Historic Devil's Slide Tunnels Finally About To Open
The Turns and Twists of the Devil's Slide Tunnel
The Turns and Twists of the Devil's Slide Tunnel
Geology of the Devil's Slide Area
Devil's Slide Tunnel Breakthrough
Sponsored
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Half Moon Bay are finally opening after decades of environmental battles and years of construction.\u003c/p>\n\u003cp>The tunnels are meant to solve the safety and erosion problems that have plagued that notorious stretch of Highway 1 since it was built. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen13.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen13.jpg\" alt=\"devilslideopen13\" width=\"640\" height=\"360\" class=\"aligncenter size-full wp-image-51541\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen13.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen13-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>The new tunnel consists of two bores each about 4,200 feet long and each with one lane and wide shoulder. The cutting edge tunnels have been a major engineering project and will feature jet-powered exhaust fans and carbon monoxide sensors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen07.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen07.jpg\" alt=\"devilslideopen07\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen07.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen07-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>A couple hundred people turned out for today's ribbon cutting ceremony including Congresswoman Jackie Speier and the wife and daughter of the late Congressman, Tom Lantos whose lobbying efforts help lead to the construction of the new tunnels. Also present at the opening ceremony was the Half Moon Bay High School marching band and a number of environmental activists who pushed for the tunnels.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen19.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen19.jpg\" alt=\"devilslideopen19\" width=\"640\" height=\"360\" class=\"aligncenter size-full wp-image-51547\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen19.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen19-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Environmentalists who had agitated for the tunnels, instead of a highway bypass, are known as \"tunnelistas.\" Among them was Ann Forrister, who was there under an alias, “My name is Captain Tunnel, and I am wearing red tights, black shorts, a red cape, tunnel vision glasses, a red hat. I'm celebrating the tunnel”\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen03.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen03.jpg\" alt=\"devilslideopen03\" width=\"640\" height=\"1140\" class=\"aligncenter size-full wp-image-51531\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen03.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen03-400x713.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen20.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen20.jpg\" alt=\"devilslideopen20\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51548\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen20.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen20-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>A parade of antique cars were the first vehicles to drive through the new tunnel.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen21.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen21.jpg\" alt=\"devilslideopen21\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51549\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen21.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen21-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen01.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen01.jpg\" alt=\"devilslideopen01\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51529\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen01.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen01-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen08.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen08.jpg\" alt=\"devilslideopen08\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51536\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen08.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen08-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Pacifica resident Mike Mooney holds a picture of himself next to a stretch of Devil's Slide during one of the more memorable highway closures.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen11.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen11.jpg\" alt=\"devilslideopen11\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51539\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen11.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen11-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Two new bridges connect Highway 1 to the tunnels and bypass red-legged frog habitat in the valley below. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen09.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen09.jpg\" alt=\"devilslideopen09\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51537\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen09.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen09-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>The 439-million dollar tunnels are the first to open in California in nearly fifty years and are the longest tunnels in the state. CalTrans plans to open the tunnels to traffic tomorrow morning. \u003c/p>\n\u003cp>As for the old stretch of highway with breathtaking views? It will soon open to hikers and cyclists. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen25.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen25.jpg\" alt=\"devilslideopen25\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51553\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen25.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen25-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003cem>This video shows a CalTrans bus carrying select members of the public and media driving through the west tunnel. The footage is sped up and does not show the entire length of the tunnel; it focuses on the entrance and exit. \u003c/em>\u003c/p>\n\u003cp>\u003ciframe width=\"560\" height=\"315\" src=\"http://www.youtube.com/embed/0RCaSdr6Cyo\" frameborder=\"0\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Andrea Kissack contributed to this report. Photos and video by Jenny Oh.\u003c/p>\n\n","blocks":[],"excerpt":"Two new tunnels that will replace a cliffhanger drive, known as \"Devil's Slide,\" finally open.","status":"publish","parent":0,"modified":1367270044,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":true,"iframeSrcs":["http://www.youtube.com/embed/0RCaSdr6Cyo"],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":27,"wordCount":379},"headData":{"title":"At Last: Devil's Slide Tunnels Open | KQED","description":"Two new tunnels that will replace a cliffhanger drive, known as "Devil's Slide," finally open.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"At Last: Devil's Slide Tunnels Open","datePublished":"2013-03-26T00:05:04.000Z","dateModified":"2013-04-29T21:14:04.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"51527 http://science.kqed.org/quest/?p=51527","disqusUrl":"https://ww2.kqed.org/quest/2013/03/25/at-last-devils-slide-tunnels-open/","disqusTitle":"At Last: Devil's Slide Tunnels Open","path":"/quest/51527/at-last-devils-slide-tunnels-open","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen22.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen22.jpg\" alt=\"devilslideopen22\" width=\"640\" height=\"360\" class=\"aligncenter size-full wp-image-51550\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen22.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen22-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>The Devil's Slide Tunnels south of Pacifica and north of Half Moon Bay are finally opening after decades of environmental battles and years of construction.\u003c/p>\n\u003cp>The tunnels are meant to solve the safety and erosion problems that have plagued that notorious stretch of Highway 1 since it was built. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen13.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen13.jpg\" alt=\"devilslideopen13\" width=\"640\" height=\"360\" class=\"aligncenter size-full wp-image-51541\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen13.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen13-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>The new tunnel consists of two bores each about 4,200 feet long and each with one lane and wide shoulder. The cutting edge tunnels have been a major engineering project and will feature jet-powered exhaust fans and carbon monoxide sensors.\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>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen07.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen07.jpg\" alt=\"devilslideopen07\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51535\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen07.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen07-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>A couple hundred people turned out for today's ribbon cutting ceremony including Congresswoman Jackie Speier and the wife and daughter of the late Congressman, Tom Lantos whose lobbying efforts help lead to the construction of the new tunnels. Also present at the opening ceremony was the Half Moon Bay High School marching band and a number of environmental activists who pushed for the tunnels.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen19.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen19.jpg\" alt=\"devilslideopen19\" width=\"640\" height=\"360\" class=\"aligncenter size-full wp-image-51547\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen19.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen19-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Environmentalists who had agitated for the tunnels, instead of a highway bypass, are known as \"tunnelistas.\" Among them was Ann Forrister, who was there under an alias, “My name is Captain Tunnel, and I am wearing red tights, black shorts, a red cape, tunnel vision glasses, a red hat. I'm celebrating the tunnel”\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen03.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen03.jpg\" alt=\"devilslideopen03\" width=\"640\" height=\"1140\" class=\"aligncenter size-full wp-image-51531\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen03.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen03-400x713.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen20.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen20.jpg\" alt=\"devilslideopen20\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51548\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen20.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen20-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>A parade of antique cars were the first vehicles to drive through the new tunnel.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen21.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen21.jpg\" alt=\"devilslideopen21\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51549\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen21.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen21-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen01.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen01.jpg\" alt=\"devilslideopen01\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51529\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen01.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen01-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen08.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen08.jpg\" alt=\"devilslideopen08\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51536\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen08.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen08-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Pacifica resident Mike Mooney holds a picture of himself next to a stretch of Devil's Slide during one of the more memorable highway closures.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen11.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen11.jpg\" alt=\"devilslideopen11\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51539\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen11.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen11-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Two new bridges connect Highway 1 to the tunnels and bypass red-legged frog habitat in the valley below. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen09.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen09.jpg\" alt=\"devilslideopen09\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51537\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen09.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen09-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>The 439-million dollar tunnels are the first to open in California in nearly fifty years and are the longest tunnels in the state. CalTrans plans to open the tunnels to traffic tomorrow morning. \u003c/p>\n\u003cp>As for the old stretch of highway with breathtaking views? It will soon open to hikers and cyclists. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen25.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/devilslideopen25.jpg\" alt=\"devilslideopen25\" width=\"640\" height=\"360\" class=\"alignnone size-full wp-image-51553\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen25.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/devilslideopen25-400x225.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>\u003cem>This video shows a CalTrans bus carrying select members of the public and media driving through the west tunnel. The footage is sped up and does not show the entire length of the tunnel; it focuses on the entrance and exit. \u003c/em>\u003c/p>\n\u003cp>\u003ciframe width=\"560\" height=\"315\" src=\"http://www.youtube.com/embed/0RCaSdr6Cyo\" frameborder=\"0\" allowfullscreen>\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Andrea Kissack contributed to this report. Photos and video by Jenny Oh.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/51527/at-last-devils-slide-tunnels-open","authors":["200"],"categories":["quest_9"],"tags":["quest_818","quest_11862","quest_13197","quest_11518"],"featImg":"quest_51541","label":"quest"},"quest_51273":{"type":"posts","id":"quest_51273","meta":{"index":"posts_1591205157","site":"quest","id":"51273","score":null,"sort":[1363989641000]},"guestAuthors":[],"slug":"historic-devils-slide-tunnels-finally-about-to-open","title":"Historic Devil's Slide Tunnels Finally About To Open","publishDate":1363989641,"format":"aside","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cfigure id=\"attachment_51304\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png\" alt=\"Ariel view of Devil's Slide tunnel project. \" width=\"640\" height=\"370\" class=\"size-full wp-image-51304\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial-400x231.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of Devil's Slide tunnel project. Credit: \u003ca href=\"http://commons.wikimedia.org/wiki/File:Devil's_Slide_Tunnel_Entrance-aerial.jpg\" target=\"_blank\">Carwil\u003c/a> / Wikimedia Commons\u003c/figcaption>\u003c/figure>\n\u003cp>It's been a long time coming. The first highway tunnels to open in California in nearly fifty years are about ready for motorists. \u003c/p>\n\u003cp>Two mile-long, state-of-the-art tunnels will offer a new route to what has been a stunning, cliffhanger of a drive along Highway 1 above Northern California's coast. The passage, between Pacifica and Half Moon Bay, has been the site of so many landslides, prolonged closures and deadly car accidents that it earned the name, \"Devil's Slide.\" \u003c/p>\n\u003cfigure id=\"attachment_51311\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-10.png\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-10.png\" alt=\"Photo: Jenny Oh\" width=\"640\" height=\"344\" class=\"size-full wp-image-51311\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-10.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-10-400x215.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Jenny Oh\u003c/figcaption>\u003c/figure>\n\u003cp>The new tunnel consists of two bores each about 4,200 feet long with one lane and wide shoulder. The cutting edge tunnels have been \u003ca href=\"http://ww2.kqed.org/quest/2010/10/11/the-turns-and-twists-of-devils-slide/\">a major engineering project\u003c/a> and will feature jet-powered exhaust fans and carbon monoxide sensors. That's much more high-tech than Cal Trans' last tunnel, the third bore of the Caldecott Tunnel, which opened in 1964.\u003c/p>\n\u003cfigure id=\"attachment_51397\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-21.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-21.jpg\" alt=\"Photo: Jenny Oh\" width=\"640\" height=\"365\" class=\"size-full wp-image-51397\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-21.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-21-400x228.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Jenny Oh\u003c/figcaption>\u003c/figure>\n\u003cp>After five decades of \u003ca href=\"http://www.kqed.org/a/forum/R201303210900\">political and environmental roadblocks\u003c/a>, the 439-million dollar federally funded project is finished. Its opening will roll out over two days. Opening ceremonies for the twin tunnels and accompanying bridges is Monday, March 25th. The tunnels will be ready for commuters the following morning. The old Devil's Slide stretch of California coastline will soon open up to hikers and bike riders.\u003c/p>\n\u003cfigure id=\"attachment_51469\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/5668907_orig.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/5668907_orig.jpg\" alt=\"Photo: www.dot.ca.gov\" width=\"640\" height=\"369\" class=\"size-full wp-image-51469\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/5668907_orig.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/5668907_orig-400x231.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: www.dot.ca.gov\u003c/figcaption>\u003c/figure>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"It's been a long time coming. The first highway tunnels to open in California in nearly fifty years are about ready for motorists. ","status":"publish","parent":0,"modified":1364246716,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":6,"wordCount":238},"headData":{"title":"Historic Devil's Slide Tunnels Finally About To Open | KQED","description":"It's been a long time coming. The first highway tunnels to open in California in nearly fifty years are about ready for motorists. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Historic Devil's Slide Tunnels Finally About To Open","datePublished":"2013-03-22T22:00:41.000Z","dateModified":"2013-03-25T21:25:16.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"51273 http://science.kqed.org/quest/?p=51273","disqusUrl":"https://ww2.kqed.org/quest/2013/03/22/historic-devils-slide-tunnels-finally-about-to-open/","disqusTitle":"Historic Devil's Slide Tunnels Finally About To Open","WpOldSlug":"historic-tunnels-finally-about-to-ope","path":"/quest/51273/historic-devils-slide-tunnels-finally-about-to-open","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_51304\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png\" alt=\"Ariel view of Devil's Slide tunnel project. \" width=\"640\" height=\"370\" class=\"size-full wp-image-51304\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/Devils_Slide_Tunnel_Entrance-aerial-400x231.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of Devil's Slide tunnel project. Credit: \u003ca href=\"http://commons.wikimedia.org/wiki/File:Devil's_Slide_Tunnel_Entrance-aerial.jpg\" target=\"_blank\">Carwil\u003c/a> / Wikimedia Commons\u003c/figcaption>\u003c/figure>\n\u003cp>It's been a long time coming. The first highway tunnels to open in California in nearly fifty years are about ready for motorists. \u003c/p>\n\u003cp>Two mile-long, state-of-the-art tunnels will offer a new route to what has been a stunning, cliffhanger of a drive along Highway 1 above Northern California's coast. The passage, between Pacifica and Half Moon Bay, has been the site of so many landslides, prolonged closures and deadly car accidents that it earned the name, \"Devil's Slide.\" \u003c/p>\n\u003cfigure id=\"attachment_51311\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-10.png\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-10.png\" alt=\"Photo: Jenny Oh\" width=\"640\" height=\"344\" class=\"size-full wp-image-51311\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-10.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-10-400x215.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Jenny Oh\u003c/figcaption>\u003c/figure>\n\u003cp>The new tunnel consists of two bores each about 4,200 feet long with one lane and wide shoulder. The cutting edge tunnels have been \u003ca href=\"http://ww2.kqed.org/quest/2010/10/11/the-turns-and-twists-of-devils-slide/\">a major engineering project\u003c/a> and will feature jet-powered exhaust fans and carbon monoxide sensors. That's much more high-tech than Cal Trans' last tunnel, the third bore of the Caldecott Tunnel, which opened in 1964.\u003c/p>\n\u003cfigure id=\"attachment_51397\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-21.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/DevilSlide-21.jpg\" alt=\"Photo: Jenny Oh\" width=\"640\" height=\"365\" class=\"size-full wp-image-51397\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-21.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/DevilSlide-21-400x228.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: Jenny Oh\u003c/figcaption>\u003c/figure>\n\u003cp>After five decades of \u003ca href=\"http://www.kqed.org/a/forum/R201303210900\">political and environmental roadblocks\u003c/a>, the 439-million dollar federally funded project is finished. Its opening will roll out over two days. Opening ceremonies for the twin tunnels and accompanying bridges is Monday, March 25th. The tunnels will be ready for commuters the following morning. The old Devil's Slide stretch of California coastline will soon open up to hikers and bike riders.\u003c/p>\n\u003cfigure id=\"attachment_51469\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/5668907_orig.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/03/5668907_orig.jpg\" alt=\"Photo: www.dot.ca.gov\" width=\"640\" height=\"369\" class=\"size-full wp-image-51469\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2013/03/5668907_orig.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2013/03/5668907_orig-400x231.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photo: www.dot.ca.gov\u003c/figcaption>\u003c/figure>\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>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/51273/historic-devils-slide-tunnels-finally-about-to-open","authors":["212"],"categories":["quest_8","quest_11"],"tags":["quest_818","quest_13197","quest_11518","quest_13203","quest_3006"],"featImg":"quest_51302","label":"quest"},"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_9132":{"type":"posts","id":"quest_9132","meta":{"index":"posts_1591205157","site":"quest","id":"9132","score":null,"sort":[1286472481000]},"guestAuthors":[],"slug":"geology-of-the-devils-slide-area","title":"Geology of the Devil's Slide Area","publishDate":1286472481,"format":"standard","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n","blocks":[],"excerpt":"The combination of steep terrain and the geology of the Devil's Slide area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s.","status":"publish","parent":0,"modified":1286472481,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":12,"wordCount":434},"headData":{"title":"Geology of the Devil's Slide Area | KQED","description":"The combination of steep terrain and the geology of the Devil's Slide area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Geology of the Devil's Slide Area","datePublished":"2010-10-07T17:28:01.000Z","dateModified":"2010-10-07T17:28:01.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"9132 http://www.kqed.org/quest/blog/?p=9132","disqusUrl":"https://ww2.kqed.org/quest/2010/10/07/geology-of-the-devils-slide-area/","disqusTitle":"Geology of the Devil's Slide Area","path":"/quest/9132/geology-of-the-devils-slide-area","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://farm1.static.flickr.com/34/120575936_d334f32100_m.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/montara.jpg\" alt=\"\">\u003c/a>\u003cem>Last week the Caltrans crew working on the tunnel project in the notorious Devil's Slide area on Highway 1 between Montara and Pacifica broke through after three years of construction (see \u003ca href=\"http://ww2.kqed.org/quest/2010/10/01/devils-slide-tunnel-breakthrough/\">QUEST's story on the breakthrough.\u003c/a>) Photo courtesy of \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">terraplanner\u003c/a>.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>The combination of steep terrain and the geology of the area have made this area prone to landslides since Highway 1 was constructed in the mid 1930s. For example, a slide in 1995 closed the road for more than 150 days and cost $3 million to repair.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>The \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">Caltrans' Devil's Slide Tunnels Project\u003c/a> aims to remedy this chronic geoengineering issue:\u003c/p>\n\u003cp>\"The project calls for construction of two tunnels beneath San Pedro Mountain, each 30-feet wide and 4,200-feet long. At the northern end, a 1,000-feet bridge will span the valley at Shamrock Ranch. A re-alignment of Route 1 at the southern end will provide safe transition into and out of the tunnel.\"\u003c/p>\n\u003cp>The map below shows major faults in the region (Devil's Slide area is #8 on the map).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","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 style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/Devils-Slide-geol3.jpg\">\u003cimg class=\"size-full wp-image-9137 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/Devils-Slide-geol3.jpg\" alt=\"\" width=\"628\" height=\"564\">\u003c/a>\u003c/p>\n\u003cp>The next map below zooms in a bit more and shows the geology in more detail. The pink color represents the granitic rocks of Montara Mountain (which are exposed quite nicely at Montara Beach). The grayish-purple color to the north and adjacent to the granite is a unit of sandstone, shale, and some conglomerate that is folded and fractured.\u003c/p>\n\u003cp style=\"text-align: center\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/2010/10/devilslide-geolmap.jpg\">\u003cimg class=\"size-full wp-image-9141 aligncenter\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide-geolmap.jpg\" alt=\"\" width=\"620\" height=\"412\">\u003c/a>\u003c/p>\n\u003cp style=\"text-align: left\">Caltrans notes that the chronic landslide problem occurs at the contact of these rock types:\u003c/p>\n\u003cp style=\"text-align: left\">\"The Devil’s Slide area begins just west of the pass on the west side of San Pedro Ridge and extends for about 0.8 mile along Highway 1 on the northwest flank of Montara Mountain. The landslide is occurring where steeply dipping, faulted, and folded Paleocene rocks are slipping above a steeply inclined surface of underlying weathered Mesozoic granitic bedrock of Montara Mountain.\"\u003c/p>\n\u003cp style=\"text-align: left\">The tunnel and road is expected to be completed and opened to the public sometime in 2012. The existing 1.2 miles of Highway is going to be \u003ca href=\"http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2005/05/06/BAGC8CL3OQ1.DTL\">converted into hiking and biking trails\u003c/a>.\u003c/p>\n\u003cp>If you're interested in learning more about this the geoengineering aspects of this project the California Department of Transportation (Caltrans) has a \u003ca href=\"http://www.dot.ca.gov/dist4/dslide/\">fantastic website\u003c/a> with several great explanatory diagrams.\u003c/p>\n\u003cp>\u003cspan style=\"color: #ffffff\">~\u003c/span>\u003c/p>\n\u003cp>\u003cem>Images: (1) \u003ca href=\"http://www.flickr.com/photos/halonfury/120575936/\">Montara Beach\u003c/a> / Flickr user Terraplanner; (2) Figure 8-1 from Chapter 8 of \u003ca href=\"http://pubs.usgs.gov/of/2005/1127/\">The San Andreas Fault In The San Francisco Bay Area, California\u003c/a>\u003c/em>\u003cem> guidebook from the USGS; (3) USGS \u003ca href=\"http://pubs.usgs.gov/of/1998/of98-137/\">Open-File Report 98-137\u003c/a>: Geology of the onshore part of San Mateo County, California.\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.58561581962738 -122.51602937467396\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/9132/geology-of-the-devils-slide-area","authors":["10171"],"categories":["quest_8","quest_11"],"tags":["quest_818","quest_13200","quest_1608","quest_1863","quest_2110","quest_2494"],"label":"quest"},"quest_8982":{"type":"posts","id":"quest_8982","meta":{"index":"posts_1591205157","site":"quest","id":"8982","score":null,"sort":[1285972729000]},"guestAuthors":[],"slug":"devils-slide-tunnel-breakthrough","title":"Devil's Slide Tunnel Breakthrough","publishDate":1285972729,"format":"standard","headTitle":"Devil’s Slide Tunnel Breakthrough | KQED","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide.jpg\" alt=\"\">\u003c/a>\u003cem>Caltrans punched through the northern end of the tunnel on October 1st, 2010.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news\">KQEDnews.org\u003c/a> by Lisa Pickoff-White. \u003c/em>\u003c/p>\n\u003cp>A Caltrans construction crew on Friday punched through the northern end of Devil’s Slide tunnel that will link Pacifica and Montara. Three years after breaking ground on the project, Caltrans now expects the passage to open in 2012.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Since 1958, Californians have debated what to do about the Devil’s Slide, a winding stretch of Highway 1 known for its rockslides, landslides and road closures.\u003c/p>\n\u003cp>“Highway 1 should never have been built along this stretch,” said Ivan Ramirez, a Caltrans civil engineer. “We’re always going to have these slides occurring, and eventually we’re going to lose Highway 1. These tunnels need to be built.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">QUEST\u003c/a> on \u003ca href=\"http://www.kqed.org/\">KQED\u003c/a> Public Media.\u003c/p>\n\u003cp>The project consists of twin 30-foot wide tunnels. Upon completion of the project, Devil’s Slide will be the longest road tunnel in California at 4,342 feet northbound and 4,585 feet southbound. At the northern end, a 1,000-foot bridge will connect the tunnel to the valley at Shamrock Ranch.\u003c/p>\n\u003cp>Construction crews have experienced several setbacks. Crews excavated 10 types of rock that required different lining designs; water poured through the rock when crews were working, so they later had to “drain the mountain.” Creating enough ventilation was also a concern.\u003c/p>\n\u003cp>Over the last three years the crews excavated the rock, removing it to a nearby site. Then they installed initial support elements tailored to the type of rock in different regions of the tunnel. The crews then installed several layers of lining.\u003c/p>\n\u003cp>Initially, Caltrans had proposed building a bypass through the region in the late 1950s. But public opposition forced the bypass closed. In the 1970s, a Sierra Club lawsuit brought any such plans to a halt as environmental and local groups battled with Caltrans over the bypass through the 1970s and 80s.\u003c/p>\n\u003cp>In 1995, a large landslide closed the road for 158 days and cost almost $3 million to repair. Later that year the Federal Highway Administration ordered Caltrans to re-evaluate building a tunnel.\u003c/p>\n\u003cp>San Mateo County voters approved Measure T by 76 percent the next year, changing the county’s stated preference from the Martini Creek bypass to the construction of a tunnel. Caltrans broke initial ground on May 6, 2005.\u003c/p>\n\u003cp>After the tunnel is constructed, the old highway is set to be converted into a trail for hikers and bicyclists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.5951884 -122.5111903\u003c/p>\n\n","blocks":[],"excerpt":"A Caltrans construction crew on Friday punched through the northern end of Devil’s Slide tunnel that will link Pacifica and Montara. Three years after breaking ground on the project, Caltrans now expects the passage to open next year.","status":"publish","parent":0,"modified":1684974921,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":16,"wordCount":430},"headData":{"title":"Devil's Slide Tunnel Breakthrough | KQED","description":"A Caltrans construction crew on Friday punched through the northern end of Devil’s Slide tunnel that will link Pacifica and Montara. Three years after breaking ground on the project, Caltrans now expects the passage to open next year.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Devil's Slide Tunnel Breakthrough","datePublished":"2010-10-01T22:38:49.000Z","dateModified":"2023-05-25T00:35:21.000Z","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/8982/devils-slide-tunnel-breakthrough","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">\u003cimg decoding=\"async\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2010/10/devilslide.jpg\" alt=\"\">\u003c/a>\u003cem>Caltrans punched through the northern end of the tunnel on October 1st, 2010.\u003c/em>\u003c/span>\u003c/p>\n\u003cp>\u003cem>Reported for \u003ca href=\"http://www.kqed.org/news\">KQEDnews.org\u003c/a> by Lisa Pickoff-White. \u003c/em>\u003c/p>\n\u003cp>A Caltrans construction crew on Friday punched through the northern end of Devil’s Slide tunnel that will link Pacifica and Montara. Three years after breaking ground on the project, Caltrans now expects the passage to open in 2012.\u003cbr>\n\u003c!--more-->\u003c/p>\n\u003cp>Since 1958, Californians have debated what to do about the Devil’s Slide, a winding stretch of Highway 1 known for its rockslides, landslides and road closures.\u003c/p>\n\u003cp>“Highway 1 should never have been built along this stretch,” said Ivan Ramirez, a Caltrans civil engineer. “We’re always going to have these slides occurring, and eventually we’re going to lose Highway 1. These tunnels need to be built.”\u003c/p>\n\u003cp>\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>\u003ca href=\"http://ww2.kqed.org/quest/video/digging-the-devils-slide-tunnel\">QUEST\u003c/a> on \u003ca href=\"http://www.kqed.org/\">KQED\u003c/a> Public Media.\u003c/p>\n\u003cp>The project consists of twin 30-foot wide tunnels. Upon completion of the project, Devil’s Slide will be the longest road tunnel in California at 4,342 feet northbound and 4,585 feet southbound. At the northern end, a 1,000-foot bridge will connect the tunnel to the valley at Shamrock Ranch.\u003c/p>\n\u003cp>Construction crews have experienced several setbacks. Crews excavated 10 types of rock that required different lining designs; water poured through the rock when crews were working, so they later had to “drain the mountain.” Creating enough ventilation was also a concern.\u003c/p>\n\u003cp>Over the last three years the crews excavated the rock, removing it to a nearby site. Then they installed initial support elements tailored to the type of rock in different regions of the tunnel. The crews then installed several layers of lining.\u003c/p>\n\u003cp>Initially, Caltrans had proposed building a bypass through the region in the late 1950s. But public opposition forced the bypass closed. In the 1970s, a Sierra Club lawsuit brought any such plans to a halt as environmental and local groups battled with Caltrans over the bypass through the 1970s and 80s.\u003c/p>\n\u003cp>In 1995, a large landslide closed the road for 158 days and cost almost $3 million to repair. Later that year the Federal Highway Administration ordered Caltrans to re-evaluate building a tunnel.\u003c/p>\n\u003cp>San Mateo County voters approved Measure T by 76 percent the next year, changing the county’s stated preference from the Martini Creek bypass to the construction of a tunnel. Caltrans broke initial ground on May 6, 2005.\u003c/p>\n\u003cp>After the tunnel is constructed, the old highway is set to be converted into a trail for hikers and bicyclists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.5951884 -122.5111903\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/8982/devils-slide-tunnel-breakthrough","authors":["10216"],"categories":["quest_8","quest_11"],"tags":["quest_466","quest_685","quest_818","quest_1368","quest_1863","quest_13203","quest_2110","quest_2448","quest_2530","quest_3006"],"label":"quest"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","tagline":"The flip side of gentrification, told through one town","info":"Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"id":"code-switch-life-kit","title":"Code Switch / Life Kit","info":"\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. 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. 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You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg","imageAlt":"KQED MindShift: How We Will Learn","officialWebsiteLink":"/mindshift/","meta":{"site":"news","source":"kqed","order":"2"},"link":"/podcasts/mindshift","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5","npr":"https://www.npr.org/podcasts/464615685/mind-shift-podcast","stitcher":"https://www.stitcher.com/podcast/kqed/stories-teachers-share","spotify":"https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"}},"morning-edition":{"id":"morning-edition","title":"Morning Edition","info":"\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.","airtime":"MON-FRI 3am-9am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/morning-edition/","meta":{"site":"news","source":"npr"},"link":"/radio/program/morning-edition"},"onourwatch":{"id":"onourwatch","title":"On Our Watch","tagline":"Police secrets, unsealed","info":"For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg","imageAlt":"On Our Watch from NPR and KQED","officialWebsiteLink":"/podcasts/onourwatch","meta":{"site":"news","source":"kqed","order":"1"},"link":"/podcasts/onourwatch","subscribe":{"apple":"https://podcasts.apple.com/podcast/id1567098962","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw","npr":"https://rpb3r.app.goo.gl/onourwatch","spotify":"https://open.spotify.com/show/0OLWoyizopu6tY1XiuX70x","tuneIn":"https://tunein.com/radio/On-Our-Watch-p1436229/","stitcher":"https://www.stitcher.com/show/on-our-watch","rss":"https://feeds.npr.org/510360/podcast.xml"}},"on-the-media":{"id":"on-the-media","title":"On The Media","info":"Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us","airtime":"SUN 2pm-3pm, MON 12am-1am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png","officialWebsiteLink":"https://www.wnycstudios.org/shows/otm","meta":{"site":"news","source":"wnyc"},"link":"/radio/program/on-the-media","subscribe":{"apple":"https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2","tuneIn":"https://tunein.com/radio/On-the-Media-p69/","rss":"http://feeds.wnyc.org/onthemedia"}},"our-body-politic":{"id":"our-body-politic","title":"Our Body Politic","info":"Presented by KQED, KCRW and KPCC, and created and hosted by award-winning journalist Farai Chideya, Our Body Politic is unapologetically centered on reporting on not just how women of color experience the major political events of today, but how they’re impacting those very issues.","airtime":"SAT 6pm-7pm, SUN 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Our-Body-Politic-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://our-body-politic.simplecast.com/","meta":{"site":"news","source":"kcrw"},"link":"/radio/program/our-body-politic","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/our-body-politic/id1533069868","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5zaW1wbGVjYXN0LmNvbS9feGFQaHMxcw","spotify":"https://open.spotify.com/show/4ApAiLT1kV153TttWAmqmc","rss":"https://feeds.simplecast.com/_xaPhs1s","tuneIn":"https://tunein.com/podcasts/News--Politics-Podcasts/Our-Body-Politic-p1369211/"}},"pbs-newshour":{"id":"pbs-newshour","title":"PBS NewsHour","info":"Analysis, background reports and updates from the PBS NewsHour putting today's news in context.","airtime":"MON-FRI 3pm-4pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.pbs.org/newshour/","meta":{"site":"news","source":"pbs"},"link":"/radio/program/pbs-newshour","subscribe":{"apple":"https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2","tuneIn":"https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/","rss":"https://www.pbs.org/newshour/feeds/rss/podcasts/show"}},"perspectives":{"id":"perspectives","title":"Perspectives","tagline":"KQED's series of of daily listener commentaries since 1991","info":"KQED's series of of daily listener commentaries since 1991.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Perspectives-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/perspectives/","meta":{"site":"radio","source":"kqed","order":"15"},"link":"/perspectives","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/id73801135","npr":"https://www.npr.org/podcasts/432309616/perspectives","rss":"https://ww2.kqed.org/perspectives/category/perspectives/feed/","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"}},"planet-money":{"id":"planet-money","title":"Planet Money","info":"The economy explained. 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