AC Transit Bus Roster

1960 – 2010

AC Transit took over the operations of Key System Transit Company on October 1, 1960. They started operations with 570 Key System buses. Click on the fleet numbers for pictures and information on each of the 100 types of buses that have been operated by AC Transit during the past 50 years. Click on the images for a larger picture. List, photos, and information courtesy of Bruce Fitch.

The 800 series of buses was purchased in 1960 from Key System Transit Lines. Twenty-three of this series were purchased: 815, 816, 821, 822, 826, 831, 832, 837, 843, 854, 859, 864, 865, 867, 873, 875, 881, 884, 885, 887, 895, 896 and 898. Buses 815-819 and 895-899 were delivered in 1942 and had steel sides. Buses 820-894 arrived in 1941 and had aluminum sides.

The 900 series of buses was purchased in 1960 from Key System Transit Lines. Ninety-one of this series were purchased with units 901, 918, 923, 939, 942, 954, 962, 972 and 979 not joining the fleet. Buses 900-939 were delivered in 1944 and had steel sides. Buses 940-999 arrived in 1945 with aluminum sides.

The 1000 series of buses were built in 1947 and 1948 and were purchased in 1960 from Key System Transit Lines.

The 1300 series of buses was built in 1946 for conversion of the Collage Avenue rail line to bus operations. They were purchased in 1960 from Key System Transit Lines. Twenty of these buses were rebuilt with diesel engines in 1961 and 1962 and renumbered in the 1200 series.

The 1200 series of buses were rebuilt from twenty 1300 series buses purchased in 1960 from Key System Transit Lines. The buses were rebuilt with diesel engines in 1961 and were assigned numbers 1200, 1202, 1203, 1205, 1209, 1212, 1213, 1215, 1217, 1220, 1224, 1228, 1230, 1232, 1233, 1234, 1235, 1236, 1238 and 1241 by replacing the "3" with a "2".

The 1400 series of buses was purchased in 1960 from Key System Transit Lines.These buses were originally purchased by the Omaha & Council Bluffs Street Railway and traded to Key System in 1951.

The first 1500 series was purchased from Long Beach in 1961 to provide engines and parts for conversion of 1300 series buses to diesel operation. Originally gas powered, these buses had been converted to diesel in 1954. Numbers were vacated after parts were removed. Long Beach numbers were 7011, 7012, 7014, 7021 and 7022. After these buses were stripped of parts, units 7012 and 7022 were used as storage facilities at the 45th and San Pablo Yard until around 1980. In this picture former Long Beach buses 7012 and 7022 are parked next to retired Mack buses number 2506 and 2518. Bus 7022 was originally Fresno City Lines 909.

Second group of buses to be given numbers in the 1500 series. Former San Diego buses purchased from Fresno City Lines in 1962 to provide parts for conversion of additional 1300 series buses to diesel operation. San Diego and Fresno fleet numbers were 106,108, 114 and 115, which were built in 1940. Bus 1504 (Fresno number 130) was a Yellow TD-4005 built in 1941. At least a couple of these buses were painted in AC Transit colors and placed in service.

The 1700 series of buses were buit in 1947 and 1948 and were purchased in 1960 from Key System Transit Lines.  Buses 1700-1859 were originally built in 1947 to help replace the streetcar system in the East Bay.  Buses 1860-1874 were originally purchased by the Omaha & Council Bluffs Street Railway and traded to Key System in 1951.

The 1900 series of buses was purchased in 1960 from Key System Transit Lines.

The 2000 series of buses was purchased in 1960 from Key System Transit Lines to replace trains on the East Oakland part of the “A” train line.

The 2100 series of buses was purchased in 1960 from Key System Transit Lines. These 21 buses were purchased in 1958 to replace the final discontinued lines of the Key System Bridge Railway.

The 2500 series of buses was purchased in 1960 from Key System Transit Lines. These were the last gasoline powered buses used by AC Transit.

The 100 series of buses were the first new buses received by AC Transit with the first ones arriving in December 1960. These buses were used for San Francisco service. In 1975 and 1976 the 100 series was rebuilt with standee windows and new seats.

The original 300 series was used for charter service and had overhead bins and a luggage area. This series was renumbered from 175-179 in 1963.

The 400 series of buses was used for a new express service.

The 500 series of buses was purchased to replace the gasoline-powered 800, 900 and 1000 series Whites, which were the first Key System buses replaced.

The 700 series of buses was purchased to replace some of the small buses in the fleet.

The 720 series of buses was purchased to replace older buses on neighborhood lines.

When new 40-foot buses were given numbers in the 300 series, buses 300-304, which were similar to the transbay 100 series buses, were given numbers 175-179 in 1963.

The 300 series of buses was purchased in response to expanded service and to replace obsolete gasoline-powered Key System buses.

The 300 series of buses was purchased in response to expanded service and to replace obsolete gasoline-powered Key System buses.

The 300 series of buses was purchased in response to expanded service and to replace obsolete gasoline-powered Key System buses.

The 300 series of buses were purchased in response to expanded service and to replace obsolete gasoline-powered Key System buses.

The 750 series of buses was purchased to replace the 1300 series buses that were not converted to diesel power.

The 765 series of buses was purchased in response to expanded service needs and to replace the last of the Mack 2500-series gasoline-powered Key System buses.

The 780 series of buses was purchased for expanded service and to retire former Key System buses.

The 795 series of buses was purchased for expanded service and to retire former Key System buses.

AC Transit bus 625 was originally GMC test unit XMC-53, which used GMC’s first eight cylinder engine. It was produced for testing by San Francisco’s MUNI. After MUNI finished testing, AC Transit took the bus for additional testing in March 1967. In June 1967, AC Transit purchased the bus and renumbered it 625.

The 626-680 series of buses was purchased for expanding service and to begin replacement of the 1700 and 2000 series of former Key System buses.

The 805 series of buses was purchased for expanding neighborhood service.

The 626-680 series of buses was purchased for expanding service and to begin replacement of the 1700 and 2000 series former Key System buses.

The 900 series of buses was the first series of bus equipped with the new experimental Environmental Improvement Program kit. They were purchased for expanding service and to continue retirement of 1700 and 2000 series former Key System buses.

The 900 series of buses was the first series of bus equipped with the new experimental Environmental Improvement Program kit. They were purchased for expanding service and to continue retirement of former Key System buses.

The 810 series was purchased to replace 47 of the 1700 series former Key System buses. They came equipped with the EIP package and a revised seating plan with more leg room and only 42 seats. These buses were the last GMC buses purchased by AC Transit.

In 1973, AC Transit removed a section of aging bus, number 708, to create an experimental 29-foot short bus for use in its new Richmond Dial-a-Ride service. Happy with the result, they rebuilt the rest of the series, creating 13 of these shortened buses. During their long careers they served in six different paint schemes and many jobs including the Downtown Oakland Shuttle.

In 1973, AC Transit removed a section of aging bus, number 708, to create an experimental 29-foot short bus for use in its new Richmond Dial-a-Ride service. Happy with the result, they rebuilt the rest of the series, creating 13 of these shortened buses. During their long careers they served in six different paint schemes and many jobs including the Downtown Oakland Shuttle.

In 1973, AC Transit removed a section of aging bus, number 708, to create an experimental 29-foot short bus for use in its new Richmond Dial-a-Ride service. Happy with the result, they rebuilt the rest of the series, creating 13 of these shortened buses. During their long careers they served in six different paint schemes and many jobs including the Downtown Oakland Shuttle.

After out-bidding GMC for the contract for 120 buses, the Flxible Company delivered buses 180-299 in December 1974.

The 8000 series of buses was purchased for use in BART contract service. The buses were painted BART blue and provided shuttle service to East Bay and Diablo Valley BART stations. After AC Transit lost the contract, the buses were repainted in AC Transit colors.

The 2200 series was used for neighborhood service in Fremont and Newark and Orinda/Moraga and Pleasant Hill.

In May 1977, AC Transit ordered 66 advanced design buses from GMC after a court protest from the Center for Independent Living in Berkeley protesting the lack of hydraulic lifts was denied. Work was underway on the buses when the contract was cancelled on June 27, 1979. The buses were delivered to the Santa Clara County Transit District.

AC Transit worked with five other transit districts to purchase a total of 155 60-foot M.A.N. articulated buses.

After AC Transit cancelled its order for GMC advanced design buses they decided to purchase 180 New Look type buses. The contract went to Flyer Industries to build 155 air-conditioned 40-foot buses, 20 35-foot-air conditioned buses and 14 non-air-conditioned buses. Buses 1000-1154 were air-conditioned. Buses 1000, 1001, 1002, 1006, 1007, 1008, 1009, 1010, 1011, 1012, 1013, 1015, 1016 and 1018 went to Central Contra Costa Transit upon their formation on June 7, 1982.

After AC Transit cancelled its order for GMC advanced design buses they decided to purchase 180 New Look type buses. The contract went to Flyer Industries to build 155 air-conditioned 40-foot buses, 20 35-foot-air conditioned buses and 14 non-air-conditioned buses. Buses 2000-2019 were air-conditioned.

After AC Transit cancelled its order for GMC advanced design buses they decided to purchase 180 New Look type buses. The contract went to Flyer Industries to build 155 air-conditioned 40-foot buses, 20 35-foot-air conditioned buses and 14 non-air-conditioned buses. Buses 1155-1169 were not air-conditioned.

The 1300 series of buses was purchased in 1982-1983.

The 2049 series of buses was purchased in 1982-1983.

The 1200 series of buses was purchased from Neoplan in 1983.

The 1400 series of buses was purchased in 1984.

The 1500 series of buses was purchased for BART contract service and painted in BART colors in 1984. When the service ended, the buses were repainted in AC Transit colors.

The 2300 series of three buses was purchased from Neoplan in 1984.

This bus was built from the bottom half of GMC bus 311 and the top half of one of the 40-foot Flyer buses.

Built in 1983 for Santa Clara County Transit District. Sold to AC Transit in 1988.

Built in 1983 for Santa Clara County Transit District. Sold to AC Transit in 1988.

The 2400 series of buses was purchased in 1988.

The 2500 series of buses was purchased in 1988.

The 1800 series of buses was purchased in 1989.

The 2527 series of buses was purchased from New Flyer in 1989.

The 2600 series of buses was purchased in 1990.

The 9001 series of buses was purchased in 1991.

The 9010 series of buses was purchased in 1992.

The 9101 series of buses was purchased in 1990.

The 9111 series of buses was purchased in 1990.

The 2701 series of buses was purchased in 1992.

The 2801 series of buses was purchased in 1993.

The 101 series of buses was purchased in 1993.

Paratransit vehicles 141-145 were purchased in 1996. Original numbers of these buses were 3141-3145.

Paratransit vehicles 3301-3333 were purchased in 1996.

The 1901 series of buses was purchased in 1997.

The 2901 series of buses was purchased in 1997.

Paratransit vehicles 3351-3355 were purchased in 1997.

The 3001 series of buses was purchased in 1998.

The 3101 series of buses was purchased in 1998.

The 4001 series of buses was purchased in 2000.

The 6001 series of buses was purchased in 2000.

The 7201 series of buses was purchased in 1997.

Paratransit vehicles 3361-3397 were purchased in 2002.

The 4051 series of buses was purchased in 2002. Buses 4051-4088 have a back window.

Buses 4089-4090 were purchased in 2002. These buses do not have a back window.

The 1001 series of buses was purchased in 2003-2005.

Ordered by AC Transit, Van Hool buses 1111-1131, along with four others were sold to Washington D.C. for use in a Washington Circulator system. Buses 1111-1131 never ran on AC Transit.

The 2001 series of buses was purchased in 2003.

The 6041 series of buses was purchased in 2003.

The 5001 series of buses was purchased in 2005-2006.

The 2101 series of buses was purchased in 2006.

The 2151 series of buses was purchased in 2007.

The 5101 series of buses was purchased in 2008-2009.

The 1201 series of buses was purchased in 2008-2009.

Paratransit vehicles 3401-3406 were purchased in 2008.

Paratransit vehicles 3451-3486 were purchased in 2009.

Buses 150-155 are used in Dumbarton Express service.

Buses 160-165 are used in Dumbarton Express service.

Buses 805-808 are used in Dumbarton Express service.

In March 1966, AC Transit unveiled its “Freeway Train” an experimental articulated bus that seated 77 passengers. The bus was created by modifying a heavy-duty over-the-road Trailway bus.

AC Transit test unit XMC-53 used GMC’s first eight cylinder engine. It was produced for testing by San Francisco’s MUNI. After MUNI finished testing, AC Transit took the bus for additional testing in March 1967. In June 1967, AC Transit purchased the bus and renumbered it 625.

This prototype Neoplan double-deck bus, a big brother to the standard 40-foot coaches then in use by the District, was on loan to AC Transit for road-testing in April 1983. The double-decker is only 40′ long, but at 13′ 6″ was taller then any other bus ever run by AC Transit. The prototype’s internal configuration — a layout designed for long-distance touring service — included 73 seats, with 53 of them on the upper level.

GMC bus 666 was converted to steam power and run in a one-year test program that ran from September 27, 1971 to Sept 29, 1972. At the conclusion of the test, the bus was converted back to diesel operation.

AC Transit 999 was a futuristic hybrid electric bus —  battery-powered with a clean-burning, propane auxiliary generator that was tested for six months in 1999.

Hydrogen-powered bus 4285 in AC Transit's Richmond Yard on October 1, 2004. Hydrogen-powered bus 4285 was built for SunLine Transit Agency and run by them until February 2003 at which time it was returned to UTC Power for modifications. In mid-2003, AC Transit began road testing this vehicle with tests concluding in October 2004. To support this project a hydrogen fueling facility was built at AC Transit’s Richmond Division.

Designed in partnership with Van Hool, UTC Power, and ISE Corporation, AC Transit’s fuel-cell bus represents the most advanced, fuel-efficient, zero-emission, hybrid-electric, hydrogen fuel cell bus in the world.

This partnership modified the 40-foot Van Hool A330 bus chassis to accommodate UTC’s PureMotionTM 120 kW fuel cell power system and ISE’s hybrid-electric drive system. Hydrogen tanks on the roof give the bus a range of 300-350 miles, and batteries that are recharged during braking can provide an extra 95kW of power for acceleration and climbing steep grades.

These buses were introduced to the public at the International Transportation Expo in Dallas Texas on September 26, 2005 and entered revenue service with AC Transit on March 20, 2006.

Second generation fuel cell buses with improved efficiency and a bright new paint scheme.

Gas/Hybrid purchased in 2008

Van Hool prototype for proposed fleet of transbay buses. Only one purchased and never run in revenue service.

The 2191 series of buses was purchased in 2010