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"bio": "QUEST, an Emmy Award-winning multimedia science series, has a new focus on the science of sustainability.The half-hour magazine style episodes are produced by a collaboration of six public broadcasters around the country and explore a wide variety of sustainability issues related to food, energy, water, climate and biodiversity. The story segments featured in each show are introduced by on-camera host, environmental journalist \u003ca href=\"http://science.kqed.org/quest/author/pssethi/\">Simran Sethi\u003c/a>. The series also includes half-hour specials that focus on a single topic.\r\n \r\nAll 2013-2014 television programs can be viewed online in their entirety or as individual segments by clicking on the titles and images listed below. The programs are also broadcast in each of our six PBS partner regions including \u003ca href=\"http://science.kqed.org/quest/stations/north-carolina/\">North Carolina\u003c/a>, \u003ca href=\"http://science.kqed.org/quest/stations/ohio/\">Ohio\u003c/a>, \u003ca href=\"http://science.kqed.org/quest/stations/nebraska/\">Nebraska\u003c/a>, \u003ca href=\"http://science.kqed.org/quest/stations/northern-california/\">Northern California\u003c/a> and the \u003ca href=\"http://science.kqed.org/quest/stations/northwest/\">Pacific Northwest\u003c/a>. Check local listings for broadcast dates and times.",
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"disqusTitle": "Greater Bay Area Geo-Attractions: San Gregorio Beach",
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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/beach.jpg\" alt=\"\">\u003c/a>\u003cem>This week's post is the second in a series highlighting locations around the Bay Area that combine beautiful scenery with great geology. Check out the first post in the series about \u003ca href=\"http://ww2.kqed.org/quest/2010/09/09/greater-bay-area-geo-attractions-point-reyes-national-seashore/\">Point Reyes National Seashore.\u003c/a>\u003c/em>\u003c/span>\u003c/p>\n\u003cp>San Gregorio State Beach is approximately 40 miles south of San Francisco near the junction of Highway 1 and 84. This beach is one of my favorite spots along the coast between Half Moon Bay and Santa Cruz.\u003c/p>\n\u003cp>The rocks that are exposed in the beach cliffs are a marine sedimentary unit called the Purisima Formation which was deposited between 2.5 and 7 million years ago. The part of the Purisima that is exposed in the cliffs at San Gregorio beach is called the Tahana Member and is characterized by fine-grained sandstone and silty mudstone. The whiter layers contain a lot of volcanic ash that are chemically similar to volcanic deposits of the Snake River Plain in southern Idaho.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>One of these volcanic ash-rich layers is noticeable in this photograph below (for scale, the height of base of whiter layer is approximately 10-12 feet from beach). Note how irregular and convoluted the bottom boundary of the whiter layer is. This is most likely a result of what geologists call 'soft-sediment deformation', which basically means that when the whiter sediment was deposited it sank into the underlying layer (think lava lamp). These sedimentary layers were deposited in a marine setting and there was still a lot of water in the sediment making it quite soupy and soft.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/fff32.jpg\" alt=\"\" width=\"576\" height=\"432\">\u003c/p>\n\u003cp>The Purisima Formation is also known for the fossils it contains. If you look carefully you'll find mollusks low in the cliffs just to the north of where the path leads down to the beach. There are also abundant trace fossils. Trace fossils aren't remnants of hard body parts like shells or bones, but of animal activity that disturbs the sediment leaving a trace. In this case, there are numerous burrows preserved in the lithified sediment from small critters that lived in the sand.\u003c/p>\n\u003cp>Read even more about the Purisima Formation in \u003ca href=\"http://pubs.usgs.gov/pp/2007/1740/\">this USGS Open-File\u003c/a> report by Charles Powell and others.\u003c/p>\n\u003cp>Below is a geologic map pointing out the distribution of the Purisima Formation (in light beige color) and the major tectonic feature of this area -- the San Gregorio Fault, which is a fault associated with the San Andreas Fault System.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/quest-geol-map.jpg\">\u003cimg class=\"aligncenter size-full wp-image-9268\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/quest-geol-map.jpg\" alt=\"\" width=\"599\" height=\"545\">\u003c/a>\u003c/p>\n\u003cp>Although these faults are dominantly strike-slip faults -- in which the motion is lateral -- there is still quite of bit of compression that results in uplift. As you drive down Highway 1 you'll notice flat terraces above the current beach. Such marine terraces were formed by wave action when it was at sea level and they've since been uplifted. The timing of the formation and uplift of the rocks is much younger than the deposition of the sedimentary rocks.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/200400871.jpg\">\u003cimg class=\"aligncenter size-full wp-image-9280\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/200400871.jpg\" alt=\"\" width=\"600\" height=\"247\">\u003c/a>\u003c/p>\n\u003cp>The photograph above from the \u003ca href=\"http://www.californiacoastline.org/cgi-bin/image.cgi?image=200400871&mode=sequential&flags=0&year=2004\">California Coastal Records Project\u003c/a> shows how San Gregorio Creek forms a small estuary just behind the beach. The cliff exposures of the Purisima Formation discussed above are along the beach below the main parking lot.\u003c/p>\n\u003cp>I actually haven't been to San Gregorio beach in a couple of years. The mouth of San Gregorio Creek shifts around quite a bit at the beach. Last time I was there it was difficult to get around some of the cliffs without getting your feet wet. I'm not sure where the creek is right now, maybe someone who's been there recently can comment below.\u003c/p>\n\u003cp>Finally, when you're done walking on the beach and checking out the geology, head over to Duarte's in Pescadero for some artichoke soup and olallieberry pie.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>Images: (1) from my personal collection; (2) from my personal collection; (3) part of geologic map from USGS Open-File Report 98-137, \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Geology of Onshore Part of San Mateo County California\u003c/a> ; (4) \u003ca href=\"http://www.californiacoastline.org/cgi-bin/image.cgi?image=200400871&mode=sequential&flags=0&year=2004\">California Coastal Records Project\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.227813475235685 -122.43775178678334\u003c/p>\n\n",
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"excerpt": "San Gregorio State Beach is approximately 40 miles south of San Francisco near the junction of Highway 1 and 84. This beach is one of my favorite spots along the coast between Half Moon Bay and Santa Cruz.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cimg class=\"aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/fff32.jpg\" alt=\"\" width=\"576\" height=\"432\">\u003c/p>\n\u003cp>The Purisima Formation is also known for the fossils it contains. If you look carefully you'll find mollusks low in the cliffs just to the north of where the path leads down to the beach. There are also abundant trace fossils. Trace fossils aren't remnants of hard body parts like shells or bones, but of animal activity that disturbs the sediment leaving a trace. In this case, there are numerous burrows preserved in the lithified sediment from small critters that lived in the sand.\u003c/p>\n\u003cp>Read even more about the Purisima Formation in \u003ca href=\"http://pubs.usgs.gov/pp/2007/1740/\">this USGS Open-File\u003c/a> report by Charles Powell and others.\u003c/p>\n\u003cp>Below is a geologic map pointing out the distribution of the Purisima Formation (in light beige color) and the major tectonic feature of this area -- the San Gregorio Fault, which is a fault associated with the San Andreas Fault System.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/quest-geol-map.jpg\">\u003cimg class=\"aligncenter size-full wp-image-9268\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/quest-geol-map.jpg\" alt=\"\" width=\"599\" height=\"545\">\u003c/a>\u003c/p>\n\u003cp>Although these faults are dominantly strike-slip faults -- in which the motion is lateral -- there is still quite of bit of compression that results in uplift. As you drive down Highway 1 you'll notice flat terraces above the current beach. Such marine terraces were formed by wave action when it was at sea level and they've since been uplifted. The timing of the formation and uplift of the rocks is much younger than the deposition of the sedimentary rocks.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/200400871.jpg\">\u003cimg class=\"aligncenter size-full wp-image-9280\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/200400871.jpg\" alt=\"\" width=\"600\" height=\"247\">\u003c/a>\u003c/p>\n\u003cp>The photograph above from the \u003ca href=\"http://www.californiacoastline.org/cgi-bin/image.cgi?image=200400871&mode=sequential&flags=0&year=2004\">California Coastal Records Project\u003c/a> shows how San Gregorio Creek forms a small estuary just behind the beach. The cliff exposures of the Purisima Formation discussed above are along the beach below the main parking lot.\u003c/p>\n\u003cp>I actually haven't been to San Gregorio beach in a couple of years. The mouth of San Gregorio Creek shifts around quite a bit at the beach. Last time I was there it was difficult to get around some of the cliffs without getting your feet wet. I'm not sure where the creek is right now, maybe someone who's been there recently can comment below.\u003c/p>\n\u003cp>Finally, when you're done walking on the beach and checking out the geology, head over to Duarte's in Pescadero for some artichoke soup and olallieberry pie.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>Images: (1) from my personal collection; (2) from my personal collection; (3) part of geologic map from USGS Open-File Report 98-137, \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Geology of Onshore Part of San Mateo County California\u003c/a> ; (4) \u003ca href=\"http://www.californiacoastline.org/cgi-bin/image.cgi?image=200400871&mode=sequential&flags=0&year=2004\">California Coastal Records Project\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.227813475235685 -122.43775178678334\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Sand Waves and the Golden Gate",
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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/bridge.jpg\" alt=\"\">\u003c/a>\u003cem>Seafloor under the Golden Gate Bridge, USGS\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Seafloor mapping of the San Francisco Bay and surrounding areas by marine scientists at the \u003ca href=\"http://walrus.wr.usgs.gov/\">U.S. Geological Survey Pacific Coastal & Marine Science Center\u003c/a> and \u003ca href=\"http://seafloor.csumb.edu/index.html\">Cal State University at Monterey Bay's Sea Floor Mapping Lab (SFML)\u003c/a> is important for keeping shipping lanes safe, understanding pollution dispersal, mapping habitats, and much more.\u003c/p>\n\u003cp>\u003ca href=\"http://seafloor.csumb.edu/\">Mapping of the underwater topography\u003c/a> (called bathymetry) reveals landscapes fundamental to understanding the Bay Area's unique geology. The Golden Gate strait connects the San Francisco Bay to the open Pacific Ocean and is only one mile across.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Although the tidal range in the Bay Area is not incredibly large, the narrowness of the Golden Gate creates a \u003ca href=\"http://funnel.sfsu.edu/courses/geol102/ex6.html\">funneling effect\u003c/a>:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"color: #800000\">\u003cem>\"Large volumes of water move into and out of San Francisco Bay as the tidal level of the Pacific Ocean just outside the Golden Gate changes each day. When the tide is changing from low to high levels, a flooding current moves water inland from (and through) the Golden Gate. When the tide is changing from high to low levels, an ebbing current moves water from inside the Bay toward (and through) the Golden Gate.\"\u003c/em>\u003c/span>\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/sea_floor_mapping.jpg\">\u003cimg class=\"size-full wp-image-9256 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/sea_floor_mapping.jpg\" alt=\"\" width=\"604\" height=\"357\">\u003c/a>\u003c/p>\n\u003cp>The image above (from Cal State Monterey Bay) is a perspective image looking towards the east. The colors represent water depth with the reds and yellows as shallower water and the blue and purple deeper water. The prominent patterns in the foreground might look like ripple marks on the beach, but these sand waves are similar in scale to some sand dunes seen in deserts -- up to 30 feet tall and more than 700 feet from crest to crest.\u003c/p>\n\u003cp>The vigorous currents funneled through the Golden Gate continuously move sediment from underneath the bridge where it accumulates as these sand waves. But remember, this is a static snapshot of very dynamic systems. I'd love to see multiple repeat surveys that show how the field of sand waves change over time.\u003c/p>\n\u003cp>Learn more about the processes that move this sediment from \u003ca href=\"http://soundwaves.usgs.gov/2006/09/research.html\">this USGS article\u003c/a> and in \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2006/07/20/MNGU1K2AV91.DTL\">this SF Chronicle piece\u003c/a> from 2006, along with this \u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">QUEST story on 3-D seafloor mapping. \u003c/a>\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">\u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">~\u003c/a>\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">\u003cem>Images: (1) From USGS Scientific Investigations Map 2917, \u003c/em>\u003c/a>\u003cem>\u003ca href=\"http://pubs.usgs.gov/sim/2006/2917/\">Under the Golden Gate Bridge -- Views of the Seafloor Near the Entrance to San Francisco Bay\u003c/a>; (2) \u003ca href=\"http://www.calstate.edu/coast/coast_data_and_products/seafloor.shtml\">Cal State Monterey Bay Sea Foor Mapping Lab\u003c/a>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.80121220680936 -122.53662873990834\u003c/p>\n\n",
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"excerpt": "Mapping of the underwater topography (called bathymetry) reveals landscapes fundamental to understanding the Bay Area's unique geology. The Golden Gate strait connects the San Francisco Bay to the open Pacific Ocean and is only one mile across.",
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"description": "Mapping of the underwater topography (called bathymetry) reveals landscapes fundamental to understanding the Bay Area's unique geology. The Golden Gate strait connects the San Francisco Bay to the open Pacific Ocean and is only one mile across.",
"title": "Sand Waves and the Golden Gate | KQED",
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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/bridge.jpg\" alt=\"\">\u003c/a>\u003cem>Seafloor under the Golden Gate Bridge, USGS\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Seafloor mapping of the San Francisco Bay and surrounding areas by marine scientists at the \u003ca href=\"http://walrus.wr.usgs.gov/\">U.S. Geological Survey Pacific Coastal & Marine Science Center\u003c/a> and \u003ca href=\"http://seafloor.csumb.edu/index.html\">Cal State University at Monterey Bay's Sea Floor Mapping Lab (SFML)\u003c/a> is important for keeping shipping lanes safe, understanding pollution dispersal, mapping habitats, and much more.\u003c/p>\n\u003cp>\u003ca href=\"http://seafloor.csumb.edu/\">Mapping of the underwater topography\u003c/a> (called bathymetry) reveals landscapes fundamental to understanding the Bay Area's unique geology. The Golden Gate strait connects the San Francisco Bay to the open Pacific Ocean and is only one mile across.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>Although the tidal range in the Bay Area is not incredibly large, the narrowness of the Golden Gate creates a \u003ca href=\"http://funnel.sfsu.edu/courses/geol102/ex6.html\">funneling effect\u003c/a>:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"color: #800000\">\u003cem>\"Large volumes of water move into and out of San Francisco Bay as the tidal level of the Pacific Ocean just outside the Golden Gate changes each day. When the tide is changing from low to high levels, a flooding current moves water inland from (and through) the Golden Gate. When the tide is changing from high to low levels, an ebbing current moves water from inside the Bay toward (and through) the Golden Gate.\"\u003c/em>\u003c/span>\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/sea_floor_mapping.jpg\">\u003cimg class=\"size-full wp-image-9256 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/sea_floor_mapping.jpg\" alt=\"\" width=\"604\" height=\"357\">\u003c/a>\u003c/p>\n\u003cp>The image above (from Cal State Monterey Bay) is a perspective image looking towards the east. The colors represent water depth with the reds and yellows as shallower water and the blue and purple deeper water. The prominent patterns in the foreground might look like ripple marks on the beach, but these sand waves are similar in scale to some sand dunes seen in deserts -- up to 30 feet tall and more than 700 feet from crest to crest.\u003c/p>\n\u003cp>The vigorous currents funneled through the Golden Gate continuously move sediment from underneath the bridge where it accumulates as these sand waves. But remember, this is a static snapshot of very dynamic systems. I'd love to see multiple repeat surveys that show how the field of sand waves change over time.\u003c/p>\n\u003cp>Learn more about the processes that move this sediment from \u003ca href=\"http://soundwaves.usgs.gov/2006/09/research.html\">this USGS article\u003c/a> and in \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2006/07/20/MNGU1K2AV91.DTL\">this SF Chronicle piece\u003c/a> from 2006, along with this \u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">QUEST story on 3-D seafloor mapping. \u003c/a>\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">\u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">~\u003c/a>\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/video/sea-3d-charting-the-ocean-floor\">\u003cem>Images: (1) From USGS Scientific Investigations Map 2917, \u003c/em>\u003c/a>\u003cem>\u003ca href=\"http://pubs.usgs.gov/sim/2006/2917/\">Under the Golden Gate Bridge -- Views of the Seafloor Near the Entrance to San Francisco Bay\u003c/a>; (2) \u003ca href=\"http://www.calstate.edu/coast/coast_data_and_products/seafloor.shtml\">Cal State Monterey Bay Sea Foor Mapping Lab\u003c/a>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.80121220680936 -122.53662873990834\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "The Turns and Twists of the Devil's Slide Tunnel",
"headTitle": "The Turns and Twists of the Devil’s Slide Tunnel | KQED",
"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/DevilSlide-991.jpg\" alt=\"\">\u003c/a>\u003cem>Devil’s Slide is a rocky, unstable bluff jutting above and below a stretch of Highway One between the coastal communities of Pacifica and Montara. (Credit: Jenny Oh)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news/\">KQEDnews.org\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>Earlier this month, as news cameras rolled and political leaders gave speeches, construction crews broke through a retaining wall at the north end of the Devil’s Slide tunnels off Highway One, opening a new route to link the San Mateo County coast and San Francisco in an area plagued for decades by rock slides and road closures. \u003c/p>\n\u003cp>The tunnels were hailed as a feat of engineering ingenuity. \u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More than that, however, they cap a 40-year David vs. Goliath struggle that pitted environmentalists against the powerful California Department of Transportation, resulting in multiple lawsuits and a variety of proposals, including a six-lane freeway to bypass the treacherous stretch of Highway One between Pacifica and Montara that ribbons past Devil’s Slide. \u003c/p>\n\u003cp>“Caltrans in the early ‘70s was a bunch of engineers that said, ‘get out of my way and let me build my road,’” said Lennie Roberts, legislative advocate with the \u003ca href=\"http://www.greenfoothills.org/\">Committee for Green Foothills\u003c/a>, an environmental group based in Palo Alto. “They did not interact with the community and they didn’t want the community to have any say about their projects.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-034_Lennie_poster.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts with a quote from Margaret Mead that helped inspire pro-tunnel supporters. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Caltrans crews broke ground in September 2007 on the two single-lane tunnels. When the north and south portals open to motorists in 2012, the event will mark the first highway tunnel built in California since the completion of the third bore of the Caldecott Tunnel in the Berkeley hills in 1964.\u003c/p>\n\u003cp>Caltrans crews used special tunnel-digging equipment from Austria and relied on European tunnel engineering expertise to carve through the rocks, soil and granite of San Pedro Mountain. \u003c/p>\n\u003cp>“The process we use is called the New Austrian Tunneling Method, where you basically excavate three to six feet of ground at a time,” said Skip Sowko, the Caltrans project manager for the \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">tunnels at Devil’s Slide\u003c/a>. “As you’re moving along the tunnel, every time a piece is excavated, the mining engineer looks at the rock fractures and the soil types to evaluate what methods to use to support the excavated ground.” \u003c/p>\n\u003cp>At a cost of $342 million, the Devil’s Slide tunnels, which will be named after late San Mateo Congressman Tom Lantos, will be the longest tunnels in the state, more than 4,300 feet long and 30 feet wide. They are connected to Highway One at the northern end with a pair of 1,000 foot-long bridges that span Shamrock Ranch, preserving fragile habitat for the endangered California red-legged frog in the valley below. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide-046_bridges1.jpg\" alt=\"\">\u003c/a>\u003cem>The Devil’s Slide project bridges span Shamrock Ranch, connecting the northern portals of each of the tunnels to Highway One. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>At the punch through event on Oct. 1, Caltrans District 4 Director Bijan Sartipi praised members of his staff and acknowledged the efforts of environmentalists who refused to accept a freeway bypass alternative at Devil’s Slide. Political leaders reminisced about the turns and twists in the history of Devil’s Slide. \u003c/p>\n\u003cp>“In 1980, I was a 28 year-old who had gotten recently elected to the board of supervisors and the Devil’s Slide issue was starting to bubble up again,” said U.S. Rep. Jackie Speier, D-San Mateo. “And the community said ‘why not bore a hole through here, and make a tunnel?’ It was dismissed, frankly, but then it gained steam and they qualified an initiative on the ballot. The public rose up and said there is a better way.”\u003c/p>\n\u003cp>The problems at Devil’s Slide date back more than 70 years.\u003c/p>\n\u003cp>In 1937, a stretch of Highway One, from Pacifica to Half Moon Bay, opened to the public, allowing motorists an efficient way to zip up and down the San Mateo County coast. For about 600 feet, the road crosses Devil’s Slide, a rocky and unstable sheer cliff cresting 900 feet above the Pacific Ocean. But only a few years after the road opened, it was closed for days at a time, particularly during the winter months, when heavy rains sent rocks and dirt tumbling from the face of the cliff to the road below. \u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-3_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>San Mateo Congressman Tom Lantos with his wife, Annette, touring the damaged roadbed at Devil’s Slide in the winter of 1980. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Ken Lajoie is a retired Research Geologist with the U.S. Geological Survey who lives in Menlo Park. He began mapping the rates of coastal erosion in San Mateo County in 1970. Lajoie cited several reasons why Devil’s Slide is so unstable. \u003c/p>\n\u003cp>The rocks exposed on the cliff face are made of granite, interbedded shale and sandstone. While granite is stable, “shales and sandstones are very unstable and produce both shallow and deep-seated slides, especially during and after the rainy seasons,” he said.\u003c/p>\n\u003cp>Added to that are earthquakes. Seismic activity triggers landslides. Lajoie said that a deep-seated slide, which extends from the top of the cliff almost down to the beach, is responsible for the slippage and movement of the Devil’s Slide roadbed that has resulted in the lengthy road closures over the years. \u003c/p>\n\u003cp>Because of this unpredictable movement of soil and rocks at Devil’s Slide, the state and San Mateo County adopted a plan in 1958 to build a freeway to permanently bypass it.\u003c/p>\n\u003cp>The six-lane freeway would extend for seven miles, from Linda Mar in Pacifica all the way to the Half Moon Bay airport, up and over Montara Mountain. The freeway bypass was a key step in supporting a housing and development corridor similar to Daly City, but along the San Mateo coast, with interchanges that would lead from San Francisco all the way down to San Luis Obispo. \u003c/p>\n\u003cp>According to a Division of Highways Project Report from 1960, state highway engineers didn’t intend to start work on the freeway bypass. Instead, they wanted to wait until a “major slipout or slide occurs at Devil’s Slide” so that they could tap federal emergency funds to build the bypass. \u003c/p>\n\u003cp>In 1968, Lennie Roberts joined the board of an environmental grassroots organization called the Committee for Green Foothills, founded originally in 1962 to fight urban sprawl in Palo Alto. A friend, Ollie Mayer, who was a member of the \u003ca href=\"http://www.sierraclub.org/\">Sierra Club\u003c/a> and an engineer by training, had gotten hold of the original highway construction plans and shared them with Roberts and other environmentalists.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30003_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>‘Yes on Measure T’ supporters Lennie Roberts (right) and Ollie Mayer at a Redwood City press conference held in 1996. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils_Slide_Lennie_and_Zoe_023.jpg\" alt=\"\">\u003c/a>\u003cem>Lennie Roberts (left) and Zoe-Kersteen Tucker hold a model of the proposed freeway bypass over Montara Mountain. (Credit: Sheraz Sadiq)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>They were appalled by what they saw as a sure-fire plan to cover the rural coast with urban sprawl and pave its scenic hills. And with good reason: San Mateo County had drawn up plans in 1960 that called for 200,000 residents on the San Mateo coast by 1990.\u003c/p>\n\u003cp>“There was a whole set of freeways that were anticipated to come across the hill in several locations, and that was going to facilitate turning the coast side into what we already have on the bay side,” said Roberts.\u003c/p>\n\u003cp>The Westinghouse Corporation at the time had bought up 8,000 acres of prime real estate around Half Moon Bay, Montara and El Granada. Most of the land has since been acquired by the Peninsula Open Space Trust, a non-profit land preservation group. \u003c/p>\n\u003cp>“There was no need for that giant freeway, and we didn’t want it to be a situation where ‘if you build it, they will come,’ creating this enticement to add more development above and beyond what this area can sustain,” said Zoe Kersteen-Tucker, a Moss Beach resident and lead organizer for the successful, citizen-led initiative on a tunnel bypass at Devil’s Slide. \u003c/p>\n\u003cp>Although developers and state highway officials pushed through similar -projects in the 1950s and 1960s, a fledgling environmental movement was taking off, from the steps of Capitol Hill to the cliffs of California’s coast. \u003c/p>\n\u003cp>In 1972, California voters passed Proposition 20, the California Coastal Initiative, which limited development along the coast. Four years later, state lawmakers enacted the California Coastal Act, which established the \u003ca href=\"http://www.coastal.ca.gov/whoweare.html\">California Coastal Commission\u003c/a> to review and approve building plans, including highway construction, along the coast. The act also mandated that rural stretches of Highway One along the coast had to be limited to just two lanes. \u003c/p>\n\u003cp>Unfazed, Caltrans responded by claiming that the freeway bypass would be striped to only two lanes, though it would still be graded for a width between 79 and 101 feet, making it wider than the Golden Gate Bridge.\u003c/p>\n\u003cp>“It would have been the widest two-lane road in the U.S.,” said Chris Thollaug, a Montara resident and former spokesman for the Sierra Club. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Caltrans-proposed-six-lane-freeway-in-Pacifica-1974_-image-never-shown-to-the-public.jpg\" alt=\"\">\u003c/a>\u003cem>In 1974, Caltrans created this illustration of the proposed six-lane freeway bypass of Devil’s Slide. According to Mitch Reid, Caltrans never made this image available to the public. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>But now environmentalists had powerful new legal tools to challenge the massive freeway bypass. \u003c/p>\n\u003cp>In 1972, the Sierra Club, the Committee for Green Foothills, and other environmentalists successfully sued Caltrans for failing to prepare an Environmental Impact Statement, which they were required to do under a federal law signed by Richard Nixon in 1970 known as the \u003ca href=\"http://ceq.hss.doe.gov/\">National Environmental Policy Act\u003c/a>, or NEPA.\u003c/p>\n\u003cp>Even though Highway One is a state road, Caltrans had received federal funds for road repairs at Devil’s Slide, so the agency was subject to NEPA provisions. \u003c/p>\n\u003cp>But despite the court ruling, Caltrans chose not to prepare the Environmental Impact Statement for the freeway bypass.\u003c/p>\n\u003cp>“They put the whole thing aside and did nothing until they hoped there was an emergency when the road would slide out and they could proceed with the bypass as an emergency project,” said Roberts. \u003c/p>\n\u003cp>About this time, the idea of a tunnel bypass at Devil’s Slide first came to light.\u003c/p>\n\u003cp>Ken Lajoie, the former USGS geologist, received a letter from a Montara resident inquiring what could be done about Devil’s Slide. In his reply, he outlined four or five options, including “boring a tunnel right behind it, which would solve the problem forever.” After Ollie Mayer of the Sierra Club also contacted Lajoie to get his thoughts on Devil’s Slide, she presented the tunnel idea to Caltrans in 1973 but the agency dismissed it. \u003c/p>\n\u003cp>In the late ‘70s and early ‘80s, when Jerry Brown was governor, the officials he appointed at Caltrans clashed with the pro-building, pro-freeway sentiment that had prevailed within the agency. Norman Kelley, the Caltrans District 4 Director, unveiled a plan to the San Mateo County Board of Supervisors and environmentalists to permanently repair Devil’s Slide by excavating the unstable material from the rocky bluff and tucking the road 250 feet inland to a more stable, bedrock section of Devil’s Slide. \u003c/p>\n\u003cp>Some of the excavated dirt and rock would be dumped into the Pacific Ocean but most of it would be placed on the rocky slope below the road to help stabilize it.\u003c/p>\n\u003cp>“When you excavate the material from above the road, you are reducing the driving force on the slide and when you put it at the toe of the slide, it acts as a buttress and essentially stabilizes the landslide, the mass that moves,” said Bill Bechtell, a retired geotechnical and civil engineer and member of the Sierra Club who opposed the freeway bypass. \u003c/p>\n\u003cp>Though environmentalists were encouraged by this ‘Marine Disposal Alternative’ proposal, the political winds shifted once again at Caltrans. Governor George Deukmejian took office in 1983, and he “put the Caltrans engineers back in charge again – the same people who designed the freeway bypass,” said Roberts. \u003c/p>\n\u003cp>The Marine Disposal Alternative was ultimately scuttled when federal officials who manage the Monterey Bay National Marine Sanctuary refused to endorse it, claiming irreparable harm to marine life from the dumping of excavated material into the ocean. \u003c/p>\n\u003cp>In the early ‘80s, Caltrans bowed to pressure from the San Mateo County Board of Supervisors and amended the original freeway bypass design. The new Martini Creek alignment was four and a half miles long, running from Linda Mar Boulevard in Pacifica, over Montara Mountain, past Martini Creek to the south, and would meet up with Highway One again at Montara State Beach. The new route would also run through McNee Ranch State Park.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_Pave-Our-Coast.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration that appeared in ‘Yes on Measure T’ newsletters in 1995 and 1996 showing the Martini Creek freeway bypass alignment over Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Even though Caltrans claimed the new alignment would also be striped for 2 lanes, it would be paved to accommodate four lanes. The steepness of the road required as many as 11 cuts and fills up to 106 feet wide and 275 feet high. \u003c/p>\n\u003cp>“I was appalled when I saw this,” said Bechtell. “I live in Montara and it would have destroyed our community, with the freeway coming through a state park and adjacent open space. You would have the noise from truck traffic and it was not something I wanted to see happen.” \u003c/p>\n\u003cp>In 1986, the San Mateo County Board of Supervisors voted 3-2 to support the Martini Creek Alignment, and the Coastal Commission voted 7-5 to support it as well. The Sierra Club, the Committee for Green Foothills and the owners of Shamrock Ranch sued Caltrans, claiming that the agency had violated a federal highway law that required an assessment of the impact of highway construction projects on nearby parklands. \u003c/p>\n\u003cp>A federal judge agreed, stating that Caltrans had failed to study the impact of noise from freeway construction on camp grounds at McNee Ranch State Park.\u003c/p>\n\u003cp>“Our conclusion was that it didn’t represent a significant noise impact but we followed through with the court order and did additional noise studies,” said Ed Pang, a senior environmental planner at Caltrans. \u003c/p>\n\u003cp>In January 1995, a winter storm caused a 160-foot section of road to buckle and slip five feet. The damage resulted in a road closure that lasted more than five months – the longest closure in the history of Devil’s Slide – and cost more than $3 million to repair, making life miserable for local residents. \u003c/p>\n\u003cp>“I had moved my business to Moss Beach a month before the slide went out,” said Mitch Reid, an environmental product designer and resident of Pacifica. “So I had to drive all the way from Pacifica, taking Highway 280 then 92 heading west and then back to Highway One to get to my shop. So what was a 10 minute drive turned into as much as an hour and a half drive for me.” \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30002_2_resized.jpg\" alt=\"\">\u003c/a>\u003cem>Mitch Reid, with sign, and other pro-tunnel supporters at the reopening of Devil’s Slide in 1995. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>With nerves fraying among commuters, pressure to come up with a solution began to mount.\u003c/p>\n\u003cp>“I was out there on the coast all the time and people were livid with what was happening,” said former county supervisor Ted Lempert. “A lot of the political establishment said this is even more reason for the freeway bypass.”\u003c/p>\n\u003cp>Lempert, with the approval of the four other county supervisors, convened a panel of six engineers and geologists to offer an independent study of Devil’s Slide and come up with the most effective solution for it.\u003c/p>\n\u003cp>“At an early meeting, we presented them with Caltrans’ bypass plan,” said Lempert. “I asked them what we should do and several of them said, ‘why don’t you look at a tunnel?’” \u003c/p>\n\u003cp>In March 1995, the panel formally recommended building a tunnel, which they estimated would be 4,600 feet long, and take two to three years to construct at a cost of $50 to $70 million. Caltrans claimed that a tunnel wasn’t feasible at Devil’s Slide and that it was too expensive to pursue, with an estimated cost of $126 million compared to roughly $90 million for the freeway bypass. \u003c/p>\n\u003cp>Lempert pressed Caltrans for information to further clarify why the freeway bypass was more feasible than a tunnel.\u003c/p>\n\u003cp>“I remember it being pretty ugly and there were a couple of times I asked for information but I couldn’t get,” he said. “It was a classic example of a bureaucracy telling the public official to go to hell as they knew they had the support of the political establishment and so they were arrogant in the early days.”\u003c/p>\n\u003cp>Ruben Barrales, another member of the board of supervisors, allied with Lempert in pushing for the tunnel. But Lempert and Barrales lost out to three other supervisors on the board who voted to stick with the freeway bypass. \u003c/p>\n\u003cp>“Caltrans had this unwillingness to seriously explore the tunnel alternative even though a layperson knew of tunnels across the country and world,” said Lempert. “It was bizarre that they wouldn’t consider it. They were about bridging bridges and highways and tunnels is something they didn’t do, that was the impression I got.”\u003c/p>\n\u003cp>With a lack of unified support from elected officials, and their legal options running out, the environmentalists realized that they would have to launch \u003ca href=\"http://www.tunnel.org/oldSite/index.html\">a massive outreach campaign\u003c/a> to keep the tunnel option alive. They collected 34,000 signatures to put the issue on the county ballot.\u003c/p>\n\u003cp>They printed ‘Think Tunnel’ bumper stickers and blanketed San Mateo County with newsletters and fact sheets.\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/ZoeKT_Tunnel-Newsletter_2.jpg\" alt=\"\">\u003c/a>\u003cem>Excerpt from a pro-tunnel, ‘Yes on Measure T’, newsletter. (Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>In August 1995, the Federal Highway Administration told Caltrans that it had to conduct a new study to evaluate the tunnel in comparison to the freeway bypass.\u003c/p>\n\u003cp> Zoe Kersteen-Tucker recalled at the time a comment a Caltrans spokesperson made to a news reporter. “He said, ‘Sure we’ll evaluate the tunnel proposal and say it’s too expensive.’” She added that “there was such hubris on the part of Caltrans, a public entity that is supported by tax dollars.” \u003c/p>\n\u003cp>Roughly six months before the vote on Measure T, the environmentalists’ persistence finally paid off. Mitch Reid had been working on the pro-tunnel campaign and had faxed over a Freedom of Information Act request to the Caltrans office in Oakland. The next day, he received a dozen pages of documents, including a \u003ca href=\"http://www.montara.com/tunnel/RobertsMemo.html\">1993 internal memo\u003c/a> from James Roberts, the then-Chief of the Division of Structures at Caltrans. \u003c/p>\n\u003cp>“That was the smoking gun,” said Reid. “The most important line in that memo said that if the purpose is to bypass the slide, then alternative number one should be selected, a two lane, single bore tunnel. Basically, it was very clear that they were trying to say that the tunnel was twice as expensive as the bypass, but when you looked at this document, it showed that they were head to head.”\u003c/p>\n\u003cp>In November 1996, Measure T passed with a resounding 74 percent of the vote. The Local Coastal Plan for San Mateo county was changed and the tunnel option became the preferred bypass of Devil’s Slide.\u003c/p>\n\u003cp>“I have been in elected office for 22 years and this was by far the most inspirational thing I ever worked on. It was a triumph of common sense,” said Lempert. \u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Slides-set-30001_2_resized1.jpg\" alt=\"\">\u003c/a>\u003cem>A ‘Yes on Measure T’ supporter at a Redwood City press conference held in 1996(Credit: Zoe Kersteen-Tucker)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_THIS-Rendering-of-the-Tunnel.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made in 1996 by a pro-tunnel supporter of the tunnel bypass of Devil’s Slide. (Credit: Mitch Reid)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cspan class=\"right\">\u003ca href=\"http://www.kqed.org/quest\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/MitchReid_OR-THIS-Rendering-of-Devils-Slide-Bypass-Highway.jpg\" alt=\"\">\u003c/a>\u003cem>An illustration made by a pro-tunnel supporter in 1995 of the Caltrans proposed freeway bypass of Devil’s Slide. (Credit: Chuck Kozak)\u003c/em>\u003c/span>\u003c/p>\n\u003cp>“Once the people spoke, Caltrans got it and they changed their attitude and approach and they became ‘can do’ instead of ‘won’t do,’” said Roberts. “We now have strong friendships with people at Caltrans.”\u003c/p>\n\u003cp>But funds were needed to ensure the construction of the tunnel. In the early ‘80s, San Mateo Congressman Tom Lantos had secured $50 million in federal emergency funds for road repairs at Devil’s Slide. After the passage of Measure T, U.S. Senator Barbara Boxer, D-Calif., was successful in getting Devil’s Slide to be designated as a “continuing and ongoing federal emergency,” allowing the total cost of the tunnel to come from federal emergency relief funds. \u003c/p>\n\u003cp>“It allowed the tunnel project to step out of the state transportation improvement program and get in line for emergency relief funds. It was a huge hurdle that we cleared to get the actual money to build the tunnel,” said Kersteen-Tucker.\u003c/p>\n\u003cp>“If we didn’t have the assistance at the federal level, we would be in lawsuits about these various alternatives. We would have continuing landslides that would close the roads, and kids couldn’t get to schools and people couldn’t get to work,” said Congresswoman Jackie Speier. \u003c/p>\n\u003cp>Skip Sowko is the project manager on the Devil’s Slide tunnel project. After the passage of Measure T, he oversaw the lengthy process of environmental review of a tunnel. Decisions were made on the aesthetics of the tunnel design, revegetating moved earth and how best to offset the impact of the tunnel construction on a population of endangered California red-legged frogs at Shamrock Ranch, an endangered wildflower called Hickman’s cinquefoil, the dusky-footed woodrat and migratory birds like peregrine falcons. \u003c/p>\n\u003cp>“This project, when it was reevaluated, allowed the other options to become competitive and it changed the whole environment of doing construction work,” he said. “I listened to a lot of people at meetings. Good design requires good input and we’re interested in hearing that input, understanding those concerns, so that we can build the best possible project.” \u003c/p>\n\u003cp>“I think government, like the private sector, is becoming more consumer-focused and more nimble,” said Lempert. “It’s the world we live in today, and the old way of doing things has been overturned.”\u003c/p>\n\u003cp>As for the treacherous stretch of road at Devil’s Slide, a new, more placid incarnation lies ahead. Caltrans will give the bypassed stretch of road and 70 nearby acres to San Mateo County to operate as a park and a pathway reserved for hikers and bicyclists when the Devil’s Slide tunnels open to motorists in 2012. \u003c/p>\n\u003cp>At the recent event when Caltrans crews punched through the northbound tunnel, and jubilant applause rose from the crowd as the digger ripped through the rock, Zoe Kersteen-Tucker reflected afterward on the significance of the day. \u003c/p>\n\u003cp>“It represents power to the people,” she said. “You can’t accept no for an answer and if you have a vision for something that really needs to happen to protect future generations, you have to work as hard as you can and other people start working with you. That’s what we did here and it was the power of that vision that carried us through to this day.”\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>[jwplayer config=”QUEST Audio Player” skin=”http://ww2.kqed.org/quest/wp-content/themes/quest/glow.zip” file=”http://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3″ ]\u003cbr>\n\u003c/p>\n\u003cp>\u003cem>Listen to the QUEST radio story \u003cstrong>\u003ca href=\"http://ww2.kqed.org/quest/audio/devils-slide-\">about Devil’s Slide.\u003c/a>\u003c/strong>\u003c/em>\u003c/p>\n\u003cdiv style=\"border-bottom:1px dotted #cecece;height:20px;margin-bottom:10px\"> \u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n",
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"excerpt": "On October 1st, as news crews filmed the action, Caltrans broke through a retaining wall at the north portal of the Devil’s Slide tunnels on Highway One, opening a new way to link the coastal communities of Pacifica and Montara in San Mateo County. ",
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"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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"headline": "The Turns and Twists of the Devil's Slide Tunnel",
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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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"disqusTitle": "Geology of the Devil's Slide Area",
"title": "Geology of the Devil's Slide Area",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide.jpg\" alt=\"\">\u003c/a>\u003cem>Caltrans punched through the northern end of the tunnel on October 1st, 2010.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news\">KQEDnews.org\u003c/a> by Lisa Pickoff-White. \u003c/em>\u003c/p>\n\u003cp>A Caltrans construction crew on Friday punched through the northern end of Devil’s Slide tunnel that will link Pacifica and Montara. Three years after breaking ground on the project, Caltrans now expects the passage to open in 2012.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Since 1958, Californians have debated what to do about the Devil’s Slide, a winding stretch of Highway 1 known for its rockslides, landslides and road closures.\u003c/p>\n\u003cp>“Highway 1 should never have been built along this stretch,” said Ivan Ramirez, a Caltrans civil engineer. “We’re always going to have these slides occurring, and eventually we’re going to lose Highway 1. These tunnels need to be built.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">QUEST\u003c/a> on \u003ca href=\"http://www.kqed.org/\">KQED\u003c/a> Public Media.\u003c/p>\n\u003cp>The project consists of twin 30-foot wide tunnels. Upon completion of the project, Devil’s Slide will be the longest road tunnel in California at 4,342 feet northbound and 4,585 feet southbound. At the northern end, a 1,000-foot bridge will connect the tunnel to the valley at Shamrock Ranch.\u003c/p>\n\u003cp>Construction crews have experienced several setbacks. Crews excavated 10 types of rock that required different lining designs; water poured through the rock when crews were working, so they later had to “drain the mountain.” Creating enough ventilation was also a concern.\u003c/p>\n\u003cp>Over the last three years the crews excavated the rock, removing it to a nearby site. Then they installed initial support elements tailored to the type of rock in different regions of the tunnel. The crews then installed several layers of lining.\u003c/p>\n\u003cp>Initially, Caltrans had proposed building a bypass through the region in the late 1950s. But public opposition forced the bypass closed. In the 1970s, a Sierra Club lawsuit brought any such plans to a halt as environmental and local groups battled with Caltrans over the bypass through the 1970s and 80s.\u003c/p>\n\u003cp>In 1995, a large landslide closed the road for 158 days and cost almost $3 million to repair. Later that year the Federal Highway Administration ordered Caltrans to re-evaluate building a tunnel.\u003c/p>\n\u003cp>San Mateo County voters approved Measure T by 76 percent the next year, changing the county’s stated preference from the Martini Creek bypass to the construction of a tunnel. Caltrans broke initial ground on May 6, 2005.\u003c/p>\n\u003cp>After the tunnel is constructed, the old highway is set to be converted into a trail for hikers and bicyclists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.5951884 -122.5111903\u003c/p>\n\n",
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"content": "\u003cp>California Highway One, between Pacifica and Montara, was carved out of the steep coastal cliffs. Plagued by closures due to rockslides and land slippage, this route has earned the nickname \"The Devil's Slide.\" Now two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long are being dug to bypass it. QUEST meets the engineers and geologists deep underground to learn how Caltrans is digging this new tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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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/39/2010/09/BayArea-quake.jpg\" alt=\"\" width=\"300\" height=\"200\">\u003c/a>\u003cem>Bay Bridge and San Francisco / \u003ca href=\"http://www.flickr.com/photos/bromans/3031573262/\">Flickr\u003c/a>\u003c/em>\u003ca href=\"http://www.flickr.com/photos/bromans/3031573262/\">\u003c/a>\u003c/span>\u003ca href=\"http://www.flickr.com/photos/bromans/3031573262/\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.flickr.com/photos/bromans/3031573262/\"> \u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://www.flickr.com/photos/bromans/3031573262/\">The \u003c/a>\u003ca href=\"http://earthquake.usgs.gov/earthquakes/eqinthenews/2010/us2010atbj/\">magnitude 7.0 earthquake\u003c/a> that occurred a couple weeks ago near Christchurch, New Zealand is yet another reminder for those of us living in the Bay Area about the inevitable seismic danger we face. While many details of the New Zealand earthquake are different than what we face in the Bay Area, there are a few aspects that are comparable.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The fault that ruptured on the South Island of New Zealand was dominated by strike-slip motion, which is similar to the San Andreas, Hayward, and related faults in the Bay Area*. And, unlike the devastating earthquake that struck Haiti in January, the state of building construction in the Bay Area and Christchurch is, in general, much better.\u003c/p>\n\u003cp>But there are a lot of older structures in the Bay Area that could be quite dangerous in a powerful earthquake. Individuals need to be prepared. A few months ago, my wife and I declared a weekend ahead of time to be \"seismic hazard preparedness weekend\" (I even wrote that on the calendar). The USGS has incredible resources when it comes to Bay Area earthquake awareness, education, and preparedness. We downloaded their packet \u003ca href=\"http://pubs.usgs.gov/gip/2005/15/\">Putting Down Roots in Earthquake Country\u003c/a> for putting together our kits.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>We spent a good day and a half preparing kits with food, water, and other emergency supplies for our home, our car, and for both of our workplaces. I have to admit, it really felt good to get it done and feel like we could brave 3-4 days without power, water, and communications. We have plans for what to do if we are at work as well. Don't put it off. Declare next weekend or the one after that your own seismic hazard preparedness weekend. Put it on the calendar and make it real.\u003c/p>\n\u003cp>The last thing I'll mention about this has to do with \u003cem>mental\u003c/em> preparedness. That is, you can buy all the supplies, have the plans all worked out, prepare your house, and so on -- but you also need to be mentally prepared. A relatively large earthquake \u003cspan style=\"text-decoration: underline\">will\u003c/span> happen, eventually. You can't stop it and deciding not to think about it won't decrease the chances. I'm not saying you need to worry every moment -- worrying doesn't help either. It's good to come to terms with the \u003ca href=\"http://www.usgs.gov/newsroom/article.asp?ID=1914\">high probability\u003c/a> that you will be affected by an earthquake and then take steps to reduce the risk to you and your family.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">-\u003c/span>\u003c/p>\n\u003cp>* see \u003ca href=\"http://ww2.kqed.org/quest/video/the-hayward-fault-predictable-peril\">this QUEST segment\u003c/a> from 2008 about seismic hazards related to the Hayward Fault. You can search on our website for other related stories, including these: \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/audio/predicting-the-next-big-one\">Predicting the Next Big One\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/quest/tag/earthquake-early-warning/\">Earthquake Early Warning\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/quest/video/earthquakes-breaking-new-ground\">Earthquakes: Breaking New Ground\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.88254948487817 -122.28943635709584\u003c/p>\n\n",
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"excerpt": "The magnitude 7.0 earthquake that occurred a couple weeks ago near Christchurch, New Zealand is yet another reminder for those of us living in the Bay Area about the inevitable seismic danger we face. While many details of the New Zealand earthquake are different than what we face in the Bay Area, there are a few aspects that are comparable.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>We spent a good day and a half preparing kits with food, water, and other emergency supplies for our home, our car, and for both of our workplaces. I have to admit, it really felt good to get it done and feel like we could brave 3-4 days without power, water, and communications. We have plans for what to do if we are at work as well. Don't put it off. Declare next weekend or the one after that your own seismic hazard preparedness weekend. Put it on the calendar and make it real.\u003c/p>\n\u003cp>The last thing I'll mention about this has to do with \u003cem>mental\u003c/em> preparedness. That is, you can buy all the supplies, have the plans all worked out, prepare your house, and so on -- but you also need to be mentally prepared. A relatively large earthquake \u003cspan style=\"text-decoration: underline\">will\u003c/span> happen, eventually. You can't stop it and deciding not to think about it won't decrease the chances. I'm not saying you need to worry every moment -- worrying doesn't help either. It's good to come to terms with the \u003ca href=\"http://www.usgs.gov/newsroom/article.asp?ID=1914\">high probability\u003c/a> that you will be affected by an earthquake and then take steps to reduce the risk to you and your family.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">-\u003c/span>\u003c/p>\n\u003cp>* see \u003ca href=\"http://ww2.kqed.org/quest/video/the-hayward-fault-predictable-peril\">this QUEST segment\u003c/a> from 2008 about seismic hazards related to the Hayward Fault. You can search on our website for other related stories, including these: \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/audio/predicting-the-next-big-one\">Predicting the Next Big One\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/quest/tag/earthquake-early-warning/\">Earthquake Early Warning\u003c/a>\u003cbr>\n\u003ca href=\"http://ww2.kqed.org/quest/video/earthquakes-breaking-new-ground\">Earthquakes: Breaking New Ground\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.88254948487817 -122.28943635709584\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/SteveHovanMap.jpg\" alt=\"\">\u003c/a>\u003cem>School of Rock instructor Dr. Steve Hovan explains sediment distribution\u003c/em>\u003c/span>\u003c/p>\n\u003cp>During the past several days participating in the \u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">School of Rock\u003c/a> I have had the opportunity to experience a tiny piece of what happens on the ship during a normal expedition. I've spent time talking to scientists, learned about the amazing amount of research that's done on board and have observed the incredible coordination and man-power it takes to study the seafloor and the sediments beneath it.\u003cbr>\n\u003c!--more-->\u003cbr>\nOne major thing I've learned about the process of communicating science is how difficult it can be simply due to logistics. Everyone on board the \u003cem>\u003ca href=\"http://joidesresolution.org/\">JOIDES Resolution\u003c/a>\u003c/em> works 12-hour shifts, and the drilling and coring operations go on 24 hours a day, seven days a week. So when one shift is over, the next one is beginning…and this goes on for the entire expedition, which lasts for two months. To put it plainly, the science doesn't stop. When sediment is being collected through core samples, the core samples may be coming up on board every half an hour. Each of these three-meter samples needs to be described, analyzed and tested. It's not hard to imagine how this doesn't leave much time for actually communicating the work that is being done.\u003c/p>\n\u003cp>After the expedition is over, the scientists go back to their own universities and institutions, where they then work for the next year finishing their analysis of the sediment samples and coring data. This includes continued collaboration with the other scientists that were on board. All of this effort ideally leads to the publication of an article in a scientific journal, and the word finally gets out. So, it could be two years or more before we find out about what is being done right now. This timeline may seem long, but peer review in an important part of evaluating research. This is the nature of science.\u003c/p>\n\u003cp> 37.762611 -122.409719\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/SteveHovanMap.jpg\" alt=\"\">\u003c/a>\u003cem>School of Rock instructor Dr. Steve Hovan explains sediment distribution\u003c/em>\u003c/span>\u003c/p>\n\u003cp>During the past several days participating in the \u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">School of Rock\u003c/a> I have had the opportunity to experience a tiny piece of what happens on the ship during a normal expedition. I've spent time talking to scientists, learned about the amazing amount of research that's done on board and have observed the incredible coordination and man-power it takes to study the seafloor and the sediments beneath it.\u003cbr>\n\u003c!--more-->\u003cbr>\nOne major thing I've learned about the process of communicating science is how difficult it can be simply due to logistics. Everyone on board the \u003cem>\u003ca href=\"http://joidesresolution.org/\">JOIDES Resolution\u003c/a>\u003c/em> works 12-hour shifts, and the drilling and coring operations go on 24 hours a day, seven days a week. So when one shift is over, the next one is beginning…and this goes on for the entire expedition, which lasts for two months. To put it plainly, the science doesn't stop. When sediment is being collected through core samples, the core samples may be coming up on board every half an hour. Each of these three-meter samples needs to be described, analyzed and tested. It's not hard to imagine how this doesn't leave much time for actually communicating the work that is being done.\u003c/p>\n\u003cp>After the expedition is over, the scientists go back to their own universities and institutions, where they then work for the next year finishing their analysis of the sediment samples and coring data. This includes continued collaboration with the other scientists that were on board. All of this effort ideally leads to the publication of an article in a scientific journal, and the word finally gets out. So, it could be two years or more before we find out about what is being done right now. This timeline may seem long, but peer review in an important part of evaluating research. This is the nature of science.\u003c/p>\n\u003cp> 37.762611 -122.409719\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "A Submarine Grand Canyon Offshore Central California",
"title": "A Submarine Grand Canyon Offshore Central California",
"headTitle": "QUEST | KQED Science",
"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_one.jpg\">\u003cimg class=\"alignleft size-full wp-image-8237\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-16_one.jpg\" alt=\"\" width=\"300\" height=\"208\">\u003c/a>\u003cem> \u003c/em>\u003c/span>\u003c/p>\n\u003cp>A few months ago, the QUEST television program included a \u003ca href=\"http://ww2.kqed.org/quest/video/amazing-jellies--siphonophores2\">segment\u003c/a> on various gelatinous marine animals, including jellies, found offshore of central and northern California and featured at the Monterey Bay Aquarium. The beginning of the video segment briefly showed one of the most important habitats for these animals — Monterey submarine canyon. Not unlike on land, features of the undersea landscape have a significant influence on the quantities and diversity of animals. Science involved in understanding the relationship of this “seascape” with submarine ecosystems requires quality maps and the technology to create those maps is improving all the time.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>For this post, I simply wanted to show a few images of the canyon and beyond. As readers on my regular blog know, I just love showing images of our planet’s seafloor. We are currently in an age of exploration and discovery when it comes to mapping the seafloor — in many ways it’s like sending probes to another planet. Many of the images I show in this post are from the \u003ca href=\"http://www.mbari.org/\">Monterey Bay Aquarium Research Institute\u003c/a> (MBARI), which has not only done a lot of the mapping and science, but has also designed and built the technology to do it. See their page on marine geology, including Monterey canyon, \u003ca href=\"http://www.mbari.org/topics/geology/geo-main.htm\">here\u003c/a>.\u003c/p>\n\u003cp>The first image (below) shows the deepest part of Monterey canyon, near the shoreline, cutting across the flat and relatively shallow continental shelf. The yellow arrow represent river sources of sediment that contribute to the longshore currents (red arrows) that funnel the sediment into the canyon and, ultimately, into the deep sea.\u003c/p>\n\u003cp style=\"text-align: left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_two.jpg\">\u003c/a>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/MBARI.jpg\">\u003cimg class=\"size-full wp-image-8437 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/MBARI.jpg\" alt=\"\" width=\"590\" height=\"412\">\u003c/a>\u003cbr>\nIn fact, it is the movement of sediment through the canyon that is responsible for creating and sculpting the canyon. Not unlike the Colorado River incising into the Colorado Plateau to create the Grand Canyon, these underwater “rivers” of mud, silt, sand, and water rush down the canyon eroding the canyon little by little. Since I’m bringing up the Grand Canyon, I always like to point out the scale of Monterey submarine canyon with the map below, which compares the two canyon systems at the same scale (also from MBARI).\u003c/p>\n\u003cdiv id=\"attachment_8234\" class=\"wp-caption aligncenter\" style=\"width: 538px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_three1.jpg\">\u003cimg class=\"size-full wp-image-8234\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-16_three1.jpg\" alt=\"\" width=\"528\" height=\"595\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Grand Canyon (top) and Monterey submarine canyon (bottom); credit: MBARI\u003c/p>\n\u003c/div>\n\u003cp>Finally, I’d like to point out that there is even more to discover and learn beyond the canyon itself. As the continental slope transitions to the much flatter open ocean floor (greater than 10,000 feet deep) the deep canyon transitions to a subtler feature. The Monterey submarine fan, shown in the map below, is a depositional feature — it’s where all the sediment that cut the canyon (and much more that simply traveled through it) ended up. This is the submarine equivalent of a delta in some ways.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_four.jpg\">\u003cimg class=\"aligncenter size-full wp-image-8235\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-16_four.jpg\" alt=\"\" width=\"560\" height=\"632\">\u003c/a>\u003cbr>\nNext time you are standing along the coast in Santa Cruz or Monterey and looking out into the ocean remember that there is an entire landscape on the seafloor as beautiful and complex as what we see on land.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">-\u003c/span>\u003c/p>\n\u003cp>- Image comparing Grand Canyon and Monterey Canyon courtesy of \u003ca href=\"http://www.mbari.org/news/publications/ar/chapters/05_canyondynamics.pdf\">this MBARI publication\u003c/a> (link opens a PDF)\u003c/p>\n\u003cp>- First and last images created in \u003ca href=\"http://www.geomapapp.org\">GeoMapApp\u003c/a>, a free web-based software for creating topographic/bathymetric maps\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 36.75428977478731 -122.04959113150835\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_one.jpg\">\u003cimg class=\"alignleft size-full wp-image-8237\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-16_one.jpg\" alt=\"\" width=\"300\" height=\"208\">\u003c/a>\u003cem> \u003c/em>\u003c/span>\u003c/p>\n\u003cp>A few months ago, the QUEST television program included a \u003ca href=\"http://ww2.kqed.org/quest/video/amazing-jellies--siphonophores2\">segment\u003c/a> on various gelatinous marine animals, including jellies, found offshore of central and northern California and featured at the Monterey Bay Aquarium. The beginning of the video segment briefly showed one of the most important habitats for these animals — Monterey submarine canyon. Not unlike on land, features of the undersea landscape have a significant influence on the quantities and diversity of animals. Science involved in understanding the relationship of this “seascape” with submarine ecosystems requires quality maps and the technology to create those maps is improving all the time.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>For this post, I simply wanted to show a few images of the canyon and beyond. As readers on my regular blog know, I just love showing images of our planet’s seafloor. We are currently in an age of exploration and discovery when it comes to mapping the seafloor — in many ways it’s like sending probes to another planet. Many of the images I show in this post are from the \u003ca href=\"http://www.mbari.org/\">Monterey Bay Aquarium Research Institute\u003c/a> (MBARI), which has not only done a lot of the mapping and science, but has also designed and built the technology to do it. See their page on marine geology, including Monterey canyon, \u003ca href=\"http://www.mbari.org/topics/geology/geo-main.htm\">here\u003c/a>.\u003c/p>\n\u003cp>The first image (below) shows the deepest part of Monterey canyon, near the shoreline, cutting across the flat and relatively shallow continental shelf. The yellow arrow represent river sources of sediment that contribute to the longshore currents (red arrows) that funnel the sediment into the canyon and, ultimately, into the deep sea.\u003c/p>\n\u003cp style=\"text-align: left\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_two.jpg\">\u003c/a>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/MBARI.jpg\">\u003cimg class=\"size-full wp-image-8437 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/MBARI.jpg\" alt=\"\" width=\"590\" height=\"412\">\u003c/a>\u003cbr>\nIn fact, it is the movement of sediment through the canyon that is responsible for creating and sculpting the canyon. Not unlike the Colorado River incising into the Colorado Plateau to create the Grand Canyon, these underwater “rivers” of mud, silt, sand, and water rush down the canyon eroding the canyon little by little. Since I’m bringing up the Grand Canyon, I always like to point out the scale of Monterey submarine canyon with the map below, which compares the two canyon systems at the same scale (also from MBARI).\u003c/p>\n\u003cdiv id=\"attachment_8234\" class=\"wp-caption aligncenter\" style=\"width: 538px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-16_three1.jpg\">\u003cimg class=\"size-full wp-image-8234\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-16_three1.jpg\" alt=\"\" width=\"528\" height=\"595\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Grand Canyon (top) and Monterey submarine canyon (bottom); credit: MBARI\u003c/p>\n\u003c/div>\n\u003cp>Finally, I’d like to point out that there is even more to discover and learn beyond the canyon itself. As the continental slope transitions to the much flatter open ocean floor (greater than 10,000 feet deep) the deep canyon transitions to a subtler feature. The Monterey submarine fan, shown in the map below, is a depositional feature — it’s where all the sediment that cut the canyon (and much more that simply traveled through it) ended up. This is the submarine equivalent of a delta in some ways.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/KrisLudwigInterview.jpg\" alt=\"\">\u003c/a>\u003cem>School of Rock participant Amy Work interviews marine \u003cbr>geophysicist Kris Ludwig\u003c/em>\u003c/span>\u003c/p>\n\u003cp>I have just finished my first week at the \u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">School of Rock\u003c/a> on board the research vessel \u003cem>\u003ca href=\"http://joidesresolution.org/\">JOIDES Resolution\u003c/a>\u003c/em>. My fellow \"Rockers\" and I have just four more days on the ship before we are back in port in Victoria, British Columbia. Then we head our separate ways to share our experiences with those back home. The educators participating in the School of Rock have diverse workplaces and audiences, yet we are all developing projects to communicate what we have learned on the \u003cem>JOIDES Resolution\u003c/em> from the scientists (and from each other). These projects will be shared with students, colleagues and other educators around the country.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The theme of \"science careers\" is emerging in many of the projects being developed. As educators, we try to expose students to the numerous career options available in the sciences. On this ship alone, there are scientists with expertise in chemistry and geochemistry, geophysics, paleontology, sedimentology and paleomagnetism--who all collaborate since they concentrate on different areas of oceanography. Beyond the scientists, the ship requires laboratory technicians with many of the same specialties to assist the scientists, as well as drilling engineers and coring technicians. \u003c/p>\n\u003cp>When discussing how we can best demonstrate these disciplines and careers to students, the first thought that comes to mind is using media. By recording the scientists as they talk about their work, we can hear the passion they have for what they do. We can see the animation on their faces as they discuss how what they do makes a difference to society. And we can show students that scientists are real people, with diverse backgrounds, who all took a different path to get where they are today. Let the interviews begin.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.762611 -122.409719\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/KrisLudwigInterview.jpg\" alt=\"\">\u003c/a>\u003cem>School of Rock participant Amy Work interviews marine \u003cbr>geophysicist Kris Ludwig\u003c/em>\u003c/span>\u003c/p>\n\u003cp>I have just finished my first week at the \u003ca href=\"http://ww2.kqed.org/quest/2010/09/07/quest-education-at-the-school-of-rock/\">School of Rock\u003c/a> on board the research vessel \u003cem>\u003ca href=\"http://joidesresolution.org/\">JOIDES Resolution\u003c/a>\u003c/em>. My fellow \"Rockers\" and I have just four more days on the ship before we are back in port in Victoria, British Columbia. Then we head our separate ways to share our experiences with those back home. The educators participating in the School of Rock have diverse workplaces and audiences, yet we are all developing projects to communicate what we have learned on the \u003cem>JOIDES Resolution\u003c/em> from the scientists (and from each other). These projects will be shared with students, colleagues and other educators around the country.\u003c/p>\n\u003cp>\u003c!--more-->\u003c/p>\n\u003cp>The theme of \"science careers\" is emerging in many of the projects being developed. As educators, we try to expose students to the numerous career options available in the sciences. On this ship alone, there are scientists with expertise in chemistry and geochemistry, geophysics, paleontology, sedimentology and paleomagnetism--who all collaborate since they concentrate on different areas of oceanography. Beyond the scientists, the ship requires laboratory technicians with many of the same specialties to assist the scientists, as well as drilling engineers and coring technicians. \u003c/p>\n\u003cp>When discussing how we can best demonstrate these disciplines and careers to students, the first thought that comes to mind is using media. By recording the scientists as they talk about their work, we can hear the passion they have for what they do. We can see the animation on their faces as they discuss how what they do makes a difference to society. And we can show students that scientists are real people, with diverse backgrounds, who all took a different path to get where they are today. Let the interviews begin.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Greater Bay Area Geo-Attractions: Point Reyes National Seashore",
"title": "Greater Bay Area Geo-Attractions: Point Reyes National Seashore",
"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/39/2010/09/header.jpg\" alt=\"\">\u003c/a>\u003cem>The rocks exposed on Point Reyes tell a geologic story that is uniquely Californian.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>This is the first of a series of posts I plan to write highlighting the spectacular and fascinating geology on display in the Bay Area and surrounding region. In many cases, the landscapes and rocks that tell the geologic story of California are also areas where one can see interesting wildlife and where the scenery is beautiful. So, even if you aren’t interested in geology (or, don't think you're interested in geology) I hope the information in these posts might add an extra element to your next trip to the Bay Area outdoors.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>One of the best aspects of being a geologist is acquiring the skills to read the landscape. Geology isn’t so much about picking up some interesting-looking rock and identifying it with its scientific name. Geology, to me, is about looking at the landscape in front of you and pondering how it came to be. This may seem daunting if you don’t have a lot of experience or formal training, but that’s what makes it fun. Ask yourself: Why is that mountain there? Why is that mountain shaped that way? Why is that piece of land sticking out into the ocean like that? Why does that river take that turn there? And so on. Geologists rarely go to a place they’ve never been and magically understand the geology on display at first glance. (And if they do, that’s what we in the field call “arm waving.\")\u003c/p>\n\u003cp>Context is incredibly important — geologists do not go out into a new field area without learning something about the area. That’s certainly true for doing real field research, but it’s also true for visiting a place for fun. Having a simple map and brief description of the fundamental work that was done many decades ago is a fantastic start. Just a little bit of googling nowadays can uncover some fantastic resources to give you that context. This \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/chapter9.pdf\">freely available field guide\u003c/a> (opens a PDF*) from the U.S. Geologic Survey is what I used this past weekend when I visited Point Reyes National Seashore.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_PtReyes-geol-map.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_PtReyes-geol-map.jpg\" alt=\"\" title=\"9-9_PtReyes-geol-map\" width=\"600\" height=\"689\" class=\"size-full wp-image-8043\">\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Generalized geologic map of Point Reyes Peninsula. Credit: \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/http://http://pubs.usgs.gov/of/2005/1127/chapter9.pdf\">USGS\u003c/a>\u003c/p>\n\u003cp>The first thing I do when thinking about the geology of an area is to zoom way out and get the big picture. What are the large-scale geologic features to be aware of? This question is especially important in California because we have the relatively unique experience of being able to view how the geology changes across a tectonic plate boundary. The San Andreas Fault system dominates the larger-scale geologic configuration of the greater Bay Area. Before I moved to California I wasn’t used to asking myself the question: What plate am I on right now? But this is something you need to do in this area. The San Andreas Fault system separates the Pacific plate to the west from the North American plate to the east. While the vast majority of the Pacific plate is oceanic crust covered by the ocean from which it is named, there is a good amount of real estate here in California that can be described as chunks of continental crust. These pieces of crust originated hundreds of miles to the south and have been moved northward over many millions of years along the San Andreas Fault system.\u003c/p>\n\u003cdiv id=\"attachment_8044\" class=\"wp-caption aligncenter\" style=\"width: 610px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_dipping.jpg\">\u003cimg class=\"size-full wp-image-8044\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_dipping.jpg\" alt=\"\" width=\"600\" height=\"449\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Sedimentary rocks exposed along Drake's Bay (photo courtesy of Brian Romans)\u003c/p>\n\u003c/div>\n\u003cp>Point Reyes Peninsula is one such chunk that has been moved northward along this plate boundary. I’ve always been struck by how Point Reyes simply \u003cem>looked\u003c/em> like it was out of place — there it is, this broad peninsula with large rolling hills separated from the “mainland” by the narrow and elongate Tomales Bay. It turns out that Tomales Bay is there because it marks the trace of the San Andrea Fault zone. In many areas, the fault zone is a zone of fractured and weaker rock and, thus, its more easily eroded and expressed as a valley. In this case, the fault zone is very close to the present coast and partially flooded.\u003c/p>\n\u003cp>The geology exposed on the Point Reyes Peninsula is unique compared to the geology to the east of the San Andreas. In addition to the main San Andreas fault displacing this area to the north, another fault, the San Gregorio fault, has displaced the peninsula even further north. I know, it’s a bit confusing, but this is what makes California geology so fun! Putting these puzzle pieces back together is in some cases quite straightforward and, in other cases, the focus of decades of scholarly contention.\u003c/p>\n\u003cdiv id=\"attachment_8045\" class=\"wp-caption aligncenter\" style=\"width: 610px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_beach-cliff.jpg\">\u003cimg class=\"size-full wp-image-8045\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_beach-cliff.jpg\" alt=\"\" width=\"600\" height=\"450\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Beach cliff exposures at Sculptured Beach, Point Reyes (photo courtesy of Brian Romans)\u003c/p>\n\u003c/div>\n\u003cp>The geology on the peninsula itself is fascinating. The Inverness Ridge is a ridge mainly because of the more resistant igneous rock — granite to be specific — that is present there (the pink color in the geologic map above). The green, yellow, and brown colors are much younger, mostly marine, sedimentary rocks that are exposed sporadically on ridges or in valleys inland and also in some beach cliffs along the coast as shown in the photo above.\u003c/p>\n\u003cp>As the map shows there is a relatively small exposure of the same granite exposed along Inverness Ridge that is present at the lighthouse and Chimney Rock way at the end of the point. If you’ve ever been there you know that the point is also topographically higher. The explanation is that the peninsula itself is broadly folded — the two sides of exposed granite (the pink areas on the map) are bent up with the younger, much more easily erodible, sedimentary rocks sitting on top. In fact, the large estuary called Drake’s Estero is the lowest part of the peninsula because it’s the axis, or lowest part, of this broad fold (that northwest-southeast trending double arrow marks the location of this fold axis).\u003c/p>\n\u003cp>The features I describe in this post are the larger-scale patterns that are apparent on the geologic map and what can be seen when you find yourself at one of the many sweeping vistas while hiking the peninsula. The USGS field guide I refer to in this post, and many other online and offline references, discuss the geology of Point Reyes in more detail. If you’re out to view the birds in the wetlands, kayaking Tomales Bay, or simply enjoying the beautiful scenery on a hike think about bringing along one of these geologic field guides to give you a bit of context. You don’t need to study it and be an expert — a little bit of knowledge can go a long way in enriching your experience of the Bay Area’s landscape.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">-\u003c/span>\u003c/p>\n\u003cp>* \u003cspan style=\"color: #808080\">\u003cem>The chapter on Point Reyes is only one of numerous chapters highlighting various locations \u003ca href=\"http://pubs.usgs.gov/of/2005/1127\">in the greater Bay Area to view geology related the San Andreas Fault system.\u003c/a> \u003c/em>\u003c/span>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> 38.082149069461785 -122.92488100938499\u003c/p>\n\n",
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"excerpt": "Point Reyes National Seashore is not only a haven for birds and other wildlife but has a geologic story that is uniquely Californian. Learn about this area in the first in a series of posts highlighting the geology of the Bay Area's scenic landscapes.",
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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/39/2010/09/header.jpg\" alt=\"\">\u003c/a>\u003cem>The rocks exposed on Point Reyes tell a geologic story that is uniquely Californian.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>This is the first of a series of posts I plan to write highlighting the spectacular and fascinating geology on display in the Bay Area and surrounding region. In many cases, the landscapes and rocks that tell the geologic story of California are also areas where one can see interesting wildlife and where the scenery is beautiful. So, even if you aren’t interested in geology (or, don't think you're interested in geology) I hope the information in these posts might add an extra element to your next trip to the Bay Area outdoors.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>One of the best aspects of being a geologist is acquiring the skills to read the landscape. Geology isn’t so much about picking up some interesting-looking rock and identifying it with its scientific name. Geology, to me, is about looking at the landscape in front of you and pondering how it came to be. This may seem daunting if you don’t have a lot of experience or formal training, but that’s what makes it fun. Ask yourself: Why is that mountain there? Why is that mountain shaped that way? Why is that piece of land sticking out into the ocean like that? Why does that river take that turn there? And so on. Geologists rarely go to a place they’ve never been and magically understand the geology on display at first glance. (And if they do, that’s what we in the field call “arm waving.\")\u003c/p>\n\u003cp>Context is incredibly important — geologists do not go out into a new field area without learning something about the area. That’s certainly true for doing real field research, but it’s also true for visiting a place for fun. Having a simple map and brief description of the fundamental work that was done many decades ago is a fantastic start. Just a little bit of googling nowadays can uncover some fantastic resources to give you that context. This \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/chapter9.pdf\">freely available field guide\u003c/a> (opens a PDF*) from the U.S. Geologic Survey is what I used this past weekend when I visited Point Reyes National Seashore.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_PtReyes-geol-map.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_PtReyes-geol-map.jpg\" alt=\"\" title=\"9-9_PtReyes-geol-map\" width=\"600\" height=\"689\" class=\"size-full wp-image-8043\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Generalized geologic map of Point Reyes Peninsula. Credit: \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/http://http://pubs.usgs.gov/of/2005/1127/chapter9.pdf\">USGS\u003c/a>\u003c/p>\n\u003cp>The first thing I do when thinking about the geology of an area is to zoom way out and get the big picture. What are the large-scale geologic features to be aware of? This question is especially important in California because we have the relatively unique experience of being able to view how the geology changes across a tectonic plate boundary. The San Andreas Fault system dominates the larger-scale geologic configuration of the greater Bay Area. Before I moved to California I wasn’t used to asking myself the question: What plate am I on right now? But this is something you need to do in this area. The San Andreas Fault system separates the Pacific plate to the west from the North American plate to the east. While the vast majority of the Pacific plate is oceanic crust covered by the ocean from which it is named, there is a good amount of real estate here in California that can be described as chunks of continental crust. These pieces of crust originated hundreds of miles to the south and have been moved northward over many millions of years along the San Andreas Fault system.\u003c/p>\n\u003cdiv id=\"attachment_8044\" class=\"wp-caption aligncenter\" style=\"width: 610px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_dipping.jpg\">\u003cimg class=\"size-full wp-image-8044\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_dipping.jpg\" alt=\"\" width=\"600\" height=\"449\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Sedimentary rocks exposed along Drake's Bay (photo courtesy of Brian Romans)\u003c/p>\n\u003c/div>\n\u003cp>Point Reyes Peninsula is one such chunk that has been moved northward along this plate boundary. I’ve always been struck by how Point Reyes simply \u003cem>looked\u003c/em> like it was out of place — there it is, this broad peninsula with large rolling hills separated from the “mainland” by the narrow and elongate Tomales Bay. It turns out that Tomales Bay is there because it marks the trace of the San Andrea Fault zone. In many areas, the fault zone is a zone of fractured and weaker rock and, thus, its more easily eroded and expressed as a valley. In this case, the fault zone is very close to the present coast and partially flooded.\u003c/p>\n\u003cp>The geology exposed on the Point Reyes Peninsula is unique compared to the geology to the east of the San Andreas. In addition to the main San Andreas fault displacing this area to the north, another fault, the San Gregorio fault, has displaced the peninsula even further north. I know, it’s a bit confusing, but this is what makes California geology so fun! Putting these puzzle pieces back together is in some cases quite straightforward and, in other cases, the focus of decades of scholarly contention.\u003c/p>\n\u003cdiv id=\"attachment_8045\" class=\"wp-caption aligncenter\" style=\"width: 610px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/09/9-9_beach-cliff.jpg\">\u003cimg class=\"size-full wp-image-8045\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/09/9-9_beach-cliff.jpg\" alt=\"\" width=\"600\" height=\"450\">\u003c/a>\n\u003cp class=\"wp-caption-text\">Beach cliff exposures at Sculptured Beach, Point Reyes (photo courtesy of Brian Romans)\u003c/p>\n\u003c/div>\n\u003cp>The geology on the peninsula itself is fascinating. The Inverness Ridge is a ridge mainly because of the more resistant igneous rock — granite to be specific — that is present there (the pink color in the geologic map above). The green, yellow, and brown colors are much younger, mostly marine, sedimentary rocks that are exposed sporadically on ridges or in valleys inland and also in some beach cliffs along the coast as shown in the photo above.\u003c/p>\n\u003cp>As the map shows there is a relatively small exposure of the same granite exposed along Inverness Ridge that is present at the lighthouse and Chimney Rock way at the end of the point. If you’ve ever been there you know that the point is also topographically higher. The explanation is that the peninsula itself is broadly folded — the two sides of exposed granite (the pink areas on the map) are bent up with the younger, much more easily erodible, sedimentary rocks sitting on top. In fact, the large estuary called Drake’s Estero is the lowest part of the peninsula because it’s the axis, or lowest part, of this broad fold (that northwest-southeast trending double arrow marks the location of this fold axis).\u003c/p>\n\u003cp>The features I describe in this post are the larger-scale patterns that are apparent on the geologic map and what can be seen when you find yourself at one of the many sweeping vistas while hiking the peninsula. The USGS field guide I refer to in this post, and many other online and offline references, discuss the geology of Point Reyes in more detail. If you’re out to view the birds in the wetlands, kayaking Tomales Bay, or simply enjoying the beautiful scenery on a hike think about bringing along one of these geologic field guides to give you a bit of context. You don’t need to study it and be an expert — a little bit of knowledge can go a long way in enriching your experience of the Bay Area’s landscape.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">-\u003c/span>\u003c/p>\n\u003cp>* \u003cspan style=\"color: #808080\">\u003cem>The chapter on Point Reyes is only one of numerous chapters highlighting various locations \u003ca href=\"http://pubs.usgs.gov/of/2005/1127\">in the greater Bay Area to view geology related the San Andreas Fault system.\u003c/a> \u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"order": 9
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"id": "fresh-air",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
},
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
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"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"order": 11
},
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"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
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"order": 14
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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