All posts by inthesaltcity

Buses That Don’t Go Downtown

May 27, 2019TransportationCentrointhesaltcity

In Syracuse, most major streets lead Downtown. Salina, James, Burnet, Erie, Genesee, Fayette, Onondaga—all of them are good for getting into and out of the city center.

Most other major streets at least point towards Downtown, even if they don’t reach it. Midland, South Ave, Wolf, Court, and Butternut all end in neighborhoods outside of Downtown, but they all join up with a roughly parallel street that does reach the city center.

When so many major streets—the ones lined with businesses, the ones running through close-knit neighborhoods—lead Downtown, it makes a lot of sense to run bus lines on all of them and to make all those lines intersect at one spot Downtown at regular intervals. It’s it’s the simplest way to connect all of those different neighborhood main streets, and it’s exactly what Centro does.

But there are plenty of major streets in Syracuse that don’t point towards Downtown at all. Brighton, Geddes, Park, Grant, Oak, Teall, and Westcott are all good streets to run a bus on, but none of them has its own line. Grant Boulevard runs from Eastwood to the train station and Mall, passing through heavily populated parts of the Northside where many people do not own cars. The 80 and 52 buses each run along Grant for a couple of blocks, but it’s impossible to get from one end of that street to the other by bus because Centro won’t run a bus line that doesn’t get its riders to the Downtown Hub.

The result bad for bus riders in two ways. Buses like the 80 and 52 try to do two contradictory things (go Downtown and serve Grant Boulevard), and they end up doing neither very well. If you’re taking one of these buses to Downtown, then those zigs and zags that it makes on parts of Grant (and also Park Street) are a waste of your time.

The 52 and 80 buses zig and zag across the Northside

At the same time, riders can’t actually use these buses to get along a street like Grant. This makes it really inconvenient to get between two points on one side of town—between Eastwood and Westcott, say, or between Grant Village and the Mall—because you have to go all the way Downtown to make the transfer.

Centro could fix both problems with new bus lines that follow these streets without ever trying to get downtown. Taking Centro’s existing jogs and deviations as a starting point, here are some potential crosstown lines that never go Downtown.

These bus lines (or ones like them) would make it much easier to get around town. That’s obviously true if you’re traveling along one of these lines (from Skunk City to the Mall, say), but it’s also true for people transferring between two lines. Imagine trying to get from the corner of Colvin and Salina to OCC. Currently, you’d have to ride more than a mile north (away from where you’re going) to connect with the South Ave bus that will take you to OCC. The full trip is 5.5 miles. If there were a bus running East-West on Brighton, though, you could walk ⅓ mile to catch it, ride west to South Ave, connect to the OCC bus there, and reach campus in less than 3.5 miles.

Going out of your way to transfer

Making the transfer on your way

At the same time, these lines would make the Centro’s existing lines more useful by allowing them to run in straight lines. Some James Street buses take an extra 12 minutes to get Downtown because they detour along Teall. A bus running along Teall from Lyncourt to Westcott would eliminate the need for that detour and make Centro’s James Street service faster, more efficient, and more useful to people actually trying to get Downtown.

The 21 bus does 2 things poorly

2 buses could do each thing well

Right now, Centro is trying to “fill in service gaps” with some money that it just got from New York State. The most egregious gaps in Syracuse’s bus service are temporal—even the busiest lines have service gaps that last more than an hour during the middle of the day—and Centro needs to fill them first.

The next gaps that need filling are the ones on Brighton, Teall, Westcott, Geddes, Grant, Bellevue. Crosstown bus lines on those streets would make it easier, faster, and simpler to get around Syracuse by bus. Combined with the SMTC’s planned BRT service, these new lines would make it easy to live in Syracuse without a car.

Walking to Armory Square

May 21, 2019Planninginthesaltcity

Syracuse City Hall is working with the SMTC to make it easier for people to walk around Armory Square. That’s great news! Lots of people get around that area on foot, and they often have to put up with cars blocking the crosswalks, speeding down the street, failing to yield to pedestrians at stop signs, etc.

SMTC has lots of good ideas—like widened sidewalks, raised intersections, and curbless streets—to make the area safer by slowing cars down and giving pedestrians more room. They’re even talking about banning cars from Walton Street entirely to create a ‘pedestrian mall.’

Screen Shot 2019-05-17 at 4.53.56 PM

That all sounds great, but it takes more than banning cars to make a place truly accessible to people who don’t drive.

Look at Downtown’s other pedestrian mall. You know, the 200 block of East Genesee Street between Warren and Montgomery. If you’d forgotten about that block, it’s probably just because no one actually goes there. Despite having all the same features that SMTC is talking about for Walton—landscaping, furniture, no curbs—few pedestrians use it because there’s no reason to walk there. No businesses occupy any of the storefronts that line the street even though there are popular restaurants and retail on all the surrounding blocks.

There’s another kind of mall in Syracuse that’s no good for pedestrians in a different way. Inside, Destiny USA is the ultimate pedestrian environment. It’s an entire downtown’s worth of retail compressed into a highly walkable, climate controlled, carless simulacrum of Syracuse’s old city center. People go there to walk for exercise without ever entering any of the stores. The problem is that, even though walking is the only way to get around the mall, almost no one actually walks to the mall. It’s surrounded on all sides by parking lots, so nobody can live within walking distance of it, and because no one lives within walking distance of it, most everybody has to drive to get there.

Even though these two places look very different, they both failed for the same reason: they’re isolated attempts to carve out pedestrian space in a car-dominated city. Genesee Street is a pedestrian shortcut between Clinton Square and Columbus Circle, but too few people actually walk between those two places to support a business that might open up on the first floor of the State Tower Building. Destiny has always catered to car traffic from Canada and Pennsylvania, assuming that people in Syracuse will have to drive to shop there too.

Armory Square can’t just be a destination—a carless street that’s cool because it’s so different from the rest of the car-dominated city—a quaint pedestrian island in a sea of car traffic. If that happens, Walton Street will stay a place that people necessarily reach in a car, and it will either have to be surrounded by parking lots and garages (already sort of true), or it will wither and die when people stop driving there. Either outcome would make it impossible to duplicate Walton’s success on the surrounding streets.

Parking lots and garages surrounding Armory Square

The way to avoid that trap is to make more space for people to walk, bike, and bus throughout the entire City. That means big things like extending the Creekwalk through the Southside, and it means small things like fixing cracked sidewalks. It means taking space from cars by narrowing travel lanes, and giving it back to people in the form of bike lanes and wider sidewalks. It also, most definitely, 100% means improving Centro as a way for people to get all around the City at all times of day. Do all that, and Armory Square will become a better place to walk because Syracuse will be a place where people get around on foot.

This process is still in the planning stages. You still have the opportunity to read the slides from the presentation, and email SMTC to let them know that Syracuse needs to elevate carless transportation in the whole city if it wants to make Armory Square better for pedestrians.

Centro and I81

May 16, 2019TransportationCentro, I81, ReZoneinthesaltcity

At the March 22 hearing on public transportation in Syracuse, State officials asked Centro CEO Rick Lee why more people don’t ride the bus. Lee responded that Syracuse is a 20-minute city—overbuilt car-infrastructure and a spread-out population mean that there’s very little traffic, so people who can afford to own a car choose to drive. Magnarelli immediately interjected with “I hope it stays that way.” Rick Lee laughed kind of nervously and muttered ‘no comment.’

This exchange laid bare the absurdity of Centro’s public stance on I81. Centro has refused to take a position on the biggest transportation project that its service area has seen in 50 years, pretending that no matter what happens, Syracuse’s bus service will chug right along. That’s a nice thought, but it’s stupid. The viaduct is an impediment to bus service now, and replacing it with the Grid will make Centro more useful to more people.

Currently, the 30, 58, 62, 68, 76, and Connective Corridor buses all run in the area around the 81/690 interchange. That’s 40 acres of barren land where very few people (often no people at all) get on or off the bus.

Running a bus through the I81 dead zone is a lot like running a bus along an unpopulated stretch of rural road—it adds expense without making the bus more useful to anybody. Centro can’t avoid the I81 dead zone—like it could shorten a rural route—since people need to cross it to get between Downtown and the Eastside.

So the dead zone needs to disappear. That means making it into a place where people live and work—where people will get on and off of all those buses that already run on its streets.

The Grid is Syracuse’s best chance to get rid of the I81 dead zone. The Gifford Foundation envisions new housing, businesses, and institutions in that area, and the Allyn Foundation is working with City Hall on a project that could bring all of those things into that space. ReZone will help by allowing more homes and businesses on those blocks, but it needs to go further by eliminating parking requirements there (and, really, across the entire City).

All of that new building will allow more people to live and work in a part of the City that already has pretty good bus service (and could get even better service), so the bus will be a good option for more people in Onondaga County to get around. That’s how Centro can benefit from the I81 project, and that’s why Centro needs the Grid.

How Valuable is Street Parking, Really?

May 7, 2019Planninginthesaltcity

This week, the Common Council passed a budget that will raise the prices drivers pay to park at the curb. The higher parking meter rates are supposed to bring in $600,000. City Hall needs that money to keep property taxes under the state cap. In this way, the Common Council is treating parking meters primarily as a source of revenue.

Of course, metered parking also has another purpose—demand management. When it costs money to park at the curb, drivers minimize the amount of time that they leave their cars just sitting there. This is a good thing when that curb space is valuable to lots of people. Spots right in front of popular stores, for instance, can accommodate more customers over the course of a day because no one hogs the space for too long.

Parking meters reveal how much drivers value on-street parking spaces. If parking costs $1.25 an hour, and the spaces are full, then it’s a good bet that drivers are willing to pay even more to park at the curb. If the rate goes up to $5.00 per hour and people stop parking on the street, then you’ll know that drivers value street parking at less than that amount.

This is an opportunity for Syracuse to find out how much drivers really do value that street space. After City Hall raises the meter rates in order to raise new revenue, it should keep an eye on how those higher prices affect demand for on-street parking. If there’s no significant change, that means City Hall is still undervaluing that street space. It can raise the rates again, generate even more revenue, and continue to watch demand. Repeat that process until demand slackens, and City Hall will have a good idea of how much that street space is worth to the people who park their cars in it.

This would be good information to have for all kinds of reasons. It would allow City Hall to accurately charge different rates on different streets where there’s more or less demand for parking. City Hall could also use this data to adjust the amount that it charges over the course of the day, anticipating regular surges and slacks in demand. Fine tuning Syracuse’s parking rates in these kinds of ways would maximize the revenue that City Hall brings in from this public resource.

Revealing the true value of on-street parking would allow City Hall to think about that street space differently. There are probably blocks where few drivers are willing to pay even $.50 per hour to store their car. Judging by how empty Downtown’s curbs are after 6pm—when it’s totally free to park on the street—City Hall might find out that drivers don’t really value on-street parking very much at all. That opens an opportunity to put those parking lanes to better use.

Take Washington Street. Through Downtown, parking lines it on both sides. That means between ⅓ and ½ of the street is given over to car storage whether or not people actually store their cars there. Washington Street is also a major bus corridor where all the Eastside routes share space with many of the Northbound routes. Street-space on Washington is valuable to Centro, and those Downtown parking lanes might be better used as bus lanes Downtown.

Right now, it’s hard to make an argument about that one way or the other, but if City Hall can accurately reveal how much drivers really do value those parking lanes in dollar terms, then it will have hard data to inform decisions about better allocation of street space.

Washington Street on the left, Fayette Street on the right. Which wastes more space?

This goes beyond buses—other kinds of uses deserve priority on other streets. Parking lanes could be put to better use as bike lanes, bump-outs, rain gardens, parklets, or even just wider sidewalks on so many streets in Syracuse. It’s just this assumption that every street has to have curbside parking that’s keeping the City from considering all of those other options.

It’s time to revisit that assumption. The Common Council’s decision to raise meter rates will bring in new revenue, but it is also an opportunity to gage how much people actually value on-street parking in Syracuse. That data will empower City Hall to more intelligently allocate a scarce public resource—street space—for uses that

Housing Instability and Rent

April 29, 2019PowerReZoneinthesaltcity

Since 2015, City Hall’s Innovation Team has worked out new solutions for old municipal problems like aging infrastructure and snow covered sidewalks. Since February of 2018, the I-Team has set its sights on housing instability—both a major cause and effect of poverty in the City.

In a recent series of blog posts, the I-Team described its recommendations (also summarized on this 1-page handout). They include things like more active code enforcement, better provision of social services to renters on the brink of eviction, and organizing renters into a tenants union.

These initiatives are a helpful mix of quick-fixes (like tenant and landlord education) and long-term structural changes (like a tenants union). They include scalable pilots (like anti-eviction case management for SHA tenants) and city-wide initiatives (like the Bureau of Administrative Adjudication). By approaching the problem from so many angles, at so many scales, and on so many different timelines, the I-Team has developed a raft of policies that should improve the lives of people living in Syracuse even if one initiative or another ultimately fails.

However, this set of policies skirts a central cause of housing instability in Syracuse: the gap between the rents that landlords charge and what tenants can afford to pay. A strong and militant tenants union could eventually push rents down (although the I-Team seems to see such a union focusing instead on fighting evictions and educating renters), but expanded rental registry and more proactive code enforcement will likely push rents up. In a city where 56% of tenants can’t afford their rent, that’s not enough.

It’s within City Hall’s power to address this. First, City Hall can put affordability at the center of its Blueprint 15 plans by ensuring that the project does not reduce the total number of affordable homes in Syracuse. This will mean increasing the size of the project and potentially expanding its footprint to include state-owned land on Downtown’s eastern edge.

Second, City Hall needs to enforce its own 2016 ban on source-of-income discrimination in Syracuse’s rental market. A year and a half after City Hall enacted that ban, landlords still advertise in plain language that they will not rent to tenants who receive public assistance. Without proper enforcement, the ban has no effect and rent-burdened tenants are denied housing choice. (This year’s State budget included a state-wide ban on source-of-income discrimination—maybe it will have more effect).

Third, City Hall can restructure the City’s private housing market to reduce rents in the long term by amending its zoning ordinance. That ordinance puts an artificial limit on the number of homes in the City, it prevents land lords from modifying their properties to better serve a changing population, it makes it hard to build new homes where they’re needed most, and it pushes high-priced development into low-income neighborhoods where the rent-burden is greatest. The ReZone project is an opportunity to remove all of these artificial generators of housing instability, and that’s an opportunity City Hall can’t afford to waste.

So much of what drives up rents and causes housing instability—financial markets, construction costs, HUD policies—is completely beyond local control. These are national problems faced by every city in the country, and some of the most effective solutions will have to come from the national level. But City Hall isn’t powerless to improve the situation for people living in Syracuse now. The I-Team’s proposals will do a lot of good. They’ll do even more when coupled with additional policies that tackle rent head-on.

Moving Forward After the Viaduct

April 23, 2019TransportationI81inthesaltcity

On April 22, NYSDOT (finally) released its plans for the I81 viaduct in Downtown Syracuse. The highway’s coming down, and it’s staying down. This is good news for the City, but it’s not the end of the process. NYSDOT still has to finalize its designs, hire contractors, and actually do the work. Syracuse needs to stay engaged to ensure that this process results in a better more equitable city.

NYSDOT’s plans should also direct the City’s attention to the future. Removing the viaduct means rebalancing Syracuse’s citywide transportation network to elevate walking, biking, and busing—not just driving. The DEIS includes some of the new infrastructure necessary for that rebalanced transportation system, but, because NYSDOT confined itself to the area immediately adjacent to the existing highway, its plans are just the beginnings of a truly citywide system. It’s up to the City to build out the rest.

Take the planned addition to the Creekwalk. That new trail will follow the creek’s west bank from Erie Boulevard to Evans Street, it will provide new views of the old Erie Canal culvert, and it will actually be useful for people getting between the Westside and Franklin Square.

But Evans Street has no sidewalks where it connects with this new trail. It’s just a blind curvy street—not a good place for people to walk. If the new trail is going to actually be useful for people getting around on foot, Evans Street needs new sidewalks.

Or look at this plan for a bike lane for State Street:

“A two-way raised cycle track would be provided on the west side of State Street between James Street and Erie Boulevard. A shared use (bicycle and pedestrian) path would be installed between Erie Boulevard and the Empire State Trail on Water Street”

That’s a great adjustment to a street that will see a lot less car traffic once it stops feeding the highway, and a raised cycle track is far superior to a lot of the bike infrastructure that Syracuse has now, but NYSDOT’s planned track only runs for 2 blocks. At one end, the track will connect to the Canalway Trail, but at the other it just stops at a big car-dominated intersection.

City Hall’s 2012 Bike Plan included bike lanes for both State and James Streets at this intersection. If they existed, then NYSDOT’s 2-block cycle track could actually be useful to someone trying to get across town by bike.

A few blocks north, NYSDOT’s plans to remove the northbound highway onramp from the Butternut Street bridge will mean a lot less traffic at the intersection of Salina, State, and Butternut Street.

That’s good news for Centro, whose eventual BRT network should make that intersection a major transfer point for Northside buses. NYSDOT is offering to “coordinate with Centro on potential street improvements (transit amenities such as bus stops and shelters, bus turnouts, and layover and turnaround places) in the project limits to enhance and support access to Centro’s transit initiatives”—what a great opportunity for Centro to build a high quality transfer station built with somebody else’s money! It’d be hard to make that ask now, though, because, as it stands, there isn’t a transfer station planned for that intersection because there aren’t even any planned BRT lines that could intersect there. Centro needs to get a move on with it’s BRT network before this opportunity slips away.

The decade-long fight over the I81 has been a fight over what kind of city Syracuse is going to be. One that caters to car-owners over everybody else, or one that balances and incorporates the different needs and habits of everybody who lives in and uses the City. Hopefully, this DEIS means that fight is over. The challenge now is to actually remake Syracuse in that image. These three projects are just examples of ways to do that—the DEIS is full of other starts and suggestions. The important thing is to act on them and make Syracuse into the city that it needs to be.

What the Mall Does for the City

April 18, 2019Power, Transportationinthesaltcity

This week, the Post-Standard reported that Destiny USA may default on its mortgage.

The mall was the defining issue of the 2000s—like I-81 is of the 2010s—and a lot of people are still bitter that Syracuse gave away so much public money in exchange for ridiculous and ultimately unfulfilled promises (an aquarium, an imitation Erie Canal Village, a hotel shaped like grass).

the promise

the reality

For those people, this news is the ultimate ‘I told you so moment’ and a dream come true: the opportunity to unmake the mistake of subsidizing the mall in the first place, wiping the slate clean and allowing a new thing to happen at the mouth of Onondaga Creek.

That’s not going to happen. If Shoppingtown’s taught us anything, it’s that doomed malls die slow deaths. And anyway, as Rick Moriarty reported, it’s all probably just a play by Pyramid Companies to get a better rate on their mortgage.

Even if the Mall were to fail, that wouldn’t be a great thing for the City. Destiny has centralized retail in the Syracuse metro area, and that benefits the City proper by making public transportation more effective and by giving City Hall leverage in negotiations with the County.

Centralized Retail

Macy’s only has one store in the Syracuse market, and that store is at Destiny. The same is true for Lord & Taylor, JC Penney, and dozens of other retailers. If those stores weren’t located at Destiny, they’d be somewhere else in the County—probably somewhere in the suburbs like Penn-Can, Shoppingtown or Great Northern. Destiny beat all of those other locations out, and it pulled their tenants into the City.

Transportation

If you get around in a car, then it doesn’t much matter whether Macy’s is in Clay or Cicero or DeWitt or Syracuse. This is a 20-minute-city, after all. If you get around by bus, though, it matters a lot. Neither Clay nor Cicero nor DeWitt can support good bus service, but Syracuse can, and Destiny has some of the best bus service in the entire County.

That good service has made the Mall the most popular bus stop in Centro’s network by far. That matters because the Mall is a major center of employment—especially entry-level employment. Getting all those jobs within reach of all those buses is exactly the kind of thing that economic development should do, and it’s a rare, major, unsung success in this town.

Negotiating Power

City Hall and Onondaga County just renewed the sales tax sharing agreement that Joanie Mahoney and Stephanie Miner negotiated in 2010. A lot of people want to hold that agreement up as a symbol of increased cooperation and goodwill between the City and its suburbs, but it’s really a symbol of the City’s growing economic power.

The basic question is this: should City Hall charge and collect its own sales tax within the city limits, or should it leave that up to the County in exchange for a cut of the County-wide revenues? If there’s not much retail activity in the City, then there’s little sense in giving up even a small cut of the County-wide revenues. The County understands this, and it used to be able to get City Hall to accept a small sliver of sales tax revenue. City Hall negotiated from a weak position and got screwed.

Now that Destiny has drawn so much retail activity into the City, though, City Hall has a much stronger position in those sales tax negotiations, and that empowers the Mayor to get a better deal.

. . .

The Mall has a rocky relationship with the City. It’s tricked Syracuse out of a lot of property tax revenue at a time when City Hall needs all the money it can get. It closed the door on the possibility that Downtown would ever be a major retail destination like it was 60 years ago. It’s currently trying to get a $3,600,000,000 hole bored through Syracuse for no good reason.

But the Mall has also been good for the City in ways that don’t get much attention. By centralizing the metro area’s major retailers, it put a lot of jobs within access of public transportation. By bringing that retail activity within the city limits, it has strengthened City Hall’s negotiating position with the County.

Accounting For Parking’s Costs

April 8, 2019PlanningReZoneinthesaltcity

Too much parking is a bad thing. It spreads people and buildings farther apart so that it’s difficult to deliver municipal services, it undermines public transportation by artificially reducing the cost of driving, and it reduces housing opportunity in good neighborhoods by wasting land on car storage. Those costs are spread out over the entire community, though, while the benefits of excessive parking space—always having a place to store your car, attracting tenants or customers who prefer to drive—mostly go to specific people. The problem is that those people who benefit most from parking—property owners—are the ones in a position to build it, and they rarely account for the wider community costs of building too much of it. This is a classic externality problem, and it’s the kind of thing that government should step in to fix.

Unfortunately, Syracuse’s City Hall doesn’t account for the negative effects of excessive parking either. Its zoning ordinance treats parking like a public good that needs to be preserved through regulation. That ordinance requires houses to have such-and-so-many parking spaces per family, and it requires restaurants to have a different number of spaces per square foot. Every potential use has a required minimum number of parking spaces, and that’s what’s most likely to influence property owners’ decisions to build parking on their land. The result is too much parking with too little attention paid to its external costs.

The simplest thing that City Hall can do to fix this is to eliminate parking requirements entirely. Families who don’t own any cars at all are forced to pay for the privilege of being able to store one at their home, and businesses that could hire bus riders end up having to locate where there’s enough space for a huge parking lot, even if that’s nowhere near a bus stop. These homeowners and employers are the kinds of people who might choose to build less parking all on their own, if only they were allowed to do so.

City Hall can also take a more active role to direct the costs of parking to the people who actually want it. Take big apartment buildings. If a developer figures that an apartment with a parking space will be easier to rent than one without, then they might build a new building with just as many parking spaces as apartments. That’s the proposed plan for a building on Genesee Street, despite the fact that those apartments are within easy walking and biking distance of both Downtown and University Hill. Tenants in this building will wind up paying for a parking space through their rent even if they chose it specifically because they don’t own cars and wanted a central location. Their rent will subsidize other tenants’ car-driving habit.

City Hall could fix this problem by forcing landlord to unbundle the cost of parking from the cost of renting. Seattle’s done it, so landlords out there can’t hide the cost of parking in the rent. Tenants only pay for parking if they want it, and that pressures developers to build only as much parking as is actually useful.

The Seattle model sets a price for parking in a single building only after it’s constructed and occupied. At that point, it’s difficult for the property owner to respond to that price by either adding more parking or more apartments.

Syracuse can get developers to account for the cost of parking before they build with a city-wide cap-and-trade system. City Hall could change the current minimum parking requirements that apply to each property based into a maximum parking requirement. Property owners who build less than the maximum number of parking spaces would receive credits for the difference. They could then sell those credits to other property owners who want to exceed the parking maximums on their land. This would allow property owners to build as much parking as they think is necessary, but it would force them to internalize the costs of providing excessive parking. It would also give property owners an incentive to build fewer parking spaces. The result should be concentrations of parking in certain parts of Syracuse where cars are most necessary, and much less parking in the neighborhoods where cars are least necessary.

Parking imposes costs on Syracuse. Too often, those costs don’t enter into any one property owner’s decision about whether or not to build parking on their land. That’s a shame. City Hall can fix that problem by eliminating minimum parking requirements which distort decisions about how much parking is necessary, by passing laws that concentrate the costs of parking on the people who choose to use it by unbundling rent and parking fees, and by creating a cap-and-trade scheme to match the amount of parking to its demand across properties and neighborhoods. All of these policy interventions will balance the City’s transportation networks, and they will all give people in Syracuse more freedom to create the kind of City they want to live in.

Ending the Spatial Mismatch in Syracuse

April 1, 2019Planning, TransportationCentrointhesaltcity

Syracuse needs better bus service that empowers all kinds of people to meet all their different daily needs. One of those daily needs is getting to work. In a recent hearing on the effectiveness of public transportation in Syracuse, Assemblymember Pam Hunter addressed that directly when she asked about how Centro could overcome the spatial mismatch—the fact that a lot of jobs are located in the suburbs, but her constituents in the City can’t get to them.

That’s usually how people talk about the spatial mismatch: Jobs are in the suburbs and people who need jobs are in the City, so the solution is to get those people transportation to the suburbs. But running more buses out to the suburbs is no solution because that will just take buses away from existing routes in the City—routes that serve more people more efficiently than a line in the suburbs could.

A better solution is to eliminate the spatial mismatch by encouraging employers to locate where people already live and where the buses already run.

Consider this exchange between Kevin Schwab of CenterState CEO and Senator Rachel May. Schwab told a story about how a business located on Taft Road is difficult to reach by bus and how one of its bus-riding employees has to walk two miles from the bus stop to get to work. Schwab used this anecdote as evidence that Centro should run a bus line along Taft Road. Senator May agreed that it’s difficult for bus riders to get to work in the suburbs, but she also suggested that this company, if it wanted to be able to hire people who don’t own a car, should have set up shop closer to a bus stop. Schwab responded that employers have a hard time finding suitable sites near existing bus lines.

Suitable means cheap. Centro’s best service is in the County’s urbanized center, but the land in the center costs more money, is divvied up into smaller parcels, and is more often polluted than land on the County’s edges.

For a lot of employers, these costs are just too high a price to pay for the benefit of being able to hire bus riders. 70 years of subsidies for private cars and disinvestment in public transportation has marginalized bus riders to the point that they’re too small a portion of the labor market to sway employers’ behavior. Car drivers, on the other hand, have no problem getting employers to take on the enormous costs required to provide free parking.

It’s a question of power. Car drivers have more power over where employers choose to locate than do bus riders. The result is the systematic exclusion of bus riders from employment opportunity. In this City, that’s systematic racial and economic exclusion, it causes poverty and segregation, it hurts the entire region’s economy, and it needs to end.

In the short term, City Hall and Onondaga County can do their part by supplementing bus riders’ power with incentives for employers to locate on bus lines and/or within walking distance of economically disadvantaged neighborhoods. There is plenty of empty land on the Lakefront, at the Inner Harbor, Downtown and along Erie Boulevard where Centro runs good service (and plans to run even better service), and many of these sites are already under SIDA or OCIDA control. Steering economic development to these sites should be a part of County Executive Ryan McMahon’s PIE agenda (poverty, infrastructure, economic development).

In the long term, bus riders will need structural changes to the region’s transportation system in order to gain power in the labor market. Centro needs new investment to provide all-day frequent service that covers enough of the City that many different people can meet all their daily needs. That will make life without a car more feasible for more people, grow Centro’s ridership, empower bus riders in the labor market, and force employers to respond to that newly empowered constituency’s needs. That means building out the two BRT lines that SMTC planned in its SMART1 study, and it means expanding on that study to develop the full BRT network described in the STSA.

There are too many people in Syracuse who can’t get work because the jobs that are available are out in the suburbs and out of reach for people who ride the bus. This travesty is called the Spatial Mismatch, and it’s a problem of power—bus riders don’t have the power to force employers to respond to their needs by locating in places accessible by bus. The solution is to build bus riders’ power. In the short term, this means using economic development to incentivize development on existing bus lines. In the long term, this means investing in Centro so that more people ride the bus as part of their daily lives, increasing bus riders power over employers’ decisions about where to locate.

What Are Buses For?

March 25, 2019TransportationCentrointhesaltcity

During a March 22 hearing on public transportation in Syracuse, local legislators asked over and over again why Centro isn’t doing more to get people to work. Assemblymember Pam Hunter asked how more frequent service would help her constituents if it didn’t give them access to jobs in the suburbs, State Senator Rachel May asked why Centro doesn’t use smaller vehicles to provide tailored service for specific employers, and Assemblymember Bill Magnarelli went so far as to suggest that employers should pay Centro directly to get better service for their employees. Through the entire hearing, these legislators assumed that the point of public transportation is to get workers to their jobs—an assumption that Rick Lee, Centro’s CEO, affirmed when he described public transportation as a series of routes that get people to and from work.

That’s an understandable assumption and an understandable focus. The issue at top of so many people’s minds is getting and keeping a job, and a lot of people need Centro in order to do that. One third of people living in Syracuse do not own a car, and two out of every three people who responded to SMTC’s 2018 survey ride the bus to get to work.

But that’s not all the bus is for. That same survey showed that one of every two people ride the bus to go shopping, one of every two use it to keep appointments, one of every four ride Centro to get to school, and one of every four ride the bus for ‘recreation.’

People in Syracuse who commute by bus choose to do so because, for them, it is the best option—in many cases, the only real option—for traveling any kind of distance in the City. People who ride the bus to work also ride the bus to get around the City to do the various things they do every day, and Centro needs to meet all those needs.

That survey also showed that one third of people who ride the bus do not use it to get to work at all. These might be people who walk, bike, or carpool to work. It might be people who are retired or who are too young to have a job. It might be people who work from home or who do necessary work in the home even if nobody pays them for it. It doesn’t matter why they’re not commuting by bus, what matters is that the bus is still an important part of their daily lives, those lives have value, and Centro needs to meet their needs too.

It’s never a bad thing to ask about how any government service can fight poverty in Syracuse. People in the City need paying jobs, and they need to be able to get to those jobs. But that narrow focus on commuting misses the full and necessary role that Centro plays in so many people’s daily lives.

Buses need to run where people will ride them—sometimes for work, but also for school, for groceries, for appointments, for church, or whatever else it is that some person needs to get done in their day. When Centro provides reliable frequent service to those neighborhoods, then businesses and people seriously concerned about bus access will choose to locate in them. Buses-for-commuting will be the same as buses-for-shopping and buses-for-visiting-family, because the bus will be a viable means to living daily life. After all, that’s what buses are for.