The Syracuse University Bus Network

Walk west on Euclid Avenue, and from the time that SU’s campus comes into view to when you get to Comstock Avenue, you’re guaranteed to see at least a handful of buses pulling in and out of the University. SU operates as a sort of second Hub, and the buses that originate, terminate, and run through there constitute a sort of second bus system nested within Centro’s larger tri-county network.

every bus line that serves SU’s College Place bus stop

Although College Place acts as the hub where every single bus line meets, it’s possible to make transfers at other stops too. Lines that leave that College Place in different directions sometimes meet back up again at important points like the intersection of Genesee and Westcott or the corner of Westcott and Broad. This creates secondary transfer points that riders can use to move between different lines in the system without ever going through the main hub. Low service frequencies make that kind of transfer unlikely, but it is at least possible within the network design.

Every 40 minutes or so, a lot of buses leave the Downtown Hub all at once. One or two buses leave College Place every couple of minutes

And although College Place acts as a Hub, the network doesn’t rely on lineups to help riders transfer between different lines. This is partly because the overwhelming majority of riders are either trying to get to or from SU, so there’s no need for them to transfer. And it’s partly because some lines (like the South Campus/Connective Corridor) run right through College Place, so there’s no need to actually change buses to ‘catch’ that connection.

Ditching the whole concept of the lineup frees Centro to run significantly more useful service for SU. The South Campus line, for instance, makes 138 runs between 7am and 3am. That’s service every 8 to 10 minutes all day long, and it’s so useful that students living at South Campus simply don’t need to own a car in order to get back and forth between their housing and their classes. That kind of service is only possible at SU because they’re not concerned with fitting every single bus run into the rube-goldberg service model that is the lineup.

These are good lessons to apply to Centro’s main network. The Downtown Hub doesn’t have to be the network’s only transfer point—people travelling from Mattydale to Liverpool should be able to change buses at the Mall, say. And it shows that Centro can run both frequent service and pulse service simultaneously—frequent service on high-performance BRT routes, say, while maintaining pulse service for suburban coverage routes. Centro’s SU service offers a model for the kind of public transportation that the rest of the City needs and deserves.