James McGreevey, former governor of New Jersey, is running for mayor of Jersey City. Candidate responses are in bold. Any questions left blank, will be marked with an asterisk.

Housing

1. Would you agree or disagree with this statement? “There is a housing shortage and building new housing helps make existing homes more affordable.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
2. Would you agree or disagree with this statement? “Jersey City is seeing too much development and once I’m in office, I’d work to slow it down.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
     The issue is not “too much” development, but rather development without purpose and balance. Growth must be guided by a vision that integrates housing with schools, healthcare, cultural amenities, and recreation. Our challenge is to ensure that new projects strengthen our neighborhoods, not overwhelm them. Economic investment should bring opportunities by expanding housing choices, educating our children, providing access to healthcare, and creating safe and secure communities where families can live, work, and play. We welcome investment, but on terms that build Jersey City into an iconic, well-positioned city that is equitable, sustainable, and vibrant.
     
3. Would you agree or disagree with this statement? “I believe Downtown Jersey City is zoned for too much density. If elected to office, I would work to prevent more dense housing developments from being built Downtown even if such developments come with affordable housing and other community givebacks.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
     Density itself is not the problem; rather, it is unplanned density. When paired with schools, transit, parks, and cultural spaces, density can create thriving, walkable, opportunity-rich neighborhoods. The goal is not to restrict growth, but to shape it so that it delivers broad-based benefits: affordable housing, education, healthcare access, safe streets, and strong cultural amenities that make Downtown and all of Jersey City livable and resilient.
     
4. Do you agree or disagree with this statement? “If elected to office, I would be reluctant to allow more private housing construction in Jersey City because I think developers earn too much profit.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
     Private housing construction is essential, provided it is tied to community needs. Each new project must bring more than units; it must contribute to schools, recreation, healthcare access, and safe streets. Growth, when responsibly directed, becomes the engine of opportunity: expanding homeownership, strengthening the tax base, and building neighborhoods where families feel secure, connected, and proud.
     
5. Would you agree or disagree with this statement? “It is better to mandate affordability through policies like rent control than to increase total housing supply.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
     Affordability requires both protection and production. Rent control provides stability, but if we fail to expand the housing supply, scarcity will drive up costs and displace families. We need both: strong tenant protections and new housing linked to schools, parks, cultural centers, and healthcare facilities. True affordability means building complete neighborhoods that serve residents at every stage of life.
     
6. Should the city reform zoning to reduce parking requirements and allow the construction of more apartments near PATH and light rail stations?
   • Yes, it is good to encourage more people to live near mass transit without needing to own a car
   • No, it is important to create more parking near PATH and light rail stations
   • No, this would be a giveaway to developers
   • Yes, other (explain)
   • No, other (explain)
     
     Yes, the city should reform zoning to reduce parking requirements and allow for more apartments near PATH and light rail stations. Transit-oriented housing is crucial for achieving affordability, sustainability, and a high quality of life. By concentrating density near transit, we reduce car dependence, cut congestion, and make it easier for families to live, work, and commute without the crushing costs of parking and traffic.
     
     As Governor, I established New Jersey’s Transit Village Initiative in 1999, which directly linked state infrastructure investment to local housing construction and downtown revitalization (see Executive Order No. 128, 1999). That program incentivized municipalities to cluster growth around train and light rail stations, ensuring that housing, retail, and infrastructure were planned together. The result was not only more housing, but stronger neighborhoods built on walkability, transit access, and long-term sustainability.
     
     Jersey City should adopt a similar model today: modern zoning that promotes smart growth, eliminates unnecessary parking mandates, and aligns housing development with transit investment. This is how we create vibrant, affordable, and livable communities.
     
7. Do you support zoning and building code reforms citywide to reduce red tape around Floor Area Ratios, single staircase prohibitions, setbacks, and parking minimums that reduce the number of housing units built and drive up the costs of construction?
   • Yes
   • No
     
     I am not prepared to commit either way today. Any reform must be grounded in safety, state law, and best practices,  not simply the promise of faster permitting. New Jersey’s Uniform Construction Code (UCC) and Residential Site Improvement Standards (RSIS) preempt much of what cities can change, so any adjustment must be coordinated with the Department of Community Affairs and consistent with state rules.
     
     Single-stair proposals, for example, must demonstrate safety equivalency under the International Building Code and NFPA standards before consideration. Parking reforms must align with RSIS and transit capacity, and zoning changes on setbacks should follow the master plan and be paired with infrastructure and open-space commitments.
     
     As mayor, I would require legal and technical review, independent safety analysis, and community transparency before advancing any package. I support streamlining where it is safe, compliant, and evidence-based, but only if the data show that reforms both protect residents and make housing more feasible.
     
8. In Jersey City, backyard accessory dwelling units (ADUs) are allowed in low-density residential zones. Do you believe such ADUs should be allowed or prohibited?
   • Allowed
   • Prohibited
     
9. Would you support development projects like the 150 Bay Street proposal that would add 1,000 apartments – 150 of which are income-restricted affordable – community amenities, arts and studio space, and space for a new public school?
   • Yes
   • No
     
10. Affordable housing is expensive to build. How would you pay for affordable housing?
    • Force developers to absorb the costs
    • Use tax incentives like PILOT agreements
    • Direct subsidies from the city
    • Other (explain)
      
      Affordable housing requires a layered strategy. We can expand the capital stack with Low-Income Housing Tax Credits, NJHMFA bonds, federal CDBG and HOME funds, project-based vouchers, and the local Affordable Housing Trust Fund, while using selective PILOTs only when tied to permanent affordability and enforceable community benefits. Partnerships with faith-based groups, nonprofits, city-owned land, and CRA banks can also reduce land and predevelopment costs.
      
      On zoning, inclusionary requirements, density bonuses, and by-right approvals near PATH and light rail, projects become more viable. Preservation is equally important: acquiring and deed-restricting at-risk buildings often delivers affordability more efficiently than new construction.
      
      The goal is to align financing, zoning, and community planning so that housing is not only financially feasible but permanently affordable and integrated with schools, childcare, parks, and transit, strengthening neighborhoods across Jersey City.
      
11. How would you increase the amount of income-restricted affordable housing units built?
    • Floor Area/Density Bonus
    • PILOT Agreements
    • Streamlined Approval Process
    • Other (Please explain)
    • Combination of the above (Please explain)
      
      Expanding income-restricted housing requires both smart financing and land-use reform. Cities like Boston, Cambridge, Toronto, Minneapolis, and New York demonstrate the value of a “capital stack” approach, which involves layering Low-Income Housing Tax Credits, housing bonds, federal funds, and local trust dollars with predictable inclusionary zoning.
      
      On the zoning side, reducing parking minimums, legalizing ADUs, and allowing more by-right approvals near transit make projects more viable. Tools like Cambridge’s Affordable Housing Overlay and New York’s transit rezonings demonstrate how streamlined approvals accelerate delivery. Preservation also matters; acquiring and covenanting at-risk properties often delivers affordability more quickly and cost-effectively than new construction.
      
      For Jersey City, the path forward is to align financing, zoning, and community planning, leveraging subsidies, requiring private contributions, deploying city and nonprofit land creatively, and ensuring new housing is paired with schools, parks, and transit. This coordinated approach ensures affordability is lasting, not temporary.
      
12. What cities do you look to for housing policy inspiration? And by what metrics do you gauge their policies to be a success?
    
    I look to Boston, Cambridge, Minneapolis, Toronto, Vancouver, and Montreal. Each shows how cities can balance growth with deep affordability: Boston and Cambridge use predictable inclusionary zoning and trust funds; Minneapolis legalized triplexes and cut parking minimums to stabilize rents; Toronto ties affordability to transit with 99-year covenants; Vancouver expands “missing middle” housing through land trusts; and Montreal’s “20-20-20” policy ensures a mix of affordable, social, and family-sized units. 
    
    The metrics I use are straightforward: number of units produced and preserved, depth of affordability, length of covenants, rent stabilization relative to peer markets, integration with schools, transit, and childcare, speed of delivery, and overall quality-of-life impacts. These cities demonstrate that success is not just about building more units, but also about ensuring they are deeply affordable, long-lasting, and supportive of strong, vibrant, and livable communities.

Transit 

1. Do you agree or disagree with the following statement? “In Jersey City, walking, biking, and riding mass transit should be incentivized to make it safer and easier to get around and reduce traffic.”
   • Strongly Agree
   • Agree
   • Disagree
   • Strongly Disagree
     
2. Do you support turning streets such as MLK and Bergen and Summit and Baldwin into one-way pairs that would create space for public service lanes –  lanes that would speed up public transit and emergency response, add 100 on-street parking spots, and eliminate dangerous left-turns across on-coming traffic?
   • Yes
   • No
   • If yes, where?
   • If no, why not?
     
     I would not impose sweeping changes without clear evidence and the support of the community. Transit and street design must serve the broader vision of a safe, accessible, and integrated city. Any redesign must show measurable improvements in safety, transit performance, and quality of life, while connecting families to schools, healthcare, and economic opportunity.
     
     
3. Do you support County Executive Craig Guy’s announcement to add bus rapid transit to JFK Boulevard?
   • Yes
   • No
   • If no, why not?
     
     Yes. JFK Boulevard is one of Hudson County’s most significant corridors, but today it is congested and unreliable for the thousands of residents who depend on buses. Bus Rapid Transit (BRT) offers a proven solution, including dedicated lanes, transit signal priority, and safer crossings, which make service faster, more reliable, and more equitable.
     
     BRT is about more than speed; it expands access to jobs, schools, and healthcare, lowers household costs, and improves safety for seniors, children, and people with disabilities. As Jersey City grows, BRT ensures that our transit capacity keeps pace, linking neighborhoods, spurring investment, and enhancing the quality of life. This is not just a transportation project, but an investment in equity, safety, and sustainable growth. 
     
     
4. Bus routes often cross through multiple communities and delays in one part of the route can cascade to create service delays farther down the line. Do you believe any one neighborhood opposed to bus lanes should have a veto over public transit improvements that would benefit the entire city?
   • Yes
   • No
   • If yes, why?
     
     No. Transit serves the whole city, and one neighborhood should not have veto power over improvements that benefit thousands of riders. Bus lanes and BRT must be guided by data, equity, and system-wide needs, not a single geographic interest.
     
     That said, every neighborhood deserves a real voice. Residents, families, seniors, and businesses should shape how projects are designed, with adjustments for safety and local access. My commitment is to strike a balance between community input and the broader responsibility to deliver faster, more reliable, and equitable transit for all of Jersey City.
     
5. Would you rather lose on-street parking spaces for the creation of bus rapid transit and protected bike lanes or convert more streets into one-way pairs?
   • Lose on-street parking
   • Create one-way pairs
     
     I think this is a false choice. 
     
6. Would you support the city pursuing litigation against the New Jersey Turnpike Authority to stop the Turnpike widening in Jersey City?
   • Yes
   • No
   • If no, then why not?
     
     I would support litigation if necessary to protect Jersey City from a widening that harms our neighborhoods, environment, or fiscal interests. At present, however, the project appears unlikely to advance, given the Turnpike Authority’s financial strain and competing state priorities.
     
     Because lawsuits are costly, our resources must be used strategically. The prudent course is to monitor the project closely, coordinate with regional partners, and be prepared to act if the Authority were to move forward in a way that jeopardizes our neighborhoods, our environment, or our fiscal interests. My commitment is to defend Jersey City while exercising sound judgment and discretion.
     
7. What changes, if any, would you make to Jersey City’s current implementation of its on-demand ride share service through Via?
   
   Via was a valuable pilot, but it now needs to evolve. Other cities show that pure door-to-door service is costly and less efficient. The next phase should integrate with PATH, light rail, and high-frequency bus routes, linking underserved neighborhoods rather than competing with core transit. In some areas, shifting to scheduled shuttles, as Edmonton (Canada) has done, could improve reliability and lower costs.
   
   Equity must remain central, with accessible vehicles, affordable pricing, and reliable service for seniors and low-income riders. Performance should be measured by clear metrics,  cost per ride, wait times, and ridership per hour,  so that Via becomes a scalable, transit-supportive service that strengthens connectivity across Jersey City.
   
8. Where would you like to see the Citibike station network expand to next in Jersey City? 
   
   Citibike has been a success in Jersey City, but the network is too concentrated Downtown. The next phase should expand north and west, into neighborhoods where many residents rely on buses or cars due to limited biking infrastructure. That means more stations along Martin Luther King Drive, West Side Avenue, Bergen Avenue, and Journal Square, creating real connections between the south/west neighborhoods and PATH and light rail. We should also place stations near schools, senior centers, and parks, so that bikes are a practical option for families, students, older residents, and commuters alike.
   
   In short, Citibike should no longer be seen as a Downtown amenity. It should be a citywide mobility option, with priority given to the South Side, West Side, Journal Square, and the Heights, so every neighborhood has access to safe, affordable, and healthy transportation.
   
9. Would you make a commitment to either bike, walk, or take public transit to work – like the majority of Jersey City residents – if elected to office?
   • Yes
   • No
   • If yes, what is your preferred method of commuting?
     
     Unless I have multiple appointments outside the City.
     
10. What is your grand vision for the future of transportation in and around Jersey City? Be as specific as you want.
    
    My vision is to build a transportation system that is safe, reliable, equitable, and future-focused. Safety comes first: Jersey City must fully embrace Vision Zero, redesigning intersections, daylighting streets, raising crosswalks, restoring a dedicated Traffic Bureau, and pursuing automated speed and red-light enforcement, so that every child and senior can travel safely.
    
    Second, we must strengthen transit. Jersey City is a bus city, and we need Bus Rapid Transit on JFK Boulevard, with dedicated lanes, transit signal priority, and safer crossings, while expanding bus-priority corridors citywide. At the regional scale, PATH and the Hudson-Bergen Light Rail must operate at greater capacity, with Journal Square rebuilt as New Jersey’s premier transit hub.
    
    Third, we must expand active mobility, Citibike citywide, safer walking routes, shaded crossings, and senior-friendly access. Alongside this, a citywide curb management plan can cut congestion and emissions.
    
    Finally, technology and accountability must guide this vision. A Traffic Management Center will utilize real-time data and predictive analytics to manage traffic flows, while quick-build pilots ensure projects are thoroughly tested before major investment. Success will be measured by clear metrics: fewer accidents, faster buses, safer crossings, increased biking and walking, and more efficient parking turnover.
    
    With federal, state, and regional partnerships, Jersey City can become a model of urban mobility for the Northeast, where every neighborhood enjoys safe, affordable, and sustainable transportation options.

Street Safety and Vision Zero

1. In 2018, Jersey City committed to a Vision Zero goal of zero traffic deaths and serious injuries by 2026. In recent years, many streets have been redesigned to be safer and provide for transportation alternatives to automobiles. Do you support continuing Vision Zero efforts in Jersey City? How will you do so?
   
   Yes. Vision Zero is not just about traffic; it’s about building safe, secure neighborhoods. We must redesign streets with modern safety standards, restore enforcement, and deploy technology to protect children walking to school, seniors accessing healthcare, and families enjoying our parks and cultural spaces. Vision Zero is part of a holistic vision of a city where people can live, work, and play safely.
   
2. If you are currently in office, how have you supported Vision Zero efforts to redesign our streets for safety? If you are not in office, what has your participation been in working towards safer streets?
   
   I am not currently in office, but throughout my public service, I have advanced the principles of Vision Zero. As Governor, I established the Transit Village Initiative to integrate land use and transportation, fostering walkable, transit-oriented communities. As a legislator, I supported investments in roadway safety and transit improvements.
   
   As a mayoral candidate, I have outlined a detailed Vision Zero plan, which includes redesigning streets with protected intersections and raised crosswalks, restoring a dedicated Traffic Bureau and implementing motorcycle/bicycle patrols, advocating for automated enforcement, and establishing a Traffic Management Center to manage traffic flows in real-time.
   
   Vision Zero must be part of a broader, citywide strategy that integrates housing, schools, healthcare, culture, and recreation into a safe and connected urban fabric. It is not only about reducing collisions, but also about ensuring that children walking to school, seniors accessing care, and families enjoying public spaces can do so with safety and dignity.
   
3. If elected, would you support increasing the funding and capacity of the Department of Infrastructure to accelerate Vision Zero improvements, and how would you do so?
   
   I would begin with a comprehensive review of the city’s organizational structure, as transportation and street safety responsibilities are currently fragmented across several departments. My goal is to create a Jersey City Department of Transportation (JCDOT) that consolidates traffic safety, transit, bike and pedestrian planning, and curb management under one accountable agency. Only after that framework is in place can we determine funding levels responsibly. Structure must come before spending, aligning dollars with measurable results in safety, reliability, and quality of life. This disciplined approach ensures that every investment advances Vision Zero and strengthens Jersey City as a city where families can live, work, and play securely and sustainably
   
   
4. Do you support proven Vision Zero street safety improvements on all high-risk streets in Jersey City like curb extension, protected bike lanes, and eliminating conflicted left turns across traffic?
   • Yes
   • No
   • If no, why not?
     
     I would begin with a comprehensive review of the city’s organizational structure, as transportation and street safety responsibilities are currently fragmented across several departments. My goal is to create a Jersey City Department of Transportation (JCDOT) that consolidates traffic safety, transit, bike and pedestrian planning, and curb management under one accountable agency. Only after that framework is in place can we determine funding levels responsibly. Structure must come before spending, aligning dollars with measurable results in safety, reliability, and quality of life. This disciplined approach ensures that every investment advances Vision Zero and strengthens Jersey City as a city where families can live, work, and play securely and sustainably
     
     
5. Do you support lowering the speed limit to 20 miles per hour city wide?
   • Yes
   • No
   • If no, why not?
     
6. Would you support the implementation of speed and parking enforcement cameras, if able?
   • Yes
   • No
     
7. Would you be willing to fund safe street improvements and ease parking demand by increasing the cost of on-street parking in residential zones near PATH stations?
   • Yes
   • No
   • If yes, how much should an annual on-street parking permit cost?
     
     I do not know at this juncture.
     
8. What would you do to curb traffic-related fatalities and injuries on Jersey City’s streets and why is your solution the most effective? Which streets would you like to see safety improvements on? 
   
   The most effective way to reduce traffic fatalities in Jersey City is through a data-driven Vision Zero strategy, which involves redesigning high-injury corridors with curb extensions, raised crosswalks, protected intersections, and bike lanes, while restoring a dedicated Traffic Bureau and pursuing automated enforcement for speeding and red-light violations. Priority corridors include JFK Boulevard, Communipaw, MLK Drive, Bergen, West Side, Newark, Summit, and Journal Square approaches, as well as school zones and senior housing frontages. By pairing proven street designs with consistent enforcement and tracking results on a public dashboard, we can deliver safer streets and real accountability.
   
   
9. Do you support the city continuing to use new developments as an opportunity to fund or build adjacent pedestrian or bike safety improvements?
   • Yes
   • No
     
10. What cities do you look to for street safety inspiration? And by what metrics do you gauge their policies to be a success?
    
    I look to New York, Boston, Cambridge, and Minneapolis in the U.S., and Toronto and Vancouver in Canada. Each shows that progress comes from pairing design with accountability: New York pioneered Vision Zero with protected bike lanes and automated enforcement; Boston and Cambridge redesigned narrow streets for safety; Minneapolis used zoning and parking reforms to make walking and biking more viable; Toronto advanced school safety zones; and Vancouver integrated transit, land use, and bike networks to sustain some of the lowest fatality rates among major cities.
    
    The metrics I use are reductions in fatalities and serious injuries, crash reductions at redesigned corridors, equity in investments for vulnerable neighborhoods, measurable shifts to walking, biking, and transit, and the permanence of improvements. These cities demonstrate that ambitious policy, integrated planning, and sustained investment can deliver safer, more livable communities: models we can adapt to Jersey City.

Public Parks and Plazas

1. Some neighborhoods (such as Greenville and Journal Square) have less access to green space, parks and plazas than Downtown. How would you prioritize equitable investment in new and improved public spaces?
   
   Equity must drive park investment. Families in Greenville, the West Side, and Journal Square deserve the same access to safe, vibrant public spaces as those in Downtown. That means pairing housing growth with schools, recreation centers, and cultural amenities. Parks are not luxuries; they are healthcare, education, and community identity. We will leverage partnerships, funding, and smart planning to ensure every neighborhood has the opportunity to thrive.
   
2. The Newark Pedestrian Plaza has been part of a major effort to transform streets into public places built for people. What changes would you make to the Newark Pedestrian Plaza?
   
   The Newark Avenue Pedestrian Plaza should be reimagined as the cultural center of Jersey City: a place for families, artists, and small businesses to gather, celebrate, and showcase the city’s vibrancy. Today, it struggles with safety, disorder, and design gaps, but the solution is not retreat; it is a bold redesign.
   
   We need a unified vision led by urban designers, replacing temporary fixes with a permanent plan that prioritizes safety, aesthetics, and activity. That means consistent security, maintenance, and compassionate outreach, alongside programming like music, festivals, public art, and family events. Shade, greenery, and lighting must create a comfortable and welcoming space for all.
   
   Done right, Newark Avenue can stand alongside great civic plazas worldwide, where culture, commerce, and community meet. It should draw visitors from across the region while remaining rooted in neighborhood life. I also want to recognize Rachel Sieg and the HDSID for their dedication and continued partnership in maintaining the plaza.
   
3. Do you support keeping the Barrow Street portion of the Newark Pedestrian Plaza open to pedestrians and closed to traffic and building a playground for young children on the closed portion of Barrow?
   • Yes
   • No
   • If no, why not?
     
     I cannot commit to a definitive yes or no without more information. Closing Barrow could create valuable public space and a safe playground for families, but it also raises questions about traffic circulation, emergency access, business needs, and long-term flexibility.
     
     Before making a decision, I would want to see traffic and safety data, pedestrian use patterns, economic impact studies, and, most importantly, community input from residents, parents, and businesses. My commitment is to a thoughtful process that balances safety, access, economic vitality, and neighborhood priorities.
     
4. What other parts of the city would you suggest as a potential site for new (or expanded) pedestrian-only spaces?  
   
   Pedestrian-only spaces can strengthen Jersey City, but they must be planned carefully, based on data, community demand, and integration with transit and local businesses. Newark Avenue shows both the potential and the pitfalls of pedestrianization, which is why we need a citywide review of promising sites.
   
   Corridors like Journal Square, MLK Drive, or Bergen Avenue could support civic plazas tied to transit, commerce, and public life. Selective closures near schools, senior centers, and the waterfront may also improve safety and livability. But every site must be evaluated for circulation, emergency access, business impact, and community support.
   
   Pedestrianization should never be cosmetic; it must advance Vision Zero, economic vitality, and equity. My commitment is to a transparent, citywide assessment so that car-free streets are built where they bring the greatest community benefit.
   
5. Will you commit to continuing Jersey City’s efforts to protect Liberty State Park from attempts to develop or commercialize the park?
   • Yes
   • No
     
6. After the revitalization of Liberty State Park is complete, will you commit to working with the Board of Education to revitalize the sports complex at Caven Point?
   • Yes
   • No
     
     Caven Point could offer real benefits for students and families by providing modern athletic facilities, expanding school and community programming, and ensuring equity in access to high-quality recreation. But it is also an environmentally sensitive area, and any upgrades must respect ecological protections, financial realities, and fair access for schools, community leagues, and residents.
     
     Before committing, I would require a full review of field conditions, environmental assessments, costs, funding sources, and Board of Education priorities,  alongside broad community engagement. My approach is clear: decisions of this scale must be guided by data, fiscal responsibility, environmental stewardship, and equity. I will not prejudge the outcome, but I will ensure any decision strengthens education while protecting the long-term integrity of Liberty State Park.
     
7. Would you be open to exploring if new developments can build new schools with on-site, multi-use outdoor fields for team sports and recreation?
   • Yes
   • No
     
     Yes, I am open to exploring this. In a dense city, integrating schools with athletic fields into new developments can maximize land use, expand opportunities for youth and seniors, and reduce inequities in access to safe recreation. However, it must be guided by clear policies, financing mechanisms, partnerships, and long-term maintenance plans, so that facilities remain accessible to students during the day and the wider community after hours. With thoughtful planning, these projects can strengthen neighborhoods and ensure that growth delivers lasting educational and recreational benefits. 
     
8. Would you support the city using new developments as an opportunity to fund or build adjacent public pedestrian plazas or parks?
   • Yes
   • No
     
     Yes, I am open to exploring this. In a dense city where land is limited and budgets are constrained, leveraging private investment for public plazas or parks can expand access to open space, improve walkability, and strengthen community identity. When integrated with sidewalks, bike lanes, and transit, these spaces can also enhance both mobility and recreation.
     
     That said, success depends on strong safeguards. We must ensure long-term maintenance, security, and programming, backed by clear design standards and equitable distribution, so that benefits reach the neighborhoods most in need. Before moving forward, I would require site data, cost analysis, governance models, and robust community input. When done right, developer-supported plazas and parks can be valuable public assets; when done poorly, they risk becoming cosmetic projects with little real benefit.
     
9. What plans do you have to increase the city’s tree canopy to reduce the urban heat island effect? 
   
   I will commit to doubling Jersey City’s tree canopy, not only for climate resilience but also to knit together a city of opportunity. Projects like the Bergen Arches Greenway and the 6th Street Embankment can transform divided corridors into connected parks that link homes, schools, healthcare facilities, and recreational areas. Trees, shade, and open space must be part of a broader promise: that every neighborhood becomes healthier, safer, and more livable.
   
10. What would be your top priorities for the creation of more passive outdoor park space and active outdoor recreational facilities? 
    
    My priorities are to expand both passive and active spaces as part of a complete community vision. That means modernizing recreation centers and athletic fields, developing Skyway Park, ensuring new plazas include shade, seating, and accessibility, and opening the 6th Street Embankment and Bergen Arches as transformative greenways. At the same time, we must integrate these spaces with schools, housing, healthcare, and transit so they serve residents’ daily lives. I will pursue these priorities with data, transparency, and fiscal responsibility to deliver long-lasting, equitable benefits.