A Few Days in Cincinnati and a Few Lessons for Syracuse

March 31, 2022

Whenever I travel I find myself focusing on how the cities I’m in function. I always enjoy myself the most when I’m walking the streets, riding a bike, or riding transit somewhere, which lets me experience the city at a more human pace. When you’re driving or Ubering everywhere you go, you never get a sense of where things are or how they connect with one another.

In the middle of March 2022, I traveled to Cincinnati, Ohio for the first time. A city that is rarely at the top of urban planner’s thoughts when it comes to progressive policies and projects, yet it has quietly built some truly pleasant human scale environments on the sturdy bones of its historic core. Downtown Cincy and the Over the Rhine (OTR) neighborhood offer walkable streets, plentiful dining and shopping experiences, as well as access to the city’s major league sporting venues. While these two neighborhoods only make up a very small part of the city as a whole, they offer up some ideas to other Rust Belt cities on how to embrace your history and make it a livable space moving forward.

DORAs and Plazas

A recurring theme in many of my articles is the need to provide safe, open spaces for people to enjoy. This is especially true during the past few years during the COVID-19 pandemic, which has made eating and drinking outdoors a much more attractive and safer option for many. Cincinnati, including many of its suburbs, has taken this to heart, opening up at least 17 DORAs, which stands for Designated Outdoor Refreshment Areas. DORAs are pedestrianized streets lined with bars and restaurants that allow visitors to move freely between establishments with their drinks in hand, as long as the drink is in an official DORA cup. Each DORA is set up to meet the needs of the businesses and communities they sit within. During my trip to Cincinnati, I visited the most well known DORA in the region, the Banks, which sits between the stadiums for the Bengals and the Reds right on the Ohio River. The main street, Freedom Way, is blocked off to traffic year round, allowing for bars and restaurants to add seating and games. A few bars have walk-up windows allowing easy access for ordering. We happened to be there on St. Patrick’s Day when it was 75 degrees out, so the entire area was filled with people enjoying the sun. The one downside of the Banks is that you’re forced to cross two five-lane one-way streets and a bridge across I-71 in order to get there from the rest of Downtown Cincinnati. The whole area is also built on top of a massive parking garage that is clearly meant for game days and not much else.

Beyond the DORAs, many bars and restaurants in Cincinnati have benefited from small plazas created by closing off ends of streets. Not only does this provide additional seating space for businesses, but it also acts as a traffic calming device. Now cars are unable to speed through the neighborhood, while people walking or riding a bike can easily pass through. This sends a clear message that cars are guests within the neighborhood.

Syracuse can easily implement similar spaces throughout the City. Armory Square, which has enjoyed successful weekends of closed streets, is the perfect candidate for a DORA program. We don’t need to look too far for an example of how that might work. The City of Oswego is currently considering a plan to let people in their Downtown area walk freely between bars and restaurants as long as their drinks are in pre-approved, logo ladened containers. This “Social District” doesn’t go quite as far as closing down streets, but Syracuse already has that in place during the summer months. If anything, Syracuse needs to consider closing those central blocks of Armory Square on a more permanent basis to create a true destination.

Smaller blocked off plazas, similar to the image above, could be implemented across the City. Blocks around Westcott, or at the five-way intersection of Hawley/Catherine/Green in the Hawley Green neighborhood, or by the Byrne Building in Downtown. The City should put out a call to businesses and neighborhoods asking for input on where these traffic calming plazas would be desirable. All it takes is some paint, planters, and chairs to transform the end of a block into an enjoyable place to be.

Rooftop Access for All

Having lived in Syracuse for the vast majority of my life, it’s surprising that I really haven’t had many opportunities to see Downtown from an elevated vantage point. You of course have the beautiful views from a number of parks around the City (Schiller, Burnett, and Upper Onondaga come to mind), but its surprising that we haven’t looked for other opportunities to embrace an urban rooftop view. In Cincinnati I lucked out in finding a few rooftop bars and restaurants to take in the sights. One, Rhinegeist Brewery, repurposed a massive space in an old warehouse along with its rooftop, offering up some spectacular views of the industrialized neighborhood against the hills.

Syracuse, like Cincinnati, is filled with old warehouses and factories looking for new life. I’ve written about a new vision for the old warehouses around Washington Square Park, encouraging local breweries to move into the neighborhood. It would be a missed opportunity if we didn’t open up access to the rooftop of the old Moyer carriage factory and create a unique space around the house at its top. The views would offer a truly unique experience.

Some will argue that rooftop access doesn’t make much sense in the snowiest city in the country, but the poor weather conditions aren’t nearly as bad as people make them out to be. Providing some cover and heated spaces would be enough to make most days enjoyable. Even if a bar or restaurant decides to only keep the rooftop open in the warmer months, they’ll still reap the benefits of the expanded space and become true destinations.

Rethinking Free Transit Loops

The Cincinnati streetcar, the Bell Connector, has been controversial over the years. Its ridership levels have never met the lofty goals its supporters set. Its route only connects Downtown Cincinnati with the nearby OTR neighborhood. Ridership fell when a fee was added for rides. But once the streetcar was made free again in 2020, ridership has picked up and has continued to grow. It’s not a perfect system by any means, but it does a lot more good for riders than the Syracuse Syrculator ever could. The Bell Connector links some densely populated residential areas to employment and entertainment centers. The stops are built out with shelters and countdown clocks, making it comfortable to wait. The Connector also runs from 7:30am to 11:30pm, making it possible for workers to actually use it for commuting purposes.

Syracuse, with its much smaller physical footprint and denser development pattern, may not really need a transit loop. Instead, Syracuse should concentrate on implementing BRT. The proposed BRT routes would act in a similar manner as the Bell Connector, connecting densely populated residential neighborhoods to employment and entertainment centers. While BRT would not be free, the new $1 fare for Centro already makes the trip cheap and convenient for regular riders, visitors, and anyone who just decides to try out the system.

Syracuse can learn a lot from other Rust Belt cities. Next time you take a trip to one, think of what we can borrow and improve upon to help make Syracuse a more livable city.

In Defense of an Aquarium and the Future of the Inner Harbor

February 28, 2022

In the fall of 2021 a surprise proposal for an $85 million aquarium at the Syracuse Inner Harbor was announced. The project would be paid for using a large budget surplus Onondaga County experienced as a result of federal pandemic funding and stronger than expected tax collections. This proposal also sparked a heated debate over what those funds should be used for and whether an aquarium is truly a viable project for this community. Should these funds instead go towards improving roads, starting new assistance funds, creating community programs, or simply stowed away for future uses? Should we bond for the required funding instead of paying for it in cash? If we are to build an aquarium, does it need to be so large?

Each of these questions are valid and should be considered, but I also think we should be looking at this project as part of a grander plan for the Inner Harbor. The Inner Harbor has been stuck in development Hell for decades (including the current legal troubles of the developer who purchased most of the land), which has resulted in an area ripe with opportunity sitting mostly vacant and overgrown. Perhaps it’s time to really consider what that future could be, with an aquarium as the spark.

Addressing Some Key Questions

First, we need to look at some of the key questions opponents and skeptics of the aquarium project bring up, since they are valid concerns. We’ll begin with the other possible uses for the funds.

Road construction is always a favorite issue to point to by critics, noting the many potholes and other issues we experience on a yearly basis in the northeast. But overall, the roads that Onondaga County is in charge of are kept in fairly good condition, as noted in SMTC’s annual pavement rating report. While this report only documents the federal aid eligible roadways, those same roads have the most impact on people’s day-to-day movements. Some of the funding could be pushed to the City of Syracuse to improve their roadways, but even then, the City has made some significant progress over the past decade of maximizing their paving budget. We must also remember that the City will also receive $123 million in federal funds as part of the pandemic relief fund, with some of that focused on improving roadways.

Others often point to providing additional services that are needed within our community, including social and health services. While I think we need further investment in those areas, it is not wise to start programs of that nature with a one-time surplus. Once those funds are gone, the services that may have become vital to some will be stripped away. We should instead look at our recurring costs and see where we can shift funding to better represent the needs of our communities. Additionally, we should be looking for ways to build our economy and create opportunities, which will help increase funding for future programs that will be more reliable than recovery funds.

But that still leaves questions on the specifics of the aquarium itself. Should we bond for it instead of paying for it with the surplus funds? And just how big should an aquarium be? The easier question to answer here is about the size. Did you know Niagara Falls has an aquarium? If you did, you’re probably one of the many visitors who was disappointed by how small the facility is. If you’re looking to build a regionally significant project, the size and scope of the project should fit that criteria. The proposed project would be the largest aquarium in the northeast, immediately bringing it attention throughout the larger region. While few people travel places just for an aquarium, the presence of a high quality aquarium might sway some to take a chance, or keep those already traveling to the area here longer. Think of fans of teams at SU or Canadian shoppers at the mall or visitors to the State Fair during the summer who might decide to extend their trip by a day to explore the aquarium. Those extra days can be a huge boon for businesses within Syracuse and leave people with a more positive view of the City as a whole, hopefully leading to return visits.

When it comes to bonding over using the surplus funds, the nice thing about using the surplus funds is that you already have them and you can act now with them. That can be subject to a larger debate on how best to fund a project of this scale, but sometimes its good to just rip off the bandaid.

The Inner Harbor’s Future

Now let’s look at some ways that the aquarium can play into the future of the Inner Harbor, and some ways we can improve upon this plan to give it a real chance at success.

First, it is an investment in the quality of life for the community. Aquariums provide an educational experience that is unique, which students at all age and grade levels can benefit from. One way we can push the current proposal to a new level is by creating a larger learning/ laboratory annex that is supported through partnerships with colleges throughout Central New York. Syracuse University, LeMoyne College, as well as the nearby SUNY campuses (Cortland, Oswego, and ESF) all have biology and environmental studies programs, which could benefit through more in-depth research opportunities at the aquarium. Providing these unique connections could encourage the expansion of these types of programs in the region as well as attract students who value this type of hands-on education. These partnerships will also provide financial support for the aquarium, which could ultimately support reduced price or free admission for City residents or low-income families. One of the main sticking points has been the proposed fee for admission, $21 per adult with reduced prices for many different groups. The financial support of colleges and universities could be geared towards creating a more equitable fee structure that ensures everyone access to this unique attraction.

Let’s also look at the accessibility of the proposed aquarium site. The Inner Harbor sits in a unique location in terms of access by residents across the City and the greater region. Yes, it sits between I-690 and I-81, providing easy access to visitors driving to the site from outside the City, but increasing access by bus, bike, and on foot are possible and already somewhat in place.

Community Grid Bike Connections

SMART1 Preferred Option

The BRT network that is considered the locally preferred option in the SMART 1 study would run nearby on North Salina Street. A slightly different route that runs up Solar Street, where the aquarium would be built, was considered but was not selected due to higher ridership demands on the Salina Street corridor. Even though the BRT system would not run directly to the aquarium site, improved pedestrian and bicycle facilities in the area would help create the needed connections. The I-81 Community Grid would help produce these new connections as wider sidewalks and new bike lanes that connect the Inner Harbor to North Salina Street are proposed across multiple bridges. This would not only help connect the Northside to the Inner Harbor, but also connect it to the Onondaga Creek Walk and Empire State Trail, making the location one of the easier places in the City to reach without a car.

For those who do choose to reach the aquarium and Inner Harbor by car, minimal parking should be built directly surrounding the site, and instead a partnership with Destiny USA should be forged to use the large swaths of overbuilt parking lots across Bear Street. We should be focused on creating a walkable neighborhood surrounding the Inner Harbor, filled with apartments, townhouses, shops, restaurants, and parkland. This can only be accomplished by reducing the amount of parking available directly on site and utilizing the already existing lots across the street.

Inner Harbor Site Plan

Inner Harbor Rendering

And on that note, we should be looking to use the development of the aquarium as leverage to force COR to continue their proposed build out at the Inner Harbor or sell the land to others who will develop it. The original proposal would have created a mixed-use neighborhood that finally provided the City a chance to fully connect with the waterways of its history. With the introduction of townhouses at the Harbor, we should require that at least half of them are for sale to own, providing a new homeownership opportunity in a denser development style than most of the City offers. An additional thing to note is that even if the original plan was fully built out, the land needed for the aquarium would remain open according to the site plan above. This would allow the aquarium to become an anchor institution at the Inner Harbor and pull the development currently occurring in Franklin Square northward.

While the Inner Harbor development shouldn’t hinge on whether an aquarium is built or not, I still think there are some unique benefits that an aquarium brings to the City that should encourage us to make the investment. The last point I’ll make, and this one can sometimes be overlooked, is that we should invest in quality of life amenities that can be enjoyed by all. The Amphitheater, while an amazing amenity, is often geared towards adults over kids. Restaurants and bars in Downtown Syracuse emphasize alcohol consumption as part of the experience (with many local breweries producing top notch beers and drinks). Destiny USA is a closer example to an amenity that can be enjoyed by all, but only if you want to spend and consume. An aquarium, like the zoo and the museums Downtown, can provide an afternoon or even a full day of fun for all ages without the pressure to consume. You’re truly there for an experience, whether to learn or to be calmed by the presence of nature, and that is truly a benefit to the community.

Note: The Central New York Regional Planning Board was involved in the aquarium study. While I have worked on the CNY Broadband Study with the agency, I have had no involvement in this study and this blog post is entirely my personal feelings on the proposal.

Downtown Syracuse after a heavy snowfall

Cities Don't Have to be Loud

January 31, 2022

One of the things that stands out after a heavy snowfall is just how quiet the whole world becomes. You can hear the gentle crunches of the snow beneath your feet when you walk outside. The first run of the plows breaks the stillness, but they still feel muted. The rest of the world is still waking up and those that are up often choose to stay home until the roads are clear. It’s as if the world is covered in a blanket, resting.

Snow acts as a natural muffle as it absorbs noise, but it is not the only reason these snow days help to quiet a city. By choosing to stay home to avoid the snow covered streets, we help remove one of the biggest audio nuisances around; your car.

We often think of cities as noisy places filled with traffic and construction, but we forget that there are plenty of cities that are snow storm quiet all year round. The one thing they have in common is that they de-prioritize cars in their transportation networks. To see why this policy matters, we first need a quick run down of how decibels are measured.

Decibels are measured logarithmically, which means that if something is 10 decibels louder, it is in fact 10 times louder. If something is 20 decibels louder, it is 100 times louder, and so on. Extended exposures to sounds over 70 decibels can lead to hearing damage.

So let’s take a look at some decibel levels of common occurrences in an urban setting:

Normal conversation: 60 decibels
Busy street: 75-85 decibels
Lawn mower: 94 decibels
Motorcycle: 105 decibels
Car horn: 110 decibels
Ambulance siren: 112 decibels
Diesel truck accelerating: 114 decibels

If you’re driving through a city you may not notice your contribution to this urban noise pollution as cars have become a sort of isolation chamber on wheels, but when you’re walking or riding a bike you notice the increase in noise immediately. Adding more cars on the road also increases the likelihood of emergency vehicles finding themselves stuck in traffic, resulting in prolonged exposures to dangerous decibel levels for everyone outside of a car.

Cities don’t have to be this way. Cities in the Netherlands are dramatically quieter than their American counterparts, primarily due to their transportation policies. By emphasizing pedestrians, cyclists, and public transit while slowing down the private cars that are in use help reduce the amount of noise pollution on an average city street. You can see this in more detail in the video below by Not Just Bikes on YouTube.

While larger changes to our transportation network may take time, there are plenty of things we can do now to start the transition and bring down the noise.

Street trees and other urban vegetation help to absorb sound. They have also been shown to slow down vehicles by visually confining the space, forcing drivers to increase their attentiveness. On top of all of that, they make walking a much more pleasant experience by providing shade, cover from rain, and a visually interesting journey. Cities should ensure that all street and sidewalk improvements are coupled with an evaluation of their street tree canopy.

Prioritize clearing sidewalks and bike paths during winter storms to encourage their usage. Walking through the snow can be a challenge for many people, especially if it’s deeper than a couple inches. Cities like Syracuse and Rochester, NY are making serious strides when it comes to clearing sidewalks during the winter, but they still play second fiddle to the roadway clearing programs these cities have had in place for the better part of a century. If we begin elevating sidewalks and bike lanes to the same level as vehicle lanes, we may get closer to the Finnish ideal of prioritizing the most efficient forms of transportation over personal vehicles.

We might not want to be stuck in a snow globe all year round, but there’s no reason our cities can’t get closer to the peace and quiet we hear during those early winter mornings. Quiet cities let us enjoy the little things just a bit more.

About 27 percent of Syracuse is covered by tree canopy, which is below average for cities east of the Mississippi River.

The Holiday Season Really Celebrates Walkability

December 14, 2021

What do you picture when you think of the holiday season? Lights? Busy sidewalks? Store windows packed with decorations and gifts on display? A Christmas tree in the heart of the city? Are you seeing a show at the one fancy theatre downtown? Or are you in a park having a snowball fight in your neighborhood?

Now think about your city, or town, when the holidays aren’t around. If you live in a typical American city, that hustle and bustle downtown will fade away. You probably won’t think about the shops on Main Street as much, if at all. And you’ll be back to thinking of road trips and spending time in your car. I’m not sure about you, but when I think of a picturesque holiday scene everyone is walking around, not stuck in a car in traffic.

We might not always realize it, but many of the traditions we celebrate during the holiday season are in fact a celebration of an urban experience we no longer allow to be built. It's an experience of walkability.

Jeff Speck, the author of Walkable City: How Downtown Can Save America, One Step at a Time, identifies four keys to making a city walkable:

Provide a proper reason to walk
Make the walk feel safe
Make the walk comfortable
Create an interesting walk

Let’s think about how our holiday traditions fit into these categories.

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A Reason to Walk

There’s one simple answer to this: shopping. While we can argue about the merits of consumerism, there is a joy that comes out of shopping for many people. Window shopping, trying on clothes (whether you can afford them or not), buying gifts for people we love, each offer a type of joy and a reason to shop.

Before the advent of the shopping mall or the super-center, all of our shopping took place Downtown or in neighborhood shops. Now, we celebrate this shopping tradition through Small Business Saturday and other locally focused events aimed at bringing shoppers back Downtown.

Christmas villages famously pop up across Germany, while many American cities have adopted their own versions, including New York and Chicago. New York's Bryant Park, Columbus Circle, and Union Square evolve into shopping and entertainment centers filled with small shops, specialty food vendors, and drinks. They're a Christmas tradition for many residents and visitors that can only really be accessed on foot.

A Safe Walk

An under-appreciated benefit of the holiday lights is the added safety they can bring to someone walking along the sidewalk. Additional lights provide added visibility to pedestrians, making them easier to see for drivers. This has been identified as key safety improvement by Safe Routes to School organizations.

Street lights have also been shown to reduce crime. One study that looked at public housing developments in New York City found that developments that had new lighting installments saw “index crimes” conducted outside at night reduced by 36 percent compared to the other developments.

Downtown Syracuse - Aiden Media

Downtown Pittsburgh - Dave DiCello Photography

The added crowds add another form of safety for pedestrians. Jane Jacobs often discussed the benefits of having eyes on the street, reducing the likelihood of crime happening for fear of being caught. Shop keepers, shoppers, and just people out for a walk can all look out for one another as they enjoy the day.

The holidays are also a time to celebrate our public squares, which are often the safest place for a pedestrian to be. Many cities and towns build ice skating rinks within their parks and plazas, providing places to gather safely away from traffic. It's no surprise that these are the places where holiday pop-up shops, Christmas trees, and menorahs are erected.

A Comfortable Walk

Downtown streets, unlike streets in almost any other neighborhood in most American cities, benefit from wide, spacious sidewalks. Pedestrians can walk in groups with friends and families without being forced to walk single-file past strangers. Making walking a social experience creates a comfortable environment for everyone.

While the weather in December may impact the level of comfort for some, trees, awnings, and a cup of hot chocolate should be enough to keep most pedestrians comfortable during the day. Additional accommodations may be necessary at night, or if you’re looking to enjoy an outdoor dining experience, which should be considered more by cities - especially as the pandemic continues through this winter.

An Interesting Walk

The most obvious boost the holidays give to walkability is in the creation of an interesting walk. Shops, restaurants, and even residents decorate their property with lights, signs, and displays. Downtown Syracuse, along with many other cities, hold a window decorating competition to drum up excitement for the holiday season. New York City is filled with over-the-top displays every year, including light shows that stop people in their tracks.

Nearly every city in the country has a central Christmas tree surrounded by other holiday lights, drawing large crowds for lighting events, bringing the most interesting thing in the world to our Downtowns - other people. Humans are social creatures and we can’t help but be fascinated by other people. Bringing people together for large events, or just adding crowds to a sidewalk, intrigues us.

We shouldn’t have to wait for the holidays to enjoy walkability. There’s no reason we can’t add light and warmth to our cities year round. The next time you’re watching a cheesy holiday movie set in a small town where seemingly everyone is in the town square all day, or setting up a small Victorian Christmas village under your tree filled with carolers and horse drawn sleds, think about the ways we can bring that walkability and urbanism to our own cities and towns. We can bring some of that magic to life.

Bike Share is Back in Syracuse!…And We Need to Fix It

October 2, 2021

Every city should have a bike share program as part of their transportation network. I’ve discussed it in the past on this blog noting that bike share should be seen as an integral part of creating access and freedom for people. Syracuse’s bike share program, originally run by Gotcha and now operated by Veo Ride, is a success story in its own right and I am personally excited for its return. In fact, the cover photo for this story is me on one of the bikes as soon as I got out of work after hearing they had officially returned. But there are some glaring issues with the system that, if not corrected, will keep it from being a true alternative transportation option for many people.

First, let’s take a look at the system we have in Syracuse. In 2019 the City launched the first, by a few days, all e-bike bike share program in the country. Committing to an e-bike program was a unique option at the time, but one that made complete sense for a city as hilly as Syracuse is. Riding a traditional bike share bike, which tend to be heavier than most bikes people own for safety reasons, up to Tipp Hill or to Syracuse University would be exhausting for most riders. With an e-bike those hills become manageable and you can arrive at your destination without breaking much of a sweat.

At its launch, Sync (the name for Syracuse’s bike share program) offered individual ride purchases but also offered a monthly and yearly pass. Monthly passes, which ran for $12 per month, offered a free 30 minutes per day with $0.10 a minute after 30 minutes, while yearly passes, which were $50 per year, offered one hour of free riding per day with $0.10 a minute for any additional minutes. While these weren’t as generous as the unlimited rides of up to 45 minutes offered by CitiBike in New York, the price came in at a fraction of the $180 for the annual pass, and the service area in Syracuse can easily be covered in under 30 minutes.

While Sync was successful, including seeing a large bump in usage during the Covid-19 pandemic, financial strain on Gotcha resulted in the program ending in the fall of 2020. The City rightfully decided to seek a new vendor to provide this service and accepted a bid by Veo Ride at the beginning of summer 2021.

So now that we’re caught up on the history, let’s take a look at the system we have now and ways that we can improve it so it can become a true alternative option for people to get around Syracuse.

The Pricing

The original Sync program was priced in a reasonable way that would be an extremely affordable alternative for most people within the City of Syracuse. Under Veo Ride, the system no longer lives up to that ideal.

Monthly and yearly passes have not been implemented at this point in time, requiring all users to pay for individual rides. E-bike rides are charged a $1 unlocking fee and $0.20 per minute, while scooters are charged a $1 unlocking fee and $0.31 per minute. For low-income users you can have the $1 unlocking fee waved. On the first day of operation I took a 15 minute ride from Downtown Syracuse to Destiny USA which cost around $5, so a $10 round trip. An Uber ride in Syracuse is usually not much more expensive, and a bus ride is $2 each way. By contrast, CitiBike costs $3.50 per ride up to 30 minutes, with $0.18 per minute after 30.

Now we may not be able to have prices and offerings at the same level as CitiBike, but if we want bike share to be a true option for people we need to provide affordable monthly/yearly passes so people feel empowered to take a ride as frequently as possible.

The Network Geography

The original bike station map for Sync. Station locations did not change in the switch over from Gotcha to Veo Ride.

In the transition between Gotcha and Veo Ride the geography of Sync’s service stations did not change. Stations are located primarily around Downtown Syracuse and the surrounding neighborhoods. While the bikes and scooters utilized are dockless in nature, the stations remain key locations for individuals to look for bikes/scooters and can become transit hubs. The end goal for Sync is to eventually cover the entire city and hopefully convince some of the inner most suburbs to become part of the system as well. But we are currently leaving out important destinations in the network that should’ve been included as stations from the beginning.

The most obvious omission in the system is the lack of station access at Destiny USA. The nearest station to the mall is still around a 10-15 minute walk up the Creekwalk. As one of the largest employment centers in Onondaga County, let alone the City of Syracuse, missing this connection is a huge missed opportunity. This is especially glaring since the Creekwalk, which connects to Destiny USA’s property, is one of the premiere bike routes in the City and continues to grow into the Southside providing access to large population centers.

Near Destiny USA, we also miss connections to the Regional Market, Regional Transportation Center, and NBT Bank Stadium. A recent study by SMTC identifies ways to make this area more accessible for individuals on foot and on bikes, and is an important destination for many people who don’t have, or choose not to have, access to a car.

We should aim to have bike share stations at major bus stops in the region, helping it become a true last-mile option for many people. Even if the system is somewhat dockless, we need to provide hubs so residents can expect reliable access to a bike or scooter and not go searching near someone else’s house.

Bike share is back and we should all be excited about it. But we need to make sure its a system that is affordable and truly connects people. Let’s get to work!