Golden Gate Bridge Toll History

Bridge opens May 28, 1937. Toll is 50 cents per car each direction, with a 5-cent surcharge for cars carrying more than three passengers. Round trip costs $1.00. Pedestrians walk free on opening day (Pedestrian Day, May 27), then pay 5 cents per crossing until 1970.

Toll remains unchanged through World War II and the postwar years. Traffic increases steadily. The bridge carries 3.3 million vehicles in 1938, growing to over 9 million by the late 1940s.

Toll is reduced from 50 to 40 cents on July 1, 1950, the first of several reductions in the bridge's early decades. The reduction reflects strong traffic revenue running ahead of the bond repayment schedule.

Two further reductions in one year: the toll drops to 30 cents on February 1, 1955, then to 25 cents on October 1, 1955. These are among the only toll decreases in the bridge's history, made possible by traffic revenue well ahead of bond obligations. The 25-cent each-way rate holds until the 1968 one-way conversion.

Major change on October 19, 1968: tolls shift to one-direction collection (southbound only) at 50 cents. The round-trip cost stays the same as the prior 25 cents each way, but all of it is now collected on the southbound trip. This eliminates the need for toll booths on the northbound side, reducing congestion.

The original $35 million construction bonds are fully repaid, with interest. The toll holds at 50 cents southbound: tolls continue because the bridge requires ongoing maintenance, painting, and earthquake retrofit work, so revenue now funds operations rather than debt service.

Toll reaches $1.00 for the first time on November 1, 1977. Inflation and rising maintenance costs drive the increase. The bridge district begins a comprehensive seismic study following advances in earthquake engineering.

Toll rises to $1.25 on March 1, 1981, then a $2.00 charge is introduced in August 1981 for weekend peak hours, the district's first attempt at congestion pricing. The everyday rate stays at $1.25.

From January 1, 1989 the $2.00 rate applies every day, southbound. Later that year, the October 17 Loma Prieta earthquake (6.9 magnitude) strikes the Bay Area, damaging the Bay Bridge but leaving the Golden Gate Bridge structurally sound. The earthquake accelerates plans for a comprehensive seismic retrofit of the Golden Gate Bridge.

Toll increases to $3.00. Revenue funds the ongoing seismic retrofit program, which will ultimately cost over $400 million and take more than 20 years to complete. The retrofit involves replacing structural steel, adding new bracing, and strengthening the foundations.

FasTrak electronic toll collection opens to the public on July 13, 2000, letting drivers pay the $3.00 toll without stopping at a booth. The rate is the same as cash; the change is about convenience and reducing booth congestion.

Toll jumps to $5.00 on September 1, 2002, a $2 increase that is the largest single jump at the time. The rate is the same for FasTrak and cash. Carpools with 3+ occupants pay $3.00. Cash payment still available.

A split pricing model is introduced for the first time. Cash customers pay $1 more than FasTrak users, creating an incentive to switch to electronic tolling. This is the beginning of the end for cash tolls on the bridge.

Both rates increase by $1. The bridge district accelerates its move away from cash collection, citing labor costs and traffic congestion at toll booths. The seismic retrofit continues as the largest ongoing project.

Historic moment: all cash toll collection is eliminated. The Golden Gate Bridge becomes one of the first major US bridges to go fully cashless. Toll booths are removed. Three payment methods remain: FasTrak ($6.00), pay-by-plate ($7.00 via license plate cameras), and carpool ($4.00 with FasTrak Flex).

The bridge district implements incremental increases to fund transit services and the completion of the seismic retrofit. FasTrak: $6.50, pay-by-plate: $7.50, carpool: $4.50.

Another 50-cent increase across the board. The seismic retrofit of the main suspension span is nearing completion. FasTrak: $7.00, pay-by-plate: $8.00, carpool: $5.00.

Toll increases to $7.50 FasTrak, $8.50 pay-by-plate. Carpool rate: $5.25. Note: the Golden Gate Bridge is excluded from Regional Measure 3, the voter measure that raises tolls at the seven state-owned Bay Area bridges; Golden Gate increases come from the district's own board-adopted schedules.

FasTrak: $7.75, pay-by-plate: $8.75, carpool: $5.25. A district board increase. Regional Measure 3, which took its first $1 step at the seven state-owned bridges in January 2019, does not apply to the Golden Gate Bridge.

Toll increases during the COVID-19 pandemic, despite dramatically reduced traffic. FasTrak: $8.05, pay-by-plate: $9.05. Bridge traffic dropped as much as 70% during lockdowns but has since partially recovered.

Incremental increase continues. FasTrak: $8.40, pay-by-plate: $9.40, carpool: $5.60. Traffic volumes return close to pre-pandemic levels, though commute patterns have shifted with more remote work.

FasTrak: $8.60, pay-by-plate: $9.60, carpool: $5.60. Incremental increase under the district's multi-year toll schedule.

FasTrak: $8.75, pay-by-plate: $9.75, carpool (3+ with FasTrak Flex): $5.75. This rate held for one year before the July 2025 increase.

In effect from July 1, 2025 through June 30, 2026. The Bridge District restructures into three payment tiers. FasTrak: $9.75, License Plate Account (auto-pay): $10.00, One-Time Payment / Invoice: $10.75. Carpool (3+ with FasTrak Flex): $7.75. This represented a 1,850% nominal increase from the original 1937 toll of 50 cents per direction.

Current rate, effective July 1, 2026 (announced June 4, 2026): FasTrak $10.25, License Plate Account $10.50, One-Time Payment / Invoice $11.25, carpool (3+ with FasTrak Flex) $8.25. The third step of the five-year incremental schedule the district board adopted in March 2024.