Environmental and labor groups are voicing strong criticisms against LA Metro, arguing that the transit agency is progressing too slowly in its shift from compressed natural gas buses to zero-emission electric buses.
Currently, LA Metro’s electrification rate stands at just 3.5%, prompting the L.A. County Electric Truck and Bus Coalition to label this pace as an embarrassment.
With about 2,050 buses in its fleet, the coalition is calling for at least 50% of these buses to be electric by the time the 2028 LA Olympic Games commence.
“If LA Metro continues its snail’s pace of fleet conversion, fleet electrification will take 250 years,” the coalition warned.
This coalition comprises several influential organizations, including Earthjustice, Sierra Club, East Yard Communities for Environmental Justice, International Brotherhood of Electrical Workers Local 11, and Jobs to Move America.
Despite these criticisms, LA Metro has achieved some progress in certain areas of Los Angeles County where it has begun to replace its older compressed natural gas buses with zero-emission electric models.
For instance, the Metro G Line (Orange Line) in the San Fernando Valley has exclusively operated electric buses since late 2021, utilizing 40 articulated zero-emission buses manufactured by New Flyer for its 18-mile bus rapid transit line that connects the North Hollywood B Line subway station with the Chatsworth Metrolink Station.
Additionally, the agency is swapping out outdated buses for electric ones on the J (Silver) Line, which operates between El Monte and the Harbor Gateway Transit Center, with plans to complete this electrification by the end of this calendar year, as stated in a July Metro report regarding its Zero Emission Bus Program.
In response to the coalition’s concerns, LA Metro emphasized its commitment to a fully zero-emission fleet and clarified that it is poised to make substantial moves.
While it’s true that only a segment of Metro’s bus fleet is currently comprised of battery electric buses, the agency is diligently working on a comprehensive strategy to transition the entire fleet by 2035, making it one of the largest transit agencies nationwide to pledge such a commitment.
However, Earthjustice and other supporters maintain that LA Metro must expedite the replacement of buses in high-demand, low-income neighborhoods in a much more timely manner.
In a move towards sustainability, Metro’s board had previously voted in 2017 to achieve a fully electrified bus fleet by 2030, yet the agency now cites various market concerns and challenges as reasons for extending the deadline to 2035.
“Despite the emergent nature of electric bus and charging technology, severe bus manufacturing market constraints, and high capital costs, Metro remains committed to its transition plan to achieve a zero-emission bus fleet by 2035,” the agency stated in an emailed response.
Candice Youngblood, a senior attorney from Earthjustice overseeing the campaign, expressed dissatisfaction with the current pace of change.
“We are far off track from our goals. It can and should be more ambitious,” Youngblood asserted.
She advocates for Metro to develop charging infrastructure at more bus depots serving riders in Los Angeles and to do so at a faster rate.
As of now, LA Metro has 95 battery electric buses, representing 4.5% of its total fleet, with an additional 50 electric buses on order.
Metro is also making strides to construct major charging and power facilities across its divisions to facilitate this expansion.
The agency plans to fully electrify Division 9—the first depot electrification project—by 2026, while Divisions 18 and 7 are anticipated to follow suit by 2028.
Youngblood raised concerns that if LA Metro fails to achieve at least 50% electric buses by the time the Olympic Games arrive, it risks comparison to cities like Tokyo, Beijing, and Paris, which had already electrified 50% of their bus fleets during their hosting of the games.
Milan, which is slated to host the 2026 Winter Olympics, has also pledged to reach 50% by the start of their games in February.
“Not only are we far behind what Metro itself has committed to. Also, that is not keeping pace with other host cities,” Youngblood added.
With only three years left to meet the ambitious target, she emphasizes the urgent need for immediate action.
“We can and should deploy more electric buses to move spectators and athletes,” the coalition articulated in a May letter directed to LA Metro.
Most of LA Metro’s buses currently operate on compressed natural gas, contributing to air pollution and smog that exacerbates health issues like respiratory ailments, cardiovascular diseases, cancers, and other serious health concerns.
Youngblood pointed out that the emissions from these buses disproportionately impact low-income and at-risk communities, where residents often rely heavily on bus transportation due to limited access to personal vehicles or public transit alternatives.
“Buses are so important because they are really the people’s vehicles,” she reinforced.
“A fully electric bus system in L.A. County will eliminate 86% of harmful tailpipe emissions,” a Metro quarterly electric bus update stated in September 2024.
The report also indicated that the public health benefits from such a transition would amount to approximately $223 million between 2025 and 2050.
While the agency’s buses are currently powered by renewable natural gas—derived from decaying organic matter rather than fossil fuels—there remains a pressing need for a more significant transition to electric-powered vehicles.
Despite recent challenges, including delayed deliveries from BYD that have affected bus availability, the coalition plans to hold a rally at 9 a.m. on Thursday, September 25, at Yaanga Park, near the Metro headquarters, leading into a Metro board meeting to present their case for faster electrification.
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