One hundred percent of tree material removed during the preconstruction activity was recycled or salvaged by Green Waste Recycle Yard in Richmond, California.
More than 50 native plant species, for a total of 65,000 plants, were collected in the Presidio prior to construction and are now being grown in the Presidio Nursery.
Many of the piles for the High Viaduct are 12 feet in diameter and required a special oscillator rig for installation. Because fewer piles were necessary, the large, deep piles have opened up stunning views from the Presidio to the Bay.
The new parkway will allow pedestrians and bicyclists to cross over or under Doyle Drive in accordance with the Presidio Trails and Bikeways Master Plan.
The new parkway has larger 11- and 12-foot lanes to accommodate buses and provide an improved experience for drivers.
Each weekday, nearly 120,000 vehicles travel between Marin and San Francisco over the Golden Gate Bridge along Doyle Drive.
The start of construction of the Presidio Parkway was accelerated by more than a year thanks to the receipt of $50 million in federal stimulus funding.
The new parkway improves traffic safety by including continuous shoulders for emergency and disabled vehicles.
The Battery Tunnels north of the San Francisco National Cemetery span 853 feet.
Halleck Street will be restored over the top of the Main Post Tunnels.
North of the Main Post parade grounds, the Main Post Tunnels are the longer of the two sets of tunnels, spanning 1,017 feet.
$3.6 million went directly to small and local businesses for the projectâ€™s first preconstruction contract (tree removal and native plant and seed collection).
Seismic safety was achieved in 2011 when traffic was transferred onto new structures and the temporary bypass adjacent to the existing facility.
A robust Disadvantaged and Small Business Enterprise Participation Program was established to actively engage businesses throughout San Francisco, the Bay Area, and California to participate in the project.
The northbound and southbound roadways are separated by a wide median, improving driver safety.
Both sets of tunnels were constructed using the â€œcut and coverâ€ method. Crews dug into the natural bluffs and will cover the tunnels with a green pedestrian corridor.
Including a temporary bypass in the construction phasing reduced the construction duration by nearly two years.
Concrete is used more than any other man-made material in the world.

Project Delivery

Construction of the Presidio Parkway was planned in two major phases in order to:

Receive federal stimulus funding and begin construction sooner;
Achieve seismic safety faster by switching traffic off of Doyle Drive and onto the completed Phase I structures (completed in April 2012);
And shorten the total length of construction from the original schedule.

Phase I: Design-Bid-Build

Phase I of construction was completed in April 2012, and consisted of a replacement bridge on Highway 1 north of the MacArthur Tunnel and the new southbound Presidio Viaduct, constructed by C.C. Myers. It also included the first of four short tunnels, the southbound Battery Tunnel, and a temporary bypass constructed by R&L Brosamer. Seismic safety on Doyle Drive was achieved when traffic was shifted onto a temporary bypass in April 2012.

This phase was delivered through the traditional design-bid-build financial model typically used in California.

Phase II: Public-Private Partnership

Phase II pre-construction began in mid-2011. Major construction will begin in late 2012 and will continue through 2016 to complete the remaining elements of the Presidio Parkway, including the northbound Presidio Viaduct and Battery Tunnel, the Main Post Tunnels and the new Girard Road Interchange with a direct connection to the Presidio. This phase will also include final landscaping.

Phase II will be delivered through a public-private partnership (P3). This will be the first project in California to operate under this financial model. The selected bidder (Golden Link Partners) will design, build, finance, operate and maintain the project for 30 years. The P3 method of delivery will reduce costs, free up state funding for other uses, transfer cost-overrun risks to the private developer, and ensure a high maintenance standard during the 30 year contract.

Learn more about project funding

Visit Caltrans' P3 Web page

Visit FHWA's P3 Web page

Project phases graphic