City Council: District 14

We sent our questionnaire to all filed candidates. Responses marked with a [...] indicate the candidate didn't directly answer yes or no, but may have provided a written explanation. Responses were edited for typos, but not substance.

You can find the full candidate surveys below, or scroll down to see candidate responses side by side for agree/disagree questions.

Candidates for City Council President

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Click on a candidate below to see their full narrative responses.

QUESTION COMPARISONS

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Hover or click on a candidate to see an extended response if the candidate provided one.

10. I support removing parking on a street if it would improve safety and increase mobility of people using that street.

Safety and increased mobility of people has to be at the center of how we design streets. A great example is Greenmount ave (31st - 34th) there are retail stores along the mainstreet with unnecessary street parking, given there is a huge parking lot a half block away on Barclay.

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I especially want to remove parking spaces near stop signs and stop lights so that there is greater visibility.

 

11. Minimum parking requirements are shown to increase housing costs while limiting potential density and making neighborhoods less walkable. I support following the lead of other cities that have removed minimum parking requirements from new development.

We have to always look for ways to improve the design of our city. Looking toward other cities for best practices is how we further design a city that benefits everyone.

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12. Some cities require employers that subsidize parking also offer an option for employees to receive that subsidy as a cash payment. I support a mandate that employers offer parking cash- out so that employees can choose to pocket that money, use it for alternative transportation, or continue using that cash to pay for parking.

Employers should support their employees' decision to choose the mode of transportation that works best for their family. While some may use the money to continue paying for parking this may incentivize carpooling, the use of public transportation, and even purchasing their own bike.

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I am willing to explore this option. I do want employers who offer parking subsidy to offer that subsidy to pay for public transit or ride share. which ever way is the most effective is the way to go about it, whether it's cash or some sort of voucher so that it's used for these purposes.

 

13. Increasing density in areas of opportunity is proven to help individuals escape poverty. I support taller, denser, or larger buildings in areas they are now prohibited by zoning.

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I agree in general but would need more information about a specific proposal to make a blanket statement about density exemptions outside of what is allowed in the newly adopted zoning code.

Areas of Opportunity is a technical term used in allocation of Low Income Housing Tax
Credits. Assuming you just mean areas where there are amenities and walkable, I'm willing to
have the conversation about increased density, but get frustrated with development is targeted
in one area (right now Remington and Hampden) while ignoring needs of people living in black
neighborhoods like Coldstream Homestead Montebello. What we’ve seen in Remington is that
affordability is actually gone. If we create more apartments in the area, the rent will be too high
and not actually solve the poverty issues. I believe we have to take care of all areas, not just
some for the sake of density. For instance, it’s not in our district, but along Monroe and Fulton
ave, Bon Secours has been working really hard to get tax credits for senior and other housing in
the area, and can’t get them because it’s not an AO. That’s frustrating because there are
housing needs there, especially for seniors. Bon Secours is slowly rebuilding the area. So
again, I’m willing to have the conversation, but I want to bring development to other parts of the
district that need it as well.

 

14. Transit oriented development can expand access to areas of opportunity by locating housing and retail along high frequency transit. Current zoning code only identifies these zones along subway and light rail routes. I support expanded Transit Oriented Development zoning to include areas within a quarter mile of high-frequency bus routes.

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15. It is now widely accepted that Single Family Residential Zoning was historically created to maintain racial segregation. I support removing Single Family Residential Zoning categories, allowing both single family and multi family residences to be built in all residential zoning areas.

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I would want input from affected communities, the Planning Commission, the DOT and the sustainably commission before considering sweeping zoning changes in light of the newly adopted zoning code.

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16. I support allowing existing residences to be split into apartments in all zoning categories without having to pass legislation for each conversion, increasing density in neighborhoods that were traditionally single family homes.

I agree that we have to eliminate the red tape that prevents the conversion of these homes as we face an affordable housing crisis that will only get worse without action. Additionally, we have to ensure local government has the power to protect people from bad actors.

I don't necessarily believe that conversions should be controlled by legislation but I do think there should be an opportunity for public input on conversions such as provided by the BMZA.

While I am ok with conversions not going to City Council each time, I do want a public process so that neighbors know what is happening. The current proposal pending in City Council is designed for only lots with 1500 square feet. Most neighborhoods in the 14 th won’t have to address it, but some will, like Charles Village and Coldstream Homestead Montebello. I think it’s extremely important for the neighbors to know who is doing the conversion. We have some really bad landlords that do not comply with the new law to ensure tenants have decent properties. I don’t want to hinder anyone from living there, (I’m also the board chair for the Fair Housing Action Center and know fair housing law. I don’t want to know, or the public to know, how the landlord is financing their units, I just want to know they have a track record for keeping their properties up to standard). Compliance with the new law must be a factor into this., because as I’ve been door knocking, I’ve discovered several properties where the landlord has not even tried to register or comply with the law. So does this mean it’s a conditional use, rather than ordnance? Maybe. But a process for assessing the situation is really important. I do not favor making a conversion by right.

 

17. At 20mph, 90% of pedestrians survive being hit by a car. At 40mph, only 10% survive. I support enforcing a maximum speed limit of 25 mph on arterial streets, and 20 mph on local streets.

Unfortunately, our society has evolved to where everyone is in a rush and pedestrians often pay the price. Limiting speed limits keeps more people safe and helps increase business along mainstreets as more people can see what these mainstreets offer.

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18. Allowing turns on red is a contributing factor in increased pedestrian injury and death. I support banning turns on red at all intersections that allow pedestrian crossing.

I fully support prohibiting turns on red. As a parent with children who walk and catch the bus to school, I am constantly worried about aggressive drivers. The one minute wait to turn on green has the potential to save lives while slowing drivers down.

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Strongly agree!

 

19. Automated Speed and Red Light Enforcement Cameras are widely proven to reduce fatal collisions. I support using these cameras on any street, not just near schools and construction sites.

As we utilize this technology we have to ensure it's integrity and increase transparency around outcomes to educate residents on its effectiveness.

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I also favor the use of speed humps on residential roads to slow down traffic. Often cameras are on the main roads only.

 

20. The Automated Speed Enforcement Camera current threshold is 12 miles per hour. I support cameras being able to issue citations for those traveling 5 miles per hour or more over the speed limit.

I would go a step further and increase signage that makes people aware of traveling too fast. There has to be a public awareness campaign that changes the culture of speeding in our city - fines alone won't do it.

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21. I would invest in automated enforcement cameras that will issue citations to private automobiles for being stopped or parked in bus lanes.

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I want to serve on the Budget and Appropriations Committee to ensure that we have the funds we need to meet our priorities. It is important for voters to pass the charter amendments that give City Council more power over the budget in order for such priorities to be funded.

 

22. Dedicated bus lanes and bus boarding islands are proven to dramatically improve bus reliability and boarding times. I support removing parking or travel lanes to create bus lanes and boarding islands to improve bus performance.

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This depends on the area, how we educate our residents, and other factors. When we create our Regional Transit Authority, all this should be taken into consideration. A good dialogue to educate residents on the need for this is important before just doing it. That dialogue needs to be door to door, not just asking people to come to a meeting. I favor having more room for bus lanes, we just need to address where.

 

23. The city adopted the Greenway Trails Network plan that will connect existing trails such as Gwynns Falls Trail and Herring Run Trail to create a 35-mile trail loop that connects 80% of Baltimore’s neighborhoods to greenspace and recreational trails. I support the construction of these trail connections, even if it requires using grass medians or taking road space or parking space away from private automobiles.

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I agree as long as the process has opportunity for public input.

Again, having the right dialogue and education with residents will be the key to this.

 


District-Specific Questions

1. 33rd Street was designed by the Olmsted Brothers firm, and the original plans called for a median running recreational trail to connect Druid Hill Park and Wyman Park to Lake Montebello and Herring Run Park. The Baltimore Greenway Trails Network Plan calls for bringing this vision to reality by constructing a recreational trail on the 33rd Street median as part of a larger 35-mile trail loop. I support designing and constructing this portion of the Greenway Trails Network Plan on the 33rd Street median.

As an Iraq war veteran there is nothing scarier than trying to ride a bike along 33rd Street. I fully support the Greenway Trails Network Plan, while acknowledging the community concerns about trees. Once complete, this trail will be an envy of the State of Maryland.

I agree as long as the process has opportunity for public input.

As stated before, I want to be sure the intersections along 33rd Street can handle the increase in bike traffic before considering the median. Because currently all of those intersections are hazardous. While I support the concept, we have to be sure that the intersections are safe first.

 


2. 28th and 29th Street are treated as highways by people driving along them through neighborhoods. Neighbors have developed the 28th and 29th Streets Traffic Calming initiative to call for installation of temporary traffic calming devices and study on how to implement permanent traffic calming that includes exploration of travel lane reduction or two-way conversion on both streets. I support installation of temporary traffic calming devices, even if they remove some parking, and support the study on how to implement permanent traffic calming.

I've seen these community initiatives and fully support the efforts of neighbors to improve the safety of their community.

I agree as long as the process has opportunity for public input.

And take out the Right Turn on Red! It's so dangerous for pedestrians here in Charles Village/Harwood areas where we don't have the same traffic calming as in Remington (except by the Barclay school, I love the traffic calming there!)

 


3. Dedicated bus lanes are proven to increase service reliability and speed. MTA Maryland’s BaltimoreLink Red bus route is one of the busiest in the city. I support dedicated bus lanes on Greenmount Avenue, even if it means removing some parking.

For more than a year Greenmount has operated with a single lane during construction. As we move toward creating a dedicated bus lane along Greenmount we have to ensure the businesses along the corridor are at the table to discuss how this benefits everyone impacted.

I agree as long as the process has opportunity for public input.

I'm in favor of traffic calming on Greenmount Avenue, but the businesses in the area have been hurting because of the lack of parking given all the construction. We should think innovatively about bus lane in the middle of the street, and also where to put parking for those who still need it.

 

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