HOOD RIVER COUNTY

Grading—Cascade Locks to Hood River

That section of the Columbia River Highway from the Multnomah County Line to Hood River passes through the narrowest part of the Columbia River Gorge through the Cascade Range. The steep river banks rise directly up from the water’s edge for a large part of the distance, so the space for both railroad and highway is necessarily restricted. At many points, the right of way of the railroad and highway is contiguous and construction under these conditions involved extremely heavy work which added materially to the cost.

THE COLUMBIA RIVER HIGHWAY WEST OF LINDSAY IN HOOD RIVER
COUNTY

Previous to 1915, there was no road through the County, but from the proceeds of a bond issue of $75,000, the County built on State standards a roadway to connect the uncompleted portions. In 1915, the State built about one mile, including the Mitchell Point Tunnel, one of the many scenic features of the Columbia River Highway. One mile of pavement adjoining the Multnomah County pavement was built in 1916 by Mr. S. Benson.

There remained about fourteen miles which require improvement, and on August 7, 1917, contracts were awarded to A. D. Kern for grading of these remaining sections to bring to standard grade and alignment. This improvement eliminated Ruthton Hill, with its narrow, steep grades, three railroad crossings, a narrow, steep grade near Wyeth and the improvement through the village of Cascade Locks to the end of the pavement. The work was divided as follows: Cascade Locks Section, 8.2 miles; Viento Section, 3.6 miles; Ruthton Hill Section, 4.2 miles. These contracts were completed in September, 1918. Due to the close proximity to the railroad tracks, the work required extreme care and watchfulness but was accomplished without accident and without delays to railroad traffic. The costs of construction for each of the three sections follows:

DETAILED EXPENDITURE STATEMENT—GRADING—CASCADE LOCKS
SECTION

Engineering $ 8,744.41
Construction—General—
Common Excavation, 60,660 cu. yds. at 42c $ 25,477.20
Intermediate Excavation, 50,645 cu. yds. at 75c 37,983.75
Solid Rock Excavation, 44,500 cu. yds. at $1.15 51,175.00
Overhaul, per 100 lin. ft., 133,229 cu. yds. at 3c 3,996.87
12-inch Reinforced Concrete Pipe, 1,102 lin. ft. at $1.75 1,928.50
18-inch Reinforced Concrete Pipe, 140 lin. ft. at $2.25 315.00
24-inch Reinforced Concrete Pipe, 284 lin. ft. at $3.00 852.00
30-inch Reinforced Concrete Pipe. 72 lin. ft. at $4.25 306.00
Class A Concrete, 80.86 cu. yds. at $20.00 1,617.20
Class C Concrete, 32.43 cu. yds. at $14.00 454.02
Placing Reinforcing Steel, 3,197 lbs. at .001⁄2 15.99
Catch Basins, 9 at $25.00 225.00
Extra Clearing and Grubbing, 5.79 acres at $200.00 1,158.00
Extra Clearing, 4.13 acres at $100.00 413.00
Herman Creek Bridge—
Class A Concrete, 137.61 cu. yds. at $20.00$ 2,752.20
Class C Concrete, 3.57 cu. yds. at $14.0049.98
Reinforcing Steel (Placing) 23,000 lbs
at.001⁄2		115.00
Reinforcing Steel furnished by State1,394.32
Removing old bridge and constructing
temporary bridge		426.00
Wet excavation for piers664.86
Concrete toe wall to protect fill1,547.98
Railing438.72
Total cost of Herman Creek Bridge 7,389.06
Gorton Creek Bridge—
Excavation for piers$ 483.44
Class A Concrete, 90.85 cu. yds. at $20.001,817.00
Placing Reinforcing Steel, 7,378 lbs.
at.001⁄2		36.89
Reinforcing Steel furnished by State447.27
Railing224.29
Rip-rap145.01
Total cost of Gorton Creek Bridge 3,153.90
Force Account Work as Follows—
Construction and Removal of temporary bridge over
Dry Creek		 15.78
Removing Slide from O.-W. R. R. & N. Tracks 95.59
Gravel Surfacing—End of Pavement to Cascade Locks 2,418.55
Railing for Viento Creek Bridge 106.11
Excavating in water and placing Corrugated Iron Pipe 57.92
Excavation and placing drain tile in wet cuts 150.63
Excavation and placing box drain for form crossing 10.44
Riprap on slope to keep fill off O.-W. R. R. & N. Right
of Way		 177.29
Water pipe and private road crossing 40.16
Sinking test holes in gravel pit at Cascade Locks 24.93
Road crossing for Herman Creek Ranger Station 167.38
Hauling dirt to cover boulders 264.40
Placing concrete pipe 59.03
Flagmen guarding track (Contractor’s force) 1,234.83
Miscellaneous Construction Items Paid Direct by State—
Replacing Fence 18.75
Reinforcing Steel for Concrete Culverts 193.77
Concrete Pipe furnished by State 71.50
Moving Building in Cascade Locks 1,400.00
Guarding O.-W. R. R. & N. Tracks (Ry. Co. Force) 1,343.69
Guarding Western Union Telegraph Line 498.01
Total Construction Cost $ 144,809.25
Grand Total Cost of Job 153,553.66
Deduction for Rental of State Cars and Track 648.81
Total Cash Expenditure $ 152,904.85

THE COLUMBIA RIVER HIGHWAY NEAR VIENTO IN HOOD RIVER COUNTY. GRADED AND GRAVELED
IN 1917 AND 1918

DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—
GRADING AND BRIDGES—VIENTO SECTION

Engineering $ 4,513.24
Guarding O.-W. R. R. & N. Tracks 976.47
Guarding Western Union Telegraph Lines 184.64
Diverting Flume Lines 936.37
Reinforcing Steel Furnished by State 257.79
Contract Work as follows:
Common Excavation, 9,480.4 cu. yds. at 39c $ 3,697.35
Intermediate Excavation, 32,654.9 cu. yds. at 70c 22,858.43
Solid Rock Excavation, 54,031.9 cu. yds. at $1.10 59,435.09
Overhaul, per 100 lin. ft., 82,711 cu. yds. at 3c 2,481.33
12-inch Reinforced Concrete Pipe, 622 lin. ft. at $1.75 1088.50
18-inch Reinforced Concrete Pipe, 304 lin. ft. at $2.25 684.00
Class A Concrete, 62 cu. yds. at $20.00 1,240.00
Class C Concrete, 20.8 cu. yds. at $14.00 291.20
Placing Reinforcing Steel, 3,928 lbs. at .001⁄2 19.64
Rubble Masonry, 12 cu. yds. at $7.00 84.00
Catch Basins, one at $25.00 25.00
Gravel Backfill in Rock cut (Force Account) 181.77
Repairing Lindsay Creek Bridge (Force Account) 149.92
Private Road Approach (Force Account) 168.30
Clearing Rock from Mitchell Point Tunnel (Force Acc′t) 93.94
Viento Creek Bridge—
Class A Concrete, 62.7 cu. yds. at $20.00$ 1,254.00
Placing Reinforcing Steel, 3,800 lbs. at .001⁄219.00
Excavation for Footings (Force Account)128.27
Material furnished by State249.70
Total Cost of Viento Creek Bridge 1,650.97
Total Cost to November 30, 1918 $ 101,017.95
15 per cent Retained of Total Amt. ($93,899.74) Earned by Contractors 14,084.96
Total Paid Amount to November 30, 1918 $ 86,932.99

DETAILED STATEMENT OF EXPENDITURES TO NOVEMBER 30, 1918—
GRADING RUTHTON HILL SECTION

Engineering $ 4,074.19
Material furnished by State for Concrete Half Viaduct 200.50
Guarding O.-W. R. R. & N. Tracks 804.57
Contract Construction Work as follows:
Common Excavation, 2,669.5 cu. yds. at 39c$ 1,041.10
Intermediate Excavation, 17,109.4 cu. yds. at 70c11,976.58
Solid Rock Excavation, 79,213.3 cu. yds. at $1.0583,173.96
Overhaul per 100 lin. ft., 19,500 cu. yds. at 3c585.00
12-inch Reinforced Concrete Pipe, 536 lin. ft. at $1.75938.00
18-inch Reinforced Concrete Pipe, 140 lin. ft. at $2.25315.00
Class C Concrete, 15.4 cu. yds. at $14.00215.60
Rubble Masonry, 30 cu. yds. at $7.00210.00
Force Account—
Connecting road with Morton285.50
Covering sharp rocks with clay106.48
Reinforced Concrete Viaduct at Ruthton Hill1,362.51
$ 100,209.73
Less 15 per cent retained pending completion of
contract		15,031.46
Total payments to contractor to Nov. 30, 1918 $ 85,178.27
Total expended to November 30, 1918 $ 90,257.53

Macadamizing—Cascade Locks to Hood River

On July 4, 1918, a contract was awarded to A. D. Kern of eighteen miles of gravel surfacing between Hood River and the Multnomah County Line on the basis of cost plus fifteen per cent on labor and supplies and twelve and one-half per cent on equipment; provided, that no percentage should be paid on any cost over $50,000. This work also includes the building of shoulders on the one mile of pavement built by S. Benson in 1916 adjacent to the Multnomah County Line. The gravel for this work was taken from pits at Cascade Locks, Herman, Sonny and Hood River, was loaded by steam shovels, screened at two of the pits and hauled by auto trucks. As a result there is now a gravel surface between Hood River and Cascade Locks. A total of 23,396 cubic yards was placed upon the road at an average cost of $2.88 per cubic yard which represents total cost of excavating, screening, hauling, spreading and rolling.

ON THE COLUMBIA RIVER HIGHWAY
IN HOOD RIVER COUNTY TWO MILES EAST OF CASCADE LOCKS.
GRADED AND GRAVELED IN 1917 AND 1918

[Hood River Bridge]

The largest concrete bridge so far designed and constructed by the State Highway Department is that spanning Hood River near the city of Hood River. It consists of three arch spans 95 feet, center to center of piers, 110 feet of reinforced concrete approach on the Hood River side and a short approach on the opposite side.

As in other arch work of similar magnitude studied by the Department, it was found economical to support the arch superstructures on ribs instead of using rings extending clear across the roadway, and the open spandrel idea was carried out.

The concrete viaduct approach on the west side crosses three railroad tracks which govern the height of the bridge. In order to minimize this height through concrete girders were used, the girders projecting above rather than below the roadway slab.

The total cost of the structure complete will be about $48,000.00, of which Hood River County will contribute $8,000.00. The bridge was built under contract by Parker & Banfield. Mr. C. E. Carter was resident engineer on the work.

Herman Creek Bridge

This is a ninety-foot reinforced concrete viaduct on the Columbia River Highway near Cascade Locks. This structure was built by A. D. Kern in connection with the grading contract on the Cascade Locks section. The cost complete was $7,389.06.

Gorton Creek Bridge

This is a 50-foot reinforced concrete bridge at Wyeth on the Columbia River Highway. It was built by A. D. Kern under the grading contract for the Cascade Locks Section. The total cost was $3,153.90.

Hood River-Mosier Surveys

Contemplating construction of the Columbia River Highway between Hood River and Mosier to eliminate the high summit, narrow road bed, and excessive grades between these points the Department made very thorough surveys for this important project.

A survey had previously been made developing distance up the Hood River Valley and reaching a summit of 1,107 feet with a corresponding additional length required on the Mosier end, making a total distance of 10.7 miles.

Because of its length and high summit a lower route was considered and a survey was made adjacent to the railroad, using a portion of the old abandoned railroad grade, but involving extremely heavy construction at certain points where the line skirts the high bluffs. The summit on this route was only 160 feet and its length 5.8 miles. However, the railroad company was contemplating a revision in the alignment of their tracks on this section, as well as the construction of a second track, which would still further lessen the space available for a highway. Also taking into consideration the difficult nature of the work and the uncertain cost due to track protection in blasting operations and the limited conditions under which the work must lie done to avoid interference with the railroad traffic, this route was revised in favor of a route further away from the tracks up on the side-hill. The summit reached is 522 feet and the length of this line is 6.3 miles, which includes a development of 5 per cent grade at each end and provides for a 24 foot roadbed.

This adopted route is very scenic and affords a splendid view of the Washington shore, as well as a view up and down the river. The construction is very heavy, being located on steep side-hill slopes and at one point involves a tunnel 200 feet long. This project is divided by the County line, making 4.0 miles in Hood River County and 2.2 miles in Wasco County. This project will be placed upon the 1919 program.