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Thomas Bardenett

Urban Planning - Writer - Filmmaker
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Neighborhood from Hey Arnold!

What Our Childhood Shows Taught Us About Cities

September 24, 2019

Since childhood we’ve been shown what our neighborhoods and cities could, and should, be like. Yet, we’ve continued to see our communities develop in ways that diverge greatly from these ideals. It’s time for us to look at what our childhood shows taught us about communities and how we can look to embrace these lessons moving forward. Three shows, more-so than any others, have stuck with me as I’ve grown up, and they each demonstrate the values of living in a diverse city; Mister Rogers’ Neighborhood, Sesame Street, and Hey Arnold!

Life Happens Out In The Street

One of the defining features of Sesame Street, as well as Hey Arnold!, is life on the street. Characters run into neighbors and friends, immediately jumping into personal interactions they would never have had if they were stuck in a car. Sesame Street centers around the stoop of the old brownstone, with the bodega around the corner. Characters weave in and out, much like the ballet of the street that Jane Jacobs describes in “The Death and Life of Great American Cities.” When there’s a problem, someone is always around to help out. When Big Bird or Elmo want to play a game, a friend is only seconds away from passing by.

View fullsize Sesame Street Stoop
Sesame Street Stoop
View fullsize Hey Arnold! Stoop
Hey Arnold! Stoop

Hey Arnold! finds the neighborhood kids in the street as much as they are in school. Baseball in the back alleys, snowball fights on the main drag, and dance battles in the middle of the road. More than any other cartoon, Hey Arnold! embraced its urban setting to tell truly urban stories. Stoop Kid could never have existed out in the suburbs. The Pigeon Man needed the urban setting to look over the city and become an urban legend. Without the common space of the street, these characters would never come to interact with one another.

Public Spaces/ Informal Places

Related to life on the street is the need for public, informal spaces. Mr. Rogers often spent time in his small front yard, interacting with his neighbors. While not fully public, the space was small enough that he was part of the public sphere without being on the street. He often used the space to invite in members of the community, like the local police officer or the mail carrier. Meanwhile, Hey Arnold! thrived on these informal spaces. The kids turned a vacant lot into a baseball field, and transformed an old oak tree into an impressive tree house.

View fullsize Mr. Rogers' yard
Mr. Rogers' yard
View fullsize Hey Arnold! vacant lot
Hey Arnold! vacant lot

Informal public spaces allow neighbors to interact and shape their community in ways that best suit them. While traditional parks and playgrounds are vital community assets, they often come with restrictions in how they may be used. Permits may be needed to throw gatherings, or use of a field may be restricted to leagues that have rented out the space.

In many communities, kids have no way to venture out on their own within their neighborhood. Parks must be driven to so they’re stuck in their backyards with limited to no interaction with the outside world. When they do get out to spend time with other kids, it’s often through leagues or scheduled/planned events. Communities, primarily suburban communities, have robbed our neighborhoods of informality, which leads to a lack of vitality.

On the Northside of Syracuse, where my family has lived for decades, we benefitted from having a large field behind my elementary school. With chalk, a couple cones, and a soccer ball, the field would be transformed every Sunday night into a massive soccer game. Dozens of kids from the neighborhood would flock up to the park to play, never being formally organized through the city but still a reliable occurrence. This is the type of informality a neighborhood needs to thrive.

Public/ Alternative Transit Is Key

While cars may appear in each of these shows, public transit and alternative transit shows up almost every episode. Mr. Rogers welcomes a small trolley into his home each episode to take you to the Land of Make-Believe. This trolley is inspired by incline trolleys found in Pittsburgh that have helped move residents up the steep hillsides for over a century.

View fullsize Mr. Rogers' trolley
Mr. Rogers' trolley
View fullsize Sesame Street subway
Sesame Street subway
View fullsize Hey Arnold! bus
Hey Arnold! bus

Sesame Street often features characters learning to ride bikes or rollerblade, and the set even features a subway stop. Each of these forms of transportation are easily accessible for kids and provide them with freedom to access the city. Hey Arnold! finds its characters on bikes or on the bus in almost every episode. They’ve grown up with a level of independence most kids don’t get to experience because they have access to transit. When kids have to be driven everywhere it limits their range of motion and decreases their independence greatly. We need to encourage kids to ride bikes, roller skate, or walk whenever possible. Sadly, many people live in communities where roads are unsafe for individuals not protected by vehicles.

Diversity!

While I have focused on the physical environment of the city so far, the most important lessons these shows taught us when it comes to community is that we should embrace diversity. Sadly, this is where our communities fail the most.

Look at the casts for each of the shows. Mr. Rogers often invited in guests of different backgrounds, whether different races, different abilities, or completely fantastic characters in the Land of Make-Believe. Sesame Street has continued to emphasize diversity in its casting decisions. Not only do human actors mix in with Muppets of various backgrounds, the human cast itself contains all different ages, races, ethnicities, and backgrounds. They often do segments introducing different languages, cultural backgrounds, and even deal with issues like homelessness. Sesame Street, more than any other show, has sought to be inclusive of everyone.

Hey Arnold! takes a more subtle approach than Sesame Street but still displays a truly diverse neighborhood that reflects the reality of urban life. Arnold’s boardinghouse alone represents a melting pot with boarders from Vietnam and Russia, some with different education levels, and others with varying upbringings. Once you start to look at the neighborhood the racial and ethnic diversity increases (Gerald and Phoebe), religious backgrounds diversify (Herald is Jewish), as do economic backgrounds (Lila’s family is impoverished while Helga comes from a generally well off family). Yet they all interact in a cohesive way that makes the neighborhood vibrant.

In contrast, the reality of our neighborhoods varies dramatically depending on where you live. As an example of this we can look at school district characteristics.

Below are two graphs that display different demographic characteristics among school districts around Syracuse, NY. One line will stand out from all other over and over again: the Syracuse City School District (Blue). Syracuse is a majority-minority district that also has high levels of English as a New Language (ENL) students, students with disabilities, and economically disadvantaged students. Why does this district stand out?

Ethnic Breakdown of School Districts around Syracuse, NySource: New York State Education Department

Ethnic Breakdown of School Districts around Syracuse, Ny

Source: New York State Education Department

Other Demographic Breakdowns of School Districts around Syracuse, NYSource: New York State Education Department

Other Demographic Breakdowns of School Districts around Syracuse, NY

Source: New York State Education Department

Every other district is overwhelmingly white, and most are far wealthier. Yet, Syracuse must provide extra services to most of its students, services that cost a great deal more to adequately administer than the district currently has. This has also limited who is able to get services. Many students who would get extra services in suburban districts must go without in the urban district due to budget constraints. The urban district must focus on those with the most needs, which can often leave behind those with lesser, but still significant, needs.

We have failed to live in diverse neighborhoods. Many have decided to live in neighborhoods where most of their neighbors look and behave like themselves. This is not what our childhood shows taught us. We have failed to live up to the standards we were taught and it’s time that we work to change that fact.

In Urban Planning
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View from 110 Grill at Destiny USA, photo from Syracuse.com

View from 110 Grill at Destiny USA, photo from Syracuse.com

Reinventing the Syracuse Waterfront: Taking Back Destiny

July 19, 2019

Months ago I cam across an article promoting the views of Onondaga Lake from a new restaurant at Destiny USA. The above photo is that view. While there is a sliver of the lake visible, what you focus on is the sea of cars in front of you. I would never describe this as a “view of Onondaga Lake”, but instead a view of the parking lot.

Headline from Syracuse.com

Headline from Syracuse.com

This article stuck with me. Every time I traveled near the mall, be it to a baseball game or the Inner Harbor, I couldn’t help but think about how much space is devoted to parking lots around the mall. Destiny USA sits on just over one million square feet of land, but is surrounded by nearly three million square feet of parking. These lots sit over half empty the vast majority of the year, only filling up for a few days around Christmas. They create a barrier between the mall and the rest of the Northside as well as prevent the city from having access to the lake front. I believe it is time that we push Destiny to dig up the the parking lots in front of the Carousel, towards Onondaga Lake, and create a vibrant park/ plaza area, while also opening up some of the land for other development (perhaps some mixed-use buildings with true view of the lake).

While the mall does need a substantial amount of parking (at least until we improve our public transit system to a point where cars become more optional) it already has more than it needs. Just south of the mall, down Solar St., there are six enormous parking lots that were built as part of the Destiny USA expansion. The furthest lots are more often used by people attending festivals at the Inner Harbor than for shoppers at the mall. Losing the lots on the north side of the mall would not have a significant impact on the overall availability of parking. These large lots have more than enough empty spaces to accommodate these shoppers, and are easier to get to from I-81 and I-690.

A sea of parking lots outside of Destiny USA

A sea of parking lots outside of Destiny USA

Meanwhile, the newly freed up land can become an asset to Syracuse, providing one of the only opportunities for waterfront development and access within the city boundaries. Located along the Onondaga Creek Walk path and just beyond the Regional Market, this land is ripe for becoming public space that connects each of these attractions together.

The park should be an open area with plenty of seating and shade for neighborhood residents and shoppers to congregate. One idea would be to install a large fountain that can be transformed into an ice rink in the winter, much like the fountain in Clinton Square. This site would be incredibly popular during the holiday season, while also providing a way to cool down during summer months.

DFVZHJ7DUZEO3HAEJ2TMHBCQRI.jpeg
DestinyPark.jpg

Flanking the park on either side should be mix-use development. This allows for the mall to expand its footprint to include more standalone restaurants topped by residential and office tenants. These buildings should incorporate green technologies, including green roofs and exterior foliage to embrace their settings within the park. The views from the upper floors or these buildings would rival any in the Syracuse area as it looks out over Onondaga Lake. Residents and office tenants would also benefit from access to the large green space and connections to the Onondaga Creek Walk and Loop the Lake trails.

Screen Shot 2019-07-18 at 8.52.12 PM.png
DestinyPark2.jpg

These trails could see an enhanced connection to the park and mall through a large pedestrian/bike bridge spanning the roadway and the railway. This bridge would provide an opportunity to create a visual icon for the city, tying together the natural beauty of the lakefront with one of our commercial centers. Below are some striking examples of what pedestrian bridges can be, and we should strive to create something unique to Syracuse.

View fullsize Lachlan's Line Pedestrian and Cycle Bridge
View fullsize Long Sleeve Skywalk
View fullsize Rainbow Bridge

While all of these ideas are clearly dreams, I do think it’s time for residents of Syracuse to push for access to their waterfront. We only have so much within the city, so it’s an incredible shame that such a large portion is blocked off by huge parking lots and the railroad. Taking back some of this space and providing enhanced public access on both sides of the railroads would give Syracuse a unique place to gather. It could also help improve the image of Destiny USA, which has often been criticized for the lavish tax breaks the property has been given. Giving back to the community and providing a unique green space to visitors will only enhance its economic position.

In Syracuse, Urban Planning
Comment
Buffalo, NY Metro

Buffalo, NY Metro

Public Transportation Needs More Than a Rail to Run On

June 1, 2019

Public transportation, specifically rail transportation, has been a hot topic lately. The Green New Deal resolution puts rail as a top priority when it comes to transforming our transportation systems (Ocasio-Cortez, 2019, p. 8-9). Numerous cities have voted on whether to increase taxes to support the expansion of rail transit (McDonald, 2018, para. 7). And New York, a city with more rail transit than any other in the United States, is considering adding its first streetcar in decades (Newman, 2018).

Each of these efforts are due to a desire to increase public transit ridership, reduce congestion, and lower greenhouse gas emissions to help combat climate change. While there is plenty of evidence to back-up the efficiency of rail transit over other forms of land transportation (Hoffrichter, 2019, para. 8), there has been less research performed on whether rail transit boosts public transportation ridership. This push for rail transit is admirable, but it is crucial that we understand if these investments lead to higher rates of transit usage. To fill this information gap, I performed a statistical analysis reflecting prior research in order to gauge rail transit’s effect on transit ridership in cities.

Variety in Demographics and Physical Environments

Previous research has focused on what demographic groups ride public transportation. Overall the research has shown that transit riders are more likely to be a lower income person of color. While less than 40 percent of the U.S. population identifies as a minority race, 60 percent of public transit riders do (American Public Transportation Association, 2017, p. 4). Median incomes for riders are $4,314 lower than median incomes for those who commute alone by car (Maciag, 2014, para. 2-5). While cities can promote diversity and inclusion, every city hopes to boost incomes instead of lowering them.

Research has also shown that individuals with a Bachelor’s Degree or higher tend to take rail transit over  other forms of public transit; 70 percent of rail transit riders versus 51 percent on all forms of transit (American Public Transportation Association, 2017, p. 38-40). This dichotomy of riders, both highly educated and lower median incomes, suggests that transit is serving a diverse set of constituents across a diverse landscape.

There has also been discussion about what types of transportation work best in different physical settings. Often density is considered a key aspect in promoting public transportation, and low density has been cited by cities to justify investing in highways instead of public transit networks (Public Transport Users Association, 2019, para. 19). Others argue that there is a difference between density and walkability, stating that most residents live within easy walking distance to public transit (James, 2018, para. 6). While living nearby, their physical environment may be built in such a way that discourage them from using transit, perhaps a poor layout of the street network, or inclusion of cul-de-sacs (Stromberg, 2015, para. 8-11).

View fullsize 2018-09-28 08.33.38 2.jpg
View fullsize 2018-09-28 08.33.40 1.jpg

Finding Rail’s Place In The Equation

Each of these characteristics influence the viability of public transportation. In order to determine how rail transit factors into public transportation, data from the 2017 American Community Survey 5-Year Estimates was collected for 100 cities. The cities range in size from Salt Lake City (pop. 194, 188) to San Francisco (pop. 864,263), avoiding smaller cities and large cities, such as New York and Chicago, who might skew results too far one way or the other. The census data was combined with Walk Scores (which serves as a proxy for the built environment) and the political party of the governor for each state (reflecting funding priorities based on ideology).

When tested on its own, cities with rail transit systems resulted in public transit ridership being over 7 percentage points higher than in cities without rail transit. This was a significant boost to the idea that rail transit is a worthwhile investment, but does not produce a full picture. To showcase the differences in the models, Rochester, NY is used as an example in the graph below, as it currently does not have access to rail transit.

Once we take into consideration demographic differences between cities, the presence of rail transit sees a slightly lower effect, with public transit ridership being over 4 percentage points higher in cities with rail over cities without. Still a significant boost in ridership that would seem to justify the expense of building out a rail system, but the results become more clouded when the physical environment of a city comes into play.

Accounting for walkability and density, rail transit becomes insignificant in terms of increasing public transit ridership. When cities are more walkable people are able to get most of what they need within walking distance, removing the need for a car. For trips outside of their neighborhood, they then must rely on public transportation, regardless of which form it is.

There are some limitations to the analysis performed, with the major issue being funding. While political parties view public transit differently and will prioritize it according to those views, it does not fully account for the differences in funding for each of these systems.

There is also the simple fact that some transit networks are better planned than others. While a transit system may have ample funding, if the network is not designed properly it will not be able to increase ridership.  Rochester is an example of a city that is underperforming due to the design and implementation of its system.

Screen Shot 2019-05-26 at 1.54.11 PM.png

Recommendations

With the environmental crisis of climate change looming, we must continue to advocate for policies that promote public transportation and a more efficient city. While the data is not conclusive when it comes to the benefits of rail transit, it does point to some important steps cities can take.

Promote Dense, Walkable Neighborhoods

Through zoning and other comprehensive planning techniques, cities can emphasize dense, walkable development. This does not mean every city needs to be as dense as New York City or Chicago. This means producing neighborhoods where most errands can be done on foot. Reducing the need to venture outside of one’s own neighborhood also reduces the need for a car. Public transit will be used to connect these walkable neighborhoods, allowing residents and visitors to feel comfortable getting around without a car.

Plan Within Your Budget

Not every city can afford to build rail transit. Not every city can afford to build out a bus rapid transit (BRT) network. Cities must consider plans that provide the greatest service within their own budget. Houston opted to revamp their bus network into a grid like structure, understanding that not all commutes end in the downtown area anymore. This restructuring resulted in a noticeable increase in transit ridership without having to invest in a physical infrastructure (Bliss, 2018, para. 4 and 10).

Ensure Affordable Housing Around Transit

Lower-income residents and minority populations rely on public transportation to a greater degree than their higher-income and white neighbors. Ensuring that any development along transit lines includes a large portion of affordable housing will provide increased accessibility for those who need it the most. Protecting residents against gentrification is paramount to growing transit ridership and improving accessibility for those who need it most.

Troy, NY

Troy, NY

To read the formal statistical analysis feel free to contact me at: tom@thomasbardenett.com


Sources/ References

  • American Public Transportation Association (2017, January). Who Rides Public Transportation. Retrieved from https://www.apta.com/resources/reportsandpublications/Documents/APTA-Who-Rides-Public-Transportation-2017.pdf

  • Bliss, Laura (2018, November 28). A U.S. Transit Atlas that Ranks the Best (and Worst) Cities for Bus and Rail. Retrieved from https://www.citylab.com/transportation/2018/11/best-transit-american-cities-bus-rail-subway-service/576739/

  • Governing (2019). Land Area for U.S. Cities Map. Retrieved from https://www.governing.com/gov-data/census/Land-Area-for-US-Cities.html

  • Hoffrichter, Andreas (2019, April 1). Why Trains Are So Much Greener Than Cars and Airplanes. Retrieved from https://www.citylab.com/transportation/2019/04/rail-transportation-carbon-emissions-green-new-deal/586240/

  • James, Owain (2018, July 3). Every City can be a Transit City, Regardless of Density. Retrieved from https://mobilitylab.org/2018/07/03/your-city-doesnt-need-to-be-new-york-to-have-great-transit/

  • Maciag, Mike (2014, February 25). Public Transportation’s Demographic Divide. Retrieved from https://www.governing.com/topics/transportation-infrastructure/gov-public-transportation-riders-demographic-divide-for-cities.html

  • McDonald, Dr. Mark (2018, May 8) Postmortem Analysis of the Let’s Move Nashville Plan’s Train Wreck. Retrieved from http://tennesseestar.com/2018/05/08/dr-mark-mcdonald-postmortem-analysis-of-the-lets-move-nashville-plans-train-wreck/

  • National Governors Association (2019). Current Governors. Retrieved from https://www.nga.org/governors/

  • Newman, Andy (2018, Aug. 30) New Plan for City Streetcar: Shorter, Pricier, and Not Coming Soon. Retrieved from https://www.nytimes.com/2018/08/30/nyregion/nyc-streetcar-brooklyn-queens.html

  • Nirappil, Fenit (2019, January 2). D.C. Mayor Bowser takes the oath of office for a second term. Retrieved from https://www.washingtonpost.com/local/dc-politics/dc-mayor-bowser-to-take-the-oath-of-office-for-a-second-term/2019/01/02/6ada0404-0de2-11e9-84fc-d58c33d6c8c7_story.html?utm_term=.0f3091fdc46e

  • Ocasio-Cortez, Alexandria (2019, Feb. 5) Resolution Recognizing the Duty of the Federal Government to Create a Green New Deal. Retrieved from https://www.vox.com/2019/2/7/18215290/alexandria-ocasio-cortez-ed-markey-green-new-deal

  • Public Transport Users Association (2019, January 31). Myth: Viable Public Transport Require High Population Densities. Retrieved from https://www.ptua.org.au/myths/density/

  • Schwandl, Robert (n.d.). Urban Rail. Retrieved from http://www.urbanrail.net/am/america.htm

  • Stromberg, Joseph (2015, August 10). The Real Reason American Public Transportation is Such a Disaster. Retrieved from https://www.vox.com/2015/8/10/9118199/public-transportation-subway-buses

  • U.S. Census Bureau (2017) Demographic and Housing Estimates, 2013-2017 American Community Survey, 5-year estimates. Retrieved from https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_17_5YR_DP05&prodType=table

  • U.S. Census Bureau (2017) Educational Attainment, 2013-2017 American Community Survey, 5-year estimates. Retrieved from https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_17_5YR_S1501&prodType=table

  • U.S. Census Bureau (2017) Means of Transportation to Work by Selected Characteristics, 2013-2017 American Community Survey, 5-year estimates. Retrieved from https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_17_5YR_S0802&prodType=table

  • U.S. Census Bureau (2017) Selected Economic Characteristics, 2013-2017 American Community Survey, 5-year estimates. Retrieved from https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_17_5YR_DP03&prodType=table

  • Walk Score (2019). Walk Score Methodology. Retrieved from https://www.walkscore.com/methodology.shtml

In Urban Planning, Transportation
Comment
1969-12-31 07.00.00 4.jpg

Genesee Fever : A Vision for the Future of the Downtown Rochester Waterfront

May 26, 2019

Project Overview

The Genesee River is the lifeblood of Rochester. From the wide, flowing river in the south, to the mighty rapids that rip through Downtown Rochester, to High Falls that plunges down a nearly 100 ft. cliff, the Genesee River has shaped not only the land but also the economy of the Greater Rochester Region.

Harnessing the river’s power since the early 1800s was vital to the city’s growth and economic might. Mills and industrial plants lined the waterfront. The Erie Canal supercharged commercial growth, concentrated around the aqueduct that passed over the Genesee River (where Broad Street currently runs). The Mount Morris Dam, 40 miles south of the city, has eliminated the fear of wild, unpredictable flooding, allowing the city to grow. While the river proved central to the city’s success, that success slowly polluted the river and repelled the general public. Historic buildings along the waterfront were built with industry in mind, not residents looking to connect with the river. As the city began to shrink over the last several decades, economic concerns pushed any revitalization efforts to the back burner. Currently the city continues to struggle to attract business, including lucrative conventions to the riverside convention center. Many have expressed that the lack of local amenities has convinced conventions to look elsewhere.

These are the challenges of adapting an industrial waterfront to the modern age.  While there is plenty of park space and greenery that lines the river towards the south, the riverfront that runs through downtown provides few opportunities for the public to engage with the water. A few overlooks and sidewalks on bridges are all that pedestrians are able to enjoy, even with some of the most dramatic vistas occurring in the heart of the city.

With new investment pouring in to Downtown Rochester and the residential population of the neighborhood expanding quickly, the Genesee River has the chance to become the heart of the city and region once more. Ensuring public access to the river is vital to creating an open and inviting city. Rochester’s future hinges on attracting new residents and retaining the thousands of students educated in the colleges throughout the region. Providing amenities unique to the city, and to the river, will go a long way in revitalizing Rochester’s image to workers and corporations alike.

Policy/Funding Opportunities for Future Development

New York State is highly supportive of efforts to revitalize both waterfronts and city centers. For the redevelopment along the Genesee River, Rochester will be able to tap into a variety of programs and philanthropic opportunities to fund these designs. First, these designs must be integrated into the Local Waterfront Revitalization Program (LWRP) that was most recently updated in 2018. The update has expanded the area covered by the LWRP to include all of the Genesee River that runs through the city and sets in place the goals of expanding public access to the water. Through the LWRP process, New York State makes grants available through the Environmental Protection Fund (EPF) to aid communities in reaching their vision for their waterfronts.

Due to the river running through Downtown Rochester, any design initiatives are also able to tap into funds from the Downtown Revitalization Initiative. Each year New York State selects ten cities to receive $10 million in funding to help with strategic investment planning and implementing large scale projects in the community. Any major plan for the waterfront would easily fit into an application for this funding, allowing the city to tie its waterfront to further economic development in the surrounding area.

Another important opportunity for funding comes from the New York State Historical Preservation Grant Program. The aqueduct is considered a historical site due to its use carrying the Erie Canal over the river. Enhancing the park space around the aqueduct would fall under the grading criteria of addressing deficiencies in open space for the downtown neighborhood, as well as increasing the physical connection to its historic past.

Beyond the usual grant programs available to communities throughout the state, the Rochester region was the recipient of $500 million in state funding through the Upstate Revitalization Initiative. As part of the city’s pitch to receive these funds was the revitalization of the Genesee Riverway through Rochester, securing $50 million in funding for improvements along its shores. These funds have been packaged together in the ROC the Riverway vision to help guide development.

We also benefit, as a city, from having generous local philanthropists who have seen growth of the city as part of their fundamental mission. Tom Golisano and the Golisano Foundation have continually supported efforts in the city to improve health access to low-income residents. As part of this, they have also emphasized access to exercise facilities and outdoor spaces. Bringing the Golisano Foundation to help guide the redevelopment effort will not only provide access to needed funds, but also involve the business community to see this project as a launching pad for future development.

Source: ROC the Riverway: A Vision Plan for the Future of Rochester’s Genesee Riverfront, page III-46

Source: ROC the Riverway: A Vision Plan for the Future of Rochester’s Genesee Riverfront, page III-46

ROC the Riverway

With the ROC the Riverway vision, the city has taken steps to address the desires of residents to have access to their river. Rochester has the ability to transform it’s waterfront to a greater extent than many other industrial hubs due to past decisions not to route railways and highways along the river’s banks. Combined with the variations in how the river behaves, the Roc the Riverway plan offers up a variety of riverfront experiences for residents; ranging from hiking trails along the South River to a revitalized aqueduct in Downtown Rochester to a running track bridge beyond High Falls.

Focusing on the waterfront that runs through Downtown Rochester, the vision plan calls for an expansion of public spaces, including the complete reimagining of the aqueduct that carries Broad Street across the river. Each element would be interconnected and intersect with the Genesee Riverway Trailway, providing a vital link between 9 miles of trails south of and the 7 miles north of downtown.

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As part of this plan, the library would see the construction of an overlook terrace as well as a promenade behind the structure above the river. Broad Street would be removed, and the bridge would be deconstructed down to the original aqueduct level in order to make a more uniform walkway throughout the neighborhood. This deconstruction would remove all that remains of the former Rochester subway system while looking to mimic the former path of the Erie Canal. Just north of the library, the Rochester convention center would see an addition to allow for more active space facing the river. Across the river to the west, the Blue Cross Arena would also see improvements to create more active riverside frontage. Each of these pieces are designed with the intent of focusing visitors towards the river.

This vision is a strong step in the right direction, but there are opportunities to push the development along the waterfront further to create a truly unique neighborhood that preserves multiple histories of the river and the aqueduct.

Improving the Plan

ROC The Riverway achieves a grand vision for the entirety of the Genesee River through Rochester, but requires an expansion of thought when approaching the downtown portion of the river. In order to achieve a true reinvention of the downtown waterfront there are three major pillars that must be addressed; Preserving the former subway, adding greenery to the city, and getting residents close to the river. Each of these pillars will lead to a truly remarkable space in the urban center of the region and provide a catalyst for further development along the riverway.

Preserving the Former Subway

While ROC The Riverway concentrates on bringing the aqueduct back to the level of the former Erie Canal, it misses the history of what followed. The Rochester subway last ran across the Broad Street bridge in 1956, and has since given way to a living art piece, which is the remaining tunnel. Thousands of pieces of graffiti line the walls creating a vibrant, colorful experience for any visitor to the aqueduct.

Removing the roadway, as is required under the ROC The Riverway plan, would allow for a seamless route of promenades that lead to a newly constructed park on the aqueduct, but it would also remove the artwork that has been generated over decades in one of the most unique locations in the city. Instead, the designs should be reworked to preserve this semi-indoor art walk as part of the new park, while creating an outdoor space where the roadway currently runs.

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Subway.jpg

There have been numerous ideas of how to utilize the abandoned subway tracks, including creating a nightclub and event space, but should, in the end, remain open to the public as a park. Creating a semi-indoor park space will allow the waterfront to remain active all year round as visitors can be sheltered from harsh winter weather. The park will feature the current graffiti art while allowing for new graffiti to be painted, continuing with the tradition of this living art piece. With such a strong and vibrant arts community, emphasizing this artistic treasure will encourage the development of further art spaces and promote the city as a place that values creativity.

Outside of the aqueduct, at grade level with the new promenades, will be an additional promenade that runs the length of the bridge, providing views into the subway while remaining close to the water, with views of the rapids beneath.

Minimal greenery and public space in the surrounding areas.

Minimal greenery and public space in the surrounding areas.

Adding Greenery to the City

Where the roadway currently sits will be transformed into a green park with a narrow waterway that is reminiscent of the Erie Canal. It is important for this park to be filled with greenery as the surrounding area is devoid of greenspace, which is evident when looking at satellite images.. This bridge will be overflowing with trees, flowers, and open green space for residents, workers and visitors to enjoy. With the convention center and Blue Cross Arena straddling either side of the bridge, this open space will act as a connection between both entertainment complexes, while also providing outdoor recreation area.

IMG_20190423_112134.jpg
Aqueduct Top.jpg

The greenery would continue on to the promenades that will connect throughout the neighborhood. This will be reminiscent of the “green ribbons” that originally connected the major parks within Buffalo, NY, still one of the greatest examples of park systems within the United States. As the central hub of the Genesee Riverway Trailway, these green promenades will act in a similar fashion to the “linear parks” of the Buffalo parks system, allowing visitors to feel engulfed by plant life until they arrive at one of the larger parks along the route, gaining access to open space and views of the city center.

IMG_20190423_111934.jpg
Aqueduct Promenade.jpg

Getting Residents Close to the River

The final piece to the vision for Downtown Rochester is about access. While the water is too turbulent for boating opportunities in the city center, residents and visitors should be able to feel as though they are interacting with the river. There are two spaces that provide opportunities for water access.

Directly behind Blue Cross Arena, a lower promenade can be constructed to provide closer viewings to the rapids as they rush under the Court Street bridge. A second viewing area, as proposed by ROC The Riverway, would be located just to the north of Blue Cross Arena along Thomson Reuters. These two promenades offer the only opportunities for visitors to be near the water in Downtown Rochester, as well as provide excellent opportunities for fishermen to fish in an urban environment.

IMG_20190423_111754.jpg
Lower Promenade.jpg

Sources

  • “The Genesee River” City of Rochester, NY, https://www.cityofrochester.gov/geneseeriver/. Accessed April 23, 2019

  • Horbovetz, Adrian. “Why Rochester is so Disconnected from the Genesee River.” The Urban Phoenix, Feb. 7, 2018, https://theurbanphoenix.com/2018/02/07/disconnectedgenesee/. Accessed April 23, 2019

  • Williamson, Ryan. “Downtown Rochester’s Upward Climb.” City Newspaper, March 27, 2019, https://www.rochestercitynewspaper.com/rochester/downtown-rochesters-upward-climb/Content?oid=9917396. Accessed May 2, 2019

  • “Local Waterfront Revitalization Program (LWRP).” City of Rochester, NY, https://www.cityofrochester.gov/LWRP/. Accessed April 27, 2019

  • “Environmental Protection Fund: Local Waterfront Revitalization Program Grants.” NYS: Department of State of Planning and Development, https://www.dos.ny.gov/opd/grantOpportunities/epf_lwrpGrants.html. Accessed April 27, 2019

  • “Downtown Revitalization Initiative.” New York State, https://www.ny.gov/programs/downtown-revitalization-initiative. Accessed April 27, 2019

  • “Historic Preservation Grant Program.” New York State Parks, https://parks.ny.gov/grants/historic-preservation/default.aspx. Accessed April 28, 2019

  • “Next Generation Manufacturing and Technology.” Finger Lakes Forward, http://fl.he2.us/categories/3. Accessed  April 27, 2019

  • “Philanthropy.” The Golisano Foundation, http://www.golisanofoundation.org/Tom-Golisano/Philanthropist-Philanthropy.aspx. Accessed May 2, 2019

  • ROC the Riverway Advisory Board. ROC the Riverway: A Vision Plan for the Future of Rochester’s Genesee Riverfront,  prepared by Bergmann, May 2018

  • Vondrack, Otto M. “About the Once Vital, Now Abandoned Rochester Subway.” Rochester Subway, http://www.rochestersubway.com/rochester_subway_history.php. Accessed April 27, 2019

  • “Reimagining Rochester’s Underground.” Rochester Subway, August 31, 2014, http://www.rochestersubway.com/topics/2014/08/reimagining-rochesters-underground/. Accessed April 27, 2019

  • Buffalo Olmsted Parks Conservancy. “Introduction.” The Olmsted City, 2003, http://regional-institute.buffalo.edu/wp-content/uploads/sites/3/2015/11/The-Olmsted-City-TheSystemPlan2008.pdf. Accessed April 28, 2019

  • “Genesee River.” Lake Ontario Fishing, https://ilovenyfishing.com/genesee-river/. Accessed April 28, 2019

In Urban Planning, Rochester
Comment
Source: NPR

Source: NPR

I-81: Healing the Divide

May 10, 2019

This is my in depth look into why the community grid should be approved by New York State to replace the current I-81 viaduct. The following piece was written before the Draft Environmental Impact Statement (DEIS) was released in mid-April 2019 in regards to the I-81 project. Although some of the numbers from the previously leaked report are now out of date, they remain useful for the analysis and would still hold true with the new numbers.

I hope this helps to inform the discussion as we now move forward into the comment period for the DEIS. Although the community grid is the preferred option, that does not mean it will be selected in the end. It also means that we must advocate for further inclusions to the plan, which I lay out a few at the end. As always, I love to hear what people are thinking on these subjects and invite a discussion.


The Syracuse metropolitan area has some of the highest concentrations of poverty in the United States for African Americans and Hispanics, along with dramatic racial and economic divides between the city and its surrounding suburbs. The current footprint of I-81 has furthered this divide within the community. The decision on how to replace the aging viaduct must be made with economic and social equality in mind. To address these issues, the following memo will provide: a brief summary of the socioeconomic breakdown of the Syracuse region; an understanding of the impacts I-81 has had on furthering the socioeconomic divide within the community; and, a review of the current options for replacing the I-81 viaduct (a new viaduct, a community grid, or a tunnel), including the concerns raised by the community for each option.

Based on the analysis, I recommend the New York State Department of Transportation opts to pursue the Community Grid option with added emphasis on:

  • Enhancing public transportation with bus rapid transit (BRT)

  • Returning newly uncovered lands to the city

    • Some to be sold for private development

    • Some developed into low- and medium-income housing

  • Connecting residents of public housing with work opportunities on the project

Background on the Syracuse Metropolitan Area

Syracuse is the fifth largest city in New York State with a population of 144,405 and sits within a metropolitan statistical area (MSA) of 659,262 (U.S. Census Bureau). Our MSA consists of three counties; Madison, Onondaga, and Oswego. In order to gain a fuller picture of the region you must also include Cayuga, Cortland and Oneida counties as they’re economies are tied closely to that of Syracuse, which pushes the region’s population to 1,018,239 (U.S. Census Bureau).

We must look at the counties outside of Onondaga County due to the commutes required into the Syracuse area. Each county has a relative high percentage of residents working outside their home county, with the main employment destination being near Downtown Syracuse (see employment maps below). With residents being primarily dependent on personal vehicles, the interstate network in the region is vital to their transportation needs (see Public Transit Usage in Table 1). Those traveling from east or west will be most likely to utilize I-90 and I-690 in order to access the downtown area. Oswego County, coming from the north, will utilize I-81 until the I-690 interchange in Downtown Syracuse. Finally, Cortland County residents, coming from the south, are the most likely residents to use the section of the I-81 viaduct in question for replacement; namely the 1.4 mile section from the southern I-481 interchange up to the I-690 interchange in Downtown Syracuse.

Within Onondaga County we must also acknowledge the dominance of traveling by personal vehicles and the continued reliance on the interstate for commutes. Again, the towns in the southern portion of the county (Fabius, Lafayette, Marcellus, Otisco, Pompey, Skaneateles, Spafford, and Tully) are the most likely to use the portion of the I-81 viaduct in question.

View fullsize 2007 Employment Density
2007 Employment Density
View fullsize 2035 Employment Density
2035 Employment Density
Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-Year Estimates

Source: U.S. Census Bureau, 2013-2017 American Community Survey 5-Year Estimates

These counties and towns are significantly less diverse racially and economically compared to the City of Syracuse. This diversity is important to consider due to the history of I-81’s current footprint, which resulted in the destruction of a majority African American neighborhood (Haas). As of 2017, the census tracts located directly adjacent to I-81 are predominantly Black or African American with poverty concentrations of up to 63% (U.S. Census Bureau). Onondaga County as a whole is predominantly white with relatively low levels of poverty (see maps below), as are the surrounding counties.

Screen Shot 2019-03-08 at 4.54.11 PM.png
Screen Shot 2019-03-08 at 4.56.33 PM.png
Screen Shot 2019-03-08 at 4.54.39 PM.png
Screen Shot 2019-03-08 at 4.57.06 PM.png

The I-81 Viaduct

With the I-81 viaduct having reached the end of its useful life in 2017, we must consider the alternatives with respect to the socioeconomic differences within the region to find the solution that best promotes equity amongst residents. The three current options include:

  1. Rebuild the viaduct up to modern federal DOT standards ($1.7 billion)

  2. Replace the highway with an improved street grid while sending through traffic along I-481 outside the city; known as the community grid ($1.3 billion)

  3. Build a tunnel through the city with elements of the community grid plan on top of the tunnel footprint; known as the hybrid option ($3.6 billion) (Hannagan).

The 1.4 mile section of the viaduct in question runs from the southern edge of Syracuse north until the I-690 interchange. To the east of the highway is Syracuse University and SUNY Upstate Medical Campus, two of the largest employers in Central New York. To the west of the highway resides a mixture of low-income and public housing that reach to the edge of Downtown Syracuse. The viaduct’s footprint runs directly through the former 15th Ward, a predominantly African American neighborhood that was deemed uninsurable for federally backed mortgages during red lining (see Red Lining map below).

Syracuse Red Lining Map from 1937

Syracuse Red Lining Map from 1937

During the original planning for I-81, African American residents found themselves segregated to the 15th Ward, with many realtors refusing to show suburban houses to them. This resulted in a neighborhood that was three times as dense as the rest of the city, including numerous buildings falling below safety codes. The state saw the interstate system as a form of  slum clearance and a way to bolster housing demand (Haas). The mayor at the time, Anthony Henninger, believed that the highway would box in the downtown area and strangle the growth of the city (Croyle). Many others believed the growth of the suburbs would help propel growth in Syracuse as well. Instead, many businesses along South Salina St. have closed, or were torn down to be replaced by gas stations, while the suburbs have continued to expand. Housing options were limited for African Americans, resulting in many being forced into newly constructed public housing (Haas). In this way, I-81 has always had unequal effects on the community depending on who you are and where you are from.

While the bulk of the construction will be centered in the City of Syracuse, the effects of the chosen plan will be felt throughout the region, just as the original plan was. On that note, there are a few major concerns that residents and elected officials have raised.

Access to Community Resources

The first concern to many residents is how each proposal will affect their accessibility. Syracuse has relatively short commute times compared to most of the country. Many suburban residents are concerned that their commutes will be drastically longer should the community grid option be chosen. Documents released from a preliminary Draft Environmental Impact Statement (DEIS) from 2016 show most commutes would be more or less unchanged when comparing the community grid to current conditions (New York State Department of Transportation. “Alternatives.”).

For those living in Dewitt along I-481, there has been concern about the increased usage of the route as thru-traffic would be rerouted around Syracuse, including truck routes (Magnarelli). As part of the mitigation plans, I-481 would see improvements that would likely include sound barriers, to counteract any increase in traffic.

Hotel owners just north of Syracuse are concerned about the loss of business due to the removal of the highway, noting that 20% of their guests do not have reservations when they arrive (Lohmann, “I-81 Voices…”). In his town hall on the subject, Representative John Katko (R-Camillus) reassured the hotel owners that they would still be located off of I-90, which would still bring in travelers.

One group, Save 81, has focused on proving that the community grid cannot support the traffic that heads into Syracuse each day. They have warned that over 100 intersections would see their level of service drop a full level, including 61 that would rank as an E or F (Lohmann, “I-81 Grid Opponents…”). While these concerns are valid, most level drops will be negligible. In Syracuse, most roads are rated with very high levels of service, A’s or B’s. Dropping from an A to a B would go unnoticed by most drivers (Lohmann, “I-81 Grid Opponents…”).

On the other hand, the current viaduct and its replacement do not provide adequate access for the communities directly beside it. While many will argue that residents can walk underneath the viaduct to reach employment opportunities on the other side, the street network below the viaduct is dark, cluttered, and unfriendly to pedestrians. A revamped viaduct would be taller, allowing for more sunlight to reach beneath it, but would not solve the problem of high traffic volumes funneling towards the on-ramps.

Source: I-81 Independent Feasibility Study November 2017 by WSP

Source: I-81 Independent Feasibility Study November 2017 by WSP

The Orange tunnel option, the preferred tunnel path, would seem to appease both residents needing improved pedestrian access and suburban commuters concerned about having high speed access through the city. Ultimately, the plan would not provide any exits from when it initially goes underground until it reemerges at the I-690 interchange (see map above). This configuration would result in a large portion of the commuter traffic to opt for the street grid to reach their destinations, removing any benefit of high speed travel for commuters.

Safety

Along with accessibility, many worry about the safety of their communities. The preliminary DEIS produced estimates on different types of vehicular accidents at peak hours to compare the effectiveness of their safety measures (see Table 2). The preliminary DEIS did not compared any of the tunnel options due to the plans being deemed inappropriate for the scope of this project. The results show dramatically lower accident totals for the community grid when compared to the current highway and the new viaduct design. This is mostly attributed to slower speeds and the street design.

Source: New York State Department of Transportation. I-81 Viaduct Project: Draft Environmental Impact Statement and Draft Section 4(F) Evaluation (Preliminary)

Source: New York State Department of Transportation. I-81 Viaduct Project: Draft Environmental Impact Statement and Draft Section 4(F) Evaluation (Preliminary)

Safety goes beyond vehicle accidents. Neighbors who live directly beside the highway are exposed to high levels of toxins from exhaust fumes that often lead to persistent asthma in children. While these cases have seen a decrease over the last two decades, most likely due to improved fuel efficiency and increased regulations, there is still a strong link between living beside highways and asthma rates (Khreis). Researchers have shown that poorly controlled asthma can lead to more frequent absences in school and lower grades overall. Many of these students live in poor neighborhoods without access to healthcare that can help prevent chronic asthma (Preidt).

Neighbors in Dewitt along I-481 are right to be concerned with the emissions from increased traffic but their neighborhoods are more sparsely populated and are at an increased distance from the highway (see maps below). I-81 currently sits directly above some of the most impoverished neighborhoods in the region, resulting in their children underperforming in school due to absences and health issues, creating a cycle that goes unbroken.

View fullsize 2007 Household Density
2007 Household Density
View fullsize 2035 Household Density
2035 Household Density

The tunnel option, while removing cars from the surface, will continue to release exhaust fumes into these same low-income neighborhoods through its ventilation system. To maintain clean air within the tunnel, large ventilation plants would need to be constructed to pump out the exhaust. These plants are often placed in low-income neighborhoods and placed without concern for how they visually impact their surroundings (“Vent Buildings…”).

Taxable Property/ Economic Impact

Syracuse, like many central cities, struggles with an abundance of tax-exempt land. Over half of the land in the city is off of the tax rolls; including Syracuse University, SUNY Upstate Medical Campus, churches, government buildings, parkland, etc. (Lohmann, “If ‘Community Grid’ Replaces...”). As we know from research from Dreier, et al (“What Can Motown…”), central cities have felt an increasing burden to provide services from federal and state mandates without financial support. With property taxes as one of the only financial levers city governments have to raise funds, this abundance of tax exempt lots creates an added stress to an already financially strapped city.

City residents are rightfully concerned with the retention of tax paying properties through this reconstruction project. Rebuilding the viaduct up to current DOT standards would result in a wider, taller structure with a straighter course. This new path would require the destruction of 24 buildings, including some historic structures. The community grid and the tunnel would require far fewer demolitions; five and twelve, respectively (Hannagan).

On top of preserving structures, the community grid and the tunnel, to a lesser extent, will open up land for development. If the community grid is chosen, the removal of the viaduct will free up over 18 acres of land. This land could generate up to $33 million in tax revenue every year for the city (Lohmann, “If ‘Community Grid’ Replaces...”). The tunnel would allow for slightly less development due to the structure of the tunnel preventing construction of supports for buildings on the surface (WSP), but ultimately would create room for new development.

While the tunnel offers opportunities for new development, the benefits are offset by the estimated $10 million in maintenance costs per year. This includes running pumps to remove salt water and around the clock monitoring (Lohmann, “I-81 Tunnel…”). Some have offered up the idea of paying tolls to use the tunnel, but that would likely reduce usage to a point where the high speed access is unnecessary (Lohmann, “I-81 Voices…”).

Recommendations

Based on the information provided, I must recommend that the New York State Department of Transportation move forward with the community grid option. The current viaduct, and any other future high speed route through the city, acts as a physical barrier to marginalized communities directly adjacent to its path. The community grid offers an opportunity to remove the barrier, improve pedestrian and public transit connections to the neighborhood, and encourage private investment on the newly usable land. Beyond choosing the community grid, there are three specific policies that must be in place to ensure that the growth spurred by this development is equally shared.

Enhance Public Transit/ Implement Bus Rapid Transit (BRT)

With large percentages of residents adjacent to the viaduct having no access to a private vehicle, providing improved public transit service is vital to increasing accessibility. While residents live within close proximity to a high concentration of employment opportunities, many require advanced education and skills. Low-skill work has moved outside of the city, requiring longer commutes for residents and prompting some employers to overlook city residents for these opportunities (“Ending Spatial…”). This is a trend that researchers have noticed time and again; applicants being characterized due to the address on their application, not based on their skills and knowledge (Squires, 53-53).

As part of the funding for the community grid, there should be additional funding put in place to expand bus service as well as develop BRT routes through the city. The Syracuse Metropolitan Transportation Council (SMTC) has already developed plans for two BRT routes through the city, connecting many low income neighborhoods with employment and education centers. The plan would cost $30 million to build out and $8 million a year to run the service (Abbott). This funding is more than CENTRO, the local transit authority, is able to come up with on its own, but is a fraction of the price difference between the community grid and a rebuilt viaduct. Funding BRT through Syracuse would help improve accessibility for the least mobile residents in the region.

Screen Shot 2019-05-10 at 12.23.27 PM.png

Return Uncovered Land to the City/ Build Affordable Housing

As previously mentioned, the community grid would free up over 18 acres of land for redevelopment. Due to this project being conducted by the state, the land would still be under state ownership when the viaduct is removed. It is within New York DOT standard practices to return all land not needed for future transportation purposes back to the city (Lohmann, “If ‘Community Grid’ Replaces...”). The city should first look for opportunities to build affordable housing on the newly acquired land.

This construction should be tied to the Blueprint 15 plan to rebuild affordable and mixed-income housing on the current sites of Pioneer Homes, McKinney Manor, and Central Village. These public housing communities are the oldest in New York State and offer substandard living conditions for residents. The Blueprint 15 plan calls for the demolition and reconstruction of the entire neighborhood with an aim of mixing low-income housing with attracting private commercial development (Eisenstadt). The city should require that the newly uncovered land be used as the beginning of this development. Building housing on the new land first and giving priority to public housing residents before beginning the demolition of the old structures. Mixed in with the new low-income housing should be private development that will help bolster the city’s tax base. This land should not go to the universities in the area, but instead tax-paying developers that are willing to commit to providing affordable housing.

Connect Residents with Employment Spurred by Construction

The final piece is the requirement that residents located adjacent to the viaduct should be in line for employment on this project. This may require an apprenticeship program for construction workers, training for positions as a bus operator, or maintenance positions on the newly constructed housing units. Without an employment guarantee for local residents, they will not be able to fully share in the economic stimulus that comes with a project of this size. Teaching residents the skills necessary to participate in the project will also provide them opportunities long after the construction is complete. We must look to use state funding to improve the lives of citizens beyond a single infrastructure project.

The proposed Community Grid design

The proposed Community Grid design


Works Cited/ Bibliography

  • Abbott, Ellen. “Could 'Bus Rapid Transit' change the way central New Yorkers get around?” WRVO, Nov. 13, 2017, https://www.wrvo.org/post/could-bus-rapid-transit-change-way-central-new-yorkers-get-around. Accessed April 26, 2019

  • Advanced Media NY Editorial Board. “Let’s Unite Syracuse: Replace I-81 with Community Grid.” The Post Standard, July 29, 2018, /www.syracuse.com/opinion/2018/07/lets_unite_syracuse_replace_i-81_with_a_community_grid_editorial. Accessed March 8, 2019

  • Centerstate CEO. Community Grid Plus: Expanding the I-81 Conversation Beyond the Highway, Feb. 22, 2019, http://www.centerstateceo.com/sites/default/files/Community%20Grid%20Plus_Web.pdf. Accessed April 15, 2019

  • CNY Fair Housing Council. Mapping Economic, Educational, & Housing and Neighborhood Opportunity in Onondaga County & Syracuse, NY, Prepared by Alys Mann, Alys Mann Consulting, May 2014, pp. 17, 20, 21, 31, 34, 35.

  • Congress of New Urbanism. “I-81: Syracuse, New York.” Freeways Without Futures, 2019, https://www.cnu.org/sites/default/files/FreewaysWithoutFutures_2019.pdf. Accessed April 15, 2019

  • Croyle, Jonathan. “Throwback Thursday: Editorials, Syracuse Mayor Condemn Elevated I-81 in 1958.” The Post Standard, April 13, 2017, https://www.syracuse.com/vintage/2017/04/throwback_thursday_editorials_and_mayor_warn_about_elevated_highways.html. Accessed April 22, 2019

  • Dreier, Peter, Mollenkopf, John, and Swanstrom, Todd. “City Limits: What Can Motown Teach Us about Wealth, Poverty, and Municipal Finance?” Place Matters: Metropolitics for the Twenty-First Century, 2014, pp. 175-191

  • Eisenstadt, Marnie. “$100 Million Plan Would Turn Syracuse Public Housing into Neighborhood for All.” The Post Standard, Feb. 15, 2019, https://www.syracuse.com/news/2019/02/exclusive-100-million-plan-would-turn-syracuse-public-housing-into-neighborhood-for-all.html. Accessed April 26 2019

  • “Ending the Spatial Mismatch in Syracuse.” In the Salt City, April 1, 2019, https://inthesalt.city/2019/04/01/endingthespatialmismatchinsyracuse/. Accessed April 26, 2019

  • Grimm, Sergei. Map of the City of Syracuse, New York, Dec. 1937, http://mediad.publicbroadcasting.net/p/waer/files/styles/x_large/public/201712/SWAER17121813070_0001_1.jpg. Accessed April 19, 2019

  • Haas, David. “I-81 Highway Robbery: The Razing of Syracuse’s 15th Ward.” Syracuse New Times, Dec. 12, 2018, www.syracusenewtimes.com/highway-robbery-5-decades-ago-syracuse-neighborhoods-were-razed-to-construct-interstate-81/. Accessed March 8, 2019

  • Hannagan, Charley. “Experts Share Why They Believe NY will Tear Down I-81, Put Traffic on Syracuse Streets.” The Post Standard, Oct. 27, 2016, www.syracuse.com/news/2016/10/signs_point_to_demolishing_i-81_and_putting_traffic_on_syracuse_streets. Accessed March 8, 2019

  • Khreis, Haneen. “Mapping Where Traffic Pollution Hurts Children Most.” City Lab, April 15, 2019, https://www.citylab.com/environment/2019/04/mapping-where-traffic-air-pollution-hurts-children-most/587170/. Accessed April 15, 2019

  • Lohmann, Patrick. “Grid or No Grid? See Where Groups, Politicians, Others Stand on I-81’s Future.” The Post Standard, July 29, 2018, www.syracuse.com/news/2018/07/grid_tunnel_or_rebuild_see_where_groups_officials_stand_on_i-81s_future. Accessed March 8, 2019

  • Lohmann, Patrick. “I-81 Grid Opponents Warn of Congestion, so Why Don’t They Release the Proof?” The Post Standard, March 13, 2019, https://www.syracuse.com/news/2019/03/i-81-grid-opponents-warn-of-congestion-so-why-dont-they-release-the-proof.html. Accessed April 21, 2019

  • Lohmann, Patrick. “I-81 Tunnel: Project Would Take up to $4.5 Billion, 10 Years, Long-Awaited Study Says.” The Post Standard, Dec. 4, 2017, https://www.syracuse.com/news/2017/12/long-awaited_study_i-81_tunnel_feasible_but_costly.html#incart_breaking. Accessed April 21, 2019

  • Lohmann, Patrick. “I-81 Voices: Truckers, Motel Owners, Suburbanites; Would You Pay a Toll for a Tunnel?” The Post Standard, Feb. 20, 2019, https://www.syracuse.com/news/2019/02/heres-four-perspectives-on-i-81-from-katkos-third-town-hall.html. Accessed April 21, 2019

  • Lohmann, Patrick. “If ‘Community Grid’ Replaces Interstate 81 in Syracuse, What will Happen to the Land?” The Post Standard, Nov. 12, 2018, www.syracuse.com/news/2018/11/grid_land_i-81_dot. Accessed March 8, 2019

  • Magnarelli, Tom. “Trucking Concerns Among Top Issues at Katko’s I-81 Town Hall in Auburn.” WRVO, Feb. 5, 2019, www.wrvo.org/post/trucking-concerns-among-top-issues-katko-s-i-81-town-hall-auburn Accessed March 8, 2019

  • New York Civil Liberties Union. “The I-81 Story.” NYCLU, https://www.nyclu.org/en/campaigns/i-81-story?fbclid=IwAR3fUp5vseeA6aGQk1lyW4mp3nZovNXoT-XGW-9dT2YD5E-EvUc6U2y9ruw. Accessed April 15, 2019

  • New York State Department of Transportation. “Alternatives.” I-81 Viaduct Project: Draft Environmental Impact Statement and Draft Section 4(F) Evaluation (Preliminary), Dec. 2016, http://graphics.advancemediany.com/2019/deis/05_Transportation_and_Engineering_Considerations_12-23-2016.pdf. Accessed April 15, 2019

  • New York State Department of Transportation. “Social, Economic, and Environmental Considerations.” I-81 Viaduct Project: Draft Environmental Impact Statement and Draft Section 4(F) Evaluation (Preliminary), Dec. 2016, http://graphics.advancemediany.com/2019/deis/05_Transportation_and_Engineering_Considerations_12-23-2016.pdf. Accessed April 15, 2019

  • New York State Department of Transportation. “Transportation and Engineering Considerations.” I-81 Viaduct Project: Draft Environmental Impact Statement and Draft Section 4(F) Evaluation (Preliminary), Dec. 2016, http://graphics.advancemediany.com/2019/deis/05_Transportation_and_Engineering_Considerations_12-23-2016.pdf. Accessed April 15, 2019

  • Preidt, Robert. “Poor Asthma Control Can Mean Worse Grades for Kids.” WebMD, March 11, 2019, https://www.webmd.com/asthma/news/20190311/poor-asthma-control-can-mean-worse-grades-for-kids. Accessed April 21, 2019

  • Squires, Gregory D. and Kubrin, Charis E. “Privileged Places: Race, Uneven Development and the Geography of Opportunity in Urban America,” Urban Studies, Vol. 42, No. 1, January 2005. Pp 47-68

  • Steuteville, Robert. “Time to Restore the Grid.” Public Square: A CNU Journal, April 9, 2019, https://www.cnu.org/publicsquare/2019/04/09/time-restore-grid?fbclid=IwAR3TlrAsSlSnprQ1cOMdQSrMOqt5tPMCmBJ3INlcADpk-2S-ypvI2QxX58I. Accessed April 15, 2019

  • Syracuse Metropolitan Transportation Council. SMTC Travel Demand Model, Prepared by Resource Systems Group, Inc.Version 3.023, April 2012, pp. 22, 23, 25, 26. http://thei81challenge.org/cm/ResourceFiles/resources/SMTC%20Model%20Version%203.023%20Documentation.pdf Accessed March 8, 2019

  • U.S. Census Bureau, 2013-2017 American Community Survey 5-Year Estimates

  • “Vent Buildings Spark Controversy.” Boston.com, 2003, http://graphics.boston.com/traffic/bigdig/vents.htm. Accessed April 21, 2019

  • WSP. I-81 Independent Feasibility Study, November 2017, https://www.scribd.com/document/366284718/I81-Independent-Feasbility-Study-Report-Nov2017#from_embed?campaign=SkimbitLtd&ad_group=126006X1587360Xa05b94d808e88f2bed9fbf8c418f69e5&keyword=660149026&source=hp_affiliate&medium=affiliate. Accessed April 21, 2019

In Syracuse, Transportation, Urban Planning
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Manlius Cinema.jpeg
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The Movie Theater at the Urban Core
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Clinton Square Christmas Tree at night.jpeg
Nov 30, 2023
The Case for a Holiday Village
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Oct 31, 2023
The Walk: To Middle Ages
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The Walk: To the Ballpark
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Aug 14, 2023
The Walk: To Tipperary Hill
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The Walk
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Lessons from the North
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