The Brief

A stretch of Highway 1 in Big Sur is closed indefinitely after the southbound lane eroded during last weekend's rainstorm, bringing uncertainty to the communities that rely on the road for transportation.

As Caltrans works to repair the road, which is closed from Limekiln State Park to Palo Colorado in Monterey County, the agency is coordinating convoys for residents and essential workers to enter and exit the area for food and supplies. The state is now working on a temporary fix that would allow residents and visitors to pass using the structurally stable northbound lane of traffic.

It's one of several closures along this stretch of Highway 1 in recent years, as slides during the rainy season wash rocks down.

That's because the area's mountainous terrain and steep cliffs — the very thing that makes the area a world-famous road trip destination — are what makes the road so prone to rapid erosion, or slip-outs.

How geology explains the slip-outs

It might not have crossed your mind when you're driving on that part of Highway 1, but the road was built on highly unstable ground, full of faults and fractures in the ground that leave the area prone to rockslides, especially after heavy rainfall.

In short, the Big Sur coastline is "a road builder's nightmare," said Dick Norris, marine geologist at University of California San Diego's Scripps Institution of Oceanography.

The Big Sur coast.

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According to Norris, much of Highway 1 was built downhill from the location of previous rockslides — and once a slide has happened, it's more likely to recur.

"I think that probably many of the current slides are old slides that are being reactivated," Norris said. "Then of course, the material that the roadbed is built on is oftentimes an old slide deposit."

As we've seen in the last several years, this unstable soil can lead to intensive, and often costly, repairs.

"The ideal thing I suppose would be to have the road far inland from where it is: instead of on the cliff, farther up, in towards the interior," Norris said. "As we know, the whole point about why Big Sur is so beautiful is that it's so bloody steep. And the steepness reflects both the active erosion that is going on there all the time, and then, of course, a lot of that erosion is happening through these big slides."

The composition of these rocks is similar to much of the California coast — though Norris, who's done field work in Big Sur, said the region is especially affected by slides since closing the often-unstable Highway 1 can strand residents.

This unstable terrain across the region leads to something like a long-term game of Whac-A-Mole — once one segment of Highway 1 is fixed, another section inevitably erodes before long.

A section of California's famed Highway 1 collapsed into the ocean following heavy rains over the weekend.

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What workers do after a collapse

The first step for engineers after any slip-out or slide occurs: assessing the damage.

Caltrans workers first went out to survey the collapsed highway on March 31, the day after the slip-out, and determined that the site was stable enough to run convoys along the stretch twice a day, according to Caltrans District 5 spokesperson Jim Shivers — though Caltrans is still exercising caution.

"While stable, it is expected to see some further recession as the slope comes to a state of equilibrium," Shivers wrote in an email to LAist.

Next, engineers will stabilize the edge of the road, drilling into parts of the rock that is known to be competent, i.e. stable enough to support pillars. Then, they will insert dowels into the rock and reinforce the area with shotcrete, or concrete that is projected pneumatically.

"Once this work is completed, a traffic signal can be put in place and utilized to allow unlimited access to the traveling public," Shivers wrote, noting that the edge stabilization work needs to take place before Caltrans' planned temporary solution.

This traffic signal would allow for more regular traffic to pass on the stable northbound lane without the assistance of workers. Currently, the only public access allowed on the eroded part of Highway 1 — the only way for Big Sur residents to leave for supplies or goods — takes place on twice-daily convoys.

Caltrans engineers are still determining how best to repair the stretch of road after the temporary traffic signal is installed. Possible solutions include building a bridge, wall or viaduct, according to the agency.

There is some precedent for this repair: When a similar failure took place just south of this location in 2011, engineers ended up fixing the stretch of road by constructing a viaduct.

A hole is visible where a section of southbound Highway 1 broke off and fell in the ocean at Rocky Creek Bridge on April 02, 2024 near Big Sur, California.

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When to expect Hwy 1's full reopening

Shivers wrote that Caltrans currently can't say when this stretch of Highway 1 will reopen with a temporary traffic signal — though they anticipate more information will soon become available.

"The goal is to have a tentative schedule within the week," Shivers wrote.

As for the permanent fix, Shivers wrote that it may still be months before Caltrans will know how long the repairs and construction will take, as its method and design still need to be finalized.

That's typical for projects like this one, which often use pillars, bridges or retaining walls to keep the road stable and keep landslides at bay, said Norris.

"I don't envy [Caltrans] at all, but they are obviously getting to be experts at it since they've been building repairs for decades," Norris said.

Caltrans is also working on repairing a separate stretch of Highway 1 at Paul's Slide that eroded in January 2023. That fix is projected to be finished by late this spring.

The Los Angeles mayor’s office says it has chosen a plan for a hotly debated road safety project on Forest Lawn Drive, but it won’t say how the plan will slow speeding cars on the deadly thoroughfare.

In a statement Friday to LAist, the mayor’s office said L.A. Mayor Karen Bass’ plan for the busy road near Griffith Park will “improve traffic, cycling and pedestrian safety, and keep traffic flowing."

The office said the plan includes adding a protected left-turn lane and protected bike lanes to the 1-mile stretch of Forest Lawn Drive and maintains the roadway's four existing lanes.

The mayor’s office did not respond to additional questions from LAist, including whether Bass’ plan will reduce speeding on the road, whether there’s a timeline for implementation and how soon the community will be informed about specifics.

A city official who spoke to LAist on condition they not be named because they weren't authorized to speak on the record confirmed that the safety design approved by the mayor includes widening portions of the road. Road widening was first proposed by a consultant for Forest Lawn Memorial Parks and Mortuaries.

Forest Lawn Memorial Parks operates a chain of cemeteries, including one in the Hollywood Hills that can only be accessed along Forest Lawn Drive. The company was a longtime opponent of a prior proposal to reduce lanes on the roadway that Bass halted in May.

City transportation officials had said the lane reduction would slow cars down and make the thoroughfare safer.

Forest Lawn Memorial Parks worked to block that plan due to concerns that it would increase traffic congestion and impede access to its Hollywood Hills cemetery.

The company spent nearly half a million dollars lobbying against the lane reduction at the state and local levels between 2025 and 2026, according to an LAist review of lobbying activity.

The exact price tag for Bass’ latest plan announced Friday is unclear.

City transportation department records obtained by LAist show a proposal to widen the road developed by a consultant for Forest Lawn Memorial Parks would cost nearly five times more than the plan to reduce lanes on Forest Lawn Drive.

City transportation staff said in an analysis that the consultant’s road widening plan would have “low” potential to slow speeding cars, according to the public records.

The L.A. Department of Transportation said in a statement that it is “coordinating with the Bureau of Engineering on advancing the Mayor's direction.”

The main goal of the Forest Lawn Drive Safety and Mobility project is to slow speeding cars on the road, and it also aims to protect bike lanes with plastic posts.

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Details of the original plan Bass halted in May

The proposal that almost went ahead before Bass halted it would have cut the number of lanes from four to three, transforming the road into two through-lanes and one center turn lane. The bumpy, cracked, pothole-ridden road would also have been resurfaced.

The goal was to slow cars and address the nearly 100 traffic collisions, including four deadly ones, the road has seen since 2013.

Brian Taylor, a research professor of urban planning and public policy at UCLA, told LAist that research on how so-called road diets improve safety is “unequivocal,” adding that there is a significant reduction in crashes and injuries when lanes are reduced.

The plan to reduce lanes came with a $618,000 price tag that would have covered the costs of repainting new lanes on the road and installing plastic posts to fortify the bike lanes. Those costs would have been covered through the city’s existing resources for road improvements, according to the city’s transportation department. 

The road has become an issue in L.A.’s tight mayoral race

The future of Forest Lawn Drive has become a touchpoint in the L.A. mayor’s race, where Bass is facing L.A. City Councilmember Nithya Raman, whose district includes this portion of Forest Lawn Drive and whose office initiated the project in 2022.

At an August campaign event about Forest Lawn Drive, following a fatal collision on the road, Raman said one reason she’s running for mayor is so “lifesaving street safety improvements are not stymied and are not politicized.”

The road is the sole point of entry to two major cemeteries, the Hollywood Hills locations of Forest Lawn Memorial Parks and Mount Sinai Memorial Parks.

The cemeteries, neighborhood groups and state legislators opposed the lane reduction plan, citing concerns about traffic congestion, especially during funeral processions, and ease of access.

In a joint statement to LAist in August, the cemeteries praised Bass’ decision to find a new approach for the road, saying it “demonstrated responsive leadership and a willingness to get this right.” The cemeteries did not respond to LAist’s requests for a follow-up.

After the mayor paused the lane-reduction plan, the city delayed resurfacing Forest Lawn Drive.

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The one-mile stretch of road is covered with cracks, potholes and bumps.

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The state’s involvement

State legislators representing L.A. had pressed the mayor in a letter in April about the project, saying traffic lane reductions would be “disastrous to the operation of key cemeteries” in the area and calling for more review of alternatives.

In September, Gov. Gavin Newsom signed a bill that makes it more difficult to reduce lanes on Forest Lawn Drive.

Streets for All, which has advocated for reducing Forest Lawn Drive from four lanes to three, said that the original plan for the road could still move forward if Raman becomes L.A.’s next mayor.

“We will get the extra bureaucratic hurdles done and get the project in the ground anyway under Mayor [Raman],” the transportation advocacy group said in September in an Instagram post, referring to the additional steps the state legislation signed by Newsom requires.

In September, Streets for All announced its political action committee is contributing $1.2 million to get Raman elected.

The board that oversees the California High-Speed Rail Authority voted Friday to rein in Chief Executive Ian Choudri's contracting authority following a state investigation that showed consultants billed the agency $600,000 in questionable travel expenses.

The investigation by the office of inspector general for the high-speed rail project found that some consultants flew first class, hailed luxury rides and traveled to a night club, a cigar lounge and numerous restaurants, bars and residences, sometimes after hours, on taxpayers’ dime.

Investigators looked at travel expenses submitted by four consulting firms over a two-year period and found that most of the trips were unauthorized, poorly justified — at times at the agency’s top executives’ request — and that agency staff failed to sufficiently vet the requests before approving them. In some cases, agency staff didn’t even know about the trips until they received invoices.

The board on Friday voted 7-2 to strip Choudri of his sole authority to sign and manage contracts under $25 million and to require the agency’s in-house attorneys to approve or change any new or existing contracts. The board already has to vote to award any contracts over that amount.

Board chair Steve Kawa told reporters afterward that the decision “adds additional eyes and ears and authority” over issues exposed by the investigation.

“We are not just gonna sit back and ignore that we had this travel issue,” he said. “Not one dollar of California taxpayer dollars should be misused.”

“I am outraged that we would be treated like a piggy bank for these kinds of expenditures.”

Several board members slammed the consultants for the travel expenses. Lynn Schenk, who has served on the board since 2003, said the spending suggests a troubling pattern and deserves a deeper dive.

“I am outraged that we would be treated like a piggy bank for these kinds of expenditures,” she said during the board meeting. “And it says to me that there are other expenditures that are being treated this way.”

Board member Henry Perea suggested the travel payments are so egregious that the state should end its contract with the firms right away, something Gov. Gavin Newsom has also floated. However, Perea said he worried that doing so could set back the long-delayed rail project even further.

“I’d terminate these four [contracts] tomorrow or today, but I understand there’s a question of operational needs that we have with these folks,” he said.

But the board did not grill the authority’s top executives for failing to catch the behavior, even though the probe revealed that consultants told agency staff many times that they were traveling at the request of the agency’s top officers, including Choudri.

In response to the investigation, the authority paused all travel payments to the four consulting firms in question and has started reviewing their claims and training staff, executives and consultants on travel policies, said the authority’s Chief Financial Officer Jamey Matalka.

One legal consultant was paid $40,800 in travel reimbursements and an additional $86,500 in “travel time” for 30 trips between Denver and Sacramento in a year. When questioned about whether he needed to attend the meetings in person, he said Choudri had requested his presence so he did not need to justify it and that it would not be appropriate for him to question Choudri’s direction, “as other consultants in other Authority offices are learning the hard way.”

In response to the investigation, the authority paused all travel payments to the four consulting firms in question and has started reviewing their claims and training staff, executives and consultants on travel policies, said the authority’s Chief Financial Officer Jamey Matalka. The firms are: KPMG LLP, a global financial consulting firm; Nossaman LLP, a national law firm; AECOM-Fluor Joint Venture, which manages and coordinates the authority’s projects, and SYSTRA/TYPSA Joint Venture, which provides tracks and systems design.

The agency is seeking to recoup all questionable travel payments, he said Friday.

“We remain committed [and] we take full responsibility and accountability to fix if there was something broken in the system,” Choudri told the board.

Choudri also told board members that the agency has taken “disciplinary actions” against some consultants but did not clarify what they were. Choudri did not speak to reporters following the meeting.

Assembly Minority Leader Alexandra Macedo, a Visilia Republican, called for Choudri’s firing in a Thursday letter to the board. She accused him of demonstrating a “pattern of misuse of taxpayer dollars and abuse of public trust.”

“At a time when California families face unbearable financial pressures to cover essential household needs including rent, utilities and transportation, the routine approval of improper consultant expenses represents a severe breach of fiduciary responsibility,” she wrote.

‘They should all be here’

Of the four consulting firms investigated, only one sent representatives Friday.

Veronica Siranosian, an executive at AECOM-Fluor Joint Venture, told the board the company reviewed its travel invoices and found “no substantive departures from the established public processes.”

The inspector general’s investigation found nearly $380,000 in travel expenses by the company’s consultants that were not allowed under state regulations or the company’s contract with the state.

Nevertheless, another AECOM executive, Mike Burns, said the company has identified only about $1,000 in expenses it overbilled the state, including for an Uber ride, parking in a garage that charged a higher rate than surrounding buildings and a flight that was on an international carrier instead of an American airline.

Steve Kawa, chair of the board of directors of the California High-Speed Rail Authority, speaks during a special board meeting at the California Natural Resources Agency in Sacramento on Oct. 9, 2026

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In some cases, Burns stressed, the dollar difference was small. He said the company’s consultants once took an $86 Uber ride in an electric vehicle whereas the standard policy would require an $84 Uber X instead. “It was a $2 differentiation,” he said. “There’s some nominal incidences like that.”

Schenk gasped.

“Surely you are not saying that we are sitting here for these hours going through this … for a $2 difference,” she said. “And surely you will at least acknowledge that these instances show a disregard at the very least for state and high-speed rail requirements.”

“It’s gonna take a lot of $2 differences in Uber rides to get to the $380,000 that you guys billed the state of California,” said Vice Chair Anthony Williams.

Board member Emily Cohen slammed the consulting firms that did not appear Friday.

“They should all be here. Unbelievable.”

Authority to step up training, improve policy

Matalka said the authority would implement all the fixes the inspector general’s office recommended. He said the authority would, by the end of the year, create a new travel approval form requiring more details.

By the end of March, he said, it would establish a “consistent, uniform process” for advance travel approvals, ramp up training, create a list of approved office locations for consultants, recoup misspent state funding and use AI to flag travel requests that potentially violate policies.

But much of the steps seems like “basic oversight,” Schenk said. “Why weren’t we doing this at the outset?” she asked. “What is the root cause?”

Matalka said some questionable travel requests slipped through the cracks because staff did not review them deep enough.

“Training needs to be done so that we make sure you are not just looking at the labor hours, you are not just looking at the lodging rate,” he said. “You need to actually Google the address, look at the timestamp, look at some of the very small print on the fare class.”

The authority frequently approved expenses with vague justifications, such as “typical M-F week” trips, and approved travel at the request of executives without asking why. One consultant flew to California from Denver 20 times during the two-year period to “meet with the executive team” or attend executive meetings, without explaining why the meetings couldn’t have been remote, the investigation says.

The high-speed rail project is already long delayed and over its projected budget: In 2008, voters approved a $10 billion bond to build a high-speed rail line from San Francisco to Los Angeles by 2020 for an estimated $45 billion. The project is now estimated to cost between $126 billion and $231 billion, with a full buildout expected by 2040, according to the authority’s latest business plan. Current plans call for building a first leg linking Merced to Bakersfield.

This article was originally published on CalMatters and was republished under the Creative Commons Attribution-NonCommercial-NoDerivatives license.

It’s that time of year when black bears are beefing up, often on trash, in Southern California’s foothill communities.

From fall to early winter, bears quadruple their food intake in preparation for the cooler months — bears here don’t really hibernate given our mild weather and plethora of resources, but they do slow down during the winter (as we all should). And right now, mother bears are looking to find a safe place to den and have their cubs.

Bears aren’t just roaming the roads of mountain towns either. They’re in suburban neighborhood streets along the 210 Freeway corridor — including Altadena, Sierra Madre and Monrovia — and even in Encino and Tarzana.

A black bear walks along an Arcadia street earlier this month.

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This time of year is when humans and bears might come into conflict more frequently, says a former biologist with the California Department of Fish and Wildlife.

“You're going to see those bears just eating ravenously, foraging all day for food, and then also they're going to start looking for these potential denning sites under our crawl spaces, unfortunately,” said Jessica West, a human-wildlife conflict specialist who over the last five years worked for the state on bear coexistence efforts from Santa Barbara to San Diego.

Nearly 60,000 black bears are estimated to live in California. Here in Southern California, the estimate is around 2,000, according to the latest count by the state’s Department of Fish and Wildlife.

State resources to help communities coexist with bears have been cut. That includes West, who was the sole wildlife conflict biologist serving Southern California counties. Gov. Gavin Newsom just signed a bill into law that aims to bring some of those resources back, but in the meantime, the need remains.

“More than ever, people and bears are sharing space,” West said.  "The fact is that they're here and they're not going anywhere, and we're here as humans and we're not going anywhere.”

Neither did West’s passion for wildlife coexistence when she was laid off. That’s why she just launched her own business to help fill the resource gap: Wild Neighbor.

Jessica West, a bear biologist, installs an "unwelcome" mat at a home. The electrified mat helps keeps curious bears away.

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An "unwelcome" mat with bear prints outside of a home in Ojai.

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She offers detailed property assessments and recommendations for $150. She focuses primarily on prevention, such as strategically placing electric wiring and “unwelcome” mats to secure crawl spaces, trash and other vulnerable areas, which can cost $350 to around $900 depending on the home. She also rents such equipment if residents prefer. West works with manufacturers of electric bear-resistant tools that have been vetted for fire safety and bear conflict.

“We really want to avoid potentially orphaning those cubs,” she said.

It’s best to avoid allowing a bear to get into your crawl space or trash in the first place, West said. When bears become too accustomed to humans and eating human food, the risk of injury to people and pets rises. And the bears themselves are more likely to be euthanized.

In 2023, California hit a tragic milestone: It was the state’s first documented killing of a human by a black bear, in Northern California. In Southern California, foothill communities such as Sierra Madre have seen several bear-related injuries in recent years (more on that in our 2024 podcast on this topic). Several bears, including a well-known one in La Cañada Flintridge, have also been euthanized in recent years.

In the vast majority of cases, this is preventable, West said, if residents take a little responsibility for securing their own properties. That can also save thousands of dollars in damage caused by a bear.

Since West is no longer with the state, she can’t trap bears that have risen to the point of becoming a problem — for example, those that learn how to regularly get into homes or cars, or have lost their fear of humans. She does encourage her clients to share sightings and any concerning conflicts with the Department of Fish and Wildlife, but she doesn’t share anything herself without clients’ permission. (Learn how to report bear sightings or human-bear conflict here.)

West said that in lieu of state resources, companies like hers may become more common.

“What [clients] can expect is someone who is going to listen to them, and someone who is passionate about their job and really wants to help them,” West said. “Because at the end of the day, I'm a bear biologist by training. I love bears, but my whole goal in all of this is to help people. Because if we help people, we're also helping bears.”