San Francisco–Oakland Bay Bridge

# San Francisco–Oakland Bay Bridge

## Abstract

The San Francisco–Oakland Bay Bridge, commonly referred to as the Bay Bridge, is a complex of bridges spanning San Francisco Bay in California. As part of Interstate 80 and the direct road between San Francisco and Oakland, it carries about 260,000 vehicles a day on its two decks. It includes one of the longest bridge spans in the United States.

The toll bridge was conceived as early as the California Gold Rush days, with "Emperor" Joshua Norton famously advocating for it, but construction did not begin until 1933. Designed by Charles H. Purcell, and built by American Bridge Company, it opened on Thursday, November 12, 1936, six months before the Golden Gate Bridge. It originally carried automobile traffic on its upper deck, with trucks, cars, buses and commuter trains on the lower, but after the Key System abandoned its rail service on April 20, 1958, the lower deck was converted to all-road traffic as well. On October 12, 1963, traffic was reconfigured to one way traffic on each deck, westbound on the upper deck, and eastbound on the lower deck, with trucks and buses also allowed on the upper deck.

In 1986, the bridge was unofficially dedicated to former California Governor James Rolph.

The bridge has two sections of roughly equal length; the older western section, officially known as the Willie L. Brown Jr. Bridge (after former San Francisco Mayor and California State Assembly Speaker Willie L. Brown Jr.), connects downtown San Francisco to Yerba Buena Island, and the newer east bay section connects the island to Oakland. The western section is a double suspension bridge with two decks, westbound traffic being carried on the upper deck while eastbound is carried on the lower one. The largest span of the original eastern section was a cantilever bridge.

During the 1989 Loma Prieta earthquake, a portion of the eastern section's upper deck collapsed onto the lower deck and the bridge was closed for a month. Reconstruction of the eastern section of the bridge as a causeway connected to a self-anchored suspension bridge began in 2002; the new eastern section opened September 2, 2013, at a reported cost of over $6.5 billion; the original estimate of $250 million was for a seismic retrofit of the existing span. Unlike the western section and the original eastern section of the bridge, the new eastern section is a single deck carrying all eastbound and westbound lanes. Demolition of the old east span was completed on September 8, 2018.

## Description

The bridge consists of two crossings, east and west of Yerba Buena Island, a natural mid-bay outcropping inside San Francisco city limits. The western crossing between Yerba Buena and downtown San Francisco has two complete suspension spans connected at a center anchorage. Rincon Hill is the western anchorage and touch-down for the San Francisco landing of the bridge connected by three shorter truss spans. The eastern crossing, between Yerba Buena Island and Oakland, was a cantilever bridge with a double-tower span, five medium truss spans, and a 14-section truss causeway. Due to earthquake concerns, the eastern crossing was replaced by a new crossing that opened on Labor Day 2013. On Yerba Buena Island, the double-decked crossing is a 321-foot (98 m) concrete viaduct east of the west span's cable anchorage, the 540-foot (160 m) Yerba Buena Tunnel through the island's rocky central hill, another 790.8-foot (241.0 m) concrete viaduct, and a longer curved high-level steel truss viaduct that spans the final 1,169.7 feet (356.5 m) to the cantilever bridge.

The toll plaza on the Oakland side (westbound traffic only since 1969) has eighteen toll lanes, with all charges now made either through the FasTrak electronic toll collection system or through invoices mailed through the USPS, based on the license plate of the car per Department of Motor Vehicle records. Metering signals are about 1,000 feet (300 m) west of the toll plaza. Two full-time bus-only lanes bypass the toll booths and metering lights around the right (north) side of the toll plaza; other high occupancy vehicles can use these lanes during weekday morning and afternoon commute periods. The two far-left toll lanes are high-occupancy vehicle lanes during weekday commute periods. Radio and television traffic reports will often refer to congestion at the toll plaza, metering lights, or a parking lot in the median of the road for bridge employees; the parking lot is about 1,900 feet (580 m) long, stretching from about 800 feet (240 m) east of the toll plaza to about 100 feet (30 m) west of the metering lights.

During the morning commute hours, traffic congestion on the westbound approach from Oakland stretches back through the MacArthur Maze interchange at the east end of the bridge onto the three feeder highways, Interstate 580, Interstate 880, and I-80 toward Richmond. Since the number of lanes on the eastbound approach from San Francisco is structurally restricted, eastbound backups are also frequent during evening commute hours.

The western section of the Bay Bridge is currently restricted to motorized freeway traffic. Pedestrians, bicycles, and other non-freeway vehicles are not allowed to cross this section. A project to add bicycle/pedestrian lanes to the western section has been proposed but is not finalized. A Caltrans bicycle shuttle operates between Oakland and San Francisco during peak commute hours for $1.00 each way.

Freeway ramps next to the tunnel provide access to Yerba Buena Island and Treasure Island. Because the toll plaza is on the Oakland side, the western span is a de facto non-tolled bridge; traffic between the island and the main part of San Francisco can freely cross back and forth. Those who only travel from Oakland to Yerba Buena Island, and not the entire length to the main part of San Francisco, must pay the full toll.

## Early history

Developed at the entrance to the bay, San Francisco was well placed to prosper during the California Gold Rush. Almost all goods not produced locally arrived by ship, as did numerous travelers and erstwhile miners. But after the first transcontinental railroad was completed in May 1869, San Francisco was on the wrong side of the Bay, and separated from the new rail link.

Many San Franciscans feared that the city would lose its position as the regional center of trade. Businessmen had considered the concept of a bridge spanning the San Francisco Bay since the Gold Rush days. During the 1870s, several newspaper articles explored the idea. In early 1872, a "Bay Bridge Committee" was hard at work on plans to construct a railroad bridge. The April 1872 issue of the San Francisco Real Estate Circular reported on this committee:

The Bay Bridge Committee lately submitted its report to the Board of Supervisors, in which compromise with the Central Pacific was recommended; also the bridging of the bay at Ravenswood and the granting of railroad facilities at Mission Bay and on the water front. Wm. C. Ralston, ex-Mayor Selby and James Otis were on this committee. A daily newspaper attempts to account for the advice of these gentlemen to the city by hinting that they were afraid of the railroad company, and therefore made their recommendations to suit its interests.

The self-proclaimed Emperor Norton decreed three times in 1872 that a suspension bridge be constructed to connect Oakland with San Francisco. In the third of these decrees, in September 1872, Norton, frustrated that nothing had happened, proclaimed:

WHEREAS, we issued our decree ordering the citizens of San Francisco and Oakland to appropriate funds for the survey of a suspension bridge from Oakland Point via Goat Island; also for a tunnel; and to ascertain which is the best project; and whereas the said citizens have hitherto neglected to notice our said decree; and whereas we are determined our authority shall be fully respected; now, therefore, we do hereby command the arrest by the army of both the Boards of City Fathers if they persist in neglecting our decrees.Given under our royal hand and seal at San Francisco, this 17th day of September, 1872.

Unlike most of Emperor Norton's eccentric ideas, his decree to build a bridge had a widespread public and political appeal. Yet the task was too much of an engineering and economic challenge, since the bay was too wide and too deep there. In 1921, more than forty years after Norton's death, an underground tube was considered, but it became clear that one would be inadequate for vehicular traffic. Support for a trans-bay crossing increased in the 1920s based on the popularity and availability of automobiles.

### Planning

The California State Legislature and governor enacted a law, effective in 1929, to establish the California Toll Bridge Authority (Stats. 1929, Chap 763) and to authorize it and the State Department of Public Works to build a bridge connecting San Francisco and Alameda County (Stats. 1929, Chap 762).

The state appointed a commission to evaluate the idea and various designs for a bridge across the Bay, the Hoover-Young Commission. Its conclusions were made public in 1930.

In January 1931, Charles H. Purcell, the State Highway Engineer of California, who had also served as the secretary of the Hoover-Young Commission, assumed the position of Chief Engineer for the Bay Bridge. Glenn B. Woodruff served as design engineer for the project. He explained in a 1936 article that several elements of the bridge required not only new designs, but also new theories of design.

To make the bridge feasible, a route was chosen via Yerba Buena Island, which would reduce both the material and the labor needed. Since Yerba Buena Island was a U.S. Navy base at the time, the state had to gain approval from Congress for this purpose as it regulates and controls all federal lands and the armed services. After a great deal of lobbying, California received Congressional approval to use the island on February 20, 1931, subject to final approvals by the Departments of War, Navy, and Commerce. The state applied for permits from the 3 federal departments as required. The permits were granted in January 1932, and formally presented in a ceremony on Yerba Buena Island on February 24, 1932.

On May 25, 1931, Governor James Rolph Jr. signed into law two acts: one providing for the financing of state bridges by revenue bonds, and another creating the San Francisco–Oakland Bay Bridge Division of the State Department of Public Works. On September 15, 1931, this new division opened its offices at 500 Sansome Street in San Francisco.

During 1931, numerous aerial photographs were taken of the chosen route for the bridge and its approaches.

That year, engineers had not determined the final design concept for the western span between San Francisco and Yerba Buena Island, although the idea of a double-span suspension bridge was already favored.

In April 1932, the preliminary final plan and design of the bridge was presented by Chief Engineer Charles Purcell to Col. Walter E. Garrison, Director of the State Department of Public Works, and to Ralph Modjeski, head of the Board of Engineering Consultants. Both agencies approved and preparation of the final design proceeded. In 1932, Joseph R. Knowland, a former U.S. Congressman from California, traveled to Washington to help persuade President Herbert Hoover and the Reconstruction Finance Corporation to advance $62 million to build the bridge.

### Construction

Before work began, 12 massive underwater telephone cables were moved 1,000 feet (300 m) of the proposed bridge route by crews of the Pacific Telephone and Telegraph Co. during the summer of 1931.

Construction began on July 9, 1933 after a groundbreaking ceremony attended by former president Herbert Hoover, dignitaries, and local beauty queens.

The western section of the bridge between San Francisco and Yerba Buena Island presented an enormous engineering challenge. The bay was up to 100 feet (30 m) deep in places and the soil required new foundation-laying techniques. A single main suspension span some 4,100 feet (1.2 km) in length was considered but rejected, as it would have required too much fill and reduced wharfage space at San Francisco, had less vertical clearance for shipping, and cost more than the design ultimately adopted. The solution was to construct a massive concrete anchorage halfway between San Francisco and the island, and to build a main suspension span on each side of this central anchorage.

East of Yerba Buena Island, the bay to Oakland was spanned by a 10,176-foot (3.102 km) combination of double cantilever, five long-span through-trusses, and a truss causeway, forming the longest bridge of its kind at the time. The cantilever section was longest in the nation and third-longest anywhere.

Much of the original eastern section was founded upon treated wood pilings. Because of the very deep mud on the bay bottom, it was not practical to reach bedrock, although the lower levels of the mud are quite firm. Long wooden pilings were crafted from entire old-growth Douglas fir trees, which were driven through the soft mud to the firmer bottom layers. The construction project had casualties: twenty-four men would die while constructing the bridge.

## Design and construction

California Department of Transportation engineer C.H. Purcell served as chief engineer for the Bay Bridge, including the construction of the Yerba Buena Tunnel. Before starting excavation, the ground through which the western half of the tunnel would be bored was stabilized by injecting cement grout under pressure through 25 1.5-inch (38 mm) holes bored into the loose rock over the crown of the tunnel.

After excavating the western and eastern open portals, three drifts were bored from west to east along the path of the tunnel: one at the crown and the other two at the lower corners. The first drift broke through in July 1934, approximately one year after the start of construction. A ceremonial party led by Governor Merriam celebrated the completion of the first 12-foot-square (3.7 m) drift on July 24 by walking through it, followed by a short speech. The space between the three drifts was then excavated, resulting in a single arch-shaped bore (in cross-section), and the tunnel roof was constructed using 16-inch (410 mm) steel I-beam ribs spaced 3 feet (0.91 m) apart to support the rock, which were then embedded in concrete up to 3 feet (0.91 m) thick at the crown. No cave-ins occurred during the excavation of the tunnel.

After the roof was completed, the remaining core of rock between the tunnel roof and lower deck was excavated using a power shovel. By May 1935, work on removing the core was progressing and 40 steel ribs had been placed; concrete embedment was just starting. Removal of the core was completed on November 18, 1935. Once the excavation was complete, the upper deck was placed and the interior ceiling above the upper deck was lined with tiles. The last concrete poured during the construction of the Bay Bridge was part of the upper deck lining in late summer 1936. This included the emplacement of regularly spaced refuge bays ("deadman holes") along the south wall of the lower deck tunnel, escape alcoves common in all railway tunnels into which track maintenance workers could duck if a train came along. These remain and are visible to eastbound motorists today.

The completed tunnel bore is 76 feet (23 m) wide and 58 feet (18 m) high overall, and the dimensions of the tunnel interior are 66 feet (20 m) wide and 53 feet (16 m) high. In 1936, it was hailed as the world's largest-bore tunnel. The cross-sectional area of the upper half is 1,500 square feet (140 m), and the lower half is 1,000 square feet (93 m).

Reminders of the long-gone bridge railway survive along the south side of the lower Yerba Buena Tunnel. These are the regularly spaced refuge bays ("deadman holes"), escape alcoves common in all railway tunnels, along the wall, into which track maintenance workers could safely retreat if a train came along. (The north side, which always carried only motor traffic, lacks these holes.)

### Opening day

The bridge opened on November 12, 1936, at 12:30 p.m. In attendance were the former US president Herbert Hoover, Senator William G. McAdoo, and the Governor of California, Frank Merriam. Governor Merriam opened the bridge by cutting gold chains across it with an acetylene cutting torch. The San Francisco Chronicle report of November 13, 1936, read:

the greatest traffic jam in the history of S.F., a dozen old-fashioned New Year's eves thrown into one – the biggest and most good-natured crowd of tens of thousands ever to try and walk the streets and guide their autos on them – This was the city last night, the night of the bridge opening with every auto owner in the bay region, seemingly, trying to crowd his machine onto the great bridge.

And those who tried to view the brilliantly lighted structure from the hilltops and also view the fireworks display were numbered also in the thousands.

Every intersection in the city, particularly those near the San Francisco entrance to the bridge, was jammed with a slowly moving auto caravan.

Every available policeman in the department was called to duty to aid in regulating the city's greatest parade of autos.

One of the greatest traffic congestions of the evening was at Fifth and Mission Streets, with downtown traffic and bridge-bound traffic snarled in an almost hopeless mass. To add to the confusion, traffic signals jammed and did not synchronize.

Police reported that there was no lessening of the traffic over the bridge, all lanes being crowded with Oakland- or San-Francisco-bound machines far into the night.

The total cost was US$77 million. Before opening the bridge was blessed by Cardinal Secretary of State Eugene Cardinal Pacelli, later Pope Pius XII. Because it was in effect two bridges strung together, the western spans were ranked the second and third largest suspension bridges. Only the George Washington Bridge had a longer span between towers.

As part of the celebration a United States commemorative coin was produced by the San Francisco Mint. A half dollar, the obverse portrays California's symbol, the grizzly bear, while the reverse presents a picture of the bridge spanning the bay. A total of 71,369 coins were sold, some from the bridge's tollbooths.

### Yerba Buena Tunnel

The Yerba Buena passage utilizes the Yerba Buena Tunnel, also known as the Yerba Buena Island Tunnel. The tunnel is 76 feet (23 m) wide, 58 feet (18 m) high, and 540 feet (160 m) long. It is the largest diameter transportation bore tunnel in the world. The large amount of material that was excavated in boring the tunnel was used for a portion of the landfill over the shoals lying adjacent to Yerba Buena Island to its north, a project which created the artificial Treasure Island. The contract to build the Yerba Buena Cable Anchorage, Tunnel & Viaduct segment was opened for bids on March 28, 1933, and awarded to the low bidder, Clinton Construction Company of California, for $1,821,129.50 (equivalent to $ 34 million in 2023). Yerba Buena Island was the main site of the official groundbreaking for the Bay Bridge on July 9, 1933, when President Franklin D. Roosevelt remotely set off a dynamite blast on the eastern side of the island at 12:58 p.m. local time. Former President Herbert Hoover and Governor James Rolph were onsite; the two men were the first to turn over the earth with ceremonial golden spades. Other ceremonies took place simultaneously in San Francisco (on Rincon Hill) and Oakland Harbor.

The Yerba Buena Tunnel opened, along with the rest of the Bay Bridge, on November 12, 1936. As of 2019, the tunnel lacks an official name.

## Post-opening history

### 1930s–1960s

#### The Bridge Railway

Construction of the Bridge Railway began on November 29, 1937, with the laying of the first ties. The first train was run across the Bay Bridge on September 23, 1938, a test run utilizing a Key System train consisting of two articulated units with California Governor Frank Merriam at the controls. On January 14, 1939, the San Francisco Transbay Terminal was dedicated. The following morning, January 15, 1939, the electric interurban trains started in revenue service, running along the south side of the lower deck of the bridge. The terminal originally was supposed to open at the same time as the Bay Bridge, but had been delayed.

Trains over the Bridge Railway were operated by the Sacramento Northern Railroad (Western Pacific), the Interurban Electric Railway (Southern Pacific) and the Key System. Freight trains never used the bridge. The tracks left the lower deck in San Francisco just southwest of the end of 1st St. They then went along an elevated viaduct above city streets, looping around and into the terminal on its east end. Departing trains exited on the loop back onto the bridge. The loop continued to be used by buses until the terminal's closure in 2010. The tracks left the lower deck in Oakland. The Interurban Electric Railway tracks ran along Engineer Road and over the Southern Pacific yard on trestles (some of it is still standing and visible from nearby roadways) onto the streets and dedicated right-of-ways in Berkeley, Albany, Oakland and Alameda. The Sacramento Northern and Key System tracks went under the SP tracks through a tunnel (which still exists and is in use as an access to the EBMUD treatment plant) and onto 40th St. Due to falling ridership, Sacramento Northern and IER service ended in 1941.

On September 13, 1942, a stop was opened at Yerba Buena Island to serve expanded wartime needs on adjacent Treasure Island.

Despite the vital role the railroad played, the last train went over the bridge in April 1958. The tracks were removed and replaced with pavement on the Transbay Terminal ramps and Bay Bridge. The Key System handled buses over the bridge until 1960 when its successor, AC Transit, took over operations. It still handles service today, running to a new transbay terminal located in the same vicinity in San Francisco, the Salesforce Transit Center.

#### Emperor Norton plaque and relocation

In 1872, the San Francisco entrepreneur and eccentric Emperor Norton issued three proclamations calling for the design and construction of a suspension bridge between San Francisco and Oakland via Yerba Buena Island (formerly Goat Island). A 1939 plaque honoring Emperor Norton for the original idea for the Bay Bridge was dedicated by the fraternal society E Clampus Vitus and was installed at The Cliff House in February 1955. In November 1986, in connection with the bridge's 50th anniversary, the plaque was moved to the Transbay Terminal, the public transit and Greyhound bus depot at the west end of the bridge in downtown San Francisco. When the terminal was closed in 2010, the plaque was placed in storage.

### 1960s–2010s

#### Roadway retrofit

Until the 1960s, the upper deck (58 feet (18 m) wide between curbs) carried three lanes of traffic in each direction and was restricted to automobiles only. The lower deck carried three lanes of truck and bus traffic, with autos allowed, on the north side of the bridge. In the 1950s traffic lights were added to set the direction of travel in the middle lane, but there still remained no divider. Two interurban railroad tracks on the south half of the lower deck carried the electric commuter trains. In 1958 the tracks were replaced with pavement, but the reconfiguration to what the traffic eventually became did not take place until 1963.

The Federal highway on the bridge was originally a concurrency of U.S. Highway 40 and U.S. Highway 50. The bridge was re-designated as Interstate 80 in 1964, and the western ends of U.S. 40 and U.S. 50 are now in Silver Summit, Utah, and West Sacramento, California, respectively.

#### Reconstruction of approaches

The original western approach to (and exit from) the upper deck of the bridge was a long ramp to Fifth Street, branching to Harrison St for westward traffic off the bridge and Bryant St for eastward traffic entering. There was also an on-ramp to the upper deck on Rincon Hill from Fremont Street (which later became an off-ramp) and an off-ramp to First Street (later extended over First St to Fremont St). The lower deck ended at Essex and Harrison St; just southwest of there, the tracks of the bridge railway left the lower deck and curved northward into the elevated loop through the Transbay Terminal that was paved for buses after rail service ended.

The eastern approach to the bridge included a causeway landing for the "incline" section, and the construction of three feeder highways, interlinked by an extensive interchange, which in later years became known as "The MacArthur Maze ". A massive landfill was emplaced, extending along the north edge of the existing Key System rail mole to the existing bayshore, and continuing northward along the shore to the foot of Ashby Avenue in Berkeley. The fill was continued northward to the foot of University Avenue as a causeway which enclosed an artificial lagoon, subsequently developed by the WPA as " Aquatic Park ". The three feeder highways were U.S. Highway 40 (Eastshore Highway) which led north through Berkeley, U.S. Highway 50 (38th Street, later MacArthur Blvd.) which led through Oakland, and State Route 17 which ran parallel to U.S. 50, along the Oakland Estuary and through the industrial and port sections of the city.

The current approaches were constructed in the 1960s, as the original ones were not up to interstate highway standards and were designed mainly for local use.

#### Yerba Buena Tunnel Reconstruction

As originally completed, the upper deck was reserved for automobile traffic, and carried six lanes, each 9 feet 8 inches (2.95 m) wide. The lower deck was further divided into three lanes of traffic for heavy trucks (each 10 feet 4 inches wide), and the two railroad tracks on the south side (27 feet wide for both tracks). The initial design in 1932 called for the two rail tracks to flank a central truck deck on the lower level. After Key System trains stopped running over the bridge in 1958, bids were opened on October 11, 1960, to rebuild the tunnel. The rebuild consisted of multiple stages of work:

- Remove Key System rails, lower rail deck and repave

- Lower the truck traffic half of the lower deck by 3 feet (0.91 m) and repave

- Remove center columns supporting upper deck

- Lower the upper deck by 16 inches (410 mm) by placing precast concrete units

After the reconstruction, the tunnel would handle only road traffic. The upper deck was lowered to accommodate heavy truck traffic, as each deck would now carry five lanes of unidirectional traffic. The upper deck was dedicated to westbound traffic, and the lower deck was dedicated to eastbound traffic. The impact to traffic during reconstruction of the tunnel was minimized mainly by working outside normal commuting hours and through the use of a portable steel bridge 26 feet (7.9 m) long and 58 feet (18 m) wide, designed to fit between the curbs of the existing upper deck. The bridge spanned the gap between the new upper deck and old upper deck, and the overall elevation change of 26 inches (660 mm) caused drivers to slow to 15 miles per hour (24 km/h), resulting in traffic jams. The first accident caused by "The Hump", the nickname the bridge acquired after prominent warning signs advertising its presence, occurred just twelve minutes after it was first deployed on November 25, 1961.

The new precast upper deck units were each 7 feet 8 inches (2.34 m) long, and were installed in two halves. One side of each half rested on a temporary falsework erected in the middle of the lower deck, and the other side rested on the shoulder of the tunnel wall previously used to support the old upper deck. After the two halves were fastened together, a steel form was used to close the 1-foot-6-inch-wide (0.46 m) gap between halves, and concrete was poured in the gap. The upper deck rests on 12-inch-wide (30 cm) shoulders built into the tunnel wall, padded by 1 ⁄ 2 -inch-thick (1.3 cm) Masonite.

The planned completion date for tunnel reconstruction was July 1962, but "The Hump" was not dismantled until October 27, 1962. The San Francisco Chronicle marked the occasion by quipping " produced more jams than Grandma ever made." After reconstruction, both the upper and lower decks featured 16 feet (4.9 m) of vertical clearance. Upper deck clearance is restricted by the tunnel portal, and lower deck clearance is restricted by the upper deck.

#### Rail removal

Automobile traffic increased dramatically in the ensuing decades of the bridge's opening. This, among other things, resulted in the Key Systems decline, and by the 1960s having rails on the bridge had become obsolete and a detriment to traffic, as they carried nothing on them. Work began on removing the tracks in October 1963. After the work was completed, the Bay Bridge was reconfigured with five lanes of westbound traffic on the upper deck and five lanes of eastbound traffic on the lower deck. The Key System originally planned to end train operations in 1948 when it replaced its streetcars with buses, but Caltrans did not approve of this. Trucks had their ban lifted and were allowed on the top deck for the first time. Due to this, the upper deck was retrofitted to handle the increased loads, with understringers added and prestressing added to the bottom of the floor beams. This retrofit is still in place today, and is visible to Eastbound traffic on the western span.

In current times, there have been attempts to restore rail service to the bridge, but none were successful. A study released in 2000 estimated the cost of restoring rail service across the bridge at up to $8 billion ($14.2 billion in 2023).

#### 1968 aircraft accident

On February 11, 1968, a U.S. Navy training aircraft crashed into the cantilever span of the bridge, killing both reserve officers aboard. The T2V SeaStar, based at NAS Los Alamitos in southern California, was on a routine weekend mission and had just taken off in the fog from nearby NAS Alameda. The plane struck the bridge about 15 feet (5 m) above the upper deck roadway and then sank in the bay north of the bridge. There were no injuries among the motorists on the bridge. One of the truss sections of the bridges was replaced due to damage from the impact.

#### 1986 Cable lighting

The series of lights adorning the westbound spans suspension cables were added in 1986 as part of the bridge's 50th-anniversary celebration.

#### James B. Rolpf Jr. designation

The bridge was unofficially "dedicated" to James B. "Sunny Jim" Rolph, Jr., but this was not widely recognized until the bridge's 50th-anniversary celebrations in 1986. The official name of the bridge for all functional purposes has always been the "San Francisco–Oakland Bay Bridge", and, by most local people, it is referred to simply as "the Bay Bridge". Rolph, a Mayor of San Francisco from 1912 to 1931, was the Governor of California at the time construction of the bridge began. He died in office on June 2, 1934, two years before the bridge opened, leaving the bridge to be named for him out of respect.

#### 1989 Loma Prieta Earthquake and emergency repairs

On the evening of October 17, 1989, during the Loma Prieta earthquake, which measured a 6.9 on the moment magnitude scale, a 50-foot (15 m) section of the upper deck of the eastern truss portion of the bridge at Pier E9 collapsed onto the deck below, indirectly causing one death. The bridge was closed for just over a month as construction crews repaired the section. That same year, the bridge reopened to traffic on November 18.

#### 2001 terrorism threat

On November 2, 2001, in the aftermath of the September 11 attacks, Governor Gray Davis announced a threat of a rush hour attack against a West Coast suspension bridge (a group which includes the Bay Bridge and the Golden Gate Bridge) some time between November 2 and 7, resulting in an increase of openly armed law enforcement patrols.

A small fraction of drivers shifted to ferries and BART. It was later revealed that crews had secretly been working under armed guard for several weeks to harden the suspension cable attachment points, which were vulnerable to cutting with common weapons and tools. An anchor room was filled with concrete, doors welded shut, and a razor wire fence added. A blast wall was also added to defend against a potential truck bomb. In the end, no attack occurred.

#### Emperor Norton naming campaign

In November 2004, after a campaign by San Francisco Chronicle cartoonist Phil Frank, then-San Francisco District 3 Supervisor Aaron Peskin introduced a resolution to the San Francisco Board of Supervisors calling for the entire two-bridge system, from San Francisco to Oakland, to be named for Emperor Norton.

On December 14, 2004, the Board approved a modified version of this resolution, calling for only "new additions"—i.e., the new eastern crossing—to be named "The Emperor Norton Bridge". Neither the City of Oakland nor Alameda County passed any similar resolution, so the effort went no further.

#### Western span retrofit

The western section has undergone extensive seismic retrofitting. During the retrofit, much of the structural steel supporting the bridge deck was replaced while the bridge remained open to traffic. Engineers accomplished this by using methods similar to those employed on the Chicago Skyway.

The entire bridge was fabricated using hot steel rivets, which are impossible to heat treat and so remain relatively soft. Analysis showed that these could fail by shearing under extreme stress. Therefore, at most locations, rivets were replaced with high-strength bolts. Most bolts had domed heads placed facing traffic so they looked similar to the rivets that were removed.. This work had to be performed with great care as the steel of the structure had for many years been painted with lead paint, which had to be carefully removed and contained by workers with extensive protective gear so that they would not suffocate.

Most of the beams were originally constructed of two plate Ɪ -beams joined with lattices of flat strip or angle stock, depending upon structural requirements. These have all been reconstructed by replacing the riveted lattice elements with bolted steel plate and so converting the lattice beams into box beams. This replacement included adding face plates to the large diagonal beams joining the faces of the main towers, which now have an improved appearance when viewed from certain angles.

Diagonal box beams have been added to each bay of the upper and lower decks of the western spans. These add stiffness to reduce side-to-side motion during an earthquake and reduce the probability of damage to the decking surfaces.

Analysis showed that some massive concrete supports could burst and crumble under likely stresses. In particular the western supports were extensively modified. First, the location of existing reinforcing bar is determined using magnetic techniques. In areas between bars holes are drilled. Into these holes is inserted and glued an L-shaped bar that protrudes 15 to 25 cm (6 to 10 in). This bar is retained in the hole with a high-strength epoxy adhesive. The entire surface of the structure is thus covered with closely spaced protrusions. A network of horizontal and vertical reinforcing bars is then attached to these protrusions. Mold surface plates are then positioned to retain high-strength concrete, which is then pumped into the void. After removal of the formwork the surface appears similar to the original concrete. This technique has been applied elsewhere throughout California to improve freeway overpass abutments and some overpass central supports that have unconventional shapes. (Other techniques such as jacket and grout are applied to simple vertical posts; see the seismic retrofit article.)

The western approaches have also been retrofitted in part, but mostly these have been replaced with new construction of reinforced concrete.

#### 2007 Cosco Busan oil spill

In 2007, a container ship then named the Cosco Busan, and subsequently renamed the Hanjin Venezia, collided with the Delta Tower fender, resulting in the Cosco Busan oil spill.

#### October 2009 eyebar crack, repair failure and bridge closure

During the 2009 Labor Day weekend closure for a portion of the replacement, a major crack was found in an eyebar, significant enough to warrant bridge closure. Working in parallel with the retrofit, California Department of Transportation (Caltrans), and its contractors and subcontractors, were able to design, engineer, fabricate, and install the pieces required to repair the bridge, delaying its planned opening by only 1 + 1 ⁄ 2 hours. The repair was not inspected by the Federal Highway Administration, which relied on state inspection reports to ensure safety guidelines were met.

On October 27, 2009, during the evening commute, the steel crossbeam and two steel tie rods repaired over Labor Day weekend snapped off the Bay Bridge's eastern section and fell to the upper deck. This may have been due to metal-on-metal vibration from bridge traffic and wind gusts of up to 55 miles per hour (90 km/h), which resulted in one of the rods breaking off and caused one of the metal sections to come crashing down. Three vehicles were either struck by or hit the fallen debris, though there were no injuries. On November 1, Caltrans announced that the bridge would probably stay closed at least through the morning commute of Monday, November 2 after repairs performed during the weekend failed a stress test on Sunday. BART and the Golden Gate Ferry systems added supplemental service to accommodate the increased passenger load during the bridge closure. The bridge reopened to traffic on November 2, 2009.

The pieces that broke off on October 27 were a saddle, crossbars, and two tension rods.

### 2010s–present

#### Willie L. Brown, Jr., Bridge naming resolution

In June 2013, nine state assemblymen, joined by two state senators, introduced Assembly Concurrent Resolution No. 65 (ACR 65) to name the western crossing of the bridge for former California Assembly Speaker and former San Francisco Mayor Willie Brown. Six weeks later, a grassroots petition was launched seeking to name the entire two-bridge system for Emperor Norton. In September 2013, the petition's author launched a nonprofit, The Emperor's Bridge Campaign — now known as The Emperor Norton Trust — that advocates for adding "Emperor Norton Bridge" as an honorary name (rather than "renaming" the bridge) and that undertakes other efforts to advance Norton's legacy. The state legislative resolution naming the western section of the Bay Bridge the "Willie L. Brown, Jr., Bridge" passed the Assembly in August 2013 and the Senate in September 2013. A ceremony was held on February 11, 2014, marking the resolution and the installation of signs on either end of the section.

#### Eastern span replacement

For various reasons, the eastern section would have been too expensive to retrofit compared to replacing it, so the decision was made to replace it.

The replacement section underwent a series of design changes, both progressive and regressive, with increasing cost estimates and contractor bids. The final design included a single-towered self-anchored suspension span starting at Yerba Buena island, leading to a long inclined viaduct to the Oakland touchdown.

Separated and protected bicycle lanes are a visually prominent feature on the south side of the new eastern section. The bikeway and pedestrian path across the eastern span opened in October 2016 and carries recreational and commuter cyclists between Oakland and Yerba Buena Island. The original eastern cantilever span had firefighting dry standpipes installed. No firefighting dry or wet standpipes were designed for the eastern section replacement, although, the firefighting wet standpipes do exist on the original western section visible on both the north-side upper and lower decks.

The original eastern section closed permanently to traffic on August 28, 2013, and the replacement span opened for traffic five days later. The original eastern section was dismantled between January 2014 and November 2017.

#### 2013 public "light sculpture" installation

On March 5, 2013, a public art installation called " The Bay Lights " was activated on the western span's vertical cables. The installation was designed by artist Leo Villareal and consists of 25,000 LED lights originally scheduled to be on nightly display until March 2015. However, on December 17, 2014, the non-profit Illuminate The Arts announced that it had raised the $4 million needed to make the lights permanent; the display was temporarily turned off starting in March 2015 in order to perform maintenance and install sturdier bulbs and then re-lit on January 30, 2016.

In order to reduce driver distractions, the privately funded display is not visible to users of the bridge, only to distant observers. This lighting effort is intended to form part of a larger project to "light the bay". Villareal used various algorithms to generate patterns such as rainfall, reflections on water, bird flight, expanding rings, and others. Villareal's patterns and transitions will be sequenced and their duration determined by computerized random number generator to make each viewing experience unique. Owing to the efficiency of the LED system employed, the estimated operating cost is only US$15.00 per night.

The lights were switched off permanently at 8 pm on March 5, 2023 – the 10th anniversary of the artwork. This was done due to their poor condition and increasing costs to maintain properly. There is a plan to raise additional funds and install a new set of lights later in the year.

#### Alexander Zuckermann Bike Path

The pedestrian and bicycle route on the eastern section opened on September 3, 2013, and is named after Alexander Zuckermann, founding chair of the East Bay Bicycle Coalition. This forms a transbay route for the San Francisco Bay Trail. Until October 2016, the path did not connect to Yerba Buena and Treasure Island sidewalks, due to the need to demolish more of the old eastern section before final construction. On May 2, 2017, public access was extended to seven days a week, 6 a.m. to 9 p.m., with occasional closure days for continued demolition of the old bridge foundations. This work was completed on November 11, 2017.

#### Yerba Buena Tunnel closure and repair

On January 30, 2016, a chunk of concrete the size of an automobile tire fell from the tunnel wall into the slow lane of eastbound traffic on the lower deck of the Yerba Buena Tunnel, causing a minor accident. The concrete fell from where the upper deck is connected to the tunnel wall. Based on an examination of photographs, a professor from Georgia Tech postulated that water infiltration into the concrete wall had caused the reinforcing steel to corrode and expand, forcing a chunk of the tunnel wall out. A subsequent California Department of Transportation (Caltrans) investigation identified 12 spots on both sides of the tunnel wall in the lower deck space showed signs of corrosion-induced damage, but no immediate risk of further spalling. The apparent cause was rainwater leaking from upper deck drains. Caltrans engineers speculated the Masonite pads had swelled due to rainwater infiltration, cracking the tunnel walls and allowing moisture in to the reinforcing steel. Repairs to the degraded concrete started in February 2017. Drains and catch basins were replaced to reduce the likelihood of clogging, and fiberglass-reinforced mortar was used to patch removed concrete. The repairs, which required some daytime lane closures, were expected to last until June 2017.

#### 2020 bus lane proposal

In January 2020, the AC Transit and BART boards of directors supported the establishment of dedicated bus lanes on the bridge. In February 2020, Rob Bonta introduced state legislation to begin planning bus lanes on the bridge.

#### Opening of the Judge John Shutter Regional Shoreline

On October 21, 2020, the Judge John Sutter Regional Shoreline park opened to the public. Located at the foot of the bridge, the opening of the park has led to easier access to the bike and pedestrian path due to improved parking and pedestrian access.

#### 2016-2023 exit reconstructions

In the 1960s directional reconfiguration, there were three off-ramps added to Yerba Buena Island and Treasure Island: a single left-hand side exit in the western direction at the east end of the tunnel, a left-hand side exit in the eastern direction at the west end of the tunnel (originally signed as just "Treasure Island"), and a right-hand side exit in eastern direction at the east end of the tunnel (originally signed as just "Yerba Buena Island"). The eastbound left exit in particular presented an unusual hazard – drivers had to slow within the normal traffic flow and move into a very short off-ramp that ended in a short radius turn left turn; accordingly, a 15 MPH advisory was posted there. The turn had been further narrowed from its original design by the installation of crash pads on the island side. The eastbound and westbound on-ramps were then on the usual right-hand side, but they did not have dedicated merge lanes, forcing drivers to await gaps in traffic and then accelerate from a stop sign to traffic speeds in a short distance. In 2016, a new on-ramp and off-ramp at the east end of the tunnel were opened in the western direction on the right-hand side of the roadway, replacing the left-hand side off-ramp in that direction. Meanwhile, the eastbound right-hand side off-ramp and on-ramp at the east end of the tunnel was demolished during the reconstruction of the eastern span of the bridge. A new on-ramp on this side was built with a dedicated merge lane, but the off-ramp's replacement was not completed until early-May 2023, well after the bridge's bike path from the Oakland side to the island was fully completed. The eastbound left-hand side off-ramp and westbound on-ramp at the west end of the tunnel are then scheduled then close as early as late-May 2023 while the western span undergoes a seismic retrofit.

#### pro-Palestinian ceasefire protest

On November 16, 2023, around 7:40 AM PST, more than 80 pro-Palestinian protesters blocked the five westbound lanes on Interstate 80 on the eastern span to demand ceasefire to the 2023 Israel–Hamas war. Some of the protesters parked their cars in the five westbound lanes, threw their keys in the bay, rolled out banners demanding ceasefire and an end to the war in Gaza, and pretended to be in body bags, shutting down the Bay Bridge. This created a traffic jam from the toll plaza in Oakland to the tower of the eastern span. The protesters were arrested by the California Highway Patrol, and all traffic was diverted to Yerba Buena Island. All five westbound lanes were then reopened in the afternoon. Later that evening, at about 5:30 PM PST, on one of the five eastbound lanes, there was a car accident close to the eastern span tower, again closing eastbound traffic for around an hour. Eight days later, on November 24, 2023 (the day after Thanksgiving,) more than 100 pro-Palestinian protesters from the same protest group of the one at the eastern span protest, again rolling out two identical banners after a four-day ceasefire took effect between Hamas and Israel. It took place in downtown San Francisco again demanding permanent ceasefire and an end to killings in Gaza.

## Financing and tolls

### Current toll rates

Tolls are only collected from westbound traffic at the toll plaza on the Oakland side of the bridge. Those just traveling between Yerba Buena Island and the main part of San Francisco are not tolled. All-electronic tolling has been in effect since 2020, and drivers may either pay using the FasTrak electronic toll collection device, using the license plate tolling program, or via a one time payment online. Effective January 1, 2022 – December 31, 2024, the regular toll rate for passenger cars on weekends is $7. Under a congestion pricing scheme on weekdays, the rate increases to $8 during peak traffic hours and decreases to $6 during non-peak hours. Also during peak traffic hours, carpool vehicles carrying three or more people, clean air vehicles, or motorcycles may pay a discounted toll of $3.50 if they have FasTrak and use the designated carpool lane. Drivers must pay within 48 hours after crossing the bridge or they will be sent a toll violation invoice. No additional fees will be added to the toll violation if it is paid within 21 days.

### Historical toll rates

When the Bay Bridge opened in 1936, the toll was 65 cents (equivalent to $14.27 in 2023), collected in each direction by men in booths fronting each lane of traffic. Within months, the toll was lowered to 50 cents in order to compete with the ferry system, and finally to 25 cents since this was shown sufficient to pay off the original revenue bonds on schedule (equivalent to $ 10.6 and $ 5.3 in 2023 respectively). In 1951 there were eighty collectors working various shifts.

On Monday, September 1, 1969, (Labor Day) a change of policy resulted in the toll being collected thereafter only from westbound traffic, at twice the previous rate; eastbound vehicles were toll-exempt.

Tolls were subsequently raised to finance improvements to the bridge approaches, required to connect with new freeways, and to subsidize public transit in order to reduce the traffic over the bridge. The toll was increased by a quarter dollar to 75 cents in 1978 (equivalent to $ 3.5 in 2023), where it remained for a decade.

Caltrans, the state highway transportation agency, maintains seven of the eight San Francisco Bay Area bridges. (The Golden Gate Bridge is owned and maintained by the Golden Gate Bridge, Highway and Transportation District.)

The basic toll (for automobiles) on the seven state bridges was raised to $1 by Regional Measure 1, approved by Bay Area voters in 1988.

A $1 seismic retrofit surcharge was added in 1998 by the state legislature, originally for eight years, but since then extended to December 2037 (AB1171, October 2001). On March 2, 2004, voters approved Regional Measure 2, raising the toll by another dollar to a total of three dollars (equivalent to $ 4.84 in 2023). An additional dollar was added to the toll starting January 1, 2007, to cover cost overruns concerning the replacement of the eastern span.

The Metropolitan Transportation Commission, a regional transportation agency, in its capacity as the Bay Area Toll Authority, administers RM1 and RM2 funds, a significant portion of which are allocated to public transit capital improvements and operating subsidies in the transportation corridors served by the bridges. Caltrans administers the "second dollar" seismic surcharge, and receives some of the MTC-administered funds to perform other maintenance work on the bridges. The Bay Area Toll Authority is made up of appointed officials put in place by various city and county governments, and is not subject to direct voter oversight.

Due to further funding shortages for seismic retrofit projects, the Bay Area Toll Authority again raised tolls on all Bay Area bridges in its control (this excludes the Golden Gate Bridge) in July 2010. The toll rate for autos on other Bay Area bridges was increased to five dollars, but in the Bay Bridge a variable pricing tolling scheme based on congestion was implemented. The Bay Bridge congestion pricing scheme charged a $6 toll from 5 a.m. to 10 a.m. and 3 p.m. to 7 p.m., Monday through Friday. During weekends cars paid $5. Carpools before the implementation were exempted but began to pay $2.50, and the carpool toll discount became available only to drivers with FasTrak electronic toll devices. The toll remained at the previous toll of $4 at all other times on weekdays. The Bay Area Toll Authority reported that by October 2010 fewer users are driving during the peak hours and more vehicles are crossing the Bay Bridge before and after the 5–10 a.m. period in which the congestion toll goes into effect. Commute delays in the first six months dropped by an average of 15% compared with 2009. For vehicles with at least 3 axles, the toll rate was $5 per axle.

In June 2018, Bay Area voters approved Regional Measure 3 to further raise the tolls on all seven of the state-owned bridges to fund $4.5 billion worth of transportation improvements in the area. Under the passed measure, the tolls on the Bay Bridge will be raised by $1 on January 1, 2019, then again on January 1, 2022, and again on January 1, 2025. Thus under the congestion pricing scheme, the tolls for autos during the peak weekday rush hours will be $7 in 2019, $8 in 2022, and $9 in 2025; for the non-rush periods, $5 in 2019, $6 in 2022, and $7 in 2025; and on weekends, $6 in 2019, $7 in 2022, and $8 in 2025.

In September 2019, the MTC approved a $4 million plan to eliminate toll takers and convert all seven of the state-owned bridges to all-electronic tolling, citing that 80 percent of drivers are now using Fastrak and the change would improve traffic flow. On March 20, 2020, accelerated by the COVID-19 pandemic, all-electronic tolling was placed in effect for all seven state-owned toll bridges. The MTC then installed new systems at all seven bridges to make them permanently cashless by the start of 2021. In April 2022, the Bay Area Toll Authority announced plans to remove all remaining unused toll booths and create an open-road tolling system which functions at highway speeds.


Hollandse IJssel

# Hollandse IJssel

## Abstract

The Hollandse or Hollandsche IJssel (pronounced; " Holland IJssel", as opposed to the 'regular' or Gelderland IJssel) is a branch of the Rhine delta that flows westward from Nieuwegein on river Lek through IJsselstein, Gouda and Capelle aan den IJssel to Krimpen aan den IJssel, where it ends in the Nieuwe Maas. Another branch called Enge IJssel ("Narrow IJssel") flows southwest from Nieuwegein. The name IJssel is thought to derive from the Germanic i sala, meaning "dark water ". Originally, the Hollandse IJssel forked off from river Lek at Nieuwegein, but the connection was cut off with the Hollandse IJssel nowadays only draining the surrounding pastures.

If the North Sea floods, the Hollandse IJssel allows water through the Rotterdam Waterway to flood low-lying land east of Rotterdam. The Delta Works included a steel barrier that can be lowered within minutes to block the waterway. The sea protection constructions were built at the mouth of the Hollandse IJssel in 1957.


Buccinum undatum

# Buccinum undatum

## Abstract

Buccinum undatum, the common whelk or the waved buccinum, is a large, edible marine gastropod in the family Buccinidae, the "true whelks".

## Distribution

This species is a familiar part of the marine fauna of the Northern Atlantic and is found on the shores of the United Kingdom, Ireland, France, Norway, Iceland, various other northwest European countries, some Arctic islands, and North America as far south as New Jersey. They prefer colder temperatures, and cannot survive at temperatures above 29 °C (84 °F).

## Habitat

This species is mainly found on soft bottoms in the sublittoral zone, and occasionally on the littoral fringe, where it is sometimes found alive at low tide. It does not adapt well to life in the intertidal zone, due to its intolerance for low salinities. If exposed to air, it may crawl from its shell, risking desiccation.

## Shell

This species' solid, ovate-conical, ventricose shell is very pale, white, yellowish or reddish. In life, the shell is covered in a bright, yellowish-brown periostracum. The spire contains seven or eight whorls. These are convex and crossed by oblique folds, thick and waved. The shell surface has a sculpture of vertical, wavy folds (hence the name undatum, which means wavy). The wavy folds are crossed by numerous incised, very prominent spiral lines, some of which are paired. The white and very large aperture of the shell is broadly oval and tapers to a deeply notched siphonal canal. The outer lip is arched.

The maximum height of the shell is 10 cm (4 in) and the maximum width is 6 cm (2 + 1 ⁄ 2 in). The animal emits a thin and copious slime.

This species is very variable in size, and also in its form, which is more or less inflated. In many cases the oblique folds are not apparent, and sometimes the transverse striae have wholly disappeared. The epidermis is of a deep brown. It varies also in its coloring, which in some specimens is of a bright yellow or violet, surrounded with one or several reddish bands.

## Trophic connections

This species of whelk feeds on live bivalves, and are, in turn, preyed upon by several fish (cod, dogfish, etc.) and crustaceans. They may benefit from seastar feeding, by eating the extracted bivalve remains abandoned by the seastar.

## Parasites

Larval stages of Stephanostomum baccatum were found in the digestive gland of B. undatum.

## As a food item

Buccinum undatum is eaten widely, sometimes referred to by its French name bulot. A strong fishery exists on many shores around the world. They are trapped in pots using dogfish and brown crab as bait. It can be confused with Neptunea antiqua (red whelk), which is poisonous to humans.

## Ecology and population decline

Disappearing or diminishing populations of whelks have been observed since the early 1970s, especially in the North Sea and the Wadden Sea. Additionally, vast beds of empty shells have been discovered where no living whelks are present. Imposex, the occurrence of male gonads on female whelks, has been detected since the early 1990s, and is thought to be a product of the shipping industry. Specifically, TBT has been shown to reduce viability of whelk populations. Common whelk egg cases can be found washed up on the intertidal zone of beaches, and are colloquially known as sea wash balls.


Video game developer

# Video game developer

## Abstract

A video game developer is a software developer specializing in video game development – the process and related disciplines of creating video games. A game developer can range from one person who undertakes all tasks to a large business with employee responsibilities split between individual disciplines, such as programmers, designers, artists, etc. Most game development companies have video game publisher financial and usually marketing support. Self-funded developers are known as independent or indie developers and usually make indie games.

A developer may specialize in specific game engines or specific video game consoles, or may develop for several systems (including personal computers and mobile devices). Some focus on porting games from one system to another, or translating games from one language to another. Less commonly, some do software development work in addition to games.

Most video game publishers maintain development studios (such as Electronic Arts 's EA Canada, Square Enix 's studios, Activision 's Radical Entertainment, Nintendo EPD and Sony's Polyphony Digital and Naughty Dog). However, since publishing is still their primary activity they are generally described as "publishers" rather than "developers". Developers may be private as well.

## Types

### First-party developers

In the video game industry, a first-party developer is part of a company that manufactures a video game console and develops mainly for it. First-party developers may use the name of the company itself (such as Nintendo), have a specific division name (such as Sony's Polyphony Digital) or have been an independent studio before being acquired by the console manufacturer (such as Rare or Naughty Dog). Whether by purchasing an independent studio or by founding a new team, the acquisition of a first-party developer involves a huge financial investment on the part of the console manufacturer, which is wasted if the developer fails to produce a hit game on time. However, using first-party developers saves the cost of having to make royalty payments on a game's profits. Current examples of first-party studios include PlayStation Studios for Sony, and Xbox Game Studios for Microsoft Gaming.

### Second-party developers

Second-party developer is a colloquial term often used by gaming enthusiasts and media to describe game studios that take development contracts from platform holders and develop games exclusive to that platform, i.e. a non-owned developer making games for a first-party company. As a balance to not being able to release their game for other platforms, second-party developers are usually offered higher royalty rates than third-party developers. These studios may have exclusive publishing agreements (or other business relationships) with the platform holder, but maintain independence so that upon completion or termination of their contracts, they are able to continue developing games for other publishers if they choose to. For example, while HAL Laboratory initially began developing games on personal computers like the MSX, they became one of the earliest second-party developers for Nintendo, developing exclusively for Nintendo's consoles starting with the Famicom, though they would self-publish their mobile games.

### Third-party developers

A third-party developer may also publish games, or work for a video game publisher to develop a title. Both publisher and developer have considerable input in the game's design and content. However, the publisher's wishes generally override those of the developer. Work for hire studios solely execute the publishers vision.

The business arrangement between the developer and publisher is governed by a contract, which specifies a list of milestones intended to be delivered over a period of time. By updating its milestones, the publisher verifies that work is progressing quickly enough to meet its deadline and can direct the developer if the game is not meeting expectations. When each milestone is completed (and accepted), the publisher pays the developer an advance on royalties. Successful developers may maintain several teams working on different games for different publishers. Generally, however, third-party developers tend to be small, close-knit teams. Third-party game development is a volatile sector, since small developers may depend on income from a single publisher; one canceled game may devastate a small developer. Because of this, many small development companies are short-lived.

A common exit strategy for a successful video game developer is to sell the company to a publisher, becoming an in-house developer. In-house development teams tend to have more freedom in game design and content than third-party developers. One reason is that since the developers are the publisher's employees, their interests align with those of the publisher; the publisher may spend less effort ensuring that the developer's decisions do not enrich the developer at the publisher's expense.

Activision in 1979 became the first third-party video game developer. When four Atari, Inc. programmers left the company following its sale to Warner Communications, partially over the lack of respect that the new management gave to programmers, they used their knowledge of how Atari VCS game cartridges were programmed to create their own games for the system, founding Activision in 1979 to sell these. Atari took legal action to try to block the sale of these games, but the companies ultimately settled, with Activision agreeing to pay a portion of their sales as a license fee to Atari for developing for the console. This established the use of licensing fees as a model for third-party development that persists into the present. The licensing fee approach was further enforced by Nintendo when it decided to allow other third-party developers to make games for the Famicom console, setting a 30% licensing fee that covered game cartridge manufacturing costs and development fees. The 30% licensing fee for third-party developers has also persisted to the present, being a de facto rate used for most digital storefronts for third-party developers to offer their games on the platform.

In recent years, larger publishers have acquired several third-party developers. While these development teams are now technically "in-house", they often continue to operate in an autonomous manner (with their own culture and work practices). For example, Activision acquired Raven (1997); Neversoft (1999), which merged with Infinity Ward in 2014; Z-Axis (2001); Treyarch (2001); Luxoflux (2002); Shaba (2002); Infinity Ward (2003) and Vicarious Visions (2005). All these developers continue operating much as they did before acquisition, the primary differences being exclusivity and financial details. Publishers tend to be more forgiving of their own development teams going over budget (or missing deadlines) than third-party developers.

A developer may not be the primary entity creating a piece of software, usually providing an external software tool which helps organize (or use) information for the primary software product. Such tools may be a database, Voice over IP, or add-in interface software; this is also known as middleware. Examples of this include SpeedTree and Havoc.

#### Indie game developers

Independents are software developers which are not owned by (or dependent on) a single publisher. Some of these developers self-publish their games, relying on the Internet and word of mouth for publicity. Without the large marketing budgets of mainstream publishers, their products may receive less recognition than those of larger publishers such as Sony, Microsoft or Nintendo. With the advent of digital distribution of inexpensive games on game consoles, it is now possible for indie game developers to forge agreements with console manufacturers for broad distribution of their games.

Other indie game developers create game software for a number of video-game publishers on several gaming platforms. In recent years this model has been in decline; larger publishers, such as Electronic Arts and Activision, increasingly turn to internal studios (usually former independent developers acquired for their development needs).

## Quality of life

Video game development is usually conducted in a casual business environment, with t-shirts and sandals as common work attire. Many workers find this type of environment rewarding and pleasant professionally and personally. However, the industry also requires long working hours from its employees (sometimes to an extent seen as unsustainable). Employee burnout is not uncommon.

An entry-level programmer can make, on average, over $66,000 annually only if they are successful in obtaining a position in a medium to large video game company. An experienced game-development employee, depending on their expertise and experience, averaged roughly $73,000 in 2007. Indie game developers may only earn between $10,000 and $50,000 a year depending on how financially successful their titles are.

In addition to being part of the software industry, game development is also within the entertainment industry; most sectors of the entertainment industry (such as films and television) require long working hours and dedication from their employees, such as willingness to relocate and/or required to develop games that do not appeal to their personal taste. The creative rewards of work in the entertainment business attracts labor to the industry, creating a competitive labor market that demands a high level of commitment and performance from employees. Industry communities, such as the International Game Developers Association (IGDA), are conducting increasing discussions about the problem; they are concerned that working conditions in the industry cause a significant deterioration in employees' quality of life.

### Crunch

Some video game developers and publishers have been accused of the excessive invocation of "crunch time". "Crunch time" is the point at which the team is thought to be failing to achieve milestones needed to launch a game on schedule. The complexity of workflow, reliance on third-party deliverables, and the intangibles of artistic and aesthetic demands in video game creation create difficulty in predicting milestones. The use of crunch time is also seen to be exploitative of the younger male-dominated workforce in video games, who have not had the time to establish a family and who were eager to advance within the industry by working long hours. Because crunch time tends to come from a combination of corporate practices as well as peer influence, the term "crunch culture" is often used to discuss video game development settings where crunch time may be seen as the norm rather than the exception.

The use of crunch time as a workplace standard gained attention first in 2004, when Erin Hoffman exposed the use of crunch time at Electronic Arts, a situation known as the "EA Spouses" case. A similar "Rockstar Spouses" case gained further attention in 2010 over working conditions at Rockstar San Diego. Since then, there has generally been negative perception of crunch time from most of the industry as well as from its consumers and other media.

### Discrimination and harassment

#### Gender

Game development had generally been a predominately male workforce. In 1989, according to Variety, women constituted only 3% of the gaming industry, while a 2017 IGDA survey found that the female demographic in game development had risen to about 20%. Taking into account that a 2017 ESA survey found 41% of video game players were female, this represented a significant gender gap in game development.

The male-dominated industry, most who have grown up playing video games and are part of the video game culture, can create a culture of "toxic geek masculinity" within the workplace. In addition, the conditions behind crunch time are far more discriminating towards women as this requires them to commit time exclusively to the company or to more personal activities like raising a family. These factors established conditions within some larger development studios where female developers have found themselves discriminated in workplace hiring and promotion, as well as the target of sexual harassment. This can be coupled from similar harassment from external groups, such as during the 2014 Gamergate controversy. Major investigations into allegations of sexual harassment and misconduct that went unchecked by management, as well as discrimination by employers, have been brought up against Riot Games, Ubisoft and Activision Blizzard in the late 2010s and early 2020s, alongside smaller studios and individual developers. However, while other entertainment industries have had similar exposure through the Me Too movement and have tried to address the symptoms of these problems industry-wide, the video game industry has yet to have its Me Too-moment, even as late as 2021.

There also tends to be pay-related discrimination against women in the industry. According to Gamasutra 's Game Developer Salary Survey 2014, women in the United States made 86 cents for every dollar men made. Game designing women had the closest equity, making 96 cents for every dollar men made in the same job, while audio professional women had the largest gap, making 68% of what men in the same position made.

Increasing the representation of women in the video game industry required breaking a feedback loop of the apparent lack of female representation in the production of video games and in the content of video games. Efforts have been made to provide a strong STEM (science, technology, engineering, and mathematics) background for women at the secondary education level, but there are issues with tertiary education such as at colleges and universities, where game development programs tend to reflect the male-dominated demographics of the industry, a factor that may lead women with strong STEM backgrounds to choose other career goals.

#### Racial

There is also a significant gap in racial minorities within the video game industry; a 2019 IGDA survey found only 2% of developers considered themselves to be of African descent and 7% Hispanic, while 81% were Caucasian; in contrast, 2018 estimates from the United States Census estimate the U.S. population to be 13% of African descent and 18% Hispanic. In a 2014 and 2015 survey of job positions and salaries, the IGDA found that people of color were both underrepresented in senior management roles as well as underpaid in comparison to white developers. Further, because video game developers typically draw from personal experiences in building game characters, this diversity gap has led to few characters of racial minority to be featured as main characters within video games. Minority developers have also been harassed from external groups due to the toxic nature of the video game culture.

This racial diversity issue has similar ties to the gender one, and similar methods to result both have been suggested, such as improving grade school education, developing games that appeal beyond the white, male gamer stereotype, and identifying toxic behavior in both video game workplaces and online communities that perpetuate discrimination against gender and race.

#### LGBT

In regards to LGBT and other gender or sexual orientations, the video game industry typically shares the same demographics as with the larger population based on a 2005 IGDA survey. Those in the LGBT community do not find workplace issues with their identity, though work to improve the representation of LGBT themes within video games in the same manner as with racial minorities. However, LGBT developers have also come under the same type of harassment from external groups like women and racial minorities due to the nature of the video game culture.

#### Age

The industry also is recognized to have an ageism issue, discriminating against the hiring and retention of older developers. A 2016 IGDA survey found only 3% of developers were over 50 years old, while at least two-thirds were between 20 and 34; these numbers show a far lower average age compared to the U.S. national average of about 41.9 that same year. While discrimination by age in hiring practices is generally illegal, companies often target their oldest workers first during layoffs or other periods of reduction. Older developers with experience may find themselves too qualified for the types of positions that other game development companies seek given the salaries and compensations offered.

### Contract workers

Some of the larger video game developers and publishers have also engaged contract workers through agencies to help add manpower in game development in part to alleviate crunch time from employees. Contractors are brought on for a fixed period and generally work similar hours as full-time staff members, assisting across all areas of video game development, but as contractors, do not get any benefits such as paid time-off or health care from the employer; they also are typically not credited on games that they work on for this reason. The practice itself is legal and common in other engineering and technology areas, and generally it is expected that this is meant to lead into a full-time position, or otherwise the end of the contract. But more recently, its use in the video game industry has been compared to Microsoft 's past use of " permatemp ", contract workers that were continually renewed and treated for all purposes as employees but received no benefits. While Microsoft has waned from the practice, the video game industry has adapted it more frequently. Around 10% of the workforce in video games is estimated to be from contract labor.

### Unionization

Similar to other tech industries, video game developers are typically not unionized. This is a result of the industry being driven more by creativity and innovation rather than production, the lack of distinction between management and employees in the white-collar area, and the pace at which the industry moves that makes union actions difficult to plan out. However, when situations related to crunch time become prevalent in the news, there have typically been followup discussions towards the potential to form a union. A survey performed by the International Game Developers Association in 2014 found that more than half of the 2,200 developers surveyed favored unionization. A similar survey of over 4,000 game developers run by the Game Developers Conference in early 2019 found that 47% of respondents felt the video game industry should unionize.

In 2016, voice actors in the Screen Actors Guild‐American Federation of Television and Radio Artists (SAG-AFTRA) union doing work for video games struck several major publishers, demanding better royalty payments and provisions related to the safety of their vocal performances, when their union's standard contract was up for renewal. The voice actor strike lasted for over 300 days into 2017 before a new deal was made between SAG-AFTRA and the publishers. While this had some effects on a few games within the industry, it brought to the forefront the question of whether video game developers should unionize.

A grassroots movement, Game Workers Unite, was established around 2017 to discuss and debate issues related to unionization of game developers. The group came to the forefront during the March 2018 Game Developers Conference by holding a roundtable discussion with the International Game Developers Association (IGDA), the professional association for developers. Statements made by the IGDA's current executive director Jen MacLean relating to IGDA's activities had been seen by as anti-union, and Game Workers Unite desired to start a conversation to lay out the need for developers to unionize. In the wake of the sudden near-closure of Telltale Games in September 2018, the movement again called out for the industry to unionize. The movement argued that Telltale had not given any warning to its 250 employees let go, having hired additional staff as recently as a week prior, and left them without pensions or health-care options; it was further argued that the studio considered this a closure rather than layoffs, as to get around failure to notify required by the Worker Adjustment and Retraining Notification Act of 1988 preceding layoffs. The situation was argued to be "exploitive", as Telltale had been known to force its employees to frequently work under "crunch time" to deliver its games. By the end of 2018, a United Kingdom trade union, Game Workers Unite UK, an affiliate of the Game Workers Unite movement, had been legally established.

Following Activision Blizzard 's financial report for the previous quarter in February 2019, the company said that they would be laying off around 775 employees (about 8% of their workforce) despite having record profits for that quarter. Further calls for unionization came from this news, including the AFL–CIO writing an open letter to video game developers encouraging them to unionize.

In January 2020, Game Workers Unite and the Communications Workers of America established a new campaign to push for unionization of video game developers, the Campaign to Organize Digital Employees (CODE), in January 2020. Initial efforts for CODE were aimed to determine what approach to unionization would be best suited for the video game industry. Whereas some video game employees believe they should follow the craft-based model used by SAG-AFTRA which would unionize based on job function, others feel an industry-wide union, regardless of job position, would be better.

Starting in 2021, several smaller game studios in the United States began efforts to unionize. These mostly involved teams doing quality assurance rather than developers. These studios included three QA studios under Blizzard Entertainment: Raven Software, Blizzard Albany, and Proletariat; and Zenimax Media 's QA team. Microsoft, which had previously acquired Zenimax and announced plans to acquire Blizzard via the acquisition of Activision Blizzard, stated it supported these unionization efforts. After this acquisition, the employees of Bethesda Game Studios, part of Zenimax under Microsoft, unionized under the Communications Workers of America (CWA) in July 2024. Over 500 employees within Blizzard Entertainment 's World of Warcraft division also unionized with CWA that same month.

Sweden presents a unique case where nearly all parts of its labor force, including white-collar jobs such as video game development, may engage with labor unions under the Employment Protection Act often through collective bargaining agreements. Developer DICE had reached its union agreements in 2004. Paradox Interactive became one of the first major publishers to support unionization efforts in June 2020 with its own agreements to cover its Swedish employees within two labor unions Unionen and SACO. In Australia, video game developers could join other unions, but the first video game-specific union, Game Workers Unite Australia, was formed in December 2021 under Professionals Australia to become active in 2022. In Canada, in a historic move, video game workers in Edmonton unanimously voted to unionize for the first time in June 2022.

In January 2023, after not being credited in The Last of Us HBO adaptation, Bruce Straley called for unionization of the video game industry. He told the Los Angeles Times: "Someone who was part of the co-creation of that world and those characters isn't getting a credit or a nickel for the work they put into it. Maybe we need unions in the video game industry to be able to protect creators."


Hollandse IJssel


Émile Guillemin

# Émile Guillemin

## Abstract

Émile Coriolan Hippolyte Guillemin (French pronunciation:; 16 October 1841 – 1907) was a French sculptor of the Belle Époque. He worked in bronze. He studied under his father, the painter Auguste Guillemin, and under Jean-Jules Salmson. He showed work at the Salon of Paris from 1870 to 1899, and in 1897 received an honourable mention there. In 2008 his 1884 bronze sculpture Femme Kabyle d'Algerie and Janissaire du Sultan Mahmoud II (Kabyle woman from Algeria and Janissary of Sultan Mahmound II) sold for $1,202,500 plus auction fees in New York to a private collector through Sotheby's Auction House.

Some versions of his Cavalier Arabe are signed both by him and by Alfred Barye, suggesting a collaboration.

Emile Coriolan Hippolyte Guillemin made his debut in the Paris Salon of 1870 where he exhibited a pair of Roman Gladiators, Retaire and Mirmillon, drawn from antiquity. Guillemin specialized in figurative works and was greatly inspired by the Middle East and its exoticism. Representations of Indian falconers, Turkish maidens and Japanese courtesans firmly established Guillemin's reputation as an Orientalist sculptor from the mid-1870's.

## Links

- Animalier school


2024–25 FC Porto season

# 2024–25 FC Porto season

## Abstract

The 2024–25 season is the 132nd season in the history of FC Porto, and the club's 90th consecutive season in the top flight of Portuguese football. In addition to the domestic league, the club is participating in the Taça de Portugal, the Taça da Liga, the Supertaça Cândido de Oliveira, the UEFA Europa League, and the newly-expanded FIFA Club World Cup.

This is Porto's first full season since 2017–18 without veteran defender Pepe, who departed the club after his contract expired.

## Players

### Current squad

Note: Flags indicate national team as defined under FIFA eligibility rules. Players may hold more than one non-FIFA nationality.

## Technical staff

## Transfers

## Competitions

### Overall record

Last updated: 15 September 2024 Source: Soccerway

### Primeira Liga

#### League table

#### Results summary

Source: Liga Portugal

#### Results by round

#### Matches

### Taça da Liga

### Supertaça Cândido de Oliveira

### UEFA Europa League

#### League phase

##### League table

##### Results by round

## Statistics


Baffle Creek, Queensland

# Baffle Creek, Queensland

## Abstract

Baffle Creek is a rural locality in the Gladstone Region, Queensland, Australia. In the 2021 census, Baffle Creek had a population of 155 people.

The neighbourhood of Wartburg is within the locality (24°30′07″S 151°55′52″E / 24.50194°S 151.93111°E).

## Geography

Baffle Creek (the watercourse) forms the southern and south-western boundaries.

## History

The area on Baffle Creek was first settled in 1908 by Prussian and German immigrants who were recruited by Apostle. H. F. Niemeyer of the Apostolic Church of Queensland in Hatton Vale near Ipswich. The government land orders they had expected to receive were not available, so they had to wait for six months living on a hill that they called Wartburg meaning waiting place.

In 1911, a sugar mill was built by Albert Kleinschmidt (who had another sugar mill in Bundaberg). The mill produced brown sugar which was taken elsewhere for further refining. The mill was closed in 1919 as it was not a successful venture.

Wartburg State School opened on 11 August 1913.

In 1921, a shop storeroom off the Coast Road was remodelled to become St Paul's Lutheran Church. It was officially opened on Sunday 17 July 1921. It was 10 miles (16 km) from Rosedale near the Baffle Creek. It is on the south-western corner of the Coast Road and Bayfield Road leading to the creek (24°30′16″S 151°55′48″E / 24.5045°S 151.9299°E). The church bell was installed in 1923. The church was enlarged and the bell tower was remodelled in 1947.

On 26 November 2018, the Queensland Government ordered the evacuation of Baffle Creek, Deepwater and Rules Beach due to a "dangerous and unpredictable" bushfire 50-kilometre (31 mi) wide and covering 5,000 hectares (12,000 acres) with flames of 10 to 12 metres (33 to 39 ft) high during an extreme heatwave.

## Demographics

In the 2011 census, Baffle Creek had a population too low to separately report and was aggregated with the neighbouring locality of Deepwater which had a combined population of 548 people.

In the 2016 census, Baffle Creek had a population of 156 people.

In the 2021 census, Baffle Creek had a population of 155 people.

## Heritage listings

Baffle Creek has a number of heritage-listed sites, including:

- Coast Road: Baffle Creek Sugar Mill (remains)

- Coast Road: St Pauls's Lutheran Church

## Education

Wartburg State School is a government primary (Early Childhood - Year 6) school for boys and girls at 585 Coast Road in Baffle Creek. In 2013, the school had 55 students and 4 teachers (3 full-time equivalent). In 2023, the school had 19 students.


The Chain Reaction

# The Chain Reaction

## Abstract

The Chain Reaction is a 1980 Australian science fiction thriller film directed and written by Ian Barry. The film stars Steve Bisley and Arna-Maria Winchester. The film's plot is about an engineer badly injured in an accident caused by an earthquake. He knows that the nuclear waste will poison the groundwater and wants to warn the public.

The movie features many cast members from Mad Max, among them Mel Gibson as a bearded mechanic, in an uncredited cameo. The taglines used in advertising the film included "A fast drive to Paradise turns into a nuclear nightmare!" and " Mad Max meets The China Syndrome ".

The film was rated M in Australia.

## Plot

An earthquake in rural Australia causes a dangerous leak at WALDO (Western Atomic Longterm Dumping Organisation), a nuclear waste storage facility. Heinrich Schmidt (Ross Thompson) an engineer badly contaminated in the accident, knows that the leak will poison the groundwater for hundreds of miles around and wants to warn the public. His boss, however, is only interested in protecting himself and believes that the accident should be covered up, when in fact the contamination risks thousands of lives. Heinrich escapes from the facility but is badly injured. Lost in the woods and suffering from amnesia, he is rescued by Larry Stilson (Steve Bisley), a car mechanic and Vietnam Veteran on holiday, and his wife Carmel (Arna-Maria Winchester). As Heinrich tries to piece together his memories of what happened, his boss' thugs are quickly closing in on the trio.

## Cast

- Steve Bisley – Larry Stilson

- Arna-Maria Winchester – Carmel Stilson

- Ross Thompson – Heinrich Schmidt

- Ralph Cotterill – Gray

- Hugh Keays-Byrne – Eagle

- Lorna Lesley – Gloria

- Richard Moir – Junior Constable Pigott

- Patrick Ward – Oates

- Laurie Moran – Police Sgt. McSweeney

- Michael Long – Doctor

- Bill McCluskey – Ralph

- Margo Lloyd – Molly

- Tim Burns – Survey driver

- Arthur Sherman - Byron Langley

- Barry Donnelly - Gateman

- P. J. Jones - Bernie the Beater

- David Bracks - Spray Painter

- Jone Winchester - Marcia

- Joshua Ward - Jason Stillson

- Ryan McKibbon - Stephen Stillson

- Kim Gyngell - Crabs

- Roger Ward - Moose

- Sal Sharah - Pellegrini

- Frankie J. Holden - Farts

- Mel Gibson – Bearded mechanic (uncredited)

- Will Taylor – Little kid

## Production

The film was the idea of director Ian Barry. He had been talking to producer David Elfick about making a film called Sparks about a blind film director, based on a short film he had made, but Elfick thought the subject matter would be too difficult to finance. Barry had written another film, a thriller then entitled The Man at the Edge of the Freeway, and Elfick decided to make that instead. The movie was budgeted at $600,000 but the Australian Film Commission thought it was too high so it was re-budgeted at $450,000. George Miller came on the project as associate producer.

Funding came from the Australian Film Commission, Victorian Film Corporation and Hoyts. Shooting started in September 1979 and took place in Sydney and Glen Davis, New South Wales. Elfick says the location at Glen Davis was rumoured to be the site of an aboriginal massacre and was supposed to be cursed; he believed it because filming was extremely difficult.

Filming took longer than expected and the movie went 40% over budget. Miller was tasked with directing the car chase sequences, which featured the Ford Fairlane LTD in most scenes as the preferred vehicle of the antagonistic authority chasing Larry's modified Holden HQ ute. David Elfick also filmed some second unit.

The film was shot with a widescreen anamorphic lens. Post production was reputedly very difficult with representatives from the AFC, VFC and Hoyts supervising and discussing every cut of the film.

## Distribution

The film was released shortly after Mad Max and it has a similar theme to that film as well as American films like The China Syndrome in regards to the whole nuclear-apocalyptic storyline.

The film was distributed in Australia by Palm Beach Pictures and Warner Bros. in the rest of the world and released on 25 September 1980.

## Soundtrack

The music for the film was composed by Andrew Thomas Wilson.

### Track listing

- "Awakening" (1:46)

- "The Beast" (4:17)

- "Decontamination" (2:05)

- "Heinrich's Theme" (3:00)

- "WALDO" (1:17)

- "A Swim in the River" (1:48)

- "Chain Reaction" (4:52)

- "Once More with Feeling" (3:00)

- "Paradise Valley" (1:03)

- "Car Chase" (4:31)

- "Carmel's Theme" (1:38)

- "WALDO Arrives" (1:57)

- "The Hand at the Window" (0:42)

- "Message to a Friend" (End tiles)(4:28)

## Awards and critical reception

The web page TV Guide.com gave 3 out 4 stars. In Yahoo! Movies, the users rating to the film with a C and 5.5 out of 10 in Internet Movie Database.

## Titles around the world

- Detector (Italy)

- Ketjureaktio (Finland)

- Die Kettenreaktion (West Germany)

- Nuclear Run

- Peligro: reacción en cadena (Spain)

- Perigo...Reacção em Cadeia (Portugal)

- Skotoste ton, xerei polla! (Greece)

- The Man at the Edge of the Freeway * (Australia)

*Working title

## Home media

The DVD includes these extras:

- Thills and Nuclear Spills: The making of the film (31:37)

- The Sparks Obituary (24:50)

- Deleted and extended scenes (8:14)

- TV Spot (0:32)

- Stills and Poster gallery (2:54)

- "Theatrical Trailer" (3:19)

- Aussie trailers (9:46)

The video presents a 1.70:1 aspect ratio, originally 1.66:1.

## Box office

The world-wide distribution rights were bought by Warner Bros. which put the film instantly in profit. The Chain Reaction grossed A$796,000 at the box office in Australia, which is equivalent to A$3,607,677 in 2021 dollars.