Anna Lee Williams

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.

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.