HISTORY OF THE HOOD RIVER-WHITE SALMON INTERSTATE BRIDGE

Description

The mile-long Hood River -White Salmon Bridge crosses the Columbia River at approximately river mile 169.8 on the Bonneville Pool. The major portion is of steel truss construction resting on concrete piers with an open steel grate deck. The navigation channel is crossed by a vertical lift span with a horizontal clearance of 246 feet. The vertical clearance is 62' 3'' when the lift span is down (at normal Bonneville pool levels) and 149' 2" when the lift span is raised to its full height.

Motorist information: Toll is generally $ .75 per axle; motorcycles are $ .50; bicycles and pedestrians are not allowed on the bridge. The height restriction is 14 feet 7 inches. This is a very NARROW bridge. The width of a lane from center is 9 feet 10 3/4 inches. The width of a lane between the edge of the centerline stripe to the face of the bridge guardrail is 9 feet 4 3/4 inches.

History

1924: The Bridge was built by the Oregon-Washington Bridge Company and opened to traffic on December 9, 1924.

1937: The Secretary of War notified The Oregon-Washington Bridge Company that the fixed channel span would have to be converted into a lift span to accommodate the completion of the Bonneville Dam and the subsequent raised water surface level.

1938: Bonneville Dam was completed and the Bridge was virtually rebuilt at this time. The seven 208' deck spans on the Oregon side and the two 208' deck spans on the Washington side were raised to their present elevation by raising the tops of the piers. The lift span and lift towers were added. Three additional spans were added on the south side and two shore spans constructed o permit the lowering of the road grade as it approached the Oregon shore. Six deck spans were added on the north side as well as a toll booth.

1949: The Oregon Legislature enacted a law permitting the acquisition or construction of interstate toll bridges by certain municipalities, including ports, which was upheld by the Oregon Supreme Court in June of 1950.

1950: The Port of Hood River acquired the Bridge under that act on December 12, 1950, at 12:00 noon, from the Oregon-Washington Bridge Company for the purchase price of $800,000. Each state, port, city and county were asked to purchase the bridge and maintain it; all declined but the Port of Hood River. The Port Commissioners were Les Sherwood, J.H. Travis, H.M. Saling, Ross Collie, and Luke Nichols.

1951: During this year, $725,000 was expended to modify and improve the bridge into first class condition, which included the relocation of the toll booth to the Oregon south side. Steel beams with steel grate decking replaced the wood decking system. The railing system was reconstructed following the general design and many of the posts, rails, and curbs were reused in the new railing system.

1952 - 1964: The maintenance program followed from 1952 to 1964 was adequate to replace all damaged materials and maintain the bridge in good condition. Wood railings and curbs were replaced as required. The El Paso Natural Gas Company installed a gas line across the Bridge.

1965 - 1967: During these years the railing and curbs were replaced by steel posts, flexbeam guardrails and steel curbing. Mercury vapor lights on light standards were installed at each pier and the center of the lift span. The toll booth was replaced with a sheet metal building and toll recorder equipment was installed. The portal bracing at the lift span towers was revised to provide adequate clearance for trucks. United Telephone Company added a cable across the Bridge.

1968 - 1972: Bridge painting project was completed. River navigation and aerial obstruction lights were transferred from time clock operation to photocell. The Washington approach road was modified and widened to allow easier turning from Highway 14.

1973 - 1979: Inspection of all electrical equipment was made by Ace Electric. A total renovation project began in 1976. Ten spans were welded; new power and control cable supports were installed; a marine radio was installed; mechanical traffic axle counters were installed in 1978; and additional improvements to the concrete supports and to the communication systems were made.

1980s: New mechanical maintenance manual was prepared. Pier cap repairs were completed. United Telephone Service placed their cable underwater between the lift span towers. Deck grating and repainting projects were completed.

1990 - Present: Bridge study was completed and recommendations were made for projects to extend the useful life of the bridge in 1994-estimated cost of $12-14 million. In 1994, the toll was increased by $.25 and discount books were offered to frequent users. The increased revenue was placed in the Bridge Repair and Replacement Fund, to be spent solely on bridge repair and upgrades. Phase One Seismic Retrofit was completed in 1996 to strengthen bridge. In 1997, the Washington approach was widened at a cost of $1.6 million. In 1998 the estimated cost of replacing the bridge was $175,000,000. The $2.1 million lift span upgrade project began in 1999. The mechanical and lift span improvement was completed in 2000. In 2001, the $8 million redecking and renovation began with the 2002 utility relocation project. The actual redecking began in January 2004 and completed in 2005. The $4 million Toll Plaza Improvement project began in 2006, establishing the first electronic tolling system in Oregon. The new Breeze By electronic toll collection (ETC) system utilizes transponders with prepaid funds that fit onto vehicles and facilitate a faster commute across the bridge.

Updated 2/08

 

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