CANADIAN ZEB DATABASE™ CANADA’S ZERO EMISSIONS
KNOWLEDGE SERIES REPORT #6 2025
July 31, 2025
Written by:
Desmond Jaricha, Social Scientist: Low Carbon Smart Mobility
Dr. Josipa Petrunić, President & CEO
Jessica Hanson, Project Manager: Zero Emission Bus (ZEB) Initiatives
Confidentiality and copyright © 2025
This document is for the sole use of the addressee and the Canadian Urban Transit Research and Innovation Consortium (CUTRIC). The document contains proprietary and confidential information that shall not be reproduced in any manner, or disclosed to or discussed with any other parties without the express written permission of the Canadian Urban Transit Research and Innovation Consortium. Information in this document is to be considered the intellectual property of CUTRIC in accordance with Canadian copyright law.
This Report was prepared by the Canadian Urban Transit Research and Innovation Consortium. The material in it reflects the Canadian Urban Transit Research and Innovation Consortium's best judgment, in the light of the information available to it, at the time of preparation. Any use which a third party makes of this Report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. The Canadian Urban Transit Research and Innovation Consortium accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this Report.
Expansion of the Canadian ZEB Database™ was made possible through funding and support provided by Housing Infrastructure and Communities Canada.
Canadian Urban Transit Research and Innovation Consortium (CUTRIC) Consortium de recherche et d’innovation en transport urbain au Canada (CRITUC) 18 King Street East, Suite 1400
Toronto, ON M5C 1C4
info@cutric-crituc.org
5.1 ZEBs
5.2 Stages of transit
5.3 Infrastructural data points
5.4
5.5
5.6
5.7
7.1
7.2 Charging
7.3 Challenges of
7.4 Current status of FCEBs
7.5 Fuelling infrastructure
7.6 Challenges of FCEBs
7.7 No electrification
7.8
LIST OF FIGURES
Figure 1 ZEB Database™ components
Figure 2 Stages of transit electrification
Figure 3 Total ZEBs (July 2025)
Figure 4 Number of ZEBs in all stages of transition by year
Figure 5 ZEBs according to stages of transitioning (2023-2025)
Figure 6 Total number of ZEBs by type (2021-2025)
Figure 7 ZEBs according to stages of transitioning (July 2025)
Figure 8 BEBs across all stages of transitioning by provinces/territories
Figure 9 BEBs across all stages of transitioning by province 2023-2025
Figure 10 Number of BEBs at each stage of transition 2025 (July)
Figure 11 BEBs across Canada by stages of transition (2023-2025)
Figure 12 BEBs by vehicle manufacturer 2025 (July)
Figure 13 BEBs by bus length 2025 (July)
Figure 14 BEB charging infrastructure 2025 (July)
Figure 15 BEB charging infrastructure suppliers 2025 (July)
Figure 16 BEB chargers by supplier (2023-2025)
Figure 17 Distribution of chargers according to charging rates 2025 (July)
Figure 18 Chargers by charging rate 2023-2025
Figure 19 FCEBs by province and territory (July 2025)
Figure 20 FCEBs by provinces and territories (2023-2025)
Figure 21 FCEBs by stage of transition
Figure 22 FCEBs by bus length 2025 (July)
Figure 23 Transit agencies with no electrification plans by province
Figure 24 ZEB linear future trend across all stages (2018-2026)
Figure 25 Linear trend analysis of in-service BEBs (2018-2026)
Figure 26 Trend line - ZEBS in procurement, commissioning and in-service 2025 (July)
Figure 27 Pilot studies according to province 2025 (July)
LIST OF TABLES
Table
Table
Table
LIST OF ACRONYMS
AV Autonomous vehicle
AZEHT Alberta Zero Emission Hydrogen Transit
BEB Battery electric bus
CCBF Canada Community Building Fund
CIB The Canada Infrastructure Bank
CNG Compressed natural gas
CUTRIC Canadian Urban Transit Research & Innovation Consortium
CUTZEB Canadian Urban Transit Zero Emissions Bus Joint Procurement Initiative
EIP Energy Innovation Program
EVID Electric Vehicle Infrastructure Demonstration Program
EV Electric vehicle
EVSE Electric vehicle supply equipment
FCEB Fuel cell electric bus
GHG Greenhouse gas
HFC Hydrogen fuel cell
ICE Internal combustion engine
ICIP Investing in Canada Infrastructure Program
MTMD Ministère des Transports et de la Mobilité durable
NRFP Negotiated request for proposals
ODT On-demand transport
PAGITC Programme d'aide gouvernementale aux infrastructures de transport collectif
R-CNGs Renewable compressed natural gas
RNG Renewable natural gas
STM Société de transport de Montréal
TCO Total cost of ownership
TTC Toronto Transit Commission
YRT York Region Transit
ZEB Zero emissions bus
ZEBI Zero Emissions Bus Initiative
ZETF Zero Emission Transit Fund
ZEVIP Zero Emission Vehicle Infrastructure Program
ACKNOWLEDGMENTS
CUTRIC would like to thank all the municipalities, transit agencies, crown corporations, private and public operators who participated in the 2025 Canadian ZEB Database Survey™
EXECUTIVE SUMMARY
The Canadian ZEB Database™: Canada's Zero Emissions Bus Landscape and Transitioning Readiness Report #5 is part of CUTRIC's Knowledge Series publication program. It supersedes the corresponding Report #5 published in October 2025.
Report #6 highlights the state of zero emissions bus (ZEB) technology adoption up to July 2025. It documents the ZEB landscape across Canada from pronouncements and funding, as made by municipal council and other jurisdictions responsible for transit, through to procurement and inservice deployment on roads. This Report uses data from transit agencies, municipalities, crown corporations, private and public operators and the public domain to establish transit agencies' and municipalities' overall readiness and progress toward decarbonizing their fleets. It covers the number, types, stages, provinces and manufacturers of ZEBs deployed across Canada. Transit agencies' issues and challenges in their decarbonization plans are also highlighted.
Section One provides an update on ZEB deployment in Canada from July 2024 to July 2025. At the time of publication, there are 4,031 ZEBs at various transition stages across the country. This includes 3,953 battery electric buses (BEBs) and 78 fuel cell electric buses (FCEBs). Data collected from over 60 transit agencies show a steady progression in electrification: Some agencies have moved from planning to procurement and commissioning and the number of BEBs in service rose from 255 to 393 compared to data reported in ZEB Database Report #5. However, the total number of reported ZEBs declined from 5,459 in January 2024, partly due to data adjustments, procurement rescoping and under-reporting.
Section Two highlights the current implementation status of BEBs. Ontario continues to lead with the largest number of BEBs across all stages, followed by Quebec, Alberta and British Columbia. New participation from the Town of Tecumseh in Ontario shows growing national reach. Most BEBs remain in the 40-foot category and Nova Bus and New Flyer together dominate procurement. Transit agencies also report growing use of shorter 20–30-foot buses, especially for on-demand and specialized services. As of July 2025, there are 412 charging stations reported, with pantograph chargers (355 units) now far outnumbering plug-in chargers. ABB and Siemens remain leading suppliers of charging infrastructure. Challenges cited include high capital costs, parts availability (e.g., post-Proterra bankruptcy), depot capacity constraints and longer-thanexpected infrastructure timelines.
Section Three discusses FCEBs, which remain limited in adoption but are gaining cautious interest. Transit agencies report 78 FCEBs across four provinces: Nova Scotia (47), Ontario (14), Alberta (eight) and Manitoba (nine). Most are still in feasibility or funding stages, with only one in regular service. Notable pilot projects include Mississauga’s MiWay FCEB demonstration, York Region’s plan to electrify it’s bus fleet supported by $76 million in federal ZETF funding and the Edmonton–Strathcona County hydrogen trial. Challenges remain such as high upfront costs, limited hydrogen fuelling network and only one major Canadian FCEB supplier. Recent federal and provincial investments, like Ontario doubling its Hydrogen Innovation Fund to $30 million, signal growing policy support for infrastructure development.
Section Four reports on transit agencies without electrification plans. Fifteen transit agencies, mainly in Ontario, Saskatchewan, Alberta and New Brunswick, indicate no immediate plans to transition. Surveyed agencies cite high capital costs, limited grid capacity, lack of charging infrastructure, vehicle range concerns, uncertainty about battery lifespan and performance in extreme weather and operational complexity as barriers. Some agencies are conducting pilots to evaluate feasibility before deciding.
Section Five covers funding and procurement. Of the transit agencies surveyed, over 60 report drawing on federal funds, 39 on provincial funds and 50 on municipal funds; some also report private partnerships. The most common funding programs remain the Investing in Canada Infrastructure Program (ICIP) and the Zero Emission Transit Fund (ZETF), often combined with financing from the Canada Infrastructure Bank (CIB). New funding models include joint procurement and partnerships with utilities. Procurement processes used include joint procurement, city/transit bids and tenders and negotiated request for proposals (NRFPs), offering flexibility depending on agency size and market conditions.
Section Six analyzes trends in transit electrification. CUTRIC’s linear forecast, based on multi‑year data, indicates Canada’s ZEB fleet could approach 5,000 buses by 2026. However, conservative projections suggest fewer buses in regular service, around 360 – 393 by 2026. Achieving the federal target of 5,000 ZEBs in service will require faster procurement, robust supply chains, greater funding certainty and mitigation of new external risks, such as potential U.S. tariff threats that could negatively impact cross-border bus deliveries.
Section Seven discusses pilot studies, which remain critical for real-world testing. Eight agencies are running pilots covering 14 buses, mainly 40-foot BEBs but some also include 30-foot buses. Pilots in Mississauga, Edmonton, Strathcona County, TransLink (BC) and other regions test both BEBs and FCEBs, generating data to inform larger deployments.
Section Eight highlights the growth of non‑traditional electrification:
• Paratransit & specialized services: TransHelp (Peel Region) is procuring two 28-foot electric paratransit buses; TTC announced its Wheel-Trans Green Bus Program; other agencies are in early planning for such initiatives.
• On-demand transit (ODT): Agencies in Saint John, Happy Valley-Goose Bay, Oakville, Orangeville and others report small electric buses (mostly 20–30 ft Karsan e-Jest) in feasibility, procurement or service.
• Bus Rapid Transit (BRT): New announcements (Ottawa, Vancouver/TransLink, Winnipeg) show plans to deploy BEBs on dedicated BRT corridors, although survey data remain limited.
Section Nine highlights the successes and lessons learned. While electric buses are still emerging across Canada’s public transit landscape, several transit agencies have demonstrated early success in their zero-emission transitions. Insights from the ZEB Database™ Survey reveal achievements such as Brampton Transit’s nationally recognized pilot project, Banff’s successful public rollout and effective funding partnerships that have enabled fleet and infrastructure upgrades. These successes are made possible through robust planning, collaboration with stakeholders and phased pilot approaches. Simultaneously, transit agencies report valuable lessons, including the need for early technical planning, infrastructure readiness, workforce training, clear communication with OEMs and realistic implementation timelines. These findings provide a roadmap for other agencies pursuing or accelerating zero emission fleet transitions.
Section Ten notes methodological challenges such data gaps from some agencies, changing staff and voluntary reporting still limit full national coverage. CUTRIC continues to validate data, update entries and supplement with public announcements and direct manufacturer engagement to improve accuracy.
1. INTRODUCTION AND BACKGROUND
The Canadian ZEB Database™ is a national database that monitors the Canadian Zero Emissions Bus (ZEB) landscape and quantifies the transition to full ZEB fleets. This section provides context for the Canadian Urban Transit Research and Innovation Consortium’s (CUTRIC's) initiatives that led to the development of the Canadian ZEB Database™ and their associated reports. It describes CUTRIC’s steps to help transit agencies align with the Government of Canada's vision of helping school boards and municipalities purchase 5,000 zero emissions school and transit buses by 2026.
The Report classifies ZEB technologies as follows:
• Battery electric buses (BEBs) powered by electricity stored in a rechargeable on-board battery pack.
• Fuel cell electric buses (FCEBs) powered by a hydrogen fuel cell (HFC) that converts hydrogen into electricity that is stored in an on-board battery.
• Renewable compressed natural gas buses (R-CNG) powered by compressed natural gas (CNG) blended with renewable natural gas (RNG), the latter of which is made using refined or upgraded anaerobically generated biogas.
• Autonomous electric shuttles powered by electricity stored in a rechargeable on-board battery pack; these mobility modes constitute an emerging class of shared mobility for first kilometre/last kilometre applications in local transit systems.
This Report also classifies ZEBs based on types of transit services where ZEB technologies can be implemented. These service categories are as follows:
• Bus rapid transit (BRT) is a bus transit system that delivers fast and cost-effective services at metro-level capacities by utilizing dedicated lanes and busways.
• HandyDART / ParaTransit / Specialized Transit is a door-to-door shared transit service for people with permanent or temporary disabilities that prevents them from using fixed route transit.
• On-demand transport (ODT) is transit service that allows passengers to reserve their trip online or through a software application at a suitable time within the service operating hours and to be collected from a predetermined location.
This Report further classifies ZEB charging infrastructure as follows:
• “In-depot” and “on-route charging infrastructure” for BEBs refer to charging stations located at designated depots, terminals or along bus routes where BEBs are parked overnight or during scheduled stops to replenish their batteries.
Canada is committed to reducing greenhouse gas (GHG) emissions and fighting climate change. Zero emissions transit vehicles are a key factor in this effort. The transportation sector is responsible for 28 per cent of Canada's GHG emissions with public transit accounting for one per cent of the transportation emissions [1]. By encouraging transit use over personal vehicle use, ZEB technology can decarbonize the heavy-duty sector from well-to-wheel1 and produce long term benefits for lowering GHG emissions from the automotive sector.
According to the Government of Canada, ZEBs will reduce pollution, create jobs, stimulate economic growth and foster clean and inclusive communities [2]. Additionally, transit operators may experience lower maintenance and operating costs. To accelerate the adoption of ZEBs and charging infrastructure the Canada Infrastructure Bank (CIB) allocated $1.5 billion2 in October 2020 [3]. In February 2021, it unveiled plans to invest $14.9 billion in public transportation projects over eight years. In August 2021, the CIB launched the Zero Emission Transit Fund (ZETF), a $2.75 billion fund (reduced to $2.4 billion in 2024) to support public transit and school bus operators across Canada in acquiring a target of 5,000 ZEBs over five years [4, 5]. The ZETF enables public transit agencies and school boards to electrify their fleets. It also aims to create Canadian jobs in the zero-emissions manufacturing sector.
The ZETF program includes a $10 million feasibility and planning fund for municipalities and transit agencies aiming to complete planning activities for their fleet electrification. Infrastructure Canada (now known as the Ministry of Housing, Infrastructure and Communities of Canada) selected CUTRIC as its National Planning Service to deploy funds through technical analyses using CUTRIC’s RoutE.i™ 3.0 suite of standardized non profit tools. CUTRIC entered a contribution agreement with the Government of Canada to support transit agencies by producing comprehensive and accurate ZEB electrification planning and implementation studies from 2022 to 2026.
CUTRIC also supports transit agencies in their electrification planning efforts through its national Zero Emissions Bus (ZEB) Committee, which serves as a platform for focus groups, information exchange and data-sharing vis-à-vis ZEB experiences by transit agencies, manufacturers and utilities. This Committee also offers transit agencies the opportunity to make recommendations to government agencies with regards to funding decarbonized transit technologies and implementation challenges.
As part of the ZEB Committee program, CUTRIC launched the Canadian ZEB Database™ initiative. The ZEB Database™ includes a list of Canadian transit agency electrification plans consolidated into a single national database, providing quantitative data detailing the status of vehicle and charger adoption and qualitative data on funding sources that support these procurements. The ZEB Database™ provides federal, provincial and municipal governments, transit agencies and
1 “Well-to-wheel” is an analogy that means from the original energy source to the vehicle’s tailpipe emissions.
2 All currency is in Canadian dollars
manufacturers with a better understanding of the successes and challenges transit agencies face in their electrification efforts. It also serves as a monitoring tool to determine whether the Government of Canada is on track to achieve its goal of deploying 5,000 ZEBs by 2026.
In June 2022, CUTRIC published the first Canadian ZEB Database™: Canada's Zero Emissions Bus Landscape and Electrification Readiness Report as part of its Knowledge Series publication program. The Report shows that, at that time, 1,696 ZEBs had been introduced in Canada at various stages of adoption. Battery electric buses (BEBs) accounted for 55 per cent of ZEBs, while CNG buses and FCEBs accounted for 42 per cent and 3 per cent, respectively. The Report also highlights several challenges and opportunities for advancing ZEB adoption in Canada such as regulatory barriers, infrastructure gaps, consumer awareness, financing availability, innovation potential and international collaboration [6].
In November 2022, CUTRIC published Canada's Zero Emissions Bus Landscape and Electrification Readiness Report #2 which shows growth in the sector. The Report shows that from May to September 2022 a total of 1,922 ZEBs had been introduced in Canada over that period. BEBs constituted 61 per cent of these ZEBs, while CNG and FCEB buses constituted 37 per cent and 2 per cent, respectively. The Report also identifies the key challenges and opportunities allied to ZEB adoption such as cost, range and maintenance of ZEBs, interoperability of charging infrastructure and issues related to ZEB policies and regulations [7].
In December 2023, CUTRIC published ZEB Database™: Canada's Zero Emissions Bus Landscape and Transition Readiness Report #3, which highlights the progress made by Canada in transitioning to ZEBs from September 2022 to October 2023. Report #3 shows that 5,426 ZEBs had been introduced in Canada at different stages of transition during that period. Of this total, BEBs constitute 98 per cent while FCEBs constitute two per cent. Report #3 excludes CNG and R-CNG buses due to insufficient data on renewable CNG supply sources used by transit agencies. Report #3 also highlights challenges and lessons learned in ZEB deployment such as capacity restraints at transit facilities, vehicle and electrical equipment manufacturing lead times, price inflation and funding uncertainty for purchasing ZEBs and allied infrastructure beyond 2026 [8].
In March 2024, CUTRIC published ZEB Database™: Canada's Zero‑Emissions Bus Landscape and Transition Readiness Report #4 which provides an overview of ZEB deployment in Canada from October 2023 to January 2024. The Report shows 4,945 ZEBs had been introduced in Canada at different stages of transition. This number represents a decrease from Report #3 data, which can be attributed to shifts in transit planning such as the impacts of national economic inflation, limited funding availability and extended vehicle and infrastructure lead times. The decline in numbers is not observed equally across each stage of transition. Data indicate the majority of the decrease is observed in the early stages of transitioning (from pronouncement to funding), while the number of ZEBs in the later stages (procurement to in-service) increased. The Report also shows ZEB deployment varies by province with transit agencies in some provinces (e.g., Alberta, Ontario and New Brunswick) experiencing a decline while agencies in others (e.g., Quebec, British Columbia and Manitoba) experiencing growth [9].
In October 2024, CUTRIC released ZEB Database™: Canada's Zero Emissions Bus Landscape and Transition Readiness Report #5. This Report provides an overview of ZEB deployment in Canada from February 2024 to July 2024. The Report reflects 5,459 ZEBs in various stages of transition from pronouncement to in-service deployment across the country today. The increase from Report #4 data reflects the growing number of transit agencies advancing fleet electrification. It also indicates that several agencies reported in previous editions of the ZEB Database™ have now moved beyond initial pre-planning stages – such as feasibility studies and consultations – to established decarbonization and ZEB transition plans. The increase in ZEB numbers nationwide is observed across each stage of transition except for the in-service stage which has remained constant since January 2024.
In July 2025, CUTRIC released ZEB Database™: Canada's Zero Emissions Bus Landscape and Transition Readiness Report #6. This Report provides an overview of ZEB deployment in Canada from January 2024 to July 2025. It reflects 4,031 ZEBs in various stages of transition from pronouncement to in-service deployment across the country today. The decrease from earlier data (5,459 reported in July 2024) is largely due to refined data submissions, procurement rescoping by agencies and under-reporting. Importantly, more agencies have moved beyond initial feasibility and consultation into concrete planning, procurement and commissioning stages. The number of BEBs in service grew from 255 to 393, highlighting steady real-world deployment.
Report #6 shows ZEB deployment still varies by province. Transit agencies in Ontario, Alberta, British Columbia and Newfoundland & Labrador reported growth or new participation (e.g., Town of Tecumseh’s first BEB). Other provinces, including Quebec, Manitoba, Prince Edward Island and Nova Scotia, reported fewer new deployments or unchanged figures since July 2024.
The Report documents 412 chargers across Canada at different transition stages. Pantograph chargers (355 units) are the dominant technology, especially for higher-powered opportunity charging. Charger power ratings now cluster around 300 kW, 450 kW and 600 kW as agencies shift to faster systems for operational efficiency.
This Report also discusses pilot studies underway at eight transit agencies, covering both BEBs and FCEBs, along with small buses for on-demand and paratransit services. Funding sources remain diverse with federal, provincial and municipal programs like ICIP and ZETF dominate, often combined with Canada Infrastructure Bank (CIB) financing or private/utility partnerships.
Finally, the Report highlights ongoing challenges and lessons learned from Canada’s electrification journey such as shorter than expected real‑world range, skill gaps and the need for staff upskilling, long lead times for buses and infrastructure, rising capital costs, limited hydrogen fuelling networks for FCEBs and new external risks such as potential tariff threats that could negatively affect cross-border bus supply. These factors underscore the importance of coordinated planning, stable multi-year funding and knowledge sharing to keep Canada on track toward its zero-emission transit goals.
The Canadian ZEB Database™ is important to Canada’s public transit and public policy sectors for the following reasons:
• Monitoring the landscape: The ZEB Database™ is a national database that monitors the Canadian ZEB landscape. It provides an overview of the electrification and decarbonization status of transit agencies, municipalities and provinces nationwide [5].
• Planning and transition support: Transitioning to ZEBs requires careful planning and understanding of operational and technical differences between the different propulsion technologies [6]. The ZEB Database™ provides ZEB transition studies and comparative value analyses to public transit agencies [6].
• Promoting sustainable technologies: The ZEB Database™ supports transit agencies in transitioning to sustainable technologies such as ZEBs by providing them with information and analysis on the status and adoption of ZEBs in their regions [5]. This is a crucial step in meeting Canada's 2050 target for reducing pollution [5].
• Fostering economic growth and job creation: The ZEB Database™ provides a comprehensive overview of zero emissions technologies across various stages of development, from emerging to mature. The Database™ enables the identification of current and future investment opportunities that can foster economic growth in the low-carbon economy and generate new employment opportunities in the manufacturing, installation, maintenance and operation of ZEBs and allied infrastructure [2].
• Supporting climate change mitigation: The ZEB Database™ supports the fight against climate change by helping document the total number of GHG-reducing ZEBs on the roads [5].
• Highlighting supply chain and procurement trends: The ZEB Database™ highlights issues arising in supply chain and procurement patterns.
2. OBJECTIVES
The Canadian ZEB Database™: Canada's Zero Emissions Bus Landscape and Transitioning Readiness Report #6 is part of CUTRIC's Knowledge Series publication program. It supersedes the corresponding Report #5 published in October 2024. Report #6 offers an update on the standardized national scan, analysis and characterization of the Canadian ZEB landscape.
This Report presents updated information detailing the current state of ZEBs, allied infrastructure deployments and future trends in Canada as of July 31, 2025. The Report documents progress toward ZEB procurement, adoption and deployment across Canada’s public transit agency industry and compares that progress to the Government of Canada's national ZEB target..
The Report provides:
1. A rigorous methodology for developing an accurate Canadian ZEB Database™.
2. A tool to measure and assess various types of ZEBs deployed across Canada at different stages of the transit electrification and decarbonization process using consolidated data from transit agencies and the public domain.
3. A forecast of trends in Canada’s ZEB landscape that will shape the next two-year period to 2026, in comparison with the targets set by the Government of Canada and provincial or municipal governments.
4. A summary of challenges ahead and lessons learned in the procurement, adoption and deployment of ZEBs across Canada to assist public transit agencies, municipalities and private transit operators in their ZEB procurement journey.
3. ZEB DATABASE™ DESIGN AND DEVELOPMENT
The Canadian ZEB Database™ is grounded in a rigorous methodological approach that guarantees the precise collection, analysis and representation of ZEB data across transit agencies and jurisdictions.
The successful deployment of ZEBs requires strategic planning and a comprehensive understanding of the technology and implications of bus fleet electrification. This principle is embodied in the design of the ZEB Database™, which aims to support the planning needs of transit agencies, municipalities and private transit operators to transition to ZEBs [10].
The Canadian ZEB Database™ is composed of three components:
1. Data: Canadian ZEB Database™ data comprise of primary and raw information collected from various sources. The two main data sources are the Canadian ZEB Database Survey™ (CUTRIC's proprietary transit agency-focused survey) and transit agency and manufacturer websites. Data collected through these sources include vehicle assets and infrastructure data that detail the current state of ZEBs in Canada [10].
2. Rollup sheet: The rollup sheet organizes raw data into a structured format. It is an intermediary between the raw data and the analytics dashboard, making it easier for CUTRIC researchers and analysts to understand the information [4]. CUTRIC uses Smartsheet™, a cloud-based data software platform to collect, analyze and store all data related to the Canadian ZEB Database™. The rollup sheet is populated directly from the "data" Smartsheet™ and is designed to automatically organize the information in a standardized layout highlighting key values [10].
3. Analytics dashboard: The dashboard is a visual representation of the data collected. It provides a snapshot of the current state of ZEBs in Canada and a review of the provinces and municipalities that have committed to procuring ZEBs over the next two years. The dashboard is designed to support transit agencies and municipalities in tracking their efforts toward transportation electrification [10].
In summary, raw data are collected, structured and organized in a rollup sheet, which is then visually represented in an analytics dashboard for simplified understanding and tracking of Canada's progress toward transportation electrification and decarbonization.
Figure 1. ZEB Database™ components
4. ZEB DATABASE SURVEY™
The ZEB Database Survey™ plays a crucial role in gathering data for the ZEB Database™ providing valuable insights regarding Canada's progress towards zero emissions. The ZEB Database Survey™ is distributed to transit agencies and municipalities via email to obtain direct data inputs. Upon receipt of initial responses CUTRIC follows up with participants through email reminders and telephone calls to maximize response rates.
The Canadian ZEB Database™: Canada's Zero Emissions Bus Landscape and Electrification Readiness Report #1 presents data collected primarily from CUTRIC members up to June 2022. In Report #2, CUTRIC expands the participant base for the ZEB Database Survey™ to include nonmember transit agencies using data collected from June to September 2022. From September 2022 onwards (Report #3, Report #4, Report #5 and Report #6), CUTRIC further expands the reach of its ZEB Database Survey™ participant group through targeted outreach efforts to large, medium and small transit agencies, including both member and non-member agencies.
CUTRIC's objective is to attain a 100 per cent participation rate from transit agencies across Canada as part of the ZEB Database Survey™
5. DEFINITIONS AND ASSUMPTIONS
The ZEB Database™ is predicated on several definitions and assumptions, which have been validated to represent the methodological rigour of the ZEB Database™ accurately.
5.1 ZEBs in Canada
The following definitions describe the types of ZEBs considered and captured in the ZEB Database™:
• BEBs are powered by electricity stored in a rechargeable on-board battery pack.
• FCEBs are powered by electricity stored in a rechargeable on-board battery pack, produced via a hydrogen fuel cell (HFC) that converts hydrogen into electrical power on-board.
• Autonomous electric shuttles are powered by electricity stored in a rechargeable on-board battery pack. These mobility modes constitute an emerging class of shared mobility for first kilometre/last-kilometre applications in local municipal systems. CUTRIC has not received any data indicating progress in deployment of autonomous shuttles, but it continues to monitor developments in the ZEB landscape regarding this technology.
5.2 Stages of transit electrification in Canada
Figure 2 illustrates the six stages of electrification captured in the ZEB Database™, from initial conceptualization by an agency to full deployment with passengers onboard. These stages are described below.
Figure 2. Stages of transit electrification
Stage 1. Pronouncement is defined as the stage at which a governing body issues a public statement of intent to commence or explore a transition to zero emissions.
Stage 2. Feasibility study is defined as the stage at which there is a commitment to engage an external entity for a predictive assessment of partial or full fleet ZEB applications based on parameters such as energy consumption, costing and performance feasibility.
Stage 3. Funding is defined as the stage at which a municipal, provincial or federal governing authority has committed to fund the project.
Stage 4. Procurement is defined as the stage at which a contractual obligation to purchase ZEBs or related infrastructure has been initiated or signed.
Stage 5. Commissioning is defined as the stage at which ZEBs are deployed pre service, undergoing checks, inspections and testing for safety.
Stage 6. In service (operating) is defined as the stage at which revenue service commences.
5.3 Infrastructural data points
The ZEB Database™ captures charging and fuelling infrastructure for ZEBs according to the following criteria:
Electric buses
• Charging station type, such as plug-in and pantograph charging stations
• Location of charging stations, such as in-depot or on-route
• Number of charging stations
• Charging rate (kW) at a charging station.
• Charging model (in series or parallel)
Hydrogen buses
• Hydrogen production method
• Hydrogen delivery method
5.4 Electric vehicle supply equipment (EVSE) data points
Electric vehicle supply equipment (EVSE) refers to devices that provide electric power for recharging BEBs. The Canadian ZEB Database™ records EVSE for BEBs according to the following criteria:
• Number of charger cabinets (devices that provide power to charge the BEBs)
• Number of charging dispensers (devices that connect cabinets to charging hardware and function as control units)
• Charging hardware type (pantograph or plug-in)
• Manufacturers of the above components
5.5 Data sources
The Canadian ZEB Database™ Report is based on data collected from the following sources:
• Transit agency or municipal/regional websites
• Approved council meeting minutes, reports, resolutions and strategies
• Transit agency interviews or direct outreach by telephone, video or email
• Press releases
• Focus groups hosted by CUTRIC, including focus groups held at the CUTRIC members- only ZEB Committee and CUTRIC Members meetings
• Surveys
• CUTRIC in-house reports, policy briefs and white papers
• Other, for example, public policy documents issued by funding bodies
5.6 Additional data points in the Report
The Canadian ZEB Database™ Report includes additional data on the following criteria:
• Modes or platform type: fixed route bus and on demand transit
• Types of ZEBs: BEBs, FCEBs, autonomous shuttles and associated infrastructure
• Operational standards for EVSE: OppCharge™ [11], Society of Automotive Engineers (SAE) J3105 Electric Vehicle Power Transfer System Using Conductive Automated Connection Devices3 [12], SAE J1772 SAE Electric Vehicle Conductive Charge Coupler4 [13], etc.
• Stage of transit electrification: pronouncement, feasibility and modelling, funding and financing, procurement, commissioning and in-service (operating)
• Geography: Canadian provinces and municipalities
• Other data as required to define quantitative and qualitative measures of electrified assets, for example, number, type, length, etc.
5.7 Data points not included in the Report
The Canadian ZEB Database™ Report provides insights into the zero emissions transition process of transit agencies only. The focus on transit agencies is due to the ZEB Database™ originating from focus groups that CUTRIC hosted, where transit agencies and manufacturers who are early adopters of ZEB technology shared their experiences, challenges and recommendations for transit agencies yet to start the zero emissions transitioning journey.
The Canadian ZEB Database™ Report enables transit agencies to learn from the valuable lessons of other transit agencies and apply them to their situations. The following elements are not included in the Report:
• Rail and other non-bus modes
• Trolley buses
• Internal combustion engine (ICE) buses with gasoline or diesel, including hybrid diesel-electric buses and associated infrastructure assets
• School buses and non-revenue vehicles
• Private fleets or private interests
• Non-Canadian jurisdictions
• Other data not essential to characterize the quantity and quality of transit electrification such as performance data, weather and operating conditions, ridership numbers, revenue, political context and policy landscape
3 It provides guidelines for conductive power transfer, primarily for heavy-duty electric vehicles like buses, through automated charging systems. The standard covers the general physical, electrical, and communication requirements for the interface between the vehicle and charging infrastructure. It also includes three sub documents: J3105/1 (Infrastructure Mounted Cross Rail Connection), J3105/2 (Vehicle Mounted Pantograph Connection), and J3105/3 (Enclosed Pin and Socket Connection)
4 It defines the general requirements for electric vehicle (EV) charging connectors in North America. It establishes the physical, electrical, communication, and performance criteria for the charging interface between EVs and off-board AC and DC charging stations. This standard supports both Level 1 (120V) and Level 2 (240V) AC charging, as well as DC fast charging up to 500V
6. DATA ANALYSIS
The sixth version of the Database™ includes pertinent data collected from over 100 transit agencies pertaining to the period between August 2024 and July 2025.
The data received from transit agencies is supplemented by data collected through various sources, such as public transit agency websites, press releases from media outlets, peer-reviewed academic articles, webinars and workshops. The Report also incorporates data from manufacturers' websites specializing in zero emissions vehicles and charging and fuelling infrastructure. These varied raw datasets are consolidated to inform the ZEB Database™ report’s descriptive statistics and comparative analysis of ZEB-adoption trends in Canada.
Any data received after July 31, 2025 have not been included. These data inputs will be incorporated in the seventh edition of the ZEB Database Survey™ and Report #7, scheduled for release in December 2025. The seventh edition of the ZEB Database Survey™ and ZEB Database™ report will feature enhancements resulting from ongoing database augmentation aimed at improving the scope and utility of the ZEB Database™.
Based on the data received, some participating agencies are still in the initial transition phase to a zero emissions fleet, while others are at a more advanced stage. Compared to data from Report #5 (2024), the latest data show an overall decline in the total number of ZEBs reported. The ZEB Database™ also highlights areas of stagnation, where certain transit agencies have not progressed beyond the stages they reported at the start of 2024. The factors contributing to these declines and stagnation are discussed later in this Report.
7. CURRENT STATUS OF ZEBS IN CANADA
As of July 2025, the Canadian ZEB landscape includes 4,031 ZEBs at different stages of transition, ranging from "pronouncements" through “feasibility studies,” “funding,” “procurement,” “commissioning,” and “in-service.” Battery Electric Buses (BEBs) comprise 98 per cent of all existing national transit electrification plans, while Fuel Cell Electric Buses (FCEBs) constitute the remaining two per cent. Figure 3 represents the 3,953 BEBs and 78 FCEBs at various stages of transition, from initial pronouncement to active service.
Since July 2024, the adoption of ZEBs in Canada has seen a fluctuating trend. This trend is expressed in Figure 4, which illustrates ZEB adoption data from 2021 to July 2025. As shown in Figure 4, the number of ZEBs across the different stages of transition decreased by approximately 26.2 per cent from July 2024 to July 2025, following a period of growth. FCEBs decreased from 89 to 78 units (a 12 per cent drop) over the same period. This decline in FCEBs likely reflects the continued challenges of hydrogen supply chains and infrastructure development, while the larger decline in BEBs is shaped by capital funding constraints and procurement delays.
Figure 3. Total ZEBs (July 2025)
Figure 4. Number of ZEBs in all stages of transition by year
The data show shifts across all stages of transition when comparing July 2024 to July 2025. There were decreases in the pronouncement (-34 per cent), feasibility (-35 per cent), funding (-19 per cent) and procurement (-30 per cent) stages, as well as in commissioning (-57 per cent) (Figure 5). This decrease may result from the completion or cancellation of some projects, changes in funding priorities, or adjustments in transit agency plans.
Figure 5. ZEBs according to stages of transitioning (2023-2025)
The reasons behind the decline in newly reported ZEBs could be the winding down of the Zero Emission Transit Fund (ZETF), which has been the main federal funding mechanism supporting transit agencies across Canada since its launch in 2021. With the ZETF scheduled to conclude
in March 2026 and many funds already allocated, fewer transit agencies have been able to announce new electrification projects. As federal funding cycles transition, this slowdown in new pronouncements and feasibility studies is an expected consequence, particularly given the long lead times involved in bus procurement and infrastructure upgrades. Recognizing this challenge, CUTRIC has actively advocated for several targeted policy responses:
• An extension of the ZETF deadline beyond 2026 to enable agencies to complete critical infrastructure procurements already in process;
• Pre-approval of ZETF projects currently in the pipeline prior to the next federal election to avoid disruption of decarbonization plans;
• Reallocation of unused funding initially earmarked for school bus electrification to transit agencies that are entering the market later than others [14].
In addition, CUTRIC has encouraged the Government of Canada to extend the ZETF Feasibility and Implementation Programming, which has already helped more than two dozen agencies save over $2 billion in taxpayer funded zero emissions bus and infrastructure procurements and to adopt financial measures that would support manufacturers by enabling transit agencies to use installment payments rather than extended lump-sum payment terms[14]. Through these recommendations, CUTRIC aims to ensure a seamless transition from the ZETF to the forthcoming Canada Public Transit Fund (CPTF), thereby maintaining momentum toward Canada’s national goal of deploying 5,000 zero emissions buses by 2025–2026 despite current funding and delivery challenges. [14].
In addition, long delivery times from manufacturers have had a measurable effect on the pace of deployment. For example, OC Transpo in Ottawa planned for the arrival of 26 electric buses by the end of 2024 but none were received. By early 2025 only eight had been delivered, with 80 more expected later in the year[15]. Similarly, Calgary Transit had to cancel part of its pilot project with Vicinity Motor Corp after delays in vehicle delivery, leading the City to re-tender the procurement [16]. These supply chain challenges have contributed to delays in moving buses from procurement and commissioning into active service.
Further complicating progress, the higher upfront capital costs of BEBs, while balanced by lower operating costs over their lifespan, have proven challenging for many agencies to absorb, particularly as inflation and construction costs have risen. As a result, some agencies have revised fleet targets or deferred procurement. Calgary, for instance, scaled back its original plan to purchase 259 electric buses, reducing the order to 180 vehicles to better align with available funding and operational realities[17].
Moreover, the decline in the number of ZEBs at the feasibility and pronouncement stages highlights another important factor. Some agencies, after conducting detailed feasibility studies, have determined that they currently lack the capacity to electrify. Saskatoon Transit, for example, recommended in 2024 that the city proceed with diesel purchases for its next fleet cycle, citing the high capital cost of infrastructure upgrades and limited readiness to fully support electric buses in the immediate term [18].
Despite these headwinds, there is encouraging evidence that earlier planning and procurement work is bearing fruit. As of July 2025, the number of in-service ZEBs increased from 255 buses in July 2024 to 393 buses, representing a 54 per cent growth. This rise indicates that while fewer new projects are entering the early stages, more buses that had already been procured and commissioned are now entering active service. Together, the procurement, commissioning and in-service categories now include 895 ZEBs, offering a realistic projection of buses that Canadians can expect to see operating on roads over the coming year.
When viewed by propulsion type, BEBs remain the cornerstone of Canada’s zero-emission strategy, although, as mentioned earlier, their numbers decreased from 5,370 in July 2024 to 3,953 in July 2025 (a 26 per cent drop).
The later phases of procurement, commissioning and active service provide a more precise overview of ZEBs currently in operation or soon to be deployed. At these stages, procuring bodies, such as cities, have typically signed official contracts or agreements. The ZEB Database™ indicates that 895 ZEBs are currently in the “procurement” to “in service” stages as of July 2025. This figure is a strong predictor of the number of ZEBs that will be on the roads in the near future. Figure 7 illustrates how these ZEBs are distributed across the six stages of transitioning.
Figure 6. Total number of ZEBs by type (2021-2025)
Figure 7. ZEBs according to stages of transitioning (July 2025)
The data regarding ZEBs categorized by propulsion type reveal a continued market preference for BEBs. From July 2024 to July 2025, the number of BEBs in the pipeline has decreased as projects move to completion, but they continue to dominate the market. Conversely, the number of FCEBs has also seen a decline in the same period, indicating a sustained, yet smaller, interest in fuel cell technology for public transit. These trends are illustrated in Figure 6, which represents the changes in ZEB propulsion types. The figure highlights the ongoing prevalence of BEBs compared to FCEBs, reflecting current industry dynamics and influencing future strategies and investments in zero emissions public transportation.
Overall, while the headline number of planned and announced ZEBs has contracted, this reflects the natural evolution of long procurement timelines, constrained funding cycles and the real-world complexities identified in feasibility assessments. Importantly, the steady growth in operational buses suggests that Canada’s transition to zero emissions fleets continues to move forward, albeit more gradually and pragmatically, towards its long-term climate and mobility goals.
7.1 Current status of BEBs
Battery electric buses are the most common type of ZEB technology in Canada. Their preference can be attributed to their expected lower total cost of ownership (TCO) over the vehicle's life cycle and their quieter vehicle operation, perceived superior reliability and expected technological improvements in battery technology [19]. BEBs are expected to be more cost-effective and require less maintenance than diesel-powered buses, largely due to fewer moving parts and lower fuel costs. [20]. However, their adoption is not evenly distributed across the thirteen provinces and territories as demonstrated in Figure 8.
According to the data, transit agencies in Quebec report the highest number of BEBs at various stages of transition, totalling 1,544, followed by transit agencies in Ontario (1,386), British Columbia (542), Alberta (326) and Nova Scotia (101). The high uptake of BEBs in Ontario and Quebec can be attributed to factors such as higher population density, more urban areas with higher ridership rates and a higher concentration of public transit systems and government and municipal supports. The remaining provinces and territories of Manitoba, New Brunswick, Newfoundland, Prince Edward Island, Saskatchewan and Northwest Territories have transit agencies with fewer than 100 BEBs each. Data also indicate that transit agencies in Nunavut and Yukon have not initiated zero emissions transition plans concerning BEBs or transit decarbonization strategies.
Figure 8. BEBs across all stages of transitioning by provinces/territories
The total number of BEBs, summed across all stages, that was reported by transit agencies in the 2025 ZEB Database™ shows notable changes across Canada’s provinces and territories (Figure 9). British Columbia experienced growth, with the total number of BEBs increasing from 300 in 2023 to 542 in July 2025, an 81 per cent rise, driven by sustained procurement activity. In contrast, Ontario saw a decline in total numbers, from 2,640 BEBs in July 2024 to 1,386 in July 2025. This number largely reflects drops in procurement completions, reduced transit agency plans and funding transitions rather than a drop in numbers of actual buses in the in service stage. Quebec’s figures remained relatively stable, falling from 1,612 to 1,544, while Alberta saw a decrease from 475 to 326, linked to realignments in procurement schedules and capital budgets.
British Columbia recently saw a surge in the total number of BEBs across all stages, rising from 300 in 2023 to 542 in July 2025. This increase aligns closely with a series of major procurements and important milestones in the province’s electrification journey. Most prominently, BC Transit marked the deployment of its first fully electric bus into active service in June 2025, representing a significant achievement after several years of planning and infrastructure development [21]. This rollout follows a December 2024 announcement confirming BC Transit’s plan to add more than 900 electric buses over the next three to five years, supported by new charging facilities and provincial funding commitments [22]. This momentum reflects British Columbia’s broader policy direction toward reducing transportation emissions, as well as strong ridership levels and the operational suitability of BEBs for many of its urban and suburban routes.
New Brunswick and Nova Scotia are also making meaningful progress in their BEB adoption. In Saint John NB, the number of BEBs increased from 12 in July 2024 to 20 by July 2025, reflecting Saint John Transit’s ongoing efforts to modernize its aging fleet [23]. Despite challenges posed by rising capital costs and inflation which have led the City of Saint John to weigh short term diesel bus purchases, the city remains committed to electrification in the medium term, supported by feasibility work and external funding opportunities [23]. Meanwhile, Nova Scotia saw a more pronounced increase, with BEBs rising from 66 in July 2024 to 101 in July 2025. This growth aligns with Halifax Transit’s milestone deployment of 60 new electric buses launched in 2025 as part of Phase 2 of its Zero Emission Bus Project [24]. Backed by federal and municipal investment, Halifax’s deployment highlights how sustained policy support and careful planning can translate feasibility studies and funding announcements into real buses on the road [24]. Together, these developments illustrate that even smaller urban regions are successfully navigating cost pressures and infrastructure hurdles to advance the electrification of their transit fleets.
Alongside these provincial shifts, smaller communities and regions made significant first steps toward electrification. In Newfoundland and Labrador, the town of Happy Valley Goose Bay launched its first public transit bus—an electric bus introduced as part of a pilot service [25]. This milestone marks the province’s debut participation in the ZEB Database™ and reflects growing local commitment to low-carbon mobility. Similarly, in Tecumseh, Ontario, the municipality welcomed its first fleet of electric buses in July 2025, highlighting the spread of electrification initiatives beyond large metropolitan centers [26]. These developments demonstrate that even smaller transit systems are transitioning from feasibility planning to real-world deployment.
Furthermore, Ottawa's OC Transpo is making substantial strides in its fleet electrification. In July 2025, OC Transpo placed a significant order for 124 Xcelsior CHARGE NG™ battery electric buses from New Flyer Industries Canada [27, 28]. This order builds on an earlier procurement of 51 similar buses in late 2023, bringing OC Transpo's total investment in New Flyer's electric bus platform to
175 vehicles [27, 28]. These 40-foot battery-electric transit buses are funded through a combination of local investment and federal support, including contributions from the Canada Infrastructure Bank and the Zero Emission Transit Fund [27, 28]. This commitment from Canada's capital city highlights the ongoing national push for cleaner and more efficient public transportation, with these new buses expected to begin service in 2026 [27, 28]. These developments demonstrate that even smaller transit systems and major urban centers are transitioning from feasibility planning to realworld deployment.
Overall, this growth and diversification of BEB adoption can be attributed to several factors: the participation of new transit agencies in fleet electrification programs, increased access to feasibility and implementation funding and greater readiness to move from initial planning into procurement and service. The steady rise in BEB numbers on the roads, particularly in British Columbia and smaller municipalities, reflects both policy support and practical progress in deploying cleaner, quieter and more efficient transit solutions across Canada.
According to the 2025 ZEB Database™, the majority of BEBs across Canada remain in the “pronouncement” stage, accounting for 1,850 BEBs, or approximately 47 per cent of the national BEB total of 3,953 (Figure 10). While this marks a decline from 2,801 BEBs in the pronouncement stage reported in July 2024, it still demonstrates that nearly half of all planned BEBs have yet to advance beyond initial announcements or early planning (Figure 11). This delay in moving past pronouncement can hinder fleet electrification timelines and slow the shift toward cleaner public transit systems.
In the “feasibility” stage, 213 BEBs are reported in July 2025, representing roughly five per cent of all BEBs (Figure 10). This number is down from 357 BEBs in July 2024, suggesting that some agencies have either progressed to funding and procurement or revised their plans based on feasibility study findings (Figure 11). While this decline may indicate progress, it also highlights that a relatively small proportion of BEBs are undergoing the detailed technical and logistical assessments needed for deployment readiness.
Figure 9. BEBs across all stages of transitioning by province 2023-2025
The “funding” stage now includes 1,003 BEBs, representing 25 per cent of the total (Figure 10). This is a decrease from 1,237 in July 2024 (Figure 11). Securing capital funding remains a critical hurdle and delays or gaps at this stage can slow or even halt fleet procurement, directly affecting timelines for buses to enter service.
In the “procurement” stage, there are 484 BEBs (approximately 12 per cent of the total), down from 693 reported in July 2024 (Figure 11). While these figures reflect active acquisition efforts including contract negotiations, supplier selection and infrastructure alignment, they also highlight the complex and resourceintensive nature of procurement processes. Supply chain constraints, monetary inflation and delivery schedule adjustments continue to extend timelines beyond initial estimates. Importantly, part of this decline in procurement figures can be explained by the corresponding rise in inservice buses. As more buses have moved successfully from procurement and commissioning into daily operation, their status in the database has shifted, reducing the procurement total while increasing the number of buses actively serving riders.
Finally, the number of BEBs in the “in-service” stage rose from 255 in July 2024 to 393 in July 2025, now representing around 10 per cent of all BEBs (Figure 11). This increase signals that earlierstage planning and procurement efforts are steadily translating into operational buses on Canadian roads. Notably, the Toronto Transit Commission (TTC) has expanded its battery electric bus fleet to 100 vehicles and announced plans to increase that number to 400 BEBs by the second quarter of 2026 [29]. This demonstrates tangible progress among major transit agencies towards large-scale deployment. Nevertheless, the relatively modest share of BEBs that have reached active service highlights the ongoing complexity of moving from plans and funding to real-world deployment.
The data show more BEBs in the first three stages compared to the last three. The stages after funding – procurement, commissioning and in-service – can be time-consuming for transit agencies and allied stakeholders. The timelines involved are due to the various hurdles transit agencies must navigate, such as facility upgrades, workforce considerations, real estate considerations and funding gaps. Overcoming these hurdles may take several years longer than expected at the outset of a decarbonization strategy. Additional challenges, such as utility restrictions, vehicles and allied
Figure 10. Number of BEBs at each stage of transition 2025 (July)
infrastructure, supply chain lead times and inflation, can alter the number of buses and allied infrastructure being procured compared to the initial plans of a transit agency at pronouncement stage.
Overall, the 2025 data illustrate a gradual but uneven transition across stages. While fewer BEBs remain in initial planning phases compared to last year, challenges including funding timelines, delivery delays and infrastructure readiness, continue to shape the pace at which zero emissions buses become part of daily public transit operations in Canada.
The 2025 ZEB Database™ captures supplier information for 2,481 BEBs (out of the total number of 3,953) across all stages reported by transit agencies nationwide. The data indicate that Nova Bus remains the dominant manufacturer, supplying 1,876 BEBs, which accounts for approximately 76 per cent of all BEBs with known suppliers (Figure 12). New Flyer follows with 475 buses, representing roughly 19 per cent of the market. Proterra which is now defunct supplied 105 BEBs, while BYD accounts for 25 buses (Figure 12). No BEBs have been reported from Vicinity or Letenda in this dataset (Figure 12).
The dominance of Novabus and New Flyer reflects the fact that larger manufacturers are often better positioned to meet large fleet orders, provide local service support and accommodate Canadian operational needs. Recent contracts, such as Nova Bus’s delivery of 62 LFSe+ buses to BC Transit in late 2024 and New Flyer’s supply of 43 BEBs to Durham Region Transit in early 2025, illustrate ongoing market confidence and highlight how transit agencies balance cost, delivery timelines, technical specifications and support services when selecting suppliers [30, 31]. This is further exemplified by OC Transpo's significant order for 124 Xcelsior CHARGE NG™ buses from New Flyer in July 2025, adding to an earlier order of 51, showcasing how major urban centers rely on established manufacturers for their large scale electrification initiatives [28].
Figure 11. BEBs across Canada by stages of transition (2023-2025)
12. BEBs by vehicle manufacturer 2025 (July)
The 40 foot bus is the most common size used in transit fleets due to its balance of capacity and maneuverability (Figure 13) [32]. This standardization often leads to cost efficiencies in manufacturing, procurement and maintenance, making 40-foot buses a more attractive option for transit agencies. The widespread adoption of 40-foot buses can also be attributed to their compatibility with existing infrastructure, reducing the need for costly adjustments. Many transit systems are designed around 40-foot buses and corresponding infrastructure such as bus depots, maintenance facilities and routes optimized for this size. Although 60-foot buses provide higher passenger capacity, they pose challenges when navigating narrow city streets and require more room for turning and parking. These larger buses are typically deployed on high-demand routes where their size is necessary to accommodate the volume of passengers. [32].
A growing number of Canadian transit agencies are choosing to deploy shorter electric buses to meet specific operational needs. 20 foot and 30 foot buses offer better maneuverability but have reduced passenger capacity, making them less suited for heavily traveled routes. [32]. For example, Saint John Transit in New Brunswick has identified a need for 20‑foot electric buses to better navigate narrower historic streets and reduce operating costs, despite funding challenges that have temporarily constrained these plans [23]. Similarly, Oakville Transit in Ontario is introducing Karsan 20-foot and 30-foot BEBs, which are well suited to less congested routes and community shuttle services [33]. Happy Valley Goose Bay Transit launched its first electric bus, a shorter, highly manoeuvrable vehicle ideal for its smaller service area [25]. In Alberta, Grande Prairie Transit also rolled out smaller BEBs as part of its first electric fleet deployment [34]. Even in larger urban systems, such as Montréal’s STM, plans include deploying mid-sized electric buses alongside standard 40-foot models to better serve neighbourhood routes and feeder lines [35].
Figure
7.2 Charging infrastructure for BEBs
The 2025 ZEB Database™ offers detailed insights into the current status and future plans for charging infrastructure supporting battery electric buses (BEBs) across Canada. According to the latest data, there are 412 chargers recorded nationwide across all stages of transition, from pronouncement to in‑service. This figure represents a decrease compared to earlier reports, which documented as many as 597 chargers. While this decline partly reflects updated procurement timelines and adjustments in transit agency electrification plans, it is also be attributed to under‑reporting and incomplete data submissions from transit agencies that have yet to finalize or publicly disclose comprehensive charging strategies. As many agencies remain in planning or feasibility stages, detailed information on charger counts, types and locations often remains unavailable or is reported inconsistently.
Importantly, the data show a marked shift in the types of charging technologies being adopted. Pantograph chargers have become the most common, with 355 units reported, compared to just 57 plug‑in chargers (Figure 14). This contrasts with previous findings, where plug‑in chargers previously outnumbered pantograph systems. The growing preference for pantograph chargers highlights transit agencies’ evolving strategies, driven by recent technological advances that have made pantographs faster, more compact and increasingly suitable for both on-route and in-depot charging. The automation offered by pantograph systems allows buses to recharge quickly during scheduled layovers or while parked at terminal stops, reducing downtime and increasing operational flexibility [36]. These improvements, combined with simplified infrastructure design, have made pantograph chargers an appealing choice for agencies seeking to maximize fleet availability and efficiency [36].
Figure 13. BEBs by bus length 2025 (July)
The ZEB Database™ also tracks the main suppliers of BEB charging infrastructure in Canada. ABB remains the leading provider, though its charger count fell from 155 in July 2024 to 105 in July 2025. Siemens chargers decreased similarly, from earlier peaks of 40–55 units to 20 in July 2025. Proterra, which faced market disruptions following its 2023 U.S. bankruptcy filing, now supplies 9 chargers, down from 18 (Figure 15). Suppliers such as ChargePoint and ClipperCreek have 4 per cent market share reported in the most recent dataset and no chargers were recorded from BYD (Figure 15). These changes may reflect revised procurement timelines, project deferrals or under‑reporting, all of which contribute to year‑over‑year data fluctuations. Figure 15 and Figure 16 illustrate the current distribution by charger type and supplier.
Figure 14. BEB charging infrastructure 2025 (July)
Figure 15. BEB charging infrastructure 2025 (July)
Further analysis of charger performance shows evolving deployment strategies among transit agencies. In July 2024, 150 kW chargers were the most common, with 196 units; by July 2025, this figure had declined to 46. At the same time, agencies have increased the number of higher‑powered chargers, including eight 450 kW chargers and four 600 kW chargers, reflecting a shift toward ultra-fast charging for improved service reliability. Lower-powered chargers, such as 60 kW units, continue to play a role in overnight depot charging strategies but are now complemented by higher-capacity systems that better support peak service demands. Figures 17 and 18 summarize these changes over time.
Figure 16. BEB chargers by supplier (2023-2025)
Figure 17. Distribution of chargers according to charging rates 2025 (July)
Figure 18. Chargers by charging rate 2023-2025
Transit agencies often lack data on charging infrastructure, mostly because they have not finalized their charging strategy. The missing data include the type (i.e., pantograph or plug-in), location (i.e., in-depot or on-route), charging rate (i.e., 150 kW or 450 kW) and suppliers of chargers. These data gaps pose a challenge for data analysis and reporting, limiting the comprehensiveness of the charger section of the ZEB Database™ Report. In addition, these data are not publicly available as most transit agencies only provide general details, such as the number of chargers they intend to acquire, while specific information about the chargers remains undisclosed.
7.3 Challenges of BEBs
Reflecting on findings from Report #5, Canadian transit agencies continued to face persistent and multi-dimensional challenges in adopting BEBs. These included high capital costs, complex infrastructure requirements, limited facility capacity, technical and maintenance issues and workforce training needs. Many agencies reported that their BEBs were often out of service due to parts shortages or battery repairs, average monthly mileage remained lower than diesel buses and the financial burden of charging infrastructure combined with the need for depot upgrades presented substantial barriers. Agencies also noted the complexity of integrating BEBs into existing service schedules and the challenge of securing real estate for on-route charging. While partnerships and early pilots helped build technical capacity and understanding, agencies widely recognized that electrification is not a one‑time investment but a multi decade process requiring phased planning and sustained funding.
Building on these earlier insights, the latest ZEB Database™ Survey #6 and recent national news coverage reveal new and evolving challenges that continue to shape the Canadian BEB transition:
• High capital and infrastructure costs: In the latest ZEB Database™ Survey, transit agencies consistently report the high purchase cost of BEBs remains among the greatest obstacles to fleet electrification. A standard 40 foot BEB costs approximately $1.2–$1.5 million, while an articulated 60 foot model can cost between $1.9–$2.1 million, more than double the price of a conventional diesel bus equivalent. Agencies also highlight the significant financial burden of supporting infrastructure, including high-powered 450 kW pantograph chargers that can each cost over $1 million, along with the need for substantial electrical upgrades and depot retrofits. Recent news stories from across Canada echo these concerns. Halifax, which recently launched 60 new electric buses [37] and Oakville, which is adding 15 BEBs to its fleet [38], both report significant capital requirements not only for the buses themselves, but also for associated charging infrastructure and facility upgrades required to support them. Elsewhere, Charlottetown has decided to pause its electric bus and depot plans, citing unexpectedly high costs and limited funding capacity [39]. Similarly, Winnipeg Transit has announced it is changing direction on its full electrification plan after feasibility studies highlighted the steep financial burden and operational complexities [40]. In northern Ontario, Sudbury’s GOVA Transit faced local council hesitation and criticism over the high costs of new BEBs, which have exceeded earlier budget estimates [41]. Together, these survey insights and national examples show that high capital costs for both vehicles and infrastructure remain one of the most widely shared and deeply felt barriers to largescale BEB adoption across Canada.
• Supply chain disruptions and vendor instability: Agencies participating in the survey describe persistent delays in parts and vehicles, citing vendor issues and global supply chain disruptions. Specifically, several report impacts from Proterra’s 2023 bankruptcy, which disrupted spare parts supply and maintenance planning for fleets. One agency in Banff highlights prolonged downtime, while another notes buses that were out of service for over 90 days. These reports concur with national coverage, for instance, Edmonton Transit Service (ETS) faced severe disruptions, with over half its electric buses waiting for parts, leading to an added cost of nearly $1.8 million [42]. Similarly, Calgary Transit paused its pilot when Vicinity buses were delayed by supply chain problems [43]. These disruptions reveal how vendor reliability and global supply chains remain critical vulnerabilities in electrification plans.
• Facility and grid capacity constraints: Survey respondents report depot electrical capacity as a bottleneck. One agency reports its garage can support only two overnight BEBs without major upgrades and other agencies highlight the need for substation expansions. TransLink in Metro Vancouver describes rising costs of depot retrofits tied to BEB rollout [44], underscoring the scale of infrastructure investment needed.
• Real-world performance limits and winter conditions: Agencies continue to report lower-thanexpected BEB range and reliability in cold weather. One transit agency notes range falling from 18 hours to about 12–13 hours in winter, which complicates scheduling.
• Funding gaps and tariff risks: Funding shortfalls are among the most common challenges reported in the survey, especially in smaller municipalities and those facing competing infrastructure priorities. Agencies note that even with federal cost-sharing, high upfront costs remain hard to accommodate in municipal budgets.
• Coordination with utilities and grid upgrades: Survey responses show that working with local utilities on upgrades adds cost and lengthens timelines. For instance, one transit agency reports needing massive substation upgrades before deploying its pilot BEBs, illustrating how energy infrastructure can be a critical path dependency.
• Workforce and operational readiness: Several agencies describe initial shortages of staff trained to manage high-voltage systems. As part of their solutions, some agencies invested in early operator and mechanic training, supported by partnerships with CUTRIC.
7.4 Current status of FCEBs
Hydrogen fuel cell electric buses (FCEBs) remain a niche but strategically important zero-emission technology in Canada’s transit landscape. FCEBs consume hydrogen onboard and emit only water vapour, combining electric drive with the advantage of faster refuelling and longer range compared to battery electric buses (BEBs). As of July 2025, FCEBs account for about two per cent of Canada’s total zero emission bus (ZEB) fleet, reflecting the cautious, pilot focused approach agencies have taken to date.
As previously cited, FCEBs constitute two per cent of the ZEBs currently being adopted across Canada. According to the latest ZEB Database™, there are 78 FCEBs reported across four provinces and across all stages starting with pronouncement: Nova Scotia (47), Ontario (14), Alberta (8) and Manitoba (9) (Figure 19). This reflects an unchanging pattern of deployments, with no new adoption yet reported in other provinces or territories. In the case of Alberta, the City of Edmonton and Strathcona County are conducting a joint pilot study launched in October 2023 to assess the buses in real-world conditions [45].
Figure 19. FCEBs by province and territory (July 2025)
Nationally, the total number of reported FCEBs across all stages, starting with pronouncement, have declined from 101 in January 2024 to 78 by July 2025, a 23 per cent drop driven largely by reductions in Manitoba, where numbers fell from 33 to 9, following Winnipeg Transit’s strategic decision to revise its full fleet electrification plan [40]. Conversely, Alberta hold steady at eight FCEBs across all stages, supported by pilot deployments in Edmonton and Strathcona County. Nova Scotia remain the largest adopter across all stages, with 47 FCEBs, reflecting sustained provincial commitment despite no growth in numbers. (Figure 19).
Most FCEBs remain in the early phases of deployment: out of 78 FCEBs, the majority (53) are still at the feasibility stage, with only one reported as fully in-service, eight in commissioning and none yet in active large-scale procurement (Figure 21). This pattern underscores the technology’s current role as a demonstration and pilot solution rather than mainstream fleet replacement. The joint Edmonton–Strathcona pilot and Winnipeg’s single in-service bus [46] illustrate how most FCEB deployments are designed to test operability and cost before wider investment. In addition, Mississauga’s MiWay is preparing to launch its first hydrogen fuel cell project, supported by federal investment.[47]. These pilot projects signal continued federal and municipal willingness to explore hydrogen, even as large-scale adoption remains limited.
Figure 20. FCEBs by provinces and territories (2023-2025)
Current data show a strong preference for larger FCEBs. 52 out of 78 are 60-foot articulated buses, while 22 are standard 40-foot models and only 4 are 30-foot buses (Figure 22). This skew toward higher capacity vehicles reflects agencies’ interest in deploying FCEBs on longer, high ridership or BRT-style routes where the extended range of hydrogen buses offers operational advantages over BEBs.
New Flyer is the sole provider of FCEBs reported by transit agencies across Canada. This highlights the company’s pivotal role in developing and deploying fuel cell technology within the Canadian public transportation sector.
Figure 21. FCEBs by stage of transition
Figure 22. FCEBs by bus length 2025 (July)
7.5 Fuelling infrastructure
No new survey data have been received in the latest ZEB Database™ cycle on hydrogen fuelling infrastructure. This ongoing absence reflects how most transit agencies remain in early feasibility or pilot stages and often do not yet have finalized infrastructure strategies to report. However, detailed CUTRIC engagement with transit agencies and a series of recent public announcements reveal an infrastructure landscape that, while still emerging and highly localized, is gradually maturing.
• Edmonton and Strathcona County: mobile fuelling innovation - After pausing plans for a permanent hydrogen station in the city’s south due to budget shortfalls and limited immediate demand, Edmonton deployed one of Canada’s first mobile hydrogen fuelling stations in June 2025. This mobile unit now serves two Edmonton FCEBs and one operated by Strathcona County [48]. This strategy illustrates how agencies can trial hydrogen without committing to permanent infrastructure until demand is clearer and fleet sizes increase.
• Growing commercial backbone in British Columbia - Canada’s limited hydrogen fuelling network now includes seven operational public stations concentrated in Metro Vancouver, Vancouver Island and Kelowna [49]. Complementing this, HTEC, an engineering firm, is building a new hydrogen liquefaction facility in North Vancouver, funded in part by the Canada Infrastructure Bank. While these sites are not transit-dedicated, they represent a starting point for a future regional fuelling backbone[49].
• Ontario context and new provincial investment - CUTRIC internal data highlight that only Enbridge and Air Products are currently positioned to supply gaseous hydrogen in Ontario. MiWay and other agencies are also weighing whether to adopt liquid hydrogen, which could present unique technical challenges. CUTRIC research also shows each liquid hydrogen dispenser could require about 120 kW of electrical power and might only fuel ~2 buses per hour, significantly influencing grid planning and depot design as MiWay’s forthcoming hydrogen fleet would need approximately 300 kg of hydrogen per day. The Ontario government announced in March 2025 it would double the Hydrogen Innovation Fund to $30 million, aimed at accelerating technology deployment, supporting local projects and protecting manufacturing jobs [50]. This funding is expected to support pilot refuelling systems, production facilities and feasibility studies across municipalities.
• Commercial corridor plans and volatility - Air Products plans to build hydrogen fuelling stations along the Edmonton–Calgary corridor, targeting operation by 2025 [51]. Such intercity corridors could, if realized, unlock larger regional FCEB deployments. Yet recent closures, including removal of Canada’s first commercial hydrogen station by Nikola in Alberta following bankruptcy [52], underscore the financial and market risks still inherent in early stage projects.
• MiWay–Enbridge hydrogen supply partnership - Mississauga’s MiWay signed an agreement with Enbridge to supply low-carbon hydrogen for its upcoming fuel cell electric bus (FCEB) pilot project [53]. Under this agreement, Enbridge will deliver hydrogen, produced using renewable natural gas through electrolysis, supporting MiWay’s plan to deploy 10 hydrogen buses as part of a broader strategy to decarbonize its fleet [53]. This partnership is significant because it illustrates a concrete step toward securing dedicated local hydrogen supply, a major barrier identified by several agencies in CUTRIC’s survey data. By collaborating directly with an energy provider, MiWay aims to overcome the challenges of sourcing sufficient clean hydrogen, ensuring fuel reliability and reducing lifecycle emissions associated with hydrogen production [53]. This initiative may serve
as an important model for other transit agencies exploring hydrogen projects across Canada, showing how utility partnerships can help address infrastructure gaps and de-risk early-stage FCEB deployments.
7.6 Challenges of FCEBs
FCEBs offer transit agencies several benefits such as similar fuelling and operation compared to current internal combustion engine (ICE) vehicles, range comparable with ICE vehicles and emissions reductions. These benefits make it a technology worth considering for transitioning to a low carbon fleet. Like any other emerging technology, FCEBs have their unique challenges. These challenges have been identified across all four ZEB Database™ Reports and consolidated as follows:
• Cost profile: Based on interviews with manufacturers, FCEBs are more expensive than BEBs, costing from $1.6 million to $1.8 million (2024) for a 40 foot and $2.3 million to $2.65 million (2024) for a 60-foot. Operations and maintenance costs for FCEBs are expected to be higher than BEBs due to extra components the vehicles require. These components include a fuel cell, fuel tank and related fuel supplies [54].
• Underdeveloped domestic hydrogen supply chain and the high cost of delivered hydrogen: Some transit agencies face challenges in obtaining hydrogen at a reasonable price in their province due to the lack of well-established hydrogen supply chains. One transit agency states that its geographic location and local restrictions limit its ability to consider hydrogen currently, adding that hydrogen delivery via truck is not a realistic option.
• Lack of manufacturers for specialized FCEB buses in the market: Several small to medium transit agencies use smaller specialty transit or paratransit vans for public transportation. For smaller vehicles, the market depends on a handful of manufacturers (Letenda, BYD and Electric Vehicle Star) or custom-made powertrain solution providers (Lightning eMotors). There are no FCEB options in size range of 30 foot or less, marking a significant barrier for agencies who use smaller buses to transition. On the larger side, transit agencies report that limited 60-foot FCEBs options in the market are challenging for its transition as well.
• Lead times for vehicle and electrical equipment: The limited number of FCEB manufacturers and fuel suppliers limits the production and delivery of buses and related infrastructure in light of supply chain constraints.
• Monetary Inflation: The transition and purchasing process may take longer than expected, which may affect the purchasing power of the transit agencies. Due to inflation, budgets secured may not be sufficient to acquire the planned number of buses.
7.7 No electrification plans
The ZEB Database™ reveals that, despite national momentum, several transit agencies across Canada currently do not have formal fleet electrification plans in place. Specifically, these agencies are in Ontario (eight agencies), Alberta (three agencies), Saskatchewan (three agencies) and New Brunswick (one agency) (Figure 23).
Survey responses from some of these agencies provide valuable insights into the complex combination of financial, technical and operational barriers delaying their transition.
• High capital costs are the single most consistently cited obstacle reported by all responding agencies. The expense of purchasing (BEBs) combined with significant investment needed for charging infrastructure and facility upgrades, remains prohibitive, especially for smaller and mid sized systems. This challenge is compounded by insufficient funding or grants, which two agencies reported, highlighting that existing federal and provincial programs may not fully meet local needs.
• Infrastructure constraints emerge as another widespread barrier. Two agencies note a lack of existing charging infrastructure and two others point to limited electrical grid capacity that could constrain large-scale charging operations at depots or along routes. Space constraints for charging equipment are also noted, further complicating facility planning.
• All agencies identify the difficulty of designing routes and schedules around the range limitations of BEBs, particularly in colder climates or for longer routes. Two agencies also flag longer charging times compared to diesel or CNG refuelling, which could reduce fleet availability during peak periods.
• Two agencies note the limited availability of electric bus models suitable for their specific service needs, underscoring a need for greater product diversity to match local route profiles and climate demands.
• Lifecycle uncertainties including battery lifespan and replacement costs and the resale value of used BEBs are highlighted by two agencies as key financial unknowns that complicate long term fleet planning.
Figure 23. Transit agencies with no electrification plans by province
• Cold and hot weather performance is a concern shared across all agencies, reflecting ongoing industry-wide caution about how BEBs perform in extreme Canadian climates.
• In addition to these shared challenges, some agencies describe specific local factors. One agency, currently operating a small pilot project with two BEBs, notes that future fleet electrification depends on real-world data from the pilot project to inform City Council decisions. Another agency cites public or political resistance as a barrier, reflecting local debate over whether electrification is the best option compared to diesel or hybrid buses.
Together, these responses show that even as Canada’s zero-emission transition advances, some transit agencies, particularly in Ontario, Alberta, Saskatchewan and New Brunswick remain cautious. Their reasons range from financial and infrastructural barriers to operational complexity, local political context and climate considerations. Addressing these issues through targeted funding, tailored technology solutions, infrastructure investment and clear evidence of performance in challenging conditions will be key to ensuring all agencies, including late-entry systems, can participate fully in Canada’s transit decarbonization strategy.
7.8 Funding sources
The ZEB Database™ continues to provide essential insights into how Canadian transit agencies fund their zero emission fleet transitions. According to the latest data drawn from 32 transit agencies in the 2025 survey, a layered funding approach remains the norm. Specifically, all 32 agencies report leveraging federal funds, 21 agencies report accessing provincial funds and 27 agencies indicate municipal funding contributions (Table 1). In addition, at least eight agencies also reported private funding involvement, including partnerships with utilities, banks or industry groups such as the Canada Infrastructure Bank (CIB) Zero-Emission Bus Initiative and industry consortia like CUTRIC. This diversified funding strategy underscores the important role of shared financial responsibility between different levels of government and private partners to achieve ambitious decarbonization goals.
Transit agencies also identified the specific funding programs enabling their projects. The most widely used are the Investing in Canada Infrastructure Program (ICIP) and the Zero Emission Transit Fund (ZETF), supporting at least 24 and 21 agencies respectively. Additionally, many
Table 1. Source of transit electrification funds 2025 (July)
agencies draw on the Canada Infrastructure Bank’s Zero-Emission Bus Initiative (CIB-ZEBI), used by at least 14 agencies, as well as the Rural Transit Solutions Fund (RTSF) used by smaller or rural systems like Happy Valley-Goose Bay and Sarnia Transit. Several Alberta agencies (e.g., Calgary Transit, Edmonton Transit Service) benefit from Emissions Reduction Alberta and the Alberta Zero Emission Hydrogen Transit (AZEHT) fund, while Ontario agencies access funds under the Public Transit Infrastructure Stream (PTIS) and targeted Green Municipal Fund initiatives. Agencies in Quebec report funding from Programme d’aide gouvernementale aux infrastructures de transport collectif (PAGITC) and combined federal–provincial programs like Ministère des Transports et de la Mobilité durable (MTMD). Table 2 presents a list of funding programs transit agencies use for their electrification initiatives.
The following examples highlight how various funding sources are crucial for advancing public transit zero emission initiatives across Canada:
Table 2. Zero emissions transitioning funds 2025 (July)
• St. John's public transit upgrades: Over $50.3 million has been invested in public transit upgrades for St. John's, Newfoundland and Labrador. These projects will serve as a step towards meeting Canadian Net-Zero Emissions Accountability Act target of achieving net-zero greenhouse gas emissions by 2050 [55]. This substantial funding package includes contributions of $22.8 million from the federal government through the Public Transit Stream of the Investing in Canada Infrastructure Program, $16.7 million from the Government of Newfoundland and Labrador and $10.7 million from the City of St. John's [55]. Additionally, Metrobus Transit will receive more than $13 million in Baseline Funding through the new Canadian Public Transit Fund (CPTF) over 10 years (2026-2036) [55]. These investments underscore the multi-layered governmental support vital for transit modernization.
• Eastern Ontario public transit investments: Over $83 million has been allocated to enhance public transit systems in Cornwall, Kingston, Peterborough and Trent Hills [56]. The federal government is contributing $30.1 million via the Public Transit Infrastructure Stream of the Investing in Canada Infrastructure Program. The Government of Ontario is adding $25.1 million, and the municipalities collectively are providing $28.5 million [56]. These funds will support the acquisition of electric buses, infrastructure improvements, and service enhancements, demonstrating the impact of combined federal, provincial and municipal efforts.
• Regina's bus electrification: The City of Regina's bus electrification project, costing $52.2 million, is significantly funded by the federal government's Zero Emission Transit Fund (ZETF) [57]. The federal contribution of $26 million covers 50 per cent of both infrastructure and bus costs for 20 electric buses and initial upgrades to the transit fleet facility [57]. This direct federal support highlights how targeted programs enable cities to transition to zero emission fleets without increasing bus fares.
• York Region's zero-emission public transit: York Region is receiving substantial funding totaling $389 million for its electric bus fleet [58, 59]. This includes a $76 million investment from the federal government through the Zero Emission Transit Fund, a $136 million loan from the Canada Infrastructure Bank (CIB) through its Zero Emission Buses Initiative, and a $177 million contribution from the Regional Municipality of York [58, 59]. This multi-source funding, combining federal grants, bank loans and municipal funds, will facilitate the acquisition of 180 zero-emission buses and charger infrastructure, significantly reducing annual emissions.
• Winnipeg's Zero-Emission Bus Program: Winnipeg Transit's Transition to Zero Emission Bus Program is backed by $280.3 million in funding through the Investing in Canada Infrastructure Program, facilitating the purchase of 90 zero-emission buses. This federal investment is crucial for supporting large-scale transitions to green public transit [60].
The ZEB Database™ also collects data on how transit agencies procure zero-emission buses and infrastructure. Agencies are requested to select among the most common procurement processes as follows:
• Public bids and tenders: A procurement process that involves inviting suppliers to submit competitive bids for goods or services that the governing jurisdiction requires. The governing jurisdiction usually awards the contract to the lowest bidder who meets the specifications and requirements [61].
• Joint procurement: A method of contracting in which two or more purchasers agree to use a single solicitation document and enter into a single contract with a vendor to deliver property or services for a fixed quantity of buses or chargers. Joint procurement can help purchasers save costs, access goods or services that may not be available and benefit from the expertise and experience of other participants [62].
• Negotiated request for proposals (NRFP): A process in which a need is identified, but the method of achieving it is unknown at the outset. These types of proposals allow for flexibility during the process and opportunity for vendor consultation and do not create a contract with the proponents submitting proposals. NRFPs involve only minor negotiations with the successful proponent. If unsuccessful the agency, retains the right to negotiate with the next highest rated [63].
From the combined data, seven agencies now report using joint procurement, which allows multiple transit systems to coordinate and benefit from shared specifications and economies of scale. Eight agencies report using a Negotiated Request for Proposals (NRFP), offering flexibility to refine requirements through negotiation with vendors. Meanwhile, three agencies report using traditional city/transit bids and tenders, which typically award contracts to the lowest priced compliant bidder. Additionally, one agency noted using a limited tender process, subject to municipal by-law and council approval, to address specific operational or policy requirements. The data are displayed in Table 3.
This updated distribution shows that while NRFPs and joint procurement remain the most common, agencies continue to apply different strategies based on size, procurement regulations and project complexity. For smaller agencies or specialized procurements, limited tenders and tailored approaches help meet unique needs while remaining compliant with local governance rules.
These insights provide a useful reference for agencies considering how best to structure procurement, whether by leveraging collective buying power, maintaining flexibility to negotiate complex technical specifications or adhering to traditional tendering processes.
Table 3. Procurement process utilized by transit agencies 2025 (July)
8. TRENDS IN TRANSIT ELECTRIFICATION
This section analyzes current trends in transit electrification based on the latest data from the ZEB Database™. As of July 2025, there are 4,031 ZEBs reported across various stages of adoption in Canada. This represents a decrease from the 5,459 ZEBs previously documented, reflecting several contributing factors. These include updated reporting from transit agencies indicating more precise numbers and the removal of previously planned projects that did not proceed due to funding constraints or shifting operational priorities. At the same time, the decline may also be partly explained by data gaps or under‑reporting from some agencies that have yet to finalize updated figures for the current reporting cycle.
The federal government has set a goal of introducing 5,000 ZEBs by 2026 to reduce GHGs and support the transition to a low carbon economy. The Canadian government has taken significant steps to support the transition to ZEBs nationwide. The ZETF, announced in August 2021, includes $2.4 billion in funding over five years to support public transit and school bus operator electrification plans, facilitate the purchase of ZEBs and build supporting infrastructure, such as charging and facility upgrades. This program has supported large joint procurement projects such as the Association du transport urban du Québec (ATUQ) procurement of 1,229 electric transit buses [64]. Similar projects, such as Metrolinx’s Transit Procurement Initiative, which aims to purchase 40 new electric buses (40-foot model), are being carried out across Canada, making it easier to purchase ZEBs at a lower cost [65].
In 2024, the federal government introduced the Canada Public Transit Fund, a investment aimed at enhancing transit systems in communities of all sizes across the country. This initiative aligns well with CUTRIC’s mission to advance low-carbon, smart mobility technologies. The Canada Public Transit Fund is set to provide financial support, including an expected average of $2 billion per year, or $20 billion over 10 years, for Metro Region Agreements. Additionally, the fund will offer $500 million per year, or $5 billion over 10 years, in both Baseline Funding and Targeted Funding. To access funding under the Metro-Region Agreements, local governments and transit agencies will need to collaborate with provincial governments to develop and share Integrated Regional Plans. These plans should detail how long-term capital investments in transit, active transportation and complementary policies on transportation, land use and housing will advance key objectives such as increased transit use, housing supply and affordability, climate resilience and social equity. A total of $20 million in funding is available for the 2024 25 and 2025 26 periods to support metro regions in developing high-quality Integrated Regional Plans. This fund builds on the success of existing initiatives like the Rural Transit Solutions Fund, the Zero Emission Transit Fund and the Active Transportation Fund. Ultimately, the Canada Public Transit Fund will contribute to the country's goal of net zero by reducing emissions in the transportation sector.[66]
The Canadian Urban Transit Zero Emission Bus (CUTZEB™) Joint Procurement Initiative, an independent non profit corporation that specializes in comprehensive and cost effective joint procurement processes for small to medium sized transit agencies, is also in its first round of joint procurement for 12 BEBs, along with in-depot and on-route chargers and supporting infrastructure as part of a turn-key solution for transit agencies [67].
The availability of the ZETF program and supporting programs has increased the number of transit agencies participating in zero emissions decarbonization efforts [68]. To evaluate the progress and feasibility of the federal government’s investment goals, CUTRIC applies a linear method of prediction to estimate the future number of ZEBs in Canada. This method assumes a constant rate of change in ZEBs over time. Based on both CUTRIC’s empirical ZEB Database™ and the Government of Canada’s funding data, the Canadian government is on track to introduce 5,000 ZEBs by 2026, resulting in 6,000 ZEBs in all stages of transition by 2026. Figure 24 illustrates the linear model of ZEB prediction based on all stages of transition.
These projections are based on the total number of ZEBs across all stages of transition. To accurately estimate the number of buses in active service by 2026, the linear trend analysis must focus specifically on buses currently in service. CUTRIC analyzes data from 2018 to 2025 and applies a linear trend analysis to forecast the number of ZEBs in service by 2026. The data indicate that approximately 400 ZEBs will be in service by 2026. Figures 24 and 25 illustrate these projections.
Figure 24. ZEB linear future trend across all stages (2018-2026)
25. Linear trend analysis of in-service BEBs (2018-2026)
The linear trend analysis predicts Canada will have approximately 400 ZEBs in service by 2026. These estimates do not account for buses at other stages of the transition process. Several factors, such as funding availability and accessibility, supply-chain dynamics and technological maturity, can accelerate or hinder the actual deployment of BEBs. These predictions do not include other zero emissions technologies, such as renewable compressed natural gas buses (R-CNG), which may also contribute to the electrification of transit fleets.
In a previous interview with a battery-electric bus (BEB) manufacturer, CUTRIC was informed that it typically takes about one year from the point when a transit agency finalizes a bus procurement to the point when the manufacturer completes delivery of the buses. This interview was part of a new methodology being trialled by CUTRIC, aimed at gathering direct insights from manufacturers on ZEB procurement and production timelines and understanding how these processes impact the progression of buses through the six stages of transition. Recently, manufacturers also highlight external threats such as the possible imposition of U.S tariffs and Canadian counter-tariffs which could extend delivery timelines, increase costs and create additional uncertainty for transit agencies working to meet Canada’s decarbonization goals.
In addition, transit agencies need time to commission new buses, including pre-service operations, training and testing. Based on this information, CUTRIC concludes that ZEBs that did not reach the procurement stage by late 2024 are unlikely to be in service by the target year of 2026.
The linear trend analyzes buses from procurement to in-service stages. The model predicts there will be 1,200 ZEBs in service by 2026 representing 24 per cent of the government’s target of 5,000 ZEBs. To meet the target, transit agencies will need to accelerate their pre-procurement activities and finalize their procurements promptly to allow manufacturers sufficient time to fulfill orders.
Figure
Consequently, federal, provincial and municipal funding sources must be readily available to enable transit agencies to complete the procurement activities. This analysis serves as a powerful reminder to transit agencies that have not started the electrification process to begin their transition soon, to participate within the remaining time frame.
FCEBs and R-CNG buses have the potential to expand the Canadian ZEB landscape, especially in provinces where hydrogen infrastructure and supply chains are already in place where CNG buses are currently in operation. The proven viability of these technologies for reducing carbon emissions is complemented by their operational benefits and alignment with existing infrastructure. As interest in these alternative technologies grows and advancements continue to emerge, CUTRIC anticipates the evolving landscape will likely reflect the increasing role that FCEBs and R CNG buses play in meeting Canada's transportation sustainability objectives soon.
In summary, the Canadian ZEB Database™ validates the Canadian government's goal of deploying 5,000 ZEBs by 2026. It provides high-level projections of ZEB deployment using linear trend models, analyzes data from multiple perspectives and identifies necessary actions to potentially enhance bus deployment efforts to achieve this target
Figure 26. Trend line - ZEBS in procurement, commissioning and in-service 2025 (July)
9. PILOT STUDIES
The ZEB Database™ tracks pilot studies conducted by transit agencies that are crucial for assessing how ZEBs perform under real‑world conditions and fit within the unique requirements of different transit agencies.
The ZEB Database Survey™ requests participating transit agencies to provide detailed information about their ongoing pilot programs as follows:
• Description of pilot program: Transit agencies are asked to describe the nature of their pilot programs. This description includes information about the tested buses' types, quantity and manufacturer.
• Duration: Transit agencies are asked to specify the planned duration of pilot studies. This information helps to gauge the long term impact and effectiveness of electrification efforts.
• Progress reports: Transit agencies are encouraged to share publicly available reports detailing the progress and outcomes of their pilot projects. These reports serve as valuable resources for the broader transit community.
According to the latest ZEB Database™, five provinces currently host active BEB pilot programs involving a total of 14 buses: Manitoba (four 40‑foot buses); Ontario (five 40‑foot buses); Saskatchewan (two 40-foot buses); Alberta (two 40-foot buses); and British Columbia (one 30-foot bus).
Figure 27. Pilot studies according to province 2025 (July)
Since 2020, CUTRIC has been engaged in a collaborative feasibility study with the City of Mississauga to assess the implementation of 10 FCEBs for MiWay, the public transit agency serving the city. This study is an important component of a broader, phased transition plan to achieve full electrification of the transit fleet. Through this partnership, CUTRIC and the City of Mississauga are working to evaluate the practicalities, benefits and challenges of integrating FCEBs into MiWay's operations [54]. Similarly, the City of Edmonton and Strathcona County have been piloting two FCEBs since October 2023. This initiative is part of a broader effort to explore and evaluate the feasibility of incorporating FCEBs into their public transit systems. It aims to assess their performance, efficiency and potential for broader regional deployment [45].
In British Columbia, TransLink has launched a pilot of one 30-foot Letenda battery electric bus to evaluate its suitability for community shuttle routes, where smaller vehicles could supposedly improve efficiency and service flexibility [69]. Pilots involving smaller bus formats are increasingly common as agencies look to match vehicle size with ridership and road conditions.
Beyond BEBs, there is cautious but strategic growth in hydrogen fuel cell electric bus (FCEB) pilots across Canada. In Alberta, the City of Edmonton and Strathcona County have piloted two FCEBs since October 2023 as part of the Alberta Zero Emission Hydrogen Transit (AZEHT) program [70]. These initiatives help assess fuel cell performance, fuelling logistics and resilience under winter conditions.
While modest in scale, these pilots hold outsized importance. They provide critical real-world data on vehicle performance, lifecycle costs, cold-weather reliability and fuelling requirements. The lessons learned will help other transit agencies, especially those still in the “pronouncement” or “feasibility” stages, determine whether hydrogen can complement BEBs in their fleets. If successful, these early deployments could also help overcome public and institutional scepticism by showing that FCEBs can operate reliably and cost-effectively in Canadian conditions. In this way, strategic pilots serve a dual purpose, building local operational knowledge for the agencies involved and strengthening sector‑wide confidence in fuel cell technology as part of Canada’s broader transit decarbonization pathway.
10. CNG TO RNG (R-CNGS) BUSES
Buses that use compressed natural gas (CNG) engines and are fuelled by natural gas supplemented by renewal natural gas (RNG) supplies are referred to here as R-CNG buses. This type of vehicle has gained global importance due to the urgent need to reduce GHGs while maintaining operational costs comparable to diesel and CNG. In some cases, R-CNG buses can be more cost-effective and cleaner than BEBs or FCEBs [54].
According to CUTRIC’s 2022 report Renewable natural gas as a complementary solution to decarbonizing transit, a newly manufactured CNG bus fuelled by RNG has similar capital costs to a regular diesel bus [54]. It does not require additional or new infrastructure, making it financially attractive for transit agencies struggling with decarbonization [71]. RNG can be directly injected into CNG pipelines, leveraging already installed refuelling infrastructure. Introducing R-CNG into a fleet does not require significant technological or operational changes, as CNG buses are an established technology.
R-CNG buses in Canada do not qualify for funding under the federal ZETF [72]. For RNG to be climate friendly, it must be produced from waste methane that would otherwise have been released into the atmosphere [71].
Three transit agencies across three Canadian provinces currently operate CNG buses: 464 CNG buses in British Columbia, 343 in Ontario and 151 in Alberta.
According to data from the Toronto Transit Commission (TTC) the agency achieved a significant milestone in 2023 by transitioning its entire fleet of 299 compressed natural gas (CNG) buses to run on 100 per cent renewable natural gas (RNG). This transition marks a pivotal step in the TTC’s ongoing efforts to enhance sustainability and reduce the environmental impact of its operations. The transition to RNG reflects a commitment to innovation and leadership in sustainable transit solutions. As one of the largest transit agencies in Canada, the TTC’s decision to adopt RNG sets a precedent and demonstrates a proactive approach toward achieving environmental sustainability. It also positions the agency as a role model for other transit organizations considering similar upgrades. This move may also enhance the TTC’s eligibility for future funding and support from government and environmental programs prioritizing using renewable energy sources. By adopting RNG, the TTC meets regulatory requirements and potentially benefits from incentives and recognition associated with leading edge environmental practices.
Similarly, Coast Mountain Bus Company (CMBC) in British Columbia reports that it now operates its entire fleet of 329 buses on renewable natural gas. This commitment is significant because it directly lowers fleet emissions while leveraging existing fuelling infrastructure, avoiding the large capital costs typically associated with full electrification or hydrogen deployment. CMBC’s shift highlights how R-CNG can provide immediate, cost-effective GHG reductions in medium and large fleets.
With sufficient support and resources, transit agencies may be able to leverage readily available and relatively inexpensive CNG vehicles to decarbonize with minimal infrastructure requirements, building off a network of RNG supplies in the near future. This case is especially true for jurisdictions where installing charging equipment for BEBs or sourcing hydrogen fuel for FCEBs may be a long, drawn-out or infrastructurally challenging process over the next 10 years.
CUTRIC will continue to monitor developments related to R-CNG buses to identify fuelling sources and per centages of renewable gas in the future to include those data in future iterations of the ZEB Database™.
11. HANDYDART / PARATRANSIT / SPECIALIZED TRANSIT
The 2025 ZEB Database™ includes data collection on transit agencies that express or demonstrate interest in deploying ZEBs for HandyDART, ParaTransit and/or Specialized Transit services. These services offer door-to-door and shared transit options for people with permanent or temporary disabilities that preclude them from using conventional fixed route transit systems. The ZEB Database Survey™ requests participating transit agencies to furnish comprehensive information on the number, type and manufacturer of specialized electric vehicles they plan to adopt.
TransHelp, the transit agency in the Region of Peel, reports two 28-foot electric paratransit buses in procurement for its shared-accessible service. Similarly, the Toronto Transit Commission (TTC) has launched its Wheel Trans Green Bus Program, including a contract for five battery electric paratransit buses, supported by capital and charging infrastructure funding to be delivered between 2025 and 2026. [73]
12. ON-DEMAND TRANSPORT (ODT)
The 2025 ZEB Database™ includes data collection on transit agencies that have indicated or shown interest in deploying ZEBs for on-demand transport (ODT) services. On-demand mobility is transit service that allows passengers to reserve their trip online or through a software application at a suitable time within the service operating hours and to be collected from a predetermined location. The ZEB Database Survey™ requests participating transit agencies to provide detailed information on the type of electric buses they intend to adopt, their quantity and the manufacturer.
Unlike previous years when no agency reported concrete planning or procurement, the latest 2025 data show notable progress:
• Saint John Transit (New Brunswick) reports four 20-foot Karsan battery-electric buses (BEBs) currently in procurement for on-demand service, alongside earlier pronouncements for additional vehicles [23].
• Happy Valley-Goose Bay Transit (Newfoundland and Labrador) launched a 20-foot Karsan e-Jest BEB for on-demand transit, accompanied by required charging infrastructure[25].
• BWG Transit (Bradford West Gwillimbury, Ontario) rolled out Ontario’s first fully electric, on demand public transit service, reporting planning for supporting infrastructure to enable future BEB deployment for ODT [74].
• Oakville Transit (Ontario) stands out with the most advanced deployment. It now has six BEBs in service, all 20 foot Karsan e Jest models, dedicated specifically to on demand transit. Oakville’s adoption includes both vehicles and associated charging infrastructure, indicating a well-integrated approach[33].
• Orangeville Transit (Ontario) reports two BEBs currently in the feasibility stage, with plans to deploy 30-foot buses to support on-demand mobility [75].
These data reflect a growing trend where agencies are beginning to target smaller, fully electric buses to suit the flexible routing and lower passenger volumes typical of on demand service. This shift also demonstrates transit agencies’ responsiveness to changing mobility needs, particularly in suburban and smaller urban contexts where fixed routes may be less efficient.
Overall, while the number of ZEBs deployed in ODT service remains modest compared to mainline transit fleets, the increasing diversity of projects, from pronouncement to procurement and in service, shows early momentum. CUTRIC will continue to monitor this evolving space to report how zeroemission technology can support innovative service models beyond traditional fixed route buses.
13. BUS RAPID TRANSIT (BRT)
The 2025 ZEB Database™ includes data collection on transit agencies that have indicated or shown interest in deploying ZEBs for Bus Rapid Transit (BRT) services. BRT is a bus transit system that provides fast and efficient services at metro‑level capacities using dedicated lanes and busways. The ZEB Database Survey™ requests participating transit agencies to provide detailed information on the type of electric buses they intend to adopt, their quantity and the manufacturer. The ZEB Database Survey™ also requests participants to describe the road infrastructure model for implementing the BRT system such as dedicated, bi directional, mixed flow, hybrid and contraflow lanes and whether the road will be electrified.
Data indicate clear momentum toward electrified BRT systems, reflected in strategic plans, funding announcements and pilot deployments:
• Halifax Transit has announced a C$780 million BRT network, targeting 210 electric buses by 2028 to operate on new dedicated corridors[76]. This project aims to combine speed, frequency and emission reduction.
• TransLink (Metro Vancouver) under its Transport 2050 strategy plans to build nine zeroemission BRT corridors over the coming decade. TransLink is currently piloting 30-foot battery‑electric buses on RapidBus services, marking an early phase of BRT electrification [77].
These examples illustrate that while formal Database submissions from transit agencies on e-BRT remain limited, two major agencies across Canada are preparing or piloting large-scale BRT electrification projects. These projects reflect a significant trend: integrating high capacity, dedicated bus infrastructure with zero-emission propulsion to meet GHG reduction targets and modernize urban mobility.
CUTRIC will continue to track these developments and gather formal data on fleet plans, procurement stages and infrastructure models in future editions of the ZEB Database™ Report.
14. SUCCESSES AND RECOMMENDATIONS
While electric buses remain a relatively new addition to Canada’s public transit landscape, several pioneering transit agencies have already achieved significant milestones—transforming early challenges into valuable learning opportunities. These early adopters are demonstrating that zero-emission transit is not only feasible but increasingly operational across diverse geographic and service contexts. Drawing from the latest findings of the ZEB Database™ Survey, this section highlights key successes and actionable insights from transit agencies at all stages of the electrification journey—from initial pronouncements to full in service deployments—offering critical guidance for others embarking on or accelerating their own zero-emission transitions.
14.1 Successes in Zero-Emissions Transition
Canadian transit agencies are making significant strides in their transition to ZEB technology, demonstrating various successes through strategic planning, partnerships, and dedicated investments.
• Public acceptance and operational efficiency: The initial rollout of electric buses in Banff National Park by Roam Transit was strongly supported by partner Councils and Parks Canada. Their electric bus fleet has performed well, with vehicles capable of completing 18 hours of service with adequate remaining charge. The public has also well-received electric buses, particularly given the heightened focus on the environment in Banff National Park. Roam's operational advantage in summer, requiring more buses, allows for additional conventional buses to be available in winter when electric buses might have reduced range, ensuring service continuity.
• Strategic funding and infrastructure upgrades: Some agencies report successfully leveraging funding from programs like the Zero Emission Transit Fund (ZETF) and the Canada Infrastructure Bank (CIB) to facilitate necessary facility upgrades, infrastructure improvements and charger purchases. Joint procurement initiatives have also been instrumental in acquiring more ZEBs.
• Pilot project implementation: Brampton Transit's large scale electric bus pilot project stands out as a significant success. This project, a partnership with CUTRIC, federal and provincial governments and industry stakeholders, included eight BEBs from different manufacturers and high-powered overhead charging stations [78]. This pilot allowed for real-world performance evaluation, shaping future procurement and operational strategies for a larger zero-emission fleet.
• Collaborative partnerships: A key strategy for transit agencies success has been collaboration with various stakeholders, including federal and provincial governments, research consortia like CUTRIC, utilities (e.g., Alectra), and vehicle/charger OEMs (e.g. New Flyer) [78]. These partnerships have ensured access to technical expertise, funding and advanced technologies, as exemplified by Brampton Transit's participation in a pan Canadian interoperability demonstration.
14.2 Key Lessons Learned
The transition to zero-emission technology presents unique challenges, and transit agencies have gleaned valuable insights that can inform future efforts.
• Early planning and technical expertise: Agencies recognize that early planning and a phased approach are critical to a successful zero emissions transition. Joining initiatives like CUTZEB's joint procurement Round 1 has provided access to crucial technical expertise for developing specifications and roadmaps tailored to specific transit operating requirements.
• Importance of clear communication and information sharing: For future procurements, there is a recognized need for specific contract language requiring proper communication channels between OEMs and transit agencies. Information sharing among transit agencies (e.g., through CUTRIC meetings) is paramount for diagnosing and addressing common issues, as agencies often encounter similar problems.
• Phased and pilot-based approach: A phased, pilot-based approach is considered essential for managing risk and building internal capacity before a full-scale rollout. This allows agencies to evaluate real world performance and refine strategies.
• Electrical infrastructure: Upgrading electrical infrastructure is complex, time-consuming and often dependent on external stakeholders, requiring meticulous planning and coordination.
• Operational and workforce impacts: Electrification significantly impacts various aspects of transit operations, including route planning, scheduling, garage operations and maintenance workflows. Ensuring operator and maintenance staff readiness through comprehensive training is crucial for operational success and safety.
• Financial considerations: High upfront costs associated with zero-emission technology can strain municipal budgets and delay projects, highlighting the need for diversified funding strategies and long term financial planning.
• Real-world performance vs. vendor specifications: Agencies have learned that real-world performance may differ from vendor specifications, especially in harsh weather conditions or under high-demand service. This necessitates thorough testing and realistic expectations.
• Unforeseen technical and logistical challenges: New technologies can present unforeseen technical and logistical challenges, emphasizing the need for flexibility and adaptive problem solving.
• Long-term evolution: The zero-emissions transition is not a one-time project but a multi-decade evolution, requiring sustained commitment and adaptive strategies.
• Fleet diversification and winter operations: Maintaining a balanced fleet that does not rely solely on one manufacturer or technology is advisable. Electric buses require significantly more dispatch planning due to range limitations, especially in winter. Agencies must ensure that winter operations can be achieved with ZEBs, or a combination of ZEBs and conventional buses, to maintain service reliability.
• Comprehensive rollout planning: A full fleet zero emission bus rollout plan, specifically tailored to the transit system's route schedules, is required to accurately understand the scope of new infrastructure, staffing and investments needed. Smaller municipalities may lack in house expertise for this, underscoring the need for external support.
• Realistic timelines: Agencies have found that timelines for the transition are often much longer than initially anticipated, necessitating realistic project scheduling and flexibility.
• Setting clear targets and change management: Setting clear and tangible long-term and shortterm GHG emission reduction targets, and translating them into day‑to‑day fleet or infrastructure projects, is crucial. Integrating project implementation timelines into transition planning and deploying appropriate change management strategies, with senior leadership buy-in, are vital for successful implementation.
The experiences of Canadian transit agencies, as captured in the ZEB Database™ survey, clearly demonstrate that while the transition to zero-emission buses is a complex and multi-faceted undertaking, it is achievable through strategic planning, robust partnerships, and a commitment to continuous learning. The successes highlight the critical role of diversified funding, pilot projects, and collaborative efforts in advancing ZEB deployment. Concurrently, the invaluable lessons learned underscore the importance of clear communication with OEMs, realistic timelines, comprehensive operational planning and adaptable strategies to overcome technical and logistical hurdles. By embracing these insights, other transit agencies can navigate their own decarbonization journeys more effectively, contributing to a greener and more sustainable public transit landscape across Canada.
15. CANADIAN ZEB DATABASE™ CHALLENGES
Despite the robust methodology CUTRIC uses to develop, deploy and consolidate the Canadian ZEB Database™, challenges remain in establishing such a comprehensive reporting tool.
• Data collection: CUTRIC relies on transit agencies to voluntarily provide data for the Canadian ZEB Database™ through its ZEB Database Survey™. To solicit responses from transit agencies, CUTRIC employs follow-up emails and telephone calls and engages in promotional activities through its national ZEB Committee. However, there is no assurance that relevant transit agencies will respond. When the ZEB Database Survey™ response rate is low, CUTRIC uses secondary data from transit, municipal and ZEB manufacturer websites, media and press releases.
Some transit agencies may be unwilling or unable to provide data unavailable in the public domain, leading to information gaps. This gap increases when some of Canada’s largest transit agencies do not participate in the ZEB Database Survey™. Data from these agencies is material to the accuracy of the Canadian ZEB Database™ and is needed to provide a comprehensive overview of Canada’s ZEB landscape.
Using multiple methods, CUTRIC is committed to obtaining 100 per cent of relevant data from all transit agencies relevant to the ZEB landscape. CUTRIC continues to appeal to all agencies to participate in the ZEB Database Survey™ in future iterations.
• Missing/incomplete data: While some transit agencies have responded to the ZEB Database Survey™, the insights they provide cannot be incorporated into the analysis due to a lack of crucial quantitative data. In most cases, such transit agencies are in the early stages of electrification and have yet to determine the type, number and manufacturer of ZEBs they plan to adopt. At times, the lack of data may arise because the respondent does not have access to all the relevant information required for the survey. These data may be managed by another department within the organization, leading to incomplete submissions. CUTRIC follows up on incomplete submissions with email and telephone communications to address incomplete submissions.
• Adoption timelines: Some transit agencies have long-term transition plans extending to 2030 or beyond 2050, well past the government's target of deploying 5,000 ZEBs by 2026. These agencies report numbers based on their full deployment vision, not just the 2026 target. Consequently, it is challenging to precisely determine how many buses will be adopted in Canada by 2026. CUTRIC continues to work with transit agencies to verify and update their data to ensure the accuracy and consistency of the ZEB Database™.
• Transit agency representative: In some cases, CUTRIC connects with a transit agency staff member familiar with the zero emissions plans and willing to participate in the ZEB Database Survey™. However, staffing changes may result in changes in agency representation when CUTRIC deploys the next iteration of the ZEB Database Survey™. CUTRIC may then need to find another knowledgeable and authoritative transit agency representative to participate in the survey process. As a result, information gaps may arise.
In summary, while the Canadian ZEB Database™ serves as a critical national tool for tracking and analyzing zero-emission bus deployment, its development is not without challenges. Data gaps, incomplete responses, shifting timelines, and changes in agency personnel all contribute to the complexity of maintaining an accurate and up-to-date resource. Despite these limitations, CUTRIC remains committed to continuous improvement through persistent engagement with transit agencies, targeted follow-up efforts, and the use of credible secondary sources. By striving for full participation and data accuracy, CUTRIC aims to strengthen the reliability and utility of the ZEB Database™ as Canada progresses toward its fleet decarbonization targets.
16. NEXT STEPS
CUTRIC is dedicated to improving the scope of the Canadian ZEB Database™. The next iteration of the ZEB Database Survey™ will launch in August 2025 with the report scheduled for release in the November of 2025.
CUTRIC is strengthening its strategies to ensure 100 per cent participation from Canadian transit agencies. The ZEB Database Survey™ is continuously revising to enhance its structure, wording and logic. Additionally, CUTRIC is introducing a new methodology that involves conducting interviews and collecting data directly from bus manufacturers and suppliers of associated charging infrastructure. This approach aims to ensure that the aggregated data reported by transit agencies is consistent with the information provided by manufacturers. By cross-referencing these sources, CUTRIC seeks to improve the accuracy and reliability of the data, enhancing the overall understanding of ZEB adoption and infrastructure development.
17. CONCLUSION
This 2025 ZEB Database™ Report #6 presents the most up-to-date portrait of Canada’s zero emission bus (ZEB) landscape, capturing the status as of July 2025. It documents the number, type, province, stage and manufacturer of ZEBs reported by transit agencies nationwide, while also highlighting persistent challenges and emerging solutions shaping Canada’s decarbonization journey.
As of mid-2025, transit agencies reported a total of 4,031 ZEBs at various stages of transition. This figure marks a notable decrease from 5,459 reported earlier, driven by procurement completions, project rescoping, under-reporting and data gaps from some agencies. Despite this, the data continue to show substantive national progress. Battery electric buses (BEBs) remain the dominant technology, with large deployments centred in Ontario, Quebec, British Columbia and Alberta, while new regions such as Newfoundland and Labrador have joined the electrification effort.
In‑service BEBs grew significantly, rising from 255 to 393 since the last report — clear evidence that earlier planning and procurement efforts are translating into operational fleets. Transit agencies also reported 78 fuel cell electric buses (FCEBs), primarily in Nova Scotia, Manitoba, Ontario and Alberta, though these remain mostly in feasibility or funding stages. Pilot projects — such as those in Mississauga, York Region, Edmonton and Strathcona County — are crucial for validating FCEBs in Canadian conditions and could build confidence among agencies still hesitant about hydrogen.
Beyond traditional fleets, several agencies are pioneering specialized and flexible services using zero‑emission technology. The data reveal:
• Paratransit and specialized transit: TransHelp (Region of Peel) reports two 28-foot electric paratransit buses in procurement and the TTC has announced its Wheel-Trans Green Bus Program.
• On-demand transit (ODT): At least five transit agencies (including Saint John, Happy Valley Goose Bay, Oakville and Orangeville) reported plans, procurement or in-service deployment of small 20- to 30-foot BEBs for ODT services.
• Bus Rapid Transit (BRT): Agencies in Ottawa, York Region, Winnipeg and Vancouver have announced plans to deploy BEBs on BRT corridors, signalling an evolution toward zero-emission rapid transit, although survey data remain limited.
Transit agencies still face significant barriers such as high capital and infrastructure costs, limited grid capacity, cold-weather range impacts, evolving supply chains and new external risks such as potential retaliatory tariffs on U.S. bus imports which could delay procurement. At the same time, agencies continue to draw on federal (e.g., ICIP, ZETF, Canada Infrastructure Bank), provincial and municipal funds, with over 60 agencies leveraging multi-level programs. New investments like Ontario’s Hydrogen Innovation Fund highlight strategic interest in alternative technologies.
Pilot studies remain a cornerstone with eight agencies are testing small BEB and FCEB fleets of varying sizes (from 30-foot on-demand buses to 40-foot standard buses), typically over periods ranging from 4 weeks to 3 years. These trials help agencies refine route planning, charging strategy and grid upgrades before scaling up.
Looking ahead, CUTRIC’s linear forecast indicates Canada is on track to approach 5,000 ZEBs by 2026, but achieving the federal target of 5,000 in service will require accelerated procurement, infrastructure investment, resilient supply chains and continued federal-provincial coordination.
While electric buses are still emerging across Canada’s public transit landscape, several transit agencies have demonstrated early success in their zero-emission transitions. Insights from the ZEB Database™ Survey reveal achievements such as Brampton Transit’s nationally recognized pilot project, Banff’s successful public rollout and effective funding partnerships that have enabled fleet and infrastructure upgrades. These successes were made possible through robust planning, collaboration with stakeholders, and phased pilot approaches. Simultaneously, transit agencies report valuable lessons, including the need for early technical planning, infrastructure readiness, workforce training, clear communication with OEMs and realistic implementation timelines. These findings provide a roadmap for other agencies pursuing or accelerating zero emission fleet transitions.
CUTRIC remains committed to enhancing the ZEB Database™ through ongoing data validation, expanded outreach and deeper engagement with transit agencies, manufacturers and utilities. Despite inevitable data gaps and methodological challenges, these reports serve as a national benchmark — empowering agencies, policymakers and industry to make informed, evidence‑based decisions on Canada’s path to zero-emission transit.
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