by 1 Comment

Car Lite Rochester: From Big to Midsize City

Logo: "Car Lite Brewed by Reconnect Rochester." Styled like a beer logo.

Car Lite Rochester is a blog series that highlights the stories of Rochesterians living a car-lite lifestyle. The term “car lite” encompasses a variety of multimodal transportation lifestyles, featuring little dependence (but not NO dependence) on a car.  It typically looks like sharing one car within a household or only using a car when absolutely necessary.

So, we hope you’ll continue to follow along.  Maybe you will be inspired to join our bloggers in living a car-lite lifestyle!

Wanna rep it? Check out our newest t-shirt in our online shop.

car lite t-shirt

Car Lite Rochester: From Big to Midsize City

By: Chaz Goodman

Chaz Goodman (guest blogger) smiling on his bike. He's wearing a black helmet and red backpack.

I love biking. I do it for fun, and for about eight years it was the only way I got around. I love being a part of my surroundings instead of being isolated in a car. I love seeing a friend on a bike or on the sidewalk and calling a quick hello. I love hearing the birds sing and feeling the breeze. I love hearing a busker playing on the street or snippets of a conversation from outdoor diners on Park Avenue. I love that instead of finding time in my busy schedule to work out in a stale indoor space, I can get exercise during my commute. I love that when I’m not feeling active, I can take it easy, bike slower, and still get to work without much effort.

From Chicago to Rochester

I spent my twenties living car free in Chicago before my wife and I moved back to Rochester. Here our lives would be different. We now had a dog and we would be visiting multiple suburbs rather than mostly staying within the city. One of the first things we did was buy two cars, one for each of us.

I added my new car key to a key ring and put it in my back pocket. The key was large and hard to ignore when I sat back down. I shifted slightly and set off the alarm button on the remote. The symbolism of the moment was a little too on the nose for me. I started thinking about how I could get back to my car free lifestyle – or at least car lite.

Commuting by bike in Rochester wasn’t too much of an adjustment from Chicago. In warmer weather, I ride to work in gym clothes and keep my work clothes in a light drawstring bag to stay cool. When I get to work I splash a little water on my face and change in the bathroom. In the winter, I just throw on a jacket over my work outfit. I put my computer and lunch in my panniers. I take East Avenue which generally has a wide shoulder since cars can’t park there during work hours. It is quite spacious for a bicycle.

The shoulder on East Avenue
The shoulder on East Avenue

I am rarely carrying much so taking my bike to work is pretty easy. Even if I have to run multiple errands, I just make sure to bring my backpack. You’d be surprised how much stuff fits in those three bags (panniers and backpack). Due to commuter traffic, travel times are pretty similar on a bike vs a car (especially if I’m traveling within the city). I almost always bike when I go out for the evening and I never worry about where to park or how much it will cost.

Speaking of cost…that alone is a good reason to consider a car lite lifestyle. My bike initially cost me $200 and I’ve probably put about $500-$600 into it for repairs over the course of ten years. Imagine this minimal cost replacing how much you put toward car repairs/payments over even half that period of time.

Challenges & Allowances

I considered my other travel needs beyond commuting, night life, and errands. I’m a musician and I often play gigs where I have to set up my own sound. Here, I allowed that I would need a car to transport my full PA system and multiple instruments/microphones/stands/amplifiers.

My next challenge was visiting family in different suburbs. I started riding from my place in Brighton to my brother’s place in Irondequoit. It’s a long ride but I enjoy it. The only time I feel nervous on a bicycle is crossing under Route 104. There are a lot of drivers who are in a hurry to get on or off the highway and they just aren’t expecting a cyclist. Nonetheless, it’s definitely doable and 104 is only one small part of my ride. TIP: I stay safe by assuming a car doesn’t see me unless I have made eye contact with the driver.

My next allowance was to drive to my parents’ place in Webster because biking this route is unfortunately quite impractical. The Bay Bridge is obviously not built for bicycles and although Empire Boulevard has a wide shoulder, cars are often going upwards of 60 MPH. I’ve read a few sobering stories about collisions gone wrong there. Plus, biking in Webster itself makes me nervous.  

If I took public transit I would need to take three buses for an hour, without any delays. There isn’t a bus that goes to my parent’s neighborhood so I would need to walk an additional five miles to their house which is not in the RTS demand area. Or I could drive and it would take 20 minutes. I can hardly blame someone who chooses to drive when we have made it so much easier than the alternative.

I decided that other than these allowances, I was going to bike even in challenging circumstances. I have a raincoat for rainy days, staying active on my bike keeps me warm in the winter, and I have multiple lights for night riding.

Then my son was born. Now the lack of protected bike infrastructure I had been blissfully unaware of as an able-bodied adult became glaringly obvious. I’m in the process of putting a toddler seat on my bike so my son can join me for errands in the city, but it’s still nerve-racking to consider. His daycare is located on a particularly busy four lane section of South Clinton Avenue so I plan to ride on the sidewalk with him for safety.

South Clinton Avenue's four lanes
South Clinton Avenue’s four lanes

The Big Picture: Why Be Car Lite?

It’s hard not to feel a little frustrated at the decisions made for our communities. When I mention reducing car usage to people I often hear the counter argument: “don’t force your lifestyle onto the rest of us.” But we’ve already all but forced people to use cars with our street design and inefficient public transit.

Some people genuinely prefer driving and that’s fine. But there are plenty of people who would opt for transit or biking if they felt it was safe and convenient. Many people don’t realize how impractical cars are because they never considered a life without them. I was certainly one of those people before spending nearly a decade without a car.

Stock image of a frustrated driver and passenger, perhaps in a traffic jam

Beyond their environmental impact, cars are just inefficient for most of our daily needs. Go to any public area and look at how much space is devoted to parking. Imagine if we could reduce that. Imagine how much more space we would have and how pleasant it would be. Imagine if drunk drivers weren’t a concern because most people weren’t driving when they went out. Imagine if children could travel with classmates via buses to their various after school activities rather than relying on overtaxed parents to transport them everywhere. Imagine if you didn’t have to drive to work every day and you could spend your commute on public transit; reading or daydreaming or writing or texting or sending emails. Imagine not needing to spend every day operating a dangerous machine that requires complete focus to stay safe. Imagine not needing to worry about car repair bills or auto insurance. Imagine a world where road construction is less common because there aren’t thousands of cars degrading the quality daily.

For those who say it’s impossible: consider the fact that our cities used to operate this way with a multitude of pedestrians, trains, buses, bicycles, and cars sharing public space. Even now our public school bus system shows us this is far from a pipe dream. Systemic change is difficult to imagine and even more difficult to enact but it’s certainly not impossible.

Eventually my son will be able to walk to school and take his own bike to get around town. Then I can reduce my car reliance even more. I hope to eventually go back to being car free when it’s possible. For now, I will continue to support institutions such as Reconnect Rochester that are working to correct the imbalance.

by 3 Comments

Making Rochester Streets Safer for All: The 2022 Complete Streets Makeover of Orange & Orchard

Makeover team at Orange & Orchard
Photo Credit: De’Jon Washington

As we report out on the third successful Complete Streets Makeover project, let’s remember why we do this.

In the U.S., pedestrian fatalities have skyrocketed, increasing by 59% from 2009-2020. According to the latest “Dangerous By Design” report, between 2009-2020, drivers struck and killed 64,073 pedestrians in this country. Here in Monroe County, from 2012-2021, over 5,000 crashes involved bicyclists and pedestrians, and ten people die on our local streets every year as a result of these crashes.

Monroe County Crash Map
Reconnect Rochester Crash Map of Monroe County, 2012-2021

Responding to this growing epidemic was the impetus behind our Complete Streets Makeover project, created to bring attention to street design as one critical factor in the safe streets equation.

The Selection Process

We began this year’s project back in July 2021 by asking you (the people that walk, bike, and roll along our streets every day) to help identify the intersections and trouble spots where you live, work and play that could be redesigned to make them safer for everyone. The community response was tremendous, and we received a total of 76 nominations for 68 locations in Monroe County.

From these submissions, our Steering Committee selected the intersection of Orange Street & Orchard Street in the JOSANA neighborhood for this year’s project.

Complete Streets Makeover Steering Committee
The Steering Committee hard at work

The Orange & Orchard location presented the right mix of community support, evidence of safety concerns, and potential for a street redesign that would create real, transformative change for the community through this project. School 17 is located right at this intersection and was a strong advocate for implementing change. Last fall, the Rochester City School District eliminated the Walker-Bus Program that had provided transportation for students living within 1.5 miles of their school, which contributed to the school’s desire to improve safety for its walkers.

Getting Community Input

So what happened next? We connected with representatives of School 17 and the JOSANA neighborhood, and together we planned a community workshop held in February at the school. We invited school families and residents to come share their experiences at this intersection and ideas for how it could be safer. At the workshop, which was facilitated by the Community Design Center of Rochester-CDCR, attendees were first led through the basics of road safety statistics and complete streets. Then, CDCR volunteers helped translate the community’s thoughts and desires into actionable design elements that would improve the intersection.

Based on community input from this session, the Stantec team drafted a conceptual drawing of street design improvements. Their rendering focused on elements that could be brought to life in the temporary, on-street installation and then translated into permanent improvements.

Complete Streets Makeover Design Rendering

Making Magic at Orange & Orchard

After much planning with the JOSANA neighborhood, over 150 people came out to Orange & Orchard on May 14 to make the magic happen! Attendees were made up of people from the neighborhood, school community, and a team of community partners*. Together, we worked to make the intersection of Orange Street & Orchard Street a more vibrant, safer place for everyone.

Design elements to calm traffic and improve safety included enhanced signage, curb extensions, temporary speed cushions, and a street mural designed by local artist Shawn Dunwoody. The temporary design was created by Stantec, which donates pro bono professional engineering services for the project. Other elements to beautify the space, like fence art and flower planters, were done with help of 2nd graders as part of their class project.

Nothing captures the life of a project better than film. Reconnect Rochester is pleased to share this short film, produced by Floating Home Films, that tells the full story.

We hope you enjoyed watching a beautiful display of community! We will continue supporting the neighborhood in their effort to make these temporary street design improvements permanent.

The Impact

But did it make a difference? YES! Data collected before and after the implementation (April and July, respectively) shows a measurable decrease in vehicle speeds along Orchard Street. Let’s get specific.

Makeover speed data graphic

Since the implementation, the 85th percentile speed (the speed that 85% of vehicles travel at or below) declined 28% and the maximum speed declined 26%. It’s worth noting that the maximum recorded speed in July happened between 1:15am and 1:30am.  Other than that outlier, the maximum speed was only 32 mph!  Even the average speed dropped 20%, despite there being no school in July. This is particularly notable with the safe assumption that arrival/dismissal congestion suppressed the speed of a great deal of traffic during our April data collection.  Finally, the speed data showed only 13 of 1,017 vehicles were traveling over 25 mph.

When it comes to speed, each mile-per-hour a driver is traveling makes a difference for pedestrian and cyclist safety, and can be the difference between life and death or a person sustaining life altering injuries.

Impact of pedestrian collisions graphic
The impact of vehicle speed in pedestrian collisions (The Healthi Kids Coalition)

Learn even more about the Complete Streets Makeover of Orange & Orchard

Looking Ahead

Our awesome team is on board to continue our Complete Streets Makeover program in 2023 and beyond!  So keep taking note of the intersections and trouble spots you experience in your daily travels that could use a re-design, and keep an eye out for calls for public submissions. Together, we’ll keep advocating to design our streets for people, and we’ll keep making it happen one intersection at a time.

*Community Partners

The Complete Streets Makeover of Orange & Orchard was a collaborative venture with the following community partners:

by No Comments

Stuck in a Bus Rut, But We Still Believe

Reconnect Rochester meets with the team at RTS on a regular basis. We listen and ask questions. We share feedback from transit riders and offer ideas. We seek to understand and strive to be a good community partner.

Many of you might be wondering what’s going on with all the service changes over the last few years. We want to share our latest understanding with the general riding public, and anyone else who cares about having reliable public transportation in our community. Read on for our take on what happened, what’s happening, and what to expect.

As an advocacy organization, it’s important for us to collect input and channel it to the ears of RTS leadership so they can better understand the impact of their decisions on transit users. To that end, we’ve constructed a survey to find out from RTS riders how your experience has changed (for better or worse) since the implementation of the Reimagine RTS system redesign last spring. We also want to hear from former RTS riders about why you have stopped riding and what it would take to get you back.

We’ll be collecting this input through the month of August online and in-person, and then we’ll collate it and pass it on to RTS leadership. Please help us out by sharing this survey with your friends!

_______________________

What’s the current situation and what can we expect?

We’ll give it to you straight first with no sugar added, and then add a dash of hope and sweetness later.

RTS ridership is still hovering around 65-70% of pre-pandemic levels with no sign of an upturn.

On-demand service in the mobility zones is exceeding demand, resulting in a service denial rate of 30-35%. The service management platform has been problematic. This combination has made service in the towns and suburbs of Monroe County often frustrating and unreliable.

Five (5) of the seven (7) 15-minute frequency routes in the core service area – the big promise of the Reimagine RTS system redesign – reverted back to 30-minute frequency. The result is worse service for some riders than they had before.

RTS doesn’t expect any of this to change or improve until at least January 2023, when new buses and vans arrive, enough drivers are hired, and a new on-demand technology platform is put in place. 

Who is impacted most?

The unfulfilled promise of Reimagine RTS of more frequent and robust service is a burden that falls squarely on transit dependent people in our community. It stands to reason that transit dependent folks make up most of the 70% of riders who are still on the bus. Unlike “choice riders” who were able to choose another way to get around, this group of folks don’t have another option than to rely on the bus. 

Bus Stop

With the system as it is, a commute time that was already long, is made longer. Those who live or need to get to work in the mobility zones are especially hard hit. Because demand is far outpacing service capacity, there is a new unreliability that is arguably worse than the service that existed before. At least then you knew a fixed route bus would be coming along at a set time, even if only every 60 minutes.

How did we get here?

The pandemic took a huge toll on RTS. In June 2020, the long-awaited Reimagine RTS system redesign launch was postponed as RTS focused on pandemic response, health safety on buses, and pitching in to meet emergency transportation needs. Reimagine RTS finally launched almost a year later in May 2021.

A few months later (Sept 2021), a shortage of private contract bus drivers created a crisis with RCSD school bus transportation. RTS stepped in and provided service so that kids could get to school. However, to free up buses and drivers, they rolled back the 15-minute frequent service that had been the hallmark of Reimagine RTS.

For the last year, RTS has been struggling to get the buses and drivers in place so they can add back the frequency in regular service and meet the unexpectedly high demand for on-demand service in the mobility zones. The good folks at RTS want to restore the frequent service as much as anyone and are working overtime to problem-solve the situation.

There are two things standing in the way: 1) Supply chain issues have prevented vans and buses, ordered more than a year ago, from arriving. 2) Steep competition in the labor market has made it more challenging to hire RTS drivers. In April 2022, due to ongoing equipment and staffing shortages, RTS announced service changes that included “pausing” the new Rt 42 crosstown, another rollback of the Reimagine RTS system redesign.

It’s little comfort, but we are not alone in this. Transit ridership is down everywhere in the wake of the pandemic. Equipment and bus driver shortages are plaguing transit systems across the country, and have led to even more severe service cuts in neighboring Buffalo and Syracuse over the past year. 

Bus Ridership
Dec 29 2019 – July 30 2022 National Data (APTA Ridership Trends dashboard)

Is there any good news?

Yes, there is plenty. 

A host of Reimagine RTS service improvements were successfully implemented and have made a big difference for many riders. Things like increased weekend service hours and frequency, the Rt 40 & 41 crosstown routes, newly added 30-minute frequency routes, and two 15-minute frequency routes (E. Main & Dewey Ave) that were reinstated.

This spring, the RGRTA Board approved a new service management platform in the mobility zones to replace the problematic one, so that fix is on its way.

Ridership data collected from the 15-minute routes has proved beyond a shadow of a doubt that frequency = increased ridership. Unexpectedly high ridership in the mobility zones shows there’s a strong demand for public transit in the towns and suburbs. What’s the takeaway? When we can restore the promises of Reimagine RTS, we will see huge gains in ridership.

Thanks to advocacy efforts led statewide by NYPTA and locally by Reconnect Rochester, as well as our Albany delegation’s support for public transportation, State Transit Operating Assistance funding for RGRTA will be increased by 15.17%. This removes funding as a barrier to service expansion & restoration (the problem is that money can’t solve the immediate problem of staffing and equipment shortages).

Many would say the Transit App has been a bright spot. Anyone who uses it can attest to the awesome design and functionality to guide transit riders in moving around.

RTS is leading New York State in the conversion to electric buses and also just got State funding to add hydrogen fuel cell buses to its fleet in the coming years. That’s a great thing for the environment and the quality of the air we breathe.

Finally, there’s also hope for expansion of bus amenities to improve the riding experience. Reconnect Rochester just got 23 more bus stop cubes on the ground, bringing the total to 54 bus stops around the city. Even more exciting, the City of Rochester with support from RTS, is applying for a $2M State funding grant to make a sweeping investment in bus stop amenities. This could mean shelters, benches, and bus stop cubes installed at hundreds of stops in the city that currently have no seating. Keep your fingers and toes crossed!

Rochester Bus

What can RTS do?

We wouldn’t be a very worthwhile advocacy organization if we didn’t point out some ways that RTS can do better even under the current constraints.

We challenge RTS to acknowledge what its customers are really experiencing minus any positive spin. Be transparent and communicate what’s happening. As transit riders, we’d like to know what’s going on. Share ridership statistics and denial rates with the community and explain why. Tell us what you’re doing to resolve the service issues. How many drivers are in the pipeline? How many buses are on order? What’s the timeline for the new user management system for the mobility zones? You get the idea.

What can we/YOU do?

Fill out our survey to share your experience.

Whether you’re a current rider or a former rider that has stopped riding the bus, we want to hear from you. We promise to deliver your thoughts to RTS leadership in the hope that your voice will impact future decision making.

If you ride RTS regularly, keep sending them your feedback.

They might not be able to make major changes happen, but they have been responsive to small improvements when they hear a sensible adjustment that can be made. Positive feedback is important, too. If RTS does something that improves your situation, let them know! Also, driving a bus can be a difficult and stressful job. A friendly greeting to the driver when you enter the bus, and thanking them for getting you to your destination safely can make a difference. You can play a part in driver retention!

Ditch the car and ride RTS whenever it works for your schedule.

Mary at Reconnect talking here. My own personal commute improved significantly thanks to the new Route 41 crosstown, which gets me to the office in 17 minutes door-to-door. In those 17 minutes, I get to enjoy some fresh air and a little exercise, check my inbox, give and take smiles (even if only with the eyes) with fellow passengers, and save gas money leaving the car at home.

Bus Arriving

Wondering what your bus commute would look like? Visit myrts.com or download the Transit App to find out!

We still believe

Reconnect Rochester has long advocated for a public transit system that delivers frequency. We still believe that the Reimagine RTS plan – when fully implemented – will set us on a path to a more frequent and robust system. There are tradeoffs, yes, but it will be a net positive overall.

At Reconnect Rochester, we look forward to when we will see the full promise of the new system fulfilled, and can truly welcome in a new day for public transportation in Rochester. We look forward to bringing back our Roc Transit Day event to showcase the changes and attract busloads of new choice riders – because choice ridership enriches the whole system, making it better for everyone. We look forward to the day when public transportation can serve as an integrating, rather than segregating, force in our community.

by 2 Comments

Car Lite Rochester: An Urbanist’s Perspective

Car Lite Rochester is a blog series that highlights the stories of Rochesterians living a car-lite lifestyle. The term “car lite” encompasses a variety of multimodal transportation lifestyles, featuring little dependence (but not NO dependence) on a car.  It typically looks like sharing one car within a household or only using a car when absolutely necessary.

So, we hope you’ll continue to follow along.  Maybe you will be inspired to join our bloggers in living a car-lite lifestyle!

Wanna rep it? Check out our newest t-shirt in our online shop.

car lite t-shirt

Car Lite Rochester: An Urbanist’s Perspective

By: Arian Horbovetz, Creator of The Urban Phoenix

I remember the feeling of thunderous accomplishment as I dismounted from my bike and whacked my kickstand with exaggerated force.  I texted my girlfriend at the time, letting her know I had made it to work safely.  I took a selfie, and entered my workplace, where I immediately began bragging about what I had just done.  I sat at my desk and took yet another selfie, which I posted on my Facebook page.

selfie of white man in blue helmet; car lite rochester

For the first time, I biked to work.  I had researched for days, looking for the route with the least amount of car exposure.  I had to assure my partner several times that this was OK and I would be safe, and that this was something I really wanted to try.  Now that I had done it, it didn’t feel like such a big deal.  Sure, the hit of elation that came from light exercise and being outside on a late-summer morning when everyone else was frantically piling into their car was intoxicating, but honestly my 4-mile Rochester-to-Henrietta bike commute suddenly didn’t seem like the momentous event that I thought it would be.  Something I thought was an outlier of an experience suddenly felt very natural and approachable.  Later, I would realized that by biking to work one time, I had simply and swiftly demolished the construct that is so ingrained in our American persona from the time we are young… the idea that driving is the only way to move about.  For me, the simple act of powering myself to work on two wheels vanquished that concept forever.

So I biked to work the next day.  And the one after that.  And the full week after that!  Suddenly, the activity that seemed so “fringe” just a short time ago felt incredibly normal, almost routine.  I began to take different routes to work, just to see streets I hadn’t spent much time on and mix up the landscape.  I left home earlier and stopped for coffee and read the news.  Suddenly my formally A to B commute turned into a micro-sightseeing adventure on my way to work.  My car began to sit for days, even weeks at a time.  I began to bike everywhere… to the store, the market, out to meet friends.  I started to make use of Greater Rochester’s fruitful trail network, and memorized every low traffic street that would get me where I needed to go with minimal car contact.  My mom lived in Pittsford at the time, so I simply hopped on the Empire State Trail and visited her every week.  Sure, I had a car and sure, I still used it occasionally.  I just didn’t want to.  Or rather I felt like when I got on a bike, I was doing something better.  Not just for me and my health, but for the community and the planet.

Winter sidewalk. Rochester NY.

And it didn’t stop there.  As the winter weather began to creep in, I started riding the bus.  Having time in the morning to check emails on my to work, or simply relax while traveling to a meeting in the city became a joy, especially on those frigid and snowy Rochester days.  Even in good weather, I would throw my bike on the front rack of the bus and go “multi-modal” to countless destinations in the city and even the nearest suburbs.  I found the sense of community on the bus to be enjoyable as well, an aspect of transit that is easy to forget when traveling alone by car.

As far-fetched as it might seem, using a broad range of transportation modes helped to expand the focus beyond my insulated life, allowing me to see that I was part of something bigger and more interconnected… and something I could help to make a little better every day.  It made me realize the importance of urban density and mixed-use development.  It helped me understand that with every car trip turned bike ride or bus trip, I was one less polluter, one less car on the road that was stuck in the traffic jam, one less parking space needed, and one less safety concern for pedestrians and other bike riders.  These were the seeds that led me to create TheUrbanPhoenix.com, a blog that addresses urban issues across New York State, which now enjoys a national readership.

A decade after that first bike ride, I’ve become a full-fledged multi-modal transportation advocate.  With the persistent work by cyclists and transit riders, as well as organizations like Reconnect Rochester, I’ve seen our city slowly progress as we work to make our streets safer and more equitable.  There are tremendous hurdles we must climb to make alternative transportation a safer and more convenient form of mobility in The Flower City, but with the dedication of so many advocates who understand that life is better when you’re multi-modal, I am pleasantly optimistic.

I still own a car.  It’s a used sub-compact that is cheap, slow and completely unsexy.  I went car-free for over a year at one point, but the modern realities of American sprawl, combined with my recent introduction to the “everything suddenly hurts” phase of middle-aged awareness means that a car-lite lifestyle is the way for me.  And of course, with the lack of adequate snow removal from most trails and bike lanes in our community, having a car as a “backup” means that I can still get to where I need to go regardless of the conditions and how we maintain our infrastructure.  And for that I understand I’m privileged, as many in our community cannot afford that luxury.  Still, I bike and ride the bus far more miles each year than I drive, and that helps me feel like I am making a difference.

When I started biking to work, I felt accomplished.  When I started taking the bus to destinations across Rochester, I felt empowered.  When this became a routine, it transformed me into an advocate.  Today, it’s a way of life, and one that has helped me to understand how connected I can feel to my community, just by moving around it.

Today, using multi-modal transportation has become as practical as it is satisfying.  I have even added other mobility options to my “fleet,” such as an an Ebike, an Electric Scooter, a Onewheel, and several longboards (I taught myself to skateboard during COVID!).  All of these options allow me to adapt to nearly any trip, any condition and frankly, they make moving around a lot more fun.

I am relatively unaffected by the realities of stifling gas prices.  Finding parking for our numerous Rochester events like Jazz Fest and Red Wings games is not just easy, it’s always free.  And when others rant about the horrors of their adversarial morning commute, I can’t help but grin, knowing that two-thirds of my bike ride to work is along a trail through nature where I watch the sun speckle through the trees and “befriend” deer, rabbits, ducks, geese, foxes, giant turtles and even a pack of wild turkeys.

And that’s the realization that eventually comes from living car-free or even car-lite for an extended period of time.  Suddenly, you see the battleground of automobile aggression on our roads as you slowly move past it, through it and beyond it, unaffected by the anxiety of the masses who are constantly trying to shave seconds off of their journey.  It’s the wry smile you can’t contain, like knowing that you’re one of the few that have discovered a secret happiness that you wish others could experience, even just once.  I don’t do what I do for purposes of ego or politics… I do it because I know I feel like a better, more complete human being.  I don’t advocate for what I do for any other reason than I wish others had the opportunity to see mobility the way I do… and if they did, I truly believe our world would look very different.  And that “different” is the Rochester I would love to imagine for our future.

by 2 Comments

Sidewalk Cycling Explained

Arian Horbovetz

Written by Arian Horbovetz and originally published on The Urban Phoenix blog

As early summer finally begins to grace the Northeast, residents of Upstate New York begin their annual euphoric embrace of life without snow, ice, and bitter cold for the first time in 5 months. Like a pauper who suddenly becomes a millionaire, hearty populations of places like Rochester immediately start thinking about what to do with the newfound possibilities created by sunshine and warmth.

For me, this is often the time when people reach out for recommendations on cycling, and specifically, tips on how to commute to work or run errands by bike. Record gas prices have, unsurprisingly, made these requests more frequent and even a bit more urgent than in previous years.

And since I live in a metro that was built to, first and foremost, accommodate the automobile, hesitant first time bike commuters often ask the same question: “is it ok to bike on the sidewalk?”

Thus begins the very multifaceted, multidimensional, and eternally context-driven debate that seems so simple and yet is so very complex. My hope is that this post, once and for all, addresses every perspective on sidewalk cycling and what first time bike-commuters should do, what long-time cyclists should advocate for and what urbanists today should encourage and discourage.

Person cycles on a sidewalk
Image Credit: Bellingham Herald

The Debate

In most of the U.S. the law is clear… bikes are vehicles and are thus supposed to be ridden in the road with cars. This oddity that equates a 20-pound bike with a 2-ton automobile in the eyes of the law is actually the result of cycling advocates decades ago who believed (and still do) that bikes and cars should be afforded the same rights.

But obviously, the bike and the car couldn’t be more different mobility solutions with regard to safety and comfort. For the parents who just want to ride with their kids, or for the new rider or new commuter who is understandably shaken by the idea of riding with traffic, the sidewalk is an appealing alternative to biking in the street. And while a majority of municipalities allow bikes on sidewalks, cycling advocates continue to encourage bike riders to ride in the road.

There are several reasons for this, and most of them have to do with driveways and intersections. A large percentage of car/bike crashes happen when a car turns into a cyclist while making a left or right turn, or when a car is pulling into or out of a driveway. For example, let’s say you’re riding your bike northbound on the left hand sidewalk. The road that is parallel to you is 4 lanes wide. You approach an intersection and while you may have the right away across the perpendicular street, a car turning left from the 4 lane road adjacent to you is looking to make their left turn across multiple lanes of oncoming traffic. In the 5-15 seconds that the driver of that car has been waiting for an opening in traffic to turn left, you, the sidewalk cyclist, have ridden up from behind and started to cross the perpendicular street. The driver who finally has space to move in between oncoming traffic turns quickly and a “T-Bone” crash occurs between the driver and the cyclist.

Two people with long red hair cycle in a Rochester street
Image Credit: Laura Mack

If the cyclist had been riding in the road, they would have been riding with traffic, thus alleviating the sightline issue from the driver’s perspective noted above. Cycling is safer when we eliminate the 90-degree points of conflict between cars and bikes, especially when the bike rider is on the sidewalk.

Also, pedestrians who use sidewalks dislike the presence of faster-moving vehicles like bikes and scooters for reasons of comfort and safety. While I would like to think that sidewalks can be shared space for all of those who navigate their communities without a car, I’ve listened to countless stories of pedestrians who have been struck or rudely surprised by cyclists invading what really should be a “safe space” for those traveling on two feet.

So with regard to a feeling of safety, cyclists are often left without a home. Drivers loath the inconvenience of navigating around road-riding cyclists, while pedestrians on sidewalks see cyclists like cyclists see cars… an uncomfortable point of conflict that needs to be addressed.

Safely Riding The Sidewalk

If riding in the road isn’t for you, here are sure-fire tips to lessen the conflicts that I described above when riding on the sidewalk. To ensure your sidewalk-riding experience is comfortable and responsible, you must be willing to adapt your speed and behavior in acquiescence to pedestrians… and assume drivers don’t see you.

  • When riding on the sidewalk and approaching an intersecting road or driveway, approach slowly, first checking to see if a car is approaching via this road or driveway. Next is what I call the “look-back,” which is the sidewalk cycling game changer. Turn your head to the parallel street to see if there is a car turning into the driveway or street you are about to cross. Look for slowing traffic with a turn signal, and if there is any doubt, slow your momentum until you are sure the driver sees you, or stop if you anticipate that the driver does not. Even if you have the right of way, DON’T EVER ASSUME that the driver can see you and navigate the intersection without this step. Use the “look-back” method multiple times as you approach and move across the intersection. If you do this for every intersection, you essentially eliminate one of the most glaring safety risks with sidewalk riding.
  • When riding on the sidewalk, give maximum priority to pedestrians by riding in the grass to allow oncoming walkers the entire sidewalk. When approaching pedestrians from behind, slow to 5-10mph or less, kindly announce that you are about to move around them on the left, and ride around them on the grass (if applicable). As a cyclist, it’s important to remember you are a guest on a right-of-way that is reserved for pedestrians. Pedestrian access is a sort of an urbanist “Holy Grail” and one that should not be besmirched.
  • Understand that, as a sidewalk rider, you become a pedestrian instead of a vehicle pilot. In other words, let’s say you approach a signaled intersection on bike while riding in the road with traffic. When the light changes green in your direction, you move forward with the flow of traffic. But if you are riding the sidewalk, you may have to press the crosswalk button every time you approach an intersection. If you do not do this, you are taking matters into your own hands. For example, let’s say that you are riding on the sidewalk and the road parallel to you has the green light, but the pedestrian crosswalk signal still says “Don’t Walk” until you press the button to cross the perpendicular street. You decide that the street parallel to the sidewalk you are traversing has the right of way, despite what the pedestrian signal says. If a car turns into you, despite the fact that you didn’t press the button to activate the walk sign, and hits you and a court case is the result, the fact that you did not push the button will likely mean that you are at fault and thus liable for damages.
  • I would HIGHLY advise against riding an electric bike on the sidewalk. As most ebikes are capable of speeds upward of 20mph, and weigh far more than the average bike, the threat to pedestrians is greatly magnified and chances that cars navigating cross street won’t see you is heightened. Sidewalk riding should not exceed the typical leisurely pace of 10-12mph.
  • Never ride on the sidewalk of a dense urban setting with many storefronts and apartment entrances. Few things make shop and restaurant owners angrier than when their customers have to look both ways before exiting their establishment to avoid being hit by a cyclist.

In Sum

Want to ride on the sidewalk instead of in the road with traffic? That’s fine, most municipalities allow it. And beyond that, I understand it. But if you’re going to ride on the sidewalk, know that you are basically giving up your legal status as a pilot of a vehicle and become a pedestrian, who is legally subject to crosswalk signaling, and who is physically responsible for ensuring that drivers see you when you traverse any intersection.

Also, it’s important to realize why bike advocates like myself encourage riding in the road rather than the sidewalk. We know that there is power in numbers, and that worldwide, the more cyclists there are, the safer the roads are for cyclists. Riding on the sidewalk, however, is seen in much of the cycling community as “giving in” to drivers and yielding the road to automobiles.

Person cycling in a city
Image Credit: Unsplash

As a daily bike commuter, I would strongly encourage you to consider finding alternatives to sidewalk riding. Parallel routes with fewer cars and slower traffic can be game changers, for example. And no matter where you ride, bright lights and a helmet can make you feel a little more in control of your own safety. But if you feel there are places you simply won’t ride in the road, remember the tips from this post. Even I have stretches of road I refuse to traverse on bike, so I slow my speed and take to the concrete, and I refuse to be shameful about it.

For me, I’d rather see someone ride a bike on the sidewalk than not at all. My hope will continue to be that the regular sidewalk rider will eventually transition to the road when they feel more comfortable. But if not, no worries… just take matters of safety and responsibility into your own hands and ride any way you can!

by No Comments

Bike Access to Nature

By Jesse Peers, Cycling Manager at Reconnect Rochester

I say this on my history bike tours a lot: If I could temporarily time travel back to one decade, it’d be the 1890s. In this decade, the up ‘til then economy-minded City of Rochester started a massive investment in the public realm: it developed its world-class park system and with the electrification and extension of the trolleys, residents could hop on a streetcar and visit our parks and beaches at their leisure. The 1890s is also renowned as the greatest bike boom in history and automobiles hadn’t yet dominated our streets.

Bike History Books
Rochester’s bike history is featured quite prominently in these four recent books

One of the bicycle’s greatest selling points at the time was the ability to access these newly developed parks and to escape the city into nature whenever you wanted. The world was at your fingertips – just a short pedal away! In the early twentieth century, Rochester cyclists would make that access to nature and the surrounding countryside even easier by pioneering a system of sidepaths through Monroe County. For a while, cyclists came to Rochester from afar to see top-notch bike infrastructure!

In Rochester’s early days, the city center was surrounded on all sides by “verdant nurseries and blooming orchards.” Visitors to the Flower City were awed by the “seemingly endless acres of blooming rose bushes, tulip beds & fruit trees, encircling the city.” Before those areas were taken over for housing, Rochester’s early Parks Commissioners proposed a park boulevard 300 feet in width encircling the city with a number of small parks scattered along its route. Instead, priority was given to two large parks straddling the river: “South Park” (Genesee Valley Park) and “North Park” (Seneca Park).

That original idea, though, kept resurfacing as subsequent mayors toyed with the idea of connecting the growing park system. Like many, we are mesmerized by this 1911 vision for Rochester. Because Rochester’s large parks were “comparatively remote,” planners felt their usefulness could be “much enhanced by narrow, extending arms reaching out into the surrounding territory and forming park-like approaches to them.” These connective parkways  would “multiply in effect the extent of park area conveniently available to the community.”

Map of Rochester

Sadly, the costs were too prohibitive and the project was dropped. (Two small beginnings though were made towards its realization: Seneca Parkway in Maplewood and Genesee Park Boulevard in the 19th Ward). For an example of a peer city that got much closer to achieving a similar vision, check out Louisville, Kentucky.

Louisville Loop Overview
Though they are still working towards its full realization, Louisville, Kentucky’s Olmsted Parks are connected with Parkways. Learn more about the Louisville Loop.

With another bike boom happening, the recent adoption of Rochester’s Children’s Outdoor Bill of Rights, the expansion of the City’s Bike Boulevard network, and the simultaneous creation of Active Transportation Plans for the city and county, we thought it a good time to revisit this concept of bike access to nature and our parks. Using the 1911 vision as our guide, let’s examine our modern bike network as connective tissue to our stellar parks.

Rochester's Children's Outdoor Bill of Rights

The Highland Crossing Trail, which many residents don’t know about since it hasn’t been incorporated into Google Maps’ bike layer yet, was a unique collaboration between Brighton and Rochester. With the Erie Canal Trail, it connects Genesee Valley Park to Highland Park. These trails together with the Genesee Riverway Trail make a wonderful seven-mile recreational loop we recommend you try sometime.

Bike Route Map
Bike Route Map

Recurrent calls in the early twentieth century to secure the Pinnacle Hills as parkland connecting Highland Park and Cobbs Hill Park were unsuccessful but today’s Bike Boulevard through Swillburg and Upper Monroe does a good job of connecting them.

Bike Route Map
Bike Route Map

Connecting Cobbs Hill to Irondequoit Bay and what is now Ellison Park is harder. The 1911 planners called for an extension of Richs Dugway Road but today’s railroad tracks present a significant barrier, as does the area around Wegmans and the “Can of Worms” interchange. For now, Browncroft Blvd, Blossom Rd and Highland Ave can be used. Living in the Culver and Merchants triangle, my kids and I are a 10 minute bike ride away from Ellison Park – a ride we cherish, especially in the Fall. We turn off of Browncroft onto Shaftsbury and Corwin Roads for a low-stress approach to the Park.

Bike Route Map
Bike Route Map

Though a parkway or trail extending east to west “along the low land just south of the Ridge Road” and today’s 104 isn’t possible, the El Camino Trail and the new Bike Boulevard through 14621 can connect Seneca Park to Irondequoit Bay.

Bike Route Maps

To connect the Genesee River and Seneca Park to Durand Eastman Park, the 1911 plan called for a connection westward “up one of the little valleys” to the northerly end of Seneca Park. Check out this creative route by Pam Rogers.

Bike Route Maps

To connect downtown with Edgerton Park and further north, we all know Lake Avenue must be avoided at all costs by bike. But the new Bike Boulevard along Plymouth parallels Lake Avenue and gets you all the way up to Kodak Park in a low-stress manner through the gorgeous Maplewood neighborhood.

What are your favorite low-stress ways to visit nature by bike? Let us know! If you agree with the Children’s Outdoor Bill of Rights declaration that every Rochester child should be able to “safely explore their community green spaces” and nearby parks, we’d ask you to advocate for continuous, high-comfort bike infrastructure for all ages and abilities for the City and County’s Active Transportation Plans this year.

by No Comments

Bike Week 2022

The cycling season in Rochester continues with Bike Week 2022, spanning two consecutive weekends from May 13 to 22 and offering cycling events for all ages and levels of expertise.

Example of a Bike Week ride
The purpose is to celebrate biking in Rochester and expand the use of bikes as practical, daily transportation. With many people taking up biking during the pandemic, Bike Week welcomes new riders and demonstrates the great community and infrastructure available to cyclists in Rochester.
Bike Week is put together by Reconnect Rochester but is truly a grassroots effort in that each event is organized individually. Information for the rides is below, along with a specific contact for each ride.

Friday, May 13

7:45pm: Light Up the Night Ride (131 Elmwood Ave)

This fun ride to kick off Bike Week begins after sundown and cyclists are encouraged to light up their bikes with glow sticks and bike lights. Gather at the Genesee Valley Sports Complex parking lot after 7pm; kickstands up around 7:45pm. The ride then proceeds through city streets and some trails, at a slow but enjoyable pace. Total distance 11 miles, but there will be shorter loops of 2-5 miles for younger cyclists as well. Dress warm and bring an extra layer for when the temperature creeps down after dark. Contact: Jesse Peers, jesse@reconnectrochester.org

Saturday, May 14

9:00am-2:00pm: Bike Sale (10 Flint Street)

R Community Bikes will have a good selection of ready-to-go bikes along with a huge selection of “project bikes” that need some TLC. They have no children’s bikes or 24″ bikes. Payment can be made by cash, PayPal or checks. Please note that this sale is at their Flint Street location, NOT their Hudson Ave location.

10:00am: George Eastman Bike Tour (900 East Avenue)

See Rochester in a new way. A nod to George Eastman’s own love of cycling, the George Eastman Bike Tour will take you to ten different locations related to the life and work of this pioneer of popular photography and famous Rochesterian. You will see buildings and sites that shaped Eastman’s life—or were in turn shaped by him. $25. Must register and pay beforehand to participate: eastman.org/biketours

Sunday, May 15

10:00am-11:30am: ROC Freedom Riders Kick Off Ride (East High School, 1801 E. Main Street)

Join ROC Freedom Riders for its 2022 season kick-off ride to support a new Black-owned fitness center founded by ROC Freedom Riders captain, Lakeisha Smith, owner of Inspired By Fitness. Meet at East High School parking lot for a ride around the neighborhood. This ride includes a tour of Inspired By Fitness and a fun warmup/cooldown activity facilitated by Lakeisha Smith. Contact: RocFreedomRiders@gmail.com

10:30am: Sunday Funday (Dr. Martin Luther King, Jr. Memorial Park at Manhattan Square, 353 Court Street)

Join Rochester Bicycle Time! for a leisurely cruise around our fine city during Bike Week. Explore fun hidden spots that will give you a different perspective on Rochester and possibly learn some history as well. Meetup at the park water fountain at 10:30am and rollout at 11am. Contact: Bryan Agnello bagnello@gmail.com

Monday, May 16

Nothing currently scheduled. Check back closer to this date for any updates!

Tuesday, May 17

7:30am-9:00am: Bike to Work Day Pit Stop, University of Rochester edition (Elmwood cycletrack, across from the main hospital entrance)

Our region’s largest employer is a wonderful bike destination! Situated along the Genesee River and near the Erie Canal, you’re sure to encounter some scenic spots along your route. The University of Rochester earned a silver “Bicycle Friendly University” award in 2018 and had Rochester’s most used bikeshare station during Pace’s tenure. To thank people cycling to the River and Medical campuses on May 17, they will have snacks to share in a safe manner. Swing by, fuel up, and talk cycling with their staff and Reconnect Rochester volunteers. Contact: Tracey Austin, taustin7@parking.rochester.edu

6:00pm-8:30pm: On-Bike Smart Cycling Class, presented by Reconnect Rochester (Public Market, 280 N. Union St)

Many people like the idea of biking more, but don’t feel safe mixing with traffic. In this class, students will learn the rules of the road and proper roadway position. We’ll examine safe cycling techniques and ways to make cycling easier and more enjoyable. The class will incorporate classroom learning, parking lot maneuvering drills and a short group ride navigating different traffic scenarios together. Cost: $25 per person. Must register and pay beforehand to participate.

Wednesday, May 18

7:00pm: National Ride of Silence (Liberty Pole, Liberty Pole Way)

Join Black Girls Do Bike Rochester and Monroe County cyclists in a silent procession to honor cyclists who have been killed or injured while cycling on public roadways. This slow 8-mile ride with a police escort aims to raise the awareness of motorists, police and government officials that cyclists have a legal right to the public roadways. Registration starts at 5:30pm. Ride will commence around 7pm after ceremony. Contact: Kecia McCullough BGDBRochNY@gmail.com

Thursday, May 19

6:45pm: Rochester Bicycle Time! (Parcel 5, 285 E. Main Street)

RBT’s mission is simple: All riders, regardless of skill level. They meet at Parcel 5 every Thursday around 6:30pm and start rolling at 7pm. Expect a relaxed cruise around the City with an improvised route. This ride is a great way to know how to get around by bike. Contact: Bryan Agnello bagnello@gmail.com

Friday, May 20

6:30am-10:00am Bike to Work Day pit stop (Union Street cycletrack at East Avenue)

If you’ve never tried biking to work, this is the day! Rochesterians are very fortunate to have an average 4.1-mile commute to work, which is about 25 minutes by bike at a casual pace. To thank people cycling to work on May 20th, Reconnect Rochester will have munchies to share and celebrate those who get to work on two wheels. Swing by, fuel up, and talk cycling with our dedicated volunteers. Contact: Jesse Peers, jesse@reconnectrochester.org

Saturday, May 21

MVP Health Care Rochester Twilight Festival

The MVP Health Care Rochester Twilight Criterium is back! This is the second race of the all new American Criterium Cup in the heart of beautiful downtown Rochester. Bring the family downtown for relentlessly high-paced racing on a short closed loop course that gives spectators plenty of access to the action! Grab a beer from the Rohrbach Beer Garden and grub from the array of Food Trucks! Details: rochestercrit.com

**Saturday, May 28** (postponed from 22nd)

10:00am-1:00pm Keeping It Classy Cycling Club’s Flower Pedal Populaire (Roundhouse Shelter, Genesee Valley Park)

Don your favorite outfit, decorate your bike, and pack up your picnic baskets! Meetup at the Genesee Valley Roundhouse shelter at 10am for coffee and a gracious welcome. Kickstands up at 11am for a short, leisurely group ride. Bring your mom and dad. Bring your Grammy and Grandpa. Bring the kids and dog! Just remember to keep it classy! Contact: Dan Slakes, danos.711@gmail.com

by 3 Comments

40 Years Car-Free in the Neighborhood of the Arts

By Joseph Struble

In 1975 I bought my first (and last) car: a gold/tan Mazda RX-3 with white bucket seats and that intoxicating “new-car smell.” I also bought a pair of prescription sunglasses, aviator style, and I thought I was so cool driving back and forth to Graduate School in Richmond, VA, windows open in summer and blasting “Country Roads, Take Me Home” on the radio.

In 1979 I was back home in Rochester and newly wary of my car. It had an unwelcome trick of suddenly losing power, slowing down and coming to a stop, no matter where I was (even on some of those country roads!). Very disconcerting. It also took 10 minutes to warm up in winter and even then I could only start to roll with the choke full out, so it was like holding the reigns of a bucking bronco (though it was a Mazda) for a while thereafter.

A car parked in a parking lot

Description automatically generated

I sold it and never looked back.

I did not get my driver’s license until I was 22 and out of college, so the aviator-glasses cool notwithstanding, I think I may have been inclined to be a non-driver early on.

And I well remember how living on St. John Fisher campus for my last 2 years thrilled me in its own small way: “There is everything I want here: friends, food, a pub, a library, Sunday Mass, famous lecturers and even bands come here, candlelight vigils in protest of the Vietnam war…OK the girls were one mile down the road on another campus, but still, this was my “happy place.”

So I simply grafted that formula for a varied and contented life onto the Park Avenue neighborhood, beginning in 1980.

I like to walk. People always tell me how healthy that is, but it is not really exercise, I think, unless you make it so (get your heart rate up, sweat, etc. – and for that, I used to jog and once even ran a marathon).

Walking is merely my mode of transportation [the action of transporting someone or something] and for me, that someone or something is me, myself and I.

I have a good 3-5 mile walking range in all four directions from my place on Strathallan Park and like my college campus, there is everything I want here: The Memorial Art Gallery, George Eastman House (where I was employed for 26 years – a 12 minute walk each way), The Eastman Theatre, GEVA, Blessed Sacrament church. The Rochester Public Library – both Central and Monroe Avenue branches are in my range. I exercise at Harro East on Andrews Street, and love my early morning walk there as others are heading out to work.

A picture containing text, grass, outdoor, sidewalk

Description automatically generated

I check out a variety of breakfast and lunch places in my walking range, all staffed with friendly people: wife and husband Evinn and Bill at Crumpets; Will at Calabresella’s Subs; Ramon, Wilfredo, and Erica at Palermo’s in the Mercantile; Jason at POP ROC; and the nice folks at the café in the Art Deco Times Square Building.

Oh and there’s my German class meet-up at Spot Coffee or Matilda’s every Thursday.

I shop at the East and Winton Wegmans, carrying a backpack which $85 of groceries usually fits nicely in. I walk there, but if there are people at the corner bus stop when I leave, I sometimes take the bus home.

I can extend my walking to Pittsford Plaza and even to Charlotte, but it has to be on a beautiful day. Otherwise, either the Monroe and Lake bus gets me there.

A word about RTS. It’s convenient enough. I love the new 41 Culver/Goodman Crosstown bus. I tell people that in my lifetime (73 years) I count three good “bonus” things coming along: Cherry Coke, Milky Way Dark, and the #41 Crosstown bus.

I think I could be very happy living in Manhattan (if I had the income). So I go there often and I have made the trip variously by plane, train, bus, and as a passenger in a car. Amtrak is the best for me, I think. More opportunity for movement, a café car break, and the leisure to read and just think.

Then there are times when a car ride is more essential than just for a psychological boost. I’m glad I have friends with cars and it’s wonderful to hit the road and head out into the country and those wide-open, blue-sky spaces (vs. interestingly cluttered city ones). 

This puts me in the “riding shotgun” seat and for that, I am grateful to GPS, since my map-reading and directional skills are abysmal.

Once in 40 years of non-driving, I borrowed my brother’s car to go to a wedding. It’s true, that like riding a bicycle, once you learn, you never forget. But a lot of things had changed about a car – the door locks, the ignition, other unfamiliar gizmos. So it was dicey. Then there was the violent thunderstorm on the way home.

I worry sometimes that I am so out-of-practice and would be very reluctant to take the wheel in case of any emergency or merely to relieve a fatigued driver on one of those blue-sky rides. I have kept up my license and even became a member of the Automobile Club of America “just in case” but I never really want to drive again. That’s not so good.

I really have no knowledge of the cost of car ownership (but the folks at Reconnect Rochester do!). For a few years, I went to the Convention Center for the Auto Show and yes, the stickers were shocking.

But I do know that since 2000, I have had some disposable income used for 6 flights to Europe where I spent 2 weeks each in a major city. Next time, I hope to take the Queen Mary II across the pond (not as pricey as you might think).

Edinburgh, Scotland, my last big trip pre-pandemic
My last trip to Europe (pre-pandemic) was a two week excursion to Edinburgh.

Although I recycle and dislike seeing a dirty truck belching black smoke drive by, don’t consider me a climate activist. I simply think that living simply with everyday pleasures at hand has been a satisfying lifestyle for me.

by No Comments

Hey Albany!

Last week, Reconnect Rochester went on a “Virtual Trip to Albany” to champion public transit and safe streets for Rochester residents (and all New Yorkers). We spent the day meeting with state legislators and their staff and having great conversations about what needs to be done to move towards our vision of a robust and equitable transportation network. We’re fortunate to have many allies in our State delegation to push for better multi-modal transportation across New York.

We’d like to shout out Reconnect Rochester Board members Victor Sanchez, Bill Collins, and Jason Partyka for devoting their time to the effort, and and huge thank you to all the legislative offices who took the time to meet with us: Assemblymembers Demond Meeks, Harry Bronson, Jennifer Lunsford, Sarah Clark, Josh Jensen, and William Magnarelli, and Senators Samra Brouk, Jeremy Cooney, and Tim Kennedy. Check out more screenshots from the day!

Read our asks for Albany legislators below. Wondering what YOU can do to advocate for better transportation for all New Yorkers? Check out the links below from our partners at the New York Public Transportation Association and the NYS Safe Streets Coalition.

NYPTA Take Action and Toolkit
NYS Safe Streets Coalition Crash Victims Rights and Safety Act


New York State 2022-23 Transportation Priorities

Public Transit:

RTS continues to be a vital service for our region as we recover from the pandemic. While COVID relief funds have helped to cover revenue loss and increased expenses, robust long-term, recurring funding will be necessary to grow and sustain the system. Governor Hochul has shown strong commitment to public transit, and we urge the Legislature to build upon those proposals in the final budget.

    1. Increase State Mass Transit Operating Assistance (STOA) for upstate transit systems by 36% ($49 million). The Governor’s Budget only proposes a 13% increase for upstate systems.
    2. Include $159.5 million annual funding level for non-MTA transit through the entire proposed 5-year capital program ($698 million 5-year total) in the final budget.
    3. Continue the STOA hold-harmless for formula systems impacted by pandemic ridership loss.
    4. Support Rider Representation (S3559A/A7822) – requires the appointment of a transit dependent and para-transit dependent representative on various transportation authorities.

Bicycle and Pedestrian (Active Transportation):

Pedestrian and cyclist injuries and fatalities are on the rise, which is why Reconnect Rochester has been working with the NYS Safe Streets Coalition to prioritize legislation to address this silent epidemic. Consider sponsoring or co sponsoring the Crash Victims Rights & Safety Act (CVRSA) to make our streets safer:

    1. Statewide Speed Limit (S2021/A01007) – allow for lower life-saving speeds across New York State
    2. Sammy’s Law (S524/A4655) – allow for lower life-saving speeds limits in New York City
    3. Complete Streets Funding (S3897/A8936) – increase state funding where the municipality agrees to fund a complete street design feature
    4. Complete Streets Application (S8394/A08624) – require consideration of complete streets design for projects which receive federal or state funding
    5. Complete Streets Maintenance (S5130/A7782) – include complete street design features in resurfacing, maintenance, and pavement recycling projects
    6. Right to Safe Passage (S4529/A547) – require drivers pass bicyclists at a safe distance of min. 3 feet
    7. DMV Pre-Licensing (S1078A/A5084) – educate NY drivers about safely interacting with vulnerable road users
    8. Crash Victims Bill of Rights (S8152/A9152) – guarantee rights and a voice for crash victims and their loved ones in legal proceedings

In addition to the above legislative package, these are other bills related to bicyclists that we would encourage you to consider sponsoring or co-sponsoring:

    1. S920/A3104 – allow for what is known as an “Idaho Stop” which allows cyclists to treat stop signs as yield signs and red lights like stop signs
    2. A8656 – repeal certain provisions of the vehicle and traffic law and would allow e-bikes to be ridden anywhere regular bikes can be ridden
    3. S3080 – establish the ride clean rebate program which would allow e-bikes and e-scooters to be eligible for a 50% rebate with a maximum of $1,100

Train and Long-Distance Bus:

Bus and train users tend to be lower income and people of color, and deserve equitable funding for their long-distance transportation that is comparable to the investments made in airline travel. Consider including funding for a bus terminal extension for the Louise Slaughter Rail Station in the new budget or when additional Federal funding is available. 

All Modes: 

Please sponsor or co-sponsor S4264A/A6967, the “Climate and Community Investment Act”, a Green New Deal for New York State. This would help create jobs and funding for carbon reduction and environmental justice programs.

by 1 Comment

Deconstructing the Intractable Issue of Snowed-In Bus Stops

By Arian Horbovetz (The Urban Phoenix)

It’s a sound only heard on the coldest mornings.  The thunderous crunch with every step in my massive boots was deafening as I stumbled over the freshly plowed sidewalk snow.  Over a foot of newly-fallen snow glistened in the streetlight.  I peered through the steam from my latest breath and saw the bus stop in front of me.  But as I stumbled closer, I discovered that any chance of relief from the biting breeze was going to be a challenge.  The drifting snow, combined with the wall of white stuff created by sidewalk plowing made accessing the bus shelter a difficult proposition, even for a person like myself who is physically capable and adequately protected.

My aforementioned bus stop

Later that day, I watched as an elderly woman stood in the partially-plowed bike lane on East Henrietta Road, where drivers routinely reach 50mph.  The woman was waiting for a bus.  The sidewalk adjacent to the perfectly cleared roadway was not only unplowed, the road plows had slung an additional foot of dirty snow on top, making the sidewalk adjacent to the bus stop literally impassable, even for the most agile pedestrian.  With each car that passed the woman, I winced, knowing that a single distracted driver could mean disaster.

These observations are the norm rather than the exception in snow-stricken cities like Rochester.  Nearly 80 inches of snowfall annually, coupled with the tremendous lack of funding for non-automobile mobility, marginalizes and often endangers residents who rely on the bus.  For the 25% of Rochester residents who do not have access to a car, for the elderly who may not have adequate support, and for our disabled citizens, heavy snowfall means an inability to access essential resources.  

Whose Job Is It Anyway?

It’s important to note that the issue of bus stop snow removal is symbiotic with the issue of sidewalk snow removal.  The City of Rochester code 104-11 clearly places the role of sidewalk snow removal on the adjacent property owner.  But too often, property owners are unwilling, unable or unaware of their responsibility to maintain the adjoining public right of way.  And while infractions are reportable, they are often not addressed in a timely manner.  As in most cities, the snow melts before enforcement leads to a positive outcome.

A Rochester resident scales a snow pile

Additionally, the city provides “supplemental” snow removal of 878 miles of city sidewalk when storms deposit more than 4” of snow.  While this is a welcomed service that most cities do not provide, a lack of continued sidewalk snow maintenance means that private driveway plowing companies and icy walking conditions caused by the packing of snow by pedestrians, still makes for treacherous or impassable on-foot experiences.  

And finally, nowhere in the code is snow removal from bus stops or bus shelters mentioned specifically.  In a recent report by WHEC News 10, RTS Spokesperson Tom Brede “asks” that property owners clear a path to the adjacent bus stops as part of their responsibility to clear the sidewalk.  But with the ambiguity and subsequent lack of accountability, any regular bus rider will attest that this action is rarely taken.

How Does It Work In Other U.S. Cities?

As much as Rochester residents are frustrated by winter sidewalk conditions, a 2019 article by Streetsblog USA called Rochester the “clear leader” when it comes to sidewalk snow removal, citing the city’s aforementioned efforts to plow nearly all of its sidewalks in the wake of a heavy snowfall.  This is not to downplay the fact that far more needs to be done here in the Flower City, it is more to show just how few cities have the funding or the will to accommodate those who rely on sidewalks and access to public transit.

A snowy bus stop in Rochester

In a February 2022 WGRZ Buffalo, NY story, NFTA Spokesperson Helen Tederous stated that Buffalo’s code places the responsibility of bus stop snow removal on abutting property owners.  But a review of Buffalo’s Article VIII 413-50 “Snow and Ice Removal” resulted in no clear reference to this claim.  

While Syracuse has only recently begun taking partial sidewalk snow removal responsibility, The Salt City recently finalized an agreement with a contractor, and will spend up to $650,000 to plow 100 miles of sidewalk.

In Minneapolis Minnesota, if a property owner does not clear their adjacent public sidewalk, the city sends them a warning.  If the owner does not comply, a city crew is dispatched to do the job themselves, and a bill is sent.  If the bill is ignored, the cost is included in the owner’s next property tax bill.  City inspections also commence 24 hours after each snowfall, giving legitimacy to the requirement.  The fact that the city takes at least some responsibility in the process of reporting violators is a rare but welcomed level of sidewalk snow removal enforcement.

Our Neighbors To The Northeast

Montreal, Canada has long been heralded as the undisputed champion of snow removal.  As one of the snowiest large cities in the world, Montreal is faced with the same challenge that many major U.S. cities incur, but the process in removing the snow is just as robust.  A large piece of this process is based on the fact that the city actually removes the snow from streets, sidewalks and bike paths in large trucks and transports it to more than two dozen designated locations around the city.  This monumental task begins with signage and notices prior to the storm, warning residents not to park their cars and bikes in the streets or sidewalks.  Instead, residents are encouraged to use a system of parking lots and garages free of charge.  During and after the snow storm, a fleet of 2,200 snow removal vehicles are dispatched to clear the 10,000 kilometers of roads, sidewalks and bike paths.  Yes, that’s right, over half a million Montreal residents use their bikes for transportation rather than recreation, likely due in part to the fact that year-round bike commuting is made more practical by the Titanic snow removal efforts that Montreal employs.

Montreal Snow Removal, courtesy of Zvi Leve

When sidewalks and bike paths are cleared, this allows residents of all socioeconomic levels to access transit with greater ease, creating a more inclusive urban environment.  While Canada’s tax structure and municipal funding practices are very different from the United States in many ways, it is encouraging to see that effective snow removal is possible, and leads to better access.

Calming The Storm

While Rochester is considered a leader in sidewalk snow removal, there is still room for a great deal of improvement.  One of the key starting points is a more robust definition of who is responsible for bus stop snow removal, and a greater communication to property owners regarding this expectation.  Like Minneapolis, regular city-wide snow removal inspections coupled with greater enforcement would likely also improve outcomes.  Finally, advocacy is always an important factor in creating change.  Consider joining organizations like Reconnect Rochester in their efforts to make our streets, sidewalks and public transit systems accessible and equitable.  Together, we can make our city a place where mobility for all is accommodated and uplifted.

by 4 Comments

In Praise of the Improved Auburn Trail

By Jesse Peers, Cycling Manager at Reconnect Rochester

A Major Upgrade

Perhaps no place in the Rochester area epitomizes post World War II car-oriented development and suburban sprawl like Pittsford Plaza. Though Monroe Avenue is on a bus line, it’s always been a difficult, time-consuming or intimidating destination to get to without a car.

Several years ago I biked on the Auburn Trail to Pittsford Plaza and it was rough! The trail, a former rail corridor, was just too bumpy for most bikes. But with the recent improvements to the Auburn Trail, the plaza, its restaurants, shops, movie theatre, and of course places of employment are now quite accessible by bike! And because the start of the improved portion of the Auburn Trail is right next to one of the City’s Bike Boulevards (this connectivity was intentional), Pittsford Plaza is definitely bikeable from the City now. Once again, here’s Stefan Korfmacher’s stylized version of Rochester’s bike connections, only incorporating trails and bike boulevards.

Our Journey

On a warm, sunny weekend in October, I convinced our kids, ages 14 and 11, to ride out to Pittsford Plaza with me. Of course I resorted to bribery; they knew some surprise at journey’s end would make it worth their while. Hint, hint, it rhymes with “Joe’s.”

To begin, we biked from our home in North Winton Village to the ABC Streets neighborhood near Park Avenue. The City’s oldest Bike Boulevard is along Harvard Street and connects this neighborhood to Cobbs Hill via the bike/pedestrian bridge over 490. Bicycling along Rochester’s Bike Boulevards is a fun, relaxing experience. The traffic is sparse and slow due to the traffic bumps and the falling leaves on this day made it even better. Plus, regular signage helps cyclists find their way.

The pedestrian-bike bridge over 490 is so much fun! When you get to the other side, you can turn right to go to Cobbs Hill Park, Lake Riley, the dog park, and ball fields. The Rochester Chess Center is here, too, on Norris Drive. We went left on Hillside Avenue, which is another Bike Boulevard on a slow, comfortable, residential street. The boulevard continues past Winton and curves south, ending at Highland Avenue. This is where some brief on-street traffic negotiating is unavoidable. We had to take a left on Highland and bike just past 590. Even though there’s no bike infrastructure on Highland, the shoulder is plenty wide and comfortable and there wasn’t much traffic. When you’re on the other side of 590, the Auburn Trail begins just after Village Lane. The distance between the end of the comfortable Bike Boulevard and the Auburn Trail? 0.1 mile! Piece of cake.

More About the Trail

The Auburn Trail is a treasure! You bike past beautiful gardens, Council Rock Primary School, The Harley School, and the future site of Whole Foods. (TIP: As with all gravel riding, you’ll have an easier time and more stability by shifting into a lower gear on your bike so you can pedal faster.) The crossings at Elmwood, Allens Creek Road, and Clover were a breeze and motorists came to a stop every time to let us cross. A couple of the crossings feature Rectangular Rapid Flashing Beacons (RRFBs) to make crossing easier.

End of the Line (for us)

We ended our trip at Moe’s Southwest Grill, where we grabbed lunch. Our entire trip from North Winton Village to Moe’s was less than 6 miles, about 35 minutes of fun, comfortable cycling. (If you’re starting from the Colby Street bike/ped bridge in the ABC Streets neighborhood, the trip would be just 3.6 miles, about 20 minutes by bike). The property didn’t have a bike rack so we just locked up to some signage; not ideal but it works.

Less than ideal bike parking at Moe’s

After some burritos and queso, we biked across the street, through one of the Monroe Ave intersections with a traffic light, to Pittsford Plaza and Barnes and Noble. B&N has bike racks right next to the front door. With a lot of eyes on the street and foot traffic, it’s a very safe place to lock up your bike.

Bike racks at Barnes & Noble

Thanks Rochester, Brighton, and Pittsford for making this bike trip so delightful!

Additional Notes:

  • Thank your Brighton and Pittsford leaders for this collaborative effort on the Auburn Trail.
  • Pittsford Plaza and its environs could certainly use more bike racks. Now that this popular destination is bikeable, it’s worth getting in touch with Wilmorite and politely requesting that more racks be installed throughout the plaza.
One of the few bike racks in Pittsford Plaza, at Trader Joe’s
  • Though we stopped at Moe’s and Barnes & Noble, the Auburn Trail does continue all the way to 96 and the Pittsford Farms Dairy! The trail ceases to be crushed gravel and becomes a narrow dirt trail. But it’s absolutely bikeable if the ground isn’t soggy. No special bike required. For riders seeking a longer recreational ride, try: the Auburn Trail out to Pittsford > the Erie Canal Trail west to Genesee Valley Park > the Genesee Riverway Trail north up to downtown; it makes a wonderful triangle.
In 2022, we’ll feature more blogs like this – hoppable trips by bike. We hope it inspires you to leave your car at home for some trips and that you gain an appreciation for our budding bike network and trail system.
by 1 Comment

“Flower City Feeling Good” Summer Group Rides: Building Community & Learning Road Lessons Along the Way

By Jesse Peers, Cycling Manager at Reconnect Rochester

After taking a bike class in 2013 which made me much more comfortable biking around, in 2014 I adopted the bike as my primary mode of transportation. Since biking short distances was easy and fun, it wasn’t long before I wanted to ride with other people. In May 2015 I took our son and we went on our first group ride: a tour of public art as part of RoCo’s Ride It exhibit. Riding in such a large group was euphoric! I knew I wanted more.

That summer I started attending the weekly Unity Ride at Bulls Head Plaza, then in its first season. The people, the diversity of the crowd, and the Unity Ride’s message – cyclists coming together to stand for non-violence and community – kept me coming back each week. I also started attending the City’s Tuesday Guided Bike Tours sponsored by the Recreation Department. That’s how I got to know Richard DeSarra, who was leading those rides at the time. For decades, Richard was the godfather of all-things-cycling in Rochester. If there was anything happening related to bikes, he had his fingerprints all over it. Most notably, he cofounded the Rochester Cycling Alliance with Jon Schull and was instrumental in the creation of Rochester’s first Bicycle Master Plan.

Richard was a perfect bicycle tour guide. Not only was he a natural at herding a large group of cyclists across the city, but he just knew so much about local history, architecture and culture that anywhere we went, I’d learn something new. It was through those Rec Dept guided bike tours that I got to know Rochester by bike, particularly the Genesee Riverway Trail and other scenic locations.

Eventually Richard’s health started deteriorating and he wasn’t able to lead the tours anymore, though his advocacy and leadership continued until he passed away in 2019.

For several years, Oscar Wilson led the tours and did a great job growing the community. As with many things, the pandemic threw a wrench in those weekly tours and this year, the Recreation Department felt it was time for a reboot of sorts. The City reached out to Reconnect Rochester to see if we’d be interested in organizing and leading the weekly tours. We jumped at the unexpected opportunity and asked longtime collaborator Exercise Express and R Community Bikes to help.

We changed the night to Wednesdays and decided to use these fun community rides to familiarize residents with bike infrastructure, and to focus the tours on the newly expanded Bike Boulevard network.

For those unfamiliar with bike boulevards, they are a low-stress network of mostly residential side streets that parallel busy arterials. Traffic calming measures such as speed bumps are installed to slow down and even deter car traffic, so cyclists have a better experience. Over time, wayfinding signage will be added for cyclists. Until this year, Rochester barely had any Bike Boulevards. Many are probably familiar with the first in the area: the Harvard/Canterbury boulevard from Hillside Ave/Cobbs Hill to Monroe Ave.

In 2021, the City added 20 miles to the network! When you include the next phase of boulevards (the yellow routes above, which are absolutely cyclable now!), the future Running Track Bridge connection, and pre-existing trails, you end up with a bike network like this:

Thanks to Stefan Korfmacher for creating this stylized map for us to generate interest and discussion. Click here for a key.

Here is the best thing about the Bike Boulevards: They are Rochester’s first and up to this point only centrally planned bike network. Whereas bike infrastructure on arterials is too often done in piecemeal fashion “where feasible” with no overall view to connectivity, the Bike Boulevards are the first instance of Rochester zooming out and implementing a centrally coordinated plan to connect the city. As a result, from one end of a particular boulevard to the other, there are no gaps. Keep in mind these boulevards cross major, busy streets but for the most part avoid cycling along them.

It’s important to note that the City views these bike boulevards as complementary to, not substitutes for, on-street infrastructure on arterials. But the boulevards in large part can get you where you need to go within the city comfortably as long as you’re willing to go a little bit out of your way. Someday the network could expand to look like this.

Our hope over the summer was to build up bike traffic along this growing network ahead of time and amp up excitement for construction. We rode from a different Rec Center each week and each ride was about seven miles so it could be comparable in length to other community rides like the Unity Ride. Over the course of the series, we were able to show how these various routes connect with each other to form a usable network. Here are all of our different rides over the summer combined in one image.

Map courtesy of Bob Williams at Genesee Transportation Council

Great emphasis was put on the City’s north side, where not much bike infrastructure is present and where many Rec Centers were kept open during the pandemic due to the vital support they provide to their surrounding communities. Participants enjoyed riding along the east-west boulevards in this area that serve as wonderful alternatives to Norton, Clifford, and Bay.

Though we weren’t able to ride every boulevard this summer, you can see how these low-stress routes really do connect the City! From our marker campaign, we knew residents wanted an easier way to bike to the Zoo and to the Public Market. Well, this bike network delivers! The El Camino Trail, which you can get to via bike boulevards, ends at the Seneca Park Zoo and the Public Market is approachable via bike boulevards from all four directions!

The best part of the series was having participants ride through neighborhoods they had never seen before. Maplewood and 14621 just west of RGH got a lot of love. To my surprise, participants’ favorite ride was the longest one with the most hills! To wrap up the series, we stopped by Exercise Express, which is situated on the Ames Street bike boulevard, for some treats. Along with some group photos, here is some of the neat stuff we spotted along our journeys:

by 2 Comments

Lake Avenue is Not Built For Everyone

Guest blog by Rachel Barnhart, who represents District 21 on the Monroe County Legislature and has been a longtime advocate for safer streets.

A driver struck and killed a woman walking on Lake Ave on September 17. She was at least the 90th pedestrian or cyclist injured or killed on Lake Ave in the mile-long stretch between Driving Park Ave and Lyell Ave over the last decade. That’s an average of nine people hurt every year in a distance we can walk in less than 20 minutes.

It’s time to make Lake Ave safe for everyone, particularly the people who live there.

About half of the people who live in the two census tracts on the west side of Lake Ave between Driving Park and Lyell live in poverty. More than one-third of the households do not own cars. They are using other means of transportation — walking, cycling and public transit. Yet Lake Ave is not built for the use of the people who call the surrounding blocks home. 

Lake Ave is built for speed. The road has 11-foot-wide lanes, 3-foot shoulders, recessed bus stops and turning lanes. These are all design elements conducive to high speeds. The speed limit on Lake Ave is 35 mph, a speed at which pedestrians have a 45 percent chance of being killed when struck. Speed data indicates that between Emerson St and Lexington Ave, half of drivers are going above 36 mph, and one in seven drivers is going above 42 mph. Driving on Lake Ave can be stressful, with tailgating, aggressive lane changes, and, yes, speeding.

A portion of Lake Ave, featuring six lanes.

When examining crash data over the last decade, it’s evident Lake Ave does not have enough traffic lights and they are not timed properly. There are not enough crosswalks, as you have to walk nearly a half-mile in one location between Driving Park and Lyell before encountering a designated place to cross. Lake Ave also takes pedestrians time to cross — it’s six lanes in some spots! In many locations, drivers can turn right on red and they can make left turns everywhere, further endangering pedestrians.

Imagine being a pedestrian or cyclist in this environment, especially on a cold, snowy or rainy day. You just want to cross the street to get to your bus stop, the grocery store, your job, or your friend’s house. But Lake Ave is not built for you. 

Despite the carnage, there is predictably no outcry to make Lake Ave safer for all who use the road. Lake Ave’s crash history sadly shows the correlation between poor street safety, race and poverty. Our culture is oriented toward the needs of drivers, no matter the collateral damage. We have an intense bias reflected in news stories that regularly use the passive voice to describe crashes. A pedestrian is “hit by a car,” not the person driving the car. We blame pedestrians for not following the rules of the road, even though drivers on Lake Ave routinely disregard traffic laws, such as the speed limit.

We can make Lake Ave work for everyone by redesigning the road. Unfortunately, drivers will fight for their ability to speed through neighborhoods, like when public opposition killed a road diet planned for a northern section of Lake Ave in 2014. There are still ideas on the table, such as Reconnect Rochester’s concept to make the Phelps Ave intersection safer.

A design rendering by Stantec for the intersection of Lake Ave & Phelps Ave, which came out of Reconnect’s 2018 Complete Streets Makeover program.

City leaders kicked off a Pace Car program on Lake Ave in 2016, which encouraged drivers to be more mindful of pedestrians and cyclists. That effort faded, but should be revived as part of a more comprehensive Vision Zero plan, which focuses on road design, enforcement and education to reduce crashes. 

Lake Ave is not built for everyone, but it could be one day, if we value the safety and quality of life of everyone who uses this corridor.

by No Comments

Rolling Out the Changes: A Transit Ambassador’s View on the New RTS System

Guest blog by Nicholas Russo; an RIT graduate, civil engineer, & passionate urbanist

On May 17, 2021, a re-imagined Regional Transit Service kicked off in Rochester. As a hired Transit Ambassador for the first week of the rollout, I had a firsthand view of how the new bus routes and infrastructure were set up and how they functioned, and also got to hear the thoughts and experiences from transit users. In this post, I’ll recount my time visiting three of the new Mobility Hubs around the metro area, as well as my car-free week in Rochester! I am currently living in Massachusetts, so I was excited to have an excuse to visit my old college town, and get paid for it!

For those who may be unfamiliar, the Reimagine RTS initiative began several years ago, with the ultimate result of more efficient bus routes, including three new Crosstown lines (which I made extensive use of during the week), and an all-new On Demand service. The On Demand service is like micro-mass-transit, with shared vans that can be called for pickups and drop-offs anywhere inside specific On Demand zones. There are no fixed routes or bus stops in the On Demand zones. 

The existing fixed-route bus service is named RTS Connect. The RTS Connect fixed-route services that run to On Demand zones now terminate at Mobility Hubs. These are more formalized bus connection points that are all served by an On Demand zone, as well. Here’s the map to help you visualize the new system.

The Week Begins

My journey started at the Albany-Rensselaer train station, where I finally got to try the roll-on bicycle storage service. I packed a week’s worth of supplies into my camping backpack, and climbed on board the train. Once I arrived in Rochester, it felt great to throw my backpack on, hop on my own bike, and get myself over to my host’s house for the week. No waiting for an Uber or walking to the Transit Center. I was very grateful to also make it to the Flower Pedal Populaire Sunday bike ride to kick off my week. It was great to catch up with so many people, and see how the city has grown over the past few years!

On-board bike storage on the Empire Service

My RTS Transit Ambassador schedule for the week was one for the early birds: 5:00am-1:00pm for Monday and Tuesday, then 6:00am-9:00am the remainder of the week. Reporting for 5:00am at the Hylan Drive Mobility Hub meant that I needed to plan my alarm time for the 45-minute bike ride to Henrietta with a little buffer time, and time to get out of bed and get ready for the day. 3:30am it was. My bike rides took me mostly on a straight line along Winton Road, which was eerily quiet at 4:00 in the morning.

The standard Ambassador uniform for the week was a blue RTS-branded apron, black RTS-branded mask, and a lime green RTS-branded visor. Hopefully it was clear that I wasn’t someone just loitering all day at the bus stop. Each Ambassador also received a small swag-bag with sunscreen (thank you!!), sanitizer, and information about the new bus lines and On Demand zones.

Showtime

Monday morning started quiet, dark, and empty at the Henrietta Transit Hub on Hylan Drive, where I was assigned. The Hub consists of two metal and plexiglass shelters facing each other across the street at the Wegmans driveway entrance. The shelters are enclosed on three sides, with the side that faces the street open except for a center plexiglass slat. 

For being on a suburban arterial, it was incredibly quiet and peaceful watching the sunrise and listening to the hundreds of seagulls and geese making their morning rounds. As the way went on, though, the traffic and noise levels became dangerously high at times as cargo trucks zoomed by at 40 miles per hour no more than twenty feet away from my seat. I would honestly suggest flipping the shelters around and having the opening face away from the street. Keeping the noise and fumes out would create a much better ride experience.

My home base for the first half of the week

The first customer of the morning was a recent graduate from RIT, and an even bigger fan of transit than I was. He informed me as he walked up to the bus shelter at 5:50am that he wanted to be the first customer to try the new On Demand service. The On Demand hours begin at 6:00am, and at that hour two RTS-branded passenger vans drove up and staged at the far edge of the Wegmans parking lot. The customer boarded and went off to continue riding the new bus system for the day.

I was also happy to be joined by fellow Ambassadors across the street, and an RTS supervisor who was on duty for the day at the Hub to make sure things ran smoothly. As the morning progressed, I was extremely grateful that he was there and had direct access to dispatch communications, as I’ll explain.

Connection Hub-Bub

Many of us are used to having first-day jitters, bugs, and hitches with new programs and initiatives, and Reimagine was no exception. Being a completely new service, On Demand had a quiet start on Monday morning. Those who did try out the passenger vans sometimes found themselves waiting at the Hub long beyond their scheduled pickup time, but with no clear reason why. When someone called customer service, the representative found that they were indeed scheduled to be picked up at the Hylan Connection Hub at their specified time. But the On Demand vehicle was nowhere to be seen. 

Luckily, RTS’s supervisor who was assisting us that day was able to speak directly with dispatch and the operators. It turned out that the location of the Connection Hub was incorrectly placed on the vans’ GPS units as being at the terminus of the bus routes (at Walmart on Clay Road), and not at the Hylan Drive shelters. So, operators were driving to Walmart when instructed to pick up a passenger at the Hylan Connection Hub. This was ironed out as the week went on.

Another change that was unexpected by some passengers was RTS Connect bypassing the Marketplace Mall entrance, which was where the fixed-route buses previously would pass through. The new routes were laid out to run directly down West Henrietta Road to Hylan Drive, without diverting into the mall property. While this was more efficient from a bus scheduling standpoint, the change proved to be less efficient for many passengers who were taking the bus to the mall. They now had to walk from the Hylan Drive Hub, and then halfway around the outside of the mall, to get inside. This feedback was passed along to operators who then updated the route by Tuesday morning to once again pass through the mall entrance.

Hopping Around Hubs

I offered my flexibility to the Ambassador supervisors during the week, and they took me up on the offer. Besides Henrietta, I helped to staff the Connection Hubs at Dewey Ave & Ridge Road, and Irondequoit Plaza. Each offered their own unique logistics that show just how diverse the neighborhoods around Rochester are. 

On Wednesday and Thursday morning, Dewey Ave proved to be an important Connection Hub for commuters who work at the industrial centers on the west side of the city. This hub really served as a stress-test for the On Demand service, which had an On Demand zone comprised of all of the industry on the west side between Ridge Road and Lyell Ave. The flexibility of the On Demand service meant that pick up and drop-off times were not guaranteed, and it became apparent early in the week (before I was at that hub) that passengers would need to book additional “buffer” time for pick-ups and drop-offs to be on time for work. It was an evolving situation as the week went on. 

Another piece of the puzzle involved the “long” and “short” fixed-route lines that served the Dewey Connection Hub. The long and short lines are basically overlapping bus lines, with one line running all the way to the far end of Dewey Ave at Northgate Plaza, and another stopping short at the Dewey Ave Connection Hub at Ridge Road.

My bike at a bus stop with a Reconnect Bus Cube

Irondequoit Plaza was the quietest hub of the week in my opinion, mostly since I was stationed there on a Saturday morning. There were not any commuters to speak of in this bedroom neighborhood, and a smattering of early-morning Wegmans shoppers did alight from the fixed-route buses that terminated here. It was a good opportunity to chat with some of the bus operators as they laid over at the hub.

Finally, I ended my week on Sunday morning back where I began, at the Hylan Drive Connection Hub in Henrietta. 

As I reflected on the week during the sunny and quiet Sunday morning, I was grateful to be on the ground to see how this system worked in the real world. As someone from a city so small that our buses only run once an hour, it was so much fun to get fully immersed in a city-wide bus system serving thousands of passengers a day. I’m looking forward to my next return visit, when I can be a full-time passenger on the RTS buses, and remember how vital our public transit is for a healthy and strong city.

by No Comments

Bike Week 2021

The cycling season in Rochester continues with Bike Week 2021, spanning two consecutive weekends from May 7 to 16 and offering cycling events for all ages and levels of expertise.

The purpose is to celebrate biking in Rochester and expand the use of bikes as practical, daily transportation. With many people taking up biking during the pandemic, Bike Week welcomes new riders and demonstrates the great community and infrastructure available to cyclists in Rochester.
For the second year, Bike Week will present a new themed Ride of the Day (ROTD), with a suggestion for a destination, group ride, or photo op. This is your chance to just get out there, using your own creativity and bikes. Look for our ROTD posts every day on Instagram and the other social media platforms.
Bike Week is put together by Reconnect Rochester and its cycling arm, the Rochester Cycling Alliance, but is truly a grassroots effort in that each event is organized individually. Information for the rides is below, along with a specific contact for each ride. Once again, masks will be mandatory at each event.

Friday, May 7

7:45pm: Light Up the Night Ride (131 Elmwood Ave)

This fun ride to kick off Bike Week begins after sundown and cyclists are encouraged to light up their bikes with glow sticks and bike lights. Gather at the Genesee Valley Sports Complex parking lot after 7pm; kickstands up around 7:45pm. The ride then proceeds through city streets and some trails, at a slow but enjoyable pace. Total distance 11 miles, but there will be shorter loops of 2-5 miles for younger cyclists as well. Dress warm and bring an extra layer for when the temperature creeps down after dark. Contact: Jesse Peers, jesse@reconnectrochester.org

ROTD Bike to a Body of Water. Kick off #rocbikeweek with our the first Ride of the Day! Bike to a body of water. Use your imagination! Lake Ontario. Genesee River. Erie Canal. Mendon Pond. A fountain in a local park.

Saturday, May 8

10:00am: ROC Freedom Riders 2021 Season Kick-Off (Franklin High School)

The ROC Freedom Riders organize big, intentional, action-oriented rides highlighting Black spaces, Black places, and acknowledging Black faces, in the spirit of the original Freedom Riders of the 1940s and 1960s. Contact: RocFreedomRiders@gmail.com

ROTD Bike to Dessert. Are you ready for today’s sweet ride of the day? Ride to dessert! Enjoy an after-meal treat, and bonus for getting there in fresh air and under your own power.

Sunday, May 9 

10:00am: Black Girls Do Bike Mother’s Day Ride (REI parking lot)

Join Black Girls Do Bike Rochester for their first annual Mother’s Day Women’s ONLY Bike ride. Meet in the REI parking lot, where their casual paced canal pathway bike ride will start. Contact: Kecia L McCullough, bgdbrochny@gmail.com

10:00am: Flower City Family Cycling Mother’s Day Ride

Join Flower City Family Cycling on Sunday, May 9 at 10am for an all-ages, family-friendly, social ride to kick off our season! This will be their 4th Annual Mother’s Day ride and they’ll be meeting up in Perinton for a short wetland walk before they hit the trails on their bikes. For details on this ride and a schedule of all their 2021 rides around the Rochester area, join them here: www.facebook.com/groups/flowercityfamilycycling. Contact: Brooke Fossey, brooke.taylor@gmail.com

ROTD Mother’s/Parents’ Day. How about a ride with your kids, or with your mother, or grandmother? Or to your mother’s house? Or meet your mother for brunch. Or any parent, actually. What a nice excuse to ride.

Monday, May 10

7:30-9:00am: Bike to Work Day pit stop, University of Rochester (Elmwood cycle track across from main hospital entrance)

Our region’s largest employer is a wonderful bike destination! Situated along the Genesee River and near the Erie Canal, you’re sure to encounter some scenic spots along your route. The University of Rochester earned a silver “Bicycle Friendly University” award in 2018 and had Rochester’s most used bike share station during Pace’s tenure. To thank people cycling to the River and Medical campuses on May 10, they will have snacks to share in a safe manner. Swing by, fuel up, and talk cycling with their staff partnering and some of our dedicated volunteers. Contact: Tracey Austin, taustin7@parking.rochester.edu

ROTD Bike to Work or School. Start the work week with a practical ride, which you are already heading to anyway. Ride to work or school. If you are working or learning from home, ride around the block back to your “office” or “classroom” and create a new fun commute.

Tuesday, May 11

ROTD Bike to a Susan B Anthony or Frederick Douglass Statue. Celebrate Rochester’s most famous citizens and honor them with a bike ride. Visit any SBA or FD statue and ponder the great things they did for our community. Since it’s Tuesday, traditionally Election Day, may we remind you to make sure you are registered to vote.

Wednesday, May 12

5:30pm: GROC Pizza Party Ride ( 230 Tryon Park)

Come for a chill ride at Tryon/Bay Park West. No drop ride, all are welcome! Just bring a good attitude, a desire to ride bikes and eat pizza and have a beer after! Thanks to Lindsay Card for setting this up and donating pizza afterwards! Schedule: 5:30 to 7:30 – Meet at Tryon Parking Lot for a ride. 7:30 Pizza and beverages after at Salvatores on Main!

7:00pm: RBK Wednesday Night Cruise (Ice Rink, Dr. Martin Luther King Jr. Memorial Park)

The Rochester Bike Kids are a dynamic, informal group of mostly young people who bike together regularly. All bikers are welcome. Their signature ride is the Wednesday Night Cruise (WNC). They congregate around the ice rink at Dr. Martin Luther King Jr. Memorial Park in downtown Rochester every Wednesday at 7pm and roll out at 7:30. More info at https://www.facebook.com/groups/rocbikekids Contact: Bryan Agnello, bagnello@gmail.com

ROTD Run an Errand by Bike. Do something by bike you needed to do anyway: a grocery stop, the bank, pharmacy, etc. Feel the freedom of finding easy parking right at the front door.

Thursday, May 13

ROTD Bike to a Bridge. As a way to “bridge” the work week and the weekend (see what we did there?) we suggest Pont de Rennes, one of Rochester’s most scenic, with a spectacular view of the falls. If that’s out of your distance ability, choose another bridge – over a path, stream or highway.

Friday, May 14

6:30-10:00am Bike to Work Day pit stop (Genesee Riverway Trail, just south of the skate park)

If you’ve never tried biking to work, this is the week! Rochesterians are very fortunate to have an average 4.1-mile commute to work, which is about 25 minutes by bike at a casual pace. To thank people cycling to work on May 14th, the Rochester Cycling Alliance will have munchies to share and celebrate those who get to work on two wheels. Swing by, fuel up, and talk cycling with our dedicated volunteers. Contact: Jesse Peers, jesse@reconnectrochester.org

7:45pm Light Up the Night Ride redo (131 Elmwood Ave)

This fun ride begins after sundown and cyclists are encouraged to light up their bikes with glow sticks and bike lights. Gather at the Genesee Valley Sports Complex parking lot after 7pm; kickstands up around 7:45pm. The ride then proceeds through city streets and some trails, at a slow but enjoyable pace. Total distance 11 miles, but there will be shorter loops of 2-5 miles for younger cyclists as well. Dress warm and bring an extra layer for when the temperature creeps down after dark. Contact: Jesse Peers, jesse@reconnectrochester.org

ROTD Bike to a Park. Pay homage to the Flower City with your choice of destination, as long as it’s got flowers. A park or garden or even a cemetery. Stop and smell the roses! 

Saturday, May 15

9:00am-noon Exercise Express Bike Ride & Wash (200 West Avenue)

Come celebrate Bike Week with Exercise Express LLC at their first annual bike ride & wash. Kickstands up at 11am. They will ride through the 11th & 19th Wards promoting unity and community engagement. Towels, buckets, soap and water provided by Exercise Express. Donuts & water will be served. Contact: Karen Rogers, krogers@theexerciseexpress.com

10:00am-noon George Eastman Bicycle Tour (900 East Ave)

See Rochester in a new way. A nod to George Eastman’s own love of cycling, the George Eastman Bike Tour will take you to ten different locations related to the life and work of this pioneer of popular photography and famous Rochesterian. You will see buildings and sites that shaped Eastman’s life—or were in turn shaped by him. $25. Must buy a ticket to participate: eastman.org/biketours

3:00-5:00pm Beechwood Community Ride (530 Webster Ave)

Please join us for the 4th Annual Beechwood Bike Ride — a community bike ride around the Beechwood neighborhood! It’ll be a slow and leisurely ride around our neighborhood lasting about 1 hour and followed by a picnic in Grand Ave Park. Route details coming soon to https://www.facebook.com/events/170554108260366 Those who aren’t able to ride are encouraged to join afterwards for the picnic at 4:00pm. Snacks and beverages provided! We have a small number of bikes available to loan out for the ride, so comment if you’d like to use one. Ride kicks off at the Ryan Center and ends at Grand Ave Park. Please spread the word to your Beechwood friends and neighbors!

ROTD Bike to Someplace New. Find a new trail or neighborhood you’d like to visit.

Sunday, May 16

11:00am: Keeping It Classy Cycling Club Flower Pedal Populaire

Rochester Bike Week 2021 culminates with this 10-13 mile fancy-summery-dress themed ride, which will depart at 11am and take a leisurely pace through and around the city. Plan for a picnic afterward in one of our lovely local parks and fun with local cyclists! For more details, check out facebook.com/KICCCRochester Contact: Dan Slakes, danos.711@gmail.com

ROTD Choose Your Own Bike Adventure. It’s about the journey, not the destination. As a close to Bike Week, find a friend to ride with and just enjoy the glory of getting around on two wheels.

by No Comments

Hey Albany!

Last week, Reconnect Rochester went on a “Virtual Trip to Albany” to champion public transit and safe streets for Rochester area residents (and all New Yorkers). We met with legislators and staff to talk about our transportation-related budgetary and legislative priorities (see our agenda below). We had some great conversations and found that we have many allies in our State delegation that support multi-modal transportation, and even share our passion for it!

Shout out to Bill Collins and Jason Partyka from our team for devoting their days to the effort, and kudos to all the legislative offices that took time to meet with us: Assemblymembers Harry Bronson, Jennifer Lunsford, Josh Jensen, Sarah Clark, Demond Meeks & William Magnarelli, and Senators Samra Brouk & Timothy Kennedy.

Photos of the Day

by 2 Comments

Bike Safety: It’s more than just bike lanes

Guest blog by Rochester resident, Sarah Gerin

I bought my first bike at a local pawn shop when I was nine, after finding a fresh $100 bill on the floor of a K-Mart earlier that day. Obviously I “invested” the rest (i.e. putting it in the Garfield cup in my room that held my fortunes). As a kid, my experience with biking was minimal, taking short rides around my neighborhood and learning how to ride “no hands” because I thought it looked cool.

I didn’t ride bikes again until 2018, when I spontaneously decided that I wanted to “get into road bikes” as a hobby. I dove head-first into learning as much as I could about the biking world, including different bikes and the local “bike scene” in Rochester. Inevitably, that meant that I ended up visiting – I kid you not – every single bike shop in Rochester to learn from the experts and enthusiasts what bikes made the most sense for what endeavors, and I even got “fitted” for a bike, which at the time felt like the most legitimate thing you could do as a cyclist, especially a novice one.

During my three-week escapade of research, I learned that the local cycling scene in Rochester was robust and the community here is not only knowledgeable, but welcoming and genuinely amazing. People really love to bike, and I think I grew to love it simply from my conversations with people about everything from the best gear to the best trails and the local meetups that happen each weekend.


“I biked for leisure, I biked to work (most of the time), I biked to see the city I’ve lived in for over a decade with fresh eyes.”


I eventually landed on my “entry level” road bike, with plans to work my way up in expertise. Once I made my purchase, my commitment to hitting the road remained consistent and spirited. Biking around Rochester became my official summer activity. I biked for leisure, I biked to work (most of the time), I biked to see the city I’ve lived in for over a decade with fresh eyes. During that time, I had never really considered the gaps in safety for cyclists that exist here because, frankly, the fear for my own safety didn’t ever cross my mind. I felt so free on the road and I took the necessary safety precautions as a cyclist, so what could go wrong?

In September 2019, the occasional thoughts regarding safety suddenly became very real and necessary, when a casual ride down East Ave turned into a not-so-casual ride to the ER after getting clipped and catching my fall with my face, which was thankfully protected by a helmet (wear your helmets, people!!). I honestly don’t recall many details of the incident before I found myself monologuing for hours on end in the ER and entertaining the nurses on the night shift. (Unfortunately there is no evidence of what could have been a GREAT Netflix comedy special, but there is evidence of me trying to walk to my friend’s car like a newborn deer.

What I do know is that the crash happened on the busy stretch of East Ave that doesn’t have a bike lane, which forces bicyclists to cozy up to the curb in order to avoid cars passing by on the road. *Note to cyclists and non-cyclists alike – this is NOT the “right” way to ride in the road, and was not typically my riding behavior. Call it a perfect storm, call it fate. Either way, my face smashed into the pavement and it has changed the way I think about riding and cyclist visibility/ awareness. Along with some semi-permanent changes to my physiology…but that’s a whole other blog post entirely.


“Call it a perfect storm, call it fate. Either way, my face smashed into the pavement and it has changed the way I think about riding and cyclist visibility/ awareness.”


Here’s the thing: My experience with biking in Rochester had always felt quite safe and unhindered despite the sometimes noticeable limited infrastructure in and around the city. Despite these gaps, I never felt concerned, namely because of my own safety measures and the fact that my cycling habits were usually during “off hours” and thus lower commute times. That being said, my crash happened on the one strip of East Ave that of course DOESN’T have a bike lane, during a high traffic time – a Friday night during a summer festival. In other words, a time of mayhem.

I have yet to really know how my own cycling behaviors will be influenced by my crash on the road, but I don’t have any intention of stopping. That is, once I build up the courage to get back on my bike (estimated Summer 2021 after nearly two years of recovery). Despite my unfortunate encounter with a giant moving metal object at rapid speed, I STILL think biking is a safe and enjoyable activity and method of transportation. We are a city of bike enthusiasts and have low-to-no road rage here compared to many other cities! I call that a win.


“We are a city of bike enthusiasts and have low-to-no road rage here compared to many other cities! I call that a win.”


Do I think more bike lanes need to be strategically placed around the city? Perhaps. It couldn’t hurt. But “good cycling” on the road often means that you are in the street. My biggest issue as a cyclist is that the burden of safety is always placed on cyclists, the most vulnerable in a collision circumstance, just like in “rape culture” the burden of safety or responsibility is placed on women.

If you do a quick internet search on cycling safety, you will see important things like wearing brightly colored gear, lights, a helmet, riding with the flow of traffic, and traffic signals. However, if you were to survey a randomly selected group of drivers, how many of them know how to safely engage with a cyclist on the road? How many of them know what a straight arm out versus a bent arm means when you see a cyclist doing it? How many times have you seen drivers not looking both ways (with cyclists in mind) when turning onto a street? If the safety measures diligently taken and used by cyclists mean nothing to the drivers who share the road, there will always be disproportionately increased risk.

Might there be ways to increase visibility, and more importantly awareness about cyclists, that aren’t just about creating bike lanes?

by No Comments

Pave and Plow: The Next Standard For American Trails

Written by Arian Horbovetz and originally published on The Urban Phoenix blog

I’m pleasantly surprised with the amount of trail creation that is occurring across the United States. Urban paths, trails from former railroad beds, and neighborhood connectors… people are hungrier than ever to explore a new pedestrian or cycling experience. And for those like me, the ever-growing network of trails that can potentially remove us from the dangers of automobile encounters is so incredibly vital.

But as always, I’m going to challenge our townships, counties and cities to think bigger. I’m not spitting in the face of real progress, I’m asking everyone, especially in our denser communities, to consider two standards with regard to trail creation, use and maintenance going forward.

Pave Your Trails

I am so proud of my home city of Rochester and the surrounding towns for making trail creation a priority. There are so many new trails that have popped up in our area, and it’s truly a testament to a handful of amazing people with great vision for healthy recreational use and sustainable transportation. But most of these new trails are unpaved “cinder paths.” While cheaper to construct, they are far less convenient for thin-tire bikes such as road bikes and fix-geared bikes. Furthermore, the new rage of electric micro-mobility (e-scooters, e-skateboards, etc.) has the potential to change the way we move about our communities. But most of these vehicles have small, hard, unforgiving wheels that perform poorly on unpaved surfaces.

For many who are reading this, the response to the sentence above may very well be “GOOD!” The pushback against electric micro-mobility is substantial. But my take is that anything that gets Americans out of their cars is positive. If you want to retain young people in your community, allow for the recreational and practical proliferation of electric micro-mobility. Build for a community that welcomes as many forms of transportation as possible. Only then will a mobility-progressive future be possible.

Plow Your Trails

This is a message specifically directed at northern states that receive significant snowfall. Creating trails that are unusable for 4-5 months during a year is, frankly, a denial of the potential for trails to be year-round public resources for transportation and community health.

Paved trails can be plowed easily, providing local residents a year-round outlet for exercise and safe mobility. In the Greater Rochester New York area, the Empire State Trail (Erie Canalway Trail) is partially paved, but goes unplowed during the harsh winters that can see upwards of 100 inches of snow. The brand new Highland Crossing Trail, which I happily take every day to get to work, is unpaved and unplowed, forcing me onto the busy streets on my bike during the winter months. Again, I appreciate my local governments for being proactive in creating a community resource. I do, however, blame a century of one-dimensional transportation prioritization in the United States that has created the belief that the only way to practically access jobs and resources in our community is via the automobile, the most exclusive, unsustainable and individualistic form of transportation available.

If we truly acknowledged the importance of inclusive mobility, we would readily pave and plow all of our trails, new and old. But as of now, we as a culture would rather see trail creation as a seasonal recreational nicety instead of a legitimate year-round alternative transportation solution. This must change with regard to the future of mobility in our country.

by No Comments

American Convenience Culture and the Effect of Exclusive Personal Mobility

Written by Arian Horbovetz and originally published on The Urban Phoenix blog

In a 2017 piece, I wrote about the impact of “independent automobile transportation” on our community environments. To take it one step beyond the idea that we have built a nation around exclusive personal mobility, it’s important to acknowledge the devastating effects of our “convenience culture” here in the United States.

Let’s begin with the assumption that the most important lessons we learn, the most transformative journeys we take, and the most powerful experiences we have are rarely “convenient.” The things that make us better are usually the things that require us to dig a little deeper and find something in ourselves that makes us truly feel a sense of pride and accomplishment. While convenience is a welcomed privilege, what makes us who we are usually requires a modicum of effort, or self reliance, or shared effort. If this is not your experience, then this post may not be for you.

Comfortable Bus

For the rest of you that are still with me, let’s talk about the assumption mentioned above with regard to our communities. Do we make the hard choice to bike to work instead of drive in an effort to reduce pollution, make our community safer, and advocate for a more sustainable mode of transportation, or do we simply drive? Do we conveniently order from Amazon, or do we seek a similar purchase that might strengthen our local economy? Do we use Grubhub, or do we contact our favorite local establishment directly to ensure they get the most from every order? Do we use Uber or do we see if there is a public transit option that might get us to where we need to go?

European cities like Amsterdam and Copenhagen are notorious for prioritizing less “convenient” forms of transportation in favor of bikes and public transit, which empower us and expose us to sociocultural diversity. The lessons learned via anti-exclusive mobility are the true soul-resurrecting elements that we can all benefit from. In other words, if we truly support the definition of strength through adversity, we must embrace the less convenient avenues of mobility, commerce and lifestyle.

And yet, in a country of perpetual chest-thumping, relentlessly championing the illusion of toughness and grit, we look for the closest parking space at the gym. We curse the driver that takes an extra second to make a left turn, delaying us during our commute. We berate the local business that doesn’t have the “in-and-out” convenience parking we ravenously crave. This America of “strength” is suddenly brought to its knees when we can’t find a parking space within a few hundred feet from our destination.

This is the sociological construct that is created when we over-prioritize the most “convenient” (and most exclusive) form of transportation. For example, of the 37 OECD nations, the United States has the second lowest gas tax behind Mexico, which has no gas tax. In fact, the US gas tax is almost exactly one-quarter of the OECD average per gallon. The lack of significant fuel tax in the US is an under-realized financial lubricant for the proliferation of the automobile as an affordable choice instead of the exclusive one. In essence, we have made it financially easier for people to get around using the most inefficient, unsafe and environmentally unfriendly mode of transportation this planet has ever seen.

Couple this with more than a half century of urban demolition, residential displacement and racially-diving highway creation, and you get a mode of transportation that is so convenient AND exclusive that few other modalities have a chance.

And it’s not just cars. It’s mega stores like Walmart that, ironically, we welcome into our rural and suburban worlds on the promise of jobs and inexpensive merchandise, when the reality is a monopolistic machine that pays unlivable wages and makes it impossible for small businesses to compete. The end result is actually a loss of American jobs and a culture that is built around a one-stop-shop solution that is highly subsidized and simultaneously damaging to local economies.

Services like Grubhub make it easy for consumers to order from local restaurants. But these third-party food delivery services can take up to 30% of each sale, creating a no-win scenario for restaurants. Choose to use Grubhub and have your profit margins stripped, or go it alone and receive extremely limited exposure based on the public’s lack of desire to look beyond their favorite apps to fulfill their cravings. Grubhub has quietly become one of the most powerful “pay-to-play” constructs in our local economy.

These are just a few examples of convenience culture and how this unsustainable model of commerce is slowly eliminating the chance for small businesses to thrive. The more we subscribe to the convenience economy, perpetuated first and foremost by the drastic over-prioritization of the automobile, the more we feed into our own undoing. Whether you’re a rural American who loves the convenience of Walmart, or an urban American who just wants to find the closest parking space in front of your favorite farm-to-table restaurant, remember that true patronization often takes effort. With this in mind, let’s be fine with parking a quarter mile away and getting some exercise on the way to our destination. Let’s pay a little extra to shop at our local market instead of lining the pockets of billionaires who are fleecing our small business cultures. Let’s look at the notion of what our American spirit really stands upon… the idea that if we all work a little harder and a little smarter, we can overcome the temptation of convenience culture and reclaim our community strength by doing what is more difficult.

by 1 Comment

Rochester Bicyclism: 2020 vision in hindsight.

Guest blog by Jon Schull, Reconnect Rochester Advisor

In 2009, I came across an online article that changed my life.

It described an enclosed cycleway envisioned for a network of cycleways to run above and through Toronto, Canada.  Not only did it promise year-round human-powered access to the entire city, but because each tunnel was one-way, your ride in each direction would be downwind, thanks to the breeze created by your fellow travelers.

It was (and is) a beautiful vision, but untested and unlikely to be implemented. It occurred to me that Rochester, NY could be a great testbed for a simplified version.  As a professor of innovation at RIT, I have always been mystified by our neglect of the potential North-South corridor that runs from RIT to UofR, crosses the Erie Canal, continues to Downtown, High Falls, Turning Point Park, and Lake Ontario.  An enclosed cycleway from RIT to High Falls could reintegrate town, gown, and city, could highlight the nation’s preeminent urban waterfall, and could reframe Rochester’s wintry weather as inspiration for ecological innovation. It would “create a revolutionary all-weather alternative energy transitway for bikes, e-vehicles, joggers, and skaters that will reduce road traffic and parking pressures on our campuses, create a year-round recreational attraction for locals and visitors from around the world, and put us at the forefront of the new energy economy.” (Rochester Greenway Whitepaper)

It was a no-brainer! I dubbed this the “Rochester Greenway” before I understood that the Genesee Valley Greenway was a pre-existing natural extension pointing South.  I created postcards and a website to promote the idea.  I presented a model and a poster at RIT’s innovation festival. I was all in.

After meeting with the Genesee Valley Greenway people, former Rochester Mayor Tom Frey, Frank Regan of the Rochester Environment newsletter, and City engineers, I wrote a whitepaper.  On the one hand, it shows that I wasn’t completely out of touch with reality.

“By merely endeavoring to pursue this vision, we can help revitalize Rochester’s reputation for technological and social innovation, stimulate collaboration and synergy between our urban and academic communities, create jobs, and attract funds to the region.

On the other hand, I was pretty far out there.  For example, the whitepaper’s aspirational “Brief History of the Rochester Greenway” told the fictional but heroic story of how, in a few short years, the Greenway became a reality, concluding…

“….the Greenway grew, and helped make Rochester  a world leader in sustainable technology consulting, a leading exporter of ultralight e-vehicles, and a hotbed of economic development.  The Rochester Renaissance was driven, in part, by the entrepreneurial young that the Greenway initiative attracted, inspired, and nurtured.   Grey haired,  energetic, and fit, the pioneers still ride the Greenway and the Erie Canal Crossway, accompanied by e-boarding grandchildren.  Even now, they wear Greenway Transit Tokens as badges of honor.

As if!  In reality, everyone responded with politeness, good-humor, and (I now realize) forbearance.  They understood, as at first I hadn’t, that Rochester’s cycling community was small, that cycling here was generally unappreciated, and that the city didn’t do anything radical.  It would take a culture change for something like this to happen.   

Which is how I became a cycling advocate, and co-founded the Rochester Cycling Alliance with Richard DeSarra.  

At our first meeting, Frank Regan introduced Richard as Rochester’s go-to cycling guy, a principal of the Rochester Bicycling Club, and the hero who made bike racks a fixture on Rochester buses(!).   However, when I suggested that there should be a Rochester Cycling Alliance to advocate for cycling culture, Richard was not enthusiastic: “been there, tried that.”

I couldn’t let the idea go.  On the 2009 International Day of Climate Action, a cadre of biking enthusiasts rode from the Downtown Library along the river to UR, traversed the Lehigh Valley North Trail  and converged on a Rochester Cycle Summit at RIT’s new Center for Student Innovation, where an ultra-wide screen video summarized everything I had learned about Rochester’s potential as a world capital of biking. (I urge you to watch the video.  In my humble opinion, it’s still a mind-expanding review of what we could do here!)

At the end of the meeting, I asked people to comment on “possible next steps.” To my surprise, Richard stepped up:  “I’m joining the Rochester Cycling Alliance.”  And so it began.

Postscript.

Over the years, Richard chaired the Rochester Cycling Alliance’s monthly meetings, and we became the City’s leading advocates for Richard’s signature phrase: “Bicycling as Transportation.”  Rochester now has bicycle lanes, bicycle boulevards, and bicycle advocates.  The Southern edge of the Inner Loop is gone, and in its place we have protected bike lanes and greenspace.  The Northern Loop may go soon.  The Roc the Riverway initiative is underway.  A new Skatepark is nearing completion.  That’s all terrific news and significant progress.

I know Richard DeSarra would be proud of our development.  Just a couple months after his passing in September 2019, the Rochester Cycling Alliance joined forces with Reconnect Rochester, our local active mobility organization.  The RCA gets better every year at increasing accessibility to biking and the local push for complete streets is strengthening.

But we still don’t do anything radical.  We still haven’t embraced a systemic vision of a human-centric, active-transportation, family-recreation network.  We still haven’t faced up to the urgent need for climate action, even though the climate crisis is now upon us.  Instead, we continue to make worthwhile incremental roadway improvements on a site-by-site basis.  

Just last week I saw a preview of the City’s plans for reconstructing State Street.  Good news: bike lanes will connect the Riverway trail to the Gateway to High Falls under the Inner Loop.  Bad news: the proposed bike lanes are mere markings between parked cars and busy traffic.  Parents and children who can bike 5 miles along our beautiful Riverway, will be turned back at the very threshold to the nation’s most substantial urban waterfall and (potential recreation area!).

It’s not too late.  Bold visions help create new realities (even if the realities differ from the vision).  We are in a moment of societal flux when change is possible, and desperately needed.  Let’s make the most of it!