North America Electric Bus Market Size - By Bus, By Battery Capacity, By Seating Capacity, By Propulsion, By Service, Growth Forecast, 2025 - 2034

North America Electric Bus Market Size

The North America electric bus market size was estimated at USD 1.03 billion in 2024. The market is expected to grow from USD 1.19 billion in 2025 to USD 4.69 billion in 2034, at a CAGR of 16.4%, according to latest report published by Global Market Insights Inc.

• The electric bus market is growing steadily, driven by large public programs and steady improvements in vehicle and charging performance. In the United States, the EPA’s five-year, USD 5 billion Clean School Bus (CSB) program is the single largest catalyst, with awards updated through August 2025 that are seeding deployments in thousands of school districts. On the transit side, the U.S. Federal Transit Administration’s Low or No-Emission and Buses & Bus Facilities programs continue to fund fleet turn-over and depots.
   
• In 2024, the market was estimated at 1.03 billion and expected to grow significantly by 2030, potentially 2.5 billion. With the growing awareness towards environment, Electric buses provide savings with reduced fuel costs, reduced maintenance costs, and the possibility of clean energy credits. The longer the savings are obtained over the bus's life cycle looks more sustainable, compared to diesel or CNG.
   
• Canada's market is being driven by federal support for transit agencies and school boards. Infrastructure Canada's Zero-Emission Transit Fund (ZETF) of 2.75 billion USD, in combination with financing from the Canada infrastructure Bank for planning and capital projects, will typically put federal shares at 80% for planning and 50% for capital. The support system is designed to reduce upfront costs and de-risk larger procurements, while provinces and cities set their electrification targets.
   
• In addition to federal programs, some states in the U.S. and provinces in Canada have incentivized a transition to zero-emission vehicles. An example of that is California's Innovative Clean Transit (ICT) regulation which requires public transit agencies to transition to cent-percent zero-emission bus fleets by 2040. This directly impacts manufacturers and fleet operators, giving them a clear deadline by which to scale up in the short timeframe. Similar commitments are being considered and explored within other states, such as New York and Massachusetts, and the provinces such as British Columbia.
   
• Top original equipment manufacturers (OEMs) such as New Flyer, and BYD have also increased investment in North American manufacturing, distribution capabilities, and service networks. Alongside OEM investment, private sector operators and school bus contractors are starting to buy into pilot programs for electrification driven, in part, by Total Cost of Ownership (TCO) considerations and eligibility for clean fleet incentives, moving towards a blended market rather than solely public transit agency procurement.
   
• Agencies are indicating that today's battery-electric platforms can provide a strong portion of service with depot charging alone, whereas fuel cell buses have a longer range and fast refueling capabilities, particularly on longer and demanding routes. The U.S. Department of Energy (DOE) National Renewable Energy Laboratory (NREL) field evaluations funded by FTA and DOE show performance and reliability for battery electric and fuel-cell electric fleets in a range of climates and provide the empirical basis for their transition plans.
   

North America Electric Bus Market Trends

• The streamlined growth of electrification of the school bus market is driving an already remarkable jump in the electric bus marketplace. Major urban centers and smaller & rural districts are jumping into EPA's Clean School Bus Program. are getting on board, also. For manufacturers like Blue Bird Corporation, and Lion Electric, that means developing products that address extreme differences in climate, relatively predictable daily routes, depot charging, availability of electricity, etc.
   
• The increasing role of hydrogen fuel-cell buses is affecting design portfolios. Traditionally significant manufacturers/producers, New Flyer, Proterra, have both invested in simultaneous development of battery buses for urban duty cycles and hydrogen buses for long haul and hilly terrain applications. From a manufacturer point of view, offering both battery and hydrogen buses also reduces dependence on one technology and increases competitiveness in federal demonstration projects and California programs with hydrogen focus.
   
• Moreover, there are also on-route and fast-charging pilot programs. For example, tech-team at New Flyer (NFI Group), BYD, and other manufacturers are working on vehicles that can support any combination of charging methods (plug-in, pantograph, inductive) to fulfill the needs of the agency. This allows them to compete in testing drive where agencies are unsure of which charging approach would best serve their service profiles.
   
• In addition, transit agencies have begun scoring proposals not only on vehicle specifications, but also on training support. Many OEMs, including Gillig and GreenPower, have included operator and technician training in their proposals. This is a new service revenue opportunity for manufacturers and for agencies, it helps to demonstrate compliance with workforce-readiness requirements initiated as an emergency response by the FTA and Infrastructure Canada.
   

North America Electric Bus Market Analysis

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• The North America electric bus market has seen the mini-bus category (up to 8 meters) take the lead based on versatility, affordability, and to meet the changing landscape of urban mobility at an affordable cost. These smaller electric buses are well-suited for a variety of services that transport passengers’ short distances, such as transit, school, and paratransit. They allow municipalities and school districts to plan for a transition towards electrification without large infrastructure changes.
   
• Driving interest in mini-bus (Up to 8 m) has been the Clean School Bus Program by the U.S. Environmental Protection Agency. Under the Bipartisan Infrastructure Law, the EPA was given over USD 5 billion to fund zero-emission school buses. Recently on August 1, 2025, EPA announced a third series of funding with USD 500 million targeting electric mini-bus (Up to 8 m) in underserved and rural school districts. In the mini-bus segment, operating quieter, maintenance savings, and no tailpipe emissions satisfy many environmental and budgeting objectives.
   
• Manufacturers have developed electric mini-bus (Up to 8 m) to address these needs. Many models, such as Blue Bird Corporation’s Micro Bird G5 Electric, feature a range and charging capability that all remains compliant with Level 2 and DC fast charging needs with maximum range of 100 miles. On July 15, 2025, Blue Bird Corporation announced it delivered 1,200 electric mini-bus (Up to 8 m) to school district in California, Texas, and New York and represented a 35% net change in year over year delivery. Lion Electric's LionM with an ergonomically designed interior with ADA compliance for users and an adjustable interior to suit a variety of applications, has made the Lion-M model quite popular with municipal fleets for urban setting and paratransit applications.
   
• Current advancements in technology have also been quite helpful in increasing coverage of mini-bus (Up to 8 m). Proterra, the leading battery provider for mini-bus (Up to 8 m), announced its latest 400 kWh battery pack on June 10, 2025, designed specifically for smaller bus platforms. This means mini-bus (Up to 8 m) can travel up to 150 miles of range on a charge making it a suitable distance for daily loops/fixed routes. The smaller battery also improves fit in with the existing charging infrastructure and potentially lowers maintenance depot upgrade costs.
   
• Furthermore, mini-bus (Up to 8 m) are becoming a common mode of transportation in first-mile/last-mile connectivity programs. For example, Austin, Texas and Toronto, Ontario have both begun pilot programs using electric mini-bus (Up to 8 m) to connect residential areas to the hub of transit systems. Mini-bus (Up to 8 m) are a sustainable and scalable solution to our urban transit needs because they are nimble with low energy and noise pollution. As North America advances in electrification, mini-bus (Up to 8 m) are the most-light fleet category in the electric bus space.

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Based on battery capacity, the North America electric bus market is segmented into below 100 kWh, 100-300 kWh, and above 300 kWh. The below 100 kWh segment dominates the market with 35% share in 2024, and the segment is expected to grow at a CAGR of over 15.8% from 2025 to 2034.
 

• In markets for electric bus applications, battery capacities under 100 kWh are leading the market. This situation stems from the operational nature of certain transit types, particularly school and fixed-route local shuttle buses, which typically have short and defined routes.
   
• The U.S. Department of Transportation has indicated that battery electric buses (BEBs) with smaller battery packs, typically within 50 and 250 kWh, are designed to work with high-frequency charging schedules which are optimal for operations situated within shorter distances and pricing in terms of flexibility of charging windows and the performance of the bus aligns with the operational characteristics of sub-100 kWh buses.
   
• The lower capacity batteries are also characterized by substantial cost and infrastructure advantages. Furthermore, the lower battery capacity not only reduces the initial cost of the bus but also lessens the cost associated with the required charging infrastructures upgrades. Many of these buses are suited to standard Level 2 AC chargers, which are considerably less expensive and less intrusive to install as opposed to the DC fast charging stations required for larger battery operational conditions. For school districts, and small transit agencies that are experiencing limited budgets, the investment of lower capacity batteries is often a tactically smart choice.
   
• For example, the Blue Bird electric school buses powered by Cummins systems, which are often used across districts in California, typically have small batteries on board for short-duration school routes. This could also be viewed in a context of innovation and added value, electric buses with smaller batteries are also showing to be a significant part of the grid strategy.
   
• In a pilot project that started in Q3 2021, in California, six electric school buses were being used in a vehicle-to-grid (V2G) function, where they could discharge up to 60 kW of power to the grid from each bus. This proves that lower-capacity battery buses are not only efficient in daily use but can also provide valuable energy solutions to meet peak demand needs, when sitting idle, especially if located during school times or in summer.
   

Based on seating capacity, the market is segmented into Below 40, 40-70, Above 70. The below 40 segment dominates the North America electric bus market.
 

• In North America, electric buses under 40 capacities, mostly called minibuses, shuttles or electric school/activity buses, have become the dominant contextual Buss for a synergistic group of reasons. The nature of the smaller capacity buses lends themselves best to the opportunism of short route patterns like a paratransit service, shuttle routes on a campus, small school districts, etc., where frequent stops, small radius configurations and rapid charge cycles require an optimization of trips and route times. The operational realities coincide neatly with the operational capabilities of the electric powertrains and therefore three to under 40-passenger school buses or shuttle buses are the most appealing and economically feasible options.
   
• Manufacturers will continue to manufacture vehicles suited to the opportunity. The Synapse series from GreenPower Motor Company, for example, offers, among others, an 8 meters, 37-passenger configuration- just under the 40-passenger threshold- purposefully manufactured for the school shuttle/ bus purpose.
   
• GreenPower delivered several Synapse units to schools in both northern California and southern California as early as the 2016-2017 fiscal year, which qualifies for the subsidy available through the California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP.) Additionally, GreenPower's EV Star minibus, introduced in 2018, has interior configurations that can only seat 17 passengers suited for "transit" like situations for limited or few users through projects like university campuses.
   
• Support from regional government illustrates this trend. On February 23, 2024, a feasibility study revealed government support for the electrification of school bus fleets, most of which are small capacity, under-40-seats across Atlantic Canada, with support looking at infrastructure, cost, and operational planning for as many as 1,300 buses in Nova Scotia alone.
   
• On March 6, 2025, the Government of Canada provided nearly CAD 1 million through the Zero Emission Transit Fund towards First Canada ULC in the planning, route analyses, and feasibility studies for deploying zero-emission school buses, again most of which are in the smaller seating classes.
   
• Advances in autonomous electric minibuses are also supportive of the reign in this space. May Mobility, for example, announced that it will be deploying an electric autonomous minibus, produced by Tecnobus, that can hold up to 30 people, have a wheelchair accessibility, and employ swappable batteries for use at corporate campuses or airports, in addition to urban journeys.
   

Based on Propulsion, the North America electric bus market is segmented into all electric, fuel-cell electric. The all-electric segment dominates the market.
 

• The fact that the all-electric segment has dominated the electric bus market can be attributed to regulatory support, cost benefits, technological readiness, and infrastructure readiness, however, the key element is government regulation. In Respect to California, the Innovative Clean Transit (ICT) regulation has gone into effect on October 1, 2019, and it requires that all public transit agencies transition to zero emission and it provides a public transit agency the opportunity to transition to zero-emission buses from now until 2040. This regulation pushed California transit agencies like the Antelope Valley Transit Authority to transition to a fully electric fleet because it committed them to electrification of their entire fleet.
   
• In March of 2022, they became the first all-electric transit fleet in North America and spurred everyone including the California Air Resources Board to evaluate the movement toward a one hundred percent all electric transit fleet. These policy commitments create an incentive for the transit agency to do so when the technologies they are getting into are already proven and scalable with the battery electric system being the most utilized for this type of project.
   
• BEBs have progressed rapidly from a technological standpoint. Their battery systems have become more dependable, efficient, and inexpensive, specifically for urban and school transit situations. For example, the Oakland Unified School District in 2023 opened with the deployment of electric school buses that not only transport students but can also provide 2.1 GWh of excess energy to the power grid as an annual transmission in their vehicle-to-grid (V2G) capability. The addition of the V2G with BEBs reveals the sophistication of BEBs, but also how they can be integrated into larger sustainability goals. Furthermore, the V2G transit applications show how electric buses are IES (energy assets).
   
• Cost major differentiator between battery-electric or hydrogen fuel-cell technologies. According to chartered research published by Eurac Research, FCEBs operating costs are 2.3 times BEBs, in comparable routes. Sticking with public transit systems who are under constant budget constraints, the long-term savings of BEBs coupled with the reduced costs of fueling vehicles reduce costs of scarce funding which seems to make BEBs a more practical, ready, take-to-market option.
   
• Manufacturers are also getting in line. New Flyer, a division of the NFI Group, announced on May 17, 2024, a new contract to supply 33 battery-electric buses to BC Transit in Canada, following multiple orders across cities in the U.S., which indicates confidence in the all-electric platform. These orders are not just fulfilling existing demand but also expanding production capacity and the supply chains for BEBs.
   

Based on the Service, the North America electric bus market is segmented into intercity, intracity. The intracity segment dominates the market.
 

• The market is divided between two services, intercity and intracity, and the intracity service is certainly the largest market sector. The reasons for the dominance of intracity buses are first and foremost due to the nature of urban transit operations in comparison to intercity operations, the nature of electric propulsion suited to short-range and frequent stop routes, and the policy and funding directed to electrification of municipal fleets.
   
• Intracity buses operate within the city limits. They typically travel shorter distances with multiple stoppages. Therefore, they are ideally suited for battery electric buses (BEB) that operate zero-emission, are quiet, and have limited maintenance. There are electric buses produced by manufacturers such as New Flyer and Gillig, specifically designed for urban transit, that consist of the New Flyer Xcelsior CHARGE NG and Gillig's Battery Electric Bus which operate 150 to 250 miles per charge. This range is adequate for carrying out most daily routes in a city.
   
• Electricity buses have benefitted from a large influx of government support. On June 26, 2023, a notice by the U.S. Department of Transportation's Federal Transit Administration detailed an award of USD 1.1 billion to 130 transit agencies in 47 states through the Low or No Emission Vehicle Program. Most of these grants supported intracity transit systems (i.e. Los Angeles, Chicago, Seattle) and are transitioning to fully electric fleets. These transit agencies have a centralized depot for charging and consistent routes which makes BEBs a good option.
   
• Intercity electric bus deployment has its fair share of roadblocks. Long-distance transit describes routes with a higher energy capacity and quick refueling options, which are still in development. Companies such as FlixBus and Greyhound do have an electric intercity option popular. But they cannot scale since electric buses (BEBs) have limited range and often do not have access to high-capacity electric chargers on highways where they could refuel between intercity operations. With the recent advancement of hydrogen fuel-cell buses, they could present an intercity transit use case. However, their capital cost with infrastructure needs is a tall barrier to overcome.

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The U.S. dominated the North America electric bus market with around 83% market share and generated around USD 852.4 million revenue in 2024.
 

• The U.S. dominates electric bus market, empowered by widespread and consistent government support programs. A major element driving this position has come from federal funding through the Infrastructure Investment and Jobs Act (IIJA), which included the Low or No Emission Vehicle Program. 
   
• According to a US Government Accountability Office (GAO) report from July 2024, nearly USD 5 billion in federal grant dollars had been delivered at that point in time to transit agencies across the country to acquire zero-emission buses and to construct the necessary supporting infrastructure. These funds have also put efforts towards electrifying transportation systems with success in urban areas.
   
• Another major aspect solidifying US leadership is the Environmental Protection Agency’s (EPA) Clean School Bus Program that was launched because of the Bipartisan Infrastructure Law. This demonstrates a fast-growing segment of electric transportation for schools along with an emphasis on the program's implementation in under-resourced areas. On May 2024, the EPA announced an additional USD 900 million in grants to provide more than 3,400 additional electric school buses, making a further statement of the ongoing focus on fleet electrification by the federal government.
   
• Concrete benefits for the environment and public health also strongly support a shift to electric buses. A study published in 2024 in the peer-reviewed, Proceedings of the National Academy of Sciences found that replacing a single diesel school bus in the United States would generate approximately USD 84,200 in total benefits when compared with a conventional school bus, identified as USD 40,400 in climate damages and USD 43,800 in gains for health and air quality. In another study suggested that depending on electric grid decarbonization, electrifying the public transportation bus fleet in the United States could mitigate up to 65 (14 years) of greenhouse gas emissions.
   
• Policy support has solidified the domestic ecosystem for electric buses. The Federal Transit Administration's Buy America policy requires that federal funding be allocated for purchases that include final assembly and majority components sourced in the U.S. Again, these requirements have strengthened domestic manufacturing, but more importantly, also favored production of these products in the U.S., both of which directly contribute to a solid and consistently reliable supply chain, as well and enhancing the local economy.
   
• Moreish, owing to their stringent fleet zero-emission mandates, enticing state funding, and coordination with regional transportation agencies, California and New York are at the forefront of early adoption. The New York MTA and Los Angeles County Metropolitan Transportation Authority are poised to lead the national electric bus roll-out effort.
   

The electric bus market in the Canada is expected to experience significant and promising growth from 2025 to 2034 at a CAGR of 15%.
 

• Significant growth is anticipated for Canada's electric bus market from 2025 to 2034, through a combination of federal funding and planning efforts at the regional and municipal level for a transition to zero-emission technologies. In early March 2025, the federal government allocated almost USD 1 million in funding to support electrification readiness studies for a major school bus operator. This aligns with the federal government's continuing investment in transitioning the school bus sector into zero-emission alternatives.
   
• Earlier in 2024, the federal government announced more than USD 44 million of funding and loans to implement 200 electric school buses in southwestern Ontario by 2026. These school buses were part of a project that also included charging system installation and studies examining the feasibility of the electrification transition. The funding decision represents the federal government's desire for a transition to zero-emission technology at scale and based on evidence.
   
• Across Canada, there are regional feasibility studies proceeding very quickly. For example, in February 2024, a regional study of electrifying around 2,876 school buses across New Brunswick, Newfoundland and Labrador, and Nova Scotia was launched. The study was jointly funded by both levels of government and examines infrastructure requirements, climate resilience and operational interoperability. These regional feasibility studies are an example of a national strategy that has respect for provincial abilities while achieving federal GHG emission reduction objectives.
   
• Urban transit systems are also increasing electric fleets. In Toronto, the municipal transit agency began receiving electric buses from a 2023 order of 340 zero-emission units and an overall investment of USD 700 million from federal and municipal funding sources. The first buses were received in September 2024, indicating that the transition is now moving from planning to implementation.
   

North America Electric Bus Market Share

As of April 2024, the largest 7 companies in the North America electric bus industry are NFI Group, The Lion-Electric Company, Blue Bird Corporation, BYD Motors, GreenPower Motor Company, Gillig LLC, Trans Tech Bus contributed around 75% of sales in 2024. 
 

• In the course of 2024 and 2025, NFI Group's (New Flyer) electric bus portfolio grew exponentially. Through its Motor Coach Industries (MCI) subsidiary, NFI Group shipped its first battery-electric coach from its Pembina, North Dakota plant, after a floor-to-ceiling investment in employee training, port its typically shuttle and motor coach products. NFI secured significant municipal orders- in July 2025, OC Transpo in Ottawa ordered 124 units of the Xcelsior CHARGE NG battery- buses, and Suffolk County Transit placed an order for up to 132 buses, including 40 zero-emission buses.
   
• In addition, in mid-July 2025, NFI launched an extended range hydrogen fuel cell variant of its Xcelsior CHARGE FC model, adding an additional plus zero emissions. 120 miles of range—production physical infrastructure, as well as charging infrastructure and operations, electric to suptargeted at agencies seeking longer service routes offering.
   
• The Lion Electric Company experienced high growth followed by a significant decline in monetary terms. By the early part of 2025, Lion entered creditor protection due to issues with cash flows and a slow ramp up of production at its Joliet, Illinois facility. Uncertainty caused by the creditor protection processes led to canceled contracts, for example in Prince Edward Island.
   
• By early 2025, Lion had more than 2,200 electric school buses and trucks on the road and was claiming roughly 33% of the electric school bus market in North America. However, in May 2025 the Quebec government declined to provide any further funding to rescue Lion and operational activities were in greater jeopardy.
   
• In 2025, May Mability entered a partnership with an Italian company called Tecnobus to create fully electric and autonomous minibuses. The minibuses will be fully electric and supplied in a capacity of 30 passengers, for short-distance services such as campuses, downtown shuttle loops or at airports. The robo-buses will also feature swappable batteries, which will allow for quick turnaround times and lower down times, the latter being vitally important for routes where the service is high frequency.
   
• In August 2025, the Alexander Dennis (ADL) launched its second U.S. production facility in Las Vegas, Nevada. The factory assembles Buy-America-compliant double-decker buses, specifically utilizing the Enviro500 MMC frame. These buses are designed for high-capacity urban routes and are already in operation with transit systems, such as RTC Transit in Las Vegas. The first ten of a fleet of double-decker buses from the new plant are already in service on the world-famous Las Vegas Strip.
   

North America Electric Bus Market Companies

 Major players operating in the North America electric bus industry are:

• NFI Group
• The Lion Electric Company
• Blue Bird Corporation
• BYD Motors
• GreenPower Motor Company
• Gillig LLC
• Trans Tech Bus
• Alexander Dennis (ADL)
• Van Hool
• Collins Bus Corporation
   
• NFI Group is an international leader in sustainable bus and motorcoach solutions. NFI provides both battery-electric and fuel cell-electric vehicles under the New Flyer and Motor Coach Industries brands in North America. NFI has provided electric fleets that have travelled more than 275 million miles in electric service in over 150 cities in 6 countries.
   
• Lion Electric manufactures all-electric medium and heavy-duty vehicles, including school buses. In January 2024, Lion began the delivery of the LionD, a purpose-built electric Type C school bus built in Joliet, Illinois. The LionD has a capacity of 83 school children with a single-charge range of up to 155 miles. The LionD was purposely built with safety as a design element, and using a driver-centric cockpit, a wide center aisle for student loading, improved visibility, composite body panels for improved stability, and a modular assembly style to allow for quicker maintenance time.
   
• Blue Bird is an iconic American bus company, nearly a century old, and is the largest battery electric school bus manufacturer in the US. Blue Bird achieved 1,500 electric school bus deliveries, which has reduced carbon emissions for school buses and, importantly, positively impacted health for their students.
   
• BYD is one of the largest electric bus producers globally. BYD's B-series buses range from 10m single-deckers to articulated buses, with various features, including wheel-hub motors and light-weight aluminum construction. The B12 contains approximately 324 kWh of battery capacity, while BYD also offers a number of longer range and higher capacity batteries (with battery sizes up to 652 kWh) with total lengths up to 18 m.
   
• GreenPower is a manufacturer of school buses, minibuses, and double-deck buses, and was founded in Canada and continues to export to us. Its lineup includes the EV550 double-decker transit bus, 45 feet long with a capacity of up to 100 passengers, an estimated range over 175 miles range from a battery that is less than 600 kWh. The company later developed the EV350 (forty-foot transit bus) and a school or shuttle bus named Synapse, and it also supplied models of 30–36 ft buses that could carry up to 49 seats. Before that, its EV Star minibus provided a range of 150-upwards of 200 miles and offered various seating and configurations, along with finishings.
   
• Gillig’s Battery Electric Bus offers its technologically proven Low Floor platform with 35′ and 40′ models. The Bus is powered by the “Accelera by Cummins” drivetrain, comes with modular battery packs of 490, 588, or 686 kWh configurations, and in the FTA’s Altoona tests, it earned a score of 89.5/100 in passenger evaluation and 79% less maintenance downtime compared to its competitors.
   
• Trans Tech is a U.S.A based manufacturer of Type A electric school buses that are built on cutaway van or cutaway truck chassis with electric power ELBS. The final assembly was introduced in late 2023 and is called SST-E, Trans Tech’s first all-electric school bus, showcasing their commitment to zero emissions student transport.
   

North America Electric Bus Industry News

• In April 2025, California has increased efforts through an additional USD 500 million investment for deployment of an additional 1,000 electric school buses and 500 chargers to rural and disadvantaged districts, augmenting more than USD 1.3 billion committed to this effort and supporting more than 2,300 buses already in service.
   
• In April 2025, Bus manufacturer ENC and wireless charging company InductEV has announced a partnership to increase the market for battery-electric buses utilizing high-power wireless charging technology in the U.S. and Canada.
   
• In January 2025, May Mobility has announced electric autonomous transit with the sale of a 30-passenger electric mini-bus (with swappable batteries and wheelchair access) scheduled for deployment in the U.S. and Canada by mid-2026.
   
• In November 2024, the Toronto Transit Commission launched a smart charging management system to support its fleet of 100 electric buses operating out of the Birchmount, Eglinton, Arrow, and Mount Dennis garage depot. It is one of the largest transit fleet charging systems to operate from one location in Canada.
   

The North America electric bus market research report includes in-depth coverage of the industry with estimates & forecasts in terms of revenue ($ Mn/Bn, units) from 2021 to 2034, for the following segments:

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Market, By Bus

• Mini-bus (up to 8 m)
• Standard city bus (9 to 12 m)
• Articulated bus (18-24 m)

Market, By Battery Capacity

• Below 100 kWh
• 100-300 kWh
• Above 300 kWh

Market, By Seating Capacity

• Below 40
• 40-70
• Above 70        

Market, By Propulsion

• All electric
• Fuel-cell electric

Market, By Service

• Intercity
• Intracity

The above information is provided for the following countries:

• U.S.
  • California
  • Colorado
  • Massachusetts
  • Michigan
  • Illinois
  • New Jersey
  • New York
  • Ohio
  • Oregon
  • Texas
  • Washington
  • Florida
  • Utah
  • Wisconsin
  • Georgia
  • Pennsylvania
  • Rest of United States
• Canada
  • British Columbia
  • Ontario
  • Quebec
  • Manitoba
  • Yukon
  • Alberta
  • Rest of Canada