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"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/whale-breach.jpg\" alt=\"\">\u003c/a>\u003cem>All is not well in our national marine sanctuaries. This summer and fall there have been at least six ship strikes on whales in the Gulf of the Farallones, the Monterey Bay and near the Channel Island National Marine Sanctuaries. Image courtesy of Ed Estes.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>We don’t let our kids play on the freeway. We don’t let our friends drive drunk.\u003c/p>\n\u003cp>Why do we allow our cousins to cross an ocean superhighway and get killed by ships?\u003c/p>\n\u003cp>This season has been a highly productive year for krill in the \u003ca href=\"http://farallones.noaa.gov/welcome.html\">Gulf of the Farallones National Marine Sanctuary \u003c/a>and whales are gathering by the hundreds. Each year, several thousand of the great whales gather here in our West Coast Sanctuaries and just off the San Francisco coastline to feed and fatten. Thousands of people are fortunate enough to see one of the most rare marine mammals, the blue whale. To see a blue whale, or any whale for that matter, is an experience beyond measure. As a naturalist, I am fortunate to experience the largest animal to ever have lived on the planet up close.\u003c/p>\n\u003cp>\u003c!--more-->\u003cbr>\nThis year, we have seen blue whales every single trip out to the Farallones and scores of humpbacks feeding and breaching or just resting at the surface. Our last trip to the \u003ca href=\"http://ww2.kqed.org/quest/video/the-farallon-islands--californias-galapagos\">Gulf of the Farallones\u003c/a> was no exception. Humpbacks gathered in cooperative feeding, concentrating the tiny shrimp into masses of red, before lunging through the mass for a big gulp of protein. One blue whale swam gently towards our idling vessel as the passengers on the Vessel Outer Limits marveled at the giant. I have seen perhaps a hundred blue whales, but I have never experienced one this close. The \u003ca href=\"http://www.nmfs.noaa.gov/pr/laws/mmpa/\">Marine Mammal Protection Act\u003c/a> and Sanctuary rules require us to stay 100 yards from a whale, but they don’t tell the whales to stay 100 yards from us. Unthreatened, whales frequently swim very close to vessels.\u003c/p>\n\u003cp>[ad fullwidth]\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/whale-shipping.jpg\" alt=\"\">\u003c/a>\u003cem>Image courtesy of Ed Estes.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>On our trip, passengers from Iowa, Israel and San Francisco were thrilled at the abundance and diversity of life in our Sanctuary.\u003c/p>\n\u003cp>But all is not well in the Sanctuary. This summer and fall there have been at least six ship strikes on whales in the Gulf of the Farallones, the \u003ca href=\"http://www.montereybay.noaa.gov\">Monterey Bay\u003c/a> and near the \u003ca href=\"http://channelislands.noaa.gov/\">Channel Island National Marine Sanctuaries\u003c/a>. A fin whale was recently buried at Ocean Beach, the spine crumpled from a ship strike. In the Port of Oakland, the crew of a ship discovered a dead minke whale on the bulb at the bow of the ship. A blue whale was struck and found dead on the beach with a fetus last week. Another blue whale washed ashore to the north and two humpback whales were reported dead with propeller scars. While it is uncertain if ships caused the deaths or the whales were struck after death, in several cases there is no question.\u003c/p>\n\u003cp>These accidents are occurring for a number of reasons: the convergence of whales feeding and ships entering and exiting one of North America’s busiest seaports. A new California regulation on air quality has lead to increased traffic in the east-west channel so that ships can switch to more polluting fuel outside of state waters, thereby bringing more traffic across the Sanctuary and closer to the islands. On Sunday, we viewed several ships from cargo vessels to supertankers, steaming along at twenty five knots mere miles from the Farallones and within a mile of feeding whales. It's not only the whales that are at risk. An oil spill or illegal discharge could conceivably wipe out pelagic bird populations gathering by the thousands to feed and breed in the Sanctuary. \u003ca href=\"http://en.wikipedia.org/wiki/Common_Murre\">Common murres\u003c/a>, now on the rebound after a serious decline, are particularly at risk.\u003c/p>\n\u003cp>\u003cstrong>We can draw a line around it- but it doesn’t mean it is protected.\u003cbr>\n\u003c/strong>\u003cbr>\nWe rely on our shipping for goods within the USA and between nations. Shipping is a huge industry in the San Francisco and Oakland Ports. We can’t do without the shipping, so what is the solution to avoid these continued ship strikes?\u003c/p>\n\u003cp>There is one solution proposed by non-profits including a local non-profit, \u003ca href=\"http://www.pacificenvironment.org/\">Pacific Environment\u003c/a>, to slow the passage of ships through the Sanctuary. The slower speeds will allow whales to move out of harm's way - out of the path of ships. The slower speeds will have an added benefit of reducing the cacophony of propeller and other white noise created by ships, noise which interferes with communication among whales and other marine mammals. Also, the lower speeds will increase fuel efficiency and reduce pollution in the Sanctuary.\u003c/p>\n\u003cp>It seems like a no-brainer, but shipping companies are complaining of higher costs and slower delivery schedules. Yet reducing speeds from twenty five knots to ten knots in the Sanctuary would add approximately two hours to a voyage that takes days or weeks to traverse.\u003c/p>\n\u003cp>\u003cstrong>What is the value of one whale?\u003cbr>\n\u003c/strong>\u003cbr>\nOn the East Coast, the northern right whales also share the ocean with major shipping lanes, and that whale population has suffered greatly from ship strikes. In fact, the critically endangered northern right whales have been reduced so drastically that NOAA has implemented a whale monitoring and ship advisory system to notify mariners of the presence of whales. Ship captains are requested to divert course or slow down to ten knots in the presence of whales - yet the program is voluntary and incidents are still putting these whales at risk.\u003c/p>\n\u003cp>It is estimated that there may be one percent of the original blue whale populations remaining prior to industrial whaling. With less than half that in the northern hemisphere, we are arguably furthering this population towards extinction. Humpbacks, fin whales and blue whales are all endangered. Every single whale counts. The first solution would be to regulate a speed limit in the Sanctuary. The next would be to control traffic in the main shipping lanes to accommodate whales and even resort to a mandatory notification and routing plan for ships. To support the simple solution of reducing the speed of ships near whales and across the Gulf of the Farallones into the San Francisco Bay, we can contact our Sanctuary Superintendent Maria Brown (maria.brown@noaa.gov) and Western Regional Superintendent Bill Douros (william.douros@noaa.gov), and tell them that we are concerned about shipping interactions with whales. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\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/whale-shipping.jpg\" alt=\"\">\u003c/a>\u003cem>Image courtesy of Ed Estes.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>On our trip, passengers from Iowa, Israel and San Francisco were thrilled at the abundance and diversity of life in our Sanctuary.\u003c/p>\n\u003cp>But all is not well in the Sanctuary. This summer and fall there have been at least six ship strikes on whales in the Gulf of the Farallones, the \u003ca href=\"http://www.montereybay.noaa.gov\">Monterey Bay\u003c/a> and near the \u003ca href=\"http://channelislands.noaa.gov/\">Channel Island National Marine Sanctuaries\u003c/a>. A fin whale was recently buried at Ocean Beach, the spine crumpled from a ship strike. In the Port of Oakland, the crew of a ship discovered a dead minke whale on the bulb at the bow of the ship. A blue whale was struck and found dead on the beach with a fetus last week. Another blue whale washed ashore to the north and two humpback whales were reported dead with propeller scars. While it is uncertain if ships caused the deaths or the whales were struck after death, in several cases there is no question.\u003c/p>\n\u003cp>These accidents are occurring for a number of reasons: the convergence of whales feeding and ships entering and exiting one of North America’s busiest seaports. A new California regulation on air quality has lead to increased traffic in the east-west channel so that ships can switch to more polluting fuel outside of state waters, thereby bringing more traffic across the Sanctuary and closer to the islands. On Sunday, we viewed several ships from cargo vessels to supertankers, steaming along at twenty five knots mere miles from the Farallones and within a mile of feeding whales. It's not only the whales that are at risk. An oil spill or illegal discharge could conceivably wipe out pelagic bird populations gathering by the thousands to feed and breed in the Sanctuary. \u003ca href=\"http://en.wikipedia.org/wiki/Common_Murre\">Common murres\u003c/a>, now on the rebound after a serious decline, are particularly at risk.\u003c/p>\n\u003cp>\u003cstrong>We can draw a line around it- but it doesn’t mean it is protected.\u003cbr>\n\u003c/strong>\u003cbr>\nWe rely on our shipping for goods within the USA and between nations. Shipping is a huge industry in the San Francisco and Oakland Ports. We can’t do without the shipping, so what is the solution to avoid these continued ship strikes?\u003c/p>\n\u003cp>There is one solution proposed by non-profits including a local non-profit, \u003ca href=\"http://www.pacificenvironment.org/\">Pacific Environment\u003c/a>, to slow the passage of ships through the Sanctuary. The slower speeds will allow whales to move out of harm's way - out of the path of ships. The slower speeds will have an added benefit of reducing the cacophony of propeller and other white noise created by ships, noise which interferes with communication among whales and other marine mammals. Also, the lower speeds will increase fuel efficiency and reduce pollution in the Sanctuary.\u003c/p>\n\u003cp>It seems like a no-brainer, but shipping companies are complaining of higher costs and slower delivery schedules. Yet reducing speeds from twenty five knots to ten knots in the Sanctuary would add approximately two hours to a voyage that takes days or weeks to traverse.\u003c/p>\n\u003cp>\u003cstrong>What is the value of one whale?\u003cbr>\n\u003c/strong>\u003cbr>\nOn the East Coast, the northern right whales also share the ocean with major shipping lanes, and that whale population has suffered greatly from ship strikes. In fact, the critically endangered northern right whales have been reduced so drastically that NOAA has implemented a whale monitoring and ship advisory system to notify mariners of the presence of whales. Ship captains are requested to divert course or slow down to ten knots in the presence of whales - yet the program is voluntary and incidents are still putting these whales at risk.\u003c/p>\n\u003cp>It is estimated that there may be one percent of the original blue whale populations remaining prior to industrial whaling. With less than half that in the northern hemisphere, we are arguably furthering this population towards extinction. Humpbacks, fin whales and blue whales are all endangered. Every single whale counts. The first solution would be to regulate a speed limit in the Sanctuary. The next would be to control traffic in the main shipping lanes to accommodate whales and even resort to a mandatory notification and routing plan for ships. To support the simple solution of reducing the speed of ships near whales and across the Gulf of the Farallones into the San Francisco Bay, we can contact our Sanctuary Superintendent Maria Brown (maria.brown@noaa.gov) and Western Regional Superintendent Bill Douros (william.douros@noaa.gov), and tell them that we are concerned about shipping interactions with whales. Help support our Sanctuaries leaders effort to protect our west coast whales, so that the Sanctuary truly is a sanctuary for whales.\u003c/p>\n\u003cp>\u003cobject width=\"640\" height=\"385\" classid=\"d27cdb6e-ae6d-11cf-96b8-444553540000\" codebase=\"http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0\">\u003cparam name=\"allowFullScreen\" value=\"true\">\u003cparam name=\"allowscriptaccess\" value=\"always\">\u003cparam name=\"src\" value=\"http://www.youtube.com/v/qfNu54GBOHU?fs=1&hl=en_US\">\u003cparam name=\"allowfullscreen\" value=\"true\">\u003cembed width=\"640\" height=\"385\" type=\"application/x-shockwave-flash\" src=\"http://www.youtube.com/v/qfNu54GBOHU?fs=1&hl=en_US\" allowfullscreen=\"true\" allowscriptaccess=\"always\">\u003c/embed>\u003c/object>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"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/spider2.jpg\" alt=\"\">\u003c/a>\u003cem>European Garden Spider, Araneus diadematus.\u003c/em>\u003c/span>Spiders seem to be everywhere this fall. There are dozens of spider webs on my deck; each morning, I destroy a new web as I leave the house. It seems like every time I go outside, I wipe spider silk from my face. And it’s not just my yard—several of my friends have noticed lots of spiders recently, too. I wondered if we’re experiencing a bumper year for spiders, so I asked a few arachnologist friends about it.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>UC Berkeley professor \u003ca href=\"http://nature.berkeley.edu/~gillespi/Home.html\">Rosie Gillespie\u003c/a> and her grad student \u003ca href=\"http://nature.berkeley.edu/~kiplingw/steve.html\">Steve Lew\u003c/a> identified my backyard spider as the European Garden Spider, \u003ca href=\"http://www.eol.org/pages/1194185\">\u003cem>Araneus diadematus\u003c/em>\u003c/a>. It is really common here in the Bay Area, and can be easily identified by the white cross on its back. These spiders aren’t especially numerous this year, although their numbers have increased over the past few decades. Initially from Europe, as their common name suggests, this spider appeared in the Puget Sound region in the 1970s. By the mid-90s, they were firmly established in the Bay Area. \u003cem>Araneus diadematus\u003c/em> is an \u003ca href=\"http://en.wikipedia.org/wiki/Invasive_species\">invasive species\u003c/a>, an organism that is not native to the area and has a detrimental effect on the native organisms or ecosystem. And, there are quite a few invasive spider species in the Bay Area.\u003c/p>\n\u003cp>Another common invasive spider is \u003ca href=\"http://en.wikipedia.org/wiki/Zygiella_x-notata\">\u003cem>Zygiella x-notata\u003c/em>\u003c/a>. They spin a very distinctive web—it looks as though a piece of the web is missing, as though someone has removed a single slice of pie. Other invasive spiders are actually displacing native spiders. For instance, the false widow, \u003ca href=\"http://en.wikipedia.org/wiki/Steatoda_grossa\">\u003cem>Steatoda grossa\u003c/em>\u003c/a>, is displacing the native black widow spider, \u003ca href=\"http://en.wikipedia.org/wiki/Latrodectus\">\u003cem>Latrodectus hesperus\u003c/em>\u003c/a>. (This may not be such a bad thing, as the false widow’s bite, while venomous, is not nearly as harmful to humans as the real thing.) Another California spider, \u003ca href=\"http://bugguide.net/node/view/372736/bgpage\">\u003cem>Theridion californicum\u003c/em>\u003c/a>, is being displaced by \u003ca href=\"http://en.wikipedia.org/wiki/Enoplognatha_ovata\">\u003cem>Enoplognatha ovata\u003c/em>\u003c/a>, which also hails from Europe. And, the native Funnel Weaver Spider, \u003ca href=\"http://nathistoc.bio.uci.edu/spiders/Hololena.htm\">\u003cem>Hololena spp.\u003c/em>\u003c/a>, may be facing some competition from the invasive \u003cem>Badumna longinqua\u003c/em>, initially from Australia and New Zealand.\u003c/p>\n\u003cp>Certainly some of the spiders my friends and I are seeing are invasive. But, it is also the time of year when spiders build their webs. As my spider expert friend \u003ca href=\"http://euphrates.wpunj.edu/faculty/spagnaj/default.htm\">Joe Spagna\u003c/a> put it, spiders “do the Charlotte’s Web thing” in the fall—the females spin a big web, make an eggcase, and then die. The baby spiders hatch in the spring. If you’ve been out and about over the past few weeks, you’ve no doubt noticed Halloween decorations all over the place. Along with vampires and mummies, you’ve surely seen a spider web or two. Joe brought up a really interesting question: “for a long time, I've wondered if the prominence of big, hairy orbweavers in Halloween folklore and imagery was actually a recognition of what was going on in nature this time of year.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Joe and I spent some time digging through the some literature on Halloween folklore, but we didn’t find anything that specifically links Halloween spider imagery to the seasonality of spider web-weaving. Halloween folklore buffs out there, please comment if you know of any connection!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.879329 -122.2463347\u003c/p>\n\n",
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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/spider2.jpg\" alt=\"\">\u003c/a>\u003cem>European Garden Spider, Araneus diadematus.\u003c/em>\u003c/span>Spiders seem to be everywhere this fall. There are dozens of spider webs on my deck; each morning, I destroy a new web as I leave the house. It seems like every time I go outside, I wipe spider silk from my face. And it’s not just my yard—several of my friends have noticed lots of spiders recently, too. I wondered if we’re experiencing a bumper year for spiders, so I asked a few arachnologist friends about it.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>UC Berkeley professor \u003ca href=\"http://nature.berkeley.edu/~gillespi/Home.html\">Rosie Gillespie\u003c/a> and her grad student \u003ca href=\"http://nature.berkeley.edu/~kiplingw/steve.html\">Steve Lew\u003c/a> identified my backyard spider as the European Garden Spider, \u003ca href=\"http://www.eol.org/pages/1194185\">\u003cem>Araneus diadematus\u003c/em>\u003c/a>. It is really common here in the Bay Area, and can be easily identified by the white cross on its back. These spiders aren’t especially numerous this year, although their numbers have increased over the past few decades. Initially from Europe, as their common name suggests, this spider appeared in the Puget Sound region in the 1970s. By the mid-90s, they were firmly established in the Bay Area. \u003cem>Araneus diadematus\u003c/em> is an \u003ca href=\"http://en.wikipedia.org/wiki/Invasive_species\">invasive species\u003c/a>, an organism that is not native to the area and has a detrimental effect on the native organisms or ecosystem. And, there are quite a few invasive spider species in the Bay Area.\u003c/p>\n\u003cp>Another common invasive spider is \u003ca href=\"http://en.wikipedia.org/wiki/Zygiella_x-notata\">\u003cem>Zygiella x-notata\u003c/em>\u003c/a>. They spin a very distinctive web—it looks as though a piece of the web is missing, as though someone has removed a single slice of pie. Other invasive spiders are actually displacing native spiders. For instance, the false widow, \u003ca href=\"http://en.wikipedia.org/wiki/Steatoda_grossa\">\u003cem>Steatoda grossa\u003c/em>\u003c/a>, is displacing the native black widow spider, \u003ca href=\"http://en.wikipedia.org/wiki/Latrodectus\">\u003cem>Latrodectus hesperus\u003c/em>\u003c/a>. (This may not be such a bad thing, as the false widow’s bite, while venomous, is not nearly as harmful to humans as the real thing.) Another California spider, \u003ca href=\"http://bugguide.net/node/view/372736/bgpage\">\u003cem>Theridion californicum\u003c/em>\u003c/a>, is being displaced by \u003ca href=\"http://en.wikipedia.org/wiki/Enoplognatha_ovata\">\u003cem>Enoplognatha ovata\u003c/em>\u003c/a>, which also hails from Europe. And, the native Funnel Weaver Spider, \u003ca href=\"http://nathistoc.bio.uci.edu/spiders/Hololena.htm\">\u003cem>Hololena spp.\u003c/em>\u003c/a>, may be facing some competition from the invasive \u003cem>Badumna longinqua\u003c/em>, initially from Australia and New Zealand.\u003c/p>\n\u003cp>Certainly some of the spiders my friends and I are seeing are invasive. But, it is also the time of year when spiders build their webs. As my spider expert friend \u003ca href=\"http://euphrates.wpunj.edu/faculty/spagnaj/default.htm\">Joe Spagna\u003c/a> put it, spiders “do the Charlotte’s Web thing” in the fall—the females spin a big web, make an eggcase, and then die. The baby spiders hatch in the spring. If you’ve been out and about over the past few weeks, you’ve no doubt noticed Halloween decorations all over the place. Along with vampires and mummies, you’ve surely seen a spider web or two. Joe brought up a really interesting question: “for a long time, I've wondered if the prominence of big, hairy orbweavers in Halloween folklore and imagery was actually a recognition of what was going on in nature this time of year.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-life-on-the-farallones\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/WS116_Farallones_300.jpg\" alt=\"\">\u003c/a>\u003cem>The scientists on the Farallones live in the old lighthouse keepers’ houses, built in the late 1800’s.\u003c/em>\u003c/span>The Farallon Islands off the coast of California are a vital home to many birds and marine mammals. In fact, the islands boast the largest sea bird breeding colony in the contiguous United States and have one of the largest fur seal populations south of Alaska. They are hard to get to and once you are there, you may wonder why on earth you ever decided to come to these windswept, desert islands. “After you’ve been on the island for a while,” says PRBO Program Manager Russ Bradley, “it starts to sound like the gulls are saying your name.”\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The chill of the fog and wind cut through you, the kelp flies swarm, the overpoweringly acrid smell of years-worth of bird guano wafts through the air and loud, incessant cackle of hundreds, even thousands of sea gulls, could drive even the hardiest of souls away from this desolate outcropping of granite in the middle of the Pacific Ocean. The animals wouldn’t want it any other way. And neither would the researchers and biologists stationed at the Farallones.\u003c/p>\n\u003cp>While only 27 miles off the coast of San Francisco, for the human inhabitants, life can also seem isolated and lonely. They have a very small neighborhood. Only two houses still stand on Southeast Farallon. Today the old lighthouse keepers’ houses, originally built in the late 1800’s, house the small team of researchers from \u003ca href=\"http://losfarallones.blogspot.com/\">PRBO Conservation Science\u003c/a>. A bit of Victorian civilization in an otherwise completely wild world.\u003c/p>\n\u003cp>It is a rare privilege to be able to set foot on the Farallon Islands. As rugged as this place may seem, it is a fragile and extremely sensitive environment. As a National Wildlife Refuge, the area is strictly off limits to the public. Each year only a few dozen people are allowed to be hoisted onto South Farallon Island, and most, if not all, are there specifically to conduct scientific research. The humans there now tread lightly. QUEST was invited out to the islands to get an inside look at this living laboratory and meet some of the people doing important scientific research on such wide ranging topics as global climate change to highly specific studies on sea bird breeding rates.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Each day on the Farallones might bring new surprises. To get an idea what they witnessed on the islands this week, researchers sent back a number of reports.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 12th was a fantastic day for whales around the islands – biologists noted the 3 resident Gray Whales, an incredible 15 endangered Blue Whales and 93 Humpback Whales! Even more amazing were the 265 Risso’s Dolphins, 20 Pacific White-sided Dolphins, 12 Northern Right Whale Dolphins, and 5 Dall’s Porpoises –All these marine mammals are attracted to the Gulf of the Farallones to feed on its bountiful food sources, particularly this year’s abundant supply of krill.”\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 5th – PRBO conducted a weekly island survey of the six species of pinniped on the Farallones. This entailed counting all the seals and sea lions from the lighthouse and walking around to the coves to find elephant seals and other species. This survey yielded 1,939 California Sea Lions, 40 Steller’s Sea Lions, 30 Harbor Seals, 81 Northern Fur Seals, and 116 Northern Elephant Seals. On 1-Oct, we conducted our first survey of at Indian Head Beach and counted 115 fur seal pups and over 160 adults and immature – this is a true success story for conservation on the Farallones!”\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 3rd – Landbird migration day! Dropping from the sky, an Evening Grosbeak flew down into the Lavaterra bushes. Although this species is not super-rare on the coast, here on the Farallones, this was the first Evening Grosbeak seen on the island since 1979! While observing the grosbeak, the biologists began spotting other birds such as a female Canada Warbler and an Ovenbird from the previous few days.” \u003c/em>\u003c/p>\n\u003cp>To learn more about what it is like to live and work on the Farallones, check out our QUEST Science on the SPOT story, “Life on the Farallones.” I also encourage you to \u003ca href=\"http://ww2.kqed.org/quest/video/the-farallon-islands--californias-galapagos\">explore the islands\u003c/a> further via QUEST, where we have stories on the \u003ca href=\"http://ww2.kqed.org/quest/video/fur-seal-pup-rehab\">seals\u003c/a>, birds and \u003ca href=\"http://ww2.kqed.org/quest/video/the-great-white-shark-meet-the-man-in-the-gray-suit\">sharks\u003c/a> – \u003ca href=\"http://ww2.kqed.org/quest/audio/journey-to-the-farallones\">on\u003c/a>, \u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-marine-sanctuary-patrol-flight\">above\u003c/a> and \u003ca href=\"http://ww2.kqed.org/quest/video/underwater-wilderness-creating-marine-protected-areas\">around\u003c/a> the islands, as well as \u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/imp/download/95/320a_FarallonesThemeGuide.pdf\">educational materials\u003c/a>, an \u003ca href=\"http://ww2.kqed.org/quest/slideshow/visit-to-the-farallon-islands--audio-slideshow\">audio slide show\u003c/a>, an interactive multimedia \u003ca href=\"http://www.kqed.org/quest/exploration/farallon-islands-interactive-map\">map\u003c/a>, and historic \u003ca href=\"http://ww2.kqed.org/quest/slideshow/web-extra-farallon-islands-history-timeline\">timeline\u003c/a>. Also, you can get more info from KQED’s\u003ca href=\"http://www.pbs.org/kqed/oceanadventures/episodes/treasures/guide/farallones.html\"> Jean-Michel Cousteau’s Ocean Adventures website\u003c/a>.\u003c/p>\n\u003cp>Visit the \u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-life-on-the-farallones\">Science on the SPOT: Life on the Farallones\u003c/a> page\u003c/p>\n\u003cp>In addition, this week a new film about the Farallon Islands opens at \u003ca href=\"http://www.calacademy.org/search.php?q=farallon\">California Academy of Sciences\u003c/a> in Golden Gate Park. SANCTUARY IN THE SEA: A GULF OF THE FARALLONES EXPERIENCE debuts Saturday, October 16. Discover the beauty, diversity and history of the Gulf of the Farallones National Marine Sanctuary, through the eyes of Ron Elliot, a former urchin diver turned wildlife videographer who has spent years in the underwater gardens beneath the waves around the Farallones.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>37.698509 -123.003919\u003c/p>\n\n",
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"excerpt": "The Farallon Islands off the coast of California are a vital home to many birds and marine mammals. See what life is like for scientists working in this forbidding and inhospitable world.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-life-on-the-farallones\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/WS116_Farallones_300.jpg\" alt=\"\">\u003c/a>\u003cem>The scientists on the Farallones live in the old lighthouse keepers’ houses, built in the late 1800’s.\u003c/em>\u003c/span>The Farallon Islands off the coast of California are a vital home to many birds and marine mammals. In fact, the islands boast the largest sea bird breeding colony in the contiguous United States and have one of the largest fur seal populations south of Alaska. They are hard to get to and once you are there, you may wonder why on earth you ever decided to come to these windswept, desert islands. “After you’ve been on the island for a while,” says PRBO Program Manager Russ Bradley, “it starts to sound like the gulls are saying your name.”\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The chill of the fog and wind cut through you, the kelp flies swarm, the overpoweringly acrid smell of years-worth of bird guano wafts through the air and loud, incessant cackle of hundreds, even thousands of sea gulls, could drive even the hardiest of souls away from this desolate outcropping of granite in the middle of the Pacific Ocean. The animals wouldn’t want it any other way. And neither would the researchers and biologists stationed at the Farallones.\u003c/p>\n\u003cp>While only 27 miles off the coast of San Francisco, for the human inhabitants, life can also seem isolated and lonely. They have a very small neighborhood. Only two houses still stand on Southeast Farallon. Today the old lighthouse keepers’ houses, originally built in the late 1800’s, house the small team of researchers from \u003ca href=\"http://losfarallones.blogspot.com/\">PRBO Conservation Science\u003c/a>. A bit of Victorian civilization in an otherwise completely wild world.\u003c/p>\n\u003cp>It is a rare privilege to be able to set foot on the Farallon Islands. As rugged as this place may seem, it is a fragile and extremely sensitive environment. As a National Wildlife Refuge, the area is strictly off limits to the public. Each year only a few dozen people are allowed to be hoisted onto South Farallon Island, and most, if not all, are there specifically to conduct scientific research. The humans there now tread lightly. QUEST was invited out to the islands to get an inside look at this living laboratory and meet some of the people doing important scientific research on such wide ranging topics as global climate change to highly specific studies on sea bird breeding rates.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Each day on the Farallones might bring new surprises. To get an idea what they witnessed on the islands this week, researchers sent back a number of reports.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 12th was a fantastic day for whales around the islands – biologists noted the 3 resident Gray Whales, an incredible 15 endangered Blue Whales and 93 Humpback Whales! Even more amazing were the 265 Risso’s Dolphins, 20 Pacific White-sided Dolphins, 12 Northern Right Whale Dolphins, and 5 Dall’s Porpoises –All these marine mammals are attracted to the Gulf of the Farallones to feed on its bountiful food sources, particularly this year’s abundant supply of krill.”\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 5th – PRBO conducted a weekly island survey of the six species of pinniped on the Farallones. This entailed counting all the seals and sea lions from the lighthouse and walking around to the coves to find elephant seals and other species. This survey yielded 1,939 California Sea Lions, 40 Steller’s Sea Lions, 30 Harbor Seals, 81 Northern Fur Seals, and 116 Northern Elephant Seals. On 1-Oct, we conducted our first survey of at Indian Head Beach and counted 115 fur seal pups and over 160 adults and immature – this is a true success story for conservation on the Farallones!”\u003c/em>\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cem>“October 3rd – Landbird migration day! Dropping from the sky, an Evening Grosbeak flew down into the Lavaterra bushes. Although this species is not super-rare on the coast, here on the Farallones, this was the first Evening Grosbeak seen on the island since 1979! While observing the grosbeak, the biologists began spotting other birds such as a female Canada Warbler and an Ovenbird from the previous few days.” \u003c/em>\u003c/p>\n\u003cp>To learn more about what it is like to live and work on the Farallones, check out our QUEST Science on the SPOT story, “Life on the Farallones.” I also encourage you to \u003ca href=\"http://ww2.kqed.org/quest/video/the-farallon-islands--californias-galapagos\">explore the islands\u003c/a> further via QUEST, where we have stories on the \u003ca href=\"http://ww2.kqed.org/quest/video/fur-seal-pup-rehab\">seals\u003c/a>, birds and \u003ca href=\"http://ww2.kqed.org/quest/video/the-great-white-shark-meet-the-man-in-the-gray-suit\">sharks\u003c/a> – \u003ca href=\"http://ww2.kqed.org/quest/audio/journey-to-the-farallones\">on\u003c/a>, \u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-marine-sanctuary-patrol-flight\">above\u003c/a> and \u003ca href=\"http://ww2.kqed.org/quest/video/underwater-wilderness-creating-marine-protected-areas\">around\u003c/a> the islands, as well as \u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/imp/download/95/320a_FarallonesThemeGuide.pdf\">educational materials\u003c/a>, an \u003ca href=\"http://ww2.kqed.org/quest/slideshow/visit-to-the-farallon-islands--audio-slideshow\">audio slide show\u003c/a>, an interactive multimedia \u003ca href=\"http://www.kqed.org/quest/exploration/farallon-islands-interactive-map\">map\u003c/a>, and historic \u003ca href=\"http://ww2.kqed.org/quest/slideshow/web-extra-farallon-islands-history-timeline\">timeline\u003c/a>. Also, you can get more info from KQED’s\u003ca href=\"http://www.pbs.org/kqed/oceanadventures/episodes/treasures/guide/farallones.html\"> Jean-Michel Cousteau’s Ocean Adventures website\u003c/a>.\u003c/p>\n\u003cp>Visit the \u003ca href=\"http://ww2.kqed.org/quest/video/science-on-the-spot-life-on-the-farallones\">Science on the SPOT: Life on the Farallones\u003c/a> page\u003c/p>\n\u003cp>In addition, this week a new film about the Farallon Islands opens at \u003ca href=\"http://www.calacademy.org/search.php?q=farallon\">California Academy of Sciences\u003c/a> in Golden Gate Park. SANCTUARY IN THE SEA: A GULF OF THE FARALLONES EXPERIENCE debuts Saturday, October 16. Discover the beauty, diversity and history of the Gulf of the Farallones National Marine Sanctuary, through the eyes of Ron Elliot, a former urchin diver turned wildlife videographer who has spent years in the underwater gardens beneath the waves around the Farallones.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>37.698509 -123.003919\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Diving in Cordell Bank",
"title": "Diving in Cordell Bank",
"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/whale.jpg\" alt=\"\">\u003c/a>\u003cem>Around us at Cordell Bank National Marine Sanctuary, blackfooted albatross dip and veer, blue whales spout and humpback whales breach and lunge feed.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Over the past five days I have had the incredible experience of diving on a location few have ever had the opportunity: the \u003ca class=\"zem_slink\" title=\"Cordell Bank National Marine Sanctuary\" rel=\"geolocation\" href=\"http://maps.google.com/maps?ll=38.0665921,-123.3677881&spn=1.0,1.0&q=38.0665921,-123.3677881%20(Cordell%20Bank%20National%20Marine%20Sanctuary)&t=h\">Cordell Bank\u003c/a>. \u003c/p>\n\u003cp>One of the four California \u003ca class=\"zem_slink\" title=\"United States National Marine Sanctuary\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/United_States_National_Marine_Sanctuary\">National Marine Sanctuaries\u003c/a>, this undersea granite reef southwest of \u003ca class=\"zem_slink\" title=\"Bodega Bay\" rel=\"geolocation\" href=\"http://maps.google.com/maps?ll=38.2736111111,-123.006111111&spn=0.1,0.1&q=38.2736111111,-123.006111111%20(Bodega%20Bay)&t=h\">Bodega Bay\u003c/a> is frequently washed by huge waves and howling northwest winds. Although it is only 22 miles from Bodega Bay, it feels as if it were a thousand miles from shore. Around us Blackfooted albatross dip and veer, \u003ca class=\"zem_slink\" title=\"Blue whale\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Blue_whale\">blue whales\u003c/a> spout and \u003ca class=\"zem_slink\" title=\"Humpback whale\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Humpback_whale\">humpback whales\u003c/a> breach and lunge feed. The deep green waters are a cornucopia of life and literally squirm with small fish and krill. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Below the deck of the \u003ca class=\"zem_slink\" title=\"National Oceanic and Atmospheric Administration\" rel=\"homepage\" href=\"http://www.noaa.gov\">NOAA\u003c/a> vessel Fulmar rests the mysterious Cordell Bank, and video camera in hand I was able to assist the team of technical divers from Sanctuaries across the nation.\u003cbr>\nDiving the bank is well, unearthly. It feels like exploring the moon. First discovered by sailing vessel in 1869 by Edward Cordell, the weathered mountain of granite has been visited only a few times over the decades. The first to dive Cordell was an ad-hoc team of divers and adventurers known as the Cordell Expedition and lead by Dr. Bob Schmieder. Beginning in 1977, this team of intrepid divers made the drop and recorded sea life, sampled the biota and helped map the reef’s surface. This remarkable achievement has lead to important knowledge of the Cordell bank and was instrumental in forming the Sanctuary.\u003c/p>\n\u003cp>[ad fullwidth]\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/coral.jpg\" alt=\"\">\u003c/a>\u003cem>The deep green waters of Cordell Bank are a cornucopia of life.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Over several days, Bob and others from the original team have joined us, sharing their first hand perspectives, viewing video footage brought back by the team of divers from the \u003ca href=\"http://graysreef.noaa.gov/\">Grays Reef National Marine Sanctuary\u003c/a> (NMS), the \u003ca href=\"http://oceanexplorer.noaa.gov/explorations/10thunderbay/background/thunderbay/thunderbay.html\">Thunder Bay NMS\u003c/a>, the \u003ca href=\"http://monitor.noaa.gov/\">Monitor NMS\u003c/a> and the regional Marine Heritage Office. Bob’s eyes shine and his hands grip the rail and you can feel how badly he wants to join the second team of divers as they plunge in to re-assess the health and make up of the reef system two hundred feet below.\u003c/p>\n\u003cp>The early divers marvel at the multiple bottles of tri -mix, oxygen and nitrox gases, as well as the sophisticated dive computers and dry suits. Despite the technical advantages, the modern team still has their work cut out for them. Diving into the limited visibility, the cold water and currents is still a challenge, but everyone onboard realizes what a feat it was to first dive the Bank.\u003c/p>\n\u003cp>The images brought back are extraordinary, and what strikes me most is that these veteran NOAA divers who have dived all over the world, experienced natural beauty and rare submarine artifacts of our maritime heritage are as blown away by the Cordell Bank as the original expeditioneers.\u003c/p>\n\u003cp>The few specimens brought up are carefully handled by my colleagues at \u003ca href=\"http://www.calacademy.org/\">the California Academy of Sciences\u003c/a> to describe, and with the originals from the Cordell Expeditions, will become part of the Academy collections. The Bank is covered with bright red Corynactis anemones, purple and red styaster corals, and white sponges. There is not an inch uncovered by life and over the sessile assembly swarms a cloud of rockfish, the juveniles so thick that they nearly black out the camera lens.\u003c/p>\n\u003cp>In an ocean of change, from overfishing to acidification, the Cordell Bank is a repository of information and a savings account for future fish and invertebrate populations, as well as an assembly point for the krill and whales above. Being able to participate in and document this expedition, to be among these ocean explorers past and present, and to see the richness of ocean life has been one the highlights of my ocean life. We are so fortunate to have the richness and abundance of \u003ca class=\"zem_slink\" title=\"Marine biology\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Marine_biology\">marine life\u003c/a> so close to our shore, and have the wisdom to protect it. With the abundance of high definition footage I have collected, and the tales that have been told, I intend to share this experience with the world, so we can all appreciate the Cordell Bank and support our National Marine Sanctuaries.\u003c/p>\n\u003cp>To learn more about Cordell Bank and other National Marine Sanctuaries, visit KQED's\u003ca href=\"http://www.pbs.org/kqed/oceanadventures/episodes/treasures/guide/cordell-bank.html\"> Jean-Michel Cousteau's Ocean Adventures website\u003c/a>. \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.kqed.org/quest/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/whale.jpg\" alt=\"\">\u003c/a>\u003cem>Around us at Cordell Bank National Marine Sanctuary, blackfooted albatross dip and veer, blue whales spout and humpback whales breach and lunge feed.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Over the past five days I have had the incredible experience of diving on a location few have ever had the opportunity: the \u003ca class=\"zem_slink\" title=\"Cordell Bank National Marine Sanctuary\" rel=\"geolocation\" href=\"http://maps.google.com/maps?ll=38.0665921,-123.3677881&spn=1.0,1.0&q=38.0665921,-123.3677881%20(Cordell%20Bank%20National%20Marine%20Sanctuary)&t=h\">Cordell Bank\u003c/a>. \u003c/p>\n\u003cp>One of the four California \u003ca class=\"zem_slink\" title=\"United States National Marine Sanctuary\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/United_States_National_Marine_Sanctuary\">National Marine Sanctuaries\u003c/a>, this undersea granite reef southwest of \u003ca class=\"zem_slink\" title=\"Bodega Bay\" rel=\"geolocation\" href=\"http://maps.google.com/maps?ll=38.2736111111,-123.006111111&spn=0.1,0.1&q=38.2736111111,-123.006111111%20(Bodega%20Bay)&t=h\">Bodega Bay\u003c/a> is frequently washed by huge waves and howling northwest winds. Although it is only 22 miles from Bodega Bay, it feels as if it were a thousand miles from shore. Around us Blackfooted albatross dip and veer, \u003ca class=\"zem_slink\" title=\"Blue whale\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Blue_whale\">blue whales\u003c/a> spout and \u003ca class=\"zem_slink\" title=\"Humpback whale\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Humpback_whale\">humpback whales\u003c/a> breach and lunge feed. The deep green waters are a cornucopia of life and literally squirm with small fish and krill. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Below the deck of the \u003ca class=\"zem_slink\" title=\"National Oceanic and Atmospheric Administration\" rel=\"homepage\" href=\"http://www.noaa.gov\">NOAA\u003c/a> vessel Fulmar rests the mysterious Cordell Bank, and video camera in hand I was able to assist the team of technical divers from Sanctuaries across the nation.\u003cbr>\nDiving the bank is well, unearthly. It feels like exploring the moon. First discovered by sailing vessel in 1869 by Edward Cordell, the weathered mountain of granite has been visited only a few times over the decades. The first to dive Cordell was an ad-hoc team of divers and adventurers known as the Cordell Expedition and lead by Dr. Bob Schmieder. Beginning in 1977, this team of intrepid divers made the drop and recorded sea life, sampled the biota and helped map the reef’s surface. This remarkable achievement has lead to important knowledge of the Cordell bank and was instrumental in forming the Sanctuary.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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/coral.jpg\" alt=\"\">\u003c/a>\u003cem>The deep green waters of Cordell Bank are a cornucopia of life.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Over several days, Bob and others from the original team have joined us, sharing their first hand perspectives, viewing video footage brought back by the team of divers from the \u003ca href=\"http://graysreef.noaa.gov/\">Grays Reef National Marine Sanctuary\u003c/a> (NMS), the \u003ca href=\"http://oceanexplorer.noaa.gov/explorations/10thunderbay/background/thunderbay/thunderbay.html\">Thunder Bay NMS\u003c/a>, the \u003ca href=\"http://monitor.noaa.gov/\">Monitor NMS\u003c/a> and the regional Marine Heritage Office. Bob’s eyes shine and his hands grip the rail and you can feel how badly he wants to join the second team of divers as they plunge in to re-assess the health and make up of the reef system two hundred feet below.\u003c/p>\n\u003cp>The early divers marvel at the multiple bottles of tri -mix, oxygen and nitrox gases, as well as the sophisticated dive computers and dry suits. Despite the technical advantages, the modern team still has their work cut out for them. Diving into the limited visibility, the cold water and currents is still a challenge, but everyone onboard realizes what a feat it was to first dive the Bank.\u003c/p>\n\u003cp>The images brought back are extraordinary, and what strikes me most is that these veteran NOAA divers who have dived all over the world, experienced natural beauty and rare submarine artifacts of our maritime heritage are as blown away by the Cordell Bank as the original expeditioneers.\u003c/p>\n\u003cp>The few specimens brought up are carefully handled by my colleagues at \u003ca href=\"http://www.calacademy.org/\">the California Academy of Sciences\u003c/a> to describe, and with the originals from the Cordell Expeditions, will become part of the Academy collections. The Bank is covered with bright red Corynactis anemones, purple and red styaster corals, and white sponges. There is not an inch uncovered by life and over the sessile assembly swarms a cloud of rockfish, the juveniles so thick that they nearly black out the camera lens.\u003c/p>\n\u003cp>In an ocean of change, from overfishing to acidification, the Cordell Bank is a repository of information and a savings account for future fish and invertebrate populations, as well as an assembly point for the krill and whales above. Being able to participate in and document this expedition, to be among these ocean explorers past and present, and to see the richness of ocean life has been one the highlights of my ocean life. We are so fortunate to have the richness and abundance of \u003ca class=\"zem_slink\" title=\"Marine biology\" rel=\"wikipedia\" href=\"http://en.wikipedia.org/wiki/Marine_biology\">marine life\u003c/a> so close to our shore, and have the wisdom to protect it. With the abundance of high definition footage I have collected, and the tales that have been told, I intend to share this experience with the world, so we can all appreciate the Cordell Bank and support our National Marine Sanctuaries.\u003c/p>\n\u003cp>To learn more about Cordell Bank and other National Marine Sanctuaries, visit KQED's\u003ca href=\"http://www.pbs.org/kqed/oceanadventures/episodes/treasures/guide/cordell-bank.html\"> Jean-Michel Cousteau's Ocean Adventures website\u003c/a>. \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>The Farallon Islands off the coast of San Francisco are a vital home to many birds and marine mammals. While the forbidding and inhospitable nature of the Farallones may be ideal for wildlife, it also makes this a difficult place for scientists to live and work. QUEST ventures out to these jagged rocks to get a glimpse of daily life on the islands and what it's like there for the researchers from PRBO Conservation Science.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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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"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>[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://www.kqed.org/quest\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/cougar_dfg.jpg\" alt=\"\">\u003c/a>\u003cem> Mountain lion. Photo: \u003ca href=\"http://www.dfg.ca.gov/\">California Department of Fish and Game\u003c/a>.\u003c/em>\u003c/span>A few weeks ago, in the middle of the night, a mountain lion roamed the streets of Berkeley. The lion jumped fences, leaped through a school playground, and ran though several backyards. The Berkeley Police deemed the mountain lion a threat to public safety, and shot it in a resident’s driveway. When I first heard about this story, was surprised that the mountain lion was in such an urban area—and that it was shot rather than tranquilized and moved to a more suitable habitat.\u003c/p>\n\u003cp>\u003c!--more--> \u003c/p>\n\u003cp>But after a bit of research, I learned that tranquilization is never an option in situations like this—it takes up to 30 minutes for the tranquilizer to take effect, during which time the situation could turn much worse. Wardens with the California Department of Fish and Game don’t even carry tranquilizers; Berkeley Police sure don’t carry tranquilizers, either. And, Fish and Game does not relocate wild animals that display this kind of bold behavior, because they’re still too much of a threat. These policies make sense—and so does a mountain lion walking in streets of Berkeley, when you really think about it.\u003c/p>\n\u003cp>Over 50% of California is mountain lion habitat. Mountain lions can be found wherever there are deer, their main prey item. As we humans have built houses and highways, we’ve broken up the mountain lions’ habitat into fragmented patches. To move between patches of habitat, mountain lions have to cross our streets and highways. Mountain lions are territorial, and their territories tend not to overlap; these animals need a lot of space.\u003c/p>\n\u003cp>My friend Chris Wilmers, a professor at UC Santa Cruz, studies mountain lion movement and behavior. He catches mountain lions and fits them with GPS-accelerometer collars, which record their every movement. He’s learning how the lions move through the landscape. You can learn more about his \u003ca href=\"http://people.ucsc.edu/~cwilmers/\">research\u003c/a>, and the \u003ca href=\"http://bapp.org/\">Bay Area Puma Project\u003c/a>, in QUEST’s \u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-urban-lions\">Tracking Urban Lions\u003c/a>. Chris’s research will show us which areas the mountain lions are using, and how we can connect these habitat fragments, so mountain lions can move safely from patch to patch.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Last week, the plight of urban lions came close to home—or rather, close to work. I work at the Lawrence Hall of Science, in the hills above the UC Berkeley campus. I found out, via email, that three mountain lions, probably a mother and two juveniles, have been seen several times near the Lawrence Berkeley Lab, just down the slope from where I work. And, two dead deer and one dead goat found near the Lab’s buildings strongly suggest that the lions aren’t just taking an evening stroll.\u003c/p>\n\u003cp>Clearly, we coexist with mountain lions. Our habitat is their habitat. But there are things we can do to prevent encounters; fill your garden with plants that deer find distasteful, so mountain lions won’t be tempted to stalk their prey in your backyard. (See \u003ca href=\"http://www.dfg.ca.gov/wildlife/hunting/deer/publications.html\">A Gardener’s Guide to Preventing Deer Damage\u003c/a>.) Don’t leave food outside for pets. Don’t leave pets outside, or run or bike alone, at dawn, dusk, or nighttime, when mountain lions hunt. And, if you do encounter a mountain lion, stand tall, make noise, and fight back. Find more info \u003ca href=\"http://www.dfg.ca.gov/keepmewild/lion.html\">here\u003c/a>.\u003c/p>\n\u003cp>Until Chris figures out where we should build wildlife corridors, I’ll be sure not to walk alone from my office to my car during darkling hours; one more reason not to work late!\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.879329 -122.2463347\u003c/p>\n\n",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/silicon-valley-the-new-detroit\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/charger.jpg\" alt=\"blink charger\">\u003c/a>\u003cem>Richard Lowenthal is CEO of charging company, Coulomb Technologies. Photo: Andrea Kissack\u003cbr>\n\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Detroit has been at the center of the country’s auto industry ever since Henry Ford rolled his first Model T off the assembly line in 1908. But as hard times have fallen on America’s Rust Belt, there is a new region hoping to give Detroit a run for its money. Amidst start-up companies and corporate office parks, clean tech entrepreneurs in Silicon Valley are plugging into an emerging electric car industry. Andrea Kissack visited several local EV companies.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>\u003cstrong>Tesla Motors\u003c/strong>\u003c/p>\n\u003cp>The battery factory of \u003ca href=\"http://www.teslamotors.com/\">Tesla Motors\u003c/a> in Palo Alto is the cleanest factory I’ve ever seen. It looks more like a sterile biotech lab. \u003ca href=\"http://en.wikipedia.org/wiki/JB_Straubel\">J.B. Straubel\u003c/a> is taking me on a tour. He’s the Chief Technical Officer and one of Tesla’s founders. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>With its \u003ca href=\"http://en.wikipedia.org/wiki/Roadster\">Roadster\u003c/a> sports car, which does 0 to 60 in less than four seconds, the company has made electric cars seem…sexy. A range of more than 200 miles has made Tesla’s batteries the bench mark for electric vehicles. But it all comes at a price. A stripped down Tesla Roadster starts at 109,000 dollars. Straubel points out a big black box at a work station in front of us. It’s one of Tesla’s battery packs. “It’s not very exciting on the outside, but that’s what powers the Roadster. It's about 1,000 pounds,” says Straubel. As we dodge an approaching forklift, Straubel makes sure to point out that Tesla is not only building battery packs for its own cars but selling them worldwide. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://ww2.kqed.org/quest/audio/silicon-valley-the-new-detroit\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/teslahq.jpg\" alt=\"tesla\">\u003c/a>\u003cem>Tesla Headquarters in Palo Alto. Photo Credit, Andrea Kissack \u003c/em>\u003c/span> \u003c/p>\n\u003cp>Tesla Motors has just taken over the shuttered NUMMI auto plant in Fremont where it will build it’s next EV. The cheaper, longer range Model S Sedan is a four door car with a range of up to 300 miles and a price tag of about 60,000. In the midst of high unemployment in Silicon Valley, the company is hiring. Hoping to expand from 800 to 2000 employees over the next two years. Telsa has received an infusion of cash from its CEO and co-founder, \u003ca href=\"http://en.wikipedia.org/wiki/Elon_Musk\">Elon Musk\u003c/a>. Musk made his fortune helping to start Pay Pal. Other companies are also chipping in, including Google. \u003c/p>\n\u003cp>\u003cstrong>Google\u003cbr>\n\u003c/strong>\u003cbr>\nI met up with \u003ca href=\"http://gigaom.com/cleantech/googles-dan-reicher-we-got-the-clean-energy-bucks-now-spend-wisely/\">Dan Reicher\u003c/a>, one of the leaders of \u003ca href=\"http://www.google.com/corporate/green/\">Google’s Green Energy Team\u003c/a>, at the company’s EV charging docks on the sprawling Google campus in Mountain View. \"We think EVs offer so many advantages in terms of environment economy and security that we though we should put some of our investor dollars into those kinds of companies,” says Reicher. Reicher is surrounded by eight Priuses that the company has converted after market into plug-ins. The fleet is used by employees to carpool to work. \u003c/p>\n\u003cp>\u003ca href=\"http://calcars.org/\">Hacking hybrid Priuses \u003c/a>and charging them under a solar carport is the kind of garage startup mentality that has given Silicon Valley its innovator reputation. “What’s exciting here at Google is just very smart engineers who say, we can do that. You got a problem? We’ll figure out a way to solve it. You got an opportunity? We’ll engineer a way to take advantage of it,” Reicher says.\u003c/p>\n\u003cp>\u003cstrong>Charging Companies\u003cbr>\n\u003c/strong>\u003cbr>\nIt’s not just venture capital that’s flowing into EV related companies. The Obama Administration is spending 2.4 billion dollars to try to revitalize the industry. The money is going toward research to make longer lasting, cheaper batteries as well as into creating a charging infrastructure. Jonathan Read is CEO of \u003ca href=\"http://www.ecotality.com/\">ECOtality\u003c/a>. The company has received 100-million dollars in stimulus funds and is giving away its smart chargers in some cities in an effort to invigorate the market. Read just moved his company from Arizona to San Francisco to be closer to the action. He tells me, “These are not your father’s chargers.” Read says his sleek, black and white chargers, named “Blink,” are quite intelligent. “They have all the telecommunications capability in them. And all of this is based on a big network of chargers being interconnected talking to each other and being able to talk to the utilities,” says Read. Like other EV-related businesses, including charging companies \u003ca href=\"http://www.coulombtech.com/\">Coulomb\u003c/a> and The Better Place, ECOtality is hiring. The company has plans to add 1,200 jobs over the next year.\u003c/p>\n\u003cp>\u003cstrong>Silicon Valley Culture\u003cbr>\n\u003c/strong>\u003cbr>\nThere are, of course, areas outside of Silicon Valley working on the electric car including advanced battery research out of \u003ca href=\"http://www.a123systems.com/\">Boston\u003c/a> and \u003ca href=\"http://www.johnsoncontrols.com/publish/us/en.html\">Wisconsin\u003c/a>. Nissan’s Leaf will be manufactured in Tennessee and the Chevy Volt will be built in Michigan. But the new automobile of the 21st century is likely to benefit from the culture of Silicon Valley, where people are used to taking a chip, a cell, an idea and working on it until it becomes something big. \u003c/p>\n\u003cp>\u003cspan class=\"center\">\u003ca href=\"http://ww2.kqed.org/quest/audio/silicon-valley-the-new-detroit\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/chart2.jpeg\" alt=\"tesla\">\u003c/a>\u003cem>Within these regions, the top selling electric and plug in hybrid sales are coming from: China, Japan, France, Germany, U.S. \u003c/em>\u003c/span> \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/silicon-valley-the-new-detroit\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>Listen to \u003ca href=\"http://ww2.kqed.org/quest/audio/silicon-valley-the-new-detroit\">Silicon Valley: The New Detroit?\u003c/a> radio report.\u003c/p>\n\u003cp>\u003cbr clear=\"all\">\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.394287 -122.150604\u003c/p>\n\n",
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"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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"marketplace": {
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"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.",
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"masters-of-scale": {
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"mindshift": {
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"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>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"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?",
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"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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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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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.",
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"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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"politicalbreakdown": {
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"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",
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"order": 5
},
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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",
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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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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
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