City Council Survey (District 1): Jin "PJ" Kim

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Political Party:
Democratic Party



Candidate Submitted Biography:

My name is PJ Kim and I am running for New York City Council to represent District 1, which encompasses all of Lower Manhattan, including: Chinatown, Tribeca, SoHo, Little Italy, Battery Park City, City Hall, the Financial District and parts of the Lower East Side and Greenwich Village.

I live in the Financial District in the Greenwich Street South neighborhood and served for 2 years on Community Board 1 (Lower Manhattan), with assignments on the Quality of Life Committee and the World Trade Center Redevelopment Committee. I see firsthand that our neighborhoods are the fastest growing residential areas in New York City. But I also see that government services and local politics have not kept pace with the speed and direction of these tremendous changes. I’m running because I believe the City Council needs a dose of progressive professionalism.

The residents and businesses of Lower Manhattan are suffering during this economic downturn. I offer new ideas, energy, and leadership to bring our diverse community together to make Lower Manhattan a more livable place for both long-time and new residents.

Leading a planning session for NYC SingleStop.
I will fight to improve access to crucial social services, invest in public education so that we have the best teachers in less crowded classrooms, expand our economic base by focusing on our competitive advantages, protect affordable housing, and ensure that our public transit is world class and adequately funded. I will work hard every day to ensure that government services in Lower Manhattan serve the families in our growing neighborhoods and that City Hall promotes innovative policies so that all New Yorkers can be confident about our shared future.

I am a first generation immigrant from South Korea. My parents and I moved to the US and first lived in Louisiana and Tennessee. My parents were graduate students so they only earned $500 a month for 5 years. We lived in subsidized student housing and I ate free school breakfast and lunch. Even at a young age, I knew our poverty was only temporary because my parents’ education would lead to better opportunities for our family. But I also knew that many of my classmates and friends were not so lucky and faced a less promising future. Personally experiencing income inequality and seeing its limiting effects on human potential was a formative experience that I’ve never forgotten. That’s why I’ve dedicated my professional career to social justice and expanding economic opportunity.

I was fortunate to receive generous financial aid so that I could attend Princeton, where I studied public policy, served as President of the Student Government, and eventually served as a Young Alumni Trustee. After graduation, I moved to New York City and worked at McKinsey as a management consultant, helping to improve the impact of businesses and nonprofit organizations, such as Teach for America, the National Foundation for Teaching Entrepreneurship, and Vote for America.

I left McKinsey to attend Harvard Business School and the Kennedy School of Government to earn a joint MBA/MPA degree. I turned down lucrative job offers and returned to New York to enlist my passion for social justice, experience working in business, and belief in good government, to fight poverty and expand economic opportunity for all New Yorkers.

I have spent the past few years helping to start and lead nonprofit anti-poverty programs that have helped tens of thousands of low income residents in New York City and across the country to access public and private assistance, move out of economic crisis, and begin to build assets.

Our team at FoodChange ran the largest free tax preparation campaign in the US, serving 43,000 low income New Yorkers with over $80 million in refunds.
As Director of Income Policy at FoodChange, now part of the Food Bank of New York, I helped forge innovative partnerships between corporations, labor unions, foundations, community organizations, and local government to deliver tangible results. I led 200 employees and 400 volunteers in 11 locations in all 5 boroughs so that 43,000 low income New Yorkers could stay out of poverty through almost $80 million in annual tax credits, and thousands of enrollments for subsidized health insurance, food stamps, free bank accounts, and free legal and financial counseling. As Vice President of Programs and part of the start-up team at SingleStop USA, I helped replicate this “one-stop-shop” model throughout New York City and in San Francisco, New Mexico, and Newark.

I am proud of my work to help families survive financial crisis and begin to build assets for their future because I believe that inequality of opportunity is a major threat to the future our country. But I realized that it was not enough for me to just address the symptoms of poverty as I began to see more formerly middle and working class New Yorkers needing assistance. And more distressingly, I did not see traditional local New York City politics producing enough innovative ideas or leaders equal to the immediate crisis.

I decided that running as a candidate this year was the best way I could energize the political process, offer new ideas, and create a sense of urgency to focus on the fundamental challenges that will shape New York City’s future. I hope you will join me. Because our new challenges demand new leadership.

City Council Survey (District 1): Jin "PJ" Kim

Question 1:
What is the most important transportation need in your district? As a Council Member, how would you work to address this need?

District 1 is the fastest growing residential community in all of New York City but public transit capacity and planning has not kept pace. To help raise the funds necessary for the MTA to improve its system, I support a new regional mobility tax so that riders who do not live in New York City but utilize its transit systems are also paying their fair share. As of today, MTA Riders pay an enormous percentage of the operating cost through fares—the highest such percentage in the country—while the percentage that regional and state sources provide is among the lowest. Our public transportation system desperately needs improvement, while the MTA is in need of funding for its operating budget. I support spreading this burden among all those who ride and benefit from the city’s transportation system. These additional revenues should increase the frequency and reach of bus lines and the availability of services on weekends and evenings of subway lines that serve our 24/7 residential community. I would also work to address pedestrian safety and traffic enforcement. Congestion, parking placard abuse, and illegal vending that impedes access to sidewalks makes it difficult for pedestrians, particularly families with young children, to walk safely in Lower Manhattan.


Question 2:
The intersection of Bowery and E Houston Street is one of the most dangerous in your district, where 2 people died and 76 people were injured between 1995-2005 (NYS DOT). As a City Council member, what traffic enforcement policies or physical changes to the intersection infrastructure would you support to make this intersection safer for everyone who uses it (pedestrians, cyclists and drivers)?

Both streets are each 6 lanes across. The crosswalks are too long. The pedestrian island housing the stop lights are too small and insufficient to accommodate more than a few people if they can not walk fast enough to reach the other side. I would explore the idea of widening the pedestrian islands on both Bowery and East Houston, implementing protected bikelanes, and reducing the number of traffic lanes as well. A quick measure to increase safety would be to increase more rigorous enforcement of speeding cars. Transportation Alternative's own studies have shown that 70% of drivers speed on East Houston Street.


Question 3:
According to the New York State Department of Motor Vehicles' most currently available data, in 2007 speeding was a contributing factor in over 3,000 motor vehicle crashes in New York City. Furthermore, the same data showed that the top human contributing factor to the 264 fatal crashes in New York City during 2007 was also speeding. Given these figures, what measures, if any, do you support to redress this problem? Finally, do you believe that New York City’s current speed limits are safe?

Speeding drivers is an unfortunate fact of life in Lower Manhattan and throughout the city. This is dangerous for pedestrians, bicyclists, and for other drivers, and it needs to change. I intend to work to improve police enforcement of speed limits and the implementation of traffic calming measures. In many locations, speed limits may need to be lowered to accommodate the needs of non-drivers in a city where cars, bikers and pedestrians are inevitably in dangerous proximity next to one another because of congestion on the streets and on sidewalks.


Question 4:
The Department of Health and Mental Hygiene's website reports: "In New York City, obesity is epidemic: more than half of adult New Yorkers are overweight (34%) or obese (22%). Data show that obesity begins early in life: nearly half of all elementary school children and Head Start children are not a healthy weight. In New York City, 1 in 5 kindergarten students, and 1 in 4 Head Start children, is obese." Do you believe that increasing walking and biking in New York City would improve public health? If yes, how would you work to increase walking and biking in your district?

This is another great benefit of encouraging New Yorkers to use modes of transportation other than driving. Biking and walking are excellent ways for New Yorkers (and especially children) to stay healthy. A bike share program is one way to improve access to bikes and to encourage commuters to use them and I am supportive of efforts such as the Downtown Alliance's summer free Bike Sharing program. Designating protected bike lanes and ensuring adequate indoor bike storage and outdoor bike racks are other ways to encourage biking. To encourage walking, I think we can do more to widen sidewalks and discourage illegal vending that makes many of our downtown sidewalks difficult to navigate. We should also focus on creating more open space and parks, particularly in Lower Manhattan and on the East River waterfront. As Hudson River Park has successfully shown, attractive public park space encourages walking and biking.


Question 5:
Road pricing, including such measures as non-stop tolling, fees based on vehicle miles travelled or entry into a highly congested zone, has been the source of much discussion in New York City and other major metropolitan areas. London famously uses a congestion charge to fund its transit system, Oregon recently piloted a program to replace the gas tax with a fee for miles driven and Seattle recently studied how road pricing could be introduced on a regional basis. Seattle's study, “Traffic Choices Study" (http://psrc.org/projects/trafficchoices/index.htm), found that introducing new tolls on major corridors during peak traffic hours influenced drivers’ behavior and projected that a region-wide road pricing scheme could significantly reduce vehicular traffic congestion. Do you think that introducing a road pricing strategy would change New Yorkers’ travel choices? Do you think that this would be an effective way for the City to reduce backups on high-traffic roadways like the Brooklyn-Queens Expressway, the Gowanus Expressway or the Long Island Expressway? Finally, do you believe there are additional benefits in the surrounding neighborhoods which could be realized from the reduction of vehicular congestion on these routes?

Yes, a road pricing strategy would be effective in changing New Yorker’s travel choices and thereby helping to reduce congestion in Manhattan. Our current tolling system does not make sense. As "Gridlock" Sam Schwartz has pointed out, a truck heading from Brooklyn to New Jersey will be charged $60 to drive on expressways in Brooklyn and Staten Island and across the Verrazano Bridge but is charged nothing to drive on the streets of downtown Brooklyn, across the Manhattan Bridge, through Chinatown on Canal Street, then the West Village and Chelsea out the Lincoln Tunnel. I do think that road pricing has be done in a way that does not hurt small businesses who rely on deliveries and low income residents who must drive within and into the Central Business District. I do also believe that there are huge additional benefits associated with reducing traffic congestion neighborhoods in Lower Manhattan, such as better air quality, pedestrian safety, and potentially more funding for better public transit. i


Question 6:
Do you believe that reducing residential parking requirements as set forth within NYC zoning regulations would affect neighborhood traffic congestion, and if so, in what way?

I found the conclusion of Transportation Alternative's study on the effects of parking availability in Jackson Heights, Queens vs Park Slop, Brooklyn, very interesting. The study appeared to show that more parking availability led to higher incidences of people utilizing cars to drive to work and increasing congestion in the neighborhood. However, I believe Lower Manhattan has characteristics that are not comparable to Jackson Heights and Park Slope, primarily because it is rapidly growing residential community in a Central Business District with a large number of government employees who use, and sometimes abuse parking placards. I would support a study about Lower Manhattan's parking challenges and how to balance residential needs with the requirements of businesses and government.


Question 7:
The NYC Department of Transportation's Public Plaza Program, Pedestrian Street Program and Summer Streets events are intended to diversify the use of public space and provide more places for New Yorkers to recreate and socialize. Do you support the temporary or permanent repurposing of street space for pedestrians and cyclists?

I support these repurposing decisions when they are made with adequate community involvement, input, and notification. When done well, these repurposing can bring communities together. When done poorly or without proper process, it can unfortunately harm local businesses and anger local residents.


Question 8:
The City recently released plans for Bus Rapid Transit and expressed interest in bringing a bike share program to New York City. Do you think these new projects would enhance the city's transportation network? Please explain.

I believe both new projects will be a great help in improving and modernizing our transportation network. Bus Rapid Transit is an intelligently designed system that will help us to make our bus services more effective and more efficient. It has a proven track record in cities like Los Angeles, Vancouver, and Bogota and will make a difference in New York, where we have the slowest moving bus service in the country. A bike share program, meanwhile, would be an excellent way to encourage New Yorkers to ride bikes as much as possible. As mentioned earlier, I support the expansion of programs such as the Downtown Alliance's summer bike share program.


Submitted by PJKim2009 on Wed, 08/12/2009 - 17:41.
Submitted by PJKim2009 on Wed, 08/05/2009 - 18:52.
Submitted by PJKim2009 on Wed, 08/12/2009 - 17:41.