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t r.mViV AUTHORITY MEMBERS Ephraim A. Brest Chairman Nicholas P. Morrissey Vice-Chairman , "J 'r"’ VJ-' Laurence O. Albre, Jr. ' Charles A. Connors, Jr. ■j Edward C. Maher Thomas G. Brown, Jr. Howard W. Fitzpatrick

ADMINISTRATIVE OFFICERS * Edward J. King Executive Director Thomas P. Callaghan Assistant to the Executive Director Edward T. Hanley Secretary-T reasurer

Angelo Alabiso Acting Director, Public Relations Edmund E. Capodilupo Counsel Eric Chetwyna Director, Personnel John R. Davis Deputy Chief Engineer Francis E. Dolan Purchasing Agent Henry R. Foucher Chief Accountant Thomas J. Hannon Counsel Frank E. Hickey Washington Representative Thomas H. Kuhn Chief Engineer J. Joseph Lydon Counsel Paul E. McBride Research Director George A. O’Brien, Jr. Comptroller Kenneth C. Pearson Insurance Manager James J. Smith Public Relations Representative Brendan F. Sullivan A ir port Engineer Eugene F. Sullivan Counsel ... > .Rich.ard .C, T.angafd^ Administrative Engineering Assistant to Chief Engineer '«-• • • * (Aiphcibetlcihlv* Listed )mmr

AIRPORTS . : Richard -E, Mooney Director of A viation \fànies‘F. Bÿrnè Manager, Logan International Airport Albert V. Bratt, Jr. Assistant Airport Manager, Logan International Airport Leo C. Gallagher Interim Superintendent, Hanscom Field

MARITIME Joseph J. Connolly Superintendent, Marine Terminals Ignatius C. Goode Director — Maritime Division John J. Cooney Assistant to Director — Maritime Division Chester H. Gourley Traffic Manager Robert S. Tobin Chief Trade Representative

MYSTIC RIVER BRIDGE John F. Donovan Director Francis X. Noonan Superintendent, Operations I r n R - . . 3 § 7 . 3 % 3 , K /V / f 3 r / f l W NEW HORIZONS C,l

The experience of the Massachusetts Port Authority during its first five years of operation makes clear that new horizons in transportation can be sighted only from new levels of cooperation.

In earlier days, new frontiers in transportation were reached through increased speed of transit — with mile-a-minute trains, 25-knot ocean liners and 600 mile-an-hour planes.

Today, speed of transit in maritime and air transport is no longer shattering barriers of distance, but rather is spotlighting outmoded concepts at transportation terminals. The anachronism of a $10 million freighter, costing $4000 a day to operate, being delayed for hours through failure to expedite cargo handling could blight the Seaport.

A supersonic air transport will cost $6000 per hour to operate, and no airport — including Boston-Logan International Airport — will be scheduled for this 2000 mile-an-hour service if runway lengths are not adequate.

The concept of Authority operation of transportation terminals developed in the Legislature in the early 1950’s. A conceptual revolution was underway when legislators began interjecting in debates over subsidies for public transportation terminals, the challenging question:

“When are we going to stop pouring the taxpayers’ money into the Airport and Seaport?” After this question had reverberated through the House and Senate for several years, the Massachusetts Port Authority was created in 1956 to transfer the cost of transportation terminal operations to the users of the facilities. The taxpayers had paid deficits totalling approximately $38 million in the previous ten years.

The new concept of financing began to function in 1959 when the Authority sold $71,750,000 of revenue bonds and assumed operation of Boston-Logan International Airport, Hanscom Field, Mystic River Bridge, and the public terminal facilities of the Seaport of Boston.

The principle of assessing costs of transportation terminals on the user rather than the taxpayer has proved itself. The Authority has invested $27 million at Logan Airport and more than $5 million in the Seaport during the past five years.

The users have demonstrated a willingness to underwrite the terminal costs of transportation under a trusteeship that operates efficiently, and judiciously. Although Authority administration may not have reached its full potential, certain facts of management speak well of its progress. THE MASSACHUSETTS PORT AUTHOR IT ’’

EPHRAIM A. BREST Chairman

EDWARD C. MAHER

EDWARD J. KING Executive Director

2 Gross revenues at Logan Airport for the first five years of Authority operation were 300 percent higher than in the last five years of State agency operation.

Net revenues at Logan Airport have increased 200 percent in comparison of the same periods.

The resources developed from this new method of financing have sustained a planning program far more comprehensive than any undertaken hitherto. An Airport Master Plan projecting airport needs to 1975 is being completed. A Master Air Service Plan is underway to determine the complex of airline service that will best serve this region in the next decade.

A study of the physical, economic, and competitive aspects of the Seaport has been completed and is being used as a framework for capital improvements, better management-labor productivity, and expanded promotion. To compete effectively as a Seaport, management and labor interests must unite on a program of mutual self-interest.

New concepts and higher levels of cooperation have already extended oui horizons in financing and planning. Further progress will come from more productive labor-management methods, more understanding of community relationships, and more harmonious inter-governmental relations.

NEW PROJECTS

Among the development projects expected to be underway in fiscal 1965 are: LOGAN AIRPORT — Extensions of runways Two-level terminal roadway Three-level parking facility Maintenance building American Airlines cargo facility Southwest Terminal SEAPORT — Improved staging area for trucks at Hoosac Pier Dredging of berthing area at Fish Pier Truck terminal in Commonwealth Yards Transfer of land parcels at South Boston Annex of Boston Naval Shipyard to the Authority Additional tailgate loading platforms at piers BRIDGE — Engineering of bridge connectors in City Square, Charlestown TRANSPORTATION TERMINAL — Feasibility study for South Station Transportation Terminal.

THOMAS P. CALLAGHAN EDWARD T. HANLEY Assistant to the Executive Director Secretary-Treasurer

3 FINANCIAL The net revenues of the Authority for the fiscal year ended June 30, 1964 were $7,256,813, which is 12 percent more than those of the previous fiscal year. Of this amount $2,825,692 was available for capital improvements, major repairs and reserve maintenance.

SEAPORT The Authority met debt service of $194,362 on Authority bonds issued for Seaport improvements. Expenses and improvements left no balance that could be transmitted to the State. Seaport expenditures include $1,246,158 for improvements and reno­ vations mainly to Commonwealth Pier and Castle Island. Total tonnage for the Seaport for calendar 1963 — the latest period for which statistics are available — is 19,792,076 which is 807,696 tons above 1962. An increase in exports was almost 200,000 tons, due primarily to scrap and grain. The $550,000 renovation of Pier 3, East Boston, was underway and the structure was scheduled for completion before winter.

AIRPORT Net revenue at Logan Airport was $3,473,881, an increase of 31 percent over fiscal 1963. Passengers at Logan Airport totaled 4,578,872, which represents an in­ crease of 20 percent over the previous fiscal year. International cargo increased 27 percent to a total of 5,417,582 pounds. Domestic cargo reached a total of 93,258,558 pounds, which was 11 percent above fiscal 1963.

BRIDGE Traffic volume on the Mystic River Bridge for the fiscal year was 22,157,445 vehicles, which was 294,252 vehicles above the previous year. During three months of the fiscal year, resurfacing operation caused some diversions of traffic even though epoxy applications were limited to off-peak hours.

HANSCOM FIELD Civilian aircraft recorded 152,234 operations at Hanscom Field during the past fiscal year, an increase of 14 percent over fiscal 1962. MASSACHUSETTS PORT AUTHORITY OPERATING INCOME AIRPORTS

YEAR AMOUNT 1960 $ 1,095,550 1961 1,279,504 1962 2,250,261 Improvement of public transportation facili­ 1963 2,680,947 ties can be supported with a sense of justice 1964 3,515,565 through the principle which requires the Total $10,821,827 user, rather than the taxpayer, to bear the STATE AIRPORT financial responsibility. MANAGEMENT BOARD The taxpayers of the Commonwealth re­ OPERATING INCOME sented underwriting the expansion of facili­ YEAR AMOUNT 1954 $ 369,531 ties under a system of taxation which bore 1955 355,358 little relationship to the ratio of use. 1956 751,633 The following graphs compare certain 1957 892,827 1,098,753 aspects of the Authority’s fiscal operations 1958 during its first five years of operation with Total $3,468,102 those of the last five years of state agency operation.

(Fiscal 1959 years omitted in graphs because the Authority began operations in mid-year).

MASSACHUSETTS MASSACHUSETTS PORT AUTHORITY PORT AUTHORITY CAPITAL EXPENDITURES GROSS INCOME, AIRPORTS AIRPORTS

YEAR AMOUNT YEAR AMOUNT 1960 $ 2,686,217 1960 $ 4,979,092 1961 3,312,109 1961 6,584,459 1962 4,533,310 1962 5,993,264 1963 5,543,525 1963 3,228,621 1964 6,201,565 1964 6,198,539

Total $22,276,726 Total $26,983,975

STATE AIRPORT STATE AIRPORT MANAGEMENT BOARD MANAGEMENT BOARD CAPITAL EXPENDITURES GROSS INCOME AMOUNT YEAR AMOUNT YEAR 1954 $1,510,932 1954 $1,021,637 2,207,717 1955 1,059,167 1955 1956 859,272 1956 1,549,079 1957 715,863 1957 1,759,960 1958 766,898 1958 2,046,320 Total $6,060,682 Total $7,436,163 «MJCOW.

.. The potential of coordinated labor-management action in Boston was demonstrated when 150 tons per hour of bagged sugar were unloaded at the Base. This rate exceeded that of any other North Atlantic port for this type

I w l \ of operation.” c •- 1 MARITIME DIVISION

The Massachusetts Port Authority decided early in the fiscal year to undertake a searching analysis of the Port of Boston’s competitive position and the re­ PRODUCTIVITY quirements for healthy development. On May 8, 1964, the potential of coordinated The firm of Rowland & MacNeal, whose princi­ labor-management action in Boston was demon­ pals had conducted port management and port strated when 150 tons per hour of bagged sugar planning studies in many American and foreign were unloaded at the Army Base. This rate exceeded ports, was retained in the fall of 1963 shortly before that of any other North Atlantic port for this type the Port Parity decision became effective. of operation. Exploitation of the Port Parity decision requires This unloading record — a lift-off operation that the Port of Boston present to Midwest shippers from a converted LST — was established through a total cost structure comparable with that of other the cooperation of longshoremen, stevedores, and North Atlantic ports, particularly those which have the terminal operator. enjoyed the bulk of Midwest import and export Forklift trucks were used to transfer palletized business because of the rail rate advantage. Merely loads from the hold to an especially designed plat­ eliminating one cost disadvantage will not place the form at the stern of the vessel. A crane lifted the Port of Boston in a competitive position if other pallets to the dock where another forklift truck unjustified high costs remain. moved the palletized loads to the warehouse. Pre­ The essence of the Rowland & MacNeal Survey vious operations had required manual removal of is stated in the opening chapter: “Boston’s water­ bags from the hold, the loading of a sling, and the borne commerce problems are old problems and transfer of each bag from the sling to build up a many relationships have been built up which will palletized load. resist effective change unless related areas are The improved system resulted in a 400 percent attacked in coordination.” improvement in productivity. It also permitted The Authority agrees with this general statement. speedy clearance of warehouse receipts. Payment The survey must be an instrument for unifying and for the entire cargo could have been completed in mobilizing the Port of Boston for development of less than an hour after the last bag reached the dock. its full potential. It is realized that no worthwhile purpose can be gained by carping at high costs in AUTOMATION the Port, without relating them to plans for increased The Seaport of Boston was host during 1964 to the productivity. SS Mormacargo, a type of automated freighter that Each of the major groups in the Port must be will have a significant effect on Seaports. party to a reciprocal understanding: The $10 million ship can be operated by a crew Labor would help the steamship companies if it of 32, with an annual payroll cost $400,000 less changed certain practices; the steamship companies than the 60-man crew of a non-automated freighter. would help the shippers if more service were pro­ The main engines and boilers respond automatically vided; and the shippers would benefit all Port to movements of a single throttle lever on the bridge, interests if Boston were designated for more ship­ making it possible to move from a dead stop to ments. However, there has been no plan through cruising speed of 24 knots in approximately five which Port interests could arrange such a reciprocal minutes. agreement. The standards of efficiency set by vessels such as A mutual benefit plan is essentially the goal of the SS Mormacargo will influence dockside stand­ the Massachusetts Port Authority. The Massachu­ ards wherever they go. setts Port Authority has committed itself to the task Steamship lines will press for quicker turnaround of mobilizing the port interests for cooperation on time because of the ship’s overhead of $4000 a day. a grand scale. Years of uncoordinated, small-scale Shippers will seek greater unitizing of cargo and efforts have done little except to focus on superficial well-designed berths complemented by ample back­ aspects of major problems. up space for cargo storage and processing. AUTOMOBILE IMPORTS RAILROAD MERGERS During the year, when the American automobile Railroad merger and control cases before the In­ manufacturers sold more than eight million vehicles, terstate Commerce Commission have evolved to­ the number of foreign cars imported through the ward the creation of three huge railroad systems Port of Boston totalled over 16,000- serving North Atlantic ports. The Authority is de­ The largest single shipment in the history of the termined to protect the interests of the Port of Port — 1,250 vehicles — was discharged at Castle Boston in this reorganization of service. Island terminal on November 20 from the six holds The first system to emerge from the ICC was of the German vessel, Emma Johanna. The con­ the Chesapeake & Ohio-Baltimore & Ohio which signment represented the total capacity of the ship, will serve the Port of Baltimore. which was constructed especially for automobile The ICC has approved also the Norfolk & West­ transport. The cars were discharged at a rate of ern taking over the Nickel Plate, the Wabash and 120 vehicles per hour — a tribute to the potential three connecting railroads. This 7800-mile system of Boston’s waterfront labor force. will serve the Port of Norfolk. EXPORT MONTH Pending before the ICC is the proposal to merge Port of Boston Export Month is one of the most the Pennsylvania and New York Central Railroads. comprehensive promotions in the history of the Hearings have been completed, and the ICC has Port. Revitalization of Boston’s export traffic is rejected attempts by the New Haven and Boston & necessary for many reasons, including the develop­ Maine railroads to obtain further hearings on the ment of a counter influence to the trucking of import following alternative proposals of the Pennsylvania- cargo from New York to Boston. Export cargo New York Central: waiting on Boston docks will attract ships that might 1. — That the merged railroads operate the otherwise bypass Boston with a small amount of freight service of the New Haven for a period of import cargo. ten years; Meetings were held to establish objectives and to 2. — That the Boston and Albany line be leased formulate a tentative program of action. A ques­ to a merged Boston & Maine-New Haven system tionnaire was mailed to 2488 exporters in the New or operated jointly by these two lines pending study England area to ascertain their needs. Questions of their merger possibilities; and concerned export tonnage available and frequency 3. — That a separate New England system be of export service desired. established to include the New Haven, Boston & Export tonnage projected on an annual basis was estimated as over 471,000 tons. However, the small size of individual shipments was indicated by the fact that of 37 firms in Massachusetts re­ porting weekly export shipments, the average ship­ ment was only 18 tons. An indication of the interest in improved export service was the 70.3 percent response to the ques­ tionnaires distributed in Massachusetts. Promotional material pointed out that on a typ­ ical motor truck shipment, a Worcester exporter can save $7.85 per ton by using Boston; a Framing­ ham exporter, $8.23 per ton; a New Bedford ex­ porter, $8.30 per ton; and a Lawrence exporter, $9.70 per ton. Promotional aids designed for Export Month included one-sheet posters, counter cards, pam­ phlets, bumper stickers and a 16 mm color-sound motion picture. Direct mail was sent to shippers, steamship agents, freight forwarders, longshoremen and the various other groups. A schedule of adver­ tising was placed on business pages of newspapers in strategic areas throughout New England.

8 Maine, and Boston & Albany railroads. “It notes that neither the Boston & Maine Rail­ The Massachusetts Port Authority urged before road nor the New Haven — railroads serving south­ the ICC that the Boston & Maine and the New ern New England — is involved in any of the pro­ Haven railroads be included in the Pennsylvania- posed systems and, therefore, asserts that, as matters New York Central or the Norfolk & Western System. now stand, neither of these railroads will be included The ICC in its decision on the Norfolk & Western in any of the new systems . . . system proposed that the Boston & Maine be given “This intervener believes that the railroads serv­ five years to petition for inclusion in this system ing the Port of Boston may improve their earnings provided the Erie-Lackawanna and Delaware & and their service to the public and the Port of Boston Hudson railroads did likewise. These railroads link by making each of the lines serving Boston a part the Boston & Maine to the Norfolk & Western. of the forthcoming eastern railroad system and, The ICC examiner’s report on the Norfolk & therefore, makes the proposal that the Commission Western merger case states: give consideration to the inclusion of the Boston “Reference is made by the Massachusetts Port & Maine and the New Haven in the merged system. Authority to a so-called, three system plan of unifi­ Also, inasmuch as this proposal would require the cation that has emerged in the East, namely, the inclusion of the Erie-Lackawanna into the Norfolk Chesapeake & Ohio-Baltimore & Ohio control & Western system as a means of reaching the New proceeding, the Pennsylvania-New York Central England lines, it requests the Commission to re­ merger proposal, and the plan of unification here quire the inclusion of Erie-Lackawanna in the unifi­ considered. cation as a condition to approval of the transactions “The Massachusetts Port Authority desires to involved herein . . have all of these systems serve New England in An ICC order in June stated that it would be order that the region may benefit from the maximum “premature” for the New Haven and Boston & intramodal competition. It points out that at this Maine to introduce “at this juncture” in the Penn­ time there are indications that only one of the sylvania-New York Central merger case evidence systems, the Pennsylvania-New York Central, would concerning New England railroads. The ICC stated serve the New England area, such service being that if it eventually requires the inclusion of the provided over the lines of the former Boston & New Haven in a Pennsylvania-New York Central Albany which is now a part of the New York System, all affected carriers “will have ample oppor­ Central that extends east and west across Massa­ tunity to present evidence at further hearings as to chusetts from the New York state line to the Port the effect which various terms and conditions of of Boston. plans for inclusion would have upon them.”

irs e to e business ro /»/BUSINESS fOR THE PORT OF BOSTON EXPORT-VIA- BOSTON NOVEMBER •O R T M O N T M

JAMES J. SMITH, Public Relations Representative PAUL E. McBRIDE ERIC CHETWYND Director of Personnel J. JOSEPH LYDON, C o u n sel Director of Research ANGELO ALABISO, Acting Director, Public Relations PORT PARITY PROMOTION evidenced by a 73 percent increase in grain exports Shortly after Port Parity became operative in Sep­ during the past fiscal year. A total of 19,635,900 tember of 1963, the Massachusetts Port Authority bushels of grain was exported which was more than led representatives of the Port community into the 8 million bushels above the previous year. Included Midwest for shippers’ workshops and receptions. were 5.46 million bushels of wheat for Russia which For the first time in 86 years, rail rates between the were transported in eight ships between February Port of Boston and the Midwest on export-import and April of 1964. cargo had been equalized with other North Atlantic Earlier in the fiscal year an appeal to Washington ports. Previously, Philadelphia had benefited by a officials had resulted in the Hoosac Grain Elevator differential of 40 cents a ton, and Baltimore and receiving 900,000 bushels of corn and the East Norfolk by 60 cents a ton. Boston Grain Elevator 700,000 bushels of corn The Port of Boston launched its sales program on and wheat. Monday evening, October 14, at the Top of the The value of grain export to the Port economy Marine restaurant in Milwaukee. The railroads may be judged by the fact that the Russian wheat serving Boston cooperated in presenting Boston’s was transported over the New York Central System advantages to the major shippers and transportation in 2446 rail cars and produced revenue for the executives of the Milwaukee area. railroad in excess of a million dollars. The meeting began with a summary of the On one occasion, 40 huge aluminum Big John Supreme Court decision of May 20, 1963 and hopper cars deposited 150,000 bushels of corn at concluded with the first showing, outside Boston, the East Boston Grain Elevator. Each car has a of the Authority’s color-sound movie “Port of capacity of 3750 bushels, compared with the 2000 Boston — Gateway to the West.” bushel capacity of a box car. The aluminum cars Special literature and exhibits provided additional are loaded through circular hatches overhead and pictorial promotion of the Port of Boston. A recep­ are discharged in five to seven minutes through trap tion and buffet completed the meeting. Other con­ doors on the bottom. Conventional cars require 20 ferences with shippers were held in Chicago on to 30 minutes for unloading. October 16, in Cleveland on October 24, and in CHALLENGE TO PORT PARITY Pittsburgh on October 29. Railroads serving the Port of Baltimore filed tariffs GRAIN with the Interstate Commerce Commission to cut The economic advantage of the lower rail rates export rates up to eleven cents on paper and paper between the Port of Boston and the Midwest was products. The Massachusetts Port Authority de­ scribed the action as an effort to nullify parity of rail freight rates currently in effect between the Midwest and all North Atlantic ports. Railroads serving Boston and New York joined in the protest. The essence of arguments in support of the tariffs filed by the Baltimore railroads is that rail distance from Midwest points to the port of Baltimore is less than to the ports of Boston and New York, and thus the cost of providing service is less. The Massachusetts Port Authority maintains that distance is only one factor in rate-making and several others are equally important. It has retained special counsel to protect its hard-won Port Parity. If distance should be established as the governing factor in freight rates, it would mean that Boston would face the gradual dissolution of parity on exports and imports.

NEW PASSENGER SERVICE The Cunard Line reestablished service to Boston to add color and quality to Boston’s transatlantic passenger steamship service. It is also planning new cargo service to Boston.

10 The RMS Sylvania, luxury vessel of the Cunard in the United States. This legislation is similar to Line, docked at Boston on May 29 to mark resump­ that under which Boston interests built three new tion of the line’s service to Boston after an interlude trawlers during the past two years. of 25 years. Chairman Brest presented a commem­ Senate 1988 establishes penalties for any foreign orative bowl to Captain H. L. DeLegh who was vessel that violates our three-mile fishing limit. In aboard the RMS Laconia when that ship paid the near future, an extension of control to the Cunard’s last previous passenger call at Boston in twelve-mile limit will be considered. However, re­ 1939 immediately prior to the outbreak of World prisal legislation might limit United States fishing War II. operations in Canadian waters. The Cunard Line is planning to establish fort­ NUCLEAR SHIP SAVANNAH nightly, first-port-of-call cargo service to Boston before the beginning of 1965. Former President James R. Killian, Jr., of the Massachusetts Institute of Technology delivered the FISHING INDUSTRY principal address of welcome at ceremonies for the Several significant developments in the Boston fish­ Nuclear Ship Savannah at Pier 5, Naval Annex, ing industry during the past fiscal year were: South Boston, on May 26. The $53 million ship, Fish landings in the spring of 1964 exceeded with a power plant that permits it to travel the those of the same months in 1963. Only 105 million equivalent of 14 times around the world without pounds of fish were landed at the Boston Fish Pier refueling, was described by President Killian as a in 1963 because of a low cycle in fish propagation. harbinger of revolutionary transportation develop­ The local fishing industry should benefit from ments. legislation supported by the Massachusetts Congres­ In the N.S. Savannah, the heat source is a nuclear sional delegation and enacted by the Eighty-eighth reactor which takes the place of the conventional Congress: oil-fired boiler. The reactor’s fuel is enriched urani­ Senate 627 makes available $450,000 to Massa­ um oxide formed into 682,000 pellets, each the size chusetts for research and development to improve of a half inch stack of dimes. A controlled nuclear commercial fishing. One problem which may receive reaction creates the needed heat. Water is circulated attention under this bill is pollution caused by in the reactor around the hot fuel and carried to dumping of refuse in North Shore marshes where a heat exchanger where water in a secondary system flounder spawn. is converted to steam. This steam drives the Savan­ Senate 1006 provides grants up to 50 percent nah’s turbine which, in turn, drives the ship’s propel­ of the cost of constructing commercial fishing vessels ler shaft.

ROBERT S. TOBIN Chief Trade Representative JOSEPH J. CONNOLLY Superintendent of Piers CHESTER H. GOURLEY Traffic Manager IGNATIUS C. GOODE Director, Maritime Division

11 WASHINGTON TRADE MISSION A 3 3-member Trade Mission visited Washington on March 4, 1964 to promote the interests of the Air­ port and Seaport of Boston with the aid of Congress­ men. At a luncheon in the Senate Conference Room, the following were discussed: — Expansion of the President’s proposed De­ partment of Housing and Community Development to include an urban renewal approach to the aircraft noise problem in residential areas. — Dredging of Weymouth-Fore River and Town River in Quincy. — Designating as “airport property” a Navy ease­ ment and oil pipeline which runs under the airport. — Transfer of the Coast Guard Air Base to Logan Airport. — Federal action to improve public mass trans­ portation in the Boston metropolitan area. — Creation of a joint board among the Civil JOHN J. COONEY Aeronautics Board, Federal Maritime Commission A ssistant to Director and Interstate Commerce Commission to formulate Maritime Division joint rates. FRANK E. HICKEY Washington Representative — Transfer of Massachusetts National Guard from Logan Airport to make available 15 acres for general aviation needs. Federal legislation enacted in June will provide $375 million for mass transit improvements. Dredg­ ing projects totalling $1.5 million have been au­ thorized by Congress. The Navy pipeline is in the process of being transferred to the Authority. Re­ sults on the other matters were still indefinite at the end of the fiscal year.

FEDERAL MARITIME COMMISSION The Authority participated in two Federal Maritime Commission matters worthy of mention. The Superintendent of Marine Terminals testified at a Boston hearing on Federal Maritime Commis­ sion Fact Finding Investigation No. 4. This investi­ gation is seeking to determine the practices of public marine terminal operators at North Atlantic ports. Close scrutiny is being given free time, demurrage, and storage charges. The Authority also concerned itself with Federal Maritime Commission Docket No. 875 — Filing of EDMUND E. CAPODILUPO Tariffs by Terminal Operators. The Authority from C o u n sel its inception has voluntarily filed terminal tariffs THOMAS J. HANNON with the regulatory body, which now proposes to C o u n sel EUGENE F. SULLIVAN make such filing mandatory. The Authority has been C o u n sel concerned with the clarification of rules concerning mandatory filings.

12 Foreign 1963 1962 1961 PORT TRADE Im ports 5,808,384 6,301,223 6,435,420 c a l e n d a r Y E A R (short tons) Exports 809,053 609,611 1,023,869 Total 6,617,437 6,910,834 7,459,289 Domestic Receipts 11,227,816 10,409,920 10,123,190 Shipments 653,656 736,472 861,124 Total 11,881,472 11,146,392 10,984,314 Intra port & Local 1,293,167 927,154 1,062,333

Total Port Trade 19,792,076 18,984,380 19,505,936 Source: United States Corps of Army Engineers

1963 1962 1961 TOTAL IMPORTS 5,808,384 6,301,223 6,435,420 Petroleum products 4,168,804 4,682,431 4,968,515 IMPORTS Sugar 408,127 418,347 409,226 Leading Commodities (short tons) Gypsum 164,388 172,994 194,614 Salt 121,921 48,925 37,462 Lumber 91,043 59,137 74,377 Iron & steel products 87,834 80,446 61,380 Wood pulp 69,037 70,742 77,078 Wool, raw 56,211 60,924 44,774 Iron & steel, semi-finished products 38,295 33,216 21,133 Meat & products, fresh 30,195 25,217 14,172 Wool, semi-manufactured 28,403 24,689 23,515 Vegetables, canned 27,673 23,178 34,795 Minerals, non-metallic 24,997 27,928 10,447 Paper, various 23,034 24,792 22,464 Hardware 20,942 18,757 14,295 Hides & skins, raw 20,828 20,041 22,804 Cocoa beans 20,019 32,570 24,788 Animal products, inedible 19,476 22,695 17,680 Alcoholic beverages 19,155 18,214 15,477 Aluminum ores 18,766 17,506 12,236 Chemicals, industrial, nec 17,948 16,063 12,459 Fish & products, canned 16,343 13,263 12,615 Motor vehicles 16,323 17,158 16,364 Sisal & jute 16,314 18,257 14,601 Molasses, inedible 15,716 20,647 13,629

1963 1962 1961 TOTAL EXPORTS 809,053 609,611 1,023,869 Iron & steel scrap 461,821 353,548 515,803 Grain 215,056 129,972 314,349 Animal products, inedible 30,853 27,069 31,187 Leading Commodities (short tons) Dried milk 9,690 8,723 5,146 Paper & Products 7,770 8,965 14,167 Minerals, non-metallic 5,981 3,836 3,997 Vegetables & preparations, nec 5,832 29 97 Resin, synthetic 4,999 4,300 Chemical specialties 3,484 3,922 9,308 Cotton manufactures 3,191 1,326 1,504 Textile machinery 3,161 8,653 11,984 Fruits & preparations, fresh 3,121 3,800 2,918 Wool manufactures 2,997 1,734 2,286 Hides & skins, raw 2,534 901 2,417 Rubber scrap 2,410 2,172 2,938 Man-made fibres - 2,309 3,455 3,058 Wood manufactures 2,262 2,585 3,157 Textile products, nec 2,196 1,746 1,498 Paperboard 2,018 2,092 ------* Leather manufactures 2,012 1,470 3,697 Nickel ore & scrap 1,947 398 786 Newsprint 1,731 1,570 1,581 Copper alloy & scrap 1,613 1,950 6,460 Vegetable products, inedible 1,533 1,834 1,695 Industrial machinery & parts 1,526 2,143 1,860 'Included in “Chemical Specialties’’ "Included in “Paper & Products” “The Arrival Section of the International Terminal was opened on

March 25, 1964 . . . The passenger congestion in the International

—— Terminal had been one of the major problems of the Airport as passen

ger volumes skyrocketed.” AVIATION DIVISION

PLANNING A highlight of the year’s activity at Boston-Logan minal. A major objective is to reduce the walking International Airport was the acceleration of com­ distance from the automobile parking space to the prehensive planning. airline ticket counter, and from there to the airplane. A selection of an Aviation Director in January Present designs call for 1020 parking spaces on of 1964 permitted concentration on the planning the upper three floors of a five-story structure to be program. The range of vital considerations included: designed by one of the country’s most accomplished present runway limitations, operational requirements architects. Patrons will descend by elevator or elec­ of the supersonic transport, and terminal develop­ tric stairway to the ticketing lobby. Here an informal ment to accommodate the rapidly increasing pas­ atmosphere will prevail with open space broken by senger volumes. few partitions. Probably never in its history has Logan Airport Planning of a South Terminal is scheduled for been given such a variety and depth of analysis. The 1965. It will permit architectural unification of the magnitude of the planning problem excluded narrow terminal complex from the International Terminal or superficial considerations. As Boston’s most im­ to the Southwest Terminal. portant transportation asset, the Airport must meet Supersonic Transport — Because of the insis­ not only the needs of air travelers, but the criteria tence of the Massachusetts Port Authority and other for contributing to the harmonious development of airport operators, coordinated planning is develop­ downtown Boston and residential East Boston. ing to insure that the operating criteria of a super­ The Airport Master Plan being created by staff sonic transport will be clearly defined and made and consultant studies can be divided into three available for airport planning well in advance of the categories: Airfield, Buildings, and Supersonic introduction of such aircraft on commercial routes Transport. in an estimated six or eight years. Members of the Airfield — Studies indicate that aircraft opera­ Authority staff have conferred with Federal Avia­ tions at Logan Airport will be approximately tion Agency officials and directors of the Lockheed 280.000 in 1970 as compared with approximately and Boeing supersonic aircraft projects. A field 220.000 at present. This increase of almost 30 per­ study of Logan Airport and 14 other major United cent will tax the operating capacity of the airfield States airports will be underway in the fall. unless a parallel runway, new taxiways, and high­ Discussions on airport operations will consider speed turnoffs are available to increase the runway the compatibility of the supersonic transport in the acceptance rate. air and at terminal facilities. Current thinking calls Another limiting factor is the operational min­ for 2000-3000 feet vertical separation and five to imum of a 300 foot ceiling and three-quarters of a ten mile horizontal separation at certain altitudes. mile visibility for turbo-jet aircraft. Various runway Some experts believe that because of vortices and improvements are planned to permit instrument turbulence in the local air mass immediately follow­ landings with only 200 foot ceilings and a half mile ing take-off or landing of a supersonic transport, a visibility. four-minute interval may be required before another Air carrier operations are expected to increase aircraft movement is permitted. Such a delay would from the present total of approximately 145,000 to impose a severe system penalty especially during a total of 193,000 in 1970. This 40 percent increase peak traffic periods. must be further analyzed for increase in plane size Other planning will concern the flight-deck level and trends in take-off and landing techniques. of the SST as related to the terminal building, the Buildings — A new unit terminal concept is necessary clearances on the terminal apron, and the being developed for a $10 million Southwest Ter­ effect of jet blast at various points on the airfield.

THE GROWTH of tho MASSACHUSETTS PORT AUTHORITY

For the first time since its creation in 1956 under an Enabling Act of the Massachusetts Legislature, the Authority presents the highlights in its growth and fiscal progress. Authority gross revenues have increased from $7,665,787 in fiscal 1960 to $11,678,750 in fiscal 1964 — a 52% improvement. Authority net revenues have increased from $4,721,773 to $7,236,203 in the same five-year period — a 53% rise. User volume grew impressively during the five-year period. The number of vehicles crossing Mystic River Bridge increased from 21,026,000 to 22,157,000 — despite the opening of another vehicular tunnel under the harbor. And Boston’s eminence as an air cargo hub was reflected in a growth within that category of from 62,908,000 pounds in fiscal 1960 to 98,676,000 pounds in fiscal 1964. The Authority believes that Metropolitan Boston and all Massachusetts will benefit from its current pro­ gram of research and planning, which increased revenues permit. One of the most beneficial aspects of the change to Authority operation, is the expanded range of plan­ ning now possible. FIVE YEAR RECORD OF REVENUES ______/

NET REVENUE-MASSACHUSETTS PORT AUTHORITY

1960

1961 / ccco

1964

$ MILLIONS 0 1 2 3 4 5 6 7

NET REVENUE — BOSTON-LOGAN INTERNATIONAL AIRPORT

1960

1961 ccco «a: 1962

1964

$ MILLIONS 0 0.5 1.0 1.5 2.0 2.5 3.0 3.5

NET REVENUE-M YSTIC RIVER BRIDGE

1960

1961 cdGO

$ MILLIONS 0 0.5 1.0 1.5 2.0 2.5 3.0 HISTORY OF FACILITY VOLUMES

SHEDULED PASSENGERS* - BOSTON-LOGAN INTERNATIONAL AIRPORT

FOREIGN AND DOMESTIC A S *

147 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963

gures are on a calendar year basis, and Include both passengers arriving at and departing from Logan International.

ARGO (pounds)*-BOSTON-LOGAN INTERNATIONAL AIRPORT

FOREIGN AND DOMESTIC

¡47 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 gures are on a calendar year basis, and include pounds of cargo arriving at and departing from Logan International. f RAFFIO*-M YSTIC RIVER BRIDGE

1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963

Figures are for calendar years. RESEARCH & PLANNING

Boston-Logan International Airport — only two miles from Boston’s downtown center — is the best located airport in the United States from the standpoint of its integration with business development. This loca­ tion gives Boston a significant advantage for business executives who must make frequent air trips to New York and Washington. Most importantly, Boston-Logan International Air­ port gives downtown Boston a preferred position on the airways that serve the great cities of the world. So long as Logan Airport continues to meet the needs of the air age, Greater Boston’s economy will be stimulated by the surging passenger and cargo volumes that will be carried by international airlines to the far corners of the world over the coming decades. This dynamic influence will benefit the entire State, especially the area north of Boston which is connected to the Air­ port by traffic arteries with few grade intersections. Boston is additionally favored with a harbor of natural beauty which can serve as a compact maritime terminal or a virtual lake for recreational activities. A development program for the Seaport will transform its downtown waterfront for new residential and business uses. The cargo terminals will be modernized for faster operations. The Seaport and Airport are the means by which Boston can be a truly International City. This is the objective of the Massachusetts Port Authority: Ephraim A. Brest, Chairman — Nicholas P. Morrissey, Vice-Chairman — Laurence O. Albre, Jr. — Charles A. Connors, Jr. — Edward C. Maher — Thomas G. Brown, Jr. — Howard W. Fitzpatrick — Edward J. King, Executive Director NEW 1 AIRPORT DEVELOPMENT

During the first five years of Authority operation at Boston-Logan

International Airport $6,500,000 has been spent on the air field area;

$8,140,000 on terminal buildings and finger piers; $1,885,000 on roadways and

auto parking; $9,650,000 on reconstruction of three hangars and $920,000 for

a new Weather Bureau and General Aviation Administration Building.

AND POLICE BUILDING

RESTAURANT

IflffilflllM MAJOR IMPROVEMENTS present. Its walls and supporting column will be slimmer than in most parking garages because of Logan Airport had a boom town aspect throughout use of precast, reinforced concrete panels of pre­ the fiscal year: stressed design which have a high strength-weight The $870,000 General Aviation Administration ratio. Building was being completed at the end of the fiscal The concrete curtain wall will be hung so as to year and was scheduled for dedication in October, hide the interior, but still have open space for ven­ 1964. The Weather Bureau wing was opened in tilation and light. the spring and reconstruction of the Airport’s orig­ A two-level terminal roadway will be an integral inal administration building was proceeding on part of the parking facility and will triple the curb schedule to complete the structure. space available. This space is in heavy demand Passengers of corporate aircraft will not only have because of the desire for ease of transfer between a full range of services available, but will be only a vehicles and airline lobbies. few minutes away from downtown Boston. During Adjacent to the outbound service road, an 1964, the dollar volume of sales of planes for 11,000 square foot air cargo building is nearing business and pleasure flying had increased 34.5 per­ completion. It represents the fourth increase in cent nationally. Many corporations are buying space availability in the cargo area since 1959. million-dollar jet aircraft. Executives must increase Also, nearing completion is the $600,000 Fire the range of their activity as their responsibilities and Police Building which will house 36 crash extend to many parts of the United States and to crewmen and 27 State Police. A feature of the foreign countries. design will be doors that can be electrically operated A unique boathouse and launching ramp were from a control post to permit speedy egress from constructed on the Airport shore adjacent to Run­ the building. way 27 at a cost of $50,000. The jet-powered rescue craft can be launched in 20 seconds at high tide MASTER AIR SERVICE PLAN and in 60 seconds at low tide when the full length of One of the most significant planning projects under­ the launching ramp is used. Under favorable con­ taken by the Authority is the Master Air Service ditions, the boat can attain a speed of 40 knots. Plan which will attempt to delineate the strength Preparations have been underway at the Tower and weakness of airline service between Boston and Building to install two new elevators and improve major cities of the world. The plan will project a the appearance of the lobby. Composition stone program to meet Massachusetts and New England panels provide attractive facing for the lobby ex­ needs. terior. The elevators will serve the new Tower Res­ The significance and complexity of the research taurant as well as the office tenants of the Tower may be judged from the fact that numerous factors Building. must be interrelated to determine: 1 — community The $8.5 million three-level parking facility will of interest between Boston and various points, 2 — add 2385 parking spaces to the 2100 available at quality of existing service, 3 — desirable level and

JOHN R. DAVIS Deputy Chief Engineer THOMAS H. KUHN Chief Engineer BRENDAN F. SULLIVAN Airport Engineer RICHARD C. TANGARD A dministrative Engineering Assistant to Chief Engineer 1

1

18 type of future service, and 4 — the most effective WEATHER BUREAU means of convincing airlines or the Civil Aero­ The New England Forecast Center of the United nautics Board that improved service is justified. The consultant firm of Landrum and Brown is States Weather Bureau was moved to a wing of the General Aviation Administration Building late in engaged in compiling statistics indicating social and business relationships between Boston and various 1963 and began expanded operations designed to other cities. The volume of mail and inter-city tele­ increase Logan Airport’s capabilities as an all- phone calls will measure communications activity weather airport. bearing a significant relationship to transportation Included in the Forecast Center’s new equipment was an automatic satellite picture transmission sta­ needs. tion which displays a facsimile of cloud formations AIRPORT MAINTENANCE transmitted from a weather satellite passing within FACILITY a 1500 mile radius of Logan Airport. Previously, A $600,000 Maintenance Building is planned for such pictures were monitored at Wallop’s Island, Logan Airport’s 51 pieces of motorized equipment New Jersey and relayed to Boston with a loss of valued at $1,000,000. both fidelity and time. A five-acre site at Prescott Street and the Service The new weather facility, operating in 4000 Road in the northeast section of the Airport has square feet of air-conditioned space, not only in­ been selected. A survey of several major airports creases the efficiency of the staff of 44 experts, but showed that total site areas for such facilities range permits close surveillance of sensing instruments from 3.6 to six acres. One reason for a site in the now transferred to runway locations: upper range of those surveyed is the large amount Two Rotating Beam Ceilometers have been add­ of snow removal equipment required at Logan ed to the single instrument which measured the Airport where the paved areas cover 1,442,000 cloud ceiling at runway 4R. Both instrument run­ square yards — equal to approximately 102 miles ways will be equipped during 1964 with Runway of dual lane roadway. Visual Range Transmissometers. These instruments The building size is estimated to be approxi­ measure the ability of the atmosphere to transmit mately 30,000 square feet. Increased efficiency will light and relay an accurate representation of con­ be possible in the new structure and a need for ditions at take-off and landing points. new showers, a lunchroom and small kitchen will A Dewpoint Telemeter System presents a remote be met. reading of temperature and humidity on the air­ Modern shops for electrical maintenance, spray field and supplants a hygro-thermometer which had painting, and sign painting will replace outmoded been located on the main terminal building and thus facilities. The relocation of the maintenance shop was not sensitive to certain atmospheric changes on from its present site adjacent to the south taxiway the field. An added measure of efficiency results will permit better utilization of land for activities from relocation of wind instruments from the roof which must have taxiway access. of the Weather Bureau to a site near Runway 4R.

JAMES F. BYRNE M a n a g er Logan International Airport RICHARD E. MOONEY Director of A viation LEO C. GALLAGHER Interim Superintendent Hanscom Field ALBERT V. BRATT, JR. Assistant Manager Logan Airport

19 NORTH TERMINAL The passenger congestion in the International Ground was broken on April 16, 1964 for an $8 Terminal had been one of the major problems million North Terminal and Tower Restaurant. The of the Airport as passenger volumes skyrocketed. occasion was highlighted by a reception for aviation In 1947 a mere 13,678 air passengers were accom­ pioneers who participated in airport operations in modated at the terminal. In 1963 the total was the late 20’s after the Greater Boston Chamber of 265,979 passengers — an increase of 1845 percent. Commerce and Legislature had allocated $60,000 The new terminal has 98,000 square feet of to create a cinder patch airport on 189 acres of space, in contrast to the 32,000 square feet pre­ mudflats. viously available. The facade of the International The Terminal and Tower Restaurant are sched­ Terminal is distinctive for its solar bronze glass, uled to be opened in the spring of 1966, concur­ for the dull gold finish of the electrolytically-coated rently with a two-level roadway and section of the aluminum window frames, and for the stone panels, multi-level garage facility. resembling pudding stone, precast in New England. The North Terminal will have a capacity of 3.5 The tinted glass cuts down glare; retains heat in million passengers a year. Enplaning passengers the winter; and minimizes the dissipation of air-con­ will enter from the upper level into a huge foyer ditioned temperature in the summer. The air in the measuring 150 feet by 320 feet, with no supporting International Terminal will be changed four times columns within the floor space. The roof design, every hour, and in summer will be cooled by a re­ high at the outside walls and depressed at the cen­ frigeration effect equivalent to the melting of 400 ter, will raise the parapet line to 65 feet. A pano­ tons of ice every hour. The air conditioning system ramic view of the airfield activity will be available will be controlled from the Airport central heating through a window wall. plant where the temperature in each section can be In addition to airline ticketing areas, the North checked and corrected on a moment’s notice. Terminal will include a coffee shop, snack bar, and The architecture and decor is designed to empha­ cocktail lounge, gift shop, newsstand and barber size durability and strength. This quality is attrac­ shop. Flight information will be supplied by closed tively presented in the aluminum-framed window circuit television. walls and the stone panels which will be extended to the facade of the adjacent North Terminal now INTERNATIONAL TERMINAL under construction. The Arrival Section of the International Terminal On the field side of the International Terminal air was opened on March 25, 1964. The Departure travelers will also find an attractive appearance. Section of the $3 million structure was scheduled Once inside the building, they need take only a few for opening in September. steps to be lifted to the second floor on one of the

NORTH TERMINAL INTERIOR

INTERNATIONAL TERMINAL EXTERIOR

20 building’s three escalators. There, spacious exami­ In May of 1964 the United $tates Circuit Court nation area and waiting rooms have been provided of Appeals in Boston had ordered the Civil Aero­ for the United States Public Health Service and nautics Board to reconsider its decision that would Department of Agriculture. After descending to the have ended Northeast services from Boston and first floor, those ticketed to Boston clear through the New York to Florida and reduced it from a trunk facilities of the Immigration and Naturalization carrier to a local service airline. At the end of the S e r v ic e . fiscal year court issues were still pending and North­ While the incoming passengers are being proc­ east was continuing to operate Florida service. essed, their bags are carried over a conveyor system to a baggage carousel in the United States RUNWAY REHABILITATION Customs area. Standing at the perimeter of the Despite atmospheric conditions which hampered revolving carousel, a passenger can pick up his seal coating of runways, the extensive rehabili­ baggage with ease. Only a few steps away is the tation project on runways 4R-22L and 15-33 was checkout counter where the Customs’ officers make concluded in the fall of 1963 to bring to over $6 their inspection. million the improvements and additions to the field During fiscal 1964, transatlantic air passen­ area of Logan Airport. The Authority is indebted ger traffic at Boston-Logan International Airport to residents of these communities for their tolerance increased 21 percent. The year’s total of 96,846 under discomforting conditions caused by the nec­ transatlantic passengers included 53,032 incoming essary use of Runway 4L-22R which has the lowest and 43,814 outgoing. priority of use because of noise criteria. The potential transatlantic traffic may be judged During the peak of 1963 summer traffic, the from the fact that more than two million seats were runway rehabilitation required the closing of two flown empty across the North Atlantic during the of the four runways. Construction crews laid as past year. Lower fares — below $300 for a round much as 1000 tons of bituminous concrete a day trip — are expected to steadily improve load fac­ to correct differential settlem ent and insure optim um tors and increase the revenues of transatlantic air­ take-off and landing conditions. lines by $500 million during 1964. A IR C A R S O In a few years supersonic craft may be operating in first class intercontinental service while present- Air cargo increased 12 percent at Logan Airport day aircraft provide econom y service. during the fiscal year. The major trunkline carriers invested more than $150 million in jet cargo planes NORTHEAST AIRLINES and new terminal facilities throughout the country The Authority cooperated with the Commonwealth in the 12-month period. of M assachusetts and the City of Boston in support­ The addition of jet air freighters has increased ing Northeast Airlines in its efforts to continue op­ domestic freight capacity to an annual availability erations between New York and Florida. At a Civil of two billion ton miles. Despite problems of operat­ Aeronautics Board hearing on June 2, 1964, the ing all-cargo planes at even 50 percent capacity, Authority urged: the industry has its planning focused on the 20 “That the Civil Aeronautics Board reverse its billion ton miles of air freight that are potentially finding that a third carrier is not needed in the Bos- available according to a survey of the Bureau of tqa/New York-Florida market based upon the ex­ Census. At present rates, this volume would yield isting record and that the Board institute an $4 billion a year in revenues. investigation on an expedited basis to select a car­ At the end of the fiscal year, American Airlines rier, including consideration of the carrier now was averaging heavier loads from Logan Airport providing service on a temporary basis, to provide on its all-cargo jet air freighters in transcontinental the required third carrier service in the said market. service than from New York, Los Angeles, or $an “In the event the Civil Aeronautics Board does F r a n c is c o . not see fit to reverse its findings that a third carrier The Authority will begin in late 1964 the con­ is not needed in the Boston/New York-Florida mar­ struction of a $2,000,000 air cargo facility for Am er­ ket based on the existing record, the board should ican Airlines near its hangar on the north side of reopen the proceeding on an expedited basis for the the field. The brick and steel-frame structure of submission of evidence, testimony and argument 35,000 square feet will include 12 truck docks and ^=Sa¿jder to develop an up-dated record upon which permit the loading and unloading in 50 minutes of to base any future finding.” a jet air freighter with 90,000 pound capacity.

21 HANBCQM FIELD

Civil aircraft operations continued to increase the plane has a capacity of eight to ten persons. With a ratio over military aircraft operations. The former 35 mile-per-hour headwind its climb is similar to increased 14 percent to a total of 152,234 opera­ that of a helicopter. Its speed exceeds 200 miles tions. Military aircraft movements were virtually p e r h o u r . stationary at 65,690 for the fiscal year. Other new operations established at Hanscom Rental income from M assachusetts Port Author­ during the year were services for flight training, ity buildings at the field increased more than 33 aircraft rental and charter service; aircraft mainte­ percent over the previous year. Private construction nance and overhaul; electronic research; pilot amounted to $266,000 and an additional $137,000 ground school and aircraft sales and service. in new investment was planned. A rapidly developing training center now has 323 The Helio Corporation constructed a research students enrolled in four schools. They provide gen­ and test facility at the field to aid the development eral flight training, training for m echanics and tech­ of its Helio Stallion, a new turbo-prop aircraft that nicians, and instrument flight instruction from can take-off and land in 250 feet of runway. The elem entary to that required by major airlines. KENNETH C. PEARSON Insurance Manager GEORGE A. O'BRIEN Comptroller b t à HENRY R. FOUCHER «1 f ?■ Chief Accountant W FRANCIS E. DOLAN Purchasing Agent

LOGAN INTERNATIONAL AIRPORT

AIR CARRIER 1964 1963 1962

Flights D o m e stic 1 2 6 ,9 6 3 1 1 4 ,8 1 7 1 1 3 ,4 8 0 International 7 ,5 3 8 7,85 1 7,7 0 1 To ta l 1 3 4 ,5 0 1 1 2 2 ,6 6 8 1 2 1,181

Passengers D o m e stic 4 ,3 0 0 ,3 9 2 3 ,5 8 3 ,3 6 4 3 ,2 1 8 ,6 1 1 International 2 7 8 ,4 8 0 2 5 4 ,7 6 0 2 3 8 ,7 2 8 To ta l 4 ,5 7 8 ,8 7 2 3 ,8 3 8 ,1 2 4 3 ,4 5 7 ,3 3 9

Mail(pounds) D o m e stic 1 5 ,3 2 8 ,8 9 7 1 3 ,5 3 0 ,1 4 1 1 2 ,5 2 7 ,6 7 5 International 3 8 0 ,5 0 7 2 4 4 ,7 7 6 1 9 4 ,3 5 6 To ta l 1 5 ,7 0 9 ,4 0 4 1 3 ,7 7 4 ,9 1 7 1 2 ,7 2 2 ,0 3 1

Cargo(pounds) D o m e stic 9 3 ,2 5 8 ,5 5 8 8 4 ,1 1 9 ,0 9 7 7 9 ,4 8 4 ,1 9 9 International 5 ,4 1 7 ,5 8 2 4 ,2 7 1 ,1 6 4 3 ,9 3 6 ,2 4 0 To ta l 9 8 ,6 7 6 ,1 4 0 8 8 ,3 9 0 ,2 6 1 8 3 ,4 2 0 ,4 3 9

ITINERANT P a sse n g e rs 8 9 ,0 5 6 8 1 .2 3 2 6 0 ,0 4 5 P la n e s 3 1 ,2 5 9 2 9 .2 3 3 2 2 ,1 0 6 <

“Traffic on the Mystic River Bridge increased 294,252 vehicles over the previous fiscal year.. MYSTIC RIVER BRIDGE

increased that source of revenue substantially, as TRAFFIC anticipated, for the six months the schedule was in Traffic on the M ystic River Bridge for the fiscal year operation during the fiscal year. 1964 amounted to 22,157,445 vehicles, an increase of 294,252 vehicles over the previous fiscal year. LEVERETT CIRCLE BRIDGE A total of 15,380,844 commuter vehicles passed The Legislature enacted Chapter 682 of the Acts over the Bridge during this year, or 233,978 less of 1964 which authorizes the M etropolitan District than fiscal 1963. However, non-commuter vehicles Commission to build a bridge between Leverett Cir­ using the Bridge reached a total of 4,904,405, or cle in the West End and City Square, Charlestown. more than half a million in excess of that recorded The Massachusetts Port Authority will under­ for fiscal 1963. write the bridge cost above $1.5 m illion, and expend approximately $2 million in ramp improvements to STICKERS the M ystic River Bridge. A ll triangular stickers that expired on June 30, 1964 RESURFACING OF THE BRIDGE were replaced by a new round sticker valid until June 30, 1966. The replacement of these stickers During the fiscal year, a contract was awarded and was performed in a manner virtually free of com­ operations started to resurface the Bridge. The plaints. Numerous signs, flyers, and newspaper operation involved the loss of considerable traffic. notices were employed to alert the commuters of This is the first time the Bridge has been resurfaced the expiration date. since it was opened in 1950. Some adverse reflection on the amount of traffic can be expected until this TRUCK TOLLS operation is completed early in fiscal 1965. Several factors that developed since the Bridge STATE POLICE opened in 1950 warranted an increase in tolls for trucks. Chief among these was the sharp rise in the The introduction of the State Police for duty on the cost of operations, the greater weight and capacity Bridge during peak periods of traffic has had a defi­ of trucks using the Bridge, and inequitable toll re­ nite and desirable effect on motorists using the lationships resulting from the revision of toll sched­ facility. Their presence is a deterrent to the irrespon­ ules for passenger cars in 1953. This new schedule sible and careless driver, thereby enhancing the for trucks was made effective January 1, 1964. It safety of all users of the Bridge.

Mystic River Bridge Traffic — 1950-1964

MILLIONS

FRANCIS X. NOONAN Superintendent of Operations, Mystic River Bridge

1950 1952 1954 1956 1958 1960 1962 1964 JOHN F. DONOVAN 1951 1953 1955 1957 1959 1961 1963 Director, M ystic River Bridge

25 STATEMENT OF FINANCIAL POSITION

AS AT JU N E 30, 1964

ASSETS C a sh ...... $ 1,310,223 Investments— U.S. Government obligations (market value $14,916,896) 14,926,918

A c c o u n ts an d notes receivab le, le ss reserve $ 8 1 7 ,2 0 0 ...... 6 4 7 ,5 4 4

A c c ru e d in te re st ...... 1 4 4 ,2 4 5 Prepaid expenses and other assets ...... 3 1 4 ,5 3 3

Investments in facilities: I 7 ^ 4 ^ J Facilities completed $44,331,544

Construction in progress ...... 32,940,628

Cost of financing ...... 2 ,0 2 9 ,5 2 2 7 9 ,3 0 1 ,6 9 4

$96,645,157

LIABILITIES AND FUNDS

Accounts payable and employees’ deductions ...... $ 1 8 7 ,3 3 1 A c c ru e d in te re st on revenue b o n d s (se rie s A ) ...... 8 5 2 ,0 3 1

Accrued expenses and deferred incom e ...... 4 6 7 ,1 5 4

Retained on contract payments ...... 4 3 0 ,7 2 8 Revenue bonds (series A), 43,4% due October 1, 1998 71,750,000

Fund balances (Note B) ...... 22,957,913

$96,645,157

THE ACCOMPANYING NOTES ARE AN so rt a u t h o r it y

ANALYSIS OF CHANGES IN FUND BALANCES

FOR THE FISCAL YEAR ENDED JUNE 30, 1964

Fund balances June 30. 1963 $19,690,822 Revenues (per accompanying statement of net revenues) ...... 1 1 ,6 0 4 ,5 8 2

Income from investments in U.S. Government obligations 6 0 2 ,2 0 4 Federal Aviation Agency grant in aid of construction ...... 3 2 2 ,6 3 9 Current expenses (per accompanying statement of net revenues) ...... (4,368,379)

Cost of equipment and of maintenance and repairs, less proceeds from property damage insurance claims ...... (2,237,564)

Cost of equipment transferred to facilities completed 1 6 4 ,4 9 2

C o st o f research stu d y ...... (7 ,6 0 5 ) Interest on revenue bonds (series A) ...... (3,408,125) Interest on bonds issued for paying cost of initial improvements 5 9 4 ,8 4 7 Fund balances June 30, 1964 (per accompanying statement of financial position)

(N ote B) ...... $22,957,913

Summary of fund balances June 30, 1964: Interest and sinking fund $ 9,545,064

Improvement and land acquisition funds 6,446,920 Construction fund 2,731,699

Reserve maintenance fund 1,908,126 Revenue and operating funds 1,207,938

Port properties fund 898,393 Research fund 219,773

$22,957,913

IT QF THESE FINANCIAL STATEMENTS.

27 STATEMENT 0|E

FDR THE FISCAL YeJO

Mystic River Airport Port REVENUES Bridge Properties Properties* Total Tolls, fees and sales of services $ 4 ,1 3 8 ,6 4 6 $ 2 ,4 2 1 ,9 9 0 $ 2 2 6 ,7 4 9 $ 6 ,7 8 7 ,3 8 5

R e n ta ls 2 5 ,3 7 2 2 ,2 0 3 ,4 5 2 1 ,0 8 2 ,2 1 5 3 ,3 1 1 ,0 3 9

Concessions — 1 ,4 6 2 ,3 6 7 — 1 ,4 6 2 ,3 6 7 O th er 7 8 3 1 1 3 ,7 5 6 3 ,4 2 0 1 1 7 ,9 5 9

Total revenues 4 ,1 6 4 ,8 0 1 6 ,2 0 1 ,5 6 5 1 ,3 1 2 ,3 8 4 1 1 ,6 7 8 ,7 5 0

Provision for revenues of doubtful collectibility — 25,832 (100,000) (74 ,1 68)

Total revenues less provision for revenues of doubtful collectibility 4 ,1 6 4 ,8 0 1 6 ,2 2 7 ,3 9 7 1 ,2 1 2 ,3 8 4 1 1 ,6 0 4 ,5 8 2

CURRENT EXPENSES Administration 1 3 8 ,1 5 6 5 5 5 ,0 3 4 5 1 5 ,5 6 3 1 ,2 0 8 ,7 5 3

O p era tio n 3 5 1 ,1 0 5 1 ,2 2 6 ,7 0 1 1 2 4 ,3 1 4 1 ,7 0 2 ,1 2 0 Maintenance 234,883 773,812 1 5 7 ,1 2 2 1 ,1 6 5 ,8 1 7

Insurance 79,403 1 5 6 ,2 8 5 5 6 ,0 0 1 2 9 1 ,6 8 9

Total current expenses 803,547 2,711,832 8 5 3 ,0 0 0 4 ,3 6 8 ,3 7 9

Net revenue for the year (available for payment of interest on revenue bonds and other costs as set forth in N ote A) $ 3 ,3 6 1 ,2 5 4 $ 3 ,5 1 5 ,5 6 5 $ 3 5 9 ,3 8 4 7 ,2 3 6 ,2 0 3

Add — income from operating fund investments 2 0 ,6 1 0

Net revenue and income from investment $ 7 ,2 5 6 ,8 1 3

THE ACCOMPANYING NOTES ARE AN INTEGF ...... I •□RT AUTHORITY

ET REVENUES

DED JUNE 30, 1964

*None of the revenue from Port Properties is available for debt service other than interest and principal require­ ments for all bonds issued for paying the cost of improvements to Port Properties. Under the Enabling Act the revenue from Port Properties, after certain deductions as defined therein, is to be paid to the Commonwealth of Massachusetts (Note B).

The amount to be paid to the Commonwealth is determined annually on July 20 based on cash receipts and dis­ bursements of the Port Properties for the preceding fiscal year, and for the fiscal year ended June 30, 1964 is as follows:

CASH RECEIPTS

Revenues collected $ 1 ,4 2 7 ,7 6 4

CASH DISBURSEMENTS

C u rre n t ex p e n se s p a id ...... 8 7 1 ,8 4 9

Cost of renewals and replacements (less proceeds from property damage insurance claims) and of acquiring and installing new equipment (Note B) 3 7 1 ,4 2 0

1 ,2 4 3 ,2 6 9

Net revenue from Port Properties, as defined in the Enabling A ct, fo r th e fis c a l year en d ed J u n e 3 0 , 1 9 6 4 ...... 1 8 4 ,4 9 5

Interest paid April 1, 1964 and payable October 1, 1964 on all bonds issued for paying the cost of improvements to P o rt P r o p e r t ie s ...... $ 1 5 6 ,4 1 5

Amortization requirement payable October 1, 1964 on bonds issued for paying the cost of improvements to Port P ro p e rtie s ...... 3 7 ,9 4 7 1 9 4 ,3 6 2

(9 ,8 6 7 ) Interest collected by Trustee through July 20, 1964 on funds invested ...... 9 ,8 6 7

Balance (Note B) $ N on e

OF THESE FINANCIAL STATEMENTS. NOTES TO FINANCIAL STATEMENTS

JUNE 30, 1964

NOTE A The Enabling Act and the Trust Agreement pro­ vide that no allowance for depreciation be made. ACCOUNTING PRINCIPLES Deductions from revenues are made to provide for The Massachusetts Port Authority is a public redemption of bonds and, through the Reserve instrumentality created by an Act of the Legislature Maintenance Fund, to provide for major replace­ of The Commonwealth of Massachusetts, effective ments of property. June 21, 1956. The Authority has no stockholders or equityholders. Revenues and certain other re­ NOTE B ceipts of the Authority are required to be disbursed CONTINGENT LIABILITIES for specific purposes in accordance with the pro­ AND COMMITMENTS visions of the Enabling Act and the Trust Agree­ Payments to The Commonwealth of Massachusetts ment with its bondholders. Revenues are deposited for Port Facilities: currently in the revenue fund and the balance at the close of each month is disposed of by transfer, in Under the Enabling Act the Authority is required amounts and in the sequential order prescribed by to pay annually to the Commonwealth within the the Trust Agreement to the following funds: Oper­ first ninety days after the close of each fiscal year ating Fund, Port Properties Fund, Interest and Sink­ certain specified amounts in consideration for the ing Fund, Reserve Maintenance Fund, Research port properties acquired from the Commonwealth Fund and Improvement Fund. on February 17, 1959. Such payments are contin­ gent upon the cash revenues from the port properties The accounting principles followed by the Au­ for the preceding fiscal year exceeding certain re­ thority are in accordance with generally accepted lated cash expenditures, as defined in the Enabling accounting principles or with the principles de­ Act, and are to continue until the Authority has scribed below which were established by the provi­ paid to the Comm onwealth a sum also defined in the sions of the Enabling Act and the Trust Agreement: Enabling Act. At June 30, 1964 the sum so pay­ able to the Commonwealth, not reflected in the Payment of interest on revenue bonds is provided accompanying financial statements, aggregated in part from the Construction Fund and the remain­ $16,634,000. der from revenues. N o payment is due with respect to the year ended The costs of m aintenance and repairs of an extra­ June 30, 1964 because related cash expenditures ordinary nature or not recurring annually and of ($1,675,819) exceeded revenues by $238,000. renewals and replacements of property are charged This amount is to be applied against Port property against the Reserve M aintenance Fund. net revenues before payments for future years.

The cost of making investigations, studies and Reimbursements to the Commonwealth under State surveys authorized by the Enabling Act are charged Retirement System: against the Research Fund. The employees of the Authority were required, under the Enabling Act, to become members of the The cost of enlarging, extending, reconstructing state retirement system and the Authority will be or improving any facility of the Authority are required to reimburse the Comm onwealth for a pro­ charged against the Improvement Fund. portionate share of any amounts expended by the Bond discount and cost of financing incurred in Commonwealth on account of the Authority’s em­ connection with the issuance by the Authority of its ployees. The liability of the Authority under this revenue bonds are charged against Investments in provision is not determinable prior to the dates on Facilities. which the respective employees retire and no pro­ vision therefor is included in the accompanying At June 30, 1964 $899,992 has been charged financial statements. against Investments in Facilities for payments to Contractual Obligations for Construction: the Commonwealth made or accrued for completed port facilities acquired February 17, 1959 (refer to Contractual obligations for construction were ap­ Note B— Contingent Liabilities and Comm itments). proximately $10,110,000 at June 30, 1964.

30 Ly b ra nd, Ross B ros, O, Montgomery

Accountants and Auditors

Co o pe r s O, Lybra nd

Massachusetts Port Authority Boston, Massachusetts

We have examined the accompanying financial statements (pages 26 to 30) of the Massachusetts Port Authority as at June 30, 1964 and for the year then ended. Our examination was made in accordance with generally accepted auditing standards, and accordingly included such tests of the accounting records and such other auditing procedures as we considered necessary in the circumstances.

In our opinion, said statements present fairly, in con­ formity with accounting principles described in Note A to the financial statements, applied on a basis consistent with that of the preceding year, the financial position of the Massachusetts Port Authority at June 30, 1964, the net revenues and the changes in fund balances for the year then ended.

Boston, Massachusetts August 31, 1964 Elaine M. Craven Margaret 0. Crowley Miriam M. Carlos Minnie B. Chagnon Mary C. Clauss Maureen F. Cobb

Lee Doggett Evelyn A. Dooley Anne V. Cunningham Helen A. Dacey Lorraine M. Daley Elaine G. Dillon

Constance G. Lufkin Helga Dow Ruth E. Ellis Carol Ann Ferrera Eleanor M. Frevold Barbara Grealish

Mary T. Mahoney Michelle R. Miller Carol M. Morris Karen A. Nagle Margaret J. Pelosi Eleanor R. Phalon

AÆ Liane Russo Stephanie M. Thomas Ruth M. Walsh Sarah Welch Muriel Yearwood

32 GENERAL ADMINISTRATION Fred Bacigalupo □ Jean Marie Barry □ Angelo E. Borrelli, Jr. □ Carol i Brennan □ Edward J. Cashman □ Mary C. Clauss □ Maureen F. Cobb □ Elaine M. Craven □ Margaret O. |Crowley □ Anne V. Cunningham □ Helen A. Dacey □ Lorraine M. Daley □ Elaine G. Dillon □ Lee Doggett S Evelyn A. Dooley □ Ruth E. Ellis □ Carol Ann Ferrera □ John F. Fitzgerald □ Bernard E. Garrett □ Robert L. I Larsen □ Elizabeth Lee □ Mary T. Mahoney □ Thomas B. McDonough □ John C. McMullin □ Michelle R. Miller I Carole M. Morris □ Karen A. Nagle □ Margaret J. Pelosi □ Eleanor R. Phalon □ Lawrence J. Robicheau Liane Russo □ George A. Shipps, Jr. □ Stephanie M. Thomas □ Ruth M. Walsh □ Sarah C. Welch HANSCOM FIELD Edward M. Cassidy □ Ronald E. D’lndia □ Joseph M. Flynn □ Bertram A. Jackson | Walter R. Mullane □ David F. Noonan □ Edward L. Nunes □ William A. Wallace □ LOGAN AIRPDRT j Juvenal Aguiar □ William J. Anderson □ Warren Altman □ Forrest V. Allen, Sr. □ Charles T. Arena □ David ¡Baillie □ Carmine V. Barbarisi □ Normand J. Beaudoin □ Isadore H. Bernstein □ Stanley R. Bousz □ Royal A. I Boynton □ Edward P. Bradley □ Francis M. Brennan □ Henry C. Buck □ Thomas E. Bullock □ Thomas A. Cahill IZordo J. Calabresi □ James W. Canole □ Joseph G. Cantera □ Robert E. Carlsen □ Norman R. Collings ■ Harley R. Colyer □ Charles L. Cooney □ Vincent J. Correale □ Americo Covalucci □ Peter Cutrone □ Richard jT. Dalton □ John C. Dane □ Harold E. Dawe □ John DeAngelis □ Francis R. Deveau □ Vincent D. DiMarzo John J. Doherty □ Andrew G. Doig □ Frank L. Drago □ George F. Egersheim □ Lawrence R. Ennis □ William M. Fay □ Jeremiah T. Feeley □ Vincent Fraher □ Joseph T. Frasier □ Eleanor M. Frevold □ Robert F. Fuller John Gargano □ Coleman F. Geary □ Barbara Grealish □ John J. Grealish □ Normand L. Gregoire □ Paul R. Hagan □ John L. Harrington □ John F. Higgins □ John J. Hoban □ George W. Holland □ Edwin P. Hubbard Anthony J. Iudica □ Joseph F. Kajen □ Dennis A. Kane □ Ellis L. Karon □ James E. Kelly □ Claude L. LaHaie Rocco Leardo □ Thomas Lee □ John F. Linehan □ Richard F. Lynch □ William F. Mackey □ John R. Mahan Robert L. Mahar □ Thomas Manning □ Cecil W. Montague □ Louis Marcorelle □ George K. Marotta Cherubino D. Mazzola □ Arthur J. McCarron □ James L. McCoy □ Michael W. McDevitt □ Paul McGilvery John F. McGrath □ James F. McLaughlin □ Albert MacLean □ Joseph E. Meehan □ Arthur T. Messitt Russell O. Morin □ Harry C. Moschella □ James Mulcahy □ Jean F. Murphy □ Harold J. Murray □ Richard ? V. Muscato □ Patrick A. Naples □ Edna Naughton □ Francis W. Noonan, Jr. □ Warren P. Noyes □ James O'Brien Paul D. O’Connell □ Samuel S. Oliva □ John T. Opuda □ Charles P. O’Reagan □ William L. Pappas □ Gennaro J. Perosino □ Joseph Piciariello □ Peter J. Quinn □ Santo J. Ravagno □ Edward J. Reidy □ Henry Reith Walter J. Reinstein □ Frederick Ricciardelli □ Francis L. Roache □ Theodore W. Robbins □ Louis J. Rossi Dolores M. Russo □ George F. Ryan □ Edward Sacco □ Francis C. Sarro □ Frederick A. Schueler □ Henry A. Selvitella □ Frederick Serino □ Jeremiah Sheehan □ William J. Sheehan □ Norman P. Smith □ Walter F. Sosnowski i Guy J. Sperry □ Leonard J. Staff □ Antonio M. Sulprizio □ William F. Sutherland □ Argyle Taylor □ Paul W. I Thibodeau □ Kenneth J. Thomas □ Anthony Trimarchi □ Eric Twickler □ Ralph J. Ventola □ Savino J. Venezia ^MyerWacks □ Raymond R. Warner □ Victor C. Wishneusky □ Muriel Yearwood □ MYSTIC RIVER B R ID G E Frank S. Alioto □ Albert E. Antosca □ Charles L. Archdeacon, Jr. □ Thaddeus Balukonis □ Earle R. Barnard, Jr. □ John J. Barry □ Franklin R. Brewer □ John J. Buckley □ Harold B. Chaulk □ Ralph L. ‘ Ciaramaglia □ Francis A. Costa, Jr. □ John Conway □ Michael F. Costello □ Joseph Coughlin □ Francis E. Crowley i Charles H. Cullinane □ Arthur V. DeFeo □ John F. Diamond □ James A. DiBlasi □ Joseph J. DiLorenzo j John P. Doherty □ Ambrose Donovan □ Robert F. Donovan □ George Duffy □ Charles J. Farrell □ Roland F. J Favreau □ Robert E. Fee □ Salvatore Ferraro □ Ralph L. Filippone □ Robert Fisher □ James E. Foley I Lawrence W. Gilligan n Francis W. Gleason □ Robert Goldstein □ Louis O. Guidice □ Robert F. Hanson Joseph S. Hart □ Kenneth T. Hinchey □ Frederick R. Hooton □ Henry J. Hooton □ Anthony Indingaro Thomas F. Kelly □ Edward Konieczny □ Leo E. LaTanzi □ John F. Leahy □ Donald F. Lewis □ Lawrence M. I Madden □ Harry Malsberg □ William H. McBride □ Jeremiah McCarthy □ Paul F. McDonough □ Martin H. McManus □ Francis J. McQueeney □ Lewis S. Megathlin □ Anthony B. Metz □ James D. Moriarty □ Emile H. Morneau □ Robert Mugford □ Cornelius J. Mullen, Jr. □ Charles B. Myers □ Arthur M. Oppenheim □ James J. Pacheco □ Henry J. Punch, Jr. □ Gerald Rago □ Edward F. Rooney □ Edward Rourke □ William P. Ryan Henry W. Snow □ Anthony Staffiery □ Robert Stapleton □ Paul F. Steed □ John Sutherland □ Bernard Taclof Paul F. Thomas □ Joseph E. Thornton □ Robert A. Ware □ John H. Warren □ Daniel E. Welch □ JohnW. Welch □ Joseph J. Whalen □ William F. Whitebone □ Murray C. Zimbel □ T H E P O R T James F. Ahern Lawrence Arone □ Richard Barry □ Miriam M. Carlos □ Minnie B. Chagnon □ John F. Conroy, Jr. □ James R. Cunniff □ Helga Dow □ Richard T. Fleming □ Robert E. Fitzgerald □ Irving M. Grant □ Anthony G. Griffin Daniel J. Hartnett □ John Hannon □ James A. Hickey □ Thomas F. Hughes □ William E. Joyce □ Thomas J. |j Kiely □ John T. Lawler □ Constance G. Lufkin □ Henry T. MeAuliffe □ William F. McDonough □ Robert | MacDougall □ Charles Ochs □ Michael Russo □ John H. Roach □

ASSACHUSETTS ORT AUTHORITY ORT BOSTON BOSTON TELEPHONE HUBBARD 2-2930 So. 141 MILK STREET, BOSTON, MASS. 02109