When the Irvine City Council voted in April to shut down the city’s iShuttle program and roll its buses into the newer Irvine Connect system, councilmembers agreed the city’s approach to public transportation needed a second look.
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But they split on what comes next, and how far the city should go in building out a full-scale bus network in a suburb largely built around cars.
Irvine’s iShuttle officially ended service on June 28, closing the chapter on a nearly 20-year-old commuter program that primarily served business parks and office centers. Usage had declined since the pandemic, city staffers said, and over the past year, the single Irvine Connect route along Yale Avenue and Barranca Parkway carried more passengers than all three iShuttle routes combined.
Designed for local circulation within the city, Irvine Connect is aimed at residents, officials say, and launched as a city-run pilot in 2023. It was expanded in July with five new stops reaching north to Portola Parkway and an extra bus to keep wait times to under 20 minutes.
City spokesperson Linda Fontes said boardings rose 15% during the first week of the expanded service compared to the same weekdays the week prior, a sign that interest may be growing. But councilmembers and transit experts remain divided on whether a citywide system is realistic or sustainable in Irvine.
“I think we’re on our way with a terrific vision for a transit system,” said Mayor Larry Agran, who has long championed public transit. “Overcoming the one principal shortcoming from the very beginning in the city, which is, we didn’t put transit first.”
Agran and Councilmember Kathleen Treseder have been the strongest advocates for building out a much larger system, calling it a smart investment in mobility and climate goals. But others, including Councilmember Mike Carroll, have been wary of moving too quickly or committing too much money before gauging public support.
“Everyone we’ve heard from were mass transit advocates, the same people who gave us CicloIrvine, the same people who prefer less cars, and that’s fine, that is a position,” Carroll said during a council meeting in April. “But what about the rest of the people in Irvine?”
Carroll said he wants to poll residents before spending millions on buses they may never use.
“If you drive cars, will you get out of cars and get on buses?” he asked. “I think it’s a bridge too far.”
A city built for cars
Irvine’s master-planned design is car-centric. Wide arterial roads and abundant parking have resulted in lower local congestion, making it hard to convince residents to leave their vehicles behind.
“There is no congestion in Irvine,” said Michael McNally, a longtime civil and environmental engineering professor at UC Irvine and a researcher at the university’s Institute of Transportation Studies. “Yes, there is on the 5 and the 405, but that’s not Irvine. Drive on the city streets, even in the peak hours, traffic is flowing fast at the speed limit.”
That’s one of several reasons why UCI professor Michael Hyland, also with the institute, said he’s “generally skeptical of a kind of robust, high-quality transit network in Irvine.”
“It’s very challenging to operate any public transportation in Irvine, given the wealth of the area and the land use and the design,” he said.
Councilmembers who are open to expanding the transit system also recognize the logistical hurdles.
“The way Irvine is designed, it’s designed for cars. It’s designed for bikes, walking and trails,” Councilmember James Mai said. “This is the way that the city was designed, and that’s nobody’s fault now. Public transit would be great, but that’s going to need a shift in the mentality of the average resident.”
Mai added that many families in his district have told him they prefer to drive, saying it’s simply easier to take a car, especially with young kids, when going to places such as the beach or the Great Park.
Ridership of Irvine Connect reached 141,000 in its first year, peaking at 740 boardings on April 10, according to city staff.
















