Mayor

The Mayor is the first and most powerful of three city-wide elected offices with power over our spending. Baltimore has a strong mayor system, which means that the mayor has primary control over the budget and executive functions of the city. They can, almost single-handedly, set the vision and direction of the city through executive action, appointments, and the budget.

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

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

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

Candidates for MAYOR

QUESTION COMPARISONS

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

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

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Each situation is unique, and we need to look at each one in detail to understand who are the user groups for the street, what’s the demand for parking, and what alternatives there are for people to reach the homes and businesses along it. We can’t take away someone’s parking near their home or business altogether, whether it’s for their own vehicle or for visitors or services that need to reach them.

While I support this, we also have to consider the residents and make up of that community. Residents, particularly seniors, also need ways to store their vehicles that are adjacent or within a safe distance from their home.

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.

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Yes, I support removing parking in these situations. By removing parking in these cases we can open up our streets to pedestrians, cyclists and to added greenspace that will create a greener and more welcoming city.


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.

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We are looking at this through our updated zoning code TransForm Baltimore. There are recent developments where parking standards have been reduced or flexed with successful results. We need to look at the unique conditions of these situations.

Removing the mandate completely may not be the best fit for our city in its current state. We have to restructure our public transit model and improve public safety to ensure that residents have a safe and efficient way to navigate throughout neighborhoods.

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.

This determination must be made on a case by case basis.

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We do need to transition from the requirements of an antiquated city code, which, in its day, was designed to compete with the flight of residents to the suburbs. We must choose regulations and solutions that promote density, walkability and public transportation.

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Baltimore’s outdated minimum parking requirements for residential and commercial development stand in the way of affordable housing and of building a more walkable and transit-friendly city. In a city where about 30% of residents do NOT have access to a car, maintaining zoning and building codes premised on the idea that everyone drives raises costs for new housing unfairly and impedes transit-oriented development.


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

I support employers making that benefit flexible. I can imagine that transferring the value of renting a monthly parking spot to cash that an employee can use on transit or save by walking, biking or carpooling could reduce the number of drivers on the road. This is something to explore.

I support employers providing provisions for their employees to make it to and from work in ways that are convenient and safe.

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.

Employers should provide public transit subsidies alongside any efforts to subsidize parking.

I will certainly attempt to have these conversations, but a change like this comes from changing the culture around transportation in our city. I am not in favor of mandating a private company to do so.

While I wouldn’t move to impose an immediate mandate, I would support tax credits and other incentives to employers to encourage them to offer transit passes or other support to their employees instead of free parking. Encouraging employers to subsidize transit will mean fewer cars and fewer drivers seeking parking on our downtown streets. That will ease congestion and improve mobility.


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

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The City’s new zoning code TransForm Baltimore sought to allow for greater density in areas where the infrastructure supports it, like around transit nodes. As a principle, I support greater density and growing the population of Baltimore City. However, this requires a careful look at where we encourage density so that growth is sustainable and compatible with surrounding neighborhoods.

We have to be sure that we are building up these dwellings in ways that are responsible. I would first prioritize building multi-family homes in spaces where vacant properties now stand. This can be done through the land bank process

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.

This determination must be made on a case by case basis.

In general, Baltimore needs to move toward increasing density in certain areas.

This must be pursued with strong community engagement and in concert with housing policy

We also need to create mixed-income neighborhoods, which is why my PEACE Zones include housing for folks making 14-32k annually, and for those making 33-57k annually.

All new development should be mixed income and mixed use with a focus on not contributing to concentrated poverty.


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.

This is something worth studying. TransForm Baltimore was a big step forward and a lengthy process in updating the zoning code for Baltimore City. Encouraging the development of more residences and businesses around high-frequency bus routes makes sense from one perspective; however, it brings risks because bus routes and levels of service can change.

If done responsibly, this might yield more efficiency for the individuals who use public transit. Having the services that they need available in proximity to the transit route may also increase usership for both the business and for public transit.

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.

Charlotte, North Carolina provides an instructive example of why increased economic activity and positive outcomes in low-income neighborhoods justifies the change.

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

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I think that that the single-family home is still undeniably part of the American Dream, and that is something I want people to be able to achieve here in Baltimore. I think we can balance providing space for allowing Baltimore families to reach that dream while still living in the city with careful planning for greater density in corridors that support it. It also depends on what kind of density you’re seeking. Many cities are experimenting with allowing accessory dwelling units (or “in-law units”) in neighborhoods that were formerly single-family only. This is a way to increase density, provide for housing diversity and help homeowners hold onto and maintain their homes.

I support equitable access to affordable and safe housing. In some instances, multi-family housing provide access to a safe housing option for traditionally underserved communities.

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.

Creating neighborhoods with racial and socioeconomic integration is a critical bulwark against the risk of gentrification that accompanies a rebounding economy.

Read “Not in my Neighborhood” a book we all should all read

While this may have been used in the past to maintain racial segregation, it will not in my administration. That said, this is a big city with a lot of different neighborhoods and character. We cannot simply remove a zoning category to allow for development without proper channels. This would me more of a case-by-case basis.

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I agree conditionally. This would need to be done with strong community support for mixed development

Hell yeah!

Hell yeah!

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

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I believe the process could be streamlined in zones that allow for multi-unit properties on a single lot. However, I also support communities’ desire to maintain the character and predictability of their neighborhoods.

We have to maintain good policy around this issue in order to support the housing infrastructure for generations to come. Legislation will in congruence with supporting housing legislation will be an important means of oversight and regulation as communities are revitalized.

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.

Provided that the additional units are high-quality affordable housing options passing all necessary safety regulations.

We need a whole new batch of City Council members who have bolder visions.

This would have to be done with strong community support, particularly with an understanding of how transportation will be impacted

I also want to implement rent/utility subsidies for residents who will occupy the 14-32k income homes in my PEACE Zones policy to build wealth (akin to the whites-only Feaderal Housing Act of the 1930s). I also will implement rent control of 4%+ inflation to fight gentrification.

There need to be public hearings and opportunities for public comment to ensure proper community involvement in the decision making process.


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.

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I support measures we are working on through development of the City’s Complete Streets Manual that will increase safety on City streets by creating “street typologies” that assign speed limits based on the roadway’s function and design.

I abolutely encourage safe practices on local streets. I steer from sweeping manadates for local streets because each community has unique needs and challenges. I support the effective use of signage, speed zones, and speed bumps to help keep citizens safe.

As Mayor, I will direct the Department of Transportation to work with community groups to determine appropriate speed limits for our major arterial roads and local streets.

But we also need ways of enforcing it, and I am a big advocate of automated coverage of those who break laws governing speed. I've seen it work on my last 2 trips to Germany

I think we should reduce some speed limits within the city, but 25 and 20 mph across the board is not realistic.


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.

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I believe there are other measures we can implement to increase safety at intersections. This is an issue I can see Baltimore studying further.

Traffic should be designed to reflect the infrastructural needs of the community. Banning right turns at certain intersections can severely disrupt the traffic pattern in certain areas which may lead to more congestion. I support the use of crossing guards and signage to maintain safety.

A universal determination does not allow for case by case judgements.

Very important -- e.g. at the entrance to the shopping mall on Boston St where Target is located. Treacherous.

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I do support banning right turns on any street, but not every street. We should use a combination of historical traffic incidents and community outreach to identify intersections that are especially unsafe for pedestrians and discourage shared use of the street.


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.

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I think the cameras are great. Unfortunately, it’s a question of how to pay for putting them everywhere. Adding more enforcement cameras as we upgrade our infrastructure is a priority.

We must look at all of the ways that speeding can be enforced outside of cameras. Speed bumps, officers, speed zones, and signage all play important roles in keep citizens safe. I would like to assess the effectiveness of cameras over time to determine their expansion.

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.

A universal determination does not allow for case by case judgements.

Agree and would push hard for this

This program is already expanding, but creating a city-wide program where a camera could be put up on any street defeats the purpose and is an imposition on the residents of Baltimore. That said, I am in favor of roving speed and red-light cameras at trouble intersections regardless of their proximity to schools.

I do support the use of traffic cameras on any street, but not every street. We should use a combination of historical traffic incidents and community outreach to identify intersections that are especially unsafe for pedestrians and discourage shared use of the street.

My policies will also include implementing a five-tier fine system to avoid one ticket from severely impacting the economic well-being of a working-class Baltimorean. Implementing my transit plan will discourage personal vehicle dependinence to help with this as well.

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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.

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We have to be responsible and assess the ways in which we enforce fines upon our citizens. I would like to first know the effectiveness of these over time, and how the revenue generated is being spent.

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.

However, the maximum posted speed limit should be appropriately lowered to guarantee safety knowing that some drivers will travel at 10 miles above the posted speed limit.

This would improve safety and increase revenues

I believe this issue needs to be studied more.

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I believe an appropriate threshold is between 5 and 10 miles per hour over the speed limit

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

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This sounds like a great idea. However, it seems like the capital costs for this would be prohibitive other than on a pilot basis.

As mentioned before, I would like to assess the effectiveness of the camera system. Public citations are a driving force for people to leave the city, so I would like to explore other effective ways to enforce this important law.

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.

Technology is a valuable complement to traditional enforcement in this area.

Again, I thought it worked well in Germany and would like to see it done here as well. And again, we need a new crop of leaders in Baltimore, especially on the city council not to mention the mayor.

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Dedicated lanes are essential for reliable, rapid bus service. I support increasing enforcement of bus lane obstructions

I think this can be implemented with both cameras and traffic enforcers. For example, I want to have people who choose to park in the bus-only lane during peak hours on Charles to have a ticket ASAP. And those who block the box should know they're being written up immediately.

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

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The number of parking spaces sacrificed is relatively small compared to the benefits of making the bus system run better, and making the stops more attractive and safer for riders. There are also other ways to innovate for making parking more efficient and fitting in more spaces.

If the traffic patterns of the area support it, I support safe areas for citizens to catch buses, and for buses to be able to travel more efficiently. This will improve the reliability of bus schedules, therefore expanding ridership

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.

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Bus lanes will be my priority, with my islands being presented where ideal. One of the most important bus lanes to be installed first will be on Greenmount Avenue from Downtown to Northern Parkway. As we on every road but the Intersates, we need the leadership to make it happen!


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

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This is a process that is only just beginning and the communities along the trail’s routes will get to voice their concerns. We need to balance the priorities of residents facing the routes with the benefits of creating this network – both for those neighborhoods and for the city as a whole. Ultimately, this is going to be a hybrid network of “linear parks,” which bring new, usable open space into neighborhoods that don’t have it now, and designated sections of the roadway that bring people to nearby destinations. We need to start from the place of figuring out how to make the Trail Network work for everybody and serve a wide range of needs and user groups.

It is important that our city supports ways to make our city greener, reduce our carbon footprint, and keep our citizens active.

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.

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I use some of the lanes already established and we should encourage expansion and sometimes we have to make unpopular choices to assure safety.

I also want to increase greenspace downtown, which will include removing driving access on Howard Street from Pratt to MLK. The city will work with multiple local entities to create a pedestrian-oriented strip adjacent to the LightRailLink.

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