1 Transit in Atlanta – Past, Present, and FutureElectric Railroaders’ Association Conference July 3, 2017

2 About Me

3 The Early Years 1861 Atlanta Street Railway starts first mule-powered street railway. Over a dozen street railways are incoroporated in the following 30 years. 1889 Atlanta & Edgewood Street Railroad Co begins operation of the city’s first electrified line. 1890s Major consolidation begins. The Atlanta Consolidated Street Railway and Atlanta Rapid Transit Company begin the “Second Battle of Atlanta.” 1901 All streetcar operations are consolidated into the Georgia Railway & Electric Company (today’s Georgia Power). The Atlanta & Edgewood Street Railroad alignment is currently operated on by the Atlanta Streetcar along Edgewood Ave. It helped create Atlanta’s first suburb, Inman Park. The Atlanta & Edgewood operated from Five Points in downtown to another five-point intersection – today’s Little Five Points.

4 The Early Years Above: a mule car on Peachtree St in At the location of today’s Five Points Station. Upper Right: Track construction at Five Points, 1891. Right: Atlanta & Edgewood Street Railroad car barn on Edgewood Ave circa The building still stands today as an event facility. Unlike a lot of northern towns that used horses before electrification, Atlanta used mules because they were better suited to the hot, humid summers. Because Atlanta’s railroad junction was in the heart of the city, trains at depots (including the original Union Station) caused a huge backup on the streets. This inconvenience led to a series of massive projects to grade-separate downtown streets from the railroads, and eventually created Underground Atlanta and the area known as The Gulch. The Atlanta & Edgewood used the Van Depole electrification system. You can visit the Atlanta & Edgewood car barn in that neighborhood – we’ll get to that later. Photo credits: Railga.com, New South Construction

5 Second Battle of AtlantaTwo feuding figures: Joel Hurt and Henry M. Atkinson Built competing lines blocks away, created legal obstructions, vandalized each other’s tracks; even rumors of a duel. Hurt’s Atlanta Consolidated Street Ry ultimately merged into Atkinson’s Atlanta Railway & Power Co, forming Georgia Railway & Power (GR&P). The second battle of Atlanta was about not just streetcars, but also real estate and power interests. It became more than a corporate feud, and was a personal one between the two men. Photo credits: Railga.com, New South Construction

6 The Georgia Power YearsPeriod of Expansion and Improvement System trimmed after the “Second Battle of Atlanta” Profitable routes double-tracked New interurban lines to suburbs 1924 – 200 miles, 404 streetcars start of bus operations start of one- man operations Immediately after the Second Battle was won, the system was streamlined. Streetcar ridership peaked in the 1920s. A massive investment that updated equipment and rolling stock to modern standards prepared the system for the Great Depression and the stresses of the high-ridership war years. Even in the early years, the system operated beyond the City of Atlanta to neighboring suburbs – Decatur, Hapeville, Marietta – resulting in franchise agreements with multiple municipalities. Until MARTA began operating, separate fare structures existed for Decatur with roots in these agreements. The agreement with Decatur required Georgia Power to maintain a 5-cent fare and two man operation; Decatur cars had a different paint scheme with yellow triangles near the doors. Photo credits: Beeler Report

7 The Georgia Power YearsChallenges and Change 1936 First bus substitutions 1937 Trackless trolleys introduced 1940s WWII delayed trackless conversion plans, cut buses, and increased streetcar use 1945 First air-conditioned trackless trolley, ridership of ,964,244 1946 Start of wide streetcar/ trackless trolley conversions 1949 Last streetcar run Georgia Power developed a specification for a double-ended PCC car, and was a member of the ERPCC. While they helped develop the standards, their interests in power over rail led them to convert the transit system to trackless trolleybus and begin a program of expansion. The last batches of the St Louis trolleybuses ordered by Georgia Power – the ones you saw today at the museum – are unique to Atlanta, and are the closest thing created to a trackless trolley PCC. Top: A streetcar on the #5-Highland/S Pryor line. Bottom: Trackless trolleys in downtown. Photo credits: Rich Krisak Collection Motor Coach Age Magazine Jan/Mar 1997 and July/Sep 1998

8 The Georgia Power YearsAbove: Georgia Power interurbans signed for Marietta sit in front of the Butler Street car barn. Top left: A Stone Mountain interurban car boards passengers at a waiting shelter. Bottom left: Stone Mountain interurban car. The South wasn’t known for its interurbans, save for Dallas and parts of South Carolina. Atlanta was an exception, with three lines – though one is debatable, as it was operated with City equipment. Interurban service ran to Stone Mountain, Marietta, Hapeville, and College Park. Interestingly, the Atlanta Northern to Marietta originally operated with an AC traction system independent from the city system, unlike most lines at the time. When the interurbans were modernized in the 1920s, Cincinnati Car Co “curvesiders” were purchased and included rapid-transit style couplers, sliding pocket doors, safety systems preventing train operation with open doors, and multiple-unit control (even multiple-unit door control). ** The title slide clearly shows the coupler and end doors designed for multiple units. Photo credits: Rich Krisak Collection

9 The Atlanta Transit Yearsday strike. Georgia Power sells its transit operation to the new Atlanta Transit Company. 1951 ATC acquires suburban bus company, unifying the system 1950s ATC reorganized into the Atlanta Transit System (ATS), expands use of trolleybuses. 1960 ATS starts promoting rapid transit 1961 First proposed rapid transit plan 1963 Last trackless trolley run 1965 MARTA is created Georgia Power was already struggling with an increasingly unprofitable enterprise - especially after accumulating trust agreements from the expansion of the trackless trolley network. There were loans to pay, declining ridership, and the inability to raise fares due to local politics. The Securities & Exchange Commission’s decision to force power monopolies to divest their transit operations came shortly before the 1950 strike, which marked the system’s end under Georgia Power - the company was sold to the Atlanta Transit Company during the strike, so employees came back to work for a new owner. Up to the very end, the Atlanta Transit System was investing in trackless trolleys. It wasn’t the economics of operation that killed the trackless trolley, but freeway construction and one-way street conversions. The resulting costs of rewiring became too much to bear, and GMAC – General Motors’ financing arm – offered to take the copper wire as trade-in for brand-new diesel New Look buses. You saw one of these at the museum today. Photo credits: Rich Krisak Collection

10 Desegregation Followed Montgomery bus boycottCivil rights leaders planned to secure a test case in court January 9, 1957 – Rev William Holmes Borders leads a group to board a trolleybus Notified mayor in advance and took measures to avoid civil unrest Ruling delivered on January 9, – desegregated system citing Montgomery January 20, 1959 – first day of desegregated service

11 The Atlanta Transit YearsInitially, the relationship between Atlanta Transit and MARTA was hostile, with Atlanta Transit pushing opposing rapid transit plans. When Atlanta Transit managers realized the profits to be made if they were bought out by MARTA, this faded. Among employees who transitioned, there were growing pains as they integrated into the new organization. An example was the ATS Christmas ham – an annual tradition wherein management gifted a ham or turkey to all employees. Cautious with the use of its new taxpayer dollars, MARTA ended the practice, upsetting a number of ATS employees who were uncomfortable in the new agency culture. Photo credits: Tarrence Brown, Rich Krisak Collection, MARTA Historical Collection

12 Planning Advances in the 1960sThe Atlanta Regional Metropolitan Planning Commission (now ARC, the regional planning commission) began pushing rapid transit plans in the early 1960s. These images show a very early conceptual system, along with its modern new look. One train in the upper left image is signed for Marietta, where this system’s northwest line would have ended – roughly following the path of the former interurban. The “Transit Center Station” shown in the photo is in the vicinity of Atlanta’s original Union Station. Maps and illustrations from 1961’s “Atlanta Region Comprehensive Plan: Rapid Transit” Image credits: MARTA Collection

13 Planning Advances in the 1960sATS proposed first rapid transit plan Metropolitan planning agency proposed additional plans before MARTA took the lead ATS briefly advanced a busway plan in competition with MARTA Rapid transit plans generally followed existing railroad corridors Similar to WMATA and BART, MARTA engineers at the time tried to save on right-of-way costs by designing the system along existing railroads. But there was a trade-off: these rights-of-way bypassed many activity centers and neighborhood districts, requiring bus transfers or extensive walks. Key exceptions were designed into the system: a central subway through downtown and midtown Atlanta, as well as one in Decatur. Image credits: MARTA Planning

14 MARTA is Created in 1965 The new authority is charged with a broad mission. MARTA was created to plan, design, construct, and operate 5-county transit system Rapid transit and bus system plans were developed Referenda held in 1971; two counties join (Fulton, DeKalb) Referendum defeated in Clayton and Gwinnett; Cobb does not vote Clayton eventually joins in 2014 MARTA advanced a rail-only referendum in 1968 that failed, caught between the tense racial politics of the day and resentment from suburban voters unwilling to pay the property tax increase. After the defeat, MARTA regrouped and proposed a revised system, coupled with a major 5-year bus improvement plan and a 10-year reduction in fares to 15 cents. A 1971 vote saw two counties join; other counties were cut out of the rapid transit system plan. The South Atlanta and Tucker-North DeKalb busways were designed to operate on freeways that were never built, cancelled after prolonged organized opposition by local neighborhood groups. The Inman Park Station is a remaining vestige of these plans, with limited entrances and nearby Freedom Park, which was built on the abandoned freeway property. Other provisions for unbuilt lines exist in a trench and tunnel portals near East Lake Station, interesting track geometry near East Point Station, and empty tunnels branching off north of Arts Center Station. Image credits: MARTA Historical Collection

15 MARTA’s Construction YearsMARTA purchases the Atlanta Transit System in 1972 and implements a 5-year bus improvement plan Groundbreaking for Phase A in February 1975 on the East Line Phase A – Avondale to H.E. Holmes, North Ave to Garnett Largest regional public works project in the southeast since the TVA The first subway in the southeast was built through downtown Decatur, which opened with the system’s first segment in 1979. MARTA’s Phase A construction effort would last until 1982, and would construct much of today’s Blue Line and a portion of the downtown Atlanta subway. MARTA was a mammoth effort for Atlanta. It was proclaimed to be the largest regional public works project since the TVA. Photo credits: MARTA Historical Collection

16 MARTA’s Construction YearsScenes from Phase A rail construction. At top left: H.E. Holmes Station under construction. At bottom left: construction at the Omni (now Dome) Station. The station box is visible at rear, under the soaring Techwood Dr viaduct. In the foreground, direct fixation structures for the pocket track are visible. At right: construction at the Civic Center Station. The station bridges over the Downtown Connector, which was temporarily re-routed out of construction’s way as the southern half of the bridge was built. The highway was subsequently widened to fill the entire space under the bridge. Photo credits: MARTA Historical Collection

17 MARTA’s Construction YearsScenes from Five Points Station construction. At left: construction of the Five Points roof and oculus. Top right: early construction of the East/West platform level, possibly from the area of the Eastbound outside platform. Bottom right: the nearly-complete eastbound platforms and tracks. Photo credits: MARTA Historical Collection

18 MARTA’s Construction YearsWhile MARTA rail construction was underway, the first railcar order was built in France by Societe Franco-Belge. Top left: Car 101 is loaded onto a barge in France. Bottom left: a train is shown to the public as a preview at the still-unfinished Avondale Station. Right: Finishing work is done at the Inman-Park/Reynoldstown Station. Photo credits: MARTA Historical Collection

19 Startup and Expansion Rail service began June 1979Reached the airport in 1988 North Line was planned as a busway, but was built as heavy rail for the ‘96 Olympics Last heavy rail extension in took place in 2000 Clayton County joined MARTA in 2014, bus service began in March 2015 The system opened on June 30, 1979 and continued expanding for two decades. A number of staff including the GM left for Houston after the system opened. Changes to the 1971 plan included the conversion of the North Atlanta Busway, which was ultimately built as a heavy rail extension in a highway median. It’s now the Red Line to North Springs. Clayton County, which opted not to join MARTA in 1971, voted to join the system in Bus service was rolled out within months, and a long-range planning effort was started. More on that later. Image credits: MARTA

20 MARTA Today Rail System 104 track miles 21 miles in tunnel24 miles elevated 58 miles at grade 38 stations Automatic train control (ATC) 3 rail yards 316 rail cars System demographics: Annual household income – 87.3% under $75,000 Gender – 46.1% female, 53.9% male Race – 75.3% African-American, 15.8% white, 8.9% other Ethnicity – 5.7% Spanish/Hispanic/Latino, 94.3% not School % high school degree or under, 52.3% part or complete bachelor’s degree, 9.5% grad/post-grad Age - 3.5% 65 or older, 71.7% years, 24.7% 16-24 85.7% live in service area, 14.3% out of district Photo credits: MARTA

21 MARTA Today – Rolling StockCQ310 Cars 96 cars Societe Franco-Belge Delivery in 1979 Beyond useful life Contains asbestos Below average reliability Carshell cracks have been repaired Obsolete systems include doors, HVAC Photo credits: MARTA

22 MARTA Today – Rolling StockCQ311 Cars 120 cars Hitachi Delivery in 1985 Below average reliability Truck issues Carshells beyond useful life Obsolete systems include auxiliary power, HVAC, signage Photo credits: MARTA

23 MARTA Today – Rolling StockCQ312 Cars 100 cars Breda Delivery in 2002 Well below average reliability (borders on worst in industry) Carshell and truck issues Obsolete systems include automatic train control, auxiliary power, signage, doors Photo credits: MARTA

24 MARTA Today – Current ProjectsNew Rail Fleet 250 cars Possible new features include: Open to alternatives to married pair configuration Tri-pod stanchions New ADA provisions Open to new interior layouts New interior signage systems with variable messaging Photo credits: BART, TTC

25 MARTA Today – Current ProjectsTrain Control & SCADA Upgrade New centralized platform for integrated systems Train control, SCADA, communications, fire systems, audio/visual, and more New field equipment installed - SCADA, communication, train control systems Upgraded interfaces on trains New central office system at the Integrated Operations Center Largest brownfield signaling project in the country Photo credits: MARTA

26 MARTA Today – Current ProjectsIntegrated Operations Center (IOC) TCSU project required upgraded facilities Integrates Rail, bus, Mobility, and police communications 27,000 square feet in former railcar maintenance facility Raised flooring, display wall, focus on ergonomics and acoustics Image credits: MARTA Architecture

27 MARTA Today – Current ProjectsEmergency Operations Center (EOC) Located in IOC building 8,000 square feet Dedicated conference space for MARTA management Breakout rooms, large display boards Shared media room for holding press events Image credits: MARTA

28 MARTA Today – Current ProjectsSignage Transformation Current Signs Total count: 155 Decommissioning 15 Provides limited information Majority on the platform level New Signs Total count: 320+ Provides variety of information At entrances and on the concourse and platform level Image credits: MARTA

29 4,000 500 MARTA Today – Current Projects Replace speakers Add speakersAudio Transformation Replace 4,000 speakers Add 500 speakers Synchronize with signage Ambient sensors to adjust volume Image credits: MARTA

30 MARTA in the Future I-20 East Transit InitiativeProvides direct link from south DeKalb County to downtown Atlanta Two projects: Bus rapid transit from Five Points to Wesley Chapel Heavy rail extension to Mall at Stonecrest Bus Rapid Transit Heavy Rail The I-20 East transit initiative includes two parts. The first is a bus rapid transit line from downtown Atlanta to Wesley Chapel Rd in DeKalb County. The second is a heavy rail extension from Indian Creek to Stonecrest Mall, near the DeKalb/Rockdale County line. This will provide a direct link to south DeKalb County from downtown Atlanta, and connect south DeKalb to Decatur and other areas in the county. Image credits: MARTA Planning

31 MARTA in the Future GA 400 Transit InitiativeExpanded high-capacity service along GA-400 into North Fulton County to Windward Parkway in Alpharetta Considering heavy rail, bus rapid transit 5 new stations The GA-400 project would expand a high-capacity service along the highway corridor into North Fulton County as far as Alpharetta. Heavy rail and bus rapid transit are being considered. This would add 5 stations to the system. Image credits: MARTA Planning

32 MARTA in the Future Clifton Corridor Transit InitiativeProvides new light rail service to Clifton Corridor from Lindbergh Center to Avondale Emory University and related hospitals, Centers for Disease Control New high-capacity transit option for an area without nearby freeway or MARTA rail access Several alternatives are under consideration The Clifton Corridor Transit Initiative provides new light rail service between Lindbergh Center and Avondale. This line would serve major employers in the area – Emory University, Centers for Disease Control, Children’s Healthcare, and more. Notably, the employers are clustered in the central part of the proposed lines, without convenient freeway access or MARTA rail service. This line would add a new high-capacity option. Several alternatives are still under consideration. Interestingly, Emory University has started making moves to be annexed into the City of Atlanta, whose recently-passed MARTA sales tax might then be applied towards construction of this line. Image credits: MARTA Planning

33 MARTA in the Future Clayton County Transit InitiativeStudy initiated after Clayton County joined MARTA in 2014 Explores different transit alignments and technologies Connection between Lovejoy and MARTA rail on South Line at East Point or College Park Considering light rail, bus rapid transit After Clayton County joined MARTA, long-range planning began immediately. The Clayton County initiative is currently exploring multiple technologies and alignments. One follows the Central of Georgia line used by MARTA’s South Line all the way to Lovejoy. Several rail options and bus rapid transit are under consideration. Image credits: MARTA Planning

34 MARTA in the Future More MARTAIn 2016, City of Atlanta voted 71% for an addition ½-cent to MARTA A mix of high-capacity and bus improvement projects considered: Light rail routes Clifton Corridor light rail Northside Dr, I-20 East BRT I-20 West heavy rail Station enhancements Infill stations and new transit centers 5 arterial rapid transit bus routes Improved bus span and frequency Recently, the City of Atlanta voted 71% in favor of dedicating an additional ½ cent to MARTA. This money will be used to fund projects from a list of projects. Projects include light rail, bus rapid transit, heavy rail, station enhancements, infill stations and new bus transit centers, and bus improvements. Image credits: MARTA Planning

35 MARTA in the Future More MARTA Implemented already:Frequency improvements Wider hours Circulator routes New system design based on different service types Goals to improve operations efficiency, attract choice riders, develop sustainable service plans Recently, the City of Atlanta voted 71% in favor of dedicating an additional ½ cent to MARTA. This money will be used to fund projects from a list of projects. Projects include light rail, bus rapid transit, heavy rail, station enhancements, infill stations and new bus transit centers, and bus improvements. Image credits: MARTA Planning

36 Historical SightseeingPoints of Interest 1 2 3 4 5 6 Edgewood Ave car barn Edgewood Ave NE Ashby St car barn Joseph E Lowery Blvd NW Streetcar waiting shelter Ponce de Leon Ave NE & E Lake Rd NE Trolley Line Trail (private ROW) Woodbine Ave NE & Wade Ave NE Exposed tracks Whitefoord Ave SE & Arkwright Pl SE McLendon Ave NE & Clifton Rd NE Trolley poles Downtown, Ponce City Market, all over Before we go: there are a number of places where you can see remnants of the city’s transit history. The Edgewood Ave car barn still stands in beautiful condition. You can take MARTA to the Inman Park Station, exit to Edgewood Ave on the north side, and walk two blocks. The Ashby St car barn also still stands, and has been converted into part of an arts center. This is a short drive from West Midtown, a former industrial corridor that now has lots of restaurants and shops. A streetcar waiting shelter remains at the intersection of Ponce de Leon Ave & East Lake Rd, near Atlanta’s leafy and majestic Druid Hills neighborhood. The Trolley Line Trail showcases a former private right-of-way along a string of neighborhoods shaped by the streetcars. It’s not far from the Candler Park Station on MARTA’s #24 bus route. Exposed tracks are evident in several places – one not far from the Trolley Line Trail, and another in the Candler Park commercial district. Trolley poles are visible all over the city if you look closely. A nice row exist in front of Ponce City Market, an exciting re-use of Atlanta’s old Sears & Roebuck warehouse – a great place for dinner or a drink. They’re also visible around downtown, and at intersections around many of the city’s inner suburbs. Image credits: MARTA

37 References Books & MagazinesMule to MARTA, Vol I & II – Jean Martin, 1977 The Trolley Titans – O.E. Carson, 1981 Motor Coach Age Magazine – Jan ‘97, July ‘98 Online RailGA.com - MARTA Historical Collection at GSU - There are also great references if you want to learn more. The Mule to MARTA, Trolley Titans, and Motor Coach Age magazines are usually available on Amazon or eBay. The MARTA historical collection is a partnership between MARTA and Georgia State University, who has scanned and housed a number of historic planning documents in a permanent digital collection. This includes the complete 1968 and 1971 rapid transit plans, showing detailed right-of-way. And RailGA.com is a great place to look for streetcar and other railroad history in our state.

38 Questions? There are also great references if you want to learn more.The Mule to MARTA, Trolley Titans, and Motor Coach Age magazines are usually available on Amazon or eBay. The MARTA historical collection is a partnership between MARTA and Georgia State University, who has scanned and housed a number of historic planning documents in a permanent digital collection. This includes the complete 1968 and 1971 rapid transit plans, showing detailed right-of-way. And RailGA.com is a great place to look for streetcar and other railroad history in our state.