As the sun rises, New York City begins its daily rhythm, and Ingrid Espinal finds herself ready to drive her bright yellow school bus. For almost twenty years, these early hours have formed a key part of her life. “I always tell people: I love my job. The only thing I dislike is waking up early,” she shares.
In the past few years, Espinal has observed the city’s shift towards electric school buses. She takes pride in being the first driver of an electric bus at NYCSBUS, the city-operated school bus service. “Some drivers are not as fond of them, but I really enjoy it,” she states. “It’s far more beneficial for our health.” Living in the Bronx—an area heavily impacted by air pollution—makes her acutely aware of the hazards associated with diesel emissions, which dominate the school bus fleet in the city.
Espinal’s worries are shared by many, as reports indicate that diesel exhaust elevates the chances of developing cardiovascular problems, respiratory issues, and certain types of cancer among those exposed, per the Occupational Safety and Health Administration. The campaign for cleaner air and the reduction of greenhouse gas emissions led to the establishment of Local Law 120, passed in October 2021. This legislation mandates that New York City’s entire school bus fleet be converted to electric by 2035.
“I hope the city keeps its promise to increase the number of electric buses, as it would make a significant difference,” Espinal hopes.
However, as the law marks its third anniversary this October, the tangible benefits remain minimal. Out of approximately 10,000 yellow buses cruising the streets daily, only 43 are electric, according to the World Resources Institute. The city reportedly did not meet its 2024 target of having 75 electric buses, and projections indicate it may struggle to meet the goal of a 20% electric fleet by the next evaluation in 2029, as outlined in a progress report from the Department of Education released in June.
Concern regarding the slow pace of change has prompted the New York City Clean School Bus Coalition, comprised of around a dozen organizations, to urge the City Council to facilitate a hearing to review the law’s implementation. “One main challenge involves our large bus fleet, and we aren’t making swift enough progress to meet the law’s requirements,” expressed Lonnie Portis, the policy manager at West Harlem Environmental Action, Inc. (WE ACT for Environmental Justice), a coalition member.
New York City operates the largest school bus fleet in the United States, about five times larger than the next in line, the Los Angeles Unified School District. It is also nearly double the size of the city’s regular bus fleet, operated by the Metropolitan Transportation Authority, which features around 5,800 vehicles. Most of the school buses in the city still rely on diesel engines.
“The health implications of air pollution, particularly from diesel emissions, prominently affect cardiovascular health and chronic diseases,” noted Gina Lovasi, an epidemiologist with the Dornsife School of Public Health at Drexel University. She added that for children, exposure to such pollutants can hinder their development and contribute to issues such as low birth weight, higher infant mortality rates, allergies, asthma, as well as neurodevelopmental issues and cancer.
The need for electric buses is especially pressing in marginalized communities, where air pollution levels are disproportionate, according to Portis. The clean bus coalition aims to ensure the transition happens in an equitable manner.
Portis believes a hearing focused on electric buses is essential. He highlighted their request for a joint session with both the education and environmental protection committees since the previous spring. However, he pointed out that aside from providing funds and data, the city’s ability to enforce the law is somewhat limited.
The Department of Education, tasked with managing school transport logistics, has contracts with over 40 bus firms, which are essential to fulfilling the electric bus mandates—an endeavor that some companies find challenging.
“It largely depends on the vendors and the specific issues they encounter,” Portis explained. “We need more insight into the obstacles faced by different bus operators.”
The Department of Education’s first mandatory progress report indicated there were just 14 electric buses in operation, far from the 75 mandated by law. Although officials project more than 400 zero-emission vehicles will be operational by the next reporting deadline in 2029, that still only accounts for less than 5% of the total fleet—well below the legally established 20% target.
“Considering the uncertainties surrounding our contracting methods, grant financing, and electrical infrastructure requirements, predicting total compliance is challenging,” the report stated. Efforts to obtain interviews from the Department of Education went unanswered.
The report highlights that a significant hurdle for many bus companies is the costly investment needed for electric vehicles. Electric school buses can cost up to five times more than diesel ones, with smaller models priced between $230,000 to $250,000, while comparable diesel buses range from $50,000 to $65,000, according to the Clean School Bus Coalition.
There are numerous funding opportunities available for New York City bus operators to procure electric vehicles. In 2021, the Bipartisan Infrastructure Law allocated $5 billion in federal funding via the Environmental Protection Agency, which conducts grants and rebate programs accessible to cities, school districts, and bus operators. By June 2024, New York City vendors managed to secure $125 million for the acquisition of 394 buses, with nearly half of the funding still available.
Additionally, the state offers grants through the New York School Bus Incentive Program, backed by $500 million via the Clean Water, Clean Air, and Clean Jobs Environmental Bond Act from 2022.
However, navigating the grants and reimbursement system has proven to be complicated for bus operators and school administrators, said Mo-Yain Tham of Jobs to Move America, which is also part of the Clean School Bus Coalition.
NYCSBUS stands out as one of the few companies adept at maneuvering through this complex funding landscape. With aid from the EPA and the state’s Energy Research and Development Authority, the city-owned nonprofit runs eight electric buses, representing 1% of its total fleet.
Nevertheless, moving toward a zero-emission fleet has not been entirely seamless. Matt Berlin, CEO of NYCSBUS, noted that earlier electric bus models did not perform as well as their diesel counterparts. “I would not want our fleet completely electric with just those eight models,” he explained, noting they cannot service all routes effectively. “We are counting on technological advancements.”
Challenges such as the limited driving range of early electric models and inadequate charging infrastructure in several bus depots present significant barriers to electrification, the Department of Education’s report highlighted.
Tham suggested that these technological challenges serve as a reason to persist with the transition. “The issue of technology not being up to par presents a cyclical problem,” she argued. “We are optimistic that emerging demand will drive technological improvements.”
Katherine Roboff, deputy director of the Electric School Bus Initiative at the World Resources Institute, echoed this sentiment, believing that while initial costs are high, they are expected to decrease as time advances. The institute estimates that switching to electric buses offers around $100,000 in lifetime fuel and maintenance savings compared to diesel. With the projected decline in purchase costs, the total lifetime ownership costs of electric buses could soon align with diesel models.
As New York City forges ahead, drivers are gradually adapting to the new technology. One such driver is Jose Antonio, who, like his wife Ingrid Espinal, works for NYCSBUS. He recalls driving an electric bus on his route and shares his enthusiasm. “I believe it benefits everyone,” he noted, appreciating the drop in noise and air pollution.
However, he admits there were challenges. “The battery life on the first electric model wasn’t very long,” he said, recounting his concerns about completing his route. He pointed out that using air conditioning drained the battery faster. Yet, he remains hopeful about the technological upgrades that are on the horizon. “If they can keep improving it, it will be perfect.”