Note: The following was copied verbatim from Wikipedia to give this assignment contextual information.
The Golden Gate Bridge is a suspension bridge spanning the Golden Gate, the opening into the San Francisco Bay from the Pacific Ocean. It connects the city of San Francisco on the northern tip of the San Francisco Peninsula to Marin County as part of US Highway 101 and State Route 1.
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. In the 70 years since completion, the span length has been surpassed by seven 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.
The Golden Gate Bridge spans the Golden Gate, a narrow, 400-foot deep strait that serves as the mouth of the San Francisco Bay, dividing 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.
Before the bridge was built, the only practical 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 $1.00 per vehicle, a price later reduced to compete with the new bridge. The trip from the Ferry Building took twenty-seven minutes.
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 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 fledgling 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. 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, Straus 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. Straus 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.
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 them until 1932, when the founder of San-Francisco based Bank of America agreed on behalf of his bank to buy the entire project in order to help the local economy.
Construction began on January 5, 1933. The project cost over $27 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 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.
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. 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.