she was Receptionist and
Secretary to the Manager of the Interna-
tional Division of an Atlanta-based tex-
tile chemical firm.
Sue Logan
MONTREAL-TORONTO TRIP PLANNED
Some 87 prominent Atlanta businessmen and govern-
mental officials will make a two-day tour of rapid transit
facilities in Toronto and Montreal in June. MARTA is or-
ganizing the trip to allow local leaders the opportunity to
ride modern rapid transit systems and to observe the impact
rapid transit has had and is having on real estate develop-
ments and other phases of activity in the two Canadian cities.
Over 300 individuals were invited to make the trip—
those accepting are paying their own expenses. Cost of the
trip to each is $180.00.
The Eastern Air Lines charter flight will leave Atlanta
at 8:00 A.M., Wednesday. June 12, and fly to Montreal.
The group will tour Montreal the rest of the day and fly
to Toronto that evening. After spending the night in Toronto,
Australia, and Brazil. In 1948, he was -
EXPERTS SEE NEW SYSTEM
MARTA General Manager Henry L. Stuart was among a
group of transit experts which inspected the new $85 million
Lindenwold-Philadelphia Rapid Transit Line being con-
structed by the Delaware River Port Authority (DRPA).
The tour was conducted Tuesday, April 23 in conjunction
with 1968 Rail Transit Group Conference of the American
Transit Association in cooperation with the Institute of
Rapid Transit in Philadelphia Monday through Thursday.
Some 400 visitors were to be transported by bus to visit the
new facility along the 10.4 miles of new construction between
Camden, N. J. and Lindenwold, N. J.
Train at station, Delaware River Port Authority System.
The morning trip included a ride on one of the new
stainless steel transit trains now undergoing tests. In the
afternoon, separate inspection trips for various advisory com-
mittees were arranged to the maintenance and shop facilities,
the control center at Camden, power substations, passenger
stations and various track structures.
Stuart commented after riding the system, “The 75 miles
per hour automated rapid transit ride is no longer a theory;
it is now a fact of life. The same is true for the automatic
train control concept, which will allow trains to run only
90 seconds apart. This system is doing now what is being
planned for San Francisco, Atlanta, and a host of other
cities.”
Large parking lots are being built at suburban stations to
accommodate cars of the “park and ride” passengers.
He continued, “The train accelerated from a standing
start to 75 miles per hour in 55 seconds, and the ride is not
as noisy or as rough as the average automobile ride. There is
no doubt in my mind that a modern, comfortable rapid transit
system such as this can be built in Atlanta; and when the
people in Atlanta see it and try it, they will like it and ride it.”
the group will tour rapid transit facilities along with a group
of individuals who will be attending the Institute for Rapid
Transit meeting in Toronto. The group will return to At-
lanta Thursday evening, June 13.
MARTAction
At its meeting March 5, the Board of Directors of the
Metropolitan Atlanta Rapid Transit Authority by resolution
accepted preliminary engineering work on the North-South Line
from Oglethorpe to the Airport. The work was performed by
Parsons Brinckerhoff-Tudor-Bechtel under Section 702 of the
Urban Mass Transit Act.
The Board established the amount of $200 million as the
appropriate local share for constructing the system. The balance
of the cost would come from federal and state funds.
John C. Staton, newly appointed member of the Board from
Fulton County, was welcomed to the Authority. Edmund W.
Hughes, Managing Director of the Greater Atlanta Traffic and
Safety Council, was appointed Secretary to the Authority. (See
separate stories on page 3.)
At the meeting April 2, the MARTA Board reviewed the
auditors’ report for 1967, and adopted it unanimously, The 1967
Annual Report contains the auditors’ report.
Four contracts were presented for work to be done subject
to approval by the U. S. Department of Housing and Urban
Development. The four contracts cover the following work:
_ 1. To determine value of Atlanta Transit System —. $20,000.
2. To develop system-wide criteria and standards
for engineered facilities; compilation of design
control data in connection with Transit Center;
and other engineering work - ; _.. $99,000.
3. Technical studies for accounting and financial
control systems, etc, -........ -... $25,000.
4. Research on certain parcels ‘of. land ‘deemed crit-
ical right-of-way (work to begin after routes are
definitely established) eS itp at $49,000.
General Manager Henry L. Stuart reported that HUD had
asked that the proposal for a cost/benefit analysis be withdrawn
as it is the type study which should be done by a university
system instead of a transit system. Stuart recommended that the
money for the study ($30,000) be used instead to study a line
in the Model Cities area. The Board approved the change, sub-
ject to approval of the federal application by HUD.
The Board approved in principle a set of rules for the
conduct of public hearings.
Stuart reported that competitive bids had been received for
the printing and distribution of Rapid Transit Progress. Darby
Printing Company was the low bidder at $992.50 per issue,
based on printing 12,500 copies, addressing 12,000 copies,
mailing, and adding an average of 200 new addresses per
month. This was the first MARTA contract to be let under
competitive bids.
The Board adopted a resolution expressing sorrow at the
death of Mr. Robert L. Sommerville, President of the Atlanta
Transit System, and expressing deepest sympathy to his family
and business associates.
CAN SUBWAYS SERVE AS
FALLOUT SHELTERS?
MARTA is discussing with Civil Defense officials the
possibilities of incorporating facilities in the design of sub-
ways to allow them to serve as shelters for protection against
radioactive fallout in the event of a nuclear war.
Three high-ranking Civil Defense officials met with
MARTA Chief Engineer Earl Nelson, April 5, to begin
initial talks. The officials were Gen. W. R. Woodward, Direc-
tor, and Col. W. E. Smith, Assistant Director, Atlanta Area
Civil Defense; and Dr, Robert N. Bruce, Jr., Tulane Univer-
sity, Technical Advisor to the Federal Office of Civil Defense.
After reviewing MARTA subway plans, Dr. Bruce stated
an opinion that, “With minor design changes, the basic sub-
way structures could be converted to highly effective fallout
shelters for little or no increase in cost. The major problem,”
he said, “would be to provide service areas for the storage
of shelter supplies.” He added, “The cost to make the sub-
ways into blast shelters would be prohibitive. It would be
more economical to provide for this protection in some of
the downtown buildings.”
A set of the preliminary engineering plans and transit sta-
tion drawings were sent to the Civil Defense office in Wash-
ington.
The idea for using subways for fall-out shelters was sug-
gested to MARTA by Georgia’s Fourth District Congress-
man Ben Blackburn of Decatur.
Congressman Blackburn stated that he would propose leg-
islation enabling the federal government to provide up to 90%
of the costs to modify rapid transit systems for civil defense
use.
RAPID TRANSIT BRIEFS
THE TORONTO TRANSIT COMMISSION opened, on
May 11, 1968, for regular service, two new subway sections,
totalling six and a quarter miles.
Added to the 14-mile East-West (Bloor St.—Danforth
Ave.) line, the additions are three new stations and 2.77 miles
eastward — and six new stations and 3.49 miles westward.
Total cost of the two extensions, approximately $77 mil-
lion, is being met by Metropolitan Toronto and the Toronto
Transit Commission with assistance from the Province of On-
tario.
LOS ANGELES has completed preliminary engineering
for the 89 mile proposed rapid transit system. Voters are ex-
pected to decide this November on financing the $2.5 billion
project.
8068 GLENN BLDG. +: 120MARIETTA ST.. N.W. -*
PHONE 524-5711 (AREA CODE 404)
VOL. 3. NO. 4 MAY, 1968
RAPID TRANSIT
PROGRESS need
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
BULK RATE
U.S. Postage
Permit No. 705
ATLANTA, GEORGIA 30303
Mr. Dan E. Sweat, Jr., Director of
Goverymental Liaison, City of At.acta
City Hail
Atlanta, Ga. 30303
Dublin Core
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Title
A name given to the resource
Box 6, Folder 10, Document 64
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/ab7133e489d56f41079b71e4a92d4b3a.pdf
a9d761e2d66a80525409f2e35056a272
Scripto
Transcription
A written representation of a document.
R.A.PID TR.A.NSIT
PI<,OGI<,ESS
METRO POLITAN ATLANTA RAPID TRANSIT AUTH O RITY
"
MA-C::,rr,A
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JUNE-JULY,
L.
3,
1 96 B
No .
MARTA-ATS BUSES ARRIVE
Ten of the most modern buses ever built, and the only
buses of their kind anywhere, were delivered to eager Atlantans July 1, 1968. The arrival of these new buses was especially
_s ignificant because it marked the first of many anticipated joint
efforts between the Atlanta Transit Sys tem , who is leasing and
operating the buses, and MARTA, which purchased the buses.
The buses were officially welcomed in a brief ceremony by
Richard H. Rich, MARTA Chairman; William P . Maynard ,
President of Atlanta Transit System ; and C. J. Jacobs, President
of Local # 732, which represents the drivers.
Mr. Maynard noted that " the buses would immediately be
put into service, to se rve riders on routes throughout the city,
and give everyone the opportunity to enjoy and inspect the
new ve hicles in air-conditioned comfort."
The buses, which were built by General Motors, were purchased by MART A under competitive bidding procedures, and
will be leased to the Transit Sys tem over a period of ten years.
Revenu e to MART A from the lease will pay both the principal
and the interest.
Mr. Rich outlined the reasons for the purchase. " It is esse nti al to the development of rapid transit for Metropolitan Atl anta that a balanced sys tem of transit be developed, including full y coordinated bus tra nsportation. "
He noted th at under the terms of the lease ag reemen t, the
Transit System will fu rnish MA RTA with inform ation as to
patronage, routes and other information helpful to MARTA
in its studi es of a bus feeder system .
"Through this rapid transit project," Mr. Rich concluded,
"MART A can contribute immediately to relieve some of the
transit pressure, and can meanwhile gather much valuable information in regard to the coordination of such facilities in the
future ."
A prototype of the new vehicles, the first of its kind tested
anywhere, has operated in Atl anta since las t fall and greatly
exceeded expectations in terms of perform ance and public acceptance. Each bus is powered by a big, new 338 H .P ., V-8
engine that repl aces the stand ard 238 H.P ., V-6 formerly
standard in city buses . The greater size of this new engine
makes it equal to the task of operating faster and more efficiently in all types of traffic conditions, while powering the
air-conditioning system to deliver thermostaticall y controlled
comfort.
These unique new 47-passenger buses also feature the latest
in appearance and comfort styling. New, super-soft foam seats
of speci al design, are two inches wider than stand ard with
higher seat backs to afford passe ngers greater comfort and leg
room . Interiors are tastefully color-h armonized in a fresh,
modern decor.
Riding comfort has been increased by a more adva nced
suspension system and new super V-8 transmission that allows
smooth shifts under full engine power and an overdrive feature
which cuts-in at speeds over 40 m .p .h. Coupled with the new
power pl ant, the vehicles are capable of highw ay speeds up to
65 m.p.h ., with an in crease in operating economy. ·
The buses which are now in service will be used on various
routes throughout the entire system.
MA RTA Chairman Richard H . Rich, in driver's seat, hands
keys to A TS President W illiam P. M aynard.
The ten MART A -owned, ATS-operated air-conditioned buses
were placed into service immediately throughout the transit
system.
s
�MARTAcTroN ___________________
At its May meeting, the MARTA Board of Directors
agreed to purchase ten air-conditioned buses and lease them
to the Atlanta Transit System. The money to buy the buses
would be borrowed from a local bank , and the revenue from
the lease would be sufficient to pay both principle and interest. ( See story on Page 1.)
The Board also agreed to perform additional studies on
a Model Cities line for approximately $30,000.00 and on
a Buckhead Alternate for approx imately $9,500.00.
\
The Board confirmed the appointment of Mr. Ed Gilcrease of Parsons Brinckerhoff-Tudor-Bechtel as MARTA
representative to work with the Alan Voorhees firm in the
Atlanta Area Transportation Study.
(
'ta
I I
A.
At its June meeting, the Board was advised that the
General Motors Corporation was the low bidder on the
purchase of the ten air-conditioned buses, at $38,728.68 per
bus, with delivery charges specified se parately at $300 .54
each. The Board, by resolution , accepted the General Motors
Corporation bid .
General Manager Henry L. Stuart recommended a number of additional planning programs as a result of the recent
series of public hearings. Stuart reported that the ge neral sentiment expressed at the 12 public hearin gs conducted in late
April and in May was favorable toward th e routes and station locations which had been proposed by the engineering
consu ltan ts.
Stuart stated th at a number of recommendations had been
made for modifications, extensions, and additions to the proposed routes. He recommended th at MARTA "undertake a
planning program similar in refinement to what is required
under Section 701 of th e Housin g Act of 1954 to exa mine
the possibilities of the following:
I. A line to wa rds the Perry Homes area in Northwest
Atlanta.
2. An extension of the West line to Fulton Indust ri al
Boulevard.
3. An extension of the East Line past T-285.
4. A line towards South D eKalb County. This line needs
only to be studied sufficiently at this time to identify
potential corridors. There is no need as yet to perform patron age studi es."
Stuart's proposal was adopted by th e Boa rd.
Stuart also summari zed the public response at th e 12
public hearin gs. The followin g is a brief acco unt of Stuart's
report.
EAST POIN T , April 29. East Point and College Park
speakers we re outspoken in th eir support of th e projec t and
the way in which we a re developing our program. They
were delighted that the first hearing was held in their areas.
Onl y o ne person spoke in opposition , and he objected to the
cost and to taking people out of Eas t Point.
LENOX, April 30 . Leading ci ti zens s poke strongly for
the project. The Buckhead Alternate excited no interest at
the hearing, but since then we have lea rned of co nsiderable
feeling in opposition to this alternate. When work on this
subject progresses suffi ciently. we should go back for another
formal hea rin g.
DOWNTOWN, May 2. We received st ron g endorsement
from all the business gro ups such as the At lanta Cha mber of
Commerce, Cent ra l Atlanta Progress, Inc. , A tl ant a Jaycees,
a nd from the Mayor's office.
WEST END, May 6. West E nd business, civic and church
groups gave us a strong endorsement. They did not place into
the record their ea rli er req uest fo r a different station site.
We are continuing to wo rk with them on th is matte r.
CLAYTON COUNTY, May 9 (Forest Par/.:). We received
I 00 per cent support from the C lay ton County Comm issioners
and gratify ing suppo!1 from business a nd other leaders. One
man a ppeared to protes t cost es timates which were not at
issue at the hearin g, and to objec t to the continuance of the
C layton County vacancy on th e MARTA Board.
DECATUR, May 13. We received strong support from
business and political leaders, but they made it very clear
that more lines are needed to serve DeKalb County. Strong
support was given to th e D ecatur Alternate, which would
pl ace the station close r to the Courthouse Square. One
speaker expressed concern abou t costs.
DORAVILLE, May 15. This hearin g was also productive
in that local speakers gave us advice about the schedule of
development they expect. In one word, "quicker." They recognize th at Doravi lle/ Chamblee is a long way out, but a
prolonged development schedule is not acceptab le. A stated
reas on for the impatience of North D eKal b County residents
is the crowded condition of the Northeast E xpressway.
WEST SIDE, May 16. A very productive hearing in tha t
communications were established with a substantial pa rt of
the Negro community. We received a list of requ ests from
the Atlanta Summit Leadership Conference, and we we re
ab le to respond to them positively.
CANDLER PARK, May 20. We used a different communications pr0gram to generate atte ndance, and learned
th at the method used for the West Side he arin g was more
effective. Statements made most often by speakers related to
requests for assurances about no job discrimination.
AME ZION CHURCH, Ma y 22. Several speake rs took
exception to our arrangement for the West Lake Station .
They place more importance on our use of vacant land th an
we do, and th ey do not pl ace as mu ch importance on street
access as we do . Most speakers addressed themselves to objections to our organization ; specifically, the absence of
Negro employees o n th e staff a nd th e lim ited Negro represent ation on the Board. We explained this as best we cou ld .
SANDY SPRINGS, May 27. Speakers presented an understandin g th at Sandy Springs is not a first priority, and
they expressed quite clearly th at they expect to be pa rt of
our project so me day.
SOUTH DEKALB, May 29. There was so me expression
of interest and need for a rap id tra nsit line into South DeKa lb Count y where non e is now shown. However, the proponents of this South . DeKalb Line a lso stated th at th ey do
not travel into At la nt a very often .
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
8 0 8 GLENN BLO G . 120 M A RIETT A ST . , N .W .
ATLAN T A. GA . 303 03 · PH ONE 524-5711
0
" DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FOR THE 5 -COUNTY
METROPOLITAN AT LANT A
Edited by
AREA."
KING 'ELLIOTT
BOARD OF DIRECTORS
OFFI CEH S ,
H1c 11 A11u H. H1 c 11. C h air nHm
H ElWEIIT J. IJICK SON. T r CflSUr er
H OY A.
r ic,: Chairmtlll
B I. U UN T.
E D M UN I>
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H t:C II ES ,
S ccrctan
CITY OF ATLA NTA,
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L. D. :\111.To:-.
WILSON
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II AHTA STAFF,
II E:-. 11 , l.. :=-n 1A11T. G1' 111•ral l fo 1wf!1'r
EAnL \\' . N•:1.so:--.. Clii1 •/ E11g1111·,·r
l... 1:-.l. E 1.1. 101T. /Jir 1..·,·t<•r of Pulilit' ln{ M111,1tw11
H . :--:. Jo 11 -.;-.o...-. Ad111ir1i.s. tr11rii,• ·l <\i, t,rnt 111 C ,•11,•, 11/ 1[ ,111111:,·r
�"MARTA CHART/\'. ROUSING SUCCESS!
The ··MART A C HA RTA"" inspection tour of M ontreal and Toronco rapid tran.sit systems was an eye -opening e.~perience. according
to those who made the trip June 12 and 13.
Henry L. Swart. General Manager of !he Metropolitan Atlanta
Rapid Transit Authority. said, "I talked to many of those who went,
and they invariably stated they were impresse d with the two systems,
and acrced that something similar ;5 needed :o l\l etropolitan At!:i.nta.
Eve ryone a g reed that the stat ions ill 1'fontrcal were beautifully designed and were well-coord inated with !he buildings on 1hc surface:·
he co n1inucd. "The bus tour of the surface development around the
rapid tnrnsit stations in Toronto was of gT<,at in terest to all of us," he
slated. ·'\Ve were able to sec for ourselves the tremendous growth
which has taken place within a fivc-minuto walk of the stations. and
I believecveryoneofuswasvisuali:dngwhat might take place around
s ta.tion_s i~ - Allan\~. Decatur. the Tri-Cities, Doraville and all other
"" One of the most interesting reactions, l think. was the cx!cmporaneous organization of the "Exc,,va tion "69 Club" hy .several of the
participants. Their mono ls .. Dig!" and they arc convinced that we
need1ogctstartedasso,;,naspossibteaemallybuild ingarapidtransi t
syslem. I agree with them one-hundred percent."" Stuart said
The inspection trip, dubbed ··MARTA C H AR.TA."" w:i.~ organized
by MARTA to allow local leaders the opportunity to ride modern
rapid transit and to observe the impact rapid tra nsit has h"d on real
cst:ue development and other phase£ of activity in the 1....-0 Canadian
cicies. Those accepting 1he invitat ion made the trip at their own
expense
The group included a number of mayors. coumy commissioners.
city aldermen and councilmen. members of the Georgia General Assembly. archi1ec1S, engineers. planners. real estat.: developers. and
01hers. Eight other persons who could not be accommod:itcd o n the
charter flight flew by commercial air lines and made !he tours with
the ""MARTA CHAR.TA" group.
The Eastern Air Lines chann jet left Atlanta at 8:53 :1 .m. Wednesday. June 12, and arrived in Montreal shortly before noon. T he group
toured the Montreal METRO during the afternoon. and new to Toron1o that evening by Air Canad;t commercial serv ic e. The visitors
toured the Toronto system Thursday morning. June 13. as pan of the
J nstitute for R;1pid Transit conference, which was in progress in Toronto. The group retu rned by charter jet that afternoon, arriving in
Atlanta at 6cl."i p .m
,,j
Mr. Rober/ Haimmlr, member
rhe ,\fomreal Transportaiion Comminio11. ;:reels ""A·fARTA C/f,IUTA"" 111t·m/!a,· <11 Crcnw~ie SratiOI!
Us1<•11i11g ar,· John C<1lf101111. EOA (11·i1!, hack /0 ,·«111era); Leland Ve<1/
Stmc ~ligl1way D,,part1111•11t of G.-or;:ia; am/ S1e/l 1/uie. A1ARTA
,\frGil! Sw1ion ;_,-
011e:
of 1//c most co/or/11/ um/ /1<•«.-ily us<'d ;1mion., 011 A1ETRO system
fo Toro/1/o, ""MARTA CIIAUTA"" members arri ~ed m 1hc
.,·.,bway stotio11 hy /ms. 1he w<1y hwulreds of rl1011sw1ds of
comnuu.-rs ,lo
d<1y, ""d wu/ked dowu cft>a11 , we/1-/igl,ted
A erial ,•icw sl,ows c/11stas of l,igh-rise dc,·e/opme111
l!rO""" titre,, Toro11/0 ,uhway s/<1tio11s S1<bway
para/Ids Yo11;:.,S1
corridors
,.,.cJ,
10 trnin p/wform<. ,Hrs. Lithangia Robiuson. V<1lCo,,,,.,,.,,;,y C/,.l,; Scuator Leroy Joh11so11, a11</ Atla111<1
Alder11um Q. V. IVilliamsou ure ill //,,: forcr;ro1<11d.
hacl,e~
Toronro mak,·s goml use of ""Bus ·,,• Ride'" ,en•ice. Buses circ11/are through
re.,idem ial areas. pick U/J llundr.-ds of //101<somls of people each day, """
de/i>'er them to a 11enrby suhw<1y s1mio11 for comp/e1io11 of their trip ,/own-
Gro1111 wailing /0 board train inc/,u/,:
Gwim,e11 R ep. Norris Nush (iu gr,,,,,,
""ii):
Commission Chair"'"" R<l)' Aforgau (second from righ1);
""" ,HAR1A Gwi1wn1 Directm·, l(c,o
Afr,\,fil/011(rig/,1).
a,..;,,,,a,
Fu//Or, Commissioner Walter Mi/Chell, MARTA Chairman Richard H
Rich. and Srate Highw<1y Dep<1rlme111 P/a,.,oer Ldaml V-,a/ are ill
cemer of group of members of ""MARTA CHARTA'" a,od 1/,e fnsritule
for Rapid Tra11sit.
""A·IARTA C HARTA "" ••isirors inspect exrnnlll dn•e/opme/11 w Victoria Sq,wr-.- Statio11 . METRO o:ir is part of
higi,-rise office building which comains1/ie /llonuea/Sux:k
Exd1a11ge amt 01/,er business offices.
Atw<Ucr Swtio11 ope11s 011/0 a 11111/1i-s1ory de,·dopm"m cot1tai,ring
,Hirac/e A/art.'" b11siHes.,·. ,'hoppin!,;. m"I ,,,11,•r1oi1m1<•m c,-nt,•r h11ilt
aro11nd " cncloud mall . Tl,e ma" who dc,·elop"'I this ce,uc,· ,,,,,. e.t preJ"H'd imcrest "ill ,he 1,0,·,·ib;Jiri,-s of" ,·imi/ar proiC<"t di /11AR"rA"s
propos,·d stmion iu V.-cm11r.
A special train cond11cud MARTA people 011</ members of
the /11s1itureforRt1p1d Transit on tourofemireeast-west line.
f"ive A1fmuo Aldermen talk things o,·e:r "' J'oromo subway statiou . Left to
righl ore Rober/ Denni.r, l/ug/1 Pierce, Charlie Le/twicl,. J<1ck S11mmers,
ondlVilliamKnigl,t
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
“MARTA REPORTS TO THE PEOPLE IT SERVES...”
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
VOL. 3, NO.
MARTA-ATS BUSES ARRIVE
Ten of the most modern buses ever built, and the only
buses of their kind anywhere, were delivered to eager Atlan-
tans July 1, 1968. The arrival of these new buses was especially
significant because it marked the first of many anticipated joint
efforts between the Atlanta Transit System, who is leasing and
operating the buses, and MARTA, which purchased the buses.
The buses were officially welcomed in a brief ceremony by
Richard H. Rich, MARTA Chairman; William P. Maynard,
President of Atlanta Transit System; and C. J. Jacobs, President
of Local #732, which represents the drivers.
Mr. Maynard noted that “the buses would immediately be
put into service, to serve riders on routes throughout the city,
and give everyone the opportunity to enjoy and inspect the
new vehicles in air-conditioned comfort.”
The buses, which were built by General Motors, were pur-
chased by MARTA under competitive bidding procedures, and
will be leased to the Transit System over a period of ten years.
Revenue to MARTA from the lease will pay both the principal
and the interest.
Mr. Rich outlined the reasons for the purchase. “It is es-
sential to the development of rapid transit for Metropolitan:
Atlanta that a balanced system of transit be developed, includ-
ing fully coordinated bus transportation.”
He noted that under the terms of the lease agreement, the
Transit System will furnish MARTA with information as to
patronage, routes and other information helpful to MARTA
in its studies of a bus feeder system.
“Through this rapid transit project,” Mr. Rich concluded,
—_—_— a
-_> — :
“a BS oe
MARTA Chairman Richard H, Rich, in driver's seat, hands
keys to ATS President William P. Maynard.
“MARTA can contribute immediately to relieve some of the
transit pressure, and can meanwhile gather much valuable in-
formation in regard to the coordination of such facilities in the
future.”
A prototype of the new vehicles, the first of its kind tested
anywhere, has operated in Atlanta since last fall and greatly
exceeded expectations in terms of performance and public ac-
ceptance. Each bus is powered by a big, new 338 H.P., V-8
engine that replaces the standard 238 H.P., V-6 formerly
standard in city buses. The greater size of this new engine
makes it equal to the task of operating faster and more effi-
ciently in all types of traffic conditions, while powering the
air-conditioning system to deliver thermostatically controlled
comfort.
These unique new 47-passenger buses also feature the latest
in appearance and comfort styling. New, super-soft foam seats
of special design, are two inches wider than standard with
higher seat backs to afford passengers greater comfort and leg
room. Interiors are tastefully color-harmonized in a fresh,
modern decor.
Riding comfort has been increased by a more advanced
suspension system and new super V-8 transmission that allows
smooth shifts under full engine power and an overdrive feature
which cuts-in at speeds over 40 m.p.h. Coupled with the new
power plant, the vehicles are capable of highway speeds up to
65 m.p.h., with an increase in operating economy.:
The buses which are now in service will be used on various
routes throughout the entire system.
The ten MARTA-owned, ATS-operated air-conditioned buses
were placed into service immediately throughout the transit
system.
JUNE-JULY, 1968
5
MARTActTIoN
At its May meeting, the MARTA Board of Directors
agreed to purchase ten air-conditioned buses and lease them
to the Atlanta Transit System. The money to buy the buses
would be borrowed from a local bank, and the revenue from
the lease would be sufficient to pay both principle and inter-
est. (See story on Page 1.)
The Board also agreed to perform additional studies on
a Model Cities line for approximately $30,000.00 and on
a Buckhead Alternate for approximately $9,500.00.
The Board confirmed the appointment of Mr. Ed Gil-
crease of Parsons Brinckerhoff-Tudor-Bechtel as MARTA
representative to work with the Alan Voorhees firm in the
Atlanta Area Transportation Study.
At its June meeting, the Board was advised that the
General Motors Corporation was the low bidder on the
purchase of the ten air-conditioned buses, at $38,728.68 per
bus. with delivery charges specified separately at $300.54
each. The Board, by resolution, accepted the General Motors
Corporation bid.
General Manager Henry L. Stuart recommended a num-
ber of additional planning programs as a result of the recent
series of public hearings. Stuart reported that the general sen-
timent expressed at the 12 public hearings conducted in late
April and in May was favorable toward the routes and sta-
tion locations which had been proposed by the engineering
consultants.
Stuart stated that a number of recommendations had been
made for modifications, extensions, and additions to the pro-
posed routes. He recommended that MARTA “undertake a
planning program similar in refinement to what is required
under Section 701 of the Housing Act of 1954 to examine
the possibilities of the following:
1. A line towards the Perry Homes area in Northwest
Atlanta.
2. An extension of the West line to Fulton Industrial
Boulevard.
3. An extension of the East Lime past 1-285.
4, A line towards South DeKalb County. This line needs
only to be studied sufficiently at this time to identify
potential corridors. There is no need as yet to per-
form patronage studies.”
Stuart’s proposal was adopted by the Board.
Stuart also summarized the public response at the 12
public hearings. The following is a brief account of Stuart's
report.
EAST POINT, April 29. East Point and College Park
speakers were outspoken in their support of the project and
the way in which we are developing our program. They
were delighted that the first hearing was held in their areas.
Only one person spoke in opposition, and he objected to the
cost and to taking people out of East Point,
LENOX, April 30. Leading citizens spoke strongly for
the project. The Buckhead Alternate excited no interest at
the hearing, but since then we have learned of considerable
feeling in opposition to this alternate. When work on this
subject progresses sufficiently. we should go back for another
formal hearing.
DOWNTOWN, May 2. We received strong endorsement
from all the business groups such as the Atlanta Chamber of
Commerce, Central Atlanta Progress, Inc., Atlanta Jaycees.
and from the Mayor's office.
WEST END, May 6. West End business. civic and church
groups gave us a strong endorsement. They did not place into
the record their earlier request for a different station site.
We are continuing to work with them on this matter.
CLAYTON COUNTY, May 9 (Forest Park). We received
100 per cent support from the Clayton County Commissioners
and gratifying support from business and other leaders. One
man appeared to protest cost estimates which were not at
issue at the hearing, and to abject to the continuance of the
Clayton County vacancy on the MARTA Board.
DECATUR, May 13. We received strong support from
business and political leaders, but they made it very clear
that more lines are needed to serve DeKalb County. Strong
support was given to the Decatur Alternate, which would
place the station closer to the Courthouse Square. One
speaker expressed concern about costs.
DORAVILLE, May 15. This hearing was also productive
in that local speakers gave us advice about the schedule of
development they expect. In one word, “quicker.” They rec-
ognize that Doraville/Chamblee is a long way out, but a
prolonged development schedule is not acceptable. A stated
reason for the impatience of North DeKalb County residents
is the crowded condition of the Northeast Expressway.
WEST SIDE, May 16. A very productive hearing in that
communications were established with a substantial part of
the Negro community. We received a list of requests from
the Atlanta Summit Leadership Conference, and we were
able to respond to them positively.
CANDLER PARK, May 20. We used a different com-
munications pregram to generate attendance. and learned
that the method used for the West Side hearing was more
effective. Statements made most often by speakers related to
requests for assurances about no job discrimination,
AME ZION CHURCH, May 22. Several speakers took
exception to our arrangement for the West Lake Station.
They place more importance on our use of vacant land than
we do, and they do not place as much importance on street
access as we do, Most speakers addressed themselves to ob-
jections to our organization; specifically, the absence of
Negro employees on the staff and the limited Negro repre-
sentation on the Board. We explained this as best we could.
SANDY SPRINGS, May 27. Speakers presented an un-
derstanding that Sandy Springs is not a first priority, and
they expressed quite clearly that they expect to be part of
our project some day,
SOUTH DEKALB, May 29. There was some expression
of interest and need for a rapid transit line into South De-
Kalb County where none is now shown. However, the pro-
ponents of this South DeKalb Line also stated that they do
not travel into Atlanta very often.
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
B8O8 GLENN BLOG,*120 MARIETTA ST., N.W.
ATLANTA. GA, 30303 +*PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FORTHE 5-COUNTY
METROPOLITAN ATLANTA AREA,"
Edited by Kitna Evuiottr
BOARD OF DIRECTORS
OFFICERS:
Ricuann H. Rica. Chairman Roy A. Brount. Pire Chairman
Hennent J, Dicksox, Treasurer Eomunp W. Hucees, Secretary
CITY OF ATLANTA:
Joux C. Witson L. D. Micros
Ricwanun H. Rieu Rawson Haverty
CLAYTON COLNTY:
S. Tuverr Catuy
DEKALB COUNTY:
Koy A. Bowe De. Saxeonn Arwouw
FULTON COUNTY:
Mirenene C. isu
GWINNETT COUNTY =
kK. A. MeViiet0s
CORB COUNTY (Ohsermer!
Uvis A. Rnosany, Ji,
MARTA STAFF
Jons C. Statos
Hesny L. Sruant, Geaceal
Ean. W. Nensow, CAéiof Eng
Ris Exniair, Director of Pa
H. NS: Jonsson, ddpeinfstratioe destsrant ro
“MARTA CHARTA ROUSING SUCCESS!
“The “MARTA CHARTA® inspection tour af Monireal and To-
Fonte rapid Iransit syslemms was an eye-opening experience, according
to those who made the trip fuse 12 and 13,
Henry L. Stuart, General Manager of the Metropolitan Atlanta
Rapid Transit Authority, said. “I talked to meaty i those who wert,
and they invariably stated they were im the two systems,
and agreed that something similar is needed in Metropetitan Allanta.
Everyone agreed that the stations in Montreal were beautifully de-
signed and were well-coordinated with the buildings on the surface,”
he continved. “The bus tour of the surface development around the
fapid transit stations is Toronto was of great interest to afl of us,” he
sted, “We were able to see for ourselves the tremendous growth
which has taken place within a five-minute walk of the stations, and
Tbelieve every one of us was visualizing what might take place around
stations in Atlanta, Decatur, the Tri-Cities, Doraville and all other
cities in his ares.
“One of the most interesting reactions, I think, was the extempo-
cous organization of the “Excavation “69 Club’ hy several of the
participants. Their moti Is “Digs” and they are convinces that we
feed 1 get Murted as socn us possible actually building a rapid transit
system. I agree with thens one-hundred percent,” Stuart said.
The inpection trip, dubbed “MARTA CHARTA,” was organized
by MARTA to allow local leaders the opportu ride modern
rapid transit and to observe the impact rapid transit hax had on real
state eelopener and other phases of activity in the two Canadian
cities. Those accepting the invitation made the trip at their owe
ae,
The group included a sumber of mayors, coumy commissioners,
city aldermen and councilmen, members of the Georgia General Ax
sembly, architects, engineers, planners, real estate developers, and
ofhers, Eight other persons who could not be accommodated on the
al air lines and made the tours with
ines ea jet left Adlants ot 1:53 a.m, Wedines-
day, June 12. and arrived in Montreal shortly before noon, The group
toured the Montreal METRO during the afternoon, and Mew to To
ronte that evening by Air Canada commercial service, The visitors
toured the Toronto.sysiem Thuriday morning. June 13, 24 part of the
Institute for Rapid Transit conference, which was in progress
ronto. The group returned by charter jet that afternoon, ring in
Atlanta at G15 pu
Fulton Commissioner Walter Mitchell, MARTA Chairman Richard HM.
Rich, and Stove Highway Department Planeer Lelane Veal are in
center af proup of members of “MARTA CHART A™ and the fastinute
for Rapid Transit
Mr. Robert Haisard, member of the Monweal Transporation Com-
. greens "MARTA CHARTA™ members at Cremuazie Station.
are John Calioun, KOA (with bork re camera); Leland Veal,
Aerial view ne ohesrers of high rise devefoperertt
route subway starons, Sibiwiery
Atwater Station abe see Seal aa? dtevetorinent comaining
"Miracte Mart,” 2 ruil
inspect external adevelep-
“MARTA CHARTA
ancar ar Microria Square n METRO exit is part of
emurains the Mamireal Stock
a
Propo station in Dhecerter,
McCIN Statlon ic our of tke nose colorfol ond Learily mart stations an METRO syatens.
MARTA Chairman Richard HM. Rich Gefth Atlanta Mayor
vars Alten, Jr. ond Arlanta Alderman Charlie Lefewicty riste
Monuveal’s METRO,
——
tn Toronto,
sirbiay station
commuters at Beker aad wall
sarridory tran aarforms Mrs, Lithonia Robinson, Pale
hes Cours caraf Atlanta
flderman @ Fi filenieas oem Deine ereproane
Mane CHARTA" beara tft sad eh
the way hendreds of thousands of
down clear, well-tiglared
up waiting to board rain ineleste
‘ovis Nash (it a
uners Cominsiovt Chal
a Ray Morgun feecovel fins rights
aad MARTA Gwinners Direc
MeMiltan (right
ial train connected MARTA people and members of
the Instirare for Rapid Transit on four of entire east-west line,
Froarenac Station ix another heavily-wtilized station,
Toronto makes good ase of “Burs ‘n" Ride" service, Buses circlate shrough
reudenrial arear; pick up Inindesds of dhousanals of people socks day, and.
deliver diemr to a ii ubway sation for completion af their trip dowa-
Five Atienta Atdern i things over at Toren “ay station. Left to
Figit are Robert Densis, Hagh Merce, Charlie Lefrwich, tack Surumers,
aural Halide Kiigit.
Dublin Core
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Title
A name given to the resource
Box 6, Folder 10, Document 63
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/ac5179cbfac98b5b1bce8b18b1b90258.pdf
111ee1b732424059c303f153c8b33856
Scripto
Transcription
A written representation of a document.
RAPID TRANSIT
ESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
" MA-C:::,r""nA
..1,;;v.L~
REPORTS TO THE
PEOPLE IT SERVES .. .
AUG •. SEPT., 1968
3
N O . 6
_ _ _ _ _ _ _ _ _ _ _ _ _ _....,__,....,.,.,.....,__,...,,.._,._m,::::z::,l!Cll____...,,_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ v o L.
TRANSIT CHIEF HAILS
ATLANTA RAPID TRANSIT PLANS
Pa ul L. Sitton, newly-named chief of the Urban Mass
Transportation Administration , U. S. Department of Transportation, has commended Atlanta leaders for taking the
initiative in developing a proposal for a rapid transit system.
Sitton , a native of DeKalb County and a graduate of Emory
University, was in Atlanta August 27 to meet with transportation and government officials. At a news conference that
afternoon , he praised Atlanta for having "a leadership that is
concerned with the future. "
Sitton stated, "I think a mass transportation system for Atlanta is essential for future growth and development." On the
topic of available federal funds , he noted that in other cities
which are building new rapid transit facilities , "The federa l
government has been prepared to meet its commitment to these
programs."
He commended Atlanta for having "a very well-balanced
approach to transportation," and observed that rapid transit in
Atlanta would have a benefici al effect on the entire state.
The text of the news conference is printed in its entirety
in succeed ing paragraphs.
A number of local elected officials and business leaders
attended ' the news conference to meet Mr. Sitton and to hear
his comments. These included Atlanta Mayor Ivan Allen, Jr.;
Fulton Cou nty Commission Chairm an Charlie Brown; Nelson
Severin ghaus, Chairman of the Atlanta Region Metropolitan
Planning Commission ; MARTA Vice-Chairman Roy Blount;
and MARTA Directors John C. Wilson and Dr. Sanford Atwood. Georgia former Governor Carl Sanders introduced Sitton to the group of abo ut 30 persons, including representatives
of newspapers, radio and television.
Sitton opened the news conference by explaining that he
has been traveling around the country since his nomination,
visiting the cities to fami liarize himself with their problems in
transportation and their plans for solutions.
SITTON: I think Atlanta is a very unique city .. .. Atlanta
is a center city-a central distribution area for a large part of
the nation-for the Southeast. Atl anta has grown, it has developed, it has looked forward to its future . In fact, Atlanta
has always anticipated its future. I think the Lockner Program
for highway development in this area is indicative of this. I
think the high-rise office development is a recognition that
Atlanta will truly be the central service city of the Southeast
fo r governmental services, for banking, for retailing, cultural
activities and other activities of this nature that make up the
critical activities of a classic city of the size of Atlanta.
Aristotle said that the people came together in cities to live,
and they stayed there in order to live the good life. The
Congress, when it enacted the Urban Mass Transit Act in 1964,
recognized th at there was a need for national support of programs in major urban areas of our country to improve their
transportation . It reflected a recognition on the part of the
Congress that our urban areas are changing. They are perhaps
the most dynamic part of our economy; they are, there's no
question about it. And there is a growing demand for services
of an affluent society. Transportation is one of those services.
The Department of Transportation is attempting to take all
of the programs concerned with transportation and which relate to our cities-highways, urban mass transportation, aviation , and so forth-and to weave them into a systematic pattern in which we can see how the central cities, or the central
business districts, can best be served-how to move people
back and forth to work, how to provide for recreational outlets-all of these cannot be carried out without a significant
transportation service.
Atlanta to me, as I said, is a classical example of this
city. I think, also, that Atlanta has a unique leadership among
the cities that I've visited. Atlanta has a leadership that is concerned with its future, it is concerned with its growth, and
recognizes the things that have to be done in the future, if Atlanta is to remain the cultural and business and economic
center of this fast-growing section of our nation .
l came here to get a briefing on the mass transit program
which is under study and under consideration by the region ;
( continued)
At news conference, left to right, are John Wilson, MART A
Director; Roy Blount, MART A Vice Chairman.; Paul Sitton,
UMT A Director; and Carl Sanders, former Governor of Georgia.
�TRANSIT CHIEF
(continued)
I wanted to see how it is integrated with the total plan of the
development of the area, and try to understand this as one of
the major component problems that we face on a national level.
I will be glad to answer any questions or discuss any issues
that yo u may have, or specific points concerning the program
that I administer.
QUESTION: There seems to be one key factor in Atlanta's
rapid transit plan and that key factor is money. How far is the
federal government going to participate in rapid transit?
SITTON: Well, let me put it this way-the federal government between 1964 and 1967 provided over 400 million dollars
in grants to support certain cities that were prepared to move
ahead with development of their transportation system . We
have supported the San Francisco BARTD project; we have
provided for replacement equipment in ~Chicago, in New York,
in Philadelphia-there are active projects underway in those
cities. In each case, the fede ral government has been prepared
to meet its commitment to these programs. And I think that
the political response of the two parties, the recognition by
the Congress and the Administration of the critical federal role
is an answer to the question of the willingness of the federal
government to meet the matching requirements it has set forth
in the federal grant program.
QUESTION: Is there enough money
available now to get Atlanta off the
ground?
SITTON : There is not enough money
available to get any one city off the
ground, because you have to approach
these projects in developmental stages.
One Congress cannot commit itself from
one term to the next. We are trying to
work out long term programs of authorizations that will permit the cities to plan
Paul L. Sitton
and to look to the future. I feel that with
the support of the cities and of our Congress, we can provide
the kind of sound program that will permit the cities to proceed
with the assuredness that the federal support required to sustain
these programs will go ahead .
At the present time, we have 190 million dollars in grants
that are available for this fiscal year.
I might also add that, in terms of this, we provide support
under research programs looking to what the future prospects
are for augmenting systems that are provided and for looking
at new technology that may come along.
QUESTION: From your knowledge of Atlanta and from
what you've seen on your visit this time, bow important is a
rapid transit system of some type to Atlanta?
SITTON: I think a mass transportation system for Atlanta
is essential for future growth and development. With a city
with the projected population that you envision in the next 20
or 30 years, one cannot see its future development taking place
at the pattern that you anticipate in terms of your economic
growth without providing the key service that is necessary to
serve a central city like this. And this can only come about
through some very effective, convenient, r apid, and viable form
of mass transportation.
The people of Atlanta have a choice-the choice is to move
ahead with the transportation that you are planning and anticipate the future growth of your city in a constructive and a
progressive manner, taking into account what the economic
growth potentials of this area are, what the population is, and
by providing the services that are essential to sustain these
jobs, this economy at a high level. And to provide the qualities
of excellence that are necessary in our society today to provide
the kind of life that our people demand and will want. The
other alternative is to let "drift" take place-no planning, no
prospective analysis of what will happen in the future, and
permit things to proceed in a kind of a "drift pattern," and
I don't think Atlanta will take that choice.
QUESTION: How does it tie-in with the development of
highway programs?
SITTON: I'm glad you mentioned that, because we are
working-in fact, I came from a meeting this morning out at
the airport with regional highway officials from all over the
United States, explaining the program, how the mass transit
program ties in very closely with the highway system. It doesn't
compete with highways, it augments highways. We have highway demands that far exceed the revenues that are available,
even under existing Jaws, to meet those demands. What we are
trying to do is to make highways more efficient in terms of
movi ng more people who want to use their automobile along
these highways, and remove the clogging and congestion that
restrict the use of them at this time, and, prospectively, in the
future . So, it's an augmentation of existing forms of transportation and existing services.
QUESTION: If Atlanta is successful in passing a bond
referendum this fall, how long will it have to wait for matching
funds from the federal government?
SITTON : Well, let me put it in this light-the federal
government has been prepared whenever a major city has come
forward with a plan and with a viable financing scheme to
provide the grants that are needed . We have done this on a
timely basis. And, in pl anning the future of this program, we
are certainly taking into account the prospective demands that
will be placed upon 'this program by Atlanta and other cities.
QUESTION: Are you familiar enough with Atlanta's plan
to say whether or not it's a well-integrated and adequate plan?
SITTON: I have followed Atlant~'s plan from Washington
over the past several years, primarily when I was working on
the highway program, and trying to make sure that federal programs at the local level were being placed as part of an integrated plan. I would say that in no city that I've been in and
worked with has there been a more constructive effort on
the part of all parties to brmg together into a systematic approach to the problem of transportation the solution that we
are seeking in a balanced transportation system. The answer
is, Atlanta has, as fa r as I've seen in Washington , a very wellbalanced approach to transportation.
QUESTION: Would yo u elaborate on a situation where
one metropolitan county did not participate in the rapid transit
program?
SITTON: I can't elaborate in detail, but I can point to an
example where, in San Francisco, I believe, the plan is proceeding without the participation of Marin County, which is
across the Bay from San Francisco, and which was part of the
initial system. That's the only example I know of. The essential
thing to focus upon, however, is the need for an initial core
system. T he need for experience, the need for trying to adjust
the travel patterns. There is no question in my mind, once a
system is developed and the economic benefits flow from it,
that you will see a full regional participation at some point in
the future .
QUESTION: How would it affect the county not participating?
SITTON: I think it certainly would affect the county, in
terms of its integration into the total sys tem, of the total
metropolitan growth and economy of the metropolitan area.
Like having an arm cut off, you know, it's lying there not very
effective.
QUESTION: How will rapid transit benefit the rest of the
state?
SITTON: That's a very good question; I'm glad you asked
that. W hat benefits Atlanta benefits the State of Georgia. What
benefits Atlanta benefits the Southeast. What benefits Atlanta
benefits the nation. The benefits that grow from an efficient
form of transportation service to a core area like this spreads
throughout the economy. It has a very distinct "multiplier
effect," if I may use a word of BARTD, and it will have very
large implications for people in other parts of the state. T hey
come here to perform many functions and services; they rely
upon Atlanta as a distribution center. All of this affects the
cost of doing business. T hank you, gentlemen. (End of news
conference.)
MARTA REJECTS
"BUCKHEAD ALTERNATE"
The proposed " Buckhead Alternate" was rejected by the
Board of Directors of the Metropolitan Atlanta Rapid Transit
Authority at its regular meeting September 3, 1968. After
hearing a report of the Engineering and Design Review Committee, presented by Mitchell C. Bishop, the Board agreed
unanimously that future planning of the Northeast rapid transit
line should proceed on the Southern Railroad alignment as
proposed earlier.
.
The following is the text of the EDR Committee report:
REPORT OF THE ENGINEERING _AND DESIGN
REVIEW COMMITTEE METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
SEPTEMBER 3, 1968
SUBJECT: "Buckhead Alternate"
In accord ance with the decision of the Board at the August
meeting, a public hearing was held Thursday night, August
15, at the gymnasium of North Fulton High Sc?ool on the
subject of the proposed "Buckhead Alternate" ahgnment for
the Northeast rapid transit route. Director John Wilson presided Director Rawson Haverty assisted Mr. Wilson.
Advantages and disadvantages of both lines were presented by MARTA consultants at the publ!c he~ring. A~ong
the advantages which Leon Epl an, of Enc Hill Ass?ciates,
attributed to the " Buckhead Alternate" were the followmg:
J . Direct service to the Buckhead business district ;
2. Two additional stations;
3. Better access by residents of Peachtree Road and
Roswell Road ;
4. Improved possibilities for orderly growth and development of the area, especially in the vicinity of stations;
and,
5. Prob ability of greater patronage in the future.
The disadvantages which were vo iced included the following:
1. The requ irement for a greater number of homes, businesses, and other private property for right-of-way.
2. The need for some ri ght-of-way on, or adj acent to,
property now bein g used fo r parks, schools and
churches ;
3. The inconvenience of major construction through established neighborhoods; and,
4. The additional cost of $48 million for the "Buckhead
Altern ate" over th at of the railroad alignment.
One thousand people attended the public hearing. About
fort y-five persons, other than MART A consultants, addressed
the hearin g. Two of these spoke in favo r of the "Buckhead
Alternate"; others spoke against it, generally because of the
disadvantages referred to earlier.
The audience almost in its entirety supported the statements
made by those opposing the "Buckhead Alternate." They lis-
tened to the arguments favoring the Alternate alignment, but
gave clear indication of their opposition to the proposed
Alternate.
It should be mentioned here that when the audience was
given opportunity, on four different occasions, to express their
opinion of rapid transit generally, they showed just as great
enthusiasm for rapid transit as originally proposed as they
showed opposition to the proposed Alternate.
MART A Director John Wilson presides at Public Hearing on
"Buckhead A lternate."
About 1,000 persons attended tile hearing, held in the gymnasium of North Fulton High School.
Atlanta Alderman Douglas L. "Buddy Fowlkes was one of
about 40 persons who gave th eir views on the suggested alternate route.
In addition to the comments made by the speakers, additional comments were registered in writing, and several petitions of opposition were submitted, including the one given to
this Board at its previous meeting. In addition, in response to a
request from the audience, the formal record was held open
until the following Thursd ay to allow the submission of written
statements for the record. T he written comments submitted
reflected the same opinions in the same proportion as the
spoken comments at the meeting - the majority opposing the
"Buckhead Alternate."
This Authority was given the responsibility by the people
of this area, and by their elected officials, to develop a proposal for a rap id transit system which will serve the people of
this area in the best manner at the lowest possible cost. While
there are advantages and benefits to the "Buckhead Alternate,"
the disadvantages and additional cost in this situation would
appear to indicate the adoption of the route proposed along
Southern Railway right-of-way.
It is for the reasons outlined herein, that the Engineering
and Design Review Committee therefore recommends that the
"Buckhead A lternate" alignment be rejected and the alignment
along the Southern Railway rights-of-way be adopted for
further pl anning in the development of a proposed system of
routes and station locations for the regional rapid transit
system.
•
�THE INFLUENCE OF RAPID TRANSIT
ON REAL ESTATE VALUES IN TORONTO
G . W arren H eenan, past president of the Toronto Real
Estate Board, was a principal speaker at Georgia Tech's "Conference on Impending Technology , Its Challenge to Livable
Cities," on M ay 8.
Heenan spoke on "The Influ ence of Rapid Transit on Real
Estate V alues in Toronto." H e observed that in many ways,
the A tlanta of today is remarkably similar to Toronto in the
late 1940's when Toronto embarked on building its rapid
transit system . Excerpts from Heenan's speech are reproduced
below.
I have enjoyefi the cultural, social and
historical features, and witnessed the
community pride and spirit, which have
made Atl anta one of North America's
truly great cities. Metropol~tan Toronto,
like Atlanta, is a fabulous boomtown. In
the next few minutes at my disposal, I
would like to relate to you what has
happened, and the exciting developments
about to take place in Torontq,, as a
G. Warren Heenan direct result of the existence of a balanced transportation system . Balanced transportation, featuring
Rapid Transit as the main component, is the key to phenomenal
urban growth.
Above all , the one thing that all large North American
cities have in common is the problem of automobile traffic
congestion. More and more great cities are working toward
Rapid Transit as a solution to traffic strangulation.
For example, of the existing Rapid Transit cities, New
York, Boston, Philadelphia, Cleveland, Chicago and Toronto,
all have extensions now under construction. A number of other
cities are in the advanced stages of planning entirely new
systems . Amongst these are: Seattle, Baltimore, Atlanta, Los
Angeles, Pittsburgh, and St. Louis. However, in spite of this
spectacular pace of expansion and planning of mass transit
facilities, there is more and more evidence that traffic congestion is strangling the growth of many of North America's
great cities because the y have neglected to provide fo r total
transportation needs .
Local and state leadership must take the initiative in identifying transportation problems and developing solutions. The
Federal Government, whose transit role has only recently been
defined, can play an important supporting role in helping cities
achieve balanced metropolitan transportation systems.
There is no doubt that it would be a great service to your
community if the real estate people and business and civic
organizations continued to insist that rapid transit become the
major element in the overall transportation requirements for
your metropolitan area.
We must look to a balanced transportation system and not
fall into the trap of putting all our eggs in one basket, as has
been done in Los Angeles where transportation is almost entirely oriented to expressways.
There is only one way to prevent large cities and their surrounding subu rbs from being strangled by traffic, poisoned by
exhaust fumes and forced to devote more of their living and
working space to parking lots. That is to provide inexpensive
public transportation service that is frequent, fast and reliable
enough to induce citizens to leave their cars at home when
they go to places of work or pleasure.
Mass rapid transit is about the best bargain since Peter
Minuit, Governor of New Netherlands, bought Manhattan
Island from the Indians for $24 worth of trinkets in the early
1600's. The Dutchman's investment of $24 in 30 square miles
of land now has a physical value of $250 billion.
I am convinced that for any major urban area, mass rapid
transit as the main base of a balanced transportation system
creates and enhances property values like nothing else on earth.
If an urban rapid transit system never earned a dime, it
would still pay for itself a thousand times over through its
beneficial impact on real estate values and increased assessments. The greatest cities in the world have that essential common facility- an efficient rapid transit complex.
The major achievement in public transit in Metropolitan
Toronto has been the successful creation of a subway system.
As far back as 1942 it was realized that the growth and expansion of Toronto would in a few years result in a transit
situation which would be beyond the capacity of surface street
car routes . Separation of street car and automobile traffic was
the obvious solution, and the Commission began to study a
rapid transit system for Toronto.
In 1946, when plans were completed and the war was over,
the subway project was submitted to a vote of citizens who,
by a 10 to 1 majority, endorsed the construction of a subway.
Construction began on a 2-track route from Union Station to
Eglinton Avenue, in September 1949, and on March 30, 1954,
Yonge Street Subway, the first subway in Canada, was open
for business. The total length at that time was 4½ miles, of
which approximately 3 miles is underground and 1½ miles is
in open-cut.
The total cost of Canada's first subway, including right-ofway, rails, electrical distribution system, signal system and
rolling stock was $67,000,000.
This small investment ignited a $10 billion development
explosion along the route from Front and York Streets to its
northern terminal, Eglington Avenue.
The appraised value of all the land and facilities in Metropolitan Toronto is now over $50 billion. $ 15 billion of this
appreci ation in physical value has been added in the last 10
years and two-thirds of this is attributable to the existence
of the Yonge Street Subway.
Properties along the subway route doubled and tripled and
sometimes increased as much as tenfold in value. Land prices
would have increased anyway, but sales at $ 125 to $150 per
square foot near the downtown stations became commonplace.
The 1952-1962 ten year increase in tax assessment in districts contiguous to the Yonge Subway line was 45% in the
downtown area. The assessment increase for the rest of the
city durin g the same period averaged 25% . On this basis, the
subway has craned enough new tax dollars to pay its annual
amortization costs.
Another $2 billion in building is underway and in the planni ng stages in downtown Toronto. There is no doubt that the
subway to downtown, and our new $35 million City Hall, are
the catalysts speeding the redevelopment of Toronto's downtown.
Each year between 2 and 3 milli on square fee t of new office
space and 5,000 apartment suites, of which 3,000 are within
walking distance of the Yonge Street Subway, are being added
to Toronto's skyline.
Up home, they call it boomtown Metro. That it is - with
the highest per capita construction expenditures in N orth
America.
Just for comparison, here are some figures: Metro Toronto
issued permits to allow $800 million in consiruction in 1967.
This building volume compares with $45 1.6 million in permits
last year in the Atlanta standard metropolitan statistical area.
Toronto is now fourth spot in total building in North
America behind Los Angeles, Chicago and New York, cities
which all have more than double metro Toronto's population.
Real estate sales in Metro totalled over $1 billion in 1967
- the highest per capita volume of transfers in North America.
Sales through T he Toronto Real Estate Board's Multiple Listing Service wi ll hit a record $400 million this year compared
to $367 million last year.
The City of Toronto is divided into 24 Planning Districts.
A detailed "Planning Di strict Appraisal" has been, is being or
will be prepared for each Planning District. The character of
each Planning District is thoroughly described in the planning
reports . From these it may be discerned what type of neighborhoods benefit most from the subway.
For example, in a five year period between 1959 and
1963, 48.5 % of all high rise apartment development in the
City of Toronto occurred in four Planning Districts. The
Yonge Street Subway runs right through the center of each
of these Planning Districts.
Similarly, 90 % of all office construction in the same period
occurred in three Planning Districts. The Subway cuts right
through these areas.
In other words, two-thirds of all new development in a five
year period was put in place within five minutes walk from
the Yonge Street Subway. Hundreds of large residential lots,
175 feet wide and 200 feet in depth, were rezoned to accommodate high-density apartment buildings. The apartment land
boom brought as much as $4,000 per suite to speculators.
H eenan, next to lectern, talks rapid transit with M ARTA
Chairman Richard H . Rich.
Going rates offered to home owners were $ 1,000 to $2,000
per front foot. Many fa milies who bought modest houses at
$ 15,000 to $25,000 each, sold them to developers for $50,000
to $75 ,000. Downtown land is selling at upwards to $200 per
square foot or at the rate of $8.7 mill ion per acre. .
There is no doubt that a subway has a tremendous impact
on land use and consequently on land values.
Now the 8-mile crosstown leg of the $200 million project
has been completed to assume a major role in Metro's balanced
tra nsportation system.
But there is no lull in subway construction activity in
Metropolitan To ronto . Work on two more extensions is taking
the subway into suburban districts. Total cost of the extensions
will be $77 million . Now completed, the Bloor-Danforth line
is over fo urteen miles in length and Metropolitan T oronto is
criss-crossed by a total of 21 miles of fast, modern subway
lines .
The city section of the Bloor-Danforth line is carrying
25,000 passengers hourly. It is expected to step up to from
35,000 to 37,000 passengers hourly now with the opening of
the extensions. T he subway line is designed to carry 40,000
hourl y, triple the number of passengers transported on the
fo rmer street car and bus service in the Bloor-Danforth area.
T he proposal for a Bloor-Danforth subway line was made
by the TCC in 1955. P lans were completed in 1958 . Construction started in 1962.
Money was rolling along the tracks, even ahead of the
trains. New bus iness and higher assessments are following the
transit lines li ke bears after honey. The east-west subway is
adjacent to properties which were valued at $250 million
before the project was announced . These same properties have
already doubled in value to $500 million.
The subway's influence on rezoning along the line will
generate $2 billion worth of office and apartment building in
the next ten years.
So you see, land values are directly related to public
transportation.
Real estate value is created by two fund amental things:
people and accessibility. T he more accessible any land area is,
the more valuable it becomes. As a result of their lack of
accessibility, many of our cities are in danger of losing their
economic and cultural vitality, and all of us are paying an
increasingly higher price in terms of tension, time and money
just to move about.
Rapid transit is a continuing program. In Toronto we do
not just build a subway line and forget about it. A decision
has been made and detailed planning is in progress to add a
4½ mile, $87 million northern extension to the Yonge Street
Subway, and acquire the right-of-way fo r a possible fu ture I ¼
mile extension to Finch Avenue at an estimated cost of $2 to
$2½ million. A six-mile rapid transit line is also proposed in
connection with the Spadina Expressway.
I will note here that, as a general principle, is it clear that
as the rapid transit system is extended further from downtown, the stations should be spaced at wider intervals, since
this is the best way to achieve train speeds and traveling times
from the outlying areas which are reasonably competitive with
the private car. This is where the city rapid transit line should
be integrated with or become a commuter train.
As all the bus and auto ro utes leading to commuter parking
stations are improved through road widening, thousands of
acres of land are brought within development range. I would
estimate that each mile of rapid transit brings suburban and
ru ral land three years closer to developmen t.
The amount and intensity of new development and the
volume of retail sales at a given point on the raP.id transit line
are directly proportionate to the passenger traffic to and from
the closest subway station.
I believe I can prove this theory without giving you all the
figures on p assenger flows at each station in Toronto.
There are p rese ntly 36 stations in operation on the Toronto
Subway network. T he three busiest stations are Eglinton, St.
Clair and Queen. Of a daily passenger traffic to all stations
of 400,000 (April, 1966), the three stations handled 28 percent of all daily traffic into the stations . The three station areas
also accounted fo r three-quarters of all new development in
the City of Toronto over the past two years.
In conclusion, I would like to say - as a guest in your
coun try - I am deeply impressed with what I see. We truly
appreciate the royal treatment we have enjoyed during our
stay. Thank you for inviting us here to enjoy it.
M E T ROPO LITAN ATLANTA
RA P ID T RA NSIT AU T H O RITY
8 0 8 GLENN BLDG . • 120 MARIETT A ST ., N.W .
ATLANTA. GA . 30 30 3 ' PHONE 524-57 11
" D IR ECTED BY TH E GEO RGI A S TATE
LE GI SL A TU RE TO DEV E L O P A RA P ID
T R AN S I T SY S T E M FOR THE 5 -COUNTY
M ET R O PO LI TAN ATLANTA AREA , "
Edited by
KIN G ELLIOTT
BOARD OF DIRECTORS
OFF I CERS ,
H1c11Anu H. R 1c 11 , Ch air111m1
HEHll EIIT
J.
DICK SON.
HoY A.
Tr t•asurer
B LOUNT,
E 1n1 UND \\ ' .
V ice Chairman
Huc 1-1Es, Sccretar _,
CIT Y OF ATL A NTA ,
Jou :,., c.
L. D. :\Ill.TON
H.AW SON HA\' ERTY
WILSON
R1ouno H. R1 cH
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�WASHINGTON, D. C., PROTOTYPE
GOES ON DISPLAY
The prototype of the new Washington, D. C., "Metro"
rapid transit car is now in the midst of a series of appearances
for public inspection in the four counties and four cities which
will be served by the 97-mile rapid rail transit system, scheduled
to begin initial operation in 1972. The prototype has sculptured,
contemporary design, featuring a polished metal exterior
and tinted panoramic windows. Passengers will enter the vehicle
through three, 50-inch wide double doors on each side.
The interior of the car permits two-by-two seating for 82
passengers. The decor includes wall-to-wall, wool pile carpeting in gold and brown, with seating in black, saddle tan, and
oyster white.
When the Metro is completed, more than 800 cars will
carry millions · of commuters per year in air-conditioned comfort at speeds up to 75 miles per hour.
"The High Cost of Delay."
MARTACTION
At its regular meeting July 2, the MARTA Board of
Directors approved a planning study fo r a line in the
Perry Homes-Proctor Creek area. The study was estimated to cost $16,000 and would take eight to ten weeks
to complete.
A t the August 6 meeting, the Board agreed to retain
the planning fi rm of Eric H all Associates to continue
work to coordinate MARTA's plans with those of other
public agencies and private development groups.
The Board adopted a resolution calling for a public
hearing on the proposed "Buckhead Alternate" route; the
hearing was set fo r Thursday, August 15, 1968, at 7: 30
p.m. at the Garden Hills Elementary School. (See page 5.)
RAPID TRANSIT
BULK RATE
PROGRESS
PAID
M E T R OPO LITA N ATLAN TA R A P I D T RA N S IT A U T H O RIT Y
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PHON E 52 4 -5 7 1 1 ( AREA CO D E 404 )
A U G. - SE P T .. 1 96 B , VO L . 3
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AT L AN T A , GE O RG I A 3 0 3 0 3
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Mr. Da~ E. Sweat , Jr,, Direc tor of
Gover :imcntal Lla ~so :1 , Ci ty of At. a , ta
City Hall
Atla:ita , Ga.
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30303
U.S. Postage
Atlanta, Ga .
Permit No. 705
�
Text
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“MARTA REPORTS TO THE PEOPLE IT SERVES...”
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
~ TRANSIT CHIEF HAILS
ATLANTA RAPID TRANSIT PLANS
Paul L. Sitton, newly-named chief of the Urban Mass
Transportation Administration, U. S. Department of Trans-
portation, has commended Atlanta leaders for taking the
initiative in developing a proposal for a rapid transit system.
Sitton, a native of DeKalb County and a graduate of Emory
University, was in Atlanta August 27 to meet with transporta-
tion and government officials. At a news conference that
afternoon, he praised Atlanta for having “a leadership that is
concerned with the future.”
Sitton stated, “I think a mass transportation system for At-
lanta is essential for future growth and development.” On the
topic of available federal funds, he noted that in other cities
which are building new rapid transit facilities, “The federal
government has been prepared to meet its commitment to these
programs.”
He commended Atlanta for having “a very well-balanced
approach to transportation,” and observed that rapid transit in
Atlanta would have a beneficial effect on the entire state.
The text of the news conference is printed in its entirety
in succeeding paragraphs.
A number of local elected officials and business leaders
attended the news conference to meet Mr. Sitton and to hear
his comments. These included Atlanta Mayor Ivan Allen, Jr.;
Fulton County Commission Chairman Charlie Brown; Nelson
Severinghaus, Chairman of the Atlanta Region Metropolitan
Planning Commission; MARTA Vice-Chairman Roy Blount;
and MARTA Directors John C. Wilson and Dr. Sanford At-
wood. Georgia former Governor Carl Sanders introduced Sit-
ton to the group of about 30 persons, including representatives
of newspapers, radio and television.
Sitton opened the news conference by explaining that he
has been traveling around the country since his nomination,
visiting the cities to familiarize himself with their problems in
transportation and their plans for solutions.
SITTON: I think Atlanta is a very unique city... . Atlanta
is a center city—a central distribution area for a large part of
the nation—for the Southeast. Atlanta has grown, it has de-
veloped, it has looked forward to its future. In fact, Atlanta
has always anticipated its future. I think the Lockner Program
for highway development in this area is indicative of this. I
think the high-rise office development is a recognition that
Atlanta will truly be the central service city of the Southeast
for governmental services, for banking, for retailing, cultural
activities and other activities of this nature that make up the
critical activities of a classic city of the size of Atlanta.
Aristotle said that the people came together in cities to live,
and they stayed there in order to live the good life. The
Congress, when it enacted the Urban Mass Transit Act in 1964,
recognized that there was a need for national support of pro-
grams in major urban areas of our country to improve their
transportation. It reflected a recognition on the part of the
Congress that our urban areas are changing. They are perhaps
the most dynamic part of our economy; they are, there’s no
question about it. And there is a growing demand for services
of an affluent society. Transportation is one of those services.
The Department of Transportation is attempting to take all
of the programs concerned with transportation and which re-
late to our cities—highways, urban mass transportation, avia-
tion, and so forth—and to weave them into a systematic pat-
tern in which we can see how the central cities, or the central
business districts, can best be served—how to move people
back and forth to work, how to provide for recreational out-
lets—all of these cannot be carried out without a significant
transportation service.
Atlanta to me, as I said, is a classical example of this
city. I think, also, that Atlanta has a unique leadership among
the cities that I’ve visited. Atlanta has a leadership that is con-
cerned with its future, it is concerned with its growth, and
recognizes the things that have to be done in the future, if At-
lanta is to remain the cultural and business and economic
center of this fast-growing section of our nation.
I came here to get a briefing on the mass transit program
which is under study and under consideration by the region;
(continued )
At news conference, left to right, are John Wilson, MARTA
Director; Roy Blount, MARTA Vice Chairman; Paul Sitton,
UMTA Director; and Carl Sanders, former Governor of Geor-
gia.
AUG.-.SEPT., 1968
VOL. 3 — NO. 6
TRANSIT CHIEF (continued)
I wanted to see how it is integrated with the total plan of the
development of the area, and try to understand this as one of
the major component problems that we face on a national level.
I will be glad to answer any questions or discuss any issues
that you may have, or specific points concerning the program
that I administer.
QUESTION: There seems to be one key factor in Atlanta’s
rapid transit plan and that key factor is money. How far is the
federal government going to participate in rapid transit?
SITTON: Well, let me put it this way—the federal govern-
ment between 1964 and 1967 provided over 400 million dollars
in grants to support certain cities that were prepared to move
ahead with development of their transportation system. We
have supported the San Francisco BARTD project; we have
provided for replacement equipment in Chicago, in New York,
in Philadelphia—there are active projects underway in those
cities. In each case, the federal government has been prepared
to meet its commitment to these programs. And I think that
the political response of the two parties, the recognition by
the Congress and the Administration of the critical federal role
is an answer to the question of the willingness of the federal
government to meet the matching requirements it has set forth
in the federal grant program.
QUESTION: Is there enough money
available now to get Atlanta off the
ground?
SITTON: There is not enough money
available to get any one city off the
ground, because you have to approach
these projects in developmental stages.
One Congress cannot commit itself from
one term to the next. We are trying to
work out long term programs of authori-
2 zations that will permit the cities to plan
Paul L, Sitton and to look to the future. I feel that with
the support of the cities and of our Congress, we can provide
the kind of sound program that will permit the cities to proceed
with the assuredness that the federal support required to sustain
these programs will go ahead.
At the present time, we have 190 million dollars in grants
that are available for this fiscal year.
I might also add that, in terms of this, we provide support
under research programs looking to what the future prospects
are for augmenting systems that are provided and for looking
at new technology that may come along.
QUESTION: From your knowledge of Atlanta and from
what you've seen on your visit this time, how important is a
rapid transit system of some type to Atlanta?
SITTON: I think a mass transportation system for Atlanta
is essential for future growth and development. With a city
with the projected population that you envision in the next 20
or 30 years, one cannot see its future development taking place
at the pattern that you anticipate in terms of your economic
growth without providing the key service that is necessary to
serve a central city like this. And this can only come about
through some very effective, convenient, rapid, and viable form
of mass transportation.
The people of Atlanta have a choice—the choice is to move
ahead with the transportation that you are planning and antici-
pate the future growth of your city in a constructive and a
progressive manner, taking into account what the economic
growth potentials of this area are, what the population is, and
by providing the services that are essential to sustain these
jobs, this economy at a high level. And to provide the qualities
of excellence that are necessary in our society today to provide
the kind of life that our people demand and will want. The
other alternative is to let “drift” take place—no planning, no
prospective analysis of what will happen in the future, and
permit things to proceed in a kind of a “drift pattern,” and
I don’t think Atlanta will take that choice.
QUESTION: How does it tie-in with the development of
highway programs?
SITTON: I’m glad you mentioned that, because we are
working—in fact, I came from a meeting this morning out at
the airport with regional highway officials from all over the
United States, explaining the program, how the mass transit
program ties in very closely with the highway system. It doesn’t
compete with highways, it augments highways. We have high-
way demands that far exceed the revenues that are available,
even under existing laws, to meet those demands. What we are
trying to do is to make highways more efficient in terms of
moving more people who want to use their automobile along
these highways, and remove the clogging and congestion that
restrict the use of them at this time, and, prospectively, in the
future. So, it’s an augmentation of existing forms of transporta-
tion and existing services.
QUESTION: If Atlanta is successful in passing a bond
referendum this fall, how long will it have to wait for matching
funds from the federal government?
SITTON: Well, let me put it in this light—the federal
government has been prepared whenever a major city has come
forward with a plan and with a viable financing scheme to
provide the grants that are needed. We have done this on a
timely basis. And, in planning the future of this program, we
are certainly taking into account the prospective demands that
will be placed upon this program by Atlanta and other cities.
QUESTION: Are you familiar enough with Atlanta’s plan
to say whether or not it’s a well-integrated and adequate plan?
SITTON: I have followed Atlanta’s plan from Washington
over the past several years, primarily when I was working on
the highway program, and trying to make sure that federal pro-
grams at the local level were being placed as part of an inte-
grated plan. I would say that in no city that I’ve been in and
worked with has there been a more constructive effort on
the part of all parties to bring together into a systematic ap-
proach to the problem of transportation the solution that we
are seeking in a balanced transportation system, The answer
is, Atlanta has, as far as I've seen in Washington, a very well-
balanced approach to transportation.
QUESTION: Would you elaborate on a situation where
one metropolitan county did not participate in the rapid transit
program?
SITTON: I can’t elaborate in detail, but I can point to an
example where, in San Francisco, I believe, the plan is pro-
ceeding without the participation of Marin County, which is
across the Bay from San Francisco, and which was part of the
initial system. That’s the only example I know of. The essential
thing to focus upon, however, is the need for an initial core
system. The need for experience, the need for trying to adjust
the travel patterns. There is no question in my mind, once a
system is developed and the economic benefits flow from it,
that you will see a full regional participation at some point in
the future.
QUESTION: How would it affect the county not partici-
pating?
SITTON: I think it certainly would affect the county, in
terms of its integration into the total system, of the total
metropolitan growth and economy of the metropolitan area,
Like having an arm cut off, you know, it’s lying there not very
effective.
QUESTION: How will rapid transit benefit the rest of the
state?
SITTON: That's a very good question; I’m glad you asked
that. What benefits Atlanta benefits the State of Georgia. What
benefits Atlanta benefits the Southeast. What benefits Atlanta
benefits the nation. The benefits that grow from an efficient
form of transportation service to a core area like this spreads
throughout the economy. It has a very distinct “multiplier
effect,” if I may use a word of BARTD, and it will have very
large implications for people in other parts of the state, They
come here to perform many functions and services; they rely
upon Aflanta as a distribution center. All of this affects the
cost of doing business. Thank you, gentlemen. (End of news
conference.)
MARTA REJECTS
"BUCKHEAD ALTERNATE’
The proposed “Buckhead Alternate” was rejected by the
Board of Directors of the Metropolitan Atlanta Rapid Transit
Authority at its regular meeting September 3, 1968. After
hearing a report of the Engineering and Design Review Com-
mittee, presented by Mitchell C. Bishop, the Board agreed
unanimously that future planning of the Northeast rapid transit
line should proceed on the Southern Railroad alignment as
proposed earlier.
The following is the text of the EDR Committee report:
REPORT OF THE ENGINEERING AND DESIGN
REVIEW COMMITTEE METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
SEPTEMBER 3, 1968
SUBJECT: “Buckhead Alternate”
In accordance with the decision of the Board at the August
meeting, a public hearing was held Thursday night, August
15, at the gymnasium of North Fulton High School on the
subject of the proposed “Buckhead Alternate” alignment for
the Northeast rapid transit route. Director John Wilson pre-
sided, Director Rawson Haverty assisted Mr. Wilson.
Advantages and disadvantages of both lines were pre-
sented by MARTA consultants at the public hearing, Among
the advantages which Leon Eplan, of Eric Hill Associates,
attributed to the “Buckhead Alternate” were the following:
1. Direct service to the Buckhead business district;
2. Two additional stations;
3. Better access by residents of Peachtree Road and
Roswell Road;
4, Improved possibilities for orderly growth and develop-
ment of the area, especially in the vicinity of stations;
and,
5. Probability of greater patronage in the future.
The disadvantages which were voiced included the follow-
ing:
e 1. The requirement for a greater number of homes, busi-
nesses, and other private property for right-of-way.
2. The need for some right-of-way on, or adjacent to,
property now being used for parks, schools and
churches;
3, The inconvenience of major construction through estab-
lished neighborhoods; and,
4. The additional cost of $48 million for the “Buckhead
Alternate” over that of the railroad alignment.
One thousand people attended the public hearing. About
forty-five persons, other than MARTA consultants, addressed
the hearing. Two of these spoke in favor of the “Buckhead
Alternate”; others spoke against it, generally because of the
disadvantages referred to earlier.
The audience almost in its entirety supported the statements
made by those opposing the “Buckhead Alternate.” They lis-
MARTA Director John Wilson presides at Public Hearing on
“Buckhead Alternate.”
tened to the arguments favoring the Alternate alignment, but
gave clear indication of their opposition to the proposed
Alternate.
It should be mentioned here that when the audience was
given opportunity, on four different occasions, to express their
opinion of rapid transit generally, they showed just as great
enthusiasm for rapid transit as originally proposed as they
showed opposition to the proposed Alternate.
: \ = f
Atlanta Alderman Douglas L. “Buddy” Fowlkes was one of
about 40 persons who gave their views on the suggested alter-
nate route.
In addition to the comments made by the speakers, addi-
tional comments were registered in writing, and several peti-
tions of opposition were submitted, including the one given to
this Board at its previous meeting. In addition, in response to a
request from the audience, the formal record was held open
until the following Thursday to allow the submission of written
statements for the record. The written comments submitted
reflected the same opinions in the same proportion as the
spoken comments at the meeting — the majority opposing the
“Buckhead Alternate.”
This Authority was given the responsibility by the people
of this area, and by their elected officials, to develop a pro-
posal for a rapid transit system which will serve the people of
this area in the best manner at the lowest possible cost. While
there are advantages and benefits to the ‘“‘Buckhead Alternate,”
the disadvantages and additional cost in this situation would
appear to indicate the adoption of the route proposed along
Southern Railway right-of-way.
It is for the reasons outlined herein, that the Engineering
and Design Review Committee therefore recommends that the
“Buckhead Alternate” alignment be rejected and the alignment
along the Southern Railway rights-of-way be adopted for
further planning in the development of a proposed system of
routes and station locations for the regional rapid transit
system.
nasium of North Fulton High School.
THE INFLUENCE OF RAPID TRANSIT
ON REAL ESTATE VALUES IN TORONTO
G. Warren Heenan, past president of the Toronto Real
Estate Board, was a principal speaker at Georgia Tech's “Con-
ference on Impending Technology, Its Challenge to Livable
Cities,” on May &.
Heenan spoke on “The Influence of Rapid Transit on Real
Estate Values in Toronto.” He observed that in many ways,
the Atlanta of today is remarkably similar to Toronto in the
late 1940’s when Toronto embarked on building its rapid
transit system. Excerpts from Heenan’s speech are reproduced
below.
I have enjoyed the cultural, social and
historical features, and witnessed the
community pride and spirit, which have
made Atlanta one of North America’s
truly great cities. Metropolitan Toronto,
like Atlanta, is a fabulous boomtown. In
the next few minutes at my disposal, I
would like to relate to you what has
a happened, and the exciting developments
about to take place in Toronto, as a
G. Warren Heenan direct result of the existence of a bal-
anced transportation system. Balanced transportation, featuring
Rapid Transit as the main component, is the key to phenomenal
urban growth.
Above all, the one thing that all large North American
cities have in common is the problem of automobile traffic
congestion. More and more great cities are working toward
Rapid Transit as a solution to traffic strangulation.
For example, of the existing Rapid Transit cities, New
York, Boston, Philadelphia, Cleveland, Chicago and Toronto,
all have extensions now under construction. A number of other
cities are in the advanced stages of planning entirely new
systems. Amongst these are: Seattle, Baltimore, Atlanta, Los
Angeles, Pittsburgh, and St. Louis. However, in spite of this
spectacular pace of expansion and planning of mass transit
facilities, there is more and more evidence that traffic con-
gestion is strangling the growth of many of North America’s
great cities because they have neglected to provide for total
transportation needs.
Local and state leadership must take the initiative in identi-
fying transportation problems and developing solutions. The
Federal Government, whose transit role has only recently been
defined, can play an important supporting role in helping cities
achieve balanced metropolitan transportation systems.
There is no doubt that it would be a great service to your
community if the real estate people and business and civic
organizations continued to insist that rapid transit become the
major element in the overall transportation requirements for
your metropolitan area.
We must look to a balanced transportation system and not
fall into the trap of putting all our eggs in one basket, as has
been done in Los Angeles where transportation is almost en-
tirely oriented to expressways.
There is only one way to prevent large cities and their sur-
rounding suburbs from being strangled by traffic, poisoned by
exhaust fumes and forced to devote more of their living and
working space io parking lots, That is to provide inexpensive
public transportation service that is frequent, fast and reliable
enough to induce citizens to leave their cars at home when
they go to places of work or pleasure.
Mass rapid transit is about the best bargain since Peter
Minuit, Governor of New Netherlands, bought Manhattan
Island from the Indians for $24 worth of trinkets in the early
1600’s. The Dufchman’s investment of $24 in 30 square miles
of land now has a physical value of $250 billion.
j am convinced that for any major urban area, mass rapid
transit as the main base of a balanced transportation system
creates and enhances property values like nothing else on earth.
If an urban rapid transit system never earned a dime, it
would still pay for itself a thousand times over through its
beneficial impact on real estate values and increased assess-
ments. The greatest cities in the world have that essential com-
mon facility—an efficient rapid transit complex.
The major achievement in public transit in Metropolitan
Toronto has been the successful creation of a subway system.
As far back as 1942 it was realized that the growth and ex-
pansion of Toronto would in a few years result in a transit
situation which would be beyond the capacity of surface street
car routes. Separation of street car and automobile traffic was
the obvious solution, and the Commission began to study a
rapid transit system for Toronto.
In 1946, when plans were completed and the war was over,
the subway project was submitted to a vote of citizens who,
by a 10 to 1 majority, endorsed the construction of a subway.
Construction began on a 2-track route from Union Station to
Eglinton Avenue, in September 1949, and on March 30, 1954,
Yonge Street Subway, the first subway in Canada, was open
for business. The total length at that time was 414 miles, of
which approximately 3 miles is underground and 114 miles is
in open-cut.
The total cost of Canada’s first subway, including right-of-
way, rails, electrical distribution system, signal system and
rolling stock was $67,000,000.
This small investment ignited a $10 billion development
explosion along the route from Front and York Streets to its
northern terminal, Eglington Avenue.
The appraised value of all the land and facilities in Metro-
politan Toronto is now over $50 billion. $15 billion of this
appreciation in physical value has been added in the last 10
years and two-thirds of this is attributable to the existence
of the Yonge Street Subway.
Properties along the subway route doubled and tripled and
sometimes increased as much as tenfold in value. Land prices
would have increased anyway, but sales at $125 to $150 per
square foot near the downtown stations became commonplace,
The 1952-1962 ten year increase in tax assessment in dis-
tricts contiguous to the Yonge Subway line was 459% in the
downtown area. The assessment increase for the rest of the
city during the same period averaged 25%. On this basis, the
subway has eraned enough new tax dollars to pay its annual
amortization costs.
Another $2 billion in building is underway and in the plan-
ning stages in downtown Toronto. There is no doubt that the
subway to downtown, and our new $35 million City Hall, are
the catalysts speeding the redevelopment of Toronto's down-
town.
Each year between 2 and 3 million square feet of new office
space and 5,000 apartment suites, of which 3.000 are within
walking distance of the Yonge Street Subway, are being added
to Toronto’s skyline.
Up home, they call it boomtown Metro. That it is — with
the highest per capita construction expenditures in North
America.
Just for comparison, here are some figures: Metro Toronto
issued permits to allow $800 million in construction in 1967.
This building volume compares with $451.6 million in permits
last year in the Atlanta standard metropolitan statistical area.
Toronto is now fourth spot in total building in North
America behind Los Angeles, Chicago and New York, cities
which all have more than double metro Toronto’s population.
Real estate sales in Metro totalled over $1 billion in 1967
—the highest per capita volume of transfers in North America.
Sales through The Toronto Real Estate Board’s Multiple List-
ing Service will hit a record $400 million this year compared
to $367 million last year.
The City of Toronto is divided into 24 Planning Districts.
A detailed “Planning District Appraisal” has been, is being or
will be prepared for each Planning District. The character of
each Planning District is thoroughly described in the planning
reports. From these it may be discerned what type of neighbor-
hoods benefit most from the subway.
For example, in a five year period between 1959 and
1963, 48.5% of all high rise apartment development in the
City of Toronto occurred in four Planning Districts. The
Yonge Street Subway runs right through the center of each
of these Planning Districts.
Similarly, 90% of all office construction in the same period
occurred in three Planning Districts. The Subway cuts right
through these areas.
In other words, two-thirds of all new development in a five
year period was put in place within five minutes walk from
the Yonge Street Subway. Hundreds of large residential lots,
175 feet wide and 200 feet in depth, were rezoned to accom-
modate high-density apartment buildings. The apartment land
boom brought as much as $4,000 per suite to speculators.
—
L
Heenan, next to lectern, talks rapid transit with MARTA
Chairman Richard H. Rich.
Going rates offered to home owners were $1,000 to $2,000
per front foot. Many families who bought modest houses at
$15,000 to $25,000 each, sold them to developers for $50,000
to $75,000, Downtown land is selling at upwards to $200 per
square foot or at the rate of $8.7 million per acre.
There is no doubt that a subway has a tremendous impact
on land use and consequently on land values.
Now the 8-mile crosstown leg of the $200 million project
has been completed to assume a major role in Metro’s balanced
transportation system.
But there is no lull in subway construction activity in
Metropolitan Toronto. Work on two more extensions is taking
the subway into suburban districts. Total cost of the extensions
will be $77 million. Now completed, the Bloor-Danforth line
is over fourteen miles in length and Metropolitan Toronto is
criss-crossed by a total of 21 miles of fast, modern subway
lines.
The city section of the Bloor-Danforth line is carrying
25,000 passengers hourly. It is expected fo step up to from
35,000 to 37,000 passengers hourly now with the opening of
the extensions. The subway line is designed to carry 40,000
hourly, triple the number of passengers transported on the
former street car and bus service in the Bloor-Danforth area.
The proposal for a Bloor-Danforth subway line was made
by the TCC in 1955. Plans were completed in 1958. Construc-
tion started in 1962.
Money was rolling along the tracks, even ahead of the
trains. New business and higher assessments are following the
transit lines like bears after honey. The east-west subway is
adjacent to properties which were valued at $250 million
before the project was announced. These same properties have
already doubled in value to $500 million.
The subway’s influence on rezoning along the line will
generate $2 billion worth of office and apartment building in
the next ten years.
So you see, land values are directly related to public
transportation.
Real estate value is created by two fundamental things:
people and accessibility. The more accessible any land area is,
the more valuable it becomes. As a result of their lack of
accessibility, many of our cities are in danger of losing their
economic and cultural vitality, and all of us are paying an
increasingly higher price in terms of tension, time and money
just to move about.
Rapid transit is a continuing program, In Toronto we do
not just build a subway line and forget about it. A decision
has been made and detailed planning is in progress to add a
414 mile, $87 million northern extension to the Yonge Street
Subway, and acquire the right-of-way for a possible future 114
mile extension to Finch Avenue at an estimated cost of $2 to
$214 million. A six-mile rapid transit line is also proposed in
connection with the Spadina Expressway.
I will note here that, as a general principle, is it clear that
as the rapid transit system is extended further from down-
town, the stations should be spaced at wider intervals, since
this is the best way to achieve train speeds and traveling times
from the outlying areas which are reasonably competitive with
the private car. This is where the city rapid transit line should
be integrated with or become a commuter train.
As all the bus and auto routes leading to commuter parking
stations are improved through road widening, thousands of
acres of land are brought within development range. I would
estimate that each mile of rapid transit brings suburban and
rural land three years closer to development.
The amount and intensity of new development and the
volume of retail sales at a given point on the rapid transit line
are directly proportionate to the passenger traffic to and from
the closest subway station.
I believe I can prove this theory without giving you all the
figures on passenger flows at each station in Toronto.
There are presently 36 stations in operation on the Toronto
Subway network. The three busiest stations are Eglinton, St.
Clair and Queen. Of a daily passenger traffic to all stations
of 400,000 (April, 1966), the three stations handled 28 per-
cent of all daily traffic into the stations. The three station areas
also accounted for three-quarters of all new development in
the City of Toronto over the past two years.
In conclusion, I would like to say—as a guest in your
country —I am deeply impressed with what I see. We truly
appreciate the royal treatment we have enjoyed during our
stay. Thank you for inviting us here to enjoy it.
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
BO8 GLENN BLOG. +120 MARIETTA ST. N.W.
ATLANTA, GA, 30303 * PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FORTHE 5S-COUNTY
METROPOLITAN ATLANTA AREA,"
Edited by Kinc EuLLioTr
BOARD OF DIRECTORS
OFFICERS:
Kov A, Heawwr, Pree Chodrman
Enavan W. Huenes, Seeretars
Ricnano H. Rrew, Chatrmian
Hensent J. Inekson, Treasiirer
CITY OF ATLANTA:
Joun C. Wiison L. 1. Minrox
Ricuann H. Ric Rawson Haverty
CLAYTON COUNTY:
S. Treeie Caray
DEL ALN COUNTY:
Tov A, Baws Dna. Saxrony Arwoon
FULTON COUNTY:
Ion C. Stara Mitcuen. €. Branor
GWINNETT COUNTY:
Ku AL MeMintows
COMR COUNTY (Observer)
tre A, Tittamy, Jn
MARTA STAFF:
Heany L, Steaut, Generw!l W '
Eam W, Nesson, Chief Enginevs
kine Eniaotr, Me raf Public Mnfornation
H.N. Jowsxson.. ddministratine dsaistane to deemeral Wenger
I
WASHINGTON, D. C,, PROTOTYPE
GOES ON DISPLAY
The prototype of the new Washington, D. C., “Metro”
rapid transit car is now in the midst of a series of appearances
for public inspection in the four counties and four cities which
will be served by the 97-mile rapid rail transit system, scheduled
to begin initial operation in 1972. The prototype has sculptured,
contemporary design, featuring a polished metal exterior
and tinted panoramic windows. Passengers will enter the vehicle
through three, 50-inch wide double doors on each side.
The interior of the car permits two-by-two seating for 82
passengers. The decor includes wall-to-wall, wool pile carpet-
ing in gold and brown, with seating in black, saddle tan, and
oyster white.
When the Metro is completed, more than 800 cars will
carry millions of commuters per year in air-conditioned com-
fort at speeds up to 75 miles per hour.
“The High Cost of Delay.”
MARTActTion
At its regular meeting July 2, the MARTA Board of
Directors approved a planning study for a line in the
Perry Homes-Proctor Creek area. The study was esti-
mated to cost $16,000 and would take eight to ten weeks
to complete.
At the August 6 meeting, the Board agreed to retain
the planning firm of Eric Hall Associates to continue
work to coordinate MARTA’s plans with those of other
public agencies and private development groups.
The Board adopted a resolution calling for a public
hearing on the proposed “Buckhead Alternate” route; the
hearing was set for Thursday, August 15, 1968, at 7:30
p.m. at the Garden Hills Elementary School. (See page 5.)
806 GLENN BLDG. :
PHONE 524-5711 (AREA CODE 404)
120 MARIETTA ST.. N.W. -
AUG.-SEPT..1968,VOL.3 — NO.6
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
BULK RATE
U.S. Postage
PAID
Atlanta, Ga,
Permit No. 705
ATLANTA, GEORGIA 30303
Mr. Dan E. Sweat, Jr., Director of
Governmental Liaison, City of Atlasta
City Hall
Atlanta, Ga.
30303
Dublin Core
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Box 6, Folder 10, Document 62
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/19aec19dfdbe9bb42f187c023ab861b6.pdf
eb2fc7cb89e58ea8ac41678b4b7a3b30
Scripto
Transcription
A written representation of a document.
~
r
~
ReLC. .A.P.
NUMBER rn ·
CENTRA L ATLANTA PROGRESS, me.
Do.es Atlanta Need RAPID TRANSIT
This is one of the most important questions to face Atlantans
in modern times.
OCTOBER 18, 1968
2 PEACHTREE STREET, N.W., SUITE 2740
7
THIS IS NO CHOICE BETWEEN RAPID TRANSIT OR HIGHWAYS
All of both that can be built will be needed.
Response to this question will detennine ..... .
But, it's perfectly obvious that highway construction into the
central core cannot continue without limit.
whether we grow or choke
whether we have a strong central hub or disintegrate
ATLANTA MUST MOVE FORWARD -- OR BACKWARD -- IT CAN'T STAND STILL,
whether we go forward or bog down
whether we compete with other regional cities or not
in summary, whether ·we are to become a truly great City.
RAPID TRANSIT IS NEEDED NOW . ... NOVEMBER 5th IS THE DATE OF
DECISION .... A VOTE "FOR" IS A VOTE "FORWARD".
BASIC PHILOSOPHY IMPORTANT
A city can sprawl --- or it can develop like a wheel, with a
noticeable "hub" and satellite development all around, with
trafficways and corridors lihking places of residence, places
of work, recreation areas, shopping and entertainment facilities.
The dramatic concentration of new high-rise office buildings and
apartments in central Atlanta is evidence of our commitment to
the strong central . core type of city --- with other elements
around the central core comprising a great Metro wheel.
BUT, A STRONG HUB!
In Montreal, a sparkling new rapid trans it system not only
moves thousands of people to and from work, but has helped
build an exciting new downtown. Atlanta can do li kewi se .
ACCESSIBILITY/CIRCULATION VITAL TO THE HUB
For the hub to grow --- and function efficie ntly
it mu st be
readi ly access i bl e t o t hose seeki ng t o rea ch it, and i t must be
operable internally.
Otherwise, the growth will go elsewhere.
OF COURSE, R/T WILL BE EXPENSIVE --- BUT ... . ... .
so will be the cost of not doing it.
TELLING THE CENTRAL ATLANTA PROGRESS STORY
in lost efficiency
in accidents -- damages
In the loss of Honorable Ivan Allen, Sr., Atlanta
has lost one of its grea t citizens --- a person
,hose love for Atlanta and vision for its future
have left an indelible mark. We extend deepest
sympathy to Mayor Ivan Allen, Jr ..
Executive Director spoke to the Nort hs ide Kiwanis Clu b Oct. 4th.
injuries
deaths
in lo ss of development opportunities and the jobs
and tax base t here in represented
in los s of property values as streets choke up
Will address Decatur Rotary Club on November 1st.
Secretary of State of Florida, Tom Adams, visited Centra l Atlanta
Prog ress on Octo ber 16t h to learn of this un ique particjpation
of priv~te enterprise in a cooperative effort to build a better
City .
in loss of business activity
in tryi ng to pay for less workable so lu tions (for
ex ampl e, some ci ties have found that it costs as
mu ch as $2 1, 000 average TO ADD TO THE EXPRESSWAY
SYSTEM THE CAPACI TY TO MOVE ONE ADDITIONAL
VEHI CLE. )
-
In the current urban cr i sis, those centra l cores tha t do sound
planning and act forcefully wi ll move forward
the othe rs
will falter.
Bob Bivens
�REPR INT FROM THE ATLANTA JOURNAL
(By Ce ntra l At l anta Progress, In c. 9/30/68 )
Downtown: I 's the
By TOM WALKER
At la nta Joar na l Re a l E:i late Ed t111 r
Like the hub of a wheel 1 the
downtown core of a ma10r city
is the axis around which its
suburbs turn. Atlanta is no excepuon .
From th is central point, the
sprawling urba n community is
held together in a meaningful
pattern. Without it, these
outlying areas would be just
so many unrelated neighborhoods.
This is why so much concern is expressed in Atlanta
and othe r cities about the
hea lth and vita lity of the
downtown core. In aver real
sense the siren
o
e eniire ur ban complex depends
llpon the sfrenglh of the ce~
,tral city. just as the extremities of a human being depend
upon the beat of the human
hea,rt.
Ma ny agencies and individuals-both private and governmental-are actively engaged
in -the business of keeping Atlanta'5 downtown strong.
THE PR IVATE real estate
developers are in t he forefront
in this effor.t, with such major
projects as:
- Peachtree Center, an In-lel'llationally known deve lopment that will eventually en- ·
compass office, enterta inment
and living space.
-The projected " air rights"
complex of office. hotel and
retail bui ldings which Dallas
deve loper Ray,nond Nasher
plans to construct over the
railroad tracks nitar the Sta te
Capitol.
- The sim il ar air rig11ts project which Cousins Properties,
Inc . of Atlanta plans over the
railroad right-of-way at Sprin g
Street and Techwood Drive.
- The Georgia State College
ex pansion plans which will
make way for a school of
25,000 students by 1975 right in
the hearit of Atlanta .
-The government center,
where stale. city and county
agencies are housed. but
which will need room fo r expansion in the future .
- Colony Square, a complex
of office bu ildings, apartments, hotel, retail and restaura nt Facilities on P eachtree '
at I Hh streets.
P L US DEVELOPMENTS
connerted with the Georgia
Tech campus. the Atlanta
Civic Center and new highrise. med ium -r ise and Jow~ise
office buildings in downtown
Atlanta that. are almost too
numerous to keep up with .
And at some future date. developments associated with
the Metropolitan At I a n ta
Rapid Transit system will
help transfi gure the downtown
core .
These are projects or plans
which have already been
made public. and have advanced to one or another
stage of advanced planning or
actual construction. But there
are other dramatic plans for
downtown Atlanta which are
Hu
The rime re uisites of a
down own area, sa1
r. tven\ are that 1t be alfracLlve 1 :
eas_ to ~el around ffi, and safe.
One o the maior trends in
downtown Atlanta development,
he said, is the large-scale complex, such as Peachtree Center .
Business News and
Rea 1·Estate·
Frido y, Septem be r 20, 1968
still in the formulative stage,
but all of them are aimed at
creating a stron~. throbbing
central hub (or a sprawling
metropolitan community .
THE DOWNTOWN, however, is the center of more
than just a prom ising future
- it is the center of some.
major ur ban problems which·
will have to be solved before
the promise can be ful filled .
These include d o w n to w n
blight ; ghetto and slum areas:
deteriorming neighborhoods,
within the very shadows of
gleaming new office structures ; transitional business
districts where vacant buildings sit idle within a short
walk of F ive Poi nts , fin anci al
center of the Southeast ; congested streets and clogged freeways - among others.
Coping with the future of
this high-density downtown
core requires detailed study of
literally every square fool of
space .
In its planning " you've got
to ta lk about feet and inches
where you might be lalk in1;
about miles if you're considering areas Carther out,' ' sairi
Robert W. " Bob" Bivens. executive director of Central Atlan ta Progress (CA P).
A PRIVATELY FINANCED
The overall goal of CAP,
said its executive director. ,s
1'to develop ideas that make
sense and see them through.11
THE AIM IS NOT to come
up with
"me in the skv" nr2:
posats that sound great, but
are 1mpract1cal. The tdea 1s to
come up with sensible, practica l proposals.
A community which develops the .la!ter 1s m the best position to take advanta~ of
mone which 1s ava1able
rom ex1s m sources sue as
a num er o e era agencies) , he sa1d 1 and also 1s m
6e!!er 9*s1t1on lo mlluence
priva te evelopers.
Associate Drrector Donald
G. Inirram said : ,1We want to
enllsF the pnvate sectbf I tD
make ir1vate
enleronse a
earl of he ~rocess of fmd mg
solutions . T 1s refu resents a
iiewC!imens1on: I e mvolvement of the busmess community in the process of olannmg. II they are mvol ved , we
th ink they wilt carry out the
~
"
""Aflhe same time, Mr. Bivens emphasized, CAP works
closely with the public planning agencies in the overall
search for an answer to the
question : What kind of core
dqes a booming. metropolita n
area need, and how can th is
be brought into reality?
The central core of Atlanta
is hard to deline in exact
terms. As conceived ~ Central Atlanta Progress. it is
somewhat lar~er than .!;!'•, _region which most people proba- ·
bly think of as " downtown."
agency, Central Atlanta Progress , in effect. is the business
community's own planning
agency. as opposed to the publicly fi nanced planning departments of the City of Atl anta .
the metropolitan area and the ·
St.ate of Georgia .
GE NE R A LL Y,
THE
As such it is unique "locally,
"CORE' ' is defin ed as the
and possi bly is unique among
area from Brookwood Station
major cities of the nation.
on the north to Atlanta StaAs Mr. Bivens puts it. Cen.
dium
on the south , and within
tral Atlanta P rogress is th11
the
railroad belt line extendlatest step in the evolutionary
ing eastward beyond Bouleprogress of the business comvard-Monroe Drive and westmunity of central Atlanta.
ward
as f;rr as Maddox Parlt
It was formed from the nuand Washington Park.
cleus provided by two older
organizations: the Central Al·
One reason for selectinl! ·
lanla Improvement Associathese general boundaries is
tion. founded in 194 1, and the
the fac t that so much statistiUptown Association. organized
cal data ts available from
in 1960.
· such agencies as the Census
Bureau on neighborhoods that
In .January of last year,
have these fixed limits.
CAP was organized. But .Mr.
One of the fundamenta l
Bivens explains, these organiproblems
facing the future of .
1.ations were also restructured
downtown
Atlanta is trafficso that, in effect, a completely
how to get there and back
new association was formed .
from outlying regions, and
" It is not a rnromotional
how to circulate within the
~roup. " sa id Mr. ivens, " but
downtown a~ once there.
I IS a Blanmng agency, Wtffi
e x per I e need. mof•_ssional
1anners who have a strong
ackground m pri vate enter-
6
rn,
1- D
" Georgia State College is
planning for a student body of
25,000 by 1975," Mr. Bivens
said. " Obviously, even with
r apid transit, most of these
will drive cars to school. How
will they get in and out? How
will you separate pedestrian
traffic from streets? These
are some of the types of problems which someone has to be
thinking about right now. "
Said Mr. Ingram : " There is
an overriding concern over
just what kind of downtown
area we are trying to achieve
in relation to a city with a ( fu.
ture) population of 3 millionplus. "
In short, what ought to be
downtown and what can be located elsewhere in the metropolitan region: how many and
what kinds of jobs, how much
office space and for what purposes, what kind of and how
much bousing?-to mention
just a few major considerations.
" EXPERTS SAY, AND we
agree, that all great cities
have two things in common.11
said Mr. Bivens. "One IS an
exciting central core, where
people want to go to shop, for
entertainment, go lo the theater, to restaurants-and it is a
place that is active 24 hours a
day.
"Second, a stronf, . middle
class citiz:WX 11ves ose to the
c
central core, he wen£ on. I his
concen!rabon of people provides
the leadership for U1e downtown
and patronizes what the downtown offers-without, Mr. Bivens notes, having to commute
many miles fro m the suburbs .
What then, should go into the
central, downtown core? Mr.
Bivens and Mr . Ingram listed
these:
-More high-rise, high-income
apartments ("Atl anta is really
not quite ready for this now,"
sa id Mr. Bivens , " but we
ought to be thinking ahead
to that day, and take steps to
make it possible" ).
-Downtown •should be the
focal point of cultural activities.
( "This is pretty well happening
now, but we ought to strengthen
it, " he said). This includes theaters, restaurants and great hotels, among other features.
-A COMPLEX OF strong retail establishments, which attract shoppers not only from the
metropolitan community, but
from throughout the region.
-A concentration of government offices.
-A concentration of financi al
activity.
- -Merchandise and t r a d e
marts.
THE LARGE COMPLEX
represents a new dimension,
because this type of project
includes the full range of
human activities from homes ,
to jobs to recreational facilities and entertainment, r ight
in the central area.
While most air rights developments have been envisioned
so far over railroad right-ofway , Mr. Bivens pointed out
that air rights developments
ROBERT W. Bl\, ENS
'Se nsib le' Solm in ns
over freeways offers a broad
opportunity for future development.
Resourceful thinkin
so ua so come u w1
10ns o e use o muc owntown l~nd that 1s currently not
utilize to its maximum potential, the planners md1cated.
One such area is the socalled "garment district" of
downtown Atlanta just south
of Five Points. Obviously in a
transitional state, the main
questions for this and sim il ar
property would be: What land
use would make the most
sense here?
AND ALSO IN THE slum
neighborhoods-what would be
the best use for land that is
obviously not fit fo r human
habitation?
A dilemma here is how to
bring the ghetto dweller into
closer contact with his potential jobs? It is literally a geographical problem, since the
job quite often is many miles
from the needy person's dwelling, and the transportation between the two may be too
costly, or inadequae.
" We've got to work in the
Jong haul on a sensible match
of people with jobs," said Mr.
Bivens, "so that people in the
cities can work to improve
themselves."
This, in. short, is one of the
i m m e d i a t e problems that
must be solved en route to solutions that are mapped out for
longer-range problems.
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
= NUMBER 18°
@ eS @ CENTRAL ATLANTA PROGRESS, ic.
OCTOBER 18, 1968
2 PEACHTREE STREET, N.W., SUITE 2740
Does Atlanta Need RAPID TRANSIT ?
This_is one of the most important questions to face Atlantans
in modern times. '
Response to this question will determine......
... whether we grow or choke
.... Whether we have a strong central hub or disintegrate
.... Whether we go forward or bog down
..++ Whether we compete with other regional cities or not
---. in summary, whether we are to become a truly great City.
BASIC PHILOSOPHY IMPORTANT
A city can sprawl --- or it can develop like a wheel, with a
noticeable "hub" and satellite development all around, with
trafficways and corridors lihking places of residence, places
of work, recreation areas, shopping and entertainment facilities.
The dramatic concentration of new high-rise office buildings and
apartments in central Atlanta is evidence of our commitment to
the strong central-core type of city --- with other elements
around the central core comprising a great Metro wheel,
BUT, A STRONG HUB!
ACCESSIBILITY/CIRCULATION VITAL TO THE HUB
For the hub to grow --- and function efficiently --- it must be
readily accessible to those seeking to reach it, and it must be
operable internally.
Otherwise, the growth will go elsewhere.
OF COURSE, R/T WILL BE EXPENSIVE --- BUT........
so will be the cost of not doing it.
in lost efficiency
in accidents -- damages --- injuries --- deaths
--- in loss of development opportunities and the jobs
and tax base therein represented
--- in loss of property values as streets choke up
loss of business activity
--- in trying to pay for less workable solutions (for
example, some cities have found that it costs as
much as $21,000 average TO ADD TO THE EXPRESSWAY
SYSTEM THE CAPACITY 7 MOVE ONE ADDITIONAL
VEHICLE.)
THIS IS NO CHOICE BETWEEN RAPID TRANSIT OR HIGHWAYS
All of both that can be built will be needed.
But, it's perfectly obvious that highway constPuceion into the
central core cannot continue without limit.
ATLANTA MUST MOVE FORWARD -- OR BACKWARD -- IT CAN'T STAND STILL.
RAPID TRANSIT IS NEEDED NOW ....
DECISION
NOVEMBER 5th IS THE DATE OF
..+. A VOTE "FOR" IS A VOTE "FORWARD".
In Montreal, a sparkling new rapid transit system not only
moves thousands of people to and from work, but has helped
build an exciting new downtown. Atlanta can do likewise.
In the loss of Honorable Ivan Allen, Sr., Atlanta
has lost one of its great citizens --- a person
whose love for Atlanta and vision for its future
have left an indelible mark. We extend deepest
sympathy to Mayor Ivan Allen, Jr..
TELLING THE CENTRAL ATLANTA PROGRESS STORY
Executive Director spoke to the Northside Kiwanis Club Oct. 4th.
Will address Decatur Rotary Club on November Ist.
Secretary of State of Florida, Tom Adams, visited Central Atlanta
Progress on October 16th to learn of this unique participation
of private enterprise in a cooperative effort to build a better
City.
In the current urban crisis, those central cores that do sound
planning and act forcefully will move forward --- the others
will falter, ;
+eecensees BOD Bivens
a
A Cose you alsced Fir, ZZ recommend 1X pou pee.
REPRINT FROM THE ATLANTA JOURNAL
(By Central Atlanta Progress, Inc. 9/30/68)
_ Downtown: It's Hs the Hub
By TOM WALKER
Atlanta Journal Real Estate Edjior
Like the hub of a wheel, the
down! wh core of a major cit
is the axis around which its
suburbs turn, Atlanta is no ex-
ception.
From this central point, the
sprawling urban community is
held together in a meaningful
pattern. Without it, these
outlying areas would be just
so many unrelated neighbor-
hoods.
This is why so much con-
cern is expressed in Atlanta
and other cities about the
health and vitality of the
downtown core. In a very real
sense, the strength of the én-
tire urban complex depends
u @ siren,
tral_city, just_as extremi-
ties of a human being depend
upon the beat e human
eart.
Many agencies and individu-
als—both private and govern-
mental—are actively engaged
in the business of keeping At-
Janta's downtown strong.
THE PRIVATE real estaie
developers are in the forefront
in this effort, with such major
projects as:
—Peachtree Center, an in-
ternationally known develop-
ment that will eventually en-
compass office, entertainment
and living space.
—The projected “air rights”
complex of office, hotel and
retail buildings which Dallas
developer Raymond Nasher
plans to construct over the
railroad tracks near the State
Capitol.
—The similar air rights proj-
ect which Cousins Properties,
Inc. of Atlanta plans over the
railroad right-of-way at Spring
Street and Techwood Drive.
—The Georgia State College
expansion plans which will
make way for a school of
35,000 students by 1975 right in
the heart of Atlanta.
—The government center,
where state, city and county
agencies are housed, but
which will need room for ex-
pansion in the future.
—Colony Square, a complex
of office buildings, apart-
ments, hotel, retail and res-
taurant facilities on Peachtree
at 14th streets.
a
PLUS DEVELOPMENTS
connected with the Georgia
Tech campus, the Atlanta
Civie Center and new high-
rise. medium-rise and low-rise
office buildings in downtown
Atlanta that are almost ton
numerous to keep up with.
And at some future date, de-
velopments associated with
the Metropolitan Atlanta
Rapid Transit system will
help transfigure the downtown
core.
These are projects or plans
which have already been
made public, and have ad-
vanced to one or another
stage of advanced planning or
actual construction. But there
are other dramatic plans for
Friday, September 20, 1968 *
' deteriorating
downtown Atlanta which are
still in the formulative stage,
but all of them are aimed at
creating a strong, throbbing
central hub for a sprawling
metropolitan community.
THE DOWNTOWN, = how-
ever, is the center of more
than just a promising future
-— it is the center of some.
major urban problems which:
will have to be solved before
the promise can be fulfilled.
These includedowntown
blight; ghetto and slum areas;
neighborhoods,
within the very shadows of
gleaming new office struc-
tures; transitional business
districts where vacant build- :
ings sit idle within a short
walk of Five Points, financial
center of the Southeast; cong-
ested streets and clogged free-
ways — among others.
Coping with the future of
this high-density downtown
_ core requires detailed study of
literally every square foot of
space.
In its planning “you've got
to talk about feet and inches
where you might be talking
about miles if you're consider-
ing areas farther out,’ said
Robert W. ‘'Bob" Bivens, ex-
ecutive director of Central At-
lanta Progress (CAP).
A PRIVATELY FINANCED
agency, Central Atlanta Prog-
ress, in effect, is the business
community’s 9wn planning
agency, as opposed to the pub-
licly financed planning depart-
ments of the City of Atlanta,
the metropolitan area and the
State of Georgia.
As such it is unique locally,
and possibly is unique among
major cities of the nation.
As Mr. Bivens puts it, Cen-
tral Atlanta Progress is
atest step in the evolutionary
progress of the business com-
Franky of central Atlanta
TTL wal Torsnet fromm tosh
cleus provided by two older
organizations: the Central At-
lanta Improvement Associa-
tion. founded in 1941, and the
Uptown Association, organized
in 1960.
In January of last year,
CAP was organized. But Mr.
Bivens explains, these organi-
zations were also restructured
so that, in effect, a completely
new association was formed.
“Tt_is nota promotional
up,” said Mr. Bivens “hurt
is a planning ag
prise.
The overall goal of CAP.
said its executive director, is
eee a
to develop ideas that make
. sense and see them through.
THE AIM 1s NOT to. come
up wi
osals that sound great, but
are impractical. The idea is to
come up with sensible, practi-
sals,
A community which devel-
ops the.latter 15 in the
S| -
sition to take ae a
mone whic Is aVallable
rom €Xxisting sources (Such a5
@ number o eral agen-
cies), he sald, @ also is In
r sition to intluence
G. Ingram sai e want to
enlist, ihe private Sector, to
a Ivate enterprise a
make iT
oO} rocess in,
ae a represents aA
Ginadimensong the tiveness
Ment of the business commu-
a in_the procens of plan-
think the will carry out the
plans.”
é same time, Mr. Biv-
ens emphasized, CAP works
closely with the public plan-
ning agencies in the overall
search for an answer to the
question: What kind of core
does a booming, metropolitan
area need, and how can this
be brought into reality?
The central core of Atlanta
is hard to define in exact
terms. As conceived by Cen-
tral Atlanta Progress, it is
somewhat larger than the re-
gion which most people proba-
bly think of as “downtown.”
GENERALLY, THE
“CORE’' is defined as the
area from Brookwood Station
on the north to Atlanta Sta-
. dium on the south, and within
the railroad belt line extend-
ing eastward beyond Boule-
vard-Monroe Drive and west-
ward as far as Maddox Parl
and Washington Park.
One reason for selecting
these general boundaries is
the fact that so much statisti-
cal data is available from
such agencies as the Census
Bureau on neighborhoods that
have these fixed limits.
One of the fundamental
problems facing the future of -
downtown Atlanta is traffic—
how to get there and back
from outly! regions, and
how to circulate within the
downtown area once there.
“Georgia State College is
planning for a student body of
25,000 by 1975," Mr. Bivens
said. “Obviously, even with
rapid transit, most of these
will drive cars to school. How
will they get in and out? How
will you separate pedestrian
traffic from streets? These
are some of the types of prob-
lems which someone has to be
thinking about right now."
Said Mr. Ingram: ‘‘There is
an overriding concern over
just what kind of downtown
area we are trying to achieve
in relation to a city with a (fu-
ture) population of 3 million-
plus.”
In short, what ought to be
downtown and what can be lo-
cated elsewhere in the metro-
politan region: how many and
what kinds of jobs, how much
office space and for what pur-
poses, what kind of and how
much housing?—to mention
just a few major considera-
tions.
“EXPERTS SAY, AND we
agree, that all great cities
have two things in ae
sald Mr. Bivens. “One is
exciting central core, here
people want to go fo shop, for
entertainment, go to the thea-
ter, lo restaurants—and it is a
place that is active 24 hours a
day.
“Second, a_ strong, middle
class citize lives os to the
central core, * he went on. This
concentration of people provides
the leadership for the downtown
and patronizes what the down-
town offers—without, Mr. Biv-
ens notes, having to commute
many miles from the suburbs.
What then, should go into the
central, downtown core? Mr.
Bivens and Mr. Ingram listed
these:
—More high-rise, high-income
apartments (‘‘Atlanta is really
not quite ready for this now,”
said Mr. Bivens, “but we
ought to be thinking ahead
to that day, and take steps to
make it possible”).
—Downtown should be the
focal point of cultural activities.
("This is pretty well happening
now, but we ought to strengthen
it,”” he said). This includes thea-
ters, restaurants and great ho-
tels, among other features.
—A COMPLEX OF strong re-
tail establishments, which at-
tract shoppers not only from the
metropolitan community, but
from throughout the region.
—A concentration of govern-
ment offices.
—A concentration of financial
activity.
—Merchandise and trade
marts,
ime requisites of a
oman area, said Nr. Div-
ens, are that i
Gas and sale,
nme of the major trends in
downtown Atlanta development,
he said, is the large-scale com-
plex, such as Peachtree Center.
THE LARGE COMPLEX
Tepresents a new dimension,
because this type of project
includes the full range of
human activities from homes,
to jobs to recreational facili-
ties and entertainment, right
in the central area.
While most air rights devel-
opments have been envisioned
so far over railroad right-of-
way, Mr. Bivens pointed out
that air rights developments
ROBERT W.
BIVENS
‘Sensible’ Soluiions
over freeways offers a broad
opportunity for future develop-
ment.
Resourceful thinking could
ions to the use of much down-
utilized to its maximum aoe
tal, the planners indicated.
One such area is the so-
called “garment district" of
downtown Atlanta just south
of Five Points. Obviously in a
transitional state, the main
questions for this and similar
property would be: What land
use would make the most
sense here?
AND ALSO IN THE slum
neighborhoods—what would be
the best use for land that is
obviously not fit for human
habitation?
A dilemma here is how to
bring the ghetto dweller into
closer contact with his poten-
tial jobs? It is literally a geo-
graphical problem, since the
job quite often is many miles
from the needy person’s dwell-
ing, and the transportation be-
tween the two may be too
costly, or inadequae.
“We've got to work in the
long haul on a sensible match
of people with jobs,”’ said Mr.
Bivens, “‘so that people in the
cities can work to improve
themselves.”
This, in short, is one of the
immediate problems that
must be solved en route to sol-
utions that are mapped out for
longer-range problems.
atiractive, |
Dublin Core
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Title
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Box 6, Folder 10, Document 61
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/5da4a70807db7c84501d55545f23226e.pdf
01f5c5f5621106aaf6ae67b723aeabb4
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A written representation of a document.
Maroh 21, 1969
nonorable Ivan Allen
Mayor, City of Atlanta
· City llall
68 Mitchell Street, s.w.
Atlanta, Georgia 30303
Dear f.layor Allen:
If the mail balloting of the Atlanta Area Transportation
Policy Committee for establishment of a 60-man Citizens'
Advisory Committee results in this resolution being passad,
I would like to be considered for member3hip on this Citizens• Advisory Committee.
My qualifications include nine years experience in the automotive industry, fifteen years residence in the City of Atlanta, the application of computers to the solution of business problems when I was employed by IBM, and a strong lay1uan' s
interest for a number of years in traffic and transportation
problems.
You and I know that Atlanta is the finest city in America.
Frankly, though, Mayor Allen, I feel that this all-pervasive
transportation problem is the most significant cloud on
Atlanta's horizon. I want Atlanta to continua to be a wonderful place to live for my children and grandchildren, and I
know that proper traffic and transportation planning will help
assure this.
May we meet personally to discuss this?
Very truly yours,
Bernard A. Mcllhany
Marketing Representative
BAM/dd
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
March 21, 1969
Honorable Ivan Allen
Mayor, City of Atlanta
-City Hall
68 Mitchell Street, 5.W.
Atlanta, Georgia 30303
Dear Mayor Allen:
If the mail balloting of the Atlanta Area Transportation
Policy Committee for establishment of a 60-man Citizens’
Advisory Committee results in this resolution being passed,
I would like to be considered for membership on this Citi-
zens' Advisory Committee.
My qualifications include nine years experience in the auto-
motive industry, fifteen years residence in the City of At-
lanta, the application of computers to the solution of busi-
ness problems when I was employed by IBM, and a strong layman's
interest for a number of years in traffic and transportation
problems.
You and I know that Atlanta is the finest city in America.
Frankly, though, Mayor Allen, I feel that this all-pervasive
transportation problem is the most significant cloud on
Atlanta's horizon. I want Atlanta to continue to be a wonder-
ful place to live for my children and grandchildren, and I
know that proper traffic and transportation planning will help
assure this.
May we meet personally to discuss this?
Very truly yours,
p>
rae
Bernard A. McIlnany (fe
Ko a
Marketing Representative
BAM/dd
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Box 6, Folder 10, Document 60
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/4a0344d7f5293b6f317eabd819ccc88c.pdf
e622403dc95260a29c7d5945703a5e39
Scripto
Transcription
A written representation of a document.
��
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Text
Any textual data included in the document
am | ated Bens Chl LEE
Comm Lee, prerhajre an poetecmal tec ormonendle, —
Leon argh Ake Tp. Lip Lhhans,
Gite OrZ worked a wef,
At Ty, Tiley lad mss
SCF oe so Dre ehns y Eo tg
OS he a ay ap
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a
Ents ; |
Ze 7p. Mf lhany < lt Palak a2
pe Aamdblighe a _ hot ho wal
MK wenkl lo tall 2 yacr Lindt andl
Aiwa’ as . Kent
cmantx. Chal fhe doves Tac (te Kan), bat
dbl Ayal t, At re ZD whet ZL
beats, wont Hehe t, fut lve
Macha goers & Hast ood Cab Lhe dipt
(Hi baby " Plven, warn Che FX pact.) Ginn, he
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Sr ‘ Le |
(pUltoret A— ate :
pare a ae 7, Dn * flag. ©
Lele, Mot Calms abyss » bbe Chat tmcl
ect, vpetr ale The ree.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Box 6, Folder 10, Document 59
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/6a682f7842ae63b3195d91c97113bb0d.pdf
c9bde440809c22c9c52430ba7907b75a
Scripto
Transcription
A written representation of a document.
r
RAPID TRANSIT
ss
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
" MA-C:,l"'T"1A
"
~ . J . . ~ REPORTS TO THE PEOPLE IT SERVES ..
.,._.....,,._......,_....,...,...,...,.=-=--------_,..,..:a:::,....,.....,,,_==....,....,a=_.-..,__..,...,__ _,,_,___,_...,.;;;a.__.__
FEB. -MA RCH
1968
V O L . 3 . N O . 2
CANADIAN RAPID TRANSIT
PLEASES DEKALB VISITORS
Six prominent DeKalb visitors returned from a recent trip
to Toronto and Montreal to inspect those cities' rapid transit
operations, and reported that what they saw was "most impress ive," "fantas tic," "fi rst cl ass," and "mag nificen t. Th ey
concluded that "we should proceed as rapidl y as we possibl y
can" in developing a rapid transit system for Metropolitan
Atlanta.
Those in the group were Brince H . Manning, Chairman,
DeKalb County Board of Commissioners; William C. Painter,
Mayor Pro-Tern , City of Decatur; William H . Breen, Architect
and member of the Decatur City Commission ; Tom McCord,
President of Tom McCord Construction Company and C hairman of Decatur Planning Commission ; John H. Ingram , President C & S Emory Bank and Chairman of Decatur/DeKalb
Rapid Transit Committee; and Aubrey C. Couch, Executive
Vice President, D ecatur /DeKalb Development Association.
The six members of the group discussed their impress ions
and evalu ations of the two systems at a news conference held
in the DeK alb Commission chamber on February 9.
Manning observed that "we came away from Toronto and
Montreal with different impressions from those we had gotten
from just reading literature. Certainly we ought to get on to
DeKalb group in Montreal Station . Left to right, William H.
Breen, Tom McCord, John H. Ingram, W illiam C. Painter.
Rapid Transit train approaching Eglinton Station with highrise building and parking decks using "air rights" over tracks.
the job one way or the other because we need to be able to
move people. We have to have a totally integrated system with
automobil es, buses, and possibly even trackless trolleys, as
well as rail tra nsit.
"I think the thing we here in this area have overlooked so
much in the pas t is the impact that this will have not only on
land values but also on the development th at will come and
the terrific increase in the tax digest which will arise from this
development. We saw pl ans that could fit into almost any area
th at we have in DeKalb Count y or the City of Deca tur or the
whole metropolitan area of Atlanta, of development whi ch has
res ulted fro m rapid transit .
"Certai nly we ought to move forward with the program if
we are go ing to have it ; and if we don't move forward , we wi ll
all regret it in years to come.
Breen, an architect, was unequivocal in his enthusiasm for
the speed of the system and for the design of the stat ions in
Montreal. He stated, "The most summarizing thing yo u could
say abo ut the whole trip was th at I ca n come back now and say
that 'rapid transit works - I have seen it .' "
"The system is fan tastic," he said. "A system that allowed
me to get on at one end of the line in Montreal, cover 15 stops
�METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
808 GLENN BLDG .
AT L ANTA.
0
120 MARIETTA S T . . N.W .
GA . 30303 • P H ONE 524 - 5711
· " DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPI D
TRANSIT SYSTEM FOR THE S · C O UNT)'.
METROPOLITAN ATLANTA AREA ."
Edited by
KING ELLIOTT
BOARD OF DIRECTORS
OFF I CERS:
Rt C H AllD H. RI CH, Clrnirmrm
HERB ERT J. OrCK SON, Treasurer
R o Y A. 8Lo u :-,;T, //ic e Ch airman
Eo:\tUND W . H uc HES, S ec retary
CIT Y OF ATL A:'<T A:
L. D. 1\ 111.TON
RonEHT F . AoAM So:-.
R1C 1J A RD I-1 . HJCH
B.AW SON J-IA \'E ltTY
CLAYTON CO NTY:
EocAR BLALO C K
..,
DEKALB CO NTY :
Ro v A.
On. SA:-.Fono ATwooo
BLOU NT
F ULTON COU:'iTY:
J OHN
c.
STATON
'.\JJTCHELL ( . B I S HOP
GW I NN ETT COU.:\1TY:
K. A. :\lc:\l1LL10 :v
CODB COUi'-TY (Obsc,vc,)
Ons A. Bnt::'\TIIY, J n.
H. N .
~IA RTA STAFF :
Genaa/ M anager
Chief Engin eer
of Pu blic In fo rmation
As.~i.~trml lo G eneral Manag er
L. STUA RT ,
EARL W. Nt:r.so;-;,
KIN c ELLIOTT , Dir ecto r
J O H NSON, Adminis trative
l·I ENl!Y
ti
in 13 miles, let everyone get on and off who wished, and have
spent no more th an 15 minutes, is reall y moving people."
"The thing that I saw as an arch itect which was most impressive was the definition of this th ing 'corridor impact.' I've
heard this thing discussed, and seen it in papers, graphs, and
charts, but in Mont real I saw it all in flesh and blood and in
architecture. I certainly want to compliment the architects who
handled the situation in Montreal.
"The ex.tensive development aro und rapid transit stations in
Toronto and Montrea l ind icated to the group what might be
accomplished in the Metropolitan Atlanta Area, with good
planning before and during rapid transit development."
McCord stated, "What impressed me was that rapid transit
made the backbone of the future deve lopment regarding bui lding and other developments. In the city of D ecatur's planning,
we have just been through workin g ove r our documents again
and we are real concerned that property va lues wi ll not onl y
stay where they are, but will continue to go up. As yo u know,
we have had urban renewal and this has bee n a great boon .
We now have several high-rise buildings here includ ing the
new county courthouse building. We would like to think that
we could help the people who own property in Decatur to continue to have valuable property. If rapid transit would make the
land values continue to go up near the stations, then we wo uld
like to be involved where the stations wo uld be and to help
plan for the future. We are not talking about a one or twoyear plan, we are talking about a fifteen or twenty-year plan. "
Painter agreed with McCord's observation abo ut development in Toronto and related that to the futu re of Decatur.
"The city of Decatur will be in a very critical spot in this whole
metropolitan area transit. We fee l that rapid transit in the city
of Decatur will be an exciting and meaningful development
for the entire citizenry. It will not only mean a mode fo r moving back and forth in the downtown area of Atlanta, but will
also be the backbone for the development that you have just
heard about. The residenti al development will be more signi ficant to Decatur because we have always been an area where
people like to live. High-rise developments will be avail able.
We saw there in Montreal and Toronto many high-rise apartments, and good rentals can be obtained in these because of
the proximity to rapid transit. We feel th at what we saw there
can be related to Decatur in a very, very meaningful way, and
we fee l that our citizens will support it."
Ingram was particularl y impressed with the speed with
which the Montreal system was developed and the speed with
which the system moves large numbers of people. "Mont real
had talked about rapid transit for some fifty yea rs but when
the decision was fin ally made to act, they accomplished what
they now have in a short period of time of about five years .
"We were impressed with the speed with which they moved
350,000 people each day in the city of Montreal and moved
them in quiet and in comfort and with efficienc y.
"Each of these cars will carry about 160 people and they
will run about 10 cars to a train, so abo ut 1,500 people can
ride on one train . The trains are spaced something li ke two or
three minutes ap art, so you can visualize how fast you can
move people into Atlanta, or out to Decatur, or out into DeKalb County.
"We found out that the public attitude abo ut rapid transit
had changed quite a bit. People in that area feel that it is no
longe r to th eir adva ntage to drive automobiles to work . Th ey
know now that they can ride the rapid transit system , have no
parking problem , and arrive at work much more quickly. It is
certa inl y easier th an the way they were able to do this before."
" The cost of the system was certainl y large; one car for
example, will cost an average of about $ 123 ,000 and this was
fi ve or six years ago. We are talking in the Atlanta area abo ut
some 52 miles of track. The las t figure I recall was in excess
of some four hundred million dollars, and this keeps goin g up
every year. We feel in the interest of Atlanta and D ecatur and
this great area we all li ve in , th at we have got to translate this
talk and these discussions into action as soon as possible."
Couch, too, concluded that after visiting the Montreal system, "We cannot afford not to build a system in A tl an ta, and
speed is of the essence. We rode the system in Montreal as the
average person would ride it. We stayed in the Hotel C hamplain in Montreal , rode one floor down on the elevator and
were in the rapid transit system at that point. We paid a
quarter, and, as far as we know, yo u could ride all day long
for the price."
"The opportunity is so great and is so stagge ring th at I
don't think anybody can really understand what an opportun-
ity this a rea has . I have seen METRO in P aris and I have seen
the subway in New York and I must confess, the subway in
New York did not impress me. But what I saw in Montreal,
and to a larger degree in Toronto, was so different that I came
away with the same feeling that Mr. Breen mentioned - rapid
trans it works. "
"They have done magnificently," Couch emphasized , "and
if they can do it in Montreal and Toronto, we can do it here
in Atlanta and we must with the greatest speed possible. "
Manning agreed with McCord that, " the longer we wait, the
mor~ it is going to cost. This entire project will have to be
sub mitted to the people and we should move forward with the
progra m. " Manning concluded , "Certainl y we should move
forward with the program if we are going to have it, and, if
not, we are going to regret it in years to come."
The inspection tour February 1-3 was arranged and sponsored by the Decatur / DeKalb Development Association ; transportation was by private plane owned and piloted by Tom
McCord.
Breen sa id , "There is one thin g I would like to say. This
general conversation has related to Metropolitan Atlanta, Decatur and DeKalb County and the number of stations and extensions of the routes . If there are any interested persons in
counties which are not in favor of rapid transit, I would like
to recommend to these persons and to persons in other parts
of the State that they give their attention to two things :
"First, I recommend to any one that befo re they reall y become set against rapid transit that they make an effort to take
a trip to Toronto and Montreal. After . our trip, we are enthusiastic about rapid transit and see that there is a real need
for it.
"Second , rapid transit adds a fac ility or capability to a city
which in our case would ge nerate new economy throughout
the whole State. This is something that would lift Atl anta up
out of a questionable area of whether it is indeed a great city
or not quite great. I think rapid tra nsit would help make the
whole Metropolitan Atlanta area and all of its environment
including D eKalb County and D eKalb municipalities part of
a great area of high density hab itation . T hi s could not help
but affect economy of our State. If I were in Valdosta, Thomaston, or some other part of Georgia, I would be in favo r of
rapid tra nsit. "
RAPID TRANSIT EXHIBIT
WINS . FIRST PLACE AW ARD
An exhibit on rapid transit won a blue ribbon for four
Chamblee High School students at the Science Fair in DeKalb
County in Febru ary. The exhibit, titled " Rapid Transit for
Atlanta," used plaster of paris, wood, plastic, to ys, parts of a
train set and other materials to show the basic layout of the
rapid transit system now being developed . The " mushroomshaped.". objects in the picture above are signs depicting station
locations and the time/distance from Transit Center. T he
"Blue Ribbon" in the upper left corner of the display indicates
a First Place award.
The display was developed and built by Carol Pitts, Dianne
Coffee, Jud y David and Barbara Wilson, all ninth-grade stu dents at Chamblee H igh School. Ken Moore, World Geography
I
,.,..-.....·..
,.!~
~
DeKalb County School Superintendent Jim Cherry listens intently as Chamblee student Carol Pitts explains the display she
and three other students built, depicting rapid transit plans for
Metropolitan Atlanta.
"We saw it, we rode it, we like it!" William Painter (l) with Ingram and Breen; and, across the aisle, McCord with DeKalb Commission Chairman Brince H. Manning (r), as they rode the Montreal rapid transit trains.
teacher at C ha1nblee, was the s upervising teacher for the project .
T he project took approximately 60 "girl-hours" to complete,
and won a "Fi rst Place - Blue Ribbon" in the DeKalb competition. A total of more than 600 project was entered in the
Scie nce Fair. DeKalb School officials say the fair provides '·an
opportunity for students to develop research skills and engage
in individual and in-depth studies as they learn to distinguish
between fact and opinion while exploring a more e ·citing approach to learning."
�MARTAnswers
The following questions were asked by newsmen and were
answered by m em bers of th e D eKalb group which recently
toured rapid transit system s in Toronto and Montreal.
QUESTION - Did you get any feeling from the people
there as to whether they were glad to have rapid transit and
depended ?n it or whether they wished it had never been built?
BRINCE MANNING - I personally did not ta lk to any
public officials or to anyone connected with rapid transit. We
went to get the feelings of the average person in these two
great cities and the opinions of business people who have their
places of business around rapid transit and also the attitudes
of those who live around rapid tra nsit. I did not get the impression in either city that the public was against it. Two or
three people did say that t),ere was opposition to it in the beginning but they felt as a result of the completed system , that
most of the people are in favor of it.
QUESTION - How well do you feel the new systems were
integrated with existing neighborhoods as well as with the new
de velopment that took place after the stations were ~uilt?
WILLIAM BRE):,N - In the neighborhoods, the stations
were largely underground as far as size and volume were concerned. Portions of the neighborhood stations which actually
occupied ground and sp ace above ground was very small . You
could have had two or three of them around our court square,
for instance, without disrupting any of our present operations.
People walk to the stations. The only exception was where the
automobiles and buses came to the stations; there they have
drive-in stations which allow rapid transit riders to get to their
cars or to buses which feed out into the neighborhoods.
QUESTION - You mentioned the possibility of expanding
the system in DeKalb County with more stations and longer
lines. Do yo u have any specific idea as to wh at and where?
MANNING - Well , the initi al line in DeKalb Count y is
to come out along the Georgia Railroad, College Avenue and
D eK alb Avenue throu gh Decatur, on out p ast Sams Crossing
to Avonda le. It is our thinking that because of the traffic p attern set up by the Perimeter Highway that the initi al line should
be extended beyond the P erimeter Highway. The reason for
this is the limited crossings of the perimeter, not only for
private a utomobiles but also for bus t rans portation.
Q U ESTION - You also want more stations along the line
than a re now in the pl annin g?
,,
808 GLENN BLDG .
MANNING - Yes, sir : I believe in Toronto the stations
are spaced about a mile and a quarter apart. You can see the
development at each station, and I think if we have more stations, there will be a greater impact on every are~ in DeKalb
County as well as in other counties in the Metropolitan area .
I would like to say this - there has been a lot of talk about
rapid transit as something which is just for moving people
downtown. The two cities we saw defaults this theory. There
is much movement out to the areas, shopping centers, and
office buildings that have been developed as a result of rapid
transit. I would say that people are going out to these more
than they are going downtown. I think this would be true in
the Atla nta Metropolitan Area and this suits me fine. The
more people we can move out here to shop, to live, to invest
their money in real estate development, the better of( we will
be.
MARTAcTION
At its regul ar meeting January 15, 19 68 , the MARTA board
of directors re-e lected Richard H . Ri ch as Chairman and Roy
Blount as Vice Chairman. The Board was advised th at the
followin g directors had been re-appointed to new terms: from
Atlanta, L. D. Milton to a term expiring December 31, 1971 ;
from DeKalb County, D r. Sanford Atwood to a term expir,
ing Dece mber 31 , 1971 ; from DeKalb County, Ro y Blount to
a term ex piring Dece mber 3 1, 1969; and from Gwin nett
County, K. A. McM illan to a term expiring December 3 1,
1971.
The Board ag reed to participate in an acce lerated program
of the Atlanta Area Transportation Stud y.
At its meeting in February, the Board of Directors au,
thori zed the Genera l Manager to fi le an appli cmion with the
U.S. Department of Housi ng and Urban Development for
$ 166,666.00, to be matched by $83,334.00 of loca l funds for
continuati on of the wo rk progra m in 1968. This program
includes work elements on Preliminary Ownership Study
($49 ,000) ; Acco unting and Financial Control System ($25,000) ; Architectu ra l Studies ($32,000); T rans it Center Technica l Studies ($99 ,000) ; Socio-Economic Benefit Analysis
($30,000) ; and Impac t of Proposed System of Atlanta
Transit System ($ 15,000).
The Board also ag reed on MARTA's share of the cost of
the acce lerated Atlant a Area Transportati on Stud y; MARTA
and the State Hi ghway Department wi ll each contribute
$ I00,000 toward this work.
The next meet ing will be April 2. 3: 30 P.M .. Room 6 19.
The Glenn Building, 120 Marietta Street, N .W .. Atlanta.
R.A..PID TR.A..NSIT
BULK RATE
PROGRESS
PAID
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
120 MARIETTA ST .. N . W .
U.S. Postage
Atlanta, Ga .
Permit No. 705
ATLANTA , GEORGIA 30303
PHONE 524-5711 ( AREA C O DE 4 0 4)
FEBRUARY-MARCH
1968 - VOL.
3,
NO.
2
Mr. Da n E. Swea t , Jr ., Director of
Go ver~mentat Lia i s on, Ci ty of At la~ta
City Ha ll
Atlanta. Ga. JOJO,
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
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ae }/}RAPID TRANSIT
bf 2) METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
“A REPORTS TO THE PEOPLE IT SERVES
——7E ee VOL. 3S. NO.
CANADIAN RAPID TRANSIT
PLEASES DEKALB VISITORS
Six prominent DeKalb visitors returned from a recent trip
to Toronto and Montreal to inspect those cities’ rapid transit
operations, and reported that what they saw was “most im-
pressive,” “fantastic,” “first class,’ and ‘“‘magnificent.”. They
concluded that “we should proceed as rapidly as we possibly
can” in developing a rapid transit system for Metropolitan
Atlanta.
Those in the group were Brince H. Manning, Chairman,
DeKalb County Board of Commissioners; William C. Painter,
Mayor Pro-Tem, City of Decatur; William H. Breen, Architect
and member of the Decatur City Commission; Tom McCord,
President of Tom McCord Construction Company and Chair-
man of Decatur Planning Commission; John H. Ingram, Presi-
dent C & S Emory Bank and Chairman of Decatur/DeKalb
Rapid Transit Committee; and Aubrey C. Couch, Executive
Vice President, Decatur/DeKalb Development Association.
The six members of the group discussed their impressions
and evaluations of the two systems at a news conference held
in the DeKalb Commission chamber on February 9.
Manning observed that “we came away from Toronto and
Montreal with different impressions from those we had gotten
from just reading literature. Certainly we ought to get on to
DeKalb group in Montreal Station. Left to right, William FR.
Breen, Tom McCord, John H. Ingram, William C. Painter.
o*
} ' @
ah 2's
Rapid Transit train approaching Eglinton Station with high-
rise building and parking decks using “air rights’ over tracks.
the job one way or the other because we need to be able to
move people. We have to have a totally integrated system with
automobiles, buses, and possibly even trackless trolleys, as
well as rail transit.
“I think the thing we here in this area have overlooked so
much in the past is the impact that this will have not only on
land values but also on the development that will come and
the terrific increase in the tax digest which will arise from this
development. We saw plans that could fit into almost any area
that we have in DeKalb County or the City of Decatur or the
whole metropolitan area of Atlanta, of development which has
resulted from rapid transit.”
“Certainly we ought to move forward with the program if
we are going to have it: and if we don’t move forward, we will
all regret it in years to come.”
Breen, an architect, was unequivocal in his enthusiasm for
the speed of the system and for the design of the stations in
Montreal. He stated, “The most summarizing thing you could
say about the whole trip was that I can come back now and say
that ‘rapid transit works — I have seen it.’”
“The system is fantastic,” he said. “A system that allowed
me to get on at one end of the line in Montreal, cover 15 stops
FEB.-MARCH 1968
METROPOLITAN ATLANTA
RAPID TRANSIT AUTHORITY
808 GLENN BLOG.+120 MARIETTA ST., N.W.
ATLANTA, GA. 30303 * PHONE 524-5711
“DIRECTED BY THE GEORGIA STATE
LEGISLATURE TO DEVELOP A RAPID
TRANSIT SYSTEM FORTHE 5-COUNTY
METROPOLITAN ATLANTA AREA."
Edited by Kinc E.Luiotr
BOARD OF DIRECTORS
OFFICERS:
Ricuanp H. Ricu, Chairman
Hennent J. Dickson, Treasurer
Roy A. Buount, Fice Chairman
Epsuno W. Hucues, Seeretary
CITY OF ATLANTA:
Rosent F, Apamsox L. D. Minton
Ricuann H. Ricu Rawson Haventy
CLAYTON COUNTY:
Epcar BLavock
DEKALB COUNTY:
Da, Sanrorn Atwoop
FULTON COUNTY:
Mitcuent C. Bisnor
GWINNETT COUNTY:
K. A. MeMiniios
COBB COUNTY (Observer)
Otis A. Bromay, Jn.
MARTA STAFF:
Henay L. Stuart. General Manager
Eant W. Netson, CAtef Engineer
Kine Enitott, Pirector of Public Information
H. N. Jouxson, Administrative Assistant to General Manager
+
Roy A. Brount
Joun C. Staton
in 13 miles, let everyone get on and off who wished, and have
spent no more than 15 minutes, is really moving people.”
“The thing that I saw as an architect which was most im-
pressive was the definition of this thing ‘corridor impact.’ I’ve
heard this thing discussed, and seen it in papers, graphs, and
charts, but in Montreal I saw it all in flesh and blood and in
architecture. I certainly want to compliment the architects who
handled the situation in Montreal.
“The extensive development around rapid transit stations in
Toronto and Montreal indicated to the group what might be
accomplished in the Metropolitan Atlanta Area, with good
planning before and during rapid transit development.”
McCord stated, “What impressed me was that rapid transit
made the backbone of the future development regarding build-
ing and other developments. In the city of Decatur’s planning,
we have just been through working over our documents again
and we are real concerned that property values will not only
stay where they are, but will continue to go up. As you know,
we have had urban renewal and this has been a great boon.
We now have several high-rise buildings here including the
new county courthouse building. We would like to think that
we could help the people who own property in Decatur to con-
tinue to have valuable property. If rapid transit would make the
land values continue to go up near the stations, then we would
like to be involved where the stations would be and to help
plan for the future. We are not talking about a one or two-
year plan, we are talking about a fifteen or twenty-year plan.”
Painter agreed with McCord’s observation about develop-
ment in Toronto and related that to the future of Decatur.
“The city of Decatur will be in a very critical spot in this whole
metropolitan area transit. We feel that rapid transit in the city
of Decatur will be an exciting and meaningful development
for the entire citizenry. It will not only mean a mode for mov-
ing back and forth in the downtown area of Atlanta, but will
also be the backbone for the development that you have just
heard about. The residential development will be more signifi-
cant to Decatur because we have always been an area where
people like to live. High-rise developments will be available.
We saw there in Montreal and Toronto many high-rise apart-
ments, and good rentals can be obtained in these because of
the proximity to rapid transit. We feel that what we saw there
can be related to Decatur in a very, very meaningful way, and
we feel that our citizens will support it.”
Ingram was particularly impressed with the speed with
which the Montreal system was developed and the speed with
which the system moves large numbers of people. “Montreal
had talked about rapid transit for some fifty years but when
the decision was finally made to act, they accomplished what
they now have in a short period of time of about five years,
“We were impressed with the speed with which they moved
350,000 people each day in the city of Montreal and moved
them in quiet and in comfort and with efficiency.
“Each of these cars will carry about 160 people and they
will run about 10 cars to a train, so about 1,500 people can
ride on one train. The trains are spaced something like two or
three minutes apart, so you can visualize how fast you can
move people into Atlanta, or out to Decatur, or out into De-
Kalb County.
“We found out that the public attitude about rapid transit
had changed quite a bit. People in that area feel that it is no
longer to their advantage to drive automobiles to work. They
know now that they can ride the rapid transit system, have no
parking problem, and arrive at work much more quickly. It is
certainly easier than the way they were able to do this before.”
“The cost of the system was certainly large; one car for
example, will cost an average of about $123,000 and this was
five or six years ago. We are talking in the Atlanta area about
some 52 miles of track. The last figure I recall was in excess
of some four hundred million dollars, and this keeps going up
every year. We feel in the interest of Atlanta and Decatur and
this great area we all live in, that we have got to translate this
talk and these discussions into action as soon as possible.”
Couch, too, concluded that after visiting the Montreal sys-
tem, “We cannot afford not to build a system in Atlanta, and
speed is of the essence. We rode the system in Montreal as the
average person would ride it. We stayed in the Hotel Cham-
plain in Montreal, rode one floor down on the elevator and
were in the rapid transit system at that point. We paid a
quarter, and, as far as we know, you could ride all day long
for the price.”
“The opportunity is so great and is so staggering that I
don’t think anybody can really understand what an opportun-
ee I 6“ Se
ity this area has. I have seen METRO in Paris and I have seen
the subway in New York and I must confess, the subway in
New York did not impress me. But what I saw in Montreal,
and to a larger degree in Toronto, was so different that I came
away with the same feeling that Mr. Breen mentioned — rapid
transit works.”
“They have done magnificently,” Couch emphasized, ‘and
if they can do it in Montreal and Toronto, we can do it here
in Atlanta and we must with the greatest speed possible.”
Manning agreed with McCord that, “the longer we wait, the
more it is going to cost. This entire project will have to be
submitted to the people and we should move forward with the
program.” Manning concluded, “Certainly we should move
forward with the program if we are going to have it, and, if
not, we are going to regret it in years to come.”
The inspection tour February 1-3 was arranged and spon-
sored by the Decatur/DeKalb Development Association; trans-
portation was by private plane owned and piloted by Tom
McCord.
Breen said, “There is one thing I would like to say. This
general conversation has related to Metropolitan Atlanta, De-
catur and DeKalb County and the number of stations and ex-
tensions of the routes. If there are any interested persons in
counties which are not in favor of rapid transit, I would like
to recommend to these persons and to persons in other parts
of the State that they give their attention to two things:
“First, I recommend to any one that before they really be-
come set against rapid transit that they make an effort to take
a trip to Toronto and Montreal. After our trip, we are en-
thusiastic about rapid transit and see that there is a real need
for it,
“Second, rapid transit adds a facility or capability to a city
which in our case would generate new economy throughout
the whole State. This is something that would lift Atlanta up
out of a questionable area of whether it is indeed a great city
or not quite great. I think rapid transit would help make the
whole Metropolitan Atlanta area and all of its environment
including DeKalb County and DeKalb municipalities part of
a great area of high density habitation. This could not help
but affect economy of our State. If I were in Valdosta, Thomas-
ton, or some other part of Georgia, I would be in favor of
rapid transit.”
“We saw it, we rode it, we like it!” William Painter (1) with Ingram afd Breen; and, across the aisle, McCord with DeKalb Commission Chair-
man Brince H. Manning (r), as they rode the Montreal rapid transit trains,
RAPID TRANSIT EXHIBIT
WINS FIRST PLACE AWARD
An exhibit on rapid transit won a blue ribbon for four
Chamblee High School students at the Science Fair in DeKalb
County in February. The exhibit, titled “Rapid Transit for
Atlanta,” used plaster of paris, wood, plastic, toys, parts of a
train set and other materials to show the basic layout of the
rapid transit system now being developed. The “mushroom-
shaped” objects in the picture above are signs depicting station
locations and the time/distance from Transit Center. The
“Blue Ribbon” in the upper left corner of the display indicates
a First Place award.
The display was developed and built by Carol Pitts, Dianne
Coffee, Judy David and Barbara Wilson, all ninth-grade stu-
dents at Chamblee High School. Ken Moore, World Geography
DeKalb County School Superintendent Jim Cherry listens in-
tently as Chamblee student Carol Pitts explains the display she
and three other students built, depicting rapid transit plans for
Metropolitan Atlanta.
teacher at Chamblee, was the supervising teacher for the project.
The project took approximately 60 “girl-hours” to complete,
and won a “First Place — Blue Ribbon” in the DeKalb com-
petition. A total of more than 600 projects was entered in the
Science Fair. DeKalb School officials say the fair provides “an
opportunity for students to develop research skills and engage
in individual and in-depth studies as they learn to distinguish
between fact and opinion while exploring a more exciting ap-
proach to learning.”
MART Answers
The following questions were asked by newsmen and were
answered by members of the DeKalb group which recently
toured rapid transit systems in Toronto and Montreal.
QUESTION — Did you get any feeling from the people
there as to whether they were glad to have rapid transit and
depended on it or whether they wished it had never been built?
BRINCE MANNING — I personally did not talk to any
public officials or to anyone connected with rapid transit. We
went to get the feelings of the average person in these two
great cities and the opinions of business people who have their
places of business around rapid transit and also the attitudes
of those who live around rapid transit. I did not get the im-
pression in either city that the public was against it. Two or
three people did say that there was opposition to it in the be-
ginning but they felt as a result of the completed system, that
most of the people are in favor of it.
QUESTION — How well do you feel the new systems were
integrated with existing neighborhoods as well as with the new
development that took place after the stations were built?
WILLIAM BREEN — In the neighborhoods, the stations
were largely underground as far as size and volume were con-
cerned. Portions of the neighborhood stations which actually
occupied ground and space above ground was very small. You
could have had two or three of them around our court square,
for instance, without disrupting any of our present operations.
People walk to the stations. The only exception was where the
automobiles and buses came to the stations; there they have
drive-in stations which allow rapid transit riders to get to their
cars or to buses which feed out into the neighborhoods.
QUESTION — You mentioned the possibility of expanding
the system in DeKalb County with more stations and longer
lines. Do you have any specific idea as to what and where?
MANNING — Well, the initial line in DeKalb County is
to come out along the Georgia Railroad, College Avenue and
DeKalb Avenue through Decatur, on out past Sams Crossing
to Avondale. It is our thinking that because of the traffic pat-
tern set up by the Perimeter Highway that the initial line should
be extended beyond the Perimeter Highway. The reason for
this is the limited crossings of the perimeter, not only for
private automobiles but also for bus transportation.
QUESTION — You also want more stations along the line
than are now in the planning?
MANNING — Y¥es, sir: I believe in Toronto the stations
are spaced about a mile and a quarter apart. You can see the
development at each station, and I think if we have more sta-
tions, there will be a greater impact on every area in DeKalb
County as well as in other counties in the Metropolitan area.
I would like to say this — there has been a lot of talk about
rapid transit as something which is just for moving people
downtown. The two cities we saw defaults this theory. There
is much movement out to the areas, shopping centers, and
office buildings that have been developed as a result of rapid
transit. I would say that people are going out to these more
than they are going downtown. I think this would be true in
the Atlanta Metropolitan Area and this suits me fine. The
more people we can move out here to shop, to live, to invest
their money in real estate development, the better off we will
be.
MART ActTIon
At its regular meeting January 15, 1968, the MARTA board
of directors re-elected Richard H. Rich as Chairman and Roy
Blount as Vice Chairman. The Board was advised that the
following directors had been re-appointed to new terms: from
Atlanta, L. D, Milton to a term expiring December 31, 1971;
from DeKalb County, Dr. Sanford Atwood to a term expir-
ing December 31, 1971; from DeKalb County, Roy Blount to
a term expiring December 31, 1969; and from Gwinnett
County, K. A. MeMillon to a term expiring December 31,
1971.
The Board agreed to participate in an accelerated program
of the Atlanta Area Transportation Study.
At its meeting in February, the Board of Directors au-
thorized the General Manager to file an application with the
U.S. Department of Housing and Urban Development for
$166,666.00, to be matched by $83,334.00 of local funds for
continuation of the work program in 1968. This program
includes work elements on Preliminary Ownership Study
($49,000); Accounting and Financial Control System ($25,-
000); Architectural Studies ($32,000); Transit Center Tech-
nical Studies ($99,000); Socio-Economic Benefit Analysis
($30,000); and Impact of Proposed System of Atlanta
Transit System ($15,000).
The Board also agreed on MARTA's share of the cost of
the accelerated Atlanta Area Transportation Study: MARTA
and the State Highway Department will each contribute
$100,000 toward this work.
The next meeting will be April 2, 3:30 P.M.. Room 619,
The Glenn Building, 120 Marietta Street. N.W., Auanta,
RAPID TRANSIT
PROGRESS
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
BULK RATE
U.S. Postage
PAID
Atlanta, Ga.
Permit No. 705
808 GLENN BLDG. + 120MARIETTA ST,, ' ATLANTA, GEORGIA 30303
PHONE 524-5711 (AREA CODE 404)
Now
FEBRUARY-MARCH 1968-VOL, 3, NO. 2
Mr. Dan E. Sweat, Jr., Director of
Governmental Liaison, City of Atlanta
City Hall
Atlanta, Ga. 30303
oar.
ofa | 1
Dublin Core
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Title
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Box 6, Folder 10, Document 58
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
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a535ea512e56d42aeb200bec0b668b24
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Title
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Box 6, Folder 10, Document 57
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
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c92e11bf01fdf356081ef0f9f5a90460
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May 5.: 1969
MEMORANDUM
T o : Mr. Ea r l Landers
From : Dan Sw at
1 ha-ve added ome n mes to the map and plott r th ir addres es .
I hope this might be of some h lp.
DS;fy
,.
�
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Dane" lat el
May 5, 1969
MEMORANDUM
Tc: Mr. Earl Landers
From: Dan Sweat
I have added some names to the map and plotter their addresses.
I hope this might be of some help.
DS:fy
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Title
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Box 6, Folder 10, Document 56
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
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0b6c062c0937c971db088be32f0056e9
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A written representation of a document.
COME TO RAPID TRANSIT
PUBLIC HEARING
All residents on the West Side of Atlanta are i n vited to atte n d public hea r ings on the p r oposed rapid transit lines .
The map below shows the p r oposed location of the i-apid tran sit stations and routes .
The rapid transit system would use
high- speed trains , which wou l d ru n as fast as 75 mi les per hou r
and would average more than 40 miles per h our .
Representative s of the Metropolitan Atlanta Rapid T ransit
Authority will discuss ro u tes and locations of all stations .
There will be a detailed discussi o n of the West Line, and how
i t wi l l a f fect this a rea .
They will show aer i a l pho t os, maps,
and s lides to sho w how the rap i d tr a nsi t sys t em wi ll look and
where it will go.
People who live i n t he area from Westlake Ave nue t o L ynh u rst
Drive and beyond should t ry t o com e t o th e h ea rin g wh ich will be held
WEDNESDAY, MAY 22, 1968 at 8 :0 0 P. M.
at the
AME ZION C HURCH , 38 HIGHTOWER R D. , N. W.
�
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People who lve in the area from Westlake Ave: to bynburst
COME T O RA ID RA Sl ALL residente on the Weet Sid@ of Atlanta are invited to st- Fepresentatives of the Metropolitan Atlante Rapid Transit Drive and beyond should try to come to the hearing which 7 i by held
tend public hearings on the proposed rapid transit linge. Authority will discuss routes and locations of All stations.
The map below shows the proposed location of the rapid tran- There will ba a detailed discussion of the West Line. end how eee By .00 F
UBLIC HE RING wit stations and routes. The rapid transit system would uae it will affect this area. They will shew aerial photos. maps. WRSRESONS, MAY 2, LAE. ay SINE As
P A high-speed trains, which would run as fast ae 75 miles per howe and aides to show how the raplé transit syste will look and 7 ie ae
and would average more than 40 miles per hour where Lt will go. AME ZION CHURCH, 34 HIGHTOWER HD., N.W.
75
PONTOWER FO
STATION
| METROPOLATAN ATLANTA RAPD TRANSIT AUTHORITY
WONT Lee Pua
ereneTarh ade AD MET
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Title
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Box 6, Folder 10, Document 55
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
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3049d4624871d28db8d94a542a42adcb
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ATLANTA, GEORGIA
PHONE J A . 2 • 4463
R. Earl Landers
�
Text
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ATLANTA,GEORGIA
Fade — | ,
ef af New Fl
4 4 - | < 36
Liege inp hagord Jara 7 é tr
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Box 6, Folder 10, Document 54
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/37d8c4126b6764dbb0859ebaa1f6efc3.pdf
e8b3b42379fc51ed557a81dea2183d78
Scripto
Transcription
A written representation of a document.
ATLANTA, GEORGIA
RO UTE SLIP
Mr. King Elliott
TO:------------------------
0
Please refer to the attached correspondence and make the
nec essa ry re pl y.
D
Advise me th e status of the a tt ac hed .
I believe that we are not quite to this
point yet.
about it?
I
FORM 25 - 4 - 5
Do we need to do anything
�
Text
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Office of the Mayor
ATLANTA, GEORGIA
ROUTE SLIP
Mr. King Elliott
TO:
: Dan E. Sweat, Jr.
[_] Please refer to the attached correspondence and make the
necessary reply.
[_] Advise me the status of the attached.
I believe that we are not quite to this
point yet. Do we need to do anything
about it?
WO0- WE AAG AS kre OOK
CaowSltnrs te 4ssen Bee
ECrTHees, Den-
L THe we Stare + Few
CHAACE OF BIKE fue Hw
Aw Aro Houge oF 7t @-ZaA.
FORM 25-4-5
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Title
A name given to the resource
Box 6, Folder 10, Document 53
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/f34446115fcdb66aa2fe887c89f9ec62.pdf
b96bd5d4a3a365d27e99a282b33caad1
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Transcription
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CITY OF ATLANTA
DEPARTMENT OF
FINANCE
501 CITY HALL
ATLANTA, GEORGIA 30303
J nUOl'y 3 ~ 1968
CHARLES L. DAVIS
DIRECTOR OF FINANCE
E DGAR A . VAUGHN , J R.
DEPUT: Dl~ECTOR OF FINANCE
GEORGE J . BERRY
DEPUTY DIRECTOR Of; FINANCE
(
A'?'thu1" Andoraen & Compa.ny
34 t>eacl:.ttree StreQt, N.
At l anta., Geor ia 30303
D ar Sirs ;
r to r . R.. L . Stuart 's l ttor of Decernh-er 31, 1968, addr.e
d
to Honorable Ivan Alle, Jr . .
or requeatin inform tiou rel ti
to certain a propriatio.oa mad b t he City to t he Metroi,olitan ·tlant
pid Tran it otbortt · lease be dviaed of the foll~l\8 =
In , ns
Th
City Bpl):l!'Opri t d a.nd remitted to t h Aut hority
4_.030. for th yq r ending D c. 31, 1968.
The
ount of $16 , 974~ has
ubj ct to
udg t
ppTov 1
been ppropriGted
in year
odin .
Dec. 31, 1969.
U
e, can b
plea e 1 t
of further
know .
•isttanc
t.o you in
r
to t bS. , t.t r.
v ·r, truly our,
(£,/,~:;("~
Charl
L. Davi
Di ctor of li~nc
CLO: oh
cc:
l v n All n, Jr.
rl l.at\ders
ll~ t. St V 1."·t
V
�
Text
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DEPARTMENT OF FINANCE
501 CITY HALL
ATLANTA, GEORGIA 30303
January 3, 1968
CHARLES L. DAVIS
DIRECTOR OF FINANCE
EDGAR A. VAUGHN, JR.
DEPUTY DIRECTOR OF FINANCE
GEORGE J. BERRY
DEPUTY DIRECTOR OF FINANCE
7
{
Arthur Andersen & Company
34 Peacltitree Street, N. W.
Atlanta, Georgia 30303
¢
Dear Sira:
In answer to Mr. H. L. Stuart's letter of December 31, 1968, addressed
to Honorable Ivan Allen, Jr., Mayor, requesting information relating
to certain appropriations made by the City to the Metropolitan Atlanta
Rapid Transit Authority: please be advised of the following:
The City appropriated and remitted to the Authority
$84,030. for the year ending Dec. 31, 1968.
The amount of $16,974. has tentatively been appropriated
subject to Budget ara for the coming year ending
Dec, 31, 1969.
Tf we can be of further assistance to you in regards to this matter,
please let us know.
Very truly yours,
LZ Vat L*
Charles L. Davis
Director of Finance
CLD: moh
cc: Ivan Allen, Jr.
Earl Landers
H, L. Stewart \/
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Title
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Box 6, Folder 10, Document 52
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/b3e9bf3ca265771c029e7c93f094e006.pdf
5fdd917ac6ae75d771cc6cdb47f8320a
Scripto
Transcription
A written representation of a document.
Dee ember 11. 19(> 9
Mr. Tom C. Campbell, President
Southern Iron
Equipment Company
552Z New Peachtree .Ro d
Chamblee, Georgia
Dear Tom,
Thank you very much for your letter of D cember 10th
eoncer.nitlg the llapid Tran it .Authority. At the pre ent
time, all ppoin . ent on the Authority re till d, and l
don't anticipate ny vacanci
until after my admini tration
is ov r.
I hope you ill
ve a continuing intere tin _A tl nta and the
city's traffic problem , and I am ending your l tter to
Mayor-Elect a sell tor hi inforDl tion.
ith ppr ciation and
11 good
iahe for the holiday • a.son.
I m
Sincerely yoara.
Iv
All n, Jr.
yor
lAJr:lrd
CC:
· ayo
�
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December ll, 1969
Mr. Tom C. Campbell, President
Southern Iron & Equipment Company
5522 New Peachtree Road
Chamblee, Georgia
Dear Tom,
Thank you very much for your letter of December 10th
concerning the Rapid Transit Authority. At the present
time, all appointiments on the Authority are filled, and I
don't anticipate any vacancies until after my administration
is over.
I hope you will have a continuing interest in Atlanta and the
city's traffic problems, and I am sending your letter to
Mayor-Elect Massell for his information,
With appreciation and all good wishes for the holiday season,
Iam
Sincerely yours,
Ivan Allen, Jr.
Mayor
iAJr:ird
cc: Mayor Elect Massell w/enclosure
——
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Title
A name given to the resource
Box 6, Folder 10, Document 51
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969
-
https://ivanallen.iac.gatech.edu/mayoral-records/traditional/files/original/01a8512b57bad0d81738be00bac5adb3.pdf
ecb6f0077cb84606b5dea085d4fea688
Scripto
Transcription
A written representation of a document.
1.
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
1 970 . OPERATING BUDGET
1.
INCOME
2.
Appropriations
1970
Propose d
1969
Estimated
$ 94,000 -
1968
Actual
1967
Actual ·
$ 42,015
$ 84,030
$ 84 , 030
6,500
2,899
23,190
23,190
41,385
82,770
82,770
4~, 900_
91,800
91,800
5,000
2,276
18,210
18,210
$299,800
$134,475
$300,000
$300 , 000
$ 82 , 700
33,000
64 ,4 26
1 25 , 000
5,250
3 , 000
6,66 5
5 , 502
3.
City of Atlanta
4.
Clayton County
s.
DeKalb County
92,300
6.
Fulton County
102,000
7.
Gwinnett County
8.
Sul:?-Total
9.
State of Georgia
10.
Intere s t Income
11.
Federal Funds
$ 407 , 000
4 6 , 584
24 0 , 9 25
302,667
1 2.
TOTAL INCOME
$794,750
$217,059
$612, 0 16
$733 , 169
�2.
Line
13 .
TOTAL INCOME BROUGHT FORWARD
14.
EXPENSES
15.
Staff Costs
16.
Salaries
17.
Expenses
18.
Social Security
19.
Guaranty
20.
Health and Accident Insurance
21.
Retirement
22.
workmens' Compensation
23.
Board Meetings
·.
1970
Proposed
1969
Estimated
1968
Actual
1967
Actual
$ 794,750
$217,059
$612,016
$733,169
82,919
. 70,274
76,971
66,408
12,500
8,977
13,852
11,008
1,859
1,498
1,702
1,188
267
533
533
1,884
1,518
1,528
1,228
13,374
13,374
13,340
13,520
264
213
50
182
4,200
3,300
3,400
3,250
$117,000
$ 99,421
$111 , 376
$ 97,317
~ 99 l 421
~111 , 376
~ 97, 317
.
24.
Sub-Total
25 .
Less: Charge to Program
$ 20,000
26 ..
CARRIED FORWARD
2 97 , 000
�·----~
Line
27 .
INCOME BROUGIIT FORWARD
28.
EXPENSES
29.
Brought Forward
30.
Ad.mini strati ve Costs
1970
Proposed
1969
Estimated
1968
Actual
1967 3.
Actu al
$794,750
$217,059
$612,016
$733 , 1 6 9
$ 97,000
99,421
111,376
97,317
31.
Rent
5,888
3,050
3,102
3,000
32.
Communications & Postage
4,307
1,700
4,988
2,232
33.
Furniture & Equipment
2,000
2,012
533
34.
Supplies
6,250
6,416
3,127
35.
·Printing
4,000
11,792
2,31 2
36.
Insurance
37 .
Accountant
38.
Auditor
39 .
Public Information
40 .
Public Hearings
41.
Attorney's Fee s & Expe n ses
42.
43.
Sub - Total
CARRIED FORWARD
1,400
555
555
190
362
1,500
1,500
1,600
750
500
500
250
250
32,000
500
32, 1 27
33,004
1 , 990
4 0 , 000
16 , 000
41 1 71 1
24,314
$ 97 , 000
$ 25 ,205
$106,178
$ 69,884
$194,000
$124 , 626
$217 ,554
$167,201
�\
Line
44.
INCOME BROUGHT FORWARD
45.
EXPENSES
46 .
Brought Forward
4.
.
1970
1969
1968
Proposed
Es timated
Actual
$..'.7941 7 50
$217,059
$61 2,016
$733,169
$194 1 000
$124,626
$217,554
$167,201
1967
__. Actua l
47.
Consultants on Retainer:
48.
The Research Group
49.
Advisory Committee
5,379
5,370
50 .
Hammer, Greene, Siler Assoc.
8,650
4,74 2
51.
Eric Hill Associates
3,340
52.
PBTB
53.
AATS
54 .
55 .
Sub-Total
Te chnical studi e s
56.
TOTAL EXPENS ES
57.
INCOME LESS EXPENSES
58 ..
PLUS: FUND BALANCE BEGINNING OF YEAR
59.
FUND BALANCE END OF YEAR
10, 575
6,000
17,000
$_ 2J, 000
7,333
32 , 631
37,000
156,000
$ 44,333
$?~?, 575__
19,395
$ 32, 323
~$~6_l~0~,~0~0_0_ _ _~$__4~5~,~o~o~o:.__ _ _ _$~3~7.:....-=..5~,-0~3~6~_ _i$~4 =
1 =2L,~3~0~3
.$~
8 _27....&..,o_o_o____ _i$~2~1 ~3L,9~5~9:'.,__ _ _~$8~0~9~,~1~6~5~ _ _.::t...$~
6 1~1~,~8~2::...!..
7
(32,250 )
3,100
(197,149)
121,342
~$--::.5~5~,~5~7~5_ _ _$L--:5~2=,~4~7~5'-----~$=24~9~,~6~2~4=------I$~1~2~8L,=2~8=2
$ 23,325
$ 55,575
.,::§ -. 5·2,475
$249,624
===========::::::::==============':::::::~=======::::::::
�r
5.
EXPLANATORY NOTES TO MARTA PROPOSED 1970 OPERATING BUDGET
LINE
9.
11.
19.
10¾ of Line 56.
$407,000 does not include any of the current technical studies grant which is to be
closed out in 1969.
- Deposit to Retirement System of Georgia, Inc. paid up in 1969.
21.
New personnel, if any, will not be brought into the existing program.
25.
Portions of the time of individual staff members will be charged to technical studies
(Line 55). Such charges are used in lieu of cash as matching funds. Details appear
in the note on Line 55.
41.
$40,000 shown is for direct legal support of the Authorityrs operations. Not included
is other legal services required under technical studies, two-thirds of which is to be
financed by the Federal Government.
55.
Summary of 1970 work program cost:
Federal
$407,000
Local:
Cash - $183,000
Staff - $ 40,000
Total 1970 Program
(Rev. 12/1/69)
"/
$203,000
$610,000
�
Text
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Line
i.
2.
10.
11.
12.
INCOME
Appropriations
City of AE Eons
Clayton County
DeKalb County
Fulton County
Gwinnett County
Sub-Total
State of Georgia
Interest Income
Federal Funds
TOTAL INCOME
METROPOLITAN ATLANTA RAPID TRANSIT AUTHORITY
1970 .OPERATING BUDGET
1970 1969 1968 1967
Proposed Estimated Actual Actual
$ 94,000 - $ 42,015 ; 84,030 $ 84,030
6,500 2,899 23,190 23,190
92,300 41,385 82,770 82,770
102,000 45,900 91,800 91,800
5,000 2, 276 18, 210 18,210
$299,800 $134,475 $300,000 $300,000
$ 82,700 33,000 64,426 125,000
5, 250 3,000 6,665 5,502
$407,000 46,584 240,925 302, 667
$794,750 $217,059 $612,016 $733,169
Line
L3. TOTAL INCOME BROUGHT FORWARD
14. EXPENSES
Le Staff Costs
16. Salaries
Le Expenses
18. Social Security
19. Guaranty
205 | Health and Accident Insurance
21. Retirement
22. Workmens' Compensation
23-6 Board Meetings
24. Sub-Total
255 Less: Charge to Program
26. CARRIED FORWARD
1970 1969 1968 1967
Proposed Estimated Actual Actual
$794,750 $217,059 $612,016 $733,169
82,919 . 10,274 76,971 66,408
12,500 8,977 13,852 11,008
1,859 1,498 1,702 1,188
- 267 533 533
1,884 1,518 1,528 1,228
13,374 13,374 13,340 13,520
264 2i3 50 182
4,200 3,300 3,400 3,250
$117,000 $ 99,421 Sill, 376 $ 97,317
$_ 20,000 _ = me
$ 97,000 $99,421 $111,376 $ 97,317
Line
Zs
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
INCOME BROUGHT FORWARD
EXPENSES
Brought Forward
Administrative Costs
Rent
Communications & Postage
Furniture & Equipment
Supplies
‘Printing
Insurance
Accountant
Auditor
Public Information
Public Hearings
Attorney's Fees & Expenses
Sub-Total
CARRIED FORWARD
1970 1969 1968 1967 3-
Proposed Estimated Actual Actual
$794,750 $217,059 $612,016 $733,169
$ 97,000 99,421 111, 376 97,317
5,888 _ 3,050 3,102 3,000
4,307 1,700 4,988 3.232
2,000 # 2,012 533
6, 250 1,400 6,416 3,127
4,000 a 11,792 5.312
555 555 190 362
1,500 1,500 1,600 750
500 500 250 250
32,000 500 32, 127 33,004
40,000 16,000 41,711 24,314
$ 97,000 $ 25,205 $106,178 $ 69,884
$194,000 $124,626 $217,554 $167,201
Line
44.
45.
46.
47.
48.
49.
50.
Sl.
52.
53.
54.
55.
56.
576
58.
59.
1970 1969 1968 1967
Proposed Estimated Actual _ Actual
INCOME BROUGHT FORWARD $794,750 $217,059 $612,016 $733,169
EXPENSES
Brought Forward $194,000 $124, 626 $217,554 $167,201
Consultants on Retainer:
The Research Group 6,000 = 10,575 2,816
Advisory Committee = - 5,379 5,370
Hammer, Greene, Siler Assoc. - - 8,650 4,742
Eric Hill Associates - = 3,340 -
PBTB 17,000 7,333 32,631 19,395
AATS - 37,000 156,000 =
Sub-Total $ 23,000 $ 44,333 $216,575 S 32,323
Technical Studies $610,000 $ 45,000 $375,036 $412,303
TOTAL EXPENSES $827,000 $213,959 $809,165 $611,827
INCOME LESS EXPENSES (32, 250) 3,100 (197,149) 121,342
PLUS: FUND BALANCE BEGINNING OF YEAR S$ 55,575 $ 52,475 $249,624 $128, 282
FUND BALANCE END OF YEAR $ 23,325 $ 55,575 $52,475 $249,624
LINE
ids
L9.
aie
25.
4l.
55.
EXPLANATORY NOTES TO MARTA PROPOSED 1970 OPERATING BUDGET
10% of Line 56.
$407,000 does not include any of the current technical studies grant which is to be
closed out in 1969.
Deposit to Retirement System of Georgia, Inc. paid up in 1969.
New personnel, if any, will not be brought into the existing program.
Portions of the time of individual staff members will be charged to technical studies
(Line 55). Such charges are used in lieu of cash as matching funds. Details appear
in the note on Line 55. ;
$40,000 shown is for direct legal support of the Authority's operations. Not included
is other legal services required under technical studies, two-thirds of which is to be
financed by the Federal Government.
Summary of 1970 work program cost:
Federal $407,000
Local:
Cash — $183,000
Staff - $ 20,000 $203,000
Total 1970 Program - $610,000
(Rev. 12/1/69)
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Box 6, Folder 10, Document 50
Box 6
Box 6 Folder 10
Folder topic: Metropolitan Atlanta Rapid Transit Authority | 1966-1969