NJ Transit
The New Jersey Public Transportation Corporation, operating as NJ Transit, is a state-owned entity responsible for managing New Jersey's principal public transit network, which includes bus, commuter rail, and light rail services covering 5,325 square miles and extending into parts of New York and Pennsylvania.[1] Created under the Public Transportation Act of 1979 to consolidate and revitalize collapsing private carriers, NJ Transit has expanded to become the third-largest provider of bus, rail, and light rail transit in the United States, delivering more than 925,000 weekday trips via 263 bus routes, 12 commuter rail lines, and three light rail systems.[2][3] Essential for regional commuting to New York City and Philadelphia, the agency has achieved significant infrastructure investments and service restorations, such as reviving rail to Atlantic City, yet contends with chronic operational challenges including mechanical breakdowns, signal failures, and infrastructure constraints shared with Amtrak, resulting in elevated rates of delays and cancellations compared to peer systems.[4][5][6]History
Establishment and Early Expansion (1970s–1990s)
NJ Transit was established on July 17, 1979, through the Public Transportation Act of 1979, which created it as a state-owned public corporation separate from the New Jersey Department of Transportation to acquire, operate, and subsidize intrastate bus, rail, and other transit services amid the collapse of private operators burdened by financial losses and regulatory constraints.[2] The agency inherited responsibilities previously handled ad hoc by the state, focusing initially on stabilizing bus routes as private companies like Transport of New Jersey faced insolvency due to rising fuel costs and declining ridership in the post-1973 oil crisis era.[7] In its first year, NJ Transit expanded bus operations by acquiring Transport of New Jersey—the state's largest private bus operator—in January 1980 for approximately $32 million, primarily funded by the Port Authority of New York and New Jersey, along with the Newark City Subway system, thereby assuming control of key urban and suburban routes serving northern New Jersey and New York City commuters.[2] [8] Between 1981 and 1985, it further consolidated the sector by purchasing or subsidizing services from additional private firms, including the Somerset Bus Company and Atlantic City Transportation Company, which added coastal and central New Jersey routes to its network and prevented widespread service disruptions.[7] In 1984, NJ Transit formed its Mercer subsidiary to manage bus services in the Trenton area, enhancing regional coordination.[2] Rail operations commenced on January 1, 1983, when NJ Transit assumed commuter services from Conrail following federal mandates under the Northeast Rail Service Act, marking the first state-managed rail system in New Jersey and preventing the abandonment of lines serving over 50,000 daily passengers between Hoboken, Newark, and New York Penn Station.[9] Early enhancements included the introduction of Comet II railcars in 1983–1984 and the overhaul of Arrow II cars, alongside the modernization of electrification on the Morris & Essex Lines in 1984, which replaced aging 1920s-era equipment with new Arrow railcars to improve reliability and capacity.[9] The 1987 opening of the Meadows Maintenance Complex in Kearny centralized railcar servicing, supporting fleet expansion.[9] By the late 1980s, service extended to the Atlantic City Rail Line in 1989, linking Lindenwold to Atlantic City and restoring tourist and commuter access to South Jersey.[10] Into the 1990s, investments continued with ALP-46 electric locomotives in 1990 and Comet III cars in 1990–1991, boosting electrification and speeds on key corridors, while 1992 unification of bus, rail, and Mercer subsidiaries streamlined administration.[9] [2]Growth and Infrastructure Development (2000s–2010s)
During the 2000s, NJ Transit prioritized light rail development to address urban mobility needs in Hudson County and southern New Jersey, launching the Hudson-Bergen Light Rail (HBLR) system on April 15, 2000, with initial service between Newark Avenue in Jersey City and 34th Street in Bayonne.[11] Subsequent extensions expanded the network to 24 stations by 2006, including branches to Hoboken Terminal in 2002 and Tonnelle Avenue in 2005, enhancing connectivity to PATH and ferry services amid rising regional density.[12] HBLR ridership surged 48% from 2007 to the mid-2010s, reflecting demand for alternatives to congested highways like the New Jersey Turnpike.[13] Parallel to HBLR, the River Line light rail commenced operations on March 15, 2004, spanning 34 miles from Trenton to Camden along a rehabilitated freight corridor, with 20 stations serving Burlington, Mercer, and Camden counties.[14] This diesel multiple-unit line, costing approximately $1 billion in construction, integrated with NJ Transit buses and Atlantic City Rail Line at Pennsauken Transit Center, which opened in fiscal year 2014 to facilitate intermodal transfers.[15] Overall light rail ridership across NJ Transit systems grew 27% from 2007 onward, driven by these expansions and population shifts toward transit-accessible suburbs.[13] Commuter rail infrastructure saw incremental upgrades, including tens of thousands of new parking spaces at stations and $11 million invested in improvements at Newark Penn Station and Ridgewood by 2010, aimed at alleviating bottlenecks on lines to New York Penn Station.[16] A major proposed expansion, the Access to the Region's Core (ARC) tunnel, sought to add a second Hudson River crossing and deepen Manhattan platforms but was canceled on October 27, 2010, by Governor Chris Christie after costs escalated beyond the $8.7 billion estimate, with New Jersey facing potential overruns exceeding federal commitments of $3 billion.[17] The cancellation forfeited matching funds but averted deeper state fiscal exposure, as ARC's design lacked protections against unlimited cost growth borne by New Jersey taxpayers.[18] These efforts underscored NJ Transit's push for capacity amid pre-recession ridership peaks, though light rail bore the brunt of tangible growth while heavy rail ambitions faced budgetary realism.[19]Recent Challenges and Recovery Efforts (2020s)
The COVID-19 pandemic severely impacted NJ Transit operations starting in 2020, leading to a sharp decline in ridership that fell to approximately 20-30% of pre-pandemic levels during peak restrictions. By 2025, ridership had recovered to about 75-80% of 2019 figures, with some peak-period trips reaching or exceeding pre-COVID volumes, though overall fare revenue remained below pre-pandemic levels for nine consecutive years. NJ Transit maintained full weekday rail service throughout the crisis, but bus and light rail services faced reduced frequencies amid lower demand and safety protocols.[20][21][22] Post-pandemic reliability challenges persisted, with NJ Transit experiencing the highest rates of delays and cancellations among regional commuter rails; a 2025 analysis found it had roughly six times more significant disruptions than peers like Metro-North and Long Island Rail Road on most weekdays. Mechanical and equipment failures contributed to 1,646 train cancellations from June to August 2025 alone, marking the third-worst summer under Governor Phil Murphy. Light rail services also suffered, with nearly 100 trains canceled in one week in August 2025 on the heavily used Hudson-Bergen line. These issues stemmed from aging infrastructure, shared trackage with Amtrak prone to signal and power problems, and crew shortages.[5][23][24] Labor disputes exacerbated service disruptions, culminating in a three-day strike by approximately 450 locomotive engineers in May 2025 that halted rail operations and caused widespread commuting chaos. The walkout followed stalled negotiations over wages and working conditions, with engineers rejecting prior offers that included 3% annual increases through 2025; federal mediators intervened, leading to a tentative agreement with improved terms. Earlier threats of strikes in 2023 and 2024 highlighted ongoing tensions with unions representing rail workers.[25][26][27] Recovery initiatives included adding over 100 trains to schedules and improving rail on-time performance in fiscal year 2023 compared to 2019. NJ Transit pursued infrastructure upgrades through partnerships with Amtrak, such as signal and power system enhancements scheduled for 2025, and launched a resilience program to fortify systems against extreme weather. State investments addressed a projected $65.7 billion transportation infrastructure need from 2024-2030, including NJ Transit projects, while proposed fare hikes aimed to close budget gaps amid persistent fiscal pressures. Despite these efforts, on-time performance dashboards indicated ongoing variability, with summer 2025 metrics reflecting persistent mechanical vulnerabilities.[28][29][30]Governance and Funding
Organizational Structure and Leadership
New Jersey Transit Corporation, operating as NJ Transit, is structured as an independent public benefit corporation established under New Jersey state law to provide statewide public transportation services. It is governed by a Board of Directors responsible for setting policy, approving budgets, and overseeing major initiatives, with members appointed by the Governor and subject to Senate confirmation; the board typically includes private sector representatives, public officials, and the Governor's designee serving ex officio.[31] The board holds regular public meetings on the second Wednesday of each month from July 2025 through June 2026, as mandated by the state's Open Public Meetings Act, to deliberate on operational, financial, and capital matters.[32] The executive leadership is headed by the President and Chief Executive Officer (CEO), who manages day-to-day operations, including the delivery of bus, commuter rail, and light rail services serving over 1 million daily passengers at peak. Kris Kolluri, Esq., assumed the role of President and CEO on January 16, 2025, following the resignation of predecessor Kevin Corbett; appointed by Governor Phil Murphy, Kolluri previously served as CEO of the Gateway Development Commission, overseeing multibillion-dollar infrastructure projects like the Hudson Tunnel Project, and brings expertise in transportation policy from roles under former Governor Jon Corzine.[33][34] Under the CEO, the organization is divided into key functional areas such as transportation operations, capital planning, finance, human resources, and customer service, coordinated through a senior executive team to ensure integrated management across NJ Transit's multimodal network.[1] NJ Transit's structure emphasizes operational autonomy while aligning with state transportation goals, with subsidiary entities like NJ Transit Rail Operations, Inc., handling specific rail functions under the parent corporation's oversight. The NJ Transit Police Department operates semi-independently with its own command staff, led by Chief Christopher Trucillo, focusing on security across the system's 13,000 daily train and bus runs.[35] This framework supports NJ Transit's mission as the third-largest transit provider in the United States, accountable to both the board and state legislative oversight committees for performance and fiscal responsibility.[33]Revenue Sources, Subsidies, and Fiscal Pressures
NJ Transit's operating revenue primarily derives from passenger fares, which accounted for 27 percent of the fiscal year (FY) 2024 operating budget of $2.86 billion.[36] By FY 2026, fares were projected to constitute 31 percent, or approximately $980 million, of the $3.16 billion operating budget.[37] [38] Additional revenue streams include advertising, concessions, and parking fees, though these remain minor compared to fares.[39] Subsidies form the bulk of NJ Transit's funding, with state appropriations covering operating shortfalls and capital investments. In FY 2026, state funds allocated $767 million toward NJ Transit's capital program through the Transportation Trust Fund.[40] Federal aid has been substantial, including operating support averaging about $750 million annually in recent years from sources like COVID-19 relief under the American Rescue Plan, though such infusions are diminishing.[39] Capital subsidies include federal grants for infrastructure, such as $906 million allotted to NJ Transit in FY 2024 from Federal Transit Administration programs.[41] Unlike some peer agencies, NJ Transit lacks a dedicated, stable funding mechanism, relying instead on annual state budget allocations and variable federal grants, which exposes it to political and economic fluctuations.[42] Fiscal pressures have intensified due to structural deficits, incomplete post-pandemic ridership recovery, and the exhaustion of temporary federal relief. NJ Transit faced a $106.6 million operating gap in FY 2025, prompting fare increases of up to 15 percent approved in July 2024 to offset the depletion of COVID-era funds in its $3 billion budget.[43] [44] Projections indicate a $100 million shortfall for FY 2025 escalating to $1 billion in FY 2026 absent new state commitments or revenue measures, amid rising costs for labor, maintenance, and debt service on capital projects.[45] Agency leadership has expressed concern over potential loss of $300 million monthly in federal operating support, which could necessitate service reductions or further hikes.[46] These challenges stem from farebox recovery ratios historically below 50 percent—even pre-pandemic—requiring subsidies to bridge the gap between costs and self-generated income, compounded by infrastructure backlogs estimated in billions.[47]Operations
Bus Services
NJ Transit Bus Operations provides intrastate and interstate bus service throughout New Jersey, connecting communities to major employment centers in New York City via the Port Authority Bus Terminal, Philadelphia, and Atlantic City, among other destinations.[48] The network comprises 263 routes, delivering more than 925,000 weekday trips and serving as the largest statewide bus system in the United States by geographic coverage.[48] Routes are organized into northern, central, and southern divisions, with numbering systems reflecting regional focus: routes 1–99 for local service, 100–199 for northern interstate connections to New York, 300–399 for central New Jersey, and 400–500 for southern routes to Philadelphia and shore areas.[49] The bus fleet consists of approximately 2,800 vehicles maintained at 18 garages across the state, including 40-foot standard buses and 60-foot articulated models for high-capacity corridors.[50] Operations emphasize reliability, with on-time performance measured as arrivals within 6 minutes of schedule reaching 90.2% in September 2025.[51] Service includes express routes for commuters, local feeders in urban areas like Newark and Trenton, and seasonal shore lines, supported by real-time tracking via the NJ Transit app for estimated arrival times.[52] Fleet modernization efforts, accelerated since 2023, aim for full replacement of pre-2010 vehicles by 2031 to comply with EPA emissions standards and enhance passenger amenities.[53] In September 2025, the first of 175 new 40-foot New Flyer clean-diesel buses arrived, featuring Tier 4 engines, USB charging ports at every seat, LED interior lighting, and improved Wi-Fi connectivity; deliveries continue through June 2026.[50] Additional procurements include 208 articulated buses and 20 battery-electric models authorized in April 2025, alongside $507 million approved in September 2025 for 286 zero-emission and hybrid units to reduce maintenance costs and emissions.[54] These upgrades address prior reliability issues from aging infrastructure, with new models designed for lower fuel consumption and higher mean distance between failures.[55]Light Rail Operations
NJ Transit operates three light rail systems: the Hudson-Bergen Light Rail in Hudson County, the Newark Light Rail in Essex County, and the River LINE connecting Trenton to Camden.[56][57] These systems utilize a proof-of-payment fare collection method, with tickets available via the NJ Transit Mobile App, including daily passes.[58] The Hudson-Bergen Light Rail serves 24 stations over 15.9 miles, linking Bayonne, Jersey City, Hoboken, and other Hudson County municipalities, with trains running every 10 minutes from 5:00 a.m. to 1:00 a.m.[59][60][61] NJ Transit's contract for operation and maintenance of this system expires soon, with a new operator, the ACI-Herzog joint venture, approved to begin in September 2025 under a $1.5 billion agreement covering operations, maintenance, and facility upgrades.[62] The Newark Light Rail connects Newark's downtown to surrounding suburbs, including service between Newark Penn Station and Broad Street Station, facilitating transfers to commuter rail for New York City.[59][63] Weekend service operates on a 15-minute headway starting June 9, with increased frequencies during peak periods on certain branches.[64] The River LINE runs 34 miles from Trenton to Camden, serving Mercer, Burlington, and Camden counties with diesel multiple-unit vehicles undergoing mid-life overhauls for 20 cars as part of fleet preservation efforts.[56][65] Across all light rail operations, NJ Transit maintains a fleet of 71 cars.[66] Most stations feature accessibility accommodations, though specific disruptions, such as elevator outages at Newark Penn Station, occur periodically.[57][67]Commuter Rail Network
The NJ Transit commuter rail network comprises 12 lines serving 166 stations across northern, central, and southern New Jersey, facilitating daily commutes primarily to New York City via Penn Station and limited service to Philadelphia.[66] These lines operate over trackage owned by NJ Transit, Amtrak, Conrail, and Norfolk Southern, with approximately 683 weekday trains as of fiscal year 2024.[68] Service emphasizes peak-hour frequency, with electric multiple units on electrified segments like the Northeast Corridor and diesel locomotives on non-electrified branches.[69] Key lines include the Northeast Corridor, running from Trenton to New York Penn Station with stops at major hubs like Newark and New Brunswick; the North Jersey Coast Line, extending from Bay Head through coastal communities to New York; and the Raritan Valley Line, from High Bridge to New York via Newark, serving central Jersey suburbs.[70] The Morris & Essex Line connects Gladstone and branches to New York or Hoboken, while the Montclair-Boonton Line links Hackettstown to New York, utilizing the Kearny Connection for through-routing.[71] North-south services feature the Main and Bergen County Lines to Hoboken, the Pascack Valley Line to Spring Valley, and the Atlantic City Line to Philadelphia's 30th Street Station.[72] Interline connections enhance network utility, including transfers to Metro-North Railroad at Secaucus Junction for Westchester and Connecticut destinations, and coordination with PATH and Hudson-Bergen Light Rail at Newark and Hoboken. Peak service levels support an average of 194,728 weekday passengers as recorded in fiscal year 2024, though mechanical failures and infrastructure constraints have led to elevated cancellation rates, with 634 mechanical-related cancellations reported from May to July 2025 alone.[68][23] Non-peak and weekend schedules are reduced, reflecting commuter-focused design amid ongoing fleet modernization efforts aimed at replacing aging single-level cars by 2031 to boost reliability.[73]| Line Name | Primary Termini | Key Features and Connections |
|---|---|---|
| Northeast Corridor | Trenton – New York Penn Station | Electrified; Amtrak shared track; high frequency |
| North Jersey Coast | Bay Head – New York Penn Station | Coastal route; diesel/electric mix |
| Raritan Valley | High Bridge – New York Penn Station | Central NJ focus; Newark transfer hub |
| Morris & Essex | Gladstone – New York Penn/Hoboken | Branches to Summit, Maplewood |
| Montclair-Boonton | Hackettstown – New York Penn Station | Through-routing via Kearny Connection |
| Main-Bergen County | Waldwick/Lake Hopatcong – Hoboken | Northern NJ suburbs; PATH links |
| Pascack Valley | Spring Valley – Hoboken | Diesel-only; Rockland County extension |
| Atlantic City | Atlantic City – Philadelphia 30th St. | Southern NJ; SEPTA coordination[72][71] |
Infrastructure and Assets
Tracks, Stations, and Facilities
NJ Transit's commuter rail operations span 920 directional route miles across 12 lines radiating from terminals in New York City, Hoboken, and Newark.[74] The agency maintains 544.4 track miles outside the Amtrak-owned Northeast Corridor, with much of the network involving shared usage rights on tracks controlled by Amtrak for high-speed intercity services and by freight carriers like Conrail on branches such as the North Jersey Coast Line.[74][75] Light rail tracks total approximately 50 miles, comprising the 16.9-mile Hudson-Bergen system (double-tracked in segments), the 34-mile River LINE (diesel-powered hybrid rail from Trenton to Camden), and the Newark Light Rail's 5.9 miles of double track linking suburbs to downtown Newark.[76][77] The system includes 166 commuter rail stations, many with platforms shared among NJ Transit, Amtrak, and PATH services, and 62 light rail stations designed for high-frequency urban and suburban access.[78] Bus operations connect via over 19,000 stops and key terminals such as the Port Authority Bus Terminal in Manhattan, George Washington Bridge Bus Station, and Journal Square Transportation Center in Jersey City.[78][79] Stations vary in scale, from major hubs like Hoboken Terminal (serving multiple rail modes and buses) to smaller flag stops, with ongoing upgrades emphasizing accessibility and resilience against flooding.[80] Facilities encompass headquarters at 2 Gateway Center in Newark, relocated in late 2024 at a cost of $506 million to consolidate operations.[81] Rail maintenance relies on sites like the Meadows Maintenance Complex in Kearny for heavy overhauls of locomotives and cars, and emerging yards such as County Yard in New Brunswick for storage, inspection, and light servicing of up to 12-car consists.[82][83] A new Maintenance-of-Way facility in Clifton, announced for procurement in 2025, will replace flood-vulnerable infrastructure to support track and signal repairs.[78] Bus facilities include garages for fleet storage and servicing, with recent additions like the Union City garage designed for electric vehicle charging and the Wayne/Route 23 Transit Center offering expanded parking and shelters.[84][85]Fleet Composition and Recent Upgrades
NJ Transit's commuter rail fleet includes diesel-electric locomotives such as the ALP-45 dual-power models, with 60 units in service prior to expansions, paired with 1,231 passenger cars comprising multilevel vehicles from Alstom and single-level Comet series cars from Bombardier.[1] [86] The ALP-45 locomotives, introduced starting in 2008, support operations on electrified and non-electrified tracks.[73] In September 2025, the NJ Transit Board authorized a $1 billion purchase from Alstom for 12 additional ALP-45 locomotives, bringing the total to 72, and 200 Multilevel III cars capable of 110 mph speeds to replace aging Comet II, IV, and V single-level cars, aiming to standardize the fleet and improve reliability by 2031.[86] [73] This follows the October 2024 introduction of 174 Multilevel III cars, which feature positive train control and enhanced passenger amenities.[87] The bus fleet totals 2,221 vehicles, primarily 40-foot and 60-foot clean diesel models from New Flyer and MCI, including Xcelsior series articulated buses compliant with EPA Tier 4 emissions standards.[1] [88] Fleet modernization accelerated in 2025 with a June contract for 750 60-foot New Flyer Xcelsior buses to replace older units and boost reliability.[88] In September, the first of 175 40-foot New Flyer buses arrived, equipped with USB charging ports at each seat, LED lighting, security cameras, and blind-spot monitoring, with deliveries continuing through June 2026.[50] April approvals included 208 additional 60-foot articulated buses and 20 battery-electric models to advance zero-emission goals and complete fleet renewal by 2031.[53] Light rail operations utilize 93 low-floor vehicles, with the Hudson–Bergen line employing 52 Kinki Sharyo cars in the 2000 series for its 24-station network, and the Newark line using 20 similar Kinki Sharyo models, some expanded for higher capacity since 2016.[1] [89] [90] No major vehicle procurements were reported for light rail in 2023–2025, though a new operations contract effective September 2025 emphasizes maintenance for existing assets.[62]Performance Metrics
Ridership, Revenue, and Usage Trends
NJ Transit's ridership experienced a severe decline during the COVID-19 pandemic, dropping by approximately 90-98% from pre-pandemic levels in early 2020 due to lockdowns and shifts to remote work.[91] Pre-pandemic annual passenger trips reached around 270 million in fiscal year 2019, supported by strong commuter demand into New York City and Philadelphia.[1] By fiscal year 2023, overall recovery stood at roughly 75% of 2019 levels, with persistent gaps attributed to hybrid work arrangements reducing peak-hour rail usage.[21] Bus ridership recovered more robustly than rail, reaching over 80% of pre-pandemic volumes by mid-2023, driven by local and intrastate travel patterns less tied to office commutes.[92] Rail service, comprising a significant portion of long-distance trips, lagged at 55-70% recovery in 2022, with peak-hour trains nearing full pre-COVID loads but off-peak and weekend service remaining subdued.[93] Light rail and paratransit segments showed similar disparities, with buses benefiting from service expansions on former private routes.[94] Fare revenue, a direct indicator of paid usage, mirrored these patterns: $973.8 million in fiscal year 2019 fell to $299.1 million in fiscal year 2021 before partial rebound to $696.8 million in fiscal year 2023.[95] Projections for fiscal year 2025 anticipated $170.7 million in additional farebox growth, partly from a proposed 15% increase, though still below pre-pandemic peaks amid subsidized operations covering 27-31% of budgets via fares.[96][36]| Fiscal Year | Fare Revenue (millions) | Notes |
|---|---|---|
| 2019 | $973.8 | Pre-pandemic peak[95] |
| 2021 | $299.1 | Pandemic low[95] |
| 2023 | $696.8 | Partial recovery, below projections[21] |
Reliability, Delays, and On-Time Performance
NJ Transit's on-time performance (OTP) is defined as vehicles arriving within six minutes of their scheduled time, with rail metrics often adjusted to exclude disruptions originating from Amtrak operations on shared tracks such as the Northeast Corridor.[51] In fiscal year 2023, rail OTP stood at 92.1%, an increase from 90.0% in fiscal year 2019, while bus OTP improved to 94.0% from 91.3%.[28] For fiscal year 2024, rail OTP reached 93.4% when excluding Amtrak-related delays.[98] As of September 2025, monthly data showed rail OTP at 92.1% for all causes and 93.7% adjusted for Amtrak, bus at 90.2%, and light rail at 96.3%.[51] Despite these figures, which generally exceed 90% across modes, NJ Transit's rail service has faced criticism for understating commuter impacts due to cascading delays and a lenient six-minute threshold, with systemwide OTP dipping in 2024 amid rising complaints totaling 59,000 related to disruptions.[99] Reliability metrics like mean distance between failures declined to 50,000 miles by October 2024, down from 75,000 miles in 2018, signaling increased equipment breakdowns.[99] Light rail has maintained higher reliability, with fewer reported delays attributable to its dedicated infrastructure, while bus performance has prompted schedule adjustments in 2025 to address traffic-related variability and boost punctuality.[51][100] Major causes of delays include mechanical and equipment failures, which drove 634 rail cancellations in summer 2025 (June-August), the highest under Governor Phil Murphy since 2018, alongside 288 cancellations from equipment availability shortages—a record—and 259 from crew issues.[23] Total summer 2025 cancellations reached 1,646 trains, the third-worst under Murphy, though fewer Amtrak-sourced disruptions (38) contributed compared to 527 in 2024.[23] Other factors encompass aging infrastructure, extreme weather exacerbating track and signal problems, and interdependencies with Amtrak, where signal failures in shared Hudson River tunnels have repeatedly stalled service.[99] NJ Transit publishes these metrics via an online dashboard to enhance transparency, though real-time delay tracking reveals NJ Transit as the least reliable among New York-area commuter rails, with one in 18 trains delayed 15 minutes or more during summer months.[101][5]| Mode | FY2019 OTP | FY2023 OTP | Sept 2025 OTP |
|---|---|---|---|
| Rail (all causes/adjusted) | 90.0% | 92.1% | 92.1%/93.7% |
| Bus | 91.3% | 94.0% | 90.2% |
| Light Rail | N/A | N/A | 96.3% |