This bill requires New Jersey Transit (NJT) and county transit agencies to provide a free one-time transit pass to individuals seeking to access One Stop Career Centers. The pass covers up to three round-trips and is available upon application. It directly affects job seekers who rely on public transit to reach these career centers for workforce services. The application process must be developed within six months, with counties encouraged to align with NJT's process. The law takes effect immediately upon passage.
This bill repeals a 2.5% surtax (the "Corporate Transit Fee") that applied to certain corporations with over $10 million in New Jersey taxable income during specified periods. It directly affects large corporations paying the Corporation Business Tax (CBT) that met this income threshold, eliminating an additional fee they previously owed. The fee, which was imposed alongside regular CBT payments, funded New Jersey Transit operations and capital projects starting in fiscal year 2026. The repeal takes effect immediately upon enactment, removing this requirement for all future privilege periods.
This bill requires New Jersey's Department of Transportation (DOT) to create a program installing adaptive traffic signal technology at state-maintained intersections that meet a new traffic threshold. The threshold, based on traffic volume and speed, will determine which intersections qualify for the technology during routine signal maintenance, repairs, or replacements. The program must prioritize reducing traffic delays, lowering air pollution, and enabling smoother traffic flow while ensuring pedestrian safety and financial feasibility. It directly affects DOT operations and drivers/pedestrians at qualifying intersections statewide.
This bill requires a mandatory 3-year prison sentence with no parole eligibility for drivers who leave the scene of a motor vehicle accident causing serious bodily injury. It directly affects drivers convicted of leaving accident scenes under New Jersey law (specifically amending N.J.S.2C:12-1.1). The key provision eliminates judicial discretion for third-degree offenses in these cases, mandating a minimum 3-year term and prohibiting suspended sentences or parole. The bill also clarifies that this conviction does not merge with separate assault charges, requiring consecutive sentences for multiple offenses.
This bill (S 54) amends New Jersey's driver's license examination requirements, not penalties for unlicensed drivers as the title suggests. It requires the Motor Vehicle Commission to add 20% more questions to the written test, focusing solely on alcohol/drug safety impacts (developed with the Department of Health), and to create new manual supplements covering these topics. The bill also mandates adding up to 20 additional questions about aggressive driving dangers (e.g., erratic lane changes, tailgating) for young drivers, after consulting traffic safety officials. It does not change penalties for unlicensed driving but modifies testing procedures for new license applicants. The bill was introduced to the Senate Law and Public Safety Committee on January 13, 2026.
New Jersey bill S 1917 requires the state’s Transportation Commissioner and Highway Traffic Safety Director to annually update public awareness campaigns and use variable message signs at least once yearly. The campaigns must inform motorists about their duty to change lanes or reduce speed when approaching pedestrians, bicycles, or personal conveyances (like scooters), as specified in existing law (C.39:4-92.4). The bill mandates that these materials cover the importance of compliance, risks of non-compliance, and associated penalties. It directly affects all drivers in New Jersey through updated public safety messaging. The bill amends prior statutes (P.L.2017, c.358 and P.L.2019, c.370) to expand awareness beyond emergency vehicles to include vulnerable road users.
This bill requires New Jersey's Department of Transportation (DOT) to study whether the state's public roads, bridges, and highways can safely handle the heavier weight of electric vehicles (including plug-in hybrids). Within six months, the DOT must examine each highway, rank them from least to most capable of accommodating EV weight, and recommend improvements. The study's findings will guide the prioritization of highway projects in the state's annual transportation plan, and project sponsors must certify that funded projects will enable highways to support EV weight. This directly affects highway planning and infrastructure funding decisions, with no immediate cost or service changes for drivers.
This bill requires operators of casino shuttles, charter buses, and special tour buses (but not NJ Transit services) to unload passengers only at pre-planned stops documented in schedules, tickets, or receipts. Operators must carry this documentation while driving and cannot stop elsewhere for unloading, except during emergencies if they contact emergency services immediately. Violations carry a $1,000 penalty per offense, with possible vehicle confiscation for repeat violations. The law aims to ensure predictable drop-off points for passengers on non-regular-route bus services.
New Jersey's S 2285 requires large warehouse operators (those with over 50,000 sq. ft. of operations in facilities exceeding 100,000 sq. ft.) to reduce air pollution from their truck traffic and operations. Starting 36 months after the law takes effect, these operators must implement a department-approved plan earning "air pollution reduction points" through specific actions like purchasing zero-emission trucks, installing solar power, or funding air filtration systems near schools. Points are calculated based on previous truck traffic, with a phased approach where the required points decrease in the first four years. Operators can use a standard plan template or create a custom plan, with an option to pay $1,000 annually into an electric vehicle fund instead of meeting points. The Department of Environmental Protection must develop the program rules within 24 months.
This bill requires New Jersey's Motor Vehicle Commission (MVC) to authorize third-party vendors - such as private driving schools, employers, or local government agencies - to administer both knowledge and skills tests for commercial driver licenses (CDLs). It directly affects CDL applicants, who will have more testing options, and vendors seeking to provide these services. Key provisions include removing the MVC's prior ability to limit the number of authorized vendors, capping third-party skills test fees at the state's actual cost, and clarifying that vendor authorization no longer depends on an unimplemented 2017 pilot program. The law takes immediate effect.
