Foothill Transit
Foothill Transit is a joint powers authority that operates public bus services across 22 member cities in the San Gabriel and Pomona valleys of eastern Los Angeles County, California.[1] Formed in 1988 to enhance local control and efficiency following service reductions by the regional Southern California Rapid Transit District, the agency provides fixed-route lines, including express services like the Silver Streak connecting to downtown Los Angeles.[2] It serves approximately 7.9 million unlinked passenger trips annually as of 2023, with routes spanning urban and suburban areas to facilitate commuting and regional connectivity.[3] Governed by a five-member executive board comprising elected officials from city clusters and a Los Angeles County representative, Foothill Transit emphasizes community-oriented operations.[1] A pioneer in sustainable transit, it introduced the nation's first all-electric buses in 2010 and maintains the largest hydrogen fuel cell bus fleet, accumulating over 4.7 million zero-emission miles while expanding toward a fully zero-emissions operation.[4][5][6]Agency Overview
Service Area and Governance
Foothill Transit provides public bus services across approximately 327 square miles in eastern Los Angeles County, focusing on the San Gabriel Valley and Pomona Valley regions. The service area supports a population of 1,515,836 and includes connections to key destinations such as Downtown Los Angeles via express routes.[3] Primary coverage spans 22 member cities—Arcadia, Azusa, Baldwin Park, Bradbury, Claremont, Covina, Diamond Bar, Duarte, El Monte, Glendora, City of Industry, Irwindale, La Puente, La Verne, Monrovia, Pomona, Rosemead, San Dimas, South El Monte, Temple City, Walnut, and West Covina—as well as portions of unincorporated county areas like Rowland Heights and extensions into adjacent zones such as Pasadena and Whittier for route efficiency.[7][8] Boundaries are generally defined by major highways including Interstate 10 to the south, State Route 210 to the north, State Route 57 to the west, and State Route 71 to the east, with services radiating from transit centers like El Monte Station, Pomona TransCenter, and Azusa Intermodal.[9] The agency operates as a Joint Powers Authority (JPA) established under California law, uniting the 22 member cities and Los Angeles County to coordinate transit planning, funding, and operations independently of larger regional bodies like Los Angeles Metro.[10] This structure, formed in 1987 following the dissolution of certain Southern California Rapid Transit District services, emphasizes local control and accountability through municipal contributions and voter-approved measures.[1] The Governing Board, comprising one elected city council member and one alternate from each member city plus county appointees, convenes to review policies, budgets, and major initiatives, ensuring representation proportional to local interests.[11] Day-to-day governance falls to a five-member Executive Board, elected annually by regional clusters of member cities (four clusters) with the fifth member selected by the Los Angeles County Board of Supervisors to represent unincorporated areas.[2] These clusters group cities geographically—for example, one includes Arcadia, Bradbury, Duarte, Monrovia, and Temple City—to facilitate balanced decision-making on service expansions, fare structures, and capital investments.[12] The Executive Board holds monthly meetings to approve contracts, oversee performance metrics, and align operations with federal mandates like the Federal Transit Administration's requirements, promoting fiscal prudence and regional equity without overriding local priorities.[13] This layered governance model has enabled Foothill Transit to maintain operational independence while leveraging county resources for infrastructure.[10]Funding Sources and Fiscal Structure
Foothill Transit's operating budget is predominantly subsidized by public funds, with passenger fares contributing a minor share. In fiscal year 2023, total operating funds expended reached $115,991,175, sourced as follows: local government at 44.9% ($52,059,719), state government at 40.2% ($46,654,263), federal government at 10.2% ($11,815,032), and directly generated revenue (primarily fares) at 4.7% ($5,462,161).[3] Local contributions stem mainly from Los Angeles County sales tax measures, including Proposition A (1980, half-cent sales tax for transit operations), Proposition C (1990, additional half-cent for transit and rail), Measure R (2008, half-cent for traffic congestion relief including bus improvements), and Measure M (2016, half-cent for transportation infrastructure).[14] These funds are apportioned via statutory formulas prioritizing service miles and ridership, ensuring allocation based on demonstrated need rather than political discretion.[14] State funding supplements local sources through the Transportation Development Act (TDA), derived from a quarter-cent local sales tax, and State Transit Assistance (STA) from gasoline sales taxes, augmented by Senate Bill 1 (2017 road repair package) revenues.[14] In fiscal year 2022, TDA allocations totaled $27,321,000, underscoring reliance on fuel-based taxes despite shifts toward electrification.[14] Federal grants, administered via the Federal Transit Administration (FTA), include formula-based Section 5307 urbanized area funds for operations and Section 5339 for bus replacements, with fiscal year 2022 contributions exceeding $30 million, often tied to zero-emission transitions.[14] Farebox recovery remains low at approximately 7.23% in fiscal year 2022 ($7,480,849 from fares and passes), reflecting a structure prioritizing accessibility over self-sufficiency.[14] The fiscal structure employs distinct apportionment pools: the Foothill Apportionment Pool (FAP) for operating subsidies, calculated using vehicle service miles and passenger revenues to distribute sales tax proceeds proportionally among routes; and the Capital Apportionment Pool (CAP) for infrastructure, based on total vehicle miles.[15] This dual mechanism, governed by the joint powers authority comprising 22 member cities, balances operational stability with capital investment, with capital grants (e.g., $10,928,210 in fiscal year 2022) funding fleet expansions like electric buses.[14] Operating expenses emphasize purchased transportation contracts (72.2% or $83,834,313 in fiscal year 2023), outsourcing service delivery to contractors while retaining oversight.[3] Annual budgets, audited via comprehensive financial reports, project revenues conservatively to mitigate sales tax volatility, with deferred capital reserves ensuring long-term solvency.[14]Historical Development
Formation and Initial Operations (1975–1990s)
Foothill Transit was established as a joint powers authority in December 1987 by 21 cities in the San Gabriel and Pomona Valleys, along with Los Angeles County, in response to chronic service cutbacks and funding deficits faced by the Southern California Rapid Transit District (SCRTD), which had been the primary provider of bus services in the region since the 1960s. The formation aimed to localize control and improve efficiency, leveraging a one-half cent sales tax approved under Proposition A in 1976 to fund operations independently from the financially strained SCRTD, which had reduced routes amid rising costs and declining ridership in the 1970s and 1980s.[16] Service commenced on December 1, 1988, with the takeover of two SCRTD express routes—Lines 495 and 498—connecting El Monte Station in the eastern San Gabriel Valley to downtown Los Angeles via the I-10 freeway, utilizing the El Monte Busway for priority travel.[17] [2] Initial operations were contracted to private operator Embree Bus Lines, which provided the necessary fleet and maintenance from existing facilities, allowing Foothill Transit to avoid upfront capital costs while achieving hourly operating expenses approximately 20% lower than SCRTD's comparable services.[18] Through the early 1990s, Foothill Transit expanded by absorbing additional SCRTD routes, adding services in August and September 1989, June 1991, and June 1992, which included local and commuter lines serving cities such as Pomona, Covina, and Claremont.[16] [19] This growth increased the route network from two express lines to over a dozen by mid-decade, with ridership climbing amid competitive contracting that prioritized cost savings—by 1994, Foothill's per-hour costs remained below SCRTD benchmarks, attributed to streamlined management and private-sector efficiencies rather than subsidies.[20] The agency continued relying on contractors for operations until opening its first owned maintenance facility in Pomona in 1997, marking a shift toward greater in-house control.[2]Route Expansion and Service Evolution (2000s)
In the early 2000s, Foothill Transit undertook systematic service enhancements driven by regional transit needs assessments, which led to modifications of existing routes, increased weekday frequencies, and the addition of new weekend operations to improve inter-community linkages in the San Gabriel and Pomona Valleys. These adjustments aimed to address gaps in coverage and boost accessibility without substantial new infrastructure, reflecting a pragmatic evolution from the agency's foundational fixed-route model established in the 1980s and 1990s.[17] A pivotal development came in 2007 with the March 18 debut of the Silver Streak, the agency's inaugural cross-valley high-occupancy bus (HOB) service spanning approximately 40 miles from the Montclair Transit Center to Downtown Los Angeles, passing through Pomona, West Covina, Baldwin Park, and El Monte. Operating with 60-foot articulated buses on key corridors like the Foothill Freeway HOV lanes, it provided limited stops, signal priority where feasible, and initial amenities such as free Wi-Fi (discontinued in early 2009), establishing it as Southern California's first dedicated regional express bus line of this scale.[17] This expansion coincided with a restructuring of the Commuter Express routes, which were refined to prioritize peak-period efficiency to major employment hubs while integrating with the Silver Streak's coverage, thereby reducing redundancies and enhancing overall network cohesion. For instance, lines like 494 transitioned from variable-fare models to streamlined flat-fare operations, supporting higher ridership volumes amid growing suburban-to-urban commuting patterns. These changes underscored Foothill Transit's shift toward higher-capacity, corridor-focused services, informed by empirical demand data rather than expansive greenfield routing.[17]Shift to Sustainable Technologies (2010s–Present)
In October 2010, Foothill Transit launched North America's first heavy-duty, fast-charge battery electric bus demonstration with three Proterra vehicles, marking the agency's initial pivot toward zero-emission technologies to evaluate battery performance on routes in the San Gabriel and Pomona Valleys.[21][22] This effort expanded to a fleet of 33 battery electric buses by the late 2010s, one of the largest such operations in the United States at the time, supported by depot charging infrastructure upgrades.[5] In 2018, the agency introduced its first battery electric double-decker buses from Alexander Dennis and Proterra, capable of carrying 80 passengers while maintaining zero tailpipe emissions, with two additional units added in 2021.[23][5] Recognizing limitations in battery range for longer routes—where fast-charging cycles could constrain operations amid improving but still maturing lithium-ion energy densities—Foothill Transit accelerated adoption of hydrogen fuel cell electric buses (HFCBs) in the early 2020s.[24] In 2021, it procured 33 New Flyer HFCBs, which entered service by 2023, enabling full zero-emission operation on high-demand lines like 291 and 486, with each bus achieving up to 300 miles per refueling in 7-10 minutes.[4][1] These vehicles, refueled via compressed hydrogen at rates matching compressed natural gas (e.g., 19.1 kg in 6.5 minutes for 18 buses in 90 minutes), reduced greenhouse gas emissions while addressing range anxiety through higher effective energy storage via hydrogen's volumetric advantages over batteries for heavy-duty applications.[25][26] By August 2023, 19 additional HFCBs were on order, alongside infrastructure expansions including a new Arcadia hydrogen station opened in October 2025 to support fleet growth.[26][27] In October 2024, Foothill Transit secured nearly $17 million in federal funding to acquire 30 more HFCBs and launch Line 295, further integrating zero-emission options into its network while planning depot-wide electrification over the subsequent decade, transitioning from compressed natural gas fueling to battery electric bus charging.[28][29] The agency's strategy emphasizes a hybrid approach—leveraging hydrogen for current operational demands and batteries for shorter routes—toward a stated goal of a fully zero-emission fleet, with ongoing evaluations comparing lifecycle costs, reliability, and emissions against diesel and natural gas baselines from National Renewable Energy Laboratory assessments.[5][24] This transition has positioned Foothill Transit as a leader in California's hydrogen mobility efforts, though it relies heavily on subsidies and supply chain developments for hydrogen production scalability.[30]Operational Framework
Route Network
Foothill Transit's route network comprises 35 fixed-route bus lines operating across over 300 square miles in eastern Los Angeles County, primarily serving the San Gabriel and Pomona Valleys. These routes connect 22 member cities—including Arcadia, Azusa, Baldwin Park, Claremont, Covina, Diamond Bar, Duarte, El Monte, Glendora, Hacienda Heights, Industry, Irwindale, La Puente, Monrovia, Pomona, San Dimas, South El Monte, Temple City, Walnut, West Covina—and portions of unincorporated areas, facilitating intra-valley mobility and links to regional hubs like Downtown Los Angeles (DTLA) and El Monte Station.[1] The system emphasizes fixed schedules with peak-hour frequencies up to every 15 minutes on select corridors, supported by over 300 buses, and integrates with Metrolink, Metro Rail, and other agencies at key transit centers such as Pomona, Montclair, and El Monte.[31] Local routes, primarily numbered in the 100s and 200s, provide frequent-stop service for everyday commuting and community access within and between valleys. Examples include Route 178, linking El Monte Station to City of Industry and Puente Hills Mall; Route 185, serving San Gabriel Avenue to Puente Hills Mall; Route 270, connecting Azusa to Pomona via intra-valley arterials; and Route 286, extending to Orange County connections near Chino Hills.[31] These lines operate daily, with adjusted schedules for weekends and holidays, and focus on high-density areas like West Covina and Baldwin Park to address local traffic congestion. Express and commuter routes, denoted in the 400s and higher (e.g., 480, 482, 486, 488, 490, 492, 493, 495, 498, 499, 699), offer limited-stop service directly to DTLA's Union Station, bypassing intermediate traffic for faster regional travel from origins like Claremont, Walnut, and Hacienda Heights. Peak-only operations on weekdays prioritize work commutes, with travel times reduced by up to 50% compared to local options. The Silver Streak (Line 707), a bus rapid transit-style corridor, runs limited stops from Montclair Transit Center through Pomona, West Covina, and El Monte to DTLA, featuring dedicated lanes in segments and high-frequency service every 15-30 minutes during rush hours.[32] [31] Specialized routes, such as 853 and 861, supplement the core network with targeted services like school-day shuttles to institutions including Mt. San Antonio College and connections to medical centers like City of Hope, often operating on weekdays or specific days with variable frequencies. The network's design prioritizes reliability through real-time tracking via the agency's app and website, though service levels can vary by funding and demand, with expansions historically driven by population growth in the valleys since the 2000s.[31] Overall, routes emphasize accessibility features like low-floor buses and bike racks, covering essential destinations from transit centers to retail hubs like Puente Hills Mall.Fares, Accessibility, and Rider Policies
Foothill Transit operates a fare system utilizing cash payments requiring exact change or the TAP (Transit Access Pass) card, a reloadable electronic card for passes and stored value, which must be tapped upon boarding.[33] Passes are non-refundable and require tapping for activation and validation, with day passes valid until 3 a.m. the following day.[33]| Fare Category | Single Trip | Day Pass | 10-Trip Pass | 31-Day Pass | EZ Transit Pass |
|---|---|---|---|---|---|
| Adult (ages 6–61, Local + Silver Streak) | $1.75 | $6.00 | $14.00 | $60.00 | $110.00 (Base EZ) |
| Student (K–12/college, Local + Silver Streak) | $1.00 | $4.00 | $8.00 | $40.00 | N/A |
| Senior/Disabled/Medicare (with Reduced Fare TAP, Local) | $0.75 | $3.00 | $6.00 | $30.00 | $42.00 (Base EZ) |
| Child (age 5 and under, up to 2 per adult) | FREE | FREE | FREE | FREE | FREE |
| Access (with green Rider ID Card) | FREE | FREE | FREE | FREE | FREE |
| Commuter Express (e.g., lines 490, 493) | $5.50 | N/A | $44.00 | $180.00 | $220.00 (EZ Z5) |
Ridership Trends and Efficiency Metrics
Foothill Transit's annual ridership, measured in unlinked passenger trips, reached approximately 12 million in fiscal year 2019, reflecting stable operations prior to regional declines observed across Southern California transit agencies, where bus ridership fell 3% to 8%. The onset of the COVID-19 pandemic caused a sharp drop, with ridership falling to 9.8 million passengers in both fiscal years 2020 and 2021, equivalent to roughly 40% of pre-pandemic levels by the end of fiscal year 2021 due to reduced fare collections and service adjustments. Recovery began in fiscal year 2022, reaching about 60% of pre-pandemic volumes, supported by targeted fare promotions that boosted passenger uptake. By calendar year 2023, unlinked passenger trips totaled 7.86 million, accompanied by 46.4 million passenger miles traveled, indicating ongoing but incomplete rebound amid persistent remote work trends and economic factors.[38][39][40][14][3] Efficiency metrics highlight operational productivity challenges tied to ridership fluctuations. In fiscal year 2021, the agency logged 12.3 million vehicle service miles while serving 9.8 million passengers, yielding a rough productivity ratio of under 1 unlinked trip per vehicle mile during low-demand periods. Passenger miles traveled improved to 46.4 million by 2023 against a service area of 1,637 square miles, but this equates to modest density given the suburban span, with regional analyses noting Foothill Transit's performance lagging peers in passenger miles per capita due to auto-centric land use. Fleet reliability remains a strength, with projections for fiscal year 2025 estimating 13,238 miles between technical roadcalls, exceeding the agency's target of 12,500 miles and underscoring effective maintenance amid the shift to alternative fuels.[3][1][41]| Fiscal Year | Unlinked Passenger Trips (millions) | Passenger Miles Traveled (millions) | Vehicle Service Miles (millions) |
|---|---|---|---|
| 2019 | 12.0 | Not specified | ~12.3 |
| 2020-2021 | 9.8 | Not specified | 12.3 |
| 2022 | ~7.2 (est. 60% of 2019) | Not specified | Not specified |
| 2023 | 7.86 | 46.4 | Not specified |
Fleet Composition and Maintenance
Conventional and Alternative Fuel Buses
Foothill Transit retired its last diesel buses in 2013, transitioning to a fleet composed entirely of alternative fuel vehicles.[43] The agency began incorporating compressed natural gas (CNG) buses in 2002, which subsequently became the predominant fuel type for its operations.[43] CNG buses offer reduced emissions compared to diesel equivalents while leveraging natural gas infrastructure for fueling.[43] As detailed in the FY2026 Business Plan and Budget, Foothill Transit's current fleet totals 357 buses, with 286 powered by CNG, 33 by hydrogen fuel cells, and 19 battery electric.[44] No diesel buses remain in service.[44] The CNG vehicles, spanning multiple series such as the 2100s through 2900s, handle the majority of route mileage due to their established reliability and capacity for high-demand services.[44] Alternative fuel options beyond CNG include hydrogen fuel cell buses, with 33 units operational as of 2025 and an additional 19 slated for delivery later that year to replace eligible CNG buses.[44][26] Battery electric buses, numbering around 33 since their introduction in 2010, represent an early adoption of electric propulsion, primarily for shorter routes with depot or en-route charging.[5] These alternative technologies support lower operational emissions and align with broader sustainability goals, though CNG remains the fleet's workhorse for extensive coverage across the San Gabriel and Pomona Valleys.[5]| Fuel Type | Number of Buses | Notes |
|---|---|---|
| CNG | 286 | Primary fleet backbone; multiple series (e.g., 2100s–2900s)[44] |
| Hydrogen Fuel Cell | 33 (plus 19 planned) | Operational on select lines; expansions ongoing[44] |
| Battery Electric | 19 | Early adopters since 2010; suited for charging-supported routes[44][5] |