This bill requires all public transit bus operators in New Jersey (including state agencies like NJ Transit and local municipalities) to purchase only electric-powered buses for new fleet replacements. Starting in 2030, at least 25% of new buses must be electric, increasing to 100% by 2035. Public entities must begin transition planning in 2025, including staff training, facility retrofits, and reporting on costs and service impacts. The bill also appropriates $82 million annually to support this transition.
This bill establishes the "Enhanced Transit Village Program" to support municipalities in developing walkable, mixed-use communities centered around public transit hubs. It targets distressed municipalities (score 50+ on revitalization index) already designated as "transit villages" by the Department of Transportation. Key provisions include requiring 50+ housing units per acre within 1/4 mile of transit and 25+ units per acre beyond that, alongside technical assistance for zoning changes, infrastructure upgrades, and promoting pedestrian/bike access. The program, administered by the Office of Planning Advocacy (Department of State) and DOT, is funded with $25 million in state appropriations.
This bill requires new affordable housing developments (10+ units or 4+ stories) to meet minimum green building standards, such as LEED Silver certification, and conduct specific impact studies. Developers must submit traffic, school, stormwater, and carbon impact reports (for projects clearing over one acre) to local municipalities before construction. It applies only to new projects, not those with applications submitted before the bill's effective date. The law directs the Community Affairs Commissioner to create implementing rules within eight months of enactment.
This bill (S 189) amends New Jersey law to allow the state's Transportation Research Bureau to award research contracts to private colleges/universities and other eligible entities (like non-profits), not just public institutions. It requires the bureau to determine if such contracts serve the public interest and follow standard public bidding rules. The bill also mandates that all research funded under these contracts must consider transportation needs of residents with disabilities. It defines "entities" to include non-profits but excludes municipal planning organizations. The bill does not create new funding but changes how research contracts are awarded for transportation projects.
This bill extends personal injury protection (PIP) benefits to people injured while riding bicycles, low-speed electric bicycles, or low-speed electric scooters in traffic accidents. It requires law enforcement to file crash reports for incidents involving these vehicles, which was previously not mandated. Previously, PIP coverage for injuries typically applied only to pedestrians or automobile occupants, but this change explicitly includes micro-mobility users. The law directly affects New Jersey residents operating these vehicles who are involved in accidents, ensuring they can access medical and income-loss benefits without needing to prove fault.
This bill establishes the New Jersey Transit Office of Customer Advocate and a Rider Advocacy Commission to directly represent transit riders' interests. The Rider Advocacy Commission (appointed by the Governor, Senate President, and Assembly Speaker) will appoint a Rider Advocate who reports independently to the commission, not to NJ Transit or the Transportation Department. Key provisions require NJ Transit to immediately share documents about proposed fare increases, service cuts, expansions, or major spending with the Office, which must analyze impacts and report to the Governor, Legislature, and NJ Transit's board. The Office will also gather customer feedback through public meetings and online channels to inform decision-makers. This directly affects NJ Transit riders by creating a formal, independent channel to influence service and fare decisions.
S 2143 requires New Jersey's Department of Transportation (DOT) to hire an independent engineer to review transportation projects when a safety dispute arises between the DOT and the contractor working on the project. The independent engineer, defined as a qualified professional not affiliated with the DOT or contractor, must investigate safety concerns raised by either party and assess the project for other potential safety risks. This law directly affects DOT and contractors involved in state transportation projects (including highways and public transit) where safety disagreements occur. The bill mandates this review process to ensure impartial safety evaluations before disputes escalate. It takes effect immediately upon enactment.
