Describe your vision of a healthy, safe, equitable transportation system for Baltimore City and the roles walking, biking, and public transportation play in that vision.

Baltimore residents should all have multiple non-car options to get to work. While often unappreciated, transportation touches every aspect of our lives. It impacts our employment, our commerce, our education, our public safety, and the list goes on. It is designed by its very nature to be that system, no different than in our natural bodies, to connect vital services and institutions. When it is operating properly we enjoy the vibrancy and vitality that it brings. When it is compromised segments of our population are deprived of the accessibility to resources that are desperately needed for sustainable and healthy communities. While not as sexy as the other determinants that impact the demise of our city, like public safety, affordable housing, economic opportunity, and education; transportation is a critical element to ameliorating these challenges. My vision for a healthy, safe, equitable transportation system in Baltimore is one in which we build from the premise that the welfare of the pedestrian is priority. This vision is not one that is anti-motor vehicle, but instead appreciates the fact that our transportation system must embrace a diversity of users that may not be accommodated in the appropriate way if we start from a car-centric model. Our system should truly appreciate the diversity of modes of transportation and do so not at the detriment of any mode.

The fastest and most economical way to address climate change, improve public health, and create equal access to opportunity is to design a city that reduces dependence on private automobiles. What are the biggest barriers to getting people to choose walking, biking, or public transit instead of personal vehicles, and what would you do to address these impediments?

While I believe that many of these factors are not exclusive to Baltimore, there are several major impediments to the use of alternative modes of transportation. In many regards Baltimore is masquerading as a 21st century city with at best a 20th century transportation system. The current public transportation system is unreliable, inadequate, and inefficient. Most recently at a hearing of the City Council Transportation Committee, I remarked that we have created a public transportation system for people who have no choices. Because of it's unreliability, people who have other transportation choices, choose other modes. On top of that it is a system that is woefully underfunded. A recent review of both the state of good repair and the capital improvement budget reflected the funding deficiencies necessary just to bring the system to current standards let alone upgrades.

Baltimore has done a tremendous job of hiring some of the best Bicycle Masterplan Coordinators in the nation. As well we have some of the most well respected advocates for bicycle investments. Unfortunately our funding allocated for bicycle infrastructure and the coordination of the implementation of the projects does not send a clear sign that this mode of transportation is a priority of the city. As a result it dissuades increased use of the few facilities because they are disjointed, poorly maintained, and don't encourage confidence of novice or casual riders. In addition historically bicycle infrastructure has typically been rolled out and implemented in such a way that for certain segments of the city, these investments are viewed as a harbinger for gentrification. We must make certain that these resources are applied equitably and make it clear that they are being introduced as an asset and resource to the residents that are already there and not an incentive to those we are hoping to attract.

The barriers that inhibit walking are not too dissimilar from those that discourage bicycling. Sidewalks in many areas are poorly maintained. The speed of traffic is excessive. Our land use decisions have worked against density and as a result created communities with low walk scores that are not accessible to key resources.

In 2017, the Planning Commission approved the Separated Bike Lane Network plan that connects 85% of Baltimore’s neighborhoods by creating safe, protected places to ride a bike. Do you agree with the plan’s recommendations, and if so, what would you do to ensure that we fulfill the plan’s promise to build a minimum of 17 miles of bike lanes per year? Are there specific areas of the city where you would prioritize implementation?

Yes I agree with the plan’s recommendations. We need to invest in our network. Not only does that mean increasing our capital commitment but making certain that we are taking advantage of all of the resources that are available on the State level. We need to do more outreach in the sections of the city both east and west where we have not invested in bicycle infrastructure. But in addition to that we have to increase our commitment to community engagement and the nurturing of a new generation of bicycle riders.

Approximately 50 people are killed on city streets each year while walking, biking, or driving, with another 9,000 people injured. What is your plan to reduce the number of Baltimoreans injured and killed in traffic every year?

The transportation division of BCDOT is understaffed and as a result traffic calming request are backlogged and often unresolved. We need the appropriate staffing to handle community requests for traffic calming. We need to continue to install speed cameras, even expanding their installation to places other than schools. I will continue to support and encourage the goals of Toward Zero Baltimore.

Approximately 800 Baltimoreans die early every year from preventable diseases related to carbon emissions, more than double the city’s murder rate. Thousands more are hospitalized each year as these emissions trigger asthma and other respiratory diseases. There is a strong correlation between hospitalization and proximity to major car commuter routes. What is your plan to reduce carbon emissions from automobiles in order to decrease the number of Baltimoreans hurt by and dying from emissions-related diseases?

The vision that I articulated before is one where we have less dependency on personal vehicles and a greater reliance on public transportation. I will continue to invest and promote those modes of transportation that minimize carbon emissions and other environmental hazards.

Do you walk for transportation? If so, for what purposes, how often, and what was your last trip walking?

Other than when I'm downtown or in my immediate neighborhood I typically walk for recreation. I frequently choose walking so that I can have a better sense of the challenges within my district and throughout the city. There is a perspective that cannot be gained by any other mode of travel. Two Saturday's ago in Belair Edison (not campaigning).

Do you use public transportation? If so, for what purposes, how often, and what was your last trip by public transportation?

I rarely use public transportation. With two children in different schools I am often called for a variety of reasons and may need to reach them at any moment. I would love to use it more and long for that day.

Do you ever ride a bicycle? Is it for transportation, recreation, or both? What was your last trip by bicycle?

Yes. When I do ride it is primarily for recreation or transportation to recreation. The last time that I road a bicycle was this past fall. Unfortunately the bicycle infrastructure in Baltimore is not to be compared to cities like Memphis, Milwaukee or Indianapolis to which I have travelled recently. I would probably ride a bicycle more frequently for more than recreation if our network was better connected.

Baltimore’s urban areas have limited space on streets. In order to increase safety and improve mobility, some modes of transportation must be prioritized over others to make the most of this limited space. Please rank how you would prioritize different modes of transportation on city streets, using numbers 1 through 7:

1. Walking & devices that aid people with a disability
2. Public Transportation
3. Personal Automobiles
4. Bicycles & Scooters
5. Freight and Delivery
6. Parking
7. Ride Hailing Services (Taxi, Uber, Lyft)

Agree or disagree?

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

Agree
This should be done in a way that makes best efforts to identify off street parking.

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.

Agree
I agree that this should be our goal for all of the reasons stated above but at the same time we need to take into consideration the limitations of and lack of investment in our current public transportation system. The fact that it is not a priority directly impacts Baltimoreans dependence on cars.

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 cashout so that employees can choose to pocket that money, use it for alternative transportation, or continue using that cash to pay for parking.

Disagree
I agree that employers who subsidize parking should offer an alternative transportation option (ie. monthly bus pass) but not a cash pay out.

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.

Agree
This cannot be done as one size fits all. I agree with increasing density in certain areas, but each of those areas need to be analyzed for their capacity.

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.

Agree
I would need to evaluate this a little more. On the surface this is a good idea, but a quarter mile is not the same in all parts of the city.

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.

Disagree
Some areas have had a saturation of multi family units and can benefit from a more balanced mix of single family. This should not be done independent of an analysis of the area and a comprehensive community development strategy.

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.

Disagree

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.

Disagree

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.

Agree
If this is what the data says we should not be knowingly putting pedestrians in harms way.

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.

Agree
I agree in the expansion of the system. I would make certain that there are no inequities in the prevalence and location of these cameras.

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.

Disagree
I don't disagree with lowering the threshold but I believe that 5 mph is too low.

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

Agree
I can agree with this. I would like to know how much the fines will be.

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.

Agree
As a Councilman I have gone so far as to support this for the improvements proposed for North Avenue.

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.

Agree
I am currently a member of the Leadership Council for Rails to Trails, the lead sponsor of this effort. I'm a part of the Mayoral Committee that is leading the planning effort for this project. I have and continue to be very instrumental in the community engagement portion of the West Baltimore portion of the loop. My support for the utilization of the grass medians does not negate the fact that I believe that community buy in is critical to the success of this project. While this is a citywide project, any use of the median must have the support of the impacted communities.