Massport Annual Reportfor 1969

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Massport— the Massachusetts.?ort Authority — was To develop, rehabilitate or otherwise improve the activated by the Massachusetts legislature in 1959: services and facilities for which it is responsible To consolidate the administration of certain vital To meet all of its current operating responsibilities air, maritime and ground transportation facilities and future development objectives on the basis of in the general area of Boston, including Logan fiscal self-sufficiency through the income derived International Airport, the general cargo public from user charges and the issue of revenue bonds. marine terminals, the Tobin Memorial (then Mystic A decade of dynamic progress by Massport through River) Bridge and Hanscom Field in nearby Bedford sound fiscal andproject planning to the benefit of To achieve the maximum economic and efficient Massachusetts businesses and citizens has been utilization of these and other facilities that might achieved. In carrying out its mandate, it has required be placed under its authority by the legislature neither public tax support nor pledges of state credit.

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An original painting by noted artist Robert DeCoste portrays the dynamism and interrelationship of the major operational responsibilities of Massport. Mr. DeCoste is a prominent member of the New England art community and one of America's leading illustrators. In 1967 and again in 1969 he was commissioned by the Department of Defense to produce a series of paintings documenting the war in Vietnam.

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3 H ’ Pages 6 & 7 Massport Facilities ia ie lîsrjffif if «ASMSsasms 8 Economic Contribution to Region and Community k C f Statistical Highlights OCT 211970 1 0 & 11 Logan International Airport a . / 11 Maritime Trade STA1É HOUSE, BOSTON / 12 Hanscom Field & 12 Tobin Memorial Bridge 4? 13 Operations Highlights and Trends 14-19 Financial Operations Review 21 Aviation Division 29 Maritime Division 33 Bridge Division 34 New England Trade and Transportation Center

Massachusetts Port Authority A nnual Report for the fiscal year endedJune 30, 1969 i

3

I Executive Staff Current John Larkin Thompson, Nicholas P. Morrissey Chairman, Massport Vice-Chairman, Massport P'aimer & Dodge New England Representative, International Brotherhood of Teamsters, Chauffeurs, Warehousemen and Helpers of America

Thomas G. Brown, Jr. Anthony P. DeFalco Howard W. Fitzpatrick Vice President, State Street Director, Franchi Construction High Sheriff, Middlesex County Bank & Trust Company Co., Inc.

Frank L. Harrington, Jr. Edward C. Maher Business Consultant President, Home Federal Savings and Loan Association of Worcester

Former members CarlJ. Gilbert Former Chairman (Resigned April 1969)

Laurence O. Albre, Jr. Edward J. King Edward T. Hanley President, Albre Tile Executive Director Secretary-Treasurer Associates, Incorporated (Term expiredJune 1968)

Charles A. Connors, Jr. President, Hub Linen Supply Company of Boston (Term expiredJmie 1969) Massport Facilities Present Boston-Logan International Airport Tobin Memorial (Mystic River) Bridge Castle Island Boston Army Base Boston Fish Pier Commonwealth Pier Dockside Freezer (Commonwealth Pier) Mystic Piers Hoosac Pier East Boston Piers Hanscom Field (Bedford) Proposed or Acquired New England Trade and Transportation Center (on site of South Station) New International Terminal (Logan Airport) South Terminal (Logan Airport) Southwest Terminal (completed 11 / 6 9 ) Boston-Mystic Public Container Terminal Proposed Fish Pier (on site of old fish pier) 6 Leverett Circle Bridge Castle Island

Boston Army Base

South Terminal (Logan Airport) Proposed Boston Fish Pier Southwest Terminal (on site of old fish pier) Dockside Freezer - Commonwealth Pier (Commonwealth P ierJ^l New International Terminal (Logan Airport)

East Boston 11\ I n I W Piers w as X m «ilk New England Trade and Transportation Center (on site of South Station) m il .

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v w «srasí-w Hoosac Pier Tobin Memorial (Mystic River)^ Mystic Piers * Leverett Circle Bridge Bridge

Boston-Mystic Public Container Terminal Massport-Its Contribution to the Economic Vitality and Viability of Massachusetts and New England

The economic well-being of the peoples of every mobile salesman, the longshoreman or others state and nation depends directly on their who supply goods or services to these indus­ ability to establish and maintain competitive tries and their labor forces continue their trade relationships and facilities. The exploita­ current prosperity. tion of natural resources, the development of Massport’s current and long term objectives primary and secondary industries, the viability address themselves directly to the commercial and stability of the labor force cannot be transportation requirements necessary to keep sustained without the facilities to provide a New England competitive in the world market­ systemized, efficient and economical flow of place. In the short span of ten years, Massport raw materials, people and products between has pumped over $ 315 million of its user- geographical regions. New England, for derived income and proceeds from bond sales centuries, and now more than ever, is a region into just such transportation facilities. almost entirely dependent upon its ability to Modernization of Port properties; construction compete in the world marketplace. Without of a public container and general cargo hides from Australia, there would be no terminal complex; construction of three new Massachusetts leather industry; without ready air passenger terminals (with two more on the access to a world market for its electronics drawing boards) and increased runway lengths products, tens of thousands of New Englanders to accommodate a 400 percent increase in would be without the benefits derived from a passengers in the last decade and an anticipated burgeoning yet stable industry with unlimited 400 percent increase in the next 10 years; are growth potential; without fast, dependable air but a few of the major building projects transport to nearly every domestic and inter­ undertaken by Massport—without tax support, national commercial center, Boston’s leader­ all paid for by the user — to help guarantee that ship in the financial and industrial world would New England retains its reputation as the be severely diminished, or worse. Nor would "Hub of the Commercial Universe”. the truck driver, the retail store clerk, the auto­

Statistical Highlights 1969

Logan International Airport

FLIGHTS PASSENGERS

1969 1969 14,935 687,335 214,675 8,481,601 H ^ 229,610 9,168,936 h m 1968 13,878 577,566 1968 192,685 7,745,920 M H 206,563 8,323,486 H i

1958 1958 7,108 96,451 97,538 M 2,289,790 M H 104,646 M 2,386,241 M

MAIL CPounds) CARGO (Pounds)

1969 34,760,305 207,245,593 242,005,898

1968 18,059,047 171,587,573 189,646,620 HMH

1958 974,262 48,086,377 49,060,639

] International I D om estic * T o ta l Port of Boston

General Aviation 735,426 and Non-schedule 9,175,739

1969 1968 1958 1,247,939 12,372,338 1,007,924 22,556,001

1967 7,740,223 709,782 8,450,005 10,386,249 494,988 10,881,237 1,669,070

21 ,000,312

1959 5,975,048 752,234 6,727,282

C N 0 0 O v~\ 11,341,538 (N r - m < N n o < D CN 0 0 1,179,136 n o o i rs © r d 0 0 e n C M 12,520,674 *-* T—1 1,216,861 20,464,817

FOREIGN DOMESTIC

P assengers Im ports Receipts {incoming) I Flights E xports Shipm ents (outgoing) Intraport & Local T o ta l P o rt T ra d e Statistical Highlights 1969

Hanscom Field

Tobin Memorial Bridge

15,599,751 6,694,999 mm 1969 2,169,669 m m t 24,464,419

15,807,340 m m 6,189,533 ■■ 1968 2,050,505 m m 24,047,378 ■■

A ir Carriers Commuter Passenger Cars C iv il A ir c r a ft Non-commuter Passenger Cars I M ilitary Aircraft T ru cks a n d O thers I T o ta l T o ta l I 1969 Operations Highlights and Trends

AVIATION — passenger counts at Logan con­ and Washington trade offices to re-orient tinue to increase at the predicted rate, including shippers back to Boston stepped up .. . traffic with Northeast Corridor cities... Massport Massport Brussels and Tokyo trade develop­ petitions CAB to develop V/STOL facilities ment offices intensifying promotional efforts at major airports in this corridor now to avoid to attract more shipping lines and shippers to further congestion problems... international air specify Boston routings ... although Port traffic rate increase at Boston exceeds that of figures down for first three months of calendar New York for first time and rate of number ’69, significant increases in tonnages, ship of New Englanders flying overseas from New movements, etc. since April valid indicators York rather than Boston declines ... improved that end of Port of Boston decline finally in express government entry procedures, active sight... TOBIN MEMORIAL BRIDGE - solicitation of more international carriers and steady overall traffic growth continues; how­ service, massive terminal and runway develop­ ever, lengthy resurfacing project in ’69-70 will ment programs and U.S. promotions by cause some reduction in traffic ... first phase Massport to attract international travelers of Leverett Circle Bridge due to start early 1970 through Logan all contribute to assure Boston with completion following in about two years of prominent position on international time­ . .. substantial relief of Central Artery traffic tables ... CAB decisions to give Boston same and better access to Tobin Memorial Bridge plane service to major Pacific and Far East from more points in Boston major benefits points provides Boston with two ’round the of this $15 million structure . .. HANSCOM world routes as bonus ... MARITIME - FIELD, BEDFORD - short and long term waterfront labor and management join to end planning for this joint civil/military field has 102 day strike in April... strike will affect highest priority ... development programs to calendar 1969 first quarter figures; however, the attract general aviation users already underway long sought-after signed agreement almost with hangar, runway and taxiway construction certain to improve Port productivity, stabilize already in progress . . . Hanscom’s central work force practices and costs and lead to location being seriously considered in eastern more frequent and wider variety of service ... Massachusetts’ total air service development active solicitation of New England and mid­ plans. west shippers by Massport Chicago, New York Massachusetts Port Authority Annual Report for the fiscal year endedJune 30, 1969

Comparative Fiscal Highlights — 1969-1968

Revenues Current Expenses Capital Expenditures

1,250 | 505 1,804 I 1,200 15,097 j 2,242 | 17,069 4,617 3,034 12,401 3,979 I 10,855

928 921 374 '399 21,781 Totals 19,376 6,788 Totals 6,107 14,263 Totals 17,973 1969 1968 1969 1968 1969 1968

T housands o f Dollars

Appropriation o f Income after Current Expenses

1969 1968 $9,077 To Debt Service $6,186 5,822 To Capital Expenditures 6,237 700 To Port Properties 767 396 Retained in Operating Funds 763 Massachusetts Port Authority Annual Report for the fiscal year endedJune 30,1969 Balance Sheets

June 30 Assets: (In thousands) 1968 Cash...... $ 1,114 $ 694 Investments in U.S. Government obligations and certificates of deposit at cost which approximates market...... 72,393 14,436 Deposit for July debt service costs...... 1,526 2,773 Accounts receivable...... 2,326 2,290 Accrued interest receivable...... 652 207 Prepayments and other assets...... 231 250 78,242 20,650 Investments in facilities (note A): Facilities completed: Bridge...... 22,941 22,929 Airports...... 89,531 61,906 Port...... 6,396 6,273 Construction in progress...... 41,190 44,125 160,058 135,233 U.S. Government obligations held in escrow for revenue bonds (series A), at principal amount and interest to respective maturities . . . 77,733 77,021 Less revenue bonds (series A) to be redeemed on October 1, 1969, including redemption premium, and interest to October 1,1969 (note C)...... 77,733 77,021 $238,300 $155,883 Liabilities Notes payable (note B )...... $9,000 Accounts payable and accrued expenses...... 836 $ 664 Retainage on contract payments .... 1,979 1,532 Deferred income...... 531 644 Accrued interest payable...... 3,848 1,808 Funded debt (note C)...... 155,720 97,490 171,914 102,138 Funds Operating funds...... 3,146 2,862 Improvement and maintenance funds 33,791 28,308 Interest and sinking fund...... 9,695 7,097 Construction and other capital funds . 19,754 15,478 66,386 53,745 $238,300 $155,883 The accompanying notes are an integral part o f these financial statements. Massachusetts Port Authority Annual Report for the fseal year endedJune 30,1969 Statement o f Sources and Uses o f Revenues and Other Income

Airport *Port Bridge Properties Properties Total (In thousands) Revenues o f the Authority's facilities came from: Tolls, fees and sales of services...... $4,854 $ 4,318 $ 350 $ 9,522 Rentals...... 22 4,418 1,454 5.894 Concessions...... 6,153 6,153 Other...... 4 208 212 $4,880 $15,097 $1,804 21,781 In addition, the Authority earned income on the investment of funds held for debt service, facility improvement and operations...... 1,004 22,785 Total revenue and investment income were used to pay current expenses: Operations...... 426 2,152 317 2.895 16 Maintenance...... 255 1,222 135 1,612 Administration...... 167 1,121 745 2,033 Insurance ...... 73 124 53 250 921 $ 4,619 $1,250 6,790 To provide for: Interest on revenue and refunding bonds...... 3,606 Major maintenance and repairs of properties and operating equipment acquisitions...... 685 11,081 Balance of revenues...... 11,704 To provide for: Required retirement of bonds...... 1,351 Additional retirement of bonds...... 1,514 Other debt service requirements...... 2,606 Total debt service, excluding interest. 5,471 Improvement and extension of facilities...... 5,137 Payment to Port Properties Fund (note D )...... 700 11,308 Excess o f revenues and investment income over revenues used, representing increase in operating fu n d s...... I__396

The accompanying notes are an integral part o f these financial statements. *None of the revenues from Port properties is available for debt service other than interest and principal requirements for all bonds issued for paying the cost of improvements to Port properties. Under the Enabling Act the revenues from Port properties, after certain deductions as defined therein, are to be paid to the Commonwealth of Massachusetts (note D). The amount to be paid to the Commonwealth is determined annually on July 20th based on cash revenues and cash expenditures of the Port properties for the preceding fiscal year, less any accumulated deficit from prior years. For the fiscal year ended June 30, 1969 there is no payment due to the Commonwealth as shown by the following computation:

Cash Revenues Fees and rentals...... Income from investments...... Cash Expenditures Current expenses...... Cost of renewals, replacements and equipment... . Debt service...... Deficit for fiscal year ended June 30, 1969 (note D) Prior years’ deficit (note D )...... Total deficit......

The accompanying notes are an integral part o f these financial statements.

Auditor’s Opinion Lybrand, Ross Bros. & Montgomery Certified Public Accountants Massachusetts Port Authority Boston, Massachusetts We have examined the balance sheet of Massachusetts Port In our opinion, said statements present fairly the financial Authority as at June 30,1969 and the related statement of position of Massachusetts Port Authority as at June 30, sources and uses of revenues and other income and state­ 1969 and 1968, and the results of its operations for the year ment of sources and uses of funds for the year then ended. ended June 30, 1969, on a basis consistent with that of the Our examination was made in accordance with generally preceding year. accepted auditing standards, and accordingly included such tests of the accounting records and such other auditing Boston, Massachusetts procedures as we considered necessary in the circumstances. August 20, 1969 We previously examined and reported on the financial statements for the preceding year. Massachusetts Port Authority Annual Report for the fiscal year endedJune 30, 1969 Statement of Sources and Uses o f Funds

Improvement and Construction Operating Maintenance Interest and and Other Funds Funds Sinking Fund Capital Funds Total (In thousands)

Fund balances as at July 1, 1968 w ere...... $2,862 $28,308 $7,097 $15,478 $53,745 Funds were provided from : Revenues...... 396 5,822 9,076 700 15,994 Investment of unexpended construction funds...... 531 531 Federal Aviation Agency grants in aid of construction...... 1,360 1,360 Funds were transferred from Port properties fund to provide for debt service and maintenance...... 483 242 (725) Revenue and refunding bonds were purchased from revenues and retired: $2,805,000 3-80% term bonds due 7/I/2004 purchased for $2,224,000...... (2,224) 2,805 581 $965,000 3.50% serial bonds due 7/I/1968...... (965) 965 Funds were used for: Payments of interest on funded debt. Total interest paid and accrued was $4,204,000, of this amount $673,000 represents interest capitalized on projects under construction...... (3,531) (3,531) Cost of major maintenance and repairs of properties...... (2,182) (2,182) Cost of research studies...... (112) (112)

Fund balances as at June 30,1969 are ...... $3,146 $33,791 $9,695 $19,754 $66,386

The accompanying notes are an integral part o f these financial statements. Massachusetts Fort Authority A nnual Report for the fiscal year endedJune 30,1969 Notes to Financial Statements

A - Accounting principles: C — F u n d e d d e b t: D - Contingent liabilities and commitments: The Massachusetts Port Authority is a public Funded debt at June 30, 1969 and 1968 is Payments to The Commonwealth of Massachu­ instrumentality created by an Act of the Legisla­ comprised of setts for Port facilities: ture of The Commonwealth of Massachusetts, 1969 1968 In consideration for the Port properties (In thousands) effective June 21,1956. The Authority has no Revenue refunding and acquired from the Commonwealth of Massa­ stockholders or equity holders. The provisions improvement bonds: chusetts on February 17,1959 the Authority is required by the Enabling Act to pay annually of the Enabling Act and the Trust Agreement Serial bonds: with the Authority’s bondholders govern to the Commonwealth an amount con­ 3.50%, 1969-1970 $ 2,030 $ 2,995 the disposition of revenues and prescribe certain tingent upon cash revenues from the Port 3.40%, 1971-1976 7,000 7,000 accounting practices for the Authority: properties for the preceding fiscal year ex­ 8,610 8,610 3.50%, 1977-1982 ceeding certain related cash expenditures. Investments in facilities include construction 12,565 12,565 3 .60%, 1983-1989 Such payments are to continue until the or acquisition costs, financing costs incurred Term bonds: Authority has paid to the Commonwealth in connection with the issue and refunding of 3.80%, 7/1/2004 63,515 66,320 an amount as defined in the Enabling Act. bonds and interest paid from bond proceeds. At June 30, 1969, the sum so payable to the Grants for construction from U.S. Govern­ 93,720 97,490 Commonwealth, not reflected in the accom­ ment agency and others and interest earned Revenue bonds series 1969-A : panying financial statements, aggregated on unexpended construction funds are Serial bonds : $17,268,000. credited to construction and other capital 4.75% , 1972 330 Cash expenditures exceeded related fund principal. 340 revenues by $674,000 in fiscal 1969, which At June 30, 1969, $900,000 is included in 4.85%, 1973 4.95%, 1974 360 amount has been added to prior years’ cash investments in facilities for payments made to 5.05% , 1975 375 deficiencies of $986,000; accordingly, no pay­ the Commonwealth for completed Port facil­ 5.15%, 1976 395 ment is due with respect to the year ended ities acquired February 17,1959 (refer to note 5.20%, 1977 405 June 30, 19 6 9 . The remaining deficit of D-Contingent Liabilities and Commitments). 5.25%, 1978 425 $1 ,660,000 is to be applied against future No allowance is made for depreciation of 5.30%, 1979 445 Port property net revenues before payments facilities. Annual appropriations from rev­ in future years. enues are required for debt service, extraor­ Term bonds: dinary maintenance or repairs, renewals and 5.875%, 7/1/2008 58,925 Reimbursements to the Commonwealth under replacements, and improving, extending and 62,000 State Retirement System: enlarging of facilities. Cost of such items is $155,720 $97,490 The employees of the Authority were re­ charged against funds provided from such quired, under the Enabling Act, to become appropriations. In April, 1969, $62,000,000 revenue bonds, series members of the state retirement system and 1969-A were issued providing for paying all or the Authority will be required to reimburse B - Notes payable: part of the costs of certain extensions, enlarge­ the Commonwealth for a proportionate share In September 1968, the Authority issued ments and improvements to the Airport and of any amounts expended by the Common­ $9,000,000 eighteen-month notes bearing an Port properties. wealth on account of the Authority s em­ interest rate of 414% per annum. In December, 1964, $74,416,000 of the ployees. The liability of the Authority, The notes are secured by assignment of all proceeds from the issue of revenue refunding under this provision, is not determinable rights, title and interest in and to the and improvement bonds were deposited in prior to the dates on which the respective Maintenance Reserve Fund and the Improve­ escrow with the New England Merchants employees retire and no provision therefore ment and Extension Fund, except prior rights National Bank of Boston to provide for re­ is included in the accompanying financial under a Trust Agreement dated July 1, 1964. demption on October 1,1969 of $69,288,000 statements. principal amount of 414% revenue bonds Contractual obligations for construction: (series A) (total amount outstanding), and to Contractual obligations for construction were pay the redemption premium ($2,771,520) and interest on such bonds to the redemption date. approximately $22,000,000 at Ju n e 30, 1969-

Aviation Division

Logan International Airport

Vi m a ssp o rt The phrase "airport crises” is echoing with the need for an airport and air service system increasing frequency and intensity across the that would have, as its first requirement, the United States in reference to either existing or substantial reduction in time that the traveling impending aircraft and passenger congestion businessman spends getting to or from the air­ at major metropolitan airports. port, parking his automobile, getting aboard Boston’s Logan International Airport- the aircraft and flying to his destination. 21 eighth busiest in the world in terms of its cur­ The current lack of crippling congestion at rent origin/ destination passenger count—has Logan, as the result of several recently com­ averted serious congestion problems and pleted or current construction projects, vali­ resulting service interruptions. dates the total systems approach embarked The character of Boston’s existing and upon by Massport. These projects are part of potential air passenger and air cargo markets, the $250 million development program now however, demands constant surveillance and in progress. perpetual updating of its balanced, total air­ Concurrent with work on these projects, port system development program. This con­ Massport planners are mapping strategy and cept used by Logan planners was instituted preparing designs to accommodate the addi­ when authoritative forecasts predicted a sub­ tional millions of passengers due to be using stantial increase in air passengers by 1980. Considered more urgent than just bricks Logan by 1980. This expected influx coupled with Logan’s and mortar, if these needs were to be met, inherent lack of available development land were: has caused planners to place high priorities - a long-range plan which recognized the on design elements which contribute to the interdependency of all airport functions upon dynamic vs. static character and the decentrali­ one another; zation of terminals, roadways, taxiways, - a plan which addressed itself directly to passenger processing functions, aircraft load­ specific characteristics of the Boston air ing operations and ground transportation passenger and air cargo users; - a flexible plan which would permit the systems. The ultimate goal of this philosophy is to orderly, efficient and economical incorporation produce a conduit-like airport through which of developing technology at any point into the people pass at the fastest possible speed and master plan. Logan’s high incidence of commuter with the greatest efficiency. traffic-over 50 percent of its traffic was with Reflecting this philosophy is the unit Northeast Corridor cities in 1969—pointed to terminal-design concept adopted by Massport to decentralize airport activities that would offer maximum passenger convenience and the most efficient utilization of space. The concept will be implemented through four major interconnected but totally self-sufficient terminals. Largest of these is the South Terminal. It will be built by Massport for Allegheny, American, Mohawk and National airlines. This $60 million (estimated) !4 mile-long, With Boston-Logan’s high demand for seven-level structure will have several com­ public parking spaces, Massport will expand plete, decentralized service units for 34 gates. the central garage vertically by adding two levels for an additional 2,200 spaces, providing Each service unit will provide all automated a total of 6,800 spaces by late 1970. Upon baggage handling, ticket processing, aircraft completion of this second phase of the central loading and ground transportation facilities garage, it will be expanded further, horizon­ within a few feet of curbside. Parking will be tally, to the west, by adding five levels for an on four levels over these units. The interior ultimate capacity of 8,800 parking spaces. public roadway will extend more than a mile A subterminal facility has been planned through the terminal varying in width from which includes provision for rental car opera­ three to four lanes. tions and passenger and baggage drop-off This extensive system of integral roadways, locations. This storage and service facility will combined with temporary curbside pickup and be interconnected with each of the terminals drop-off space for 200 cars, buses and taxis, by a new and expanded road system and and an additional 2,700 spaces on upper levels ultimately a people-mover system. for long-term parking, ensure that the dynamic functional character of the structure Thus, this concept allows for a more is preserved. balanced, optimum use of roads by relieving The terminal will be opened in 1973 with the congestion that often occurs directly in completion of the final phase in 1974 and will front of terminals. be capable of handling 747 and other wide Lack of available land for air cargo develop­ fuselage jets as well as current jet aircraft. ment to meet this ever expanding facet of the A new $35 million international terminal is aviation industry has necessitated the reclaim­ due for completion in 1974. It is designed ing of an area on the south side of Boston- almost exclusively for the jumbo-type aircraft Logan from Boston Harbor. This tidal area of but will also accommodate current inter­ approximately 218 acres will become, in effect, continental aircraft. an air cargo "city”. An $18 million terminal is to be completed Even with the additional land being devel­ by Massport for Eastern Airlines by early oped, more land is needed to meet the total November 1969- Again, this is a completely air cargo requirements. To this end, Massport self-sufficient terminal with 15 gate positions, has embarked on a study to review a concept of expandable to 20. It has over 1,000 parking establishing remote air freight assembly termi­ spaces on four levels above the terminal to nals located at convenient peripheral points minimize the distance between vehicle and outside the city. Freight would be container­ aircraft. ized at these points and then delivered directly The fourth terminal comprising the major to the aircraft at Logan. terminals complex is the North Terminal. Logan planners are aware that the existing When the final phase of its construction is road system will have to be expanded to meet completed in late 1969, the design of its immediate and long-term needs. One impor­ second level piers will permit it, too, to tant objective is to separate cargo/service accommodate both conventional and jumbo- vehicles from passenger vehicles through type jets. development of separate road systems. This approach will ease the congestion on the main inbound and outbound roads. Expansion is also planned for the number of lanes for passenger traffic. Operating at ultimate capacity, 8,400 vehicle movements will be generated during a peak hour. Thus, with the ability to expand the present extensive roadway system (two levels at the terminal area) from three lanes to six lanes, this antici­ pated traffic can be easily accommodated. Congestion on the existing two-level road­ way system is further reduced by providing (1) a ramp road from the inbound road directly to the proposed International Terminal, and (2) a road for existing traffic from the South­ west Terminal directly to the outbound road­ way. Thus, the existing roadway will need only handle traffic generated by the North and South Terminals. Architectural drawings and construction specs are not the only items occupying the time of Logan planners. Massport has devel­ oped a master air service plan to improve and extend Boston’s air service and is continually 23 working with the airlines and the CAB to implement the various portions of the plan. Massport efforts continue to result in expanded and improved non-stop, or same- plane service, to more than 100 North Ameri­ can cities and to 12 foreign countries from Boston. Promotional programs in Europe in 1969 and accelerated promotions in the midwestern and far western United States in 1969, sup­ ported by Massport sponsored petitions to the CAB for more Boston service will ultimately result in improvements to what already is one of the world’s most comprehensive air service systems. The ability of Logan airport planners as well as air industry planners to provide adequate service to the traveling public will depend entirely upon the willingness to anticipate, accept and use change. But the foresight and conceptual innova­ tions cannot be mundane. They cannot be simply improvements on outdated methods. They must be bold and imaginative and there must be willing cooperation — the problems to be faced and the responsibilities with which Massport is charged demand it. Noise Abatement Area Airport Systems

Noise abatement has developed cooperatively In September 1968 Massport released a consul­ through the Noise Abatement Committee. The tant’s report designed to project "Air Trans­ following has been accomplished: portation Potential and Facility Requirements I) Establishment of the first preferential run­ in the Metropolitan Boston Air Service Area way system in the United States. 2) Prohibition through 1990” including the need for and of maintenance runups from midnight to location of a second major air carrier airport. 7 :00 a.m. 3) Flying over Boston proper is The report was Massport’s initial contribution prohibited at less than 3,000 feet unless to an interagency committee over-all study of required by A.T.C. 4) Only light planes are this subject. Since release of the controversial permitted to land on Runway 22R. A displaced report, Massport has continued to participate threshold of 800 feet has been established. in the activities of this committee with the 5) Installation of a compass locator for 22L objective of preparing a final set of recom­ permits planes to approach at higher altitudes. mendations for consideration by the governor 6) Aircraft using 22L cross Whitman at 10,000 and legislature. This all-inclusive report was feet - 6,000 feet higher than formerly. 7) Take­ to have been submitted in September 1969 but offs from Runway 9 must maintain runway this date has been extended to January 1970. heading for three miles to insure against low To accelerate the completion of this highly left turns over Winthrop and Revere. 8) Planes complex project, Massport, during 1969, awaiting takeoff on 22R and 33 are to point jet initiated its own study of all elements necessary exhaust away from East Boston and Winthrop. to determine the need for and location for a 9) Pilots have been instructed to use Runway major air facility to supplement Logan. The 15 toward the harbor whenever possible Massport study and resulting recommenda­ between 10:00 p.m. and 6 :00 a.m. 10) Training tions will be completed in early 1970. flights have been transferred to other airports. The Massport report discusses all sites II) Between midnight and 6:00 a.m., when recommended to date which extend from New atmospheric conditions require the use of Hampshire to Rhode Island and from Cape approaches from the south, 4R is used, rather Cod to the Worcester area in addition to other than 4L. 12) Takeoffs from 22R toward South previously unpublicized but more suitable Boston, to turn left and remain on a heading of locations. 195 degrees for at least two miles. 13) The full length of the Runway 15 extension will not be used on landings to permit a higher approach over Neptune Road. 14) Airlines auxiliary power units are not to be used unless necessary. 15) Operators in the North Apron Area tow aircraft through the turn on the apron and align it for straightout taxi. H ans com Field Community Relations

Assessing and planning the optimum and maxi­ A frequently overlooked but nevertheless essen­ mum short and long term utilization of this tial consideration when weighing the response joint civil/military facility was accelerated to community opposition to Logan Airport during 1969. Its proximity to both downtown is that this airport, more than many other Boston (15 miles) and the burgeoning indus­ metropolitan airports in the United States, is trial and residential areas in the vicinity of not just a convenience for vacation-bound routes 128 and 495 assure Hanscom of an im­ travelers. It is a transportation facility vital, for portant role in metropolitan Boston’s future example, to the existence of more than 4,000 total air service plans. Currently, and in the New England businesses using its air cargo immediate future, emphasis will be on maxi­ facilities to compete effectively in a wide mum development of general aviation facilities. variety of world product and service markets. 24 During 1969,85 aircraft parking spaces were These businesses and their supplier industries added and drainage projects were undertaken in turn employ hundreds of thousands of to create more developable area. Existing facili­ people (the airport alone employs 10,000 ties were generally being improved and service people). And for every dollar these businesses quality and capacities upgraded and increased. bring into New England, as many as four more The long-term development plans for will be generated in salaries, services, etc. Hanscom are still under study; however, the But Massport is not unaware of the responsi­ use of Hanscom as a Logan-reliever airport, bility it has to communities in the vicinity of particularly for commuter type commercial air the airport. Within its statutory limitations, traffic with smaller Northeast Corridor cities its objectives as set forth in its enabling act and and airports, will receive serious and detailed air and ground safety factors, Massport has consideration. With air/ground congestion at considered the requests of these communities. many larger metropolitan airports threatening When feasible, it has altered its development extensive disruption of commuter air travel, programs to satisfy these requests. It has peripheral airports, such as Hanscom, will be participated in or supported, often on its own counted upon in the future to substantially initiative, community betterment activities. contribute toward the resolution of this These include the sponsorship of college urgent transportation problem. scholarships, the allocation of monies for summer athletic programs at Domenic Savio High School in East Boston, donations to Little League teams, purchase of trophies and uniforms for high school athletic teams, pur­ chase of ice time for hockey teams, construc­ tion of a playground on Neptune Road, and construction of a lighted Little League field including annual maintenance, to name but a few. New and Proposed International Routes

Within a very short time airline travel posters Massport is now pressing for co-terminal around New England will feature South service with other northeast region cities Pacific palm trees, Hawaiian luaus, Japanese to overseas points used at the discretion of tea houses, Hong Kong shopping and Alaskan the individual airline. This is in addition to bear hunts. The reason? The Civil Aeronautics briefs filed with the CAB supporting more Board recently authorized several new routes service from Boston to European points. to air carriers which will give Boston non-stop Designation of Boston as a co-terminal city or same plane service to major cities in the Far would provide Boston with service to several East and the north, central and south Pacific more European and middle eastern cities and as well as competitive service to Hawaii. A would help to reduce airport congestion at CAB examiner recommended that Boston also other U.S. cities, particularly those in the be provided with additional competitive Northeast Corridor. service to the twin cities of Minneapolis/ The CAB-designated Trans Pacific Investi­ St. Paul. Actual service schedules will be gation decision had another benefit for Boston. announced by the airlines involved. Two international carriers will be able to pro­ Briefs to the CAB by Massport emphasizing vide ’round the world service starting and the long-standing inadequacies of Boston ending in Boston. service to these important areas and the Massport has also filed briefs requesting presentation of pertinent statistical data of the competitive non-stop service to Syracuse, increasing need for such routes had a signifi­ Buffalo and non-stop to Canada’s leading cant influence on the Board’s decision. industrial city, Toronto. N ew andproposed routes from Boston to all the Pacific and Far East

Maritime Division

m a s s p o rt; The year 1969 may well he one o f the most signifi­ Foremost among the adverse forces affect­ cant in the long history o f the Port o f Boston and ing the Port was the effort by a number of certainly the most important year in the last steamship companies and conferences, par­ two decades. ticularly American flag lines operating with Two encouraging events which it is hoped will federal subsidies, to consolidate their ports of contribute to the improvement o f a variety o f long­ call under pressure of the container revolution. standing problems in the Port were successfully This often eliminated Boston as a port of call resolved. for their ships. T) the Port has its first signed labor contracts in Massport was only recently successful in 16 years; thwarting efforts by several of these companies 2) and the decision was made to proceed -with the and conferences to absorb the additional over­ planning and development of a major public land shipping charges for transporting cargo container and general cargo complex {to be known to and from New York, rather than to and as the Boston-Mystic Public Container Terminal) from Boston, thus removing even more busi­ to be located on the Mystic River. ness from the Hub. A series of complaints to the Federal Maritime Commission in Wash­ It lasted 102 days, but when the longest strike ington and the U.S. Federal District Court in on Boston’s waterfront ended in early April, Boston finally forced withdrawal of these existing and revised plans were implemented discriminatory tariffs. to prepare the Port for its greatest growth in Rumors also long persisted in shipping decades on the foundation provided by the circles that Boston was a more expensive port new contract. than other North Atlantic gateways. This Despite a continuing program of moderni­ resulted in part from the continuing practice of zation by Massport, operator of most of the the railroads serving Boston refusing to absorb general cargo public marine terminals in the carloading and unloading costs on import/ Port of Boston, several factors beyond the export movements in Boston, while continuing control of the MPA had combined to give the to do so in other North Atlantic ports. Port an unfavorable reputation among domes­ tic and overseas shippers and steamship While steamship lines continued to drift operators. As a result, the number of sailings away from Boston, efforts were being under­ from the Port of Boston were declining every taken by Massport to develop the Port of year, with only small annual tonnage increases. Boston as a more favorable port for commerce. All the piers operated by Massport are The new contract insures higher productivity being constantly updated and adapted to truck per man hour by (l) abolishing all artificial requirements. slingload requirements, (2 ) allowing pallets The Port of Boston did make an early entry to be fully utilized, (3) allowing full utiliza­ into the field of containerization, only to have tion of containers (but retaining the 50-mile its efforts temporarily stalled. A 27 '/2-ton radius restriction) and allowing container capacity container crane was erected by Mass- ships to be worked around the clock, (4) port at its Castle Island Terminal in South reducing the size of general cargo and specialty Boston for lease to Sea-Land Service, Inc., in gangs, (5) elimination of the minimum man­ August 1966, but its initial operation was ning requirement, (6) giving management thwarted by a jurisdictional dispute. more latitude in the numbers and uses of Although this dispute was settled several clerks, (7) allowing management to order years ago, Boston is still awaiting arrival of the cargo delivered to storage areas no later than first Sea-Land container ship. With the recent the day after a vessel’s free time period, (8) settlement of the longshoremen’s strike, permitting each stevedoring company to reports of a possible Sea-Land sailing from have control over the dispatch and placement Boston have been revived, with hopes center­ of its own gangs, and (9) giving management ing on the period following the pending the right to shift gangs from one ship to seafarer’s contract settlements. another, or from one hatch to another, thus Massport is activelymoving aheadwith plans greatly reducing time lost between operations. to develop a public container facility on 45 Equally important are the contractprovisions acres of land behind the Mystic Pier in Charles­ designed to prevent work^stoppages and in­ town, purchased in the summer of 1968 from sure an adequate labor supply, by (l) prohibit­ the Schiavoneand Sons, Inc..salvage company. ing strikes, walkouts and lockouts, (2 ) estab­ About $5 million of Massport’s recent $62 lishing a grievance procedure endingin binding million bond issue is to be devoted to the arbitration by a neutral third party, (3) the initial development of this site. opening of the longshoremen’s register to When completed, the new Mystic area is additional men who want to work on the expected to contain 50-ton capacity con­ waterfront, and (4) management participation tainer cranes, marshalling yards for rail and in the hiring hall to insure that all available highway vehicles, and auxiliary buildings. men are assigned where they are needed the Massport participated in the development most. Since the conclusion of the strike, evi­ and construction of a one million cubic foot dence indicates that a much improved labor freezer — Boston’s first dockside cold storage management relationship exists on the piers, facility — in Commonwealth Pier in South and the cargoes have been kept moving with­ Boston, which was opened in March 1969- out congestion. Massport and Shipping Promotion efforts by Massport, both with Association officials are optimistic business its Boston-based personnel and with its field will be on the up-swing as steamship lines offices in Brussels, Chicago, New York, realize the productivity gains. Tokyo and Washington have resulted in a number of new shipping services calling in Officials of both agencies point to the Boston. The Tokyo and Brussels offices have interest expressed by a number of steamship been particularly successful in having Far lines in entering Boston Harbor. With the East and European steamship lines increase firm footing of a workable labor contract, they Boston sailings and cargoes. are erasing the myths of the old Boston, and But with the first modernization in the concentrating on bringing as much additional Hub’s labor contracts since 1935 between the business as possible into the Port of Boston. International Longshoremen’s Association and Symptomatic of this new-found optimism is the Boston Shipping Association, Boston is the fact that several new steamship lines have taking on a stability of seaport operation which been introduced in recent months with several it has not seen in many years. others in negotiation.

Bridge Division

Increased utilization of the Tobin Memorial and to maintain a near-normal flow, one lane Bridge during the year continues to emphasize of the lower level will be reversed during the the dependency of the communities and morning rush hour throughout the construc­ businesses north of Boston on this vital span. tion period. This new surface is expected to With the completion of the Lynn/Saugus last for about 50 years. section of interstate route 95, the primary The lower level remains in good condition highway extending from northern Maine to due to protection by the upper level and no the Florida keys, coupled with the planned major resurfacing repairs appear necessary in Leverett Circle Bridge, the Tobin Bridge will the near future. become an even more essential element in the Early in 1970, construction of the Leverett eastern Massachusetts ground transportation Circle Bridge will commence with completion system. due to follow in about two years. Relief for the During fiscal 1969, final preparations were long-suffering Central Artery motorist and made to resurface a section of the upper, easier accessibility to the Tobin Memorial Boston-bound level. Bridge and points north for a larger number of Since the bridge opened almost 20 years ago, Boston motorists will be the primary benefits two major efforts in 1964 and 1967 were made of the new span. by Massport to repair the upper level roadway The estimated total cost of the structure, surface. However, this surface continued to including the bridge, necessary approaches, deteriorate. connector ramps and land is approximately In 1969, the decision was made to com­ $15 million. The new artery will start west of pletely replace 3,000 linear feet of concrete Leverett Circle, pass through a tunnel under­ deck on this level with steel grid filled with neath the circle, climb over the Boston and concrete and topped with a bituminous paving Maine tracks leading into North Station, at a cost of $1.5 million. The project will start continue over the Charles River, and join the in September 1969 and continue over a ten- current interstate 95 and Tobin Bridge at the month period. To relieve potential congestion south abutment of the bridge. New England Er ade and Transportation Center

In 1965, the Boston Redevelopment Authority Design of the complex will be completed requested proposals for the revitalization of the during 1970 with construction following over 20 acre site on which South Station is located. approximately a two year period. The property, adjacent to the Massachusetts Structures within the complex include: Turnpike and Southeast Expressway on the - a major transportation terminal for all types one hand and the downtown Boston retail core of ground transportation including trains, and financial district on the other, increased its buses, cabs, limousines, rapid transit trains potential as a key element in the economic life and private cars; of Boston. The Massachusetts Port Authority ~ a world trade center office building with was ultimately selected to develop the area. It more than 300,000 square feet of space for proposed a much needed complex in which the transportation related tenants; widely dispersed trade and transportation - a 5,000 car parking garage with ramp con­ 34 businesses and associated agencies could be nectors to the Massachusetts Turnpike, housed in a central location. Southeast Expressway and downtown Boston The proposal will require an estimated $65 streets; million expenditure for the complex to be paid - a motor hotel with 500 rooms including for by Massport funds - at no cost to the tax­ space for functions facilities; payer. Additionally, Massport would guarantee - retail shops; a minimum payment of $1 million annually in - a major trade mart with 400,000 square feet lieu of taxes for the complex. especially for permanent exhibitions, meet­ ings and showrooms. Executive Staff

Thomas P. Callaghan John F. Halloran Thomas H. Kuhn Assistant to the Director o f Chief Engineer Executive Director Public Relations

J. Joseph Ly don Neil L. Lynch Paul F. May Legislative Counsel Chief Legal Counsel Director o f Development

Richard E. Mooney George A. O’Brien, Jr. Director o f Aviation Comptroller

Kenneth C. Pearson Gordon D. Riedell Thomas T. Soules Manager, Director o f Personnel Port Director Tobin Memorial Bridge