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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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K6G6KIR7YBFQZHNLPWCB2VL6AI.jpeg

Let Us Focus on the Weak Links: We are Soccer, Not Basketball

August 15, 2019

Yesterday I stumbled upon a podcast by Malcolm Gladwell (and I know it's been out for years now) that really struck me. Most people know that I'm a big advocate for diversity and inclusion while also having very critical opinions of how our system is set up, specifically our education system. Within the first season of this podcast, Gladwell produces a three episode arc focusing on the inequalities of our education system and how brilliant kids from low-income families slip through the cracks.

The first episode, "Carlos Doesn't Remember," uses the story of a kid from LA who goes to one of the worst schools in the county and very nearly slips through the cracks before a wealthy donor finds him. This episode hit me hard as I think of all the people I went to school with in the city, or students I have worked with there, that I knew were smart but didn't have that support system to keep them going and keep them focused.

As I have driven up and down every street in the City of Syracuse this summer (400+ miles), it has become even more apparent how much place matters. Dividing lines make themselves known, and you begin to see where support systems exist and where life is a daily struggle. Families sitting on porches that are nearly falling in, attached to houses that barely have a roof. Yet we expect these children to focus on school while they barely have a physical home to go home to, if they have one at all.

Some of these students, much like Carlos, will see the value of education and put it above everything else. Not everyone is as strong as those few and will fall back into what they see around them. Many may join gangs to feel a sense of belonging, or need to leave school to help support their families that are struggling to get along. Yet we compare them to students who have every support system available to them, with comfortable homes and schools with adequate funding.

The podcast goes on to focus on the inequities in college attainment and access. Our society has become even more of a winner-takes-all reality. This is talked about in terms of cities often by Richard Florida, but is also more and more evident in our education system, especially higher education. Rich universities continue to get richer, while public and private universities that cater to lower income families are struggling to get by.

I will not be able to dissect these subjects as well as the podcast does, but the final idea of the podcast is worth noting. When you think of sports, some rely heavily on their best player while others are defined by their weakest link. Basketball teams can be carried by their very best players (think Michael Jordan or LeBron James). That single player can pick up the slack of the weaker players and allow a team to be competitive. Meanwhile, soccer is defined by the weakest player on a team. One goal that is made by a mistake can be the difference in whether a team wins or loses. Basketball is a strong link sport, while soccer is a weak link sport.

American society is a weak link society. We will only ever be as good as our weakest link, yet we spend our money and resources supporting our strongest links. It’s time for us to reorganize our priorities.

S1 E4: "Carlos Doesn't Remember"
S1 E5: "Food Fight"
S1 E6: "My Little Hundred Million"
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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.

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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
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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).

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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
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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.

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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.

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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.

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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

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