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Golden Gate Bridge
Coordinates	37°49′11″N 122°28′43″W / 37.81972°N 122.47861°W / 37.81972; -122.47861
Carries	6 lanes of U.S. Route 101/State Route 1, pedestrians and bicycles
Crosses	Golden Gate
Locale	San Francisco, California and Marin County, California
Maintained by	Golden Gate Bridge, Highway and Transportation District
Characteristics
Design	Suspension, truss arch & truss causeways
Total length	8,981 feet (2,737 m)
Width	90 feet (27 m)
Height	746 feet (227 m)
Longest span	4,200 feet (1,280 m)
Clearance above	14 feet (4.3 m) at toll gates, higher truck loads possible
Clearance below	220 feet (67 m) at mean higher high water
History
Opened	27 May, 1937
Statistics
Daily traffic	100,000
Toll	US$5.00 (southbound) (US$4.00 with FasTrak)
Location

The Golden Gate Bridge is a suspension bridge spanning the Golden Gate, the opening of the San Francisco Bay onto the Pacific Ocean. As part of both US Highway 101 and State Route 1, it connects the city of San Francisco on the northern tip of the San Francisco Peninsula to Marin County.

The Golden Gate Bridge had the longest suspension bridge span in the world when it was completed in 1937 and has become an internationally recognized symbol of San Francisco and the United States. Since its completion, the span length has been surpassed by eight other bridges. It still has the second longest suspension bridge main span in the United States, after the Verrazano-Narrows Bridge in New York City.

Setting

The Golden Gate Bridge spans the Golden Gate, a narrow, 400-foot (120 m) deep strait that serves as the mouth of the San Francisco Bay, between San Francisco at the northernmost tip of the San Francisco Peninsula, and the Marin Headlands at the far southern end of Marin County. Although close by proximity, the two sides of the strait are separated by significant natural obstacles. Crossing the strait directly by boat is treacherous due to strong currents and lack of suitable landings. Ocean tides drive an average of 528 billion gallons (2 billion cubic meters) of water every six hours, at peak currents exceeding 5.6 miles per hour (2.5 m/s). Circumnavigating the Bay, however, involves a trip of several hundred miles and crossing several major rivers.

History

Ferry service

Before the bridge was built, the only practical short route from San Francisco to what is now Marin County was by boat, through the interior of the San Francisco Bay. Ferry service began as early as 1820, with regularly scheduled service beginning in the 1840s for purposes of transporting water to San Francisco from what is now Marin County. The Sausalito Land and Ferry Company service launched in 1868, which eventually became the Golden Gate Ferry Company, a Southern Pacific Railroad subsidiary, the largest ferry operation in the world by the late 1920s. Once for railroad passengers and customers only, Southern Pacific's automobile ferries became very profitable and important to the regional economy. The ferry crossing between the Hyde Street Pier at the foot of Van Ness Avenue in San Francisco and Sausalito in Marin County took approximately 20 minutes and cost US$1.00 per vehicle, a price later reduced to compete with the new bridge. The trip from the Ferry Building took twenty-seven minutes.

Many wanted to build a bridge to connect San Francisco to Marin County. San Francisco was the largest American city still served primarily by ferry boats. Because it did not have a permanent link with communities around the bay, the city’s growth rate was below the national average. Many experts said a bridge couldn’t be built across the 6,700 ft (2,042 m) strait. It had strong, swirling tides and currents, with water 335 ft (102 m) deep at the center of the channel, and almost constant winds of 60 mph (97 km/h). Experts said ferocious winds and blinding fogs would prevent construction and operation.

Conception

Although the idea of a bridge spanning the Golden Gate was not new, the proposal that eventually took root was made in a 1916 San Francisco Bulletin article by former engineering student James Wilkins. San Francisco's City Engineer estimated the cost at $100 million, impractical for the time, and fielded the question to bridge engineers of whether it could be built for less. One who responded, Joseph Strauss, was an ambitious but dreamy engineer and poet who had for his graduate thesis designed a 55-mile (89 km) long railroad bridge across the Bering Strait. At the time, Strauss had completed some 400 drawbridges, but mostly inland and nothing on the scale of the new project. Strauss' initial drawings were for a massive cantilever on each side of the strait, connected by a central suspension segment, which Strauss promised could be built for $17 million. Strauss' design was widely derided as ugly.

Local authorities only agreed to proceed on the assurance that Strauss alter the design and accept input from several consulting project experts. A suspension bridge design was considered the most practical, due to recent advances in metallurgy.

Strauss spent over a decade drumming up support in Northern California. The bridge faced opposition, including litigation, from many sources. The Department of War was concerned that the bridge would interfere with ship traffic. Unions demanded guarantees that local workers would be favored for construction jobs. Southern Pacific Railroad, one of the most powerful business interests in California, opposed the bridge as competition to its ferry fleet and filed a lawsuit against the project, leading to a mass boycott of the ferry service. In May 1924 Colonel Herbert Deakyne held the second hearing on the Bridge on behalf of the Secretary of War in a request to use Federal land for construction. Deakyne, on behalf of the Secretary of War, approved the transfer of land needed for the bridge structure and leading roads to the "Bridging the Golden Gate Association", and both the San Francisco and the Marin counties, pending further bridge plans by Strauss. Another ally was the fledging automobile industry, which supported the development of roads and bridges to increase demand for automobiles.

The bridge earned its name, Golden Gate Bridge, after a mention of it in 1927 by San Francisco city engineer Michael O'Shaughnessy.

Design

Strauss was Chief Engineer in charge of overall design and construction of the bridge project. However, because he had little understanding or experience with cable suspension designs, responsibility for much of the engineering and architecture fell on other experts. In particular, bridge architect Irving Morrow, a relatively unknown residential architect, designed the overall shape of the bridge towers, the lighting scheme, and Art Deco elements such as the streetlights, railing, and walkways. Morrow also chose the famous International Orange color. Senior engineer Charles Alton Ellis, collaborating remotely with famed bridge designer Leon Moisseiff, was the principal engineer of the project. Ellis, who had no engineering degree, was a Greek scholar and mathematician who became an expert in structural design, writing the standard textbook of the time. Moisseiff produced the basic structural design, introducing his "deflection theory" by which a thin, flexible roadway would flex in the wind, greatly reducing stress by transmitting forces via suspension cables to the bridge towers. Although the Golden Gate Bridge design was sound, a later Moisseiff design, the Tacoma Narrows Bridge, collapsed in a strong windstorm due to an unexpected resonance mode caused by a too-thin roadway and unexpected wind forces.

With an eye toward self-promotion and posterity Strauss downplayed the contributions of his collaborators who, despite receiving little recognition or compensation, are largely responsible for the final form of the bridge. In November, 1931, Strauss fired Ellis and replaced him with a former subordinate, Clifford Paine, ostensibly for wasting too much money sending telegrams back and forth to Moisseiff. Ellis, obsessed with the project and unable to find work elsewhere during the Depression, continued working 70 hours per week on an unpaid basis, eventually turning in ten volumes of hand calculations. The Golden Gate Bridge district issued a formal report on 70 years of stewardship of the famous bridge in May 2007-- and decided to right an old wrong by giving major credit for the design of the bridge to an engineer it had ignored. The engineer was Charles Ellis, a University of Illinois professor of engineering. He did much of the technical and theoretical work that built the bridge but got none of the credit. Strauss initially succeeded in winning credit as the figure most responsible for the design and vision of the bridge. Only later were the contributions of the rest of the design team more fully appreciated.

Finance

The Golden Gate Bridge and Highway District, authorized by an act of the California Legislature, was incorporated in 1928 as the official entity to design, construct, and finance the Golden Gate Bridge. However, after the Wall Street Crash of 1929, the District was unable to raise the construction funds so it lobbied for a $35 million bond measure. The bonds were approved in November, 1930, by votes in the counties affected by the bridge. The construction budget at the time of approval was $30.1 million. However, the District was unable to sell the bonds until 1932, when the founder of San Francisco-based Bank of America agreed on behalf of his bank to buy the entire issue in order to help the local economy.

Construction

Construction began on 5 January, 1933. The project cost over $26 million.

Strauss remained head of the project, overseeing day-to-day construction and making some groundbreaking contributions. A graduate of the University of Cincinnati, he had placed a brick from his alma mater's demolished McMicken Hall in the south anchorage before the concrete was poured. He innovated the use of movable safety netting beneath the construction site, which saved the lives of many otherwise unprotected steelworkers. Of eleven men killed from falls during construction, ten were near completion when the net failed under the stress of a scaffold that had fallen. Nineteen others who were saved by the net over the course of construction became proud members of the (informal) Halfway to Hell Club.

The project was finished by April 1937, $1.3 million under budget.

Opening festivities

The bridge opening celebration began on 27 May, 1937, and lasted for one week. The day before vehicle traffic was allowed, 200,000 people crossed by foot and roller skate. On opening day, Mayor Angelo Rossi and other officials rode the ferry to Marin, then crossed the bridge in a motorcade past three ceremonial "barriers", the last a blockade of beauty queens who required Joseph Strauss to present the bridge to the Highway District before allowing him to pass. An official song, "There's a Silver Moon on the Golden Gate", was chosen to commemorate the event. Strauss wrote a poem now on the Golden Gate Bridge entitled "The Mighty Task is Done." The next day, President Roosevelt pushed a button in Washington, DC signaling the official start of vehicle traffic over the Bridge at noon. When the celebration got out of hand, the SFPD had a small riot in the uptown Polk Gulch area. Weeks of civil and cultural activities called "the Fiesta" followed. A statue of Strauss was moved in 1955 to a site near the bridge.

Description

Specifications

The center span was the longest among suspension bridges until 1964 when the Verrazano-Narrows Bridge was erected between the boroughs of Staten Island and Brooklyn in New York City. The Golden Gate Bridge also had the world's tallest suspension towers at the time of construction, and retained that record until more recently. In 1957, Michigan's Mackinac Bridge surpassed the Golden Gate Bridge's length to become the world's longest two tower suspension bridge in total length between anchorages.

Structure

The bridge has approximately 1,200,000 total rivets.

Traffic

As the only road to exit San Francisco to the north, the bridge is part of both U.S. Route 101 and State Route 1 and on an average day there are 120,000 vehicles crossing the bridge. The bridge has six total lanes of vehicle traffic, and walkways on both sides of the bridge. The median markers between the lanes are moved to conform to traffic patterns. On weekday mornings, traffic flows mostly southbound into the city, so four of the six lanes run southbound. Conversely, on weekday afternoons, four lanes run northbound. While there has been discussion concerning the installation of a movable barrier since the 1980s, the Bridge Board of Directors, in March 2005, committed to finding funding to complete the $2 million study required prior to the installation of a moveable median barrier. The eastern walkway is for pedestrians and bicycles during the weekdays and during daylight hours only, and the western walkway is open to bicyclists on weekday afternoons, weekends, and holidays. The speed limit on the Golden Gate Bridge was reduced from 55 mph (89 km/h) to 45 mph (72 km/h) on 1 October, 1983.

Aesthetics

Despite its red appearance, the color of the bridge is officially an orange vermilion called international orange. The color was selected by consulting architect Irving Morrow because it blends well with the natural surroundings yet enhances the bridge's visibility in fog.

The bridge is widely considered one of the most beautiful examples of bridge engineering, both as a structural design challenge and for its aesthetic appeal. It was declared one of the modern Wonders of the World by the American Society of Civil Engineers. According to Frommer's travel guide, the Golden Gate Bridge is "possibly the most beautiful, certainly the most photographed, bridge in the world" (although Frommers also bestows the "most photographed" honor on Tower Bridge in London, England).

Aesthetics was the foremost reason why the first design of Joseph Strauss was rejected. Upon re-submission of his bridge construction plan he added details, such as lighting, to outline the bridge's cables and towers.

The Golden Gate Bridge has a similar sister bridge in Lisbon, Portugal. The red-painted Ponte 25 de Abril (25th April Bridge) is 2,278 m (7,474 ft) spans 1,013 m (3,323 ft).

Paintwork

The bridge was originally painted with red lead primer and a lead-based topcoat, which was touched up as required. In the mid-1960s, a program was started to improve corrosion protection by stripping the original paint off and repainting the bridge with zinc silicate primer and, originally, vinyl topcoats. Acrylic topcoats have been used instead since 1990 for air quality reasons. The program was completed in 1995, and there is now maintenance by 38 painters to touch up the paintwork where it becomes seriously eroded.

Current issues

Operation

The Golden Gate Bridge and Highway District is public agency established in 1929 as a special district by the California State Legislature. The DIstrict includes six member counties: the City & County of San Francisco and Marin County, in whose boundaries the bridge sits, and also Napa, Sonoma, Mendocino and Del Norte counties. Representatives from each of the six counties sit on the District's Board of Directors.

Economics

The last of the construction bonds were retired in 1971, with $35 million in principal and nearly $39 million in interest raised entirely from bridge tolls.

On September 1 2002, the auto cash toll for Southbound motor vehicles was raised from $3 to $5, and the FasTrak toll was increased from $3 to $4. Northbound motor vehicle, bicycle, and pedestrian traffic remains toll free. The rate for two-axle vehicles and motorcycles is $5 cash, or $4 with FasTrak electronic RF payments. For vehicles with more than two axles, the toll rate is $2.50 per axle.

In November 2006, the Golden Gate Bridge, Highway and Transportation District recommended a corporate sponsorship program for the bridge to address its operating deficit, projected at $80 million over five years. The District promised that the proposal, which it called a "partnership program", would not include changing the name of the bridge or placing advertising on the bridge itself. In October 2007, the Board unanimously voted to discontinue the proposal and seek additional revenue through other means, most likely a toll increase.

Suicides

The Golden Gate Bridge is a frequent site for suicide. After a fall of approximately four seconds jumpers hit the water at 75 miles per hour (121 km/h), which is nearly always fatal.

An official suicide count was kept, sorted according to which of the bridge's 128 lamp posts the jumper was nearest to when he or she jumped. The count exceeded 1,200 when the count ended in 2005, and new suicides were averaging one every two weeks. There were 34 bridge jump suicides in 2006 whose bodies were recovered, in addition to four jumps which were witnessed but whose bodies were never recovered, and several bodies recovered suspected to be from bridge jumps. The California Highway Patrol removed seventy apparently suicidal people from the bridge that year. Currently, it is said that a person jumps off the Golden Gate Bridge every 15 days.

As of 2006, only 26 people are known to have survived the jump. Those who do survive strike the water feet-first, usually suffering broken bones and other internal injuries. One young man survived a jump off the bridge in 2000, although the impact broke his back and shattered multiple vertebrae. A young woman from Piedmont, California, may be the only person to have jumped from the bridge twice. She survived the first jump in early 1988, but died in her second attempt later that year.

Various methods have been proposed and implemented to reduce the number of suicides. The bridge is fitted with suicide hotline telephones, and staff patrol the bridge in carts, looking for people who appear to be planning to jump. The bridge is now closed to pedestrians at night. Cyclists are still permitted across at night, but must be buzzed in and out through the remotely controlled security gates. Attempts to introduce a suicide barrier have been thwarted by engineering difficulties, high costs, and public opposition. The estimated cost of a barrier is between $15 and $20 million. One recurring proposal is to build a barrier to replace or augment the low railing, a component of the bridge's original architectural design. New barriers have eliminated suicides at other landmarks around the world, but were opposed for the Golden Gate Bridge for reasons of cost, aesthetics, and safety (the load from a poorly-designed barrier could significantly affect the bridge's structural integrity during a strong windstorm). In early 2005 the Bridge District re-considered the matter for the eighth time, approving a two-year, $1.78 million feasibility study. Jump for Life was proposed in late 2005 as a way to discourage suicides rather than directly prevent them. The program seeks to make the bridge a less attractive place to take one's own life. A documentary about the Golden Gate Bridge and suicides has been produced and is called The Bridge by Eric Steel.

Wind

Since its completion, the Golden Gate Bridge has been closed due to weather conditions only three times: on December 1 1951, due to gusts of 69 mph (111 km/h); on December 23 1982, due to winds of 70 mph (110 km/h); and on December 3 1983, due to wind gusts of 75 mph (121 km/h).

Safety

The Golden Gate Bridge is also notorious as the site of head-on collisions between North-bound and South-bound cars. After one such collision, on June 24 1996, the Bridge District was sued for not installing a movable barrier between North-bound and South-bound traffic lanes. Such a barrier has been designed: it has been estimated that it would cost about $1.3 million to build.

Art, photography, and culture

The Golden Gate bridge is one of America's most photographed structures, and possibly in the world. The bridge view is beautiful at most times of the day; especially between Oct and late Nov, the view is spectacular at every angle. Its distinctive reddish color (chosen to blend with the span's natural setting in clear weather, as well as to look good in fog), makes it one of the most favorable places for photography enthusiasts and tourist as well.

Engineering professor Natalie Jeremijenko, as part of her Bureau of Inverse Technology art collective, created a "Despondency Index" by correlating the Dow Jones Industrial Index with the number of jumpers detected by "Suicide Boxes" containing motion-detecting cameras, which she claimed to have set up under the bridge. The boxes purportedly recorded 17 jumps in three months, far greater than the official count. The Whitney Museum, though questioning whether Jeremijenko's suicide detection technology actually existed, nevertheless included her project in its prestigious Whitney Biennial.

Suicide on the Golden Gate Bridge is a theme of Jenni Olson's experimental film, The Joy of Life (2005). Eric Steel's 2006 documentary The Bridge recorded 23 of the 24 known suicides during 2004.

See also

• 49-Mile Scenic Drive
• Megaprojects

References

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29. http://goldengatebridge.org/tolls_traffic/toll_rates_carpools.php
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31. "Partnership Program Status". Golden Gate Bridge, Highway and Transportation District. Retrieved 2007-10-27.
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33. "34 confirmed suicides off GG Bridge last year". The San Francisco Chronicle. 2006. Retrieved January 17. {{cite web}}: Check date values in: |accessdate= (help); Cite has empty unknown parameter: |coauthors= (help); Unknown parameter |accessyear= ignored (|access-date= suggested) (help)
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35. "Could you jump off a bridge or a tall building and survive the fall?". The Straight Dope. Cecil Adams. 2005. Retrieved 2006-04-12. {{cite web}}: Cite has empty unknown parameters: |accessyear= and |coauthors= (help)
36. "Golden Gate Bridge: Bikes and Pedestrians". Golden Gate Bridge, Highway and Transportation District. 2006. Retrieved 2006-04-13. {{cite web}}: Cite has empty unknown parameters: |accessyear= and |coauthors= (help)
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39. ART IN REVIEW: The Bureau of Inverse Technology nytimes.com.
40. Noah Shachtman (August 8, 2004). "Tech and Art Mix at RNC Protest". Wired Magazine. Retrieved 2007-10-30.

• Tad Friend: Jumpers: The fatal grandeur of the Golden Gate Bridge, The New Yorker, October 13, 2003 v79 i30 page 48
• "Golden Gate Bridge Natural Frequencies", Vibrationdata.com, April 5, 2006

External links

• Golden Gate Bridge official site
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Crossings of the San Francisco Bay
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• Art Deco
• Bridges in California
• Bridges completed in 1937
• Buildings and structures in San Francisco
• Buildings and structures in the San Francisco Bay Area
• Landmarks in San Francisco
• San Francisco Bay
• Suspension bridges
• Toll bridges in California
• Transportation in San Francisco
• Works Progress Administration
• U.S. Route 101