Ok, it's time for another installment in the ongoing Columbia Gorge bridge project. This is the one where I take photos of bridges around the Gorge while confused tourists stare at me because an amazing waterfall is right over there behind me and I'm taking photos of an ugly old bridge. Sometimes they bump into me because they're too busy staring at the waterfall. This happens a lot around Multnomah Falls; not only are there hordes of tourists to perplex, but there's a bunch, ok, a batch, of bridges there, and the best spots to take photos of most of them put you right in the way of literally everyone else on Earth, or so it seems. So we've already visited the famous Benson Bridge up by the falls, and the historic highway bridge next to the lodge, and the equally historic (but unloved) viaducts on the highway just east and west of the falls. And we still aren't done; this time we're looking at the 1907 Union Pacific railroad bridge just downstream from the old highway bridge.
The railroad bridge's one semi-notable feature is the wooden sign that gives rail distances to various cities from this point: Going east it's 173 miles to Pendleton, 305 to Spokane, 393 to Boise, while westbound it's 35 to Portland, 177 to Tacoma, 210 to Seattle. If I ran the railroad (which I don't), I would've at least mentioned that this is also a very old rail line, built in 1879-1882 as part of the nation's third transcontinental railroad. Basic math tells us that if the railroad's older than the bridge, there must have been an earlier bridge here. I've never seen any info about the original, but I'm sort of guessing it was your basic wood trestle sort of thing, maybe built in a rush to get the railroad up and running, and it needed replacing after a few decades of Gorge winters. I see that the current railroad bridge on the Sandy River dates to around the same time as this one (1906), so maybe there was a wider project to go back through and modernize the rail line, or it's just that the original bridges all wore out about the same time.
The library's old newspaper database didn't have much to say about this bridge here, which is why I had to guess a lot in the last paragraph. I only came across one semi-interesting bit of trivia connected to the bridge, and it's of a bit more recent vintage: A 1970 Oregonian article about recent improvements at the falls mentions that at one point there were floodlights next to the railroad bridge which illuminated the falls at night. The article says the wiring for the lights was destroyed by a storm in January 1969 when a "glacier" of ice filled the creek from the river all the way to the falls, at one point forming an ice layer up to 40 feet thick & 60 feet wide, damaging the nearby lodge. The state hoped to put the floodlights back into operation before long, but I couldn't find any subsequent mention of the floodlights being restored, and the falls aren't lit at night now, and have never been lit as far back as I can recall, and an image search for "multnomah falls at night" comes back with some artsy long exposure photos but no lights, so I'm sort of guessing the restoration never happened.
A recent tradition I've come up with here is that the last post of the year is always a bunch of cat photos. This year I took a lot of cat photos but somehow only posted two to Instagram, so this is a shorter post than usual, but I think they make up for quantity with quality, especially the top one.
So it turns out that today is this humble blog's twelfth birthday. For good or ill, it's finally old enough to get shoved into a junior high locker by larger, cooler blogs. Ten years seemed like a milestone, and nine seemed sorta-milestonesque for some reason, but twelve just seems like it's been around forever. A couple of observations on yet another anniversary:
I barely got anything done here this year. 2017 will have -- by far -- the fewest blog posts of any year so far, unless I go on an unprecedented binge in the next week and a half. I've done "keepalive" posts repeatedly just to keep the tradition of at least one post per month going. In those I usually lay out reasons why I don't seem to have any time for this stuff anymore, work responsibilities & an open source project usually being the leading culprits. I'm not sure that's entirely it, though. I've repeatedly found myself opening up Blogger, pulling up a draft post & poking at it for a while, and thinking "Ugh, this is too hard". I don't know if this counts as actual writer's block, or it's just that I did all the easy posts first and I'm left with a collection of posts that need a lot of research and wordsmithing. It's possible I may just start deleting stuff that doesn't look interesting enough to be worth finishing, I dunno.
Another reason, certainly, is that 2017 was not a normal year. I spend far too much internet time staring at the latest horrors out of Washington DC. I usually grab my phone first thing every morning to check Twitter and see what Bigly Brother is ranting about now, and generally figure out what's gone from bad to worse while I was asleep. In the very first post here, I called then-president Dubya a "drooling idiot". Twelve years later, he's been replaced by someone far worse, which I would not have believed was even possible back then. I mean, 45 hasn't lied us into a war yet, or cratered the national economy, so Dubya's still the worse president of the two, at least so far. But 45 is likely the worst human being to ever hold the office, and he has plenty of time to pass Bush in the worst president category.
In any case, I have a couple of relevant todo items for next year, which I prefer not to jinx by calling them resolutions. The big one is to spend less time on social media, since it generally doesn't lead to increased happiness, and retweeting the latest awfulness does very little to stop it. Second item is to use at least some of that time here instead. A year ago or so I wrote down an item for 2017 to figure out what I wanted to do about this humble blog going forward. I thought about it for a while & realized I didn't want to stop doing this, but didn't manage to actually do much of it last year. So next year I'll try to make the time. I'd like to wake up on January 1st 2019 with an empty drafts folder, and never again complain about having a pile of unfinished posts, but based on how the last year went I'm only going to call that a stretch goal.
Anyway, happy blogoversary & assorted other holidays.
When a blog post lies around in Drafts for ages, it isn't always because I'm too busy, or I'm procrastinating, or just lazy, or what have you. Sometimes it's because, try as I might, I'm unable to find any useful information about the subject of the post. Several years ago I did a post about North Portland's Kelley Point Park, where the Willamette River flows into the Columbia. At the far tip of the point you'll find the anchor shown above; it's either an old but real anchor or a sculpture of an anchor, and I don't know which because there wasn't a sign or a label or any indication of who made it or who put it there, much less why. The usual practice here is that public art gets its own blog post, apart from the one about the park it's in, so I duly created a draft post for the anchor. But all these years later I still don't know anything about it, and it's not for lack of searching.
My one and only hypothesis goes something like this: The park was originally created in 1973 by the Port of Portland, after dumping a bunch of soil there from a dredging project. I bet the anchor dates to around that time, before the city took it over in 1984. I bet they just sort of thought the tip of the point deserved something decorative, and an anchor was the obvious choice for a park owned by the local port district. Maybe they just made the anchor in house & didn't really think of it as fancy public art, which would explain why it's not in any of the usual inventory databases. They may not have even kept records about it. That's just a hypothesis, mind you. If I ever find out what the deal is, I'll update the post, though I wouldn't hold my breath waiting around for that if I were you. And as always, feel free to leave a note here if you know anything more about it.
Ok, next up we're visiting TunnelPoint, a little scenic viewpoint on I-84 at the west end of the Columbia Gorge. It's only accessible to westbound traffic, so I've driven past it countless times on my way home to Portland from somewhere else. It just never seemed compelling enough to stop for, until I realized I'd never been there, and then it became a must-do. There's an interesting view of the Gorge from here, plus a navigational light, a railroad tunnel on the far side of the freeway (thus the name "Tunnel Point"), and an old historical marker that explains this is roughly the furthest point upriver that the George Vancouver expedition got to back in 1792. There aren't any trails starting here, so there's not much of a reason to stick around once you've taken in the view. Still, there's some interesting (at least to me) history here that that the marker doesn't mention.
Before the freeway went in, Tunnel Point was a huge rock formation jutting out into the river. Twophotos shared by the Oregon State Archives show what it used to look like before it was deemed to be in the way of progress. Or more precisely, it was right in the way of a modern new highway route that became I-84. So the whole rock was dynamited and quarried and hauled away as building material for the new road. I'd never heard of this before and it isn't obvious (to me, a non-geologist) that the cliff face across the freeway is a recent creation. So I was skeptical at first. If you look at the area in Google Maps with terrain view enabled, though, it becomes clear that the landscape here isn't quite natural.
An odd thing about the original Columbia River Highway is that although it was a marvel of early 20th century engineering, it was also obsolete essentially from the day it opened. As the only paved road heading east out of Portland, it was quickly choked with traffic, and the road's twists and turns made it a white knuckle experience, not the relaxing scenic drive it was meant to be. Less than twenty years after it opened, Portland civic boosters were already calling for rerouting and modernizing the road. A May 5th 1935 Oregonian article explained the many benefits of a water-level route for what was then called the Bonneville Highway, in honor of the new dam. Costs were initially estimated at just under $5 million.
An April 4th 1937 article gushed about the proposed new water-grade highway route, and this time featured several sketches of what the modern highway of the future would look like. These generally resemble what was actually built, but the initial 1937 plan would have put a deep, narrow road cut through Tunnel Point rather than leveling it entirely. I haven't located a record of exactly when or why the plan changed, but it probably had to do with switching to a four lane design, or realizing the original road cut design was a recipe for near-constant rockslides. At this point the price tag had risen to $12 million.
Construction began in 1938, but was suspended in 1942, presumably due to World War II. So for the next five years, visitors to the Gorge were treated to the sight of a half-finished, semi-abandoned highway to nowhere. Construction finally resumed in 1947, and a October 5th 1947 article reminded the public that the new(ish) highway was going to be really great, and the state really was going to see it through to completion this time, honest. The article includes several photos, including one looking west from Crown Point in which you can still see Tunnel Point before it was completely leveled. (Though an October 1941 article mentioned that Tunnel Point quarrying was already in progress at that time.) This article did not mention a price tag.
The first new segment of the highway opened to the public in 1949. In an August 7th 1949 article, the Oregonian explained that the shiny new highway really was as great as promised, and tried to reassure concerned readers that the new road still offered scenic vistas and had not ruined the Gorge as feared. In fact, the article explained, a couple of new vistas had been created, including the Tunnel Point viewpoint. In total, around 150,000 cubic yards of rock were excavated from Tunnel Point to make it what it is today.
The navigational light was a later addition. It was built in 1965 to replace lights further upriver at Rooster Rock, which had been destroyed by the winter floods of 1964.
While I was visiting Gorton Creek Falls (which we saw in the previous post) I took a quick peek at the small, circa-1919 GortonCreekBridge nearby. One of my numerous ongoing projects here involves tracking down old bridges from the original Columbia River Highway, and this is yet another of them, albeit maybe not one of the crown jewels. Still, the project wouldn't be complete without finding it, so here we are.
As I mentioned in a post about the Shepperds Dell Bridge a while back, the state highway commission had around 4 bridge designers working on different parts of the highway. This one was designed by Lewis W. Metzger, who's also credited with the nice little arch bridge at Eagle Creek, and a larger one at Moffett Creek that I haven't gotten around to posting about yet, plus a few others I haven't visited, and a couple that no longer exist, like one in Hood River that was demolished & replaced in 1982.
The highway commission biennial report for 1916-1917 mentioned that this bridge was budgeted at $2500, which is about $53,600 in today's dollars. Which seems pretty cheap for a concrete bridge that's held up for nearly a century. (The most expensive item on the list was $250,000 for the now-replaced Center Street Bridge in Salem. Metzger worked on that bridge too, so I imagine the Gorton Creek project was a bit of an afterthought.)
A downside of building a no-frills bridge is that it was made just wide enough for early 20th century cars, and it lacks sidewalks. In practice this isn't a huge problem, as this stretch of ex-highway is lightly traveled and the bridge is short so you can just wait & walk across when nobody's coming. On the other hand, ODOT is in the middle of their big-budget Historic Columbia River Highway State Trail project, which aims to create a shiny new bike-friendly, tourist-friendly route from Portland out to the Dalles or so. This bridge is on the route, but ODOT felt it wasn't up to the job, bike-wise, so in 2015 they started looking at adding a new bike/pedestrian bridge next to the current bridge. Construction was targeted at fall 2016, but eventually began in August 2017, and it's not clear now whether they're adding a bike-only bridge in parallel, or replacing the whole thing. If it's the latter, it wouldn't be a major loss in terms of sheer beauty or historic preservation, let's be honest here. In any case, the latest project newsletter indicates construction is ongoing, so evidently this area wasn't heavily impacted by the Eagle Creek Fire.
I was taking another wary glance at my vast Drafts folder and realized I had a number of unfinished posts about places around the Columbia River Gorge. I feel like I ought to finish them up now, as a small record of what the Gorge was like before the Eagle Creek Fire.
So first up are some photos of Gorton Creek Falls, in the Wyeth area east of Cascade Locks. I took these in July 2015; it was the first time I'd ever been to this particular waterfall, so I went by the OregonHikers.org description of the hike, and instructions on how to find the trailhead. (Note there's also a remote & difficult Gorton Creek Trail that goes nowhere near the falls, so it's best not to confuse the two hikes.) The one thing to watch out for is an intersection with the east-west Gorge Trail not far into the hike. There are signs for various trails heading off to the left and right at this point, but the trail going straight ahead is unmarked for some reason. The unmarked trail is the one to the waterfall. It starts out as a nice well-maintained trail, but before long you'll be clambering over rocks and tree roots as you make your way upstream to the falls. It's sort of the same category as Oneonta Gorge that way, except that you don't absolutely have to wade through the creek. I made it without getting my feet wet, but this was in late July during a dry summer, and your mileage may vary. It was kind of fun, and the falls were worth the effort. I didn't say as long as I'd have liked to, though, because a sign at the parking lot said a Northwest Forest Pass was required, and I couldn't figure out where to pay my $5, so I kind of rolled the dice and hoped I could get out & back before they ticketed or towed me. Luckily that turned out ok, but again, your mileage may vary.
There's no such thing as an undiscovered hike in the Gorge anymore, but Gorton Creek was surprisingly uncrowded when I was there, probably just because it's just that much further from Portland than the more famous Gorge attractions. If this was located where Oneonta Gorge or even Eagle Creek is, it would probably be packed all summer.
Here are a few photos I took over the summer (or so) at the Hoyt Arboretum, part of Portland's Washington Park. I wasn't really taking these photos for a blog post, so they don't cover everything that's there; it's more that I realized I could take a long lunch, hop on MAX to the Zoo stop, and go wander around in a forest for a bit, either while thinking intensely about work or trying to avoid doing so. I used to go to the Arboretum all the time as a kid, but it had sort of fallen off my radar & I hadn't been there in years. I actually ended up there back in May looking for House for Summer, an art installation in the park that had just celebrated its 30th anniversary. It was a bit hard to find, so I ended up wandering around the area more than I'd expected, and after I finally found it I ended up wandering a bit more, and I've been back a number of times since then. Some parts looked familiar from mumble-mumble years ago, other areas I'm fairly sure I'd never been to before. (Btw you'll see the art in a separate blog post, because them's the rules.)
One bit I had no recollection of was at the north end of the park, where the Wildwood Trail winds down to a scary crossing of W. Burnside St., which is not technically a freeway but it might as well be. I suppose my mom was afraid we'd try to run across the busy street, or more likely she would totally have done it herself but didn't think my siblings & I were fast enough to keep up. So I got to the crossing, saw the cars whizzing by, and immediately noped out. So (as far as I know) I still haven't ever been on the portion of trail on the other side of Burnside. The crossing isn't safe here, and there aren't any sidewalks on either side of the street that would let you get to a crossing somewhere else, the bus doesn't stop here, and there's only a parking lot on the south side of Burnside if you feel like driving -- so you'd still have to run across the street. The trail continues north (and steeply uphill) to the Pittock Mansion, and then back downhill to NW Cornell & Macleay Park, so you could drive to either place (since Trimet doesn't serve either one) and do an out-and-back hike from there. Can't really do that on a long lunch break from the office, unfortunately. This is all about to change, though; a fundraising campaign just finished raising money to build a footbridge over Burnside to connect the trail in a less scary way. So I think I'll go ahead & wait for the bridge to go in next year. And yes, once it goes in there's bound to be a bridge blog post about it sooner or later. Though the way my drafts folder looks, I can't make any guarantees about when, exactly.
So I woke up at 4am this morning and drove down to Molalla to watch today's solar eclipse in a minimall parking lot, between a 24 hour McDonalds and the local Safeway. I figured the scenery on the ground doesn't matter with eclipses, and a shorter drive there means a less tedious drive back, which turned out to be true. I missed the February 1979 eclipse here thanks to Oregon's usual February weather, which was quite disappointing since I'd basically memorized the big book of eclipses I'd been given a few months earlier. I could have bored you to tears talking about Saros cycles and Baily's beads and whatnot, and then I would've been sad that yet another grownup didn't share my enthusiasm. Anyway, I was fairly determined not to miss out this time. The one thing that didn't cooperate was my clunky old DSLR, which decided to somehow drain its battery down to zero on the drive down. So all I've got are phone photos, although several of them turned out ok. In truth, though, even the most perfect images from the world's most accomplished eclipse photographers don't really capture the experience. I think I may have said something similar about rocket launches a few years ago, and it's probably also true of auroras (though I haven't experienced that in person yet). If you ever have a chance to see a solar eclipse in person, you really should do it, and then you'll be able say this to other people. (Incidentally, today I wore my t-shirt from the last rocket launch I went to, because moon. Nobody asked me about it, because Oregon.)
The photoset includes a few photos from totality; none of them are going to make the cover of National Geographic anytime soon, but I would've felt bad if I hadn't at least tried. Molalla had just over a minute of totality, so there was just enough time to marvel at it, scramble to take a few photos, marvel at it again, and hurry to put the eclipse glasses back on to avoid going blind. If I could do today over again, I might have gone somewhere further south with longer totality, since a minute-and-change was not nearly long enough. Since I don't get a do-over on this one, I suppose I'll just have to go travel the world and see more eclipses.
Also included are a whole bunch of partial phase photos, since the partial phase seems fascinating until you see the total phase, and then you realize it's very much a secondary attraction. The parking lot had rows of leafy generic parking lot trees, so I got a few decent photos of the bizarre crescent shadows you see during the partial phase, created by images of the crescent sun peeking between the leaves. These were much stranger than I'd expected, and I felt compelled to point them out to people nearby & explain what was going on. I suppose once you've worked in a science museum, you never really and truly stop, even if it was 20 years ago.
There's also a short video of shadow bands racing across the parking lot just before totality. As far as I know this phenomenon is still not entirely explained; it's thought that it's an atmospheric effect, since it's different each time and sometimes isn't observed at all. I only saw it prior to the eclipse and not afterward, though I only looked for it briefly as people began driving home the moment totality ended and I didn't want to be roadkill before I could even tweet any photos out. Oh, and toward the bottom of this post there's also a video of the goofy animated cowboy outside McDonalds, at the intersection of state highways 211 & 213, which exists because Molalla is an old-timey rootin' tootin' Western rodeo town & don't you forget it.
A few things I didn't see, or saw but didn't manage to capture here:
I'd meant to look for the four planets clustered around the sun, including Mercury, which I don't think I've ever seen. I was too busy looking at the sun to remember to look for planets, so maybe next time.
Prior to the eclipse there were the usual little brown birds hanging around, chirping and looking for discarded fries or bits of McNugget. (Note: I am not a birdwatcher.) They seemed to get quieter as the eclipse approached, but I don't really recall whether I heard any during totality or not.
I also didn't look at the horizon; you're supposed to get a brief 360 degree sunset effect, but again I was too busy looking at the sun to notice.
Also no photos of Baily's beads or the diamond ring effect, because those are very brief phenomena and I just didn't time it right. This probably requires more eclipse photo experience, and possibly better (and more cooperative) gear than I had today.
I do have photos of the parking lot & crowds watching the eclipse, but these don't capture the strange light during the partial phase, I suppose because the camera wants to auto correct for the low light situation. It's not like during a sunset. There's no golden hour, and no long shadows. Things just get progressively dimmer and greyer, until the great sky monster finally eats the sun, and civilization collapses. I was going to say the effect is like the dimness from a distant forest fire, but that's not really true either, since it's also not hazy at all. It's more like an underexposed photo happening in real life, which is more or less what's actually going on.
The temperature dropped significantly on the runup to totality, and I put on a hoodie for a while. If you really want the full effect, I suppose you could simulate this by cranking up your AC while looking at these photos. This was the only weather effect I noticed, no sudden wind or absence of wind.
One more thing -- for comparison, at the bottom of this post I've embedded a photo I took of the transit of Venus back in 2012, which I unfortunately took with a crappy Blackberry camera. The transit had just begun so the planet's near the edge of the sun, toward the bottom of the photo. Transits of Venus are less impressive than solar eclipses, but much, much rarer, and I feel fortunate to have seen one. I dusted off my old sun-watching glasses from 2012 today to use as a phone camera filter. So keep those glasses around, kids: The next solar eclipse is in July 2019 in Argentina & Chile (assuming the winter weather cooperates), and then in November of the same year there's a transit of Mercury visible in the same region. (Those aren't quite as rare as transits of Venus, but I've never seen one.) The next eclipse in North America isn't until April 2024, and it makes a diagonal stripe from Texas up across the Great Lakes and over to Newfoundland. So that might be an excuse to go back to Cleveland, or maybe watch the eclipse at Niagara Falls, again assuming the weather cooperates.
The previous bridge post went on about the historic circa-1914 viaduct on the Columbia River Highway east of Multnomah Falls. I mentioned then that there was another similar viaduct just west of the falls, and a reasonably alert reader might have guessed that a post about it was coming, because when I'm doing stuff for the sake of completeness, I can't just do one of the two and leave it at that. It just wouldn't be right, you know?
In any case, the west viaduct is basically the same as the east one, but at 400' it's only half as long, and it's harder to get decent photos of the west one due to trees. On the semi-positive side, the photoset does have a couple of pics taken from on the viaduct, which I was able to do thanks to being stuck in Multnomah Falls traffic. Anyway, here are a few links about the west viaduct from across the interwebs:
The next stop on the Columbia Gorge bridge project is not exactly a bridge; the old Columbia River Highway travels on raised viaducts for a few hundred feet on either side of Multnomah Falls, for the simple reason that there was nowhere else to put a road back then, as the only bit of flat ground was already taken up by the railroad line. (The area where I-84 runs now was filled in much later, and was just river or wetland a century ago). Like most bridges on this stretch of highway, the viaducts were designed by K.P. Billner, who wrote about them in a 1915 article:
Two long concrete viaducts, which stand against the hillside like steps, solved the problems existing near Multnomah Falls. Here the Oregon-Washington Railway & Navigation Co.’s road occupied all of the available space along the river. The cost of excavating a 24-ft. roadway along this railroad, and of carrying the excavated material across the track to the river, was practically prohibitive. Figure is a view of the 860-ft. viaduct located east of Multnomah Falls. The West Multnomah Viaduct is similar to that shown in Fig. 6. In the West Multnomah Viaduct, however, the the railing extends along the masonry retaining wall.
The roadways of these viaducts are carried on two parallel lines of columns spaced 17 ft. 6 ins. on centers. The longitudinal spacing of these columns is 20 ft. As protection agains possible settlement of the upper columns, inclined struts, following the slope of the hill, are placed between the upper and lower columns, these struts being capable of carrying the weight of the structure. A railing, consisting of cement mortar on metal lath reinforcement, is placed along the railroad side only (see Fig 6.).
A page about the east viaduct at Recreating the Historic Columbia River Highway includes a few vintage photos, and notes that the east viaduct cost $22,520.83 in 1915 dollars, making it the second most expensive structure on the highway, second only to the Latourell Creek bridge. The east viaduct also has a BridgeHunter page, and the Library of Congress has a Historic American Engineering Record entry for it with a few old photos, which are mostly interesting because they're taken from angles you physically can't get to anymore, unless you feel like standing in the middle of eastbound I-84. Legal says I have to remind people not to do that, btw. The photos you see here were taken from the far eastern tip of the I-84 Multnomah Falls parking lot/rest area, which I think is probably the only way you can see underneath the structure now without being in a moving vehicle.
Given all that went into creating the Multnomah viaducts, it's a shame they're contenders for everyone's least favorite part of the old highway. They were engineering marvels of the Model T era, but they weren't designed with wider vehicles in mind, and it seems like there's always a giant RV with extra-wide side mirrors heading the other direction whenever you drive across one of the viaducts. In the last 10 years or so, it's also become rather likely you'll be stuck in a huge traffic jam all the way through the Multnomah Falls area, which doesn't really enhance the viaduct experience either. Widening the road is probably out; the viaducts are protected historic structures, and even if they weren't the rail line is still right next door & there's nowhere to put a wider road. I suspect that at some point they'll have to ban private vehicles along this part of the road, at least during high tourist season, and only allow shuttle buses along the road, sort of like what the National Park Service ended up doing in Yosemite National Park. This won't happen anytime soon, but in the longer term it seems inevitable to me. Then the shuttle drivers can tell their passengers the scary narrow part is coming up, and people can wave at the shuttle going the other direction, just inches away, and it'll just be another fun part of the show.
Next up, here are a few photos of the historic 1914 highway bridge at Multnomah Falls. (Did I mention there's an ongoing Columbia Gorge bridge project? Because there is.) The comprehensive Historic Highway Bridges of Oregon (1989) describes the bridge thusly (via ColumbiaRiverHighway.com):
The Multnomah Creek Bridge, near the 620-foot drop of Multnomah Falls, is a noteworthy short-span arch and is a significant component of the old Columbia River Highway. This reinforced concrete deck arch is 67 feet in length .The barrel arch has solid spandrel walls and is 40 feet in length. The bridge was designed by K.P. Billner under the supervision of C.H. Purcell, State Bridge Engineer, and S.C. Lancaster, Assistant State Highway Engineer. It was constructed [in 1914] by the Pacific Bridge Company of Portland.
Smith, Dwight A., James B. Norman, and Pieter T. Dykman. Historic Highway Bridges of Oregon. Portland, Or: Oregon Historical Society Press, 1989, page 143.
It's not the biggest or most innovative of the old highway's bridges; a 1915 Engineering and Contracting article by Billner describes various bridges along the highway and the engineering challenges they addressed, and the Multnomah Creek bridge only merited a brief mention: "Figure 7 shows two bridges of the arch type at Multnomah Falls. This view also shows the falls, which is one of the scenic attractions along the highway.". The other of the two arch bridges is the famous Benson Bridge between the upper and lower falls, so I gather the key design feature here is that the two bridges were meant to form a harmonious pair. Most of Billner's article is devoted to his bridge at Latourell Creek, and my post about that bridge has a bit more background on Billner (who still doesn't have his own Wikipedia bio, somehow).
Elsewhere around the interwebs, the bridge also has the usual Structurae and Bridgehunter pages, and the Library of Congress has a couple of vintage photos of it. And of course there are lots of other photos of it around the interwebs. The waterfall is obviously the main event here, but seeing as it gets multiple millions of visitors per year, a few of them are bound to take an interest in the old arched bridge they pass on their way to the gift shop. The bridge also gets a mention in a recent ODOT presentation about mathematical buckling analysis of arch bridges. It has a section on "Common Arch Bridge Types", and cites a few Oregon bridges for each type, since ODOT has lots of arch bridges and I gather they're rather proud of them. I dunno, I think stuff like this is interesting even if I don't completely understand it.
Next mural on the ongoing tour is Questions for Humans: Dreams Wall, on an industrial building at SE 10th & Salmon. This was created in 2015 by artist Gary Hirsch, and is one of a series of fourQuestions for Humans murals scattered around inner SE Portland; we visited Curiosity Wall a while back, so I still have to find Joy Wall and Relationship Wall to complete the set. As with the last wall, I sort of disobeyed the instructions by just taking photos to blog about later (almost a year later, as it turns out), rather than posting a selfie of myself with the mural. Technically speaking the last photo in the photoset includes a reflective RACC sign about the mural, and you can kind of see a silhouette of my hand holding my phone. That's about as much selfie as you're ever likely to see here; it's just not my thing, I guess.
While poking around the RACC site, I realized the artist behind these murals also created Upstream Downtown, the goofy salmon panels on one of downtown Portland's ugly parking garages, which were painted wayyy back in 1992.
Next up, we're taking a look at The Guardian, the big tiger mural on Water Ave. between Yamhill & Belmont, at the east end of the MorrisonBridge. This was created in 2016 by artist Ernesto Maranje, as part of the same project as Under the Same Sky in downtown Portland. The RACC page for the mural describes what it's about, beyond just being a cool tiger:
This mural was created through the AptArt (Awareness & Prevention Through Art) “Paint Outside the Lines” campaign, a multi-wall mural project where trans-global artists are engaging with marginalized groups in the Portland community. Youth from p:ear worked with Ernesto Maranje on this mural with the goal of addressing the reality of growing economic gaps and the impact that divide has on all of society. As the wealth divide in the United States grows, so does the number of people made homeless. The youth painted their identity and things of importance into the shapes of flowers. A larger than life tiger stands guard above the flowers, protecting them as they develop and grow in a dreamy world. Next to the tiger a bird takes flight representing the potential all humans have when nurtured and protected. Elements of coral and sea life adorn the tiger, bird and flowers, highlighting the connection we all share regardless of where we come from or where we are going.
Next up, we're looking at Under the Same Sky, a huge mural at SW 2nd & Stark, created in 2016 by artist Kevin Ledo with help from a local refugee & immigrant youth organization. The RACC page for it includes a short description:
This mural was created through the AptArt (Awareness & Prevention Through Art) “Paint Outside the Lines” campaign, a multi-wall mural project where trans-global artists are engaging with marginalized groups in the Portland community. Students from David Douglas High School and R.I.S.E. (Refugee & Immigrant Student Empowerment) worked with artist Kevin Ledo to create stencils and words in Arabic, Swahili, English and Somali about belonging and diversity that were applied to the mural.
Since its founding six years ago, AptArt has facilitated workshops and collaborative murals with communities living in conflict-affected areas, including Mozambique, Democratic Republic of Congo, Syria and Jordan. Portland is the first U.S. city to be a part of this effort. Artists Kevin Ledo, Ernesto Maranje, and Ruben Sanchez are painting murals at four sites in Downtown Portland and the Central Eastside Industrial District as part of the program, which takes place in 2016 and 2017.
A little mural inside the Lucky Lab brewpub on NW Quimby, with an arrow pointing toward the restrooms. I don't usually do indoor murals, but this one contained dogs and hops, plus I was headed to the restroom anyway, so I figured I might as well take a couple of photos. The hashtag above the signature in a few of the photos points to the creator's IG profile & website, minus the hash symbol obviously.
Here's are a few photos of the Arts Base murals on a former upholstery store at N. Williams Ave. & Wygant, as seen back in December 2014 when I took these photos and promptly forgot about them in the Drafts folder. A 2011 Portland Street Art piece explains that a group of artists & local residents rented the abandoned store, covered the outside in murals, and converted the inside to studio space. City Hall, on its usual quest to seek and destroy all unpermitted fun, declared the murals to be graffiti and ordered them painted over. Eventually the city relented somewhat and agreed the murals could stay, but the artists & their studios in the building had to go, because zoning. So the end result was a brightly painted and now re-abandoned building, at least as of December 2014 when I stopped by. Through the magic of Google Street View, I see that the same murals were still there in November 2015, but by June 2016 they'd been replaced by a much more sedate -- even tasteful -- yellow and grey geometric pattern. I can't help but think the swanky new townhouses across the street had something to do with the murals being toned down.
The next mural we're visiting as part of our ongoing project is She Flies With Her Own Wings, in the Alameda neighborhood at NE Regents Dr., Ridgewood Dr., & Alameda St. This is another one with an RACC description:
The inspiration for this mural comes from the Oregon state motto—”She Flies With Her Own Wings”—and displays the state bird, insect, flower, tree, and fruit. The creation of the mural involved the participation of nearby kindergartners, their teachers and parents, and neighborhood volunteers.
I have gotten the distinct impression that every weird blog project of mine eventually requires a trip to Alameda. First there were a bunch of tiny not-quite-parks to visit, thanks to the neighborhood's winding streets and tangled intersections. Then there were some public stairs that needed a visit, which I didn't visit the first time because I wasn't doing stairs then. And now there's a mural, which I didn't visit the previous two times because I wasn't doing murals then. As far as I can recall, I think these are the only times I've been in the Alameda area in years, so if you happen to run into me there, it probably means the neighborhood has painted a local intersection, or they've somehow gotten themselves a new bridge or something.
I think I've said before that I don't claim to be a journalist, nor have I ever been accused of journalism. While I was taking these photos, a woman jogged by, saw I was taking photos, and told me she'd worked on painting the mural. A real journalist would have seen this as a great interview opportunity. I just said something to the effect of "Oh cool, I like it.", and she smiled and kept jogging. A real journalist would have headed back to the office, filed a Pulitzer-worthy story just before deadline, and headed off to a nearby dive bar where the bartender calls everyone "pal" or "mac". I created a draft post and then forgot about it for close to a year and a half, and the closest thing I'll ever have to an interview here is being recounted from memory. In short, if you're looking for examples of the groundbreaking internet journalism of the future, this is not the place to look, and I'm not the person to ask.
Next up, a few photos from Honolulu's Pu'u o Kaimuki Mini-Park, on the hill behind the historic fire station in the trendy (and often rainy) Kaimuki neighborhood. The park isn't very big, and the hill it's on doesn't seem that tall, but it has great views in most directions, and it's not crawling with tourists, so I thought it was worth a quick visit. A few of the photos in this set show a tall metal pole with a bunch of wires attached to it; I couldn't figure out what it was at the time, but it turns out it's the neighborhood Christmas tree.
The next installment in this humble blog's ongoing mural project is History of Land Use in Hillsdale, at a bus stop at the busy intersection of SW Terwilliger & Capitol Highway. Its RACC blurb:
The artists Angelina Marino and Joel Heidel enlisted the help of over 120 community members to develop the concept for this mural which addresses historical and cultural aspects of the area. The site is located on Capitol Highway at a transition point where forest met with what was once dairy and orchard land. In a stylized manner, the content considers land use from the days of the settlers who established the dairies to the current day results of the Terwilliger Parkway reforestation. It speaks of cultural diversity by use of colorization and the bells on the cows that, by shape or content, represent the diversity of residents, both historically and according to the current census. The plants used in the mural also tie decades and cultures together, including domestic flowering and fruit trees mixed with indigenous forest plants.
This one was tough to get photos of. It's usually viewed -- briefly -- from a moving vehicle. I finally managed to take a couple of photos once when I was stopped at the light, but it was around dusk and the photos came out poorly. My usual approach in recent years has been to do the blog post anyway while making self-deprecating remarks about the subpar photos, but I had to draw the line somewhere. A few weeks ago I went for a hike in Marquam Nature Park, with no particular destination in mind. I ended up walking south along Terwilliger, and it occurred to me I could continue on to the Capitol Highway intersection & then catch a bus to the Sasquatch brewpub in Hillsdale for lunch (Capitol Highway lacks sidewalks, so walking the rest of the way would've been a poor idea.) Then I remembered this mural was at the bus stop, so I could indulge this occasional weird blog project while I was at it. So a plan took shape, and here we are. I suppose it would have been simpler to just take a bus to the bus stop, take some photos, and then get back on the next bus, but this way it was part of a nice walk with beer and a burger at the end.
Next up, were visiting tiny Makalei Beach Park, another spot along Diamond Head Road nestled among the houses of assorted rich people. As with Le'ahi Beach Park, there's beach access, picnic tables, and indications there was a house or two here at one point. Again, no particular reason to go out of your way to visit this park, but I was in the area anyway, and it was sunny with palm trees, and I had just arrived from rainy Portland, so it was inevitable that I'd stop for a few photos, and here they are.
Ok, it's a rainy day in Honolulu right now, so I thought I'd finish off a few draft posts left over from previous times I've been here. First up, we're visiting Le'ahi Beach Park, a small park along Diamond Head Road among a narrow strip of houses of the rich & famous between Diamond Head & the ocean. It's basically a neighborhood park with beach access (though much of a beach) & picnic tables, and there's no particular reason for tourists to seek it out; I happened to be walking a loop around Diamond Head at the time, so I figured I'd take a couple of photos since I was in the area anyway, and there are very few opportunities to take photos of palm trees back in Portland.
The seawall at the park suggests there may have been a house here at one point. I don't know the exact story here, but this is one of several oceanfront spots in the vicinity that look like they once contained houses and now don't. Some are parks, others are just fenced off vacant lots, sometimes with old weatherbeaten for-sale signs. You would think this would be incredibly valuable land, snapped up and built on the moment it came on the market. As I understand it, if you were to buy one of these places, you'd be caught between state environmental laws that now frown on seawalls & require you as a new buyer to remediate the existing ones somehow, and rich neighbors who want you to reinforce your seawall to protect their seawalls, and who also insist that your new house not block their view, or cause any traffic or construction noise, or draw the wrong sort of people to the neighborhood. Before long, prospective buyers conclude it's just too much trouble, and go off to be terrible rich people somewhere else. Florida, maybe, or Palm Springs, or Dubai.
Ok, so I started the year with a bunch of posts from the bottomless Drafts folder, then slacked the rest of January, then all of February. And as I point out every time I do one of these, I've managed to go 11 years and change doing at least one post a month, and it seems like a shame to have that streak end today, so this is February's obligatory keepalive post. One fun little administrative detail to point out is that this humble blog managed to outlive Twitterfeed, its longtime RSS-to-Twitter provider, a fact I somehow managed not to clue in about for a few months after its demise. I'd heard that Dlvr.it was a decent replacement so I signed up and (I think) connected all the dots so that posts here can be ignored by a wider audience. I say "I think" because I haven't actually posted anything since signing up, so this post is the somewhat belated experiment. I'll hit Publish in a bit and go see if it shows up over on the intertweets. If it shows up in a semi-timely way, and only one copy shows up, it's already better than crufty old Twitterfeed was.
Next up we're visiting the Alleyway Street Art Project, a collection of murals in the NE Williams Ave. - Cleveland Ave. Alley between Jarret St. & Jessup St., if those directions make any sense. I don't know the backstory about why this one alley in a residential neighborhood has a bunch of murals. I suppose everyone involved just agreed to do it and didn't need or bother to post anything about it on the interwebs. I did run across someone's blog post with a few of the murals here taken at night, for what it's worth.
Next mural up is the
Belmont Rotating Mural, which is basically the garage of someone's house on SE Belmont near 32nd which gets repainted by different mural artists every so often. These are rather old photos and I'm positive it doesn't look like this anymore. The PDX Street Art page (1st link) has a few photos of it as it's changed over time.
We're wrapping up the Ladd's Addition parks mini-tour at Ladd Circle, the traffic circle in the center of the neighborhood's goofy street grid. The circle isn't a rose garden; it's basically just a landscaped circle with bushes and a couple of benches, if I remember right, and it's somehow gone over a century without anyone plunking down any monumental art in the center of the circle.
The one commercial building facing the circle is home to the cozy Palio cafe, named after the famous Sienese horse race. Previously there was a small neighborhood grocery store here until sometime in the 1980s. There are also a couple of churches facing the circle, which I don't have photos of since I admit I'm not all that interested in churches.
A few years ago, a local cyclist/filmmaker got the idea of riding a century (100 miles) by doing 650 laps of Ladd Circle. There seems to be some disagreement about how many laps equal 100 miles; I'm not sure if they're measuring the length of the inside of the circle vs. the outside, or what the discrepancy is about, but the BikePortland article says 650 laps, while the filmmaker's video about this adventure says it's a nice even 666 laps. A big group event last summer insisted that you could hit a century in just 500 laps. So who knows? One commenter did the math and figured that anywhere between 543 and 673 laps, depending on where you ride in the circle, and how pedantic you plan on being about your 100 miles. Personally I've never been 100% convinced that the ordinary laws of physics and reality operate inside Ladd's Addition, so maybe all of these values are true, and none are true, and uncanny magic is afoot. I half expected to run across the local minotaur at the center of the circle when I visited, but no such luck. He or she must have had the afternoon off or something.
And now we have some photos from Mulberry Square, the west square in Ladd's Addition (and the last of the neighborhood's four squares, after Orange, Cypress, & Maple). Again, same basic idea as the other three, with slightly different roses & landscaping.
Next up are a few photos from Maple Square, aka the north square in Ladd's Addition. It's more or less the same idea as the Cypress (east) and Orange (south) Squares we've already visited. The squares do seem to have different rose varieties, but I don't know if each is supposed to have its own overall theme, or we're just seeing the personal preferences of a few different volunteer gardeners.
If you've followed this humble blog for any amount of time at all, you're familiar with a few of my ongoing "projects", where a project is some sort of theme I latch onto and pursue to the point of absurdity for a while, like murals, bridges, fountains, city parks, and a few assorted other things like that. So back in 2012 I posted some roses in Orange Square, one of the four tiny rose garden parks in the Ladd's Addition neighborhood. You probably expected me to visit the other three squares and Ladd Circle in the middle of the neighborhood, because that's how these projects always go. And I actually did go and take the requisite flower photos back in 2014, but the posts went into my ginormous drafts folder and I sort of forgot about them without ever actually finishing & posting them. Which is kind of a shame since a.) the photos are mostly flowers, and I haven't had a lot of flowers here lately, and b.) the research for the first post applies to the circle & remaining three squares too, so there isn't actually that much work that needs doing on these posts.
Cypress Square is the east rose garden in Ladd's Addition, named for one of the adjoining streets. The names for individual squares were given back in 1909, but they fell out of common use at some point after that, and basically nobody uses these names anymore; the squares are usually just "east park" or "north garden" or "south square", etcetera. I rather like the proper names though, so I decided to go ahead and use them here, even if nobody else does anymore.
Next up, we're looking at Romona Falls, a sculpture/fountain in VanWa's Turtle Place plaza. The Waymarking page for it (1st link) notes that it was created by artists Greg Conyne and Wendy Armstrong, & includes the text of the plaque attached to it, which I'm shamelessly copying & pasting here:
For this sculpture/fountain the artists reclaimed used but familiar objects from a number of sources and combined them in an entirely new and different context. Old equipment from Clark Public Utilities, C-Tran and the City of Vancouver offer clues to the past expressed in a somewhat nonsensical way.
The rough, rusted and used appearance works well with the elements of the theme: Conserve Reuse Recycle. Seasonal rainwater from the roof of the adjacent building is captured to provide a portion of the falling water. The name "Ramona Falls" recalling a well known site on the slopes of Mount Hood.
As I noted in the earlier Turtle Place post, the plaza has since been torn up and rebuilt as a terminal for Vancouver's new Bus Rapid Transit system (which will open in early January 2017), but supposedly they're keeping the fountain as well as the plaza's giant mural.
As for the fountain's sorta-namesake, here are Wikipedia & Oregon Hikers Field Guide pages about Ramona Falls, since I've somehow neglected to go take my own photos of it yet. I have no idea why the fountain is spelled slightly differently, whether it's an in joke I'm not privy to, or maybe a typo that was caught late in the process & was too expensive to fix. Beats me.
Next up are some old-ish photos of VanWa's Turtle Place, a small plaza on 7th between Washington & Main. This had previously been the Vancouver bus system's downtown transit center, until the city decided it was attracting crime and they might be able to do without a downtown transit center at all. So in 2007 they turned it into a pedestrian plaza, with a gigantic mural and a couple of sculptures. The plaza was always meant to be temporary, until they found another transportation use for the place, and you can see they didn't spend a lot of money on the place except for the art and the mural. Since I took these photos, the plaza shown here (such as it is) has been torn up to make way for a terminal for The Vine, a shiny new Bus Rapid Transit line out to Vancouver Mall, which is scheduled to open a week from today (1/8/17). The photos show they kept the giant mural, and apparently they're keeping the plaza's fountain too, which is good since I have photos of it too, and I haven't gotten around to posting them quite yet, and I'd hate for them to be completely obsolete before I use them.
The next bridge we're looking at is yet another pedestrian bridge. This one crosses Naito Parkway at SW Hooker St., connecting the Lair Hill neighborhood with the so-called "Bermuda Triangle" area that's home to the local naturopathic college. There's no actual intersection here, since this stretch of Naito is a 1940s-era quasi-freeway, and the the skybridge is one of the only ways in or out of the Bermuda Triangle, along with the creepy Arthur St. Tunnel.
The school's master plan notes the bridge is one of the main ways for students to access the campus, and points out that the bridge is quite old and not ADA-compliant. The bridge has been there much longer than the current school, in fact; it was previously home to PCC's Ross Island Center for a couple of decades, and before that it began life as Portland's amusingly named Failing Elementary School (named for pioneer Josiah Failing, also the namesake of NE Portland's Failing Pedestrian Bridge).
I figured the bridge had probably been built for schoolkids, so I dug into the library's Oregonian database again. In a October 2nd 1947 article, school administrators & parents were clamoring for a new pedestrian bridge, since the state was in the middle of turning Front Avenue (now Naito) into a nice modern superhighway. The State Highway Department included such a bridge in their initial plan for the highway, but hadn't contracted anyone to build it, and they favored dropping the idea because it might cost up to $50,000. It seems the state also believed kids wouldn't actually use a pedestrian bridge if one was built, & would rather just dart across the busy highway or something, apparently. Neighbors pointed out that the closest library & playground were on the far side of Front, as was the Neighborhood House afterschool program, so over half of the school's students were likely to need to cross the new state superhighway at some point during the school day.
In a May 25th 1948 article, the state finally gave in and agreed to build a bridge, contracting with the lowest bidder for exactly $17,390.95, although the headline rounded it up by a nickel. You have to admit it looks like something built nearly 70 years ago by the lowest bidder, though it's best not to think about this while walking across the thing.
Unfortunately the delay meant the bridge wouldn't be ready by the start of the 1948 school year, and a September 5th, 1948 article explained the temporary, circuitous safe ways to school until the bridge was completed around November 1st, complete with lots of police and crossing guards everywhere.
The state's weird reluctance and penny-pinching around an obvious child safety issue might be explained by demographics, since this part of South Portland was a poor/working class, largely immigrant neighborhood at the time, as it was for much of the early to mid 20th century. I imagine the state would've preferred to just bulldoze the whole neighborhood in the name of Progress, like they later did in the South Auditorium area further north, and the largely African-American Albina business district in NE Portland.
Several years ago, this humble blog featured a lot of posts about bridges. It was a good subject for an ongoing project: They photgraph well, they often have interesting history to dig up, and esoteric engineering details to nerd out over, and there's a limited supply of them, enough to sustain an interesting project, but few enough that you'll eventually run out and you can call it done. That is, unless you're willing to go further and further afield, or write about increasingly small and esoteric bridges that nobody in their right mind would possibly be interested in. Or you can do what I did, which is call it done, but continue on down the rabbit hole anyway.
You can probably guess where this is going: I outdid myself and found a really super esoteric bridge and wrote an entire blog post about it, and I feel like I need to apologize in advance for just how esoteric it is. This one may actually look vaguely familiar, in the unlikely event you've been following the ongoing bridge project all this time. We covered the Denver Avenue bridge over the Columbia Slough back in 2014, along with the Vanport Bridge next door that's used by the MAX Yellow Line. This time we're looking at the Denver Ave. bridge/viaduct over Columbia Boulevard & a Union Pacific rail line, a bit south of the slough bridge. I suppose I just assumed this was all one structure, and the Columbia Blvd. part was just the southern approach to the slough bridge, but there's actually a short bit of road separating them. The state's 2013 Historic Bridge Inventory assures that although the two structures look identical, structurally and legally they are two separate bridges. From the bridge inventory:
In the late 1920s, increased traffic on the West Side Highway led to a major revision in how the highway approached the Interstate Bridge, then the only Portland area crossing into Washington State. Prior to this redesignation, the West Side Highway ended at downtown Portland, with only the Pacific Highway continuing over the bridge. These new bridges were designed to match those on the Pacific Highway, and continued to be a major part of the approach until the construction of I-5.
They both feature a unique baluster railing, which is now mostly hidden behind protective wooden paneling.
In a couple of these photos you can sort of see the "unique" baluster, which is somewhat less distinctive than it sounds, unfortunately. Since these photos were taken, ODOT performed a major renovation on this bridge as well as the slough one, and both now sport modern, safe, and non-distinctive railings. As far as I know, ODOT didn't bother saving a chunk of the old one for posterity; it's just gone. In any case, the bridge inventory also includes a few dry stats, in case Obscure Portland Bridges is ever a pub trivia category:
Bridge Number: 04518
Lat/Long: 45 35 09, -122 41 13
Description: Thirteen 71-ft reinforced concrete girder and floorbeam
system spans with curved haunches
In case you were curious, "curved haunches" is a technical term in bridge engineering, and was not intended as an insult. The state's 2012 Bridge Condition Report notes that that the slough bridge proper (bridge number 04517, if you were wondering) dates to 1916, with steel construction, while the Columbia/Union Pacific part dates to 1929, with concrete construction. So I suppose there would have been a surface level intersection & railroad crossing here before the current bridge. I'm not sure why this would be useful information, unless possibly you need to date an old photo or it's part of a trivia question, but hey.
Ok, next bridge up is another pedestrian one, the rather ugly 70s concrete one over I-5 at the Barbur Transit Center. I hadn't really planned on doing a post about this thing, but I ran across it while taking photos of Tapestry, a large mural along the Barbur-side approach to the bridge. I figured I was there anyway, toting a camera, and it was technically a bridge, so sure, why not? A PSU study of local pedestrian bridges notes this was built in 1976 along with the transit center itself. The study notes that many neighborhood streets on the other side of the bridge lack sidewalks (a common problem in SW Portland), so it's not part of a wider network of safe bike/pedestrian routes. I'm not sure that's something city planners even considered back then, and I'm not entirely sure this area was within city limits back in the 70s. Until the late 70s & early 80s large portions of Multnomah County outside the central city were unincorporated, and the county didn't really bother with things like building sidewalks or a proper sewer system, keeping people from building in flood zones, maintaining a useful park system, little details like that.
I didn't see much of anything in the library's Oregonian database about the bridge itself, but I did run across a September 12th, 1976 article with architectural drawings of the proposed "West Portland Transit Station". Barbur was the city's first transit center, as it turns out, and apparently this was a new concept imported from Toronto that other US cities hadn't adopted yet. So, little piece of history here. Though it seems like they hadn't quite perfected the concept, given the center's ugly 70s shelter, which looks rather cheap and dilapidated these days. The article mentions that the transit center was about 92% federally funded, since it's next to an interstate & qualified for money, I suppose because TriMet buses still ran on freeways in those days. A later October 28, 1979 article (which I seem to have misplaced the link to) describes major vandalism problems at the still semi-new transit center. Neighbors said they avoided the pedestrian bridge due to burned-out lights and broken glass. TriMet had even installed security cameras to keep an eye on the place (which was an unusual step in 1979), to no avail. There's probably no easy way to know whether the rate of petty vandalism has dropped since the 1970s. It seems to me, anecdotally, that it has, but I have no actual evidence to back this up. TriMet might have internal numbers on how much they spend each year repairing vandalism, and maybe a count of reported incidents, but I haven't seen that info reported publicly. Assuming my guess is correct, you might be able to chalk this up to the wider national crime wave of the 70s & 80s, which in turn has been blamed on various factors ranging from long-term macroeconomic shifts to the use of leaded gasoline. I've also seen a proposal (which I don't have a reference for at hand, unfortunately) that certain architectural styles tend to promote vandalism. In particular, as the idea goes, people see things made of ugly grey concrete and are instinctively driven to damage them. The idea has a certain poetry to it, but I have no idea how you'd go about proving it. The transit center & bridge haven't gotten any prettier since 1976, so if they aren't getting vandalized like they used to, that would tend to disprove the "architecture rage" idea.
At some point, I decided that this humble blog's ongoing bridge project also applied to pedestrian bridges, and later concluded that floating bridges are also in scope, so here we are looking at the Eastbank Esplanade's floating pedestrian bridge. I apologize for only having one photo of it; I'm still not sure how this happened, but I've meant to go back and take more for months now, and I haven't gotten around to it, so I think we'll just go with the one photo, and you can google it if you want to see more.)
When the city created the current Esplanade in 2000-2001, they wanted to build something with connections at both ends; the previous trail began at the Hawthorne Bridge and dead-ended at the Burnside Bridge (without actually connecting to the bridge) which made it rather useless. I-5 runs right along the east riverbank and even hangs over the river for a bit north of the Burnside Bridge, so there was nowhere on shore to put a new trail. So the solution they came up with was a 1200' floating bridge running parallel to the riverbank, just offshore. The city parks page about the Esplanade claims this is still the longest floating bridge in the country. That may change in the future, if a similar proposal in Chicago gets greenlighted. The proposed RiverRide system would add floating bike paths along parts of the Chicago River, since buildings are built right up to the river's edge in many places, leaving nowhere to put an onshore pedestrian or bike path. We'll probably just let Chicago win that one, rather than starting a new arms race of ever-longer floating bridges. I'm not sure where you'd put a longer floating bridge, for one thing. I suppose you could add length to the existing bridge by adding some gratuitous zigzags, though I doubt anyone other than the Guinness world record folks would be impressed by that.
