Box 6, Folder 9, Document 10

Box 6, Folder 9, Document 10

-

Rough Drat



Ay



is called GPERATION INT

MEMORANDUM

.

es an action process for improving the transportation
City which nas been developed jointly by Atlanta

wu

A
ce

RCEPT and will have a number of steps, starting

with initiation of a new shuttle bus service on December 1, 1959, which
will lead in successive steps to the eventual development of a complete
transportation systema for the center city as pert of the region's basic

te
je Leal

sportation system.

TUL or oe easaryvee Where rer
This precess has been d

Transporta

tion and the

to help solve problems
eitv, This mesorandum
combine the energy and
minizsration to achieve
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eveloped Zn response to concern of the Secretar: o
rbhan Mass Transportation Administrator for action
Urban Mass i
: :

brought on by the growth and expansion of center

is the beginning of a program which we hope will
r@ésources of Atlenta and the Urban Mass Transit Ad-
é series of specific action goals over time.

= a
CENTER CITY GROWTE: ATLANTA, THE CENTER OF THE SOUTHEAST cP) 4?

Since 1960, Atianta's Cénter City has grown beyond ail predictions. _ Pige eS =

-

million Square feet of office




ected to continue, with Bor plenners and developers

rban expansion -- perhaps at a rate leading all other

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citias of comparable size. Planners anticipate that employment in the
central city will double within the next two decades, and with redevelop-

ment space contiguous to the alreacy highly developed core, builders are
Ere ae 2 TIONS



actively keeping pace with their

the na for accelerated development and economic growth.
os . Se 9 3
The city has become the gateway to this region: of vast potential, and re-

teins a posi tion unparalleled, in fact unchallenged, by other areas of Baer S “re
<i ns Oe .F

urbanization, More than four-fifths of the nation's 500 largest corpora-



tions have established bases in Atlanta for operations im the Southeast,

and are expected to increase ‘their demands for space as the ragion develops.

=

s in the past, location within the region has a positive effect on growth.

=

he city is nearly mid-center in the Southeast Region, and with the e&

ae

¢

tion or water, enjoys excellent service by all forms of transportation.

a8 a center for thé dis



tribution of ser vices ang

rocucts, Atlanta serves
the region. Unless unforeseeable events occur, its location will become

increasingly significant in location decisions for both business and govern-

“ment growth programs.
growth catalyst is the relationship of joeal bus

SaiUess

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nifican

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7. > ae re te
ana government and how they work toget her in directing continved center
city cevehopment. In abstraction this is often stated as the “business spi-

ela

rit of Atlanta" based on gsz optimism stemming from a proud and snectécular

es

gr@ivth record -- a sense of certainty that Atlanta holds a key to the future

‘of the Southeast. In reality this meens a strong and articulate business

ot ; ; oF

ope ae é . :
community working with sgvernment to provide direction and coordination for
anticipated levels of growth. Nowhere is the bus =ness-sovernm ment reletion-
g el r

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Sndpore evident or v ieble then in the center city, for all acknowledge



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given.



and work for its continuation with an avowed distaste for a vastly decen-
tralized city. The "Regional Development Plan” (1962) calls for a stroag.

central area, with the City of Atlanta's "1983 Land Use Plan" specifically

citing the central area as ". . . so complex it requires a well conceived,

well developed, and well executed plan of its own." Special transportation

a a

studies heve also acknowledged the center city as unicue and requi ying:

~-ecific detailed analysis of its own. To fulfill these special needs: for
center city plepning, an elaborate study design (the central area study) we

has been ceveloped as a joint city-business community attempt to chart the

course end needs of center city SFoweG,

PROBLEM OF CONGESTION AND ACCESS ils

Center city growth has not, of course, evolved withsut ereating problens.

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evelooment has taken place upon a little changed and

With few exceptions

d










-




taunted

gow anti

sit referendum, agencies are busy at revising a plaa wnicn should win en-



After an initial setback on a rapid tran-



strour
thusiastic a approval. Mayor Allea perhaps best sums up such concerns in

his statement tha "We cannot accommodate any more deartibvnn our @xist-
ing street patterns. and there is not enough money on God's green earth

to erate strect patterns in Atlante." Current loss feinn niescses ere
evar “212, Rain RALVR ach Desbl ae, See MSE aay. neerteres Tencing
efforts have not included coordinated interix steps for relief of center
a congestion. Such steps ere critically needed, and this program, along

with the Central Area Study, are designed for just that purpose. -

on and access are not just anticipated; there are

}4e

Provléems of congest

WAS <on VETER
severe problems now. <A good exanple 2. evce=ed in the Atlanta Journal-

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Constitution article following the mid-day txai

ty

“Downtown Atlanta traffic ground to a hait for hours in rippling heat

4

Thursday, choking tater sections and clogging main arteries in -ad out of

the city .. . many public transit schedules were wrecked as some buses
marked time for as long as an hour in motionless lines of simmering cars
fod trucks . . ."

Freeway proximity, then, and improved outer area arterial streets have “=
vastly increased the propensity for usage of the automobile as a means of
transportation to the central city. Center city parking faci.ities have

been growing to accommodate the demand, yet street patterns remain fixed,

often unépdle to pass'the high volumes of both vehicles and pedestrians.
gebveler 2
u

Over-cepacity is #7 a fact end measurable in hours per day. Given the ex-

pected growth in the center city with no improvement in ECE RS Maen
a :
aeieday-over=ctapaczty could be a Feebiey:

continued all-day Cong CS Ate “24 ,

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co

SS proble ms of center city residential neigh-

OQ
ty

Oz specizul concern are

hose in model city and NDP project areas. Although

er

borhoods, paxrticulariy

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public tra ailable, most resicents are considered captive riders
with special needs and demands on center city transportation. « technical

is now pending (EOA-MARTA) for study of neighborhood

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access problems not only within the center city but to suburban employment

centers as well. It is anticipated that this program of interim steps

could be instrumental in resolving these problems.

The rapid transit program will of course relieve problems of center city

access, yet an operational status is years away. Unti ‘thea, consestion

pe aur Le

continues to mount, and interim programs for inprovene nt ait overshacow ed -



As previously stated, Atlanta is currently experiencing severe center city

access and congestion problems. The rapid transit program has yet to be
‘approved by the voters, and is at least eight to ten years away from an

operational status. Planning has been strongly oriented’ towards the long

Atniosis. Cprex ihn

ces lands, 4 sors

mies



range rapid transit program, and with meeting eviesycdy 4

Via hes. a Buln Xp : a or : , ea
Seay eee te Cetersis+-constdes 2 large scale Interin progremn - ‘

of relieving center’ city congestion problems,

én answer to this need for an interim progran has been found through the
DOT CCTP. Uncooréinated and unarticulated ideas and concepts for interim

solutions found in various planning and transit agencies have with the di-
‘ e

rect help and inspiration cf the center cities consottium been devel ped
OPEATION IN TEECEPT




into programmatic form, the total concept being called
The proyrmed simply involve} taking a series of interim steps towards improving
center city access and alleviating congestion problems. The first step

s : te :
employs existing transit technology, local equipment, and local‘financing, ‘

ter city distzrieution system complementing the pro

sit ediate steps employ_ improvement

Cal

application, with various

A key element, nearly requisite for the suc

eet, will be the de

help determine the program =Or the next.
OPEATION \NTF cere
Goeteciontieerecest is divided into three ceneral
upon the success of the one(s) before. By m ai
systen in cach step, large quantities of informeti
for planning the next. Thus, continuous feedback
service characteristics from initial steps.

The initial step is divided into two phases. The

Ss sponsored by both @ity and business co omnmunity.

service by December 1

North

th

4

ties located just outside the center The se

city.

efrort between the City of RENE Atlanta

joint

dia a

;
ne

primarily at the ctiver comnut

ins = <
king facili

at the periphery pa

sine him to center

rk

and bus

echnology and hardware as a

e relier for center city conge

ern

permanent ceéen-
posed primary rapid tran-

s on technology, hardware,



l-federal financial sup-
F VERA INTERCERT t:
cess for Woes
ess for each step along
cs of Gach step cen
steéos, G€acn building
ning the monicoring
on will be availeble

will shape and direct

first, @ TQ0Z4 Loéal. etiort.
This phase will-see nto

operation routed through

anya’

and South parking facili-

rvice results from a

Transit Company, and the

stion.

ter, with hopes of inter-

n the exoress-

The shuttle service

TUE
is not without precedent. Currently, two shuttle services are in operacion

>

nd have proved most successful -- one, a special application, is nearly

an identical service concept as this first phase of Step'I. The service

a

is being operated between Georgia State University, a downtown school with
very limited parking facilities, and the same south parking facility as
proposed in this first phase of Step I. The other shuttie operation is the

"Shoppers Special" routed within the center city, serving mator r

fw
ct
»
b
he

outlets.

enade, oe
Biles - ees af . . Te : aqe7 meet sy ; ; ; ae
Pasi tvo of Step 1 will hopefully begin in early spring with }! i ; |



OF

petion in the form of a Damo. Grant. At vhis tise service improve-.

-

mencs will be made in whatever fora the monitoring co

Aterstcard 2.

ests, This may include increased heacway, revised fare echedvies,

altered or additional routes, and the use of more parking facilities.

Step Li of Operation Intercept will be besed on the monitoring implica-

tions cf Stép I, and is expected to require considerable capital investimant,.

nis step that new technology will be employed and a large

expansion of services put into effect. The new technology will more than



Several ayvlications for federal essistanc



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tecnnical study grants as well.

Step II can also see the initiation of specific access“link<-ups to- ae

the Model Cities and NDP project areas, if their studies find it desireble. - =a
Alveady in operation is a Model Cities shuttle bus program, which Ne
e puke

Can even in Step I become a part of the Gperation interce zt process,

The monitoring program as develosed by the CCT team will in Step I. be

1

where it will not only be

Step TIL Vil become a part of the los

7
- >
developuent program. This does not mean however a loss of center city

orientation. In fact, the ultimate goal is to see into eperaticen a
permanent secondary distribucion system2 within the center city in ot
fuil compliement of the regional rapid transit ees and embodying
those successful service application$of Steps I and Il. The Step il
monitoring operation will be oriented towards this Step ITI system con- F
cept, anc the Step Til planning time frame compatible with the longs range
primary system program such that complimentary, pe etens can be insured,
j
4
7 “Sas 1
RUAN LEAT ON . f

Operation Intercept will involve a number of the Atlante axencics in

f
t
ior

Gifferent facets.

1. Basic Policv Meking and Coordination
Operation Intercept has been considered as part of the basic transportation
program of the Atlante area. It is “being discussed and reviewed by the policy

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making and coordinating orgenizations¥in- Atlanta, including the Policy Cosmittee

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a fra

Transportation Study,

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and the Planning and Develovment Committee of the City of Atlanta's Board of
Aldermen, ana the Board of Directors of Central Atlanta Progress. The technical

plannins work will be coordinated with the regional pelnnins operations of the
= = ? o = o =

Atlanta Recion Metropolitan Planning Commission. .
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2, Lone Renge Planning -— The Centre. Area Study, an operation jointly sponsored



primary responsibility, under this overall volicty framework, [or the specific
‘

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cansportetion facilities and sexvices as they

ere * * = “TRE
arfect center city. Operation Interceat will be tied into 2% going planning

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3. Monitoring - During Steo $ of Oparetion Intercept, fie CCT Team will be

responsible for the technical work reauired to monitor operation under “tie directis:

- of a Working Committee consisting of the City of Azlanta | MARTA, Car.cral Atlenta Pro-

gress, and the Atlanta Transit Comseny. In subsequent SEepe; this technicel work |

Will de eosorbed by-local agencies, mostg yg: I likely 4 the Central Aree Study

.







4. Federal Applications - Initially the City of Atlanta will be the applicant
for federal applications coming cirectly out of .Operction Intercept.

%
pe ions The Atlanta Transit System will operate the service in

The operation of subsequent services

tep of Operation Intercept.

2 responsibilities assigned to verious of the operating

Will depend on th
asencies coming out of the basic trénsportatioan planning process.
é
. ‘
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‘ms
* *
oe
OPERATION & TIMETABLE

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Atlanta Progress, the C

to develop ideas on quick action

&

_ city's immediate transportation vr

B. When Phase II of

September 1°59,

ary

Jos

fo

action program to provide

ct
@

peripheral parking facilit

the most congested

were presented

speccions of the proposed route,

suitable experiment ‘for Phase II

Department), Cent

QO

onplete

dL, Pres

all-day snuttle service, operating

a

through the heart ef th

i)
u2

lots

ity Pl

the CCTP was

Atlanta was ready to

the expressway connector
areas.

wit

progre

aration of an operat

ing at 10

generacea

am and various
Or ct

OTHERS
anning artment, and #enes

“Oo

Den

projects to hel: some of

"nS
—

oblems.

ennounced by Secretary Volpe in

ror imm

Oo

make specific proposal an =

an all-day bus service connecting

ttlanta Stadium and the Civic Cen-
+

Les at

and downtown arterials before

The Team met in Atlaata

6Cl Come

hn the project concept, made

=

ad generally endorsed the preyect as. 2

va

of the Corer.

ia Sransit Company, the City of At-—

Atlan

ral Atlanta Progress, and the CCT? began

m for this operation. This included:

ee

ional plan by ATS for a

AG at mute headways zfrom

plan

é downtown area, including

=
eiesraies by th

ae
facilities.
3. The downtown business community, through their orgenization
e agreed to support the project finencially .
i and the

rogress, ha
December i

rt
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ct
1)
‘gd

between the time service will start on

e interin
UMTA will be able to support the project through

capi
4. Prenaration of this OPERATION INTERCEPT memorandum by the
working group which is designed to obtain UMTA support and guidance for
this whole program.
- 2969,

i

on Noveaber

BD. The meeting with Administrator
s expected to be the last of the initiel phases of the overacion, We
é now ready to roll.

Zi. DPE LTATE ACTION
the new shuttle bus

will begin ti
be 28 A

a Civic Center parking

e
On December 1, Atlanta Transit

A,
Stadium aa
this wilh

through central city irom the
fifty cent fare will be charged for this service. Included in
the cost of all-day parking and round trip bus fare. Those passengers
i e charged 15¢ per ride.

2

be
who use the bus service wintout parking will b
Funds .te provide for the difference belween operating costs and reverses

during the initial months of the service will be provided by the ioc

business community who, in addition, will pick up the costs of promotion.

t

vided by Atlanta Transit. The

c

™

costs

net costs of operation,

B. Just prior to begiming the
the Atlanta agencies, will develop a

service. program will include:

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Parking will be provided by the city.

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Buses.and operations will be pro-

publicity are expected to run about

\2

e expected to be

counts, speed and celay analysis, counts on t

Studies of the operations of the service, inclucing O-D

the economics of the operation including -costa>

about $44,060 per

. : é .

and revenues, user attitude toward fares, ability to pay, break-even cog is
for service, etc. : iz
é .

4&4. Studi

service could be

route lLocaticns,

»

5. Analysis of the oppor

subsequent stages i

of the

ho

re

applied including an inv

es of other areas and routing

“cunities for new

ran
Lew

similar shuttle

— <tringe parking sites;

mological innova-

ject, including new vehicles, separate
get oF

-rights of way, people movers, station aud platform haadlius, joint
development, ete,
. Assist -:tlan in p s lications for fecerai
6. Assistance to -.:lanta preparing applica feder
grants for subseguent stages of OPERATION INTERCEPT.
For this monitoring operation, the CCT Atlanta team has requested a bud-
$75,000 from the funds avcilable to the CCT Project for city protects.

C. Along witn this monitoring effort, Atlanta pepe have the
Central Area Study planning program in full operation during December.
Tne start-up of this progran is dapendent on the approvel of tae technical
studies grant application for $300,000 ($205,060 from the federal govern-
ment) thet UMTA now hes under consideration. The city end the pusiness
comm@aity through Central Atlanta Progress @ co-sponsoring this prtogran
which is expect along with the planning activities of AMRPC, AATS, cond
MARTA, to provide the overall planning fremework for subsequent stages of

RATION INTERCEPT.
gram to help formule
provements in Centra

conditions

D. <Assum

the working

€0 earry th

e

the continu

al

group in At

The CCT team expects to work along with the CAS pro-

r

rrane

cfs 7
i ae

Oo

fs

te the basic planning work for tran nsport

Atlanta ana to develop syst tems to obtain bas

= ire

t and futur s develecnon’:

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Les n

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art ee

"

7,000 fron the

=

ror

i”

8 12 C

$s GLP budget

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UMTA for OPERAT a INTERC2

=OE

4

ai
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I-46

ae
ult

IT and the development of Steps

rs

S to be of two kinds initiell

s<

we


5 A capital grent application to provide for the surchase of
11 new buses that can be used | to expand the shuttle service in the letter
tages of Step I £6 supplement or replace the existing eeuipnent thac wiil
be put into operation immediately. We now estimate the cost of the buses
and other equipment to be approximately raRD 000.
: 2. <A demonstration grant application to provide the funds re- -
quired to test out new and improved s.uttle service to allow for experi-
mentation with fares and charges to provide additional inducements for

pi-xvons to permit promotion for expanded services, to provide whatever re-

imbursement is required to the Atlanta Transit Company for unrecovered
costs of operating the service, and to begin the process of designing new

equipment, Vehicles, stations, rights of way that will be needed for Step II

of the operation. We expect that this initial cGemonstration will cost ep-

roxinetely $280,000.

It is possible that cther BppELedt tos16 may be forthcoming from this process.

in any case, we would like to request thet UMLSA allow our working team to

keep in very close touch with various of the UMTA steff, to seek their ad- a
vice and guidance on the proper and most suitable way to develop applicae- : :

. mm »
tions. We also anticipate that UMTfA itself may want to use the first phase

1

wo

OPERATION INTERCEPT to try out some new types of vehicle

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1ilable and suitable cor this service. We feel th=t close vorking

oo:

rently ave

“35

relations with UMTA staff wilt be essential during this process.

E. During this seme period we expect that MARTA will begin the tech=
micel work réquired to detail the regional rapid transit. systen plan, in-

luding the portioa of the system within or efiectin g Central Atlanta. ,
a

UNTA now has. under, con aaidevacien an application for a technical studies
grant of $ for this purpose. on as with the CAS planning pro-
gram, the MARTA vrogram will be developed under the aegis and support of
ional transportation planning body in Atlanta, the Atlanta Area
Transportation Study, and will be reliant on and supported by the Atlanta

Metropolitan Regional Planning Commission, which will insure coordination

of key inputs to both processes. The CCT team will ae these agencies,

uestea, to develop anc systematize various elements of these work

.

1 _ - -
the demonstra-

A. By the first of March 1970 we would hope to hav

4

low zor continuation end im-

tion grant aoplication approved which will al

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S soon as possible’we would hope to nave the

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oved in ord to permit the earliest possi-

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B. The CCT team will continue its monitoring operations on t

ow
be
p
02
fo
J

proved and expanded service. Prior to -he end of tis contractual o!
tions in June 1970 it will prepare a report evaluating the results of
Step ET of OPERATIONS INTERCEPT for Atlanta z..d UMTA. This report will

contain recommendations for Step II and III of the. CPERATION, and if fea-
sible will provide a basis for supplementary or additional epplicetions

to UNTA for Gemonstrations and capital grants. These might cover:
‘+

Ee

- Specification and.tests for new vehicles which may te more

adaptable to the needs of this particular service than conventionnl buses.

*

Z. Development of exclusive rights of way in central city along

‘with specially designed station stops end other facilities.

service to parki “RS facilities in other “locations

outside the central city bus adjacent to expressways or major arterials.

4. Relation of this service to central city residential neigh-

borhoods, sarticularly the mocel cities neighborhoods.

At this point in the operetion, we shovid be able to determine whether a

- . * * os

modest level of capital investment in parking facilities, vehicles, exclu-

3
sive lanes, and stations will esagide a system to hendle the near-term
erowth in commuter traffic to downtown expected as a result of continued

center city development. We should be able to determine how a final form

=F

or this service can become a basic nart of the transportation system for

cowntown. The CCT team will also set up procedures to transfer its moni-

— one

operations to local organizccions before it is terminated. - =

C. As 2 result of, Ents effort, we expect to have additional applica-

tions for Step II of OPERATION INTERCEPT which is anticipated to last

about two years. While it is too carly to estimate costs for these, their

magnitude might be as follows:

1. Technical Studies $100,000
2, Demonstrations $800,000 - $1,500,000 aren

3. Capital grants $2-4 million

“a 4a.