District 7 election - Worthy, King, Daly & Christy on transit
Four of five candidates for City Council District 7 in the upcoming elections were willing to share their positions on transit and mobility with the public by answering Better Atlanta Transit’s questionnaire on the topic. You’ll find answers from Jamie Christy, Allen Daly, Rebecca King and Thomas Worthy below.
This district is second wealthiest in Atlanta (measured by mean per capita income). It also has the third fewest transit riders (in proportion to single-car commuters). In the 7th, more people bike or walk to work than take transit, though the numbers are quite small for both. (For more on district data click here.)
The winner of the Nov. 4 election (or runoff if necessary) will replace retiring Councilmember Howard Shook. One candidate, Thad Flowers, did not respond to multiple invitations to participate.
This is one of seven Q&As with council candidates that we’re publishing in advance of early voting (Oct. 14-31). BAT’s positions on many of the issues raised by the candidates are well known. But we’re committed to publishing their answers here in a neutral, objective fashion. Toward that end, please note that we’ve scrambled the order of answers to each question to minimize advantages that might come from going first.
Stay tuned on the BAT Blog, sign up for our occasional newsletter or follow us on LinkedIn, Bluesky, Instagram and Facebook to gain an in-depth understanding of the candidates’ positions on these issues.
1. Atlantans often complain about traffic, our over-dependence on automobiles and a shortage of viable alternatives. They want to see more walkable, people-friendly neighborhoods and developments. How will you as a Council member work to improve the situation? Is anything that the City or MARTA has done starting to make a difference?
Jamie Christy: MARTA’s NextGen Bus Program is a great idea. However, it has been delayed until 2026. MARTA is not managed by City Council, but City Council controls MARTA’s funding through implementing a 1.5% sales tax in the city. I would not approve an increase in that sales tax so as to force MARTA to provide timely bus and rail service. I would also demand that MARTA use the funds raised from More MARTA to improve the quality of service as well as safety in the already-existing services. If MARTA fails to perform, then I would demand that MARTA return the More MARTA funds because it is not using the funds adequately or appropriately.
Allen Daly: I am the only candidate in my district with a dedicated plan to improve traffic by implementing Smart Streets. This would consist of adaptive traffic signals to change signal timings based on current traffic conditions. Automatic responses to changing traffic conditions will help reduce congestion, reduce the amount of time vehicles have to wait at a red light, and reduce fuel consumption and emissions. This technology is proven and cost-effective.
With regards to walkability and reducing car dependence, I support efforts to increase walkability. To that end, the expansion of bike lanes and especially the Beltline has been a huge boon, as is the recently completed Path400.
MARTA's ridership is still below pre-COVID levels. They have a long way to go to be seen as a serious alternative. But that's not to say it's impossible or even difficult. It is not difficult or particularly expensive to keep trains and stations clean, and sufficient security around to deter loiterers and criminals. These problems, and the refusal to address them, are what is keeping ridership and revenue down.
Rebecca King: As a former board member of Livable Buckhead, I have long championed smart growth, walkability, and sustainable transportation. I will continue that advocacy on the City Council by working to expand walkable, transit-friendly routes across Atlanta. I also recognize that real progress comes through collaboration. I will actively engage with the many organizations and stakeholders—public and private—who are committed to creating a more livable, connected city. Together, we can develop and implement solutions that reduce our dependence on cars while enhancing the quality of life for all Atlantans.
There have been incremental improvements, and it's encouraging to see some forward movement. However, the reality is that for many Atlantans, transit still doesn’t take them where they need to go—or get them there efficiently. Until we build a more connected, reliable, and comprehensive system, it will remain difficult for residents to fully embrace public transportation as a viable alternative to driving. As a Council member, I will advocate for transit investments that prioritize accessibility, equity, and real connectivity—not just in central areas, but across all neighborhoods.
Thomas Worthy: Traffic congestion and the lack of mobility options are among the most consistent concerns I hear from Atlantans. For decades, our city’s growth has been too dependent on automobiles, leaving us with limited alternatives. As a Council member, my focus will be on creating a transportation network that gives people real choices — whether that’s driving, taking transit, walking, or biking.
I bring direct experience to this challenge. As a member of the MARTA Board, I helped secure key approvals that are bringing new transit investments and service improvements to our communities. I also worked to advance the opening of the new portion of PATH 400, which is transforming how Buckhead residents can connect on foot and by bike — not just for recreation, but as a meaningful mobility option. Expanding projects like PATH 400 and linking them to the BeltLine and other regional trails is essential to creating a more walkable, people-friendly Atlanta.
I also strongly support the North Buckhead Civic Association’s “signature streets” initiative, which envisions corridors designed with wider sidewalks, safer crossings, and streetscapes that make walking comfortable and inviting. When we design streets for people as well as cars, we not only reduce traffic pressures but also strengthen neighborhood vitality and economic growth.
The City and MARTA have started to make progress — whether through expanded bus service, transit-oriented development projects, or new trail connections — but we must accelerate this work. On Council, I will push for policies and funding strategies that prioritize multimodal infrastructure, ensure that MARTA’s expansion plans are delivered on time, and build strong partnerships with neighborhoods to create people-friendly streets.
Atlanta’s future depends on us giving residents real alternatives to traffic, and I am committed to leading that effort.
2. There are limited funds available for transit and an endless number of proposed improvements. How would you prioritize the following five solutions? Please rank them 1 through 5. Then, explain your rankings and how you hope to accomplish this.
● Add bus rapid transit lines
● Improve bus service
● Improve existing rail service and stations
● Add infill MARTA rail stations
● Expand the Atlanta Streetcar
Daly
1. Improve existing rail service and stations: A common complaint with regards to Marta is that it doesn't run often enough. To increase ridership we must increase train frequency so that riders are not waiting 15+ minutes. We must also ensure that our trains and stations are clean and safe.
2. Improve bus service: Busses are cost effective and efficient but MARTA's bus service has a poor reputation for being unsanitary, dangerous, and not on time. According to MARTA's KPIs, less than 80% of their buses are on time. We must improve all 3 of these elements to make the public more open to bus service.
3. Add bus rapid transit lines: BRT goes hand in hand with improving bus service, for the same reasons.
4. Expand the Atlanta Streetcar: The Streetcar is a neat concept but too expensive for what it is. If we scale it up, we can reduce costs per mile and make it a real element of our public transportation strategy, not the costly trinket that it is today. I would like to see the Downtown Streetcar expanded and personally feel that a Buckhead Streetcar- running the triangle from Lindbergh up Piedmont and down Peachtree - would also be extremely successful and a driver for more tourism and business, especially in Lindbergh and Piedmont Rd which is not looking their best these days.
5. Add infill MARTA rail stations: Vital for boosting transit ridership.
King
Improve bus service
Improve existing rail service and stations
Add bus rapid transit lines
Add infill MARTA rail stations
Expand the Atlanta Streetcar
One of the most critical needs is the completion of BeltLine rail. This isn’t just about connectivity for commuters — it’s about connecting 21 schools, MARTA train lines, and the planned bus rapid transit routes. Without that, we're simply recreating the same problems: disconnected systems that fall short of serving the people who need them most. Access to reliable transportation is directly tied to access to opportunity—especially when it comes to education. Right now, Atlanta Public Schools can’t offer the same programs across all schools because students and families in different parts of the city face vastly different transportation realities. Equalizing access to education must be a priority, and that means investing in transit infrastructure that serves every community equitably.
Improve existing rail service and stations: These must be safe, appealing and effective. Improve bus service and add rapid transit lines: To make transit truly viable, buses must be able to move efficiently through traffic. That means implementing policies where cars yield to buses, along with dedicated bus lanes and signal priority at intersections. If we expect people to choose transit over driving, we have to make it the faster, more reliable option — not the last resort. Giving buses the right of way is a simple, effective step toward improving travel times and making the entire system more functional. If those options cannot occur, then moving the bus routes off of the main arteries that are clogged would accelerate the riders to a stop quicker. The Marta app must be accurate and functional. For some reason when I attempted to use Marta the bus did not arrive yet, the app showed that the bus arrived. Therefore to make my appointment on time I shifted to a rideshare app. The bus must be able to move in traffic as cars should give the right away to the bus. Add infill MARTA rail stations if there are neighborhoods or surveys that show the propensity for additional use or if there is “surge” usage during events. Expand the Atlanta Streetcar if again there are neighborhoods or if there is “surge” usage during events.
There are ways to fund expansions of the Beltline and public transportation by collaborating with other organizations. The funding was approved by voters and it appears that it has been utilized to prop up line items such as operating when was not the intent of the voter.
Worthy
1. Improve bus service
2. Improve existing rail service and stations
3. Add infill MARTA rail stations
4. Add bus rapid transit lines
5. Expand the Atlanta Streetcar
From my nine years of experience on the MARTA Board, including a term as Chair, I possess extensive experience in this space and believe that we need to say out loud what Better Atlanta Transit already knows – even with the MORE MARTA sales tax, we do not have enough money to complete everything on the project lists. I strongly believe that MARTA, City Council, the Mayor, and Atlanta residents need to have a transparent, honest, authentic, and intentional conversation about this. Yes, it will be hard but it is required to level-set everyone’s expectations into something more realistic that we can all get behind. I listed the above rankings as I did because I think that items 1-4 do have realistic funding streams and will go the farthest to make meaningful changes in Atlanta’s delivery of public transit.
Christy
1. Improve bus service
2. Improve existing rail service and stations
3. Add bus rapid transit lines
4. Expand the Atlanta Streetcar
5. Add infill MARTA rail stations
Before MARTA adds any new programs, it must provide the services it originally promised. The bus service is untimely, the red line does not function on the weekends, and many stations have a high crime rate. Most people who use MARTA use the buses, yet bus stations are moved without considering riders’ ability to walk to a new bus stop. There is crime at the MARTA rail stations, and that must be eliminated. Once those are improved, then MARTA can add the bus rapid transit lines, which were supposed to be in use this November (but was delayed to next year). If MARTA cannot perform its basic functions, it should not be focused on expanding its services. I placed the Atlanta Streetcar as fourth because the funds are available to expand it to the Eastside Trail, and the infill stations last because there is no funding for it and was proposed after the Mayor pulled his support for the expansion to the Eastside Trail. I am a supporter of following through on promises, rather than pulling support after backing the expansion to the Eastside Trail.
3. The TrailsATL plan approved by the City Council envisions 535 miles of bike and pedestrian improvements. The first phase would add 35 miles by 2037. Do you agree with that pace? If not, how would you go about enhancing the program’s funding and shortening its timeline? Are there other steps we need to take to improve safety for cyclists and pedestrians?
Worthy: I support the vision of TrailsATL, but I do not believe the current pace — 35 miles by 2037 — is ambitious enough for a city of Atlanta’s size and growth trajectory. Atlantans have made it clear they want safer, more connected alternatives to driving, and waiting more than a decade for meaningful expansion is simply too slow. As a Council member, I will advocate for accelerating that timeline by expanding funding sources, including leveraging federal infrastructure grants, deepening partnerships with the private sector, and exploring dedicated local funding mechanisms that prioritize active transportation.
At the same time, building trails is only part of the solution. We need to make walking and cycling in Atlanta significantly safer. That means installing more raised and lighted crosswalks — especially outside of red-light intersections — so that pedestrians can safely cross neighborhood streets and busy corridors. Safety improvements like these are not luxuries; they are essential if we want families, seniors, and commuters alike to feel comfortable walking and biking.
I also believe MARTA must be a stronger partner in supporting cycling. By adding secure bike locks at bus stops and rail stations, we can make it easier for residents to combine biking with transit, which opens up new possibilities for commuting and reduces car dependence.
Ultimately, the TrailsATL plan should be the foundation of a broader mobility strategy — one that delivers trails faster, improves safety in everyday street design, and integrates biking with transit. If we commit to these steps, Atlanta can become a city where walking and cycling are not just options for the few, but real choices for everyone.
Christy: Given that some of the trails requires acquiring easements from landowners and potential litigation surrounding the easements, I would say the pace is sustainable. Community acceptance is also a challenge. A slow and steady introduction to trails would most likely create community acceptance once the first trial in an area is proven to be a strong asset for a community. Also, some areas require GDOT and MARTA to work with TrailsATL to connect part of a trail to the trail map.
As a lawyer, I know that collaborating with entities takes time—sometimes months or years. Although 35 miles does not appear to be enough trails through 12 years, the unique challenges around each trail makes it a feasible goal to add 35 miles by 2037. To ensure that TrailsATL actually adds the 35 miles of trail by 2037, there must be private-public partnerships. Relying solely on state or federal grants is unrealistic given the requirements with the grants. Some local funding sources could be impact fees, philanthropic grants, a creation of a TAD for the area, hotel-motel taxes, and allocations within Atlanta’s budget for parks, transportation, and sewer/water, that accounts for trail development. The City could also examine implementing a water sewer fund for trails that are located on sewer easements.
Daly: This is an extremely slow pace but I understand not all funding is immediately available. Atlanta should look towards Federal and State Grants if necessary - ATIIP (Active Transportation Infrastructure Investment Program), Transportation Alternatives, and Georgia Transportation Infrastructure Bank (GTIB) are good places to start.
King: I haven’t reviewed the pace, but it does seem pretty far out for a completion date. If not, how would you go about enhancing the program's funding and shortening its timeline? There are ways to fund the expansion of transit and infrastructure, but public trust is key. Residents need to see that the dollars—whether from taxes, bonds, or other sources—are being used exactly as proposed in the original plan whether it be TSPLOST, federal grants and/or public private partnerships. Accountability, transparency, and regular progress updates are essential. When people know their investment is being managed responsibly and delivering real results, they’re far more likely to support long-term improvements that benefit the entire city.
Are there other steps we need to take to improve safety for cyclists and pedestrians? Yes — and it starts with making our streets function more intelligently and predictably. We need to conduct thorough traffic studies to improve the timing and coordination of red lights, ensuring that both drivers and pedestrians can navigate intersections safely. In addition, enforcing the use of turn signals and cracking down on dangerous driving behaviors—like darting across lanes without warning—is critical. Cyclists and pedestrians are especially vulnerable to unpredictable vehicle movements, and small improvements in driver accountability can save lives. Beyond that, we should continue investing in infrastructure like protected bike lanes, clearly marked crosswalks, and traffic-calming measures in high-risk areas.
4. Broadly speaking, what is your vision of the future of transit and mobility within the city? How would you go about making Atlanta less car dependent and more human scaled?
Worthy: My vision for the future of transit and mobility in Atlanta is a city where people have true and actually meaningful choices in how they move around — a city that is less car dependent and more human scaled. That means rethinking our streets, transit investments, and development patterns so that walking, biking, and public transit are not only viable but attractive options.
I believe rail will continue to be the backbone of our regional transit system. That’s why I support bringing heavy rail to the BeltLine at four key infill station sites. This will strengthen MARTA’s existing network, give riders faster connections, and ensure we maximize the value of our current rail infrastructure.
At the same time, I support introducing additional transit modes on the BeltLine where feasible, such as bus rapid transit or other flexible, lower-cost options. I do not, however, support rail on the BeltLine itself, as it is not financially practical and would disrupt the trail experience that makes the BeltLine so special.
To make Atlanta less car dependent, we must also accelerate investments in sidewalks, bike lanes, and trails like PATH 400 and TrailsATL, while improving safety features such as raised, lighted crosswalks. A walkable, people-friendly city is not only safer, but it also supports local businesses and builds stronger neighborhoods.
Finally, MARTA must be central to this vision, with service that is more frequent, reliable, and integrated with bikes and trails. Expanding secure bike parking at stations and bus stops is a small but powerful step toward a multimodal future. If we focus on connectivity, safety, and smart investment, we can shape Atlanta into a city where mobility works for everyone, not just those behind the wheel.
Christy: To make Atlanta less car dependent, MARTA needs to actually (1) perform its basic duties and (2) deliver projects on time. It does not help if there are these ideas to expand transit if they never come to fruition because of MARTA’s incompetence at managing money and leadership. Assuming MARTA can timely deliver projects and provide timely bus and rail services, the infill MARTA stations will help in transporting people around the city, which results in fewer cars on the road. As well, the Beltline Rail could be a great asset to the city. The issue with the Beltline Rail is that the plan is silent as to how operating and maintenance costs will be raised. Citizens should not be taxed more to cover the operations of the rail.
Additional crosswalks should be created at certain intersections with heavy pedestrian traffic. Also, midblock crosswalks should be used more frequently in Atlanta. Pedestrian scrambles (where everyone is allowed to cross at once, including diagonally) should also be considered for high traffic intersections.
Daly
I support utilizing every tool available to improve transit and mobility within the city.
I am the only candidate in my district with a dedicated plan to improve traffic by implementing Smart Streets. This would consist of adaptive traffic signals to change signal timings based on current traffic conditions. Automatic responses to changing traffic conditions will help reduce congestion, reduce the amount of time vehicles have to wait at a red light, and reduce fuel consumption and emissions. This technology is proven and cost-effective.
I also support expanding MARTA and hope that future leaders can keep the More MARTA projects on pace and within budget. The only way to get neighboring counties to accept and help pay for MARTA is to show them what it is capable of. MARTA should be the envy of other cities: clean, on time, and safe. Once that is done, ridership will go up. When ridership is up, MARTA receives more revenue, and once it's getting more revenue, local governments are more willing to fund it.
King: My vision is a city where mobility is not a barrier, but a bridge—to opportunity, equity, and sustainability. I envision an Atlanta where every resident, regardless of zip code, can reliably get to work, school, healthcare, or recreation without needing a personal car. That means a fully connected transit system—where MARTA trains, bus rapid transit, BeltLine rail, and bike/pedestrian infrastructure work seamlessly together. It also means safe, walkable neighborhoods that prioritize people over cars, and traffic systems that support—not endanger—cyclists and pedestrians.
Transit should be faster, more frequent, and easier to use. It should connect people to opportunity and help reduce our environmental impact. But to achieve that, we need smart planning, equitable investment, and the political will to move beyond car-first thinking. Atlanta’s future must be more mobile, more connected, and more inclusive—and that starts with bold, clear commitments to transit equity and smart growth.
The goal for me isn’t to force everyone out of their cars—it’s to give people real, safe, and convenient options. Right now, too many Atlantans drive not by choice, but because walking, biking, or taking transit simply isn’t a viable alternative. We have to change that. To make Atlanta more human-scaled, we need to prioritize smart infrastructure: connected sidewalks, protected bike lanes, reliable and frequent transit, and zoning that supports walkable, mixed-use communities. At the same time, we must recognize that some residents will still depend on their cars—so it's about balance, not elimination. A less car-dependent city is about freedom of movement—where people can choose how to get around based on what works best for them, not because they’re left without options. That’s the kind of future I want to help build—more inclusive, more connected, and more livable for everyone.
