% • C c n - t A : »>v ^ ' MR 387. Mi+l83r 196U c . l A - [ ° l t r.mViV A U TH O R ITY 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 M ARITIM E 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 FIN AN CIAL 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.