| Golden Gate Bridge | |
|---|---|
![]() |
|
| Carries | 6 lanes of |
| Crosses | Golden Gate |
| Locale | San Francisco, California and Marin County, California |
| Maintained by | Golden Gate Bridge, Highway and Transportation District[1] |
| Design | Suspension, truss arch & truss causeways |
| Total length | 1.71 miles 8,981 feet (2,737 m)[2] |
| Width | 90 feet (27 m) |
| Height | 746 feet (227 m) |
| Longest span | 4,200 feet (1,280 m)[3] |
| Vertical clearance | 14 feet (4.3 m) at toll gates, higher truck loads possible |
| Clearance below | 220 feet (67 m) at mean high water |
| AADT | 118,000[4] |
| Opened | May 27, 1937 |
| Toll | US$6.00 (southbound) (US$5.00 with FasTrak) |
| Connects: San Francisco Peninsula with Marin County |
![]() |
| Coordinates | 37°49′11″N 122°28′43″W / 37.81972°N 122.47861°WCoordinates: 37°49′11″N 122°28′43″W / 37.81972°N 122.47861°W |
![]() |
|
The Golden Gate Bridge is a suspension bridge spanning the Golden Gate, the opening of the San Francisco Bay into the Pacific Ocean. As part of both U.S. Route 101 and California 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 was the longest suspension bridge span in the world when it was completed during the year 1937, and has become an internationally recognized symbol of San Francisco and California. 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. In 1999, it was ranked fifth on the List of America's Favorite Architecture by the American Institute of Architects.
Contents |
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.[5] The Sausalito Land and Ferry Company service, launched in 1867, eventually became the Golden Gate Ferry Company, a Southern Pacific Railroad subsidiary, the largest ferry operation in the world by the late 1920s.[5][6] Once for railroad passengers and customers only, Southern Pacific's automobile ferries became very profitable and important to the regional economy.[7] The ferry crossing between the Hyde Street Pier 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.[8] The trip from the San Francisco 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.[9] Many experts said that a bridge couldn’t be built across the 6,700 ft (2,042 m) strait. It had strong, swirling tides and currents, with water 500 ft (150 m) in depth at the center of the channel, and frequent strong winds. Experts said that ferocious winds and blinding fogs would prevent construction and operation.[9]
Although the idea of a bridge spanning the Golden Gate was not new, the proposal that eventually took place was made in a 1916 San Francisco Bulletin article by former engineering student James Wilkins.[10] 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.[5] 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.[11] At the time, Strauss had completed some 400 drawbridges—most of which were inland—and nothing on the scale of the new project.[3] Strauss's initial drawings[10] 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.[5]
Local authorities agreed to proceed only on the assurance that Strauss alter the design and accept input from several consulting project experts.[citation needed] A suspension-bridge design was considered the most practical, because of recent advances in metallurgy.[5]
Strauss spent more than a decade drumming up support in Northern California.[12] The bridge faced opposition, including litigation, from many sources. The Department of War 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. 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.[5] 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.[13] Another ally was the fledgling automobile industry, which supported the development of roads and bridges to increase demand for automobiles.[8]
The bridge's name was first used when the project was initially discussed in 1917 by M.M. O'Shaughnessy, city engineer of San Francisco, and Strauss. The name became official with the passage of the Golden Gate Bridge and Highway District Act by the state legislature in 1923.[14]
Strauss was chief engineer in charge of overall design and construction of the bridge project.[9] However, because he had little understanding or experience with cable-suspension designs,[15] 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.[16]
Senior engineer Charles Alton Ellis, collaborating remotely with famed bridge designer Leon Moisseiff, was the principal engineer of the project.[17] 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.[17] 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 aeroelastic flutter.[18]
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.[19] 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, Clifford Paine, ostensibly for wasting too much money sending telegrams back and forth to Moisseiff.[19] 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.[19]
With an eye toward self-promotion and posterity, Strauss downplayed the contributions of his collaborators who, despite receiving little recognition or compensation,[15] 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.[19] Only much later were the contributions of the others on the design team properly appreciated.[19] 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.
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.[9] However, after the Wall Street Crash of 1929, the District was unable to raise the construction funds, so it lobbied for a $38 million bond measure. The bonds were approved in November 1930,[11] by votes in the counties affected by the bridge.[20] The construction budget at the time of approval was $30.1 million. However, the District was unable to sell the bonds until 1932, when Amadeo Giannini, 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.[5]
Construction began on January 5, 1933.[5] The project cost more than $35 million.[21]
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.[22]
The project was finished by April 1937, $1.3 million under budget.[5]

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.[5] 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.[10]
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, surpassing the Golden Gate Bridge by 60 feet (18 m).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 total length to become the world's longest two-tower suspension bridge in total length between anchorages, but the Mackinac Bridge has a shorter suspended span (between towers) compared to the Golden Gate Bridge.
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.[23] The bridge has approximately 1,200,000 total rivets.
As the only road to exit San Francisco to the north, the bridge is part of both U.S. Route 101 and California Route 1. 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 movable 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 1996.
Despite its red appearance, the color of the bridge is officially an orange vermillion called international orange.[24] The color was selected by consulting architect Irving Morrow because it compliments the natural surroundings and enhances the bridge's visibility in fog.
The bridge is said to be 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"[25] (although Frommers also bestows the "most photographed" honor on Tower Bridge in London, England).[26]
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.[27]
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 and repainting the bridge with zinc silicate primer and vinyl topcoats.[28][29] Since 1990 Acrylic 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 eroded.[30]
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.[31]
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.[32][33]
On 2 September 2008, the auto cash toll for all southbound motor vehicles 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.[34] For vehicles with more than two axles, the toll rate is $2.50 per axle.[35][36]
In March 2008, the Golden Gate Bridge District board approved a resolution to implement congestion pricing at the Golden Gate Bridge, charging higher tolls during peak hours, but rising and falling depending on traffic levels. This decision allowed the Bay Area to meet the federal requirement to receive $158 million in federal transportation funds from USDOT Urban Partnership grant.[37] As a condition of the grant, the congestion toll must be in place by September 2009.[38][39]
The first results of the study, called the Mobility, Access and Pricing Study (MAPS), showed that a congestion pricing program is feasible.[40] The different pricing scenarios considered were presented in public meetings in December 2008 and the final study results are expected for late 2009.[41]

The Golden Gate Bridge is not only the most popular place to commit suicide in the United States[42] but the most popular in the entire world.[43] The deck is approximately 245 feet (75 m) above the water.[44] After a fall of approximately four seconds, jumpers hit the water at some 76 miles per hour (122 km/h). At such a speed, water has proven to take on properties similar to concrete. Because of this, most jumpers die on their immediate contact with the water. The few who survive the initial impact generally drown or die of hypothermia in the cold water.
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. By 2005, this count exceeded 1,200 and new suicides were averaging one every two weeks.[45] 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.[46] 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.[47]
There is no accurate figure on the number of suicides or successful 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 47 °F (8 °C).
The fatality rate of jumping is roughly 98%. As of 2006, only 26 people are known to have survived the jump.[45] Those who do survive strike the water feet-first and at a slight angle, although individuals may still sustain broken bones or internal injuries. One young man survived a jump in 1979, swam to shore, and drove himself to a hospital. The impact cracked several of his vertebrae.[48]
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.[49] 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.[50]
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. Iron workers on the bridge also volunteer their time to prevent suicides by talking or wrestling down suicidal people.[51] 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.[52] Attempts to introduce a suicide barrier had been thwarted by engineering difficulties, high costs, and public opposition.[53] 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 (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 after the release of the controversial 2006 documentary film The Bridge, in which filmmaker Eric Steel and his production crew spent one year (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 20 feet (6 m) on either side of the bridge and is expected to cost $40–50 million to complete.[54][55] However, lack of funding could delay the net's construction.[56]
Since its completion, the Golden Gate Bridge has been closed due to weather conditions only three times: on 1 December 1951, because of gusts of 69 mph (111 km/h); on 23 December 1982, because of winds of 70 mph (113 km/h); and on 3 December 1983, because of wind gusts of 75 mph (121 km/h).[57]
Modern knowledge of the effect of earthquakes on structures led to a program to retrofit the Golden Gate to better resist seismic events. The proximity of the bridge to the San Andreas Fault 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 320-foot (98 m) arch over Fort Point.[58] A $392 million program was initiated to improve the structure's ability to withstand such an event with only minimal (repairable) damage. The retrofit's planned completion date is 2012.[59][60]
As such a prominent American landmark, the Golden Gate Bridge has been used in countless pieces of media. See Golden Gate Bridge in popular culture.
|
||||||||
|
||||||||
|
||||||||
The Golden Gate area is in the northern section of San Francisco. It is made up of two National Historic Landmarks — The Presidio and Fort Mason — as well as several upscale neighborhoods including Pacific Heights, Cow Hollow, and the Marina District. It has some of the most beautiful scenery and intact natural environments in the city. It is roughly bounded by the San Francisco Bay to the north and west, Lake St and California St to the south, and Van Ness Ave to the east. The Golden Gate Bridge connects this district with Marin County across the Bay to the north.
Pacific Heights, located 370 feet above sea-level and overlooking the Bay, was little more than a sandy hill until 1870, when the Cable Car line was extended and connected the area to downtown. Today, it's favored by visitors for its impressive panoramic views of the San Francisco Bay and the Presidio, its abundance of opulent Victorian mansions, historic chateaus, foreign consulates, and finally its many upscale restaurants. The three blocks on Broadway St between Lyon St and Divisadero St have particularly good vistas and are known as the "Gold Coast." Some of the buildings date back as far as 1853, with the majority being constructed after the 1906 earthquake. Considered today to be the home of "old money" families and young urban professionals, it was first settled by the "nouveau riche" of the late 1800s. The neighborhood is predominantly peaceful and residential with most of its activities centered around Fillmore St. It was also the backdrop for the 1990 movie "Pacific Heights" starring Melanie Griffith.
Cow Hollow derived its name from the many dairy farms that were established there in the mid-1800s. However, with the advent of the Gold Rush, the neighborhood flourished. Prominent San Franciscans began to settle the area and erected grandiose well-appointed Victorian, and then later Edwardian mansions. By 1891, the area had become so popular that all the dairy farms were closed down. Today, this once luscious grazing land is more renowned for its impressive mansions and its eclectic mix of antique stores, art galleries, bars, and restaurants. Union St is the main drag, where the Union St. Festival is held annually.
The Marina district was built on landfill — some of it wreckage of the 1906 earthquake — in the early 20th century to provide a fairgrounds for the 1915 World's Fair (also called the Panama-Pacific Exhibition). Its poor foundation made it the focus of most of the damage (and media attention) in the Loma Prieta Earthquake of 1989. Today it is an affluent, residential neighborhood with well trimmed hedges and colorful flower window boxes. Bounded by the Bay, the neighborhood actually has an impressive marina, which is home to a couple of prestigious yacht clubs. Marina Green, an 8 block stretch of grass running along the edge of the bay, is a favorite place for jogging, strolling, picnicking, and kite flying. Only a few blocks away, Chestnut St. is where shoppers can peruse boutiques or people watch while sipping on a latte. "Culture vultures" circle round Fort Mason, with its array of museums, art galleries and quirky theaters.
Fort Mason and the Presidio are two former military posts on the northern tip of the San Francisco peninsula. Today, both are national historic landmarks and come under the remit of the Golden Gate National Recreational Area. Fort Mason is smaller and has a world class youth hostel as well as several museums and theaters. The Presidio is huge, with 1,480 acres of rolling hills, forests, hiking trails, historic buildings, architecture, beaches, and marsh lands. It has one of the most intact natural environments you will find on the peninsula and is a must for every itinerary.
The main entryways are Van Ness Ave from the south and Bay St from the east. From the north and west, take Highway 101 through the Presidio to Lombard St. Chestnut St, one of the main shopping and restaurant streets, is one block north of Lombard St — parking is scarce and can sometimes take up to an hour to find. The best choice for parking may be the free area in Fort Mason, at Beach and Buchanan Sts, another 4 short blocks north of Chestnut. Union St, being Cow Hollow's main street, is three blocks south of Lombard St.
Public transportation, provided by MUNI [1], is plentiful and frequent.
In addition to the many MUNI routes, there is also the free PresidiGo shuttle service with two lines: a Downtown line [2] that runs directly between the Transbay Terminal in downtown to the Presidio, and an Around the Park line [3] which runs throughout the Presidio.
If you enjoy walking, you can take the Historic F-line streetcar from downtown along the Embarcadero to Fisherman's Wharf, and walk along San Francisco Bay past Fort Mason — it's a bit of hill — to the Marina Green. If you're downtown, simply follow Van Ness Ave all the way north and take a left anywhere from California St to Lombard St.
With six lanes, going east-west, Lombard St is the main road and considered (along with north-south Van Ness) to be part of Highway 101. The winding section of Lombard St is due east, on Russian Hill.
This is a fantastic area to either walk or cycle through as it is predominantly flat (with the obvious exception of Pacific Heights), and also because it's a very safe area. Given the area's popularity with joggers, walkers, power-walkers, and cyclists, you will definitely not be alone. Chestnut St is the business section of the Marina and considered among the poshest of San Francisco's streets. Union St and Fillmore St are the other two main shopping areas in this district. To the north, along San Francisco Bay, runs the 74 acre stretch of Marina Green. Your walk can continue along the bay to the west, through the Presidio, along the restored Crissy Field marshes, all the way to the Golden Gate Bridge; or to the east, a short climb through Fort Mason and down into Fisherman's Wharf.
If you are interested in biking around the area — "biking the bridge" is very popular activity — there are several companies that rent bikes out to tourists by the hour or for the day, including Bay City Bike [4], Bike and Roll [5], and Blazing Saddles Bike Rentals [6].
There are lots of things to see in this district ranging from the pristine natural landscapes of the Presidio, to man-made marinas, Victorian architecture, and the Golden Gate Bridge. In places like the Presidio and Fort Mason you'll find an interesting blend of both, with modern offices, historical buildings, and museums making their home alongside sandpipers, coyotes, and fox squirrel. "City slickers" should be more at home futher inland where they'll find galleries and museums, architecture, and urban parks. Naturalists will be more at home along the coast line, from Fort Mason all the way along into the Presidio.
The two largest parks in this area are listed separately under the Fort Mason section and The Presidio section below. The Marina Green Park is listed under the Do section below as it's primarily used as a recreational area. Other parks include:
Many of the galleries and museums are listed separately under the Fort Mason section and The Presidio section below. Here are some others:
Architecture buffs will definitely enjoy taking a stroll through the Pacific Heights and Cow Hollow neighborhoods, where ornate (and huge!) Edwardian and Victorian mansions are on display. Many are privately owned so be respectful, but some are open to the public. If you are a fan of the Spanish Colonial Revival-style, continue your tour through The Presidio section below where you will find many fine examples.
Fort Mason [17] was a U.S. Military coastal defense post and port for over 100 years. In 1985, it was ordained as a National Historic Landmark, primarily for its vital logistical role during World War II and then later the Korean War. Today, it is part of the Golden Gate National Recreation Area [18] and is under the remit of the National Park Service. Situated on a headland, Upper Fort Mason has great views of the Golden Gate Bridge and of Alcatraz. Lower Fort Mason, which comprises approximately 13 acres, is the site of the former military port and today houses the Fort Mason Center, which is committed to nonprofit and cultural activities with an emphasis on entertainment, recreation, and education in the fields of; the visual/performing arts, humanities, and ecology/environment. It has three museums and six theaters and hosts nearly 20,000 events each year. Most of the activities are provided at nominal or sometimes no cost to the public. The small, specialized museums in Fort Mason include:
The Presidio ([22] and [23]) was founded in 1776 and was the longest-running military post in the U.S. before closing as a base in 1994. It is now a part of the Golden Gate National Recreation Area [24] and Congress has designated it a National Historic Landmark District, which is the highest historic designation that can be given in the U.S. The park itself is a beautiful 3 square miles of mostly hilly and wooded areas.
The Presidio has around 800 buildings within its perimeter, many of which are of historical significance. Some of the buildings have residential tenants, others commercial ones. At the end of 2005, about 2,500 people lived in the Presidio and it is home to the headquarters of Lucasfilm (owned by George Lucas, the creator of "Star Wars"), a unique situation for a national park. Part of their drinking water comes from Lobos Creek (Rio de los Lobos), the last free-flowing creek in San Francisco. The Presidio Trust, that manages the majority of the park, is currently renovating the remainder of the buildings, with a view to increasing its list of residents to 5,000.
The Presidio contains 11 miles of hiking trails, including the Golden Gate Promenade, the Coastal Trail, an ecology trail, and portions of the Bay Area Ridge Trail, the Bay Trail, and the Anza National Historic Trail. Cyclists can explore the area on 14 miles of paved roads and along some unpaved parts of the Bay Area Ridge Trail. A world-class board-sailing area borders Crissy Field, while fishing and crabbing opportunities abound from the nearby rocks and pier. Along the way there are also many historical and architectural points of interest as well as some fantastic vistas and natural scenery.
Nature lovers will adore the Presidio. Its geology, climate, and geography — combined with the Army's decision not to overdevelop the Park — mean that it has some of the most intact natural habitats on the San Francisco peninsula. It is home to many rare species of flowers including Raven's manzanita and Franciscan thistle as well as mammals like the coyote, gray fox, and the Fox Squirrel. Bird lovers will be pleased to know that there are a great variety of birds milling about including Gulls, Sandpipers, Plovers, Ducks, Herons, Loons, Pelecans, and Kingfishers [46].
|
Golden Gate Bridge trivia
|
US 101 (from Park-Presidio or Lombard St entrance), ☎ +1 415 921-5858 (bridgecomments@goldengate.org), [56]. Open 24 hours, occasionally closed Sunday morning for events. $6 (toll driving south into San Francisco; free on foot or bike).
Vehicular traffic in both directions share a single deck; yellow pylons are used to allot lanes to one direction or the other depending on traffic conditions. Observation areas and parking lots are provided on both the north and south sides of the bridge; the best way to enjoy the bridge is to park and walk across, not least because you don't have to pay a toll. Note that winds are high and it can be cold and foggy; dress appropriately. Bikes can also be difficult to navigate in the high winds and narrow pathway.
The Golden Gate Bridge is one of the most iconic bridges in the United States, and has been called one of the Seven Wonders of the Modern World. The bridge spans the Golden Gate, a strait between San Francisco and Marin County to the north, and is one of the major road routes into and out of the city.
The masterwork of architect Joseph B. Strauss, whose statue graces the southern observation deck, the bridge took seven years to build, and was completed on May 27, 1937. Not actually golden in color — a common misconception — the bridge is painted a deep red-orange color known as "International Orange," also known as "Orange Vermillion." The color was specifically chosen to make the bridge more easily visible through the thick fog that frequently shrouds the bridge. Erroneous legend has it that the bridge is continuously painted, with crews starting at one end and, on getting to the other end, turning around and starting over again. In fact, the bridge is only painted once every few years, but touch up work is done continuously by a team of 40 painters.
The San Francisco end of the bridge is accessible by the Muni 28 bus line from Fort Mason in the Marina District near Fisherman's Wharf. The fastest way to reach it from downtown is to take the 38 or 38L up Geary to “Park Presidio” (after 12th Ave) and transfer to a Fort Mason bound 28. Golden Gate Transit buses serve the bridge on request, but buses are very infrequent and unpredictable except at afternoon commute times, when they are crowded.
Due to the "outdoorsy" nature of the area, many of the activities here are centered around nature, exercise, and recreation. If you feel like catching a show, there are also many theaters here of all descriptions.
The three main shopping thoroughfares are Union St (Cow Hollow), Fillmore St (Pacific Heights) and Chestnut St (The Marina). Most stores here are of the small specialist boutique varitey — a mix of unique and trendy chain shops reflecting the upscale nature of the neighborhoods. Union St is unquestionably one of the best streets in the city to window shop on (and hey, that costs nothing!), so take a slow stroll down Union St and enjoy the vibrancy and atmosphere of the shops, galleries, eateries, cafes and passers-by. With a friendly neighborhood feel, Fillmore St displays its charm through eclectic Victorian buildings that the stores are housed in. The street has a relaxed vibe, shopping here is a leisurely activity — many stores don't open until 11AM, some are closed on Mondays and most are closed on holidays. Chestnut St in the Marina is the one-stop street for anything you could need. Word to the wise — watch out for all the double-wide and double-decker baby strollers... they'll run you down.
| This guide uses the following price ranges for a typical meal for one, including soft drink: | |
| Budget | $10 or less |
| Mid-range | $10–20 |
| Splurge | $20 or more |
There is an excellent selection of restaurants in this area; everything from regional Chinese restaurants to Tapas bars, and from Japanese sushi houses to American steakhouses, romantic French bistros, and Italian restaurants. A lot of the food plated here is of the healthier variety — a reflection of the heightened overall health consciousness of residents in this area. Therefore, many of the restaurants serve up food that's organic, vegetarian, or produced from locally sourced ingredients... is there any other way!? Like most other businesses in the area, most restaurants are on Chestnut St, Union St, and Fillmore St; or indeed, one of the side streets leading off them.
The area is not particularly well known for its cutting edge nightlife; it's more residential vis-à-vis downtown, and it does not have the cool cachet of trendy hotspot SoMa, nor the hipster popularity of North Beach and The Mission. So, if you're looking for a progressive clubbing scene, you probably won't find it here. What the area does offer though is many upscale bars, wine bars, sleek lounges, and clubs. The scene here can be pricey and many people deliberately avoid the bars and clubs here feeling that they are too pretentious, and consequently sterile. However, this can be a mistake as there are also plenty of cheaper options where you can get equally raucous and debaucherous on your nights out... thank God for that!
This area has a great "cafe culture," with lots of good Americana-style cafes. It's a great place to sit down and unwind at a curbside table, sipping away on latte, after a hard day trekking around. Not listed here are the more ubiquitous coffee chains like Starbucks, The Coffee Bean and Tea Leaf, and Peet's Coffee; although these are very well represented here too, particularly along Union St, Chestnut St, and Fillmore St.
| This guide uses the following price ranges for a standard double room: | |
| Budget | under $100 |
| Mid-range | $100–200 |
| Splurge | $200 and over |
The neighborhoods in this district are really just that — neighborhoods; as such, you won't find many of the larger luxury chain-hotels here. Many of the areas accommodations are located on Lombard St, which runs east from Russian Hill to the Presidio in the West, and actually forms an informal boundary between the Marina and Cow Hollow. Most of the accommodations along Lombard range from run down motor lodges to slightly more respectable bed and breakfasts. Thankfully, as the area is not as congested as downtown, many of the hotels/motels offer free parking.
Most of the cafes listed under the Coffee section above have free wi-fi facilities available upon purchase of a beverage. You can get on the internet for free at the Golden Gate Valley Branch of the San Francisco Public Library — listed under the Architecture section above. Other branches include:
Golden Gate Park — If you're a fan of either Fort Mason or the Presidio, why not continue your tour into the enormous Golden Gate Park, where you'll find many more museums set in a natural park environment.
Fisherman's Wharf — If you like everything nautical and would like some more, you should check out the flotilla of fishing vessels at the Wharf.
| This is a star article. It is a high-quality article complete with maps, photos, and great information. If you know of something that has changed, please plunge forward and help it grow! |
Category: Star articles
Contents |
|
Singular |
Plural |
Golden Gate Bridge
|
|
Wikipedia it
Golden Gate Bridge
| This page or section does not have any sources. You can help Wikipedia by finding sources, and adding them. Tagged since August 2009 |
| Golden Gate Bridge | |
|---|---|
| Carries | 6 lanes of US 101/CA 1, people and bicycles |
| Crosses | Golden Gate |
| Locale | San Francisco, California and Marin County, California |
| Maintained by | Golden Gate Bridge, Highway and Transportation District[1] |
| Designer | Joseph Strauss, Irving Morrow, and Charles Ellis |
| Design | Suspension, truss arch & truss causeways |
| Total length | 1.7 mi (2.7 km) or 8,981 ft (2,737.4 m)[2] |
| Width | 90 ft (27.4 m) |
| Height | 746 ft (227.4 m) |
| Longest span | 4,200 ft (1,280.2 m)[3] |
| Vertical clearance | 14 ft (4.3 m) at toll gates, higher trucks possible |
| Clearance below | 220 ft (67.1 m) at mean high water |
| AADT | 118,000[4] |
| Opened | May 27, 1937 |
| Toll | Cars (southbound only) $6.00 (cash), $5.00 (FasTrak), $3.00 (carpools during peak hours, FasTrak only) |
| Connects: San Francisco Peninsula with Marin County | [[Image: |180px|alt=| ]] |
| Coordinates | 37°49′11″N 122°28′43″W / 37.81972°N 122.47861°WCoordinates: 37°49′11″N 122°28′43″W / 37.81972°N 122.47861°W |
The Golden Gate Bridge is a bridge that crosses over the San Francisco Bay. It goes from San Francisco to Marin County, in the U.S. state of California. It was opened for use in 1937. It is 9,266 ft (2,824 m) long. When the bridge was finished, it was the longest bridge in the world. Now there are eight bridges that are longer. For many people, it is still one of the most beautiful bridges in the world.
Contents |
Before the bridge, the only way to go north from San Francisco to Marin County was by ferry. The trip by ferry took 20 minutes to complete. Before the bridge was built, San Francisco was the biggest American city still served mostly by ferries. Some experts did not think that people could build a bridge because the water currents between Marin and San Francisco were very strong. Also the water was very deep in the middle - 102 m - and there was a lot of wind and fog that could make the construction difficult.
In 1916 San Francisco's city engineer asked other engineers to propose ideas for a bridge. One man, Joseph Strauss, designed a very cheap bridge - only $17 million, but many thought it was ugly. Local authorities asked him to change the design and to work with other experts. He accepted. He and other experts, especially Irving Morrow, an architect designed the bridge again, this time as a suspension bridge. A suspension bridge has tall towers that hold long cables, and the cables hold up or "suspend" the bridge.
The bridge is called the Golden Gate Bridge because it crosses the Golden Gate Strait, the area of water between the San Francisco peninsula and the Marin County peninsula.
In 1930 people in San Francisco and Marin County agreed that the local governments could sell bonds to raise money for the bridge. The new bridge was going to cost $30.1 million. But it was difficult for the governments to sell the bonds at the time because of the Wall Street Crash of 1929. Finally the Bank of America, which was based in San Francisco, agreed to buy all the bonds to help the local economy.
Construction began on January 5, 1933 and was finished in April 1937. During the construction eleven men died and the builders put a net under the bridge for the safety of the builders. Nineteen men were saved by the net.
When they finished the bridge, they painted it with a reddish-orange sealant, a type of paint that protects the bridge from water and humidity. People liked the color because it looked good with the bridge's surroundings and it was easy to see in the fog, so the bridge was officially painted with the color, called International Orange.
People can cross the bridge in cars or motorcycles any time. During daylight hours, they can cross by bicycle or on foot. They can not cross the bridge on roller skates, skateboards or mopeds.
When the bridge opened, drivers had to pay 50 cents to cross the bridge in either direction. Today, when drivers go north on the bridge (leaving San Francisco) they do not have to pay, but starting on September 2, 2008, when they go south (entering San Francisco), they have to pay $6 if they pay cash or $5 if they buy a Fastrak pass.
People often jump off the bridge to commit suicide (kill themselves). They fall 75 meters and most of them die when they hit the water. Nobody knows how many people have committed suicide by jumping off the bridge.
|
|