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 45,000 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 will be 12 feet in diameter, requiring a special oscillator rig for installation of the piles. Larger, deeper piles mean fewer piles are necessary, opening 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 will have 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 will improve traffic safety by including continuous shoulders for emergency and disabled vehicles.
The first set of tunnels, the Battery Tunnels, will be constructed north of the San Francisco National Cemetery and span 853 feet.
Halleck Street will be closed and temporarily removed during construction. Upon completion of the Main Post Tunnels, Halleck Street will be restored over the top of the new tunnels.
The Main Post Tunnels will be constructed north of the Main Post parade grounds. These will be the longer of the two sets of tunnels, spanning 1,017 feet.
$3.6 million went directly to small and local businesses for the project’s first preconstruction contract (tree removal and native plant and seed collection).
The new parkway will include extended bus bays on both sides of Richardson Avenue.
Seismic safety will be achieved in 2011 when traffic is transferred onto new structures and the temporary bypass adjacent to the existing facility.
A robust Disadvantaged and Small Business Enterprise Participation Program has been established to actively engage businesses throughout San Francisco, the Bay Area, and California to participate in the project.
The northbound and southbound roadways will be separated by a wide, landscaped median improving driver safety and creating a parkway feel.
Both sets of tunnels will be constructed using the cut and cover method by digging into the natural bluffs and covering 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

Why Replace Doyle Drive?

This content requires the Adobe Flash Player. Download Free Flash Player Now.

View in Silverlight

Doyle Drive is structurally and seismically deficient and must be replaced. The roadway is facing the same problem that threatens other parts of our nation’s infrastructure – the ravages of time and continual use. Originally built in 1936, Doyle Drive has reached the end of its useful life.

If the roadway is not replaced and an earthquake or structural failure force the closure of Doyle Drive for even a short period of time, the North and East Bay areas would experience staggering congestion from rerouted trips and the regional transit and ferry systems would be greatly overburdened

The Replacement Project will improve the seismic, structural and traffic safety of the roadway.