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(Photo: Leigh Vogel/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp style=\"text-align: left\">In the week leading up to Presidents' Day, Michael Brune, the national executive director of the Sierra Club, \u003ca href=\"http://ww2.kqed.org/news/2013/02/13/sierra-club-chief-arrested-at-keystone-xl-pipeline-protest/\">found himself in handcuffs\u003c/a>, after strapping himself to the White House gates. He and other protesters are hoping to spur President Obama toward bold action to combat climate change with what's being billed as the biggest rally ever for climate action in this country. The Presidents' Day events in several cities, including San Francisco, where the Sierra Club is headquartered, mark a new, more aggressive stance for the organization spawned by John Muir. Brune's arrest was the first of a Sierra Club chief in the club's 120-year history.\u003c/p>\n\u003cp>Brune's not just rattling the gates from the outside, though. He managed to get sprung in time for the Valentine's Day roll-out of a major climate bill by Democratic Senators Barbara Boxer and Bernie Sanders. It would tax carbon emissions, tighten regulations on fracking and provide investments for clean energy and energy efficiency upgrades.\u003c/p>\n\u003cp>KQED Science Editor Craig Miller sat down with Brune before he left for Washington to talk with him about climate action, the Keystone XL pipeline, and fracking. This is an edited transcript of their conversation.\u003c/p>\n\u003cp>\u003cstrong>Craig Miller:\u003c/strong> Many people were stunned when the president devoted a full paragraph to the climate issue in his inaugural address. Were you among those stunned people up there?\u003cbr>\n\u003cstrong>\u003cbr>\nMichael Brune:\u003c/strong> I was certainly very pleased. The president gave more word space to climate change than any other issue during his inauguration. He articulated both the moral obligation we have to fight climate change and the fact that when we transition to clean energy, there will be great economic benefit brought to all Americans. So it was very encouraging.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Surprising talk, but on the action front how would you grade this president so far? Have you been a little disappointed?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Looking at his first term, you can simultaneously say that the president did more than any other president when it comes to climate change, particularly if you look at all the rules that the EPA put forward to improve public health that had an impact on fossil fuels. You could say he has done an insufficient job in that there’s a lot of things the president could do and should do that he hasn’t yet done. \u003cstrong>\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"He has to talk about climate every time that there’s another massive wildfire...or another super-storm hits.\"\u003c/aside>\n\u003cp>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> I think the reason a lot of people were surprised was the word climate just about disappeared from his vocabulary for an extended period of time.\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Yeah, you know that’s disappointing. There’s really no other way to put it other than the fact that the president has the opportunity to lead not just the American people, but to lead the world in an all-out, concerted, thoughtful, but relentless effort to move away from dirty fuels and to embrace clean energy. He has to talk about climate every time that there’s another massive wildfire, or a crippling drought, or another super-storm hits. We have to be able to connect these extreme weather events to the fact that our climate is destabilizing as we speak. This is not something that can be addressed through the occasional mention or even the occasional rule put forward by his administration.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Do you think there’s been a sort of – no pun intended – sea change, a shift? Are people, are policymakers ready to see and hear what’s happening in your opinion?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> I think so. I spend a fair amount of time on Capitol Hill and you can tell people’s opinions have shifted just in the last six months. The reason for that is the American public’s opinions have shifted. There was a poll put out last week by Duke University that said 84% of all Americans believe that climate change is real, it’s man-made, it’s happening and that the solutions to climate change are here. So you’re seeing that reflected in a thawing, let’s say, of some of the attitudes that we often see on Capitol Hill. The question remains is whether or not this will lead to meaningful action.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> So what’s the most important first step that the president and Congress could take right now?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Job one is to reject the Keystone XL pipeline. We should not be building out new fossil fuel infrastructure at the same time we want to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> This is the big pipeline that is designed to bring Canadian oil sands all the way down to the Gulf Coast for refining. There’s a lot of opposition to it, but here in California, it’s an issue that feels remote to a lot of people. Why does it matter to us out here?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> There are two reasons why it matters. First is that this would be the biggest pipeline coming down from the tar sands. The tar sands is the dirtiest oil on the planet, and this pipeline would take 830,000 barrels of oil from the tar sands every day, bring it all the way through this country, and then have most of it be exported outside the U.S. borders. This will, by itself, contribute to global warming. But it’s also a symbol of the fact that we cannot continue to invest in dirty fuel sources whether it’s drilling in the Arctic, mountaintop removal in Appalachia, this tar sands project, fracking that’s happening across the country. We can’t continue to put billions of dollars of infrastructure into fossil fuels when we need to start investing that money toward clean energy solutions instead.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> In fact, we’re waiting to hear from the president on (the Keystone XL project) issue. What if he approves it? What then?\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> We’re actually waiting to hear from the president on all of these issues. We’re waiting to hear from the president on how drilling should take place in the Arctic when we’re trying to reduce our dependence on fossil fuels. We’re waiting to see leadership from the president on the tar sands, as well. We’re waiting for a ruling that this pipeline should not be built. We’d like to see the president take on fracking as well as mountaintop removal. \u003cstrong>\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"The big rally on the National Mall was designed to inspire the president so that his ambition meets the scale of this challenge.\"\u003c/aside>\n\u003cp>\u003c/p>\n\u003cp>The big rally on the National Mall was designed to inspire the president so that his ambition meets the scale of this challenge. We want to see the president reject the Keystone XL pipeline, but we want to see him go much farther than that. There’s an opportunity to regulate carbon pollution from smokestacks and refineries all across the country. There’s an opportunity to turn away from Arctic drilling and there’s an even bigger opportunity to invest in clean energy like solar and wind that will help to replace these dirty fuels. That creates more jobs and cuts air and water emissions at the same time.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Let’s talk about fracking. This is short for hydraulic fracturing the tech used to extract oil and gas from underground rock formations, stuff that was tough to get at before new technology made it possible. They’ve been\u003ca href=\"http://ww2.kqed.org/quest/audio/with-large-oil-reserve-california-faces-fracking-debate/\"> fracking in California\u003c/a> for oil in different ways but now it seems like there’s this new boom on its way here with the Monterey shale formation in Central California. How concerned are you about that?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> As a parent, I’m very concerned about the impacts of fracking on our air, our water and our climate particularly when there are much better solutions to meet our energy needs, particularly in California, where we’ve got solar that’s just growing by leaps and bounds and wind resources that are not fully utilized. We know that in the 21st century our economy will be based on energy that’s safe, secure and sustainable. We don’t need to be investing in fracking, or more oil drilling, mountaintop removal or more coal mining when we know that solar and wind can do a better job.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> But you can’t just throw a switch and tomorrow morning everything’s clean and renewable. In 2012, for example, U.S. greenhouse gas emissions fell to their lowest point in 20 years, and a lot of the credit for that is going to fracking for gas – cheap natural gas – which is cleaner than burning coal. Don’t you need to do some of that?\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> Let’s be really clear here. Greenhouse gas emissions have fallen to 20 year lows and the reason for that is not because of fracking -- in no way, shape or form. The reason for that is we are replacing coal plants with a variety of clean energy sources. In most cases, wind and solar are taking up a bigger share of the energy mix than fracking ever is. Case in point, in 2012 there were more new wind resources brought online than natural gas. There was more solar and wind than all fossil fuel sources combined. What we are seeing right now is the United States slowly, but with increasing speed, is beginning to get off of fossil fuels -- at a much slower pace than we should, but it’s starting to happen.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Going back to the D.C. rally, this kind of street-level activism is kind of a new direction for the Sierra Club, and it’s pretty much your doing since you took over. You must be getting some push back from some members who still see the primary mission of the Sierra Club as conservation of public lands and restoration of natural resources. Are you hearing some of that?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Not really. The mission of the Sierra Club is very simple. It’s to explore, enjoy and protect the planet. We have Sierra Club members who have been volunteering with us for decades, some members who have been volunteering for a couple weeks, but all of them are united around a very simple credo. We know that getting into the outdoors inspires further activism and we also know that there are solutions to some of our country’s biggest environmental problems. The demonstration on the National Mall over the weekend and the rallies we are holding across the country really does tap into a long-held tradition that Sierra Club members want to participate in bringing out solutions to our country’s problems, and they know there are a lot of ways to get there.\u003cbr>\n\u003cstrong>\u003cbr>\nMiler:\u003c/strong> We had Jim Hansen here in the same studio for an interview recently – a certified climate change legend from NASA – who says that California’s whole approach is half-baked. We’d be much better off with a straight-on carbon tax than this complicated market-based cap-and-trade system that we’re using.\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Hansen has a point. Most economists that you talk to will view a carbon tax as a much more efficient and, thus, much more effective way of putting a price on carbon and hastening a tradition toward clean energy resources. But it’s also true that California is making more progress than any other state in de-carbonizing and transitioning to clean energy.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Speaking of presidential decisions, Sally Jewell is Mr. Obama’s choice for the new Secretary of the Interior, currently the CEO of REI, the outdoor clothing and gear company out of Seattle. What specifically does Jewell bring to the table?\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> What Sally brings is potential for a sea change in terms of how the Department of Interior looks at natural resources. For the last century or more, most people who have been in her position have looked at the oil, or timber or gas as a resource to exploit. What Sally recognizes is that there’s more economic gain from protecting our public resources, but also there’s great opportunity to expand protection to benefit wildlife, landscapes and the communities that surround them. We’re very optimistic that when she assumes this position, we’ll have a great opportunity to get more people in the outdoors and then have those folks be active part in helping to protect our last remaining natural treasures.\u003c/p>\n\n","blocks":[],"excerpt":"For the first time in the Sierra Club's 120-year history, its national head was arrested for an act of civil disobedience. It signals a new, more aggressive stance for the organization spawned by John Muir.","status":"publish","parent":0,"modified":1368130340,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":2187},"headData":{"title":"Sierra Club Director: Time to Take Climate Action to the Streets | KQED","description":"For the first time in the Sierra Club's 120-year history, its national head was arrested for an act of civil disobedience. It signals a new, more aggressive stance for the organization spawned by John Muir.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Sierra Club Director: Time to Take Climate Action to the Streets","datePublished":"2013-02-15T21:20:15.000Z","dateModified":"2013-05-09T20:12:20.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"49620 http://science.kqed.org/quest/?post_type=audio_reports&p=49620","disqusUrl":"https://ww2.kqed.org/quest/2013/02/15/sierra-club-director-time-to-take-climate-action-to-the-streets/","disqusTitle":"Sierra Club Director: Time to Take Climate Action to the Streets","WpOldSlug":"west-coast-a-test-bed-for-ocean-acidification-2","path":"/quest/49620/sierra-club-director-time-to-take-climate-action-to-the-streets","audioUrl":"http://www.kqed.org/.stream/anon/radio/quest/2013/02/20130218science.mp3","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"audioLink","attributes":{"named":{"src":"http://www.kqed.org/.stream/anon/radio/quest/2013/02/20130218science.mp3"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_49641\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/02/micahelbrune.jpg\">\u003cimg class=\"size-full wp-image-49641\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/02/micahelbrune.jpg\" alt=\"\" width=\"640\" height=\"360\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/02/micahelbrune.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/02/micahelbrune-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Julian Bond and Michael Brune protest against Keystone XL Pipeline at Lafayette Park on Feb 13, 2013 in Washington, DC. (Photo: Leigh Vogel/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp style=\"text-align: left\">In the week leading up to Presidents' Day, Michael Brune, the national executive director of the Sierra Club, \u003ca href=\"http://ww2.kqed.org/news/2013/02/13/sierra-club-chief-arrested-at-keystone-xl-pipeline-protest/\">found himself in handcuffs\u003c/a>, after strapping himself to the White House gates. He and other protesters are hoping to spur President Obama toward bold action to combat climate change with what's being billed as the biggest rally ever for climate action in this country. The Presidents' Day events in several cities, including San Francisco, where the Sierra Club is headquartered, mark a new, more aggressive stance for the organization spawned by John Muir. Brune's arrest was the first of a Sierra Club chief in the club's 120-year history.\u003c/p>\n\u003cp>Brune's not just rattling the gates from the outside, though. He managed to get sprung in time for the Valentine's Day roll-out of a major climate bill by Democratic Senators Barbara Boxer and Bernie Sanders. It would tax carbon emissions, tighten regulations on fracking and provide investments for clean energy and energy efficiency upgrades.\u003c/p>\n\u003cp>KQED Science Editor Craig Miller sat down with Brune before he left for Washington to talk with him about climate action, the Keystone XL pipeline, and fracking. This is an edited transcript of their conversation.\u003c/p>\n\u003cp>\u003cstrong>Craig Miller:\u003c/strong> Many people were stunned when the president devoted a full paragraph to the climate issue in his inaugural address. Were you among those stunned people up there?\u003cbr>\n\u003cstrong>\u003cbr>\nMichael Brune:\u003c/strong> I was certainly very pleased. The president gave more word space to climate change than any other issue during his inauguration. He articulated both the moral obligation we have to fight climate change and the fact that when we transition to clean energy, there will be great economic benefit brought to all Americans. So it was very encouraging.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Surprising talk, but on the action front how would you grade this president so far? Have you been a little disappointed?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Looking at his first term, you can simultaneously say that the president did more than any other president when it comes to climate change, particularly if you look at all the rules that the EPA put forward to improve public health that had an impact on fossil fuels. You could say he has done an insufficient job in that there’s a lot of things the president could do and should do that he hasn’t yet done. \u003cstrong>\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"He has to talk about climate every time that there’s another massive wildfire...or another super-storm hits.\"\u003c/aside>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> I think the reason a lot of people were surprised was the word climate just about disappeared from his vocabulary for an extended period of time.\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Yeah, you know that’s disappointing. There’s really no other way to put it other than the fact that the president has the opportunity to lead not just the American people, but to lead the world in an all-out, concerted, thoughtful, but relentless effort to move away from dirty fuels and to embrace clean energy. He has to talk about climate every time that there’s another massive wildfire, or a crippling drought, or another super-storm hits. We have to be able to connect these extreme weather events to the fact that our climate is destabilizing as we speak. This is not something that can be addressed through the occasional mention or even the occasional rule put forward by his administration.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Do you think there’s been a sort of – no pun intended – sea change, a shift? Are people, are policymakers ready to see and hear what’s happening in your opinion?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> I think so. I spend a fair amount of time on Capitol Hill and you can tell people’s opinions have shifted just in the last six months. The reason for that is the American public’s opinions have shifted. There was a poll put out last week by Duke University that said 84% of all Americans believe that climate change is real, it’s man-made, it’s happening and that the solutions to climate change are here. So you’re seeing that reflected in a thawing, let’s say, of some of the attitudes that we often see on Capitol Hill. The question remains is whether or not this will lead to meaningful action.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> So what’s the most important first step that the president and Congress could take right now?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Job one is to reject the Keystone XL pipeline. We should not be building out new fossil fuel infrastructure at the same time we want to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> This is the big pipeline that is designed to bring Canadian oil sands all the way down to the Gulf Coast for refining. There’s a lot of opposition to it, but here in California, it’s an issue that feels remote to a lot of people. Why does it matter to us out here?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> There are two reasons why it matters. First is that this would be the biggest pipeline coming down from the tar sands. The tar sands is the dirtiest oil on the planet, and this pipeline would take 830,000 barrels of oil from the tar sands every day, bring it all the way through this country, and then have most of it be exported outside the U.S. borders. This will, by itself, contribute to global warming. But it’s also a symbol of the fact that we cannot continue to invest in dirty fuel sources whether it’s drilling in the Arctic, mountaintop removal in Appalachia, this tar sands project, fracking that’s happening across the country. We can’t continue to put billions of dollars of infrastructure into fossil fuels when we need to start investing that money toward clean energy solutions instead.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> In fact, we’re waiting to hear from the president on (the Keystone XL project) issue. What if he approves it? What then?\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> We’re actually waiting to hear from the president on all of these issues. We’re waiting to hear from the president on how drilling should take place in the Arctic when we’re trying to reduce our dependence on fossil fuels. We’re waiting to see leadership from the president on the tar sands, as well. We’re waiting for a ruling that this pipeline should not be built. We’d like to see the president take on fracking as well as mountaintop removal. \u003cstrong>\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"The big rally on the National Mall was designed to inspire the president so that his ambition meets the scale of this challenge.\"\u003c/aside>\n\u003cp>\u003c/p>\n\u003cp>The big rally on the National Mall was designed to inspire the president so that his ambition meets the scale of this challenge. We want to see the president reject the Keystone XL pipeline, but we want to see him go much farther than that. There’s an opportunity to regulate carbon pollution from smokestacks and refineries all across the country. There’s an opportunity to turn away from Arctic drilling and there’s an even bigger opportunity to invest in clean energy like solar and wind that will help to replace these dirty fuels. That creates more jobs and cuts air and water emissions at the same time.\u003cbr>\n\u003cstrong>\u003cbr>\nMiller:\u003c/strong> Let’s talk about fracking. This is short for hydraulic fracturing the tech used to extract oil and gas from underground rock formations, stuff that was tough to get at before new technology made it possible. They’ve been\u003ca href=\"http://ww2.kqed.org/quest/audio/with-large-oil-reserve-california-faces-fracking-debate/\"> fracking in California\u003c/a> for oil in different ways but now it seems like there’s this new boom on its way here with the Monterey shale formation in Central California. How concerned are you about that?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> As a parent, I’m very concerned about the impacts of fracking on our air, our water and our climate particularly when there are much better solutions to meet our energy needs, particularly in California, where we’ve got solar that’s just growing by leaps and bounds and wind resources that are not fully utilized. We know that in the 21st century our economy will be based on energy that’s safe, secure and sustainable. We don’t need to be investing in fracking, or more oil drilling, mountaintop removal or more coal mining when we know that solar and wind can do a better job.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> But you can’t just throw a switch and tomorrow morning everything’s clean and renewable. In 2012, for example, U.S. greenhouse gas emissions fell to their lowest point in 20 years, and a lot of the credit for that is going to fracking for gas – cheap natural gas – which is cleaner than burning coal. Don’t you need to do some of that?\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> Let’s be really clear here. Greenhouse gas emissions have fallen to 20 year lows and the reason for that is not because of fracking -- in no way, shape or form. The reason for that is we are replacing coal plants with a variety of clean energy sources. In most cases, wind and solar are taking up a bigger share of the energy mix than fracking ever is. Case in point, in 2012 there were more new wind resources brought online than natural gas. There was more solar and wind than all fossil fuel sources combined. What we are seeing right now is the United States slowly, but with increasing speed, is beginning to get off of fossil fuels -- at a much slower pace than we should, but it’s starting to happen.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Going back to the D.C. rally, this kind of street-level activism is kind of a new direction for the Sierra Club, and it’s pretty much your doing since you took over. You must be getting some push back from some members who still see the primary mission of the Sierra Club as conservation of public lands and restoration of natural resources. Are you hearing some of that?\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Not really. The mission of the Sierra Club is very simple. It’s to explore, enjoy and protect the planet. We have Sierra Club members who have been volunteering with us for decades, some members who have been volunteering for a couple weeks, but all of them are united around a very simple credo. We know that getting into the outdoors inspires further activism and we also know that there are solutions to some of our country’s biggest environmental problems. The demonstration on the National Mall over the weekend and the rallies we are holding across the country really does tap into a long-held tradition that Sierra Club members want to participate in bringing out solutions to our country’s problems, and they know there are a lot of ways to get there.\u003cbr>\n\u003cstrong>\u003cbr>\nMiler:\u003c/strong> We had Jim Hansen here in the same studio for an interview recently – a certified climate change legend from NASA – who says that California’s whole approach is half-baked. We’d be much better off with a straight-on carbon tax than this complicated market-based cap-and-trade system that we’re using.\u003cbr>\n\u003cstrong>\u003cbr>\nBrune:\u003c/strong> Hansen has a point. Most economists that you talk to will view a carbon tax as a much more efficient and, thus, much more effective way of putting a price on carbon and hastening a tradition toward clean energy resources. But it’s also true that California is making more progress than any other state in de-carbonizing and transitioning to clean energy.\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Speaking of presidential decisions, Sally Jewell is Mr. Obama’s choice for the new Secretary of the Interior, currently the CEO of REI, the outdoor clothing and gear company out of Seattle. What specifically does Jewell bring to the table?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Brune:\u003c/strong> What Sally brings is potential for a sea change in terms of how the Department of Interior looks at natural resources. For the last century or more, most people who have been in her position have looked at the oil, or timber or gas as a resource to exploit. What Sally recognizes is that there’s more economic gain from protecting our public resources, but also there’s great opportunity to expand protection to benefit wildlife, landscapes and the communities that surround them. We’re very optimistic that when she assumes this position, we’ll have a great opportunity to get more people in the outdoors and then have those folks be active part in helping to protect our last remaining natural treasures.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/49620/sierra-club-director-time-to-take-climate-action-to-the-streets","authors":["221"],"categories":["quest_6","quest_9"],"tags":["quest_252","quest_621","quest_11518","quest_11731","quest_13203","quest_2629"],"featImg":"quest_49641","label":"quest"},"quest_45692":{"type":"posts","id":"quest_45692","meta":{"index":"posts_1591205157","site":"quest","id":"45692","score":null,"sort":[1349453448000]},"guestAuthors":[],"slug":"century-old-battle-over-yosemites-second-valley-heats-up","title":"Century-Old Battle Over Yosemite's 'Second Valley' Heats Up","publishDate":1349453448,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{},"content":"\u003cp>When San Francisco voters head to the polls in a few weeks, they’ll be weighing in on one of California’s oldest environmental battles. A large part of San Francisco’s water supply is stored inside a national park – in a reservoir built in Yosemite’s Hetch Hetchy Valley.\u003c/p>\n\u003cp>Environmentalists all the way back to John Muir have called on the city to store its water elsewhere so the valley can be restored. A November ballot measure would require the city to develop a plan to do that. But the battle over Hetch Hetchy is just as fierce today as it was a century ago.\u003c/p>\n\u003cp>It’s evident when you drive up to the entrance booth in Yosemite National Park on your way to Hetch Hetchy Reservoir. The ranger hands you a brochure from the San Francisco Public Utilities Commission that reads: “20th century engineering marvel. Hetch Hetchy Reservoir is the keystone of this clean, efficient water and power delivery system.”\u003c/p>\n\u003cp>Why would a city agency pass out promotional pamphlets about a reservoir? Probably to respond to people like Mike Marshall.\u003c/p>\n\u003cp>“This belongs to the American people. And what we can do – what San Francisco can be leaders in is draining this and bringing this incredible place back to life,” says Marshall, director of Restore Hetch Hetchy.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>His group has a singular goal: drain the reservoir and make the valley a second Yosemite Valley. And for the first time in decades, that goal is in reach. Measure F on the San Francisco ballot would require the public utilities commission to draw up a plan, at the cost of $8 million, for draining the reservoir and finding new water storage. In 2016, that plan would go before San Francisco voters.\u003c/p>\n\u003cfigure id=\"attachment_45701\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/HetchHistoric.jpg\">\u003cimg class=\"size-full wp-image-45701\" title=\"HetchHistoric\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/HetchHistoric.jpg\" alt=\"\" width=\"320\" height=\"217\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hetch Hetchy Valley in 1906. Photo: USGS.\u003c/figcaption>\u003c/figure>\n\u003cp>“We thought ‘what a great debate to have.’ Now that we know what we know, should we revisit a decision 100 years ago that had huge environmental consequences?” Marshall says.\u003c/p>\n\u003cp>\u003cstrong>History of a Valley Turned Reservoir\u003c/strong>\u003c/p>\n\u003cp>Yosemite was already a national park when San Francisco went looking for a reliable water supply a century ago. The idea for a new reservoir didn’t get much traction until the 1906 earthquake, when much of the city burned to the ground. “They used that as a rallying cry and it was a huge battle in Congress,” Marshall says.\u003c/p>\n\u003cp>Naturalist John Muir led the fight against it. He wrote about the valley’s sheer granite cliffs and scenic waterfalls, calling it a twin to Yosemite Valley.\u003c/p>\n\u003cp>Eventually, he lost, and San Francisco began building the O’Shaughnessy dam in 1914 to collect water from the Tuolumne River. “Although they lost the battle, they launched a national environmental movement.”\u003c/p>\n\u003cp>Today the valley is under 300 feet of water, which supplies two and a half million people in San Francisco and cities around Silicon Valley. But the battle over Hetch Hetchy never really went away. In 1955, Sierra Club director David Brower made a film called “\u003ca href=\"http://vimeo.com/47620162\">Two Yosemites\u003c/a>.”\u003c/p>\n\u003cp>In 1988, the National Park Service \u003ca href=\"http://www.sierraclub.org/ca/hetchhetchy/nps_hh_restoration.pdf\">released a study\u003c/a> about what would happen to the landscape if the reservoir was drained.\u003c/p>\n\u003cp>“Within a year of the river reclaiming itself, you’ll start to see green meadows along the banks. And within a few years you’ll start to see saplings and trees come up,” Marshall says. Within 50 years, the report says, oak woodlands would return and pine trees would be 50 feet tall.\u003c/p>\n\u003cp>Of course, there’s the question of what happens to the water supply. Marshall says it can be stored elsewhere. “People mistakenly believe Hetch Hetchy is our only reservoir. It’s one of nine reservoirs. So what our initiative does is ask San Francisco to plan to consolidate from nine to eight reservoirs.”\u003c/p>\n\u003cp>Marshall says by expanding other reservoirs, using underground storage and recycling more water, San Francisco could make up for Hetch Hetchy’s storage. “We don’t recycle any water. We’ve stopped, for all intents and purposes, using groundwater, except for a little bit. Those are things we’re going to have to do anyway.\"\u003c/p>\n\u003cp>\u003cstrong>'Things Were Different Then'\u003c/strong>\u003c/p>\n\u003cp>“We are looking at recycled water. We are building recycled water plants. We are building groundwater pumping wells,” says Michael Carlin, deputy general manager of the San Francisco PUC.\u003c/p>\n\u003cfigure id=\"attachment_45703\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/DSC00377.jpg\">\u003cimg class=\"size-full wp-image-45703\" title=\"DSC00377\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/DSC00377.jpg\" alt=\"\" width=\"320\" height=\"213\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Tuolumne River emerges below the O’Shaughnessy dam.\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re looking at all those things. And to say, gee whiz, you also should just plan that your system is gone... doesn’t make any sense.” As a public employee, Carlin says he can’t take a position on the issue, but he has concerns.\u003c/p>\n\u003cp>The Hetch Hetchy system is reliable, he says. The water is so clean, it doesn’t require filtration. And the PUC doesn’t own all the reservoirs in the system, so Carlin says they’d have to rely on other water districts if the reservoir was drained.\u003c/p>\n\u003cp>“Asking them if they’re willing to store San Francisco’s water there, the answer that we’ve gotten from them at least is no,” says Carlin.\u003c/p>\n\u003cp>Then there’s the cost. Studies throughout the years have put it between one and 10 billion dollars.\u003c/p>\n\u003cp>The SFPUC has never studied it, but Carlin doubts that would help. “There have been extensive studies in the past. They have come to the same conclusion which is just a set of questions. And the issue is whether any additional study will just lead you to the same set of questions.”\u003c/p>\n\u003cp>The ballot measure has a number of opponents: San Francisco Mayor Ed Lee, Senator Dianne Feinstein and the Silicon Valley Leadership Group, who say it’s a huge risk, because businesses depend on reliable water.\u003c/p>\n\u003cp>“If we were to propose building this reservoir today in a national park, chances are it wouldn’t happen. But it happened in 1913. Things were different then,” Carlin says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On November 6th, San Francisco voters will decide if they want to take a step toward rewriting that history.\u003c/p>\n\n","blocks":[],"excerpt":"One of California's oldest environmental battles is on the San Francisco ballot. Hetch Hetchy Valley in Yosemite National Park holds most of San Francisco's water supply. But some environmental groups want to turn back the clock.","status":"publish","parent":0,"modified":1450498888,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":28,"wordCount":1060},"headData":{"title":"Century-Old Battle Over Yosemite's 'Second Valley' Heats Up | KQED","description":"One of California's oldest environmental battles is on the San Francisco ballot. Hetch Hetchy Valley in Yosemite National Park holds most of San Francisco's water supply. But some environmental groups want to turn back the clock.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Century-Old Battle Over Yosemite's 'Second Valley' Heats Up","datePublished":"2012-10-05T16:10:48.000Z","dateModified":"2015-12-19T04:21:28.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"45692 http://science.kqed.org/quest/?post_type=audio_reports&p=45692","disqusUrl":"https://ww2.kqed.org/quest/2012/10/05/century-old-battle-over-yosemites-second-valley-heats-up/","disqusTitle":"Century-Old Battle Over Yosemite's 'Second Valley' Heats Up","source":"Environment","sourceUrl":"https://ww2.kqed.org/quest/category/environment/","audioUrl":"http://www.kqed.org/.stream/anon/radio/quest/2012/10/20121008science.mp3","WpOldSlug":"west-coast-a-test-bed-for-ocean-acidification-2","path":"/quest/45692/century-old-battle-over-yosemites-second-valley-heats-up","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>When San Francisco voters head to the polls in a few weeks, they’ll be weighing in on one of California’s oldest environmental battles. A large part of San Francisco’s water supply is stored inside a national park – in a reservoir built in Yosemite’s Hetch Hetchy Valley.\u003c/p>\n\u003cp>Environmentalists all the way back to John Muir have called on the city to store its water elsewhere so the valley can be restored. A November ballot measure would require the city to develop a plan to do that. But the battle over Hetch Hetchy is just as fierce today as it was a century ago.\u003c/p>\n\u003cp>It’s evident when you drive up to the entrance booth in Yosemite National Park on your way to Hetch Hetchy Reservoir. The ranger hands you a brochure from the San Francisco Public Utilities Commission that reads: “20th century engineering marvel. Hetch Hetchy Reservoir is the keystone of this clean, efficient water and power delivery system.”\u003c/p>\n\u003cp>Why would a city agency pass out promotional pamphlets about a reservoir? Probably to respond to people like Mike Marshall.\u003c/p>\n\u003cp>“This belongs to the American people. And what we can do – what San Francisco can be leaders in is draining this and bringing this incredible place back to life,” says Marshall, director of Restore Hetch Hetchy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>His group has a singular goal: drain the reservoir and make the valley a second Yosemite Valley. And for the first time in decades, that goal is in reach. Measure F on the San Francisco ballot would require the public utilities commission to draw up a plan, at the cost of $8 million, for draining the reservoir and finding new water storage. In 2016, that plan would go before San Francisco voters.\u003c/p>\n\u003cfigure id=\"attachment_45701\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/HetchHistoric.jpg\">\u003cimg class=\"size-full wp-image-45701\" title=\"HetchHistoric\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/HetchHistoric.jpg\" alt=\"\" width=\"320\" height=\"217\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hetch Hetchy Valley in 1906. Photo: USGS.\u003c/figcaption>\u003c/figure>\n\u003cp>“We thought ‘what a great debate to have.’ Now that we know what we know, should we revisit a decision 100 years ago that had huge environmental consequences?” Marshall says.\u003c/p>\n\u003cp>\u003cstrong>History of a Valley Turned Reservoir\u003c/strong>\u003c/p>\n\u003cp>Yosemite was already a national park when San Francisco went looking for a reliable water supply a century ago. The idea for a new reservoir didn’t get much traction until the 1906 earthquake, when much of the city burned to the ground. “They used that as a rallying cry and it was a huge battle in Congress,” Marshall says.\u003c/p>\n\u003cp>Naturalist John Muir led the fight against it. He wrote about the valley’s sheer granite cliffs and scenic waterfalls, calling it a twin to Yosemite Valley.\u003c/p>\n\u003cp>Eventually, he lost, and San Francisco began building the O’Shaughnessy dam in 1914 to collect water from the Tuolumne River. “Although they lost the battle, they launched a national environmental movement.”\u003c/p>\n\u003cp>Today the valley is under 300 feet of water, which supplies two and a half million people in San Francisco and cities around Silicon Valley. But the battle over Hetch Hetchy never really went away. In 1955, Sierra Club director David Brower made a film called “\u003ca href=\"http://vimeo.com/47620162\">Two Yosemites\u003c/a>.”\u003c/p>\n\u003cp>In 1988, the National Park Service \u003ca href=\"http://www.sierraclub.org/ca/hetchhetchy/nps_hh_restoration.pdf\">released a study\u003c/a> about what would happen to the landscape if the reservoir was drained.\u003c/p>\n\u003cp>“Within a year of the river reclaiming itself, you’ll start to see green meadows along the banks. And within a few years you’ll start to see saplings and trees come up,” Marshall says. Within 50 years, the report says, oak woodlands would return and pine trees would be 50 feet tall.\u003c/p>\n\u003cp>Of course, there’s the question of what happens to the water supply. Marshall says it can be stored elsewhere. “People mistakenly believe Hetch Hetchy is our only reservoir. It’s one of nine reservoirs. So what our initiative does is ask San Francisco to plan to consolidate from nine to eight reservoirs.”\u003c/p>\n\u003cp>Marshall says by expanding other reservoirs, using underground storage and recycling more water, San Francisco could make up for Hetch Hetchy’s storage. “We don’t recycle any water. We’ve stopped, for all intents and purposes, using groundwater, except for a little bit. Those are things we’re going to have to do anyway.\"\u003c/p>\n\u003cp>\u003cstrong>'Things Were Different Then'\u003c/strong>\u003c/p>\n\u003cp>“We are looking at recycled water. We are building recycled water plants. We are building groundwater pumping wells,” says Michael Carlin, deputy general manager of the San Francisco PUC.\u003c/p>\n\u003cfigure id=\"attachment_45703\" class=\"wp-caption alignleft\" style=\"max-width: 320px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/DSC00377.jpg\">\u003cimg class=\"size-full wp-image-45703\" title=\"DSC00377\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/DSC00377.jpg\" alt=\"\" width=\"320\" height=\"213\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Tuolumne River emerges below the O’Shaughnessy dam.\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re looking at all those things. And to say, gee whiz, you also should just plan that your system is gone... doesn’t make any sense.” As a public employee, Carlin says he can’t take a position on the issue, but he has concerns.\u003c/p>\n\u003cp>The Hetch Hetchy system is reliable, he says. The water is so clean, it doesn’t require filtration. And the PUC doesn’t own all the reservoirs in the system, so Carlin says they’d have to rely on other water districts if the reservoir was drained.\u003c/p>\n\u003cp>“Asking them if they’re willing to store San Francisco’s water there, the answer that we’ve gotten from them at least is no,” says Carlin.\u003c/p>\n\u003cp>Then there’s the cost. Studies throughout the years have put it between one and 10 billion dollars.\u003c/p>\n\u003cp>The SFPUC has never studied it, but Carlin doubts that would help. “There have been extensive studies in the past. They have come to the same conclusion which is just a set of questions. And the issue is whether any additional study will just lead you to the same set of questions.”\u003c/p>\n\u003cp>The ballot measure has a number of opponents: San Francisco Mayor Ed Lee, Senator Dianne Feinstein and the Silicon Valley Leadership Group, who say it’s a huge risk, because businesses depend on reliable water.\u003c/p>\n\u003cp>“If we were to propose building this reservoir today in a national park, chances are it wouldn’t happen. But it happened in 1913. Things were different then,” Carlin says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On November 6th, San Francisco voters will decide if they want to take a step toward rewriting that history.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/45692/century-old-battle-over-yosemites-second-valley-heats-up","authors":["239"],"categories":["quest_8","quest_9","quest_17","quest_11766"],"tags":["quest_252","quest_3608","quest_10180","quest_11194","quest_1930","quest_13203","quest_11519","quest_2629","quest_3108","quest_3340","quest_3201"],"featImg":"quest_45706","label":"source_quest_45692"},"quest_9242":{"type":"posts","id":"quest_9242","meta":{"index":"posts_1591205157","site":"quest","id":"9242","score":null,"sort":[1286847808000]},"guestAuthors":[],"slug":"the-turns-and-twists-of-devils-slide","title":"The Turns and Twists of the Devil's Slide Tunnel","publishDate":1286847808,"format":"standard","headTitle":"The Turns and Twists of the Devil’s Slide Tunnel | KQED","labelTerm":{"site":"quest"},"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","blocks":[],"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. ","status":"publish","parent":0,"modified":1684974815,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":94,"wordCount":4111},"headData":{"title":"The Turns and Twists of the Devil's Slide Tunnel | KQED","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. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"The Turns and Twists of the Devil's Slide Tunnel","datePublished":"2010-10-12T01:43:28.000Z","dateModified":"2023-05-25T00:33:35.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"templateType":"standard","featuredImageType":"standard","excludeFromSiteSearch":"Include","articleAge":"0","path":"/quest/9242/the-turns-and-twists-of-devils-slide","audioUrl":"http://www.kqed.org/.stream/anon/radio/quest/2007/03/2007-03-30-quest.mp3","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/9242/the-turns-and-twists-of-devils-slide","authors":["6176"],"categories":["quest_8","quest_9","quest_11"],"tags":["quest_466","quest_661","quest_818","quest_1645","quest_13203","quest_2608","quest_2629"],"label":"quest"},"quest_19889":{"type":"posts","id":"quest_19889","meta":{"index":"posts_1591205157","site":"quest","id":"19889","score":null,"sort":[1286835260000]},"guestAuthors":[],"slug":"the-turns-and-twists-of-the-devils-slide-tunnel","title":"The Turns and Twists of the Devil's Slide Tunnel","publishDate":1286835260,"format":"standard","headTitle":"The Turns and Twists of the Devil’s Slide Tunnel | KQED","labelTerm":{"site":"quest"},"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","blocks":[],"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. ","status":"publish","parent":0,"modified":1684974882,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":93,"wordCount":4082},"headData":{"title":"The Turns and Twists of the Devil's Slide Tunnel | KQED","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. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"The Turns and Twists of the Devil's Slide Tunnel","datePublished":"2010-10-11T22:14:20.000Z","dateModified":"2023-05-25T00:34:42.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"templateType":"standard","featuredImageType":"standard","excludeFromSiteSearch":"Include","articleAge":"0","path":"/quest/19889/the-turns-and-twists-of-the-devils-slide-tunnel","audioTrackLength":null,"parsedContent":[{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/19889/the-turns-and-twists-of-the-devils-slide-tunnel","authors":["6176"],"categories":["quest_8","quest_9","quest_11"],"tags":["quest_466","quest_661","quest_818","quest_1645","quest_13203","quest_13","quest_2608","quest_2629"],"featImg":"quest_19896","label":"quest"},"quest_5722":{"type":"posts","id":"quest_5722","meta":{"index":"posts_1591205157","site":"quest","id":"5722","score":null,"sort":[1272047166000]},"guestAuthors":[],"slug":"reporters-notes-notes-from-an-environmentalist","title":"Reporter's Notes: Environmentalism Today","publishDate":1272047166,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/04/earth300.jpg\" alt=\"\">\u003c/a>\u003cem>40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Our economy is dragging, unemployment is still down and Americans have spent the past several months caught up in a contentious health care policy debate. It's no wonder the environment does not even rank among the top ten concerns for most Americans, according to recent polls. CBS released a pessimistic \u003ca href=\"http://www.cbsnews.com/8301-503544_162-20003105-503544.html\">Earth Day poll\u003c/a> finding that many believe the environment will actually get worse. 40 years after the first Earth Day one could argue our water is cleaner, the air is cleaner, in fact, we have made huge strides.\u003c/p>\n\u003cp>But as Bill McKibbon writes in his \u003ca href=\"http://www.washingtonpost.com/wp-dyn/content/article/2010/04/22/AR2010042203178.html?hpid=opinionsbox1\">recent Washington Post \u003c/a>comments, we still have a long way to go. \"For 20 years now, global warming has been the most important environmental issue -- arguably the most important issue the planet has ever faced. And there we can boast an unblemished bipartisan record of accomplishing absolutely nothing,\" says McKibbon. I spoke with Carl Pope, Chairman of the Sierra Club, for \u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">this week's Quest radio story\u003c/a>. Pope says the greatest successes he's seen, over his past 30 with the Sierra Club, have been in making environmental issues relevant to every day Americans. But, he says, Americans are still fighting many of the same environmental challenges they faced decades ago and climate change may prove toughest of all.\u003c/p>\n\u003cp>This week the U.S. Senate is expected to introduce their rewrite of the house's climate legislation. But there are concerns that the bill won't go far enough for the environment. There are likely to be a number of concessions in the bill, including subsidies for big coal and nuclear energy. Congress' climate change legislation could also spell trouble for California's efforts to reduce greenhouse gasses by \u003ca href=\"http://blogs.kqed.org/climatewatch/2010/04/21/states-bridle-against-one-size-carbon-rules/\">pre-empting all state efforts\u003c/a>. But back to McKibbon. Some of the problem lies with mainstream environmentalism, \"which no longer does enough real organizing to build the pressure that could result in real change,\" says McKibbon. So 40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.\u003c/p>\n\u003cp> \u003cspan class=\"left\">\u003ca href=\"https://ww2.kqed.org/quest/2010/04/23/reporters-notes-notes-from-an-environmentalist/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">Listen to Notes from an Environmentalist\u003c/a> radio report online.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.788299 -122.399983\u003c/p>\n\n","blocks":[],"excerpt":"40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.","status":"publish","parent":0,"modified":1443829241,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":8,"wordCount":383},"headData":{"title":"Reporter's Notes: Environmentalism Today | KQED","description":"40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Reporter's Notes: Environmentalism Today","datePublished":"2010-04-23T18:26:06.000Z","dateModified":"2015-10-02T23:40:41.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"5722 http://www.kqed.org/quest/blog/2010/04/23/reporters-notes-notes-from-an-environmentalist/","disqusUrl":"https://ww2.kqed.org/quest/2010/04/23/reporters-notes-notes-from-an-environmentalist/","disqusTitle":"Reporter's Notes: Environmentalism Today","path":"/quest/5722/reporters-notes-notes-from-an-environmentalist","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/04/earth300.jpg\" alt=\"\">\u003c/a>\u003cem>40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>Our economy is dragging, unemployment is still down and Americans have spent the past several months caught up in a contentious health care policy debate. It's no wonder the environment does not even rank among the top ten concerns for most Americans, according to recent polls. CBS released a pessimistic \u003ca href=\"http://www.cbsnews.com/8301-503544_162-20003105-503544.html\">Earth Day poll\u003c/a> finding that many believe the environment will actually get worse. 40 years after the first Earth Day one could argue our water is cleaner, the air is cleaner, in fact, we have made huge strides.\u003c/p>\n\u003cp>But as Bill McKibbon writes in his \u003ca href=\"http://www.washingtonpost.com/wp-dyn/content/article/2010/04/22/AR2010042203178.html?hpid=opinionsbox1\">recent Washington Post \u003c/a>comments, we still have a long way to go. \"For 20 years now, global warming has been the most important environmental issue -- arguably the most important issue the planet has ever faced. And there we can boast an unblemished bipartisan record of accomplishing absolutely nothing,\" says McKibbon. I spoke with Carl Pope, Chairman of the Sierra Club, for \u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">this week's Quest radio story\u003c/a>. Pope says the greatest successes he's seen, over his past 30 with the Sierra Club, have been in making environmental issues relevant to every day Americans. But, he says, Americans are still fighting many of the same environmental challenges they faced decades ago and climate change may prove toughest of all.\u003c/p>\n\u003cp>This week the U.S. Senate is expected to introduce their rewrite of the house's climate legislation. But there are concerns that the bill won't go far enough for the environment. There are likely to be a number of concessions in the bill, including subsidies for big coal and nuclear energy. Congress' climate change legislation could also spell trouble for California's efforts to reduce greenhouse gasses by \u003ca href=\"http://blogs.kqed.org/climatewatch/2010/04/21/states-bridle-against-one-size-carbon-rules/\">pre-empting all state efforts\u003c/a>. But back to McKibbon. Some of the problem lies with mainstream environmentalism, \"which no longer does enough real organizing to build the pressure that could result in real change,\" says McKibbon. So 40 years after the modern environmental movement began, it's a mixed report card with what seems like the toughest test still ahead.\u003c/p>\n\u003cp> \u003cspan class=\"left\">\u003ca href=\"https://ww2.kqed.org/quest/2010/04/23/reporters-notes-notes-from-an-environmentalist/\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/notes-from-an-environmentalist\">Listen to Notes from an Environmentalist\u003c/a> radio report online.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.788299 -122.399983\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/5722/reporters-notes-notes-from-an-environmentalist","authors":["212"],"categories":["quest_9"],"tags":["quest_252","quest_495","quest_903","quest_13198","quest_2629"],"label":"quest"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. 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Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"id":"commonwealth-club","title":"Commonwealth Club of California Podcast","info":"The Commonwealth Club of California is the nation's oldest and largest public affairs forum. 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