 | |
 Golden Gate Transit 908 in San Francisco | |
| Parent | Golden Gate Bridge, Highway and Transportation District |
|---|---|
| Founded | January 1, 1972 (1972-01-01) |
| Headquarters | 1011 Andersen Drive San Rafael, California |
| Service area | San Francisco Bay Area (San Francisco, Marin, Sonoma, and Contra Costa Counties) |
| Service type | bus service |
| Routes | 11 |
| Stops | 270 |
| Hubs | Copeland Street Transit Mall (Petaluma), Donahue & Terners (Marin City), Redwood & Grant (Novato) |
| Stations | El Cerrito del Norte BART,San Rafael Transit Center,Santa Rosa Transit Mall |
| Fleet | 124 buses |
| Daily ridership | 4,400 (weekdays, Q4 2024)[1] |
| Annual ridership | 1,463,600 (2024)[2] |
| Website | goldengate |
Golden Gate Transit (GGT) is apublic transportation system serving theNorth Bay region of theSan Francisco Bay Area in California, United States. It primarily servesMarin County,Sonoma County, andSan Francisco, and also provides limited service toContra Costa County. In 2024, Golden Gate Transit had a ridership of 1,463,600, or about 4,400 per weekday as of the fourth quarter of 2024.
Golden Gate Transit is one of three transportation systems owned and operated by theGolden Gate Bridge, Highway and Transportation District; the others are theGolden Gate Bridge andGolden Gate Ferry, both of which connect San Francisco and Marin County. Funding for cross-bridge "Transbay" bus service is partially funded by Golden Gate Bridge tolls in addition to traditional federal and state sources.[3] GGT operates some bus service within Marin County under contract withMarin Transit.
Golden Gate Transit service began on January 1, 1972, as the culmination of years of work for the Golden Gate Bridge to alleviate traffic congestion, reduce pollution, and take over unprofitable commuter bus service operated byGreyhound.[4] GGT had previously began operating local bus service in Marin County under contract withMarin Transit beginning December 15, 1971.[5] Initial service ran on two corridors in San Francisco: Civic Center routes onVan Ness Avenue and the McAllister/Golden Gateone way pair, and Financial District routes on North Point Street and the Battery/Sansome pair.[6]
The system initially operated with 152 buses, including 20 leased buses, out of garages in Novato and Santa Rosa and a temporary facility in San Rafael. A permanent garage opened in San Rafael in 1974, and the facility was expanded in 1987 to house additional administrative staff. Transbay commuter bus service was reduced in 1987 as a result of declining ridership associated with a shift in jobs from San Francisco to Bay Area suburbs. However, that increase in the number of suburban jobs led to the initiation of commuter bus service from Sonoma County to Marin County employment centers in 1990.
In 1992, the District and opened theSan Rafael Transit Center. The transit station was designed as the hub in ahub-and-spoke local bus system and immediately became GGT's busiest transit station. In 1993, acting on behalf ofMTC, GGT began operating service between Marin and Contra Costa counties via the Richmond-San Rafael Bridge. That same year, the district initiated inter-countyparatransit service, as required by theAmericans with Disabilities Act), through an agreement with Marin County and its paratransit contractor, Whistlestop Wheels.
Significant service reductions were implemented in 2003 as a result of a declared fiscal emergency. As a result of the restructuring, all GGT service to the Sonoma Valley and Sebastopol was eliminated. Ferry Feeder bus routes to the ferry terminals in Larkspur and Sausalito were also discontinued. This fiscal emergency helped spur the passage of Measure A by Marin County voters in 2004. The sales tax measure established a new funding source for Marin Transit and was a catalyst for changes to the contract the District had with Marin Transit. Marin Transit assumed control over local bus service planning, and it began transitioning some service to private contractors.
On June 15, 2009, Golden Gate Transit began operating Route 101,[7] which provides all-day service between Santa Rosa and San Francisco with fewer stops, similar to manybus rapid transit "light" systems that rely on stop spacing changes rather than capital improvements to speed up buses. Introduced initially as a weekday-only route, service was expanded to Saturdays in June 2010 and to Sundays and holidays in September 2011.
On December 13, 2015, service to Contra Costa County on Route 42 was merged with Route 40. The next day, service began on Route 580,[8] which was the District's first transit line into nearbyAlameda County. The latter experiment failed and Route 580 was discontinued in September 2016, however the numeric designation was revived when Route 40 was renumbered to Route 580 in December 2021. GGT buses returned to Alameda County in February 2019 to provide Early Bird Express bus service under contract withBART, which was discontinued in January 2024.
As a result of declining ridership due to theCOVID-19 pandemic and the resulting loss in operating revenue, including a reduction in Golden Gate Bridge tolls,[9] bus service was dramatically reduced throughout 2020. GGT had 27 routes at the beginning of the pandemic and just seven routes by December 2020. In March 2022, Route 4 was revived as Route 114. Limited additional service was restored in January 2024 with the addition of Routes 164 and 172X and April 2024 with the addition of Route 580X.
Golden Gate Transit serves cities and communities in four Bay Area counties: San Francisco, Marin, Sonoma, and Contra Costa.[10]
Golden Gate Transit has operated mostly suburban-style coaches fitted with high-back seats, overhead luggage bins, and reading lights since its inception. The full fleet has been equipped with wheelchair lifts since 1997 foraccessibility.[11] Bike racks were installed on buses beginning in 1999 as part of the Bike Racks on Buses program.[12]
The active fleet consists of 124 buses owned by Golden Gate Transit. GGT also operates buses owned by Marin Transit, as describedhere.
| Year | Fleet numbers | Quantity | Make | Model | Length (feet) | Floor type | Number of seats | Bike rack style | Propulsion | Image |
|---|---|---|---|---|---|---|---|---|---|---|
| 2012 (924–955) 2015 (956–980) | 924-980 | 57 | MCI | D4500CT | 45 | High | 57 | Luggage bay | Diesel |  |
| 2019 | 1901–1967 | 67 | Gillig | Low Floor | 40 | Low | 39 | Front mounted | Diesel-electric hybrid |  |
| Year | Fleet numbers | Quantity | Make | Model | Length (feet) | Number of seats | Wheelchair lift | Image | Current status |
|---|---|---|---|---|---|---|---|---|---|
| 1971 (701-812) 1972 (813-860) | 701-860 | 160 | GM | New Look | 40 | 45 | No |  | Retired by 1997; bus 812 retained for historical purposes |
| 1982 | 1001–1016 | 16 | GM | Advanced Design | 40 | 43 | Yes | NA | Retired by 1998 |
| 1983 | 1017–1067 | 51 | GM | Advanced Design | 40 | 41 | Yes | NA | Retired by 2000 |
| 1986 | 501–504 | 4 | Gillig | Phantom | 30 | 26 | Yes | NA | Retired in 2003 |
| 1987 | 401–421 | 21 | MCI | 102A3 | 40 | 45 | Yes | NA | Retired by 2001 |
| 1989 | 1101–1180 | 80 | TMC | RTS | 40 | 39 | Yes | NA | Retired in 2003 |
| 1990 | 514–521 | 8 | New Flyer | D60HF | 60 | 62 | Yes | NA | Purchased used fromSamTrans in 2003; retired in 2007 |
| 1991 | 1181–1243 | 63 | TMC | RTS | 40 | 40 | Yes |  | Retired by 2012 |
| 1994 | 1401–1441 | 41 | Flxible | Metro | 40 | 45 | Yes | .jpg) | Retired by 2008 |
| 1996 (601-630) 1997 (631-632) 1999 (633-646) | 601-646 | 46 | MCI | 102DL3 | 45 | 57 | Yes |  | Retired by 2015 |
| 1997 | 1301–1330 | 30 | NovaBus | RTS | 40 | 43 | Yes |  | Retired by 2010 |
| 2000 | 1251–1264 | 14 | NovaBus | RTS | 40 | 39 | Yes |  | Retired by 2016 |
| 2001 | 505-508 | 4 | NovaBus | RTS | 30 | 27 | Yes |  | Retired in 2016 |
| 2003 | 691-696 | 6 | MCI | D4500 | 45 | 57 | Yes |  | Retired in 2016 |
| 2003 | 1501–1580 | 80 | Orion | V | 40 | 41 | Yes |  | Retired in 2019 |
| 2010 | 901–923 | 23 | MCI | D4500CT | 45 | 57 | Yes | | Retired to contingency fleet in 2024 |
Golden Gate Transit charges different fares, depending on distance (zones) traveled and method of payment.[13] Fares can be paid with cash orClipper card. As of July 1, 2024, adult cash fares are as follows:
| Zone To/from | San Francisco | Marin County | Sonoma County | East Bay | |
|---|---|---|---|---|---|
| 1 | 2 & 3 | 4 | 5 & 6 | 7 | |
| 1 | $5.50 | $8.50 | $9.75 | $14.50 | $5.25 |
| 2 & 3 | $8.50 | $2.00 | $9.75 | $7.25 | |
| 4 | $9.75 | $8.00 | |||
| 5 & 6 | $14.50 | $9.75 | $8.00 | $3.00 | $13.25 |
| 7 | $5.25 | $7.25 | $13.25 | $3.00 | |
Adult Clipper fares are discounted 20% for most trips, except within Marin County where the discount is 10% to match Marin Transit fares. A 50% discount is provided to youth (ages 5 through 18), senior (ages 65 and over), disabled (
), Medicare passengers, and passengers with a Clipper START card. In addition, as a result of a bus service contract withBART, fares for travel between San Francisco and the East Bay match the equivalent BART fares.
Transfers are issued by the farebox upon request at the time of cash fare payment. Clipper automatically tracks transfers.[14] Transfers are valid for two hours for intra-county travel and three hours for inter-county travel and can be used twice. Round-trips are not permitted for inter-county travel. Full transfer privileges are available to/from Marin Transit.
Transfers are issued between GGT and Golden Gate Ferry only for Clipper customers. Transfers are available to/from some connecting transit systems, includingAC Transit,Muni,Petaluma Transit,Santa Rosa CityBus,SMART,SolTrans,Sonoma County Transit, andWestCAT. Muni, SMART, and SolTrans transfers are available only to Clipper customers.
Golden Gate Transit accepts one-day and 31-day passes issued by Marin Transit for rides within Marin County. No other pass products are accepted.
TheClub Bus program was administered by Golden Gate Transit through 2012. It provided commuter clubs with contract support for subscription bus service on routes not otherwise operated. The program also provided a 30% subsidy for the cost of service.[15] The program required the formation of not-for-profit organizations to collect riders' subscription fees and develop schedules.
The Marin Commute Club, which began service in 1971, had direct service from Marin County to threeUniversity of California, San Francisco locations (Parnassus Campus, Mission Bay Campus, San Francisco General Hospital) not otherwise served by Golden Gate Transit. Daily ridership dropped from 300 in 1978 to 120 in 2012, and down further to 55 in 2014 shortly before the service was discontinued altogether.[16][17]
The Valley of the Moon Commute Club provided bus service to the San Francisco Financial District from theSonoma Valley, which otherwise does not have direct bus service to San Francisco. It was created in 1973 and operated as part of the Club Bus program until 2011.[18][19] At its peak, the club had service on five buses. However, theeconomic downturn and changing travel patterns resulted in substantial service reductions and fare hikes. By late 2010, service had been cut to one round-trip with a monthly subscription fee of $350.[15] In February 2011, with the club on the brink of shutting down, service was transferred to a private tour company.[20] Due to further ridership declines, service was discontinued in May 2014.[18]
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| National | |
