Candidates
- Domingos DaRosa
- Annissa Essaibi-George*
- Michael Flaherty*
- Althea Garrison
- William King
- Pat Payaso
- Ayanna Pressley*
- Michelle Wu*
*incumbent
Sections
About the Candidates
Do you personally walk to destinations in your community? If yes, how often do you do so?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| 5–7 times a week | I frequently walk to destinations in my community and encourage my children to do the same. In addition to serving on the City Council, I own a small business called the Stitch House. When I’m working there, I usually walk to work. | once or twice a week |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| No | Yes | Yes |
| As someone who does not drive a car, I frequently rely on public transit and walking on a daily basis. | Daily |
Do you personally travel by/ use public transit to get around? If yes, which trains and buses do you routinely use?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| I use the red line to travel in and out of downtown, I also use the T for field trips when I take my program Boston Bengals Pop-Warner to movies, Harvard football game. | I live close to the Red Line, so I often use it to commute into town. | The Red Line |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| Red Line, Orange Line, Bus 16, 22, 23, 28 | I commute on the Red Line to City Hall on a weekly basis. | I commute to work with my two sons primarily via Orange Line between Forest Hills and State Street or Haymarket. A few times per week, we will change to catch the Commuter Rail from Back Bay Station to Roslindale Village on the way home. Less frequently but still regularly, we take any of the several bus lines that run from Roslindale Square to Forest Hills (e.g. 34, 34E, 36). |
Do you personally bike in your community or commute by bike to other communities? If no, would you be willing to give it a try periodically, e.g. once or twice per month?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | No |
| My children and I bike, we ride from our home to Blue Hill ski area to use trails up and down Blue Hill, we also bike the trails in Stony Brook reservations. | I occasionally bike, but I am not a frequent cyclist. I was proud to participate in this year’s Mattapan on Wheels event along with the rest of my staff and support various cycling causes throughout Boston. | Absolutely willing to give it a try, seems like great exercise. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| No | Yes | Yes |
| Yes, I would love to bike in my community to get to my destinations, I would like to continue to expand upon our current Hubway, get more stations so biking is more convenient. | I occasionally bike in my community, but have consistently advocated for cyclists across Boston. | I had a little hiatus towards the end of my pregnancy and in the few weeks since baby was born, but I consider myself a cyclist and keep my bike in the City Hall garage. If I didn’t need to commute with my kids to drop them off at City Hall Child Care, I would bike everyday from home to work, but the stretch between Roslindale Square and the Southwest Corridor currently feels too dangerous to bring my young boys on a regular basis. Instead I keep my bike at work and regularly use it to get to meetings across the city during the day. This is my favorite mode of transportation! |
Policy Proposals
How will you work to establish funding for the infrastructure changes needed to slow traffic on your community’s streets, and improve crosswalks and intersections to make them safer for people who are walking and using mobility assistive devices?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| The city generate funds from ticketening, excise taxes, property taxes, and a few other ways. We can use a percentage to repair our streets, crosswalks and sidewalk by adding flashing warning lights, raised crosswalk, better bike lanes on main streets, adding time to the crosswalk signals (15 second isn’t enough to cross Main Street like Blue Hill Ave or Columbus Ave). Our traffic lights need to work together just like in New York City, the lights 3 blocks ahead turn yellow then each light before that light changes too. Some side streets need to become oneways, some streets need posted speed limits, streets with school need raised intersection and speed bumps, high pedestrian areas like Centre St in Jp need more crosswalks with flashing lights, our T stations need better traffics controls to allow riders in and out the station safely, our bus stops need to be clear of parked car (not enough enforcement by local and T police) some bus stop need to be add and some need to be repositioned to allow traffic to move easily for example the stops should be after a traffic light after the intersection (Blue Hill Ave and Ellington St is very danagerous for riders). Citations issued within the city limits for motor vehicle moving violations should be used by the city to improve the road ways, signs and needed repairs. | There is currently funding available to make street corners ADA-accessible, and I will continue to push to make this a priority for the City of Boston. | I have supported funding opportunities that would help alleviate the problems. I am in favor of more traffic signs that protect pedestrians and residents that live in high traffic areas. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| I think we need to do an audit of the city budget and see exactly where all the tax payers dollars are going and set aside additional money for our infrastructure. | I supported the lowering of Boston’s City Limit speed limit to 25 mph, and will continue to advocate for solutions designed to incentivize the use of public transit and other alternatives to slow and eliminate traffic. Throughout the budgetary process, I will advocate for increased funding for accessibility measures aimed at those that are walking and using mobility assistive devices | From my perspective, a City Councilor can best advance infrastructure changes for safe streets through a combination of advocating vigorously and consistently to raise awareness of the urgency of VisionZero; providing information and public education to help dispel misconceptions and highlight benefits of streets for people; amplifying advocates’ feedback on specific proposed development projects; and identifying opportunities to provide funding through legislative proposals, the annual budget process, and mitigation from community process around development. Over the last term, I’ve worked at all of these fronts, from establishing the City Council’s first-ever policy briefing series, with a focus on transportation policy, to advocating with a focus on safe streets infrastructure during the budget process, to speaking out on transit issues and calling out areas for improvement. My efforts have been geared at building political will and urgency for funding such improvements. Every neighborhood deserves access to traffic-calming treatments so that residents can take back their streets as safe, public space for Bostonians of all ages. The demand for infrastructure improvements is as clear as the shortfall in our current funding – this year the City saw 47 applications for the Neighborhood Slow Streets program, with budget capacity to accept only five even after budget negotiations increased the line item. Boston has seen an unacceptable increase in pedestrian and cyclist fatalities and serious injuries from car-related incidents, and the number of people using our streets is only projected to grow. We cannot afford to ration safety among neighborhoods. I will push to continue increasing funding for infrastructure changes in the City of Boston budget, particularly in the capital budget. In the report summarizing the Council’s transportation policy briefing series, we recommended funding cycling infrastructure investment at $20 per resident per year in the capital budget, or $13M per year to establish a connected, low-stress cycling network. My top priority for finding new revenue for safe streets infrastructure is to introduce reasonable fees for resident parking. This would incentivize those with access to off-street parking to free up on-street spaces and reduce time and emissions from residents circling to find a spot in their neighborhoods. Not only would this system better match parking demand with pricing to save time, but it would reduce emissions that contribute to asthma and public health challenges in urban neighborhoods, and the revenue from permit fees could be used immediately for infrastructure improvements. In addition, I support the Fair Share Amendment at the state level that would generate more funding for education and transportation infrastructure. Where intersections and transit corridors are already slated for redevelopment or reconstruction, I will advocate for a full complete streets approach to include gold-standard pedestrian and cycling infrastructure. Finally, there are many examples of changes to enhance the pedestrian experience that do not require significant cost, such as lengthening the time of pedestrian walk signals to give people more time to get through the crosswalk, or assessing turn signals’ interaction with pedestrian needs. |
How will you improve the reach, frequency, and quality of public transit in your city/town?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| We need a complete review of the system within the city, some areas don’t have a bus lines, some areas don’t have enough buses running daily, some areas don’t have enough stops, some bus lines don’t have buses equipped for riders with bikes. The Mattapan trolley line needs new trolleys plus a few more cars, our stops needs to be clear of parked cars, each stop needs a bus tracker and emergency call box, better seating with heaters just like on the Greyline which runs from Dudley station into downtown crossing, better Charlie cards system that riders can add funds online. | I will continue to be a vocal advocate for transportation investments in Boston. I have used my City Council office as a bully pulpit to push for increased state funding for public transportation and supporting the Fair Share Amendment. Additionally, I have advocated for greater transportation investments in the City of Boston’s budget process. | I continue to engage in regular conversations with elected officials among the state and federal level to ensure our public transit system is properly funded. I support Councilor O’malley’s recent resolution to extend the green line into Hyde Square of JP. I also support moving forward on the North/ South railing project. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| I think we need to make public transportation a more attractive mode of transportation for people. We need to make sure busses and trains are on time and more reliable, also being reasonably priced. Biking in the city needs to be made safer, and walkers/runners should have good quality sidewalks and crosswalks. | High-speed, affordable rail transport is a critical aspect of a sustainable transportation infrastructure, and although the MBTA is primarily funded by its fare revenue and state sales taxes, I will continue to advocate for increased funding and expansion of MBTA services to underserved areas of Greater Boston. Additionally, I am a proud member of the North-South Rail Link Working Group, which was spearheaded by Gov. Dukakis. | Although the public transit agency is a quasi-state entity that doesn’t report to city officials, there are still many actions within municipal jurisdiction that could dramatically improve Boston commuters’ public transit experience. The potential is especially great for local action to improve bus service, which defines public transit for the many residents of Boston who do not live within walking distance of a subway stop. I’m proud to have advocated for the successful creation of a City-MBTA working group focused on bus service. From timing and priority of signals and placement of bus stops, many of the changes needed for Bus Rapid Transit depend on municipal infrastructure and policy. I will continue monitoring the implementation of transit signal priority for the Green Line trolleys, Silver Line buses, and other MBTA bus lines, as well as dedicated bus lanes where possible. My top priority is moving forward with the proposed dedicated bus lane on Washington Street between Roslindale Village and Forest Hills, which MBTA data identifies as the corridor having the most potential and need for transit improvements based on share of commuters, number of vehicles, and average length of delays from traffic (and is the most stressful part of my last mile home). I will also continue to support the private efforts to establish an Arboretum Gateway path to connect Roslindale Square and Forest Hills. This next term, I plan to dive into the data on how to prioritize changes in bus service to improve connectivity and equity in Boston, building the clear case for better bus connectivity. We also need to realize the potential for water transportation to connect the neighborhoods of Charlestown, East Boston, South Boston, and Dorchester, and especially to relieve congestion in the Seaport, where the only public transit available is the Silver Line bus, already struggling to serve the area’s rapidly growing commuter base. I will continue working with Boston Harbor Now to assess and plan a feasible water transportation system in partnership with stakeholders such as MassPort, the Massachusetts Convention Center Authority, area businesses, and residents – making sure there is priority for affordable, public access and not just privatized service for large companies. The City of Boston can expand the reach of public transit by expanding partnerships, such as increasing the eligibility for discounted student MBTA passes for Boston students and working with businesses to offer incentives for employees who choose to commute by public transportation rather than car. I will also ramp up my advocacy directly to the MBTA and MassDOT. I will continue to support the push for a late-night transit option, such as the Transit Matters proposal to run certain bus lines seven days a week. I also plan to focus on the issue of unfair commuter rail fair pricing in certain neighborhoods because Boston is split between multiple pricing zones – no Boston residents should have to pay upwards of $6 for a short commuter rail ride to connect to the subway system with no other reasonable way to access the public transit system. |
How will you ensure fast-tracked implementation of a city-/town-wide network of off-street paths and protected bike lanes* on major thoroughfares and connecting streets that are comfortable for people of all ages and abilities?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| A review of all off street paths and protected bike lanes need to be examined for improvement. For example Storrow Drive has a walk path and bike lane to ensure public safety for all. The Emerald Necklace and SW Corridor Park connect the inner city to downtown Boston but only has one lane for all to use, we need to add a bike lane for bikers. Melnea Cass Bike Path, is the only bike path that comes up on google for Boston. We need to educate the public on bikers rights! The state needs to add bikers rights to the license process! | Many of Boston’s neighborhoods have bike lanes, but few are protected. Bike lanes need to be protected so they’re safe and accessible for everyone. I will continue to work with my colleagues on the City Council to create a network of interconnected, meaningful bike infrastructure across Boston. | I support safe sustainable transit for all Boston residents and am open to discussing an increase in bike paths with urban planners and other experts. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| I think we should start a committee that deals with theses issues and whos job is solely managing the development/redevelopment of this infrastructure. | I view every issue confronting our city through the lens of equity, and ensuring that our biking infrastructure is entirely accessible and comfortable for people of all abilities is paramount–I will continue to keep close watch on its implementation, and will be ready to advocate on behalf of all users of Boston’s biking infrastructure. | I frequently share the video recording of our first ever City Council policy briefing (link), which features Northeastern Professor Peter Furth describing his analysis of exactly how to develop a connected, low-stress cycling network in Boston. Thanks to his research, we know exactly where the major gaps in a low-stress network exist, and also have recommendations for a “Bikeways for Everybody” program that would increase home-work connectivity from 1.3% to 58.1% on low-stress cycling streets. In the next term, I will focus on advocating for improvements to the intersections and corridors identified in this plan, as well as highlighting other opportunities for cycling infrastructure with specific developments or road reconstruction projects. I will also continue to experience Boston’s cycling infrastructure conditions as a regular user, reporting on my observations and working with neighborhood cycling groups to advocate for improvements. I’ve had the chance to join some groups on neighborhood rides, but this next term I will look to go on a bike ride in every single neighborhood and ask others to join for broader awareness of how to improve cycling infrastructure throughout the city. Perhaps my most important responsibility is to ensure that community experts and advocates have a voice. As part of this last year’s budget negotiations, I pushed for the VisionZero Coalition to have feedback through a formal advisory role in Boston’s major road reconstruction projects funded through Parking Meter Fund appropriations. I look forward to following these projects closely to maximize the inclusion of cycling infrastructure improvements. I will also continue to convene opportunities for feedback from the coalition, whether in formal Council hearings or regular forums. |
How will you increase access to biking in every neighborhood equally? What do you see as the major obstacles to encouraging ridership, and how will you address them?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| By adding bike lanes on main streets, adding buses equipped to carry bikes for riders who bike, adding secured bike parking at all train stations just like Forest Hills, adding bike racks at local schools, community center and parks. We need to add bike safety to our children schools as part of their health and fitness course. One obstacles I see is the cost of a new bike, some families can’t afford to purchase a reliable bike or equipment. Bike not bombs does a great job refurbishing bikes that are donated to their program and putting them back to use. Another one is access to repair shops, at one point there was a bike shop in every neighborhood, today we have a few left across the city. The biker union sets up shop in different areas using public space to help our communities in need. We as a city needs to support programs like these two and help expand their reach and funding. | As we expand walking and biking infrastructure, it is very important that it is done in an equitable manner. I will support continued funding of Boston Bikes and increase funding for Vision Zero. We need to focus on design and being thoughtful, but not stagnant with action. | Each neighborhood would require an extensive traffic study and input from residents and small business owners in the area to accurately pinpoint what that specific neighborhood is facing. I’m happy to work with the community on this. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| I think we should look at how many residents each neighborhood has and make sure that there is an adequate amount of Hubway stations for those residents. | Biking and walking are the most affordable means of transportation, and I will continue to advocate for intentional connections for these modes of transportation. I am proud of my leadership to date on the Council, successfully partnering with the Mayor to pass a first-in-the-nation side-guard ordinance to prevent cyclist deaths, and budget advocacy for dedicated bike lanes. | The fastest way to increase access to biking in every neighborhood is to build safe cycling infrastructure across the city. I will approach this goal with a focus on equity, understanding that making cycling a feasible option is not just sound transportation policy; it is important economic policy. Research has shown that the factor most closely linked to economic mobility is commute time, so the more people have access to the affordable and healthy option of commuting by bike, the stronger our city will be. I’ve been excited to celebrate the expansion of Hubway beyond downtown into neighborhoods like East Boston and Roxbury, and with discounted pricing for low-income residents, but providing bikes alone won’t increase ridership without safe ways to ride to work and school. Over the next term, I commit to going on a neighborhood bike ride with local cyclists and advocates in every single one of Boston’s neighborhoods. This will allow me to see experience the cycling infrastructure (or lack thereof) in each neighborhood, and more importantly, to meet the people who can identify the specific obstacles and potential solutions to increase ridership in each neighborhood. Across the city, one major obstacle to safety is blocked bike lanes, whether from delivery trucks or other cars. Of course, the ultimate solution is separated infrastructure to replace painted lanes, but in places where only painted lanes are possible, Boston needs to better enforce blocked bike lane violations. I propose adding this category to the 311 app so that even if it would be difficult to catch a violator in real time, the City has data on frequent trouble spots and can station enforcement there on a regular basis to ticket violators. Another challenge is the shortage of places to lock a bike – I’ve seen some streets with multiple bikes chained to every sign post and parking meter during the day. In this past budget, I pushed for an increase in funding to triple the number of bike racks that will be maintained and added this year compared to past years. I will look to draw on the cycling community’s feedback as BTD decides on the placement of these racks. We also need to continue supporting community-building events that connect cyclists to each other. I’ve learned so much from Boston’s bike community and gained much confidence as an urban rider thanks to everyone’s tips and support. I will help support these activities however possible, especially in traditionally underserved neighborhoods. |
How will you increase funding for biking infrastructure?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| By having the local police enforce traffic laws and bring laws. Children under 12 must wear a bike helmet on public roads or the parents will face a fine. A percentage will be used to install bike lanes, when you receive a speeding ticket $25 goes to head trauma victims, we can use the same process for biking. We can start a bike registry and issues bike plates or tags. Each biker will receive a handbook on bike safety, rules of the roads, a map of all protected and regular bike lines across the city, local repair shops, and discount coupons. The fee will be affordable for everyone. | I attended every City of Boston budget hearing this year, and I have strongly advocated for investments in transportation infrastructure. I will continue to push for increased funding for bike infrastructure in the budget and beyond. | When the transportation department lays out their fiscal budget for this year I’m happy to ask what assessment’s have been made on the current biking infrastructure funding and what their suggestions for improvement are. Further, I would like to know how much interaction and dialogue has taken place between the department officials and advocates such as yourself. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| I believe we should set aside a percentage of the budget for when roads are being maintained and that percentage goes towards upgrading the bike lanes and make them protected when said road is being worked on. | I believe that much of my answer to question 4 applies to this, throughout the budget process I will continue to advocate for dedicated bike lanes and other critical biking infrastructure. | As mentioned above, I will continue to push for an adequate capital and operations budget to fund these improvements through the budget process, specific development proposals, and other revenue sources such as fees for resident parking, congestion pricing, or a carbon fee on off-street parking facilities. The more voices are heard, the greater the political will for change. I will continue to make the case, as a legislator and as a cyclist, for the citywide safety, public health, environmental, and economic benefits of making cycling accessible through safe infrastructure. I will convene regular opportunities for feedback from the cycling community, through public hearings, informal meetings, and neighborhood rides in each neighborhood. Finally, what gets measured, gets managed. I disagree with the philosophy stated at this last year’s Transportation Department hearing that the City would no longer be counting (or publicly sharing the count of) the number of miles of protected cycle tracks in the city. It is true that no single metric can adequately capture all the work ongoing, but we need to be accountable with regards to the scale and pace of progress. I will propose to change the performance measures listed in Boston’s budget book to include metrics that direct summarize cycling infrastructure improvements, such as miles of cycle tracks. We should also continue and expand the automated bike trip counts to have rigorous data on ridership that can inform our level of investment. |
Yes/No Questions
Do you support the adoption of Vision Zero and funding for its rapid implementation? Vision Zero is an approach which aims to eliminate traffic fatalities and serious injuries by 2030 and has been adopted by several communities, including Boston and Cambridge.
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| The safety of the public is #1! Speeding is a big concern within the inner city. We need more speed traps on Main Street, digital speed signs, speed bumps near schools, raises intersections, digital crosswalk and stop sign with warning lights, more time at the crosswalk (15 seconds isn’t enough time to cross Dudley St and Columbia Rd or any intersection of this size), more crossing guards and cross walks, wider crosswalks, better enforcement of double parking and illegal parking. | As chair of The Government Operations Committee I collaborated with Mayor Walsh and Councilor Pressley and voted for the city of Boston ordinance to require large city vehicles to be equipped with sideguards to reduce the risk of fatal accidents involving cyclists and pedestrians. My staff and I have engaged in several conversations with Vision Zero members and advocates. We look forward to continuing those conversations and fully support working towards the 2030 deadline. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| The goal of VisionZero is achievable, urgent, and fundamental to Boston’s future as a city of opportunity for all. We need to ramp up our speed and capacity for providing slow streets treatments for every neighborhood. |
Do you support lowering design speeds through traffic calming measures on downtown and neighborhood streets as a means of enhancing the safety of people walking, using mobility assistive devices, biking, and driving? This may involve the expansion and enhancement of programs like Neighborhood Slow Streets (Boston) and Neighborways (Somerville).
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| Our speed limit is 25 but it’s not enforced by local police on a daily base. | This year, I was proud to support traffic calming measures at BTD hearings before the City Council. | The safety of our residents and families is my top priority and I am open to working towards anything that improves that. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| This may be the most frequent constituent request I get in neighborhoods across Boston – that families worry about cars racing down streets where their kids and neighbors live and play. Traffic calming measures such as raised crosswalks, speed humps, narrowing lanes and removing lanes, or bumping out curbs make a big difference in livability. |
One key strategy that has been proven to effectively reduce speeding, improve safety, and remove racial bias in traffic enforcement in other states and countries is automated enforcement (i.e. speed cameras and red light cameras). Do you support state legislation that authorizes the use of automated enforcement in Massachusetts, per the July 2017 recommendation of the National Transportation Safety Board?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | No | No |
| Using all technology to enforce traffic laws only makes our community safer! The same way the state uses pay by plate to bill drivers using all toll roads, we should use the technology to issues moving violations. Drivers will think twice about running a light or speeding within the city. Brookline uses their camera system to issues violations daily. | I think that the presence of Police Officers on our streets and in our communities makes our City safer. | I believe that, like any technology, photographic records can and should be used as supporting evidence. However under Mass General Laws chapter 90, I believe that sworn officers only should be allowed to issue statutory citations. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | No | Yes |
| We need to hold people accountable for their actions, speeding and running a red light we have seen can kill innocent pedestrians walking and biking. | I will work with VisionZero advocates as well as advocates such as the ACLU to ensure that we can implement this in a way that improves safety, removes racial bias in traffic enforcement, and protects civil liberties. |
Do you support redesigning space on the street in order to improve safety for people biking by creating protected bike lanes?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| Adding protected bike lanes on major road ways like Blue Hill Ave, Seaver St and Columbia Ave (also known as Rt 28) will increase safety and usage. The middle and sidewalk can be redesigned to accommodate all. | I look forward to speaking with urban planners and bike lane experts on the fairest and most efficient way to do this. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| When I was in Cambridge one day, I noticed their busy streets had extended bike lanes built into their sidewalks and I thought it was a great idea and wondered why don’t we have those in Boston. | Please see my July 2016 Boston Globe op-ed, “The road to fear-free biking in Boston.” I believe creating protected bike lanes is one of the most important priorities for Boston’s safety, public health, economy, and environment. |
Do you support the increased use of curb extensions to improve safety and visibility at intersections, even if it requires the removal of one to two parking spaces?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| Major intersections are very dangous for the public! By extending the sidewalk this will increase safety and help reduce injuries. | The city is correctly using this funding that they have. This infrastructure forces drivers to be aware and to slow down. We must always strive to keep our residents safe at busy intersections. | Yes but it doesn’t have to be at the expense of removing one or two parking spaces per curb extension. In some neighborhoods the MBTA currently has too many bus stops; in fact in my own neighborhood it seems like there’s a bus stop on every street corner. I believe the MBTA could improve their overall efficiency and we could increase the number of curb extensions/ bump outs without a net loss of parking spaces particularly in densely populated neighborhoods where parking is in high demand. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| There are many places where this is necessary! Data has shown that businesses along areas where parking spaces are turned into safe pedestrian and/or cycling infrastructure actually see sales increase afterwards, because more people are likely to stop when they can visit by foot or bike compared to just the single passenger that can take up a parking spot for two hours. |
Do you support implementation of all of the Better Bike Corridors and other bike projects in the Go Boston 2030 Plan, and commit to making sure all short-term projects are planned and implemented within three years, and long-term projects are implemented by or before 2030?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| The numbers of bikers have grown in Boston and will continue to grow in the years to come. Bike corridors connect our communities and give bikers access to a safe travel path to commute to and from their destinations. | I’ll continue to work with BRA Planners, BTD, Public Works, and The Commission for Person’s with Disabilities particularly in new development projects where there’s going to be significant infrastructure improvements around sidewalks, streetscapes and intersections. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| The demand for these bike projects is already booming across our city, and we can’t afford to wait for a 2030 timeline for all projects. Boston needs to adopt more of a tactical urbanism approach of using low-cost ways to introduce protected infrastructure on a rapid timeline, which is then codified in reconstruction projects when funds are available. |
Will you address age-friendly walking in your community — an issue raised by many seniors as critical to their ability to “age in community”? If yes, how?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| We need better walk path around our local parks | Neighborhood walkability is important to ensure that seniors are able to remain in the communities they helped build. I look forward to continuing my work with senior-advocacy organizations to make Boston more livable for our aging population. | I’ll continue to work with Public Works, the Elderly Commissions and the Parks Department to improve sidewalk and crosswalk conditions across the city. I have been working extensively with them on the issue of sidewalks not being at grade particularly in the south west corridor where the tree roots have damaged the sidewalks making walking for seniors or those with disabilities traitorous. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| I would like to work with WalkBoston and other organizations to implement safe walking atmosphere in the City. I would also like to look at innovative ways to make walking Boston easier and more enjoyable. | I will work with WalkBoston and solicit feedback on where we need to adjust the timing of signals, placement of crosswalks, or other infrastructure to make neighborhoods walkable from ages eight to eighty. |
Boston has many traffic signals that do not work well for pedestrians. Will you work to make signal timing safer, easier, and more convenient for people walking and using mobility assistive devices at all paces?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| Increasing walk time at crosswalks, install digital signs with warning lights, raised cross walks, increase crossing guards and speed bumps near schools, add more crosswalks and make wider, add stop lines and signs at traffic light, | Pedestrians ALWAYS have the right of way. Anything to improve their safety and their experience is something I’ll continue to work towards. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| As mentioned above, I will work closely with WalkBoston on this issue. We also need to codify policy that increases priority for pedestrians in signal timing and street design. I look forward to engaging the Transportation Department on how they currently judge signal timing (e.g. how much vehicular delay is acceptable) and encourage them to adjust the default choices to better serve pedestrians. |
Do you support the restriction of on-street parking during rush hour on major thoroughfares in order to provide lanes for the exclusive use of buses?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | No |
| A good example is Uphams Corner area (Dudley St and Columbia Rd) cars park illegal in front of the citizen bank which is a bus stop, cars looking to park pulling in and out creating heavy traffic, | There are certain thoroughfares where this policy could be helpful in alleviating traffic congestion during rush hour. It is not a one-size fits all solution and cannot be applied to each major transit route, but BTD should be looking at additional ways to reduce gridlock. | Would need more evidence that this contributes to MBTA efficiency. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| Dedicated bus lanes will help us move more people on our streets. As mentioned above, I am particularly eager to do this close to home, on the Washington Street corridor between Roslindale Square and Forest Hills. |
Do you support the creation of a staff position within the Transportation Department solely devoted to managing transit in the City of Boston?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| We have positions in place now! We need to review these position and clarify and add job duties and responsibilities. We need to put in place a review board to redesign our traffic flow within our city. We have twice the numbers of cars on the roads driving down streets to narrow to handle the traffic. Some of our street need to become one-ways. | Any support to managing transit in Boston is a worth while and a important endeavor particularly as our cities population continues to grow. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| I was proud to push for and secure two new positions within the Transportation Department, focused on engineering and on outreach in this last budget cycle. We need more staff capacity in-house to be able to implement projects with the scale and speed needed for VisionZero. |
Do you support exploring new ways of raising revenue to provide the City of Boston with more tools to improve conditions for people walking, using mobility assistive devices, and biking (e.g. congestion pricing)? If yes, please give examples that interest you.
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | No |
| Tourists tax in our tourist areas just like in Florida. This will help generate more funding for public use. (link) | I would like to create more single space meters and extend the time past 8pm particularly around the downtown and direct that revenue to supporting such programs. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| Fees for resident parking permits and neighborhood parking benefit districts, carbon fee on off-street commercial parking, congestion pricing, Fair Share Amendment |
Do you support charging an annual fee for residential parking permits?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| The whole city should be resident parking 6pm–8am! An annual fee will will generate needed funds for repairs! It should be included with your vehicle excise tax. My 70 year old mother can never find parking on her street she has to park 2 blocks away and walk back with her groceries, laundry and etc. Revenue generated by ticketing can be used to improve sidewalks, traffic lights and road signs within that community. | I support charging a fee for annual resident parking stickers. We need to have a conversation about an appropriate fee structure that considers the number of vehicles per household, age of resident, income, and community-based congestion concerns. Important discussions should include whether households should receive a free first parking pass, incremental pricing, and how to best implement. | I also believe that we should charge for handicap parking placard and register bicycles and charge an annual fee for that as well. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | No | Yes |
| I believe this could bring in a lot of revenue, to help towards public transportation infrastructure; whether it be protected bike lanes, better quality sidewalks, crosswalks and crossing signals. | This would encourage those with off-street spaces to use them, freeing up spaces on the street so that residents won’t have to spend as much time circling around and around looking for a spot after work (and reducing the emissions from such unnecessary driving). More importantly, it would generate needed funding for safe streets infrastructure improvements. |
Do you support the rollout of dynamic parking meter pricing (i.e. increasing meter rates during periods of increased demand) in business districts to free up on-street parking and reduce cars “cruising”� for open spaces?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | No |
| By increasing parking meter fees more people will use public transportation to travel in and out the city reducing traffic. The extra revenue will support programs that promote cycling, carpooling and usage of the T. | I support exploring this policy for certain commercial and industrial areas, but not for necessarily for Boston’s residential neighborhoods. | There’s no evidence that dynamic pricing reduces ‘cruising’ for open spaces. In fact it’s still a bargain compared to paying $40, $50, $60 in a local garage. The real curb to ‘cruising’ for open spaces is in eliminating the handicap parking fraud and abuse costing the city millions a year in lost revenue and adding to the congestion. Other municipalities such Seattle WA and Portsmouth NH have uncovered and addressed similar abuses. As soon as the city and state require those with handicap placards to pay the meter we will continue to see people double parking, circling the block and idling their cars waiting for a spot to open. This has been the subject of several hearings and working sessions with BTD, and the Commission on Disabilities who are in agreement. I would also like to extend the meter hours until 10pm or 11pm to raise additional revenue in the downtown. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| The ideal way to reduce cruising for open spaces is if off-street garage spaces cost less than on-street spots right next to the store. Dynamic parking meter pricing helps to balance supply and demand of parking and recognizes that public streets are public assets. Not only does this reduce emissions from circling vehicles, but removing the headache of needing to circle for spots ends up encouraging people to visit business districts and shop local. |
Will you help the community of Charlestown work with the City to develop a consensus design for Rutherford Ave and Sullivan Square that balances the community’s desire for walkability, connectivity, open space and resiliency with vehicular traffic?
| Domingos DaRosa | Annissa Essaibi-George | Michael Flaherty |
|---|---|---|
| Yes | Yes | Yes |
| The Charlestown area is heavily congested with traffic coming in and out of the city. The residents need to be able to move freely within their community without the fear of being ran over by trucks, buses and cars. | Long overdue, it’s been political football for decades. Time has come to do what’s right for Charlestown residents, pedestrians, cyclists and motorists. Anything to make Charlestown more accessible and safe I’m in favor of. |
| William King | Ayanna Pressley | Michelle Wu |
|---|---|---|
| Yes | Yes | Yes |
| The neighborhood badly needs a redesign for this area, and especially as the casino will dramatically increase travel through the area. We can’t waste the opportunity to introduce complete streets infrastructure with the federal funding that is available for the project. |