MLK/Grand Ave. Viaduct

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The next installment in the ongoing bridge project is only sort of a bridge, but it's right in town and convenient to get to, so I figured I'd include it. Starting a few blocks south of the Hawthorne Bridge, MLK and Grand Avenues travel on a raised viaduct until near the Ross Island Bridge, crossing over a large industrial area and several railroad lines (as well as the upcoming MAX Orange Line). The current viaduct opened in 2011, replacing a circa-1937 viaduct designed by Conde McCullough, the state's well-known chief bridge engineer during that era.

I'd vaguely intended to go walk across the old viaduct before it was too late, but I never quite got around to it. Which is a shame, because it would have made for some interesting photos. This was one of the main highways into Portland before Interstate 5 went in, so the old viaduct was a high profile project and it was built with some interesting architectural details, including the (mostly unused) grand staircases around the bridge piers. McCullough's Yaquina Bay Bridge in Newport has similar staircases, but it's not clear why they were deemed necessary here, since this has long been an industrial area without a lot of pedestrians. The new viaduct doesn't have similar stairs, probably for ADA or bike reasons since it does have ramps in a couple of spots.

I've been told that there was once a great view of downtown Portland from the old viaduct, before the view was blocked by the ugly Marquam Bridge in the early 1960s. That was well before my time, but it reminds me of when the KOIN Center blocked the view of Mt. Hood from the Vista Tunnels. There was a lot of public unhappiness about that, but Portland doesn't have strong regulations protecting specific views like that, so legally there wasn't much anyone could do about it. There are number of vintage photos of the old viaduct on the net if you're curious about it, such as these four photos from AncientFaces.com

(Note that the old viaduct is often referred to as the "Union Avenue viaduct", that being the old name of MLK before the street was renamed in the 1980s. For what it's worth, the city of Tacoma has or had a similar-looking Union Avenue Viaduct dating to about the same era.)

By the early 2000s the old viaduct was sagging and cracking, and the state decided it had to be replaced, not repaired. Unfortunately the replacement effort took twice as long and cost three times as much as planned, largely due to building on unstable ground. Turns out the whole SE industrial area is built on a former wetland area, which was filled in with old sawdust from the enormous sawmills that once stood here. Historical accounts refer to an enormous mountain of sawdust here back when the mills were in operation; a Cafe Unknown article includes a photo showing sawdust hills on the waterfront as late as 1940. In some areas there is reportedly a 66' deep layer of sawdust below ground. That's feet, not inches. I find that hard to imagine, but news accounts insist it's true.

Some items on the new viaduct and its long and complicated genesis:

• Willamette Week: "Why the New Grand Avenue/MLK Viaduct Feels Like a Rollercoaster"
• ODOT viaduct replacement project
• Tribune: SE Portland transportation history
• Portland Architecture post about the design
• DJC project delayed by 'surprises'
• Oregonian on project delays
• East PDX News on traffic changes due to the new viaduct.

So what's it like to walk across the semi-shiny new viaduct? Not great, I'm afraid. There's a sidewalk, obviously, but you're obviously on the side of a highway here: Heavy, fast-moving traffic, with lots of trucks. I didn't see any other pedestrians or even bikes while I walked across, and the collection of road garbage along the sidewalk indicates they don't come by and clean it very often. Which is disappointing considering this is a new structure. If the city of Portland had built it, rather than ODOT, there would at least be modern bike lanes, and maybe a guardrail between traffic and the sidewalk. Although it would have also been even more expensive, and the city could easily have failed to get the job done at all.

N. Portland Road Bridge

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Our next Columbia Slough bridge is the one carrying N. Portland Road; in the photos above, it's the bridge hidden behind the BNSF railroad bridge. I could have gotten closer to take better photos, but neither it nor the railroad bridge looked very interesting so I didn't make the detour. In retrospect I probably ought to have made the trip, since it does have a degree of historical significance. N. Portland Road is actually a state highway, OR 120, although people don't realize this because the state's never gotten around to putting up highway signs. It was built back in the 1930s to connect North Portland to the long-gone stockyards and meatpacking district. One alternate name for the road that's occasionally been used is "Swift Highway", named not for the speed limit, but for the old Swift Meat Packing Company, which built the stockyards and ran Kenton as a company town in the early 20th Century.

As a state highway, the state was responsible for building bridges on it, and for much of the 1930s tha was Conde McCullough's job. He's best known as the designer of fancy bridges along US 101 on the Oregon Coast, but as the state's chief bridge engineer even the most mundane bridges were part of his bailiwick. Obviously he wasn't the state's only bridge engineer, but he tends to get credit for anything the state built during his tenure, similar to Steve Jobs getting sole credit for various Apple products. In this case, McCullough at least invented the type of bridge used here; the department ended up building 158 bridges of this type around the state, so presumably the implementation work for each was farmed out to the department's junior engineers. The wood/concrete composite design was intended to be an affordable way to build smaller bridges, with the important side benefit of throwing some business to the state's struggling timber industry during the Depression. A historical review of the similar (and since-replaced) Vancouver Ave. bridge has a blurb about this one:

The N Portland Road bridge (formerly “Swift secondary highway”), was constructed prior to the subject bridge in 1934 using a similar composite type (Myers 1935:4). The concrete pile bent design varied slightly from the subject bridge by incorporating pointed Gothic-style arch openings. The Swift Highway connected North Portland to the Portland Union stockyards. The bridge retains less integrity than the subject bridge. Many of the understructure wood piles have steel column replacements and the handrail’s wood intermediate posts were removed and replaced by an adjacent modern rail.

Some of the replacement work happened in 2007. The bridge is a major trucking route, so it makes sense that 1930s wood beams would wear out after bearing decades of modern semi trucks. The state transferred much of the highway to city jurisdiction in 2005; from the included map in the transfer deal, it appears the deal transferred everything except the bridge (which it refers to as "Columbia Slough Bridge No. 01726"), with the agreement specifying "Said bridge shall be transferred at such time that said bridge is replaced with a bridge meeting AASHTO bridge design standards", AASHTO being the American Association of State Highway and Transportation Officials. In other words, everyone agrees the bridge needs replacing, and the city prefers that to be the state's problem, paid for from the state's budget.

Vancouver Ave. Bridge

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The next Columbia Slough bridge on our little tour is the one that carries N. Vancouver Ave. over the slough. The current bridge only dates to 2011, but it's the third bridge at this location, with history going back nearly a century.

As planning for the Interstate Bridge heated up in the early 1910s, local boosters argued over which street would be Portland's main approach to the bridge. The thinking was that winning this prize would lead to a bonanza of traffic and shoppers and general Progress. The two leading candidates were Vancouver Avenue, and Union Avenue (now MLK) a bit further east. The Union Avenue boosters won out, and the street got a bridge over the Columbia Slough in the style of the main Interstate Bridge. Vancouver Ave. had some sort of temporary connection to the bridge construction site, which was supposed to be demolished after the bridge opened, but the city threw a bone to local business interests and let them keep it for another two years on a trial basis. Which encouraged Vancouver Ave. boosters to lobby for a permanent slough bridge.

I'm not sure what happened to that original temporary span, but as far as I can tell there wasn't a bridge here by the mid-1920s. In 1927 there was a proposal to reuse a discarded old span from the Broadway Bridge here, similar to what happened with old Burnside Bridge parts being reused at the Sellwood, Lusted Rd., and Bull Run River bridges. Unfortunately Portland's city engineer concluded the old span was much too heavy for the site, and it would be cheaper to build an entirely new bridge than to build all the heavy supports needed for the Broadway span.

By 1929, local boosters were once again lobbying for a Vancouver Ave. extension, slough bridge, & connection with Union Ave. This time the idea got traction, although the powers that be decided to do it on the cheap; in August 1931, it was decided the new bridge would be a wooden structure, with only the parts the general motoring public would see done in concrete. A historical assessment done for the city in 2009 explains that this is actually a Conde McCullough design, believe it or not. As the state bridge engineer, he was responsible for mundane bridges as well as crown jewels along the coast, and this type of bridge was designed to be an affordable small bridge, with better aesthetics than a plain old all-wood bridge.

In June 1932, the county applied for Corps of Engineers permission to build the bridge. Permitting dragged out for a while, as the slough was then used by fishing boats and a bit of shipping traffic, as hard as that is to imagine today. Objections were eventually sorted out, and a May 1935 construction photo shows the bridge 50% complete. I didn't run across a story about the actual completion of the bridge. You'd think Vancouver Avenue would have hosted a big ribbon-cutting party, after all the lobbying that went into getting it built.

In May and June 1948, floodwaters from the Columbia and Willamette inundated the Vanport area and other large tracts of the city. To try to control the flooding, engineers built an emergency dam around the Vancouver Ave. bridge. It seems that a log raft somewhere upriver had broken during the flooding and a large number of logs had jammed up against the bridge anyway, so they decided to just dump rocks and gravel on top of the log debris until they'd blocked off the slough. Construction photos look messy and chaotic but apparently the dam did actually work as designed, preventing more flooding across North Portland.

In 2008, the wooden bridge supports were damaged by a brush fire that began in a transient camp under the bridge. It closed to vehicle traffic after the fire and was deemed unrepairable, but it remained open for bikes while the city figured out what to do next, and Vancouver Ave. boosters once again had to lobby for a new bridge. The old bridge was fully closed for demolition in April 2010, and its award-winning (and less flammable) replacement finally opened in May 2011. The new bridge features wide bike lanes and a variety of artistic touches, I suppose on the theory that whenever you replace a McCullough bridge, even a minor one, you have to make it a little fancier than you otherwise would. Maybe if you don't he appears as an angry ghost and makes fun of your third rate engineering skills or something. I haven't seen any reliable reports of that actually happening, but (I suppose) why risk it if you don't have to?

Seufert Viaduct

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A few months ago I did a series here on historic bridges in the Columbia Gorge. Since then I've tracked down another, very obscure one. The Seufert Viaduct (1920) crosses Fifteenmile Creek just east of The Dalles, near the Dalles Dam and right next to I-84. The design's credited to Conde McCullough, the state highway department's famed chief bridge designer during the early 20th century. He's famous for his bridges on US 101 along the Oregon Coast, but examples of his work pop up all over the state. Actually I've never been entirely clear on whether he did all of this design work himself, or whether he gets credit thanks to being in charge of the state's bridge design unit.

In any case, it's listed as one of his, and as a significant historic bridge it has the usual Bridgehunter & Structurae pages. A forum thread at American Road Magazine points out that this once carried US 30, the Old Oregon Trail Highway, which was the stretch of highway east of The Dalles. Officially only the stretch west of The Dalles was called the "Columbia River Highway", though I've seen the name applied to surviving historic parts of old US 30 as far east as Umatilla. Thus a page at "Recreating the Historic Columbia River Highway: shows what this area looked like in the 1940s, before I-84 and the dam went in. Today the bridge just carries lightly traveled Viewpoint Road, which dead-ends at an overlook not far east of the bridge. When I stopped by, I was hoping to also get some photos of Cushing Falls, a small waterfall somewhere just upstream of the bridge on Fifteenmile Creek. It turns out it's not visible from the bridge, though, and upstream of here is private land, and I didn't feel like knocking on doors to ask if I could see their waterfall. At least I came away with some bridge photos, though.

A circa-1994 Oregon Inventory of Historic Properties form has a little background info on the bridge:

The reinforced concrete girder bridge derives its name, Seufert Viaduct, from a former train station named for two pioneer brothers who moved to Oregon in the early 1880s. Located on the route of the Old Columbia River Highway, the bridge was designed under the auspices of C.B. McCullough, and constructed by the State Highway Department. The bridge was built under contract in 1920 by the Colonial Building Company. Total length is 222 feet. It consists of one 22-foot span and five 40-foot spans. At one time Arthur Seufert kept the bridge lit with direct current from a Pelton wheel which he operated in connection with Seufert Brothers Cannery.

ODOT's 2012-2013 Cultural Resources Guide (Which I think is their "hey guys, please don't bulldoze this stuff" guide for their work crews) includes a mention of the old Seufert cannery, which sat downstream of the viaduct, partly under today's I-84 and the rest in what's now a city park along the river. It mentions that it was once the most productive Salmon cannery in the world, and the site is considered historic even though very little of the original structure remains.

A 1920 issue of Western Bridge Builder described the upcoming viaduct project, as the state was soliciting construction bids for the job:

One reinforced concrete viaduct near Seufert requiring approximately 580 cubic yards class "A" concrete, 20 cubic yards class "B" concrete, 110,000 pounds metal reinforcement, 425 lineal feet concrete handrail, 250 cubic yards excavation.

The State Highway Commission's Biennial Report for 1919-1920 included a little info on the project, which was nearing completion as the report went to press:

Just south of the cannery at Seufert, about three miles east of The Dalles, the Highway crosses Threemile Creek, at an elevation of some fifty feet above the bottom of the stream bed.

A concrete viaduct consisting of one 22-foot and five 40-foot spans is practically complete for this crossing and will soon be opened to traffic. In order to get a suitable foundation, it was necessary to excavate do a depth of 20 feet below the stream bed, making some of the columns as long as 70 feet.

The contract for this work was awarded on March 32, 1920, to the Colonial Building Company under contract No. 257. It is probable that it will be completed by December 1 and will cost approximately $42,200.00. The expenditures to date amount to $34,284.05.

(Note that the creek seems to have been called Threemile and Fivemile creek in the past. I suppose all of these names are accurate, technically, depending on where you're measuring from.)

Much more recently, a 2003 ODOT bridge evaluation recommended replacing the bridge instead of repairing it, at a cost of around $3M. It's been over a decade since then, though, and they haven't replaced it yet. It was one of the more expensive projects on the list, and Viewpoint Rd. past the bridge only serves a couple of rural houses and the aforementioned viewpoint. So I'd imagine this isn't a top priority, and I'd be surprised if they get around to it anytime soon.

Mosier Creek Bridge

Here's a photo of the Mosier Creek Bridge, which carries the old Columbia River Highway, aka 1st Avenue, in the small town of Mosier, OR. Mosier is about halfway between Hood River and The Dalles, and it's the western end of a segment of the old highway that continues east to the Rowena area and then to The Dalles. I stopped to take some photos of Mosier Creek Falls, a short walk upstream, and the bridge looked kind of interesting so I took a photo of it too, even though I wasn't yet doing a bridge thing here. The BridgeHunter page for the bridge claims this is yet another Conde McCullough bridge, like the Dry Canyon Creek Bridge up on the Rowena Plateau, and Bridge Ink concurs. A 2009 ODOT presentation about McCullough bridges includes it (along with a lot of other great vintage photos), and they of all people ought to know. A brief 1921 Oregonian item says:

Paving on Highway Begun.

HOOD RIVER, Or., May 25 - (Special.) - The A.D. Kern Co. today began paving the Hood River - Mosier stretch of the Columbia river highway at Mosier creek bridge, according to M.A. Mayer, Mosier orchardist, here on business. The paving crews will be moved to the east approach of the Hood river bridge tomorrow and will move east from here.

An earlier item from June 1911 is confusing, because the year predates the Columbia River Highway as it's usually understood, and also predates McCullough's employment with the state highway commission. So maybe it refers to an earlier bridge on the site. And maybe it's a different road too, or maybe the existing road was upgraded later to have the Columbia River Highway look.

WORK IS RUSHED ON ROAD

Motor Highway From Mosier to The Dalles Ready Soon. MOSIER, Or., June 18 - (Special.) - The new bridge across Mosier Creek has been completed and work is being rushed on the automobile road from Mosier to The Dalles. The road follows closely along the Columbia River, and when completed will be one of the finest roads in this region, as well as the most picturesque.

The road will be 16 miles in length and is expected to be finished by early Fall.

One mostly unrelated but interesting item I bumped into: Mosier was the site of a recent ODOT effort to make I-84 bridges and overpasses a bit less fugly. Their new "Cascadian" style vaguely evokes some design elements used in the old highway. I'm not sure if the one they did here is an overpass over I-84, or I-84's bridge over Mosier Creek. It's a nice upgrade, wherever it is.

Dry Canyon Creek Bridge

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The Dry Creek Canyon Bridge spans a desert canyon on the Columbia Gorge's Rowena plateau, just southwest of the Nature Conservancy's Tom McCall Preserve. This bridge dates to 1921 and was part of the original Columbia River Highway. It's another of Oregon's many Conde McCullough bridges. He's best known for bridges along US 101 on the Oregon Coast, but as head of the state highway commission's bridge division he was responsible for bridges all over the state. A few have been featured here previously, including the Oregon City Bridge, the John McLoughlin Bridge on the Clackamas River, and the Wilson River Bridge in Tillamook. A couple of others I'm not so sure about: The OR 99W bridge on the Tualatin River, and the Oswego Creek Bridge in Lake Oswego. One problem here is that he was the state's chief bridge designer but not the only one, and other designers tended to work in the same style. A number of Columbia River Highway bridges further west in the Gorge are variations on this style even though they predate McCullough's tenure. So I think "Conde McCullough" is sometimes shorthand for anything done in the early 20th Century Oregon Highway Commission style, regardless of who actually did it. It's simpler that way, and it supports a "lone genius" theory of bridge design that a lot of people seem to find appealing. Supposedly this bridge really is his though, and its setting is a bit more dramatic than most, so if you're collecting the set you really ought to put this one on your list.

I only had this one photo of the bridge on hand, so I thought I'd do something a little different this time and create a Dry Canyon Creek Bridge gallery on Flickr. A gallery is basically a photoset of other people's photos, and there are some rather good ones of the bridge out there. On the above map you might notice a trail leading south from the Rowena viewpoint parking lot, passing close to the head of the canyon the bridge spans. This is probably where the side-facing bridge photos were taken from. It's been years since I've hiked that trail, and the last time was before I was doing this ongoing bridge project, so I unfortunately don't have any photos of my own from that location. Incidentally, I haven't seen any mention of what the canyon itself is called. If the creek is Dry Canyon Creek, it's the creek that flows in Dry Canyon. But if the canyon wasn't already called "Dry Canyon", it's the canyon that Dry Canyon Creek flows in, and thus is "Dry Canyon Creek Canyon". Also, the creek's apparently dry most of the time. Is it still a creek when it's dry? In what sense does it exist if it's dry? And if it's flowing, the canyon isn't dry, therefore the name's an oxymoron.

Anyway, there are some non-Flickr photos out there too. Bryan Dorr has a recent post up about the bridge, and Rick Scheibner historical Oregonian database, a stunning black and white photo of it. And from the library's hist May 1921 photo shows the then-new bridge with a vintage Overland car nearby.

Wilson River Bridge, Tillamook

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A few photos of the bridge over the Wilson River at Tillamook, just south of the famous cheese factory. Although it looks a bit worse for wear, it still seems like an absurdly grand and out-of-scale bridge for the location. The Wilson River isn't very big, and the site of the bridge is in the midst of flat muddy farm country. Maybe the location is more challenging to build on than it looks. The wikipedia article (above) indicates that this was a very early bridge of its type, so possibly the state prototyped the design here before using it where it was really needed. Dunno.

As one commenter notes below, this is a Conde McCullough bridge (like many bridges along US 101), so it does have historical significance to Oregon. It's not anywhere as big or showy as its better-known siblings in Newport, Florence, Coos Bay, etc.. You can see a distinct family resemblance to other smaller McCullough bridges, though, like the bridge in Oregon City even though the latter is a through arch design.



I should probably point out that these were taken from a moving vehicle, and we didn't stop to take a closer look at the bridge, much less walk across it. I don't think I've made this clear before, but the whole walking across thing is strictly a Portland-area project. Elsewhere it's strictly optional, especially when the area smells heavily of dairy cows.


Btw, this post is getting tons of hits from some somewhere on Facebook. Not sure what that's all about. Anyone want to enlighten me? Thx. Mgmt.

Updated 8/31/10: Aha. We have linkage from the Tillamook Headlight-Herald group on Facebook. One commenter whines about me mentioning the odor, and implies that we city folk don't know where cheese comes from. I guess on the theory that if you love sausage, you ought to love everything about sausage factories too.

I was around cows a lot as a kid, actually. My uncle had a few dozen at least; it seemed like hundreds at the time. I helped out with the cows now and then. I was hauled out of bed in the middle of the night more than once to come watch a calf being born, I guess because it was supposed to be educational or something. And I gotta say, I didn't like the smell of cows then, and I don't much care for it now either. And I do like cheese, and I'm not going to apologize for that. Stop me if you can.

Autumn, Tualatin River Bridge

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The ongoing bridge series ventures south once again, this time to a rather obscure location. The bridge you see here carries Highway 99W over the Tualatin River, out in the 'burbs between Tigard & Tualatin. It doesn't appear to have a proper name, as far as I know. It's often called "Tualatin River Bridge" (for example Structurae and Bridgehunter), although that's a bit silly considering how many other bridges there are over the Tualatin. Other sources call it "Highway 99W Bridge", which is also silly since this is far from the only river 99W crosses. It probably doesn't help that when you drive over it, you barely even notice you're on a bridge. The St. Johns it's not, I guess that's what I'm trying to say here.

The original reason I thought I'd go check it out was that at least one source indicated it's a Conde McCullough bridge, which is a big deal if you know who he is, otherwise not so much. Ok, so that source is merely a caption on a Flickr photo, but the photo's by a local author who's written a number of bridge books and who runs a well-known Bridge of the Month Quiz. So I imagine the attribution is more than just a wild guess. I mean, I could just go down to the library or the historical society, or possibly check with ODOT, and find out for certain. I really ought to do that, probably. I'll update this post if I ever get around to doing that, but for now I'll just call it a "could be". At minimum, we know it was built by the right agency (the state highway dept.), at the right time (the 1920's). Whoever designed it, it's fair to say it probably doesn't number among their signature works. It's your basic steel truss bridge, nothing too remarkable about it. And the old bridge just carries the southbound lanes of 99W these days. The northbound lanes travel on a concrete bridge of unknown (but much more recent) vintage. Again, nothing terribly remarkable about it.

I do like the setting, though. Autumn leaves, a still river, the bridges, the morning light... It was kind of fabulous. I'm almost afraid to go back. I'm sure it wouldn't be the same.

It turns out there's a bit of history to relate about this spot. There's been a river crossing at this location since pioneer days. If you've ever driven Taylor's Ferry Road and wondered about the name (while you were waiting at a light or whatever), here's your answer. The ferry was replaced with the first bridge at this location way back in the 1860's (not too surprising, as the Tualatin isn't a very big river). Yet the name of the road has persisted to the present day, although the name's no longer used anywhere near here. All of this comes from "A Bridge over Time", a fun history poster from the City of Tualatin, with a bunch of old photos of the area.

The poster has a photo of something called "Roamer's Rest", a long-vanished river recreation spot once located right around here somewhere. Here's a local newspaper article reminiscing about the place.

I didn't actually walk across the bridge this time. I didn't see anywhere I could park and walk across the southbound (i.e. old) side, and it didn't seem really necessary anyway. The spot I took these from is primarily a canoe-launching site on the south bank of the river. When you drive over the bridge, it's not obvious that there's any public river access nearby, as there aren't any signs or obvious turnoffs.

Directions, from a page at the Tualatin Riverkeeper site:

99W Bridge & Hazelbrook Rd., Tualatin (RM 11.5 RB)
From 99W turn south onto 124th. Turn east onto Tualatin Road. Turn north onto SW 115th Avenue. Turn left (west) onto Hazelbrook Road. There are four parking spots at the
put-in. No restroom. More parking at Hazelbrook Middle School, two blocks east. This was the historical site of Taylor’s Ferry. Pilings from an old wooden covered bridge
are still in the river here.

If you look at the map above, the tiny parking lot is right at the sharp bend in Hazelbrook Road, and from there there's a short path to a viewpoint & put-in, right between the two bridges.

A local newspaper did a piece about this bridge, in the wake of that nasty bridge collapse in Minneapolis: "Highway 99W bridge old but 'in good condition'". So I suppose if you were going to walk across it, or I was going to go back and walk across it, it's at least not going to collapse under you, which I suppose is a relief, unless the idea of collapsing bridges hadn't occurred to you until just now, in which case not so much, and I humbly apologize for bringing it up. Or whatever.

Oswego Creek Bridge

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Ok, time for another bridge. This time we're looking at Lake Oswego's Oswego Creek Bridge, which carries Highway 43 ( == Macadam Ave. ) over, uh, Oswego Creek on its brief journey from Oswego Lake to the Willamette River. I don't usually bother with bridges over mere creeks unless the bridge is especially unusual or interesting somehow. The previous one was a (sorta) covered bridge. This one is a 1930-vintage Conde McCullough bridge... I think.

It's taken me a while to post this, because there's a bit of a mystery going on. If you look at the Bridgehunter & Structurae pages for the bridge, or this old photo from the City of Lake Oswego, the bridge you see there doesn't look quite like my photos. At first I thought maybe I'd gone to the wrong bridge, but that didn't seem possible. Then I thought maybe the bridge had been replaced in recent years, since the photo shown there is dated 1991. Although in that case you'd think there'd be some mention of the fact somewhere, and there isn't.

This painting of the bridge might explain what's going on. Assuming the artist didn't take extreme liberties, it sure looks like the bridge was widened at some point, so that the northbound lanes are old, and the soutbound ones are new, and I just happened to be on the southbound side. The bridge railing looks kind of old, much older than the visible supports, so I expect they either reused the original, or made a new one to match the other side. If that's what's really going on here, I mean; I haven't seen the other side, so I don't know for sure. I suppose I could go back and take another look or something. And while I'm at it, maybe try to take some better photos than the ones you see here, which I'm not entirely pleased with.

Anyway, I think that's what's going on here. If it turns out that I'm totally off base, I can always come back and rewrite this post if I have to.

If it turns out this is another McCullough bridge (which is pretty much the only reason I came to check it out), that brings us to at least 3 in the Portland area, even though sources often claim the Oregon City Bridge is the only bridge of his anywhere in town. But the McLoughlin Bridge and this one appear to be his too, and I've read that he designed a couple of Hwy 99 bridges nearby (over the Tualatin River near Tualatin, and over the N. Yamhill near McMinnville). So there may be at least 5, depending on how you define "Portland area".

The obligatory "not dying" angle, this time: Take care to not crane your neck out too far while looking for the damn bridge arches that aren't there, thereby losing your balance, falling off, and plummeting to an untimely demise somewhere in the ravine far below. Also, don't learn the hard way that the bridge is probably not quite high enough for bungee jumping (or base jumping, for that matter), and the creek isn't anywhere near deep enough to dive into from the bridge. Not that I expect people to listen to little ol' me out here on the Interwebs if they're inclined to try any of that stuff. But hey. Whatever.

John McLoughlin Bridge, Clackamas River

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My semi-ongoing bridge-wandering project took me down to Oregon City the other day to check out the pretty, but sadly run down, Oregon City Bridge. On my way back, I thought I'd stop briefly and check out a second bridge nearby. This is the Dr. John McLoughlin Memorial Bridge, which carries Highway 99E over the Clackamas River.

I didn't really have high hopes for it, and I almost didn't stop. I vaguely knew there was a bridge here, but it's a busy street and not a very big river, and there's no big "oh, cool" moment while driving over it, if it registers at all. It didn't really sound like it would be very interesting, but I was in the neighborhood (for once), so I figured what the heck, I'd just stop for a few minutes and take a quick peek.

Turns out the bridge is rather nice, actually. The McLoughlin bridge dates back to 1933, and sports some nice Art Deco touches and has a light, open and airy feel to it. There's no bike lane, but the sidewalk seems wider than nearly all other bridges in town, and there's a guardrail (plus the structure of the bridge itself) between you and vehicle traffic. There's even an attractive view of the Clackamas River. It's really a very cool river. If, like many Portlanders, you turn up your nose at it because of the word "Clackamas" in the name, you're really missing out.

So it's kind of too bad it's not somewhere where it'd be more useful to me. I'm very rarely down in Oregon City, and I don't think I've ever actually stopped in Gladstone even once for any purpose, so walking between the two, just not a very common occurrence.

You might've noticed I didn't bother with the "not dying" bit in the title. The bridge itself is pretty decent, and the "not dying" theme just sort of doesn't work. Quite honestly, if you're walking or biking along Highway 99E, the bridge is probably the safest spot for miles around. On either side, it's wall-to-wall mini-malls, no bike lanes, narrow sidewalks with lots of curb cuts, people tend to be driving large trucks and SUVs, and they don't expect you to be there. So just stay on the freakin' bridge, and you'll be fine, probably.

The Structurae page about the bridge has more photos, including a cool award plaque for being named "Most Beautiful Steel Bridge, Class C" in 1933 by something called the American Institute of Steel Construction, which still exists -- although it looks like the prize stuff is now handled by a related organization called the National Steel Bridge Alliance. Their online list of awards only dates back to 1996, unfortunately, but I do see that the St. Johns Bridge renovation project won a prize in 2007. Strictly speaking, the McLoughlin bridge received an "award of merit", which seems to be one tier down from a "prize" in steel bridge parlance. But still. An award's an award.

Here's a 1933 color photo of the bridge when it was new. Looks pretty much the same, doesn't it? Wikimedia has a photo of the bridge from a different angle than mine, and you can see the 3 arch structure a bit better there.

There's also a confusing mention of the bridge in Best Places Portland:

More interesting [than the Interstate Bridge] is the OREGON CITY BRIDGE (1922). The only Portland-area span designed by Conde McCullough, this 745-foot arch bridge features fluted Art Deco main piers and hammered inset panels. Just north, McCullough's McLoughlin Bridge has been rated the most beautiful steel bridge of its kind in the U.S.

So first we learn that the Oregon City Bridge is the only McCullough bridge in town, and in the very next sentence we're told the McLoughlin bridge is his too. Go figure.

Other than that, there really isn't too much to say about the bridge. It has a cameo in a gory, unsolved 1940s murder case, in which part of the body was found near the bridge. Seriously, I'm not kidding about the gory part.

So does this mean I'm expanding the bridge-moseying project beyond Willamette River bridges? Well, no, or mostly no. I keep talking about the two Columbia River bridges, and I'll probably end up doing those at some point, eventually. And now that I stare at the map a little, it turns out there really aren't very many bridges over the Clackamas River. There's this one, obviously. There's a rail bridge and a bridge for I-205 further upstream that I think we can file under "not safe for pedestrians". There's also an old bridge around 82nd Drive near the High Rocks area that's supposed to be for bikes and pedestrians, but I understand it's been closed since 2006 due to a fire and subsequent insurance litigation. There are more bridges further upstream, around Carver, Barton Park, Estacada, and beyond, but I'm ok with filing those as "outside the Portland area". As in, maybe, if I'm in the area anyway, and it seems "interesting", and I'm in the mood for it, but it's a very low priority. In other words, I think this may be the only Clackamas River bridge that's within any reasonable project scope. So I'm going to go ahead and declare Mission Accomplished on river #2. Hooray, or whatever.

How to walk the Oregon City Bridge and not die (*hack* *cough* *gag*)

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Today's installment of this humble blog's ongoing bridge series takes us south, to the Oregon City Bridge, which crosses the Willamette River down in, uh, Oregon City. It's a bit far afield for this project of mine, but it looked interesting and not excessively unsafe, so I thought I'd go check it out. It's outside my usual haunts and I'd only ever driven over it once or twice, and I thought it might be good for a few photos.







The bridge is pretty, but it's in terrible shape. To my untrained eye, at least, it looks like it's worse off than the Sellwood. I do realize the big trouble with the Sellwood is stuff you can't see easily, but it sure looks like the Oregon City Bridge is in a bad way. There are cracks all over the place, and places where the concrete's fallen away, sometimes exposing the bare metal skeleton underneath.





Updated: As a user comment below points out, ODOT already has a repair project in the works, scheduled for early 2009. Yay! So when I gripe about the current state of disrepair in the rest of this post and complain nobody's doing anything, just ignore that part, ok? Thx. Mgmt.



I wouldn't care so much if this was just another anonymous concrete girder bridge, but this is one of the state's collection of Conde McCullough bridges. There's a lot of those out there, but I think this may be the only one in the Portland area. I could easily be wrong about that. It's an unusual example in that the bridge deck is angled a bit, because the West Linn bank is higher than the Oregon City side. It's not as obvious in my photos as I hoped it would be. I think you may get a better view of that if you go uphill on the Oregon City side, but I didn't do that. Sorry.





Also, a couple of commenters below sort of get on my case for not recounting the long and illustrious history of Oregon City. I'd just like to point out that's intentional, as this post is just about the bridge, hence the title. Also the text and photos. I mean, there already are -- or were -- multiple museums devoted exclusively to that subject. So it's been covered already. And honestly I've never found pioneer history all that compelling. If you really wanted me to write about it, I would feel obligated to make up exciting new facts to make the story more interesting. I'd tell readers about how Oregon City lost the state capitol to Salem due to their rabid Confederate sympathies, a talent for picking the wrong side that persists to the present day, hence the big gold Saddam Hussein statue at the corner of Avenida Manuel Noriega and Kaiser-Wilhelm-Straße. I'd even let people in on the city's dark secrets. For example, the townsfolk used to offer human sacrifices every full moon to appease the great foul kraken that lived beneath Willamette Falls. In fact this practice continued up to the early 1970s, when Governor Tom McCall personally captured the kraken with his bare hands and sent it back to California (where it quickly found a job as a record industry lawyer). Because it just isn't a proper Oregon myth unless Tom McCall shows up at some point. Anyway, you probably see where I'm going with this: Do you really, seriously, want me creating the internet's official record of Oregon City history? Yeah, I didn't think so.





Anyway, another unusual detail about the bridge is that it was designed with public restrooms built into the bridge piers, supposedly. While walking across, you'll come across a couple of wider areas with spiky art deco bits standing up. These were, supposedly, the locations of stairs down to the restrooms. And if you look closely at the bridge from the side, just beneath the bridge deck you can see what look like (and supposedly are) balconies. Balconies! I keep saying "supposedly" because it's such a bizarre idea. I mean, restrooms in the middle of a bridge? Who would dream this up? And who would use it, if someone dreamed it up? And yet, there's a certain appeal to answering nature's call while enjoying a grand view of Willamette Falls and the river. Too bad, then, that the restrooms were closed due to vandalism, way back in 1937. Or so says Wikipedia. I'm still not sure I believe a word of it.



The bridge has all the standard bike/pedestrian hazards. Not enough sidewalk, and too much traffic, going too fast. The bridge is on the narrow side, but this time vehicles bear the brunt of the narrowness. Parts of the bridge are scraped and battered from vehicle collisions over the years. I saw at least one pile of recent debris that looked as if someone had lost a side mirror by banging it against a bridge girder. Driving it in a sensible midsize sedan wasn't so bad, at least. But there wasn't a lot of oncoming traffic at the time, so maybe I was just lucky.



There's an additional, somewhat exotic hazard to worry about here on top of the standard ones. Wikipedia asserts that the concrete used in the bridge is something called "gunite", which was chosen specifically to resist corrosion due to sulfur dioxide from the nearby paper mills. Ah, the sulfur dioxide. Which brings us to the "not dying" part of this post.



If you've ever been to Yellowstone, or to any hot springs up in the Cascades, you'll instantly recognize the scent of sulfur dioxide. But this time it's a byproduct of making newsprint, not some kind of allegedly-health-giving natural mud concotion. So you've got no reason now to pretend to like it. There is one big advantage here, compared to hot springs in the Cascades, in that there are far fewer unattractive naked people. Which is something, definitely. The really bad thing about sulfur dioxide isn't the smell, though; it's that it forms sulfuric acid when it reacts with water, and there's a lot of water here. Eeeww. Gross.

The whole undertaking was a little gross, come to think of it. The air smelled really bad, something unidentifiable and foamy was flowing into the river just upstream of the bridge, and the bridge itself was practically rusting and dissolving away before my eyes. Ick! When I got back to my car and drove off, the back of my throat was still burning a little just from breathing the air. So I do think I've semi-legitimately covered the "not dying" angle this time around.

Don't get me wrong, I'm not one of those snobby people who hate all things industrial and can't wait for those icky jobs to leave for China. That's crazy, and I don't see how you can expect to have a viable economy based on everyone making lattes for each other. The paper mills at Oregon City aren't pretty, but if you read the Oregonian, this is where your newsprint comes from. Basically I just didn't like the smell, or the subsequent tingling, burning sensation. I can't even imagine what it must've been like before modern Clean Air laws.

But if you ignore all that stuff, the bridge itself sure is pretty. There's no denying that. And a bit surprisingly, the businesses around either end of the bridge aren't notably sleazy, unlike the Sellwood & the Ross Island. So there's that.



Walking across the bridge? Oh, there's not much to that. Just park somewhere close if you need to, and walk across. There's no crosswalk immediately on the West Linn side, but if you feel like turning around, jogging across when there's no traffic is feasible, or at least it was when I was there. The heavy-duty bridge pillars stand between you and traffic, so it's really not all that scary. Relatively speaking, at least, compared to some of the other bridges out there. A bit stinky, yes, but not too scary.



If you park on the Oregon City side of the bridge, note that downtown OC has parking meters. Not the fancy green European boxes like we have in Portland, no, these are the real deal, old-sk00l parking meters. Ok, they're digital, and you don't have to turn a crank when you put the money in. But other than that, they're totally old-sk00l.

Also, there's the municipal elevator, just blocks from the bridge. I could've made it a twofer and checked out the elevator too, but I had other priorities. I've been on the elevator before, way back in my Cub Scout days. I remember back then there was this weird old guy operating the elevator, and it creeped me out a little even then. It creeps me out even more looking back on it.

Apart from the goofy 50's elevator, Oregon City looks pretty much like your classic, prototypical blue collar town. It's blue collar with a Portland-area twist: There's a homebrew supply shop right next to the bridge, and while I was walking around town I was passed by a Prius with the windows down, blaring country music. Seriously. The whole place is too perfect -- if Oregon City didn't exist, Hollywood would have to invent it. Maybe I'm just one of those dreaded Portland creative types, but when I look around, I see plotlines everywhere. Well, cliches, mostly, but that's about the same thing. Picture our hero, a fresh-faced all-American working class kid here in Oregon City. Daddy works at the paper mill, just like his daddy did, and his grandpa before that. Mama works long hours down at the diner. Our hero knows this will be his life too, but he wants out. If only he could land that football scholarship to State U. Then he meets our heroine, a rich girl from across the river in ritzy West Linn, home to the rich kids' school -- which is, coincidentally, the football archrival of our hero's school. Her daddy's a plastic surgeon, his trophy wife is a former spokesmodel, and they're usually away at the vacation home in Palm Springs. Our young protagonists quickly fall in love, but it's a problem, because he's from the wrong side of the tracks, the tracks in this case being a river. Cue outraged parents on both sides. Cue friends and teammates who all feel terribly betrayed. The bridge is our young lovers' special place, and several touching scenes are filmed there. The standard plot twists ensue, and there could very well be a climactic football game, as there often is. Our hero nails that scholarship, and finally makes daddy proud, for the first time ever. And then, it turns out that our heroine's going to State U. as well. Possibly her father's had a reversal of fortune, or the school has the #1 program in the nation for some obscure academic specialty she's interested in. Or she's merely giving up her own dreams to be with our hero. Something along those lines, anyway. Just so everyone lives happily ever after. Cue the credits.

Ok, it's not a very original plot. Successful movie plots never are. If it got greenlighted, I'd want to film on location (unless Vancouver BC made me a really great offer). To film on location, the bridge would need to be gussied up a little. Maybe ODOT could do it, since they're responsible for the bridge, at least in theory. Or if not ODOT, maybe the studio. Chances are the studio has more money anyway. So, ok, it's a longshot. If you have a better suggestion on how to get this poor little bridge repaired, feel free to chime in.