Word: mta
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Dates: during 1940-1949
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...many of the changes, city engineer Edgar W. Davis has shown considerable intelligence in ordering numerous changes. Although he has climbed out on the proverbial limb in terming the experiment a success, he definitely has not blinded himself to other improvements. Merely as a matter of comfort, the MTA was requested to raise the level of the trolley tracks on the Coop side of the kiosk, thereby removing the hollow that was turned into a sea of mud and water almost every rainstorm. Davis, furthermore, is well aware of the student's plight in crossing Cambridge Street. He would like...
Only the removal of the kiosk or the construction of a Porter Square station to funnel off much of the current MTA traffic could further simplify Harvard Square. The chance of this happening in the near future is nil. Not only is the MTA broke, but Harvard Square merchants would be sure to protest the resulting drop in trade should Porter Square become the North Cambridge outlet...
...conducted in Boston department stores show that shoppers who come to the store in cars buy 40 percent more merchandise that those who arrive by bus or subway. Secondly, parking lots farther away then 800 feet from shopping centers have proven unsuccessful and discouraging. Motorists prefer to come by MTA channels rather than park this far away. Thirdly, surface parking lots have been voted much more efficient than either the subterranean or "skyscrapper" variety, especially for a highly transient trade...
...single step that will ultimately do the greatest good is the removal of the Harvard Square subway kiosk. Should the MTA got around to establishing a Porter Square station, the pill-box would either be relocated or at least subjected to much less pedestrian traffic. Simultaneously, much of the bus transferring would be moved up to Porter Square, with a subsequent ease on Harvard Square motorists. Rerouting of all unnecessary trucks around the Square would further the solution...
...best, operating a public transit line can never really show a profit--not in these days of so much private transportation. Yet the MTA remains for a large number of people a very necessary utility. The public therefore will have to pay either by higher taxes or a fare increase to keep the system running; and the sooner the State realizes that and sets up the mechanics for a more efficient MTA, the less the public will have...