Hood River Interstate Bridge

Cheri Dohnal, Columbia River Gorge: Natural Treasure on the Old Oregon Trail

This bridge had been a dream of local residents for many ways, but the idea was tabled as out-of-reach in the early 1920s when an engineer estimated such a bridge would cost about a million dollars. It was an impossible amount of money for this sparsely-populated area to raise, even with long-term financing options. Then one morning in 1923, engineers C. M. Chandler and Harry Gray changed everything by presenting plans for a bridge that could be built for considerably less than half of the previous estimate. Their proposal received the attention of many local residents, including Truman Butler of Butler Bank. Chandler and Gray explained how the majority of funds could even come from sources outside the immediate area, which made an immediate impression on Butler as his enthusiasm continued to grow. A group of local leaders was brought together to hear the proposal, and they concluded that there was no time like the present to build the bridge.

To prove the commitment of the local population to this monumental project, the group decided the best support would have to come in the form of cold, hard cash. Local residents would be required to contribute the first $70,000 to the bridge project... This would not be an easy task, as it was a difficult time for orchard owners and the local economy was generally depressed.

However, raise the money they did. Businessmen fanned out to target different areas; one group actually pitched a tent for four days on the Washington side of the river, asking for individual investments in $1,000 increments. Every $1,000 requested was roughly equivalent to asking for a $10,000 investment in today's dollars. [$15,205.56 in 2020] The fund drive was surprisingly successful in a relatively short period of time, comfortably exceeding the requested amount [which had been raised to $75,000].

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Construction began in 1923... In December 1924 ... less than two years after work began, Leslie Butler of Butler Bank drove the last spike home on the Waucoma Bridge... Braving the chilly winter day, about 1,500 residents from both sides of the river crowded all the way to the center of the bridge in anticipation of taking their first walk to the other side. As a gift to the communities who had directly provided the initial funds for the project, builders would allow both foot and auto traffic to pass over the bridge without charge from the time of the dedication ceremony at 10 a.m. until 4 p.m. that day. People drove from as far away as Portland to be able to cross this landmark on opening day.

Beginning at 4 p.m., tolls were charged according to the following schedule:

· persons (walking), over 7 years of age, 10₵ (no charge under age 7, but no senior citizen discount offered)

· one person riding or walking with an animal, 50₵

· bicycles, 20₵

· motorcycles and automobiles, 75₵

· trucks, up to $5 depending on weight

· tractors, $5

An animal-drawn vehicle was charged 75₵ and up, depending on the number of animals providing power; a group of 10 or fewer animals were charged at a rate of 10₵ per head (plus the human companion), with a price break for more than 10 animals at 4₵ per head.

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To gain a true appreciation of what a marvelous endeavor this new bridge was for locals, you only need to look at the numbers recorded by the Oregon-Washington Bridge Company for 1926: 22,114 pedestrians, 3,920 livestock, 67,432 autos, 67 stagecoaches, 1,778 motorcycles, 12,113 trucks, and 304 animal-assisted vehicles. By 1980, total bridge traffic had reached an astounding 1.2 million vehicles crossing over the Columbia River in just one year.

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Designers were pleased to share the fact they were able to arrange the bridge at a height sufficient to avoid the need for a draw section at its center. One was quoted as saying, "By gaining height in construction, a draw is not necessary, and traffic will continue at all times." They did not envision the changes to take place the following decade, when the bridge had to be raised 27 feet to accommodate the reservoir behind Bonneville Dam. Even then, though, it was not necessary to have a draw bridge, and the cost of raising the bridge was borne by federal taxpayers. Other changes to the bridge over the years have included removal of the walkway to widen the driving surface, placement of a steel bridge deck, and realignment of the approaches [originally timber approach ramps]. It was purchased by the Port of Hood River in 1950 at a cost of $800,000.

As of April 1, 2020, the bridge's cash toll rates are as follows:

· Motorcycles: $1

· Passenger Autos & Pickups: $2

· Commercial Trucks and Vans: $6

· 3 Axle Trucks: $9, $3 per axle after that up to $33

· Pedestrians and Bicycles are, apparently, not allowed (Nor are horses. And I am pretty sure loose livestock is probably discouraged now, too!)

Port of Hood River: Bridge Replacement Project

The outdated bridge connecting White Salmon and Hood River must be replaced. With narrow lanes, lack of safety shoulders, difficult barge navigation, and no bike or pedestrian path, the bridge does not meet our current needs. In addition, the existing bridge is not ready for an earthquake. The State of Oregon awarded the Port of Hood River $5 million to advance the project to replace the bridge. Tolls will continue to play a critical role in financing the replacement bridge. The next step in the process requires completion of the environmental review.

A new bridge would improve the movement of people and goods across the Columbia River in our part of the Gorge. The proposed replacement bridge facility would address problems with river navigation, vehicle travel, pedestrian/bicycle connections, and safety. A new bridge also would support a thriving economy and livable communities.

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