Candidate for: Mayor
BrandonForBaltimore.com
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Moving transportation forward in Baltimore City will require courage and a conviction that Baltimore can succeed. Brandon Scott has demonstrated that courage and conviction through his history of public service and commitment to progressive ideals. This is why Bikemore is proud to endorse Council President Brandon Scott as our next mayor of Baltimore City.
Transportation Questionnaire Responses
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.
This is the most important election in Baltimore in decades. It’s about the future of Baltimore. This election is a choice between the status quo candidates, and a candidate who has a track record of leading and voting on progressive issues. I have proved my commitment to progressive causes, including transportation. I am committed to a transportation system that privileges shared mobility over single occupancy vehicle use. For too long, the status quo in Baltimore has prioritized private car use, at the expense of a progressive shared mobility infrastructure to make Baltimore a safer and more prosperous city for all.
My vision for a healthy safe and equitable transportation system is rooted in 5 priorities:Make transportation infrastructure upgrades through an equity framework, including the full, city-wide implementation of Complete Streets, legislation I proudly co-sponsored.
Fully fund and implement the Separated Bike Lane Network and Greenway trail by prioritizing lanes on low stress streets using the Level of Traffic Stress Methodology, these lanes should accommodate both bicycles and scooters, among other modes of non-vehicle transportation options.
Re-prioritize DOT infrastructure spending. Re-allocate DOT budget priorities to prioritize dedicated bus lanes, shared mobility options, and the expansion of the circulator to “transportation deserts,” particularly in West Baltimore.
Leverage additional state and federal resources. As Mayor, I will expand partnerships with our state and federal partners to leverage additional resources to invest in a comprehensive shared mobility network. For too long, corrupt and inept leaders of this city have prioritized flashy, yet unsuccessful transportation options that have done nothing to substantially improve the safety and quality of our transportation network.
Create a safe transportation network for all users. Expand DOT traffic enforcement officers. These public safety servants play a critical role in keeping our major thoroughfares safe and ensure that people adhere to our City’s parking laws. For too long, these critical traffic officers have been mismanaged and underinvested in. Ticketing people is not the only solution to creating a safer transportation system. We must invest in bodies on the streets who are capable of improving traffic flows in real time. As Mayor, I am committed to a data driven approach.
Approximately 30% of Baltimore City households do not have reliable access to an automobile, with much higher concentrations in historically redlined neighborhoods. We know that making our transportation system more responsive and reliable is the key to a safer, stronger, more vibrant Baltimore. Implementing a 21st century transportation network this require a leader who knows how to wield the reins of city government without needing to preserve the status quo.
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?
I wholeheartedly agree that designing a city that reduces dependence on private automobiles is the most efficient and economical way to address climate change, while improving public health outcomes and creating equal access to opportunities across the city.
The biggest barriers to the use of shared mobility options instead of single occupancy personal vehicles are the following:
Lack of vision: For too long, mayors in this city have paid lip service to a 21st century transportation infrastructure without producing any meaningful results.
Reliability: Most public transportation options in this city, from the Light Rail to the Circulator, do not run on reliable schedules for a variety of reasons ranging from infrastructure deficits to underfunding operating expenses.
Safety: Most shared mobility lanes throughout the city are unsafe, from the road conditions, to a dearth of unprotected bike lanes, as well as concerns about pedestrian, biker, and scooter safety when they are forced to share space with cars that violate driving laws, most often traveling at unsafe speeds.
To address these issues, I will prioritize operational efficiency, expand the traffic enforcement division of DOT and camera use to deter unsafe driving behavior, and commit to transformational leadership.
Transformational Leadership: As Mayor, I will restructure DOT by identifying and empowering leaders who not just believe in, but understand how to implement Complete Streets transportation infrastructure. All Baltimoreans deserve to get around this city, using their preferred and available means of transportation.
Operational Efficiency: One of my first acts of Mayor will be to establish a TransitStat. There are too many examples of DOT inefficiency, and let’s be honest - incompetence, that must be addressed. I will mandate the Director of DOT to immediately implement a monthly TransitStat to tackle four basic issues: MTA reliability, Circulator reliability, complete street infrastructure upgrades, and timely responses to citizen requests for road, shared mobility lane, and sidewalk repairs.
Expand Traffic Enforcement: Traffic Enforcement Officers are the literal eyes and ears on the street that must be proactively and competently managed in order to ensure orderly traffic circulation as well as protect pedestrians, bikers, scooter users, and drivers. For too long, the city has disinvested in traffic enforcement, to the detriment of both real and perceived concerns of public safety while commuting on Baltimore’s streets. This must also include a strategic expansion of red light and speeding cameras to intersections that are not just located near schools or construction sites.
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?
As Mayor, I am committed fully funding and implementing the Separated Bike Lane Network and Greenway trail by prioritizing lanes on low stress streets using the Level of Traffic Stress Methodology, these lanes should accommodate both bicycles and scooters, among other modes of non-vehicle transportation options. I would prioritize implementation in the first two years of my administration by selecting bike lane miles that will improve the commute of Baltimoreans, and build off already existing pockets of this infrastructure. In 2017 local, state and federal sources were identified through the Separated Bike Lane Network. Given the changes in leadership, and current administration’s lack of commitment to bike lanes, it’s difficult to know what of these funding sources are still available. But as Mayor, I am committing to leveraging local funds to bring in as much state and federal dollars as possible to fully implement the Separated Bike Lane Network Plan. I am also committed to establishing a working group with BCDOT, the State Highway Administration, MDOT, and the MTA to improve shared mobility, and increase opportunities to leverage state and federal funds by prioritizing seamless coordination to finish the 77 identified separated bike lanes identified in this plan.
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?
More than 9,000 injuries and approximately 50 deaths on city streets is completely unacceptable. As Mayor I plan to make safety-centered complete streets lane mile upgrades, expand the scope and role of traffic enforcement officers to better protect residents utilizing shared mobility options, and pursue state enabling legislation that will expand the traffic ticket camera program outside of just school and construction zones, as well as legislation that will establish authority to lower the threshold from 12mph to issue a citation.
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?
Baltimore City has some of the worst health outcomes in the country, and again, the impacts are felt hardest in our Black and historically redlined communities. This is, of course, no coincidence. There is a 20-year life difference in life expectancy between the City’s richest and poorest neighborhoods, an unacceptable statistic. Baltimore’s asthma rates are significantly higher than the rest of Maryland’s, and much higher in poor, Black neighborhoods. These same disparities hold for exposure to violence and the resulting trauma, as well as lead poisoning.
As Mayor, I will address these disparities by embedding racial equity in every policy and funding decision that comes out of my administration. As Mayor, I will make sure that every policy and fiscal decision my administration makes, from capital investments to legislation we put forward, is securely grounded in and supported by racial equity.
To address some of the specific health disparities mentioned in my term through a transportation lens, I will:
Equitably increase fines for passenger vehicles that violate traffic safety laws. I will dedicate revenue generated from these violations to Complete Streets implementation that prioritizes the creation of sustainable shared mobility options that are outside of industrial and major car commuter routes.
Equitably increase fines for property owners who violate the City’s health, construction, and safety laws. I will again dedicate this revenue to the fund mentioned above.
Do you walk for transportation? If so, for what purposes, how often, and what was your last trip walking?
In addition to walking my dog around my neighborhood a few times a day, I regularly walk from one meeting to another downtown Baltimore. Although I do have access to a personal vehicle, this allows me to see what one of the busiest sections of Baltimore is like from a pedestrian’s perspective.Do you use public transportation? If so, for what purposes, how often, and what was your last trip by public transportation?
When I travel out of town for meetings or conferences, I regularly ride public transportation. This affords me the opportunity to see what a well functioning public transportation system is like from a rider’s perspective and only strengthens my desire to make Baltimore a 21st Century transit city. I did ride public transportation to school in middle and high school. This meant I was traveling from Park Heights to Roland Park in middle school and from Park Heights to Mervo in high school. I recall that the bus system was so bad I often took the bus from Mervo, all the way downtown in order to then take the subway back home to Park Heights. I remember how frustrating it was at the end of my school day to be at the whim of an unreliable transit system when I just wanted to get home. I will work as Mayor to make sure Baltimore’s school children do not have to deal with this same issue.
Do you ever ride a bicycle? Is it for transportation, recreation, or both? What was your last trip by bicycle?
During warmer weather, I regularly bike with my family on weekends. We ride on trails throughout the city and region.
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. Bicycles & Scooters
2. Public Transportation
3. Walking & devices that aid people with a disability
4. Ride Hailing Services (Taxi, Uber, Lyft)
5. Freight and Delivery
6. Personal Automobiles
7. Parking
Agree or disagree?I support removing parking on a street if it would improve safety and increase mobility of people using that street.
Agree
Any full-faith attempt to incentivize the use of shared mobility options will require the difficult trade-off of making space for shared mobility lanes by decreasing street parking options. Obviously, there are neighborhoods in Baltimore where this is more feasible than others. As Mayor, I am committed to this type of infrastructure upgrade to improve safety and increase mobility options on that street. As I state here, and will continue to state throughout this questionnaire, these types of paradigm shifts in how we think about transportation policy must be done transparently, will require deep engagement with impacted stakeholders, and the implementation of transportation policies and programs through an equity lens.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
Most high density development is taking place across the city in places where there are already reasonable transportation options besides private vehicle use. It makes complete sense to adopt this evidence-based policy to reduce parking minimums as a means to make it easier to create transit oriented housing developments.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.
Agree
I would expand this policy to require all agencies to furnish bus passes for employees that opt to commute via public transportation. As Mayor, I will also direct the HR department to establish a FSA for commuters to pay for shared mobility options to commute, including those that carpool to work. I will also explore whether we can allow City employees to use pre-tax dollars to purchase monthly MTA passes.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
I fully support taller, denser, or larger buildings in areas that currently prohibit them. However, as I stated in the question related to parking, changes to zoning to enable this type of development must be done with transparency, meaningful community engagement, and through an equity lens.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
Transit Oriented Development is the key to economic development, expanding our City’s middle class, and ensuring a workforce with a reliable means to get to and from their jobs. As Mayor, I am committed to supporting legislation to include high-frequency bus routes, particularly given the fragmented infrastructure of our City’s subway and light rail routes.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.
Agree
This policy has to be mindful of the fact that Baltimore is a majority black city, where single family home ownership is valued as a means to ensure black economic freedom and black intergenerational wealth. The abolition of Single Family Residential Zoning must be done in a way that is sensitive to that history. This type of legislation must be done through a participatory process. A radical change in zoning legislation cannot be imposed on communities. There must be thoughtful engagement with all affected constituents across the city.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.
Agree
I fully support the intent of this legislation. However, as I’ve stated previously in other questions, a policy change like this will require careful consideration. At minimum, I support allowing the split of a single-family home into a duplex, without having to pass legislation for each conversion. This might be the type of legislation that would also benefit from an accompanying tax credit. We’ve seen how the split of single family homes in Mt. Vernon, a centrally located neighborhood adjacent to many amenities, has not fundamentally changed the neighborhood’s population size or density in at least 30 years. This type of conversion policy change must be done strategically, building on the strength of already growing neighborhoods.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.
Agree
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
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
In the most recent iteration of Automated Speed and Red Light Enforcement Cameras, our city has seen positive changes in driver behavior; I consider this legislation successful. As Mayor, I am committed to pursuing state authorization to expand the use of this program. As a city, we should not be restricted in where we can use these cameras. I will also pursue state authorizing legislation that allows the city to create an income-based fine structure for those that break the law. As in all my work to date, and what I commit to do as Mayor, this type of fine-based program must be equitably administered.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.
Neither agree nor disagree
As I stated earlier, I support the expansion of the speed camera program and agree that the threshold for a fine should be reduced from 12mph. Sitting here today, I do not know if 5 is the right number, but I look forward to working with Bikemore to establish a new threshold. Moreover, the credibility of this program is vital, given its troubled history. Therefore, any change to the threshold must be carefully considered, and residents must have an opportunity to engage in the process.I would invest in automated enforcement cameras that will issue citations to private automobiles for being stopped or parked in bus lanes.
Agree
I am committed to this type of enforcement; it is absolutely infuriating that private automobiles (and public vehicles like police cars) are able to idle in a bus lane. This creates traffic jams, delays bus routes, and inhibits residents from being able to rely on public transportation for their commute. Again, as I state with respect to red light and speed cameras, zoning changes, and speed thresholds, this type of citation must be implemented in a way that is transparent, reasonable, and equitable. I will also explore similar enforcement cameras for vehicles that block the box.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
I support relatively low-cost and easy-to-implement methods to improve the bus system’s performance. Cumulatively, these can have a big impact on riders’ ability to get to work or school. As Mayor, I will readily pursue such measures.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
Yes, I am fully committed to finishing the 10-lane miles needed to complete the Greenway Trails Network. I am encouraged by the work that has been done on this project by advocacy groups, nonprofits, and other entities. As Mayor, I will support the efforts of those groups and work to complete the Network.