Zohran Mamdani Says Free Public Transport Will Reduce Crimes; NYC’s 1980s Free Transit Experiment
In an undated video, New York City mayoral candidate Zohran Mamdani is seen making his pitch for a plan to make public buses in the city safer. He says, “You have a farebox on a bus. It increases the site of tension, of conflict, of assault. When you remove that farebox, what you find is a safer experience, not just for the riders but also for the operators.”
How do you make public buses safer in NYC?
Mamdani: Remove the fareboxes so the criminals aren’t tempted and let them ride for free.
Commie logic. 😂 This is going to be funny NYC. pic.twitter.com/iqRLlTkAMX
— MAZE (@mazemoore) October 26, 2025
However, there is proof that the opposite – enforcing fares – actually improves public safety in public transport systems.
Let us take the example of an experiment done in the 1980s in the same city.
Historical data from New York City’s 1980s free-transit experiment, combined with contemporary analyses of proposed fare-free systems of Mamdani, reveal significant financial, operational, and safety challenges. While free public transport is often promoted as a progressive measure to enhance accessibility and in Mamdani’s case – to prevent crimes, the evidence from past trials and budget projections indicates that such policies can undermine system stability and safety if implemented at scale.
Revenue Loss
The foremost disadvantage is the severe loss of fare-based revenue. In modern terms, Assemblyman Zohran Mamdani’s proposed free-bus plan would cost the MTA approximately $600–$800 million annually, funds otherwise allocated to maintenance, infrastructure upgrades, and security. During the 1980s experiment, the MTA recorded a $1 million loss in a single night of free rides, reinforcing long-standing concerns over fiscal viability.
Overcrowding and Unmanageable Ridership
Fare removal historically triggered an unexpected surge in ridership. In 1984, free-fare nights produced passenger volumes “much heavier than anyone anticipated,” overwhelming staff and police resources. The resulting congestion strained both physical infrastructure and service schedules, demonstrating that fare elimination can reduce efficiency in already burdened systems.
Vandalism and Disorder
Contemporary reports described free buses and trains as “rolling parties.” The absence of fare barriers attracted unruly crowds, leading to vandalism, broken windows, slashed seats, and littering. Transit authorities were forced to deploy additional police units, incurring further operational costs.
Safety and Crime Concerns
Crime rates spiked sharply during the free-fare period. Recorded incidents included 55 felonies and 29 arrests, compared to 33 felonies and 15 arrests the previous year. Officials acknowledged that many trains became chaotic, delayed, or required police intervention, undermining passenger safety and public confidence. This works directly opposite to what Mamdani claims.
Extra Cleanup and Maintenance Costs
Even without major damage, higher ridership led to significant sanitation burdens. Reports cited “a lot of dirty buses,” with increased trash collection, wear and tear, and mechanical strain.
Maintenance teams faced elevated post-event workloads, inflating overall costs.
Administrative and Operational Burden
Implementing and supervising a fare-free system, even temporarily, demanded extensive coordination. The MTA characterized the 1984 program as a “disaster” due to logistical overload, requiring additional personnel, planning, and policing.
Questionable Impact on Policy Goals
The 1984 free-fare initiative was intended to curb drunk driving, yet commuter railways, where most such incidents occurred, opted out. The program failed to meet its stated objective, suggesting that fare abolition may not effectively target social or behavioral outcomes it purports to address.
Risk of Political Tokenism
Free transit initiatives often serve as populist gestures rather than sustainable policy tools. While temporarily popular, they can compromise financial accountability and long-term service quality.
Even Carol Bellamy (former President of City Council in NY), an early supporter of the 1984 plan, later opposed making buses permanently fare-free, acknowledging the fiscal impracticality.
So, Mamdani is wrong there – absolutely wrong, to suggest that free transport will reduce crimes.
(Source: Vital City)
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