1. 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.

   In agreement with the Baltimore Green Party, I believe Baltimore needs an "equitable, accessible, efficient, multi-modal transit system which allows everyone to get where they need to go in a timely and safe manner, and to spur economic development for Black and Brown communities." I stand in favor of funding for education for Baltimore City residents concerning ecologically sound transportation. Walking, biking and public transportation give community members efficient transportation with the benefit of eliminating or decreasing the impact of a personal car. Auto-produced air pollution is linked with higher rates of asthma and diabetes in our city. Creating easier access to these three forms of transportation will incentivize residents to utilize them and cut down on greenhouse gas emissions, reduce noise pollution, and reduce the need for more roadways and parking lots.

   In order to achieve equitable transportation for all, I advocate for the following:

   1. Johns Hopkins must redirect the money they spend on private busing infrastructure to fund free MTA passes for their students and staff. This will reinvest funds into our public transit and help pay for BCPSS student bus passes to be turned into a 24/7 pass;

   2. In agreement with the Baltimore Transit Equity Coalition , our public transit system must be controlled by a Regional Transit Authority where Baltimore community members must have a meaningful voice at the decision making table;

   3. We must construct and properly maintain bicycling infrastructure that connects all existing trails and routes, keeps riders safe, and supports bicycle ridership across Baltimore City;

   4. In agreement with the Baltimore Democratic Socialists of America’s (DSA) , we must establish free public transit for all and the construction of the Red Line.

2. 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?

   Research shows that the top barriers to people biking and walking over the use of a personal car have to do with infrastructure. Lack of access to easy routes makes biking and walking less efficient for residents--similarly, the disregard of traffic laws that protect bikers and walkers is a deterrent to users who don't feel as safe. There is also a huge concern around sharing the road with cars and the conditions of streets such as potholes, uneven pavement, etc. To address these concerns we need a mix in funding for bike and bus lanes with a push for road improvements, traffic calming strategies, and cameras to encourage safer driving practices. It is equally as important that we support initiatives that will get residents excited about biking and walking with an educational component around the need for more sustainable forms of transportation.

   Our transportation system has long served as an engine of racism and inequality, creating barriers for people to access markets, schools, jobs, recreational areas, and more. Through an in-depth analysis of what areas need to be connected where and who is most marginalized by inadequate transportation we can transform transportation from a dividing factor into an engine for connecting people, opportunities, and resources.

   Furthermore, the location of job opportunities has a large influence over whether a person can reasonably walk, bike or use transit to get to work. I will use my power as a City Councilperson to push for City Agencies and new developments to be located close to existing public transit.

3. 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?

   I support the Planning Commission's Separated Bike Lane Network plan, the goal of funding at least 17 miles of bike lane buildout annually, and Councilman Dorsey’s Complete Streets Plan. I think it is crucial that we create efficient ways to connect East and West Baltimore, which is why I would also push to incorporate Bikemore’s North Avenue Rising recommendations to the Separated Bike Lane Network plan.

   These plans have long-term benefits for the health of our neighbors and will build greater accessibility to bus and light rail transit for a district dense with zero-car households. To fulfill the plan, I will work to empower black and brown communities in this process and increase community investment into this network and therefore support its success.

   I will work to prioritize connecting existing bike infrastructure to communities that are facing “last mile” transit issues, for whom biking could serve as a strong solution to close the gap in their transportation needs. Communities struggling with this issue are predominantly the same that have struggled with lack of investment and resources access for a long time.

4. 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 number of transit deaths our City has faced is an injustice and is the result of the systemic prioritizing of car-ridership over the safety of people. The lack of safety on our roads is a huge deterrent for persons wanting to get into more eco-friendly forms of transportation. In order to protect our community members, we have to re-evaluate city planning to ensure traffic calming strategies are being deliberately implemented. Traffic conditions on 28th and 29th streets, put the lives of many, including Barclay Elementary Middle’s students, in danger’s way. An immediate solution is desperately needed.

   I also plan to support and use my platform to promote initiatives that educate road users about safe driving tips such as not drinking and driving, obeying speed limits, the use of cellphones, seatbelt use, etc. This needs to be happening at an early age in elementary, middle, and high schools especially when young people begin to drive cars and can influence the driving habits of their families.

5. 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?

   Supporting well resourced and implemented bike and public transit infrastructure are effective strategies for reducing carbon emissions. These shifts directly impact the health of Baltimoreans by decreasing our carbon footprint through encouraging the use of carpooling, biking, and walking.

   I will also advocate for tax credits at the state level that can help all Marylanders afford more fuel-efficient cars and automobiles that use alternative or hybrid energy models.

   I cannot emphasize enough the need for an educational component when it comes to reducing our carbon footprint. This means supporting and pushing initiatives in schools and around the city (billboards, bus signs, etc.) that inform residents of more sustainable transportation practices and the connection between car emissions and asthma and other respiratory diseases. I will also support the use of biofuels, renewable natural gas, electricity, and hydrogen as options for lower-carbon fuels across our city.

   These alone will not save our planet, we have to continually invest into research that tells us about where we are and create new methods for reducing carbon emissions. We must also acknowledge the connection between pollution and communities of color. It is not unknown for transportation departments to be sued for the disproportionate impact bus depots have on disenfranchised communities. The Manhattan transportation agency was charged with intentionally violating the civil rights of residents for its contributions to the health issues in residents of the area. We want MTA to be held accountable for the environmental impacts its bus depots have on their surrounding neighborhoods. Furthermore, I will push MTA to adopt more hybrid and electric buses as a practice for more eco-friendly transportation.

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

   Yes, I walk everyday because, due to COVID19, I and a team of neighbors walk our neighbor’s dog Rocky at different times during the day. I also enjoy walking as a means of exercise and to get anywhere that I can walk to in 30 minutes.

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

   I most often take public transportation to travel to spots up or down St. Paul/Light Street, to travel to DC or BWI, or if my car is in the shop. Since COVID-19, I’ve tried to reduce my bus and train use, so it has been a few months since I’ve taken the bus or train.

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

   Yes, when school is in session and in-person, I’ve enjoyed biking to work. My last memorable bike trip was a couple of weekends ago when I biked around Philadelphia to spend a COVID19-safe day with my dad.

9. 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. Bicycles & Scooters
   4. Freight and Delivery
   5. Ride Hailing Services (Taxi, Uber, Lyft)
   6. Personal Automobiles
   7. Parking
   

   
   Agree or disagree?
   

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

    Agree
    I will push for the city to do everything it can to have streets that are more accessible for pedestrians, bikers, and other users alike. If this means removing parking then I am in full support. We must do everything we can to maintain the safety of all those who share the road. Also, less parking creates another incentive for more of us to take advantage of public transportation, walking, and biking.

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.

    Agree
    Minimum parking requirements typically come at a large cost financially to residents. Prices are high particularly because of the lack of space created by the demand for off-street parking on new buildings, a bind that serves nothing in return to community members. I support implementing Councilperson Ryan Dorsey’s bill to amend the Baltimore City Zoning Code to replace parking minimums with parking maximums. This will reduce car congestion and the existence of large parking lots that are detrimental to the environment.

    New construction should also encourage biking through the placement of bike racks and advertisement for bike, scooter, and bus use (within CDC guidelines for COVID safety). Changing mindsets for a more eco-friendly city requires difference in infrastructure and education, removing minimum parking requirements would help us to start conversations around why we need to make more room for density and road sharing.

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 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
    Giving employees the option to use this money for other forms of transportation would facilitate the efforts of those pushing for more environmentally friendly transportation such as biking, car pooling, or public transportation. I will push for cash out options to be a required option on behalf of employers who subsidize transportation costs.

    I will also push for institutions like Johns Hopkins to redirect the money they spend on private busing infrastructure to free MTA passes for their students and staff. This will both reinvest funds into our public transit and help pay for BCPSS student bus passes to be extended to a 24/7 pass.

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.

    Agree
    When we increase density, we increase our communities’ economic productivity, lower infrastructure costs, and provide the kind of high spirited community centered areas that Baltimore is known for having.

    Affordable taller, denser, and larger buildings that offer multi-family residences increase the efficiency of our transportation system and create opportunities for more people to participate in and benefit from green roofs, shared energy generation, and rooftop catchment systems. All of these become options for low income families who otherwise might not have the means. These forms of ecologically sound living are done more effectively at the community level and shared living provides a space for many to participate.

    Furthermore, when discussing denser housing, I will also work for as much housing as possible to be truly affordable for everyone, including through the expansion of public housing, community land trusts, and education and easing restrictions on how Section 8 vouchers can be used to pay mortgages.

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.

    Agree
    Yes, Transit Oriented Development must include high-frequency bus routes. While it is crucial that we advocate to bring back the Red Line, as rail is a significant driver of development, anchoring development around bus routes can build important infrastructure that fosters the wealth-growth and resources for areas of opportunity that are best connected to the rest of the city via bus routes. Building densely around transit stops, however, must not mean building exclusively market-rate housing; the housing units developed to maximize our transit infrastructure must be truly affordable for all.

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.

    Agree
    It is important that our infrastructure reflect the diversity of our city and in turn the needs of that diverse community. This means creating space so that there is affordable housing near jobs, parks, grocery stores and markets, and equitable schools. Allowing multi-family residences in presently Single Family-only areas will give more marginalized people the opportunity to move into areas with greater resources and social capital.

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.

    Agree

    I support apartment conversion specifically for the opportunities it brings to marginalized people and for the benefits to the planet. It allows us to better manage school districts, markets and other food resources, and traffic. It also allows for easier construction of green roofs and other eco-friendly designs that can help with environmental sustainability. It is also crucial that these zoning reforms are paired with support for tenant unions, rent control policies, and other protections for Baltimore residents.

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.

    Agree

    I also support the enforcement of these laws with the use of traffic calming measures, cameras and the upkeep of road signs.

    It is important to note that speed limits must be paired with accountability considering that decreasing speed limits usually does not lead to decreasing the actual speed of drivers. It will require cameras and conversations about how to make our streets center bikers and walkers.

    Additionally, traffic calming measures like signal progression, street narrowing, and others must also be considered to truly lower the speeds of drivers. A speed limit decrease alone does little to curb actual speeds.

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.

    Agree
    Banning right turns on red (RTOR) has its biggest impact on safety in locations where there are greater levels of pedestrian traffic. While I support banning all RTOR, these locations should have accountability through red-light cameras and other proven methods. Research shows that a large number of the accidents, injuries, and deaths that occur on RTOR involve walkers and bikers. We need to have a way for people to safely obey crossing signals without having to worry about cars turning. Removing RTOR will facilitate the travel of walkers and bikers while enforcing safer driving.

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.

    Agree
    Too many families know from experience the danger of speed limit violations near schools. However, the reality is that many of our students are traveling long distances to get to school and those areas need to be protected as well. It is my goal to ensure that streets are safe for our children and adult residents everywhere in Baltimore City, not just in school zones.

    In working to make all streets safe and welcoming for people on foot, on bicycles, or taking public transportation, we must limit the carceral and punitive mindset that informs our city’s responses to so many other problems. More fines and criminalization of dangerous driving behaviors is not the best solution; the just answer is rebuilding our transportation system to prioritize the safety and well-being of human beings, and not the convenience of motor vehicle drivers. Traffic Calming methods have stronger results than cameras. Also, fines from red light and speed cameras act as a regressive-tax on our low income residents and drivers.

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.

    Agree
    Decreasing the threshold to 5 miles per hour is something I fully support. Many times you can see drivers brake aggressively from high speeds to the limit right when they get near the camera. Reducing the threshold will make it so that they have to already be within the range from a longer distance and will avoid the accidents that come about from such abrupt slowdowns.

    That said, I believe stricter speed-limit enforcement of laws is good but that long-term a solution must be to reprioritize our streets to center the safety of people over the speed of cars. Speed limits have little impact on actual car speeds, however, there are many traffic calming techniques, like red-light synchronization, and others that can reduce speeding habits more directly. Traffic calming is a more equitable alternative to red-light and speed cameras that can act as a regressive-tax on our low income residents and drivers.

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

    Agree
    This is important in connection with maintaining accountability around safer and more effective transportation. Bus lanes help to improve the flow of traffic and provide more accurate boarding and destination times. Unfortunately many cars take advantage of these lanes to make stops, slowing down the flow of buses who then have to move around them and into traffic just to get back into the bus lane. It is important that we enforce the use of bus lanes solely for buses if we want them to actually function as a method for making bus riding more efficient and safe or implement a Bus Rapid Transit plan.

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.

    Agree
    Dedicated bus lanes improve the efficiency of buses as they are able to avoid traffic to a certain degree. This will push people to use buses over personal cars. Increasing the use of buses, similarly to increasing use of bikes through bike lanes, will help reduce harmful emissions that trigger asthma and other respiratory conditions and our impact on the environment.

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.

    Agree
    All Baltimoreans deserve access to green spaces. The Greenway Trails Network functions as a way to connect communities and make it easier for people (including those geographically removed from green spaces) to access trails. While the 12th District is not a site of these trail buildouts, this is an important investment for the City and does allow 12th district residents to have greater access to the green spaces and trails around the city.

District Specific Questions: 12th District

1. 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.

   Agree
   29th street runs up right against the school zone of Barclay Elementary/Middle. Especially because of 29th and 28th running through a school zone, it is urgent that we address this traffic issue and prioritize the lives of children, families, and neighbors over the speed of cars. I support the work of neighbors to create the  28th and 29th Streets Traffic Calming initiative, and believe this platform must lay the groundwork for how we will make our district safer. 

2. Big Jump Baltimore, a grant won by Baltimore City Department of Transportation, calls for installation of a road diet and separated, all-ages bike lanes on 25th Street and Huntingdon Avenue to improve safe access to businesses along the corridor. I support installing the remainder of the Big Jump Baltimore grant facilities.

   Agree
   Yes, it is important for all residents to have access to the recreation, job opportunities, and greenspace in our City that the Big Jump Baltimore plan and grant offer. Also, our neighbors who use wheelchairs and mobility devices deserve to be able to cross 83 and enjoy those same opportunities.

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.

   Agree
   We need bus service that is efficient and serves the needs of our community. Having dedicated bus lanes is an important tool for accomplishing that. A loss of some parking is worth the gains of speeding up our our public transit system.