Massachusetts Vision Zero Coalition

Said Abdikarim

They’re all connected as they affect the most vulnerable population in Boston, underserved communities. If we don't have a city with clean parks or access to healthy foods, that means that there are not equitable resources throughout the city. It makes the city less competitive and vibrant. For example if you don't have affordable housing these people will be displaced, if we don't have affordable food options, they will go hungry. If we don't have a city that looks clean and beautiful that is less dependent on fossil fuels it becomes unhealthy and less desirable.

Kelly Bates

These issues are intrinsically intertwined. We have to analyze our current & future transportation & housing infrastructure and it's effect on climate change & climate justice. I support a fare-free MBTA to reduce carbon emissions from cars, a city-level Green New Deal for Boston that creates green jobs by investing in renewable energy infrastructure & fights rising sea levels. We have to make new city-owned construction net-zero carbon emission & oppose all fossil fuel infrastructure projects. I will support the Boston Emission Stand Policy & the community choice energy policy.

James "Reggie" Colimon

Transportation, housing, and climate issues are interconnected and will be at the forefront of the issues that I'll work on as an elected official. Transportation, should be safe, affordable, and reliable for all road users, but too often residents don’t see safety improvements until after a tragedy occurs. Housing is the foundation of health, equity and and economic stability. Climate It's needless to say that climate change is one of the greatest issues of our time. The Northeast is projected to be 3.6°F warmer than preindustrial times.

Michael Flaherty

We cannot sustainably plan for the future without aligning our transportation, housing and climate resiliency goals. I have long focused on their interconnectedness. I have repeatedly called for hearings on master traffic plans, advocated for more thorough transportation development review processes and better transportation access demand agreements (TAPAs,) and took a leadership role in shaping ordinances that prioritize climate resilient building. My record demonstrates that I can and will continue to work to remove bureaucratic barriers to make our city government effective.

Alex Gray

Boston must reduce its dependence on cars and incentivize people to utilize other means of transportation. We must make it easy for all residents to bike, walk, ride the bus, and ride the T. We must invest in infrastructure for alternative modes of transportation. We must also continue to work to create more affordable and accessible housing options for our residents that connect people to public transportation, school, work, healthcare and green spaces. Everyone in the city deserves to have quality access to their everyday needs.

David Halbert

Housing, transportation, & climate are intimately linked. This is why I advocate for “Smart Density” in addressing our housing crisis. Building larger, net-zero emissions construction housing options for both individuals & families - with a focus on siting them near major roadways & public transit hubs. The positive environmental impacts of this approach are amplified with parallel investments in streetscapes to provide accessible pedestrian pathways year-round, a citywide network of protected bike lanes, & true bus rapid transit options.

Ruthzee Louijuene

Transportation, housing, and climate are all inextricably linked and tied to who has access to resources. Affordable housing is essential, but is insufficient if individuals don’t have access to reliable transit. Public transit is a public good, and it must be funded as such. Transit justice is a racial justice issue, as fares are regressive for low-income and essential workers who rely on the T. We need to make the T more accessible and work towards a reliable, fare-free T. We must redesign our streets to be more inclusive of different transportation modes, but we must do so equitably.

Julia Mejia

I have spent my time in office working to ensure #allmeansall. We need to look at these issues together because the most marginalized continue to be left out of the conversation when each issue is dealt with in their silo.

Carla B. Monteiro

My campaign is rooted in my lived experience overcoming the same gaps in services that, as a social worker, I see Boston’s most marginalized populations continue to face daily. These are three top issues for me, aligning them requires a bold, ambitious Boston Green New Deal. As a councilor, I will immediately work with my colleagues and community activists to design and implement Boston’s Green New Deal. For example, climate justice is not possible without making the T fare free and it must include retrofitting public housing buildings to be netzero as a top priority citywide.

Bridget Nee-Walsh

As a single mother and Union Member (Ironworkers Local 7), I know how important it is to ensure that Boston invests in affordable housing, accessible transportation, and a sustainable future. I see the link between all of these programs as good paying jobs. I firmly believe that these projects aren't just an investment in the City's future, but a necessary investment in the working class in the city right now. I firmly that infrastructure improvements and green development are essential projects that should be undertaken immediately.

Jon Spillane

Dense development that helps people get out of their cars and onto (frequent & reliable) trains and buses, and on foot and bicycles is the best way to fight climate change and promote public safety. We have seen city-wide conversations resulting in a set of development and transit priorities set out in law with the recent zoning reform in Somerville. While the exact settlement in Boston would not look like Somerville’s, it is a model to look at for how to have a real conversation with a whole city about what we want the future to look like.

Said Abdikarim

Residents are very dependent on public transportation and a public transportation system that works efficiently and consistently; from getting their kids to and from school, going to and from work, to appointments, and more. The first area I'd start with is pushing for more energy efficient transportation starting with public buses. Next and in line with this push, I would work to make the MBTA free for the veritable population; essential workers, low income individuals and families, and students to name a few. This would save a lot of overhead costs in the long run that can be used to keep these upgrades moving forward, up to date, and go to other underserved facets of city infrastructure. I would also take into consideration making sure we have better bike lanes and bicycle access in underserved communities. Access to bicycles at discounted rates can encourage less driving and more public transportation. This would also include making sure buses have the adequate bike storage and racks necessary.

Kelly Bates

I would lobby for money to be allocated toward building and instituting energy efficient and electric buses in Boston and paving upgrades to our city streets. Additionally, we need to make the bus system more reliable and connected to all areas of the city to promote equity, alongwith consistent schedules and clear maps to encourage more bus riders.

James "Reggie" Colimon

No answer

Michael Flaherty

I will continue working to accelerate improvements to bus service and the creation of bus priority infrastructure, particularly in areas with the highest amount of ridership and the most delays. This can be achieved through the implementation of our complete streets programs; bus rapid transit lanes, where adequate planning and research demonstrates a need; and better transit signal prioritization; and transit signaling generally. I am supportive of pilot programs in this area. Pilot programs give us the opportunity to experiment with these changes in real time, collect data, and then assess whether a permanent change is warranted. We can additionally seek improvements through our transportation demand agreements (TAPAs) with large developments. These ensure that residential and commercial growth across Boston is met with the appropriate investments in public and mass transit. Lastly and most importantly, I will support accelerated budgetary investments in our City’s first ever Transit Team that is devoted to installing priority interventions along our busiest corridors.

Alex Gray

One way that I would look to accelerate bus service and bus priority infrastructure is to increase the number of dedicated bus lanes in the city. This would allow buses to navigate more quickly and efficiently through the city, thus increasing the likelihood that residents utilize this mode of public transportation. Furthermore, I would look to increase the usage of technology that allows for busses to communicate with traffic lights to keep them green when they are approaching, in order to keep them on schedule and also lessen the amount of traffic congestion on our streets.

David Halbert

Boston must invest in true bus rapid transit (BRT) as a critical component of its transportation future. This means making the necessary investments in streetscape redesign in order to allow BRT to move along major transit corridors as seamlessly as possible. This also means providing BRT with signal priority at intersections, as well as creating passenger platforms that allow for longer, modern vehicles which will help reduce congestion and crowding. These efforts must be coupled with a robust, linguistically & culturally inclusive public education campaign to not only promote use, but also increase understanding of the transportation, environmental, and economic advantages of increased BRT. As work to expand BRT continue, priority should be given to environmental justice communities within Boston, which are historically underserved by options like these. In addition, regional long-term planning conversations with surrounding communities in Greater Boston must occur, so that such infrastructure and design initiatives can be aligned as closely as possible, thus extending the reach and viability of such projects.

Ruthzee Louijuene

I would advocate for an expansion of the work that has been done to prioritize public transit over individual transit-- especially the expansion of dedicated bus lanes which have been shown to be extremely effective. While the MBTA controls the service itself, collaboration to prioritize bus priority must be a primary objective of BTD.

Julia Mejia

I will continue to work with my fellow Councilors and local neighborhoods to add more bus only lanes especially in neighborhoods such at Mattapan that have limited transit options.

Carla B. Monteiro

Protected, clearly indicated bus lanes have been proven to reduce commute time and rider satisfaction. When used as shared bike lanes, they provide the additional benefit of making cyclists feel safer and improving their commute time. As a member of the council I will advocate for implementing more protected bus lanes in high volume corridors across our city. Going a step further, I will also prioritize the infrastructure investments to electrify our bus fleet - such as charging stations. This is no small endeavor but it must be part of an overall plan that embeds climate justice at the core of addressing our transportation needs. Making our bus system free, electric, and reliable is a matter of racial justice as riders of color in Boston spend more money and more time stuck in traffic on our busses. In my area of Dorchester, the it’s more time and cost efficient as well as safer for me to drive my own mother and other community members where they need to go because the bus stop is too long of a walk away on a hot day or they don’t know how long they’ll be waiting on a cold day. Addressing these issues makes our whole system more equitable and accessible.

Bridget Nee-Walsh

As someone who has been endorsed by Boston Carmen's Union Local 589, I know how crucial public transportation is to our City. I would work closely with MBTA employees, leaders, and, most importantly, riders, in order to identify problem areas and explore solutions. Some solutions could involve bus only lanes in high traffic areas and more accessible and Rider friendly T stops. I also firmly believe that we need to expand the total number of busses and bus routes to better connect the City.

Jon Spillane

As a lifelong Bostonian, I am also a lifelong T rider. I took the 32 bus to the 39 bus to get to high school, an hour and a half long commute, but it was cheaper than owning a car. I still don’t own a car, and like every other resident in Massachusetts, I have missed appointments and run late for work because of overcrowded buses, late trains, and traffic jams.
I have two big priorities, one large-scale, and one small-scale. My big priority is to see more Bus Rapid Transit lanes created as part of the rethinking of the streetscape and traffic systems we are seeing across Boston. My small priority is to upgrade bus shelters across the city, particularly on lines that see heavy ridership. People need a place to stay out of the rain and snow, no matter how reliable and frequent our buslines become.

Said Abdikarim

Yes, and this will take collaboration with city level officials, heavy community input, experts in transportation, and environmental experts. Public transportation is very important in the city of Boston and should not be taken lightly, especially in terms of excluding valuable members of the public from being able to give their direct input. It will require all these people to create a new board and once we have the right members together we can quickly collaborate with the right communities to better work with the MBTA and show the importance of community involvement.

Kelly Bates

Yes, I would advocate for a new dedicated governance board. As a city councilor, my powers here are limited. However, I have strong working relationships with state legislators and a long track record of advocating for results on the state level, and am confident that I can work from day one tonight for issues like these.

James "Reggie" Colimon

Yes, I would definitely advocate for a new governance board and a seat. The City contributes close to $90 million every year. I would also explore the possibility of a free fare transit and/or reduce fare. As a elected official, I will ensure all our neighborhoods are connected with safe and reliable transportation.

Michael Flaherty

Yes, I will advocate for a new governance board and a seat on it for the City of Boston. One of the biggest barriers to improving the MBTA for Bostonians is that the City does not have a seat on the Fiscal Management and Control Board (FMCB). I have long advocated for the City of Boston to have a seat on the FMCB. I have led on this issue, calling for hearings to discuss our over $86 million local assessment. More recently, I supported a City Council resolution in favor of S.2279 “An Act Relative to the Structure of the Fiscal Management and Control Board,” which would give the city a FMCB seat. The current system, in which we pay, by far, the highest amount of any municipality, but do not have representation on the Board, effectively amounts to taxation without representation. I will continue to work with my colleagues in state government to make it clear that the citizens of Boston will not stand for it. I will continue to apply sustained political pressure through appropriate legislative action, such as hearings, resolutions, providing testimony on the issue at a state level, and bringing visibility to the issue across our neighborhoods.

Alex Gray

Yes, I would advocate for both a new governance board and ensure that there is a seat on it for the City of Boston. I would be willing to testify at MBTA board meetings and Transportation Joint Committee meetings in the legislature, and use other means of public awareness such as letters to the editor and social media to show my support.

David Halbert

As a powerful quasi-public agency that has significant personal, economic, and environmental impact on millions each day I know that the MBTA must have robust, community centered oversight in order to operate at full capacity - and in a manner that is truly equitable. Because of this I would advocate for the establishment of a new MBTA governance board. Boston should have a voice at the table, as the largest single consumer municipality in the MBTA service area, but I also know that solely focusing on Boston to the exclusion of the over 170 other communities within the MBTA service area will only create resentment and, ultimately, obstacles to the decisions and investments the system needs in order to serve everyone. That is why I would work with other municipal leaders to create a group of community based seats - led by Boston - in order to provide the most comprehensive input and oversight possible. By approaching this issue from a collaborative starting point Boston will benefit by creating allies and breaking down the unfortunate stereotype that the city and its residents are distant from other communities and only concerned with self-interest. Partnership is power.

Ruthzee Louijuene

Yes! Boston plays such a significant role in the region and is greatly impacted by most of the decisions the MBTA makes. Boston should have a dedicated seat on the Fiscal and Management Control Board (or whatever the future board iteration looks like), the MBTA’s oversight board, given that Boston is so important and impacted by the system. We should also explore increasing revenue received from Transportation Network Companies to help fund a free T. Working alongside our federal Massachusetts lawmakers for the federal government to help fund free transit, will also have a net benefit in tackling climate change. With a free T, we would save the close to $1 billion it costs just to collect fares, and we can reinvest that money in our infrastructure.

Julia Mejia

We also should look into creating a position in this new governing board for an average citizen who relies on the MBTA, to make sure the lived experiences of T riders are always being uplifted.

Carla B. Monteiro

A large part of the role of a city councilor is to be an advocate for policies and movements that are important to the people of Boston. While decisions about the MBTA’s Fiscal and Management Control Board happen on Beacon Hill, I am no stranger to advocating for policy change there. I went to Beacon Hill to testify in favor of the Work and Family Mobilities Act that would ensure drivers licenses for all Massachusetts residents regardless of immigration status then brought the campaign back to my social work colleagues at our Legislative Education and Advocacy Day (LEAD). I have long championed social workers taking a greater role in advocating for policy change and it’s my honor to put that into practice by running for office. My colleagues and I serve the most vulnerable and marginalized members of our communities everyday and we know that policy impacts our practice. It’s time for our practice to shape public policy. I support Boston having a seat on the new governance board. I also support a seat for MBTA workers and one for MBTA riders. The rider seat should specifically be filled by a rider from an Environmental Justice community.

Bridget Nee-Walsh

I firmly support adding a Seat on the FMCB Board for the City of Boston. However, we need more. I will work with organizations like Local 589 to ensure that a spot for an MBTA worker and a spot for an MBTA rider is reserved on the FMCB Board as well. It is essential that we involve everybody who relies on the T in the process of governing it.

Jon Spillane

I have already been advocating for a seat for the City of Boston. I wrote an op-ed in support of this that was published in the Dorchester Reporter, and have been collecting petitions in support of a Boston seat on the new FMCB. I see this as an important part of getting our community more engaged in creating the change we want to see in our transportation system. Other communities in Massachusetts have pushed the MBTA and the state to live up to their commitments - we are seeing that right now with the Green Line Extension in Somerville and Cambridge and Silver Line Extension to Everett and Chelsea. Boston needs to do the same thing: ensure the Red Line – Blue Line Connection is finally built & force MassPort to aggressively expand non-car options to get to Logan Airport. Boston residents can control our own destiny when it comes to transit, and I am going to be a part of that.

Said Abdikarim

As I am not an expert on transportation, similar to the question above, I would propose bringing together a compilation of different community and neighborhood residents, MTBA members, and various experts in transportation and the environment to collaborate on the recommendations for the best possible outcome. Once a comprehensive plan is established, I will absolutely move forward with better bicycle lanes and making sure it happens as safely and efficiently as possible.

Kelly Bates

The Go Boston 2030 plan is the future we need to fight for in Boston. I would lobby the Mayor, work with city departments, work the city budget process, and use my platform to call attention to this to ensure that projects are implemented on a timely basis. The organization that I have run the last six years, Interaction Institute for Social Change, provided the faciltators and process designers that supported the community conversations and community engagement process that led to the Go Boston 2030 plan. I have a vested interest in seeing these recommendations go through.

James "Reggie" Colimon

I will work with my colleagues to ensure the implementation of the 26 priority Better Bike Corridors on the short term (3 years) and the long term by or prior to 2030. However, I will make sure that the communities are involved in all the decisions of road changes.

Michael Flaherty

Our city’s planning goals need to be supported through strategic budgetary investments and I will continue to advocate for these important transit solutions. I have supported numerous increases in the Strategic Bike Network in the capital budget. Most recently, I voted to increase capital funding for the expansion of the bike network to $7,850,000, alongside additional funding, to support complementary initiatives such as Vision Zero, Neighborhood Slow Streets and other critical transportation planning initiatives. Furthermore, I supported the Boston Bicyclists Union request for an additional 10 miles of bike lanes. I have, and will continue to, advocate for the Boston Transportation Department to have enough human capital to plan and execute these short-term projects. I will also continue to support adequate capital investment to fund the long-term implementation of projects. Lastly, I will work to ensure that BTD’s new Community Leaders Transportation Academy has a diverse membership and the support it needs to effectively champion the importance of multimodal transportation options.

Alex Gray

In order to ensure that we achieve both the short-term and long-term projects set forth in the Go Boston 2030 plan, the city council must pass a budget that reflects these priorities. As a City Councilor, I would work with transportation advocates to ensure that sufficient money in the city’s capital budget is allocated to pay for bike infrastructure.

David Halbert

To achieve the bike related goals of Go Boston 2030 it is critical that appropriate funding be provided to these projects. By advocating for them within the annual operating and capital budgets we can substantially increase the odds that they will be completed within a three-year window for all short term projects, and meet the longer term systemic goals by 2030. As we continue in these efforts it will also be important to have regular ongoing review of efforts to date. I hope to utilize the Council's Post Audit and Oversight Committee as a vehicle to engage in these discussions, with a goal of identifying areas where adjustments need to be made early on, bringing public attention to them, and use these conversations as the necessary catalysts for any necessary interventions before small problems grow into ones that can threaten the overall viability of the project. I would also seek to ensure, through robust inquiry and advocacy, that communities that have often felt ignored by discussions of these types of transportation investments are prioritized for projects and given more agency in discussions of the long-term impacts of these efforts on their neighborhoods - pros and cons.

Ruthzee Louijuene

I will work with the BTD to ensure that they are claiming ownership to these projects and make sure that the teams working on these projects are adequately staffed. The power of the Bully Pulpit is real from within Boston City Council, and I will use that power to advocate for protected and continuous/connected bike lanes, especially in neighborhoods like Mattapan and Hyde Park. Every time we repave a street, we should also be thinking about whether we can provide for a bike lane.

Julia Mejia

As a City Council we need to hold regular meetings, hearings, and working sessions with the BTD and other transportation agencies to ensure that we are staying true to our intentions and that we are doing everything we can to ensure that these new better bike corridors are being properly implemented.

Carla B. Monteiro

I commend the city for the accomplishments it’s made in staffing and investing in meeting the Go Boston 2030 goals. From my seat on the council I will advocate for protecting and increasing these investments as we ramp up the scale of this work. The style of leadership that I will bring to the council is focused on collaboration and this is a policy area where collaboration is crucial. I’ve already heard it on the doors, phones, and via text - not everyone agrees about these renovations to our roads, bridges, and overall transportation infrastructure. It is a contentious topic. At the same time, not everyone is informed about this work. As a lifelong community advocate in some of Boston’s lowest income and highest density BIPOC neighborhoods, I know that on day one of office I will be prepared and equipped to increase publicity and communication about these projects where they matter most. Low income, majority Black and Brown communities like the one I come from lack access to public transportation, to protected bike lanes, to walkable sidewalks, and are polluted heat zones. These residents must be informed about and bought into these plans to truly develop Boston equitably.

Bridget Nee-Walsh

As a City Councilor, I would work with neighborhood advocates, transportation/bicycle advocates, and BDT to identify and accelerate these projects. It is crucial that decisions are made with local involvement with full transparency into the process, and the BDT proactively facilitates such an environment. As a Boston City Councilor, I will work to connect residents and decision makers, get full community buy in, and fast track key projects.

Jon Spillane

Increased funding and public advocacy are what’s necessary to get both the short and long term accomplished. Increased bike infrastructure has engendered opposition in some parts of the city, and those residents will be heard. I believe that it is possible to expand bike infrastructure in Boston in partnership with residents and businesses across the City with the right approach to community engagement.

Said Abdikarim

I believe in finding a common ground as I can see the argument on both sides of the aisle. Coming from a numbers background I can understand the data and understand that this will require a collaborative effort even with the opposition. Community members, transportation experts, bicycle unions, city and state officials to make sure we come out with a plan that is comfortable for all parties. Obviously you don't want to be too far to one side on things like these. I don't like to politicize these kinds of issues, I believe in finding common ground that is mutually beneficial. It is the bedrock of city issues and making sure Boston is great for everyone.

Kelly Bates

I think firstly, I would listen to people like the members of People Centered Cities, residents, and activists to learn more about possible solutions to this issue. Providing a fare-free MBTA and improving our buses would reduce the need for cars in Boston and reduce parking spaces. Increasing the number of bike lanes would also incentivize people to bike instead of owning a car. However, I would be interested in learning more about this issue to provide a thorough and holistic plan for a solution.

James "Reggie" Colimon

People are often not big fans of change. Therefore, a few designs options, great outreach and community meetings should be part of the conversation before any final decision is taken whenever changes are occurring.

Michael Flaherty

I have successfully worked with BTD and community members on the implementation of many traffic calming measures and safety projects. I have also participated in many walkthroughs in high traffic areas with Walk Boston, Livable Streets and community members. One example is the “rightsizing” on Day Boulevard in South Boston and daylighting efforts on the surrounding street networks. These changes were implemented, despite opposition, and as a result of a thorough community process that was both data-informed and allowed residents to openly express their opinions. We know that all of our residents want and deserve safe streets. What works in one neighborhood may not work in another neighborhood. Therefore, in order to advance any safety projects, I will champion transparent, predictable processes that create trust among residents and stakeholders. I will continue to call on BTD and other relevant agencies to conduct data-driven, open, and thorough community processes that solicit input from stakeholders in the impacted neighborhoods. These should clearly delineate project timelines and ongoing opportunities for feedback.

Alex Gray

I am a big believer in community involvement and will always take the time to listen to all sides. However, I want to ensure that we continue to advance a vision for Boston with a greater reliance on public transportation, bikes, and walking.

David Halbert

As a Dorchester resident who routinely travels on American Legion & Cummins Highways, I deal with changes to roadway design aimed at creating safer passage for bicyclists regularly. I have heard from numerous friends and neighbors about their frustration with changes to their regular commutes. I believe that in order to make progress on expansion of projects like these we must first listen and respect the concerns of those who may be initially in opposition. Beginning from a place of active listening is crucial to allowing members of impacted communities feel seen in these discussions. We must also work to answer concerns that are adjacent to those about transportation, such as the worry that these types of changes are the heralds of displacement and gentrification. When we start in this manner those of us who advocate for more robust bike networks throughout Boston can better advocate for the health, safety, and long-term environmental benefits of this type of change. We must also ensure that our values based advocacy is backed by robust and complete empirical data, which speaks to and reflects the communities we are engaging. These are critical steps to building consensus.

Ruthzee Louijuene

When discussing the implications of reducing the number of vehicle travel lanes, I find it incredibly useful to point to the fact that increasing the number of bike and walk lanes directly correlates to fewer people dying. For example, on American Legion Highway, many drivers are upset with the reduction to one lane and increased traffic. However, prior to the implementation of the bike lane, some drivers were using American Legion Highway as a racetrack, and some drivers and passengers died as a result. With a narrower car lane, we can expect to see fewer people die. This will be one of my main talking points. I will also center the work of BIPOC bike advocates so that the opposition becomes aware of the diverse faces and incomes of riders.

Julia Mejia

Too often I have found that people are not listening to each other in these debates, instead they are talking at each other. Last year, our office led on bringing opposing sides together to address the fireworks situation we were experiencing. It was an eye opening experience and I believe we left that discussion with both sides listening to the other side more than before. We also received more concrete ideas on how the city could support communities. I believe MORE civic engagement and MORE communication is needed. That's why I visited the Civic Association in West Roxbury in May that was leading on opposing the traffic calming plan for Centre St. While we did not reach agreement on this issue, we did begin a dialogue, one that must continue if we are to move this city forward.

Carla B. Monteiro

Part of holding public office at any level is understanding that there will always be opposition to the policies, solutions, and movements you believe in. What we look for in elected officials are individuals who will stand by their values and beliefs in the face of opposition while not being so rigid that they do not listen to community input or constituent feedback. Narrowing roadways, adding protected bike and bus lanes, or removing street parking are all part of the overall mode shift that will impact all Boston residents - including myself. This mode shift, particularly away from a reliance on single occupant cars, is a change that will be hard to bring about but one that we have to in order to address the climate crisis we face. When there is active opposition to these projects, I will stand by my beliefs while listening to opposing viewpoints. My goal will always be to work collaboratively with activists, organizations, and my colleagues on the council to find resolutions that do not compromise effective public policy but ensure those who hold opposing viewpoints feel invested in the ultimate solution.

Bridget Nee-Walsh

The reality is that these decisions are complex, and they must be done with community input and outreach. As a City Councilor, I will work to identify and involve local stakeholders, give them a forum to state objections, and proactively work with organizations like the BDT on creating solutions. The City of Boston cannot be blind to the needs and concerns of its residents, and I will be a proactive voice on the City Council that will work to find and facilitate solutions to problems.

Jon Spillane

Having a collaborative community conversation that puts the costs and benefits up front is essential. The reality is that cars are imposing cost on that specific neighborhood, but those cost and the potential benefits that these improvements can make to the lives of residents and bottom-line of businesses all have to be spelled out. I also believe it is important to listen to the concerns of neighbors about proposed changes - they have good insights into issues that may not seem readily apparent.

Said Abdikarim

I do not believe that this here is not something you can just determine as an individual, elected, community, or at a state level without proper input by the data and committees. There are many factors such as the area median income which determines the area of affordable housing in Boston that need to be considered. You have to look at the demographics and income levels of people and calculate that. You cannot include two different kinds of neighborhoods in the IDP and think that that can find an optimal solution. I want that number to be increased, yes but I would like to do more research on my own and if elected to find out how this number was settled upon and determined.

Kelly Bates

There are many solutions to provide more affordable housing in Boston. I support increasing the IDP to 30% as 13% is too low. I would support increased destiny to provide for more affordable units. IDP is a complicated issue with a number of variables to be considered, including minimum sizes for eligibility, off-site vs. on-site, and affordability level. When evaluating my position on any particular project, I would take into consideration a wide variety of factors, including affordability level but also local support, equity, and whether the project includes affordable homeownership, among others.

James "Reggie" Colimon

I would support a 60 unit building where 20% of the units are affordable, because more units would be affordable, which would bring the diversity that is definitely needed. Furthermore, this project would be more enticing to developers in my humble opinion.

Michael Flaherty

I have long called for increasing the percentage of affordable units required by our IDP in a way that doesn’t jeopardize our ability to achieve gains. We need to urgently grow our affordable housing stock in ways that best meet our residents’ housing needs and don't lead to displacement. As such, I would support both projects after ensuring that each project stands on its own merits and meets the needs of the surrounding neighborhood. For each development, I need to consider if the affordability levels are in line with the surrounding neighborhood’s AMI, if the units are sized with the average housing size and needs of the neighborhood, and if the units are striking the appropriate balance between rental and homeownership units. I also need to consider the permanency of the affordability, the ability of the surrounding area to absorb density, and the respective developments alignment with our city's transit, open space and climate resiliency goals.

Alex Gray

I am open to conversations about expanding Boston’s IDP program but have not landed on a specific percentage. I look forward to monitoring the city council conversations to understand what makes the most sense in terms of a percentage for new developments moving forward. With some of the tools that have recently been given to the city such as the Affirmatively Furthering Fair Housing policy, I believe we will now have a better understanding of housing and displacement and that this will be used to inform what the best policy is moving forward. It is important that we ensure that affordable units exist in every neighborhood to ensure that each neighborhood is reflective of Boston’s diversity.

David Halbert

I support increase the IDP percentage to a minimum of 20% on-site for all projects, in line with major metropolitan areas around the country. I also believe that the off-site percentage should be substantially raised, in order to incentivize developers contributing to the establishment of truly inclusive, socio-economically diverse neighborhoods in Boston - rather than accelerating economic segregation. The ultimate goal in any conversation around affordable housing percentages should be to increase the access and availability of such housing options as broadly as possible. Because of that I would support the 60-unit, 20% affordable option in this specific instance. That should be set as a floor though, with efforts continuing in order to raise the percentage in similar sized buildings as much as possible. While the conversation around affordable housing within development is often focused on percentages, we must be equally focused on types of housing as well. It is just as important that we create affordable housing that is family-sized, with 2, 3, & 4 bedrooms, as it is that we have it in the first place. Growing a family should not mean you can't grow in the city you call home.

Ruthzee Louijuene

This is a difficult question to answer without having more facts. Is the new 12 unit building emblematic of fewer developments happening overall because of the higher IDP threshold? What AMI threshold are we using to determine affordability? What neighborhood are we in? Our IDP is currently 13%. It should at least be 20%, possibly more if research shows the market can handle it. Often an argument developers make for not providing the affordable units offsite is that they can create more affordable units in Dorchester than they can in a new build in the Back Bay for the same amount of money. But doing so entrenches a pernicious problem that we have as a city: residential segregation. Density is certainly a goal to help solve the housing crisis, especially around transit hubs. But we must not confuse density with affordability. We might be creating transit-oriented dense units while shutting out working class, Black, and Latinx residents from an expensive market. We have to be careful not to do that.

Julia Mejia

If it were on an individual basis, obviously I would support 12 new affordable units over 6 new affordable units because we need the most possible total affordable units. However, I believe that the way we get the most affordable units is through 50% IDP, which is why I support it.

Carla B. Monteiro

Assuming all other factors - land area, integration to existing neighborhood, walkability, access to public transportation, open and retail space, resilience - behind these two competing developments are equal, I would prefer the 60 unit building where 20% of the units are affordable because that would create more new affordable units. That is, of course, a rather large assumption. Decisions like this one are hard to make in a hypothetical vacuum. What I am concerned about are the tens of thousands of Bostonians on a waiting list for affordable housing units right now. I have been one of those numbers on a list, it’s completely demoralizing. The bottom line is that Boston’s inclusionary development program must include a higher percentage threshold of affordable units. I have come out in favor of 50% because I believe our policy must respond to the urgency and pain being felt by our residents. As a member of the council I will advocate for the highest number I can negotiate for. I don’t believe 20% is enough but whether that number ends up at 25%, 30%, 35% or something else - it must be raised and our policy needs to be guided by the pain being felt by our constituents.

Bridget Nee-Walsh

My position has been very clear on affordable housing: the City of Boston needs more of it. Too many working families like mine are getting priced out of the neighborhoods that we have built. Every project must be evaluated on its merits and its impact on the community, and thus it is difficult to answer such a hypothetical question. However, in general, I will push for projects and legislation that increase the stock of affordable units. Furthermore, I am a firm believe in rent-to-own programs and development, which will allow working families to build long term wealth without having to leave the city in order to be able to afford to do so.

Jon Spillane

There is vastly more demand for housing than there are available units in our region, so building more units is an essential part of solving the housing crisis. Under this hypothetical, I would support the 60-unit building. In my experience, there is no way the 12-unit building pencils out. In addition, while creating affordable units is important, creating market rate units is also important.

Said Abdikarim

One of the areas I would use to address this is through zoning reform or zoning limitations. Allowing affordable housing in the heavier transit areas would help alleviate commutes to and from the city centers for work. And I do not just mean creating more dense housing and crowding up these transit areas but working with the Boston planning development and having a community elected board as part of Boston Planning and Development Agency that can advocate for every specific neighborhood. They can understand the structure of the neighborhood and speak for those needs directly. These boards would include lawyers, experts in the necessary fields such as housing, transportation, construction, city development, and of course community elected members that can represent the neighborhoods and districts that would be most affected.

Kelly Bates

I would utilize city-owned land to build affordable housing for residents of Boston. I also support separating the Boston Development agency and the Boston Planning agency into two separate entities to increase efficiency, streamling permitting for affordable development,triple-deckers, and in-law additions, and fast-tracking smaller affordable housing projects.

James "Reggie" Colimon

I would repurpose some members of the Department of Neighborhood Development (DND) to be dedicated to study where unnecessary costs are and also how the timelines could be reduced. Let's hope that we don't get hit by another pandemic or other urgency that would slow the process.

Michael Flaherty

As a city wide City Councilor I have participated in and supported several neighborhoods’ rezoning efforts. I believe that a comprehensive rezoning effort will add predictability, transparency and fairness to our development process. A modernized zoning process would reduce construction timelines and costs of housing. It is my belief that updating the zoning code would force the Zoning Board of Appeals to uphold local zoning and eliminate the extremely long delays in the permitting process.

Alex Gray

It is crucial that we continue to build substantial housing options for our residents. Understandably, the pandemic had an impact on this production over the last year and a half. It is important that we modernize our permitting process and allow our residents to access all the information they need in advance. We should also be working to allow people to complete as much of the process remotely as possible and ensure aspects that require in-person approvals are minimalized. I believe that it is also important that the information is available in as many languages as possible and accessible for people with disabilities.

David Halbert

A key element of increasing access to the housing the city needs, and decreasing the obstacles and red tape that are faced by many in trying to achieve that goal, lies in breaking up the Boston Planning and Development Agency into separate agencies; one focused on truly community based planning, and the other on economic development. Doing so will not only help streamline processes but it will also help elevate community input and voices in the process. This must be done in conjunction with making substantive changes to the composition of the Zoning Board of Appeals and its processes. As a former City Council staffer I have watched frustration mount on numerous occasions as those seeking to bring reasonable forward thinking development proposals have been given delays by the ZBA that have significantly threatened the viability of worthy projects - if not outright ending them. While I do believe changes need to be made, we must also do so in ways that give communities a more robust voice in these processes. Not to give small groups the power to hold projects hostage, but rather the capacity and forum to be true partners in addressing Boston's development needs.

Ruthzee Louijuene

I would consolidate the functions of city agencies in the permitting and approval process; streamline permitting process for small- to medium-sized builders; promote zoning relief for 100% affordable housing; and work to make it easier for homeowners to build out additional units in their homes or in their yards.

Julia Mejia

As with BTD timelines, as a City Council we need to hold regular meetings, hearings, and working sessions with the BPDA (and other transportation agencies to ensure that we are staying true to our intentions and that we are doing everything we can to ensure that these new better bike corridors are being properly implemented.

Carla B. Monteiro

I support calls to abolish the BPDA and replace it with an independent public office of planning. This archaic agency has lost the trust of Boston residents and hampers equitable development. The multi-layered nature of development in Boston results in only the wealthiest, most well connected, insiders being able to navigate the bureaucracy necessary to get projects approved. This fosters a level of unpredictability in the process that sows distrust among residents and activists alike. I’ve been in front of the BPDA before, I know firsthand how unclear and unhelpful their processes are and how dismissive the agency can feel. It took a real investment of both time and money to ultimately win my adverse possession case in court and nowhere in the process did I feel as though I had clarity or support from the BPDA. As we push to abolish BPDA, we must keep our eyes set on devising a new process that takes inspiration from peer cities, includes participatory zoning law reform, and is held to public accountability.

Bridget Nee-Walsh

As a single mother who relies on my union job to provide for my daughter, I know first hand the impact of rising rents and costs of living in the City of Boston. I firmly support the goal to reach 69,000 new homes in the City of Boston. I will help facilitate this goal by connecting housing advocates with neighborhood leadership and stakeholders with organizations like BHA and the BPDA. I firmly believe in collaborating to identify key projects, getting community buy in, and working with the administration to fast track the permitting process. I will use my platform as a City Councilor to track our progress to the 69,000 unit goal, and will require administration officials to discuss their vision in the City Council hearings, and make sure all involved parties are working together towards meeting our housing needs.

Jon Spillane

There are several things that can be implemented at the City level to help in meeting this goal. One simple thing we could do is expand staffing at BPDA and the ZBA Board. By hiring more project managers and architects at City Hall we can increase the number of projects we can move through City Hall without sacrificing due diligence or quality. Similarly we could increase the number of members on Boston’s ZBA board. The increased number of members would increase the number of meetings they can hold a month, and this small increase in city expense would be offset by the increased number of permits which the City would be able to process. Another reform we could implement would be to do a City-wide zoning reform, by increasing the number of projects that can be built as of right, we can reduce the bottleneck we see in our review process.

Said Abdikarim

What the city can do is they can offer families legal assistance who do not understand the legality of being evicted or displaced and offer legal services for free. They can allocate reasons for more affordable housing, work with landlords that are understanding of the situation of the tenant and they can be rewarded by the city for their corporations. They can be utilizing zoning, city funds for legal assistance, and work with landlords on their corporations with the tenants.

Kelly Bates

The city should fund outreach, education and organizing of renters by tenant and community organizations. We should track which property owners are initiating widespread eviction of renters, and help tenants to negotiate with landlords to postpone and/or prevent evictions. We can also provide short term rental assistance (and connect residents with state and non-profit resources), extending the life of the Boston Rental Relief Fund, with secured or anticipated federal stimulus expenditures, and other funding as can be generated.
Continue to provide legal assistance and representation in the eviction process to renters as the City has done with federal Covid resources, and expand assistance as resources are secured or anticipated.
Each of these efforts are within the City’s existing powers, and they are important steps to take, but they are not enough. I believe that a key part of my role as a city councilor is advocating to the state for things like eviction sealing, eviction prevention, etc.

James "Reggie" Colimon

Executive orders from the Mayor to help tenants remain in their home by expanding tenant rights, moratorium on eviction.

Michael Flaherty

I have been a leader on the strengthening and expansion of resources for affordable housing, including our Linkage and Inclusionary Development Policy. Additionally, I supported a number of ordinances aimed at supporting housing affordability and stopping displacement, such as our short term rental ordinance and the affirmatively furthering fair housing zoning amendment. I have a track record of calling for a higher percentage of affordability from the IDP, changing the threshold that triggers a contribution, strengthening our enforcement mechanisms, and I have proposed incentives to provide on-site affordable housing to create more mixed-income developments. I also support expanding our investment in our city funded voucher program, our Acquisition Opportunity Program, our Boston ONE+ Mortgage program, our Neighborhood Homes Initiatives, strengthening our condominium conversion ordinance and protections for developments created with State’s expiring use 13A programs, the creative use of land trusts, city-owned land and/or vacant parcels and other policies that are designed to stop displacement, such as the BPDA’s Pilot Diversity Preference.

Alex Gray

I would revisit the usage of public lands as an opportunity to expand affordable housing without displacing people. As we come out of the pandemic, I think that we also should be looking at the lower demand for office space as a potential opportunity to be shifted towards housing. We must continue to support the Boston Housing Authority and Community Development Corporations with as many resources as possible because these types of organizations are proven leaders in providing affordable housing.

David Halbert

Prevention of displacement is a critical obligation of city government. Within the existing scope of the city's powers there are steps that can be taken to support this goal. Through the mechanism of the budget the City Council has the ability to advocate for funding for specific policies & proposals targeted at supporting those who are most vulnerable to displacement. This may come in the form of increased access to rental assistance, more funding for first-time and low-income homeowners, and/or specialized tax incentives to promote the development of more affordable housing - to name some options. This is also why I support the Council having the ability to amend & create an independent budget for consideration, in order to bring their 13 perspectives to bear. The city can also be pro-active about designations of city owned parcels, creating more incentives and capacity for those who are attempting to add to needed housing stock. The city can push for changes in the zoning and building codes to enable responsible developers, who prioritize creating more affordable options, to have a more efficient experience and bypass many of the obstacles preventing being active in this space.

Ruthzee Louijuene

The BPDA/BRA is not community-driven. It has a developer-driven policy, coupled with a history of displacement. There are not enough banks offering affordable mortgage products like the ONE & ONE+ Boston programs. There is a lack of enabling authority from the state to regulate development of luxury builds. Historically, zoning codes have been used as a tool of exclusion. Our zoning code needs updating to increase how quickly and easily residents and affordable housing advocates can develop housing, especially multifamily housing. The ZBA must be reimagined to remove conflict of interests.

Julia Mejia

In order to prevent displacement, we need to use all the tools in our toolbox and as a city we do have powerful tools. I believe the key is creating opportunities for generational wealth and making housing more affordable. We can raise the IDP percentage, and I have called on raising it to 50%. We can also enforce PILOT payments more strongly and provide housing assistance programs to residents. Finally, we can focus on providing job and wealth building opportunities to residents, like our office did when we passed our Residential Kitchen ordinance. This ordinance will allow residents to make non-perishable food and sell the food in restaurants and Farmers Markets. We view this as a violence prevention program as well, as single parents can earn money, build a business, and create generational wealth right from their own kitchen.

Carla B. Monteiro

Boston’s housing crisis is a top issue and a personal one for me. Evicted from our family home at age 4 and on the brink of homelessness as a new teen mother, I know intimately the damaging impacts of housing instability. Our city is doing so much right now and has great ideas in the works to support greater housing stability but the problem is so massive that what we’re doing is just not enough. As a social worker, one program that excites me is the Landlord Guarantee pilot or the Landlord Incentive program which seeks to provide resources to landlords to rent to Boston households moving out of homelessness. I can not stress enough how interrelated the issues of poverty, violence, mental health and substance use are to chronic homelessness. It’s near impossible to focus on anything else when you lack stable housing. Also deserving of a shout out is Boston’s Office of Housing Stability, this department, it’s staff, and it’s network of neighborhood partners need much greater funding. From their housing crisis coordinators to their education and counseling services for tenants and small landlords alike and their housing court assistance program, OHS does great work for our city.

Bridget Nee-Walsh

This issue is personal to me. As someone who grew up in South Boston, I have seen too many of my friends and neighbors priced out of the neighborhood that they helped to build.
We cannot let this keep happening. The most important thing we can do under existing municipal powers to prevent displacement is working with agencies like the BHA and BPDA in order to fast track essential affordable housing projects and combat increasing housing costs by increasing the housing supply. I am not against development, but we must ensure that development projects are sustainable and inclusive, and aren't just focused in the luxury condo sector which is unattainable for many working families.

Jon Spillane

Thousands of deed-restricted affordable housing units in Boston are coming up to the end of their term ‘affordable’ restrictions in the coming decade. The City has the financial and legal ability and resources to intervene and ensure that these units do not become market-rate and keep their affordability restriction intact.
A great example of the City using its financial resources to fight displacement is the Acquisition Opportunity Program. This program provides loans to help responsible investor-owners buy occupied, multi-family rental properties. You can read more about the program at https://www.boston.gov/housing/acquisition-opportunity-program

Said Abdikarim

Number 1, everything centers on community input and community involvement because every neighborhood and community member understands first hand what is best and most needed for their specific area. This could include members that are involved with neighborhood associations and nonprofits that deal with housing developments. I believe we also need collaboration with city and state leaders to find common ground with those who might be at opposition to these developments. It is important that we work with developments and private corporations to find common ground to find what is best for the community to not lose the opportunity to have affordable housing developments. Priority is to make sure people are not homeless and displaced. But we also have to be sensitive to the needs of the developers and private corporations and work together. I am trying to avoid wasting time and energy with unnecessary hurdles and discussions that will just prolong these developments.

Kelly Bates

First and foremost, I would take time to listen to community members and their concerns on these issues. As a general policy, I will prioritize making housing units more affordable at the expense of adding parking. As someone who experienced insecure housing at a young age, I know the importance of providing systems for people to afford their rent and find pathways to affordable homeownership.

James "Reggie" Colimon

I would offer some incentives to the community such as: including more green spaces with rooftop cooling stations. And/or potential buyers with incentives such as vouchers for ride sharing. Or even have the development offer free shuttle services to and from public transportation.

Michael Flaherty

During my time as City Councilor At-Large, I have had a front row seat for community dialogues about the trade offs between more units and parking spaces. I have, and will continue to, balance the needs of each community by weighing a variety of factors-- proximity to transit, existing levels of density as well as community feedback. I have been supportive of doing an audit of curb space and/or available parking so that we can use data to inform these conversations. It’s critical that we encourage a mode shift away from individual car ownership where possible, but that can only happen with serious investments in our complete streets program and public transportation. Developments should balance these priorities and seek to make investments in public transit or alternative modes of transportation for residents.

Alex Gray

At this time, in a new housing development, I would prioritize more units, as I believe that Boston’s greatest need is additional housing units. As I have done throughout my career in public service, I will always take the time to listen to the needs and concerns of community members in order to gain a stronger understanding of the issues and inform my decisions. I believe strongly that by doing so, a good policy can be made great.

David Halbert

In an instance where there were serious considerations on the impact of parking on the overall cost and viability of a development project I would try to work with the developer and the community to come to an accord surrounding mitigations and offsets. These could include working with the developer to provide greater incentives for buyers and/or renters who utilize public transit; helping to facilitate a more intentional and engaged visioning effort with community members in order to determine their greatest concerns and needs from such a project; and working with city departments, such as Neighborhood Development, Parks, and Transportation, to identify areas where such a project could have the greatest impact on quality of life. In the face of opposition from those in the community to a project that works to actively balance as many concerns as possible I would seek to bring community members and the developer(s) of the proposal together, with a goal of serving as an honest broker between the sides in order to try to build consensus on what the project could be, how it could move forward, and what it could bring to the community.

Ruthzee Louijuene

We should always prioritize housing people and housing people affordably. For developments that are 100% affordable, we need to be able to waive any parking requirements. This is especially so in neighborhoods that are transit-rich. We need to connect the dots for all our neighbors, incentivize less car dependency, and address the crisis at our doorstep: climate change. We also need to make sure there are diverse faces and voices advocating for fewer parking spaces. I would be sure to center these voices in the face of opposition. I would also acknowledge that different housing developments have varying needs - for example, parking needs may look different for a new senior housing development or for a new development targeted to families with children, where one can make legitimate arguments for parking spaces. But again, it’s important for us to connect the dots for our neighbors, and that’s something I am eager to do.

Julia Mejia

It's not my job to set those priorities for a community, instead, it's my job to ensure the community’s voice is heard. That's why my office has led on the creation of a city-wide Planning and Development Steering Committee, to ensure we have thoughtful and equitable development throughout the city that takes everyone’s perspectives and needs into account. I have spent my two years in office lifting those voices and bridging divides between communities to ensure we create a dialogue on many issues. I see my role here the same, as city councilor, I will work with the community and stakeholders, while also educating the community through dialogue on important overarching needs like open space, environmental concerns, affordable housing, and equitable planning.

Carla B. Monteiro

My priority would be to hold hearings, office hours, or community events to hear from existing residents about what they support and oppose with regards to the specific project in question. Much like the mode shift question above, addressing the housing crisis in Boston means developing more affordable housing which means prioritizing responsible development in our city. Sometimes that means compromise that not every party will be happy with but it’s important that we work collaboratively towards mutually agreeable solutions. Building more units, affordable units, and eco-friendly buildings must be a priority that is balanced with the need for access to open space and integration into the existing neighborhood. Development has been done wrong in Boston for so long that doing it right will be an enormous transition for all of us. I support transitioning away from the BPDA in favor of an independent public office of planning and centering our zoning and development work in transparency, accountability, and community engagement.

Bridget Nee-Walsh

I believe transparency and proactive engagement are the most important tools in the City Council's toolbelt in balancing development needs with the infrastructure to support it. Identifying and proactively reaching out to stakeholders and connecting them to decisionmakers is essential for any project. I view my role on the City Council as a facilitator, and will work tirelessly to ensure that community concerns are addressed in any development project, and that the need for more housing is balanced with other essential projects like green space, transportation access, and parking availability.

Jon Spillane

I would examine a policy where there is an exchange where we can grant relief from parking minimums and in return we can deed restrict these units so that the occupants cannot apply for resident parking permits. This would solve both the issue of a property not meeting parking minimums while also relieving local residents of their fear of an influx of new cars to the neighborhood competing for already slim parking spaces. This kind of thinking of exchanging parking for a community benefit is something we need to explore particularly when we look at potentially doing city-wide zoning reform.