Gateway Arch

Gateway Arch
St. Louis, Missouri, 63102, U.S.
Coordinates	38°37′28″N 90°11′05″W / 38.6245°N 90.1847°W / 38.6245; -90.1847
Construction started	February 12, 1963; 61 years ago (1963-02-12)
Completed	October 28, 1965; 58 years ago (1965-10-28)
Inaugurated	June 10, 1967; 56 years ago (1967-06-10)
Cost	$13 million (c. $95.9 million in 2023)[2]
Height	630 ft (192 m)
Dimensions
Other dimensions	630 ft (192 m) width
Design and construction
Architect(s)	Eero Saarinen
Architecture firm	Eero Saarinen and Associates
Structural engineer	Severud Associates
Main contractor	MacDonald Construction Co.
Website
www.gatewayarch.com
Gateway Arch
U.S. National Register of Historic Places
U.S. National Historic Landmark
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NRHP reference No.	87001423
Significant dates
Added to NRHP	May 28, 1987[3]
Designated NHL	May 28, 1987[4]

The Gateway Arch is a 630-foot-tall (192 m)

Historical background

Inception and funding (1933–1935)

Around late 1933, civic leader

Many locals did not approve of depleting public funds for the cause. Smith's daughter SaLees related that when "people would tell him we needed more practical things", he would respond that "spiritual things" were equally important.[16]

The association expected that $30 million would be needed to undertake the construction of such a monument (about $561 million^[17] in 2023 dollars). It called upon the federal government to foot three-quarters of the bill ($22.5 million).^[16]

The suggestion to renew the riverfront was not original, as previous projects were attempted but lacked popularity. The Jefferson memorial idea emerged amid the economic disarray of the Great Depression and promised new jobs.^[14] The project was expected to create 5,000 jobs for three to four years.^[18] Committee members began to raise public awareness by organizing fundraisers and writing pamphlets. They also engaged Congress by planning budgets and preparing bills, in addition to researching ownership of the land they had chosen, "approximately one-half mile in length  ... from Third Street east to the present elevated railroad." In January 1934, Senator Bennett Champ Clark and Representative John Cochran introduced to Congress an appropriation bill seeking $30 million for the memorial, but the bill failed to garner support due to the large amount of money solicited. In March of the same year, joint resolutions proposed the establishment of a federal commission to develop the memorial. Although the proposal aimed for only authorization, the bill incurred opposition because people suspected that JNEMA would later seek appropriation. On March 28 the Senate bill was reported out, and on April 5 it was turned over to the House Library Committee, which later reported favorably on the bills. On June 8, both the Senate and House bills were passed. On June 15, President Franklin D. Roosevelt signed the bill into law, instituting the United States Territorial Expansion Memorial Commission. The commission comprised 15 members, chosen by Roosevelt, the House, the Senate, and JNEMA. It first convened on December 19 in St. Louis, where members examined the project and its planned location.^[14]

Meanwhile, in December, the JNEMA discussed organizing an architectural competition to determine the design of the monument. Local architect Louis LeBeaume had drawn up competition guidelines by January 1935.

Using the 1935 grant of $6.75 million and $2.25 million in city bonds,[18] the NPS acquired the historic buildings within the historic site—through condemnation rather than purchase—and demolished them. By September 1938, condemnation was complete. The condemnation was subject to many legal disputes which culminated on January 27, 1939, when the United States Circuit Court of Appeals ruled that condemnation was valid. A total of $6.2 million was distributed to land owners on June 14.^[15][22] Demolition commenced on October 9, 1939, when Dickmann extracted three bricks from a vacant warehouse.^[23]

Led by Paul Peters, adversaries of the memorial delivered to Congress a leaflet titled "Public Necessity or Just Plain Pork". The JNEMA's lawyer, Bon Geaslin, believed that the flyers did not taint the project, but motivated members of Congress to find out more about the same. Although Representative John Cochran wanted to ask Congress to approve more funds, Geaslin believed the association should "keep a low profile, maintaining its current position during this session of Congress". He advised the association to "get a good strong editorial in one of the papers to the effect that a small group of tenants ... is soliciting funds [to fight] the proposed improvement, and stating that these efforts do not represent the consensus of opinion in St. Louis ... , and pointing out that such obstructions should be condemned".^[23]

Congress's reduction in spending made it impossible for the allocated funds to be obtained. NPS responded that the city would reduce its contribution if the federal government did. It also asserted that the funds were sanctioned by an executive order, but superintendent John Nagle pointed out that what "one Executive Order does, another can undo". In March 1936, Representative Cochran commented during a House meeting that he "would not vote for any measure providing for building the memorial or allotting funds to it". Geaslin found Cochran's statements to be a greater hindrance to the project than Paul Peters' opposition, for Congress might have Cochran's opinions as representative of public opinion.^[23]

Peters and other opponents asked Roosevelt to rescind Executive Order 7253 and to redirect the money to the American Red Cross. Smith impugned their motives, accusing them of being "opposed to anything that is ever advanced in behalf of the city."^[23] In February 1936, an editorial written by Paul W. Ward in The Nation denounced the project.^[24] Smith was infuriated, fearing the impact of attacks from a prestigious magazine, and wanted "to jump on it strong with hammer and tongs". William Allen White, a renowned newspaper editor, advised Smith not to fret.^[23]

Because the Mississippi River played an essential role in establishing St. Louis's identity as the gateway to the west, it was felt that a memorial commemorating it should be near the river. Railroad tracks that had been constructed in the 1930s on the levee obstructed views of the riverfront from the memorial site.^[15] When Ickes declared that the railway must be removed before he would allocate funds for the memorial,^[23] President of the St. Louis Board of Public Service Baxter Brown suggested that "a new tunnel ... conceal the relocated tracks and re-grading of the site to elevate it over the tunnel. These modifications would eliminate the elevated and surface tracks and open up the views to the river."^[15] Although rejected by NPS architect Charles Peterson, Brown's proposal formed the basis for the ultimate settlement.^[23]

By May 1942, demolition was complete.^[20] The Old Cathedral and the Old Rock House, because of their historical significance, were the only buildings retained within the historic site.^[25][26] The Old Rock House was later dismantled in 1959 with the intention of reassembling it at a new location, but pieces of the building went missing. Part of the house has been reconstructed in the basement of the Old Courthouse.^[27]

Design competition (1945–1948)

In November 1944, Smith discussed with Newton Drury, the National Park Service Director, the design of the memorial, asserting that the memorial should be "transcending in spiritual and aesthetic values", best represented by "one central feature: a single shaft, a building, an arch, or something else that would symbolize American culture and civilization."^[29]

The idea of an architectural competition to determine the design of the memorial was favored at the JNEMA's inaugural meeting. They planned to award cash for the best design.^[16] In January 1945, the JNEMA officially announced a two-stage design competition that would cost $225,000 to organize. Smith and the JNEMA struggled to raise the funds, garnering only a third of the required total by June 1945.^[a] Then mayor Aloys Kaufmann feared that the lack of public support would lead officials to abandon hope in the project. The passage of a year brought little success, and Smith frantically underwrote the remaining $40,000 in May 1946. By June, Smith found others to assume portions of his underwriting, with $17,000 remaining under his sponsorship. In February 1947, the underwriters were compensated, and the fund stood at over $231,199.^[29]

Local architect Louis LaBeaume prepared a set of specifications for the design, and architect

Saarinen's team included himself as designer, J. Henderson Barr as associate designer, and Dan Kiley as landscape architect, as well as Lily Swann Saarinen as sculptor and Alexander Girard as painter. In the first stage of the competition, Carl Milles advised Saarinen to change the bases of each leg to triangles instead of squares. Saarinen said that he "worked at first with mathematical shapes, but finally adjusted it according to the eye." At submission, Saarinen's plans laid out the arch at 569 feet (173 m) tall and 592 feet (180 m) wide from center to center of the triangle bases.^[28]

On September 1, 1947, submissions for the first stage were received by the jury. The submissions were labeled by numbers only, and the names of the designers were kept anonymous. Upon four days of deliberation, the jury narrowed down the 172 submissions, which included Saarinen's father

On May 25, the United States Territorial Expansion Memorial Commission endorsed the design.[31] Later, in June, the NPS approved the proposal.^[28] Representative H. R. Gross, however, opposed the allocation of federal funds for the arch's development.^[38]

The design drew varied responses. In a February 29, 1948, The New York Times article, Louchheim praised the arch's design as "a modern monument, fitting, beautiful and impressive."^[39] Some local residents likened it to a "stupendous hairpin and a stainless steel hitching post." The most aggressive criticism emerged from Gilmore D. Clarke,^[40] whose February 26, 1948,^[16] letter compared Saarinen's arch to an arch imagined by fascist Benito Mussolini, rendering the arch a fascist symbol. This allegation of plagiarism ignited fierce debates among architects about its validity. Douglas Haskell from New York wrote that "The use of a common form is not plagiarism ... [T]his particular accusation amounts to the filthiest smear that has been attempted by a man highly placed in the architectural profession in our generation."^[16] Wurster and the jury refuted the charges, arguing that "the arch form was not inherently fascist but was indeed part of the entire history of architecture."^[36] Saarinen considered the opposition absurd, asserting, "It's just preposterous to think that a basic form, based on a completely natural figure, should have any ideological connection."^[40]

By January 1951, Saarinen created 21 "drawings, including profiles of the Arch, scale drawings of the museums and restaurants, various parking proposals, the effect of the levee-tunnel railroad plan on the Arch footings, the Arch foundations, the Third Street Expressway, and the internal and external structure of the Arch." Fred Severud made calculations for the arch's structure.^[41]

Railroad agreement (1949–1958)

Several proposals were offered for moving the railroad tracks, including:

• Bates-Ross. Tracks would cross the memorial site diagonally in a tunnel.
• Bowen. Similar to Bates-Ross proposal.^[how?]
• Hill-Tunnel. Supported by Saarinen and NPS engineer Julian Spotts, it would route the tracks in a tunnel below Second and First Streets. Saarinen further said that if the tracks passed between the memorial and the river, he would withdraw his participation.
• La Beaume-Terminal. Opposed by Saarinen and the NPS, it would lay "three tracks on a contained fill along the lines of the elevated tracks."
• Levee-Tunnel. Proposed by Frank J. McDevitt, president of the St. Louis Board of Public Service, it would lower the tracks into a tunnel concealed by walls and landscaping.

On July 7, 1949, in Mayor

Efforts to appropriate congressional funds began in January 1950 but were delayed until 1953 by the Korean War's depletion of federal funds.^[41]

In August 1953, Secretary of the Interior

On November 29, involved interests signed another memorandum of understanding approving Saarinen's rework; implementing it would cost about $5.053 million. On March 10, 1959, mayor Raymond Tucker proposed that they drop "the tunnel idea in favor of open cuts roofed with concrete slabs," which would cost $2.684 million, $1.5 million less than the cost of the approved plan. On May 12, 1958, Tucker, TRRA president Armstrong Chinn, and Missouri Pacific Railroad president Russell Dearmont entered a written agreement: "The TRRA would place $500,000 in escrow for the project, and the city [would] sell $980,000 of the 1935 bonds to match the Federal contribution." Director Wirth and Secretary Seaton approved the plan on June 2.^[42]

In July 1953, Representative Leonor Sullivan introduced H.R. 6549, a bill authorizing the allocation of no more than $5 million to build the arch. After much negotiation, both houses of Congress approved the bill in May 1954, and on May 18, 1954, President Dwight D. Eisenhower signed the bill into law as Public Law 361. Congress could not afford to appropriate the funds in 1955, so association president William Crowdus resorted to asking the Rockefeller and Ford Foundations for $10 million. The foundations denied the request because their function as private foundations did not include funding national memorials. In 1956, Congress appropriated $2.64 million to be used to move the railroad tracks. The remainder of the authorized appropriation was requested via six congressional bills, introduced on July 1, 1958, that revised Public Law 361 to encompass the cost of the entire memorial, increasing federal funds by $12.25 million. A month later the Department of the Interior and the Bureau of the Budget endorsed the bill, and both houses of Congress unanimously passed the bill. Eisenhower signed it into law on September 7. The NPS held off on appropriating the additional funds, as it planned to use the already-appropriated funds to initiate the railroad work.^[42]

Final preparations (1959–1968)

Saarinen and city functionaries collaborated to zone buildings near the arch. In April 1959, real estate developer Lewis Kitchen decided to construct two 40-level edifices across from the arch. In July, after the plan was condemned for its potential obstruction of the arch, Kitchen discussed the issue with officials. A decision was delayed for several months because Saarinen had yet to designate the arch's height, projected between 590 and 630 feet (180 and 190 m). By October, Mayor Tucker and Director Wirth resolved to restrict the height of buildings opposite the arch to 275 feet (84 m) (about 27 levels), and the city stated that plans for buildings opposite the arch would require its endorsement. Kitchen then decreased the height of his buildings, while Saarinen increased that of the arch.^[43]

Moving the railroad tracks was the first stage of the project. On May 6, 1959, after an official conference, the Public Service Commission called for ventilation to accompany the tunnel's construction, which entailed "placing 3,000 feet of dual tracks into a tunnel 105 feet west of the elevated railroad, along with filling, grading, and trestle work." Eight bids for the work were reviewed on June 8 in the Old Courthouse, and the MacDonald Construction Co. of St. Louis^[5] won with a bid of $2,426,115, less than NPS's estimate of the cost. At 10:30 a.m. on June 23, 1959, the groundbreaking ceremony occurred; Tucker spaded the first portion of earth. Wirth and Dickmann delivered speeches.^[43]

The NPS acquired the $500,000 in escrow and transferred it to MacDonald to begin building the new tracks. In August, demolition of the Old Rock House^[d] was complete, with workers beginning to excavate the tunnel. In November, they began shaping the tunnel's walls with concrete. Twenty-nine percent of the construction was completed by March and 95% by November. On November 17, trains began to use the new tracks. June 1962 was the projected date of fruition.^[43]

On May 16, 1959, the Senate appropriations subcommittee received from St. Louis legislators a request for $2.4911 million, of which it granted only $133,000. Wirth recommended that they reseek the funds in January 1960.^[43]

On March 10, 1959, Regional Director Howard Baker received $888,000 as the city's first subsidy for the project. On December 1, 1961, $23,003,150 in total had been authorized, with $19,657,483 already appropriated—$3,345,667 remained not yet appropriated.^[43]

Construction

The bidding date, originally December 20, 1961, was postponed to January 22, 1962, to clarify the details of the arch construction.^[e] About 50 companies that had requested the construction requirements received bidding invitations. Extending from $11,923,163 to $12,765,078, all four bids exceeded the engineer estimate of $8,067,000. Wirth had a committee led by George Hartzog determine the validity of the bids in light of the government's conditions. Following a meeting with the bidders, the committee affirmed the bids' reasonableness, and Wirth awarded the lowest bidder, MacDonald Construction Co. of St. Louis,^[5] the contract for the construction of the arch and the visitor center. On March 14, 1962, he signed the contract and received from Tucker $2.5 million, the city's subsidy for the phase. MacDonald reduced its bid $500,000 to $11,442,418.^[43] The Pittsburgh-Des Moines Steel Company served as the subcontractor for the shell of the arch.^[16]

In 1959 and 1960, ground was broken,^[45] and in 1961, the foundation of the structure was laid.^[13] Construction of the arch itself began on February 12, 1963, as the first steel triangle on the south leg was eased into place.^[16] These steel triangles, which narrowed as they spiraled to the top, were raised into place by a group of cranes and derricks.^[46] The arch was assembled of 142^[47] 12-foot-long (3.7 m) prefabricated stainless steel sections. Once in place, each section had its double-walled skin filled with concrete, prestressed with 252 tension bars.^[48] In order to keep the partially completed legs steady, a scissors truss was placed between them at 530 feet (160 m), later removed as the derricks were taken down.^[49] The whole endeavor was expected to be completed by fall 1964, in observance of St. Louis's bicentennial.^[11][12][50]

Contractor MacDonald Construction Co. arranged a 30-foot (9.1 m) tower for spectators^[51] and provided recorded accounts of the undertaking.^[52] In 1963, a million people went to observe the progress, and by 1964, local radio stations began to broadcast when large slabs of steel were to be raised into place.^[18] St. Louis Post-Dispatch photographer Art Witman documented the construction for the newspaper's Sunday supplement Pictures, his longest and most noted assignment.^[53] He visited the construction site frequently from 1963 to 1967 recording of every stage of progress. With assistant Renyold Ferguson, he crawled along the catwalks with the construction workers up to 190m above the ground.^[54] He was the only news photographer on permanent assignment at the construction, with complete access. He primarily worked with slide film but also used the only Panox camera in St. Louis to create panoramic photographs covering 140 degrees. Witman's pictures of the construction are now housed in the State Historical Society of Missouri.

The project manager of MacDonald Construction Co., Stan Wolf, said that a 62-story building was easier to build than the arch: "In a building, everything is straight up, one thing on top of another. In this arch, everything is curved."^[13]

Delays and lawsuits

Although an actuarial firm predicted thirteen workers would die while building the arch, no workers were killed during the monument's construction.^[55] However, construction of the arch was still often delayed by safety checks, funding uncertainties, and legal disputes.^[56]

Civil rights activists regarded the construction of the arch as a token of racial discrimination. On July 14, 1964, during the workers' lunchtime, civil rights protesters Percy Green and Richard Daly, both members of

In 1964, the Pittsburgh-Des Moines Steel Company of Warren, Pennsylvania, sued MacDonald for $665,317 for tax concerns. In 1965, NPS requested that Pittsburgh-Des Moines Steel remove the prominent letters "P-D-M" (its initials) from a creeper derrick used for construction, contending that it was promotional and violated federal law with regards to advertising on national monuments. Although Pittsburgh-Des Moines Steel initially refused to pursue what it considered a precarious venture, the company relented after discovering that leaving the initials would cost $225,000 and after that, $42,000 per month,[60] and the NPS dropped its lawsuit.^[16]

On October 26, 1965, the International Association of Ironworkers delayed work to ascertain that the arch was safe. After NPS director Kenneth Chapman gave his word that conditions were "perfectly safe," construction resumed on October 27.^[61] After the discovery of 16 defects, the tram was also delayed from running. The Bi-State Development Agency assessed that it suffered losses of $2,000 for each day the trains were stagnant.^[62]

On January 7, 1966, members of

President Lyndon B. Johnson and Mayor Alfonso J. Cervantes decided on a date for the topping-out ceremony, but the arch had not been completed by then. The ceremony date was reset to October 17, 1965; workers strained to meet the deadline, taking double shifts, but by October 17, the arch was still not complete. The chairman of the ceremony anticipated the ceremony to be held on October 30, a Saturday, to allow 1,500 schoolchildren, whose signatures were to be placed in a time capsule, to attend. Ultimately, PDM set the ceremony date to October 28.^[16]

The time capsule, containing the signatures of 762,000 students and others, was welded into the

The Gateway Arch was expected to open to the public by 1964, but in 1967 the public relations agency stopped forecasting the opening date.[62] The arch's visitor center opened on June 10, 1967, and the tram began operating on July 24.^[10]

The arch was dedicated by Humphrey on May 25, 1968.^[68] He declared that the arch was "a soaring curve in the sky that links the rich heritage of yesterday with the richer future of tomorrow"^[69] and brings a "new purpose" and a "new sense of urgency to wipe out every slum." "Whatever is shoddy, whatever is ugly, whatever is waste, whatever is false, will be measured and condemned" in comparison to the Gateway Arch. About 250,000 people were expected to attend, but rain canceled the outdoor activities.^[68] The ceremony had to be transferred into the visitor center.^[69][f] After the dedication, Humphrey crouched beneath an exit as he waited for the rain to subside so he could walk to his vehicle.^[68]

After completion

The project did not provide 5,000 jobs as expected—as of June 1964, workers numbered fewer than 100. The project did, however, incentivize other riverfront restoration efforts, totaling $150 million. Building projects included a 50,000-seat sports stadium, a 30-story hotel, several office towers, four parking garages, and an apartment complex.^[18] The idea of a Disneyland amusement park that included "synthetic riverboat attractions" was considered but later abandoned.^[70][71] The developers hoped to use the arch as a commercial catalyst, attracting visitors who would use their services.^[18] One estimate found that since the 1960s, the arch has incited almost $503 million worth of construction.^[72]

In June 1976, the memorial was finalized by federal allocations—"the statue of Thomas Jefferson was unveiled, the Museum of Westward Expansion was previewed, a theater under the Arch was dedicated in honor of Mayor Raymond Tucker and the catenary-like curving staircases from the Arch down to the levee were built."^[16]

Characteristics

Physical characteristics

Both the width and height of the arch are 630 feet (192 m).^[7][65] The arch is the tallest memorial in the United States^[4] and the tallest stainless steel monument in the world.^[73]

The cross-sections of the arch's legs are equilateral triangles, narrowing from 54 feet (16 m) per side at the bases to 17 feet (5.2 m) per side at the top.^[74] Each wall consists of a stainless steel skin covering a sandwich of two carbon-steel walls with reinforced concrete in the middle from ground level to 300 feet (91 m), with carbon steel to the peak.^[50][75] The arch is hollow to accommodate a unique tram system that takes visitors to an observation deck at the top.^[11]

The structural load is supported by a stressed-skin design.^[76] Each leg is embedded in 25,980 short tons (23,570 t) of concrete 44 feet (13 m) thick^[65] and 60 feet (18 m) deep.^[77] Twenty feet (6.1 m) of the foundation is in bedrock.^[77] The arch is resistant to earthquakes^[78] and is designed to sway up to 18 inches (46 cm) in either direction,^[79] while withstanding winds up to 150 miles per hour (240 km/h).^[80] The structure weighs 42,878 short tons (38,898 t), of which concrete composes 25,980 short tons (23,570 t); structural steel interior, 2,157 short tons (1,957 t); and the 6.3mm thick grade 304 stainless steel panels that cover the exterior of the arch, 886 short tons (804 t).^[68][81] This amount of stainless steel is the most used in any one project in history.^[73][80]

Mathematical elements

The geometric form of the structure was set by mathematical equations provided to Saarinen by the

The first proposal to illuminate the arch at night was announced on May 18, 1966, but the plan never came to fruition.^[10] In July 1998, funding for an arch lighting system was approved by St. Louis's Gateway Foundation,^[88] which agreed to take responsibility for the cost of the equipment, its installation, and its upkeep.^[89] In January 1999, MSNBC arranged a temporary lighting system for the arch so the monument could be used as the background for a visit by Pope John Paul II.^[88] Since November 2001, the arch has been bathed in white light between 10 p.m. and 1 a.m. via a system of floodlights.^[90] Designed by Randy Burkett, it comprises 44 lighting fixtures situated in four pits just below ground level.^[88][89]

On October 5, 2004, the

In April 1965, three million tourists were expected to visit the arch annually after completion;^[13] 619,763 tourists visited the top of the arch in its first year open. On January 15, 1969, a visitor from Nashville, Tennessee, became the one-millionth person to reach the observation area; the ten-millionth person ascended to the top on August 24, 1979.^[10] In 1974, the arch was ranked fourth on a list of "most-visited man-made attraction[s]".^[16] In 2010, the Gateway Arch had over four million visitors,^[97] of which around one million traveled to the top.^[98] In 2022, an estimated 1.62 million people visited the Arch.^[99]

On December 8, 2009, sponsored by nonprofit CityArchRiver2015, the international design competition "Framing a Modern Masterpiece: The City + The Arch + The River 2015" commenced.^[100] It aimed to "design a plan to improve the riverfront park landscape, ease access for pedestrians across Memorial Drive and expand onto the East St. Louis riverfront,"^[101] as well as to attract visitors.^[102] The contest consisted of three stages—portfolio assessment (narrowed down to 8–10 teams), team interviews (narrowed down to 4–5 teams), and review of design proposals.^[103] The competition received 49 applicants,^[104] which were narrowed down to five in the first two stages. On August 17, 2010, the designs of the five finalists were revealed to the public and exhibited at the theater below the arch.^[105] On August 26, the finalists made their cases to an eight-member jury,^[106][107] and on September 21,^[108] the winner was revealed—Michael Van Valkenburgh Associates. The initiative's plans include updating Kiener Plaza and the Old Courthouse, connecting the city to the Arch grounds with a park over Interstate 70, a re-imagined museum and improved accessibility. The budget for the project is $380 million and was set to be completed in 2018.^[104]

Ground broke on the "Park over the Highway" project, the first component of the CityArchRiver project, on August 2, 2013. This project features a landscaped structure over Interstate 70 and rerouted surface traffic that had previously formed a moat separating the Gateway Arch from the Old Courthouse. This project was completed in December 2014.^[109]

Visitor center

The underground visitor center for the arch was designed as part of the National Park Service's Mission 66 program.^[110] The 70,000-square-foot (6,500 m²) center is located directly below the arch,^[111] between its legs. Although construction on the visitor center began at the same time as construction for the arch itself, it did not conclude until 1976 because of insufficient funding;^[112] however, the center opened with several exhibits on June 10, 1967.^[10] Access to the visitor center is provided through ramps adjacent to each leg of the arch.^[112]

The center houses offices,

As part of the CityArchRiver project, the visitor center and museum underwent a $176 million expansion and renovation that was completed in July 2018.[113] The renovation includes a 46,000-square-foot underground addition featuring interactive story galleries, video walls, a fountain and a cafe.^[113]

Observation area

Near the top of the Arch, passengers exit the tram compartment and climb a slight grade to enter the observation area. This arched deck, which is over 65 feet (20 m) long and 7 feet (2.1 m) wide,

There are three modes of transportation up the arch: two sets of 1,076-step emergency stairs (one per leg),^[116] a 12-passenger elevator to the 372-foot (113 m) height,^[18] and a tram in each leg.^[11]

Each tram is a chain of eight cylindrical, five-seat compartments^[117] with glass doors.^[118] As each tram has a capacity of 40 passengers and there are two trams, 80 passengers can be transported at one time, with trams departing from the ground every 10 minutes.^[80] The cars swing like Ferris-wheel cars as they ascend and descend the arch.^[77] This fashion of movement gave rise to the idea of the tram as "half-Ferris wheel and half-elevator."^[77] The trip to the top takes four minutes,^[45] and the trip down takes three minutes.^[75]

Because of a lack of funds in March 1962, the NPS did not accept bids for the arch's internal train system^[43] and considered discarding the idea.^[16] In May 1962,^[16] the Bi-State Development Agency proposed that it issue revenue bonds to obtain the required funds. The Department of the Interior and Bi-State entered into an agreement where Bi-State would construct and operate the tram.^[16][43] Bi-State would have to raise $1,977,750 for the construction of the tram system.^[43] It retired the bonds by setting a $1 riding fee to the top.^[g]

Bi-State put in $3.3 million revenue bonds and has operated the tram system since.^[119] The tram in the north leg entered operation in June 1967,^[76] but visitors were forced to endure three-hour-long waits until April 21, 1976, when a reservation system was put in place.^[10] The south tram was completed by March 1968. Commemorative pins were awarded to the first 100,000 passengers.^[16] As of 2007, the trams have traveled 250,000 miles (400,000 km), conveying more than 25 million passengers.^[80]

Incidents

On July 8, 1970, a six-year-old boy, his mother, and two of her friends were trapped in a tram in the arch's south leg after the monument closed. According to the boy's mother, the group went up the arch around 9:30 p.m.

On the morning of February 9, 2011, a National Park Service worker was injured while performing repairs on the south tram. The 55-year-old was working on the tram's electrical system when he was trapped between it and the arch wall for around 30 seconds, until being saved by other workers. Emergency officials treated the injured NPS employee at the arch's top before taking him to Saint Louis University Hospital in a serious condition.^[124]

On March 24, 2011, around one hundred visitors were stranded in the observation area for 45 minutes after the doors of the south tram refused to close. The tourists were safely brought down the arch in the north tram, which had been closed that week so officials could upgrade it with a new computer system. The National Park Service later attributed the malfunction to a computer glitch associated with the new system, which had already been implemented with the south tram. No one was hurt in the occurrence.^[125][126]

Around 2:15 p.m. local time on June 16, 2011, the arch's north tram stalled due to a power outage.^[127] The tram became stuck about 200 feet (61 m) from the observation deck, and passengers eventually were told to climb the stairs to the observation area.^[128] It took National Park Service workers about one hour to manually pull the tram to the top, and the 40 trapped passengers were able to return down on the south tram, which had previously not been operating that day because there was not an abundance of visitors. An additional 120 people were at the observation deck at the time of the outage and also exited via the south tram. During the outage, visitors were stuck in the tram with neither lighting nor air conditioning.^[127] No one was seriously injured in the incident, but one visitor lost consciousness after suffering a panic attack,^[129] and a park ranger was taken away with minor injuries. The cause of the outage was not immediately known.^[127]

Stunts and accidents

On June 16, 1965, the Federal Aviation Administration cautioned that aviators who flew through the arch would be fined and their licenses revoked.^[130] At least ten pilots have disobeyed this order,^[10] beginning on June 22, 1966.^[16]

In 1973, Nikki Caplan was granted an FAA exception to fly a hot air balloon between the arch's legs as part of the Great Forest Park Balloon Race.^[131] During the flight, on which the St. Louis park director was a passenger, the balloon hit the arch and plummeted 70 feet before recovering.^[132]

In 1976, a

On December 27, 1980, St. Louis television station KTVI reported receiving calls from supposed witnesses of another stunt landing. The alleged parachutist, who claimed to be a retired professional stuntman, was said to be wearing a Santa Claus costume when he jumped off an airplane around 8:00 a.m. CST, parachuted onto the arch, grasped the monument's beacon, and used the same parachute to glide down unharmed. KTVI said it was told the feat was done as an act of homage to Swyers, and "apparently was a combination of a dare, a drunk, and a tribute."^[136] On the day after the alleged incident, authorities declared the jump a hoax. A spokesperson for the St. Louis Metropolitan Police Department said no calls were received about the jump until after it was broadcast on the news, and the Federal Aviation Administration said the two calls it had received were very similar. One caller also left an out-of-service phone number, while the other never followed up with investigators.^[137] Arch officials said they did not witness any such jump, and photos provided by the alleged parachutist were unclear.^[136]

1992 stunt

On September 14, 1992, 25-year-old John C. Vincent climbed to the top of the Gateway Arch using suction cups and proceeded to parachute back to the ground. He was later charged with two misdemeanors: climbing a national monument and parachuting in a national park. Federal prosecutor Stephen Higgins called the act a "great stunt" but said it was "something the Park Service doesn't take lightly."^[138] Vincent, a construction worker and diver from Harvey, Louisiana,^[139] said he did it "just for the excitement, just for the thrill," and had previously parachuted off the World Trade Center in May 1991. He said that scaling the arch "wasn't that hard" and that he had considered a jump off the monument for a few months. In an interview, Vincent said he visited the arch's observation area a month before the stunt, to see if he could use a maintenance hatch for accessing the monument's peak. Due to the heavy security, he instead decided to climb up the arch's exterior using suction cups, which he had used before to scale shorter buildings. Dressed in black, Vincent began crawling up the arch around 3:30 a.m. CST on September 14 and arrived undetected at the top around 5:45 a.m., taking an additional 75 minutes to rest and take photos before finally jumping. During this time, he was seen by two traffic reporters inside the One Metropolitan Square skyscraper.^[140]

Vincent was also spotted mid-air by Deryl Stone, a Chief Ranger for the National Park Service. Stone reported seeing Vincent grab his parachute after landing and run to a nearby car, which quickly drove away. However, authorities were able to detain two men on the ground who had been videotaping the jump.

After his guilty plea, Vincent was sentenced to a $1,000 fine, 25 hours of community service, and a year's probation. In December 1992, Vincent was sentenced to ninety days in jail for violating his probation.[144]

Security

Two years after the 1995

In 2006, arch officials hired a "physical security specialist," replacing a law enforcement officer. The responsibilities of the specialist include risk assessment, testing the park's security system, increasing security awareness of other employees, and working with other government agencies to improve the arch's security procedures.^[153]

Symbolism and culture

Built as a monument to the westward expansion of the United States, the arch typifies "the pioneer spirit of the men and women who won the West, and those of a latter day to strive on other frontiers." The arch has become the iconic image of St. Louis,^[66] appearing in many parts of city culture. In 1968, three years after the monument's opening, the St. Louis phone directory contained 65 corporations with "Gateway" in their title and 17 with "Arch". Arches also appeared over gas stations and drive-in restaurants.^[130] In the 1970s, a local sports team adopted the name "Fighting Arches"; St. Louis Community College would later (when consolidating all athletic programs under a single banner) name its sports teams "Archers". Robert S. Chandler, an NPS superintendent, said, "Most [visitors] are awed by the size and scale of the Arch, but they don't understand what it's all about ... Too many people see it as just a symbol of the city of St. Louis."^[72]

The arch has also appeared as a symbol of the State of Missouri. On November 22, 2002, at the

Louchheim wrote that although the arch "has a simplicity which should guarantee timeliness", it is entirely

Some have questioned whether St. Louis really was—as Saarinen said[28]—the "Gateway to the West". Kansas City-born "deadline poet" Calvin Trillin wrote,^[162]

I know you're thinking that there are considerable differences between T.S. Eliot and me. Yes, it is true that he was from St. Louis, which started calling itself the Gateway to the West after Eero Saarinen's Gateway Arch was erected, and I'm from Kansas City, where people think of St. Louis not as the Gateway to the West but as the Exit from the East.

With renovations in the 2010s of the visitor center, the message of the arch has been more inclusive in its historic perspective, highlighting the impact of

Its futuristic style has been seen as a symbol for the automobile age and the surrounding automobile centric urban and interstate infrastructure, promising a technological future of a new accessible frontier.^[163] This outlook has seen continuation, lending the Gateway Arch's iconic shape and meaning to the name and logo of the future Lunar Gateway, with its purpose as a gateway to the Moon and Mars.^[165]

Awards and recognitions

In 1966, the arch was given a Special Award for Excellence from the

• Dutch composer
  Powell Symphony Hall. Since Schat did not ascend the arch due to his fear of heights, he used his creativity to depict in music someone riding a tram to the top of the arch.^[174]
• Paul Muldoon's poem, "The Stoic", is set under the Gateway Arch. The work, "an elegy for a miscarried foetus",^[175] describes Muldoon's ordeal standing under the Gateway Arch after his wife telephoned and informed him that the baby they were expecting had been miscarried.
• Annabeth Chase visit the Arch during their trip to California to recover the Master Bolt. Percy faces the Chimera, jumps out of the Arch, and falls into the Mississippi River.^[176]
• A damaged Gateway Arch is prominently featured in Defiance, a science fiction television series. The apex is used as a radio station studio, with the arch itself acting as the station's antenna.^[177]

Maintenance

The first act of vandalism was committed in June 1968: the vandals etched their names on various parts of the arch. In all, $10,000 was spent that year to repair damage from vandalism.

In 2010, signs of corrosion were reported at the upper regions of the stainless steel surface. Carbon steel in the north leg has been rusting, possibly a result of water accumulation, a side effect of leaky welds in an environment that often causes rain to enter the skin of the structure. Maintenance workers use mops^[178] and a temporary setup of water containers to ease the problem.^[179] According to NPS documents, the corrosion and rust pose no safety concerns.^[178]

A more comprehensive study of the corrosion had been suggested as early as 2006 by architectural specialists studying the Arch, and reiterated in a 2010 Historic Structure Report. In September 2010, the NPS granted Wiss, Janney, Elstner Associates, Inc. a contract for a structural study that would "gather data about the condition of the Arch to enable experts to develop and implement the right long-term solutions."^[180]

Stain samples were taken from the west face of the Arch on October 21, 2014, to determine the best way to clean it. The cleaning will cost about $340,000.^[181]

In 1984, structural engineer Tibor Szegezdy told Smithsonian Magazine that the Arch could stand "considerably less than a thousand years" before collapsing in a wind storm.^[182]

Brickline Greenway

The

• Architecture of St. Louis
• Fair Saint Louis
• List of tallest buildings in St. Louis
• List of National Historic Landmarks in Missouri
• National Register of Historic Places listings in St. Louis, Missouri
• Zhivopisny Bridge

Notes

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Bibliography

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• Brown, Sharon A. (June 1984). Administrative History: Jefferson National Expansion Memorial National Historic Site. National Park Service.
• Campbell, Tracy (2013). The Gateway Arch: A Biography. New Haven: Yale University Press.
• Tackett, Michael (October 26, 1990). "The Arch at 25: Gateway Gave St. Louis a Much-Needed Identity". Moscow-Pullman Daily News. p. 4D. Retrieved March 26, 2011.

External links

Wikimedia Commons has media related to Gateway Arch.

Wikivoyage has a travel guide for Gateway Arch.

• Official website
• "Gateway Arch Construction photographs". University of Missouri–St. Louis.
• St. Louis Gateway Arch Grounds Project
• 360 Degree Panorama of the Gateway Arch Taken from Malcolm W. Martin Memorial Park Archived July 22, 2011, at the Wayback Machine, East St. Louis, IL