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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.calacademy.org/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/usascience.jpg\" alt=\"\">\u003c/a>\u003cem>The USA Science and Engineering Festival's mission was to “re-invigorate the interest of our nation’s youth in science, technology, engineering and math (STEM) by producing and presenting the most compelling, exciting, educational and entertaining science gatherings in the United States”.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>This past weekend, I was on the National Mall in Washington, D.C. with a notebook and a very good pair of walking shoes. I spent the weekend exploring the inaugural expo of the \u003ca href=\"http://www.usasciencefestival.org/about/mission\">USA Science and Engineering Festival\u003c/a>. The festival’s mission was to “re-invigorate the interest of our nation’s youth in science, technology, engineering and math (STEM) by producing and presenting the most compelling, exciting, educational and entertaining science gatherings in the United States”. It was a great weekend that re-invigorated my passion for science and presenting it to the public.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The Expo encompassed booths from groups around the United States, robotic stations sponsored by Lockheed Martin, mobile museums and medical vans and a variety of stage performances in celebration of science, technology, math and engineering. Booths were spread out over the National Mall in front of the capital as well as the Wilson and Freedom Plazas in downtown DC. There was so much variety of interests, issues and fields represented that I learned about a range of subjects from dark matter to biomes.\u003c/p>\n\u003cp>There were a few things that I took away from the experience. First off, low-tech is still a tried and true way to convey science. Kids were crowded around the booths that offered a hands-on approach. One station showed the make up of the universe with marbles and it worked great. Another booth conveyed physics by showing how much weight a boat could withstand and still float. Those booths with TV screens and a media approach just didn’t hold attention if the kids but those that had an experiment to work on were packed. The one exception was the robotic stations. Kids were driving robots in arenas playing soccer and were engrossed in the activity.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Expo also gave me a renewed respect for higher learning institutions. Across the board, some of the best science conveyed was coming out from University science departments and student run science clubs. They did a fantastic job. I was also pleasantly surprised to see so much content directed towards girls and women in the sciences. Overall, I was really inspired by the Expo and more importantly all the kids and family that were engaged throughout the weekend. \u003c/p>\n\u003cp>One of the swag items I got at the Expo was a button that said “I am a Scientific American” which seemed to sum up my experience at the Expo; I felt truly inspired about the huge numbers of groups that came together to share about science. In the Fall of 2011, UCSF will be presenting an inaugural \u003ca href=\"http://www.sciencefestivals.org/component/festival/festival/viewfestival/bay-area-science-festival\">Bay Area Science Festival\u003c/a> in our locale. I can’t wait to see how the festival materializes and conveys the rich science and technology we have right here in the San Francisco Bay Area. I hope there will be a button that reads “I am a Scientific San Franciscan”.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7699 -122.467174\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.calacademy.org/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/usascience.jpg\" alt=\"\">\u003c/a>\u003cem>The USA Science and Engineering Festival's mission was to “re-invigorate the interest of our nation’s youth in science, technology, engineering and math (STEM) by producing and presenting the most compelling, exciting, educational and entertaining science gatherings in the United States”.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>This past weekend, I was on the National Mall in Washington, D.C. with a notebook and a very good pair of walking shoes. I spent the weekend exploring the inaugural expo of the \u003ca href=\"http://www.usasciencefestival.org/about/mission\">USA Science and Engineering Festival\u003c/a>. The festival’s mission was to “re-invigorate the interest of our nation’s youth in science, technology, engineering and math (STEM) by producing and presenting the most compelling, exciting, educational and entertaining science gatherings in the United States”. It was a great weekend that re-invigorated my passion for science and presenting it to the public.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The Expo encompassed booths from groups around the United States, robotic stations sponsored by Lockheed Martin, mobile museums and medical vans and a variety of stage performances in celebration of science, technology, math and engineering. Booths were spread out over the National Mall in front of the capital as well as the Wilson and Freedom Plazas in downtown DC. There was so much variety of interests, issues and fields represented that I learned about a range of subjects from dark matter to biomes.\u003c/p>\n\u003cp>There were a few things that I took away from the experience. First off, low-tech is still a tried and true way to convey science. Kids were crowded around the booths that offered a hands-on approach. One station showed the make up of the universe with marbles and it worked great. Another booth conveyed physics by showing how much weight a boat could withstand and still float. Those booths with TV screens and a media approach just didn’t hold attention if the kids but those that had an experiment to work on were packed. The one exception was the robotic stations. Kids were driving robots in arenas playing soccer and were engrossed in the activity.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Expo also gave me a renewed respect for higher learning institutions. Across the board, some of the best science conveyed was coming out from University science departments and student run science clubs. They did a fantastic job. I was also pleasantly surprised to see so much content directed towards girls and women in the sciences. Overall, I was really inspired by the Expo and more importantly all the kids and family that were engaged throughout the weekend. \u003c/p>\n\u003cp>One of the swag items I got at the Expo was a button that said “I am a Scientific American” which seemed to sum up my experience at the Expo; I felt truly inspired about the huge numbers of groups that came together to share about science. In the Fall of 2011, UCSF will be presenting an inaugural \u003ca href=\"http://www.sciencefestivals.org/component/festival/festival/viewfestival/bay-area-science-festival\">Bay Area Science Festival\u003c/a> in our locale. I can’t wait to see how the festival materializes and conveys the rich science and technology we have right here in the San Francisco Bay Area. I hope there will be a button that reads “I am a Scientific San Franciscan”.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7699 -122.467174\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca title=\"Halloween Pumpkin Burning lamp helloween candle candela by euart, on Flickr\" href=\"http://www.flickr.com/photos/euart/282152605/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/282152605_51884a7bf2.jpg\" alt=\"Halloween Pumpkin Burning lamp helloween candle candela\" width=\"300\" height=\"200\">\u003cem> Fun, ghoulish activities for this Halloween.\u003c/em>\u003c/a>\u003c/span>\u003c/p>\n\u003cp>Looking for what to do this Halloween weekend? Here are several activities for technology and science enthusiasts that can please both families and adults alike.\u003c/p>\n\u003ch3>For the family\u003c/h3>\n\u003cp>\u003cstrong>Halloween Afternoon at the Exploratorium\u003c/strong>\u003cbr>\nSunday, October 31, 2010\u003cbr>\nNoon–4pm\u003c/p>\n\u003cp>Celebrate Halloween at the Exploratorium where they will have a variety of activities for the family. Creepy crawlies will be on display thanks to The San Francisco Bay Area Tarantula Society. If insects aren't your thing, check out the garden of carnivorous plants or join local artist Irma Ortiz as she demonstrates how to handcraft Calaveras, or sugar skulls, in preparation for Dia de los Muertos.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Lawrence Hall of Science\u003c/strong>\u003cbr>\nWeekend, October 30-31\u003cbr>\n1:30 - 4pm\u003c/p>\n\u003cp>Visit the Animal Discovery Room and hang out with all the creepy animals LHS has to offer. Touch or hold some of the slimiest, hairiest, creepy-crawliest creatures and learn more about those animals, and why they may not be as creepy as you think.\u003c/p>\n\u003cp>\u003cstrong>Academy of Sciences\u003c/strong>\u003cbr>\nSaturday, October 30, 9:30 -5:00 pm\u003cbr>\nSunday, October 31, 11:00-5:00 pm\u003c/p>\n\u003cp>Celebrate Halloween with chills and thrills at the Academy. Enjoy ghoulish music, join a costume parade, or take in the performances by Velocity Circus. Check out the live animal demonstrations and get up close with cockroaches, snakes, and other creepy crawly critters.\u003c/p>\n\u003ch3>For the inner child\u003c/h3>\n\u003cp>\u003cstrong>Instructables\u003c/strong>\u003cbr>\nFriday, October 29\u003cbr>\n6pm\u003c/p>\n\u003cp>Instructables invites you to come to their\u003ca href=\"http://www.instructables.com/community/Instructables-Show-and-Tell-1029/\"> headquarters\u003c/a> in Downtown SF and join in a costumed show and tell. Bring your own DIY creation to show off and meet other makers. This is a participatory event, so if you're not bringing an item to show, please bring food or drink to share. Costumes are encouraged!\u003c/p>\n\u003cp>\u003cstrong>Journey to the End of the Night\u003c/strong>\u003cbr>\nSaturday, October 30\u003cbr>\n7pm, Justin Herman Plaza\u003c/p>\n\u003cp>While not strictly a science or technology event, this event is definitely worth a mention. Engage in a citywide game of tag, as you run from location to location with\u003ca href=\"http://totheendofthenight.com/upcoming\"> Journey to the End of the Night\u003c/a>. Players race through San Francisco to a series of checkpoints, while avoiding being caught by chasers. Those who fall will become chasers themselves, out to pursue their former friends and allies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca title=\"Halloween Pumpkin Burning lamp helloween candle candela by euart, on Flickr\" href=\"http://www.flickr.com/photos/euart/282152605/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/282152605_51884a7bf2.jpg\" alt=\"Halloween Pumpkin Burning lamp helloween candle candela\" width=\"300\" height=\"200\">\u003cem> Fun, ghoulish activities for this Halloween.\u003c/em>\u003c/a>\u003c/span>\u003c/p>\n\u003cp>Looking for what to do this Halloween weekend? Here are several activities for technology and science enthusiasts that can please both families and adults alike.\u003c/p>\n\u003ch3>For the family\u003c/h3>\n\u003cp>\u003cstrong>Halloween Afternoon at the Exploratorium\u003c/strong>\u003cbr>\nSunday, October 31, 2010\u003cbr>\nNoon–4pm\u003c/p>\n\u003cp>Celebrate Halloween at the Exploratorium where they will have a variety of activities for the family. Creepy crawlies will be on display thanks to The San Francisco Bay Area Tarantula Society. If insects aren't your thing, check out the garden of carnivorous plants or join local artist Irma Ortiz as she demonstrates how to handcraft Calaveras, or sugar skulls, in preparation for Dia de los Muertos.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Lawrence Hall of Science\u003c/strong>\u003cbr>\nWeekend, October 30-31\u003cbr>\n1:30 - 4pm\u003c/p>\n\u003cp>Visit the Animal Discovery Room and hang out with all the creepy animals LHS has to offer. Touch or hold some of the slimiest, hairiest, creepy-crawliest creatures and learn more about those animals, and why they may not be as creepy as you think.\u003c/p>\n\u003cp>\u003cstrong>Academy of Sciences\u003c/strong>\u003cbr>\nSaturday, October 30, 9:30 -5:00 pm\u003cbr>\nSunday, October 31, 11:00-5:00 pm\u003c/p>\n\u003cp>Celebrate Halloween with chills and thrills at the Academy. Enjoy ghoulish music, join a costume parade, or take in the performances by Velocity Circus. Check out the live animal demonstrations and get up close with cockroaches, snakes, and other creepy crawly critters.\u003c/p>\n\u003ch3>For the inner child\u003c/h3>\n\u003cp>\u003cstrong>Instructables\u003c/strong>\u003cbr>\nFriday, October 29\u003cbr>\n6pm\u003c/p>\n\u003cp>Instructables invites you to come to their\u003ca href=\"http://www.instructables.com/community/Instructables-Show-and-Tell-1029/\"> headquarters\u003c/a> in Downtown SF and join in a costumed show and tell. Bring your own DIY creation to show off and meet other makers. This is a participatory event, so if you're not bringing an item to show, please bring food or drink to share. Costumes are encouraged!\u003c/p>\n\u003cp>\u003cstrong>Journey to the End of the Night\u003c/strong>\u003cbr>\nSaturday, October 30\u003cbr>\n7pm, Justin Herman Plaza\u003c/p>\n\u003cp>While not strictly a science or technology event, this event is definitely worth a mention. Engage in a citywide game of tag, as you run from location to location with\u003ca href=\"http://totheendofthenight.com/upcoming\"> Journey to the End of the Night\u003c/a>. Players race through San Francisco to a series of checkpoints, while avoiding being caught by chasers. Those who fall will become chasers themselves, out to pursue their former friends and allies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Exploratorium Unveils Plans for New Home",
"title": "Exploratorium Unveils Plans for New Home",
"headTitle": "QUEST | KQED Science",
"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Credit-ZUM_New-Exploratorium-at-Pier-15-View-from-the-Embarcadero.jpg\" alt=\"\">\u003c/a>\u003cem>Illustration of the Exploratorium's future home at Pier 15. (Credit: ZUM)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.exploratorium.edu/\">Exploratorium\u003c/a>, San Francisco’s popular hands-on science museum located at the Palace of Fine Arts in the Marina district, is unveiling long-awaited plans for its future home at Piers 15 and 17 along the San Francisco waterfront, a quarter-mile northwest of the Ferry Building.\u003c/p>\n\u003cp>With a space that is bigger than four football fields, construction of a new, more modern and larger Exploratorium at the piers will be the largest project at San Francisco’s waterfront since the completion of AT&T Park in 2000. \u003c/p>\n\u003cp>“The relocation to Piers 15 and 17 on the Embarcadero has allowed the Exploratorium to dream big in a city that dreams big,” said San Francisco Mayor Gavin Newsom. “This is a model public-private partnership that will both revitalize crumbling piers and reinvent the Exploratorium experience.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>A groundbreaking ceremony and press conference was held in the connector building between the two piers on Tuesday morning. But instead of shovels digging into ground, the Exploratorium lowered a diver into the bay waters from a barge stationed behind the piers. As the crowd of guests, including groups of school children, looked on from behind barricades a few yards from the end of the pier, the Green Street Band from San Francisco launched into old-time jazz staples such as “Tiger Rag”, “Wabash Blues” and a version of “You Are My Sunshine.”\u003c/p>\n\u003cp>The diver emerged a few minutes later, hoisted from a crane, standing inside and holding onto a black metal hoop. The hoop was then given to Dennis Bartels, Exploratorium’s Executive Director, and George Cogan, chairman of the museum’s board of directors. They climbed two ladders and placed the “O”-shaped hoop between the remaining letters of the museum’s name which was written on the white wall of the building facing onto the Bay. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0671.jpg\" alt=\"\">\u003c/a>\u003cem>Exploratorium diver emerges from the Bay, holding onto a hoop.(Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Officials from the Exploratorium, David Chiu of the San Francisco Board of Supervisors and Rodney Fong of the San Francisco Port Commission spoke afterward about the significance of the Exploratorium’s relocation to the waterfront, as well as the economic boon for San Francisco with the creation of 900 new jobs during construction of the project over the next two years. \u003c/p>\n\u003cp>“We finally get to play outdoors. Instead of shrinking nature down to fit onto a tabletop, which we’ve done for so many years, we get to now go play with Mother Nature itself, which is really fabulous,” said Bartels. \u003c/p>\n\u003cp>The cost for the new museum – which is scheduled to open in 2013 – and the rehabilitation of Pier 15, which marks the first phase of the project, is estimated at $220 million. Construction of the new museum will first require the seismic upgrading and renovation of Piers 15 and 17, which were built respectively in 1931 and 1912. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0761.jpg\" alt=\"\">\u003c/a>\u003cem>From Left to Right, Rodney Fong (SF Port Commission), George Cogan (Exploratorium), Dennis Bartels (Exploratorium), Monique Moyer (SF Port Commission). (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the groundbreaking event, the Exploratorium officially launched its $300 million capital fundraising campaign, with $209 million raised thus far. In March, the museum announced it received two anonymous donations from Bay Area high-tech leaders totaling $90 million, provided that they raise an additional $40 million from other sources. The donations are the largest the museum has received since its founding in 1969.\u003c/p>\n\u003cp>The project received a permit in March from the Bay Conservation and Development Commission which required the museum to mitigate for the environmental impact of the new construction and the dredging and hauling of nearly 75,000 cubic yards of mud from the Bay, which has already begun. \u003c/p>\n\u003cp>“The San Francisco waterfront is easy to get to and it has all around it the natural beauty and everything that the Exploratorium is all about. So it adds to the excitement,” said Will Travis, executive director of the Bay Conservation and Development Commission, known as BCDC. “It will take what is now a treasure in the region and make it an international phenomenon.” \u003c/p>\n\u003cp>For years, the museum has looked at alternative sites to accommodate the more than 500,000 visitors who annually pass through its doors and to boost its renowned professional development workshops for science educators. The Exploratorium’s new campus at the piers will be the length of a New York City block and nearly five times larger than its current space. Its managers also expect a doubling in the museum’s attendance, given the proximity to public transit at the waterfront. \u003c/p>\n\u003cp>The project represents another major boost for fans of Bay Area science and environmental education, coming two years after completion of the new California Academy of Sciences museum in Golden Gate Park, which opened in September 2008.\u003c/p>\n\u003cp>The San Francisco real estate investment and development firm, Wilson Meany Sullivan, which played a key part in the redevelopment of the Embarcadero Ferry Building, has been hired by the Exploratorium to oversee development of the new museum, which Dennis Bartels, the Exploratorium’s Executive Director, claimed would be “the first neutral energy museum in the world.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-1161.jpg\" alt=\"\">\u003c/a>\u003cem>Exploratorium Executive Director Dennis Bartels. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“The building has a long roofline and because of that we can generate 1.4 megawatts of solar power with today’s technology, and we’re putting in other sustainability measures. The constant temperature of the Bay can actually be set up to a heat exchanger so that we can get both heat and cooling right out of the water through a radiant floor system,” said Bartels. \u003c/p>\n\u003cp>The new space will boast a 32-foot observatory with a rooftop “Outdoor Learning Center”, indoor and outdoor exhibits, a courtyard, a tidal pool, a restaurant and café, as well as a “Bayside History Walk” at each of the two piers which will feature interpretive exhibits of San Francisco’s maritime history. An asphalt parking lot between the two piers will be removed, exposing the waters of the Bay below, traversed via two pedestrian bridges. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Credit-ZUM_Newly-Exposed-Bay-between-Piers-15-and-17-and-Connecting-Bridges-Facing-Cityscape1.jpg\" alt=\"\">\u003c/a>\u003cem>llustration of the exposed Bay between Piers 15 and 17 with connecting pedestrian bridges. (Credit: ZUM)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>According to Travis, BCDC’s executive director, the agency was impressed with the more than two acres of public access that will be created by the Exploratorium at Piers 15 and 17.\u003c/p>\n\u003cp>The design plans call for outdoor public access along all sides of the new museum and nearly 800 square feet of indoor public access on the second floor of the new observatory building.\u003c/p>\n\u003cp>“Because it's inside, it will be open at all times during the year and nobody has every done this before,” Travis said. “It’s like taking an executive's office, the most valuable part of the project, and dedicating it to the public. That's way cool.”\u003c/p>\n\u003cp>The Exploratorium was the brainchild of Frank Oppenheimer, a physicist and the younger sibling of atomic bomb developer Robert Oppenheimer. The museum encourages adults and children to play with its nearly 500 on-site exhibits, artworks and displays, fostering an environment where fun is a prerequisite to learning about science, whether it’s DNA or the Doppler Effect. \u003c/p>\n\u003cp>“The Exploratorium helps educate a science literate society. And we need that,” said Sue Pritchard, a former head of the California Science Teachers Association who teaches middle school students at a public school in Orange County. \u003c/p>\n\u003cp>Oppenheimer served as the museum’s director from its opening in 1969 to his death in 1985. He also designed many of the museum’s exhibits, including one located roughly 100 feet from the front door which features rubber balls that start bouncing in a transparent chamber when a dial is turned by museum patrons.\u003c/p>\n\u003cp>“This is an exhibit that can entrance a four-year-old or a physics professor,” said Paul Doherty, co-director of the Teacher Institute at the Exploratorium. “It teaches that when a gas gets hotter, the molecules of the gas move more quickly, on average. And some of the molecules move really fast and some of the molecules move slowly.”\u003c/p>\n\u003cp>Since 1984, the Exploratorium has offered training to science teachers from around the world through its National Science Foundation-supported Teacher Institute. One hundred teachers are accepted to participate in its summer program, where for one month, six hours a day, five days a week, teachers learn how to build scaled-down versions of Exploratorium exhibits they can use in their classrooms. In 2009, the institute offered a toy workshop to teachers, showing them, for example, how to build tugboats of aluminum baking pans to help foster classroom discussions about force and motion. \u003c/p>\n\u003cp>“This is the power of the Exploratorium. It gets the students' minds thinking. Thinking, sharing and doing,” said Pritchard, who has attended the Exploratorium’s Summer Institute six times since 1998. \u003c/p>\n\u003cp>“It caused me to totally change how I teach science,” she added. “I realize textbooks have their place but there’s so much more to teaching science. And when you have no money coming in to support science, you appreciate knowing the inexpensive ways to enlighten the students and to bring to the classroom this excitement and passion for science.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0632.jpg\" alt=\"\">\u003c/a>\u003cem>Crowd behind Piers 15 and 17 at the groundbreaking event for the new Exploratorium. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>For Doherty, the Exploratorium’s move to the waterfront piers marks an exciting period of growth for the Teacher Institute, which currently must turn away two out of every three applicants for lack of space.\u003c/p>\n\u003cp>“We may now be able to accommodate 120 teachers during the summer and maybe see a 30 percent increase in our physical space for the Teacher Institute,” he said. “In the new Exploratorium, we’ll be doubling the number of classrooms and there will be entirely new programs that use those classrooms.”\u003c/p>\n\u003cp>Since 2004, the Exploratorium has been working with the Port of San Francisco to negotiate a 66-year lease and development agreement for its use of 136,000 square feet at Pier 15 and 110,000 square feet at Pier 17.\u003c/p>\n\u003cp>In 2005, the San Francisco Board of Supervisors passed a resolution that exempted the museum’s lease of the piers from San Francisco’s competitive bidding process because of its “uniqueness as a special cultural and educational opportunity for the people of the City and County of San Francisco.” Supervisors approved the project last November. \u003c/p>\n\u003cp>When asked what founder Frank Oppenheimer would think about the Exploratorium’s future home, Bartels said, “He would be so proud. He was the one who said that the Exploratorium is never finished. So he believed it was always an act of creation, always a process of changing itself and trying on new things and always experimenting. And to have this kind of site to do our experiments, just to see the excitement in our staff, to see that would have made him grin from ear to ear.” \u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> 37.800862 -122.398668\u003c/p>\n\n",
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"excerpt": "The Exploratorium, San Francisco’s popular hands-on science museum, is unveiling long-awaited plans for its future home at Piers 15 and 17 along the San Francisco waterfront, a quarter-mile northwest of the Ferry Building.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Credit-ZUM_New-Exploratorium-at-Pier-15-View-from-the-Embarcadero.jpg\" alt=\"\">\u003c/a>\u003cem>Illustration of the Exploratorium's future home at Pier 15. (Credit: ZUM)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.exploratorium.edu/\">Exploratorium\u003c/a>, San Francisco’s popular hands-on science museum located at the Palace of Fine Arts in the Marina district, is unveiling long-awaited plans for its future home at Piers 15 and 17 along the San Francisco waterfront, a quarter-mile northwest of the Ferry Building.\u003c/p>\n\u003cp>With a space that is bigger than four football fields, construction of a new, more modern and larger Exploratorium at the piers will be the largest project at San Francisco’s waterfront since the completion of AT&T Park in 2000. \u003c/p>\n\u003cp>“The relocation to Piers 15 and 17 on the Embarcadero has allowed the Exploratorium to dream big in a city that dreams big,” said San Francisco Mayor Gavin Newsom. “This is a model public-private partnership that will both revitalize crumbling piers and reinvent the Exploratorium experience.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>A groundbreaking ceremony and press conference was held in the connector building between the two piers on Tuesday morning. But instead of shovels digging into ground, the Exploratorium lowered a diver into the bay waters from a barge stationed behind the piers. As the crowd of guests, including groups of school children, looked on from behind barricades a few yards from the end of the pier, the Green Street Band from San Francisco launched into old-time jazz staples such as “Tiger Rag”, “Wabash Blues” and a version of “You Are My Sunshine.”\u003c/p>\n\u003cp>The diver emerged a few minutes later, hoisted from a crane, standing inside and holding onto a black metal hoop. The hoop was then given to Dennis Bartels, Exploratorium’s Executive Director, and George Cogan, chairman of the museum’s board of directors. They climbed two ladders and placed the “O”-shaped hoop between the remaining letters of the museum’s name which was written on the white wall of the building facing onto the Bay. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0671.jpg\" alt=\"\">\u003c/a>\u003cem>Exploratorium diver emerges from the Bay, holding onto a hoop.(Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Officials from the Exploratorium, David Chiu of the San Francisco Board of Supervisors and Rodney Fong of the San Francisco Port Commission spoke afterward about the significance of the Exploratorium’s relocation to the waterfront, as well as the economic boon for San Francisco with the creation of 900 new jobs during construction of the project over the next two years. \u003c/p>\n\u003cp>“We finally get to play outdoors. Instead of shrinking nature down to fit onto a tabletop, which we’ve done for so many years, we get to now go play with Mother Nature itself, which is really fabulous,” said Bartels. \u003c/p>\n\u003cp>The cost for the new museum – which is scheduled to open in 2013 – and the rehabilitation of Pier 15, which marks the first phase of the project, is estimated at $220 million. Construction of the new museum will first require the seismic upgrading and renovation of Piers 15 and 17, which were built respectively in 1931 and 1912. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0761.jpg\" alt=\"\">\u003c/a>\u003cem>From Left to Right, Rodney Fong (SF Port Commission), George Cogan (Exploratorium), Dennis Bartels (Exploratorium), Monique Moyer (SF Port Commission). (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the groundbreaking event, the Exploratorium officially launched its $300 million capital fundraising campaign, with $209 million raised thus far. In March, the museum announced it received two anonymous donations from Bay Area high-tech leaders totaling $90 million, provided that they raise an additional $40 million from other sources. The donations are the largest the museum has received since its founding in 1969.\u003c/p>\n\u003cp>The project received a permit in March from the Bay Conservation and Development Commission which required the museum to mitigate for the environmental impact of the new construction and the dredging and hauling of nearly 75,000 cubic yards of mud from the Bay, which has already begun. \u003c/p>\n\u003cp>“The San Francisco waterfront is easy to get to and it has all around it the natural beauty and everything that the Exploratorium is all about. So it adds to the excitement,” said Will Travis, executive director of the Bay Conservation and Development Commission, known as BCDC. “It will take what is now a treasure in the region and make it an international phenomenon.” \u003c/p>\n\u003cp>For years, the museum has looked at alternative sites to accommodate the more than 500,000 visitors who annually pass through its doors and to boost its renowned professional development workshops for science educators. The Exploratorium’s new campus at the piers will be the length of a New York City block and nearly five times larger than its current space. Its managers also expect a doubling in the museum’s attendance, given the proximity to public transit at the waterfront. \u003c/p>\n\u003cp>The project represents another major boost for fans of Bay Area science and environmental education, coming two years after completion of the new California Academy of Sciences museum in Golden Gate Park, which opened in September 2008.\u003c/p>\n\u003cp>The San Francisco real estate investment and development firm, Wilson Meany Sullivan, which played a key part in the redevelopment of the Embarcadero Ferry Building, has been hired by the Exploratorium to oversee development of the new museum, which Dennis Bartels, the Exploratorium’s Executive Director, claimed would be “the first neutral energy museum in the world.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-1161.jpg\" alt=\"\">\u003c/a>\u003cem>Exploratorium Executive Director Dennis Bartels. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“The building has a long roofline and because of that we can generate 1.4 megawatts of solar power with today’s technology, and we’re putting in other sustainability measures. The constant temperature of the Bay can actually be set up to a heat exchanger so that we can get both heat and cooling right out of the water through a radiant floor system,” said Bartels. \u003c/p>\n\u003cp>The new space will boast a 32-foot observatory with a rooftop “Outdoor Learning Center”, indoor and outdoor exhibits, a courtyard, a tidal pool, a restaurant and café, as well as a “Bayside History Walk” at each of the two piers which will feature interpretive exhibits of San Francisco’s maritime history. An asphalt parking lot between the two piers will be removed, exposing the waters of the Bay below, traversed via two pedestrian bridges. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Credit-ZUM_Newly-Exposed-Bay-between-Piers-15-and-17-and-Connecting-Bridges-Facing-Cityscape1.jpg\" alt=\"\">\u003c/a>\u003cem>llustration of the exposed Bay between Piers 15 and 17 with connecting pedestrian bridges. (Credit: ZUM)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>According to Travis, BCDC’s executive director, the agency was impressed with the more than two acres of public access that will be created by the Exploratorium at Piers 15 and 17.\u003c/p>\n\u003cp>The design plans call for outdoor public access along all sides of the new museum and nearly 800 square feet of indoor public access on the second floor of the new observatory building.\u003c/p>\n\u003cp>“Because it's inside, it will be open at all times during the year and nobody has every done this before,” Travis said. “It’s like taking an executive's office, the most valuable part of the project, and dedicating it to the public. That's way cool.”\u003c/p>\n\u003cp>The Exploratorium was the brainchild of Frank Oppenheimer, a physicist and the younger sibling of atomic bomb developer Robert Oppenheimer. The museum encourages adults and children to play with its nearly 500 on-site exhibits, artworks and displays, fostering an environment where fun is a prerequisite to learning about science, whether it’s DNA or the Doppler Effect. \u003c/p>\n\u003cp>“The Exploratorium helps educate a science literate society. And we need that,” said Sue Pritchard, a former head of the California Science Teachers Association who teaches middle school students at a public school in Orange County. \u003c/p>\n\u003cp>Oppenheimer served as the museum’s director from its opening in 1969 to his death in 1985. He also designed many of the museum’s exhibits, including one located roughly 100 feet from the front door which features rubber balls that start bouncing in a transparent chamber when a dial is turned by museum patrons.\u003c/p>\n\u003cp>“This is an exhibit that can entrance a four-year-old or a physics professor,” said Paul Doherty, co-director of the Teacher Institute at the Exploratorium. “It teaches that when a gas gets hotter, the molecules of the gas move more quickly, on average. And some of the molecules move really fast and some of the molecules move slowly.”\u003c/p>\n\u003cp>Since 1984, the Exploratorium has offered training to science teachers from around the world through its National Science Foundation-supported Teacher Institute. One hundred teachers are accepted to participate in its summer program, where for one month, six hours a day, five days a week, teachers learn how to build scaled-down versions of Exploratorium exhibits they can use in their classrooms. In 2009, the institute offered a toy workshop to teachers, showing them, for example, how to build tugboats of aluminum baking pans to help foster classroom discussions about force and motion. \u003c/p>\n\u003cp>“This is the power of the Exploratorium. It gets the students' minds thinking. Thinking, sharing and doing,” said Pritchard, who has attended the Exploratorium’s Summer Institute six times since 1998. \u003c/p>\n\u003cp>“It caused me to totally change how I teach science,” she added. “I realize textbooks have their place but there’s so much more to teaching science. And when you have no money coming in to support science, you appreciate knowing the inexpensive ways to enlighten the students and to bring to the classroom this excitement and passion for science.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/2_Exploratorium_-0632.jpg\" alt=\"\">\u003c/a>\u003cem>Crowd behind Piers 15 and 17 at the groundbreaking event for the new Exploratorium. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>For Doherty, the Exploratorium’s move to the waterfront piers marks an exciting period of growth for the Teacher Institute, which currently must turn away two out of every three applicants for lack of space.\u003c/p>\n\u003cp>“We may now be able to accommodate 120 teachers during the summer and maybe see a 30 percent increase in our physical space for the Teacher Institute,” he said. “In the new Exploratorium, we’ll be doubling the number of classrooms and there will be entirely new programs that use those classrooms.”\u003c/p>\n\u003cp>Since 2004, the Exploratorium has been working with the Port of San Francisco to negotiate a 66-year lease and development agreement for its use of 136,000 square feet at Pier 15 and 110,000 square feet at Pier 17.\u003c/p>\n\u003cp>In 2005, the San Francisco Board of Supervisors passed a resolution that exempted the museum’s lease of the piers from San Francisco’s competitive bidding process because of its “uniqueness as a special cultural and educational opportunity for the people of the City and County of San Francisco.” Supervisors approved the project last November. \u003c/p>\n\u003cp>When asked what founder Frank Oppenheimer would think about the Exploratorium’s future home, Bartels said, “He would be so proud. He was the one who said that the Exploratorium is never finished. So he believed it was always an act of creation, always a process of changing itself and trying on new things and always experimenting. And to have this kind of site to do our experiments, just to see the excitement in our staff, to see that would have made him grin from ear to ear.” \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003cimg class=\"size-full wp-image-9614\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/rock_paper_scissors_glove_project_2.jpeg\" alt=\"\" width=\"300\" height=\"200\">\u003cem>Rock Paper Scissors Glove by Steve Hoefer\u003c/em>\u003c/span>\u003c/p>\n\u003cp>We're fortunate to be surrounded by a large community of nerds and DIYers in the Bay Area. The community is a constant source of inspiration for me, whether I'm looking to create a self-destroying robot (as I was for Sparkfun's \u003ca href=\"http://www.sparkfun.com/commerce/product_info.php?products_id=9975\">Antimov competition\u003c/a>) or a piece of wearable art.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Here are a couple local makers to follow for creative ideas, inspiring designs and to spark your imagination:\u003c/p>\n\u003cp>\u003cstrong>Steve Hoefer\u003c/strong>\u003c/p>\n\u003cp>When Steve and I first met in a crafting group, I had no idea what an accomplished maker he was. Game designer by day and maker by night, Steve has made items such as a Rock Paper Scissors Glove (seen above), a \u003ca href=\"http://grathio.com/2010/05/secret-knock-detecting-gumball-machine.html\">Secret Knock Detecting Gumball Machine\u003c/a> that he showed off at Maker Faire and much much more. His work, hacks and mods have been featured on Gizmodo, Lifehacker, BoingBoing, MAKE and many others. Check out this \u003ca href=\"http://www.youtube.com/watch?v=zE5PGeh2K9k&feature=player_embedded\">video\u003c/a> of Steve's Secret Knock Detecting Lock.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In addition to sharing the details of how he's created these cool projects on his blog, Steve's viewpoints on technology are a breathe of fresh air. I highly recommend following Steve's work at \u003ca href=\"http://grathio.com/\">Grathio.com\u003c/a>. He's been a huge inspiration to me.\u003c/p>\n\u003cp>\u003cstrong>Mitch Altman\u003c/strong>\u003c/p>\n\u003cp style=\"text-align: left\">Mitch is a force in the San Francisco maker community. He is the co-founder of San Francisco hackerspace, Noisebridge, and the CEO of Cornfield Electronics, makers of the\u003ca href=\"http://www.tvbgone.com/cfe_tvbg_main.php\"> TV-B-Gone\u003c/a>. He gives workshops around the world teaching others about microcontrollers and is also the inventor of the \u003ca href=\"http://blog.makezine.com/archive/2007/05/hack_your_brain_make_vide.html\">Brain Machine\u003c/a>, a project both available for ready made purchase and in kits for assembly, which uses visual and auditory triggers to bring users into deeper states of meditation. I've tried the Brain Machine for myself and can attest that it a rather trippy experience!\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/brain_machine.jpeg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/brain_machine.jpeg\" alt=\"\">\u003c/a>\u003cem>\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Mitch can be found most Monday evenings at \u003ca href=\"https://www.noisebridge.net/wiki/Noisebridge\">Noisebridge\u003c/a> teaching a hardware hacking workshop.\u003c/p>\n\u003cp>Mitch isn't much of a blogger, but can be found occasionally shooting out messages on \u003ca href=\"http://twitter.com/maltman23\">Twitter\u003c/a>. He is one of the nicest guys around and give awesome advice for hardware hackers from newbie to expert, so make sure to catch up with him at Noisebridge for inspiring conversation.\u003c/p>\n\u003cp>Who are your favorite Bay Area Makers? Where do you get inspiration from? Let us know in the comments!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003cimg class=\"size-full wp-image-9614\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/rock_paper_scissors_glove_project_2.jpeg\" alt=\"\" width=\"300\" height=\"200\">\u003cem>Rock Paper Scissors Glove by Steve Hoefer\u003c/em>\u003c/span>\u003c/p>\n\u003cp>We're fortunate to be surrounded by a large community of nerds and DIYers in the Bay Area. The community is a constant source of inspiration for me, whether I'm looking to create a self-destroying robot (as I was for Sparkfun's \u003ca href=\"http://www.sparkfun.com/commerce/product_info.php?products_id=9975\">Antimov competition\u003c/a>) or a piece of wearable art.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Here are a couple local makers to follow for creative ideas, inspiring designs and to spark your imagination:\u003c/p>\n\u003cp>\u003cstrong>Steve Hoefer\u003c/strong>\u003c/p>\n\u003cp>When Steve and I first met in a crafting group, I had no idea what an accomplished maker he was. Game designer by day and maker by night, Steve has made items such as a Rock Paper Scissors Glove (seen above), a \u003ca href=\"http://grathio.com/2010/05/secret-knock-detecting-gumball-machine.html\">Secret Knock Detecting Gumball Machine\u003c/a> that he showed off at Maker Faire and much much more. His work, hacks and mods have been featured on Gizmodo, Lifehacker, BoingBoing, MAKE and many others. Check out this \u003ca href=\"http://www.youtube.com/watch?v=zE5PGeh2K9k&feature=player_embedded\">video\u003c/a> of Steve's Secret Knock Detecting Lock.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In addition to sharing the details of how he's created these cool projects on his blog, Steve's viewpoints on technology are a breathe of fresh air. I highly recommend following Steve's work at \u003ca href=\"http://grathio.com/\">Grathio.com\u003c/a>. He's been a huge inspiration to me.\u003c/p>\n\u003cp>\u003cstrong>Mitch Altman\u003c/strong>\u003c/p>\n\u003cp style=\"text-align: left\">Mitch is a force in the San Francisco maker community. He is the co-founder of San Francisco hackerspace, Noisebridge, and the CEO of Cornfield Electronics, makers of the\u003ca href=\"http://www.tvbgone.com/cfe_tvbg_main.php\"> TV-B-Gone\u003c/a>. He gives workshops around the world teaching others about microcontrollers and is also the inventor of the \u003ca href=\"http://blog.makezine.com/archive/2007/05/hack_your_brain_make_vide.html\">Brain Machine\u003c/a>, a project both available for ready made purchase and in kits for assembly, which uses visual and auditory triggers to bring users into deeper states of meditation. I've tried the Brain Machine for myself and can attest that it a rather trippy experience!\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/brain_machine.jpeg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/brain_machine.jpeg\" alt=\"\">\u003c/a>\u003cem>\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Mitch can be found most Monday evenings at \u003ca href=\"https://www.noisebridge.net/wiki/Noisebridge\">Noisebridge\u003c/a> teaching a hardware hacking workshop.\u003c/p>\n\u003cp>Mitch isn't much of a blogger, but can be found occasionally shooting out messages on \u003ca href=\"http://twitter.com/maltman23\">Twitter\u003c/a>. He is one of the nicest guys around and give awesome advice for hardware hackers from newbie to expert, so make sure to catch up with him at Noisebridge for inspiring conversation.\u003c/p>\n\u003cp>Who are your favorite Bay Area Makers? Where do you get inspiration from? Let us know in the comments!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Tron_legacy_image_small-thumb-550x387-32039.jpeg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Tron_legacy_image_small-thumb-550x387-32039.jpeg\" alt=\"\" width=\"300\" height=\"200\" class=\"alignleft size-full wp-image-9306\">\u003cem> Light up costumes are creative ways to celebrate Halloween.\u003c/em>\u003c/a>\u003c/span>Halloween is quickly approaching us and there's no time like the present to get started on your very own, extremely unique Halloween costume.\u003c/p>\n\u003cp>We're all familiar with the notion of getting a bedsheet, cutting out a couple holes for eyes and draping it over ourselves in a pinch. With a little more time you could light that costume up and dazzle friends, neighbors and fellow trick-or-treaters.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>Cool Costumers with EL Wire\u003c/strong>\u003c/p>\n\u003cp>Electroluminescent wire (EL wire) is incredibly easy to work with and in great supply in the Bay Area, thanks to all our Burning Man friends. There is an excellent Instructables on creating glowing fairy wings out of EL Wire by \u003ca href=\"http://www.instructables.com/id/Removable-EL-wire-art-panels/step6/Finishing-up/\">SewLolita\u003c/a>. Follow their instructions and you'll have a one of a kind creation to light up any fairy costume.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If fairies aren't your thing, consider making a TRON costume, outlining the edges of the costume in EL Wire and voila, you've created a TRON outfit.\u003c/p>\n\u003cp>Check out \u003ca href=\"http://www.coolneon.com/\">Cool Neon\u003c/a>, a Bay Area company that specializes in EL wire, and all kinds of things that light up. They have an online store and you can also pick up from there warehouse in the East Bay. Furthermore, they have a \u003ca href=\"http://www.coolneon.com/SolderGuide.html\">great guide\u003c/a> to soldering with EL wire that is indispensable if this is your first time soldering.\u003c/p>\n\u003cp>\u003cstrong>Light up using LED's\u003c/strong>\u003c/p>\n\u003cp>Like EL wire, LED costumes allow you to stretch you imagination to create unique light shows and funky designs. You can build your own \u003ca href=\"http://www.instructables.com/id/Building-a-Lightsaber/\">light saber\u003c/a>, make all kinds of \u003ca href=\"http://web.media.mit.edu/~leah/LilyPad/build.html\">illuminated clothing\u003c/a> and even turn yourself in a live fireworks display! Believe it or not, using an umbrella and programmable LED's you can do just that thanks to this \u003ca href=\"http://www.instructables.com/id/Programmable-LED-Umbrella/\">Instructables\u003c/a> from Chris Huebner. \u003c/p>\n\u003cp>\u003cstrong>Resources\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.noisebridge.net/wiki/Noisebridge\">Noisebridge\u003c/a> offers their space to the public for free use of their equipment including soldering irons and sewing machines. Wednesday nights they host a sewing and craft night that welcomes anyone to come and work on a craft project and get help from others.\u003c/p>\n\u003cp>The Crucible is offering an \u003ca href=\"https://store.thecrucible.org/index.php?main_page=index&cPath=415_449_572&zenid=9asgfa4k4h97ols3pm4bhg1230\">EL Wire workshop\u003c/a> on October 23rd to get you ready to create illuminated costumes.\u003c/p>\n\u003cp>Good luck with your Halloween costume and let us know what you're planning on making in the comments!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Tron_legacy_image_small-thumb-550x387-32039.jpeg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Tron_legacy_image_small-thumb-550x387-32039.jpeg\" alt=\"\" width=\"300\" height=\"200\" class=\"alignleft size-full wp-image-9306\">\u003cem> Light up costumes are creative ways to celebrate Halloween.\u003c/em>\u003c/a>\u003c/span>Halloween is quickly approaching us and there's no time like the present to get started on your very own, extremely unique Halloween costume.\u003c/p>\n\u003cp>We're all familiar with the notion of getting a bedsheet, cutting out a couple holes for eyes and draping it over ourselves in a pinch. With a little more time you could light that costume up and dazzle friends, neighbors and fellow trick-or-treaters.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>Cool Costumers with EL Wire\u003c/strong>\u003c/p>\n\u003cp>Electroluminescent wire (EL wire) is incredibly easy to work with and in great supply in the Bay Area, thanks to all our Burning Man friends. There is an excellent Instructables on creating glowing fairy wings out of EL Wire by \u003ca href=\"http://www.instructables.com/id/Removable-EL-wire-art-panels/step6/Finishing-up/\">SewLolita\u003c/a>. Follow their instructions and you'll have a one of a kind creation to light up any fairy costume.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If fairies aren't your thing, consider making a TRON costume, outlining the edges of the costume in EL Wire and voila, you've created a TRON outfit.\u003c/p>\n\u003cp>Check out \u003ca href=\"http://www.coolneon.com/\">Cool Neon\u003c/a>, a Bay Area company that specializes in EL wire, and all kinds of things that light up. They have an online store and you can also pick up from there warehouse in the East Bay. Furthermore, they have a \u003ca href=\"http://www.coolneon.com/SolderGuide.html\">great guide\u003c/a> to soldering with EL wire that is indispensable if this is your first time soldering.\u003c/p>\n\u003cp>\u003cstrong>Light up using LED's\u003c/strong>\u003c/p>\n\u003cp>Like EL wire, LED costumes allow you to stretch you imagination to create unique light shows and funky designs. You can build your own \u003ca href=\"http://www.instructables.com/id/Building-a-Lightsaber/\">light saber\u003c/a>, make all kinds of \u003ca href=\"http://web.media.mit.edu/~leah/LilyPad/build.html\">illuminated clothing\u003c/a> and even turn yourself in a live fireworks display! Believe it or not, using an umbrella and programmable LED's you can do just that thanks to this \u003ca href=\"http://www.instructables.com/id/Programmable-LED-Umbrella/\">Instructables\u003c/a> from Chris Huebner. \u003c/p>\n\u003cp>\u003cstrong>Resources\u003c/strong>\u003c/p>\n\u003cp>\u003ca href=\"https://www.noisebridge.net/wiki/Noisebridge\">Noisebridge\u003c/a> offers their space to the public for free use of their equipment including soldering irons and sewing machines. Wednesday nights they host a sewing and craft night that welcomes anyone to come and work on a craft project and get help from others.\u003c/p>\n\u003cp>The Crucible is offering an \u003ca href=\"https://store.thecrucible.org/index.php?main_page=index&cPath=415_449_572&zenid=9asgfa4k4h97ols3pm4bhg1230\">EL Wire workshop\u003c/a> on October 23rd to get you ready to create illuminated costumes.\u003c/p>\n\u003cp>Good luck with your Halloween costume and let us know what you're planning on making in the comments!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.7749295 -122.4194155\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "The Turns and Twists of the Devil's Slide Tunnel",
"headTitle": "The Turns and Twists of the Devil’s Slide Tunnel | KQED",
"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/DevilSlide-991.jpg\" alt=\"\">\u003c/a>\u003cem>Devil’s Slide is a rocky, unstable bluff jutting above and below a stretch of Highway One between the coastal communities of Pacifica and Montara. (Credit: Jenny Oh)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Earlier this month, as news cameras rolled and political leaders gave speeches, construction crews broke through a retaining wall at the north end of the Devil’s Slide tunnels off Highway One, opening a new route to link the San Mateo County coast and San Francisco in an area plagued for decades by rock slides and road closures. \u003c/p>\n\u003cp>The tunnels were hailed as a feat of engineering ingenuity. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More than that, however, they cap a 40-year David vs. Goliath struggle that pitted environmentalists against the powerful California Department of Transportation, resulting in multiple lawsuits and a variety of proposals, including a six-lane freeway to bypass the treacherous stretch of Highway One between Pacifica and Montara that ribbons past Devil’s Slide. \u003c/p>\n\u003cp>“Caltrans in the early ‘70s was a bunch of engineers that said, ‘get out of my way and let me build my road,’” said Lennie Roberts, legislative advocate with the \u003ca href=\"http://www.greenfoothills.org/\">Committee for Green Foothills\u003c/a>, an environmental group based in Palo Alto. “They did not interact with the community and they didn’t want the community to have any say about their projects.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-034_Lennie_poster.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts with a quote from Margaret Mead that helped inspire pro-tunnel supporters. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Caltrans crews broke ground in September 2007 on the two single-lane tunnels. When the north and south portals open to motorists in 2012, the event will mark the first highway tunnel built in California since the completion of the third bore of the Caldecott Tunnel in the Berkeley hills in 1964.\u003c/p>\n\u003cp>Caltrans crews used special tunnel-digging equipment from Austria and relied on European tunnel engineering expertise to carve through the rocks, soil and granite of San Pedro Mountain. \u003c/p>\n\u003cp>“The process we use is called the New Austrian Tunneling Method, where you basically excavate three to six feet of ground at a time,” said Skip Sowko, the Caltrans project manager for the \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">tunnels at Devil’s Slide\u003c/a>. “As you’re moving along the tunnel, every time a piece is excavated, the mining engineer looks at the rock fractures and the soil types to evaluate what methods to use to support the excavated ground.” \u003c/p>\n\u003cp>At a cost of $342 million, the Devil’s Slide tunnels, which will be named after late San Mateo Congressman Tom Lantos, will be the longest tunnels in the state, more than 4,300 feet long and 30 feet wide. They are connected to Highway One at the northern end with a pair of 1,000 foot-long bridges that span Shamrock Ranch, preserving fragile habitat for the endangered California red-legged frog in the valley below. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-046_bridges1.jpg\" alt=\"\">\u003c/a>\u003cem>The Devil’s Slide project bridges span Shamrock Ranch, connecting the northern portals of each of the tunnels to Highway One. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the punch through event on Oct. 1, Caltrans District 4 Director Bijan Sartipi praised members of his staff and acknowledged the efforts of environmentalists who refused to accept a freeway bypass alternative at Devil’s Slide. Political leaders reminisced about the turns and twists in the history of Devil’s Slide. \u003c/p>\n\u003cp>“In 1980, I was a 28 year-old who had gotten recently elected to the board of supervisors and the Devil’s Slide issue was starting to bubble up again,” said U.S. Rep. Jackie Speier, D-San Mateo. “And the community said ‘why not bore a hole through here, and make a tunnel?’ It was dismissed, frankly, but then it gained steam and they qualified an initiative on the ballot. The public rose up and said there is a better way.”\u003c/p>\n\u003cp>The problems at Devil’s Slide date back more than 70 years.\u003c/p>\n\u003cp>In 1937, a stretch of Highway One, from Pacifica to Half Moon Bay, opened to the public, allowing motorists an efficient way to zip up and down the San Mateo County coast. For about 600 feet, the road crosses Devil’s Slide, a rocky and unstable sheer cliff cresting 900 feet above the Pacific Ocean. But only a few years after the road opened, it was closed for days at a time, particularly during the winter months, when heavy rains sent rocks and dirt tumbling from the face of the cliff to the road below. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-3_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>San Mateo Congressman Tom Lantos with his wife, Annette, touring the damaged roadbed at Devil’s Slide in the winter of 1980. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Ken Lajoie is a retired Research Geologist with the U.S. Geological Survey who lives in Menlo Park. He began mapping the rates of coastal erosion in San Mateo County in 1970. Lajoie cited several reasons why Devil’s Slide is so unstable. \u003c/p>\n\u003cp>The rocks exposed on the cliff face are made of granite, interbedded shale and sandstone. While granite is stable, “shales and sandstones are very unstable and produce both shallow and deep-seated slides, especially during and after the rainy seasons,” he said.\u003c/p>\n\u003cp>Added to that are earthquakes. Seismic activity triggers landslides. Lajoie said that a deep-seated slide, which extends from the top of the cliff almost down to the beach, is responsible for the slippage and movement of the Devil’s Slide roadbed that has resulted in the lengthy road closures over the years. \u003c/p>\n\u003cp>Because of this unpredictable movement of soil and rocks at Devil’s Slide, the state and San Mateo County adopted a plan in 1958 to build a freeway to permanently bypass it.\u003c/p>\n\u003cp>The six-lane freeway would extend for seven miles, from Linda Mar in Pacifica all the way to the Half Moon Bay airport, up and over Montara Mountain. The freeway bypass was a key step in supporting a housing and development corridor similar to Daly City, but along the San Mateo coast, with interchanges that would lead from San Francisco all the way down to San Luis Obispo. \u003c/p>\n\u003cp>According to a Division of Highways Project Report from 1960, state highway engineers didn’t intend to start work on the freeway bypass. Instead, they wanted to wait until a “major slipout or slide occurs at Devil’s Slide” so that they could tap federal emergency funds to build the bypass. \u003c/p>\n\u003cp>In 1968, Lennie Roberts joined the board of an environmental grassroots organization called the Committee for Green Foothills, founded originally in 1962 to fight urban sprawl in Palo Alto. A friend, Ollie Mayer, who was a member of the \u003ca href=\"http://www.sierraclub.org/\">Sierra Club\u003c/a> and an engineer by training, had gotten hold of the original highway construction plans and shared them with Roberts and other environmentalists.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30003_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>‘Yes on Measure T’ supporters Lennie Roberts (right) and Ollie Mayer at a Redwood City press conference held in 1996. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide_Lennie_and_Zoe_023.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts (left) and Zoe-Kersteen Tucker hold a model of the proposed freeway bypass over Montara Mountain. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>They were appalled by what they saw as a sure-fire plan to cover the rural coast with urban sprawl and pave its scenic hills. And with good reason: San Mateo County had drawn up plans in 1960 that called for 200,000 residents on the San Mateo coast by 1990.\u003c/p>\n\u003cp>“There was a whole set of freeways that were anticipated to come across the hill in several locations, and that was going to facilitate turning the coast side into what we already have on the bay side,” said Roberts.\u003c/p>\n\u003cp>The Westinghouse Corporation at the time had bought up 8,000 acres of prime real estate around Half Moon Bay, Montara and El Granada. Most of the land has since been acquired by the Peninsula Open Space Trust, a non-profit land preservation group. \u003c/p>\n\u003cp>“There was no need for that giant freeway, and we didn’t want it to be a situation where ‘if you build it, they will come,’ creating this enticement to add more development above and beyond what this area can sustain,” said Zoe Kersteen-Tucker, a Moss Beach resident and lead organizer for the successful, citizen-led initiative on a tunnel bypass at Devil’s Slide. \u003c/p>\n\u003cp>Although developers and state highway officials pushed through similar -projects in the 1950s and 1960s, a fledgling environmental movement was taking off, from the steps of Capitol Hill to the cliffs of California’s coast. \u003c/p>\n\u003cp>In 1972, California voters passed Proposition 20, the California Coastal Initiative, which limited development along the coast. Four years later, state lawmakers enacted the California Coastal Act, which established the \u003ca href=\"http://www.coastal.ca.gov/whoweare.html\">California Coastal Commission\u003c/a> to review and approve building plans, including highway construction, along the coast. The act also mandated that rural stretches of Highway One along the coast had to be limited to just two lanes. \u003c/p>\n\u003cp>Unfazed, Caltrans responded by claiming that the freeway bypass would be striped to only two lanes, though it would still be graded for a width between 79 and 101 feet, making it wider than the Golden Gate Bridge.\u003c/p>\n\u003cp>“It would have been the widest two-lane road in the U.S.,” said Chris Thollaug, a Montara resident and former spokesman for the Sierra Club. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Caltrans-proposed-six-lane-freeway-in-Pacifica-1974_-image-never-shown-to-the-public.jpg\" alt=\"\">\u003c/a>\u003cem>In 1974, Caltrans created this illustration of the proposed six-lane freeway bypass of Devil’s Slide. According to Mitch Reid, Caltrans never made this image available to the public. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>But now environmentalists had powerful new legal tools to challenge the massive freeway bypass. \u003c/p>\n\u003cp>In 1972, the Sierra Club, the Committee for Green Foothills, and other environmentalists successfully sued Caltrans for failing to prepare an Environmental Impact Statement, which they were required to do under a federal law signed by Richard Nixon in 1970 known as the \u003ca href=\"http://ceq.hss.doe.gov/\">National Environmental Policy Act\u003c/a>, or NEPA.\u003c/p>\n\u003cp>Even though Highway One is a state road, Caltrans had received federal funds for road repairs at Devil’s Slide, so the agency was subject to NEPA provisions. \u003c/p>\n\u003cp>But despite the court ruling, Caltrans chose not to prepare the Environmental Impact Statement for the freeway bypass.\u003c/p>\n\u003cp>“They put the whole thing aside and did nothing until they hoped there was an emergency when the road would slide out and they could proceed with the bypass as an emergency project,” said Roberts. \u003c/p>\n\u003cp>About this time, the idea of a tunnel bypass at Devil’s Slide first came to light.\u003c/p>\n\u003cp>Ken Lajoie, the former USGS geologist, received a letter from a Montara resident inquiring what could be done about Devil’s Slide. In his reply, he outlined four or five options, including “boring a tunnel right behind it, which would solve the problem forever.” After Ollie Mayer of the Sierra Club also contacted Lajoie to get his thoughts on Devil’s Slide, she presented the tunnel idea to Caltrans in 1973 but the agency dismissed it. \u003c/p>\n\u003cp>In the late ‘70s and early ‘80s, when Jerry Brown was governor, the officials he appointed at Caltrans clashed with the pro-building, pro-freeway sentiment that had prevailed within the agency. Norman Kelley, the Caltrans District 4 Director, unveiled a plan to the San Mateo County Board of Supervisors and environmentalists to permanently repair Devil’s Slide by excavating the unstable material from the rocky bluff and tucking the road 250 feet inland to a more stable, bedrock section of Devil’s Slide. \u003c/p>\n\u003cp>Some of the excavated dirt and rock would be dumped into the Pacific Ocean but most of it would be placed on the rocky slope below the road to help stabilize it.\u003c/p>\n\u003cp>“When you excavate the material from above the road, you are reducing the driving force on the slide and when you put it at the toe of the slide, it acts as a buttress and essentially stabilizes the landslide, the mass that moves,” said Bill Bechtell, a retired geotechnical and civil engineer and member of the Sierra Club who opposed the freeway bypass. \u003c/p>\n\u003cp>Though environmentalists were encouraged by this ‘Marine Disposal Alternative’ proposal, the political winds shifted once again at Caltrans. Governor George Deukmejian took office in 1983, and he “put the Caltrans engineers back in charge again – the same people who designed the freeway bypass,” said Roberts. \u003c/p>\n\u003cp>The Marine Disposal Alternative was ultimately scuttled when federal officials who manage the Monterey Bay National Marine Sanctuary refused to endorse it, claiming irreparable harm to marine life from the dumping of excavated material into the ocean. \u003c/p>\n\u003cp>In the early ‘80s, Caltrans bowed to pressure from the San Mateo County Board of Supervisors and amended the original freeway bypass design. The new Martini Creek alignment was four and a half miles long, running from Linda Mar Boulevard in Pacifica, over Montara Mountain, past Martini Creek to the south, and would meet up with Highway One again at Montara State Beach. The new route would also run through McNee Ranch State Park.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Pave-Our-Coast.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration that appeared in ‘Yes on Measure T’ newsletters in 1995 and 1996 showing the Martini Creek freeway bypass alignment over Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Even though Caltrans claimed the new alignment would also be striped for 2 lanes, it would be paved to accommodate four lanes. The steepness of the road required as many as 11 cuts and fills up to 106 feet wide and 275 feet high. \u003c/p>\n\u003cp>“I was appalled when I saw this,” said Bechtell. “I live in Montara and it would have destroyed our community, with the freeway coming through a state park and adjacent open space. You would have the noise from truck traffic and it was not something I wanted to see happen.” \u003c/p>\n\u003cp>In 1986, the San Mateo County Board of Supervisors voted 3-2 to support the Martini Creek Alignment, and the Coastal Commission voted 7-5 to support it as well. The Sierra Club, the Committee for Green Foothills and the owners of Shamrock Ranch sued Caltrans, claiming that the agency had violated a federal highway law that required an assessment of the impact of highway construction projects on nearby parklands. \u003c/p>\n\u003cp>A federal judge agreed, stating that Caltrans had failed to study the impact of noise from freeway construction on camp grounds at McNee Ranch State Park.\u003c/p>\n\u003cp>“Our conclusion was that it didn’t represent a significant noise impact but we followed through with the court order and did additional noise studies,” said Ed Pang, a senior environmental planner at Caltrans. \u003c/p>\n\u003cp>In January 1995, a winter storm caused a 160-foot section of road to buckle and slip five feet. The damage resulted in a road closure that lasted more than five months – the longest closure in the history of Devil’s Slide – and cost more than $3 million to repair, making life miserable for local residents. \u003c/p>\n\u003cp>“I had moved my business to Moss Beach a month before the slide went out,” said Mitch Reid, an environmental product designer and resident of Pacifica. “So I had to drive all the way from Pacifica, taking Highway 280 then 92 heading west and then back to Highway One to get to my shop. So what was a 10 minute drive turned into as much as an hour and a half drive for me.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30002_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>Mitch Reid, with sign, and other pro-tunnel supporters at the reopening of Devil’s Slide in 1995. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>With nerves fraying among commuters, pressure to come up with a solution began to mount.\u003c/p>\n\u003cp>“I was out there on the coast all the time and people were livid with what was happening,” said former county supervisor Ted Lempert. “A lot of the political establishment said this is even more reason for the freeway bypass.”\u003c/p>\n\u003cp>Lempert, with the approval of the four other county supervisors, convened a panel of six engineers and geologists to offer an independent study of Devil’s Slide and come up with the most effective solution for it.\u003c/p>\n\u003cp>“At an early meeting, we presented them with Caltrans’ bypass plan,” said Lempert. “I asked them what we should do and several of them said, ‘why don’t you look at a tunnel?’” \u003c/p>\n\u003cp>In March 1995, the panel formally recommended building a tunnel, which they estimated would be 4,600 feet long, and take two to three years to construct at a cost of $50 to $70 million. Caltrans claimed that a tunnel wasn’t feasible at Devil’s Slide and that it was too expensive to pursue, with an estimated cost of $126 million compared to roughly $90 million for the freeway bypass. \u003c/p>\n\u003cp>Lempert pressed Caltrans for information to further clarify why the freeway bypass was more feasible than a tunnel.\u003c/p>\n\u003cp>“I remember it being pretty ugly and there were a couple of times I asked for information but I couldn’t get,” he said. “It was a classic example of a bureaucracy telling the public official to go to hell as they knew they had the support of the political establishment and so they were arrogant in the early days.”\u003c/p>\n\u003cp>Ruben Barrales, another member of the board of supervisors, allied with Lempert in pushing for the tunnel. But Lempert and Barrales lost out to three other supervisors on the board who voted to stick with the freeway bypass. \u003c/p>\n\u003cp>“Caltrans had this unwillingness to seriously explore the tunnel alternative even though a layperson knew of tunnels across the country and world,” said Lempert. “It was bizarre that they wouldn’t consider it. They were about bridging bridges and highways and tunnels is something they didn’t do, that was the impression I got.”\u003c/p>\n\u003cp>With a lack of unified support from elected officials, and their legal options running out, the environmentalists realized that they would have to launch \u003ca href=\"http://www.tunnel.org/oldSite/index.html\">a massive outreach campaign\u003c/a> to keep the tunnel option alive. They collected 34,000 signatures to put the issue on the county ballot.\u003c/p>\n\u003cp>They printed ‘Think Tunnel’ bumper stickers and blanketed San Mateo County with newsletters and fact sheets.\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/ZoeKT_Tunnel-Newsletter_2.jpg\" alt=\"\">\u003c/a>\u003cem>Excerpt from a pro-tunnel, ‘Yes on Measure T’, newsletter. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>In August 1995, the Federal Highway Administration told Caltrans that it had to conduct a new study to evaluate the tunnel in comparison to the freeway bypass.\u003c/p>\n\u003cp> Zoe Kersteen-Tucker recalled at the time a comment a Caltrans spokesperson made to a news reporter. “He said, ‘Sure we’ll evaluate the tunnel proposal and say it’s too expensive.’” She added that “there was such hubris on the part of Caltrans, a public entity that is supported by tax dollars.” \u003c/p>\n\u003cp>Roughly six months before the vote on Measure T, the environmentalists’ persistence finally paid off. Mitch Reid had been working on the pro-tunnel campaign and had faxed over a Freedom of Information Act request to the Caltrans office in Oakland. The next day, he received a dozen pages of documents, including a \u003ca href=\"http://www.montara.com/tunnel/RobertsMemo.html\">1993 internal memo\u003c/a> from James Roberts, the then-Chief of the Division of Structures at Caltrans. \u003c/p>\n\u003cp>“That was the smoking gun,” said Reid. “The most important line in that memo said that if the purpose is to bypass the slide, then alternative number one should be selected, a two lane, single bore tunnel. Basically, it was very clear that they were trying to say that the tunnel was twice as expensive as the bypass, but when you looked at this document, it showed that they were head to head.”\u003c/p>\n\u003cp>In November 1996, Measure T passed with a resounding 74 percent of the vote. The Local Coastal Plan for San Mateo county was changed and the tunnel option became the preferred bypass of Devil’s Slide.\u003c/p>\n\u003cp>“I have been in elected office for 22 years and this was by far the most inspirational thing I ever worked on. It was a triumph of common sense,” said Lempert. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30001_2_resized1.jpg\" alt=\"\">\u003c/a>\u003cem>A ‘Yes on Measure T’ supporter at a Redwood City press conference held in 1996(Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_THIS-Rendering-of-the-Tunnel.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made in 1996 by a pro-tunnel supporter of the tunnel bypass of Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_OR-THIS-Rendering-of-Devils-Slide-Bypass-Highway.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made by a pro-tunnel supporter in 1995 of the Caltrans proposed freeway bypass of Devil’s Slide. (Credit: Chuck Kozak)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“Once the people spoke, Caltrans got it and they changed their attitude and approach and they became ‘can do’ instead of ‘won’t do,’” said Roberts. “We now have strong friendships with people at Caltrans.”\u003c/p>\n\u003cp>But funds were needed to ensure the construction of the tunnel. In the early ‘80s, San Mateo Congressman Tom Lantos had secured $50 million in federal emergency funds for road repairs at Devil’s Slide. After the passage of Measure T, U.S. Senator Barbara Boxer, D-Calif., was successful in getting Devil’s Slide to be designated as a “continuing and ongoing federal emergency,” allowing the total cost of the tunnel to come from federal emergency relief funds. \u003c/p>\n\u003cp>“It allowed the tunnel project to step out of the state transportation improvement program and get in line for emergency relief funds. It was a huge hurdle that we cleared to get the actual money to build the tunnel,” said Kersteen-Tucker.\u003c/p>\n\u003cp>“If we didn’t have the assistance at the federal level, we would be in lawsuits about these various alternatives. We would have continuing landslides that would close the roads, and kids couldn’t get to schools and people couldn’t get to work,” said Congresswoman Jackie Speier. \u003c/p>\n\u003cp>Skip Sowko is the project manager on the Devil’s Slide tunnel project. After the passage of Measure T, he oversaw the lengthy process of environmental review of a tunnel. Decisions were made on the aesthetics of the tunnel design, revegetating moved earth and how best to offset the impact of the tunnel construction on a population of endangered California red-legged frogs at Shamrock Ranch, an endangered wildflower called Hickman’s cinquefoil, the dusky-footed woodrat and migratory birds like peregrine falcons. \u003c/p>\n\u003cp>“This project, when it was reevaluated, allowed the other options to become competitive and it changed the whole environment of doing construction work,” he said. “I listened to a lot of people at meetings. Good design requires good input and we’re interested in hearing that input, understanding those concerns, so that we can build the best possible project.” \u003c/p>\n\u003cp>“I think government, like the private sector, is becoming more consumer-focused and more nimble,” said Lempert. “It’s the world we live in today, and the old way of doing things has been overturned.”\u003c/p>\n\u003cp>As for the treacherous stretch of road at Devil’s Slide, a new, more placid incarnation lies ahead. Caltrans will give the bypassed stretch of road and 70 nearby acres to San Mateo County to operate as a park and a pathway reserved for hikers and bicyclists when the Devil’s Slide tunnels open to motorists in 2012. \u003c/p>\n\u003cp>At the recent event when Caltrans crews punched through the northbound tunnel, and jubilant applause rose from the crowd as the digger ripped through the rock, Zoe Kersteen-Tucker reflected afterward on the significance of the day. \u003c/p>\n\u003cp>“It represents power to the people,” she said. “You can’t accept no for an answer and if you have a vision for something that really needs to happen to protect future generations, you have to work as hard as you can and other people start working with you. That’s what we did here and it was the power of that vision that carried us through to this day.”\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>[jwplayer config=”QUEST Audio Player” skin=”http://ww2.kqed.org/quest/wp-content/themes/quest/glow.zip” file=”http://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3″ ]\u003cbr>\n\u003c/p>\n\u003cp>\u003cem>Listen to the QUEST radio story \u003cstrong>\u003ca href=\"http://ww2.kqed.org/quest/audio/devils-slide-\">about Devil’s Slide.\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n",
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"excerpt": "On October 1st, as news crews filmed the action, Caltrans broke through a retaining wall at the north portal of the Devil’s Slide tunnels on Highway One, opening a new way to link the coastal communities of Pacifica and Montara in San Mateo County. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/DevilSlide-991.jpg\" alt=\"\">\u003c/a>\u003cem>Devil’s Slide is a rocky, unstable bluff jutting above and below a stretch of Highway One between the coastal communities of Pacifica and Montara. (Credit: Jenny Oh)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Earlier this month, as news cameras rolled and political leaders gave speeches, construction crews broke through a retaining wall at the north end of the Devil’s Slide tunnels off Highway One, opening a new route to link the San Mateo County coast and San Francisco in an area plagued for decades by rock slides and road closures. \u003c/p>\n\u003cp>The tunnels were hailed as a feat of engineering ingenuity. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>More than that, however, they cap a 40-year David vs. Goliath struggle that pitted environmentalists against the powerful California Department of Transportation, resulting in multiple lawsuits and a variety of proposals, including a six-lane freeway to bypass the treacherous stretch of Highway One between Pacifica and Montara that ribbons past Devil’s Slide. \u003c/p>\n\u003cp>“Caltrans in the early ‘70s was a bunch of engineers that said, ‘get out of my way and let me build my road,’” said Lennie Roberts, legislative advocate with the \u003ca href=\"http://www.greenfoothills.org/\">Committee for Green Foothills\u003c/a>, an environmental group based in Palo Alto. “They did not interact with the community and they didn’t want the community to have any say about their projects.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-034_Lennie_poster.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts with a quote from Margaret Mead that helped inspire pro-tunnel supporters. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Caltrans crews broke ground in September 2007 on the two single-lane tunnels. When the north and south portals open to motorists in 2012, the event will mark the first highway tunnel built in California since the completion of the third bore of the Caldecott Tunnel in the Berkeley hills in 1964.\u003c/p>\n\u003cp>Caltrans crews used special tunnel-digging equipment from Austria and relied on European tunnel engineering expertise to carve through the rocks, soil and granite of San Pedro Mountain. \u003c/p>\n\u003cp>“The process we use is called the New Austrian Tunneling Method, where you basically excavate three to six feet of ground at a time,” said Skip Sowko, the Caltrans project manager for the \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">tunnels at Devil’s Slide\u003c/a>. “As you’re moving along the tunnel, every time a piece is excavated, the mining engineer looks at the rock fractures and the soil types to evaluate what methods to use to support the excavated ground.” \u003c/p>\n\u003cp>At a cost of $342 million, the Devil’s Slide tunnels, which will be named after late San Mateo Congressman Tom Lantos, will be the longest tunnels in the state, more than 4,300 feet long and 30 feet wide. They are connected to Highway One at the northern end with a pair of 1,000 foot-long bridges that span Shamrock Ranch, preserving fragile habitat for the endangered California red-legged frog in the valley below. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-046_bridges1.jpg\" alt=\"\">\u003c/a>\u003cem>The Devil’s Slide project bridges span Shamrock Ranch, connecting the northern portals of each of the tunnels to Highway One. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the punch through event on Oct. 1, Caltrans District 4 Director Bijan Sartipi praised members of his staff and acknowledged the efforts of environmentalists who refused to accept a freeway bypass alternative at Devil’s Slide. Political leaders reminisced about the turns and twists in the history of Devil’s Slide. \u003c/p>\n\u003cp>“In 1980, I was a 28 year-old who had gotten recently elected to the board of supervisors and the Devil’s Slide issue was starting to bubble up again,” said U.S. Rep. Jackie Speier, D-San Mateo. “And the community said ‘why not bore a hole through here, and make a tunnel?’ It was dismissed, frankly, but then it gained steam and they qualified an initiative on the ballot. The public rose up and said there is a better way.”\u003c/p>\n\u003cp>The problems at Devil’s Slide date back more than 70 years.\u003c/p>\n\u003cp>In 1937, a stretch of Highway One, from Pacifica to Half Moon Bay, opened to the public, allowing motorists an efficient way to zip up and down the San Mateo County coast. For about 600 feet, the road crosses Devil’s Slide, a rocky and unstable sheer cliff cresting 900 feet above the Pacific Ocean. But only a few years after the road opened, it was closed for days at a time, particularly during the winter months, when heavy rains sent rocks and dirt tumbling from the face of the cliff to the road below. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-3_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>San Mateo Congressman Tom Lantos with his wife, Annette, touring the damaged roadbed at Devil’s Slide in the winter of 1980. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Ken Lajoie is a retired Research Geologist with the U.S. Geological Survey who lives in Menlo Park. He began mapping the rates of coastal erosion in San Mateo County in 1970. Lajoie cited several reasons why Devil’s Slide is so unstable. \u003c/p>\n\u003cp>The rocks exposed on the cliff face are made of granite, interbedded shale and sandstone. While granite is stable, “shales and sandstones are very unstable and produce both shallow and deep-seated slides, especially during and after the rainy seasons,” he said.\u003c/p>\n\u003cp>Added to that are earthquakes. Seismic activity triggers landslides. Lajoie said that a deep-seated slide, which extends from the top of the cliff almost down to the beach, is responsible for the slippage and movement of the Devil’s Slide roadbed that has resulted in the lengthy road closures over the years. \u003c/p>\n\u003cp>Because of this unpredictable movement of soil and rocks at Devil’s Slide, the state and San Mateo County adopted a plan in 1958 to build a freeway to permanently bypass it.\u003c/p>\n\u003cp>The six-lane freeway would extend for seven miles, from Linda Mar in Pacifica all the way to the Half Moon Bay airport, up and over Montara Mountain. The freeway bypass was a key step in supporting a housing and development corridor similar to Daly City, but along the San Mateo coast, with interchanges that would lead from San Francisco all the way down to San Luis Obispo. \u003c/p>\n\u003cp>According to a Division of Highways Project Report from 1960, state highway engineers didn’t intend to start work on the freeway bypass. Instead, they wanted to wait until a “major slipout or slide occurs at Devil’s Slide” so that they could tap federal emergency funds to build the bypass. \u003c/p>\n\u003cp>In 1968, Lennie Roberts joined the board of an environmental grassroots organization called the Committee for Green Foothills, founded originally in 1962 to fight urban sprawl in Palo Alto. A friend, Ollie Mayer, who was a member of the \u003ca href=\"http://www.sierraclub.org/\">Sierra Club\u003c/a> and an engineer by training, had gotten hold of the original highway construction plans and shared them with Roberts and other environmentalists.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30003_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>‘Yes on Measure T’ supporters Lennie Roberts (right) and Ollie Mayer at a Redwood City press conference held in 1996. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide_Lennie_and_Zoe_023.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts (left) and Zoe-Kersteen Tucker hold a model of the proposed freeway bypass over Montara Mountain. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>They were appalled by what they saw as a sure-fire plan to cover the rural coast with urban sprawl and pave its scenic hills. And with good reason: San Mateo County had drawn up plans in 1960 that called for 200,000 residents on the San Mateo coast by 1990.\u003c/p>\n\u003cp>“There was a whole set of freeways that were anticipated to come across the hill in several locations, and that was going to facilitate turning the coast side into what we already have on the bay side,” said Roberts.\u003c/p>\n\u003cp>The Westinghouse Corporation at the time had bought up 8,000 acres of prime real estate around Half Moon Bay, Montara and El Granada. Most of the land has since been acquired by the Peninsula Open Space Trust, a non-profit land preservation group. \u003c/p>\n\u003cp>“There was no need for that giant freeway, and we didn’t want it to be a situation where ‘if you build it, they will come,’ creating this enticement to add more development above and beyond what this area can sustain,” said Zoe Kersteen-Tucker, a Moss Beach resident and lead organizer for the successful, citizen-led initiative on a tunnel bypass at Devil’s Slide. \u003c/p>\n\u003cp>Although developers and state highway officials pushed through similar -projects in the 1950s and 1960s, a fledgling environmental movement was taking off, from the steps of Capitol Hill to the cliffs of California’s coast. \u003c/p>\n\u003cp>In 1972, California voters passed Proposition 20, the California Coastal Initiative, which limited development along the coast. Four years later, state lawmakers enacted the California Coastal Act, which established the \u003ca href=\"http://www.coastal.ca.gov/whoweare.html\">California Coastal Commission\u003c/a> to review and approve building plans, including highway construction, along the coast. The act also mandated that rural stretches of Highway One along the coast had to be limited to just two lanes. \u003c/p>\n\u003cp>Unfazed, Caltrans responded by claiming that the freeway bypass would be striped to only two lanes, though it would still be graded for a width between 79 and 101 feet, making it wider than the Golden Gate Bridge.\u003c/p>\n\u003cp>“It would have been the widest two-lane road in the U.S.,” said Chris Thollaug, a Montara resident and former spokesman for the Sierra Club. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Caltrans-proposed-six-lane-freeway-in-Pacifica-1974_-image-never-shown-to-the-public.jpg\" alt=\"\">\u003c/a>\u003cem>In 1974, Caltrans created this illustration of the proposed six-lane freeway bypass of Devil’s Slide. According to Mitch Reid, Caltrans never made this image available to the public. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>But now environmentalists had powerful new legal tools to challenge the massive freeway bypass. \u003c/p>\n\u003cp>In 1972, the Sierra Club, the Committee for Green Foothills, and other environmentalists successfully sued Caltrans for failing to prepare an Environmental Impact Statement, which they were required to do under a federal law signed by Richard Nixon in 1970 known as the \u003ca href=\"http://ceq.hss.doe.gov/\">National Environmental Policy Act\u003c/a>, or NEPA.\u003c/p>\n\u003cp>Even though Highway One is a state road, Caltrans had received federal funds for road repairs at Devil’s Slide, so the agency was subject to NEPA provisions. \u003c/p>\n\u003cp>But despite the court ruling, Caltrans chose not to prepare the Environmental Impact Statement for the freeway bypass.\u003c/p>\n\u003cp>“They put the whole thing aside and did nothing until they hoped there was an emergency when the road would slide out and they could proceed with the bypass as an emergency project,” said Roberts. \u003c/p>\n\u003cp>About this time, the idea of a tunnel bypass at Devil’s Slide first came to light.\u003c/p>\n\u003cp>Ken Lajoie, the former USGS geologist, received a letter from a Montara resident inquiring what could be done about Devil’s Slide. In his reply, he outlined four or five options, including “boring a tunnel right behind it, which would solve the problem forever.” After Ollie Mayer of the Sierra Club also contacted Lajoie to get his thoughts on Devil’s Slide, she presented the tunnel idea to Caltrans in 1973 but the agency dismissed it. \u003c/p>\n\u003cp>In the late ‘70s and early ‘80s, when Jerry Brown was governor, the officials he appointed at Caltrans clashed with the pro-building, pro-freeway sentiment that had prevailed within the agency. Norman Kelley, the Caltrans District 4 Director, unveiled a plan to the San Mateo County Board of Supervisors and environmentalists to permanently repair Devil’s Slide by excavating the unstable material from the rocky bluff and tucking the road 250 feet inland to a more stable, bedrock section of Devil’s Slide. \u003c/p>\n\u003cp>Some of the excavated dirt and rock would be dumped into the Pacific Ocean but most of it would be placed on the rocky slope below the road to help stabilize it.\u003c/p>\n\u003cp>“When you excavate the material from above the road, you are reducing the driving force on the slide and when you put it at the toe of the slide, it acts as a buttress and essentially stabilizes the landslide, the mass that moves,” said Bill Bechtell, a retired geotechnical and civil engineer and member of the Sierra Club who opposed the freeway bypass. \u003c/p>\n\u003cp>Though environmentalists were encouraged by this ‘Marine Disposal Alternative’ proposal, the political winds shifted once again at Caltrans. Governor George Deukmejian took office in 1983, and he “put the Caltrans engineers back in charge again – the same people who designed the freeway bypass,” said Roberts. \u003c/p>\n\u003cp>The Marine Disposal Alternative was ultimately scuttled when federal officials who manage the Monterey Bay National Marine Sanctuary refused to endorse it, claiming irreparable harm to marine life from the dumping of excavated material into the ocean. \u003c/p>\n\u003cp>In the early ‘80s, Caltrans bowed to pressure from the San Mateo County Board of Supervisors and amended the original freeway bypass design. The new Martini Creek alignment was four and a half miles long, running from Linda Mar Boulevard in Pacifica, over Montara Mountain, past Martini Creek to the south, and would meet up with Highway One again at Montara State Beach. The new route would also run through McNee Ranch State Park.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Pave-Our-Coast.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration that appeared in ‘Yes on Measure T’ newsletters in 1995 and 1996 showing the Martini Creek freeway bypass alignment over Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Even though Caltrans claimed the new alignment would also be striped for 2 lanes, it would be paved to accommodate four lanes. The steepness of the road required as many as 11 cuts and fills up to 106 feet wide and 275 feet high. \u003c/p>\n\u003cp>“I was appalled when I saw this,” said Bechtell. “I live in Montara and it would have destroyed our community, with the freeway coming through a state park and adjacent open space. You would have the noise from truck traffic and it was not something I wanted to see happen.” \u003c/p>\n\u003cp>In 1986, the San Mateo County Board of Supervisors voted 3-2 to support the Martini Creek Alignment, and the Coastal Commission voted 7-5 to support it as well. The Sierra Club, the Committee for Green Foothills and the owners of Shamrock Ranch sued Caltrans, claiming that the agency had violated a federal highway law that required an assessment of the impact of highway construction projects on nearby parklands. \u003c/p>\n\u003cp>A federal judge agreed, stating that Caltrans had failed to study the impact of noise from freeway construction on camp grounds at McNee Ranch State Park.\u003c/p>\n\u003cp>“Our conclusion was that it didn’t represent a significant noise impact but we followed through with the court order and did additional noise studies,” said Ed Pang, a senior environmental planner at Caltrans. \u003c/p>\n\u003cp>In January 1995, a winter storm caused a 160-foot section of road to buckle and slip five feet. The damage resulted in a road closure that lasted more than five months – the longest closure in the history of Devil’s Slide – and cost more than $3 million to repair, making life miserable for local residents. \u003c/p>\n\u003cp>“I had moved my business to Moss Beach a month before the slide went out,” said Mitch Reid, an environmental product designer and resident of Pacifica. “So I had to drive all the way from Pacifica, taking Highway 280 then 92 heading west and then back to Highway One to get to my shop. So what was a 10 minute drive turned into as much as an hour and a half drive for me.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30002_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>Mitch Reid, with sign, and other pro-tunnel supporters at the reopening of Devil’s Slide in 1995. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>With nerves fraying among commuters, pressure to come up with a solution began to mount.\u003c/p>\n\u003cp>“I was out there on the coast all the time and people were livid with what was happening,” said former county supervisor Ted Lempert. “A lot of the political establishment said this is even more reason for the freeway bypass.”\u003c/p>\n\u003cp>Lempert, with the approval of the four other county supervisors, convened a panel of six engineers and geologists to offer an independent study of Devil’s Slide and come up with the most effective solution for it.\u003c/p>\n\u003cp>“At an early meeting, we presented them with Caltrans’ bypass plan,” said Lempert. “I asked them what we should do and several of them said, ‘why don’t you look at a tunnel?’” \u003c/p>\n\u003cp>In March 1995, the panel formally recommended building a tunnel, which they estimated would be 4,600 feet long, and take two to three years to construct at a cost of $50 to $70 million. Caltrans claimed that a tunnel wasn’t feasible at Devil’s Slide and that it was too expensive to pursue, with an estimated cost of $126 million compared to roughly $90 million for the freeway bypass. \u003c/p>\n\u003cp>Lempert pressed Caltrans for information to further clarify why the freeway bypass was more feasible than a tunnel.\u003c/p>\n\u003cp>“I remember it being pretty ugly and there were a couple of times I asked for information but I couldn’t get,” he said. “It was a classic example of a bureaucracy telling the public official to go to hell as they knew they had the support of the political establishment and so they were arrogant in the early days.”\u003c/p>\n\u003cp>Ruben Barrales, another member of the board of supervisors, allied with Lempert in pushing for the tunnel. But Lempert and Barrales lost out to three other supervisors on the board who voted to stick with the freeway bypass. \u003c/p>\n\u003cp>“Caltrans had this unwillingness to seriously explore the tunnel alternative even though a layperson knew of tunnels across the country and world,” said Lempert. “It was bizarre that they wouldn’t consider it. They were about bridging bridges and highways and tunnels is something they didn’t do, that was the impression I got.”\u003c/p>\n\u003cp>With a lack of unified support from elected officials, and their legal options running out, the environmentalists realized that they would have to launch \u003ca href=\"http://www.tunnel.org/oldSite/index.html\">a massive outreach campaign\u003c/a> to keep the tunnel option alive. They collected 34,000 signatures to put the issue on the county ballot.\u003c/p>\n\u003cp>They printed ‘Think Tunnel’ bumper stickers and blanketed San Mateo County with newsletters and fact sheets.\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/ZoeKT_Tunnel-Newsletter_2.jpg\" alt=\"\">\u003c/a>\u003cem>Excerpt from a pro-tunnel, ‘Yes on Measure T’, newsletter. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>In August 1995, the Federal Highway Administration told Caltrans that it had to conduct a new study to evaluate the tunnel in comparison to the freeway bypass.\u003c/p>\n\u003cp> Zoe Kersteen-Tucker recalled at the time a comment a Caltrans spokesperson made to a news reporter. “He said, ‘Sure we’ll evaluate the tunnel proposal and say it’s too expensive.’” She added that “there was such hubris on the part of Caltrans, a public entity that is supported by tax dollars.” \u003c/p>\n\u003cp>Roughly six months before the vote on Measure T, the environmentalists’ persistence finally paid off. Mitch Reid had been working on the pro-tunnel campaign and had faxed over a Freedom of Information Act request to the Caltrans office in Oakland. The next day, he received a dozen pages of documents, including a \u003ca href=\"http://www.montara.com/tunnel/RobertsMemo.html\">1993 internal memo\u003c/a> from James Roberts, the then-Chief of the Division of Structures at Caltrans. \u003c/p>\n\u003cp>“That was the smoking gun,” said Reid. “The most important line in that memo said that if the purpose is to bypass the slide, then alternative number one should be selected, a two lane, single bore tunnel. Basically, it was very clear that they were trying to say that the tunnel was twice as expensive as the bypass, but when you looked at this document, it showed that they were head to head.”\u003c/p>\n\u003cp>In November 1996, Measure T passed with a resounding 74 percent of the vote. The Local Coastal Plan for San Mateo county was changed and the tunnel option became the preferred bypass of Devil’s Slide.\u003c/p>\n\u003cp>“I have been in elected office for 22 years and this was by far the most inspirational thing I ever worked on. It was a triumph of common sense,” said Lempert. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30001_2_resized1.jpg\" alt=\"\">\u003c/a>\u003cem>A ‘Yes on Measure T’ supporter at a Redwood City press conference held in 1996(Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_THIS-Rendering-of-the-Tunnel.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made in 1996 by a pro-tunnel supporter of the tunnel bypass of Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_OR-THIS-Rendering-of-Devils-Slide-Bypass-Highway.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made by a pro-tunnel supporter in 1995 of the Caltrans proposed freeway bypass of Devil’s Slide. (Credit: Chuck Kozak)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“Once the people spoke, Caltrans got it and they changed their attitude and approach and they became ‘can do’ instead of ‘won’t do,’” said Roberts. “We now have strong friendships with people at Caltrans.”\u003c/p>\n\u003cp>But funds were needed to ensure the construction of the tunnel. In the early ‘80s, San Mateo Congressman Tom Lantos had secured $50 million in federal emergency funds for road repairs at Devil’s Slide. After the passage of Measure T, U.S. Senator Barbara Boxer, D-Calif., was successful in getting Devil’s Slide to be designated as a “continuing and ongoing federal emergency,” allowing the total cost of the tunnel to come from federal emergency relief funds. \u003c/p>\n\u003cp>“It allowed the tunnel project to step out of the state transportation improvement program and get in line for emergency relief funds. It was a huge hurdle that we cleared to get the actual money to build the tunnel,” said Kersteen-Tucker.\u003c/p>\n\u003cp>“If we didn’t have the assistance at the federal level, we would be in lawsuits about these various alternatives. We would have continuing landslides that would close the roads, and kids couldn’t get to schools and people couldn’t get to work,” said Congresswoman Jackie Speier. \u003c/p>\n\u003cp>Skip Sowko is the project manager on the Devil’s Slide tunnel project. After the passage of Measure T, he oversaw the lengthy process of environmental review of a tunnel. Decisions were made on the aesthetics of the tunnel design, revegetating moved earth and how best to offset the impact of the tunnel construction on a population of endangered California red-legged frogs at Shamrock Ranch, an endangered wildflower called Hickman’s cinquefoil, the dusky-footed woodrat and migratory birds like peregrine falcons. \u003c/p>\n\u003cp>“This project, when it was reevaluated, allowed the other options to become competitive and it changed the whole environment of doing construction work,” he said. “I listened to a lot of people at meetings. Good design requires good input and we’re interested in hearing that input, understanding those concerns, so that we can build the best possible project.” \u003c/p>\n\u003cp>“I think government, like the private sector, is becoming more consumer-focused and more nimble,” said Lempert. “It’s the world we live in today, and the old way of doing things has been overturned.”\u003c/p>\n\u003cp>As for the treacherous stretch of road at Devil’s Slide, a new, more placid incarnation lies ahead. Caltrans will give the bypassed stretch of road and 70 nearby acres to San Mateo County to operate as a park and a pathway reserved for hikers and bicyclists when the Devil’s Slide tunnels open to motorists in 2012. \u003c/p>\n\u003cp>At the recent event when Caltrans crews punched through the northbound tunnel, and jubilant applause rose from the crowd as the digger ripped through the rock, Zoe Kersteen-Tucker reflected afterward on the significance of the day. \u003c/p>\n\u003cp>“It represents power to the people,” she said. “You can’t accept no for an answer and if you have a vision for something that really needs to happen to protect future generations, you have to work as hard as you can and other people start working with you. That’s what we did here and it was the power of that vision that carried us through to this day.”\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>[jwplayer config=”QUEST Audio Player” skin=”http://ww2.kqed.org/quest/wp-content/themes/quest/glow.zip” file=”http://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3″ ]\u003cbr>\n\u003c/p>\n\u003cp>\u003cem>Listen to the QUEST radio story \u003cstrong>\u003ca href=\"http://ww2.kqed.org/quest/audio/devils-slide-\">about Devil’s Slide.\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "The Turns and Twists of the Devil's Slide Tunnel",
"headTitle": "The Turns and Twists of the Devil’s Slide Tunnel | KQED",
"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/DevilSlide-991.jpg\" alt=\"\">\u003c/a>\u003cem>Devil’s Slide is a rocky, unstable bluff jutting above and below a stretch of Highway One between the coastal communities of Pacifica and Montara. (Credit: Jenny Oh)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Earlier this month, as news cameras rolled and political leaders gave speeches, construction crews broke through a retaining wall at the north end of the Devil’s Slide tunnels off Highway One, opening a new route to link the San Mateo County coast and San Francisco in an area plagued for decades by rock slides and road closures. \u003c/p>\n\u003cp>The tunnels were hailed as a feat of engineering ingenuity. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More than that, however, they cap a 40-year David vs. Goliath struggle that pitted environmentalists against the powerful California Department of Transportation, resulting in multiple lawsuits and a variety of proposals, including a six-lane freeway to bypass the treacherous stretch of Highway One between Pacifica and Montara that ribbons past Devil’s Slide. \u003c/p>\n\u003cp>“Caltrans in the early ‘70s was a bunch of engineers that said, ‘get out of my way and let me build my road,’” said Lennie Roberts, legislative advocate with the \u003ca href=\"http://www.greenfoothills.org/\">Committee for Green Foothills\u003c/a>, an environmental group based in Palo Alto. “They did not interact with the community and they didn’t want the community to have any say about their projects.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-034_Lennie_poster.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts with a quote from Margaret Mead that helped inspire pro-tunnel supporters. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Caltrans crews broke ground in September 2007 on the two single-lane tunnels. When the north and south portals open to motorists in 2012, the event will mark the first highway tunnel built in California since the completion of the third bore of the Caldecott Tunnel in the Berkeley hills in 1964.\u003c/p>\n\u003cp>Caltrans crews used special tunnel-digging equipment from Austria and relied on European tunnel engineering expertise to carve through the rocks, soil and granite of San Pedro Mountain. \u003c/p>\n\u003cp>“The process we use is called the New Austrian Tunneling Method, where you basically excavate three to six feet of ground at a time,” said Skip Sowko, the Caltrans project manager for the \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">tunnels at Devil’s Slide\u003c/a>. “As you’re moving along the tunnel, every time a piece is excavated, the mining engineer looks at the rock fractures and the soil types to evaluate what methods to use to support the excavated ground.” \u003c/p>\n\u003cp>At a cost of $342 million, the Devil’s Slide tunnels, which will be named after late San Mateo Congressman Tom Lantos, will be the longest tunnels in the state, more than 4,300 feet long and 30 feet wide. They are connected to Highway One at the northern end with a pair of 1,000 foot-long bridges that span Shamrock Ranch, preserving fragile habitat for the endangered California red-legged frog in the valley below. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-046_bridges1.jpg\" alt=\"\">\u003c/a>\u003cem>The Devil’s Slide project bridges span Shamrock Ranch, connecting the northern portals of each of the tunnels to Highway One. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the punch through event on Oct. 1, Caltrans District 4 Director Bijan Sartipi praised members of his staff and acknowledged the efforts of environmentalists who refused to accept a freeway bypass alternative at Devil’s Slide. Political leaders reminisced about the turns and twists in the history of Devil’s Slide. \u003c/p>\n\u003cp>“In 1980, I was a 28 year-old who had gotten recently elected to the board of supervisors and the Devil’s Slide issue was starting to bubble up again,” said U.S. Rep. Jackie Speier, D-San Mateo. “And the community said ‘why not bore a hole through here, and make a tunnel?’ It was dismissed, frankly, but then it gained steam and they qualified an initiative on the ballot. The public rose up and said there is a better way.”\u003c/p>\n\u003cp>The problems at Devil’s Slide date back more than 70 years.\u003c/p>\n\u003cp>In 1937, a stretch of Highway One, from Pacifica to Half Moon Bay, opened to the public, allowing motorists an efficient way to zip up and down the San Mateo County coast. For about 600 feet, the road crosses Devil’s Slide, a rocky and unstable sheer cliff cresting 900 feet above the Pacific Ocean. But only a few years after the road opened, it was closed for days at a time, particularly during the winter months, when heavy rains sent rocks and dirt tumbling from the face of the cliff to the road below. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-3_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>San Mateo Congressman Tom Lantos with his wife, Annette, touring the damaged roadbed at Devil’s Slide in the winter of 1980. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Ken Lajoie is a retired Research Geologist with the U.S. Geological Survey who lives in Menlo Park. He began mapping the rates of coastal erosion in San Mateo County in 1970. Lajoie cited several reasons why Devil’s Slide is so unstable. \u003c/p>\n\u003cp>The rocks exposed on the cliff face are made of granite, interbedded shale and sandstone. While granite is stable, “shales and sandstones are very unstable and produce both shallow and deep-seated slides, especially during and after the rainy seasons,” he said.\u003c/p>\n\u003cp>Added to that are earthquakes. Seismic activity triggers landslides. Lajoie said that a deep-seated slide, which extends from the top of the cliff almost down to the beach, is responsible for the slippage and movement of the Devil’s Slide roadbed that has resulted in the lengthy road closures over the years. \u003c/p>\n\u003cp>Because of this unpredictable movement of soil and rocks at Devil’s Slide, the state and San Mateo County adopted a plan in 1958 to build a freeway to permanently bypass it.\u003c/p>\n\u003cp>The six-lane freeway would extend for seven miles, from Linda Mar in Pacifica all the way to the Half Moon Bay airport, up and over Montara Mountain. The freeway bypass was a key step in supporting a housing and development corridor similar to Daly City, but along the San Mateo coast, with interchanges that would lead from San Francisco all the way down to San Luis Obispo. \u003c/p>\n\u003cp>According to a Division of Highways Project Report from 1960, state highway engineers didn’t intend to start work on the freeway bypass. Instead, they wanted to wait until a “major slipout or slide occurs at Devil’s Slide” so that they could tap federal emergency funds to build the bypass. \u003c/p>\n\u003cp>In 1968, Lennie Roberts joined the board of an environmental grassroots organization called the Committee for Green Foothills, founded originally in 1962 to fight urban sprawl in Palo Alto. A friend, Ollie Mayer, who was a member of the \u003ca href=\"http://www.sierraclub.org/\">Sierra Club\u003c/a> and an engineer by training, had gotten hold of the original highway construction plans and shared them with Roberts and other environmentalists.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30003_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>‘Yes on Measure T’ supporters Lennie Roberts (right) and Ollie Mayer at a Redwood City press conference held in 1996. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide_Lennie_and_Zoe_023.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts (left) and Zoe-Kersteen Tucker hold a model of the proposed freeway bypass over Montara Mountain. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>They were appalled by what they saw as a sure-fire plan to cover the rural coast with urban sprawl and pave its scenic hills. And with good reason: San Mateo County had drawn up plans in 1960 that called for 200,000 residents on the San Mateo coast by 1990.\u003c/p>\n\u003cp>“There was a whole set of freeways that were anticipated to come across the hill in several locations, and that was going to facilitate turning the coast side into what we already have on the bay side,” said Roberts.\u003c/p>\n\u003cp>The Westinghouse Corporation at the time had bought up 8,000 acres of prime real estate around Half Moon Bay, Montara and El Granada. Most of the land has since been acquired by the Peninsula Open Space Trust, a non-profit land preservation group. \u003c/p>\n\u003cp>“There was no need for that giant freeway, and we didn’t want it to be a situation where ‘if you build it, they will come,’ creating this enticement to add more development above and beyond what this area can sustain,” said Zoe Kersteen-Tucker, a Moss Beach resident and lead organizer for the successful, citizen-led initiative on a tunnel bypass at Devil’s Slide. \u003c/p>\n\u003cp>Although developers and state highway officials pushed through similar -projects in the 1950s and 1960s, a fledgling environmental movement was taking off, from the steps of Capitol Hill to the cliffs of California’s coast. \u003c/p>\n\u003cp>In 1972, California voters passed Proposition 20, the California Coastal Initiative, which limited development along the coast. Four years later, state lawmakers enacted the California Coastal Act, which established the \u003ca href=\"http://www.coastal.ca.gov/whoweare.html\">California Coastal Commission\u003c/a> to review and approve building plans, including highway construction, along the coast. The act also mandated that rural stretches of Highway One along the coast had to be limited to just two lanes. \u003c/p>\n\u003cp>Unfazed, Caltrans responded by claiming that the freeway bypass would be striped to only two lanes, though it would still be graded for a width between 79 and 101 feet, making it wider than the Golden Gate Bridge.\u003c/p>\n\u003cp>“It would have been the widest two-lane road in the U.S.,” said Chris Thollaug, a Montara resident and former spokesman for the Sierra Club. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Caltrans-proposed-six-lane-freeway-in-Pacifica-1974_-image-never-shown-to-the-public.jpg\" alt=\"\">\u003c/a>\u003cem>In 1974, Caltrans created this illustration of the proposed six-lane freeway bypass of Devil’s Slide. According to Mitch Reid, Caltrans never made this image available to the public. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>But now environmentalists had powerful new legal tools to challenge the massive freeway bypass. \u003c/p>\n\u003cp>In 1972, the Sierra Club, the Committee for Green Foothills, and other environmentalists successfully sued Caltrans for failing to prepare an Environmental Impact Statement, which they were required to do under a federal law signed by Richard Nixon in 1970 known as the \u003ca href=\"http://ceq.hss.doe.gov/\">National Environmental Policy Act\u003c/a>, or NEPA.\u003c/p>\n\u003cp>Even though Highway One is a state road, Caltrans had received federal funds for road repairs at Devil’s Slide, so the agency was subject to NEPA provisions. \u003c/p>\n\u003cp>But despite the court ruling, Caltrans chose not to prepare the Environmental Impact Statement for the freeway bypass.\u003c/p>\n\u003cp>“They put the whole thing aside and did nothing until they hoped there was an emergency when the road would slide out and they could proceed with the bypass as an emergency project,” said Roberts. \u003c/p>\n\u003cp>About this time, the idea of a tunnel bypass at Devil’s Slide first came to light.\u003c/p>\n\u003cp>Ken Lajoie, the former USGS geologist, received a letter from a Montara resident inquiring what could be done about Devil’s Slide. In his reply, he outlined four or five options, including “boring a tunnel right behind it, which would solve the problem forever.” After Ollie Mayer of the Sierra Club also contacted Lajoie to get his thoughts on Devil’s Slide, she presented the tunnel idea to Caltrans in 1973 but the agency dismissed it. \u003c/p>\n\u003cp>In the late ‘70s and early ‘80s, when Jerry Brown was governor, the officials he appointed at Caltrans clashed with the pro-building, pro-freeway sentiment that had prevailed within the agency. Norman Kelley, the Caltrans District 4 Director, unveiled a plan to the San Mateo County Board of Supervisors and environmentalists to permanently repair Devil’s Slide by excavating the unstable material from the rocky bluff and tucking the road 250 feet inland to a more stable, bedrock section of Devil’s Slide. \u003c/p>\n\u003cp>Some of the excavated dirt and rock would be dumped into the Pacific Ocean but most of it would be placed on the rocky slope below the road to help stabilize it.\u003c/p>\n\u003cp>“When you excavate the material from above the road, you are reducing the driving force on the slide and when you put it at the toe of the slide, it acts as a buttress and essentially stabilizes the landslide, the mass that moves,” said Bill Bechtell, a retired geotechnical and civil engineer and member of the Sierra Club who opposed the freeway bypass. \u003c/p>\n\u003cp>Though environmentalists were encouraged by this ‘Marine Disposal Alternative’ proposal, the political winds shifted once again at Caltrans. Governor George Deukmejian took office in 1983, and he “put the Caltrans engineers back in charge again – the same people who designed the freeway bypass,” said Roberts. \u003c/p>\n\u003cp>The Marine Disposal Alternative was ultimately scuttled when federal officials who manage the Monterey Bay National Marine Sanctuary refused to endorse it, claiming irreparable harm to marine life from the dumping of excavated material into the ocean. \u003c/p>\n\u003cp>In the early ‘80s, Caltrans bowed to pressure from the San Mateo County Board of Supervisors and amended the original freeway bypass design. The new Martini Creek alignment was four and a half miles long, running from Linda Mar Boulevard in Pacifica, over Montara Mountain, past Martini Creek to the south, and would meet up with Highway One again at Montara State Beach. The new route would also run through McNee Ranch State Park.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Pave-Our-Coast.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration that appeared in ‘Yes on Measure T’ newsletters in 1995 and 1996 showing the Martini Creek freeway bypass alignment over Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Even though Caltrans claimed the new alignment would also be striped for 2 lanes, it would be paved to accommodate four lanes. The steepness of the road required as many as 11 cuts and fills up to 106 feet wide and 275 feet high. \u003c/p>\n\u003cp>“I was appalled when I saw this,” said Bechtell. “I live in Montara and it would have destroyed our community, with the freeway coming through a state park and adjacent open space. You would have the noise from truck traffic and it was not something I wanted to see happen.” \u003c/p>\n\u003cp>In 1986, the San Mateo County Board of Supervisors voted 3-2 to support the Martini Creek Alignment, and the Coastal Commission voted 7-5 to support it as well. The Sierra Club, the Committee for Green Foothills and the owners of Shamrock Ranch sued Caltrans, claiming that the agency had violated a federal highway law that required an assessment of the impact of highway construction projects on nearby parklands. \u003c/p>\n\u003cp>A federal judge agreed, stating that Caltrans had failed to study the impact of noise from freeway construction on camp grounds at McNee Ranch State Park.\u003c/p>\n\u003cp>“Our conclusion was that it didn’t represent a significant noise impact but we followed through with the court order and did additional noise studies,” said Ed Pang, a senior environmental planner at Caltrans. \u003c/p>\n\u003cp>In January 1995, a winter storm caused a 160-foot section of road to buckle and slip five feet. The damage resulted in a road closure that lasted more than five months – the longest closure in the history of Devil’s Slide – and cost more than $3 million to repair, making life miserable for local residents. \u003c/p>\n\u003cp>“I had moved my business to Moss Beach a month before the slide went out,” said Mitch Reid, an environmental product designer and resident of Pacifica. “So I had to drive all the way from Pacifica, taking Highway 280 then 92 heading west and then back to Highway One to get to my shop. So what was a 10 minute drive turned into as much as an hour and a half drive for me.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30002_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>Mitch Reid, with sign, and other pro-tunnel supporters at the reopening of Devil’s Slide in 1995. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>With nerves fraying among commuters, pressure to come up with a solution began to mount.\u003c/p>\n\u003cp>“I was out there on the coast all the time and people were livid with what was happening,” said former county supervisor Ted Lempert. “A lot of the political establishment said this is even more reason for the freeway bypass.”\u003c/p>\n\u003cp>Lempert, with the approval of the four other county supervisors, convened a panel of six engineers and geologists to offer an independent study of Devil’s Slide and come up with the most effective solution for it.\u003c/p>\n\u003cp>“At an early meeting, we presented them with Caltrans’ bypass plan,” said Lempert. “I asked them what we should do and several of them said, ‘why don’t you look at a tunnel?’” \u003c/p>\n\u003cp>In March 1995, the panel formally recommended building a tunnel, which they estimated would be 4,600 feet long, and take two to three years to construct at a cost of $50 to $70 million. Caltrans claimed that a tunnel wasn’t feasible at Devil’s Slide and that it was too expensive to pursue, with an estimated cost of $126 million compared to roughly $90 million for the freeway bypass. \u003c/p>\n\u003cp>Lempert pressed Caltrans for information to further clarify why the freeway bypass was more feasible than a tunnel.\u003c/p>\n\u003cp>“I remember it being pretty ugly and there were a couple of times I asked for information but I couldn’t get,” he said. “It was a classic example of a bureaucracy telling the public official to go to hell as they knew they had the support of the political establishment and so they were arrogant in the early days.”\u003c/p>\n\u003cp>Ruben Barrales, another member of the board of supervisors, allied with Lempert in pushing for the tunnel. But Lempert and Barrales lost out to three other supervisors on the board who voted to stick with the freeway bypass. \u003c/p>\n\u003cp>“Caltrans had this unwillingness to seriously explore the tunnel alternative even though a layperson knew of tunnels across the country and world,” said Lempert. “It was bizarre that they wouldn’t consider it. They were about bridging bridges and highways and tunnels is something they didn’t do, that was the impression I got.”\u003c/p>\n\u003cp>With a lack of unified support from elected officials, and their legal options running out, the environmentalists realized that they would have to launch \u003ca href=\"http://www.tunnel.org/oldSite/index.html\">a massive outreach campaign\u003c/a> to keep the tunnel option alive. They collected 34,000 signatures to put the issue on the county ballot.\u003c/p>\n\u003cp>They printed ‘Think Tunnel’ bumper stickers and blanketed San Mateo County with newsletters and fact sheets.\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/ZoeKT_Tunnel-Newsletter_2.jpg\" alt=\"\">\u003c/a>\u003cem>Excerpt from a pro-tunnel, ‘Yes on Measure T’, newsletter. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>In August 1995, the Federal Highway Administration told Caltrans that it had to conduct a new study to evaluate the tunnel in comparison to the freeway bypass.\u003c/p>\n\u003cp> Zoe Kersteen-Tucker recalled at the time a comment a Caltrans spokesperson made to a news reporter. “He said, ‘Sure we’ll evaluate the tunnel proposal and say it’s too expensive.’” She added that “there was such hubris on the part of Caltrans, a public entity that is supported by tax dollars.” \u003c/p>\n\u003cp>Roughly six months before the vote on Measure T, the environmentalists’ persistence finally paid off. Mitch Reid had been working on the pro-tunnel campaign and had faxed over a Freedom of Information Act request to the Caltrans office in Oakland. The next day, he received a dozen pages of documents, including a \u003ca href=\"http://www.montara.com/tunnel/RobertsMemo.html\">1993 internal memo\u003c/a> from James Roberts, the then-Chief of the Division of Structures at Caltrans. \u003c/p>\n\u003cp>“That was the smoking gun,” said Reid. “The most important line in that memo said that if the purpose is to bypass the slide, then alternative number one should be selected, a two lane, single bore tunnel. Basically, it was very clear that they were trying to say that the tunnel was twice as expensive as the bypass, but when you looked at this document, it showed that they were head to head.”\u003c/p>\n\u003cp>In November 1996, Measure T passed with a resounding 74 percent of the vote. The Local Coastal Plan for San Mateo county was changed and the tunnel option became the preferred bypass of Devil’s Slide.\u003c/p>\n\u003cp>“I have been in elected office for 22 years and this was by far the most inspirational thing I ever worked on. It was a triumph of common sense,” said Lempert. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30001_2_resized1.jpg\" alt=\"\">\u003c/a>\u003cem>A ‘Yes on Measure T’ supporter at a Redwood City press conference held in 1996(Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_THIS-Rendering-of-the-Tunnel.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made in 1996 by a pro-tunnel supporter of the tunnel bypass of Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_OR-THIS-Rendering-of-Devils-Slide-Bypass-Highway.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made by a pro-tunnel supporter in 1995 of the Caltrans proposed freeway bypass of Devil’s Slide. (Credit: Chuck Kozak)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“Once the people spoke, Caltrans got it and they changed their attitude and approach and they became ‘can do’ instead of ‘won’t do,’” said Roberts. “We now have strong friendships with people at Caltrans.”\u003c/p>\n\u003cp>But funds were needed to ensure the construction of the tunnel. In the early ‘80s, San Mateo Congressman Tom Lantos had secured $50 million in federal emergency funds for road repairs at Devil’s Slide. After the passage of Measure T, U.S. Senator Barbara Boxer, D-Calif., was successful in getting Devil’s Slide to be designated as a “continuing and ongoing federal emergency,” allowing the total cost of the tunnel to come from federal emergency relief funds. \u003c/p>\n\u003cp>“It allowed the tunnel project to step out of the state transportation improvement program and get in line for emergency relief funds. It was a huge hurdle that we cleared to get the actual money to build the tunnel,” said Kersteen-Tucker.\u003c/p>\n\u003cp>“If we didn’t have the assistance at the federal level, we would be in lawsuits about these various alternatives. We would have continuing landslides that would close the roads, and kids couldn’t get to schools and people couldn’t get to work,” said Congresswoman Jackie Speier. \u003c/p>\n\u003cp>Skip Sowko is the project manager on the Devil’s Slide tunnel project. After the passage of Measure T, he oversaw the lengthy process of environmental review of a tunnel. Decisions were made on the aesthetics of the tunnel design, revegetating moved earth and how best to offset the impact of the tunnel construction on a population of endangered California red-legged frogs at Shamrock Ranch, an endangered wildflower called Hickman’s cinquefoil, the dusky-footed woodrat and migratory birds like peregrine falcons. \u003c/p>\n\u003cp>“This project, when it was reevaluated, allowed the other options to become competitive and it changed the whole environment of doing construction work,” he said. “I listened to a lot of people at meetings. Good design requires good input and we’re interested in hearing that input, understanding those concerns, so that we can build the best possible project.” \u003c/p>\n\u003cp>“I think government, like the private sector, is becoming more consumer-focused and more nimble,” said Lempert. “It’s the world we live in today, and the old way of doing things has been overturned.”\u003c/p>\n\u003cp>As for the treacherous stretch of road at Devil’s Slide, a new, more placid incarnation lies ahead. Caltrans will give the bypassed stretch of road and 70 nearby acres to San Mateo County to operate as a park and a pathway reserved for hikers and bicyclists when the Devil’s Slide tunnels open to motorists in 2012. \u003c/p>\n\u003cp>At the recent event when Caltrans crews punched through the northbound tunnel, and jubilant applause rose from the crowd as the digger ripped through the rock, Zoe Kersteen-Tucker reflected afterward on the significance of the day. \u003c/p>\n\u003cp>“It represents power to the people,” she said. “You can’t accept no for an answer and if you have a vision for something that really needs to happen to protect future generations, you have to work as hard as you can and other people start working with you. That’s what we did here and it was the power of that vision that carried us through to this day.”\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Listen to the QUEST radio story \u003cstrong>\u003ca href=\"http://ww2.kqed.org/quest/audio/devils-slide-\">about Devil’s Slide.\u003c/a>\u003c/strong>\u003c/em>\u003cbr>\nhttps://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3\u003c/p>\n\n",
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"excerpt": "On October 1st, as news crews filmed the action, Caltrans broke through a retaining wall at the north portal of the Devil’s Slide tunnels on Highway One, opening a new way to link the coastal communities of Pacifica and Montara in San Mateo County. ",
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"description": "On October 1st, as news crews filmed the action, Caltrans broke through a retaining wall at the north portal of the Devil’s Slide tunnels on Highway One, opening a new way to link the coastal communities of Pacifica and Montara in San Mateo County. ",
"title": "The Turns and Twists of the Devil's Slide Tunnel | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/DevilSlide-991.jpg\" alt=\"\">\u003c/a>\u003cem>Devil’s Slide is a rocky, unstable bluff jutting above and below a stretch of Highway One between the coastal communities of Pacifica and Montara. (Credit: Jenny Oh)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Earlier this month, as news cameras rolled and political leaders gave speeches, construction crews broke through a retaining wall at the north end of the Devil’s Slide tunnels off Highway One, opening a new route to link the San Mateo County coast and San Francisco in an area plagued for decades by rock slides and road closures. \u003c/p>\n\u003cp>The tunnels were hailed as a feat of engineering ingenuity. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>More than that, however, they cap a 40-year David vs. Goliath struggle that pitted environmentalists against the powerful California Department of Transportation, resulting in multiple lawsuits and a variety of proposals, including a six-lane freeway to bypass the treacherous stretch of Highway One between Pacifica and Montara that ribbons past Devil’s Slide. \u003c/p>\n\u003cp>“Caltrans in the early ‘70s was a bunch of engineers that said, ‘get out of my way and let me build my road,’” said Lennie Roberts, legislative advocate with the \u003ca href=\"http://www.greenfoothills.org/\">Committee for Green Foothills\u003c/a>, an environmental group based in Palo Alto. “They did not interact with the community and they didn’t want the community to have any say about their projects.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-034_Lennie_poster.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts with a quote from Margaret Mead that helped inspire pro-tunnel supporters. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Caltrans crews broke ground in September 2007 on the two single-lane tunnels. When the north and south portals open to motorists in 2012, the event will mark the first highway tunnel built in California since the completion of the third bore of the Caldecott Tunnel in the Berkeley hills in 1964.\u003c/p>\n\u003cp>Caltrans crews used special tunnel-digging equipment from Austria and relied on European tunnel engineering expertise to carve through the rocks, soil and granite of San Pedro Mountain. \u003c/p>\n\u003cp>“The process we use is called the New Austrian Tunneling Method, where you basically excavate three to six feet of ground at a time,” said Skip Sowko, the Caltrans project manager for the \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">tunnels at Devil’s Slide\u003c/a>. “As you’re moving along the tunnel, every time a piece is excavated, the mining engineer looks at the rock fractures and the soil types to evaluate what methods to use to support the excavated ground.” \u003c/p>\n\u003cp>At a cost of $342 million, the Devil’s Slide tunnels, which will be named after late San Mateo Congressman Tom Lantos, will be the longest tunnels in the state, more than 4,300 feet long and 30 feet wide. They are connected to Highway One at the northern end with a pair of 1,000 foot-long bridges that span Shamrock Ranch, preserving fragile habitat for the endangered California red-legged frog in the valley below. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-046_bridges1.jpg\" alt=\"\">\u003c/a>\u003cem>The Devil’s Slide project bridges span Shamrock Ranch, connecting the northern portals of each of the tunnels to Highway One. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the punch through event on Oct. 1, Caltrans District 4 Director Bijan Sartipi praised members of his staff and acknowledged the efforts of environmentalists who refused to accept a freeway bypass alternative at Devil’s Slide. Political leaders reminisced about the turns and twists in the history of Devil’s Slide. \u003c/p>\n\u003cp>“In 1980, I was a 28 year-old who had gotten recently elected to the board of supervisors and the Devil’s Slide issue was starting to bubble up again,” said U.S. Rep. Jackie Speier, D-San Mateo. “And the community said ‘why not bore a hole through here, and make a tunnel?’ It was dismissed, frankly, but then it gained steam and they qualified an initiative on the ballot. The public rose up and said there is a better way.”\u003c/p>\n\u003cp>The problems at Devil’s Slide date back more than 70 years.\u003c/p>\n\u003cp>In 1937, a stretch of Highway One, from Pacifica to Half Moon Bay, opened to the public, allowing motorists an efficient way to zip up and down the San Mateo County coast. For about 600 feet, the road crosses Devil’s Slide, a rocky and unstable sheer cliff cresting 900 feet above the Pacific Ocean. But only a few years after the road opened, it was closed for days at a time, particularly during the winter months, when heavy rains sent rocks and dirt tumbling from the face of the cliff to the road below. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-3_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>San Mateo Congressman Tom Lantos with his wife, Annette, touring the damaged roadbed at Devil’s Slide in the winter of 1980. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Ken Lajoie is a retired Research Geologist with the U.S. Geological Survey who lives in Menlo Park. He began mapping the rates of coastal erosion in San Mateo County in 1970. Lajoie cited several reasons why Devil’s Slide is so unstable. \u003c/p>\n\u003cp>The rocks exposed on the cliff face are made of granite, interbedded shale and sandstone. While granite is stable, “shales and sandstones are very unstable and produce both shallow and deep-seated slides, especially during and after the rainy seasons,” he said.\u003c/p>\n\u003cp>Added to that are earthquakes. Seismic activity triggers landslides. Lajoie said that a deep-seated slide, which extends from the top of the cliff almost down to the beach, is responsible for the slippage and movement of the Devil’s Slide roadbed that has resulted in the lengthy road closures over the years. \u003c/p>\n\u003cp>Because of this unpredictable movement of soil and rocks at Devil’s Slide, the state and San Mateo County adopted a plan in 1958 to build a freeway to permanently bypass it.\u003c/p>\n\u003cp>The six-lane freeway would extend for seven miles, from Linda Mar in Pacifica all the way to the Half Moon Bay airport, up and over Montara Mountain. The freeway bypass was a key step in supporting a housing and development corridor similar to Daly City, but along the San Mateo coast, with interchanges that would lead from San Francisco all the way down to San Luis Obispo. \u003c/p>\n\u003cp>According to a Division of Highways Project Report from 1960, state highway engineers didn’t intend to start work on the freeway bypass. Instead, they wanted to wait until a “major slipout or slide occurs at Devil’s Slide” so that they could tap federal emergency funds to build the bypass. \u003c/p>\n\u003cp>In 1968, Lennie Roberts joined the board of an environmental grassroots organization called the Committee for Green Foothills, founded originally in 1962 to fight urban sprawl in Palo Alto. A friend, Ollie Mayer, who was a member of the \u003ca href=\"http://www.sierraclub.org/\">Sierra Club\u003c/a> and an engineer by training, had gotten hold of the original highway construction plans and shared them with Roberts and other environmentalists.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30003_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>‘Yes on Measure T’ supporters Lennie Roberts (right) and Ollie Mayer at a Redwood City press conference held in 1996. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide_Lennie_and_Zoe_023.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts (left) and Zoe-Kersteen Tucker hold a model of the proposed freeway bypass over Montara Mountain. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>They were appalled by what they saw as a sure-fire plan to cover the rural coast with urban sprawl and pave its scenic hills. And with good reason: San Mateo County had drawn up plans in 1960 that called for 200,000 residents on the San Mateo coast by 1990.\u003c/p>\n\u003cp>“There was a whole set of freeways that were anticipated to come across the hill in several locations, and that was going to facilitate turning the coast side into what we already have on the bay side,” said Roberts.\u003c/p>\n\u003cp>The Westinghouse Corporation at the time had bought up 8,000 acres of prime real estate around Half Moon Bay, Montara and El Granada. Most of the land has since been acquired by the Peninsula Open Space Trust, a non-profit land preservation group. \u003c/p>\n\u003cp>“There was no need for that giant freeway, and we didn’t want it to be a situation where ‘if you build it, they will come,’ creating this enticement to add more development above and beyond what this area can sustain,” said Zoe Kersteen-Tucker, a Moss Beach resident and lead organizer for the successful, citizen-led initiative on a tunnel bypass at Devil’s Slide. \u003c/p>\n\u003cp>Although developers and state highway officials pushed through similar -projects in the 1950s and 1960s, a fledgling environmental movement was taking off, from the steps of Capitol Hill to the cliffs of California’s coast. \u003c/p>\n\u003cp>In 1972, California voters passed Proposition 20, the California Coastal Initiative, which limited development along the coast. Four years later, state lawmakers enacted the California Coastal Act, which established the \u003ca href=\"http://www.coastal.ca.gov/whoweare.html\">California Coastal Commission\u003c/a> to review and approve building plans, including highway construction, along the coast. The act also mandated that rural stretches of Highway One along the coast had to be limited to just two lanes. \u003c/p>\n\u003cp>Unfazed, Caltrans responded by claiming that the freeway bypass would be striped to only two lanes, though it would still be graded for a width between 79 and 101 feet, making it wider than the Golden Gate Bridge.\u003c/p>\n\u003cp>“It would have been the widest two-lane road in the U.S.,” said Chris Thollaug, a Montara resident and former spokesman for the Sierra Club. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Caltrans-proposed-six-lane-freeway-in-Pacifica-1974_-image-never-shown-to-the-public.jpg\" alt=\"\">\u003c/a>\u003cem>In 1974, Caltrans created this illustration of the proposed six-lane freeway bypass of Devil’s Slide. According to Mitch Reid, Caltrans never made this image available to the public. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>But now environmentalists had powerful new legal tools to challenge the massive freeway bypass. \u003c/p>\n\u003cp>In 1972, the Sierra Club, the Committee for Green Foothills, and other environmentalists successfully sued Caltrans for failing to prepare an Environmental Impact Statement, which they were required to do under a federal law signed by Richard Nixon in 1970 known as the \u003ca href=\"http://ceq.hss.doe.gov/\">National Environmental Policy Act\u003c/a>, or NEPA.\u003c/p>\n\u003cp>Even though Highway One is a state road, Caltrans had received federal funds for road repairs at Devil’s Slide, so the agency was subject to NEPA provisions. \u003c/p>\n\u003cp>But despite the court ruling, Caltrans chose not to prepare the Environmental Impact Statement for the freeway bypass.\u003c/p>\n\u003cp>“They put the whole thing aside and did nothing until they hoped there was an emergency when the road would slide out and they could proceed with the bypass as an emergency project,” said Roberts. \u003c/p>\n\u003cp>About this time, the idea of a tunnel bypass at Devil’s Slide first came to light.\u003c/p>\n\u003cp>Ken Lajoie, the former USGS geologist, received a letter from a Montara resident inquiring what could be done about Devil’s Slide. In his reply, he outlined four or five options, including “boring a tunnel right behind it, which would solve the problem forever.” After Ollie Mayer of the Sierra Club also contacted Lajoie to get his thoughts on Devil’s Slide, she presented the tunnel idea to Caltrans in 1973 but the agency dismissed it. \u003c/p>\n\u003cp>In the late ‘70s and early ‘80s, when Jerry Brown was governor, the officials he appointed at Caltrans clashed with the pro-building, pro-freeway sentiment that had prevailed within the agency. Norman Kelley, the Caltrans District 4 Director, unveiled a plan to the San Mateo County Board of Supervisors and environmentalists to permanently repair Devil’s Slide by excavating the unstable material from the rocky bluff and tucking the road 250 feet inland to a more stable, bedrock section of Devil’s Slide. \u003c/p>\n\u003cp>Some of the excavated dirt and rock would be dumped into the Pacific Ocean but most of it would be placed on the rocky slope below the road to help stabilize it.\u003c/p>\n\u003cp>“When you excavate the material from above the road, you are reducing the driving force on the slide and when you put it at the toe of the slide, it acts as a buttress and essentially stabilizes the landslide, the mass that moves,” said Bill Bechtell, a retired geotechnical and civil engineer and member of the Sierra Club who opposed the freeway bypass. \u003c/p>\n\u003cp>Though environmentalists were encouraged by this ‘Marine Disposal Alternative’ proposal, the political winds shifted once again at Caltrans. Governor George Deukmejian took office in 1983, and he “put the Caltrans engineers back in charge again – the same people who designed the freeway bypass,” said Roberts. \u003c/p>\n\u003cp>The Marine Disposal Alternative was ultimately scuttled when federal officials who manage the Monterey Bay National Marine Sanctuary refused to endorse it, claiming irreparable harm to marine life from the dumping of excavated material into the ocean. \u003c/p>\n\u003cp>In the early ‘80s, Caltrans bowed to pressure from the San Mateo County Board of Supervisors and amended the original freeway bypass design. The new Martini Creek alignment was four and a half miles long, running from Linda Mar Boulevard in Pacifica, over Montara Mountain, past Martini Creek to the south, and would meet up with Highway One again at Montara State Beach. The new route would also run through McNee Ranch State Park.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Pave-Our-Coast.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration that appeared in ‘Yes on Measure T’ newsletters in 1995 and 1996 showing the Martini Creek freeway bypass alignment over Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Even though Caltrans claimed the new alignment would also be striped for 2 lanes, it would be paved to accommodate four lanes. The steepness of the road required as many as 11 cuts and fills up to 106 feet wide and 275 feet high. \u003c/p>\n\u003cp>“I was appalled when I saw this,” said Bechtell. “I live in Montara and it would have destroyed our community, with the freeway coming through a state park and adjacent open space. You would have the noise from truck traffic and it was not something I wanted to see happen.” \u003c/p>\n\u003cp>In 1986, the San Mateo County Board of Supervisors voted 3-2 to support the Martini Creek Alignment, and the Coastal Commission voted 7-5 to support it as well. The Sierra Club, the Committee for Green Foothills and the owners of Shamrock Ranch sued Caltrans, claiming that the agency had violated a federal highway law that required an assessment of the impact of highway construction projects on nearby parklands. \u003c/p>\n\u003cp>A federal judge agreed, stating that Caltrans had failed to study the impact of noise from freeway construction on camp grounds at McNee Ranch State Park.\u003c/p>\n\u003cp>“Our conclusion was that it didn’t represent a significant noise impact but we followed through with the court order and did additional noise studies,” said Ed Pang, a senior environmental planner at Caltrans. \u003c/p>\n\u003cp>In January 1995, a winter storm caused a 160-foot section of road to buckle and slip five feet. The damage resulted in a road closure that lasted more than five months – the longest closure in the history of Devil’s Slide – and cost more than $3 million to repair, making life miserable for local residents. \u003c/p>\n\u003cp>“I had moved my business to Moss Beach a month before the slide went out,” said Mitch Reid, an environmental product designer and resident of Pacifica. “So I had to drive all the way from Pacifica, taking Highway 280 then 92 heading west and then back to Highway One to get to my shop. So what was a 10 minute drive turned into as much as an hour and a half drive for me.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30002_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>Mitch Reid, with sign, and other pro-tunnel supporters at the reopening of Devil’s Slide in 1995. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>With nerves fraying among commuters, pressure to come up with a solution began to mount.\u003c/p>\n\u003cp>“I was out there on the coast all the time and people were livid with what was happening,” said former county supervisor Ted Lempert. “A lot of the political establishment said this is even more reason for the freeway bypass.”\u003c/p>\n\u003cp>Lempert, with the approval of the four other county supervisors, convened a panel of six engineers and geologists to offer an independent study of Devil’s Slide and come up with the most effective solution for it.\u003c/p>\n\u003cp>“At an early meeting, we presented them with Caltrans’ bypass plan,” said Lempert. “I asked them what we should do and several of them said, ‘why don’t you look at a tunnel?’” \u003c/p>\n\u003cp>In March 1995, the panel formally recommended building a tunnel, which they estimated would be 4,600 feet long, and take two to three years to construct at a cost of $50 to $70 million. Caltrans claimed that a tunnel wasn’t feasible at Devil’s Slide and that it was too expensive to pursue, with an estimated cost of $126 million compared to roughly $90 million for the freeway bypass. \u003c/p>\n\u003cp>Lempert pressed Caltrans for information to further clarify why the freeway bypass was more feasible than a tunnel.\u003c/p>\n\u003cp>“I remember it being pretty ugly and there were a couple of times I asked for information but I couldn’t get,” he said. “It was a classic example of a bureaucracy telling the public official to go to hell as they knew they had the support of the political establishment and so they were arrogant in the early days.”\u003c/p>\n\u003cp>Ruben Barrales, another member of the board of supervisors, allied with Lempert in pushing for the tunnel. But Lempert and Barrales lost out to three other supervisors on the board who voted to stick with the freeway bypass. \u003c/p>\n\u003cp>“Caltrans had this unwillingness to seriously explore the tunnel alternative even though a layperson knew of tunnels across the country and world,” said Lempert. “It was bizarre that they wouldn’t consider it. They were about bridging bridges and highways and tunnels is something they didn’t do, that was the impression I got.”\u003c/p>\n\u003cp>With a lack of unified support from elected officials, and their legal options running out, the environmentalists realized that they would have to launch \u003ca href=\"http://www.tunnel.org/oldSite/index.html\">a massive outreach campaign\u003c/a> to keep the tunnel option alive. They collected 34,000 signatures to put the issue on the county ballot.\u003c/p>\n\u003cp>They printed ‘Think Tunnel’ bumper stickers and blanketed San Mateo County with newsletters and fact sheets.\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/ZoeKT_Tunnel-Newsletter_2.jpg\" alt=\"\">\u003c/a>\u003cem>Excerpt from a pro-tunnel, ‘Yes on Measure T’, newsletter. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>In August 1995, the Federal Highway Administration told Caltrans that it had to conduct a new study to evaluate the tunnel in comparison to the freeway bypass.\u003c/p>\n\u003cp> Zoe Kersteen-Tucker recalled at the time a comment a Caltrans spokesperson made to a news reporter. “He said, ‘Sure we’ll evaluate the tunnel proposal and say it’s too expensive.’” She added that “there was such hubris on the part of Caltrans, a public entity that is supported by tax dollars.” \u003c/p>\n\u003cp>Roughly six months before the vote on Measure T, the environmentalists’ persistence finally paid off. Mitch Reid had been working on the pro-tunnel campaign and had faxed over a Freedom of Information Act request to the Caltrans office in Oakland. The next day, he received a dozen pages of documents, including a \u003ca href=\"http://www.montara.com/tunnel/RobertsMemo.html\">1993 internal memo\u003c/a> from James Roberts, the then-Chief of the Division of Structures at Caltrans. \u003c/p>\n\u003cp>“That was the smoking gun,” said Reid. “The most important line in that memo said that if the purpose is to bypass the slide, then alternative number one should be selected, a two lane, single bore tunnel. Basically, it was very clear that they were trying to say that the tunnel was twice as expensive as the bypass, but when you looked at this document, it showed that they were head to head.”\u003c/p>\n\u003cp>In November 1996, Measure T passed with a resounding 74 percent of the vote. The Local Coastal Plan for San Mateo county was changed and the tunnel option became the preferred bypass of Devil’s Slide.\u003c/p>\n\u003cp>“I have been in elected office for 22 years and this was by far the most inspirational thing I ever worked on. It was a triumph of common sense,” said Lempert. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30001_2_resized1.jpg\" alt=\"\">\u003c/a>\u003cem>A ‘Yes on Measure T’ supporter at a Redwood City press conference held in 1996(Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_THIS-Rendering-of-the-Tunnel.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made in 1996 by a pro-tunnel supporter of the tunnel bypass of Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_OR-THIS-Rendering-of-Devils-Slide-Bypass-Highway.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made by a pro-tunnel supporter in 1995 of the Caltrans proposed freeway bypass of Devil’s Slide. (Credit: Chuck Kozak)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“Once the people spoke, Caltrans got it and they changed their attitude and approach and they became ‘can do’ instead of ‘won’t do,’” said Roberts. “We now have strong friendships with people at Caltrans.”\u003c/p>\n\u003cp>But funds were needed to ensure the construction of the tunnel. In the early ‘80s, San Mateo Congressman Tom Lantos had secured $50 million in federal emergency funds for road repairs at Devil’s Slide. After the passage of Measure T, U.S. Senator Barbara Boxer, D-Calif., was successful in getting Devil’s Slide to be designated as a “continuing and ongoing federal emergency,” allowing the total cost of the tunnel to come from federal emergency relief funds. \u003c/p>\n\u003cp>“It allowed the tunnel project to step out of the state transportation improvement program and get in line for emergency relief funds. It was a huge hurdle that we cleared to get the actual money to build the tunnel,” said Kersteen-Tucker.\u003c/p>\n\u003cp>“If we didn’t have the assistance at the federal level, we would be in lawsuits about these various alternatives. We would have continuing landslides that would close the roads, and kids couldn’t get to schools and people couldn’t get to work,” said Congresswoman Jackie Speier. \u003c/p>\n\u003cp>Skip Sowko is the project manager on the Devil’s Slide tunnel project. After the passage of Measure T, he oversaw the lengthy process of environmental review of a tunnel. Decisions were made on the aesthetics of the tunnel design, revegetating moved earth and how best to offset the impact of the tunnel construction on a population of endangered California red-legged frogs at Shamrock Ranch, an endangered wildflower called Hickman’s cinquefoil, the dusky-footed woodrat and migratory birds like peregrine falcons. \u003c/p>\n\u003cp>“This project, when it was reevaluated, allowed the other options to become competitive and it changed the whole environment of doing construction work,” he said. “I listened to a lot of people at meetings. Good design requires good input and we’re interested in hearing that input, understanding those concerns, so that we can build the best possible project.” \u003c/p>\n\u003cp>“I think government, like the private sector, is becoming more consumer-focused and more nimble,” said Lempert. “It’s the world we live in today, and the old way of doing things has been overturned.”\u003c/p>\n\u003cp>As for the treacherous stretch of road at Devil’s Slide, a new, more placid incarnation lies ahead. Caltrans will give the bypassed stretch of road and 70 nearby acres to San Mateo County to operate as a park and a pathway reserved for hikers and bicyclists when the Devil’s Slide tunnels open to motorists in 2012. \u003c/p>\n\u003cp>At the recent event when Caltrans crews punched through the northbound tunnel, and jubilant applause rose from the crowd as the digger ripped through the rock, Zoe Kersteen-Tucker reflected afterward on the significance of the day. \u003c/p>\n\u003cp>“It represents power to the people,” she said. “You can’t accept no for an answer and if you have a vision for something that really needs to happen to protect future generations, you have to work as hard as you can and other people start working with you. That’s what we did here and it was the power of that vision that carried us through to this day.”\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Listen to the QUEST radio story \u003cstrong>\u003ca href=\"http://ww2.kqed.org/quest/audio/devils-slide-\">about Devil’s Slide.\u003c/a>\u003c/strong>\u003c/em>\u003cbr>\nhttps://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n",
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"excerpt": "The combination of steep terrain and the geology of the Devil's Slide area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"order": 9
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"id": "fresh-air",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
},
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
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"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"order": 11
},
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"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
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"order": 14
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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