I-285 transit moves forward, bit-by-bit

If two BRT lines come to fruition, Hollowell Parkway and I-285 would become a major BRT transit hub. Photo by BAT.

Now, here’s a circular transit line we might be able to get behind. Or semicircular, at least.

MARTA has taken an additional step toward transit along soon-to-be-built express lanes on the northern half of I-285. “I-285 Top End Express Lanes Transit” would run 33 miles from the perimeter highway’s intersection at I-20 on the east side of Atlanta to its intersection at I-20 to the west. 

The agency has launched a crucial study on the topic – the fourth in a bazillion that must be completed before design and construction – and it’s surveying the public on the idea.

Transit along the Perimeter has been a long time coming and remains perhaps a decade away. But the eventual impact on the inner metro area’s congestion, pollution, equity and development patterns could be significant.

The Perimeter consistently ranks among the busiest, most congested and most dangerous Interstates in America. The envisioned bus rapid transit line would create opportunities at most of its stops for new mobility hubs and even some large-scale transit-oriented development – a rarity in Atlanta’s suburbs.

It also could connect intown residents to major employment centers along I-285 and visa-versa. A prime example: Mayor Andre Dickens’ proposed Hollowell Parkway/North Avenue BRT would intersect with a planned I-285 transit stop at Hollowell Parkway. That could become a major transfer point or, if planned right, an interchange on a seamless, interoperable BRT line connecting Atlanta’s west side to the entire northern half of the Perimeter.

The I-285 line would also turn east from the west side near I-20, terminating at MARTA’s H.E. Holmes heavy-rail station. Plus, the line would intersect with MARTA heavy rail at Indian Creek, and it would run near the Doraville and Perimeter Center stations, according to the I-285 Top End Transit Station Segment Plan commissioned in 2022 by MARTA and the Atlanta-Regional Transit Link Authority (ATL).

The I-285 Top End Station Segment Plan identifies possible station location .

BRT instead of rail

For decades, advocates hoped to see rail along 1-285 – similar to the way MARTA heavy rail runs up Georgia 400 from Buckhead Station to North Springs. Despite advances in BRT technology, rail remains the most efficient way to move huge numbers of passengers at high speeds with few stops.

The Georgia Department of Transportation instead decided to make more room for cars by contracting with a private company to build and operate the new express lanes. Similar express lanes, which are restricted to drivers who pay congestion-adjusted fares via the Peach Pass system, are already operating along I-75 in Cobb County and I-85 in Gwinnett County. They’re slated to open on Georgia 400 in 2026.

GDOT says the two new lanes on I-285 in each direction will reduce travel times on the northern half of the Perimeter by 39 percent, while ordinary folk who don’t pay the tolls will see their commutes cut by about 8 percent. But, of course, increased capacity inevitably encourages more driving and recreates the original problem – only on steroids.

Express Lanes Transit could be a silver lining. Although it wouldn’t feature a dedicated, traffic-free lane as some BRT does, it would travel along the new, less-congested express lanes, with siding stations along the way and a few major offline stations. The line is expected to include off-board fare collection, elevated platforms, high-capacity articulated buses and other features designed to handle large numbers of passengers while minimizing stop times. Other transit, such as vanpools and buses, would also ride for free on the express lanes.

The Segment Station Plan envisions 12 stops. Of particular note: A mobility hub in the transit-starved Cumberland-Galleria area, within a 15-minute walk of nearly 30,000 jobs. That employment market is one of the largest in metro Atlanta not served by major transit. And jobs in the district are heavily weighted toward low and medium incomes, which are disproportionately held by the transit dependent.

Studies. Studies. More studies.

The $16.2 million study is itself a complex undertaking. An intergovernmental agreement between MARTA, GDOT, ATL, Cobb County and Gwinnett County describes it as a “visioning, planning, scoping and professional engineering study with associated public engagement and communications.”

MARTA is leading the study. But ATL, Cobb and Gwinnett must play a role because the two counties have their own transit agencies and aren’t part of MARTA. It’s unclear which agency would manage Express Lanes Transit: ATL, which manages commuter buses outside the MARTA footprint, or MARTA, which has expertise in running high-capacity transit.

The project has already been the subject of a feasibility study, a “pre-project development study” and the Segment Station Plan. The current study, which should be completed in about a year, should produce a more advanced conceptual design, as well as recommendations for moving forward. After that, come environmental impact studies, and finally, design and construction – if the project makes it that far and if there’s funding.

At the same time, GDOT is pursuing its own plan for the express lanes themselves. It’s a massive undertaking. Construction is expected to run at least $6 billion, and to take place in two phases over three years.

The public-private partnership, known as “P3,” will rely on a team of private companies to “design, construct, finance, operate, and maintain the express lanes in exchange for future toll revenue.” And the private firms will want to collect that revenue for a long time – perhaps 50 or 75 years.

Privatized scheme controversial

There are worrisome aspects to P3 contracts. Critics argue that in the long run it's a financial loser for the public, because private financing is more expensive than government bonds. In addition, the government must oversee the private operator for decades, which can be costly and can create opportunities for corruption.

Then, there’s a distinct conflict when it comes to transit – at least the way the I-285 project is expected to be structured. The private consortium will collect revenue from toll-paying cars and trucks – not from un-tolled transit. So critics warn that for decades into the future improving transit service along I-285 or just resolving transit problems will take a back seat to maximizing toll revenue.

It’s also unclear how committed GDOT is to the BRT project. The agency, which has done remarkably little over the years to advance transit, recently released an 18-minute animated video (above) to “visualize” most of the express lanes: It doesn’t contain a word or even a nod toward the transit project.

Despite such questions, BRT along one of the nation’s busiest Interstates would be a huge step forward for transit in the Atlanta region and could plant the seeds for more compact, human-scaled development in the suburbs.

There’s some skepticism nowadays for large investments in new transit lines, especially between suburbs and cities. Because of reduced ridership since the pandemic, ATL recently announced plans to drastically cut its own commuter bus service from 27 routes to just 12.

But I-285 continues to get busier, particularly along the northwestern section. One reason may be that – unlike the downtown and Midtown office workers served by ATL buses – service workers along the Perimeter seldom work virtually and continue to get stuck in horrendous traffic. If given a choice, many of them might opt for a faster, less expensive way to get to work. 

Both the express lane and transit projects are currently seeking public comment. Now might be a good time to express your support for including transit and connecting it to major intown transit lines. For mo re on the I-285 Top End Express Lanes click here. For more on the I-285 Express Lanes Transit click here.

— Ken Edelstein