ROUTE (Restore Our Transit in Essex) and the Lackawanna Coalition engaged all candidates who were running for the New Jersey’s 11th Congressional District with a nonpartisan questionnaire; 11 candidates responded. The survey sought to clarify candidates’ positions on the region’s worsening transit landscape, specifically addressing the permanent loss of DeCamp bus routes and the ongoing lack of weekend service on the Montclair-Boonton rail line.
The primary will be held on Thursday, February 5th, 2026 and the special general election is to be held on Thursday, April 16, 2026 for New Jersey’s 11th Congressional District.
As New Jersey commuters face rising fares and dwindling service options, ROUTE and the Lackawanna Coalition partnered to ensure that voters know where their potential representatives stand on federal funding for local infrastructure and oversight of NJ Transit. Neither group endorses any candidate, and the responses are presented unedited for informational purposes only.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- Walkable from home: NJ Transit bus #748. Driveable <10 minutes: NJ Transit bus #197/198; Montclair/Boonton rail line from Wayne Transit Center. I usually use the #197/198 when I need to go into New York City.
- What is your impression of how well public transit serves NJ-11?
- From a national standpoint, New Jersey is a leader in public transit – but that just shows how low the bar is in the United States. Those of us who live in New Jersey know that capacity and quality are not keeping up with the community’s needs, and increasing fares are part of the affordability crisis in our state.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- The federal government is an essential partner for the development of New Jersey’s transit infrastructure. As a Trustee of the North Jersey Transportation Planning Authority (NJTPA) for more than 12 years, I have worked hard to improve things by bringing federal dollars back into the 11th Congressional District: $960 million so far, for projects large and small. NJTPA is responsible for keeping federal Gateway funding on-schedule, and for accessing funds for necessary improvements in NJ Transit’s rolling stock and infrastructure. I understand how federal, state, and other funding come together to make huge projects happen, and I’m ready to continue to champion our region. Among other things, we need to fight for weekend rail service into NYC, and for NJ Transit to fully replace the retired DeCamp private bus lines with service for commuters. With the Infrastructure Investment & Jobs Act (IIJA, better known as the “bipartisan infrastructure law”) sunsetting in 2026, I will hit the ground running when I get to Congress this April, to make sure the new surface transportation bill now being developed in the House Transportation & Infrastructure Committee prioritizes high-usage regions like North Jersey and provides necessary funds for transit-oriented development and environmental resiliency.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- In my dozen years on the NJTPA Board, including two as chairman during the heyday of the IIJA, I’ve learned that effective ties between our Washington delegation and local leadership, including bipartisan local connections, is essential. Case in point: a few years ago, Congressman Bill Pascrell’s office reached out to me to alert me to funds that could become available during the FHWA’s August redistribution because they went unused by another state. Working quickly, we were able to secure $15 million to accelerate the compilation of the Passaic Downtown bus facility. I would be the same type of heads-up, attentive advocate for our region, and partner with county and municipal officials to accomplish local priorities. The State government also has a key role, and I was proud to partner with state as well as federal and local officials in 2015 to convene the North Jersey Rail Coalition to advocate extension of the Hudson-Bergen Light Rail to Passaic County using NYS&W tracks. Local organizations like ROUTE are essential, providing constituent feedback and priority-setting; I commit to open lines of communication with me and my staff regarding consumers’ priorities.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- We need to keep the Gateway project on-schedule, including by standing up to President Trump’s fake announcement that it was “terminated.” Then, once the new tunnel is in place, we need to be sure the restoration of the existing tunnel also remains on-schedule so that we achieve the necessary redundancy and increased trans-Hudson capacity. Other priorities should include increasing the number of New Jersey communities from which you can get a “one-seat ride” into NYC, without the need to change trains in Secaucus or Hoboken. Upgrades are also needed to aging Amtrak infrastructure in New Jersey, especially signals and catenary systems, to eliminate delays and speed riders to their destination.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- With both cases still in court, my legal analysis is that President Trump will have no more success than Governor Phil Murphy had in eliminating the congestion pricing program. More important, my policy position is that every dollar a New Jersey commuter pays to the MTA through the congestion pricing program should be spent on trans-Hudson transit. Whether through an existing bi-state agency like the Port Authority or the Gateway Development Corporation, through direct expenditure by MTA or transfer to NJDOT or NJ Transit, or some other means, this dollar-for-dollar concept would increase trans-Hudson transit options, driving down congestion while saving New Jersey commuters time and money.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- As a member of the regional body (NJTPA) responsible for Gateway funding, I responded immediately to Trump’s so-called “termination” and stood with Congressman Mikie Sherrill and other elected officials in Secaucus to advocate for the project. Gateway is the single most important transit project for our region and the nation, and in Congress I will make sure allocated funding gets spent on-time and on-purpose regardless of the President’s illegal position. Sometimes keeping a project with multiple funding streams on-track means “moving money around” among sources and purposes, and I will use my role and voice in Congress to support New Jersey, New York, and bi-state agencies to do what it takes to keep the Gateway project moving.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- The most fundamental question for any government investment, including in transit, is: “Is it worth what it costs?” Since convening the North Jersey Rail Coalition in 2015, I’ve been an advocate of extending the Hudson-Bergen light rail not just along its currently-planned route but also onwards to Paterson and Hawthorne via existing, out-of-service NYS&W tracks. I believe that project would be worth the cost. I have also advocated other studies, including the Paterson-Newark Transit Market Study, to identify the best new uses for existing rights-of-way.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Federal funding is essential to large-scale improvements to NJ Transit’s bus fleet or facilities. That’s why I’ve spent the last 12 years on the NJTPA Board, championing such improvements–especially those that improve climate resiliency. I would make them a priority if given the opportunity to work on the new surface transportation bill being developed in the House Transportation & Infrastructure Committee this year.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- Federal environmental and air quality regulations–indeed, any regulations–should establish a floor, not a ceiling. Individual states like California or New Jersey, or regional coalitions like those northeastern states that are now standing up to Trump on public health and vaccine policies, should be free to establish higher standards.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- The EV tax incentives should be restored, and the federal government should continue to support the development of EV infrastructure like the 24 new EV charging stations Passaic County has installed with the help of $850,000 in federal funding. In addition, Trump should abandon his disastrous tariff war, which hurts both American consumers and American companies that manufacture goods like automobiles for export.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- Any local government entity needs help to make major capital acquisitions like a bus fleet. In Passaic County, we support our Boards of Education in this regard by operating a Passaic County “Banc” program that takes advantage of the County’s excellent credit rating to help schools finance large purchases. Such programs should be encouraged through means like federal matching funds, with a preference for programs like EV vehicle purchases that are designed to improve air quality and mitigate the effects of climate change.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- I live in Morristown with my wife and son, so the NJ Transit Morris & Essex Line is our primary link to New York and the broader region. My parents raised me in Randolph, and it’s the same line I grew up riding. Like many neighbors, I see the train station not just as a stop, but as a lifeline for our local economy and property values. While my campaign schedule keeps me on the road across the district constantly, my family and I rely on the train for trips into the city, and I am acutely aware of the delays and service interruptions that frustrate daily commuters.
- What is your impression of how well public transit serves NJ-11?
- It is a vital but fragile system. NJ-11 is a commuter-heavy district that powers the regional economy, yet our riders are essentially operating on infrastructure that dates back to the early 20th century. While our NJ Transit bus and rail operators work incredibly hard, they are let down by decades of deferred maintenance and funding battles. For too many residents in Essex, Morris, and Passaic counties, transit is currently defined by unreliability—cancelled trains, late buses, and outdated stations. We need a system that moves at the speed of our lives, not one that holds us back.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- The federal government must be a strategic partner, not an obstacle. Transit in the Northeast Corridor is a matter of national economic security. The federal government should provide robust capital investment grants (CIG) for major infrastructure projects like Gateway, while also supporting operational reliability. We cannot expect New Jersey taxpayers to shoulder the entire burden of maintaining a corridor that generates 20% of the nation’s GDP. As your Representative, I will fight to ensure that federal dollars flow back to New Jersey to modernize our signals, rolling stock, and stations.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- In the Army, I learned that you cannot complete a mission in a silo. Success requires coordination, clear communication, and shared objectives. I will bring that same “mission-first” approach to Congress. I will convene a regional transit task force that brings together local mayors, county commissioners, NJ Transit leadership, and rider advocacy groups like ROUTE and the Sierra Club. We need a unified front to lobby for federal funds and to hold agencies accountable. I believe in cutting through bureaucracy to deliver results—what I call “innovation at the speed of battle.”
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- I would prioritize funding specifically designated for the state-of-good-repair backlog on the Northeast Corridor. This includes urgent upgrades to the overhead catenary power wires and signal systems that frequently fail and cause cascading delays for NJ Transit commuters.
- Crucially, we must confront the elephant in the room: the Trump Administration’s disastrous stoppage of funding for the Gateway Program. It is reckless to hold New Jersey commuters hostage for political leverage. I will fight to override these executive roadblocks and secure ring-fenced appropriations for the Hudson Tunnel and Portal North Bridge, ensuring that Amtrak has the guaranteed resources to proceed despite the White House’s active attempts to starve this essential project.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- I cannot support the current Congestion Pricing plan because it treats New Jersey commuters as a piggy bank to fix New York’s mismanagement of the MTA. It is effectively a double-tax on my constituents who already pay high tolls. If New York really wants to get serious about reducing traffic, the solution must provide funding not just to New York subways, but to NJ Transit and PATH to provide the reliable alternatives that actually allow people to leave their cars at home.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Tunnel is the single most critical infrastructure project in the United States. Canceling it is an act of economic sabotage against New Jersey and the national economy. My view is simple: Build it.
- To ensure its continuation despite Trump Executive Branch hostility, Congress must exercise its “power of the purse.” I will work to write specific, ring-fenced appropriations for Gateway into federal law that the President cannot impound or redirect. We must also strengthen the partnership with the private sector and the states of NY and NJ to “Trump-proof” the funding mechanisms, ensuring the project moves forward regardless of who sits in the Oval Office.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Funding should be prioritized based on three factors: Economic Mobility, Environmental Impact, and Equity. We must connect affordable housing with job centers and reduce our reliance on fossil fuels.
- To advance these projects, I will leverage my background in logistics and tech to help agencies present data-driven cases for federal grants. For NJ-11 specifically, I am interested in exploring “micro-transit” and last-mile solutions to connect our suburban areas to rail hubs. We need to be aggressive in applying for every available DOT grant and not leave any federal money on the table.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- These are essential investments. Electrifying our bus fleet is a “two-for-one” victory: it combats climate change and directly improves public health by reducing diesel particulate matter in our communities. However, buying the buses isn’t enough; we need the grid and garage infrastructure to support them. I view federal funding for this as a critical infrastructure investment, similar to building bridges or roads. I will support grant programs that specifically target utility upgrades for transit agencies to accelerate this transition.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- I strongly support the waiver system. If the federal government refuses to lead on climate and public health, states like New Jersey must have the right to protect their own citizens. Revoking this authority is a step backward that threatens the air our children breathe. Innovation often starts at the state level; allowing states to set higher standards drives the automotive industry toward cleaner technology and ensures New Jersey can continue to lead the green economy.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- We are in a global race for the future of transportation, and right now, we are unilaterally disarming while China sprints ahead. This is a national security issue as much as an economic one. Congress must reinstate targeted tax credits for domestic EV manufacturing and purchase to spur demand. I have seen firsthand how critical this is through my work as Head of Strategic Partnerships at America’s Frontier Fund, where I helped lead the Recharge Nevada initiative. We worked directly with the state of Nevada and the National Science Foundation to build a regional “innovation engine” strategy focused on the entire lifecycle of lithium batteries—from mining to recycling. We cannot build a secure future if we rely on foreign adversaries for the critical minerals that power our economy. We need an industrial policy that increases R&D funding for domestic battery technology and processing, backs American workers, and ensures we win the 21st-century auto market.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- It is unacceptable to play politics with our children’s health. As the Father of a young son, this is personal for me. Diesel exhaust is a known carcinogen and a trigger for asthma, which affects thousands of children in New Jersey. The federal government has a moral obligation to help
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- The Bloomfield train station is a 5-minute walk from me, and I use it several times per week to commute to my job in the City. I also use the 11 bus to go to the movies at Willowbrook Mall and the 72 bus to go to Bloomfield ShopRite. I do not own a car, so like many people in NJ-11, public transit is an essential part of my life in New Jersey.
- What is your impression of how well public transit serves NJ-11?
- The trains have too many points of failure: old tracks, old trains (especially on the Montclair-Boonton line that services my town). That is before the Newark-NY Penn issues further complicate and delay everything. The smart phone app for bus schedules is helpful, but the interiors of buses are often in unbelievably bad condition. These are both essential services, but both can be improved. That being said, I am happy that I have options close to me; but campaigning has shown me how some areas of the district are hard to get to without a car. What we do not need is more cars contributing to more congestion and carbon emissions. Public transit helps to solve those significant issues affecting our area.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- NJ-11 is an essential component of the nation’s economy: from the businesses here that create jobs and productivity, to the thousands of people who commute every day to New York City, to the transportation network that moves people and products from the East Coast to the rest of the country, America depends on our district’s infrastructure. But, while Washington scrambles to bail out every Trump-voting Iowa soybean farmer who’s been bankrupted by Donald Trump’s tariffs, New Jersey’s infrastructure is treated like some blue state savings account to offset their bad decisions. The federal government, which gets so much money from New Jersey and NYC, needs to treat the transit needs of NJ-11 as an infrastructure priority.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- It is truly astounding how many different agencies and organizations have the power to either make our transportation system better, or make it unusable: NJ Transit, the Port Authority, Amtrak, NJDOT, local governments, planning commissions. Even the MTA – which does not even operate or have jurisdiction in New Jersey – affects our local transportation system. And all this is before Donald Trump decided that making America great again meant cancelling transportation projects in blue states to “punish them” like a tinpot dictator. At times, it feels like the only stakeholder who does not have a say in how the transportation system runs are the people who truly and really depend upon it.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- As someone who has traveled the entire country for decades on Amtrak (including multiple cross-country trips for work to keep my carbon footprint down and enjoy the scenic views) I understand the importance of a healthy national railroad system. But as important as Amtrak is for the rest of the country, improving Amtrak’s infrastructure in New Jersey is absolutely essential. Not only is the northeast corridor the only profitable part of Amtrak, effectively underwriting the rest of the system, it relieves highway and aviation congestion in the Northeast, helping to increase productivity. And since NJ Transit depends on Amtrak tracks for its busiest lines, investing in Amtrak improves the entire system.
- But let’s face it… neglect has bogged the system down. Outdated tracks, sagging overhead cables, and a lack of resilience to severe weather make the system unreliable for the millions of people who depend upon it every day. It is embarrassing that the flagship section of our country’s rail system falls apart because it is too hot, or it snows. If elected, I will make it a priority that Congress provides funds for upgrading Amtrak’s infrastructure.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- A – Yes.
- B – I believe that in order to truly work as planned, the congestion pricing program needs to support the ability of all NYC commuters from all areas to access public transportation. With so many issues negatively affecting our train system in New Jersey, the net effect is handing commuters the unenviable choice of paying a pricey fee or using an unreliable public transportation system. Investing in New Jersey’s public transit system with some of the revenue from congestion pricing will ensure that the program truly achieves its goals of reducing congestion in the City.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The project is essential and a decade overdue. It is embarrassingly clear that Donald Trump is threatening this project not for any serious policy reason, but because he is having a meltdown over the fact that the city of his childhood has broadly rejected him. New Jersey and New York should not be held hostage to Donald Trump’s emotional and political baggage. If elected, I will first work to get Congress on the record that the project is authorized and must be supported by the federal government. But if the administration chooses to ignore Congress’ will and the constitution, we will have to explore a broader range of options to force the administration’s hand. New Jersey is a net donor state to the federal government, meaning we have leverage in this battle. We need to be prepared to use that leverage if needed.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- The key factors to consider are anticipated usage, the potential reduction in traffic congestion and environmental benefits, the impact on other NJ Transit priorities, and how we can get the most bang from federal dollars. What should NOT be a factor is some misguided antipathy to transit, or short-sighted short-term thinking that the initial costs of extending rail lines are not worth the long-term benefits. We also need to find ways to accelerate the environmental review process so that important projects like this don’t get bogged down. Yes, we need to consider the environmental impacts of construction, but every day this project is delayed is bad for the environment. We need better coordination between agencies, clear timelines and expectations, and a recognition that we can’t protect the environment by failing to protect the environment.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- That’s simple: The federal government needs to step up and help upgrade it using taxpayer dollars through grants and other appropriations/subsidies. But the federal government also needs to help states develop sources of electricity that are cleaner than carbon-spewing fossil fuels, so that when we plug these buses in to be recharged, they are using renewable energy, not “clean beautiful coal” as the President calls it. Stopping Donald Trump’s insane war on clean energy will be one of my top priorities.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- It would be nice if every politician accepted the reality and the urgency of the climate crisis, but just as states can provide more expansive rights under their state constitutions, states must be allowed (and encouraged) to protect the health and environment of their citizens, even if we elect as President a convicted felon who thinks wind turbines cause cancer and believes that climate change is a Chinese hoax. If elected I will work to remind my Republican colleagues that their Party once supported the idea of federalism, and that if California or any other state wants to set higher standards, that is their State’s right under the Constitution.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- This is a catastrophic policy by the Trump administration, though sadly and by far not the only one. It is further proof that Donald Trump and congressional Republicans are more than content to let China take the global leadership role we enjoyed for decades. If elected I will fight to restore and extend the tax incentives. And I will stop Donald Trump’s illegal withholding of EV infrastructure funds.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- Is it old-fashioned to believe that if Congress authorizes funding for a program, then the Executive Branch should actually fund it? But sadly, it is also old-fashioned to be shocked when this current administration defies the will of Congress, the courts, and the public.
- There is an obvious need for federal support to help school districts upgrade their busses to make them cleaner and environmentally friendly. That’s why this program was included in the BIPARTISAN infrastructure law. Thanks to Congress, students in school districts that managed to get funding before 2025 are breathing in less diesel exhaust. But apparently, kids having less diesel fumes in their lungs is too “woke” for this administration.
- We need to hold the administration’s feet to the fire and force them to implement the programs Congress authorizes and appropriates funds for. That is why we need a new kind of representative for NJ-11 – someone who is ready and willing to meet this moment and recognizes that the old way of doing things just does not cut it against this lawless and immoral White House.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- I live in Montclair and my family regularly uses NJ Transit, including the Montclair-Boonton Line and PATH connections into New York City. Like many families in NJ-11, we rely on transit to juggle work, our kids’ activities, and civic commitments, and I’ve experienced firsthand how service gaps—especially nights and weekends—make daily life harder for working families.
- What is your impression of how well public transit serves NJ-11?
- Transit in NJ-11 is essential but deeply uneven–both in terms of residents’ ability to get to the city for work or to travel inside our own communities. The promise–often unfulfilled–of public transit and convenient commuting to the city is why so many people live in and move to this area of northern New Jersey. But what my husband and I have learned living here and working in the city is this: if there is one thing you can rely on with Jersey public transit, it’s its unreliability. Our plans and schedules are often thwarted by last-minute transit cancellations, unexpected delays, breakdowns, or communication failures. Too often you find yourself stuck outside Penn Station for an hour or that your train line has been completely cancelled for the evening. As working parents, we often find ourselves scrambling to figure out how to get home — and knowing that an all-too-frequent bad day for NJ Transit will rob us of the chance to be home for dinner to be with our kids. Weekday peak service exists, but off-peak and weekend service is inadequate, particularly after the collapse of the DeCamp bus network. Large parts of Essex County have effectively become weekend transit deserts, limiting access to jobs, healthcare, and community life—especially for people who don’t work a 9-to-5 schedule.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- Transit is economic infrastructure, not a luxury. The federal government must be a full partner—funding capital upgrades, operating reliability, and climate-aligned modernization. Federal dollars should support:
- State of good repair for rail infrastructure
- Affordability for working people and residents on fixed-incomes
- Expanded off-peak and weekend service in both Essex and Morris
- Electrification and resilience upgrades
- Improving accessibility for people with disabilities
- Transit is economic infrastructure, not a luxury. The federal government must be a full partner—funding capital upgrades, operating reliability, and climate-aligned modernization. Federal dollars should support:
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- I believe in collaborative, ground-truth policymaking. That means ride-alongs with riders and advocates like ROUTE, coordination with NJ Transit, municipalities, labor, and neighboring states, and sustained pressure in Congress to align funding streams with real rider needs—not just legacy commuter patterns.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- I would prioritize:
- Modernizing overhead catenary wires west of Secaucus to prevent heat-related failures
- Addressing the bottleneck at Penn Station created by increasing tunnel/platform capacity to more trains to run and making services more dependable for riders
- Investments that reduce delays to NJ Transit trains caused by Amtrak’s right-of-way control
NJ Transit riders deserve reliability, not chronic summer breakdowns
- I would prioritize:
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- A) Yes. Congestion pricing is working—reducing traffic, allowing for better on-time performance for some bus routes into the city, and improving air quality—and the federal government should not retaliate against states and cities for using proven tools.
- B) Yes. NJ commuters are directly affected, and a portion of congestion pricing revenues should support NJ bus and rail improvements so commuters have real alternatives to driving.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- Gateway is essential—not optional. It is the single most important infrastructure project for NJ-NY connectivity. I oppose any effort to defund it and support using every available federal tool to keep it moving, including multiyear funding commitments and bipartisan pressure.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Current unmet demand, ridership potential, climate impact, regional connectivity, and equitable access for riders. Projects should expand access for areas where residents lack reliable options, reduce car dependence, and integrate with existing systems—not operate in silos.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Strongly supportive! I know firsthand from years of advancing clean energy that electrification is the right path for modern, reliable, low-emission transit — and what it takes to make it happen. Electrifying bus fleets requires major electrical upgrades at depots, and federal funding is essential. This is a climate, public health, and operating-cost investment that pays off over time.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- New Jersey must retain the right to adopt stronger clean-air standards. Rolling back California’s authority undermines states’ ability to protect public health and slows EV adoption at a time when we should be accelerating it.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- Ending EV tax credits hurts American manufacturers and ceded ground to China. Congress should restore incentives, invest in domestic battery supply chains, and pair consumer rebates with manufacturing support to keep the U.S. globally competitive.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- Delaying this funding is shortsighted. Electric school buses reduce emissions, save districts money through significantly lower fuel (electricity vs. diesel/propane) and maintenance costs annually, and protect children’s health. I support fully funding and accelerating the program Congress already authorized.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- From my community, I have access to the Montclair–Boonton Line, which is a critical rail connection for commuting and traveling throughout the region. There are also NJ Transit bus routes and PATH connections that provide access to New York City. These services are essential for daily mobility in North Jersey and underscore how dependent our region is on functioning public transit. I own a small business in Montclair and I do not have to rely on public transit.
- What is your impression of how well public transit serves NJ-11?
- NJ-11 has a strong foundation of transit options, but that foundation has not been adequately modernized. Aging train infrastructure, limited redundancy, and insufficient bus frequency continue to frustrate commuters and constrain economic growth. With the right investment, NJ-11 could be a model for reliable service, but we must first address long-standing gaps in reliability and capacity.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- Federal investments should prioritize state-of-good-repair projects, major rail capacity expansions, fleet modernization, and resiliency upgrades. This is not just a local issue. When transit fails here, the economic consequences ripple across the entire Northeast Corridor. Many voters in NJ-11 rely on public transit to get to their jobs in one of the two Metropolitan hubs that run through New Jersey, and we need to ensure that it is reliable.,
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- Transit challenges do not stop at municipal or state borders, so solutions cannot either. I would work closely with local governments, NJ Transit, Amtrak, neighboring states, labor organizations, and federal agencies to coordinate funding, planning, and project delivery. Regional cooperation is essential to breaking down silos and ensuring that investments deliver real improvements for riders.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- I would prioritize funding to modernize Amtrak’s Northeast Corridor infrastructure, including aging tunnels, bridges, power systems, and signal equipment. Improving reliability and resiliency on Amtrak-owned assets directly benefits NJ Transit riders, reduces cascading delays, and strengthens the entire regional rail network.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- a) Yes. The federal government should not retaliate against states or cities for pursuing locally driven transportation solutions that reduce congestion and pollution.
- b) I support regional discussions to ensure that congestion pricing revenues are invested in ways that benefit the entire commuting ecosystem, including improved bus and rail service between New Jersey and New York City. Cross-Hudson commuters should see tangible benefits from policies that directly affect them.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Tunnel is one of the most important infrastructure projects in the country. Without it, commuter rail traffic between New Jersey and New York City and the broader Northeast economy is at serious risk. Protecting Gateway requires a strong federal commitment, legal safeguards for previously approved funding, and continued advocacy from regional leaders to ensure the project moves forward regardless of political changes.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Funding decisions should consider ridership demand, equity impacts, congestion reduction, economic development potential, and environmental benefits. I would work to advance these projects by securing federal grants, streamlining approvals, and ensuring that New Jersey presents a unified, well-coordinated case for investment.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Federal investment in bus electrification is essential. Upgrading garage infrastructure to support electric buses reduces emissions, improves public health, and lowers long-term operating costs. These are exactly the kinds of forward-looking investments the federal government should support.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- I strongly support preserving states’ authority under the Clean Air Act to adopt stronger air quality standards. Programs like Advanced Clean Cars and Advanced Clean Trucks have helped New Jersey improve air quality, protect public health, and accelerate the transition to cleaner vehicles. Rolling back these authorities would be a step backward.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- Congress should restore and strengthen EV tax incentives, invest in domestic battery manufacturing, and support supply-chain development. Ceding leadership in EV technology to China threatens both our economy and national security. A stable, long-term federal commitment is necessary to keep American automakers competitive.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- The federal government should fully fund programs like the Clean School Bus Program as authorized by Congress. Electric school buses reduce emissions, lower operating costs for school districts, and protect children’s health. Delaying or withholding this funding undermines both public health and congressional intent.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- NJ Transit has both bus and rail service in Morris Township
- What is your impression of how well public transit serves NJ-11?
- Unreliable
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- We need MORE investment into NJ Transit to make it reliable
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- I am an engineer in my professional life and I understand how to manage projects, pull stakeholders together, and deliver results. I am the only candidate who is an engineer and possessing that engineering skillset.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- The Gateway Tunnel and everything leading into it needs to be prioritized.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- NYC should absolutely be sharing some of the congestion pricing revenue to invest in public transportation in NJ!!
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- I am an engineer in my professional life and I understand how to manage projects, pull stakeholders together, and build consensus. I am the only candidate who is an engineer and possessing that engineering skillset.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- We need to get cars off the roads and provide MORE public transit options. I support light rail expansion.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Electricity rates are too high right now and so I would first invest in new electric power generation before investing more in electric buses
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- We definitely need those stricter standards, and I support them.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- In Congress I would work to incentivize both the manufactures (tao produce) and consumers (to buy) EV vehicles. Additionally, we need to supply EV’s to the municipal-level and county-level governments. In Morris Township we have tried to convert our fleet to be all-EV but we have been stymied by the fact that EV’s are not being made available through state contract to local municipalities. This also needs to change.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- School buses are terrible polluters and we need to get them off the road. Federal subsidies help in so many ways, including ensuring that our kids are breathing cleaner air (from less pollution by the bus).
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- My home in South Orange is very close to NJ Transit rail and bus service, including the Morris & Essex Line, as well as PATH and Amtrak connections traveling into New York and Washington. Although I don’t have an abundance of time on the campaign trail, I enjoy the easy access to New York and hopefully will be commuting by train to Washington regularly very soon.
- What is your impression of how well public transit serves NJ-11?
- Despite being essential to daily life for many NJ-11 residents, public transit is falling short of what our community deserves. While many of us benefit from strong rail lines and bus routes that connect our communities to NYC and throughout the state, riders regularly face delays, overcrowding, aging infrastructure, and unreliable service. Too many commuters feel they have no real alternative to driving, which worsens congestion and raises costs for families. These challenges aren’t accidental—they’re the result of decades of underinvestment and political neglect.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- The federal government must be a full and reliable partner in funding transit in NJ-11, because the scale of our infrastructure needs far exceeds what the state or local governments can manage alone. When I previously served in Congress on the House Transportation and Infrastructure Committee, I saw firsthand how decisive federal investment can unlock transformative projects, including my work delivering funding for the Gateway Tunnel and Portal North Bridge, which are critical to the entire Northeast Corridor. The federal government should provide robust, predictable funding for capital projects, state-of-good-repair investments, and climate-resilient upgrades, and protect those funds from political interference. Sustained federal leadership is essential to improving reliability, expanding capacity, and ensuring transit remains affordable and accessible for NJ-11 riders, and I intend to bring this leadership when I return to Congress.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- Regional transit improvements require active coordination and not siloed decision-making. When I previously served in Congress on the House Transportation and Infrastructure Committee, I worked closely with state and local officials, NJ Transit, Amtrak, the Port Authority, labor, and advocates to advance major projects like the Gateway Tunnel and Portal North Bridge. Through relentless advocacy, I also convinced NJ Transit to expand direct service to New York on the Raritan Valley Line, including near peak trains, something that was very important to my constituents.
- As a Member of Congress, I would continue to convene key agencies and stakeholders, align federal funding streams, and push for clear accountability and timelines so projects move faster and deliver real improvements for NJ-11 riders.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- I would prioritize funding for the Northeast Corridor, including state-of-good-repair investments, signal and power upgrades, and capacity improvements through projects like Gateway. Improving reliability for NJ Transit riders depends directly on modernizing Amtrak-owned infrastructure.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- I oppose the Trump Administration’s attempts to punish New York City for implementing congestion pricing. The federal government should not use its power to retaliate against states or cities for pursuing locally adopted transportation policies.
- At the same time, any congestion pricing program must be fair to New Jersey commuters, many of whom have limited transit alternatives. I support requiring that a meaningful share of the revenue be invested in cross-Hudson bus and rail improvements that directly benefit NJ riders. If commuters are being asked to change their behavior, they must be given reliable, affordable transit options to do so. Regional challenges demand regional solutions, not unilateral decisions or political interference.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Rail Tunnel is absolutely essential to preserving and expanding commuter rail service between New Jersey and New York, and canceling it would be economically reckless and deeply harmful to the entire Northeast Corridor. I passed legislation in Congress to advance Gateway and the Portal North Bridge, and I know how critical sustained federal partnership is to its success. To ensure the project continues, Congress must lock in multi-year federal funding, exercise rigorous oversight, and protect infrastructure investments from partisan sabotage. And New Jersey must be ready to take the federal government to court if funding approved by Congress is withheld by the president. Critical transportation projects should be guided by engineering and public need—not political vendettas.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Funding decisions for transit expansions should be driven by clear public benefit: projected ridership, congestion reduction, economic development, equity, and climate impact. Projects like the Bergen–Hudson Light Rail extension to Englewood can improve access to jobs and education while reducing car dependence in growing communities. I worked to advance major regional projects, and I would apply that same approach here—partnering with local leaders, NJ Transit, and federal agencies to secure funding, streamline approvals, and ensure projects are delivered on time and on budget for NJ-11 riders.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- I actually led the effort in the House to get increased funding for low and zero emission buses into the bipartisan infrastructure bill. Further federal investment in bus electrification infrastructure is essential and long overdue. Electrifying NJ Transit’s bus fleet will cut air pollution, lower long-term operating costs, and improve public health—especially in communities that have borne the brunt of diesel emissions. The federal government should fund not only the buses themselves, but the electrical upgrades needed at bus garages to make electrification possible. These are exactly the kinds of climate, infrastructure, and jobs investments Congress should prioritize, and they should be protected from political interference so agencies like NJ Transit can plan and execute responsibly.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- I strongly support maintaining California’s authority under the Clean Air Act to set stronger vehicle pollution standards and for states like New Jersey to adopt them. These standards have been essential to protecting public health, reducing smog and climate pollution, and accelerating the transition to cleaner vehicles through programs like Advanced Clean Cars and Advanced Clean Trucks. Efforts by the Trump administration to strip states of this authority undermine decades of settled law and put polluters ahead of people. Congress should defend states’ rights to protect their residents’ health and support clean transportation innovation.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- To maintain U.S. global competitiveness, Congress must restore and strengthen incentives that support domestic EV and battery manufacturing. That means long-term, predictable tax credits tied to U.S. production, workforce development, and strong labor and environmental standards. We should invest in domestic supply chains for critical minerals, expand federal support for battery research and innovation, and use federal procurement to create stable demand for American-made clean vehicles. Abandoning these investments, as Republicans have done, cedes leadership to China and weakens our industrial base. Smart federal policy can ensure the next generation of autos is built by American workers here at home.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- The federal government has a critical responsibility to fully fund and timely deliver the Clean School Bus Program as authorized by Congress. Electric school buses reduce air pollution, protect children’s health—especially in overburdened communities—and lower long-term operating costs for school districts. Delaying or withholding these funds undermines congressional intent and slows progress toward cleaner, safer transportation. The federal government should provide predictable, multi-year funding, prioritize districts with the greatest health and environmental burdens, and ensure agencies implement programs efficiently so schools can plan and transition with confidence.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- As a resident of Glen Ridge for the past 13 years, I am familiar with the local bus line along Bloomfield Avenue as well as the Glen Ridge train station. I am a frequent user of the Montclair-Boonton train line as it stops in major cities like Newark, Hoboken, and NY Penn Station.
- What is your impression of how well public transit serves NJ-11?
- From first-hand experience, I can see how many riders use NJ transit not just for commuting to their jobs in NYC, but to get to everyday places using the train and bus. However, it is clear that in recent years, NJ Transit has been facing more and more canceled and delayed trains than ever before. This is unacceptable for riders, especially for working families who rely on NJ Transit as their primary mode of transportation.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- Ever since the pandemic, and the end of the Millionaire’s Tax, NJ has been facing severe budgetary cuts that have continued to decrease after each year. Additionally, NJ is one of the highest contributing tax states to the federal government, and has one of the most robust state-wide public transportation systems. As the state struggles to finance the agency, despite consistent ridership, we need federal funds so that the financial burden does not fall on individual taxpayers to pay the increased ticket prices year after year. I’ll fight for more federal dollars for NJ Transit so we can all spend less time commuting and more time with our families.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- When I’m elected to Congress, I’ll work with state and local elected officials to fix our crumbling infrastructure and avoid the delayed and overcrowded trains. This can look like federal investments for our state highways to helping secure funds for potholes on the main street. I’ll also work with NJ Transit and other advocacy organizations to stop NJ Transit to cap how much the agency can charge riders each year.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- Many riders in NJ-11 use not only the train lines that run through stops like Newark Penn Station and the Newark Airport, but rely on the NJ Transit/Amtrak tracks that run through NY Penn Station. Oftentimes, trains out of NYC are delayed and canceled for various reasons such as track work, signal problems, or track incidents. I would fight for Amtrak funding to renovate the tracks and update the signal system so as to help prevent these kinds of delays for NJ riders.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- NYC’s congestion pricing program has reduced traffic into NYC by encouraging NJ commuters to rely on public transportation. I oppose Trump’s attempts to punish NYC for imposing the fee and acting against the best interests for NJ and NYC commuters, as well as the environment. When riders instead rely on NJ Transit, PATH, and the MTA, these agencies see increased ridership without an increased operating budget. I support requiring NYC to share the funds from the congestion pricing program so that we can improve both NJ Transit and the MTA for NJ commuters.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- When I get to Washington, I’ll fight to restore funding for the Gateway Tunnel that Trump illegally froze. To restore the federal funding, I’ll engage with other state and federal electeds, both in NJ and NYC, as well as advocacy organizations to apply pressure on the Trump administration. I’ll also work with Governor Mikie Sherrill to ensure that NJ taxpayer dollars are not redirected to finish the project.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Factors that should be considered for funding projects like expanding the light rail system, and other transit expansions, include ridership, fare prices, and the operating budget to build and maintain. Our light rail systems are already exacerbated with riders, but are often delayed and canceled due to low budget allocations. The Corporate Transit Tax is simply not enough. As an advocate for public transportation, I will fight in Congress for federal dollars to supplement/match its operating budget for NJ Transit.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Given NJ’s Energy Master Plan goal for transportation electrification, our state has already made great strides to electrify our bus fleet. To fully electrify the fleet, NJ needs federal investments to complete the project. My goal is to help secure federal funding from the Inflation Reduction Act, which offers tax credits for transit agencies under the Commercial Clean Vehicle Tax Credit.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- Like California, New Jersey faces the issue of air pollution from our major cities and from our neighboring cities of New York City and Philadelphia. As NJ-11 is defined as the Greater Metropolitan Area of NYC, it is my constituents who are facing the direct repercussions of low air quality standards. I support NJ’s decision to take the approach of implementing stricter air quality standards than what is expected federally. I will fight for Congress to adopt a similar approach for all Americans suffering from the impacts of air pollution.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- To maintain global competitiveness for any industry, the US needs to restore the tariff rates to its original percentages so that other countries can more easily purchase our exports.
The auto industry was a thriving manufacturing industry in cities like Cleveland, Detroit, St. Louis, including towns in NJ. With the increase of outsourcing of labor, these cities have been in economic decline for decades. Congress should consider financial incentives for auto manufacturers based in the US to not only restore working-class American cities, but to maintain global competitiveness in the auto industry.
- To maintain global competitiveness for any industry, the US needs to restore the tariff rates to its original percentages so that other countries can more easily purchase our exports.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- The Trump administration has been illegally withholding Congress authorized funding for many federal agencies. I will fight against Trump when I’m in Congress to restore the funding for electric school buses, as previously authorized by Congress. With approximately 500,000 school buses in the US running primarily on diesel fuel, electric school buses are better not only to reduce air pollution, but for the health impact on students as well.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- In Chatham Borough, I have access to the Morris and Essex Line rail service via the Chatham train station. The 873 NJ Transit bus also services Chatham. I regularly use the New Jersey Transit rail service to travel into New York City.
- What is your impression of how well public transit serves NJ-11?
- New Jersey is lucky to have wide-reaching train service that takes commuters where they need to go, but there are definitely elements of this service that should be improved. Trains are often delayed and cancelled, there are often not enough services, train cars are crowded at rush hour, and services are relatively slow. These things can and should be improved.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- Funding New Jersey’s transit needs requires strong collaboration between federal and state authorities because of our system’s interconnectedness with our neighbors in NY, CT, and PA. The Gateway project is one example of that partnership, which will certainly bring improvements for NJ Transit services for commuters in NJ-11. In Congress, I’ll coordinate with state authorities to ensure that we can fund the improvements to transit services in our district that people want to see.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- As I’ve mentioned, communication and coordination is key to improving our transit system. I would work with state and federal officials to ensure that all actors are on the same page, working towards the same goals. It is also important to include local officials and grassroots voices in discussions about how local transit improvements can shape their communities and the decisions they make.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- Funding for Amtrak needs to be focused on improving service times and speed. These improvements would prevent routine delays, make trains less crowded and reduce commuting times, making it easier for commuters to settle in communities in NJ-11 that may be further from New York City or Newark. Investing in Amtrak’s inspection and maintenance capacities would make our rails safer while also avoiding delays and cancellations due to electrical or mechanical failures.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- a) I oppose the Trump administration’s attempts to punish NYC for imposing congestion pricing fees.
- b) Yes, if we want commuters to use public transportation when travelling into, out of, and around New York City, we have to invest in the infrastructure to make those services efficient, available, and comfortable. New York should share a portion of the funds raised via the program.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Rail Tunnel offers solutions to real problems facing rail transit in New Jersey and New York, and is a prime example of cooperation between the two states and with the federal government. The additional rail lines that have nearly been completed will alleviate rail traffic along the Northeast Corridor, allowing for trains to run more often and with few delays. The project’s continuation requires commitment to partnership and to improving our rail service. Although the president and many in Congress seem to have forgotten, Congress holds the power of the purse, and I would fight to ensure that funding for projects like the Gateway is used to help the people of New Jersey.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- As a councilman I know that, when considering transit expansions, it is always important to consider how such changes will impact a community and whether a community has the capacity to receive new transit services. Transit options should be integrated into communities in such a way in which a community can grow around transit and flourish. Many communities in New Jersey have been left without access to reliable transit options, which can ultimately hinder their growth. That’s why any decision regarding transit expansion needs to include community members and local officials, in close coordination with state and federal officials.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Making the transition to electrified buses is one of the many steps we can take to lower emissions caused by transportation services. The federal government should continue investing in such projects to support states to recommit America to a comprehensive climate agenda, reduce emissions, produce more clean energy, and continue strengthening our infrastructure.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- In the absence of comprehensive federal commitment to reducing emissions, combatting climate change, and protecting our shared environment, New Jersey and other states should have the freedom to legislate their own environmental policies.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- We should continue to invest in producing more electric batteries and electric vehicles here in the United States, and we should also make it easier for Americans to afford the transition to electric vehicles. As a councilman I know that, when considering transit expansions, it is always important to consider how such changes will impact a community and whether a community has the capacity to receive new transit services. Transit options should be integrated into communities in such a way in which a community can grow around transit and flourish. Many communities in New Jersey have been left without access to reliable transit options, which can ultimately hinder their growth. That’s why any decision regarding transit expansion needs to include community members and local officials, in close coordination with state and federal officials.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- Making the transition to electrified buses is one of the many steps we can take to lower emissions caused by transportation services. The federal government should continue investing in such projects to support states to recommit America to a comprehensive climate agenda, reduce emissions, produce more clean energy, and continue strengthening our infrastructure.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- From my home in Morristown, I have access to NJ Transit rail service on the Morris & Essex Line, as well as local bus options and regional connections that make it possible to commute into New York and throughout North Jersey.
- Yes, I regularly use NJ Transit. I commute by train for work, and I’ve experienced firsthand how unreliable the system can be. I’ve sat through two-hour delays, missed important work meetings, and watched packed platforms turn into chaos with little communication or accountability. That lived experience is part of why transportation is central to my Fair Deal: transit isn’t a luxury; it’s how working people get to work, school, doctors’ appointments, and childcare on time.
- That’s also why I support federal investment to modernize rail infrastructure, strengthen reliability, and build a rider-first NJ Transit system, including real-time communication and automatic refunds for major delays..
- What is your impression of how well public transit serves NJ-11?
- Public transit in NJ-11 is uneven and unreliable, and for too many residents, it simply doesn’t work well enough.
- Parts of the district, like Morristown, Dover, and Montclair, have access to NJ Transit rail lines, but even there service is plagued by delays, aging infrastructure, and poor communication. Riders regularly experience missed connections, overcrowding, and breakdowns that turn a normal commute into hours of uncertainty. I’ve lived that myself.
- At the same time, large portions of NJ-11 are effectively transit deserts. Many towns have little or no reliable bus or rail access, making it harder for workers, students, seniors, and people with disabilities to reach jobs, schools, healthcare, or regional hubs. That lack of access also limits economic growth for communities that could thrive with better connectivity.
- Transit should reduce stress and expand opportunity, not add to people’s daily burden. Right now, public transportation in NJ-11 falls short of that standard. Improving reliability, expanding coverage, and coordinating transit with housing and economic development must be a priority if we want a district where people can work, live, and move without being punished for choosing public transit.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- The federal government has a critical role to play in funding and modernizing transit in NJ-11, because our transportation challenges are not just local, they’re regional and national. New Jersey is a major economic corridor, and when our transit systems fail, it affects workers, businesses, and interstate commerce far beyond our district.
- At a minimum, the federal government should provide stable, long-term funding for rail, bus, bridge, and tunnel infrastructure so systems like NJ Transit aren’t forced to rely on short-term fixes or fare hikes. That includes modernizing aging tracks, signals, power systems, and rolling stock, and fully funding safety and state-of-good-repair projects.
- The federal government should also help expand service where it doesn’t exist today, particularly in parts of NJ-11 that lack reliable bus or rail access. Federal grants can support new routes, last-mile connections, local shuttles, and transit-oriented development so communities without stations are not left behind.
- Equally important is accountability to riders. Federal funding should come with expectations for reliability, transparency, and communication, so when service breaks down, riders aren’t left in the dark or forced to absorb the cost of delays.
- Finally, federal transit investment should be coordinated with housing, climate, and economic development policy. When we fund transit smartly, we reduce traffic and emissions, lower household transportation costs, and expand access to jobs and opportunity. That’s exactly the kind of federal partnership NJ-11 needs and deserves.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- Regional transit improvements only happen when government actively coordinates, not when agencies operate in silos.
- As a Member of Congress, I would work closely with local and county officials, NJ Transit, and the New Jersey Department of Transportation to align priorities across towns in NJ-11 and push for regional solutions instead of fragmented projects. My role would be to elevate those shared needs at the federal level and help communities navigate complex funding programs.
- I would also partner directly with riders and frontline workers, including organizations like Route, whose members understand firsthand where systems fail and how to fix them. Listening to people who are directly impacted are essential to improving safety, reliability, and accountability.
- Finally, I would use the convening power of the office to bring agencies, advocates, and elected leaders together – breaking down barriers, ensuring transparency, and keeping projects moving. Real inter-agency cooperation requires leadership that listens, organizes, and delivers results.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- My top Amtrak funding priorities would be:
- State-of-good-repair projects on shared corridors, including track, signals, power systems, and switches that routinely cause cascading delays for NJ riders. Fixing aging infrastructure is the fastest way to improve reliability.
- Modern signal and communications upgrades so delays are detected earlier and information is shared in real time across agencies. Riders shouldn’t lose hours because agencies aren’t coordinating.
- Capacity and resiliency improvements in the Northeast Corridor, including bottleneck relief and redundancy, so a single failure doesn’t shut down the system.
- Stronger inter-agency coordination requirements tied to federal funding, ensuring Amtrak, NJ Transit, and DOT plan and operate together when infrastructure is shared.
- I’m also open to listening to feedback on what else should be prioritized to improve the experience for NJ train riders.
- My top Amtrak funding priorities would be:
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- a) Yes. I oppose the Administration’s attempts to punish New York City for implementing congestion pricing. Cities should be able to use effective tools to reduce congestion, improve air quality, and invest in transit. An 11% reduction in traffic shows the policy is working, and federal retaliation only undermines regional transportation solutions.
- b) Yes. I support requiring New York City to share a portion of congestion pricing revenues with New Jersey to improve bus and train service between NJ and NYC. A significant share of congestion pricing revenue comes from New Jersey commuters, and those riders deserve to see direct reinvestment in the transit systems they rely on.
- If NJ residents are paying into the program, those dollars should help fund better cross-Hudson rail and bus service, more frequent trains, improved reliability, and expanded capacity, so commuters have real alternatives to driving and can avoid congestion fees altogether.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Rail Tunnel project is absolutely essential for New Jersey and the entire Northeast Corridor. The existing Hudson River tunnels are over 100 years old, were damaged by Superstorm Sandy, and are operating at near full capacity. If one fails, rail service between NJ and NYC could be reduced by as much as 75%, devastating commuters and the regional economy.
- I strongly oppose any attempt to cancel or withhold federal funding for the Gateway Rail tunnel project. This is not a partisan or local project, it is a national infrastructure priority.
- To ensure the project continues, Congress must:
- Do their jobs and protect full federal funding
- Apply bipartisan pressure through the Northeast delegation, labor, and business leaders
- Keep strong oversight through the Gateway Development Commission
- Cancelling the Gateway would cost far more than completing it. Protecting this project is non-negotiable for NJ commuters and our economy.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- When funding light rail expansions like the Bergen/Hudson extension to Englewood and the River Line extension to Glassboro, the federal government should prioritize projects that serve the greatest number of commuters, residents, and working people.
- Key factors include:
- Strong ridership potential and access to jobs, schools, and healthcare
- How many people benefit and how much the project reduces daily commute burdens
- Integration with existing rail and bus systems
- Cost effectiveness alongside maintaining current infrastructure
- Climate and congestion reduction benefits
- Clear state, local, and labor support
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- I strongly support federal funding for projects like NJ Transit’s bus electrification and the electrical upgrades needed at bus garages. These investments are essential infrastructure, not optional add-ons.
- Electrifying buses cuts operating costs over time, reduces pollution in the communities buses serve most, and improves air quality for riders, drivers, and nearby residents. But agencies cannot meet these goals without federal support to modernize power systems, substations, and charging infrastructure.
- Federal funding should prioritize garage upgrades in high-ridership corridors and densely populated communities, where electric buses will benefit the most working people, transit-dependent riders, and frontline workers. These projects also create good union jobs in construction, electrical work, and maintenance while helping New Jersey meet its climate and public-health goals.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- I strongly support maintaining California’s authority under the Clean Air Act and the ability of states like New Jersey to adopt stricter air quality standards.
- Protecting the environment and public health is essential. Climate change and pollution are already harming our communities, and states must have the flexibility to lead when federal standards fall short – especially in dense, high-traffic states like New Jersey.
- The federal government should support states that take proactive steps to reduce emissions and accelerate the transition to cleaner transportation, not punish them. I will oppose any effort to strip states of the right to set stronger air quality standards.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- To stay competitive globally, Congress needs a coordinated, long-term strategy.
- Key approaches include:
- Restoring long-term certainty for manufacturers and consumers so automakers can plan EV and battery investments with confidence
- Rebuilding domestic battery and supply chains, including critical minerals, refining, and recycling, with strong U.S. and allied sourcing
- Investing in charging infrastructure and grid upgrades, especially for high-volume passenger and commercial fleets
- Supporting workforce retraining and plant retooling so auto workers can transition into EV and battery production without losing good jobs
- If we want American automakers to lead the global market, Congress must pair smart industrial policy with stable demand and worker-centered investment.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- Electric school buses reduce harmful diesel pollution that children are exposed to every day and lower long-term fuel and maintenance costs for school districts. Most districts cannot absorb the upfront costs without federal support, which is why Congress authorized this program.
- The federal government should honor its commitments, fully fund the Clean School Bus Program, and prioritize high-need districts so all children can benefit from cleaner, safer transportation.
- What public transit options are available to you from your New Jersey residence, and do you regularly use any of these services?
- Wayne Route 23 Transit Station offers both train and bus service. Now that I’m no longer Lieutenant Governor, I expect to rely on these transit options like I have done in the past and I appreciate how important it is for daily commuters.
- What is your impression of how well public transit serves NJ-11?
- NJ-11 is served by an extensive network of NJ Transit rail and bus lines, but too often the system falls short of riders’ needs. Delays, service disruptions, and overcrowding are still a regular experience for far too many commuters. Just recently I have been out at train stations talking to voters and see at least one delayed train every single time. These challenges didn’t happen overnight, they’re the result of years of inconsistent investment and funding being delayed or diverted instead of used to address long-standing issues. A reliable, well-funded transit system is essential, and its failures should never force people to add to road congestion because they can’t count on public transportation to get them where they need to go. This is all the more important for Northern New Jersey with FIFA coming in just a few months, transportation needs to be on time and reliable.
- What role do you believe the federal government could and should play to fund transit needs in NJ-11?
- The federal government should provide sustained, predictable funding that allows transit agencies to plan for the long term rather than operate crisis to crisis. Federal dollars should support core operating assistance, bring aging infrastructure into a state of good repair, expand rail and bus capacity where demand is growing like here in NJ-11, and modernize fleets. Funding should also prioritize resilience against extreme weather and climate impacts, reduce greenhouse gas emissions, and keep fares affordable for working families. Just as important, federal investment must come with safeguards to ensure funds are used efficiently and cannot be redirected away from transit needs as has happened in the past. Strong federal leadership is essential to delivering a transit system that is reliable, accessible, and capable of supporting the region’s economy.
- How would you partner with other organizations, elected officials, and stakeholders to drive regional improvements and inter-agency cooperation?
- Driving regional improvements requires consistent, structured collaboration. I would work closely with neighboring members of Congress, state and local elected officials, transit agencies, labor leaders, business groups, and rider advocates to align priorities and move projects forward together. These lines don’t follow district lines and you need to be able to work with everyone to do what’s best for riders. That means convening stakeholders early in the planning process, sharing data across agencies, and setting clear, measurable goals so everyone is working toward the same outcomes. I would also push for stronger coordination among federal, state, and regional authorities to reduce duplication, streamline approvals, and accelerate delivery. When agencies and leaders operate as partners instead of silos, we get better projects, better service, and better results for the people who rely on our transportation system every day.
- Train riders in NJ-11 rely on Amtrak-owned infrastructure. What Amtrak funding would you prioritize to improve the experience for New Jersey train riders?
- I would prioritize Amtrak funding that improves reliability and capacity on the shared infrastructure New Jersey riders depend on every day. That means investing in basic state-of-good-repair work, modern signaling and power systems, and eliminating bottlenecks that cause cascading delays. Funding should also support projects that increase resilience to extreme weather and improve on-time performance across the corridor. Targeted, predictable investment in Amtrak-owned assets is essential to delivering a smoother, more reliable experience for NJ-11 train riders.
- New York City’s congestion pricing program has achieved an 11% reduction in auto traffic into New York City, but is still under attack by the Trump administration. (a) Do you oppose the Administration’s attempts to punish NYC for imposing the congestion pricing fee? (b) Do you support requiring NYC to share some of the funds raised by the program with NJ to help improve bus and train service between NY and NJ, so that more NJ commuters can avoid the congestion pricing fees?
- Efforts to undermine congestion pricing through federal leverage set a dangerous precedent and distract from the real work of improving mobility in the region. That said, congestion pricing is not something I support when it fails to deliver clear, tangible benefits to the commuters most affected — particularly New Jersey riders who often lack viable alternatives. For policies like congestion pricing to succeed, any revenue generated must be transparently reinvested in improving cross-Hudson transit capacity, reliability, and affordability. When people are incentivized to adapt how they travel, government has an obligation to ensure the system they are being pushed toward is one they can depend on.
- President Trump has vowed to cancel federal funding for the Gateway Rail Tunnel project, which is needed to preserve commuter rail traffic between NJ and NYC. What is your view of the project? What approaches should be considered to ensure the continuation of the project?
- The Gateway Rail Tunnel is a national infrastructure priority, not a discretionary project, and its completion is vital to maintaining reliable rail service between New Jersey and New York City. The existing tunnel is well past its intended lifespan, and failure to replace it would jeopardize daily commutes, regional commerce, and the broader Northeast Corridor economy. Ensuring Gateway moves forward requires firm, long-term federal commitments that cannot be reversed on a whim, clear legal protections for funds already authorized by Congress, and continued coordination among federal, state, and regional partners. Major infrastructure decisions must be driven by safety, capacity, and economic necessity not shifting political agendas.
- New Jersey is seeking federal funding to extend the Bergen/Hudson Light Rail system to Englewood and the south Jersey River Line Light Rail System to Glassboro. What factors should be considered for funding projects like this? How would you approach advancing transit expansions like this and others within NJ-11?
- Decisions about federal support for transit expansions should be grounded in measurable public value. That includes whether a project meets demonstrated travel demand, improves access for underserved communities, relieves pressure on overcrowded roads, and supports long-term economic growth while reducing environmental impacts. Advancing projects like the Bergen–Hudson Light Rail extension and the Glassboro line requires early coordination among state agencies, local governments, and federal partners to present a strong, unified proposal.
- I would focus on building that alignment, navigating the federal funding process, and keeping projects moving by cutting through unnecessary delays so transit expansions that benefit NJ-11 can become reality.
- New Jersey Transit’s bus electrification goals require substantial federal funding to upgrade the electrical infrastructure in the agency’s bus garages needed to charge new electric transit buses. How do you view federal funding investments in such projects?
- Federal investment in bus electrification is critical to modernizing NJ Transit and reducing the environmental and health impacts of traditional diesel buses. Funding should cover not just the vehicles themselves but also the upgrades to electrical infrastructure at bus depots that make fleet electrification feasible. These investments create cleaner communities, lower operating costs over time, and support good-paying jobs in construction and clean energy. By committing to sustained, protected federal funding, we can ensure NJ Transit can transition responsibly and reliably to a zero-emission fleet.
- The Trump Administration is seeking to end California’s ability under the Federal Clean Air Act to set stricter automobile pollution standards than the federal standards. New Jersey along with many other states has traditionally adopted California’s stricter standards, helping keep our air cleaner and encouraging the sales of electric passenger and commercial vehicles under such programs as Advanced Clean Cars and Advanced Clean Trucks, which were implemented under the Murphy administration. What is your view on maintaining California and other states’ ability to set stricter air quality standards?
- I believe states must retain the ability to set stricter air quality standards under the Clean Air Act. Programs like New Jersey’s Advanced Clean Cars and Advanced Clean Trucks have improved public health, reduced pollution, and encouraged the adoption of electric and low-emission vehicles. Weakening this authority would hinder progress on climate and air quality, limit innovation in clean transportation, and put residents’ health at risk. Federal policy should support states’ leadership in advancing cleaner, safer transportation options rather than undercutting it.
- Last year, the Republican budget ended federal EV tax incentives. In response, US automakers scaled back their investments in new EV and electric battery production. This puts our domestic auto industry at a competitive disadvantage to the Chinese, whose EV models are increasingly gaining a larger share of the world wide auto marketplace. What policy approaches should Congress consider to maintain US global competitiveness in the auto industry?
- To keep the U.S. auto industry competitive, Congress should provide long-term, reliable support for domestic EV and battery production. This includes restoring tax incentives tied to American-made vehicles, investing in battery research and supply chains for critical materials, and supporting workforce development to ensure good-paying manufacturing jobs stay in the U.S. Federal procurement and targeted funding can create steady demand for clean vehicles, helping American automakers compete globally. Without these policies, we risk falling behind China and other international competitors, losing both economic opportunity and leadership in the clean transportation sector.
- Similarly, the EPA has delayed funding for the fourth and fifth year of the Clean School Bus Program grants and rebates, which were authorized by Congress in the previous administration ($1 billion/year). What is your perspective on the federal government’s role in funding electric school buses?
- The federal government has a responsibility to fully fund programs like the Clean School Bus Program and deliver that support on schedule. Electric school buses cut harmful emissions, improve children’s health, especially in communities most affected by pollution, and reduce long-term costs for school districts. Delays or gaps in funding undermine Congress’s intent and slow progress toward cleaner, safer school transportation. Federal investments should be predictable, prioritized for districts with the greatest needs, and structured so schools can confidently plan and transition to an electric fleet.
