DeCamp Bus Lines
DeCamp Bus Lines carried 304,103 boardings in FY2022 at $29.52 per ride and $21.04 in subsidy per ride. Ten years of NTD data, by mode.
What those two numbers mean
Passengers aboard is passenger miles divided by vehicle miles: how many people are on board on average, at any moment. It is the missing term in cost per ride. A service carrying twenty people per vehicle mile and one carrying half a person can spend the same on fuel and wages and arrive at wildly different costs per passenger.
Average speed is vehicle miles divided by vehicle hours, including every stop and every red light. It is the hidden term in cost per mile, because cost per mile is cost per hour divided by speed. A bus network slowing from 13 mph to 11 becomes a fifth more expensive per mile with no change in wages and no change in service.
Profile
Agency profile
As filed with the National Transit Database.
Contact
- Legal name
- DeCamp Bus Lines
Organization
- Organization type
- —
- Reporter type
- Full Reporter
- Fiscal year ends
- —
- Reporting since
- FY2015
Service area
- Population served
- —
- Urbanized area
- New York--Jersey City--Newark, NY--NJ · 19.4M people
- Vehicles at maximum service
- —
Services operated
Each mode has its own page, with its own ridership, cost and safety.
Ridership
Ridership
Monthly data through December 2022.
This year against the last five
Same months, stacked on one axis, so seasonality does not read as a trend
Annual boardings
Ten-year series
Every month since 2014
The whole series, unsmoothed
Recovery against 2019
Each month against the same month before the pandemic
Latest month at 19.2% of 2019.
Cost
Cost and subsidy
Dollar figures are shown as reported and again in current dollars.
Cost and subsidy per ride
As reported
In 2024 dollars
The same series with inflation removed
Why cost per ride moved
Indexed to FY2015 = 100
Cost per ride is the cost of an hour of service divided by the riders carried in that hour. It can only rise for two reasons: service got dearer to produce, or fewer people rode it.
Since FY2015 an hour of service costs -2.3% more to run, but carries -69.9% as many riders. Most of the rise in cost per ride is riders leaving, not service getting dearer.
Where the money goes
Operating cost by function
Who pays for it
Federal, state and local funding, 1998 to 2022
Operating and capital money together, in the dollars of each year. Fares are not in this file — FTA took them out of the funding series in 2022 — so "directly generated" here means advertising, concessions, park and ride and taxes the agency levies itself. The farebox is charted above.
Capital
Capital spending
What was spent on building, rebuilding and replacing, shown beside the cost of running the service rather than folded into it.
FTA publishes the capital files from 2022 onward, and this agency does not appear in them.
Peers
Compared with similar systems
10 agencies serve an urbanized area of similar size, carry a similar number of riders, and run commuter bus as their main service.
Cost per ride against peers
This agency in blue, peer median dashed
Rides per resident against peers
How much the place uses what it has
Peer detail
| Agency | Urbanized area | Population | Boardings | Rides / resident | Cost / ride | Subsidy / ride | Fare recovery |
|---|---|---|---|---|---|---|---|
| DeCamp Bus Lines this agency | New York--Jersey City--Newark, NY--NJ | 19.4M | 304.1K | — | $29.52 | $21.04 | 28.7% |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 357K | 0.02 | $30.36 | $2.07 | 93.2% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 409.8K | 2.11 | $27.08 | $-8.39 | 131% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 447K | 0.36 | $26.93 | $16.65 | 38.2% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 455.2K | 26.85 | $12.62 | $0.81 | 93.6% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 456.1K | — | $12.14 | $4.66 | 61.7% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 543.7K | 0.05 | $35.85 | $-5.73 | 116% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 155.2K | 0.48 | $20.81 | $3.28 | 84.3% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 774.7K | 1.47 | $16.38 | $3.85 | 76.5% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 833.2K | 0.15 | $11.65 | $-1.66 | 114.2% | |
| New York--Jersey City--Newark, NY--NJ | 19.4M | 1.12M | 0.77 | $18.75 | $3.78 | 79.9% | |
| Peer median (10 agencies) | 0.48 | $19.78 | $2.67 | 88.7% | |||
By mode
By mode
Each service this agency runs, for FY2022. Directly operated and purchased service are summed.
Boardings by mode
Annual, stacked
Cost per ride by mode
FY2022
Mode detail, FY2022
| Mode | Service | Boardings | Passenger miles | Revenue hours | Operating cost | Cost / ride | Subsidy / ride | Fare recovery | |
|---|---|---|---|---|---|---|---|---|---|
| Commuter Bus | Directly operated | 304,103 | 5,197,490 | 54,029 | $8,976,052 | $29.52 | $21.04 | 28.7% | Detail → |
Safety
Safety
Collisions, fires, derailments and security events reported to NTD. Only complete years are shown.
Events by year
All event types, all modes
Events per 100 million revenue miles
This agency against the national rate, on the same axis
Miles rather than boardings, because this series covers 2020: service kept running when riders stopped coming, and a rate per boarding would read that as a collapse in safety. Sitting above the national line is as likely to mean careful reporting as dangerous operation — and rail systems report events on their own right of way that a bus operator never encounters.
The longer record, 2008 to 2022
FTA's threshold-adjusted time series, which reaches back further than the incident file and is built to be compared across years
NTD's reporting threshold changed in 2010, 2015 and 2023. FTA publishes this series adjusted for those changes so the years can be read against each other; the unadjusted counts jump by a third in 2015 on the rule change alone.
Individual incidents
NTD publishes every major event on its own, with a time and usually a place. 7 of them for this agency since 2014, including 0 assaults on transit workers.
Where incidents were reported
The most recent 1,500 events carrying a location
Points are where the agency reported the event, which for a moving vehicle is approximate.
By hour of day
Every reported major event since 2014
More service runs in the afternoon than at dawn, so the shape follows the timetable as much as anything else.
Where
Reported location type
Most serious recent incidents
Events that killed or seriously injured someone, newest first
| Date | Event | Mode | Location | Conditions | Injured | Killed |
|---|---|---|---|---|---|---|
| February 24, 2018 6:20 PM | Non-Rail Collision | Commuter Bus | Roadway: intersection | Raining, Dark | 0 | 1 |
| May 26, 2016 9:30 AM | Non-Rail Collision | Commuter Bus | Roadway: intersection | Clear, Daylight | 0 | 1 |
Fleet
Fleet, workforce and reliability
How old the vehicles are, how many people run them, and how far they get between breakdowns. NTD publishes all three from 2022 onward.
Workforce by mode
| Mode | Service | Hours | Operators | Vehicle maintenance | Administration | All staff |
|---|---|---|---|---|---|---|
| Commuter Bus | Directly operated | Full Time | 39 | 12 | 9 | 60 |
| Commuter Bus | Directly operated | Part Time | 26 | 3 | 0 | 29 |
How the fleet has aged, 1998 to 2022
Average vehicle age, weighted across every mode the agency runs
A rising line is not automatically bad and a falling one is not automatically good: a fleet gets younger the year an agency takes delivery, and older every year it does not. What the shape shows is whether replacement is steady or comes in bursts. The table below says how many vehicles are actually past the life FTA expects of them.
Vehicles, and how many are accessible
Active revenue vehicles against those meeting the ADA standard
Fleet age
FTA's default useful life benchmark for each class, from the Transit Asset Management rule
| Vehicle type | Count | Average age | FTA benchmark | Past FTA benchmark | Past own benchmark |
|---|---|---|---|---|---|
| Over-the-road Bus | 66 | 6.03 yrs | 14 yrs |
|
Miles between failures
Revenue miles divided by mechanical failures. Higher is better.
NTD counts a failure as major when it stops the vehicle finishing its trip.
Reliability by mode
| Mode | Service | Revenue miles | Major failures | All failures | Miles between failures |
|---|---|---|---|---|---|
| Commuter Bus | Directly operated | 576,077 | 11 | 24 | 24,003 |
Fuel and energy
What the fleet burned in FY2022.
Miles by fuel
Comparing miles avoids any energy-equivalence assumption
Fuel by mode
| Mode | Diesel (gal) | Gasoline (gal) | CNG (gal eq.) | Electric (kWh) | Diesel mpg | Zero-emission |
|---|---|---|---|---|---|---|
| Commuter Bus | 214,773 | — | — | 0 | 4.93 | 0% |
All years
Full annual series
Every year this agency reported, as published.
| Year | Boardings | Passenger miles | Revenue miles | Revenue hours | Operating cost | Fares | Cost / ride | Subsidy / ride | Fare recovery |
|---|---|---|---|---|---|---|---|---|---|
| 2022 | 304,103 | 5,197,490 | 576,077 | 54,029 | $8,976,052 | $2,578,983 | $29.52 | $21.04 | 28.7% |
| 2021 | 77,114 | 1,263,582 | 177,133 | 14,904 | $3,627,873 | $744,084 | $47.05 | $37.40 | 20.5% |
| 2020 | 366,771 | 6,009,873 | 449,076 | 29,932 | $5,805,008 | $2,625,658 | $15.83 | $8.67 | 45.2% |
| 2019 | 1,835,178 | 30,071,043 | 1,880,832 | 115,799 | $16,512,800 | $13,049,112 | $9.00 | $1.89 | 79% |
| 2018 | 1,843,456 | 30,996,958 | 1,891,000 | 119,642 | $16,846,272 | $12,880,779 | $9.14 | $2.15 | 76.5% |
| 2017 | 1,938,649 | 31,766,511 | 1,816,584 | 105,311 | $17,195,681 | $13,758,566 | $8.87 | $1.77 | 80% |
| 2016 | 1,852,204 | 28,764,728 | 1,793,033 | 95,173 | $17,455,198 | $12,852,493 | $9.42 | $2.48 | 73.6% |
| 2015 | 1,834,101 | 0 | 1,790,142 | 97,931 | $16,653,967 | $12,778,096 | $9.08 | $2.11 | 76.7% |