MARTA is installing modern sliding fare gates across Atlanta’s rail stations as the centerpiece of its “Better Breeze” fare-collection overhaul.
The project replaces decades-old equipment that frequently malfunctioned, was easy to bypass, and could not reliably count riders or collect revenue. As of late September 2026, work continues at 14 of MARTA’s 38 stations and is expected to finish by the end of October.
MARTA Installing New Faregates: What To Know
The new gates feature taller partitions, contactless tap-to-pay readers, and remote monitoring. Riders can tap a credit or debit card, a mobile wallet, a new orange Breeze card, or a virtual Breeze card. Old silver Breeze cards and the previous mobile app no longer work.
Why the New Gates Are Necessary
The old fare gates had reached the end of their useful life. They were frequently broken, stuck open, or easy to push through or jump. MARTA officials have described the prior system as being in a “state of disrepair,” with gates that anyone could walk through without paying.
This created two related problems: lost revenue and unreliable ridership data. In some periods MARTA could not accurately count rail passengers because taps were not registering, even as other modes of service showed growth.
Fare evasion was a persistent issue. The old equipment invited opportunistic non-payment—jumping gates, walking through emergency doors left open, or simply pushing past broken barriers. Transit agencies nationally have treated high evasion rates as both a financial drain and a signal of disorder that can undermine rider confidence.
MARTA’s new gates are designed to make those behaviors harder. They include taller barriers specifically intended to deter jumping and can be monitored and adjusted remotely. After some of the initial glass panels were smashed, MARTA switched to thicker half-inch glass and posted warnings that damaging a gate is a felony. Cameras throughout the system support enforcement; police have made arrests for both vandalism and evasion since the new gates began operating.
Revenue protection matters because fares help fund operations. During the prolonged construction period MARTA kept some gates and emergency doors open rather than close station entrances. Officials estimated that choice cost about $9.7 million in uncollected fares but argued it was preferable to shutting stations and disrupting service.
Interim CEO Jonathan Hunt has said the agency prioritized reliability and access while crews worked. Once installation is complete, the expectation is tighter revenue control and more accurate passenger counts.
The upgrade also modernizes the rider experience. Contactless bank-card and mobile-wallet payments reduce the need to buy or reload a dedicated card for every trip. New touchscreen vending machines accept cash and cards and give change. ADA-accessible gates are part of the design. MARTA framed the project as preparation for large events, including the 2026 FIFA World Cup matches held in Atlanta, when the system saw a sharp ridership increase. Officials have said the new equipment is harder to tamper with and supports a more secure station environment.
Rollout and Remaining Work
Installation began in late 2025 at stations such as Lindbergh Center and Doraville. The new system went live in late March 2026, followed by a transition period in which both old and new equipment operated and many gates were left open. Fares were required again starting May 30 at stations with completed new gates. Construction delays pushed the original spring completion target into the fall. Some stations still use a mix of old gates, emergency doors, and new equipment. Riders are advised to have a valid payment method to avoid being unable to exit.
Balances on old cards could be transferred through breezecard.com for a limited window. New physical orange cards cost $2 and store value in an account rather than on the card itself. The one-way fare remains $2.50.
The new gates are not a complete solution to every transit challenge—vandalism occurred even after installation, and the transition created lines and confusion for some reduced-fare customers. They do, however, address the core failures of the previous generation of equipment: unreliability, easy evasion, poor data, and an outdated payment experience. Once the remaining 14 stations are finished, MARTA will have a more consistent, monitorable, and contactless entry system across the rail network.
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