Addressing the Transportation Needs of New Jersey’s Many Non-Drivers
This week, October 1-8, 2026, is the Week Without Driving. The occasion is meant to call attention to the fact that not everybody drives, and to inspire people who do drive to consider the difficulties they might encounter if they couldn’t always drive everywhere. This week asks us to think about the needs and concerns of the people who are in that situation every day.
People who don’t drive were the topic of the keynote address at this year’s New Jersey Planning & Redevelopment Conference (co-hosted by New Jersey Future and the New Jersey Chapter of the American Planning Association), given by Anna Zivarts, Executive Director of the Nondrivers Alliance. (See New Jersey Future’s write-up here: When Driving Is Not an Option: Steering Away from Car Dependency.) She noted that more than one-third of the population of New Jersey (and nationally) does not drive.
One segment of non-drivers is households that do not own a vehicle, of which there are about 390,000 in New Jersey, or 11.1% of all households (one in nine). In some places, the car-less household rate is much higher—there are 29 municipalities where it represents more than 20% of households:

Many of these households are concentrated in New Jersey’s urban cores, where transit service is readily available and high development densities place many amenities/destinations within walking distance, enabling daily activities to be accomplished without a personal vehicle. But places like Salem, Penns Grove, and Egg Harbor City demonstrate that pockets of zero-vehicle households can show up even in the more rural parts of the state. In addition, not everyone in more urbanized areas necessarily lives within easy walking distance of public transit; even Hudson County, which has a population density comparable to New York City, has many areas that are not served by transit. It is also not the case that all of the roads in cities are necessarily safe for pedestrians.
Ms. Zivarts derived some of her statistics from the report Who Doesn’t Have a Car? by the Natural Resources Defense Council (NRDC), which describes several other categories of non-drivers:
- People of driving age in households where there are fewer vehicles than drivers
- People with disabilities who don’t drive or don’t have access to a vehicle
- Older people who do not have a disability that prevents them from driving but who nonetheless choose not to drive at night, or on busy multi-lane roads, or not to drive at all
- Young people (age 10+) younger than driving age who want to socialize with friends or attend events, and are old enough to travel unaccompanied by non-driving means
Recently, all of New Jersey’s non-drivers have numerous reasons to be optimistic that their needs are being noticed and addressed. In January of 2025, a law was passed creating the Target Zero Commission with the goal of eliminating traffic deaths and serious injuries in New Jersey by 2040. The Commission was charged specifically with safety; it released its initial Action Plan in December 2025 and plans to publish its first annual report in November 2026. As one of its first actions, the Target Zero Commission established a working group to conduct a public participation process and generate recommendations for making walking and biking safer. The working group is run by leadership at the NJ Department of Transportation (NJDOT), who are also responsible for drafting annual reports that outline New Jersey’s progress toward Target Zero goals.
The public input collected by the working group covered street design much more broadly, resulting in a host of suggestions to make the pedestrian environment not just safer but also more convenient and more pleasant, characteristics that are also important to non-drivers. These recommendations are concentrated particularly in the report’s Safer Roads Actions (both the original list and New Additions), the Safer Land Use actions (which are covered in the Draft Additional Priorities Actions document), and items related to traffic calming in the Safer Speeds Actions. The NJDOT and other relevant state agencies are currently evaluating this input and developing strategies for incorporating it into their policies and practices.
Another timely development is that the NJDOT is embarking on an update of its Active Transportation Master Plan (formerly called the Bicycle and Pedestrian Master Plan). Knowing where New Jersey’s non-drivers live would be valuable information for the Master Plan to take into account, to help steer pedestrian and bicycle improvements towards places where the greatest numbers of people regularly get around without cars.
Non-drivers in South Jersey also recently gained a new transportation option – SJ Connects, a free shuttle bus service operated by the South Jersey Transportation Authority. Despite South Jersey having far fewer public transit options than the northern and central portions of the state, in some South Jersey counties, the car-less household rate exceeds 10%:

Better knowledge about New Jersey’s non-drivers and where they live would help inform numerous other state programs and policies:
- E-bike regulation: Greater consideration of the issues faced by people with disabilities that prevent them from driving would help improve the state’s emerging policy on e-bikes. As it is, “The state’s new e-bike law erects unnecessary barriers and obstacles that limit the use and adoption of e-bikes, despite the many mobility benefits they provide by making cycling more accessible for people with disabilities.”
- Increasing public transit use: Improving the pedestrian environment near public transit stations would benefit all riders, not just those who don’t own or use cars otherwise; after all, every transit rider becomes a pedestrian the moment they step off the bus, train, or ferry. Transit-oriented development is really pedestrian-oriented development. Making access to transit safer and more comfortable would induce people to ride transit more frequently and to drive less.
- Parking minimums: Identifying areas where non-drivers are concentrated could help create opportunities for parking reform, where the amount of parking developers are required to provide for new residential developments could be adjusted downward (or removed altogether) based on the fact that current residents of the area are already finding ways of getting around without a car. Additional attention to the pedestrian environment in such places could not only improve mobility options for existing non-drivers but could enable even more people to go car-light or car-free. Reducing the amount of parking developers are required to provide would also help increase the number of housing units that could be built on a given site and bring down the per-unit cost, an important consideration in the context of New Jersey’s housing affordability crisis.
The presence of so many non-drivers in New Jersey highlights the importance of local street design. Non-drivers can’t drive, or have chosen to forgo car ownership and the expenses it entails, but there are also plenty of car-owning New Jerseyans who don’t want to have to drive for every errand or every time they leave the house. Particularly in established downtowns but also in other areas where different types of destinations are located within close proximity, street design should focus more on making it safe, convenient, and pleasant to walk among nearby destinations and less on maximizing vehicle throughput. Local streets should be designed for people rather than cars. If the visual cues on local streets convey that pedestrians take priority over vehicle movement, New Jersey could substantially increase the number of people who are non-drivers by choice while making life easier for those who do not have a choice.
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