Golden Gate Bridge, San Francisco.
Learn more about Golden Gate Bridge with a free trial on Britannica.com.
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. 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 in San Francisco and Sausalito in Marin County took approximately 20 minutes and cost per vehicle, a price later reduced to compete with the new bridge. The trip from the Ferry Building 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. Many experts said that a bridge couldn’t be built across the strait. It had strong, swirling tides and currents, with water in depth at the center of the channel, and almost constant winds of . Experts said that ferocious winds and blinding fogs would prevent construction and operation.
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 long railroad bridge across the Bering Strait. At the time, Strauss had completed some 400 drawbridges—most of which were 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 agreed to proceed only 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, because of recent advances in metallurgy.
Strauss spent more than 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 San Francisco County and Marin County, 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.
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.
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. The famous International Orange 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.
Senior engineer Charles Alton Ellis, collaborating remotely with famed bridge designer Leon Moisseiff, was the principal engineer of the project. 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 has proved sound, a later Moisseiff design, the original Tacoma Narrows Bridge, collapsed in a strong windstorm soon after it was completed, because of an unexpected resonance mode caused by a too-thin roadway and unexpected wind forces.
Ellis was a Greek scholar and mathematician who became a University of Illinois professor of engineering despite having no engineering degree. He became an expert in structural design, writing the standard textbook of the time. Ellis did much of the technical and theoretical work that built the bridge but got none of the credit in his lifetime. 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.
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. He succeeded in having himself credited as the person most responsible for the design and vision of the bridge. Only much later were the contributions of the others on the design team properly appreciated. In May 2007, the Golden Gate Bridge district issued a formal report on 70 years of stewardship of the famous bridge and decided to right an old wrong by giving Ellis major credit for the design of the bridge.
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 killed (when the bridge was 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.
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 that is 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.
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 118,000 vehicles cross the bridge. The bridge has six total lanes of vehicle traffic and has 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. Although 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 to on 1 October 1983.
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.
On 2 September 2008, the auto cash toll for southbound motor vehicles was raised from $5 to $6, and the FasTrak toll was increased from $4 to $5. 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.
There is no accurate figure on the number of suicides 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 , and great white sharks, which tend to congregate around the Farallon Islands, are sometimes seen under the bridge.
An official suicide count was kept, sorted according to which of the bridge's 128 lamp posts the jumper was nearest when he or she jumped. The count exceeded 1,200 in 2005, and new suicides were averaging one every two weeks. For comparison, the reported second most popular place to commit suicide in the world, Aokigahara Forest in Japan, has a record of 78 bodies, found within the forest in 2002, with an average of 30 a year. 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. A person jumps off the Golden Gate Bridge every 15 days. An additional 200 may be added to the suicide count on the bridge, because of fog, night-time jumpers, and other jumps that couldn't be counted.
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 internal injuries. Even when a jumper is promptly rescued from the water and rushed to the hospital, he or she is most likely to die of internal bleeding from ruptured spleens. Another young man survived a jump in 2000, although the impact broke his back and shattered multiple vertebrae. Only one person is known to have made the jump twice—a woman was rescued from the water; hospitalized for her injuries; and, after recovering, jumped again, this time to her death.
Engineering professor Natalie Jeremijenko, as part of her Bureau of Inverse Technology art collective, created a "Despondency Index" by correlating the Dow Jones Industrial Average 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, although questioning whether Jeremijenko's suicide-detection technology actually existed, nevertheless included her project in its prestigious Whitney Biennial.
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 $40 and $50 million dollars 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). On October 10, 2008, the bridge Board of Directors voted to install a net below the bridge as a suicide barrier.