from the US Navy, who cited potential navigation hazards, the bridge—tunnel was approved by the War Department in July 1932. Although he had the permit to begin work, Tomasini filed numerous annual extensions to retain the rights through 1941, apparently due to a lack of funding to start work. Tomasini was still scrambling for funding in August 1941, seeking the issue of bonds worth . Tomasini lost the rights to the crossing in October 1941, which was not the first time he was opposed by Earl Warren, who had questioned the validity of Tomasini's franchise as early as 1933. Still, Tomasini was doggedly trying to advance his plans as late as 1948. Construction: 1953–1956 In 1949, the County of Marin and the City of Richmond commissioned a preliminary engineering report from Earl and Wright of San Francisco, which concluded that a bridge would be feasible. A follow-up 1950 study, conducted by the Division of San Francisco Bay Toll Crossings, was commissioned by Marin County and the City of Richmond using in state funding. The 1950 report concluded the bridge could be built in accordance with the California Toll Bridge Authority Act. The preliminary design was approved on 1951-08-08 and California approved the preliminary report on 1951-11-27. The California Toll Bridge Authority authorized the issue of in bonds on 1952-11-07 and subsequently sold on 1953-02-26 to construct a single-deck bridge. The remaining was reserved for construction contingencies and to complete the lower deck of the bridge. The $62 million raised from bond sales was divided into three parts: for construction, to address interest obligations on the bonds during the construction period, and in construction contingency. In 1954, Governor Knight declared the second deck should not be delayed in the public interest, and was loaned from the State School Land Fund in 1955 to complete the second deck. The bridge was finished $4 million under budget. During the study period, an earth and rock-fill bridge with lift structures was considered, but the high-level bridge was chosen as the cost of a low bridge with navigation locks and lifting structures was prohibitive. The majority of construction costs were tied up in two contracts that opened for bidding on 1952-12-19. The first contract, for the substructure, was awarded to the low bidder, the Ben C. Gerwick, Inc. — Peter Kiewit Sons' Co. Joint Venture for . The second contract, for the superstructure, was awarded