JACKSON: NJ Transit needs to change tracks
If you have used NJ Transit (NJT), you have likely been exposed to its charms — which range from seemingly random delays and inconsistent service to ancient cars.
Perhaps you took advantage of the "transit fare holiday" at the end of August, which was a show of "sincere appreciation" for their customers during "a period when the service has not consistently met their expectations or our own."
Perhaps you noticed increasing prices when purchasing your NJT ticket to New York Penn Station. Maybe you are wondering why NJT is increasing prices while you still suffer delays on your commute in the practically ancient Arrow III cars.
I have always enjoyed taking trains as a mode of transportation. Having spent last spring abroad, I was able to experience more effective public transportation across Europe.
I was consistently surprised by how affordable it was to take the train from one region to another, with a ride from Paris to Normandy usually costing just twenty-one euros, covering 120 miles in two hours.
It was not just the universality of high-speed rail, which I found baffling in these train systems, but also how many people used them, how consistent and on-time the trains were, and how clean the cars always were. I am not arguing that European rail systems are perfect, but instead hoping to highlight the operation and usage differences I experienced abroad.
After returning to New Jersey and using our public train system, I was quickly reminded of how irritating and problematic an inefficient train network can be for its riders. In July 2024, NJT enacted a 15 percent increase in fares, which has been called a "bad transit policy" by public transit advocates.
I witnessed and felt the reality of this price hike throughout the end of the summer as my normal route from Princeton Junction to New York Penn Station jumped from $16 to $18.40. Though this two-dollar difference may not seem like much, it is still a step in the wrong direction, dissuading the use of public transportation.
The obvious questions are: why did NJT pass this fare hike? How is this money going to be used? What is wrong with NJT?
According to members of the NJT board, several factors, including "low ridership since the pandemic," have contributed to an increasingly fraught financial situation for NJT, culminating in a "massive funding deficit." The only alternative, in the words of the board members, was "cutting services."
The Regional Plan Association (RPA), which is a non-profit dedicated to improving economic health, environmental resiliency and equity, cites that, though NJT is the "biggest statewide public-transit system" in the country, it "does not have a dedicated, consistent source of operating funding." NJT's funding comes from a mix of sources, including rider's ticket costs as well as various federal and state funds.
Yet, as NJT is aware, they are facing a $100 million gap in funding for this coming fiscal year and an even more concerning and dangerous $1 billion gap for the 2026 fiscal year. While RPA argues the 15 percent fare hike will allow NJT to scrape by the coming funding gap, it will not even begin to cover the $1 billion gap looming on the horizon. This is certainly a problem, but it is not being ignored.
This past July, a Corporate Transit Fee, proposed by Gov. Phil Murphy (D-NJ), took effect. Corporations with a profit of more than $10 million will be taxed at 2.5 percent, which will be used to support NJT. The Corporate Transit Fee is projected to accumulate approximately $1 billion. While this fee will no doubt help ease the financial stress on NJT, it still fails to address some of the deeply rooted factors contributing to its struggle.
The elephant in the room is the reliance and domination of cars. While New Jersey has received applause for lower rates of car dependence amongst states in the U.S., 78 percent of residents still commute by car to work. While it may not seem like it, cars are expensive to us as taxpayers and users.
NJ Department of Transportation's projected $833 million budget for 2025 is largely devoted to maintaining and repairing roadways. At the same time, cars are a continuous expense: in addition to purchasing them, there are gas costs, insurance, repairs and more. This highlights the inequity of private transportation, exacting exorbitant prices both indirectly and directly.
Yet, public transportation does not align with the American spirit of individualism that allows cars to thrive. As the climate crisis looms ever closer, we must rethink our car dependency. Transportation is responsible for more than a fifth of the world's greenhouse gas emissions, meaning a switch to a more environmentally friendly mode of travel is crucial.
Public transportation has been described as "one of the best, most cost-effective solutions" to mitigating the impending climate crisis. Yes, NJT has many faults and struggles, including rising prices in the foreseeable future, but it is still worth using. If ridership increases, more demands can be made to make NJT sustainable.
Kate Jackson is a senior in the School of Arts and Sciences majoring in history and minoring in critical intelligence studies. Her column, "Writer's Block," runs on alternate Thursdays.
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