The world-famous Golden Gate Bridge spans about 2.7 kilometers from the Presidio in San Francisco to the Headlands of Marin, with orange being its signature color. The bridge opened in 1937 with a construction principal of $35 million and interest of $39 million. The single suspension span is anchored by the Twin Towers, which are 227.3 meters high and were once the tallest buildings in San Francisco.
The Golden Gate Bridge, an iconic symbol of San Francisco, California, spans the Golden Gate Strait, a 5-kilometer stretch of water between san Francisco Bay and the Pacific Ocean.
It all started in 1916. In fact, it began about 40 years ago, in 1872, when railroad entrepreneur Charles Crocker asked for a bridge across the Golden Gate Strait, a 5-kilometer stretch of water connecting san Francisco Bay to the Pacific Ocean. But it wasn't until the early 20th century, when the region's population grew and traffic congestion at the ferry terminal became a serious problem, that the project came into focus.
Traffic jams in San Francisco
San Francisco Telephone Bulletin's structural engineer and newspaper editor James M. James H. Wilkins reached out to The City of San Francisco engineer Michael M. O'Shaughnessy and began talking about building a bridge that would really be needed to connect the city with the Marin Headlands to ease the city's congested traffic.
Three years later, San Francisco officials formally asked O'Shaughnessy to explore the possibility of building the Straits Bridge, and engineers began consulting with colleagues across the country. Sure, the idea of connecting San Francisco to the North Bay is good, but is it financially viable? Most in the industry speculate that such a promise would cost more than $100 million, and perhaps more importantly it might not be built. However, Joseph Baermann Strauss pleaded differently.
Joseph Baermann Strauss
Strauss, a Chicago engineer, came up with a plan that would not only make a bridge look possible, but also affordable to build: Strauss's plan estimated that construction would cost $25 million to $30 million. Strauss submitted a preliminary sketch to Edward Rainey, secretary of O'Shaughnessy and San Francisco Mayor James Rolph, on June 28, 1921, and although the cost of his original design work ($17 million symmetrical cantilever-suspension hybrid span) required some adjustments, the application did not work. It wasn't until December 1922 that O'Shaughnessy publicly announced the design, and although the media described it as "ugly," surprisingly there was little public opposition to the ambitious effort.
Although citizens seem to be open to approving this massive plan, many obstacles have been encountered in the construction process. First, Oschonic and Strauss had to form a special district in California to oversee the financing, design, and construction of the bridge, giving all counties a say in the process. But in the end, the fate of the bridge was in the hands of the Ministry of War, which legally ruled the construction of all ports, potentially affecting shipping or military logistics. Things got tricky when the War Department held a hearing on May 16, 1924, to discuss the potential impact of the bridge on navigation and the economy. Many people objected, especially to local ferry companies, which launched an anti-bridge campaign with the aim of halting the construction of the bridge. They succeeded in delaying the construction of the bridge for eight years.
Construction of the Golden Gate Bridge began in 1933
But after nearly a decade of jurisdiction and uncertainty, Strauss and Oschonesi were able to create the Golden Gate Bridge and Highway District (made up of six member counties in the region), which was merged by the California legislature in 1928 as the sole entity responsible for the eventual design, construction, and financing of future bridges.
Secretary of State of War Patrick Hurley issued a building permit on 11 August 1930 and the construction process was officially launched on 5 January 1933, almost three years later. At this time, the vast majority of nearby residents were very excited and held a groundbreaking ceremony for the bridge at the nearby Crissy Field.
"An interesting fact about the Golden Gate Bridge is that it was completed ahead of schedule under budget, which is rare in today's architectural world," Paolo Cosulich-Schwartz, public affairs manager of the Golden Gate Bridge in the highway and traffic district, wrote in an email, "The bridge was actually completed in May 1937, six months ahead of schedule." The construction cost was about $39 million, equivalent to $500 million today. ”
Not only is the bridge known for its relatively quick and easy projects (in terms of large-scale construction), its construction procedures and safety measures have also left a mark on history.
"The Golden Gate Bridge is a pioneering project to protect workers, requiring bridge builders to wear hard hats and installing the first safety nets for bridge workers." Schwartz said, "I am proud that the facilities that are safely used on the Golden Gate Bridge today still exist." Although 11 people were killed during construction (not unheard of in that dangerous construction era), safety nets suspended under the bridge "floor" during construction saved the lives of 19 men. ”
Photo note: People working on cables when the Golden Gate Bridge was built in 1937. The background is Alcatraz Island.
The Golden Gate Bridge is truly beautiful, in addition to its significance as a San Francisco landmark. This appealing design requires a lot of thoughtful planning and dedication.
Remember Strauss's original plan for a symmetrical cantilever-hybrid suspension bridge? From Charles M. The staff led by Charles A. Ellis thought the idea was practical from an engineering standpoint, but some experts began to question it. Ellis hired Professor George F. Swain of Harvard University and Leon Moisseiff, who designed the Manhattan Bridge in New York, to serve on the project's advisory board, but George Swain did not. On August 15, 1929, the Board of Directors appointed Mosyev and engineer O.H. Charles Derleth Jr., an engineering professor in Amman and the University of California, Berkeley, serves with Strauss on the Engineers' Advisory Board.
On May 27, 1937, the day it was open to pedestrians, thousands of guests appeared on the bridge. The cost of a five-mile walk is: 5 cents for a regular ticket and 25 cents for a souvenir ticket. The next day the bridge opened to traffic.
At some point in the discussion (the exact date is unknown), the board decided to move from Strauss's original proposal to the suspension bridge design. Strauss's Report of the Chief Engineer: The Golden Gate Bridge, written in September 1937, does not provide details about the transition from his original proposed design to the mossyev-inspired suspension span, but simply says: "The cantilever-suspension bridge has lost its advantage, and on the recommendation of the chief engineer, the cantilever-suspension bridge was abandoned in favor of a simple cantilevered type." Another mysterious event occurred during the design process: when Ellis was in charge of directing the thousands of bridge calculations needed, in 1931 Strauss unceremoniously fired him and handed over the job to his assistant. To date, Ellis has rarely been mentioned in the bridge discussion.
Back to design. Perhaps the most conspicuous feature of the bridge is its dazzling hue – please don't call it "red". "International oranges are the signature color of the Golden Gate Bridge," said Cosuridge Schwartz. This color was chosen by consulting architect Irving Morrow as the main color for the bridge. He believes that orange has a dual role, identifying ships and planes in the thick fog, while blending in with the natural beauty of the area around the bridge. After a lot of research and debate, we have chosen the color closely related to the Golden Gate Bridge as a project today, and we should thank Owen Morrow for the unique hue of the Golden Gate Bridge. ”
Today, the Golden Gate Bridge is an important transportation hub between San Francisco and Marin County, with a total 2.7-kilometer main span capable of carrying about 112,000 cars per day. Not only can the number of lanes dedicated to southbound or northbound travel be adjusted throughout the day to adapt to changing modes of transportation, but visitors are welcome to explore the landmark on foot and by bike.