transit

The most affordable and efficient transit policy starts with a smart land use policy. I will set a goal to ensure every resident can access needed amenities within a 10-minute walk. Then I will repurpose our roadway priorities with public transit first, then multimodal transit, followed by personal vehicles. Implementation should follow the multimodal networks established by MoveDC — rather than attempting to tackle one street at a time. We will review replacing the most-used Circulator routes we lost with equal or better Metrobus service. One example is from Union Station to Georgetown Medical—the largest private DC employer.

According to the question, I should write "N/A", but I want to use this opportunity to talk about why I champion congestion pricing and how it can improve our lives. I will advance congestion pricing and work closely with our allies in adjoining jurisdictions to build regional support.

The future of DC calls for safe streets, fast and frequent public transit, and far more housing than we have now. Making DC affordable for working families requires unlocking barriers to housing and a transportation system that works for everyone. Let's get it done together! ✅

I want families to have flexibility. Some families need 1 or more cars and some get by car free.

🚦 After years of advocacy from ANC leaders and community members, I was proud to join #Petworth neighbors to celebrate the new traffic signal at New Hampshire Ave and Taylor St NW!   Thank you to Commissioner Heller, ANC 4C, DDOT, and neighbors for making it happen!

According to the question, I should write “N/A”, but I want to use this opportunity to talk about why I champion congestion pricing and how it can improve our lives. I will advance congestion pricing and work closely with our allies in adjoining jurisdictions to build regional support. Congestion pricing will improve health outcomes, transportation outcomes, and of course, generate revenue. Revenue from road pricing should make other forms of transportation – public transit, walking, biking– more efficient, more accessible, and safer by funding projects such as more frequent bus and rail service, dedicated bus lanes, improved bus shelters, protected bike trails, multimodal trails, mobility accessibility improvements, and traffic safety upgrades – with a focus on improving road safety in areas around schools, healthcare centers, parks, and senior centers. Additional revenue beyond what’s used for transportation should be reinvested in District residents’ economic wellbeing and public health, especially in communities that have been most impacted by highways and vehicle emissions.

This morning, I joined @DDOTDC's performance oversight hearing.   Over the past year, we've made important progress on expanded bus lanes, protected bike lanes, and improved mobility. But I remain concerned about safety on our streets, community input and transparency.

If it’s faster, easier, and cheaper for people to get downtown by car—we are doing something wrong. Buses can move people more safely, with much less road space per person, and with much less negative environmental impact. When I am Mayor, we will make sure buses come more often, move people faster, and have a better rider experience. We will accelerate buses with better design and more dedicated lanes. We should listen to riders and transportation experts about how to improve the rider experience and dramatically improve how quickly people can get where they are going using the bus. As buses move passengers more quickly, it will lead to more ridership and that in turn will allow us to further improve the system. So often, a bus with dozens of riders is stuck behind a few cars with less than 10% as many people—that’s a bad outcome and it’s also a (bad) policy choice. Bus riders are more frequently Black and brown, and less affluent, than drivers so this is also a racial and economic justice issue. Good plans to speed our bus system by allocating road space based on users have been developed and scuttled by cowardly leaders and well-connected insiders. If we care about equity, preventing childhood asthma, and using our streets to help people get where they want to go more efficiently, that era has to end. Under my leadership, we will put people first (in this case riders) and dedicate more space to the most effective transportation solutions (like buses) and less to single-occupancy vehicles. Some people need to drive but most of us would use transit more often if it were a better solution—let’s make it happen! To make it happen, I will direct my DDOT director to ensure that the Bus Priority Program team is empowered to make the changes that they see as critical to making bus service fast, frequent, and reliable. I will direct my DDOT director to build the organizational capacity and infrastructure required to improve the bus riding experience, including increasing the number of bus shelters in the city, more efficiently expanding bus stop curb space to speed up bus boarding, and reducing the administrative burden associated with making changes to traffic signals, to more rapidly implement Transit Signal Priority infrastructure at more intersections.

Don’t be fooled. Removing protected bike lanes along 15th St. near the National Mall doesn’t alleviate congestion – it’ll cause more of it as accidents increase. It’s yet another effort by the federal gov’t to politicize common-sense safety measures in DC. https://51st.news/trump-administration-removing-dc-bike-lane/

In the realm of land use, housing and transportation, I will prioritize nominating people to the Zoning Commission, Board of Zoning Adjustment, and Historic Preservation Review Board who are well-qualified, values-aligned, and bring diligence, wisdom, and kindness to their work. Another early appointment to prioritize would be my nominees to the WMATA board—especially because the timing of WMATA’s budget formulation means that they will need to get to work right away. I would seek appointees who will strongly advocate for the District’s interests, and coordinate with my DDOT Director to ensure that WMATA commits to ambitious increases in bus service, especially where we are pursuing bus priority projects. Within DDOT, I am interested in identifying and elevating the extensive roster of talented staff already within the agency. For transportation especially, I also recognize the importance of trusting my agency leadership in executing on our vision. We need a Mayor who will not undermine public trust by nullifying the work of her own agencies. At DMPED, DHCD, and the Housing Authority, I’ll seek leaders to coordinate my vision for housing and land use policy and prioritize expertise in public land development. I want leaders who will pursue investment in building housing in the District housing beyond the typical roster of local developers. I want my Vision Zero Director to direct a whole government approach to traffic safety.

DCPS has recently made learning to ride a bike, and bicycle safety, a part of the core school curriculum for 2nd grade. This initiative is the first of its kind in the country, and now thousands of D.C. children get to participate in the Biking in the Park program each year. As Mayor, I would seek to build on that foundation by inviting public charter schools to join the learn-to-ride curriculum and by following up that 2nd-grade instruction with another course in middle or high school to help students get more comfortable with biking in an urban environment and doing so safely. I would ensure the e-bike subsidy/rebate legislation is well-funded. Ebiking has made transportation accessible to so many families and workers in DC. We should continue to explore subsidy programs and ways to make sure retailers make purchasing smooth and easy. Every person who switches from a car to an ebike meaningfully reduces traffic and emissions and that’s a choice an even wider variety of people can make for whom human-powered bicycling isn’t yet a fit. Capital Bikeshare is the best bikeshare system in the country—in large part because, unlike other cities, the system is fully owned by the public sector. CaBi ridership continues to break records and I want to make sure we continue that trajectory by investing in more stations and bikes (especially e-bikes), closing gaps in station coverage, keeping prices low, and supporting subsidized memberships for residents with low incomes.

I loved bike commuting when I was first a prosecutor and I’ve been so happy to see so many more people choosing to bike to work and for running errands as our bike lane system has expanded and we’ve created more protected bike lanes. But we don’t have nearly enough dedicated bike lanes and the infrastructure we do have does not form a cohesive network yet. DC has one of the highest rates of people traveling by bicycle in the nation making room for those that must travel by car. Paris Mayor Anne Hidalgo has shown how quickly you can get results from building a cohesive and connected bike and pedestrian network. The examples of other cities also show that increased bicycle traffic and pedestrian rights-of-way benefits ground-floor retail, supporting urban economies and helping small businesses thrive. To make that happen in D.C., I will seek to appoint strong leadership at DDOT and provide the agency with a clear mandate to advance projects more efficiently and transparently. We need to be smart, strategic, and transparent about our plans and give opportunities for people nearby to share potential challenges that engineers can help resolve, like how to manage business deliveries in ways that don’t imperil bicyclists with ramps. The agency must have a clear master plan for our bike network and a consistent process for how those projects are prioritized. This was the approach taken by the bus priority program, so we know it’s something DDOT can achieve. By comparison, many protected bike lanes built so far have gravitated towards the areas where support is most vocal; while that may work for one project, in the long run, this approach undermines the whole system.

Most neighborhoods are displacing neighbors and would benefit from more housing (including more options), especially those that that have historically not contributed to adding new housing, which has placed significant pressure on communities at greater risk of displacement. In 1950, DC had more than 100,000 more residents than it does today. And that was before all the density we’ve added near metro stations in the past 30 years. We know we can achieve at least that population again. Doing so would make the District more economically and racially diverse, welcome new residents, and enable younger generations to afford homes in the neighborhoods they grew up in (or chose) and want to raise families of their own in. Every Ward must do its part and will benefit from the vibrancy. We need to encourage growth and development along all our major corridors and around Metro stations. For instance, upzoning Georgia Ave and Wisconsin Ave and building or expanding bus lanes for the length of these avenues would connect downtown with new developments like Walter Reed and City Ridge. There are way too many single and 2-story buildings on major thoroughfares, and way too few neighborhood corner stores and affordably-sized homes in wealthy residential neighborhoods. Increasing density would improve the case for transit, make local businesses more sustainable, and actually start lowering housing costs and reverse displacement.

I will fund the legal resources to fully implement the STEER Act, which empowers the Attorney General to file suit against the most egregious scofflaw drivers in other jurisdictions. AG Schwalb has shown in a short time how effective this can be and I want to make sure he has all the necessary resources to continue that work to protect our community from dangerous drivers, especially those who don’t live in DC. As Mayor, I will take regional reciprocity seriously and task the appropriate Directors and staff with advancing actionable proposals to bring to leaders in Maryland and Virginia. I’m proud that D.C. is a national leader in reducing the default speed limit on local streets to 20 mph. I would build on that by setting the default speed limit on major arterials at 25 mph. Of course, the design of our streets has to match those speed limits, and right now, too many of them fall short. I will direct DDOT leadership to reform project delivery and accelerate major corridor projects, making project design is led by safety and resiliency instead of optimizing traffic flow.

• DC Green New Deal • 100% renewable city infrastructure • Climate-resilient housing • Urban Agriculture expansion • Public transit / micromobility electrification Our administration will prioritize the implementation of a District Green New Deal focused on measurable outcomes: climate-resilient housing standards incorporated into building codes, electrification of the public transit fleet and supporting charging infrastructure, expansion of green infrastructure systems for stormwater management, accelerated Urban tree canopy and agriculture deployment in heat-vulnerable and food barren neighborhoods, with districtwide requirements for high-efficiency and net-zero-ready buildings.

The Council sent a letter to the Hill expressing strong opposition to HR 5242. This bill would erode recent advances in traffic safety and put residents and visitors at risk. It will inevitably lead to more speeding, more dangerous driving, and more serious injuries on our roads.

Too often we talk about “choice” in transportation as if everyone has equal options. As a Ward 8 resident, I know that’s not true. Our systems narrow people’s options and then charge them for surviving inside those constraints. When buses take two-and-a-half times longer than driving, and a car costs nearly $1,000 a month, people are not choosing cars, they are being pushed into them. We have built a transportation system that favors those who can afford a car, while underinvesting in transit, walking, and biking. That imbalance must change. First, we must dramatically expand dedicated bus lanes, especially EoR and along major corridors where bus riders already carry the majority of commuters. Bus lanes must be physically enforced and paired with signal priority so buses move faster than traffic, not slower. Second, we must solve the “first mile / last mile” problem. Safe sidewalks, protected bike lanes, neighborhood circulators, better lighting, and safe station access are essential so people can reliably get from their front doors to Metro and high-frequency bus routes. Third, we must keep transit affordable and reliable. I support free buses and keeping transit costs low. We can fund WMATA without increasing rider fares, raising costs only pushes people back into cars. Ultimately, this is about political will. For decades, we have designed streets primarily for cars. We must design them for people, families, seniors, workers, and students, so owning a car becomes optional, not mandatory.

DC’s transportation system too often prioritizes cars and out of town commuters over residents who rely on buses, walking, biking, and transit every day. Bus and rail riders, who are disproportionately Black, low income, disabled, and seniors, face long wait times, unreliable service, unsafe stations and stops, and streets designed for speeding instead of safety. Seniors and people with disabilities struggle to reach medical appointments, wellness centers, and community programs. Residents East of the River experience the longest commutes and the most neglected infrastructure, while highway expansion continues to drain resources from buses and transit. Metro faces chronic funding instability because Maryland and Virginia have failed to match DC’s commitment. Fare enforcement and traffic enforcement remain centered in policing rather than safety, leading to unnecessary arrests, harassment of riders and operators, and continued dangerous driving that slows buses and puts lives at risk.

#WeekWithoutDriving: I've pledged to go car-free this week because reliable, accessible transit should work for every DC resident. Join me and take the pledge with @ggwash and DC TEN: https://ggwash.org/calendar/event/104634/dc-week-without-driving-2026

As a former Ward 8 ANC Commissioner and resident East of the River, I’ve seen how limited transportation options shape daily life. In many parts of Ward 7 and Ward 8, people don’t have meaningful alternatives to driving - long walks to Metro, inconsistent bus service, and rising transit costs push people toward cars. Then we design our streets around car storage, which reinforces the cycle. If we want to change travel behavior, we have to change the system. That means investing in fast, reliable, and free buses and being willing to repurpose street space to make them work. As a Councilmember, I would focus on political will, accountability, and performance standards. The Council should set clear goals for bus speed and reliability and require regular public reporting from DDOT on progress. Quarterly oversight hearings can ensure projects move forward on schedule and deliver measurable improvements. Community engagement matters, especially when parking or travel lanes are being reallocated. If we provide real alternatives like improved bus service, bike share, and safe pedestrian infrastructure, resistance decreases because people see the benefit.

DC residents deserve an affordable, reliable, and fully accessible transportation system that connects people to work, school, health care, and community life. Buses and trains should be fast, frequent, and safe, with protected lanes and stations that are well lit, staffed, and accessible to people with disabilities. Transit should be affordable or free so cost is never a barrier to opportunity or safety. Eliminating fares improves public safety by reducing harassment of bus operators, ending arrests for fare evasion, and increasing ridership and visibility across the system. Streets should be designed for safety so pedestrians, cyclists, and transit riders can travel without fear. DC also deserves stable, dedicated funding for Metro and buses so service is not threatened by annual budget fights or regional inaction. Transportation should reduce pollution, improve public health, and serve the people who live in the District first.

As a ward 8 resident, I noticed so many opportunities to improve the metro riding experience. One immediate thing I noticed is my east of the river community’s relative lack of train lines. My neighborhood metro, Congress Heights, only has the green line, whereas the vast majority of multi lines are in NW.

Micromobility will not scale through infrastructure alone, it requires access, affordability, and trust. First, I would expand subsidies and voucher programs so low- and middle-income residents can purchase bicycles and e-bikes. E-bikes in particular expand who can realistically ride, older residents, parents, and people with longer commutes. If we are serious about climate and affordability, we must make these tools financially accessible. Second, we need to fix how micromobility is rolled out. Too often, companies are prioritized over residents, and programs are designed without meaningful community input. Many systems assume smartphone access, credit cards, and tech comfort. Even bike share prices have risen to levels that undermine access. We must co-design programs with residents, partner with nonprofits and schools, provide maintenance education, and ensure payment options that do not exclude people. Third, infrastructure must match investment. Protected bike lanes with physical barriers, maintained with proper drainage, snow removal, and debris clearing, are essential. People will not rely on bikes daily if they feel unsafe. Equity must guide deployment. Wards 7 and 8 have long been underserved by bike infrastructure and mobility investment. We should prioritize communities where transportation options are most limited. If we subsidize access, build safe infrastructure, and design programs with residents people will use micromobility.

As a former Ward 8 ANC Commissioner and resident EoR, I’ve seen how uneven bike infrastructure is across the District. In many parts of Wards 7 and 8, protected bike lanes are either limited or nonexistent. When infrastructure prioritizes cars, people default to cars. That is a design choice - not a cultural one. If we want biking to be a real transportation option for commuting, errands, or school, we must build infrastructure that feels safe and reliable. That means physically protected lanes, not just painted lines, and a commitment to maintaining them. Drainage must work, snow and leaves must be cleared promptly, and lanes must remain usable year-round. As a Councilmember, I would focus on political will, clear timelines, and measurable safety outcomes. DDOT should report publicly on lane installation progress, crash reduction metrics, and maintenance standards. Oversight hearings should ensure projects do not stall once announced. We also need equitable buildout. Protected bike lanes should not be concentrated in a few central neighborhoods while communities EoR.

This is a tragic accident involving two bicyclists. My condolences to friends and family. It is a good reminder for bike riders that we all need to follow the rules of the road and be responsible to keep all of us safe.

The demise of the H Street streetcar made me think of other obsolete-before-they-ever-began projects that I fought against, lost, and D.C. obligated millions upon millions for, like the Georgetown Exorcist Exxon and the gondola. How's that project going?https://img.washingtonpost.com/transportation/2021/08/19/dc-potomac-river-georgetown-gondola/

Thank you @bikewalkbuspac! Thanks for your endorsement! And thank you to the photographer & eagle eyes who saw me in this photo, which was yesterday's @WABADC protest against the Trump administration's wrongheaded decision to remove the 15th Street bike lane. Let's fight this!

Thank you @WABADC for leading the protest & lawsuit to save the 15th Street bike lane! Great to see @randomduck, @kinney4dc and others! Bonus: ran into @ErikWemple on the way home!

This is hilarious—but also revealing. We can laugh at the tweet, but we should also expect MUCH better traffic and sidewalk safety enforcement in our city. People deserve to feel safe walking and getting around. It’s clear the current politicians don’t care and that’s exactly the problem.

Columbia Heights has a serious problem with dangerous driving and unsafe sidewalks. Instead of meaningful traffic enforcement, the Council has chosen to rely on automated cameras that issue tickets after the fact.

While this question does say to answer N/A if I support implementing road pricing, I wanted to elaborate why I would support the implementation of road pricing and introduce legislation to do so if the results from DDOT’s study show the policy would benefit working families in the District. As Ward 1’s Councilmember, I will push the Mayor to release DDOT’s road pricing study, and I will advocate for the next Mayor’s DDOT Director to commit to a timeline of the release of the study’s findings from day one. If the study shows that road pricing generates revenue, provides environmental benefits, and doesn’t penalize lower-income Washingtonians and residents living near a designated congestion zone who have historically lacked access to transit—as I expect it to—I will introduce legislation to implement road pricing in the district. In this legislation, I would thus likely support exemptions of certain regional connectors, a discount to residents of a congestion boundary, and an exemption or discount for lower-income vehicle owners — as articulated by GGWash’s road pricing article last year. With this said, it is important to note that decongestion pricing was instituted in New York City through the FHWA’s Value Pricing Pilot Program (VPPP). The Trump administration unsuccessfully tried to terminate the approval of congestion pricing after tolling had already started in NYC, and it seems unlikely that they will approve a VPPP application from D.C. while in office. Although I will support searching for ways around this, if D.C. is forced to wait for a new presidential administration, I will make sure we put that time to good use. There are a number of things we can do to be prepared for the day when we finally implement congestion pricing in D.C. We can improve transit service before charging tolls, as London did. This, combined with an increase in transit service once cameras turned on, helped ensure that there were adequate alternate methods for people to reach downtown without a car. Similarly, we can plan and build the complete network of bus and bike lanes that I’ve referred to in my answers above, as well as the supporting physical and social infrastructure that I refer to in Question 50. And crucially, we can prepare plans for how to reallocate the excess road capacity that exists once traffic drops in the congestion pricing zone, in order to prevent the return of traffic that occurred in London. In addition to these proactive steps and plans, we can take the time to decide how we will use the revenue collected for this infrastructure. How much of it will go to transit capital improvements compared to transit operations? Will we distribute any of this to DDOT to pay for the redesign of our downtown streets into more pedestrian- and bike-friendly spaces? And will any of the revenue be distributed to improve transit, and the systems that support it, in Virginia or Maryland? With years of runway, these are questions we can start answering now.

With DC in a heat emergency, we need rapid movement on the climate crisis. That means investing in solar, helping lower income families transition away from gas, meeting our electrification goals, making our buses more reliable, and eventually moving to public power.

Biking in the District is much easier than it was when the last bicycle master plan was published more than two decades ago, with significant increases in ridership and protected bike infrastructure. But these improvements are insufficient: only three percent of commutes were made by bike in 2023, there are still nearly 500 reported bike crashes each year, and protected bike lanes are distributed unevenly and inequitably across the District. Furthermore, these existing protected bike lanes don’t form a connected network, making each segment of lanes less useful. As Councilmember, I will work to get these gaps closed and make sure that it is possible to safely ride a bike around Ward 1 and the rest of D.C. This starts with the strategic bikeways plan. I recognize the importance of getting protected bike infrastructure that criss-crosses Ward 1, as well as the rest of D.C., into the long-range vision bikeways network and the draft 5-year work plan. Although I am not currently set to be on Council before this plan is finalized, when a draft plan is released I intend to be an active participant in the process and encourage supporters of my campaign to provide input as well, similarly to how I participated in Week Without Driving this past fall. And should the timeline shift backwards into early next year, as it has since the project was kicked off early last year, I also plan to encourage participation as a Councilmember. Once the plan is finalized, much of how I will ensure it is implemented will involve similar strategies to how I will ensure that DDOT’s bus priority plan is implemented. I will work with DDOT to mimic their actions on 11th St between Rhode Island Ave and Vermont Ave—where intersection specific treatments were added before plans for the rest of the corridor were completed—and help ensure that there is enough time to work through specific design concerns with community members. I will fight to sufficiently fund these projects so DDOT can hire enough planners and engineers to do as much work as possible in-house. And I will conduct vigilant oversight of DDOT to ensure that the fate which befell the Connecticut Ave bike lanes in 2024 does not befall any of the other crucial projects that will be identified in the strategic bikeway plan. In both bike and bus lane projects, I will also work closely with DDOT to best manage issues that come when street construction is necessary for utility work. As Ward 1 Councilmember, I will work with DDOT and utility regulators to ensure that whenever utility work is down below our streets, the opportunity is taken to make improvements to street safety above ground. In addition, should DDOT leadership continue to meddle and water down projects as they did for the Connecticut Ave bike lanes or the K St Transitway, I am prepared to shift funding away from insufficient half-measures and into other worthwhile uses for funding in our District.

Let's push for connected bike infrastructure, pedestrian safety improvements, and comprehensive transit lines so that everyone can go where they need easily, safely, and reliably.

Bus riders are disproportionately likely to be people of color, make less than $30,000 per year, and live in zero-car households. Executing DDOT’s bus priority plan and widely deploying spot improvements will improve the lives of tens of thousands of these bus riders every day. But we don’t need a patchwork of projects implemented sporadically; we need a rolling program of projects that builds a complete, coherent network. First, I will work to make the bus priority program more iterative and robust. Right now, improvements take too long: the bus priority plan was released at the end of 2021, but planning for projects on corridors like U St and Georgia Ave didn’t start until 2023, and neither are set to begin construction until 2027. Bus riders should not have to wait six years for improvements to service quality. Once in office, I will meet with DDOT about implementing less construction-intense infrastructure like transit signal priority (TSP) and bus queue jumps on Ward 1’s bus priority corridors. I will also file legislation that obligates DDOT to add less intrusive features—like TSP, queue jumps, temporary bus bulbs, and even bus movement exemptions—to priority corridors while it does longer-term planning for more construction-intensive infrastructure. These measures would offer bus riders improvements without needing to wait for final construction of a full streetscape project, and give more time to work through stickier issues with community stakeholders. Second, I will work to ensure DDOT has enough funding. From new rail lines to street safety projects, having planners, designers, engineers, and even construction personnel work directly for agencies helps projects get done more quickly, affordably, and even innovatively. This is more possible for agencies the more consistently they are completing projects, making it make more fiscal sense for them to hire staff and allowing those staff to build expertise in those projects. I will work to establish new revenue streams (both directly transportation-related and more general) that ensure DDOT has enough funding to consistently complete enough projects to hire these staff. Finally, I will ensure that DDOT planners, designers, and engineers are not hamstrung by agency leadership. As evidenced with the selected concept for the U St priority project, DDOT staff understand the need to improve bus service speed and reliability. But projects like the Connecticut Ave bike lanes show that people with the ear of politically-accountable agency leadership are able to derail projects. As Councilmember, I will use DDOT oversight hearings and other public settings to hold agency leadership accountable for any meddling, and offer an open-door for any agency staff who wish to make anonymous complaints about public project processes being subverted.

Thank you to the public service workers who have been working tirelessly in the cold, but it should not be taking this long to clear the streets, sidewalks, and bike lanes so people can move safely. ❄️ Government should work for you.

I will support increasing funding to fulfill Capital Bikeshare’s unconstrained expansion plan outlined in the 2020 development plan, fight to ensure these funding levels are high enough that we can prevent any future fare price increases, and even reduce fares to the levels they were at when ridership was rapidly increasing. Given that this fall’s ridership decline coincided with not just the federal occupation, but Capital Bikeshare’s price hikes, it is crucial that we lower these financial and social barriers. I will collaborate with DDOT to pepper Ward 1 with corals for dockless micromobility devices, and work with my staff to see how we can support the various cargo bike libraries that have sprouted up in the District. Distributing privately-owned devices starts with increasing the e-bike incentive program’s budget ten-fold to $2.5 million per year, and adding a component to this program that subsidizes the purchase of other micromobility devices. And I will work with DDOT to estimate the cost of providing every child in D.C. with a bike or other device, lock, and helmet that they could trade in as they grow. We must also continue expanding access to education around bike riding – which is why I would support expanding the learn-to-ride curriculum for second graders beyond DCPS to our public charter schools. We should be encouraging life-long bike riding from a young age to help align our infrastructure, climate, and public health goals for the long term.

NEW: We secured five settlements and won nine new court judgments against out-of-state repeat dangerous drivers. Together, they will be required to pay $531,192. We also filed five new STEER Act lawsuits — including a driver who single-handedly racked up $284,550 in violations.

WMATA is the lifeblood of the city. I'll bring up concerns to the Council or even Congress.

I strongly disagree. While not confronting fare evaders reduces risk in the moment, eventually a more rowdy mindset takes hold and staff will be assaulted out of a general sense of impunity. We have seen that in Europe. Transit staff need protection but giving up on order is not going to make the situation better.