Sustainability

Neighborhood sustainability encompasses policies and practices that help maintain our current resources and natural amenities so that future generations can also enjoy healthy, green, and equitable communities. In 2019, Baltimore City completed a new sustainability plan that identifies resources like clean air and environments, green jobs and transportation networks, and strengthening neighborhood ties to lay the foundation for enduring health and resilience.  ^[1] 

In 2021, following the isolation that characterized pandemic-related shutdowns in 2020, community networks had changed significantly. Some groups no longer met in person and others ceased meeting altogether. Baltimore’s nine community resiliency hubs were able fill some of that vacuum. First established in 2015 as a key component for disaster preparedness, the hubs, along with many school campuses and recreation centers served as key assets for communities for COVID-19 testing and food distribution in areas of food insecurity ^[2] , supporting and stabilizing families during uncertain times.

Vital Signs 21 show a return to a baseline, following a drop in requests during the pandemic, in the rate of 311 calls for dirty streets and alleys and clogged storm drains. Additionally, the frequency of recycling pickup was reduced due to COVID-19 related staffing shortages, leading to increased accumulation of materials in alleys.  ^[3] 

At the same time, DPW launched its first Food Waste Drop-off composting pilot in an attempt to divert waste from incineration and landfills. ^[4]  For many Baltimore residents, keeping streets clean of trash and debris is not only a symbol of neighborhood pride but also a direct step enhancing the health of the Harbor and Chesapeake Bay. Futher steps to reduce waste took effect with the plastic bag ban in 2021. The ban, delayed due to the pandemic, caused grocery stores, pharmacies, and restaurants to switch to paper-based packaging or reusable bags.

Unfortunately, the increased activity after isolation was largely enabled by private vehicles. Car-use increased while transit use declined in Baltimore. ^[5]  The percentage of Baltimore commuters who choose public transit to get to work has steadily declined, while the percentage traveling more than 45 minutes has increased since 2010. Given the regional nature of addressing these issues, the Central Maryland Regional Transit Plan was adopted in 2020 and continues to implement initiatives to increase ridership, sustain the environment, and connect residents to jobs and services. ^[6] 

In 2021, the Mayor’s Office, Recreation and Parks, along with organizations such as the South Baltimore Gateway Partnership, launched the Reimagine Middle Branch project in earnest to repair a neglected and postindustrial waterfront ecosystem, while stitching together nearby marginalized communities in the process. This project also seeks to prepare Baltimore’s second waterfront against future storms and raising water levels by replacing shoreline plants. These will absorb more water and hold sediments in place, protecting nearby homes and Harbor Hospital from flooding during storm events. ^[7]  These kinds of storm events will become more common each year as climate change affects precipitation intensity.

Vital Signs 21 includes indicators to track the city’s progress toward sustainability. These indicators are grouped into the following categories:  cleanliness, transportation, greening, energy use, community engagement, and walkability.

Data for Vital Signs 21 Sustainability indicators come from sources that can be grouped into the following categories:

• City sources: CitiStat/Baltimore 311, Department of Public Works, Department of Parks and Recreation - TreeBaltimore, Board of Elections

• State sources: Maryland Department of Housing and Community Development, Maryland Transit Administration

• Federal sources: American Community Survey

• Proprietary sources: Walk Score® 

When possible, indicators are created by normalizing data by population to establish rates that allow for comparison across neighborhoods and over time.

Vital Signs 21 tracks two indicators that measure the cleanliness of Baltimore City: the rate of dirty streets and alleys and the rate of clogged storm drains. Data originates from 311-system service requests, which occur when residents, employees of businesses, or city employees use the phone, website, or mobile app to report a wide variety of non-emergency incidents. These problems range from illegal dumping to broken street-lights to potholes. These datasets are available through the Open Baltimore with daily updates so more recent data can be processed for Vital Signs.

From 2020 to 2021, the rate of reported dirty streets and alleys increased from 57.2 to 78.6 per 1,000 residents. The CSA with the highest rates of reported dirty streets and alleys was Madison/East End (340.8 to 501.1 per 1,000 residents in respective years). The next highest rates were found in Southwest Baltimore (285.8 per 1,000 residents) and Clifton-Berea (269.5 per 1,000 residents). The CSAs with the lowest rates of reported dirty streets and alleys in 2021 included Cross-Country/Cheswolde (4.3 per 1,000 residents), Dickeyville/Franklintown (8.4 per 1,000 residents), and North Baltimore/Guilford/Homeland (9.7 per 1,000 residents).

From 2020 to 2021, the rate of reported clogged storm drains decreased from 4.2 to 4.7 per 1,000 residents. In 2020 the CSA with the highest rates of reported clogged storm drains was Washington Village/Pigtown (9.1 per 1,000 residents). In 2021 it was Greater Roland Park/ Poplar Hill (9.8 per 1000 residents). The CSA with the lowest rates of reported clogged storm drains in 2020 was Dickeyville/Franklintown (4.3 per 1,000 residents) and in 2021 it was Loch Raven (1.9 per 1,000 residents).

The density of urban environments often means that residents benefit from the accessibility of alternative means of transportation that reduce vehicle miles traveled by car. Baltimore’s mid-size transportation system includes regional rail (MARC), Metro, light rail, the Charm City Circulator, and a system of local and commuter buses. While the current transit system works well for movement north and south, problems with accessibility persist for movement between east and west. Recent research has shown that “walkability” is necessary for cities to thrive and that where transit use is high, so too is walking and/or biking ^[8] . Vital Signs 21 tracks several indicators that measure use of alternative transportation, travel time to work, and zero-vehicle households.

The mode of transportation that someone uses to get to work is highly correlated with access to a personal car. Based on the 2017-2021 ACS, 26.9% of the households in Baltimore City did not have a vehicle available for personal use. The CSAs with the highest percentage of residents without access to a vehicle included Oldtown/Middle East (58.9%), Sandtown-Winchester/Harlem Park (58.4%), and Cherry Hill (51.6%). The CSAs with the lowest percentage of residents without a vehicle included South Baltimore (3.4%), Canton (3.8%), and Greater Roland Park/Poplar Hill (6.9%).

During 2017-2021, 65.2% of Baltimore City residents drove alone to work. The CSAs with the highest percentage of residents who drove alone to work included Cross-Country/Cheswolde (82.6%), Highlandtown (81.2%), and Harford/Echodale (81.1%). The CSAs with the lowest percentage of residents who drove alone to work included Oldtown/Middle East (37.0%), Poppleton/The Terraces/Hollins Market (42.5%), and Midway/Coldstream (46.4%).

During 2017-2021, 16.1% of Baltimore City residents used public transportation to commute to work. The CSAs with the highest percentage of residents who used public transportation to commute to work included Oldtown/Middle East (33.3%), Upton/Druid Heights (32.7%), and Poppleton/The Terraces/Hollins Market (32.6%). The CSAs with the lowest percentage of residents who used public transportation to commute to work included Canton (2.9%), South Baltimore (3.1%), and Cross-Country/Cheswolde (3.7%).

During 2017-2021, 8.7% of Baltimore City residents used carpools to travel to work. The CSAs with the highest percentage of residents who used carpools to travel to work included Southeastern (16%), Westport/Mount Winans/Lakeland (15.5%), and Midway/Coldstream (14.8%). The CSAs with the lowest percentage of residents who used carpools to travel to work included Poppleton/The Terraces/Hollins Market (1.5%), Midtown (3.0%), and Upton/Druid Heights (3.2%).

During 2017-2021, 6.6% of Baltimore City residents walked to work. The CSAs with the highest percentage of residents who walked to work included Downtown/Seton Hill (25.0%), Oldtown/Middle East (20.7%), and Poppleton/The Terraces/Hollins Market (20.2%). The CSAs with the lowest percentage of residents who walked to work included Dickeyville/Franklintown (0.0%), Dorchester/Ashburton (0.1%) and Howard Park/West Arlington (0.3%).

The City of Baltimore adopted a Bike Master Plan in 2006 and has been actively implementing physical improvements to ensure greater safety for cyclists.

In 2020, there were 207.8 miles of bike lanes, sharrows, and/or paths in Baltimore City. The CSAs with the greatest number of bike infrastructure miles were Penn North/Reservoir Hill (11.1), Greater Charles Village/Barclay (10.9) and Inner Harbor/Federal Hill (9.8). Seven CSAs have zero bike miles (Chinquapin Park/Belvedere, Clifton-Berea, Greater Mondawmin, Loch Raven, Madison/East End, Midway/Coldstream, Upton/Druid Heights).

Baltimore’s bus system is among the largest in US cities. However, the number of riders that board or alight at a stop within communities is an indicator of how well the system serves existing residents and whether the neighborhood is a destination for other passengers in the network.

Between 2017 and 2018, the average daily bus ridership increased from 500.4 to 538.7 per 1,000 residents. In 2018, the CSAs with the highest average daily bus ridership were Downtown/Seton Hill (8,135.2 per 1,000 residents) and Greater Mondawmin (2,341.4 per 1,000 residents). The CSAs with the lowest average daily bus ridership were South Baltimore (52.4 per 1,000 residents) and Cross-Country/Cheswolde (68.9 per 1,000 residents).

These indicators are compared to the is the 5-year average from the 2011 American Community Survey, used as a baseline comparison to demonstrate change over the past decade

From 2007-2011 to 2017-2021, the percentage of city residents commuting to work with a commute time of less than 15 minutes decreased from 17.9% to 15.4%. During 2017-2021, the percentage of residents with a commute time of less than 15 minutes ranged from a high of 29.3% in North Baltimore/Guilford/Homeland to a low of 1.3% in Dickeyville/Franklintown.

From 2007-2011 to 2017-2021, the percentage of city residents traveling to work with a commute of between 15 and 29 minutes decreased slightly from 38.6% to 38.2%. This rate has remained around During 2017-2021, the percentage of residents with a commute of between 15 and 29 minutes ranged from a high of 50.1% in Mount Washington/Coldspring to a low of 26.8% in Greater Rosemont.

From 2007-2011 to 2017-2021, the percentage of city residents commuting to work with a commute of between 30 and 44 minutes increased slightly from 24.0% to 25.7%. During 2017-2021, the percentage of residents with a commute of between 30 and 44 minutes ranged from a high of 43.4% in Greater Mondawmin to a low of 14.6% in Greater Roland Park/Poplar Hill.

From 2007-2011 to 2017-2021, the percentage of city residents commuting to work with a commute greater than 45 minutes increased from 19.6% to 20.8%. During 2017-2021, the percentage of residents with a commute greater than 45 minutes ranged from a high of 40.7% in Edmondson Village to a low of 12.5% in Canton.

Baltimore City is home to many green spaces, parks, and waterways. Some of the more widely recognized locations include the Inner Harbor, Middle Branch, Druid Hill, Gwynns Falls, and Herring Run Parks. City residents value access to green spaces as a place to recreate, exercise, and congregate, but the city’s green spaces also serve a vital role in ensuring clean air and water for long-term urban sustainability. Baltimore neighborhoods actively participate in increasing access to green spaces through tree planting and other watershed protection activities such as stream clean-ups. These efforts not only provide public health benefits but directly impact water quality in the city, region, and ultimately the entire Chesapeake Bay. ^[9]  Vital Signs 21 tracks two indicators related to community greening: number of trees planted and tree canopy.

In 2020, there were 4,777 trees planted in the public rights-of-way in Baltimore through the city’s TreeBaltimore   initiative ^[10] . The CSAs with the greatest number of trees were planted in), Allendale/Irvington/S. Hilton (447), Oliver/Johnston Square (393), and Belair-Edison (367). Two (2) CSAs had no trees planted through the TreeBaltimore initiative in 2020, Westport/Mount Winans/Lakeland and Orchard Ridge/Armistead.

Studies throughout the United States show that communities are losing tree canopy due to a wide range of threats. In Baltimore, however, tree canopy experienced an approximate 1% increase between 2007 and 2015. In 2015, 28% of the city’s total land area was covered with trees, which is a slight increase from 27% with the previously available data in 2007. By CSA, percentage of tree canopy ranges from a high of 73% in Dickeyville/Franklintown to a low of 4% in Highlandtown.

An issue gaining importance for neighborhoods over the past decade is the use, conservation, and cost of residential energy. Research shows that programs aimed at providing incentives for installing devices in the home to reduce consumption (compact - fluorescent lightbulbs, smart meters, energy saving appliances) or provide education on energy efficient practices impact the entire neighborhood through greater residential stability and investment.

Based on the 2017-2021 ACS (62.9%) of the city’s residences were heated using utility gas. The percentage of residences heated by utility gas ranged from a high of 77.5% in Greater Rosemont to a low of 13.4% in Downtown/Seton Hill.

Based on the 2017-2021 ACS (30.2%) of the city’s residences were heated using electricity. This number has grown from 24.3% in 2011. The percentage of residences heated by electricity ranged from a high of 75.7% in Downtown/Seton Hill to a low of 13.4% in Hamilton.

Since 2000 when the first Vital Signs report was released, the percentage of persons registered to vote and the percentage of persons actually voting in the general election have been tracked as key indicators to measure community engagement. Over the past few election cycles, these indicators show steady increase in voter registration but more variable rates of actual voting.

In 2018, 80.1% of the City residents over the age of 18 were registered to vote, which is an increase from 78.8% in 2016. The percentage of residents over the age of 18 who were registered to vote ranged from a high of an estimated 100% in Mount Washington/Coldspring and South Baltimore to a low of 57.5% in Southeastern ^[12] .

In 2020, 58.8% of City residents voted in the general election, versus 48.2% in 2016 and 37.3% in 2014. The percentage of residents voting in the general election ranged from a high of 80.0% in Greater Roland Park/Poplar Hill to a low of 41.1% in Southwest Baltimore.

In 2017, Baltimore City had a WalkScore of 56.2, which places the city as a whole in the “somewhat walkable” category, meaning that some amenities are within walking distance.

• 6 CSAs were ranked as being a “walkers’ paradise” (having a Walk Score greater than 90) including Downtown/Seton Hill (95.7), Fells Point (94.6), and Harbor East/Little Italy (94.2).  

• 16 CSAs were ranked as “very walkable” (having a Walk Score between 70 and 90) including Midtown (89.4), Madison/East End (88.8), and Patterson Park North & East (88.6).

• 21 CSAs were ranked as “somewhat walkable” (having a Walk Score between 50 and 70) including Medfield/Hampden/Woodberry (69.0), Glen-Fallstaff (68.1) and Greater Rosemont (681.0).

• 12 CSAs were ranked as being “car-dependent” (having a Walk Score less than 50) including Brooklyn/Curtis Bay/Hawkins Point (19.7), Dickeyville/Franklintown (26.1), and Southeastern (30.1).