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| {{Infobox bridge | |||
| |image= GoldenGateBridge-001.jpg | |||
| |caption= | |||
| |official_name= | |||
| |carries= 6 lanes of {{jct|state=CA|US|101|CA|1}}, pedestrians and bicycles | |||
| |crosses= ] | |||
| |location= San Francisco, California and ], California | |||
| |maint= ]<ref>{{cite web|url=http://www.goldengate.org/ |title=Golden Gate Transportation District |publisher=Goldengate.org |accessdate=June 20, 2010}}</ref> | |||
| |designer=], ], and ] | |||
| |design= ], ] & ] | |||
| |mainspan= {{convert|4200|ft|m|1|abbr=on}}<ref name="Denton"/> | |||
| |length= {{convert|8981|ft|m|1|abbr=on}},<ref name=structurae>{{Structurae|id=s0000029|title=Golden Gate Bridge}}</ref> about {{convert|1.7|mi|km|1|abbr=on}} | |||
| |width= {{convert|90|ft|m|1|abbr=on}} | |||
| |height= {{convert|746|ft|m|1|abbr=on}} | |||
| |clearance= {{convert|14|ft|m|1|abbr=on}} at toll gates, higher truck loads possible | |||
| |below= {{convert|220|ft|m|1|abbr=on}} at ] | |||
| |traffic= 120,000<ref name=calrpt2006>http://www.dot.ca.gov/hq/traffops/saferesr/trafdata/truck2006final.pdf Annual Average Daily Truck Traffic on the California State Highway System, 2006, p.169</ref> | |||
| |material=Steel | |||
| |begin={{start date|January 5, 1933}} | |||
| |complete={{end date|April 19, 1937}} | |||
| |open= {{start date and age|May 27, 1937}} | |||
| |closed= | |||
| |toll= Cars (southbound only) <br /> $6.00 (cash), $5.00 (]), $3.00 (carpools during peak hours, FasTrak only) | |||
| |map_cue=Connects: | |||
| |map_image = San_Francisco_Bay_Bridges_map_en.svg | |||
| |map_text=] with ] | |||
| |map_width= 180px | |||
| |coordinates= {{Coord|37|49|11|N|122|28|43|W|region:US-CA_type:landmark|display=inline,title}} | |||
| |extra= | |||
| {{Location map | USA California | |||
| |label = | |||
| |label_size = | |||
| |alt = | |||
| |position = right | |||
| |background = | |||
| |lon_dir=W | |||
| |lat_dir=N | |||
| |lat_deg = 37 | |||
| |lat_min = 49 | |||
| |lat_sec = 11 | |||
| |lon_deg = 122 | |||
| |lon_min = 28 | |||
| |lon_sec = 43 | |||
| |lat = | |||
| |long = | |||
| |mark = | |||
| |marksize = | |||
| |border = none | |||
| |float = | |||
| |width = 250 | |||
| |caption = <!-- blank --> | |||
| }} | |||
| {{Designation list|embed=yes|designation1=California|designation1_number=974|designation1_date=June 18, 1987<ref name=CHL>{{cite ohp|974|Golden Gate Bridge|2012-10-08}}</ref>}} | |||
| }} | |||
| The '''Golden Gate Bridge''' is a ] spanning the ], the opening of the ] into the Pacific Ocean. As part of both ] and ], the structure links the city of ], on the northern tip of the ], to ]. It is one of the most internationally recognized symbols of ], ], and the ]. It has been declared one of the modern ] by the ]. The ] travel guide considers the Golden Gate Bridge "possibly the most beautiful, certainly the most photographed, bridge in the world".<ref>{{cite web |year=2006 |url=http://www.frommers.com/destinations/sanfrancisco/A25170.html |title=Golden Gate Bridge – Museum/Attraction View |work=Frommers |accessdate=April 13, 2006}}</ref> | |||
| ==History== | |||
| ===Ferry service=== | |||
| ] in foreground, c. 1891]] | |||
| Before the bridge was built, the only practical short route between San Francisco and what is now Marin County was by boat across a section of 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.<ref name="two">{{cite web|title=Two Bay Area Bridges|accessdate=March 9, 2009|publisher=US Department of Transportation, Federal Highway Administration|url=http://www.fhwa.dot.gov/infrastructure/2bridges.cfm}}</ref> The Sausalito Land and Ferry Company service, launched in 1867, eventually became the Golden Gate Ferry Company, a ] subsidiary, the largest ferry operation in the world by the late 1920s.<ref name="two"/><ref name="scrap">{{cite news|url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2005/04/28/BAG8BCGI3I1.DTL&hw=ferry&sn=310&sc=862|work=San Francisco Chronicle|title=Ferry tale – the dream dies hard: 2 historic boats that plied the bay seek buyer – anybody|author=Peter Fimrite|accessdate=October 31, 2007|date=April 28, 2005}}</ref> Once for railroad passengers and customers only, Southern Pacific's automobile ferries became very profitable and important to the regional economy.<ref>{{cite book|title=San Francisco Bay Ferryboats|author=George H. Harlan|accessdate=October 31, 2007|publisher=Howell-North Books|year=1967|url=http://books.google.com/?id=IPBAAAAAIAAJ&dq=%22San+Francisco+Bay+Ferryboats%22+harlan&q=golden+gate}}</ref> The ferry crossing between the ] in San Francisco and ] in Marin County took approximately 20 minutes and cost US$1.00 per vehicle, a price later reduced to compete with the new bridge.<ref name="bc">{{cite news|url=http://www.baycrossings.com/archives/2002/04_May/so_where_are_they_now.htm|publisher=Bay Crossings|title=So Where Are They Now? The Story of San Francisco's Steel Electric Empire|author=Guy Span|date=May 4, 2002}}</ref> The trip from the ] took 27 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.<ref name="Sigmund">{{cite web |last=Sigmund |first=Pete |year=2006 |url=http://www.cegltd.com/story.asp?story=7045&headline=The%20Golden%20Gate:%20%EBThe%20Bridge%20That%20Couldn%EDt%20Be%20Built%ED |title=The Golden Gate: 'The Bridge That Couldn't Be Built', |publisher=Construction Equipment Guide |accessdate=May 31, 2007}}</ref> Many experts said that a bridge couldn’t be built across the {{convert|6700|ft|m|0|abbr=on}} strait. It had strong, swirling tides and currents, with water {{convert|372|ft|m|abbr=on}} deep<ref>{{cite journal|last=Barnard|first=Patrick|coauthors=Hanes, Rubin, Kvitek|title=Giant Sand Waves at the Mouth of San Francisco Bay|journal=Eos|date=18|year=2006|month=July|volume=87|issue=29|url=http://seafloor.csumb.edu/publications/Barnard_etal_EOSJuly2006.pdf}}</ref> at the center of the channel, and frequent strong winds. Experts said that ferocious winds and blinding fogs would prevent construction and operation.<ref name="Sigmund"/> | |||
| ===Conception=== | |||
| Although the idea of a bridge spanning the Golden Gate was not new, the proposal that eventually took hold was made in a 1916 '']'' article by former engineering student James Wilkins.<ref name="Owens">{{cite book |author=T.O. Owens |year=2001 |title=The Golden Gate Bridge |publisher=The Rosen Publishing Group |comments=24 pp. ISBN 0-8239-5016-6}}</ref> 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.<ref name="two"/> One who responded, ], was an ambitious but dreamy engineer and poet who had, for his ], designed a {{convert|55|mi|km|sing=on}} long railroad bridge across the ].<ref name="experience">{{cite web |publisher=Public Broadcasting Service |accessdate=November 7, 2007 |title=The American Experience:People & Events: Joseph Strauss (1870–1938) |url=http://www.pbs.org/wgbh/amex/goldengate/peopleevents/p_strauss.html}}</ref> At the time, Strauss had completed some 400 ]—most of which were inland—and nothing on the scale of the new project.<ref name="Denton">Denton, Harry et al. (2004) "Lonely Planet San Francisco" ''Lonely Planet'', United States. 352 pp. ISBN 1-74104-154-6</ref> Strauss's initial drawings<ref name="Owens"/> were for a massive ] on each side of the strait, connected by a central suspension segment, which Strauss promised could be built for $17 million.<ref name="two"/> | |||
| Local authorities agreed to proceed only on the assurance that Strauss alter the design and accept input from several consulting project experts.{{Citation needed|date=October 2007}} A suspension-bridge design was considered the most practical, because of recent advances in ].<ref name="two"/><!--further work: who was Strauss and why did he initiate this? Was he on his own or working for someone? Why would he drum up support—was this a business proposition for him? Who derided the work and what did they say?—need sources. Who were local authorities and why was their approval necessary? What was the relation between Strauss and officials? Did the officials appoint consulting experts? What does it mean to say “he had to hire experts”?--> | |||
| Strauss spent more than a decade drumming up support in Northern California.<ref>{{cite web |year=1999 |url=http://www.lib.berkeley.edu/news_events/exhibits/bridge/up028.html |title=Bridging the Bay: Bridges That Never Were |publisher=UC Berkeley Library |accessdate=April 13, 2006 }}</ref> The bridge faced opposition – including litigation – from many sources. The ] was concerned that the bridge would interfere with ship traffic; the navy feared that a ship collision or sabotage to the bridge could block the entrance to one of its main harbors. Unions demanded guarantees that local workers would be favored for construction jobs. ], 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.<ref name="two"/> In May 1924, Colonel Herbert Deakyne held the second hearing on the Bridge on behalf of the ] 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 San Francisco County and Marin County, pending further bridge plans by Strauss.<ref>Miller, John B. (2002) "Case Studies in Infrastructure Delivery" ''Springer''. 296 pp. ISBN 0-7923-7652-8.</ref> Another ally was the fledgling ], which supported the development of roads and bridges to increase demand for automobiles.<ref name="bc"/> | |||
| The bridge's name was first used when the project was initially discussed in 1917 by ], city engineer of San Francisco, and Strauss. The name became official with the passage of the ] Act by the ] in 1923.<ref>{{cite book | last = Gudde | first = Erwin G. | title = California Place Names | publisher=] | year = 1949 | location = Berkeley, California | page = 130| oclc = 37647557}}</ref> | |||
| Preliminary discussions leading to the eventual building of the Golden Gate Bridge were held on January 13, 1923, at a special convention in Santa Rosa, CA. The Santa Rosa Chamber was charged with considering the necessary steps required to foster the construction of a bridge across the Golden Gate by then Santa Rosa Chamber President Frank Doyle (the street Doyle Drive leading up to the bridge is named after him). On June 12, the Santa Rosa Chamber voted to endorse the actions of the "Bridging the Golden Gate Association" by attending the meeting of the Boards of Supervisors in San Francisco on June 23 and by requesting that the Board of Supervisors of Sonoma County also attend. By 1925, the Santa Rosa Chamber had assumed responsibility for circulating bridge petitions as the next step for the formation of the Golden Gate Bridge.{{Citation needed|date=November 2010}} | |||
| ===Design=== | |||
| ] | |||
| Strauss was chief engineer in charge of overall design and construction of the bridge project.<ref name="Sigmund"/> However, because he had little understanding or experience with cable-suspension designs,<ref name="PBS">{{cite web |url=http://www.pbs.org/wgbh/amex/goldengate/peopleevents/p_strauss.html |publisher=Public Broadcasting Service |accessdate=December 12, 2007 |title=People and Events: Joseph Strauss (1870–1938)}}</ref> responsibility for much of the engineering and architecture fell on other experts. Strauss' initial design proposal (two double cantilever spans linked by a central suspension segment) was unacceptable from a visual standpoint. The final graceful suspension design was conceived and championed by New York’s ] designer ].<ref> (goldengatebridge.org)</ref> | |||
| ], a relatively unknown residential architect, designed the overall shape of the bridge towers, the lighting scheme, and ] elements such as the tower decorations, streetlights, railing, and walkways. The famous ] color was originally used as a sealant for the bridge. Many locals persuaded Morrow to paint the bridge in the vibrant orange color instead of the standard silver or gray, and the color has been kept ever since.<ref name="morrow">{{cite web |publisher=Public Broadcasting Service |accessdate=November 7, 2007 |title=The American Experience:People & Events: Irving Morrow (1884–1952) |url=http://www.pbs.org/wgbh/amex/goldengate/peopleevents/p_morrow.html}}</ref> The US Navy had wanted it to be painted with black and yellow stripes to ensure visibility by passing ships.<ref name=Sigmund /> | |||
| Senior engineer ], collaborating remotely with Moisseiff, was the principal engineer of the project.<ref name="Moisseiff">{{cite web |url=http://www.pbs.org/wgbh/amex/goldengate/peopleevents/p_moisseiff.html |publisher=Public Broadcasting Service |title=American Experience:Leon Moisseiff (1872–1943) |accessdate=November 7, 2007}}</ref> 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.<ref name="Moisseiff"/> Although the Golden Gate Bridge design has proved sound, a later Moisseiff design, the ], collapsed in a strong windstorm soon after it was completed, because of an unexpected ].<ref>K. Billah and R. Scanlan (1991), ''Resonance, Tacoma Narrows Bridge Failure, and Undergraduate Physics Textbooks'', ], 59(2), 118–124 </ref> | |||
| Ellis was a Greek scholar and mathematician who at one time was a University of Illinois professor of engineering despite having no engineering degree (he eventually earned a degree in civil engineering from University of Illinois prior to designing the Golden Gate Bridge and spent the last twelve years of his career as a professor at Purdue University). He became an expert in structural design, writing the standard textbook of the time.<ref name="ellis"/> Ellis did much of the technical and theoretical work that built the bridge, but he received none of the credit in his lifetime. In November 1931, Strauss fired Ellis and replaced him with a former subordinate<!--¿subordinate to WHOM—to Strauss OR to Ellis? This is not clear.-->, Clifford Paine, ostensibly for wasting too much money sending telegrams back and forth to Moisseiff.<ref name="ellis"/> 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.<ref name="ellis"/> | |||
| With an eye toward self-promotion and posterity, Strauss downplayed the contributions of his collaborators who, despite receiving little recognition or compensation,<ref name=PBS/> are largely responsible for the final form of the bridge. He succeeded in having himself credited as the person most responsible for the design and vision of the bridge.<ref name="ellis">{{cite web |url=http://www.pbs.org/wgbh/amex/goldengate/peopleevents/p_ellis.html |accessdate=November 7, 2007 |publisher=Public Broadcasting Service |title=The American Experience:Charles Alton Ellis (1876–1949)}}</ref> Only much later were the contributions of the others on the design team properly appreciated.<ref name="ellis"/> In May 2007, the Golden Gate Bridge District issued a formal report on 70 years of stewardship of the famous bridge and decided to give Ellis major credit for the design of the bridge | |||
| <center>]</center> | |||
| ===Finance=== | |||
| The Golden Gate Bridge and Highway District, authorized by an act of the ], was incorporated in 1928 as the official entity to design, construct, and finance the Golden Gate Bridge.<ref name=Sigmund/> However, after the ], the District was unable to raise the construction funds, so it lobbied for a $30 million ]. The bonds were approved in November 1930,<ref name="experience"/> by votes in the counties affected by the bridge.<ref>Jackson, Donald C. (1995) "Great American Bridges and Dams" ''John Wiley and Sons''. 360 pp. ISBN 0-471-14385-5</ref> The construction budget at the time of approval was $27 million. However, the District was unable to sell the bonds until 1932, when ], the founder of San Francisco–based ], agreed on behalf of his bank to buy the entire issue in order to help the local economy.<ref name="two"/> | |||
| ===Construction=== | |||
| Construction began on January 5, 1933.<ref name="two"/> The project cost more than $35 million.<ref>{{cite web |url=http://www.lib.berkeley.edu/news_events/bridge/gate_2.html |title=Bridging the Bay: Bridges That Never Were |publisher=UC Berkeley Library |accessdate=February 19, 2007}}</ref><!-- note: this contradicts later statements. What was initial budget?--> The Golden Gate Bridge construction project was carried out by the McClintic-Marshall Construction Co., a subsidiary of ] founded by Howard H. McClintic and Charles D. Marshall, both of ]. | |||
| Strauss remained head of the project, overseeing day-to-day construction and making some groundbreaking contributions. A graduate of the ], he 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 killed (when the bridge was near completion) when the net failed under the stress of a scaffold that had fallen.<ref>{{Cite journal | author1 = Inc, Time | title = Life On The American Newsfront: Ten Men Fall To Death From Golden Gate Bridge | journal=Life Magazine | pages = 20–21 | date = March 1, 1937 | url = http://books.google.com/?id=TFEEAAAAMBAJ&lpg=PP1&pg=PA20#v=onepage&q | accessdate =July 29, 2010}}</ref> Nineteen others who were saved by the net over the course of construction became proud members of the (informal) ].<ref>{{cite web |url=http://goldengatebridge.org/research/facts.php#HalfwayHell |title=Frequently Asked Questions about the Golden Gate Bridge |publisher=Golden Gate Bridge, Highway and Transportation District. |accessdate=November 7, 2007}}</ref><!-- to do: review contributions of others, design approval and adoption --> | |||
| The project was finished by April 1937, $1.3 million under budget.<ref name="two"/><!-- note contradictory statement from earlier draft: "Actual construction costs turned out to be $36.7 million, resulting in a ] of 22%"--> | |||
| With the death of Jack Balestreri in April 2012, all workers involved in the original construction are now deceased. | |||
| ===Opening festivities, 50th, and 75th anniversaries=== | |||
| ] | |||
| ] | |||
| The bridge-opening celebration began on May 27, 1937 and lasted for one week. The day before vehicle traffic was allowed, 200,000 people crossed by foot and roller skate.<ref name="two"/> On opening day, Mayor ] 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, "]", was chosen to commemorate the event. Strauss wrote a poem that is now on the Golden Gate Bridge entitled "The Mighty Task is Done." The next day, President Roosevelt pushed a button in Washington, D.C. signaling the official start of vehicle traffic over the Bridge at noon. When the celebration got out of hand, the ] had a small riot in the uptown ] 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.<ref name="Owens"/> | |||
| In May 1987, as part of the 50th anniversary celebration, the Golden Gate Bridge district again closed the bridge to automobile traffic and allowed pedestrians to cross the bridge. However, this celebration attracted 750,000 to 1,000,000 people, and ineffective crowd control meant the bridge became congested with roughly 300,000 people, causing the center span of the bridge to flatten out under the weight. Although the bridge is designed to flex in that way under heavy loads, and was estimated not to have exceeded 40% of the yielding stress of the suspension cables,<ref>{{cite web |url=http://gndec.ac.in/~librarian/book/Book%20Cds/25885/PDF/CASES/CABLES/GOLDEN_G.PDF |title=THE GOLDEN GATE BRIDGE |author=Spiro N. Pollalis and Caroline Otto |year=1990 |publisher=Harvard Design School |accessdate=April 3, 2011}}</ref> bridge officials stated that uncontrolled pedestrian access was not being considered as part of the 75th anniversary on Sunday, May 27, 2012,<ref name="NYT">{{cite web |url=http://www.nytimes.com/1987/05/26/us/golden-gate-crowd-made-bridge-bend.html?scp=1&sq=May%2026,%201987%20golden&st=cse |title=Golden Gate Crowd Made Bridge Bend |author=Terrence McCarthy|date=May 26, 1987|work=New York Times|accessdate=April 3, 2011}}</ref><ref name="MIJ">{{cite web |url=http://www.marinij.com/marinnews/ci_15588533|title=Golden Gate Bridge officials nix walk for 75th anniversary|author=Mark Prado |date=July 23, 2010 |publisher=Marin Independent Journal |accessdate=April 3, 2011}}</ref><ref name="GSA">{{cite web |url=http://goldengatebridge75.org/celebrate/golden-gate-festival.html |title=Golden Gate Festival :: Golden Gate Bridge 75th Anniversary|work=Golden Gate National Parks Conservancy|accessdate=March 21, 2012}}</ref> because of the additional law enforcement costs required "since 9/11".<ref name="WSJ-BayArea">{{cite news | title=A Historian's Long View of Golden Gate Bridge | work=Wall Street Journal | date=24 May 2012 | accessdate=May 25, 2012 | author=Fowler, Geoffrey A. | pages=A13C}}</ref> | |||
| ==Description== | |||
| ===Specifications=== | |||
| ] | |||
| ] | |||
| When completed in 1937, the Golden Gate Bridge had the ] in the world, at 4,200 feet (1,280.2m). Since 1964, its main span length has been surpassed by nine other bridges. However, it still has the second longest main span in the United States, after the ] in New York City. | |||
| The total length of the Golden Gate Bridge, including approaches from abutment to abutment, is 8,981 feet (2,737 m). | |||
| At 692 feet (211m) (above water), the Golden Gate Bridge also had the world's tallest suspension towers when built. It held that status until 1998, with the completion of ]. | |||
| ===Structure=== | |||
| The weight of the roadway is hung from two cables that pass through the two main towers and are fixed in concrete at each end. Each cable is made of 27,572 strands of wire. There are 80,000 miles (129,000 km) of wire in the main cables.<ref>{{cite web|url=http://gocalifornia.about.com/cs/sanfrancisco/a/ggbridge_3.htm |title=Golden Gate Bridge Facts |publisher=Gocalifornia.about.com |accessdate=June 20, 2010}}</ref> The bridge has approximately 1,200,000 total ]s. | |||
| ===Traffic=== | |||
| As the only road to exit San Francisco to the north, the bridge is part of both ] and ]. The median markers between the lanes ] 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. Although there has been discussion concerning the installation of a ] since the 1980s, only in March 2005 did the Bridge Board of Directors commit to finding funding to complete the $2 million study required prior to the installation of a movable median barrier. | |||
| The ] on the Golden Gate Bridge was reduced from {{convert|55|mph|km/h|abbr=on}} to {{convert|45|mph|km/h|abbr=on}} on October 1, 1996. | |||
| ===Visiting the bridge=== | |||
| The bridge is popular with pedestrians and bicyclists, and was built with walkways on either side of the six vehicle traffic lanes. Initially, they were separated from the traffic lanes by only a metal curb, but railings between the walkways and the traffic lanes were added in 2003, primarily as a measure to prevent bicyclists from falling into the roadway.<ref name="jumpers" /> | |||
| The main walkway is on the eastern side, and is open for use by both pedestrians and bicycles in the morning to mid-afternoon during weekdays (5 am to 3:30 pm), and to pedestrians only for the remaining daylight hours (until 6 pm, or 9 pm during ]). The eastern walkway is reserved for pedestrians on weekends (5 am to 6 pm, or 9 pm during DST), and is open exclusively to bicyclists in the evening and overnight, when it is closed to pedestrians. The western walkway is only open, and exclusively for bicyclists, during the hours when they are not allowed on the eastern walkway.<ref></ref> | |||
| Bus service across the bridge is provided by two public transportation agencies: San Francisco Muni and Golden Gate Transit. Muni offers Sunday service on the 76 Marin Headlands bus line, and Golden Gate Transit runs numerous bus lines throughout the week.<ref name="Muni Route 76">{{cite web|title=Muni Route 76 Marin Headlands|url=http://www.sfmta.com/cms/asystem/routedesc.php?rted=76|publisher=San Francisco Municipal Transportation Agency|accessdate=19 August 2012}}</ref><ref name="Golden Gate Transit bus service">{{cite web|title=Golden Gate Transit bus service|url=http://goldengatetransit.org/services/documents/Map_SF.pdf|publisher=Golden Gate Transit|accessdate=19 August 2012}}</ref> The southern end of the bridge, near the toll plaza and parking lot, is also accessible daily from 5:30 a.m. to midnight by Muni line 28.<ref name="Muni Route 28">{{cite web|title=Muni Route 28 19th Avenue|url=http://www.sfmta.com/cms/asystem/routedesc.php?rted=28|publisher=San Francisco Municipal Transportation Agency|accessdate=19 August 2012}}</ref> | |||
| ===Aesthetics=== | |||
| ] | |||
| ] | |||
| The color of the bridge is officially an orange vermillion called '']''.<ref>{{cite web |url=http://goldengatebridge.org/research/factsGGBIntOrngPaint.php |title=Golden Gate Bridge: Construction Data |publisher=Golden Gate Bridge, Highway and Transportation District |accessdate=August 20, 2007}}</ref> The color was selected by consulting architect Irving Morrow<ref>{{cite web |last=Stamberg|first=Susan|title=The Golden Gate Bridge's Accidental Color|url=http://www.npr.org/2011/04/26/135150942/the-golden-gate-bridges-accidental-color|work=npr.org|publisher=npr.org|accessdate=April 27, 2011}}</ref> because it complements the natural surroundings and enhances the bridge's visibility in fog. | |||
| 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.<ref>Rodriguez, Joseph A. (2000) . ''Journal of Planning Education and Research'' v. 20 pp. 66–76.</ref> In 1999, it was ranked fifth on the '']'' by the ]. | |||
| ===Paintwork=== | |||
| The bridge was originally painted with ] 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 and repainting the bridge with ] primer and ] topcoats.<ref>{{cite web |year=2006 |url=http://goldengatebridge.org/research/facts.php#PaintHowOften |title=Golden Gate Bridge: Research Library: How Often is the Golden Gate Bridge Repainted? |publisher=Golden Gate Bridge, Highway and Transportation District |accessdate=April 13, 2006}}</ref><ref>{{cite web |year=2006 |url=http://goldengatebridge.org/research/factsGGBIntOrngPaint.php |title=Golden Gate Bridge: Construction Data: Painting The Golden Gate Bridge |publisher=Golden Gate Bridge, Highway and Transportation District |accessdate=April 13, 2006}}</ref> Since 1990 ] topcoats have been used instead for air-quality reasons. The program was completed in 1995 and it is now maintained by 38 painters who touch up the paintwork where it becomes seriously corroded.<ref>{{cite web |year=2006 |url=http://goldengatebridge.org/research/facts.php#IronworkersPainters |title=Golden Gate Bridge: Construction Data: How Many Ironworkers and Painters Maintain the Golden Gate Bridge? |publisher=Golden Gate Bridge, Highway and Transportation District |accessdate=April 13, 2006}}</ref> | |||
| ==Current issues== | |||
| ===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.<ref name=KeyDates>{{cite web | publisher=Research Library | title=Key Dates | url=http://goldengatebridge.org/research/dates.php | accessdate=December 11, 2007}}</ref> | |||
| In November 2006, the Golden Gate Bridge, Highway and Transportation District recommended a ] 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.<ref>{{cite news|work=San Francisco Chronicle|url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/10/27/BAIPT1MHO.DTL&hw=golden+gate&sn=001&sc=1000|accessdate=October 27, 2007|title=Golden Gate Bridge directors reject sponsorship proposals|author=Jonathan Curiel, Chronicle Staff Writer|date=October 27, 2007}}</ref><ref>{{cite web|url=http://goldengate.org/news/PartnershipProgram.php|publisher=Golden Gate Bridge, Highway and Transportation District|accessdate=October 27, 2007|title= Partnership Program Status}}</ref> | |||
| On September 2, 2008, the auto cash toll for all southbound ]s was raised from $5 to $6, and the FasTrak toll was increased from $4 to $5. Bicycle, pedestrian, and northbound motor vehicle traffic remain toll free.<ref>{{cite web|url=http://goldengate.org/toll/index.php |title=Toll 2008 |publisher=Goldengate.org |accessdate=June 20, 2010}}</ref> For vehicles with more than two axles, the toll rate is $2.50 per axle.<ref>Schulte-Peevers, Andrea (2003) "Lonely Planet California" ''Lonely Planet'', United States. 737 pp. ISBN 1-86450-331-9</ref><ref>{{cite web|url=http://goldengatebridge.org/tolls_traffic/toll_rates_carpools.php |title=Toll Rates and Carpools |publisher=Goldengatebridge.org |accessdate=June 20, 2010}}</ref> | |||
| In an effort to save $19.2 million over the following 10 years, the Golden Gate District voted in January 2011 to eliminate all toll takers by 2012 and strictly use ] only.<ref>{{cite news | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/01/28/MN4M1HFS7J.DTL | title=Golden Gate Bridge to eliminate toll takers | first=Michael | last=Cabanatuan |work=San Francisco Chronicle | date=January 29, 2011 | accessdate=January 30, 2011}}</ref> | |||
| ===Congestion pricing=== | |||
| {{Further|San Francisco congestion pricing}} | |||
| ] | |||
| In March 2008, the Golden Gate Bridge District board approved a resolution to implement ] at the Golden Gate Bridge, charging higher tolls during peak hours, but rising and falling depending on traffic levels. This decision allowed the ] to meet the federal requirement to receive $158 million in federal transportation funds from ] Urban Partnership grant.<ref>{{cite web | |||
| |url = http://www.sonomanews.com/articles/2008/05/30/news/doc482cdfd074f2a552247919.txt | |||
| |title = GG Bridge tolls could top $7, June 11 meeting will set new rates | |||
| |work=Sonoma Index-Tribune | |||
| |author=David Bolling | |||
| |date = May 29, 2008 | |||
| }}</ref> As a condition of the grant, the congestion toll was to be in place by September 2009.<ref>{{cite web| author=The San Francisco Chronicle | url=http://www.planetizen.com/node/30156 | |||
| | title=Congestion Pricing Approved for Golden Gate Bridge |publisher=planetizen.com|date=March 19, 2008|accessdate=April 3, 2008}}</ref><ref>{{cite web| author=Michael Cabanatuan | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/03/15/MNT9VK8H3.DTL&hw=Bridge+raises+tolls&sn=002&sc=825 | title=Bridge raises tolls, denies Doyle Dr. funds |work=The San Francisco Chronicle |date=March 15, 2008|accessdate=April 3, 2008}}</ref> | |||
| The first results of the study, called the Mobility, Access and Pricing Study (MAPS), showed that a congestion pricing program is feasible.<ref>{{cite web|url=http://www.sfcta.org/content/view/302/148/ |publisher=]|title=Mobility, Access and Pricing Study|accessdate=February 22, 2009}}</ref> The different pricing scenarios considered were presented in public meetings in December 2008<ref name="NYTimes01_09">{{cite news|url=http://www.nytimes.com/2009/01/04/us/04congestion.html|title=San Francisco Studies Fees to Ease Traffic|work=The New York Times|author=Malia Wollan|date=January 4, 2009|accessdate=February 22, 2009}}</ref> | |||
| In August 2008, transportation officials killed the bridge toll congestion pricing program in favor of varying rates for metered parking along the route to the bridge including on Lombard Street and ].<ref>{{cite web | |||
| |url = http://articles.sfgate.com/2008-08-12/news/17120897_1_congestion-pricing-experiment-congestion-toll-golden-gate-bridge-district | |||
| |title = Golden Gate Bridge congestion toll plan dies | |||
| |work=San Francisco Chronicle | |||
| |author=Michael Cabanatuan | |||
| |date = August 12, 2008 | |||
| }}</ref> | |||
| ===Suicides=== | |||
| ] initiative, this sign promotes a special telephone available on the bridge that connects to a ].]] | |||
| More people die by suicide at the Golden Gate Bridge than at any other site in the world (see ]).<ref>{{cite news |first=James |last=Bone | title=The Times |url=http://www.timesonline.co.uk/tol/news/world/us_and_americas/article4931880.ece |format=ECE |location=New York |accessdate=October 23, 2008 | date=October 13, 2008}}</ref> The deck is approximately {{convert|245|ft|m}} above the water.<!-- Distance from water to bottom of bridge is 220 ft. Distance from bottom of bridge to deck is about 25 ft per ref. --><ref>, page 5. "Depth to span ratio (of truss is) 1:168." Span of 4200 ft means truss is 25 ft deep.</ref> After a fall of approximately four seconds, ] hit the water at around 75 mph or approximately 120 km/h. Most jumpers die from impact ] on contact with the water. The few who survive the initial impact generally ] or die of ] in the cold water.<ref name=lethal4>{{cite web|work=sfgate.com|url=http://www.sfgate.com/news/article/LETHAL-BEAUTY-No-easy-death-Suicide-by-bridge-2562269.php|title=Lethal Beauty (series): No easy death: Suicide by bridge is gruesome, and death is almost certain. The fourth in a seven-part series on the Golden Gate Bridge barrier debate|author=John Koopman, Chronicle Staff Writer|date= | |||
| Wednesday, November 2, 2005|accessdate=29 July 2012 }}</ref> | |||
| Most suicidal jumps occur on the side facing the bay. The side facing the Pacific is closed to pedestrians.<ref>. Website of the Golden Gate Bridge Highway & Transportation District.</ref> | |||
| An official suicide count is kept, sorted according to which of the bridge's 128 lamp posts the jumper was nearest when he or she jumped. By 2005, this count exceeded 1,200 and new suicides were occurring about once every two weeks.<ref name = "jumpers">{{cite web | last = Friend | first = Tad | url = http://www.newyorker.com/archive/2003/10/13/031013fa_fact | title = Jumpers: The fatal grandeur of the Golden Gate Bridge | work=The New Yorker | date = October 13, 2003 | accessdate =August 24, 2006 }}</ref> For comparison, the reported ] in the world, ] in Japan, has a record of 78 bodies, found within the forest in 2002, with an average of 30 a year.<ref>{{cite web|url=http://search.japantimes.co.jp/member/member.html?nn20030207b1.htm|title='Suicide forest' yields 78 corpses|work=The Japan Times |date=February 7, 2003|accessdate=May 3, 2008}}</ref> There were 34 bridge-jump suicides in 2006 whose bodies were recovered, in addition to four jumps that were witnessed but whose bodies were never recovered, and several bodies recovered suspected to be from bridge jumps. The California Highway Patrol removed 70 apparently suicidal people from the bridge that year.<ref>{{cite web | last = Lagos | first = Marisa | date = January 17, 2007 | url = http://sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/01/17/BAGSLNK7ER4.DTL | title = 34 confirmed suicides off GG Bridge last year | work=The San Francisco Chronicle | accessdate =January 17, 2007}}</ref> | |||
| There is no accurate figure on the number of suicides or completed jumps since 1937, because many were not witnessed. People have been known to travel to San Francisco specifically to jump off the bridge, and may take a bus or cab to the site; police sometimes find abandoned rental cars in the parking lot. Currents beneath the bridge are very strong, and some jumpers have undoubtedly been washed out to sea without ever being seen. The water may be as cold as {{convert|47|°F|°C}}. In addition, because of the relative difficulty of finding and recovering bodies compared to most bridges, the Golden Gate Bridge is suspected of being a favorable site for those who, for whatever reason, wish to ''fake'' a suicide.{{citation needed|date=July 2012}} | |||
| The fatality rate of jumping is roughly 98%. As of 2006, only 26 people are known to have survived the jump.<ref name = "jumpers"/> Those who ''do'' survive strike the water feet-first and at a slight angle, although individuals may still sustain broken bones or internal injuries. Moreover, only 4% of the small number of survivors have been able to walk again.<ref name="Jennifer Meckles">{{cite news|accessdate=31 July 2012|author=Jennifer Meckles |journal=U.S. News|title=Teenager Survives Jump Off Golden Gate Bridge|date=March 13, 2011|url=http://www.newsy.com/videos/teenager-survives-jump-off-golden-gate-bridge/|website=newsy.com}}</ref> One young woman, Sarah Rutledge Birnbaum, survived, but returned to jump again and died the second time.<ref>{{Cite web | date=2006-11-11 | url=http://www.weirdca.com/location.php?location=88 | title = Weird California: Golden Gate Bridge | accessdate= 2012-05-27}}</ref> One young man survived a jump in 1979, swam to shore, and drove himself to a hospital. The impact cracked several of his ].<ref>{{cite web | last = Adams | first = Cecil | date = March 11, 2005 | url = http://www.straightdope.com/columns/050311.html | title = Could you jump off a bridge or a tall building and survive the fall? | work=The Straight Dope | publisher=Cecil Adams | accessdate =April 12, 2006 }}</ref> On March 10, 2011, 17 year-old Luhe "Otter" Vilagomez from Windsor High School in ], survived a jump from the bridge, breaking his tailbone and puncturing one lung, though he said his attempt was for "fun" and not suicide. The teen was helped to shore by Frederic Lecouturier, 55, who was surfing under the bridge when he saw Vilagomez jump.<ref>{{cite web | last = Preuitt | first = Lori | date = March 10, 2011 | url = http://www.nbcbayarea.com/news/local/North-Bay-Student-Survives-Jump-From-Golden-Gate-Bridge-117769468.html | title = Student Survives Jump From Golden Gate Bridge | work=NBC Bay Area | publisher=NBC Bay Area | accessdate =March 10, 2011 }}</ref><ref>{{cite news|accessdate=29 July 2012| | |||
| url=http://www.dailymail.co.uk/news/article-1365211/Teenager-jumps-Golden-Gate-Bridge-suicide-spot-dare-LIVES.html|website=dailymail.co.uk|journal=Daily Mail/Mail Online|title=Teenager jumps 220ft off Golden Gate Bridge suicide spot for dare and LIVES|author= Tom Leonard|date=14 March 2011 }}</ref> The California Highway Patrol ("CHP") recommended the San Francisco District Attorney's Office charge the student with misdemeanor trespassing (a charge which entails climbing any rail, cable, suspender rope, tower or superstructure not intended for public use), punishable by up to a year in county jail and/or a fine up to $10,000. Additionally, the CHP Marin Area recommended the teen undergo a medical/psychiatric evaluation by medical professionals.<ref name="Jennifer Meckles"/><ref>{{cite news|website=sfappeal.com|accessdate=31 July 2012|author=Lanaras, James, '']''|title=CHP Recommends Trespassing Charges Against Teen Who Jumped From Golden Gate Bridge|publication=SF Appeal|url= http://sfappeal.com/news/2011/03/surfer-who-saved-kid-who-jumped-off-golden-gate-bridge-he-said-he-did-it-for-kicks.php}}</ref> | |||
| Engineering professor ], as part of her ''Bureau of Inverse Technology'' art collective, created a "Despondency Index" by correlating the ] with the number of jumpers detected by "Suicide Boxes" containing motion-detecting cameras, which she claimed to have set up under the bridge.<ref> nytimes.com.</ref> The boxes purportedly recorded 17 jumps in three months, far greater than the official count. The ], although questioning whether Jeremijenko's suicide-detection technology actually existed, nevertheless included her project in its prestigious ].<ref>{{cite news|publisher=Wired Magazine|accessdate=October 30, 2007|url=http://www.wired.com/culture/lifestyle/news/2004/08/64720|title=Tech and Art Mix at RNC Protest|author=Noah Shachtman|date=August 8, 2004}}</ref> | |||
| Various methods have been proposed and implemented to reduce the number of suicides. The bridge is fitted with ] telephones, and staff patrol the bridge in carts, looking for people who appear to be planning to jump. Ironworkers on the bridge also volunteer their time to prevent suicides by talking to or wrestling down suicidal people.<ref>{{cite web | last = Ostler | first = Scott | date = January 10, 2001 | url = http://www.sfgate.com/cgi-bin/article.cgi?file=/chronicle/archive/2001/01/10/MN160983.DTL | title = Saving Lives Just Part of the Job | work=San Francisco Chronicle | accessdate =July 16, 2009 }}</ref> The bridge is now closed to pedestrians at night. Cyclists are still permitted across at night, but can buzz themselves in and out through the remotely controlled security gates.<ref>{{cite web | year = 2006 | url = http://goldengatebridge.org/bikesbridge/bikes.php | title = Golden Gate Bridge: Bikes and Pedestrians | publisher=Golden Gate Bridge, Highway and Transportation District | accessdate =August 27, 2009 }}</ref> Attempts to introduce a ] have been thwarted by engineering difficulties, high costs, and public opposition.<ref>{{cite news |first= Michael |last= Cabanatuan |title= Judging the bridge's 5 suicide barrier designs |url= http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/07/09/MNR111LQTT.DTL |work=San Francisco Chronicle |date= July 9, 2008 |accessdate =August 27, 2009}}</ref> One recurring proposal had been 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, as the load from a poorly designed barrier could significantly affect the bridge's structural integrity during a strong windstorm. | |||
| Strong appeals for a suicide barrier, fence, or other preventive measures were raised once again by a well-organized vocal minority of psychiatry professionals, suicide barrier consultants, and families of jumpers beginning in January 2005. These efforts were given momentum by two films dealing with the topic of suicide and the Golden Gate Bridge. On January 14, 2005 the '']'' published an op-ed by writer-director ] calling for a suicide barrier on the Golden Gate Bridge. The letter was, in part, an excerpt from the script of her film '']'', which world-premiered the following week, on January 20, 2005, at the ]. The day before, on January 19, 2005, the ''Chronicle'' broke the news that filmmaker Eric Steel had been shooting suicide leaps from the bridge during the calendar year of 2004 for his film '']'', which would be released in 2006. A week later, ''The Joy of Life'' world-premiered at the ] and video copies of the film were circulated to members of the Bridge District board of directors with the help of the Psychiatric Foundation of Northern California. | |||
| In the fall of 2005, the ''San Francisco Chronicle'' published an ambitious seven-part series of articles, titled "Lethal Beauty", focusing on the problem of suicide and the Golden Gate Bridge and emphasizing the idea that a solution was not only possible but desirable.<ref name=lethal4 /> | |||
| The 2006 release of '']'' exerted additional pressure on the Bridge District and created continued public awareness. Filmmaker Eric Steel and his production crew spent the year of 2004 filming the bridge from several vantage points, in order to film actual suicide jumps. The film caught 23 jumps, most notably that of Gene Sprague as well as a handful of thwarted attempts. The film also contained interviews with surviving family members of those who jumped; interviews with witnesses; and, in one segment, an interview with Kevin Hines who, as a 19-year-old in 2000, survived a suicide plunge from the span and is now a vocal advocate for some type of bridge barrier or net to prevent such incidents from occurring. | |||
| On October 10, 2008, the Golden Gate Bridge Board of Directors voted 14 to 1 to install a plastic-covered stainless-steel net below the bridge as a suicide deterrent. The net will extend {{convert|20|ft|m|0}} on either side of the bridge and is expected to cost $40–50 million to complete.<ref>{{cite news |first=Michael |last=Cabanatuan |title=Bridge directors vote for net to deter suicides |url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/10/11/MNSH13F0MH.DTL |work=San Francisco Chronicle |date=October 11, 2008 |accessdate=October 23, 2008 }}</ref><ref>{{cite web |title= The Alternatives |url= http://www.ggbsuicidebarrier.org/docs/Alts-withLabels.pdf |format= PDF |work=Golden Gate Bridge Physical Suicide Deterrent System Project |publisher=Golden Gate Bridge, Highway and Transportation District |accessdate=August 27, 2009}}</ref><ref>{{cite news|accessdate=29 July 2012|website=nytimes.com|journal=The New York Times|url=http://www.nytimes.com/2011/08/26/us/26bcjames.html?pagewanted=all|date=26 August 2011|author=Scott James|title=A Year of Rising Suicides on Bridge and Tracks}}</ref> However, lack of funding could delay the net's deployment.<ref>{{cite news |first=Will |last=Reisman |title=Golden Gate Bridge suicide barrier nets funding, but more money is needed |url=http://www.sfexaminer.com/local/2011/06/golden-gate-bridge-suicide-net-moves-ahead |work=San Francisco Examiner |date=June 24, 2011 |accessdate=May 29, 2012 }}</ref> | |||
| ===Wind=== | |||
| ] over Golden Gate Bridge]]Since its completion, the Golden Gate Bridge has been closed due to weather conditions only three times: on December 1, 1951, because of gusts of {{convert|69|mph|km/h|0|abbr=on}}; on December 23, 1982, because of winds of {{convert|70|mph|km/h|0|abbr=on}}; and on December 3, 1983, because of wind gusts of {{convert|75|mph|km/h|0|abbr=on}}.<ref>{{cite web | url= http://goldengatebridge.org/research/facts.php#BridgeClosed | title= Frequently Asked Questions about the Golden Gate Bridge | publisher=Golden Gate Bridge, Highway and Transportation District | accessdate=March 12, 2008}}</ref> | |||
| ===Seismic retrofit=== | |||
| Modern knowledge of the effect of earthquakes on structures led to a program to ] the Golden Gate to better resist seismic events. The proximity of the bridge to the ] places it at risk for a significant earthquake. Once thought to have been able to withstand any magnitude of foreseeable earthquake, the bridge was actually vulnerable to complete structural failure (i.e., collapse) triggered by the failure of supports on the {{convert|320|ft|m|sing=on}} arch over ].<ref>{{cite news|title=70 YEARS: Spanning the Golden Gate:New will blend in with the old as part of bridge earthquake retrofit project|author=Carl Nolte|work=San Francisco Chronicle|date=May 28, 2007|url=http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2007/05/28/MNGV7Q2QGI1.DTL}}</ref> A $392 million program was initiated to improve the structure's ability to withstand such an event with only minimal (repairable) damage. One challenging undertaking is completing this program without disrupting traffic. A complex electro-hydraulic synchronous lift system was custom built for construction of temporary support towers and a series of intricate lifts, transferring the loads from the existing bridge onto the temporary supports. This was completed with engineers from ] and ], accomplishing this task without disrupting day-to-day San Francisco commuter traffic.<ref>http://www.roadsbridges.com/showing-fancy-foot-work http://goldengatebridge.org/projects/retrofit.php</ref> The retrofit's planned completion date is 2012.<ref>{{cite web | url = http://goldengatebridge.org/projects/retrofit.php | title = Overview of Golden Gate Bridge Seismic Retrofit | accessdate =June 21, 2008 | author=Golden Gate Bridge Authority | year = 2008 | month = May| quote = }}</ref><ref>{{cite web |url=http://enr.construction.com/features/transportation/archives/050103-1.asp |title= Famed Golden Gate Span Undergoes Complex Seismic Revamp |accessdate=June 21, 2008 |last= Gonchar |first= Joann |date= January 3, 2005 |publisher=McGraw-Hill Construction |quote= }}</ref> | |||
| ===Doyle Drive replacement project=== | |||
| The former elevated approach to the Golden Gate Bridge through the San Francisco Presidio, known as Doyle Drive, dated back to 1933 and was named after Frank P. Doyle, President and son of the founder of the Exchange Bank in Santa Rosa, and the man, who more than any other person, made it possible to build the Golden Gate Bridge.<ref>{{cite web|url=http://www.presidioparkway.org/about/history.aspx|title=Presidio Parkway re-envisioning Doyle Drive|work=Presidio Parkway Project|publisher=Presidio Parkway Project|accessdate=May 6, 2010}}</ref> The highway carried approximately 91,000 vehicles each weekday between downtown San Francisco and the ] and points north.<ref>{{cite web|url=http://www.sfcta.org/content/view/275/94/|title=Doyle Drive Replacement Project|work=Doyle Drive Replacement Project|publisher=San Francisco County Transportation Authority|accessdate=May 6, 2010}}</ref> However, the road was deemed "vulnerable to earthquake damage", has a problematic 4-lane design, and lacks shoulders. For these reasons, a San Francisco County Transportation Authority study recommended that the current outdated structure be replaced with a more modern, efficient, and multimodal transportation structure. Construction on the $1 billion<ref>{{cite web|url=http://articles.sfgate.com/2010-01-05/bay-area/17466642_1_doyle-drive-caltrans-closures|title=Doyle Drive makeover will affect drivers soon|last=Cabanatuan|first=Michael|date=January 5, 2010|work=San Francisco Chronicle |accessdate=May 6, 2010}}</ref> replacement, temporarily known as the Presidio Parkway, began in December 2009<ref>{{cite web|url=http://www.presidioparkway.org/construction_info/|title=Current Construction Activity|work=Presidio Parkway re-envisioning Doyle Drive|publisher=Presidio Parkway|accessdate=May 6, 2010}}</ref> | |||
| The old elevated Doyle Drive was demolished on the weekend of April 27–30, 2012. Traffic now uses a part of the partially completed Presidio Parkway and is expected to be completed in 2015. As of May 2012, an official at Caltrans has stated there is no plan to permanently rename the portion known as Doyle Drive.<ref>{{cite web|url=http://www.pressdemocrat.com/article/20120501/news/205011005?tc=ar|title=SMITH: It's wrecked, but it's still 'Doyle Drive'|publisher=Press Democrat|accessdate=May 1, 2012}}</ref> | |||
| {{Wide image|San Francisco with two bridges and the low fog .jpg|900px|<center>San Francisco with two bridges, ] and ] from the ]</center>}} | |||
| == See also == | |||
| {{commons}} | |||
| {{Portal|San Francisco Bay Area}} | |||
| * ] – the body of water that the bridge crosses | |||
| * ] | |||
| * ] | |||
| * ] | |||
| * ] | |||
| * ] | |||
| * ] | |||
| * ] | |||
| * ], a 2006 documentary on suicides from the Bridge | |||
| ==References== | |||
| {{Reflist|colwidth=30em}} | |||
| ==Further reading== | |||
| * Kevin Starr: (Bloomsbury Press, 2010) ISBN 978-1-59691-534-3, history of bridge by scholar ] | |||
| * Tad Friend: , ], October 13, 2003 v79 i30 page 48 | |||
| * "", ''Vibrationdata.com'', April 5, 2006 | |||
| * Eric Steel: '']'', a 2006 documentary film regarding suicides occurring at the Golden Gate Bridge. | |||
| * Louise Nelson Dyble: '''', University of Pennsylvania Press, 2009. | |||
| * Stephen Cassady: '''', Squarebooks, 1987 (commemorative edition; originally published 1979). | |||
| * Edward Guthman: , ], October 30, 2005 | |||
| </div> | |||
| ==External links== | |||
| <!--======================== {{No more links}} ============================ | |||
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| | If there are already plentiful links, please propose additions or | | |||
| | replacements on this article's discussion page, or submit your link | | |||
| | | | |||
| | and link back to that category using the {{dmoz}} template. | | |||
| ======================= {{No more links}} =============================--> | |||
| {{Commons category|Golden Gate Bridge}} | |||
| * official site | |||
| *{{dmoz|/Regional/North_America/United_States/California/Metro_Areas/San_Francisco_Bay_Area/Travel_and_Tourism/Attractions/Golden_Gate_Bridge/|Golden Gate Bridge}} | |||
| * from San Francisco Public Library's Historical Photograph database | |||
| * | |||
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| {{SFBridges}} | |||
| {{Crossings navbox | |||
| |structure = Crossings | |||
| |place = ] | |||
| |bridge = Golden Gate Bridge | |||
| |bridge signs = ] ] | |||
| |upstream text = West | |||
| |upstream = Pacific Ocean | |||
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| |downstream = North Bay:<br>]<br>] | |||
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| South Bay:<br />]<br />''BART'' | |||
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| {{LongestBridge | |||
| | type = suspension | |||
| | start = 1937 | |||
| | end = 1964 | |||
| | previous = George Washington Bridge | |||
| | current = Golden Gate Bridge | |||
| | next = Verrazano-Narrows Bridge | |||
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