The Atlanta Regional Transportation Referendum slated for July 31 is bound to fail. Metro Atlanta is too large and ideologically segregated to think as a region. We’re not Denver and not Portland, Ore. We’re not worse, either, just different and still deserving of a world-class transportation infrastructure.
The Georgia Legislature, sponsors of the Transportation Investment Act of 2010, should’ve known that voters will not tax themselves to build faraway projects they personally despise. There may be local projects in it for them, but negatives always outweigh positives in elections.
State legislators erred again by tossing this hot potato to local officials to manage. As could be expected, they produced a mostly lackluster project list watered down with studies, piecemeal improvements, an unsought bus service and a plethora of regionally polarizing plans.
However, there’s still time for lawmakers to reconvene for Plan B, which should begin and end with each county’s Gold Dome delegation. The first task is to compile a “biggest bang for the buck” transportation list. Each delegation should propose projects that move the public-interest needle in their county, regardless of past priorities.
Second, they should divide the 10 counties of the Atlanta Regional Commission into common interest voting districts. Dividing the counties by major transportation corridors makes the most sense.
The Central District would consist of Fulton and DeKalb counties (1.6 million people), the heart of the metro area’s transportation network serving the most commuters. Furthermore, these two counties already pay a 1 percent sales tax to fund MARTA — a cost not evenly shared with riders from outlying counties. Fulton and DeKalb deserve fair consideration in any new regional transportation funding.
Cobb, Cherokee and Douglas counties would form the Northwest District (1.05 million people), which has a stake in I-75 and I-20 on the north and west sides of town.
The Northeast District would include Gwinnett and Rockdale counties (900,000 people), which are intersected by I-85 and I-20 on the north and east sides of town.
Clayton, Henry and Fayette counties would make up the South District (550,000 people), which is impacted by I-75 and I-85 on the south side of town.
To fairly compensate the Central District, each of the three suburban districts would have to spend at least 15 percent of their tax revenue within Fulton and DeKalb counties, ensuring that core transportation improvements are funded by each district.
Of the 15 percent allocation, half would be placed into an account to fund projects chosen by local leaders in the Central District at a later date. The remaining half would be spent on Fulton and DeKalb projects of each district’s own choosing (with local consent).
For example, the Northwest District could earmark $74.5 million (plus matching federal funding) to reconstruct the outdated interchange at I-20 and I-285 in Fulton County that frustrates a great many Cobb and Douglas commuters.
The Northeast District could allot $80 million (plus $60 million Small Starts funding) to extend MARTA heavy-rail service from Doraville to Oakcliff Road in DeKalb County, providing seamless rail system access outside the Perimeter for Gwinnett commuters.
As long as state legislators provide each district with a compelling local transportation list and voters are asked to approve projects only within their district, each referendum stands a fighting chance. If lawmakers act now, district project lists could be crafted over the summer — just in time for the high-turnout November election.
The spin is local control in a regional commission with over 4 million people. The truth is doing whatever it takes to finally move metro Atlanta forward.
Dave Henson is author of the North x Northwest blog and lives in Woodstock.
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