TASK 2 TECHNICAL MEMORANDUM EXISTING CONDITIONSaero-transit.com/docs/documents/Final_TechMemo_2.pdfTransportation Authority (GRTA) Xpress bus services pass through the study area and

TASK 2 TECHNICAL MEMORANDUM – EXISTING CONDITIONS

Transit Feasibility Study Task 2 | Technical Memorandum – Existing Conditions

Prepared by the VHB Team October 2018

Transit Feasibility Study Task 2 | Technical Memorandum – Existing Conditions

CONTENTS Introduction .................................................................................................................. 1

The Study Area ............................................................................................................................................. 2

Prior Studies and Plans ............................................................................................... 3

Study Area Population and Employment ...................................................................... 4

Land Use and Development ........................................................................................ 8

Recent Development Activity .................................................................................................................. 9

Transportation ........................................................................................................... 10

Roadways ............................................................................................................ 10

Transit ................................................................................................................. 13

MARTA Bus Service .................................................................................................................... 13

MARTA Rail Service ...................................................................................... 15

GRTA Xpress Routes in Study Area .............................................................. 16

Existing Transit Market ................................................................................... 18

Private Shuttles and TNCs ......................................................................................... 20

Walking and Biking .................................................................................................... 24

Planned Improvements .............................................................................................. 24

Conclusion ……………………………………………………………………………………………………….25

Appendix ................................................................................................................... 26

Proposal Title Here

1

T

INTRODUCTION The Aerotropolis Transit Feasibility Study identifies transit needs

and recommended transit solutions to better serve the area near

Hartsfield-Jackson Atlanta International Airport (HJAIA).

Looking Ahead This study was initiated by the Aerotropolis Atlanta Community Improvement

Districts, working collaboratively with its members, key stakeholders, the

surrounding community, and local, regional and state agencies. This project

seeks to build on the current conditions and success of the district to further

improve mobility and make it easier to live, work and play in the area.

This document presents a summary of existing transit conditions in the study

area. It presents data describing the existing transit services and operating

conditions, distribution of people and jobs, and summarizes prior studies and

initiatives which contribute to our understanding of the area today and its

future potential.

VHB | Aerotropolis Transit Feasibility Study

2 Technical Memorandum 2 – Existing Conditions

The Study Area

For purposes of this study, the study area is defined as that same area examined by the AACIDs in

other recent studies such as the area’s Master Plan and Trail Plan as shown in Figure 1 below.

KEY PARTNERS

▪ City of Atlanta ▪ HJAIA

▪ City of College Park ▪ Airport South CID

▪ City of East Point ▪ Airport West CID

▪ City of Forest Park ▪ Clayton County

▪ City of Hapeville

▪ City of South Fulton

▪ Fulton County

Figure 1 – Study Area



PRIOR STUDIES AND PLANS The Aerotropolis area is a unique and dynamic part of the Atlanta region. It is a work-in-progress – continuing to

develop and evolve over time. There are many important studies and initiatives which contribute to our

understanding of current conditions, planned changes, and the potential for the future. These prior studies and

plans have been undertaken by the Atlanta Community Improvement Districts, the Aerotropolis Alliance, HJAIA,

the Atlanta Regional Commission (ARC), the Metropolitan Atlanta Rapid Transit Authority (MARTA), numerous

local governments, and others. A brief summary of each report and the relevance to this effort is presented in

Appendix. The prior and ongoing studies reviewed are listed in Table 1 below.

Table 1 – Prior and Ongoing Plans and Studies

PLANS AND STUDIES PREPARED BY

Aerotropolis Atlanta Alliance ULI mTAP Study Urban Land Institute

Aerotropolis Atlanta Blueprint Jacobs for ARC

Aerotropolis Atlanta Master Plan Kimley Horn for the Atlanta CIDs

Also include Aerotropolis Virginia Avenue

Corridor Study

Kimley Horn

AeroATL Greenway Plan Sizemore Group for the Atlanta CIDs

Atlanta’s Transportation Plan VHB, Nelson Nygaard for the City of Atlanta

Clayton County CTP URS, MPH and Associates, Turner Associates, Joel F. Stone,

D. Clark Harris for Clayton County DOT and Development Authority

Clayton County High Capacity Transit Initiative

Baseline Conditions Report

VHB for MARTA

Clayton County High Capacity Transit Initiative

Purpose and Need Report

VHB for MARTA

Fulton County Transit Master Plan Kimley Horn for ARC

East Point LCI

GDOT HSR Atlanta to Charlotte/Atlanta to

Chattanooga

HTNB

GRTA Comprehensive Operations Analysis GRTA

Hapeville LCI Sizemore Group

MARTA COA Nelson Nygaard / VHB for MARTA

More MARTA Initiative City of Atlanta

Navigate to 2030: ATL Master Plan Hartsfield-Jackson Atlanta International Airport

Northwest Clayton LCI Study Robert and Company, The Collaborative Firm and GRICE and

Associates for Clayton County

Mountain View Jacobs and Smith Real Estate Services for Clayton County

Mountain View Redevelopment Plan

Redevelopment Authority of Clayton County, Clayton County

Department of Economic Development, and Huntley Partners, Inc.

for Clayton County



South Fulton CID Multimodal

Transportation Study

Cambridge Systematics for South Fulton CID

South Fulton CTP ARCADIS

Southside Hartsfield Redevelopment and

Stabilization Plan

Clayton County

STUDY AREA POPULATION AND EMPLOYMENT The pattern and density of population and employment of an area are critical to designing effective transit

systems and services Figure 2 displays current and future population projections in the study area. Transit

performs best where there is a high density of people, jobs and/or key travel destinations. In the Atlanta

Aerotropolis area, we have all three. In addition to the importance of densities is also the location of population

and employment; In Figure 4 the location of population density is concentrated near Camp Creek Parkway and

southeast in the study area, mostly in Clayton County. In Figure 5 employment density is highest on the edges of

the Airport and in clusters on Camp Creek Parkway, Cargo City, Hapeville, and other activity centers.

Similar Comparisons

The Aerotropolis study area just by itself is similar in size to a small city–such as Birmingham, AL or Richmond,

VA. And, with the MARTA rail connection, it is connected to a transit service area of approximately 1.7 million

persons.

Figure 2 - Existing and Future Population

Growth of 267,619 people

26.85% Growth996,757

270,269

197,560

1,264,376

327,552

256,805


21.19% Growth


30% Growth

2016 Population 2040 Population

Study

Area

Clayton

County

Fulton

County



Figure 3 presents the existing and future projected employment in the study

area, Fulton County and Clayton County (including those cities in Fulton County

and Clayton County). The projected growth rate in the study area is in line with

the projected growth in those counties as a whole. The study area employment is

nearly as large as the total population, indicating that the study area is an

importer of workers to satisfy all those jobs. The number of jobs in the study area

is similar to an entire mid-sized metropolitan area such as Savannah, GA or

Gainesville, FL, and is a significant contributor to the Atlanta region’s jobs and

economy.

Figure 3 - Existing and Future Employment

*Study area 2015 employment is based on data from the US Bureau of Census for census tracts which approximate the study area boundary. Year 2040

projections are from the Atlanta Regional Commission.



Figure 4 – Population Density



Figure 5 – Employment Density

LAND USE AND DEVELOPMENT

While one might think of the airport itself as being highly

developed, there remains a surprising amount of land near the

airport which is undeveloped or under-developed. The existing

land cover is illustrated on Figure 6. The lighter tones and the

green areas identify open spaces or undeveloped areas. In

addition, some of the areas identified with darker red colors

(medium intensity or high intensity developed) are ripe for

redevelopment or infill development.

Figure 6 – Existing Land Cover

OPPORTUNITY AREA

The Aerotropolis Atlanta Blueprint 2016

surveyed the uses in the Aerotropolis

area and concluded:

About 50% is an Opportunity Area for

significant development.

(That’s 80.65 square miles of the

161 total square miles)



Recent Development Activity These are three recently noteworthy developments which point to the area’s recent surge in development and

redevelopment.

Porsche Experience Center

Porsche located their new North America

headquarters and the Porsche Experience Center,

in 2015. In addition to this facility there is a luxury

hotel, Solis, which has rooms and office space

with a Porsche theme.

Photo courtesy of Porsche.



Gateway Center at College Park

The City of College Park, Georgia International

Convention Center (GICC) and the Atlanta Hawks

are building a multipurpose arena to be a sports

and entertainment venue. This 5,000-seat venue

will be home to the Hawks G League basketball

games and will open in 2019. New construction of

hotels, the Atlanta Airport Marriott Gateway and

the Renaissance Atlanta Airport Gateway, and an

office building are near the GICC.

Rendering courtesy of Atlanta Hawks

Airport City College Park

The 320-acre, $500 million Airport City College

Park was announced in April 2018. This

redevelopment is adjacent to downtown College

Park and the College Park MARTA station,

extending to across Camp Creek Parkway from

the Georgia International Convention Center and

the Airport’s Sky Train.

Rendering courtesy of Aerotropolis Atlanta

The above are just a few examples of recent and ongoing development activity in the area, with other

development activity occurring along Camp Creek Parkway, US 29, and South Fulton Parkway. Considering the

extensive amount of property right for development and redevelopment, there exists much potential for continued

development in the area. Servicing that growth with mobility solutions will be key to the area’s continued success.

https://aeroatl.org/recent-developments/airport-city-college-park/



TRANSPORTATION The Aerotropolis area is built around transportation–air, highway, and rail. It’s all about mobility of both people

and goods. Congestion of roadways affects certain transit services, and it affects people’s travel choices. Therefore,

this section presents an overview of both roadway and transit services and conditions in the study area.

Roadways

While this study focuses on transit services, needs and

opportunities in the Aerotropolis area, roadway conditions are

also important in this multi-modal environment. The study area is

served by I-75 and I-85 providing the regional north-south

connectivity, and by I-285 providing important cross-radial

connection. Important east-west connections include Camp

Creek Parkway, South Fulton Parkway and Forest Parkway.

Camp Creek Parkway west of I-285 is an important regional

freight corridor, connecting to the Fulton Industrial Boulevard

area. Camp Creek Parkway east of I-285 is a major feeder to the

Airport. And, Forest Parkway connects Forest Park to I-75 and to

airport-related industries located just outside the airport fence.

The Aerotropolis CIDs will soon be undertaking a freight study to

look more specifically at freight mobility in the area.

CONGESTION LEVELS

The Aerotropolis area sees perhaps less congestion than other

parts of the metro area. Figure 7 on the next page shows current

(year 2015) levels of congestion for a typical weekday.

Acceptable levels of traffic service are shown with green and

yellow, while orange and red illustrate roadways with undesirable

levels of traffic congestion. Figure 8 shows that same data as

predicted for year 2040. As shown, there will be a noticeable

increase in traffic congestion in the Aerotropolis study area.

Traffic congestion in the Aerotropolis area is especially

undesirable, because mobility is perhaps the key asset near the

airport. This points to the need to improve all modes of travel

within the study area.

[Grab your reader’s attention with a great

quote from the document or use this

space to emphasize a key point. To place

this text box anywhere on the page, just

drag it.]



Figure 7 – 2015 Level of Service



Figure 8 – 2040 Level of Service



Transit

The existing transit systems and services in the Aerotropolis area include MARTA rail and bus service, numerous

private shuttles, and airport-related systems such as the SkyTrain and Plane Train. Georgia Regional

Transportation Authority (GRTA) Xpress bus services pass through the study area and include park-and-ride lots

just beyond the study area boundary. And, AMTRAK and Greyhound operate from downtown Atlanta, connected

to the Aerotropolis area via MARTA rail.

MARTA BUS SERVICE

MARTA has 24 bus routes and approximately 1,066 bus stops in

the study area. The bus routes are shown in Figure 9 and a

summary of their operating service is provided below in Table 2.

Route 191 makes a stop at the airport in the International

terminal; other bus routes terminate at one of the MARTA rail

stations. MARTA service to the main airport passenger terminal is

provided by rail only. Buses operate within the study area

generally between 4:30am to after midnight, but not 24-hours per

day. Bus frequency varies depending on the day of the week and

time of day anywhere between 15 minutes and 60 minutes, with

20 - 30 minute headways most common. MARTA expanded into

Clayton County in 2015 and continues to expand that service;

however, currently those routes are less frequent than some of

the more established routes in Fulton County.

Table 2 – MARTA Bus Routes



Figure 9 – Existing Transit Systems



MARTA RAIL SERVICE

The MARTA rail system provides the backbone to the Aerotropolis transit

system. Rail stations exist in the Airport terminal, in downtown College Park, and

in downtown East Point, and are all well used. Nearly all MARTA bus routes in

the study area terminates at one of these rail stations. The existing weekday

ridership ranges from approximately 11,000 – 19,000 per day. These three

stations are among the top five busiest stations in the entire MARTA system, and

the only busier station is MARTA’s Five Points station where the north-south and

east-west lines intersect.

Table 3 – MARTA Rail Weekday Ridership

STATION MARTA AVERAGE WEEKDAY RIDERSHIP WEEKLY

OPERATING

TIMES ENTRY EXITS

East Point Red/Gold 5,349 5,618 5:30 am – 1 am

College Park Red/Gold 9,593 9,235 5:30 am – 1 am

Airport Red/Gold 9,586 8,752 5:30 am – 1 am

MARTA’s Airport Station

MARTA’s Airport station is directly connected to the passenger terminal, providing a direct connection from

the airport to the entire rail system



GRTA XPRESS ROUTES IN STUDY AREA

GRTA operates numerous Xpress bus routes which pass

through the study area. Several Xpress park-and-ride lots

currently exist south of the study area. None of the current

Xpress routes stop within the Aerotropolis area. Current

Xpress routes passing through the study area have

destinations in downtown or midtown Atlanta. Recently,

GRTA initiated a transit service expansion study to examine

the potential to add service to the airport area from

elsewhere in the Atlanta region. Presumably, potential future

Xpress connections would serve the Aerotropolis area from

origins outside of the MARTA rail service area.

Table 4 – GRTA Xpress Routes Near the Study Area

To From Time Frequency

430 McDonough Downtown 5:20am – 9:08am

2:55pm – 7:30pm

16

431 Stockbridge Midtown 5:30am – 9:32am

3:00pm – 6:43pm

14

432 Stockbridge Downtown 5:30am – 9:23am

3:00pm – 7:30pm

20

440 Hampton Downtown 5:15am – 9:22am

1:05pm – 7:58pm

24

441 Jonesboro Midtown

442 Riverdale Downtown 5:30am – 8:51am

3:30pm – 6:38pm

10

453 Newnan/Union

City

Downtown/

Midtown

5:30am – 9:44am

3:00pm – 7:34pm

16



EXISTING TRANSIT MARKET

Travel data from the Atlanta Regional

Commission’s (ARC) regional travel model was

examined to better understand the existing and

future transit “market” (i.e. the users and modes of

choice) in the study area. These trips are shown in

Table 5 for various travel markets. As expected,

transit use is highest among transit-dependent

individuals. Transit use is also significantly higher

than average among university students (mostly

trips by students whose trip begins within the

study area with a destination outside the study

area). The highest percentage of trips by single

occupant vehicle is for retirees–perhaps due to

their unique travel needs.

Shared Ride

Transit

Other

60%27%

7%5%

All Trips

Within

Study AreaSOV

SharedRides

Figure 10 – All Trips Within Study Area



Table 6 shows the same transit market data as predicted for year 2040. Many of the general patterns and

observations are not significantly different as the year 2015 information. However, the anticipated growth in travel

by mode is interesting – where SOV trips are predicted to grow by 38% overall, transit by 34%, walk/bike by 28%,

followed by shared ride trips increasing by 19%. So, while we have seen in recent years a surge in shared ride trips

through the proliferation of Transportation Network Companies (such as Uber and Lyft), this information suggests

that this trend will level off and future growth will be greater for both SOV trips and transit trips. Studies from the

Aerotropolis Master Plan show, “aging in place” meaning, the average age of residents to increase due to staying

in the same area after retirement. The largest growth in travel in the study area is predicted to be by retirees–

perhaps reflecting the ages of the area’s residents nearing typical retirement age.

It should be noted that these future trip patterns are partly dependent on the infrastructure which is provided for

each travel mode – so, investments in transit may allow for even greater increases beyond the predicted 34%

status-quo growth. In addition, these forecasts are based on ARC’s current population and employment forecasts,

and do not include the additional growth potential within the Aerotropolis area.

Shared Ride

Transit

Walk/Bike

60%27%

8%5%

All Trips

2015SOV

38%

38%

5%

Trips from

Zero-car

Households

2015Transit

Walk/Bike 0% SOV

Shared RideShared

Ride

Figure 11Figure 10

Figure 11

Figure 12



Table 5 – Change in Transit Market Trips in Study Area

Transit

Market Category

CHANGE BY MODE

Single

Occupant

Vehicle

Shared Ride Transit Walk/Bike

All All Trips 38% 19% 34% 28%

Low Auto

Ownership

Trips from low-income HH 55% 20% 46% 40%

Trips from zero-car HHs 0% 32% 51% 38%

Trips from HH with fewer cars

than workers 92% 21% 37% 29%

Commuter Trips by full-time workers 31% 18% 31% 23%

Trips by part-time workers 45% 22% 41% 36%

Other Trips by university students 26% 14% 34% 20%

Trips by retirees 141% 128% 116% 122%

Table 6 – 2015 Transit Market Trips in Study Area

Transit

Market Category

TRIPS BY MODE

Single

Occupant

Vehicle


All All Trips 168,033 75,987 20,704 13,840

Low Auto

Ownership

Trips from low-income HH 18,504 15,970 4,564 6,053

Trips from zero-car HHs 0 7,431 7,513 4,662


than workers

12,952 13,651 11,482 4,917

Commuter Trips by full-time workers 126,626 13,651 13,200 3,943

Trips by part-time workers 26,901 28,473 3,932 2,247

Other Trips by university students 5,428 9,236 1,979 904

Trips by retirees 11,912 2,897 1,016 673



Table 7 – 2040 Transit Market Trips in Study Area

Transit

Market Category

TRIPS BY MODE

Single

Occupant

Vehicle


All All Trips 231,983 90,761 27,732 17,674

Low Auto

Ownership

Trips from low-income HH 28,721 19,235 6,666 8,448

Trips from zero-car HHs 0 9,780 11,334 6,441


than workers

24,858 16,464 15,731 6,367

Commuter Trips by full-time workers 165,286 33,677 17,271 4,855

Trips by part-time workers 39,130 11,304 5,554 3,067

Other Trips by university students 6,838 3,487 2,656 1,083

Trips by retirees 28,737 6,595 2,193 1,497

PRIVATE SHUTTLES AND TRANSPORTATION NETWORK COMPANIES

Transportation Network Companies (TNC)

Outside of transit, other options, such as private shuttles and transportation network companies (TNCs) are

utilized to take people to and from their various destinations. are airport shuttles for car rentals, hotels, and others.

Rideshare services such as Uber and Lyft are also present. Effective August 16, rideshare drivers will pick up

passengers at the North and South economy lots. Drop-off locations at the North and South roadways will not

change, and there are no changes to rideshare pick-up locations at the International Terminal.

Private Shuttles

The Airport has multiple shuttle products serving a variety of passengers including airline passengers, hotel

guests, and employees (retail, service, airline, etc.) and more from the International and Domestic Terminals.

Funded by employers or vendors (hotel or parking) shuttles have the propensity to save time and money for

passengers. Though many exist, only some are relevant to this study for candidates for replacement or

supplemented with transit. These typically have high frequency (arriving every 15 minutes or less) and travel short

distances to The Airport sharing roads with other shuttles and existing transit service. All observations took place

on July 31st between mid-day. Conclusions expressed are based on observation that may vary from operations of

shuttle providers.

Parking Shuttles

Parking shuttles travel to three locations: “off airport” parking areas, the west curb of the Domestic Terminal, and

the International Terminal. These services travel with high frequency on Camp Creek Parkway to access remote

parking lots located to the west of The Airport.

The west curb of the Domestic Terminal has dedicated space to shuttle parking. During observation, 11 off-airport

parking vendors were counted (Appendix). Shuttles depart approximately every 43 seconds and operate on a

scheduled frequency, without departing after reaching capacity. Approximately half of the shuttles were empty



upon departure from the west curb. These shuttles seat 10-12 passengers with room for luggage and appear to

be in good condition.

The International Terminal has fewer parking shuttles, with only 2 off-airport parking providers servicing shuttles

to this terminal. One exclusively serves the International Terminal; the other is situated north of The Airport with

passengers using both Domestic Terminal and International Terminal.

In addition, The Airport runs its own parking shuttle service at each terminal. The Domestic Terminal has a

separate loading bay more convenient to travelers than the off-airport parking shuttles. These shuttles have very

high frequency, departing every 4 minutes and making short runs to nearby “park-ride” on-airport parking lots or,

in the case of the International Terminal, an on-airport garage.

Analysis

The parking business is heavily dependent on shuttles to differentiate businesses through customer service and

branding. It is assumed that a significant part of parking operating expenses involves shuttle costs. Potential

financial savings could indicate parking companies’ propensity to partner on a transit project to reduce costs and

leverage government subsidies. However, a big part of the customer service experience differentiating the

providers is the proximity of drop-offs at or near passengers’ vehicles. Shuttles drop customers at or near their

cars deep inside large parking lots eliminating long walks to the road where transit would stop. Parking Spot 2, for

example, is nearly one-half mile long – a burdensome journey that would require a circulator within the lot and a

“two-seat” trip to the Airport after the car trip. Unless the Airport limits the entry of parking shuttles, parking

operators are not likely to partner with transit providers – even with high quality transit options.

In the long-term, growth in the parking business at and near airports is vulnerable to the growth of transportation

network companies, which offer one-seat rides to The Airport at competitive prices for travelers. This further limits

the likelihood of a partnership between parking vendors and transit providers.

Hotel Shuttles

Like parking shuttles, hotel shuttles are provided an aisle of their own on the west curb of the Domestic Terminal.

The Airport’s website shows 62 hotels with shuttle service to the west curb of the Domestic Terminal. During

observation, 26 hotel shuttles were documented to provide arrival frequencies of one-hour or less (Appendix).

Those listed by The Airport but not observed may represent on-call services or operate during peak periods only.

On average, hotel bound shuttles depart the west curb every 45 seconds. Hotel shuttles have generally lower

frequencies than parking shuttles. Thirty minutes is typical, with a similar number offering 15 minute service; only

4 offer 10-minute service.

Compared to parking shuttles, hotel shuttle bus conditions were in needs of exterior repair. Most of the buses

were small – seating 10 passengers plus luggage. The collectively relatively poor condition of the shuttles may

indicate that providing the service is a burden.

Online reviews and informal discussions with waiting passengers indicate that many employees working at The

Airport use hotel parking to save time and money to reduce parking costs.

Analysis

Shuttle service is expensive to operate and likely thinning profit margins at hotels which compete for air traveler

business. This in turn diminishes the likelihood of reinvestment in the hotel properties themselves lending a dated

air to many hotel properties in The Airport vicinity. Hotel owners and operators could perhaps be convinced to

pool resources for a transit service that efficiently served multiple hotels in the arc around the airport.



Domestic to International Shuttle

The Airport operates a shuttle between the west curb of the Domestic Terminal and Arrivals at the International

Terminal. It departs every 6 minutes during the day for an 11-15 minute ride to the other terminal along the North

Inner Loop Road. This shuttle is necessary because the plane train internal to The Airport cannot ferry

passengers exiting customs in the International Terminal. Furthermore, Atlanta-area passengers arriving in the

Domestic Terminal cannot directly access the International Terminal (unless they are flying on Delta which has a

special arrangement). The shuttle therefore serves as a last-mile connectivity to the International Terminal for

passengers arriving on MARTA and for those using regional shuttle services or hotel shuttles on the west curb of

the Domestic Terminal.

Analysis

With drivers supported with baggage assistants for loading passengers’ belongings and efficient, aesthetic shuttle

design, shuttle service operates successfully between the Domestic and International terminals. Shuttle service

seeks improvements in wayfinding and congestion. For example, congestion increases along N. Loop Road in the

afternoon peak leading to delays, especially at the turn onto Maynard Jackson Blvd – the main road leading to the

International Terminal.

An additional stop at the entrance to Delta Headquarters could facilitate easy and frequent access for Delta HQ

employees to travel between work and the Airport MARTA station. With this additional stop, Delta could reduce

Delta’s operating costs as the shuttles duplicate routes. Larger capacity vehicles would be required to avoid

crowding and delays. If placed on the far-side at the traffic signal, the stop would cause minimal delay and limited

additional congestion at intersections.

Employee Shuttles

The Hartsfield-Jackson Airport and subsidiary operations is the largest employer in Georgia. There are at least 2

major employer shuttles operating at and near the Airport – Delta and ABM.

Delta

Delta provides service in at least three forms all of which are operated by ABM Airport:

1. Shuttle between a 4,000 space off-airport parking lot on Camp Creek Blvd and the west curb of the

Domestic Terminal where there is a dedicated shuttle bay. This shuttle provides service for employees

accessing the airport itself.

2. Shuttle between General Office East and Domestic Terminal South on a round trip makes an additional

stop for administrative employees at the headquarters entrance off of North Loop Road during peak

periods and is otherwise available 24 hours a day, seven days a week on twenty-minute intervals.

3. Atlanta Worldport Delta Shuttle operates 7:30 am – 5:30 pm Monday through Friday and travels in a loop

from the headquarters entrance off North Loop Road to the Technical Operations Center across from the

International Terminal and then to the Domestic Terminal. This enables Delta office employees to access

Airport MARTA station.

ABM Airport

Employee Lot #3 is also referred to as the Airline Employee Parking Lot or the AATC Lot on the south side of The

Airport off of South Loop Road. These are largely TSA and other security-oriented employees as well as some

airline employees from Delta and Southwest. A mid-day observation showed large 40+ passenger shuttles



arriving every 6 minutes. This service is also operated by ABM Airport; the client is assumed to be The Airport

itself.

Analysis

Like the parking shuttles referenced above, the employee shuttles travel deeply into large parking lots and pick up

employees close to their cars. However, these passengers are typically not carrying luggage or packages. Given

the frequency of buses and the volume of passengers, it may be that the services are fully self-supporting from a

business case perspective; however, discussions with the managers of these services could yield an interest in

exploring synergies. Given the size and complexity of the organizations; staff engaged with this transit study were

not successful at scheduling an in-depth discussion.

Other Shuttles

Shared-Ride Shuttles have both local and regional services. Every 15 minutes local providers depart The Airport

to serve the metro area. Regional providers serving markets outside of the metro area depart every 30 minutes.

They have their own bus bays on the west curb of the Domestic Terminal. Given their market, these are not seen

as potential partners for an Aerotropolis transit solution.

WALKING AND BIKING

Provisions for walking and biking in the Aerotropolis area exist but are not continuous throughout the study area.

Sidewalks generally exist in town centers such as College Park, East Point, and Hapeville, but are lacking on

major travel corridors study as Riverdale Road and Camp Creek Parkway. Currently, Aerotropolis CIDs are

conducting community meetings to gain input from residents for Aerotropolis Greenway. Strong affinity for a multi-

use trail for access to businesses, entertainment, exercise, and leisure has been expressed in community

engagement meetings for Aerotropolis Greenway. In addition, requests for connections have been expressed

between the tri-cities (College Park, East Point, and Hapeville), from the Airport Loop to Forest Park, Forest Park

to MARTA, to the Camp Creek Marketplace, and to the airplane viewing areas. Aerotropolis CIDS and residents

are in the process of finalizing a draft plan to be adopted by all affiliated partners.

PLANNED IMPROVEMENTS

Figure 13 locates major transportation improvements which are currently planned in the study area. These

include some relatively minor highway and street improvements, plus a planned high capacity MARTA transit

corridor from the MARTA East Point station south into Clayton County. This project is currently under study and

development by MARTA and Clayton County. MARTA is examining commuter rail, heavy rail, bus rapid transit or

light rail as viable modes in this corridor. The preliminary concept is for a commuter rail type of train extended

around the east side of the airport and southward ultimately to Jonesboro. There is potential for this system to be

constructed in several phases spread over several years. MARTA and Clayton County are also currently studying

how the addition of this high capacity transit system will change the configuration of local bus services to best

align with the high capacity corridor.



Figure 13 – Existing Regional Plans



CONCLUSION The Aerotropolis study area is large and diverse. The population living in this large area is somewhat dispersed,

while jobs are relatively concentrated in key job centers. This area is a net importer of workers – having more jobs

than population. And, current forecasts predict strong job growth, such that this area will continue to be a major

employment center for the Atlanta region. The study area is served my many types of transportation modes and

services. The area is well served by highways and congestion levels are lower than in many other parts of the

metro Atlanta area. The airport itself is well connected to downtown Atlanta via the MARTA rail system. However,

the study area is not well connected from parts of the region to the west, east and south. And, transit mobility

within the study area is challenging. Existing transit services also do not provide for the 24/7 characteristics of

many of the jobs in the study area. Considering the current low overall transit mode share and strong job growth,

there is significant potential to improve transit use through expanded services and systems.



APPENDIX

STUDY TITLE STUDY TYPE PREPARED BY DATE

COMPLETED PURPOSE AND FINDINGS/RECOMMENDATIONS

Aerotropolis Atlanta

Alliance ULI mTAP Study

mini Technical

Assistance Panel Land

Use/ Zoning Evaluation

Urban Land Institute Ongoing Aerotropolis Atlanta Alliance

The Aerotropolis Atlanta Alliance is a non-profit membership organization and a

coalition of business and community leaders that work to make the area around

Hartsfield-Jackson Atlanta International Airport (H-JAIA) a leading destination for

businesses and residents. The Alliance recently developed a Blueprint that

identified several catalytic development locations in the area immediately

surrounding H-JAIA that could support growth in five target industry clusters.

These target clusters were identified in the Blueprint as having the greatest

potential to foster economic development in the Aerotropolis area based on

existing strengths, namely, the presence of H-JAIA. The clusters identified are the

following: Aerospace Training and Manufacturing; Logistics and Distribution; Food

and Agribusiness; Multimedia Production; Bio-Science Industries.

The common development challenge among these different catalytic sites is the

current and future zoning and land-use in the Aerotropolis area and whether it

coincides with the land use and zoning needs of the target industries. For the

Alliance to support its communities to attract and retain businesses in the target

industries, it is important that the communities support the needs of those

businesses. The presence of several municipalities and counties has created a

patchwork of land use zoning regulations. If land use and zoning is not

coordinated in regional manner that is sensitive to the opportunities present in

each catalytic area, the result could pose an impediment to these sites realizing

their full economic potential. The client would like the mTAP team to research and

study the different zoning ordinances in each area and confirm that they are a

conducive to maximize the potential economic development for each target

cluster.






Blueprint

Blueprint Jacobs for ARC 2015 ▪ Detail state regional and local plans in the area near the Hartsfield-Jackson

Atlanta International Airport, demographic snapshot, and market trends for the

area.

▪ Population declined from 2000–2010 in census tracts adjacent to the airport,

except for parts of northwest Clayton County; population increased in South

Fulton County

▪ Vacant housing units are concentrated around the airport, with rates of 20 to 38

percent

▪ Household income increases with distance from the airport

▪ Only 15 percent of workers employed in the Aerotropolis area also live in the

area

• 152,193 workers commute in

• 72,863 workers commute out

• 27,287 workers live and work in the area

▪ There is a significant amount of commercial real estate in the Aerotropolis area:

• 7.9 million SF of hotel space

• 23.7 million SF of retail space

• 10.4 million SF of office space

▪ Historic resources include:

• National register historic districts (Hapeville, College Park, East Point,

Fairburn, Lakewood Heights, Oakland City, Capitol View Manor)


Master Plan

Master Plan Kimley Horn for the

Atlanta CIDs

2017 The purpose of this plan is to show the synergy of the two CIDs, West and South,

and to formulate synergizing, in tandem goals and visions of the CID to have the

brand and perception of the area through economic development projects through

infrastructure, beautification, public safety, and wayfinding.





AeroATL Greenway Plan

Greenway Master Plan Sizemore Group for

the Atlanta CIDs

On Going In early 2017, the Aerotropolis Atlanta Community Improvement Districts (AACIDs)

was awarded a grant from the Atlanta Regional Commission (ARC) to complete

the AeroATL Greenway Plan. When complete, the AeroATL Greenway Plan will

be a comprehensive trail master plan for the Aerotropolis area, connecting the

communities around Hartsfield-Jackson Atlanta International Airport (H-JAIA).

Each of the partners (Aerotropolis Atlanta Alliance, Aerotropolis Atlanta CIDs,

College Park, Clayton County, East Point, City of South Fulton, Forest Park,

Fulton County, Hapeville, and H-JAIA) have identified a need for a greenway plan

through the Aerotropolis Atlanta Alliance Blueprint, approved in 2016. In addition

to the ARC grant, each of the local partners have contributed funds toward the

study.

Guide decision making of the Atlanta Regional Commission by describing a

regional framework for walking and biking and support implementation by

describing how local jurisdictions and regional partners can build walking and

biking networks and supporting policies and programs

▪ Establish a walk and bike friendly communities resource center

▪ Develop a walk and bike friendly technical assistance program for the region

▪ Create a high crash corridor safety program

▪ Develop scoring criteria for Transportation Alternatives Program funds

The AeroATL Greenway Plan will build on the greenway idea proposed in

Aerotropolis Atlanta Alliance Blueprint, considering existing trails, topography, key

connection points and best practices. A significant amount of public input will be

sought to complement the technical work.

Atlanta’s Transportation

Plan

Comprehensive

Transportation Plan

VHB, Nelson

Nygaard for the City

of Atlanta

2017 The purpose of the ATP was for the City of Atlanta to prepare for the influx of

population growth and managing the mobility of its current and future residents. As

these people work and travel, it is imperative to see the impact that local traffic

and in the city limits of Atlanta affect the travel patterns and behaviors of those

who live and or work from the AeroCIDs.





Clayton County CTP Comprehensive

Transportation Plan

URS, MPH and

Associates, Turner

Associates, Joel F.

Stone, D. Clark

Harris for Clayton

County Department

of Transportation and

Development

October 2008 Addresses the long-range multi-modal transportation needs of Clayton County

through 2030 by identifying transportation strategies, projects, and programs. The

following are key recommendations from the CTP:

▪ Regional Commuter Rail service from Lovejoy to Atlanta

• MARTA Heavy Rail Extension Corridor Study from East Point to the Southern

Crescent Transportation Service Center

• SR 85 widening from I-75 to Adams Drive

• SR 85 widening from SR 279 to Roberts Drive

• SR 54 widening from McDonough Road to US 19/41

• US 19/41 widening from SR 81 to Flint River Road

• Southern Crescent Transportation Service Center (SCTSC)

• TPB Concept 3 regional arterial BRT service from SCTSC to Newnan,

Fayetteville, and Griffin

• TPB Concept 3 interstate BRT along I-75, I-675, and I-285

• I-75 South managed lanes from Aviation Boulevard to Eagles Landing

Parkway

• US 23 widening from SR 138 to I-675

• I-675 widening from Panola Road to I-75 (Long Range)

• US 19/41 grade separated super arterial (Long Range)

• TPB Concept 3 Inter-County Suburban Route Concepts - Union City to

Southlake, Newnan to Stockbridge, Jonesboro to McDonough (Long Range)

• US 23 widening from Lake Harbin Road to Anvil Block Road (Long Range)

Clayton County High

Capacity Transit Initiative

Baseline Conditions

Report

VHB High Capacity Transit focuses on defining viable Transit Investments to promote

growth and economic development in the County, exploring different alignment,

transit technology options, designing to improve Clayton County’s transportation

mobility, accessibility, and connectivity to the Atlanta region. This report includes

existing transit and mobility data by establishing inventory of corridors in the

county, high demand for existing transit use and need for expanded high capacity

transit service, and public and CAG input.





Clayton County High

Capacity Transit Initiative

Purpose and Need

Report

VHB High Capacity Transit focuses on defining viable Transit Investments to promote

growth and economic development in the County, exploring different alignment,

transit technology options, designing to improve Clayton County’s transportation

mobility, accessibility, and connectivity to the Atlanta region and a 20-year vision

for transit needs and opportunities.

Fulton County Transit

Master Plan

Master Plan Kimley Horn The FCTMP is a collaborative between the 14 mayors of outside Atlanta and with

the Fulton County Commission to determine a plan of action for the funding and

implementation of existing transit services and needs within Fulton County.

GDOT HSR Atlanta to

Charlotte/Atlanta to

Chattanooga

HNTB

Currently, the state and interstate highway system between Atlanta and

Chattanooga are operating at or near capacity, and are unable to keep pace with

transportation demand resulting from population growth in the region. This is

especially evident within and adjacent to the major metropolitan areas of Atlanta,

Rome, Dalton and Chattanooga. Although capacity improvements to the state and

interstate system along the corridor are either currently underway or planned for

the near future, they are considered interim, that is, they will not address all of the

future capacity or mobility needs. Social and economic demands will continue to

call for provision of alternative transportation choices for those individuals who

cannot or choose not to drive, as well as those travelers looking for alternatives to

congested highways. An HSGT system between Atlanta and Chattanooga has the

potential of meeting this need for a non-highway transportation alternative.

GRTA Comprehensive

Operations Analysis

(COA)

Comprehensive

Operations Analysis

GRTA

MARTA COA Nelson Nygaardt /

VHB for MARTA





More MARTA Initiative City of Atlanta

Navigate to 2030: ATL

Master Plan

Airport Plan Hartsfield-Jackson

Atlanta International

Airport

March 2015 Guide facility development that will accommodate future commercial aviation

needs of the region through 2030.

▪ Reconstruct and expand domestic terminal parking decks

▪ Add new concourses (G, H, and I)

▪ Relocate Plane Train turnback to increase capacity

▪ Add a closely spaced runway between existing runways on the south side

Northwest Clayton LCI

Study

LCI Study Robert and

Company, The

Collaborative Firm

and GRICE and

Associates for

Clayton County

2004, 2011 Aid the redevelopment of Northwest Clayton by supporting a live, work, and play

community

▪ Construct a new interchange at I-285 to serve the industrial redevelopment of

the Cherry Hills subdivision

▪ Provide transit service on Godby Road, West Fayetteville Road, and East

Pleasant Hill Road

▪ Construct bus shelters to support transit services

Prepared for Clayton County by the Collaborative Firm, LLC, Grice and

Associates, and Robert and Company December 2004

The Northwest Clayton LCI was prepared to aide in redevelopment and to support

a “live, work and play” environment for the community. The study provides a five-

year action plan of prioritized transportation capital improvement projects and

initiatives to be undertaken in the short-term.

▪ Recommended projects include streetscape, intersection/interchange, roadway,

transit and recreation facility improvement recommendations

▪ Larger issues addressed in the study include:

▪ Current construction and anticipated future impacts of the 5th runway at

Hartsfield Jackson Atlanta International Airport

▪ Traffic congestion and related impacts on connectivity

▪ Linkages to other county and regional centers





▪ The potential for large-scale redevelopment of the Cherry Hills subdivision, and

▪ Opportunities to bring in new community facilities (parks, recreation,

greenspace) and services

Mountain View Redevelopment Plan Jacobs and Smith

Real Estate Services

for Clayton County

December

2014

Craft an updated and visionary redevelopment strategy for the Mountain View

area. This study builds on the Mountain View Redevelopment Plan of 2007.

▪ Due to FAA restrictions and zoning, no residential property is in the study area,

so all workers must commute in. Approximately 4,400 workers were employed

in the study area in 2010, and forecasts to increase to 8,800 by 2040

▪ Mountain View is a unique development opportunity with access to rail, two

interstates, and HJAIA

▪ The C.W. Grant Parkway and Conley Road project (completion 2018) will

improve access and positively impact industrial development in the area

▪ A bus transfer station/future commuter rail station is recommended in the

northwest quadrant of the relocated Conley Road/Old Dixie Road intersection

▪ North of and adjacent to the transfer station/future commuter rail station is a

recommended MARTA expansion area

▪ A transit connection to the airport is proposed along C.W. Grant Parkway

▪ Special attention should be given to providing pedestrian linkages between

future development and MARTA stops along with the future bus transfer station

▪ Continue supporting MARTA rail extension

▪ Coordinate with MARTA on bus service enhancements as the area redevelops

Mountain View

Redevelopment Plan

Redevelopment Plan Redevelopment

Authority of Clayton

County, Clayton

County Department

of Economic

Development, and

May 2007 Create a transit oriented district centered on the Southern Crescent Transportation

Service Center, a multi-modal facility integrating commuter rail, MARTA, local

buses and shuttles with the HJAIA International Terminal

▪ Opportunity for transit-oriented development and mixed use.





Huntley Partners, Inc.

for Clayton County Update Prepared by the Redevelopment Authority of Clayton County with

assistance from Clayton County Department of Economic Development and

Huntley Partners, Inc. May 2007 This area, including what was formerly the City of

Mountain View in Clayton County, has been transformed due to the dramatic

growth of the Hartsfield- Jackson Atlanta International Airport. In response to the

growth/change, the Mountain View Redevelopment Plan is continuously updated

to guide and control development in order to avoid undesirable and incompatible

land uses in the Atlanta Tradeport, East Mountain View and Ballard Road areas.

▪ Land use and transportation concepts are presented by the plan

▪ The transportation recommendations for the East Mountain View area includes:

▪ Extension of C.W. Grant Parkway eastward from Old Dixie Highway to meet

Conley Road west of I-285

▪ Improve the new intersection of Old Dixie Highway and Grant Parkway (Aviation

Boulevard) by re-routing Old Dixie Highway to the east to intersect Grant

Parkway at grade level

▪ Upgrade and improve Gilbert Road north of the Grant Parkway extension to

connect with and extend the Southwoods Business Center road

▪ Cooperate with the planning efforts of the Hartsfield-Jackson Atlanta

International Airport Master Plan and the Southern Crescent Transportation

Service Center Feasibility Study

South Fulton CID

Multimodal

Transportation Study

Cambridge

Systematics for

South Fulton CID

South Fulton CTP

ARCADIS





Southside Hartsfield

Redevelopment and

Stabilization Plan

Redevelopment Plan Clayton County May 2003 Create a master plan for redevelopment around Hartsfield Jackson Atlanta

International Airport

▪ Encourages commercial redevelopment adjacent to the south side of the airport

▪ Neighborhood stabilization efforts are directed at residential areas to the south

of the airport and commercial area

Southside Hartsfield Redevelopment and Stabilization Plan, Recommendations

Summary (Draft) Prepared for the Clayton County Development Authority May

2003 The Southside Hartsfield Redevelopment and Stabilization Plan is a joint

effort of the Development Authorities of Clayton and Fulton Counties and the City

of College Park. The redevelopment plan is prepared for a 3,400-acre area south

of Hartsfield-Jackson Airport. The plan emphasizes the opportunity to develop

business activity centers adjacent to a major hub airport

The Southside Hartsfield Redevelopment and Stabilization Plan recommends

numerous strategies, including:

▪ The development of a greenway trail system between Clayton County and

Fulton County, connecting residential neighborhoods with Flat Shoals Park,

schools, commercial districts along Phoenix Boulevard, Riverdale Road and Old

National Highway

▪ Conducting a traffic study to determine the potential impacts of the Sullivan

Road realignment on redevelopment plans for other areas, including Riverdale

Road, West Fayetteville Road, and other facilities

▪ Developing a network of roads and development blocks along the Godby Road

corridor

▪ Establishing an east-west connection from West Fayetteville Road to Old

National Highway using East Pleasant Hill Road and Pleasant Hill Road

▪ Coordinating with Hartsfield Airport planners to establish a direct road link from

West Fayetteville Road to new airport terminal access roads





▪ Working with Hartsfield Airport planners to establish a preferred route from

planned air cargo facilities to industrial and distribution redevelopment on the

east side in the Cherry Hills area

▪ Encouraging the long-term extension of MARTA rail beyond the airport to serve

areas south of I-285 and to enhance transit-oriented development potential in

the Southside Hartsfield area

▪ The plan also calls for upgrading non-transportation infrastructure (water,

sewer, telecommunications, etc.) to support redevelopment

APPENDIX: SHUTTLES Parking Shuttles

West Terminal 11:15a - 12:15p

Vendor Destination Shuttles Frequency

Avistar 3802 Washington Rd, East Point, GA 30344 5 12

Parking Spot 1 2741 Camp Creek Pkwy, Atlanta, GA 30337 10 6

Pre-Flight 4000 Global Gateway Connector, College Park, GA 30337 11 5

Park-n-Fly 3950 Conley St, College Park, GA 30337 3 20

Park-n-Ticket 3945 Conley St, College Park, GA 30337 7 9

Park-n-Fly Plus 2525 Camp Creek Pkwy, College Park, GA 30337 7 9

Peachy 3100 Sylvan Road, Atlanta, GA 30354 11 5

Elite Airport Parking 3151 Camp Creek Pkwy, East Point, GA 30344 2 30

Wally Park 3889 Herschel Rd, College Park, GA 30337 4 15

Parking Spot 2 3600 N Desert Dr SW, East Point, GA 30344 8 8

Park ATL Park-Ride Lots A and C 16 4



International Terminal 1:00p - 2:00p

Vendor Destination Shuttles Frequency

Fast Park 251 Charles W. Grant Pkwy, Atlanta, GA 30354 12 5

Peachy 3100 Sylvan Road, Atlanta, GA 30354 6 10

Park ATL Maynard H Jackson Jr. Blvd and North Loop Rd. 16 4

Hotel Shuttles West Terminal 2:15p - 3:15p

Hotel Destination Shuttles Frequency

Homewood Suites 3405 Bobby Brown Pkwy, East Point, GA 30344 4 15

Hyatt Place North 3415 Norman Berry Dr, East Point, GA 30344 4 15

Holiday Inn Express 4601 Best Rd, College Park, GA 30337 2 30

Westin 4736 Best Rd, College Park, GA 30337 6 10

Marriott Courtyard South 2050 Sullivan Rd, College Park, GA 30337 6 10

Quality Inn South 2480 Old National Pkwy, College Park, GA 30349 2 30

Hilton Garden Inn 3437 Bobby Brown Pkwy, East Point, GA 30344 2 30

Howard Johnson/LaQuinta 1551 Phoenix Blvd College Park, GA 30349 4 15

Crowne Plaza 1325 Virginia Ave, College Park, GA 30344 4 15

Doubletree 3400 Norman Berry Dr, College Park, GA 30344 2 30

Holiday Inn Airport South 4669 Airport Blvd, College Park, GA 30337 2 30

Renaissance/Fairfield One Hartsfield Center Pkwy, Atlanta, GA 30354 6 10

Staybridge Suites 3420 Norman Berry Dr, Hapeville, GA 30354 2 30

Hilton Airport 1031 Virginia Ave, Atlanta, GA 30354 6 10

Embassy Suites 4700 Southport Rd, College Park, GA 30337 2 30

Country Inn & Suites (north) 1365 Hardin Ave, East Point, GA 30344 2 30

Country Inn & Suites (south) 5100 W. Fayetteville Rd, College Park, GA 30349 2 30

Comfort Inn 5087 Clark Howell Hwy, College Park, GA 30349 4 15

La Quinta (north) 1200 Virginia Ave, College Park, GA 30344 2 30

La Quinta (south) 4820 Massachusetts Blvd, College Park, GA 30337 2 30

Holiday Inn Airport North 1380 Virginia Ave, College Park, GA 30344 2 30



Ramada Plaza 5010 Old National Hwy, College Park, GA 30349 4 15

Red Lion 1419 Virginia Ave, College Park, GA 30337 2 30

Best Western Plus - Fairburn 301 N Central Ave, Hapeville, GA 30354 2 30

Motel 6 1377 Virginia Ave, East Point, GA 30344 2 30

Hotel Indigo 1776 Harvard Ave, College Park, GA 30337 2 30

International Terminal 1:00p - 2:00p

Hotel Destination Shuttles Frequency

Hilton 1031 Virginia Ave, Atlanta, GA 30354 2 30

Other Shuttles International Terminal 1:00p - 2:00p

Vendor Destination Shuttles Frequency Domestic to International Domestic Terminal West to International Terminal loop 10 6

ABM Employee Lot 3 Airport Loop Rd and S Cargo Dr Atlanta GA 30337 10 6

Documents

TASK 2 TECHNICAL MEMORANDUM EXISTING CONDITIONSaero-transit.com/docs/documents/Final_TechMemo_2.pdfTransportation Authority (GRTA) Xpress bus services pass through the study area and