TIGER II FundInG ApplIcATIon pRojEcT nARRATIvE · 2011-10-26 · Methodology Report ... Atlanta Streetcar TIGER II Funding Application Project Narrative . ... Center for the Arts,

GEoRGIA TRANSIT CoNNECToR:ATlANTA STREETCAR

TIGER II FundInG ApplIcATIonpRojEcT nARRATIvE

contact Info:luz BorreroDeputy Chief operating officerCity of Atlanta55 Trinity Ave, Suite 2400Atlanta, GA [email protected] ID: shelley6781-1548

I. Project Description...3II. Project Parties...8III. Grant Funds and Sources/Uses of

Project Funds...9IV. Selection Criteria...12

a. Long-Term Outcomes...12i. State of Good Repair...13ii. Economic Competitiveness...15iii. Livability...16iv. Sustainability...20v. Safety...21

b. Job Creation and Economic Stimulus...21

c. Innovation...22d. Partnership...24

V. Project Readiness and NEPA...25VI. Federal Wage Rate Certifications...27VII. Final Page of the Application:

Any Material Changes to Pre-Application...28

List of TablesTable 1 Key Destinations and Attractions

Served by the StreetcarTable 2 Connections to Existing Transportation

Modes and InfrastructureTable 3 Partnership Entities and Their RolesTable 4 Operations and Maintenance Funding

CommitmentsTable 5 Capital CostsTable 6 Capital Funding SourcesTable 7 Revenue for Annual Operations

and Maintenance CostsTable 8 Summary Quantifiable Long-Term

Benefits and Project CostsTable 9 Consistency with Plans and Initiatives

Table 10 Critical Populations within ¼ mile of the Streetcar Route

Table 11 Six (6) DOT / HUD / EPA Livability Principles

Table 12 Atlanta Unemployment Rates by Population Group

List of FiguresFigure 1 Atlanta Streetcar RouteFigure 2 Atlanta Streetcar Neighborhood and

Livability AttributesFigure 3 Economic Development

Opportunities within 1/4 Mile of the Atlanta Streetcar

AppendicesAppendix A Benefit Cost AnalysisAppendix B Funding Commitments

(Ordinances and Resolutions)Appendix C Operations & Maintenance

(O&M) Cost Estimation Methodology Report

Appendix D Detail of Capital Costs WorksheetAppendix E Letters of SupportAppendix F Project Construction and Schedule

DetailAppendix G Project Plan Drawings

* All appendix documents can be found at the project website: www.georgiatransitconnector.org/appendices

Table of Contents

Georgia Transit Connector: Atlanta Streetcar TIGER II Funding Application Project Narrative

Georgia Transit Connector represents a partnership effort by the City of Atlanta, the Atlanta business community and the Metropolitan Atlanta Rapid Transit Authority (MARTA) to bring to fruition a critical transit project that will connect the metro area and the greater region: the Atlanta Streetcar. The Atlanta Streetcar project is not any streetcar project. It is both regionally and nationally significant. On a regional level, it will provide connectivity and circulation for the core of the Downtown area of Atlanta, improving accessibility and making it possible to conveniently travel from key destinations and event venues without a car and connecting tourists, residents, students and workers to attractions, jobs and public amenities. From a national perspective, the streetcar links the Martin Luther King Jr. National Historic Site on the east side of Downtown Atlanta to Centennial Olympic Park on the west, via historic Auburn Avenue, the birthplace of our nation’s civil rights movement. Located within an Economically Distressed Area, the project will serve as a catalyst for new pedestrian-oriented development, support mixed-use projects, and reinforce existing land use and zoning plans. It will also reconnect the eastern and western sections of Downtown Atlanta, which were effectively separated by the construction of Interstate 75/85 in the mid 1950s. The barrier of the I-75/85 overpass has left a negative, lasting adverse impact that destroyed the vibrant local economy previously existing in the Auburn Avenue corridor. The Atlanta Streetcar will restore this historic community and foster overall greater livability, social cohesion, and economic development in the Atlanta area. The overall benefits of this project exceed the costs by a factor of 2.56. Streetcars will travel counter clockwise along a pinched loop alignment that converges at Woodruff Park, as shown in Figure 1. From Woodruff Park at the center of the loop, streetcars operate eastbound via Park Place,

Edgewood Avenue, and Jackson Street to the Martin Luther King Jr. Historic Site, then continue westbound via Auburn Avenue, Peachtree Street, Ellis Street, Carnegie Way and Andrew Young International Boulevard to Centennial Olympic Park Drive, then continue eastbound via Luckie Street to Woodruff Park.Table 1 identifies key locations served by the Atlanta Streetcar. Many are shown in Figure 1.Table 2 identifies important streetcar connections with existing transportation modes and recreational facilities.

I. Project Description

Project DescriptionThe Atlanta Streetcar route proposed for TIGER II funding is the first phase of a comprehensive, regional streetcar and light rail transit system. The following characteristics define the project:2.7 track milesModern streetcar operating with

vehicular traffic12 stations4 vehicles2 vehicles required for regular serviceDirect transfer to MARTA rail service at

Peachtree Center rail station9.9-minute one-way running time1.31 miles one-way15-minute frequencyProposed ScheduleWeekday: 5 am - 11 pm (18 hrs.)Saturday: 8:30 am - 11 pm (14.5 hrs.)Sunday: 9 am – 10:30 pm (13.5 hrs.)

Historic Atlanta Streetcar

Georgia Transit Connector: Atlanta Streetcar TIGER II Funding Application Project Narrative 3

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Table 1. Key Destinations and Attractions Served by the Streetcar

Western Loop Eastern Loop

Key Atlanta attractions venues including Philips Arena, the Georgia Dome, the Georgia World Congress Center, CNN Center, the Georgia Aquarium, World of Coca-Cola Museum, and future National Center for Civil and Human Rights (under development)

4 parks and public spaces

AmericasMart (containing 850,000 SF of exhibit space for market shows containing more than 4,000 showrooms and space for wholesale merchandise)

The western campus of Georgia State University

High-rise and mid-rise office buildings, including the Georgia-Pacific Center, five hotels, and residential, cultural, and institutional establishments, Rialto Center for the Arts, Balzer Theatre at Herron’s, and The Tabernacle

11th District Court of Appeals

Atlanta Fulton County Central Library

Martin Luther King, Jr. National Historic Site and Visitors Center

The Martin Luther King Jr. Center for Nonviolent Social Change (“The King Center”)

6 parks and public spaces

Historic Ebenezer Baptist Church

The Historic Sweet Auburn Preservation District

Georgia State University main campus, including four student housing facilities

Grady Memorial Hospital

Children’s Healthcare of Atlanta at Hughes Spalding

Loudermilk Center for Regional Community

The United Way building

Butler Street YMCA

Sweet Auburn Curb Market

Fulton County Senior Center

The Auburn Avenue Research Library

Atlant Fulton County Library – MLK Jr. Branch

The APEX Museum

Table 2. Connections to Existing Transportation Modes and Infrastructure

Existing Transportation Modes and Infrastructure Atlanta Streetcar Connectivity

MARTA Heavy Rail StationsPeachtree Center Station: Direct connection

Five Points Station and Georgia State Station: Within ¼ mile

Express Bus Service

Daily, 331 weekday express bus trips are made to Downtown.

17 Georgia Regional Transportation Authority Xpress routes

2 Cobb Community Transit routes

3 Gwinnett County Transit routes

Local Bus Service

10 Local MARTA fixed bus routes serve the Downtown area

MARTA Mobility: 175 vans provide ADA paratransit serve to disabled and senior customers who cannot use fixed route bus and rail services

ShuttlesThe Emory University ‘Cliff’ shuttle, Georgia State University

Panther Express’ shuttles, and Grady Memorial Hospital shuttles

Bicycle Facilities

Directly interfaces with 7 core and secondary City Bicycle routes

Connection to PATH Foundation’s Multi-use Trail Network via Jackson Street and Edgewood Avenue


Existing Transportation Modes and Infrastructure Atlanta Streetcar Connectivity

Parking Facilities

Downtown wide, greater access will be provided to more than 65,000 off-street public parking spaces which have an average daily occupancy rate of 66%.

In 2009 there were 15,955 parking spaces for transit, carpool and vanpool use in Park & Ride lots within the Atlanta region.

Parks and Trails

Future planned connection to the BeltLine Transit and Trails Network

Direct connection with 8 parks and squares, including Martin Luther King Jr. National Historic Site, Dobbs Plaza, Calhoun Park, Hurt Park, Woodruff Park, Margaret Mitchell Square, Walton Spring Park (containing the Andrew Young Tribute), and Centennial Olympic Park

1 block connection to Selina S. Butler Park and within close proximity to Freedom Park Trail and Oakland Cemetery

Connection to PATH Foundation’s Multi-use Trail Network

Intercity Passenger Rail

2 blocks connection from the Atlanta Streetcar route to the future, planned Downtown Multimodal Passenger Terminal (MMPT); a direct streetcar connection to the MMPT is planned.

Atlanta’s original streetcar system was converted to bus in 1949. Now, 60 years later, the City of Atlanta, in partnership with the business community and MARTA, support the reintroduction of streetcar service within the densest commercial activity center in the Atlanta region. The City seeks to provide its residents, businesses, and visitors with an attractive, convenient, and comfortable urban mode of transit that will address mobility needs for transit-dependent populations through improved connectivity and circulation and promote economic growth in an Economically Distressed Area. The Downtown street network is fixed in the number of lanes available for carrying automobiles. Streetcars will improve circulation for short trips within the area; they will also provide better connections to major activity centers and transportation services within the study area, including universities and hospitals, as listed in Tables 1 and 2 above. It will also improve mobility for a number of transit-dependent populations and encourage

greater use of transit by automobile users.Each year 4.7 million tourists and 1.38

million conventioneers visit Downtown Atlanta.

Total annual attendance at attractions, sporting events and concerts is estimated at 12 million.

Georgia State University, one of the nation’s leading urban research universities, has an enrollment of 31,160 students and a stated goal of housing 10 percent of its student body on campus within the next 10 years.

Combined Grady Memorial Hospital and Children’s Healthcare of Atlanta at its Downtown Hughes Spalding location see 688,000 patient visits a year.

Other significant transit-dependent populations live within ¼ mile of the streetcar route, including (2010 estimates):

Urban Area Needs and Transportation Challenges Addressed

Table 2. Continued


7,040 residents – 12.5% of which are 65 Years Old or Older

3,350 households, 57% of which do not own an automobile

1,490 low-income households (earning less than $15,000 per year)

Economically, the Atlanta Streetcar project will increase property values and create and sustain jobs resulting from the ignition of new development. Unoccupied, under-occupied and physically neglected structures are present today along Edgewood and Auburn avenues with vacant storefronts common. The streetcar project will attract and re-energize transit oriented and mixed-use development and emphasize sustainable growth. It will mitigate the long-standing, negative economic impacts present in the Auburn Avenue and Edgewood Avenue corridors as a result of the construction of Interstate 75/85 with improved access and connectivity.The City of Atlanta recently adopted an Urban Redevelopment Plan that encompasses the streetcar route and a broader area referred to as the Atlanta Urban Redevelopment Area. The area is federally designated under the American Recovery and Reinvestment Act of 2009 as a Recovery Zone and as an Empowerment Zone or Renewal Community. The Redevelopment Plan proposes over $5 million in infrastructure investments that will support the stabilization of this area and includes transportation and pedestrian infrastructure improvements to support implementation of City priority projects that will contribute to a more vibrant, livable City. Within ¼ mile of the streetcar route 312 underutilized parcels have been identified, valued at more than $684 million (2008). Within the same area 19 development projects are either proposed, planned or under construction. The partners of the Georgia Transit Connector, in advancing the Atlanta Streetcar project, recognize the changing mobility landscape in the nation, state and region, and the need to take action for an integrated and sustainable transportation strategy. The City of Atlanta

is also clear about its need to focus on areas where less development activity has occurred, rethink the connectivity challenges among adjacent neighborhoods and address mobility deficiencies of key residents. The Atlanta Streetcar project is designed to address these needs.

Proposed Wheat Street Gardens Residental Site

Sweet Auburn Curb Market


The following entities play major roles in the Atlanta Streetcar Project:Table 3 Partnership Entities and Their Roles

Entities and Roles

City of Atlanta, GeorgiaAtlanta is the largest city and the capital of the State of Georgia with a population of 538,000 people and a $559 million annual budget. The Atlanta City government is responsible for day to day operations of the economic driver for the Atlanta Metro region. The City of Atlanta’s role for the project includes:

Tiger II Discretionary Grant Applicant (MARTA will administer the grant on the City’s behalf)

Owner of Assets and Funding Commitment Partner

Signatory to Intergovernmental Agreement

Land use planning and regulation responsibilities via the Comprehensive Development Plan, Connect Atlanta Transportation Plan and zoning ordinances

Metropolitan Atlanta Rapid Transit Authority (MARTA)The Metropolitan Atlanta Rapid Transit Authority (MARTA) was formed by an act of the Georgia General Assembly in 1965. MARTA is the 9th largest transit system in the United States and has provided combined bus, rail and paratransit service to the City of Atlanta, Fulton County and DeKalb County for 30 years. MARTA carries over 500,000 passenger boardings each weekday and is the only multi-modal transit system in the state of Georgia. MARTA is an over $6 billion public asset. MARTA’s role for the project includes:

Grant Recipient: serves as the Grantee for any FTA funds awarded to the Project through the Federal Transit Administration

Operator

Conduct and manage procurement

Provides technical expertise and logistical assistance

Aids in optimizing the current federal and local transit investment (i.e., leverage existing assets) and ensuring efficient integration of the City’s streetcar assets into the existing network of buses and rail, as well as planned heavy and light rail

Atlanta Downtown Improvement District, Inc.The Atlanta Downtown Improvement District (ADID), founded in 1995 by the business organization Central Atlanta Progress, is a public-private partnership that strives to create a livable environment for Downtown Atlanta. With a board of directors of nine private- and public-sector leaders, ADID is funded through a self-taxing mechanism called a community improvement district, created under Article IX, Section VII of the Georgia Constitution. The District currently contains 220 blocks; the majority of the proposed streetcar route lies within its boundary. ADID’s role for the project includes:

Funding Commitment Partner

Signatory to Intergovernmental Agreement

Land use planning and zoning responsibilities via Imagine Downtown Plan

II. Project Parties


Amount of Grant Funding Requested The City of Atlanta is requesting $56,158,000 of TIGER II Discretionary Grant funds to implement the Atlanta Streetcar project.

Availability/commitment of funds sources and uses of all project funds

CapitalA local match of $16 million towards streetcar capital expenses is committed to the project:The City of Atlanta has obligated

$10 million in local capital funds to support the project through legislation that authorizes issuance of Recovery Zone Economic Development Bonds to provide the required local match. Issuance of bonds has been approved as well. (Please refer to Appendix B for all referenced resolutions and ordinances.)

The ADID has committed $1 million per year to support the project through Board approval at the July 2010 Board of Directors meeting. ADID has also committed to the issuance of $6 million in capital bonds to provide local match for the streetcar.

Operations and MaintenanceThe City of Atlanta and ADID have also committed funding to support streetcar operations and maintenance costs (See Table 4). The City of Atlanta has dedicated up to $1 million from the Car Rental and Hotel Motel tax annually for twenty years (Atlanta Ordinance 10-O-1171, see Appendix B). The ADID has obligated the balance of their annual $1 million commitment not used for capital debt service to streetcar operations. These dedicated, obligated local funding commitments, in addition to fare and advertising revenues, will cover annual

streetcar operations and maintenance costs for 20 years. First year (estimated in 2013) operation and maintenance costs are estimated at $1.714 million. Table 4. Operations and Maintenance Funding Commitments

Source Description

City of AtlantaCar Rental & Hotel Motel Tax: $1 million / year for 20 years

Atlanta Downtown Improvement District (ADID)

$250,000 /year for Years 1-9, and $1.0 million / year for Years 10-19

Fare RevenueThe project assumes a minimum 20% fare recovery policy.

Advertising and Concessions

The project assumes 4% of its expenses to be covered by various forms of advertising, including sponsorships.

Federal Congestion Mitigation and Air Quality (CMAQ) Funds

$1.89 million (staggered 50%, 33%, 25% total over three years respectively) to establish an operating reserve

Appendix C includes the 20-year Operations and Maintenance Cash-Flow table. The operations and maintenance budget was developed using a cash-flow model that includes all standard transit risk factor assumptions, such as a minimum two month annual carryover operating reserve, 3% annual cost escalation, and conservative estimates of interest, fare and advertising revenues. Congestion Mitigation and Air Quality (CMAQ) funds are used for operation and maintenance in the initial years and to establish an operating reserve. As an additional conservative and fiscally responsible measure, this model does not include use of FTA Section 5307 funding for preventative maintenance;

III. Grant Funds & Sources/Uses of Project Funds


Table 5. Capital Costs

FTA Cost Category Element Estimated Costs

10 Guideway and Track Elements $9,841,162

20 Stations, Stops $360,000

30 Support Facilities $6,562,500

40 Sitework and Special Conditions $5,720,302

50 Systems $11,374,383

60 ROW, Land, Existing Improvements $600,000

70 Vehicles $6,500,400

80 Professional Services $18,093,050

90 Unallocated Contingency $9,350,600

es Escalation $3,755,500

TOTAL $72,157,897

(Refer to Appendix D for detailed Capital Costs)

Percentage of Project Costs Paid for by TIGER II Discretionary Grant Funds and OthersThe $56,158,000 funding request represents 78% of the capital costs. The balance of $16,000,000, or 22%, is the contribution from local sources (Table 6).

Capital Funding Breakdown

it is anticipated that these funds, along with any future FTA Section 5309 fixed-guideway modernization funds would be dedicated to capitalized maintenance and “state of good repair” needs as described in Section IV(a.)(i.).

Total Project CostsProject capital cost is $72.158 million (Table 5); annual operation and maintenance cost (starting in 2013) is $1.714 million.

Table 6. Capital Funding Sources

Sources of Capital Amount Percentage

TIGER II Federal Share $56,158,000 78% City of Atlanta $10,000,000 14% Atlanta Downtown Improvement District $ 6,000,000 8%

Total $72,158,000 100% Total Federal $56,158,000 78% Total Non-Federal (Local) $16,000,000 22% Total $72,158,000 100%


Operations and Maintenance Funding BreakdownOther federal funds used for the project are CMAQ funds for the first three years of operations. The cash flow model developed for the Atlanta Streetcar Project reflects $41,870,000 in revenues, a 95% local share, to cover operations and maintenance for a 20-year period (Table 7).

* Estimate of 2013 revenue only **Annual contribution over 20 years

Table 7. Revenue for Annual Operations and Maintenance Costs

Operations and Maintenance Revenue Sources

Annual (2013

Operations)

20-Year Cashflow Percentage

City of Atlanta (Car Rental & Hotel/Motel tax dedicated through ordinance over 20 years)

$1,000,000 $20,000,000 48%

Atlanta Downtown Improvement District $750,000** $12,250,000 29% Fares $420,000* $4,530,000 11% Advertising (Including naming rights) $70,000* $1,840,000 4% CMAQ (Total over 3 years; first 3 years staggered 50%-33%-25% of total O&M cost)

$1,890,000 5%

Interest Income $1,360,000 3% Total $41,870,000 100% Total Federal $1,890,000 5% Total Non-Federal (Local) $39,980,000 95% Total $41,870,000 100%



a. Long-Term OutcomesOver 20 years the benefits of the Atlanta Streetcar project exceed the costs by a factor of 2.56. As Table 8 summarizes, the sum of all quantifiable benefits over this period of operations has a discounted value of $167.75 million. See Appendix A for additional details.

Table 8. Summary of Quantifiable Long-Term Benefits and Project Costs*

Long-Term Criteria

Benefits(s)/Cost(s)

20-Year Sum

State of Good Repair

Residual Value of Streetcar Investment

$1.36

Economic Competitiveness

Land Market Benefits $159.33

Labor Market Productivity $2.65

Safety Crash Reduction $0.34

Sustainability Emissions Reductions $0.10

Livability Travel Time Savings $2.60

Vehicle Operating Cost

Savings$1.36

Total Benefits $167.75

Capital Costs $53.64

Operating Costs $11.85

Total Costs $65.49

Benefit/Cost Ratio 2.56

* Millions of Dollars, discounted at 7%

It is important to keep in mind that the long-term outcomes and objectives that will be achieved through the Atlanta Streetcar project will occur within the context of regional, state and national progress towards investment and

improvement in our transportation system. Within the past six months the State of Georgia has achieved a milestone in helping itself to realize its transportation goals. In June 2010 the State approved a Statewide Strategic Transportation Plan (SSTP) which was critical to the adoption of the Transportation Investment Act of 2010 by the Georgia Legislature and the Governor (House Bill 277). A key element in the SSTP is the inclusion of activity center area circulators. The Atlanta Streetcar Project will provide circulation throughout the Atlanta central business district for users of the state’s transportation system while at the same time generating economic growth. As documented in the State Transportation Board’s study “Investing in Tomorrow’s Transportation Today,” or IT3, Georgia will benefit economically from investment in the streetcar project at a time when the state needs increased employment and private sector investment. Passage of the Transportation Investment Act of 2010, which has been encouraged by the Atlanta region for several years, provides for referenda on new local funding sources for transportation statewide to address the state’s growing transportation investment needs. The enabling legislation authorizes the 10-county Atlanta Region to approve a ten-year one percent transportation sales tax levy to be placed on the ballot in the Atlanta Region in 2012. It is anticipated that subsequent extensions of the Atlanta Streetcar system will be funded through the regional sales tax. The partnership required for the passage of the Transportation Investment Act of 2010 indicates commitment by Georgia toward transportation investment, and recognition of how local funding influences long-term outcomes related to quality of life and economic growth. The Georgia Department of Transportation is a supporter of the Atlanta Streetcar project (Appendix E).

IV. Selection Criteria


i. State of Good Repair (Long-Term Outcome)The Atlanta Streetcar will enhance the performance of Atlanta’s existing transportation system. State of Good Repair benefits accrued by the streetcar over 20 years are estimated at $1.36 million.Consistency with Local Transportation and Land Use Plans The Atlanta Streetcar is part of and consistent with local, regional and state transportation and land use plans (Table 9). Table 9 Consistency with Plans and Intiatives

Plans and Initiatives

Atlanta Streetcar Inc. (2003): Atlanta Streetcar, Inc. was the first broad-based effort to unite the city’s top business, government and community leaders in an effort devoted to reintroducing the modern streetcar to Atlanta.

Peachtree Corridor Taskforce (2005): The Taskforce was a collaboration of the Atlanta Development Authority, Atlanta business leaders, and in-town community improvement districts, including ADID. The Taskforce’s work evaluated the feasibility of a streetcar, and facilitated advocacy and outreach activities.

Peachtree Corridor Partnership (2007): The Partnership was an extension of the Taskforce, formed to develop an implementation and funding strategy for a first-phase streetcar project.

Connect Atlanta Plan (2008): The City of Atlanta’s first citywide transportation plan included a comprehensive streetcar network and was designed to guide transportation policy and investment to advance the vision of creating a more modern, vibrant, and sustainable city.

Downtown Livable Centers Initiative (LCI) Plan (2003, 2004 and 2009): Created in 1999 by the Atlanta Regional Commission, the LCI program encourages local jurisdictions to plan and implement strategies to create sustainable, livable communities consistent with regional development policies. The Downtown area is covered by an adopted LCI plan: the 2009 updated Imagine Downtown plan.

Concept 3 (2008): Concept 3, adopted in 2008, is the conceptual metro Atlanta regional transit plan.

Envision 6 – 2030 Regional Transportation Plan (RTP) (2007): The Atlanta Streetcar is included in the Atlanta Regional Commission’s RTP, referred to as Envision 6.

Georgia Statewide Transportation Improvement Program (STIP) and 2008 – 2013 Transportation Improvement Program (TIP): The Atlanta Streetcar Project is included in the STIP through it inclusion in the Atlanta Regional Commission’s 2008-2013 TIP.

State of Georgia: Statewide Strategic Transportation Plan 2010-2030 (2010): Approved by the Governor and State Transportation Board in 2010, the Statewide Strategic Transportation Plan recommends targeted transportation investments based upon the 2008 “Investing in Tomorrow’s Transportation Today” analysis. The Strategic Plan recommends streetcar service for improved mobility in metro Atlanta activity centers.

City of Atlanta Urban Redevelopment Plan (2010): The Plan cites development opportunities and recommends transportation and pedestrian infrastructure improvements to support implementation of key City projects, including the streetcar route and maintenance facility, which are identified for funding through Recovery Zone Economic Development Bonds.

Use of rehabilitated streetcar vehicles will extend the life of previously-funded FTA assets. The procurement of the vehicles for the streetcar also includes a state of good repair element. MARTA is working with Sacramento Regional Transit (SacRT) for the transfer of four UTDC light rail vehicles for use on the streetcar project. SacRT has four previously federally-funded ex-San Jose VTA light-rail vehicles available. MARTA will acquire the vehicles at a greatly reduced cost in comparison to the purchase of new vehicles and will jointly participate in the major rebuilding contract that is being let by SacRT in fall 2010. This has the state of good repair benefit of lowering the unit cost to rebuild the vehicles for all parties, expediting a long lead item, and providing virtually new LRT-compatible equipment for the startup of the streetcar operations at a quarter of the capital cost of new equipment. The use of rehabilitated vehicles further leverages previous FTA investment, will save the project


approximately $5 million dollars, and creates American jobs to perform the rebuilding.While two vehicles are needed to meet daily schedule requirements, the streetcar project includes four vehicles in the capital budget to meet anticipated special events and other special service needs. Since the alignment of the streetcar includes many of the country’s largest sporting events and convention facilities, it is anticipated that there will be periodic demand for additional service in the future.

The project is adequately capitalized upfront and utilizes creative partnerships to address its long-term needs for both, maintenance of capital and ongoing operations.The capital construction budget is based on thorough engineering cost estimates prepared by the substantially experienced members of the MARTA team. Context-specific preliminary engineering and FTA standard cost categories were used to develop the capital cost estimates to ensure the project is adequately capitalized up front including actual year of expenditure escalation. The project has a contingency budget that is consistent with industry standards and appropriate to the level of design. To ensure a long lifespan for the asset and to accommodate future connections to and compatibility with other streetcar and light-rail projects planned for the region, the streetcar includes capital budget for a more substantial 16-inch slab track system and a generous 82-foot minimum curve radius.

The project leverages the investment of existing transportation resources, including MARTA heavy rail facilities. The project is leveraging regional resources and previous investment in the MARTA system.The streetcar will use MARTA as the

procurement and operations management agency. MARTA is developing a “Transit Asset Management System” (TAMS) for

the existing MARTA capital assets that will also be used for the streetcar.

The project will benefit from MARTA’s rail maintenance facilities, tools and equipment for all vehicle maintenance, facilities maintenance and maintenance of way to ensure State of Good Repair asset management.

The existing MARTA Breeze smart card fare collection system will be used for the streetcar. Fare revenue will be allocated to the project through the existing MARTA regional Breeze clearinghouse already in use by MARTA and the suburban express bus services. The streetcar will also use MARTA’s GPS-based communications and passenger information system, leveraging the existing dispatch center and radio communication system.

Given that all operating funding needed is budgeted through local sources and a modest CMAQ contribution, it is anticipated that all formula funding (FTA Section 5307 and Section 5309 Fixed Guideway Modernization after 7 years) will be used to support reinvestment in the system through capitalized maintenance.

The project has sustainable revenue for long-term operations and maintenance.The streetcar project has dedicated operating and maintenance (O&M) funding budgeted through a positive 20-year cash flow O&M cost model (See Appendix C). This model uses conservative revenue assumptions as described previously in Section III. The project’s net positive cash flow is primarily attributable to the dedication of local funding by the City of Atlanta and ADID.


ii.Economic Competitiveness (Long-Term Outcome)The business environment and quality of life of Atlanta consistently rank it at the top of major U.S. metropolitan areas for working, living and playing. On the global front, the Atlanta Streetcar will better ensure that the Atlanta region remains competitive with other world-class locations by providing convenient connectivity to many of the region’s destinations. Improve Long-term Efficiency, Reliability or Cost-Competitiveness in the Movement of Workers or GoodsTransit-oriented cities that are designed

to support pedestrian movement and activity are economically more competitive and attract the best talent and resources. The Atlanta Streetcar will contribute over time to growth in productivity of the U.S. economy by enhancing Atlanta’s competitiveness for international corporate relocation in comparison to other cities. According to the Georgia Department of Economic Development more than 760 foreign-owned business facilities are located in Fulton County and these firms employ more than 45,000 people.

The Atlanta Streetcar will support long-term efficiency in the movement of Downtown workers, students and visitors: •. Downtown Atlanta is home to nearly

140,000 office workers of 5,000 businesses – the highest concentration of businesses in the metro Atlanta region.

•. Georgia State University enrolls approximately 31,160 undergraduate and graduate students.GSU also employs 4,500 faculty and staff.

•. The Georgia World Congress Center Authority -- which includes the 3.9 million square foot convention center, the 71,250-seat Georgia Dome and 21-acre Centennial Olympic Park

-- ranks among the top five largest convention destinations in the country as well as one of the best sports and entertainment campuses in the world. Including Philips Arena located next door, these venues had a combined annual attendance of 8.3 million in 2009. In total, the Downtown Atlanta hospitality industry employs more than 21,880 workers.

As Georgia moves towards

implementation of passenger rail through the planned Multimodal Passenger Terminal (MMPT), the presence of an improved transit circulator system, such as the Streetcar, will also reinforce the long-term economic benefits anticipated from MMPT and passenger rail services. The streetcar will also serve as the “last or first mile” to connect Downtown to Hartsfield Jackson Atlanta International Airport, the world’s busiest.

Discounted labor market productivity gains resulting from the streetcar equate to $2.65 million.

Increase the Economic Productivity of Land, Capital, or Labor at Specific Locations, particularly in Economically Distressed AreasProperties located near the streetcar will

experience greater access to the broader metropolitan economy, and in turn residents and commercial enterprises will be willing to pay a premium for streetcar access. Accordingly, the Atlanta Streetcar will produce an estimated land value premium created by better access estimated at $159.3 million, discounted over 20 years.

The Streetcar project will support redevelopment and reuse of underutilized property within the streetcar corridors - thereby potentially improving the economic productivity of 312 underutilized properties located within one-quarter mile of the streetcar route.


These properties equate to 20 percent of the total land area within one-quarter mile of the streetcar route, yet they account for just 11.4 percent of the total appraised value of properties in the area – indicating substantial upside potential for revitalization in the Economically Disadvantaged Area.

iii. Livability (Long-Term Outcome)The Atlanta Streetcar is a transportation investment that will foster a more livable core Downtown community by building upon sound land use policies and community-building initiatives. Discussed previously, the route connects two areas of Downtown significant to Atlanta’s history and of importance to the City’s overall livability: Centennial Olympic Park on the west and the Sweet Auburn neighborhood on the east, containing the Martin Luther King Jr. Historic District. Additionally, the route spans the Fairlie Poplar Historic District, Woodruff Park, Georgia State University, and Atlanta’s “main street:” Peachtree Street (See Figure 2). True to the strategies outlined by the post-1996 Centennial Olympic Games renewal plan, the area surrounding Centennial Olympic Park has seen a surge of diverse development since the Olympic Games, culminating most recently with the Georgia Aquarium, the World of Coca-Cola museum and the Hilton Garden Inn. The district exhibits great diversity of land uses and City plans anticipate a continuation of this diversity. A site is secured for the planned National Center for Civil and Human Rights and additional site selections are pending for other proposed visitor attractions, securing this area as Downtown Atlanta’s most family-friendly visitor destination.Located on the east end of the streetcar route and home to the Martin Luther King Jr. National Historic Site, the vision for the Sweet Auburn neighborhood emphasizes cultural tourism, historic preservation, entertainment and entrepreneurship. This neighborhood represents Atlanta’s heartbeat of African-American culture and the Civil

Rights movement. Community plans focus on expanding cultural offerings, retaining destinations for visitors, and encouraging new residents to move into the neighborhood to ensure that this eastern Downtown community again enjoys the vibrancy that it historically did before the construction of Interstate 75/85, which bisected this district from the rest of Downtown. On-going transformation of one of the City’s oldest public housing projects into Auburn Pointe (a mixed-use and mixed-income community) and the much anticipated

Centennial Olympic Park

Historic Ebenezer Baptist Church on Auburn Avenue

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Figure 2: Atlanta Streetcar N

eighborhood and Livability Attributes


redevelopment of the Wheat Street Gardens residential development will provide a solid base of community residents to support commercial revitalization. Downtown’s most notable historic district – Fairlie-Poplar - is located between Centennial Olympic Park and Woodruff Park. Atlanta’s oldest high rises are concentrated in the area and contribute to the district’s pedestrian scale, unique architecture, tree-lined streets and historic atmosphere. Continued revitalization efforts focus on attracting new development to replace surface parking lots along the western edge of the district. Georgia State University has firmly established itself as an important stakeholder in Downtown’s growth with its continued expansion, transformation and national recognition. The GSU main campus centers upon Hurt Park, with a west campus in the Fairlie-Poplar district. Guided by its “Main Street” master plan, GSU has a stated goal of housing 10 percent of its 31,160 students on campus within the next ten years. When realized, this goal will have a profound impact on the Downtown residential environment. Today, GSU student housing consists of four facilities - all located on or within one block of the streetcar route - with 2,700 student beds.The streetcar will provide key connectivity for two of Atlanta’s most prominent medical facilities: Children’s Healthcare of Atlanta at Hughes Spalding and Grady Memorial Hospital, which operates the only Level 1 Trauma Center within 100 miles of metro Atlanta and houses one of only two burn centers in the State of Georgia. Combined, these two medical facilities contain 970 hospital beds and in 2009 alone served more than 688,000 patient visits.One of nine parks and public spaces along the streetcar route, Woodruff Park is one of Downtown Atlanta’s most significant green spaces, located at the heart of the City’s financial, entertainment and academic districts. Adopted by the City of Atlanta in 2008, the Woodruff Park Master Plan reflects an exciting vision for physical improvements and programming objectives to enhance the park’s

benefits and further enhance Downtown’s livability.Within this context, and with an estimated weekday ridership of 2,600, the Atlanta Streetcar will play a role in the reduction of transportation costs in the Atlanta region over the next 20 years. The discounted 20-year stream of benefits resulting from vehicle operating cost savings is $1.36 million. Discounted benefits resulting from travel time savings equate to $2.6 million.

Enhancement of Mobility through Creation of More Convenient Transportation OptionsThe Atlanta Streetcar project will introduce reliable, convenient rail transit across Downtown Atlanta, connecting key destinations and activity centers for tourists, residents and workers. In turn, the streetcar will encourage greater walkability within the corridor, as well as bicycling, and pedestrian-scale development.

Enhancement of Modal ConnectivityAs defined in Table 2 in Section I, the Atlanta Streetcar will interface directly with the MARTA Peachtree Center rail station and will connect with a sizable number of Downtown transportation facilities and services. Through this coordination, the streetcar will enhance “last-mile” connectivity and improve local circulation for the Downtown core and the region. In addition the streetcar connects to several shuttle services including Georgia State University’s shuttle.

Improved Accessibility for Critical PopulationsThe streetcar route, which is contained within an Economically Distressed Area, is in close proximity of a number of target populations (Table 10).


Table 10. Critical Populations within ¼ mile of the Streetcar Route

Critical Populations within ¼ mile of the Streetcar Route

Total Population (2010 estimate) 7,040

2010 Households

Households with Persons 65 Years Old or Older (2000)

3,350

22.2%

2010 Housing Units

Owner Occupied Housing Units

Renter-Occupied Housing Units

Vacant Housing Units

4,055

6.8%

75.8%

17.3%

Median Household Income (2010) $19,067

Median Age (2010) 33.9

Percentage of Population 65 Years Old or Older (2010) 12.8%

Means of Transportation to Work (Workers 16+, 2000)

Drove Alone

Carpooled

Public Transit

Walk

Other Means

Work at Home

41.1%

13.7%

28.3%

12.6%

1.1%

2.8%

Households with No Vehicle Available (2000) 57.1%

Low-Income Households (<$15,000 / year, 2010 estimate) 44.5%

Unemployment Rate (Workers 16+, 2010 estimate)

City of Atlanta Umemployment Rate ( June 2010, preliminary)*

18.5%

11.4%

Georgia State University Enrollment (Fall 2010)** 31,160

Grady Memorial Hospital (2009)**616,271 hospital visits /

953 beds

Children’s Healthcare of Atlanta at Hughes Spalding (2009)**72,000 hospital visits /

24 beds

Source: Georgia Power Community & Economic Development Department; from U.S. Bureau of the Census, 2000 Census of Population and Housing. ESRI Forecasts for 2010. *June 2010 unemployment data originates from the Bureau of Labor Statistics. ** Data provided by respective institutions.

Coordination of Transportation and Land Use Policies and Community ParticipationThe Atlanta Streetcar project is the result of many years of planning, local commitment, and extensive community participation to coordinate transportation and land use decisions. Please reference Table 9 in Section IV for a list of relevant plans and initiatives.Although the Atlanta Streetcar is a

transportation investment, its benefits will have a pivotal impact on the qualitative measures of community life in Downtown and the City of Atlanta. In consideration of the livability characteristics described previously, the Atlanta Streetcar project furthers the six Livability Principles developed by USDOT with HUD and EPA as part of the Partnership for Sustainable Communities (Table 11).


iv. Sustainability (Long-Term Outcome)The Atlanta Streetcar project makes both good business sense and good environmental sense. The project aims to balance the economic, social and environmental objectives of the Downtown community.Improve Energy Efficiency, Reduce Oil Dependence, and/or Reduce EmissionsStreetcar service will promote and support a change of travel patterns that will in turn reduce vehicle miles traveled (VMT) because trips can be completed by public transit, biking or walking. The improved connections between Downtown attractions and the hotel district as well as MARTA rail at its Peachtree Center station will reduce the need for auto trips. Likewise, direct connections with express bus services will foster additional transit ridership. Commuters and visitors who drive will now be able to park once when coming to Downtown, and then ride the streetcar between destinations. With the introduction of the streetcar, existing shuttle services can also be minimized. These changes in overall travel behaviors result in less overall oil dependence and reduced emissions. The diversion of travelers from autos to transit, reducing VMT, will accordingly reduce emissions. Applying USDOT guidance, the discounted value of

improved air quality associated with the streetcar is $0.10 million over 20 years. Air quality benefits will also be achieved because the streetcar is powered by electricity, and therefore produces no point-source emissions.Maintain, Protect or Enhance the EnvironmentAs Georgia remains one of the fastest-

growing states in the nation, the streetcar will support future population growth needs by promoting compact, sustainable development and transit-oriented design. The City’s Connect Atlanta Plan was a major sustainability initiative for the City; its recommendations, including the Atlanta Streetcar, emphasize transportation solutions coordinated with land use and transit oriented development.

Environmental sustainability benefits also result due to the project’s implementation attributes:•. The project itself requires negligible

right-of-way acquisition because the streetcar will operate within the existing City streets.

•. The streetcar project will also utilize practices in design and capital construction, such as giving emphasis on the use of sustainable building

Table 11. Six (6) DOT / HUD / EPA Livability Principles:

Principle Atlanta Streetcar Applicability

ü Provide moretransportation choices

Connections with the MARTA rail line at the Peachtree Center and other transportation services will improve traveler options.

ü Promote equitable, affordable housing

4,055 housing units exist and 1,998 housing units are proposed, planned, or under construction within 2 blocks of the streetcar route.

ü Enhance economic competitiveness

Greater mobility freedom by conventioneers and tourists will aid in maintaining Atlanta’s consistent rank as a top 5 convention city in the United States.

ü Support existing communities

The streetcar will provide an amenity for residents, commuters and visitors to use for both work and play. It will bridge a disconnect of neighborhoods created by the construction of Interstate 75/85.

ü Coordinate policies and leverage investment

The streetcar has been included in a number of plans and initiatives that coordinate transportation and land use.

ü Value communities and neighborhoods

As a context-sensitive mobility and economic development project, the streetcar will strengthen the Sweet Auburn and Fairlie-Poplar neighborhoods.


materials, recycled materials, and renewable energy sources to make the system as “green” as possible. MARTA has implemented a “Green Purchasing Program,” which factors environmental, social and economic attributes into procurement processes.

v. Safety (Long-Term Outcome)Over time the Atlanta Streetcar will enhance safety among Downtown commuters, residents and visitors.Reduction in the Number, Rate and Consequences of Crashes, Injuries and Fatalities Among Drivers and/or Non-DriversWith the introduction of the Atlanta

Streetcar, automobile trips will be diverted to the safer streetcar mode, which will thereby reduce accidents and increase pedestrian safety because more travelers will be using the streetcar instead of traveling by automobile. The value of discounted safety benefits achieved through avoided accidents is estimated at $0.34 million over 20 years.

The introduction of streetcar service and emphasis on increased pedestrian activity – coupled with City initiatives to improve sidewalk conditions and upgrade intersections - will also foster a more “complete street” along the route. Placing greater emphasis on non-vehicular modes and pedestrian needs will further encourage walking and cycling, and will prioritize the corridor’s use away from automobile traffic. Such priority will foster traffic calming and promote a more balanced, safer travel environment for all users.

b. Job Creation and Economic StimulusJob creation and economic stimulus are key priorities of the Atlanta Streetcar due to the project’s location within an Economically Distressed Area. The City of Atlanta meets the unemployment rate threshold criteria required

to document Economic Distress, as the City’s average unemployment rate for the most recent 24 months (9.8%) is 1.3 percentage points above the comparable 24-month average for the U.S. (8.5%). Because the unemployment rate data at the City level lags the U.S. data by one month, the 24-month span reported for this application is July 2008 to June 2010. This is the most recent data available (source: Bureau of Labor Statistics). As Table 12 indicates, the incidence of joblessness varies significantly among population groups in the City.

Table 12. Atlanta Unemployment Rates by Population Group

Population Group

Unemployment Rate

Black or African

AmericanWhite TOTAL

Men 19.0 3.5 8.8

Women 12.9 7.3 9.7

Total 15.7 5.1 9.2

Source: Geographic Profile of Employment and Unemployment, 2009 annual averages; Data represents the most recent available at the time of the application’s submittal.

Job Preservation and CreationIn addition to construction and operations directly attributed to the project, new transit-oriented development will foster longer-term

Renaissance Walk Mixed-Use Development on Auburn Avenue


job creation through economic development. Job creation over 20 years attributable to the Atlanta Streetcar project includes (1-year duration, Full Time Equivalents): Approximately 939 new jobs created

during the streetcar’s constructionApproximately 460 new jobs for

operation of the streetcar Approximately 4,204 new jobs

attributable to commercial corridor development

Economic Activity StimulatorThe Atlanta Streetcar project will have a significant influence on economic development within the corridor, as shown in Figure 3. Current estimates (2010) based upon available data indicate substantial potential for economic stimulus catalyzed by Atlanta Streetcar:19 development projects are either under

construction, planned, or proposed within one quarter mile of the streetcar route:$1.73 billion of investment already

planned/underway in 19 projects1,998 housing units360 student beds1.41 million square feet of office

space247,514 square feet of retail space1,501 hotel rooms

There are 312 underutilized parcels within one quarter mile of the proposed streetcar route, equating to a total land area of 143 acres with a total appraised value of more than $684 million.

The City’s July 2010 Urban Redevelopment Plan identifies development opportunities in transit and infrastructure and suggests potential stabilization methods in neighborhoods. The plan also recommends transportation and pedestrian infrastructure improvements (lighting, ADA curb ramps and intersection improvements) to support implementation of City priority projects that will contribute to a

more vibrant and sustainable City. The east-west streetcar route and streetcar maintenance facility are redevelopment projects included in the plan for funding through Recovery Zone Economic Development Bonds.Other positive economic stimulus effects resulting from the Atlanta Streetcar include:Increased retail and service jobs in the

surrounding areaImproved access to destinations and

businesses will lead to increased economic activity through increased sales, more paid admissions and more investment in residences:Newly redeveloped Renaissance

Walk, a mixed-use development in Sweet Auburn that is currently underutilized.

Fairlie-Poplar Historic District, including the Rialto Theatre, Theatrical Outfit and The Tabernacle

Georgia State University academic and residential facilities

c. InnovationAs the first modern streetcar project of the Atlanta region that is ready for construction, the Atlanta Streetcar project encompasses a variety of innovative planning tools, technologies, and approaches.

Innovative PlanningThe design standards of the project will ensure that this first streetcar route is interoperable with other extensions and rail projects envisioned by the City of Atlanta and rail projects included in “Concept 3,” the Atlanta region’s approved transit plan. Additionally, the streetcar will complement and benefit from newly approved zoning for the Downtown district, known as the “Downtown Livability Code,” and adopted by the Atlanta City Council in 2007. The updated zoning regulations now require active and productive land uses, wider sidewalks, and buildings that

Georgia Transit C

onnector: Atlanta S

treetcar TIG

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Figure 3. Econom

ic Developm

ent Opportunities w

ithin 1/4 Mile of the A

tlanta Streetcar


are designed to engage with the surrounding environment.

Creative Leverage of ResourcesThe project will leverage resources creatively:The public-private partnership between

the City, MARTA and ADID will advance the project more quickly than through any one organization’s means.

Existing MARTA investments will be utilized to operate and maintain the streetcar, including use of MARTA’s heavy maintenance facilities and its Breeze smart card fare system. Likewise, existing City of Atlanta investments complementary to the streetcar will be leveraged; city improvements include intersection upgrades at 14 locations in the streetcar study area and signalization improvements along key segments of the streetcar route. Note that these investments by the City and MARTA are committed yet are separate from the local funding commitments documented in this application as match for the TIGER II grant.

The project anticipates the future use of FTA Section 5307 and 5309 funds for capital maintenance. These funds are not accounted for in the project’s annual O&M revenue needs.

Use of refurbished streetcar vehicles will quickly advance implementation of the project.

Light Maintenance FacilityThe facility will be located on the historic Auburn/Edgewood corridor beneath the I-75/85 overpass and will include a transit museum open to the public. No funding from the TIGER II Discretionary Grant Request will be used for museum components, which will include MARTA’s historic collection of transit vehicles and interpretive exhibits about transit, land use and sustainability. Existing relationships with the City’s Division of Cultural Affairs, the Georgia Transportation

Institute at the Georgia Institute of Technology (Georgia Tech) and the State Transportation History Museum will be engaged with the facility. The museum will add a place-making component to the Auburn Avenue corridor and will complement existing educational attractions in the corridor including the APEX Museum and the Auburn Avenue Research Library.

d. Partnership The Atlanta Streetcar project is the result of collaboration between the public and private sectors. In addition to financial partnerships, the project has obtained significant voiced support from various, multi-disciplinary organizations.

Jurisdictional & Stakeholder Collaboration

The City of Atlanta, ADID, and MARTA have formed a public-private partnership to implement the project. Demonstrated by significant financial and in-kind commitments, the partnership is dedicated to the project’s timely implementation and operation. An Intergovernmental Agreement governs the relationship between with the City of Atlanta, and ADID and includes MARTA as the project operator and managing partner.

Proposed Maintenance Facility Site Under I-75/85


Planning activities have included coordination with the Atlanta BeltLine project team to ensure a future connection with the future BeltLine trail system, located less than one mile from the Atlanta Streetcar project.

The Atlanta Regional Commission, in its role as the Metropolitan Planning Organization for the 18-county Atlanta region has endorsed the application given the project’s consistency with the adopted Plan2040 (the draft combined Regional Transportation and Development Plan) principles including increasing mobility, fostering a healthy educated, well-trained, safe and secure population, access to jobs and services, improving energy efficiency and environmental preservation, and economic recovery and prosperity.

Disciplinary IntegrationThe project development effort has been financed and supported by private sector business interests, key Atlanta region leaders and stakeholders. As evidenced by the broad range of interests supporting the project and the endorsement of the project by ARC based on its integrated approach to transportation and land-use, the streetcar embodies multidisciplinary approach to urban investment. Letters of support are included in Appendix E. Supporters include but are not limited to the Georgia Department of Transportation, Georgia State University, the Atlanta Housing Authority, the National Park Service and Centennial Olympic Park, and the National Railway Historical Society, Atlanta Chapter.

V. Project Readiness and NEPA

Project Schedule & Readiness Through local contributions from the

City of Atlanta and ADID, and in-kind work from MARTA, preparation for procurement has occurred. Long-lead items such as track hardware and vehicles have been secured as options on existing MARTA procurements or through inter-governmental relationships. It is proposed that the project be implemented through a design/build contract. Much of the procurement documentation and preliminary design is complete, and it is anticipated that an expedited procurement process can be initiated following award of the TIGER II grant and the Finding of No Significant Impact on the Environmental Assessment.

Construction is estimated to begin in late 2011 and continue into 2012. It is anticipated that service would start in FY 2013. A project construction schedule summary is included in Appendix F.

Environmental ApprovalsFTA has concurred with NEPA clearance

through an Environmental Assessment (EA). The full draft EA document was submitted by MARTA to FTA on July 14, and comments were received August 3, 2010. A revised document will be resubmitted to FTA in September 2010. A Finding of No Significant Impact (FONSI) is anticipated by November 2010 / the end of the year.


Legislative ApprovalsLegislative approvals by the City of Atlanta and ADID are in place to advance the Atlanta Streetcar project. Please reference Appendix B.The Atlanta City Council adopted

Resolutions 10-R-1228, 10-R-1230, and 10-R-1333 which were approved by the Mayor of Atlanta and allow for the City’s issuance of $10 million in locally funded Recovery Zone Economic Development bonds through the Atlanta Urban Redevelopment Agency for the Atlanta Streetcar project.

The City of Atlanta’s share of the operations and maintenance costs will be paid for by dedicated Atlanta Hotel/Motel Tax and Rental Car Tax for a period of 20 years per ordinance 10-O-1171.

On July 16, 2010 the ADID Board of Directors approved the District’s commitment of up to $1.0 million per year over a period of 20 years to support the Atlanta Streetcar’s construction and O&M costs. A portion of this funding will be used for the issuance of general obligation bonds by ADID for the streetcar’s construction.

Fulton County, DeKalb County and the City of Atlanta unanimously adopted the 13th amendment to the MARTA system plan, the Rapid Transit Contract and Assistance Agreement, to add the Atlanta Streetcar Project in 2009.

State and Local PlanningIncluded with the application is the

required letter of concurrence from the Atlanta Regional Commission, the Metropolitan Planning Organization for the Atlanta Region. The project is included in the FY08-12 Transportation Improvement Program (TIP ref. AR-456A) and the complete extended Atlanta Streetcar System is included in the Atlanta Region’s Regional Transportation Plan “Envision6.” It is included by reference to the Atlanta

TIP in the Georgia State Transportation Improvement Program (STIP.) See Appendix E.

In addition the project is included in a number of local, regional and statewide plans, as referenced in Table 9 in Section IV of this application.

Technical FeasibilityPreliminary engineering and other critical path elements for the Atlanta Streetcar project continue to advance. This work has included the development of design standards, utility scans and coordination, vehicle procurement work, alignment drawings, operating plan, a risk register, program management plan, procurement strategies and traction power analysis. The elements of the TIGER II project are technically feasible. Alignment drawings are included in Appendix G.

Financial FeasibilityThe City of Atlanta and ADID have obligated 22% of the local funds required to implement the project from City and private sources. The partners have also obligated the financial commitments to ensure a positive 20-year cash flow for operations and maintenance. Both capital and operations and maintenance costs and revenues have been developed with appropriate cost escalations and conservative assumptions to assure minimal risk. Reference Section III for additional detail on project commitments and costs and Appendix B for adopted legislation and approved board actions.


VI. Federal Wage Rate Certification


VII. Final Page of Application

The following represents changes between this application and the pre-application form. Streetcar track distance used in the cost estimate is 2.7 miles, which includes non-revenue track.

Revenue track is 2.6 miles.

Documents

TIGER II FundInG ApplIcATIon pRojEcT nARRATIvE · 2011-10-26 · Methodology Report ... Atlanta Streetcar TIGER II Funding Application Project Narrative . ... Center for the Arts,