Word: mta
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Dates: during 1960-1969
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Most urban transit corporations, like the MTA and the New Haven Railroad, operate at huge losses and cannot afford the new facilities, the equipment and the more frequent schedules needed to attract more passengers. Consequently, revenue--and the level of equipment and service--continue to fall. The MTA carries far fewer people today than when it was formed in 1947, and it had a deficit last year of sixteen million dollars; the plight of the New Haven's commuter lines is well-known...
Boston's transit systems, though already extensive, might still benefit from the Williams Bill. The MTA, currently operating with a heavy deficit, could quality for federal loans or grants to rebuild the Charlestown El and extend it to Medford and Malden. Builders of the proposed South Shore monorail might also borrow or be given federal money...
...Williams Bill cannot solve every problem in this area, however. It would expire in three years and could not directly meet the deficits that plague the MTA and the commuter lines. But it would provide capital to help get them running on a feasible financial basis. No one can force commuters to use mass transit facilities, but the results of the projects on the Boston area railroads indicate that more passengers will use mass transportation if it is made sufficiently convenient and attractive...
...report also discusses major difficulties involved in the plans: a $350,000 traffic control plan for the entire city, parking for an estimated 7000 vehicles in the Yards area, and a reassessment of the MTA bus system...
...CRIMSON obtained the information for the Tishman story from the most reliable sources. The sources were wrong, and the CRIMSON regrets all indication that Paul A. Tishman, Norman Tishman, or their companies are the "mystery backers" behind Samuel P. Coffman's bid for the Bennett St. MTA Yards. The CRIMSON apologizes for the inaccuracy of the story. The Editors