Greg Sileo, Candidate for City Council-11th District

 In an effort to educate voters, we will be posting responses to our candidate questionnaire. Questionnaires were emailed to each candidate running for City Council, President of City Council, and Mayor. Candidates have until March 4th to submit. We are publishing results in the order they are received.

How frequently do you use a mode of transportation other than your car to navigate the city? Based on your experience, where should the city prioritize resources for transportation?

GS: I often walk, bike, or use public transit to get around the City. I consider myself to be a cyclist and have completed two century (100 mile) rides. As someone who rides my bike in the streets of Baltimore, I believe strongly that we should be doing more to make our City more bikeable. This includes improvements to our streets as well as investing in an effective Bikeshare program. As Councilman, I would work with public and private partners to share the cost of the Bikeshare program as well as fight for funding to implement the Complete Streets model.

What role do you believe biking and walking improvements can play in creating a safer, healthier, more livable Baltimore?

GS: I believe that getting residents out of their cars and encouraging alternative means of transportation is critical. Walking and biking decrease air pollution and traffic congestion, improve physical health and mental health, and result in neighbors being more observant and attentive to what is happening in their communities. It is critical that Baltimore City make the necessary investments to ensure that our streets are more walkable and bikeable.

Often road redesigns that improve the safety for people on bikes or people walking do so in a way that removes priority for single occupant vehicles. This can look like removing lanes for travel or decreasing available street parking. Can you describe how you would manage public expectations during project implementation, and handle any backlash from constituents that don’t share in the City’s vision for complete streets?

GS: I am a strong believer in the Complete Streets model and making our City more walkable and bikeable. I believe in the benefits of walking and biking and I am confident that I can articulate those benefits along with a broader vision for reducing the use of single occupant vehicles to residents. It’s important that we promote these projects as an investment in the future of the City. I believe that once our streets are more biker and pedestrian friendly, along with much needed investments in public transportation projects, we will see fewer cars on the road with less traffic and parking issues. I believe in that strategy, I’m prepared to articulate the benefits of it, and I’m ready to be an advocate for it.

Recent audits have discovered that the Department of Transportation struggles to measure key performance indicators. The city’s procurement and project management processes have also faced scrutiny. This has led to significant delays of key improvements to bicycle infrastructure in Baltimore. How will you work to improve performance and accountability of city agencies like the Department of Transportation under your leadership?

GS: Ensuring the accountability of City agencies and the efficient use of our tax dollars is among my top priorities. I am a strong believer in the CitiStat model as a tool for improving performance and will advocate strongly that the next Mayoral administration revive the CitiStat program. The Department of Transportation published the 2015 Bike Master Plan that created a vision for improving the City’s Biking infrastructure. As Councilman, I will advocate to ensure that DOT remains committed to the Master Plan and, if necessary, will hold hearings to demand that targets be met.

The percentage of people choosing to take public transit or ride a bike for transportation is increasing in Baltimore, while the percentage of residents without access to a vehicle is over 30%. How would you rate the city’s current investment in sustainable transportation solutions for its residents, and as a council person what would you do to support increased investment?

GS: I would rate the City’s current investment as poor. The City should prioritize funds to implement the Complete Streets model in order to make our City more bikeable and walkable. An effective Bikeshare program is also long overdue and should be funded. With regard to public transit, I believe the City can make incredibly cost-effective investments in traffic management technology, such as signal priority for busses, traffic sensors for light timing, and GPS transmitters for any new Circulator.

A recent study by Harvard economists found that the single strongest factor affecting the odds of a child escaping poverty is not the test scores of his or her local schools or the crime in the community; it is the percent of workers in his or her neighborhood who have long commutes. How do you plan to improve transportation options and commute times for our most vulnerable residents?

GS: The majority of low income residents are relying on the MTA bus system to commute to work. Higher income residents don’t ride the MTA for a very simple and practical reason—it is unreliable. As Councilman I would advocate that the MTA pilot new initiates and technologies here in the City. Accurate GPS transmitters on busses, for instance, are an important technology that MTA is looking to implement statewide. These systems allow them to create accurate mobile apps for riders and to more effectively manage bus routes. I believe that we can also do more to promote biking and increase access to bikes for low income residents. We need to bring stakeholders to the table to determine how to pilot these important initiates here in the City quickly. City leadership needs to be a driving force for these changes and I will be a strong advocate as Councilman.

What other information about your candidacy would you like to share with our members?

GS: I’ve spent my career working on Anti-poverty issues on the City and State levels. I am also the President of the Locust Point Civic Association and have fought tirelessly on behalf of my own thriving neighborhood. I believe I bring a unique and balanced perspective to the challenges facing our City. I consider myself a professional advocate and I’m ready to represent the 11th District.

Sharif J. Small, Candidate for City Council-5th District

 In an effort to educate voters, we will be posting responses to our candidate questionnaire. Questionnaires were emailed to each candidate running for City Council, President of City Council, and Mayor. Candidates have until March 4th to submit. We are publishing results in the order they are received.

How frequently do you use a mode of transportation other than your car to navigate the city? Based on your experience, where should the city prioritize resources for transportation?

SJS: Yes, I use public transpiration by to attend sporting events or festivals downtown. Also, I do ride my bike in the neighborhood for exercising, speak to neighborhoods, and to better know the city. The resource should be used to extend subway and light rail routes so more of our residents will have access to using public transportation.

What role do you believe biking and walking improvements can play in creating a safer, healthier, more livable Baltimore?

SJS: Our goal will be to encouraging short distance non-motorized trips, increasing awareness of active transportation as a viable alternative, promoting a healthy lifestyle, enhancing the economic vitality of the region, enhancing active transportation options in the region, improving air quality and implementing and sustaining active transportation options.

Often road redesigns that improve the safety for people on bikes or people walking do so in a way that removes priority for single occupant vehicles. This can look like removing lanes for travel or decreasing available street parking. Can you describe how you would manage public expectations during project implementation, and handle any backlash from constituents that don’t share in the City’s vision for complete streets?

SJS: Notifications at association meetings, social media , local news stations, and a few town hall meetings with updates for residents and business owners.

Recent audits have discovered that the Department of Transportation struggles to measure key performance indicators. The city’s procurement and project management processes have also faced scrutiny. This has led to significant delays of key improvements to bicycle infrastructure in Baltimore. How will you work to improve performance and accountability of city agencies like the Department of Transportation under your leadership?

SJS: Promotes better City services through data-driven management decision-making and accountability for delivering results to citizens. Use the strategic framework in the City’s Budgeting for Outcomes process, where funding is allocated to programs and services that contribute to the accomplishment of the City's goals. Alao, key initiatives are further tracked in monthly STAT, or data-driven performance review, meetings. In addition, in order to improve results, review performance data to understand what’s working, what’s not, and to identify solutions for improvement, which may include making changes to strategies, programs, or the allocation of funds.

The percentage of people choosing to take public transit or ride a bike for transportation is increasing in Baltimore, while the percentage of residents without access to a vehicle is over 30%. How would you rate the city’s current investment in sustainable transportation solutions for its residents, and as a council person what would you do to support increased investment?

SJS: Expand light rail, subway access and extend operating time for more use which will reduce less cars on the road, traffic and accidents.

A recent study by Harvard economists found that the single strongest factor affecting the odds of a child escaping poverty is not the test scores of his or her local schools or the crime in the community; it is the percent of workers in his or her neighborhood who have long commutes. How do you plan to improve transportation options and commute times for our most vulnerable residents?

SJS: Connect our public transit to DC’s in more meaningful ways. Here especially I’d love MARC riders and others who regularly commute to DC to chime in. My impression is that most problems stem from MARC having to rent tracks from Amtrak. The result: MARC can’t meet demand for the number of trains they should supply, doesn’t offer weekend trains, and has to cede tracks to Amtrak trains during (increasingly common) extreme weather or other track anomalies. It’s simply unacceptable in 2013 that two metro areas so close together don’t have cheap, regular, 7-day-a-week public-transportation connections.

What other information about your candidacy would you like to share with our members?

SJS: Committed to rebuild our city residents population, safety and living conditions for a better quality of life.

Mark Edelson, Candidate for City Council-1st District

In an effort to educate voters, we will be posting responses to our candidate questionnaire. Questionnaires were emailed to each candidate running for City Council, President of City Council, and Mayor. Candidates have until March 4th to submit. We are publishing results in the order they are received.

How frequently do you use a mode of transportation other than your car to navigate the city? Based on your experience, where should the city prioritize resources for transportation?

ME:  Prior to my office moving locations, I use to ride the #10 bus almost every day to and from work.  When in areas of the City that connect via the Circulator/Water Taxi, I use both.  Until recently I also used to use my bicycle to get around the City as well but unfortunately it was stolen.

 I believe Baltimore should prioritize the creation of transit hubs, the expansion of bike lanes and the extension of the Charm City Circulator to East Baltimore, saw well as expanded Water Taxi routes for commuter transportation.  I envision Baltimore as a first-class city for transportation, with modern, multiplatform hubs that give residents access to bike shares, buses and ZipCars. The Charm City Bike Share must also be a priority throughout our city, allowing Baltimoreans to easily get from one place to another, with ought getting into a car.

What role do you believe biking and walking improvements can play in creating a safer, healthier, more livable Baltimore?

ME: By making improvements to our biking and walking infrastructure, we can significantly improve the quality of life for all of our Baltimore residents.  Both options will eliminate pollution and traffic, which could lead to less stress and improved overall health.  Waling and biking also give residents a different sense of responsibility for the city itself--when a person is walking down the sidewalk or pedaling down the street, it's easier to get to know neighbors and build community.  Of course, they are both great forms of exercise and set an example for our city's children that movement is important.  Both modes of transportation also result in increased activity to local shopping and entertainment districts as well as increased interactions among pedestrians leading to a more interconnected and vibrant city.

Often road redesigns that improve the safety for people on bikes or people walking do so in a way that removes priority for single occupant vehicles. This can look like removing lanes for travel or decreasing available street parking. Can you describe how you would manage public expectations during project implementation, and handle any backlash from constituents that don’t share in the City’s vision for complete streets?

ME: As a city, we must make a commitment to safe, healthy and modern transportation options.  Over the past year, I've talked with countless residents who have all expressed the same sentiment: that our city's traffic issues are ongoing source of stress.  As a city council member, I'd work to show residents that these frustrations could be eased, if we commit more resources to public transportation and bike lanes while slowly changing our cultural expectations away from single occupant vehicles as the primary mode of transportation.

Given my professional experience with mediation and creative problem-solving, I am confident I could successfully convey to all residents the importance of increased transportation options.  Commuting via single occupant vehicles is a thing of the past, and anyone who has traversed our city via rush hour knows the problems it causes.  No amount of ugly, overbearing parking garages will ease our traffic problems.  On the contrary, most social science research shows that increased parking options only make this worse.

In fact, this has been and continues to be the primary focus of my campaign and frankly has been met with an overwhelming positive response from the residents of District 1. Giving over space to walkers and bikers will benefit Baltimore in the long run.  I would not that it should also be tied to the innovative and transit-focused provisions of Transform Baltimore.  Particularly those the look to reinvigorate our neighborhoods through Neighborhood-Commercial options and the Rowhouse-Mixed Use overlay while removing harmful parking requirements.

Recent audits have discovered that the Department of Transportation struggles to measure key performance indicators. The city’s procurement and project management processes have also faced scrutiny. This has led to significant delays of key improvements to bicycle infrastructure in Baltimore. How will you work to improve performance and accountability of city agencies like the Department of Transportation under your leadership?

ME: The ongoing delays to the city's bicycle infrastructure are unacceptable.  As a new leader in Baltimore and a bike enthusiast, I will advocate for more transparency in our government and its agencies.  The Council also possesses its little used subpoena power.  As an attorney, I will ensure that our Council holds department heads accountable.  Additionally, while portals like Citistat and Open Baltimore are good places to start digging into data, but there must be greater accountability for our agencies.  As a city council member, I would work to ensure agencies are regularly checking in with the council, especially with urgent projects, like updating our outdated transportation infrastructure.

The percentage of people choosing to take public transit or ride a bike for transportation is increasing in Baltimore, while the percentage of residents without access to a vehicle is over 30%. How would you rate the city’s current investment in sustainable transportation solutions for its residents, and as a council person what would you do to support increased investment?

ME: Currently, the city's commitment to sustainable transportation solutions is a B-.  The Charm City Circulator and the Water Taxi must be expanded, to accommodate more commuting residents.  I also support the continued expansion of dedicated bike lanes and bike shares across the city.

A recent study by Harvard economists found that the single strongest factor affecting the odds of a child escaping poverty is not the test scores of his or her local schools or the crime in the community; it is the percent of workers in his or her neighborhood who have long commutes. How do you plan to improve transportation options and commute times for our most vulnerable residents?

ME: Our residents shouldn't have to take a string of buses to get to their jobs.  Expanding the Charm City Circulator to East Baltimore and creating transit hubs across the city are critical to ensuring our city's most vulnerable residents are able to get to and from their jobs.  I have experience advocating for the underserved in our city and will continue to do so if elected to city council, particularly in the area of connecting our residents, efficiently and effectively, to opportunities for personal, education, and professional growth.

What other information about your candidacy would you like to share with our members?

ME: I am running for City Council because Baltimore needs new leadership.  As an immigrant from South Africa, who arrived in America with my parents, my sister, and a dream of a better future, I have a unique background and ability to connect with the many diverse, vibrant, communities that call Baltimore home.  I am a Canton homeowner, a community organizer, a University of Maryland School of Law graduAte, and a small business manager.  I love this city and thanks to the mentors and leaders that have guided my life,  I am proud to be a highly active and effective member of our community.  In addition to being a lawyer at Goldman and Goldman, I've been involved with many non-profit groups and organizations to help make our community better.  I serve on the board of the Baltimore Jewish Council and the Associated, and am a race-day wingman with Athletes Serving Athletes, a group that works with athletes with disabilities.  I also work with the Jewish Legal Services Clinic to provide free legal and intake services to those in need regardless of their religious or ethnic background.  I have committed myself to serving our community and intend to simnifically expand upon and enhance that service as  a Councilman.  I look forward to working hand in hand with you in thee crucial endeavors.  

Elizabeth Embry, Democratic Candidate for Mayor

In an effort to educate voters, we will be posting responses to our candidate questionnaire. Questionnaires were emailed to each candidate running for City Council, President of City Council, and Mayor. Candidates have until March 4th to submit. We are publishing results in the order they are received.

How frequently do you use a mode of transportation other than your car to navigate the city? Based on your experience, where should the city prioritize resources for transportation?

EE: I have at different points in my life commuted to work by bike and by foot. I rely on MTA buses and the Circulator for short distance travel during the day. I am a runner and explore different parts of the city on long runs. In college, I biked across the country from New Haven, Connecticut to Vancouver, Canada to fundraise for Habitat for Humanity. Before law school, my best friend and I biked from Paris to Rome camping out along the way. As Mayor, I will advocate for initiatives to make public transit more equitable and affordable, I will press for greater transparency and efficiency within the Department of Transportation, I will seek to expand the reach of public transit, including through an east-west rail connection, and I will seek work to develop and support alternate modes and paths of transportation such as bike lanes to connect and grow our City.

What role do you believe biking and walking improvements can play in creating a safer, healthier, more livable Baltimore?

EE: Biking and walking improvements will play a critical role in creating a better Baltimore. Better options for biking and walking not only create safer streets and expand options to get people to work, but also help break down the borders between neighborhoods. As Mayor, I will implement the Bike Master Plan, create a Pedestrian Master Plan, develop a Vision Zero road safety plan to make our streets safer for pedestrians, and hire additional staff members dedicated to pedestrian and bike work at DOT.

Are you supportive of the city’s plan to implement bike share in 2016? If so, what do you believe to be the critical components of success?

EE: I fully support the City’s plan to implement a bike share system. To ensure the system’s success, it must be modeled on bike shares that are both well-used and financially sustainable. We have an excellent example of such a system in Washington DC’s Capital Bikeshare. Capital Bikeshare has demonstrated the importance of using an effective pricing system and securing initial funding from federal sources. DC’s system is also a model in its scale. Baltimore’s system must be comprehensive if it is expected to serve as a legitimate transportation alternative. Nike has taken an active involvement in the Portland bike share system; a similar partnership with Under Armour could improve the initial scale of Baltimore’s bike share. Finally, placement of stations must be strategic and data-driven. Station-placement near well-used transit stops, densely populated areas, and employment centers will be vital to attract and maintain members.

Recent audits have discovered that the Department of Transportation struggles to measure key performance indicators. The city’s procurement and project management processes have also faced scrutiny. This has led to significant delays of key improvements to bicycle infrastructure in Baltimore. How will you work to improve performance and accountability of city agencies like the Department of Transportation under your leadership?

EE: The first and most important step is to implement the audit recommendations. Performance goals must be chosen strategically and data must be collected and preserved to ensure that we are meeting those goals. The audit recommendations should be only the first step, however, in re-making DOT into an accountable, efficient, customer-service based agency. Expanding Baltimore’s open data portal and making it more accessible is one critical step on that path. Giving citizens greater access to information, such as through the creation of a pothole tracking map, would enhance transparency and increase public involvement in DOT’s work. One model that should be emulated in Baltimore is Washington DC’s Potholepalooza, a month-long campaign in which the DDOT dedicates itself to fixing potholes in 48 hours, rather than 72. DDOT encourages citizens to report as many potholes as possible via twitter or through 311, and to track how long it takes for them to be filled. DC has filled over 21,000 potholes since the first Potholepalooza in 2009. Such a collaborative effort between the agency and residents builds trust, opens lines of communication, and encourages efficiency within DOT.

What impact do you see increasing rates of biking and walking in Baltimore having on the public health and safety of our residents? In what ways will your administration invest in the creation of safe places to encourage more people to engage in physical activity?

EE: As mentioned above, the creation of a Vision Zero pedestrian safety plan and a pedestrian master plan, in addition to the implementation of the bike-master plan, will ensure that we design and build our streets with an emphasis on safety. Safer streets and infrastructure like protected bike lanes has been shown to significantly increase the number of bikers in the City. My goal is to see bike commuting levels in Baltimore rise to the 4-5% seen in other major cities.

A recent study by Harvard economists found that the single strongest factor affecting the odds of a child escaping poverty is not the test scores of his or her local schools or the crime in the community; it is the percent of workers in his or her neighborhood who have long commutes. How do you plan to improve transportation options and commute times for our most vulnerable residents?

EE: In a City where approximately 30% of families do not have access to a car, an effective and efficient public transit system is essential to connect citizens to jobs, healthcare, and education. Effective advocacy in Annapolis and Washington DC is a vital component of creating this system. The large scale investment we need in light and heavy rail requires State and Federal funding, and as Mayor I would unify community leaders, business leaders, and state and local representatives to form an effective coalition that will advocate for Baltimore. I will also support efforts by our State representatives to pass legislation, such as the creation of an MTA oversight board, which provides greater oversight over State transportation decisions. The success of the Circulator and Water Taxi systems show, however, that effective change is possible at the local level. Making the City more walkable and implementing the bike master plan will be a priority in my administration. In addition, supporting changes to the zoning code such as the creation of TOD zoning, optional parking in lieu fees, and neighborhood commercial zoning will encourage development that is oriented towards transit and walking.

Often road redesigns that improve the safety for people on bikes or people walking do so in a way that removes priority for single occupancy vehicles. This can look like removing lanes for travel or decreasing available street parking. Can you describe how you would manage public expectations during project implementation, and handle any backlash from constituents that don’t share in the City’s vision for complete streets?

EE: Early, effective outreach and education is a vital aspect of any major transit project. At present, DOT too often fails to effectively reach and educate those it serves prior to major projects. A failure to oversee construction contracts effectively has also lead to a fracturing of public trust and a breakdown of communication. As Mayor, I will expand DOT’s outreach efforts, including building a more robust social media presence, and develop procedures for contract oversight to ensure that construction projects are completed on-time.

What other information about your candidacy would you like to share with our members?

EE: I have released two plans centered around cutting crime and growing jobs. I will be releasing my comprehensive transportation blueprint in the coming days! It and my other plans can be found at embryforbaltimore.org.

Carl Stokes, Democratic Candidate for Mayor

In an effort to educate voters, we will be posting responses to our candidate questionnaire. Questionnaires were emailed to each candidate running for City Council, President of City Council, and Mayor. Candidates have until March 4th to submit. We are publishing results in the order they are received.

How frequently do you use a mode of transportation other than your car to navigate the city? Based on your experience, where should the city prioritize resources for transportation?

CS: I use my personal vehicle, walk and light rail for ball games. My vision for transportation in Baltimore is of a city where the hundreds of thousands of people who depend on public transportation are able to get around reliably, easily, and safely. And a city where all the different modes of transportation are well-linked through transit hubs and connections. 1) Work with the state on the efficiency of the MTA bus system. The current BaltimoreLINK proposal has started the discussion but their method is not the answer. One answer lies in routes within routes. 2) Build a modern day streetcar on North Avenue from Milton-to-Hilton to move large numbers of people along North Avenue day and night, shopping, visiting, participating in city services and programs (health, education, libraries, recreational), which will help grow businesses and jobs. 3) Create three foot buffers between bike lanes and vehicles, and support the usage of flex posts to border the bike lane from the vehicle traffic. I will also highly consider for the safety of both bicyclists and pedestrians the elimination of “left on red” and the removal of “right on red” in specific high traffic bike and pedestrian areas. 4) Move towards a self-sustaining water taxi and circulator. One way is to identify who is using these modes of transportation to identify corporate partners – businesses whose employees use the circulator at a significant rate, retail businesses whose customers ride the circulator, hotels whose clients have access to the circulator, and anchor institutions that asked us to come to their sites and work out a service fee to alleviate the strains on the current budget.

What role do you believe biking and walking improvements can play in creating a safer, healthier, more livable Baltimore?

CS: Baltimore has come a long way since issuing its bicycle master plan in 2006. And maybe some would say not enough. As Baltimore becomes a sustainable city, it must embrace the role of biking and walking. And in order to do that, we must respect our bicyclists and pedestrians. Once more bike lanes are installed, a robust public relations/educational campaign should take place throughout the city. Offering more activities at our parks will increase walking and biking, bike share near our parks will all play to improving the lives of our residents. Even knowing where recreation is available is important and as mentioned above, often it is a matter of educating citizens as to what is available.

Are you supportive of the city’s plan to implement bike share in 2016? If so, what do you believe to be the critical components of success?

CS: I am supportive of bike sharing in Baltimore. I believe the critical component will be usage to prove it is a viable service to city residents. My concern comes with the designation of neighborhoods receiving the service. I would prefer to see more communities close to parks as a high priority. The focus seems to primarily on downtown and mid-town, whereas most of our parks are on the outer skirts of the city. I believe for this to be successful, these outer neighborhoods must participate in the program.

Recent audits have discovered that the Department of Transportation struggles to measure key performance indicators. The city’s procurement and project management processes have also faced scrutiny. This has led to significant delays of key improvements to bicycle infrastructure in Baltimore. How will you work to improve performance and accountability of city agencies like the Department of Transportation under your leadership?

CS: I was the person who introduced legislation in 2011 to require audits of all city agencies. After my colleagues voted against it, the bill was revived but only included a few city agencies and less frequent audits. It has now taken over three years to see anything from that legislation. As mayor I would require that all departments receive audits as a part of good government reforms. City departments need to communicate more efficiently with the citizens and business owners of Baltimore. Their work effects everyone in the city and thus should be promoted. There should be an alert system to allow folks to have a say in future plans. Improved communications could have possibly thwarted the problems with the bike lanes in Roland Park that we are experiencing now. We will also use a form of CitiStat for accountability and transparency so folks can go online and see the status of their 311 call. For all city agencies, we must hire local advocates and professionals to lead the agencies. We must look inside the agencies where current middle management have been passed over for higher ranking positions for which they are most qualified. Before hiring anyone to a top position, we will look inside the departments and within Baltimore.

What impact do you see increasing rates of biking and walking in Baltimore having on the public health and safety of our residents? In what ways will your administration invest in the creation of safe places to encourage more people to engage in physical activity?

CS: Biking, walking and all types of exercise will improve the health of our residents and it is a proven fact that more positive activity in a community can decrease crime. My plan to improve public safety focuses on education as the start of a safe community. Policing is a response to crime, we need deterrents to crime like education, jobs, and recreational activities, especially for the children. As part of my education plan, after-school programs are a vital element and they will include sports. Recreation centers need increased and improved programming. My neighborhood redevelopment plan includes open space and playgrounds. In fact, I have convened a Task Force to address parks and open space in the city.

A recent study by Harvard economists found that the single strongest factor affecting the odds of a child escaping poverty is not the test scores of his or her local schools or the crime in the community; it is the percent of workers in his or her neighborhood who have long commutes. How do you plan to improve transportation options and commute times for our most vulnerable residents?

CS: We need to work with the state on the efficiency of the MTA bus system. The current BaltimoreLINK proposal has started the discussion but their method is not the answer. One answer lies in routes within routes. A bus that runs from White Marsh to UMBC will never run on time. Some buses on that route should run the entire way with fewer stops in order to keep it moving and then a few buses on the same line should loop shorter routes– from White Marsh to Hopkins, from Hopkins to University Center, and from University Center to UMBC. I would want the state to consider making stops farther apart for several reasons. 1) in some areas of low ridership there is not a need for three stops in three blocks; 2) it is inefficient both financially and environmentally to start and stop a bus as many times as they currently do with most routes having stops every block; and 3) with fewer stops the buses will bunch less with the goal to run more efficiently. Unfortunately, eliminating stops never bodes will with riders, but I know that late buses, bunched buses, and inefficiencies in the system don’t make MTA riders happy either. I would recommend that the state work with our local transit nonprofits to do the research to find out stop ridership on the busier lines. I recall at one time, CPHA wanted to have a volunteer advocate ride certain buses and keep a head count of who got on and who got off to use for this purpose. Will eliminating or moving around stops make a difference? I will ask the state to work with a willing nonprofit to find out. Any changes and improvements to mass transit must focus on taking citizens from their homes to where the jobs are located. Amazon, which has 3,000 employees, needed to set up a shuttle from downtown so employees don’t have to take several buses over two hours to get to work. Then the city subsidized it. The MTA should run the shuttle or subsidize it, not the city.

Often road redesigns that improve the safety for people on bikes or people walking do so in a way that removes priority for single occupancy vehicles. This can look like removing lanes for travel or decreasing available street parking. Can you describe how you would manage public expectations during project implementation, and handle any backlash from constituents that don’t share in the City’s vision for complete streets?

CS: This sounds much like the situation currently in Roland Park and my response to that is that city government, not just one department, does not know how to communicate and doesn’t understand community organizing. If your department has an element of outreach then these departments need an office of community organizing and outreach. Folks hired would be trained organizers knowledgeable on how to reach residents and businesses, have experience communicating complex plans in simple terms, and have existing relationships with the communities they serve. Complete streets is about all types of individuals moving from their point A to B. Whether a walker, biker, driver, or MTA rider, sidewalks must allow for safe walking, bike lanes for safe biking, etc. When making changes to make the roads safer for all, the plan must speak to everyone. I think sometimes we only talk to one particular group in a silo; we need to talk holistically when addressing communities.

What other information about your candidacy would you like to share with our members?

CS: I served in the City Council for eight years in the late 80s and early 90s, owned small businesses, and co-founded two successful public schools for middle school boys. When asked to return to public service in 2010, appointed to City Council and subsequently elected, I was stunned by the disconnect between City government and the communities. I discovered, when trying to find a budget rationale to close rec centers, pools and cut the hours of others, that the city was not auditing City agencies. When I introduced legislation to require financial and performance audits biannually, a majority of my colleagues voted no; when a waterfront developer claimed to need $107 million in tax incentives, although the project could have been funded privately, I said no; while schools and neighborhood needs are so underfunded, I wondered aloud what happened.