Jersey City Community Violence Needs Assessment
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Housing Diversity and Affordability in New
HOUSING DIVERSITY AND AFFORDABILITY IN NEW JERSEY’S TRANSIT VILLAGES By Dorothy Morallos Mabel Smith Honors Thesis Douglass College Rutgers, The State University of New Jersey April 11, 2006 Written under the direction of Professor Jan S. Wells Alan M. Voorhees Transportation Center Edward J. Bloustein School of Planning and Public Policy ABSTRACT New Jersey’s Transit Village Initiative is a major policy initiative, administered by the New Jersey Department of Transportation that promotes the concept of transit oriented development (TOD) by revitalizing communities and promoting residential and commercial growth around transit centers. Several studies have been done on TODs, but little research has been conducted on the effects it has on housing diversity and affordability within transit areas. This research will therefore evaluate the affordable housing situation in relation to TODs in within a statewide context through the New Jersey Transit Village Initiative. Data on the affordable housing stock of 16 New Jersey Transit Villages were gathered for this research. Using Geographic Information Systems Software (GIS), the locations of these affordable housing sites were mapped and plotted over existing pedestrian shed maps of each Transit Village. Evaluations of each designated Transit Village’s efforts to encourage or incorporate inclusionary housing were based on the location and availability of affordable developments, as well as the demographic character of each participating municipality. Overall, findings showed that affordable housing remains low amongst all the designated villages. However, new rules set forth by the Council on Affordable Housing (COAH) may soon change these results and the overall affordable housing stock within the whole state. -
NJNAHRO News REDEVELOPMENT OFFICIALS
NEW JERSEY CHAPTER OF THE NATIONAL ASSOCIATION OF HOUSING & NJNAHRO News REDEVELOPMENT OFFICIALS Volume 2, Issue 1 September 2012 Special points of interest: HUD Funding • Pg. 3 Madison HA wins award “DOING MORE WITH LESS” • Pg. 4 President’s Perspective The mantra of the federal Are the public housing pro- to deal with these reductions government to public housing gram and Housing Choice through one-shot budget gim- • Pg. 5 Summit Housing Authority authorities, for more than a Voucher programs failures and micks such as the “subsidy in the News decade, is that you “must do in need of elimination? In re- allocation adjustment.” Once • Pg. 6 Boonton Ceremony more with less.” Historically, cent years, Congress has not these one-shot gimmicks are funding for federal housing been providing adequate fund- exhausted, public housing op- • Pg. 7 Marion Sally Retires programs has been cyclical. ing for these programs which is erating subsidy will be at an all • Pg. 8 Middletown Housing Unfortunately, the industry has resulting in cuts in services and -time low which will lead to Authority-Energy Efficient been in a historically low fund- deferred maintenance. It ap- further cuts in staff, service ing cycle for an unusually long pears that the federal govern- and maintenance. • Pg. 9 2012 Scholarship Recipients period of time. It appears that ment cannot figure out whether While public housing au- • Pg. 10 Newark ED Testifies this pattern is part of an overall or not it wants to be in the sub- thorities continue to do more attempt to downsize and/or sidized housing business. -
I. Goals and Objectives Ii. Land Use Plan
I. GOALS AND OBJECTIVES GOALS ........................................................................................................................................................ I-2 OBJECTIVES .............................................................................................................................................. I-3 Land Use ................................................................................................................................................. I-3 Housing.................................................................................................................................................... I-7 Circulation ................................................................................................................................................ I-8 Economic Development ......................................................................................................................... I-10 Utilities ................................................................................................................................................... I-11 Conservation ......................................................................................................................................... I-12 Community Facilities ............................................................................................................................. I-13 Parks and Recreation ........................................................................................................................... -
Campus Parking Updates for 20-21
Campus Parking Updates for 20-21 Welcome back to campus and the 2020 fall semester. In light of the many changes the COVID-19 virus has forced us to address as a community, we are instituting several parking and transportation alterations exclusively for the 20-21 Academic Year: The daily Gothic Card rate for parking in the GSUB/Lot 1 has been reduced to $4. Only faculty, staff, and students have access to Gothic Card accounts. Visitors will continue to pay the daily cash rate of $10. For instructions on how to use Gothic Card funds, click here. Faculty and staff are encouraged to park in the GSUB/Lot 1 due to a reduction in shuttle services between West Campus and Main Campus.. Shuttle services will be focused predominantly on transporting students living in the West Campus Village. Lot 6 will remain open and free through the fall semester but is currently scheduled to come off-line for construction in January of 2021. West Side Avenue Light Rail Station Offers Daily Public Parking The West Side Avenue Light Rail Station will offer public parking at $2.30 per day. Monthly passes can be purchased for $46. Apply today. Carpooling, Vanpooling, Cost-Saving Opportunities and More The Hudson County Transportation Management Association (TMA) manages an effective carpooling service. Additionally, the Hudson TMA offers information that can ease the burdens of commuting—and save you money! Learn more about the TMA programs. The West Side Avenue Light Rail Service is Back in Operation Construction on three of the Hudson-Bergen Light Rail Stations in the Bergen-Lafayette and Greenville neighborhoods was completed late in the spring of 2020. -
Chapter 19 Environmental Justice
Chapter 19 Environmental Justice 19.1 INTRODUCTION This chapter considers whether minority populations and/or low-income populations would experience disproportionately adverse impacts from the proposed Project. It also discusses the public outreach efforts undertaken to inform and involve minority and low-income populations within the study area. 19.2 METHODOLOGY In accordance with Federal Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations (February 11, 1994), this environmental justice analysis identifies and addresses any disproportionate and adverse impacts on minority and low-income populations that lie within the study area for the proposed Project. Executive Order 12898 also requires federal agencies to work to ensure greater public participation in the decision-making process. This environmental justice analysis was prepared to comply with the guidance and methodologies set forth in the DOT’s Final Environmental Justice Order (DOT 2012), FTA’s environmental justice guidance (FTA 2012), and the federal Council on Environmental Quality’s (CEQ) environmental justice guidance (CEQ 1997). Consistent with those documents, this analysis involved the following basic steps: 1. Select a geographic analysis area based on where the proposed Project components may cause impacts; 2. Obtain and analyze relevant race, ethnicity, income and poverty data in the study area to determine where minority and low-income communities, if any, are located; 3. Identify the potential of the Build Alternative to adversely impact minority and low-income populations; 4. Evaluate the potential of the Build Alternative to adversely affect minority and low-income populations relative to the effects on non-minority and non-low-income populations to determine whether the Build Alternative would result in any disproportionately high and adverse effects on minority or low-income populations; 5. -
TR-2933 Street Scale Modeling of Storm Surge Inundation Along The
TR-2933 Street Scale Modeling of Storm Surge Inundation along the New Jersey Hudson River Waterfront Alan Blumberg, Thomas Herrington, Larry Yin, and Nickitas Georgas Davidson Laboratory Technical Report TR-2933 Stevens Institute of Technology Hoboken, NJ October 2014 1 TR-2933 Executive Summary A new, high-resolution, hydrodynamic model that encompasses the urban coastal waters and coastal flood plain of New Jersey along the Hudson River waterfront opposite New York City has been developed and validated. 3.1m model grid resolution combined with high-resolution LiDAR elevation datasets permit a street by street focus to inundation modeling. The waterfront inundation model (NJWIM) is a sECOM model application, nested into a larger New York Bight sECOM model (NYHOPS), itself nested to an even larger Northwest Atlantic sECOM model (SNAP). Robust wetting and drying of land in the model physics provides for the dynamic prediction of flood elevations and velocities across land features during inundation events. NJWIM was forced by water levels from the NYHOPS hindcast of Hurricane Sandy. The hindcast utilized Sandy over ocean wind field and atmospheric pressure data, offshore wave and tidal boundary forcing, atmospheric heat fluxes, and interior streamflow data. Validation against 56 water marks and 16 edgemarks provided via the USGS and through an extensive crowd sourcing effort consisting of photographs, videos and personal stories shows that the model is capable of computing overland water elevations quite accurately. The correlation coefficient (R2) between the water mark observations and the model results is 0.92. The standard deviation of the residual error is 0.07 m. The simulated water levels at 78% of the data measurement locations have less than 20% error. -
Jersey City Healthy Corner Store Toolkit
Jersey City Healthy Corner Store Toolkit 1 February 2018 This toolkit was prepared by De’Sean Weber, with input from the Food and Nutrition Division of the Jersey City Department of Health and Human Services, community leaders, corner store owners, customers, the Food Trust and healthy corner store advocates nationwide. De’Sean Weber is an Emerson National Hunger Fellow with the Congressional Hunger Center. For more information contact him at [email protected]. 2 Contents Executive Summary ......................................................................................................................... 5 Key Findings .................................................................................................................................... 5 Introduction ......................................................................................................................................... 6 About this Toolkit ............................................................................................................................. 6 Overview of Jersey City ................................................................................................................... 7 Food Deserts in Jersey City ............................................................................................................ 8 Health Risks Associated with Lack of Food Access and Poor Nutrition in Jersey City ................. 10 What are Corner Stores? ............................................................................................................. -
2. EXISTING CONDITIONS 2.1 History of Circulation in Jersey City 2.2
Jersey City Master Plan / Circulation Element 2. EXISTING CONDITIONS As part of the background work in developing this Circulation Element, a detailed assessment of the history of circulation in Jersey City and an inventory of the baseline conditions of the City’s transportation system were prepared. 2.1 History of Circulation in Jersey City Photo Source: Jersey City Division of City Planning Strategically located on the Hudson River and with easy access to Upper New York Bay, the City of Jersey City was an important center for shipping and maritime activity during the peak of the industrial revolution of the early nineteenth century. This status was reinforced when the Morris Canal was completed at Jersey City in 1836, giving the City shared direct linkage with the Delaware River at Phillipsburg and with important inland points, such as Newark and Paterson. Jersey City continued to serve as a transit point between Upper New York Bay and inland points to the west, but as the industrial revolution progressed, new technologies enabled the development of newer, more efficient forms of transport than canals. Consequently, railroads followed and terminals were constructed along the Hudson River waterfront and other points in the City. One example is the historic Central Railroad of New Jersey Terminal, which originally opened in 1864 and is located in what is now Liberty State Park. With terminals located on the Hudson River, it was not long before ideas about a rail linkage to New York City began to evolve. This led to the construction of what is now known as the Port Authority Trans-Hudson (PATH) train, which commenced operations in 1907 after many arduous years of tunneling under the Hudson River. -
Enos Jones Redevelopment Plan
ENOS JONES REDEVELOPMENT PLAN Enacted by: Ordinance 18-011 at the March 14, 2018 Jersey City Council Meeting Proposed for first reading at the City Council February 14, 2018 meeting 1. INTRODUCTION On, June 14, 2017, the Jersey City Municipal Council adopted a resolution declaring the Brunswick Triangle Study Area 2 as an area in need of rehabilitation. While the study area was known and referred to as the Brunswick Triangle, the redevelopment plan is renamed the Enos Jones Redevelopment Plan. This redevelopment plan focuses on historically industrial neighborhood adjacent to the New Jersey Turnpike, Enos Jones Park, in the western part of downtown Jersey City. The area includes 64 parcels equaling approximately 13 acres, 6 of which are Enos Jones Park. Development in this western portion of downtown Jersey City has come a slower rate than along the waterfront or within designated historic districts. The land today remains mostly improved with buildings that are over 50 years old and industrial/commercial warehousing in use in need of substantial repair. However, the population increase has created a demand for more residential uses, and the former industrial, commercial warehouse uses are obsolete and deleterious on lots adjacent to residential and public open space. The redevelopment plan area is on land created by the drying and filling of the Mill Creek, beginning in 1837, finished approximately by 1890, to allow for the construction of the New Jersey Railroad (later known as the Pennsylvania Railroad). The Mill Creek was a tidal creek that ran through marshlands separating Harsimus Cove from the rest of Bergen. -
The Ecological Origins of Economic
The Ecological Origins of Economic and Political Systems Stephen Haber, Roy Elis, and Jordan Horrillo First Draft: April 12, 2012 This Draft: April 22, 2021 Abstract: Why do democracy and prosperity go hand in hand, and cluster geographically? Why has that pattern emerged only over the past two centuries? We take an approach to answering these questions that is commonly employed in the physical sciences, as well as in some fields of empirical macroeconomics, in that we focus on the exogenous factors that pushed a system toward different equilibrium paths of development. We discover that a vector of factor endowments that were binding constraints on the production, storage, and transport of calorie-dense foods during the period 1500-1800 explain roughly two-thirds of the variance in per capita GDP today; explain progressively less of the variance in levels of economic development (as measured by urbanization ratios) as we go back in time from 2000 to 1800; and explain almost none of the variance in 1700, 1600, and 1500. We obtain materially similar results when we substitute the level of democratic consolidation as the dependent variable. We offer an ecological theory to explain the mechanics by which the factor endowments of the period 1500-1800 conditioned paths of development in the period since 1800. The key insight is that local factor endowments related to how human beings could solve the great challenge they all faced—insuring against starvation —conditioned their pre- 1800 forms of social organization. Those forms of social organization then conditioned how they could respond to the next great challenge they all faced, absorbing rapidly a set of mutually- reinforcing and mutually-dependent legal, financial, governance, educational, transport, production, communication, and warfare technologies that underpinned modern economic growth and the consolidation of democracy. -
Jersey City School District
Jersey City School Travel Plan Improving Jersey City Streets for active travel to school. July 2019 1 2 Contents Introduction Data & Maps Defining School Zones 3 - What is Safe Routes to School? 27 - Priority Area 52 - Through Infrastructure Improvements 3 - What is a School Travel Plan? 28 - Schools & Locations 56 - Through Behavioral Changes 4 - Safe Routes to School and Vision Zero 30 - Crash Data 5 - About the Project 1 6 - Working Groups and Partnerships 4 7 Municipal Description Walking & Biking - Barriers and Opportunities Recommended Actions (the 5 “E’s”) 7 - Demographic Profile 31 - Walkability Audits 61 - Engineering 9 - Health Profile 71 - Education 13 - Related Existing Groups 72 - Encouragement 14 - Crossing Guards 73 - Enforcement 2 8 74 - Evaluation 16 - Related Existing Municipal Policies 5 17 - Related Plans and Studies About the Jersey City School District Outreach and Public Engagement Opportunities 18 - Demographics 49 - Stakeholder Meetings 75 - Municipal Policy 19 - Travel Mode 49 - I Love JC Public Schools Festival 77 - School District Policy 21 - Existing Policies 50 - School Administration Feedback 79 - Funding Opportunities 3 22 - Existing Programs 6 9 81 - Sustainable Jersey Action Background The Process Results and Next Steps i Table of Figures 7 - Figure 1: 2010 - 2015 Jersey City Residents Under 18 7 - Figure 2: Jersey City Race and Ethnicity 2015 8 - Figure 3: Median Gross Rent from 2008-2014 8 - Figure 4: Median Household Income 2015 8 - Figure 5: Language Spoken at Home 8 - Figure 6: Transportation to Work -
A Vision for Smart Transit in Jersey City Application to Smart City Challenge
CITY OF JERSEY CITY A Vision for Smart Transit in Jersey City Application to Smart City Challenge 2/4/2016 City of Jersey City Smart Cities Application Page 2 1. Define your vision for your Smart City. Describe your city’s challenges and how the proposed elements of this proposed project can be used to address those challenges. The vision should define your approach for implementing and operating the demonstration project, including your program management approach. Jersey City Challenges Unprecedented expansion Beginning in the late 1980s, Jersey City began a process of redevelopment which would reverse its decades-long decline and bring the City on a path to sustained growth. Development along the Hudson River waterfront led to the development of the “Wall Street West” financial district, one of the largest centers of banking and finance in the nation. This economic revitalization has accelerated in recent years. Jersey City is now set to become the most populous city in New Jersey within two years, and the second-most populous city in New York metropolitan area. Since 2000, the city has experienced a population growth of approximately 17,000 residents. Outdated infrastructure The City must deal with outdated infrastructure and governance dating from a prior era. Much of the City’s physical infrastructure, such as its sewers, roads, and traffic system, are relics from an older, industrial area. The City enjoys the second-highest rate of public transport utilization in the United States, and a street grid which emphasizes walkability. As the city and the region continue to grow, traffic congestion will become increasingly severe.