Archive for the ‘Cultural History’ category

Breakfast with Paul Gerald

March 27, 2014

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If you’re a hiker, you’ve probably seen (or own) one of Paul Gerald’s guides: 60 Hikes within 60 Miles of Portland, Day Hikes & Sections: Oregon PCT and The Best Tent Camping in Oregon. If you’re a breakfast adventurer, then you’ve surely seen (or own) his instant classic Breakfast in Bridgetown, now in its second edition.

Paul is in the process of publishing new editions of his Breakfast in Bridgetown and 60 Hikes books, and this time he’s trying something a bit different: instead of the usual publishing house, he’s trying out a crowdfunding campaign.

Why does this matter to WyEast Blog readers? Well, partly because it’s important to support local authors who write about our favorite places with a level of knowledge and attention to detail that only we locals can really appreciate. But more importantly, crowdfunding has the potential to unlock a lot more in the way of local publishing, so it’s something that hopeless field guide junkies (like the author!) and casual hikers should get behind in a big way.

You can learn more about Paul’s campaign from this short video — and please consider supporting the campaign before it ends on April 4!

…more about the campaign at the end of this article. First, let’s meet Paul Gerald!

About Paul Gerald

Paul is a freelance writer, author, and publisher. He’s written for The Oregonian and Willamette Week while in Oregon, and for the Memphis Flyer before he migrated to the Great Northwest.

Paul has written hiking and camping guidebooks for Menasha Ridge Press and the Wilderness Press, and with his Breakfast in Bridgetown book, entered the world of self-publishing (also known as “the future of publishing!”) as the owner et al of Bacon and Eggs Press, an assumed business name of Second Cup Productions LLC.

Paul also leads hikes for the Mazamas (including trips to Italy!) and works for Embark Adventures when he’s not researching trails for his own guides. He has also been a supporter of the Portland Hikers community from the very beginning. In Paul’s words, his goal as an author is to “go to interesting places, do interesting things, meet interesting people, and then tell the story.”

The following is a recent WyEast Blog interview with Paul Gerald about his dual passions of hiking and eating breakfast:
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WyEast: Hello Paul! You’ve authored guidebooks to hiking trails and breakfast spots – do you generally start off a hiking day with a big breakfast?

Paul Gerald: Not generally a big one, but if I’m hiking I’ll at least scramble up some eggs at home, get a muffin and coffee on the way, then bring a banana for a little trailhead ritual. After that it’s all about bars and a nice sandwich, then Kettle chips for after. I’m something of a creature of habit. Oh, and I’m carrying about 20 extra pounds these days.

WyEast: Doesn’t that sort of slow you down on the trail?

Paul Gerald: It does, which is part of the reason I don’t do it often. But there is something really nice and Portland-y to go have a nice brunch in town, then drive out to the hills and walk it off. It’s also nice to not have to carry food on the hike. And to really do the Full Portland, I’ll stop at Edgefield on the way back and get a burger and basket of fries. Did I mention the extra 20 pounds?

WyEast: Tell us about your new restaurant guide: does the geography “Bridgetown” cover some of the small burgs that are along the way to favorite trailheads?

Paul Gerald: Breakfast in Bridgetown is what I call “the definitive guide to Portland’s favorite meal.” It’s not a book of reviews and ratings, but rather a series of sketches telling you what a place is like, what they serve, who eats there, and maybe a few funny stories thrown in for your entertainment. I’m not a food critic, I’m a travel writer at heart.

The new (third) edition will cover 120 restaurants, 17 food carts, 11 downtown hotels, and – yes – a lot of places out-of-town.

It also has helpful lists like outdoor seating, early morning and late night breakfasts, vegan/vegetarian options, and this time a whole section on gluten-free breakfasts.

WyEast: What are a couple of your favorites, say, for a hike in the Gorge or up on Mount Hood?

Paul Gerald: I love (and describe in the book) the Otis Cafe (for Cascade Head), Joe’s Donuts and the Huckleberry Inn (for Mount Hood), Camp 18 (for Saddle Mountain), and Skamania Lodge (for the Gorge). I should say, though, that the best way to approach Camp 18 and Skamania would be to hit the buffet after your hike.

Paul exploring the PCT in the Three Sisters Wilderness

Paul exploring the PCT in the Mount Jefferson Wilderness

WyEast: Okay, I’ll definitely try that! So, tell us about your new edition of “60 Hikes….” – what are some new hikes that we can look forward to?

Paul Gerald: The biggest change, other than just getting things up to date, is that the maps and elevation profiles have been upgraded. They have more detail, more helpful information, and they just look better. There is also now a really helpful chart in the beginning of the book, showing which hikes are good for kids, backpacking, seeing waterfalls, wheelchair access, swimming (that’s a new category), great views, the best time to go, etc. It replaces the lists in the front of the current edition, and adds more info, as well.

As for new hikes, I am bringing back two old favorites, both of which had to miss a couple editions because of access issues. One is the Salmonberry River, where you walk down the abandoned railroad through a beautiful Coast Range canyon. They are looking at this as a “rail to trail” project, and I hope to get people out there to see it in its “wild” condition.

I’m also bringing back one of my all-time favorites, which I call South Fork Toutle River. Some folks call it the Sheep Canyon hike, but it’s a section of the Loowit Trail on the west side of Mount Saint Helens. You start in a huge mudslide, walk through ancient forest, then climb into alpine splendor and wind up on the very edge of the 1980 blast zone.

I’m also adding the Cape Horn Trail (I was waiting for all the trails to get worked out) and bringing back the Willamette River Greenway in the middle of Portland.

Mostly, though, it’s about expanding and improving the book. For example, now that the trails in the Coyote Wall and Catherine Creek areas and getting sorted out and signed, I am offering a lot more detail there. I just try to keep making the book better and better.

WyEast: You probably have to focus on covering new trails as a field guide author – but are there any trails that you just go back to over and over because they’re your favorites?

Paul Gerald: Absolutely, and in fact, in the Foreword to the book I describe my personal hiking calendar. For me, “favorite” is all about the time of year. In a nutshell, it’s Eagle Creek in March, eastern Gorge flower hikes in April (especially the “big loop” from Coyote to Catherine and back), Dog Mountain in May, Salmon River and Saddle Mountain in June, all the Hood stuff in July/August (McNeil, Vista Ridge, Timberline), then the old-growth forests in fall, especially Opal Creek and Trapper Creek.

WyEast: What’s the most overlooked gem in your guide? And why is that, exactly?

Paul Gerald: I think I’d have to say Ape Canyon here. Every time I lead that hike for the Mazamas or some friends, people are just blown away. It’s a paved access road, gentle grade, amazing forest and views, fascinating geology, and it winds up at the foot of Mount Saint Helens on this incredible moon-like plateau of rocks and flowers and open space. And all of this in about 11 miles without a steep hill in it!

WyEast: I’ll end with a tough question to put you on the spot: in recent years, hikers have noticed little blue bags of dog poop along hiking trails, apparently left by hikers (hopefully) for picking up on their return trip, but often forgotten and left to annoy other hikers. What’s your stance on bagging dog poop out in the forest? Isn’t it okay to simply kick your dog’s offerings off the trail, especially given the number of plastic bags left behind?

Paul Gerald: Well, even though I suspect this is a “loaded” question, I’ll tell you what I’ve done when I took dogs hiking (I don’t have one myself): I kick it off the trail! My theory is that millions of animals poop in the woods, so why not a dog? Maybe there’s something about dog poop that isn’t good for the environment, and I always make sure to kick it in an area where people aren’t going to picnic or whatever, but that’s my policy.

I’m okay with the bag option, but only if people actually pick them up on the way out. Maybe somebody could start a business making bio-degradable poop bags?

WyEast: So, have you ever carried out someone else’s dog’s poop…? In a bag, of course!

Paul Gerald: I have not. Maybe I will now — if it’s close to the trailhead, of course!
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You can find more information on Paul’s crowdfunding campaign here – and remember, the campaign ends on Friday, April 4!

Breakfast in Bridgetown Campaign

And you can find his previously published books at local bookstores or online at Paul’s website: PaulGerald.com

Thanks for the great guides, Paul!

The Farmer and his Dell

March 16, 2014
Hand-colored photo from the 1920s showing the west approach to Shepperd's Dell

Hand-colored photo from the 1920s showing the west approach to Shepperd’s Dell

For nearly a century, countless travelers on the Historic Columbia River Highway have admired the idyllic scene that unfolds at Shepperd’s Dell, one that has also appeared on dozens of postcards and calendars over the decades.

George Shepperd's sole memorial in the Columbia Gorge is this small plaque on the Shepperd's Dell bridge

George Shepperd’s sole memorial in the Columbia Gorge is this small plaque on the Shepperd’s Dell bridge

Yet, beyond the fanciful name and a small bronze plaque at the east end of the highway bridge, few know the story behind the man who gave this land to the public to be enjoyed in perpetuity. Who was George Shepperd? This article is about the modest farmer who gave us his “dell”.

Threading the Needle

George Shepperd’s story is interwoven with the brilliant vision of a true icon in our regional history, Samuel Lancaster, the chief engineer and designer of the Historic Columbia River Highway. Had Sam Lancaster not attempted to frame sweeping views and hidden natural features at every turn with his epic road design, Shepperd’s Dell might have remained a mostly hidden secret.

Lancaster saw his new highway as something to be experienced, not simply the shortest path through the Gorge:

“…as Consulting Engineer in fixing the location and directing the construction of the Columbia River Highway… I studied the landscape with much care and became acquainted with its formation and its geology. I was profoundly impressed by its majestic beauty and marveled at the creative power of God, who made it all… [I] want [visitors] to enjoy the Highway, which men built as a frame to the beautiful picture which God created.”

-Samuel C. Lancaster (1916)

With this grand vision, Lancaster saw a special opportunity to showcase nature at Shepperd’s Dell. When approaching from Crown Point, the old highway rounds a blind corner cut into sheer cliffs, high above the Columbia when the graceful, arched bridge spanning Shepperd’s Dell suddenly comes into view.

Sam Lancaster and other dignitaries are pictured here at Shepperd's Dell on the opening day of the Columbia River Highway in 1916

Sam Lancaster and other dignitaries are pictured here at Shepperd’s Dell on the opening day of the Columbia River Highway in 1916

Tall basalt domes rise above the bridge, and from mid-span, visitors are treated with a view into the shady, fern-draped “dell” holding Young Creek. A graceful, 8-tiered waterfall leaps a total of 220 feet through a twisting gorge, much of it hidden from view in the mossy recesses of the dell.

In his inspired design for Shepperd’s Dell, Sam Lancaster’s threaded the needle by spanning the narrow canyon at the midpoint of the falls. By any other highway engineer of the time, this would have been a travesty, but Lancaster’s gracefully arched bridge and careful attention to detail achieves the opposite: he transformed this little grotto into one of those rare examples where man and nature meld in idyllic harmony. This artful balance is the enduring lure of Shepperd’s Dell to this day, making it a favorite stop along the old highway.

Samuel Lancaster's iconic bridge at Shepperd's Dell as it appears today

Samuel Lancaster’s iconic bridge at Shepperd’s Dell as it appears today

Sam Lancaster said this of his design for Shepperd’s Dell:

“The white arch of concrete bridges a chasm 150 feet in width and 140 feet in depth. The roadway is cut out of solid rock [and] a sparkling waterfall leaps from beetling cliffs and speaks of George Shepperd’s love for the beautiful, and the good that men can do.”

-Samuel Lancaster (1916)

Complementing the highway is a rustic footpath leading from the bridge to a viewpoint at the edge of the falls. The footpath is cut into the vertical walls of the dell and framed with Lancaster’s signature arched walls. From the falls viewpoint, the vista sweeps from a close-up of the cascades on Young Creek to the graceful arch of the highway bridge, soaring above the canyon. This is understandably among the most treasured scenes in the Columbia Gorge.

1920s postcard view of Shepperd's Dell showing the Bishop's Cap in the distance.

1920s postcard view of Shepperd’s Dell showing the Bishop’s Cap in the distance.

Samuel Lancaster created this scene as we experience it today, but only because George Shepperd made it possible by showing Lancaster his secret waterfall, and offering to donate his land to the highway project so that others might enjoy his dell in perpetuity.

Who was George Shepperd?

When Sam Lancaster was building his touring road through the Columbia Gorge, a number of well-to-do land owners with vast holdings in the area generously donated both right-of-way and some of the adjacent lands that hold the string of magnificent waterfalls and scenic overlooks that we enjoy today. Until the highway idea was conceived in the early 1900s, the Gorge was mostly valued for its raw resources, with several salmon canneries and lumber mills along the river and the forests heavily logged. The idea of a parkway was new, and part of the surging interest in creating national parks and expanding outdoor recreation across the country.0

Middle tier of the falls at Shepperd's Dell as viewed from the highway bridge

Middle tier of the falls at Shepperd’s Dell as viewed from the highway bridge

George Shepperd was equally generous with his donation, but he wasn’t a timber baron or salmon cannery tycoon. Instead, Shepperd was a transplanted Canadian farmer who had moved his family here after a short stay Iowa in the 1880s. Samuel Lancaster wrote this of Shepperd:

“The tract of eleven acres at this point, given by George Shepperd for a public park, is unexcelled. God made this beauty spot and gave it to a man with a great heart. Men of wealth and high position have done big things for the Columbia River Highway which will live in history; but George Shepperd, the man of small means, did his part full well.”

-Samuel Lancaster (1916)

George Shepperd, his wife Matilda and their sons William and Stuart moved from Goderich Township, Ontario (roughly halfway between Toronto and Detroit) to a farm in Audobon County, Iowa in 1880, where the couple gave birth to two more sons, George Jr. and John.

George Shepperd's extensive holdings in the early 1900s were mostly hills and ravines (shown in yellow), with the donated Shepperd's Dell parcel shown in green. Much of Shepperd's remaining land has since been brought into public ownership

George Shepperd’s extensive holdings in the early 1900s were mostly hills and ravines (shown in yellow), with the donated Shepperd’s Dell parcel shown in green. Much of Shepperd’s remaining land has since been brought into public ownership

In 1889, the Shepperds moved again, this time to Oregon where they settled in the Columbia River Gorge on a 160-acre land claim along Young Creek, just west of the mill town of Bridal Veil. Their fifth child, a daughter named Myra, was born just a year after they arrived, in November 1890. Upon settling in Oregon, George Shepperd supported his family by farming, dairying and working at the nearby Bridal Veil Lumber Mill.

At this point in history, the George Shepperd story becomes complicated: sometime in the early 1990s, George and Matilda divorced, and in January 1896, George married Martha “Mattie” Maria Cody Williams, who had also recently divorced. Mattie apparently met George when the Shepperd and Williams families had traveled west to Oregon together in 1889. The “Cody” in Mattie’s lineage was indeed William F. “Buffalo Bill” Cody, a first cousin.

The view today from Shepperd's Dell toward Crown Point includes some of George Shepperd's former pasture lands, now in public ownership and managed for wildlife.

The view today from Shepperd’s Dell toward Crown Point includes some of George Shepperd’s former pasture lands, now in public ownership and managed for wildlife.

George Shepperd was 47 years old when he married 37 year-old Mattie in 1896, and while the first years of their new marriage seemed to have been blissful, the next 35 years of his life were a rollercoaster of tragedies and triumphs.

The tragedy began in 1901 when his eldest son, William J. Shepperd, boarded a train to Portland to pick up supplies for the business he and his brother George Jr. had in Hood River. William reportedly waved to friends and family from the rear platform as he passed through Bridal Veil and the Shepperd farm, then was never seen again.

Local news accounts speculated that William had been “Shanghied” while in Portland and taken aboard a foreign cargo ship. Ten years later, William’s surviving wife Osie and son Raymond also disappeared after living with the Shepperds and members of Osie’s family in Portland for several years. They were never heard from again by George Shepperd.

The Bridal Veil Historic Cemetery is tucked among the trees near the Angels Rest trailhead

The Bridal Veil Historic Cemetery is tucked among the trees near the Angels Rest trailhead

More tragedy ensued in 1903, when George Shepperd lost his beloved Mattie, just seven years after the two had married. There is no record of why she died, though some accounts describe her as “crippled” in those years. She was only 44 years old.

If the impressive memorial he erected for Mattie at the Bridal Veil cemetery is any indication, George was profoundly heartbroken. He never married again. The melancholy epitaph at the base of her grave marker reads:

“One by one earth’s ties are broken, as we see our love decay, and the hope so fondly cherished brighten but to pass away.”

The infant grave of Elizabeth Dutro is also located within the otherwise empty Shepperd family plot, next to Mattie’s grave and dated October 15, 1903 – seven months after Mattie was buried. Baby Dutro seems to be Mattie’s granddaughter by Bertha Delma Williams Dutro, her daughter from her first marriage. Bertha Dutro lived until 1963, and had two more daughters. She is buried at the Idlewildle Cemetery in Hood River.

Mattie Shepperd's grave marker at the Bridal Veil Cemetery

Mattie Shepperd’s grave marker at the Bridal Veil Cemetery

Mattie Shepperd, "wife of George Shepperd"

Mattie Shepperd, “wife of George Shepperd”

The tiny Bridal Veil Cemetery is still maintained and open to the public, though a bit hard to locate: an obscure gravel driveway drops off the north shoulder of the I-84 access road at Bridal Veil, just below the Historic Columbia River Highway. A number of early settlers from the area are buried in this lonely window into the past.

Baby Dutro was laid to rest a few feet away and nine months after Mattie Shepperd

Baby Dutro was laid to rest a few feet away and nine months after Mattie Shepperd

Over the next few years, George Shepperd must have met Samuel Lancaster as the engineer began his surveys of a possible highway route through the Gorge. Travel in the Gorge at that time was mostly by train, and the Shepperd farm was one of the many stops along the route. No record of their meeting exists, but George was described as an early supporter of the highway, and this is surely the time when he realized that he could be part of Lancaster’s grand vision.

Some accounts suggest that the sudden loss of Mattie was also part of George Shepperd’s motivation to leave a lasting legacy with a land donation, but there is no record of this. Instead, it was simply the beauty of Shepperd’s Dell that seemed to motivate him.

Newspaper accounts also show that Shepperd had many opportunities to sell his property for substantial profit, as the new highway was quickly dotted with roadhouses and gift shops aimed at the new stream of tourists. The Oregonian later reported: “ever since the highway was constructed, Mr. Shepperd has received offers to purchase the tract, but has refused them, having in mind an intention to dedicate the property to the use of the public.”

Early 1930s postcard view of Shepperd's Dell.

Early 1930s postcard view of Shepperd’s Dell.

In March 1914, George Shepperd’s land donation along Young Creek was announced as part of the construction of the Columbia River Highway. But by late 1915, Shepperd was involved in a legal dispute with a neighboring landowner who attempted to take claim to the land he had donated – the land that is now Shepperd’s Dell. By 1916, George Shepperd was counter-suing on grounds of fraud to clear the title – one that stemmed from a loan that one of Shepperd’s sons had taken years earlier. The Oregonian reported the events with the headline “Good Deed Spoiled” as a nod to Shepperd’s noble intentions:

“A few years ago, the elder Mr. Shepperd, owner of an 80-acre piece of land above the Columbia River, deeded 10 acres, including the famous Shepperd’s Dell, to the City of Portland as a public playground. The Columbia River Highway was being built and it was apparent to Mr. Shepperd that this attractive place would be a valuable possession to the city. While he was a comparatively poor man, he determined, instead of selling the property for a small fortune that he could have received for it, give it free of cost to the public.”

(The Oregonian, March 16, 1916)

Thankfully, Shepperd prevailed in the legal dispute. At that point in the dramatic early history of the new highway, the Shepperd’s Dell section of the road had already been constructed, but who knows what might have been built there had the land slipped away from public ownership?

In November 1915, George Shepperd was fighting a second legal battle, joining the City of Portland in a lawsuit against the Bridal Veil Lumber Co., and their plan to divert Young Creek away from Shepperd’s Dell and into a generating facility to provide power for their mill. The City and Shepperd prevailed in this suit, as well.

This is the only known photo of George Shepperd. It appeared in the Oregon Journal in 1915.

This is the only known photo of George Shepperd. It appeared in the Oregon Journal in 1915.

George Shepperd’s personal roller coaster continued on June 8, 1916, when he found himself seated among the most honored guests at the spectacular dedication of the Columbia River Highway at Crown Point. Shepperd was recognized in the formal program along with historical luminaries like Sam Hill, Samuel Lancaster, Julius Meier, Simon Benson and John B. Yeon. The ceremony was kicked off audaciously by President Woodrow Wilson unfurling an American Flag remotely by pressing a telegraph button in the White House, surely a highlight for a modest farmer from Canada.

Though surrounded by millionaires and elite scions of Portland’s old money at the grand opening, Shepperd stood apart from his honored peers that day: John B. Yeon, who had been appointed roadmaster in the campaign for the Columbia River Highway project, summed it up best:

Mr. Shepperd’s donation is worthy of the highest praise, especially in view of the fact that he [is] not a wealthy man. He has made a sacrifice for the public good that ought to make some of our rich men ashamed of themselves.

John B. Yeon, Oregon Journal, April 23, 1915

Close-up view of the vehicle carrying Sam Lancaster as he passed Shepperd's Dell during the grand opening of the Columbia River Highway in June 1916.

Close-up view of the vehicle carrying Sam Lancaster as he passed Shepperd’s Dell during the grand opening of the Columbia River Highway in June 1916.

In an earlier 1915 front-page feature previewing the new highway (still under construction), the Oregonian described Shepperd’s Dell this way:

“One of the wonder spots on the Columbia Highway, in the daintiness and sublimity combined with its scenery is Shepperd’s Dell, which was donated to the highway as a public park by George Shepperd, because he loved the spot and because he wanted it preserved forever for the enjoyment of people who come along the highway.

Mr. Shepperd is not a rich man and his donation is one of the most noteworthy in the history of the highway. At Shepperd’s Dell is one of the finest bridges on the highway and a trail has been built leading down from the highway to the dell and back to the beautiful little waterfall and springs in the gorge. The view back from the trail, looking through the arch made by the concrete span, is one of the most beautiful on the highway.”

(Sunday Oregonian, August 29, 1915)

George Shepperd’s Final Years

This home on NE Stanton Street in Portland is where George Shepperd lived out the final years of his life.

This home on NE Stanton Street in Portland is where George Shepperd lived out the final years of his life.

In 1917, sixteen years after his eldest son William had vanished and six years after William’s wife Osie had disappeared with his grandson Raymond, George Shepperd sought foreclosure on 120 acres of land he had given to the young couple shortly before William disappeared in 1901. The title was cleared by April 1919, and Shepperd promptly donated the land, including a four-room farmhouse, to the local YMCA. The YMCA reported that the house and property would be converted into a model boys camp and lodge:

“A party of boys will visit the place today to clear off sufficient land for a baseball diamond and athletic field and to commence the work of remodeling the lodge. The camp will be used by the boys this summer for short camping trips, covering a period of only a few days, and is especially intended for use of those boys who are unable to devote the time required to make the trip to the regular summer camp at Spirit Lake.”

(The Oregonian, April 4, 1919)

By 1926, George Shepperd had finally retired from his farm at Shepperd’s Dell at the age of 78, having survived his wife Mattie by nearly 25 years and a remarkable series of peaks and valleys in his life. He moved to Portland, and lived there until passing away at his residence on NE Stanton Street in July 1930.

George Shepperd's modest grave marker at Riverview Cemetery.

George Shepperd’s modest grave marker at Riverview Cemetery.

Shepperd left an estate of about $8,000 to his remaining sons and daughter, primarily property in the Shepperd’s Dell area. But he hadn’t forgotten his missing grandson Raymond, and left him a token “five dollars in cash”, (about $70 today) presumably in hopes that the execution of his estate might somehow reconnect Raymond with the Shepperd family.

George Shepperd is interred at Portland’s Riverview Cemetery, along with many other important figures from the early period in Portland’s history. His understated gravesite is surprisingly distant from where his wife Mattie is buried in the Bridal Veil cemetery, and we can only guess as to why his surviving children didn’t bury him there.

George Shepperd Jr. in an early 1940s news account, on the right.

George Shepperd Jr. in an early 1940s news account, on the right.

George’s children produced nineteen grandchildren, and the Shepperd family name lives on throughout the Pacific Northwest.

His second-oldest son Stuart lived until 1952, when the Oregonian reported that an “elderly man” had collapsed on a sidewalk in downtown Portland, apparently from a heart attack. At the time of his death, Stuart Shepperd was residing in Latourell, near the family homestead in the Columbia Gorge. His surviving brother George Jr. was listed as living in Bridal Veil at that time, possibly at the family homestead.

George Jr. went on to become a prominent officer for the Oregon Bank, and died in 1959. The youngest of George Shepperd’s four boys, John, also died in 1959. Myra Shepperd, George’s only daughter and the only one of his children born in Oregon, lived until 1975.

The bridge at Shepperd's Dell in the 1940s, complete with a white highway sign from that era.

The bridge at Shepperd’s Dell in the 1940s, complete with a white highway sign from that era.

The original 10-acre Shepperd’s Dell park was transferred from the City of Portland to the Oregon State Park system in September 1940. The state made a series of additional purchases to expand the park over the next several decades, bringing the total size of today’s park to more than 500 acres.

Today, Shepperd’s Dell State Park encompasses Bridal Veil Falls, Coopey Falls and the west slope of Angels Rest, to the east, in addition to its namesake waterfall grotto.

George Shepperd’s legacy… and ours?

Shepperd's Dell lights up with fall colors each autumn.

Shepperd’s Dell lights up with fall colors each autumn.

Imagine the Columbia River Highway without Shepperd’s Dell, and you can truly appreciate the magnitude of George Shepperd’s generosity and vision. There’s an important lesson from his legacy: bringing land into public ownership is complicated, expensive and often messy, and thus requires great determination.

Flash forward to our times, and consider the hundreds of private holdings that still remain in the Columbia River Gorge. Then imagine the “good that men can do” (in Samuel Lancaster’s words) — what if just a few of these parcels were donated to the public in perpetuity in our time?

This unusual hand-colored photo from the 1920s is from the Bishops Cap, looking west toward the bridge at Shepperd's Dell. Though the trees have grown, much of the rest of this scene is preserved today.

This unusual hand-colored photo from the 1920s is from the Bishops Cap, looking west toward the bridge at Shepperd’s Dell. Though the trees have grown, much of the rest of this scene is preserved today.

Hopefully, the spirit of George Shepperd’s humble generosity will live on in the hearts of those fortunate few who still hold private property in the Gorge, but we’re also fortunate to have several non-profit organizations with land trusts to help the transition along:

The Friends of the Columbia River Gorge have become the most active in recent years in securing critical private holdings in the Gorge. Without Friends of the Gorge, we would not have secured lands at Cape Horn, Mosier Plateau of the Lyle Cherry Orchard, for example, among more than a dozen sites acquired by the Friends.

The Trust for Public Land serves as a critical go-between in helping secure private lands for eventual public purchase. Without the Trust, we would not have secured nearly 17,000 acres in the Gorge through more than sixty separate transactions over the past 30 years.

The Nature Conservancy continues to acquire endangered ecosystems, and their extensive holdings at Rowena Plateau and McCall Point also serve as some of the most visited recreation trails in the Gorge.

The Columbia Land Trust is another important player in securing private lands in the Gorge, as well as the rest of the lower Columbia River. Their focus is on riparian sites and securing critical habitat.

Very few of us will ever find ourselves in the position of George Shepperd, with a waterfall or craggy viewpoint to give to the public, but we can be part of that enlightened tradition in a smaller way. Please consider supporting these organizations in their efforts to expand our public lands in the Gorge!
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His Heirs
The Oregon Journal • July 23, 1930

ShepperdsDell22

GEORGE SHEPPERD was a poor man but he gave all that he had. Without intending it he made for him a memorial that will for all time identify his name with unselfish public service.

He owned a few rocky acres in the Gorge of the Columbia. It was land from which a living could be wrested only by dint of much toil. But through it ran a small stream that at last leaped and laughed and spiraled its way down through the great basaltic cliff that was the wall of the gorge. The course of the cataract led to Shepperd’s Dell.

It was for many years George Shepperd’s habit to go on Sunday afternoon with the children and sit beneath a tree and look down upon the exquisitely fashioned spot. The harsh outlines of the rock, cast up aeons ago by volcanic fires, were softened and carved into fantastic and beautiful forms by the streamlet. Maidenhair fern clung precariously to the cliff. Flowers bloomed under the shadow of the tall and somber firs.

When the Columbia River Highway was built George Shepperd gave Shepperd’s Dell to the people as their beauty spot forever. At other points along the highway “No Trespass” signs appeared where property was privately owned. George Shepperd left a welcome.

One wonders if there will be a bright Sunday afternoon when the spirit of this humble man will be allowed to return and brood over Shepperd’s Dell and share in the pleasure of the many who revel there. Having little, he gave all, and it became much.

(Postscript: after his death the Oregon Journal published this tribute to George Shepperd. We are all still “his heirs”. I would someday like to see these words cast in bronze and tucked into a shady corner of his Dell so that a bit of his story might be known the many who visit this spot)
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Acknowledgements: as you might have guessed from the length, this was among the more challenging articles to research for this blog, as very little is written about George Shepperd. An especially big big thank-you goes to Scott Daniels, reference librarian at the Oregon Historical Society, who helped me locate the only known biography of George Shepperd.

The obscure Shepperd biography was written in 1997 by Muriel Thompson, a great-great niece of George Shepperd. Thompson traveled to Oregon to conduct some of her in-depth research, including court records from the various legal actions Shepperd was party to and digging into Oregon Journal archives at a time when news searches meant poring over microfiche archives. It’s an invaluable account of George Shepperd’s life and legacy.

The stairs leading into Shepperd's Dell from the bridge as they appeared in the 1940s - the signpost no longer exists, though the rest of the scene is largely unchanged.

The stairs leading into Shepperd’s Dell from the bridge as they appeared in the 1940s – the signpost no longer exists, though the rest of the scene is largely unchanged.

Thompson’s biography did not have the benefit of today’s internet research tools, and through a variety of these sources, I was able to piece together a fuller picture of George Shepperd’s complex life than was possible in 1997, especially details about his two marriages and additional historic news accounts about his land donation and the construction of the Columbia River Highway.

There is still plenty of mystery surrounding this important player in the history of the Columbia Gorge: did any structures from George Shepperd’s farm survive? Why did his children bury him at Riverview Cemetery instead of Bridal Veil, by his beloved Mattie? What became of his grandson Raymond, by his vanished eldest son William? As always, I welcome any new or corrected information, and especially contact with any of his descendents. One of the unexpected joys in writing this blog is the opportunity to connect directly with grandchildren and great-grandchildren of important people in our regional history!

Ski Traffic & the Loop Highway: Part 2

February 19, 2014
The winter weekend crush of skiers is nothing new on Mount Hood

The winter weekend crush of skiers is nothing new on Mount Hood

(This is the second in a two-part article. The first part focused on the latest plans to add more parking to the Meadows resort, another step in the wrong direction for Mount Hood, but one that (unfortunately) has already been approved by the U.S. Forest Service. This part focuses on the future, and a promising new strategy that seems to finally be turning the page on an era when ODOT and the Mount Hood ski resorts simply paved their way out of weekend traffic problems with more parking and wider highways.)
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Since the early days of developed snow sports on Mount Hood in the 1920s, winter weekend traffic jams have been the norm. The cars have changed (and so has the highway, regrettably), but the same bottlenecks appear in pretty much the same spots, as thousands of Portlanders pour into the ski resorts over a few short winter weekends each year.

Intrepid auto tours reached Government Camp on dirt roads years before the loop highway was completed in the early 1920s

Intrepid auto tours reached Government Camp on dirt roads years before the loop highway was completed in the early 1920s

From the beginning, there have been overflow parking lots, ski buses, shuttles — even an aerial tram in the early 1950s known as the Skiway — all in an attempt to stem the weekend ski traffic.

In 2013, the Oregon Department of Transportation (ODOT), in partnership with the U.S. Forest Service, the Federal Highway Administration and Clackamas and Hood River county officials, kicked off yet another effort to address the winter traffic overload.

In the 1920s, Government Camp was the center of winter activity -- and overflowing with cars

In the 1920s, Government Camp was the center of winter activity — and overflowing with cars

While this is just the latest of several ODOT-led efforts over the years to better manage the Loop Highway, the draft Mount Hood Multimodal Transportation Plan (MHMTP) is the best effort yet. While still only a document full of recommendations, the new plan offers real promise that federal, state and local officials are now more serious about managing the relatively short season of ski traffic gridlock.

Timberline Lodge was overflowing with cars as soon as it opened in the late 1930s

Timberline Lodge was overflowing with cars as soon as it opened in the late 1930s

Instead of attempting to rebuild the entire highway corridor to meet the peak demands of ski resort traffic that occurs over a few weekends each year, the MHMTP focuses instead on low-cost, high-impact tools. This is a radical and positive change in mindset — even if the plan itself still has a few gaps.

The stakes are high when it comes to managing traffic on Mount Hood. The ski resorts have little incentive to do anything except ask the general public to cough up more tax dollars for ever-wider highways. After all, it’s a sweet deal for the resorts and skiers, alike: in Oregon, just one in 25 residents ski, so the subsidy for highway projects catering to ski traffic is enormous.

ODOT is currently seeking bids in the latest round of road widening, this time along the slopes of Laurel Hill in what will eventually total more than $60 million in state gas tax funding over the past decade to widen the Loop Highway from Brightwood to Government Camp.

Camp Creek takes the brunt of trash and pollution from US 26. This scene is the unimproved roadside trailhead at Mirror Lake, where a chemical toilet (and associated trash) sits precariously above a steep bank dropping directly into the stream

Camp Creek takes the brunt of trash and pollution from US 26. This scene is the unimproved roadside trailhead at Mirror Lake, where a chemical toilet (and associated trash) sits precariously above a steep bank dropping directly into the stream

Just a few hundred yards downstream from the scene in the previous photo, Camp Creek spills over beautiful Yocum Falls, a seldom-visited spot bypassed by the modern highway. The pool below the falls is sullied with plastic cups, sport drink bottles and tires that have found their way into the stream from the highway

Just a few hundred yards downstream from the scene in the previous photo, Camp Creek spills over beautiful Yocum Falls, a seldom-visited spot bypassed by the modern highway. The pool below the falls is sullied with plastic cups, sport drink bottles and tires that have found their way into the stream from the highway

The traditional “building your way out” mindset has been bad for business in the local communities along the highway. The wider, noisier road has made it even less attractive for day tourists to risk a stop at the remaining shops and restaurants in the corridor. Worse, the huge 5-lane cross sections built on Highway 26 over the last decade have effectively cut the mountain villages in half by creating a scary barrier for local traffic to navigate, whether on foot, bicycle or in a vehicle.

Widening the Loop Highway is even worse for the natural environment, as highway trash, polluted runoff and blown gravel enters directly into the Salmon River, Still Creek, Camp Creek (pictured above) and the Zigzag River. All four streams serve as important salmon and steelhead habitat, a fact lost on the rush to make room for a few weekends of ski traffic each year.

A New Direction?

The Mount Hood Skiway was an early 1950s experiment to lessen parking pressure on Timberline Lodge - it failed, but may have been ahead of its time!

The Mount Hood Skiway was an early 1950s experiment to lessen parking pressure on Timberline Lodge – it failed, but may have been ahead of its time!

ODOT’s new MHMTP is both comprehensive and innovative. The plan is guided by the following objectives for how future travel should occur on the mountain:

• Improved highway safety for all users
• Expanded travel options year-round
• Reduced peak travel demand
• Enhanced mobility and access to recreation and local communities
• New projects should be financially feasible and sustainable
• New projects should be achievable in the next 15 years

The new focus on cost-effectiveness and a broader definition of desired outcomes beyond simply chasing traffic is new for ODOT — and for Mount Hood. It follows the lead of urban areas across the country, where cities are increasingly moving away from big-ticket road projects that seldom provide the advertised safety or mobility benefits used to justify them, and toward more practical solutions that have fewer unintended consequences.

A decade of futile "widening for safety" projects in the Highway 26 corridor has mostly resulted in dividing local communities and increasing highway runoff, with little traffic benefit

A decade of futile “widening for safety” projects in the Highway 26 corridor has mostly resulted in dividing local communities and increasing highway runoff, with little traffic benefit

To achieve these core objectives in managing the Mount Hood travel corridor, the MHMTP lays out four areas of proposed action – this is the real substance of the plan:

1. Better managing the system: in this area, the plan calls for another plan known as a “concept of operations”, which is transportation jargon for an operations blueprint for the Mount Hood loop from the City of Sandy to Hood River. Elements of an operations blueprint could range from web-based traveler information to new or upgraded electronic message signs along the highway, with real-time updates on traffic, parking, transit and emergencies.

The goal of this element of the MHMTP is to make the best use of the system through better-informed travelers and to better coordinate the various public agencies (ODOT, the Forest Service and the two counties) involved in operating the road system.

How it could be better: the details of the “concept for operations” aren’t nailed down at this point (thus the need for another plan), but one strategy not mentioned in the list of possibilities is variable speed limits along the entire loop. This key recommendation from ODOT’s 2010 Highway 26 Safety Audit deserves to be a priority above other, more costly highway projects already moving forward in the area. DOTs around the country are using this technology with excellent results in improving safety and traffic efficiency, and ODOT should join the movement.

An even larger gap in the strategy is an unwillingness by ODOT and the Forest Service to require the ski resorts to adopt peak pricing as a means to help spread out demand. The resorts are loathe to do this, given their troubled future (as described in Part 1 of this article), but if all three major resorts adopt the same policy, they will at least retain their current competitive positions with one another, while Mount Hood’s communities and environment would benefit from a coordinated effort to spread out the highway demand.

Not in the plan: pricing incentives for parking and lift tickets at the big three resorts to spread demand from weekend peaks

Not in the plan: pricing incentives for parking and lift tickets at the big three resorts to spread demand from weekend peaks

Sadly, it will be a very long time before the Forest Service asks the resort to adopt more aggressive peak pricing for lift tickets, but that is the best long-term solution available for spreading out ski demand. Short of that, ODOT holds the cards for managing parking, as all parking along the mountain portion of the Mount Hood Loop Highway falls within a state-designated SnoPark permit area.

Currently, ODOT charges a generic fee for annual and day passes to park at the SnoPark lots (including all three ski resorts), but the agency should consider using these permits to better manage demand on the highway. This is a very low-cost strategy to avoid some very high-cost road widening projects.

2. Bicycle and pedestrian projects: this much-needed element of the plan calls for improved bike and pedestrian crossings at key locations along the loop highway. Highway widening is also called for to allow for more shoulder space for bicycles, along with bike safety improvements at key intersections and traveler information for bicycles. While not driven by ski resorts, this element of the plan embraces the potential for Mount Hood to become a more balanced, year-round recreation destination, and the Loop Highway becoming less of a barrier to hikers and cyclists.

Notably, the famously crowded Mirror Lake trailhead is called out for relocation to address safety issues with the current trailhead. The new trailhead could be sited across the highway, accessed from an existing section of the Historic Mount Hood Loop Highway (that now serves the Glacier View SnoPark), and connected to the current trailhead with a new pedestrian bridge over US 26.

Rumble strips are very effective at keeping distracted drivers out of bike lanes, but bikes also need enough lane space to keep away from the rumble strip

Rumble strips are very effective at keeping distracted drivers out of bike lanes, but bikes also need enough lane space to keep away from the rumble strip

How it could be better: “widening” for bicycle lanes is a default recommendation that you might expect from ODOT, but the lanes along the Mount Hood loop are already very wide in many spots, so keep your fingers crossed that our highway planners are judicious about where to actually widen the road. In most cases, simply providing rumble strips along the shoulder stripe would go a long way to keep cycles safe from motor vehicle traffic, and require fewer subalpine trees to be cut for road widening.

A major gap in this element of the MHMTP is lack of policy direction on speeding or travel speeds — two of the three main contributors to serious accidents identified in the 2010 ODOT safety study (with winter conditions as the third).

Extending and enforcing the existing ODOT safety corridor and 45 mph speed limit from Rhododendron to the Hood River Meadows entrance to Mount Hood Meadows would make cycling along this most mountainous portion of the loop highway much safer – which in turn, makes cycling more attractive, especially on the lower sections of the loop that are generally snow free year-round.

"Widening for bicycle lanes" sounds easy, but the devil is in the details when the road travels through public forest lands

“Widening for bicycle lanes” sounds easy, but the devil is in the details when the road travels through public forest lands

3. Improved transit service: The MHMTP plan calls for new transit from Sandy to the mountain, and Clackamas County recently received a US Department of Transportation grant to expand its Mount Hood Express bus service from Sandy to Ski Bowl, Government Camp and Timberline Lodge. Rides are $2 each direction, with ten buses daily during the ski season, seven in the off-season. The trip from Sandy to Government Camp takes about 55 minutes and Timberline Lodge at about 75 minutes, so quite competitive with driving times and much less expensive.

It’s a good start, and long overdue. The fact that almost all traffic heading to the mountain during the winter season is destined for Government Camp, Timberline or Meadows makes the Mount Hood area highly serviceable with transit, provided a long-term funding mechanism can be found.

For too long, a very limited supply of shuttles and private ski buses at the Mount Hood resorts have been the sole transit option along the loop highway

For too long, a very limited supply of shuttles and private ski buses at the Mount Hood resorts have been the sole transit option along the loop highway

How it could be better: The proposed transit service in the MHMTP is great if you’re coming from Sandy — or able to drive and park your car there — but it doesn’t allow for truly car-free trips to the mountain in a region that is increasingly interested in having this option.

For years, people have wondered aloud about “extending MAX to the mountain”, but that will never happen — the cost would be astronomical and the ridership on the best of days wouldn’t come close to justifying the cost. But bus transit is completely within reach, and well-suited to the demand.

A proposal called “The Boot Loop” on this blog showed how it could be done — save for public and private interests along the loop highway coming together to make it happen. Let’s hope the Mountain Express pilot project is just the beginning of a more comprehensive transit system on Mount Hood and in the Gorge.

4. Safety projects: several critiques of ODOT’s ill-conceived “widening for safety” campaign along the Mount Hood loop have appeared in this blog over the past few years, and thankfully, some of the worst elements of the most recent phase between Rhododendron and Government Camp have been dropped.

Most recently, ODOT failed to receive construction bids within its project budget for this latest phase, and that is potentially good news if it means that some of the remaining bloated, environmentally destructive elements of the project (like cutting back cliffs on Laurel Hill) are scaled back.

Given this context, the safety projects contained in the MHMTP plan are refreshingly sensible and practice — truly “safety” projects, and not just an old-school highway widening agenda wrapped in an attractuve safety package.

ODOT owes the rural communities (like Rhododendron, above) along the loop highway retrofits to undo the damage from the "widening for safety"

ODOT owes the rural communities (like Rhododendron, above) along the loop highway retrofits to undo the damage from the “widening for safety”

How it could be better: travel speed is the single most important lever for highway engineers to reach for if improved safety is truly the desired outcome. ODOT was bold and forward-thinking when it adopted a safety corridor along a portion of Highway 26 several years ago, and especially when the agency adopted a 45 mph speed limit from Wildwood to Rhododendron.

There’s no reason why this successful strategy can’t be extended for the remainder of the ski commute along the Loop Highway, to the lower entrance at Mount Hood Meadows. As the 2010 ODOT safety audit clearly showed, nearly ALL of the serious accidents in this corridor were directly tied to heavy winter travel, and especially weekends, when the predictable crush of day skiers descends upon the mountain.

What’s Next?

ODOT will be wrapping up the MHMTP shortly. You can track the final recommendations on their project website:

Mount Hood Multimodal Transportation Plan website

As the MHMTP moves forward toward funding, the focus will shift to Clackamas and Hood River counties, the Forest Service, ODOT and the ski resorts working collaboratively to bring the various strategies completion. The plan sets forth three tiers of project, but all recommendations fall within a (relatively) short window of 15 years.

The Mirror Lake trailhead could see big changes under the proposed MHMTP plan

The Mirror Lake trailhead could see big changes under the proposed MHMTP plan

ODOT has an institutional habit of saying it “owns” the highways, but in fact, the public owns it - that’s us! Thus, it falls upon the true owners of the Loop Highway to track the details — the specific projects that will carry out the new direction called for in the MHMTP. Perhaps more importantly, it falls upon us to speak out against more funding of old-school road widening projects cloaked as “safety improvements” that could effectively cancel out the MHMTP proposals.

Over the next few years, the recommendations in the MHMTP will gradually be funded through ODOT’s statewide transportation improvement program and similar capital funding programs at the local level. Watch this blog for more details on how the dollars actually roll out in coming years on our beloved loop highway!

Ski Traffic & the Loop Highway: Part 1

February 9, 2014
Mount Hood Meadows is seeking yet another overflow parking lot for the resort, its fourth, bringing the resort capacity over 3,500 vehicles

Mount Hood Meadows is seeking yet another overflow parking lot for the resort, its fourth, bringing the resort capacity over 3,500 vehicles

On January 13, the Mount Hood National Forest (MHNF) issued its final environmental assessment for yet another sprawling parking lot at the Mount Hood Meadows ski resort. This is the just the latest decision over nearly 50 years of always finding a way to say “yes” to the private permit holders who operate the Meadows resort on our public lands.

According to MHNF documents, the proposed new “Twilight” lot will require 9.4 acres of subalpine forest adjacent to the popular Elk Meadows Trailhead to be logged, then paved over by the Meadows resort, allowing for 878 new parking spaces on a new 7.2 acre asphalt lot. Translated to urban scale, that’s another seven full Portland blocks of forest that will be replaced with paving simply to meet peak winter weekend demand.

Meadows parking lots are mostly empty outside of a few weekend peaks from December through February. This photo was taken on a sunny Saturday in March, 2009 at the huge Hood River Meadows lot. The tiny structure on the right is the Nordic Ski Center, for scale. Only about a third of the sprawling lot can be seen in this photo

Meadows parking lots are mostly empty outside of a few weekend peaks from December through February. This photo was taken on a sunny Saturday in March, 2009 at the huge Hood River Meadows lot. The tiny structure on the right is the Nordic Ski Center, for scale. Only about a third of the sprawling lot can be seen in this photo

Using Forest Service data, the Twilight proposal translates into roughly 7,500 noble fir, mountain hemlock, Lodgepole pine and other subalpine conifers being cut to bring the overall parking capacity for the Meadows resort to a whopping 3,526 vehicles.

How much parking is this? For comparison, a typical Walmart Supercenter has about 800 parking spaces — which means the total Meadows parking capacity could accommodate four Walmart Supercenters. Another comparison: the new Meadows parking total will be slightly more than the 3,300 spaces Portland International Airport (PDX) provides in its newly expanded day parking structure at the main terminal (see an earlier article on this blog for more details on the Twilight proposal).

Meadows also plans to move its Nordic Center — currently a non-descript modular building located at the back of the sprawling Hood River Meadows lot — to the new Twilight Lot in an effort to better compete with the non-profit Teacup Lake Nordic Club, located across the Loop Highway.

The humble Meadows Nordic Center is overshadowed by the very popular Teacup Lake Nordic Club facilities located across the highway

The humble Meadows Nordic Center is overshadowed by the very popular Teacup Lake Nordic Club facilities located across the highway

Is this latest expansion justified? Not if you dig into the details. The folly in the MHNF decision is that it is based on an outdated special permit granted in 1997 by the Forest Service that gives the Meadows Resort their legal ability to operate a private business on national forest land.

But it turns out that almost no current data on the future of the ski industry supports this decision — including data from the ski resort industry, itself. Instead, this proposal is mostly about the Meadows resort attempting to buck the national trends by drawing skiers and boarders away from competing resorts at Timberline and Mount Hood Ski Bowl.

While this strategy might make sense for Mount Hood Meadows, Inc., it hardly makes sense as public land policy, and especially for taxpayers who subsidize the ski resorts.

The Meadows for-profit Nordic trail system has struggled to compete with the nearby Teacup Lake Nordic Club's larger and more affordable system

The Meadows for-profit Nordic trail system has struggled to compete with the nearby Teacup Lake Nordic Club’s larger and more affordable system

The recent Forest Service decision giving the green light to the Twilight parking expansion also fails to consider the most obvious solution: requiring Meadows to spread out their customer demand with peak ticket pricing. This is the simplest way to avoid overbuilding parking lots and overburdening the Loop Highway, and would make the best use of the Meadows resort capital investment and operations costs.

So, why is Meadows opting for a more costly option to addressing peak ski weekend demand? Read on…

Past is Prologue! (…except when it isn’t…)

For more than a century, ski resorts across the country have long promoted the inevitability of their rapid growth as part of the advertising pitch, and yet they have a troubling secret in common: snow sports that were once growing exponentially in popularity are now flat or declining, nationally. And this trend has continued for decades.

Instead, most of the touted “growth” at major resorts in the past 30 years has come through consolidation. At the beginning of the 1980’s, there were some 727 ski resorts in operation, nationwide, yet only 480 ski areas survive today. This represents a decline of 33 percent, despite a hefty 36 percent increase in the U.S. population for the same period.

Beautiful Umbrella Falls was barely spared by the original Meadows parking lot (just a few yards beyond the trees at the top of the falls), though it still carries the burden of being in a ski area: trash and blown gravel fill the stream after the snow melts

Beautiful Umbrella Falls was barely spared by the original Meadows parking lot (just a few yards beyond the trees at the top of the falls), though it still carries the burden of being in a ski area: trash and blown gravel fill the stream after the snow melts

This decline also helps explain why all three major resorts on Mount Hood are looking to develop other attractions under their public lands permits to help sell lift tickets — most recently, the proposed bicycle play park at Timberline (Ski Bowl has already developed one that it now plans to expand).

Why the decline? A variety of factors are at work, not the least of which are the effects of climate change on snowpack and the ballooning price tag that has increasingly made skiing a sport for the affluent.

In study last year, the National Ski Areas Association (NSAA) reported that 54 percent of day visits came from households earning more than $100,000, a 12.5 percent increase among affluent skiers from just five years ago. Conversely, visits from households earning less than $100,000 dropped from 52 percent to 46 percent, an 11.5 percent drop for less affluent skiers over the same period.

This trend is not surprising when you consider that an annual pass at Meadows costs around $800 and day passes cost $74 for an adult ticket — and these are relatively affordable prices compared to premier Rocky Mountain and California resorts. Add the costs of gas and equipment, and it can cost a family hundreds of dollars to spend a day skiing on Mount Hood.

This chart shows the relatively flat trend in total U.S. ski visits from 2002 to 2012, and an abrupt dip in 2011-12 reflecting the fourth warmest winter since 1896 (Source: NSAA)

This chart shows the relatively flat trend in total U.S. ski visits from 2002 to 2012, and an abrupt dip in 2011-12 reflecting the fourth warmest winter since 1896 (Source: NSAA)

In 2008, the NSAA produced a study that had more ominous implications for the industry: they found that 85% of beginners who try skiing soon drop out of the sport, translating into only a 15% rate of “conversion” from beginner to regular skiing and snowboarding customers.

In response to this troubling finding, the industry adopted dual goals of (a) improving the total number of people trying the sport by 6 percent and (b) increasing the “conversion” rate from beginner to regular visitor by 1 percent per year. Despite industry efforts to meet these targets, in the six years since these goals were established the rate of new skiers staying with the sport has only increased by only 1 percent, far short of the retention target.

But there is even worse news in the NSAA findings: it turns out the existing base of regular skiers and boarders have also shown a decline in interest, with the rate of repeat resort visits from this core group decreasing by 6 percent since the industry targets were set in 2008.

This chart shows high-stakes future for skiing in the U.S., with the optimistic NSAAs growth strategy in blue and grim reality of current trends in participation in red (Source: NSAA)

This chart shows high-stakes future for skiing in the U.S., with the optimistic NSAAs growth strategy in blue and grim reality of current trends in participation in red (Source: NSAA)

While the resorts continue to fight the overall drop in visitors, they are also battling the elements. Climate change is producing an increasingly erratic snowpack across the country, but especially in the West, where resorts are largely built with special permits on public lands. Larger resorts are spending as much as $50k apiece for snow guns to create their own snow — with some resorts installing hundreds of snow guns to ensure a ski season.

Skiers were already overflowing the Timberline parking lot in 1939, just two years after the lodge opened

Skiers were already overflowing the Timberline parking lot in 1939, just two years after the lodge opened

With the obvious environmental implications of snow making aside — and they are significant — the added cost burden for the resorts will only increase the price of skiing when the costs of snow making equipment, water and the energy needed to pump water uphill are passed along to skiers.

Given these discouraging national trends, are there better solutions to meeting peak ski resort demand at Mount Hood other than to continue paving over the alpine landscape?

This question will be the focus of Part 2 this article, and a new effort by the Oregon Department of Transportation to better manage traffic on the Loop Highway.

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Author’s Note: lest readers think I’m anti-skiing, I am decidedly not. I grew up skiing at Mount Hood from the age of six, and skied at all four resorts on the mountain well into the 1990s, when I shifted to snowshoeing and Nordic skiing. I love the sport, and hope that Mount Hood will always have alpine skiing. But over the past few decades, I have watched the Meadows and Timberline resorts grow too large to be environmentally sustainable.

The Heather Canyon lift at Meadows was the wake-up call for me in the 1990s — and before that, the Palmer Lift at Timberline. Both were a notch too far in what — in my view — had been a reasonably sustainable balance between ski development and protecting the natural landscape of Mount Hood.

The author (center, at the tender age of 11) on a memorable 1973 ski vacation near Innsbruck, Austria with my family

The author (center, at the tender age of 11) on a memorable 1973 ski vacation near Innsbruck, Austria with my family

I also see the current model for commercial ski resorts failing, and worry that the grasping for quick solutions to balance the corporate books is out of sync with what could be sustainable, positive ways to diversity the resort offerings.

Watch for future WyEast Blog articles on this subject, as I not only believe that ski resorts can (and must be, in Mount Hood’s case) continue to operate within a National Park, I also think they could set the standard for environmental and economic sustainability that other resorts might learn from.

Proposal: Mitchell Point Loop Trails

January 31, 2014
Looking west in the Gorge from Mitchell Point

Looking west in the Gorge from Mitchell Point

Author’s note: this proposal is the latest in a series on this blog aimed at a major Oregon Parks and Recreation Department (OPRD) effort underway to update the 1994 Gorge Parks Plan. OPRD staff will make key decisions on future trail projects for the Gorge over the next four months, so now is the time to weigh in! More information on how to get involved in this important work is included at the end of this article.
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Mitchell Point is a rugged basalt spine that towers a thousand feet above the Columbia River, just five miles west of Hood River. This spectacular outcrop rises in the transition zone where the wet rainforests of the western Cascades meet dry Oregon white oak and Ponderosa pine country of the eastern slope in a unique jumble of ecosystems and geology.

The steep hike to Mitchell Point is described in this WyEast Blog article, and makes for an excellent year-round destination for hikers looking for something a bit less crowded (and a bit more rugged) than viewpoints like Angel’s Rest.

This article focuses on recent improvements to the Mitchell Point wayside and trailhead, and the potential to expand the trails at Mitchell Point to allow for better exploration of the unique landscapes found here, and a deeper appreciation of the colorful human history, as well.

Kudos on Recent Upgrades!

A short, new segment of the Historic Columbia River Highway State Trail leads to the refurbished Mitchell Point overlook

A short, new segment of the Historic Columbia River Highway State Trail leads to the refurbished Mitchell Point overlook

In 2012, the OPRD completed a major overhaul of the Mitchell Point wayside and overlook, with excellent results. Mitchell Point falls within the borders of the Vinzenz Lausmann and Seneca Fouts state parks, and has long served as a scenic wayside for highway travelers and as the trailhead for the Mitchell Point and Wygant trails.

The recent overhaul at Mitchell Point also acknowledges a new function for the trailhead: the Historic Columbia River Highway (HCRH) State Trail project will soon extend through the area, including a proposed tunnel through Mitchell Point, proper, that gives a nod to the iconic highway tunnel that once thrilled highway travelers here.

The restored overlook features a sweeping view of the Columbia Gorge and interpretive display on the iconic former Mitchell Point "Tunnel of Many Vistas"

The restored overlook features a sweeping view of the Columbia Gorge and interpretive display on the iconic former Mitchell Point “Tunnel of Many Vistas”

In many ways, the original Mitchell Point Tunnel, with it’s famous “windows” carved in solid basalt, was the scenic and engineering highlight of the old highway. Sadly, the tunnel (along with much of the original highway) was destroyed to allow for freeway widening in 1966.

The original Mitchell Point Tunnel as it appeared around 1920. The tunnel was destroyed to make way for freeway widening in 1966

The original Mitchell Point Tunnel as it appeared around 1920. The tunnel was destroyed to make way for freeway widening in 1966

The recent improvements to the Mitchell Point wayside include a redesigned parking lot (complete with native landscaping, bus and bike parking) and a series of handsome stone walls in the Columbia River Highway style that frame the Columbia River overlook. Interpretive history displays are posted in two locations, describing the colorful human history of an area that has now largely reverted to back to nature.

The short walk to the river overlook also gives a glimpse of the planned extension of the HCRH State Trail. As seen in the photo below, the broad paved path is actually a section of the state trail where it approaches the overlook, then bends toward the sheer cliffs at the base of Mitchell Point, ending at a log fence (for now). The proposed tunnel will eventually cut through Mitchell Point here, with a short side-tunnel to a river viewpoint somewhere near the midpoint.

The new section of the HCRH State Trail points toward a planned bicycle and pedestrian tunnel through Mitchell Point

The new section of the HCRH State Trail points toward a planned bicycle and pedestrian tunnel through Mitchell Point

New bicycle racks and native plants are part of the Mitchell Point facelift

New bicycle racks and native plants are part of the Mitchell Point facelift

The improved Mitchell Point wayside also includes a new information kiosk and upgraded restrooms, making this a nearly full-service starting point for hikers — with the sole exception of running water, as none is available at the wayside.

A surprising glitch in the generally excellent attention to detail is the wayside overhaul is an ill-placed square of landscaping in the middle of the paved information kiosk mini-plaza (below). The native salal planted in this tiny square of soil are surely doomed to be trampled by visitors, but more concerning is the impact on accessibility for mobility impaired visitors attempting to avoid this unnecessary obstacle. Fortunately, it’s easily fixed with a few sacks of concrete – hopefully before it becomes a problem.

This refurbished sign kiosk has an unfortunate glitch: an ill-placed patch of landscaping

This refurbished sign kiosk has an unfortunate glitch: an ill-placed patch of landscaping

A year-round, accessible restroom completes the upgrade at the Mitchell Point wayside

A year-round, accessible restroom completes the upgrade at the Mitchell Point wayside

Traces of the rich human history of the area can be seen throughout the Mitchell Point area, and the pair of new interpretive displays help put a face on the early settlements and businesses that once operated here. The history of the Mitchell Point “Tunnel of Many Vistas” at the overlook is excellent, and told with well-known images of this famous structure. But the history of the Little Boy Ranch and its operators found near the parking area is especially welcome, as it helps repeat visitors understand the many traces of old structures and even trees and landscape plants that can still be found sprinkled through the forest.

The Little Boy Ranch motel and cabins at Mitchell Point in the 1930s. The buildings were razed as part of freeway construction in the early 1960s

The Little Boy Ranch motel and cabins at Mitchell Point in the 1930s. The buildings were razed as part of freeway construction in the early 1960s

This 1920s Christmas card from Charles and Helena Parker's Little Boy Ranch featured their children, Charles Jr. and Joan

This 1920s Christmas card from Charles and Helena Parker’s Little Boy Ranch featured their children, Charles Jr. and Joan

While most of the historical traces at Mitchell Point are subtle and treasured, one is not: English ivy left over from the Little Boy Ranch days is rampant in several sections of the park, and unfortunately, the wayside upgrade didn’t include pulling ivy from the park. This is another oversight that can be easily corrected, as the ivy is mostly confined to the immediate wayside area, and is a good candidate for a volunteer public service projects.

Rampant English ivy is among the unwelcome traces of the Little Boy Ranch era at Mitchell Point

Rampant English ivy is among the unwelcome traces of the Little Boy Ranch era at Mitchell Point

Another surprising gap in the wayside and trailhead upgrade is the lack of signage for the Mitchell Point and Wygant trails that begin here. A few boulders and a bollard barricade have been installed at the old path leading toward the Mitchell Point Trail, but there is still no signage to help visitors navigate the trail (below).

New bollard and boulders, but no sign to mark the Mitchell Point trail?

New bollard and boulders, but no sign to mark the Mitchell Point trail?

Worse, the actual trail to Mitchell Point splits off the paved path as an obscure, unsigned boot path, while the paved route continues (confusingly) to a few picnicking sites (below). This oversight is easily remedied, though there is some question whether OPRD really views the Mitchell Point trail as one of its own, despite the growing use and popularity. Now is good time for the state parks to finally embrace this trail, starting with needed signage.

The formal Mitchell Point Trail is even more obscure, but this is an easily corrected oversight in the OPRD restoration project

The formal Mitchell Point Trail is even more obscure, but this is an easily corrected oversight in the OPRD restoration project

The Wygant Trail fares somewhat better, with an existing HCRH-themed sign posted about 100 yards west of the Mitchell Point wayside, along a surviving segment of the old highway. But better signage at the wayside is needed to help hikers actually find this trail. This is another oversight that is relatively easy to correct, and in this case, could be incorporated into the planned improvements to the HCRH that are coming to this area.

A surviving segment of the old highway serves as the start of the Wygant Trail, though existing signage is obscure

A surviving segment of the old highway serves as the start of the Wygant Trail, though existing signage is obscure

Despite these oversights, the upgrade to the Mitchell Point wayside and trailhead are a big step forward, with excellent attention to detail and continuity with other recently improved parks and waysides in the Gorge. Kudos to the OPRD for their efforts!

The remainder of this article focuses on new trails that could be added to the park, building on existing facilities and the new HCRH State Trail with new hiking loops that explore the area.

Proposal: West Loop Trail

The first leg of an expanded trail system would be a new route traversing a series of open slopes to the west of Mitchell Point, joining the existing Mitchell Point Trail just below the main summit ridge (see map below)

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[click here to open a large map in a new window]

A highlight of this new 0.8 mile trail would be a close-up look at the stunted Oregon white oak groves that somehow survive on the dry, windy slopes here. Though not the western-most stand of oaks in the Gorge, this colony is among the most accessible, and the new trail would provide an opportunity for casual hikers to learn about this unique and fascinating ecosystem.

Oregon white oak in the Gorge often grow in picturesque, stunted groves on the harshest of sites

Oregon white oak in the Gorge often grow in picturesque, stunted groves on the harshest of sites

Oak galls are formed by wasp larvae, and are common on Oregon white oak leaves

Oak galls are formed by wasp larvae, and are common on Oregon white oak leaves

This new trail would also be built with a less demanding grade than the existing Mitchell Point Trail, giving less hardy hikers a more manageable option for reaching the summit.

Combined with the existing Mitchell Point Trail, the new would create a 2.6 mile loop for active hikers. Casual hikers and young families could make a shorter hike, with the beautiful oak stands and river views less than one-half mile from the trailhead as the main destination (perhaps with a couple of well-placed trailside benches).

Proposal: East Loop & Mitchell Spur

The east slope of Mitchell Point is unknown territory, even to hikers familiar with the area. This part of the proposal includes a new trail connection along the east slope, from the crest of Mitchell Point to the planned HCRH State Trail, creating a loop hike via the proposed new HCRH tunnel (see map, below).

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[click here to open a large map in a new window]

A lower loop would also be created with an extension of the existing boot path that leads to the foot of Mitchell Spur, the familiar basalt prow that towers over the highway at Mitchell Point. A formal side path would lead to the viewpoint atop the spur, providing another less strenuous alternative for casual hikers to the somewhat challenging Mitchell Point summit trail.

Mitchell Spur (left) is the lower rampart of Mitchell Point (right) in this highway view

Mitchell Spur (left) is the lower rampart of Mitchell Point (right) in this highway view

Mitchell Point looms above in this view from Mitchell Spur

Mitchell Point looms above in this view from Mitchell Spur

The east loop would join the Mitchell Point trail at this point along the summit ridge

The east loop would join the Mitchell Point trail at this point along the summit ridge

Combined with the existing Mitchell Point trail, the proposed East Loop would create a 3.6 mile hike, including stops at the summits of Mitchell Point and Mitchell Spur. Another option would be a loop using both the east and west trail proposals, a 3.8 mile round trip that would avoid the somewhat rugged talus section of the existing Mitchell Point trail altogether. Other loops from the Mitchell Point trailhead would also be possible, including the ability to follow the planned extension of the HCRH State Trail.

Yet another possibility that comes with the completion of the HCRH State Trail is the idea of a bike-and-hike trailhead for the proposed East Loop trail, where bicycle parking could be provided to allow cyclists to ride and park at the base of the trail. This concept has great potential for other trails that will eventually stub out at the completed HCRH State Trail — including the Wygant Trail in the Mitchell Point area.

What would it take?

The proposals in this article focus on relatively simple, affordable trail projects. Each of the proposed trail segments build on existing trailhead facilities and planned HCRH improvements in the area, while providing a significantly expanded series of hiking opportunities.

Sweeping river vistas from the summit leg of the Mitchell Point trail

Sweeping river vistas from the summit leg of the Mitchell Point trail

The proposals also lend themselves to volunteer construction, as the easy access from Portland and Hood River would allow public agencies and trail advocates in the region to easily organize volunteer crews to clear and build trails incrementally.

Most importantly, the OPRD is now in the process of updating its 1994 master plan for the Columbia Gorge, and it’s a crucial opportunity to bring new trail ideas into the plan! The OPRD recognizes the demand for new trails in the area, and is actively seeking ideas for projects that are both affordable and ecologically sustainable. The proposals in this article meet both tests, and ought to be included in the updated plan.

What You Can Do!

First, take a look at the Gorge Parks Plan website — our state recreation planners have done an exceptional job scoping the state of our Gorge parks as a starting point for updating the 1994 plan.

Next, weigh in on why new trails are important in the Gorge — and here are some of the proposals posted in this blog as a starting point:

Angels Rest Loop Proposal

Bridal Veil Canyon Proposal

Latourell Loop Makeover Proposal

Viento Bluff Trails Proposal

Mitchell Point Trails Proposal

Finally, consider signing up as a subscriber to the Gorge Parks Plan blog to stay informed. A surprisingly small number of dedicated citizens have been involved thus far in this public process, so you have an opportunity to make a real impact! More information on the Gorge planning effort to come in this blog, as well.

And as always, thanks for doing your part to advocate for the Gorge!

Stone Walls of the Columbia River Highway

December 15, 2013
Lancaster's familiar arched walls line the approach to the Eagle Creek bridge

Lancaster’s familiar arched walls line the approach to the Eagle Creek bridge

Of all the engineering treasures created by Samuel Lancaster in building the (now Historic) Columbia River Highway, perhaps most iconic are the rustic stone walls that line the old road. Their graceful arches and elegant caps are a beautiful, familiar presence that has become inseparable from the surrounding natural landscape.

The walls are as functional as they are handsome: foremost, they serve as guardrails, designed to keep 1916 Ford Model T drivers on the spectacular new touring road with its perilous cliffs and winding route. But Lancaster also used them to frame the sweeping Gorge views and blend the new roadway into its rugged natural surroundings.

The intricate details sketched in the HAER record for the Historic Columbia River Highway continue to guide restoration of the old road today

The intricate details sketched in the HAER record for the Historic Columbia River Highway continue to guide restoration of the old road today

This article examines Lancaster’s stone walls in more detail. The drawings included in the article are from the Historic American Engineering Record (HAER) program, established in 1969 by the National Park Service to document historic sites and structures.

In 1995, the HAER program worked with Robert Hadlow, historian at the Oregon Department of Transportation (ODOT), to produce 27 pages of detailed drawings illustrating Samuel Lancaster’s amazing Columbia River Highway. This historical record continues to guide the restoration of the old highway to this day, as it transforms to become the Historic Columbia River Highway State Trail. The sketches in this article are the result of this work, and now reside in the Library of Congress.

Three Basic Designs

There are three major guardrail designs found along the old highway: the familiar arched stone walls with concrete cap, a lighter concrete arch found on several viaducts and bridges and the standard Oregon Highway Department wood fences of the era — painted white, and found throughout the old highway, but especially east of Hood River.

The standard arched railing found throughout the Gorge

The standard arched railing found throughout the Gorge

The lighter concrete arch and rail design found on viaducts and bridges

The lighter concrete arch and rail design found on viaducts and bridges

ODOT has been restoring wood guardrails along the old highway throughout the Gorge since the 1990s

ODOT has been restoring wood guardrails along the old highway throughout the Gorge since the 1990s

A fourth design is something less than a railing: along several sections of the road, Lancaster used vertical basalt blocks to form an irregular low wall (or tall curb?). These primarily function to mark the edge of the roadway, as even a Model T could easily jump these barriers. This design (pictured below) is found in several sections of the old road in the western Gorge.

Basalt blocks serve as a tall curb on several sections of highway to mark the edge of the roadway

Basalt blocks serve as a tall curb on several sections of highway to mark the edge of the roadway

Capped arch design on the East Multnomah viaduct (Beacon Rock in the background)

Capped arch design on the East Multnomah viaduct (Beacon Rock in the background)

Standard capped arches under construction at the Eagle Creek Bridge in 1915

Standard capped arches under construction at the Eagle Creek Bridge in 1915

Lancaster took advantage of the terrain to frame pullouts and viewpoints with his iconic stone walls

Lancaster took advantage of the terrain to frame pullouts and viewpoints with his iconic stone walls

The capped arch design was carried into some of the major pullouts and hiking trails along the old highway, including Women’s Forum Park, Crown Point, Sheperd’s Dell, Wahkeena Falls and Multnomah Falls. More recently, capped arch walls have been added to the refurbished waysides at Latourell Falls and Mitchell Point.

New capped arch walls at Wahkeena Falls in 1917

New capped arch walls at Wahkeena Falls in 1917

The original capped arch walls at Wahkeena (shown new in the previous photo) has survived the elements -- and a major rockfall in the late 1960s

The original capped arch walls at Wahkeena (shown new in the previous photo) has survived the elements — and a major rockfall in the late 1960s

This box culvert near Shepperd's Dell was built in the 1990s using the capped arch design

This box culvert near Shepperd’s Dell was built in the 1990s using the capped arch design

New capped arch walls were added to the Latourell Falls wayside in 2013, with a twist: painted iron bars now keep toy poodles and small children from crawling under them!

New capped arch walls were added to the Latourell Falls wayside in 2013, with a twist: painted iron bars now keep toy poodles and small children from crawling under them!

In the 25 years since restoration of the old highway began in earnest, a handful of exceptionally skilled, local stonemasons are responsible for the many new or restored walls that now grace the Historic Columbia River Highway. Their work is as much art as construction, and their old-world skills are rare in this day and age.

The remainder of this article looks at how these beautiful walls are constructed.

Built by Artisans

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The capped arch walls along the old highway are a labor-intensive effort, with individual basalt blocks split and trimmed to fit and mortar on site. Many of the stone workers working on the original highway were Italian immigrants whose skills and masonry secrets were passed down from generations of stonemasons.

Not much is known about these early laborers, though research by ODOT historians suggest that a series of cobble ovens near Warren Creek were built by Italian workers. These ovens may have used them to bake fresh bread by crews camped along the old highway during its construction.

You can find the stone ovens today along the Starvation Ridge Trail, just off modern-day I-84. Plans for extending the Historic Columbia River Highway State Trail in this area have been carefully designed to preserve these historic features.

Italian stonemasons likely built the cobble ovens that survive near Warren Creek

Italian stonemasons likely built the cobble ovens that survive near Warren Creek

Building the stone walls began with cutting blocks of basalt to size using drills to create a break line, then a combination of “feathers” and wedges to split the basalt to custom shapes (Figure 1).

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The walls are assembled atop a concrete footing that maintains the linear path of the wall. A close look at the capped arch walls shows two runs of cut stone. The first run consists of slightly tapered basalt blocks set over an arched form constructed of wood planks called an “arch buck” (Figures 2 and 3).

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Plank forms also frame the outer face of the stone walls – these are shown as “slip form walls” in Figures 2 and 3. These forms are built up as stones are set in the wall, with wood spacers used to ensure the slip form maintains a uniform width for the masonry wall.

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A second run of stone facing consists of irregular basalt pieces used to fill the spaces in the wall between the arch stones. After the stone for each section of wall has been set with a mortar grout, the space between the outer stone facing is filled with concrete (Figure 4). Once the concrete fill has set, the wood forms are removed in this initial phase of stone wall construction.

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In the second phase of wall construction, the concrete cap is added The cap clearly has a decorative function, but it is also designed to protect the integrity of the wall below by shielding the interior of the stonework from the elements.

Cap construction begins with another wood form built slightly wider than the wall, itself, to provide a protective overhang. Galvanized wire is suspended inside the form, where concrete will be poured around it for reinforcement. Once the form is in place, concrete is poured into the cap form, leaving a flat concrete top (Figure 5).

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In the final step, the wood form for the concrete cap is removed, and a slightly arched mortar finished is formed on top of the flat concrete cap. A curved wood “screed” is used to trim the sand mortar to the rounded top that we recognize on the caps today (Figure 6).

As always, Lancaster gave us a pleasing finish with his design, but the rounded top is also functional, discouraging water and debris from collecting on top of the walls.

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Creating the iconic stone walls is slow work. But in Lancaster’s day, labor was plentiful and cheap, and he employed dozens of workers to inch their way along the new highway, building the stone walls section by section.

Today’s restored and rebuilt walls are constructed in much the same way as they were a century ago, as described in this recent article on the Sahalie Falls Bridge. While they are painstaking to build, Samuel Lancaster’s walls have survived the elements, with miles of walls in excellent condition after a century of harsh Columbia Gorge weather — a real testament to their quality and design.

More to come..!

Recently completed stonework and traditional wood guardrails at the refurbished Mitchell Point Overlook

Recently completed stonework and traditional wood guardrails at the refurbished Mitchell Point Overlook

For those who love the stonework details of the Historic Columbia River Highway, the past 30 years have been a renaissance. Since the mid-1980s, ODOT and Oregon State Parks and Recreation have partnered to restore or rebuild basalt stonework throughout the Gorge as the Historic Columbia River Highway State Trail takes shape.

The good news is that more restoration and reconstruction is on the way. ODOT will soon extend the state trail west of Starvation Creek, including special stonework details at Cabin Creek, Warren Creek and Lindsey Creek.

Stonemasons on the recently completed Eagle Creek Bridge in 1915

Stonemasons on the recently completed Eagle Creek Bridge in 1915

Plans call for completing the state trail in the next few years, linking all of the remaining sections of the Historic Columbia River Highway from Troutdale to The Dalles. While the spectacular Gorge scenery is the main attraction along this emerging, world-class route, the stunning design of the road itself is what makes the journey so memorable.

What would Samuel Lancaster think of the renewed interest in his vision for the Columbia River Highway? Certainly, he would be thrilled to see his dream of scenic parkway being rediscovered. But given his attention to craftsmanship and blending with the Gorge environment, he would be especially pleased with the careful attention today’s designers are paying to the rustic details — including those iconic stone walls!

2014 Mount Hood National Park Calendar

November 29, 2013

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Each year at about this time I assemble the Mount Hood National Park Scenic Calendar. The proceeds are modest, but do help support the Mount Hood National Park Campaign website, WyEast Blog and related project expenses. But the main purpose is to simply promote the national park concept by making the case for the campaign with pictures.

What the calendar looks like - oversized 11x17” pages you can actually use!

What the calendar looks like – oversized 11×17” pages you can actually use!

I’ve published the calendars through CafePress since 2004, so this year’s calendar marks the tenth edition. All of the photos in the calendar are from trips and trails I’ve explored over the past year.

I get a surprising number of questions about the photos, so in addition to simply announcing the 2014 calendar, this article tells a bit of the story behind the new images.

The 2014 Scenes

Cover: Sandy Headwall and Glacier from McGee Ridge

Cover: Sandy Headwall and Glacier from McGee Ridge

The cover photo of the Sandy Glacier headwall is really a nod to a chance encounter I had with Brent McGregor, the fearless cave explorer profiled in the Thin Ice: Exploring Mount Hood’s Glacier Caves, a recent Oregon Public Broadcasting feature. I had just posted a WyEast blog article on the program a few days prior, and happened to run into Brent and his climbing partner, Eric Guth, on the Timberline Trail that day in October.

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Brent and Eric were on their way down from spending the night in the Snow Dragon glacier cave, and provided me with an amazing personal account of their adventures inside the caves. I also learned a bit of the glacier cave geography from the spot where we met atop McGee Ridge. The cover image for the calendar was taken from that spot awhile after the (now famous) ice cave explorers continued down the trail. A most memorable evening!

January: Tamanawas Falls dressed in white

January: Tamanawas Falls dressed in white

The monthly scenes begin with a snowy afternoon at Tamanawas Falls in the January image (above). The photo was taken in December 2013, and stitched together from three separate photos — the first of three such composite images in this year’s calendar.

The conditions were perfect that day, and a bit deceptive, as this was the first big snowfall of the season — and thus we was able to simply hike up the trail without snowshoes, albeit with the aid of boot spikes.

Brother-in-law David taking in the magic at Tamanawas

Brother-in-law David taking in the magic at Tamanawas

My brother-in-law David joined me for the hike to Tamanawas Falls, celebrating his return to Oregon after spending the past thirty years living in distant places, far from the life he knew growing up here among tall trees, big mountains and countless waterfalls – the best kind of reunion!

The February image (below) is an evening scene from one of the viewpoints along the historic Bennett Pass Road. The blanket of valley fog rolled in just as the sun dropped behind the mountain ridges, making for an especially peaceful scene.

February: WyEast's under-appreciated southeast side from near Bennett Pass

February: WyEast’s under-appreciated southeast side from near Bennett Pass

Ironically, the story behind the image is anything but quiet, as I was visiting Bennett Pass on New Years Day — apparently, along with the rest of Portland area population!

A “pristine” framing of this image suffered as a result, as the fresh blanket of snow from the previous night had already been heavily trampled by the small army of skiers and snowshoers (and their dogs) that day! Otherwise, I would have loved to included this image (below), with a pretty little noble fir in the foreground in the calendar. Maybe I should bring along a rake next time..?

Heavy ski and snowshoe traffic on New Years Day!

Heavy ski and snowshoe traffic on New Years Day!

For the March image, I picked a mid-winter Gorge scene captured at Elowah Falls on McCord Creek, just west of Cascade Locks (below). This is another composite image, made from a total of six photos, with the goal of giving a panoramic feel that matches the immensity of the setting.

This is the finished image:

March: Elowah Falls in late winter hues

March: Elowah Falls in late winter hues

The six separate images look like this before merging:

Six photos make up the original panorama at Elowah

Six photos make up the original panorama at Elowah

Once merged, I cropped the final image to fit the dimensions of the calendar:

The calendar image was then snipped from the composite image

The calendar image was then snipped from the composite image

There’s a bit of a story to this scene, too: the graceful, multi-trunked bigleaf maple framing the falls will soon succumb to the power of McCord Creek, as the stream has recently eroded the bank to the point that the main trunk of the tree is hovering over the creek, in mid-air (below).

Change is coming to this maple along McCord Creek

Change is coming to this maple along McCord Creek

This section of McCord Creek has suddenly experienced a lot of erosion in the past few years, so this is part of a larger change happening to this iconic spot – much more to come as we watch the power of nature at work, and a reminder that change is constant in the natural landscape!

For April, I picked a familiar spot in the Columbia Gorge at Rowena Crest (below), where the blooming lupine and arrowleaf balsamroot frame the river and town of Lyle in the distance. It was a typically blustery day in the Gorge last spring when I visit this spot, and though the overall bloom in the east Gorge in 2013 was somewhat disappointing, the McCall Preserve at Rowena still had a very good flower show.

April: blustery winds at Rowena Crest..? Naturally!

April: blustery winds at Rowena Crest..? Naturally!

The May image (below) is from the wonderful little loop trail at Butte Creek Falls, an gorgeous little canyon in the otherwise heavily logged foothills southwest of Mount Hood. This view shows the upper falls, a quiet, understated cascade that hides an impressive cave tucked behind the falls. The main falls of Butte Creek if just downstream.

May: pretty Upper Butte Creek Falls is tucked away in serious logging country

May: pretty Upper Butte Creek Falls is tucked away in serious logging country

I enjoy this trail because of the contrasts, as the approach to the trailhead passes through some of the most horrendously cut over timber corporation holdings in Oregon. By comparison, the vibrant, mossy canyon holding Butte Creek is a reminder of what we’ve lost — and hopefully will restore, someday.

Spring is waterfall season in Oregon, so the June image stays with the theme, this time countering little-known Upper Butte Creek Falls with the queen of all Oregon cascades, Multnomah Falls (below).

June: a composite photo from a very busy viewpoint

June: a composite photo from a very busy viewpoint

This image is the third blended photo in the 2014 calendar, this time composed of three separate images (below) taken at the perennially crowded lower overlook along the Multnomah Falls trail. As with the other composite images, my goal was to give broader context to the scene — in this case, the massive array of cliffs that surround Multnomah Falls.

Three photos came together for the Multnomah Falls image

Three photos came together for the Multnomah Falls image

As always, mountain scenes fill the summer months of the calendar, starting with a view of Mount Hood’s towering west face for July (below). This image was captured in mid-July, and though a bit late for the full glory of the beargrass bloom, it does capture the final phase of the bloom. This scene is from one of the hanging meadows high on the shoulder of McGee Ridge, looking into the valley of the Muddy Fork.

July: beargrass bloom in the hanging meadows above the Muddy Fork

July: beargrass bloom in the hanging meadows above the Muddy Fork

For the August calendar scene, I chose an image from a hike to Elk Cove. It’s a bit of a repeat from past calendars, but one of my (and most everyone else, I suspect) favorite views of the mountain. The alpine bloom came late to Elk Cove this year, and still hadn’t peaked when I shot this photo in early August:

August: my annual pilgrimage to "the view" from Elk Cove

August: my annual pilgrimage to “the view” from Elk Cove

I’ve shot this scene many times, but on this particular trip several hikers passed by while I waited for the afternoon light to soften. Two groups stopped to chat and pose for me, including a pair of hiking buddies doing the Timberline Trail circuit and a family from Olympia, Washington visiting Elk Cove for the first time (below).

Round-the-mountain hikers arriving for a night at Elk Cove

Round-the-mountain hikers arriving for a night at Elk Cove

This group traveled from Olympia to visit Elk Cove

This group traveled from Olympia to visit Elk Cove

Both shots let out a little secret about my favorite photo spot at Elk Cove: it’s only about ten feet off the Timberline Trail, which crosses right through the drift of western pasque flower in the foreground!

For the September scene, I picked an image of Wiesendanger Falls on Multnomah Creek (below), named for Albert Wiesendanger, a pioneering forester in the Columbia River Gorge.

September: Albert Wiesendanger earned a place name with his falls on Multnomah Creek

September: Albert Wiesendanger earned a place name with his falls on Multnomah Creek

Most hikers are (understandably) looking upstream, toward Wiesendanger Falls, when they walk through Dutchman’s Tunnel (not a true tunnel, but more of a ledge carved into the basalt cliff) along Multnomah Creek, just below the falls.

Thus, few see this inconspicuous bronze plaque at the south end of the tunnel honoring Albert Wiesendanger:

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Wiesendanger not only had an important role in shaping of the trails and campgrounds we now enjoy in the Columbia River Gorge, he also went on to lead the Keep Oregon Green campaign. He is a little-known giant in our local history, and deserves to have his story more widely told.

The October scene isn’t from a trail, but rather, a somewhat obscure dirt road high on the shoulder of Middle Mountain (below), in the Hood River Valley. I learned of this spot several years ago, and often make the bumpy side trip if I’m passing through in early evening — it’s one of the more stunning views in the area, showing off the spectacular Upper Hood River Valley at its finest.

October: The upper Hood River Valley from a lesser-known viewpoint on Middle Mountain

October: The upper Hood River Valley from a lesser-known viewpoint on Middle Mountain

For November, I chose a photo of Wahclella Falls on Tanner Creek taken a year ago (below), in early November 2012. Why? Because the monsoons we experienced in September of this year really did a number on the fall colors. Foliage was battered by the winter-like weather, and trees were deprived of the normal autumn draught conditions that help put the brilliance in our fall.

November: Tanner Creek as it would normally appear in early November

November: Tanner Creek as it would normally appear in early November

The result of our cold, wet September was a very early leaf fall and generally muted fall colors, as can be seen in these views of Wahclella Falls taken from the same spot at almost the same time of year in 2012 and 2013:

Our rough September weather in 2013 was devastating to autumn foliage

Our rough September weather in 2013 was devastating to autumn foliage

Finally, a winter scene along the East Fork of the Hood River (below) wraps up the 2014 calendar as the December image. This photograph was taken from the footbridge leading to Cold Spring Creek and Tamanawas Falls, and was captured on the same day as the opening January image in this year’s calendar.

December: The East Fork Hood River in winter

December: The East Fork Hood River in winter

Among the missing elements in this year’s calendar are scenes from the Cloud Cap area and Cooper Spur, on Mount Hood’s north side. This is largely due to the indefinite closure of the historic Cloud Cap Road, abruptly announced by the Forest Service earlier this year.

This road closure had a big impact on recreation. While it’s possible for seasoned hikers to make the much longer trek from the nearby Tilly Jane trailhead, for most (especially families and less active hikers), it means that Cooper Spur and the spectacular views of the Eliot Glacier will have to wait until another year.

Cloud Cap Road in 2010: salvage logging slash lines the road two years after the Gnarl Fire swept through in August 2008

Cloud Cap Road in 2010: salvage logging slash lines the road two years after the Gnarl Fire swept through in August 2008

The reason for the Cloud Cap Road closure is a bit more worrisome: five years after the Gnarl Fire roared through the area — and four years after an extensive salvage logging operation toppled hundreds of “hazard” trees along the road — the Forest Service has decided that standing trees must once again be felled in order to “protect the public”.

Oddly enough, the road remains open to hikers, skiers and cyclists — apparently because the hazardous trees only fall on cars? We can only hope that the scars from this latest “improvement” don’t further degrade the historic road, when huge piles of slash were left behind, where they still line the old road.

One that didn’t make it…

Metlako Falls (from the wrong side of the fence)

Metlako Falls (from the wrong side of the fence)

The above view of Metlako Falls on Eagle Creek was in my folder of favorite 2013 images to include in the annual calendar, but I decided to save the scene for another year. Why? Because in July, I headed up a mighty (okay, two-man) Trailkeepers of Oregon crew to clear out the brush that has blocked safe viewing of Metlako Falls for many years.

Previously, the only way to capture a photo like the one above, photographers had to step OVER the cable hand rail, and stand perilously close to the 200-foot brink dropping into the Eagle Creek Gorge. The hazard to hikers was bad enough, but the “sweet spot” for photos was so over-used that it was starting to erode the ground underneath it, potentially destabilizing the rest of the cliff-top Metlako Falls overlook.

Chris Alley was one half of the TKO crew, and the only hiker with a 16-foot pole pruner on the Eagle Creek Trail that day!

Chris Alley was one half of the TKO crew, and the only hiker with a 16-foot pole pruner on the Eagle Creek Trail that day!

The solution was straightforward: the Gorge unit of the Forest Service approved our plan to trim the offending brush using a 16-foot pole saw. This kept us safely on the uphill side of the cable fence, with just enough reach to clip the brush.

The task at hand: trim overgrown brush and maple limbs

The task at hand: trim overgrown brush and maple limbs

With my Trailkeepers partner Chris Alley along for the project, we made quick work of the offending branches on a rather hot, sticky day. After a couple hours of sawing and lopping, Metlako Falls was once again safely in view! This is a project I’d wanted to do for awhile, so it was great to finally have it sanctioned as a Trailkeepers of Oregon project.

The author: "I can see clearly now (the brush is gone)!"

The author: “I can see clearly now (the brush is gone)!”

Now, I’m looking forward to next spring, when I’ll head up there during the waterfall prime time to re-capture the scene — safely, this time! I’ve already been back this year, and enjoyed seeing casual hikers admiring the unobstructed falls, snapping photos on their iPhones.
_________________

The thirteen images I chose for the 2014 calendar are from a few thousand images I’ve taken this year on close to 50 outings to Mount Hood and the Gorge! As always, the magnificent scenery only strengthened my conviction that Mount Hood should (and will!) be set aside as a National Park! Hopefully, the scenes in the calendar continue to make the case, as well.

How can you get one?

The new calendars are available online:

2014 Mount Hood National Park Calendar at CafePress

They are large and functional, measuring 17” across by 22” tall when hung, with plenty of room for writing notes and scheduling activities. CafePress packages them carefully, with each calendar sealed against a corrugated cardboard backing for support. You can also order them with gift wrapping at additional charge.

The calendars sell for $29.99 + shipping, with about 25% of the proceeds going to support the Mount Hood National Park Campaign. They make terrific stocking stuffers (…although you’ll need an 11×17” stocking…), and CafePress now makes it even easier by offering PayPal as an option.

And as always, thanks for your support of the blog and the campaign!

Restoring the Sahalie Falls Bridge

November 2, 2013
East Fork Bridge at Sahalie Falls as it appears from the modern Loop Highway

East Fork Bridge at Sahalie Falls as it appears from the modern Loop Highway

After years of delay and public agency wrangling, the long-awaited restoration of the East Fork Bridge at Sahalie Falls (henceforth simply called the “Sahalie Falls Bridge” in this article) began this summer. The project is advancing under a division of the Federal Highway Administration (FHWA) responsible for roads on public lands, and is scheduled for completion this year.

The Sahalie Falls Bridge was constructed as part of the final leg of the Mount Hood Loop Highway in the late 1920s. The bridge was completed in 1928, and is the most dramatic nod to the Samuel Lancaster’s Columbia River Highway on the Mount Hood portion of the loop highway.

Construction of the East Fork Bridge in 1928 (USFS)

Construction of the East Fork Bridge in 1928 (USFS)

The structure was designed by federal lands bridge engineer H.R. Angwin as a graceful arch, spanning the East Fork directly in front of Sahalie Falls, with decorative railings and sidewalks built to allow travelers to stop and take in the inspiring views.

Complementing the idyllic setting is a cobblestone-faced drinking fountain, installed at the east end of the bridge. The fountain once provided a continuous supply of ice-cold mountain water to visitors, and was one of three original stone fountains placed along the Mount Hood portion of the old loop highway.

Sparkling new Sahalie Falls bridge and fountain in the early 1930s

Sparkling new Sahalie Falls bridge and fountain in the early 1930s

The bridge carried loop highway traffic well into the 1950s, until the modern-day Highway 35 was built, bypassing this section of the old road. The new “straightened” highway not only deprived travelers of seeing Sahalie Falls, it also skipped the mountain views across beautiful Hood River Meadows, just east of the falls on the old road.

Today, this bypassed section of the old highway remains open to the public (when snow-free) and will be drivable again once the bridge restoration is complete.

Who was H.R. Angwin?

One of the mysteries of the old bridge at Sahalie Falls is the life of the designer and builder, Henry Raymond (H.R.) Angwin. Public records show him to be the Senior Bridge Engineer in the San Francisco office for the U.S. Bureau of Public Roads from the 1930s through the 1950s. Over the span of his career, Angwin designed dozens of bridges in the western states.

Oakland Tribune Sunday, September 30, 1917

BETROTHALS HOME WEDDING

In a picturesque setting of pink, Miss Neville Stevenson became the bride last night of Henry Raymond Angwin. Eighty relatives [witnessed the] ceremony read by Dr. John Stevenson and William Angwin.

The bride wore a smart frock of white and silver with a conventional tulle veil and orange blossoms, and carried a shower bouquet of lilies of the valley. Her attendant, Miss [Mabel] Gustaffson, blonde as the bride is dark, was in pretty contrast to pink satin and tulle. The bride’s gown was taupe broadcloth with a chic taupe hat white fox furs accenting the tulle.

Mr. and Mrs. Angwin [will] leave for an extended trip through the east, visiting the interesting cities en route. The bride is the daughter of Mr. and Mrs. A. V. Stevenson, whose home on Newton Street was the scene of the pretty service. Returning to Oakland, the young people will take an apartment in the Piedmont.

H.R. Angwin was born in 1889, graduated from Oakland High School in California in January 1907, and married Neville Stevenson ten years later, in 1917. They had been married 52 years when H.R. Angwin died in 1969. Neville Angwin died twelve years later, in 1981.

The Angwins had at least two children, Joy and Robert. Joy died as an infant, and is buried at Mountain View Cemetery in Oakland with her parents.

Mountain View Cemetery in Oakland, resting place of the Angwins (Wikimedia)

Mountain View Cemetery in Oakland, resting place of the Angwins (Wikimedia)

Cemetery marker for Henry, Neville and Joy Angwin (BillionGraves.com)

Cemetery marker for Henry, Neville and Joy Angwin (BillionGraves.com)

H.R. Angwin designed and built a number of familiar Oregon bridges during his tenure as a federal bridge engineer. The East Fork Bridge at Sahalie Falls was one of his first, completed in 1928. Two years later, Angwin designed and built the larger, and equally graceful Salmon River Bridge in Lincoln County. This hard-working gem also survives today, carrying heavy traffic on Highway 18 to the Oregon Coast.

H.R. Angwin's Salmon River Bridge in Lincoln County

H.R. Angwin’s Salmon River Bridge in Lincoln County

Several other Angwin bridges are scattered across Oregon, but most notable in the Mount Hood area are the steel truss bridges built along the Clackamas River Highway in the 1950s: Carter Bridge, Armstrong Bridge, Whitewater Bridge and Cripple Creek bridge all continue to carry traffic today.

(Author’s note: sadly, not much has been written about H.R. Angwin’s long career as a federal bridge builder, so this part of the article is included in hopes of improving awareness of his contributions, and perhaps inspiring further accounts of life)

The 2013 Restoration Project

Frost damage to the railings on the Sahalie Falls Bridge in 2009

Frost damage to the railings on the Sahalie Falls Bridge in 2009

The Sahalie Falls Bridge had begun to show signs of serious deterioration by the late 1990s, and by the mid-2000s, whole chunks of the north railing were breaking loose — sadly, helped along by vandals pulling at the exposed rebar.

Railing Damage on the East Fork Bridge in 2009

Railing Damage on the East Fork Bridge in 2009

By 2008, the Oregon Department of Transportation (ODOT) had blocked vehicle access to the bridge, and a project was proposed in the state highway budget to restore the bridge. The original ODOT restoration project later evolved to become a FHWA project by 2011.

The restoration focuses on three areas of needed repair: (1) rebuilding the approach abutments on both ends of the bridge, (2) replacing the heavily damaged north railing cap and (3) restoring the footing on the historic fountain at the east end of the bridge (there may be other repairs planned, but there is little information available for this project, so this list covers the repairs underway as of October of this year).

Construction at the old bridge was finally in full swing in September 2013

Construction at the old bridge was finally in full swing in September 2013

Restoring the bridge abutments involves pouring new reinforced concrete footings at each end of the bridge span and improving surface drainage at the west end to direct storm runoff away from the bridge. The gravel pullouts at both ends of the bridge also appear due for grading and resurfacing as part of the project, as they currently serve as construction staging areas.

The following images show the recent drainage work at the west end, along the approach to the west bridge abutment (as of mid-October), including a recently installed culvert (under the wet fill in the first photo) to address the drainage issues apparent in the earlier 2009 photo (second photo):

Major drainage work is underway as part of reconstructing the west bridge abutment

Major drainage work is underway as part of reconstructing the west bridge abutment

Repeated repairs to the abutment and debris washed onto the roadway is apparent in this 2009 view of the west approach to the bridge

Repeated repairs to the abutment and debris washed onto the roadway is apparent in this 2009 view of the west approach to the bridge

Repairs to the north railing cap extend for the full length of the bridge, with the new cap seated on original concrete railings. As of mid-October, the forms for the new cap had been constructed and were ready to be poured, presumably with concrete, topped by sand mortar. The next series of images show more detail of the railing cap replacement:

Forms in place for pouring a new cap along the north railing

Forms in place for pouring a new cap along the north railing

The forms for the new caps are secured from below with screw clamps

The forms for the new caps are secured from below with screw clamps

Close-up view of the wood forms constructed for the new railing cap

Close-up view of the wood forms constructed for the new railing cap

A peek inside the railing caps (below) shows careful attention to original design details, including quarter-round trim along the outer edges. New reinforcing rods are wired to the original rebar posts embedded in the rails.

When the new caps are poured, masons will use a screed (board) cut with a low arch to repeat the slightly curved top seen in the original cap. The plastic sheeting attached to the forms will be secured over the newly poured caps to slow the curing process to ensure a strong set.

A peek into the railing cap forms shows careful attention to original design details

A peek into the railing cap forms shows careful attention to original design details

In a nearby pile of demolition rubble, chunks of the old railing cap show the quarter round detail that follows the outer edge of the caps

In a nearby pile of demolition rubble, chunks of the old railing cap show the quarter round detail that follows the outer edge of the caps

The south railing is not part of the restoration project, apparently because of its relatively sound condition

The south railing is not part of the restoration project, apparently because of its relatively sound condition

The third element of the Sahalie Falls Bridge project is replacement of a portion of the concrete footing that supports the historic cobble-faced fountain. In the 2009 photo (below) you can see where a section of the fountain base facing the East Fork (behind the fountain) had sunk toward the creek over time, threatening the stability of the fountain.

The sunken east abutment and partially sunken footing on the old fountain can be seen in this 2009 view

The sunken east abutment and partially sunken footing on the old fountain can be seen in this 2009 view

The bowl and rim of the old fountain were restored at some point in the more recent past, and are not part of the current project. The fountain is one of three that survive along the loop highway. The fountain at Buzzard Point still functions, while the fountains at Sahalie Falls and Sherwood Campground (below) are no longer operational and simply serve as rain basins.

The bowl and rim of the fountain were restored at some point in the more recent past

The bowl and rim of the fountain were restored at some point in the more recent past

The three historic Mount Hood Loop fountains, compared

The three historic Mount Hood Loop fountains, compared

[Click here for a larger comparison photo]

This view shows the new concrete footing in place on downslope side of the old fountain

This view shows the new concrete footing in place on downslope side of the old fountain

Crews saved this piece of the old fountain footing -- perhaps to be repurposed as a bench?

Crews saved this piece of the old fountain footing — perhaps to be repurposed as a bench?

Once the restoration project is complete, the Sahalie Falls section of the old loop will re-open to traffic. For the past decade or so, the route has been signed as one-way at the west end, where it connects to the Bennett Pass interchange, so the best way to explore the old highway is follow the signs to Hood River Meadows, then turn left onto the old road before reaching the Meadows resort parking.

Celebrating the Historic Sahalie Falls Bridge

Now that the restoration work is finally underway, the stage is set for some much-needed visitor improvements to the Sahalie Falls area. The view of the falls from the historic bridge is missed by too many travelers, and the odd near-miss with the Umbrella Falls trail (just 100 yards from the bridge, but with no trail connection) has resulted in some messy boot paths formed by hikers attempting to see Sahalie Falls.

This proposal would address both issues, and make it easier to visit the old bridge and falls, whether as a spur from nearby hiking trails, or simply by pulling off Highway 35.

Sahalie Falls trail proposals

Sahalie Falls trail proposals

[Click here for a large map]

The first part of the proposal is a short hiking spur from the bridge to the nearby Umbrella Falls Trail. This would be a very simple trail to build, and could easily be constructed by volunteers. It would not only provide a safe way for hikers to view the falls, but would also allow for the various boot paths along this slope to be decommissioned, and some of the trampled vegetation to be restored.

The pullout on Highway 35 at Sahalie Falls is wide enough to easily allow for roadside parking and a new trailhead

The pullout on Highway 35 at Sahalie Falls is wide enough to easily allow for roadside parking and a new trailhead

The second part of the proposal is an accessible loop trail that would allow the elderly, disabled and families with small children to experience the East Fork in a new way.

The trailhead for the new loop would be at the east end of an existing pullout on Highway 35, where the historic highway bridge can be seen from the modern loop road. The first leg of the new loop trail would follow the East Fork to the base of little-known Lower Sahalie Falls, a charming waterfall hidden in the canyon beneath the historic bridge.

Lower Sahalie Falls

Lower Sahalie Falls

From here, the new accessible loop trail would cross the East Fork in front of the lower falls and gently traverse up the west slope of the canyon to the west bridge approach. Once at the old highway grade, the new path would cross the historic bridge, providing a view back to the trailhead pullout on Highway 35.

View down the East Fork to Highway 35 from the historic Sahalie Falls Bridge

View down the East Fork to Highway 35 from the historic Sahalie Falls Bridge

Visitors to the bridge inevitably cross to admire the views from both sides, so an accessible route would probably warrant a marked crossing at the two bridgeheads, where people using mobility devices could most safely access the sidewalks.

After enjoying the views from the bridge, visitors would continue past the east end to a resumption of the new loop trail, following the east leg back to the trailhead. The total distance of the accessible loop would be about 0.3 miles with a very modest elevation gain of about 60 feet.

View of Sahalie Falls from the historic loop highway bridge

View of Sahalie Falls from the historic loop highway bridge

Accessible trails are often paved, but for this new route, a better option would be fine gravel, mostly because it would provide better traction in an often wet environment. But the proposed loop is also within the deposit zone for winter highway snow removal that sends a lot of grit used to sand icy roads far into the adjacent forest. A gravel trail surface could actually be enhanced by these annual deposits, where a paved surface would require sweeping to remove winter gravel.

What Would it Take?

As with all proposals in this blog, the Sahalie Falls accessible trail concept relies on the U.S. Forest Service — and in this case, Oregon Department of Transportation — acknowledging the need for more recreational and interpretive opportunities in the Gorge and on Mount Hood.

While the proposed spur connection to the Umbrella Falls trail could be built by volunteers, the proposed accessible loop trail would be a major endeavor that could only be accomplished by the Forest Service in conjunction with ODOT.

The original USGS survey marker at the east end of the bridge has been uncovered from years of debris

The original USGS survey marker at the east end of the bridge has been uncovered from years of debris

The added twist in this proposal is the need for an accessible trail, something in very short supply in our region despite a rapidly growing elderly and disabled population. Oregon State Parks and Recreation has made great strides in responding to this need in recent years, but the Forest Service lags behind badly, with few accessible facilities built in the last 30 years.

Fortunately, a new guide for designing accessible trails has recently been developed by the Access Recreation project, an ad-hoc organization formed to develop better design guidelines for public agencies involved in trail-building.

SahalieFallsBridge28

The guidelines are now available on the Access Oregon website, and cover everything from trail surface and slope recommendations to best practices for signage and trailside amenities that address the needs of elderly and disabled trail users. It’s a great resource for trail advocates and public agencies, alike — and could help shape new trail options on Mount Hood!

Proposal: Viento Bluff Trails

September 22, 2013
Looking west from the summit of Viento Bluff

Looking west from the summit of Viento Bluff

This is the third in a series of new trail proposals for Oregon State Parks land in the Columbia Gorge. This article follows previous proposals for a Bridal Veil Canyon Trail and Angels Rest Loop. All three have the potential to fit into the Oregon State Parks and Recreation (OSPRD) master planning for the Columbia Gorge that is happening right now.

Like the Angels Rest Loop and Bridal Veil Canyon proposals, this trail would be aimed at families, vacationing visitors to the region and those trying out hiking for the first time. Unlike the earlier proposals, the Viento area is little known to most who visit the Gorge. For a moderate effort, this proposal would provide explore the unique, transitional ecosystem found in the mid-section of the Gorge, as well as some sweeping views and towering cliffs.

Trail map of the proposal

Trail map of the proposal

(Click here for a larger map)

The Viento proposal stitches together several rustic service roads that already exist with new trail segments that would take hikers to three separate, cliff-top viewpoints. All three viewpoints rise high above the popular campgrounds at Viento State Park, and would provide an excellent, moderate hiking challenge for campers and day-visitors, alike.

The map above shows the proposed network of trails, and the oblique view, below, gives a sense of the steep topography that would make the Viento area so interesting as a hiking destination.

Perspective view of the proposal

Perspective view of the proposal

(Click here for a larger map)

The proposed Viento Bluff trails would also build on a planned extension of the mostly-complete Historic Columbia River Highway (HCRH) State Trail, providing bike-and-hike opportunities along this emerging, world-class facility. A six-million dollar extension of the trail will soon extend east from the Viento Trailhead to Perham Creek, completing another link in a route that will eventually extend from Troutdale to The Dalles.

A bit of history on the name “Viento” is in order. While the word means “windy” in Spanish — an often fitting name for this narrow spot in the Gorge — the name was actually coined in the 1800s for an early railroad stop in the area using the first two letters from the surnames of railroad builder Henry Villard, one of his investors, William Endicott, and a local railroad contractor named Tolman (the origin of the name and other local history can be found on an interpretive display near the entrance to Viento State Park).

The following is a detailed description of the three viewpoints that make up the Viento Bluffs and proposed trails that would lead to them.

Viento Bluff Trail

Viento Bluff is a familiar landmark to those traveling I-84

Viento Bluff is a familiar landmark to those traveling I-84

The main focus of the proposed trail network is Viento Bluff, the most prominent of the rocky outcrops that rise above Viento State Park, and a familiar landmark to travelers passing through the Gorge.

While Viento Bluff rises as sheer, 300-foot vertical wall on its north face, the steeply tilted basalt flows that form the bluff have a relatively gentle, meadow-covered south slope. The proposed summit trail would circle the bluff to reach this southern approach.

Historic CCC path along Viento Creek

Historic CCC path along Viento Creek

The trail would begin at the existing day use parking area at the Upper Viento Campground, initially traveling on an existing footpath that follows Viento Creek into its shady, forested canyon. Here, the project would consist of a new footbridge connecting the existing trailhead to the old footpath, and improving the existing tread to basic trail standards.

Historic CCC path

Historic CCC path

The existing footpath appears to be one of the many vestiges of the Civilian Conservation Corps (CCC) in the Viento area. The CCC was created by Franklin D. Roosevelt as part of his Great Depression-era “New Deal” to put young men to work making infrastructure improvements to public lands across the country.

Several stone retaining walls in the area, the original (upper) Viento campground and a collapsed campground water house still remain from the CCC period. The surviving footpath originally led to the water house, but now terminates at its moss-covered ruins, along a pretty section of Viento Creek.

Remains of the old CCC water house along Viento Creek

Remains of the old CCC water house along Viento Creek

From near the end of the existing footpath, the proposed route would turn east, climbing the slope to Viento Bluff in an easy traverse along a heavily used game trail. The deer and elk have done a find job in this section, with a grade that works well as a hiking trail!

Game trail leading from Viento Creek to the bluff

Game trail leading from Viento Creek to the bluff

Soon, this game trail reaches a forested saddle behind Viento Bluff, and enters one of the most lush, abundant stands of poison oak anywhere in the Gorge — one of the few obstacles to realizing the Viento Bluffs trail.

While it’s an ominous sight for anyone sensitive to poison oak, routing a trail to the bluff through this section would be less difficult than appearances might suggest. The open, meadow-covered south slope of the bluff is only about 20 yards beyond the poison oak section, so the exposure would be no more than many trails in the Gorge that pass through poison oak patches. But it would need to be built carefully, and maintained accordingly.

Poison Oak heaven in the saddle south of Viento Bluff!

Poison Oak heaven in the saddle south of Viento Bluff!

From the saddle, the route reaches the stuff of a dirt service road approaching from the east (more about that in a moment), and from this point, the proposed summit trail would begin an exceptionally scenic ascent of Viento Bluff’s south slope, traversing a steep meadow in switchbacks through scattered White Oak and Ponderosa Pine.

The south slope of Viento Bluff as viewed from the East Bluff

The south slope of Viento Bluff as viewed from the East Bluff

The summit of Viento Bluff is exposed on three sides, with vertical drops into the forest below. If this were a remote wilderness viewpoint, simply terminating the viewpoint trail at the top would be safe enough. But because it’s a state park with families and less-experienced hikers, some sort of cable or wood railing would probably be needed here. The wood railings at the Bridal Veil State Park overlook might be a good model for this site, and easily constructed here.

Gorge panorama from Viento Bluff

Gorge panorama from Viento Bluff

The view from the summit of Viento Bluff is impressive, especially given the relatively moderate climb required. The rocky slopes of Dog Mountain dominate the view across the Columbia River, and the sweeping panorama extends as far west as Table Mountain and east to Mitchell Point and the town of White Salmon, beyond.

The summit is quite spacious, providing room for visitors to sit and spend some time taking in the scene or having a trailside picnic. It is also far enough above the busy river corridor to be largely beyond the noise of traffic, while still allowing for interesting views of trucks, trains and barges passing by in the busy transportation corridor provided by the Columbia River Gorge.

East Bluff Trail

The East Bluff as seen from Viento Bluff

The East Bluff as seen from Viento Bluff

The second trail in this proposal would lead from the Upper Viento Campground and trailhead to the East Bluff, an impressive basalt outcrop that is nearly as imposing as Viento Bluff. The East Bluff rises directly above I-84, yet is oddly less visible from the freeway, and therefore less familiar to travelers.

The route to the East Bluff would begin along the proposed extension of the HCRH State Trail, east of the Upper Viento Campground. From a point along the State Trail route, about one quarter mile beyond the campground, a primitive service heads south, climbing the steep ravine between the East Bluff and Viento Bluff. This spur road soon reaches in the power line corridor that crosses the saddle to south of the two bluffs.

Mitchell Point and White Salmon in the distance from the East Bluff

Mitchell Point and White Salmon in the distance from the East Bluff

From the saddle, one fork of the service road heads to the right, to Viento Bluff, as mentioned previously in this article. Along with the proposed new trail from Viento Creek, this route would create a loop hike to Viento Bluff, and a connection to the East Bluff (see map).

The left fork of the service road heads toward the East Bluff. This proposal calls for a new trail here, leaving the service road and traversing the open south slopes of the East Bluff in switchbacks.

The view west toward Dog Mountain and Stevenson from the East Bluff

The view west toward Dog Mountain and Stevenson from the East Bluff

The views from the East Bluff are expansive, encompassing the same stretch of the Gorge as the view from Viento Bluff, but including a unique perspective of Viento Bluff, itself.

The true summit of the East Bluff has a brass 1939 U.S. Geological Survey marker stamped “Viento”. The survey marker dates to the year when Bonneville Dam had just been completed, along with the old power line corridor behind the bluffs that took power from the new dam to Hood River and points east — likely the reason for a survey marker in this spot.

USGS marker on the summit of the East Bluff

USGS marker on the summit of the East Bluff

The summit of the East Bluff is quite broad, and even somewhat brushy in spots. But several dramatic viewpoints ring the edges — much like Angels Rest in the western Gorge, but with a lot less effort. Like Viento Bluff, the cliffs are extremely exposed, and would require some sort of cable or wood fencing, given the location in a state park and relatively easy access.

The loop connection to the proposed Viento Bluff trail (from Viento Creek) would allow for both summits to be included on a longer hike, or simply a hike around Viento Bluff for those who don’t want to climb the actual summit.

West Bluff Loop Trail

West Bluff from the Viento interchange

West Bluff from the Viento interchange

The third piece of the Viento proposal is a short loop trail to the west bluff, a basalt wall rising 250 feet above the Viento interchange and Upper Viento Campground trailhead.

The purpose of the West Bluff trail is to provide a more approachable destination for less ambitious or able-bodied hikers and families with small children. While not as imposing as Viento Bluff and the East Bluff, the West Bluff still delivers impressive views of the Columbia Gorge and an interesting, almost aerial view into the Viento Campground and interchange area, directly below.

This service road would form the east leg of the West Bluff trail loop

This service road would form the east leg of the West Bluff trail loop

The east leg of the loop would follow an existing dirt service road south from the existing trailhead, then fork uphill along a second service road that crosses within a few hundred yards of the West Bluff crest. A spur trail would climb the last stretch to the cliff-top viewpoints. Like the other summits, some sort of fence or railing would be in order here, as the cliffs drop over 200 feet to the trailhead below.

The west leg of the loop would be a new trail climbing a ravine directly below the West Bluff, connecting to the new summit spur. The complete West Bluff loop would cover less than a mile, and gain less than 300 feet elevation, yet give hikers a real sense of achievement. The West Bluff loop would also be the closest of the proposed trails to the main Viento Campground, so well situated to serve campers interested in a modest hike.

An interesting option for the West Bluff trail would be a barrier-free route. While this would be a much more substantial undertaking, it would be one of the few viewpoint trails in the Columbia Gorge available for visitors with limited mobility.

What would it take?

Much of this proposal builds on the repurposing of existing service roads to become wide trails — at least most of the time. The idea is to allow utility workers to access these roads when needed, but functioning as wide trails as their primary purpose. The service roads are owned and maintained by the Bonneville Power Administration (BPA), and see little use by the agency, so a shared purpose might be a way for the BPA to partner with Oregon State Parks to enhance and maintain these routes.

Historic retaining wall at Viento from the CCC era

Historic retaining wall at Viento from the CCC era

There are also several new hiking trail segments in this proposal. All would be straightforward to build, with few topographic or environmental obstacles. Because they are located in a highly accessible area (access from I-84), these new trails could be excellent candidates for construction by volunteer groups like Trailkeepers of Oregon.

Upper Viento Campground restroom is within a few yards of the trailhead

Upper Viento Campground restroom is within a few yards of the trailhead

The HCRH State Trail already has a major trailhead at Viento

The HCRH State Trail already has a major trailhead at Viento

One of the advantages of expanding hiking opportunities in the Viento area is the potential to take advantage of the existing recreation infrastructure: two campgrounds, a day use area, a large supply of trailhead parking, restrooms within a few yards of the trailhead, access to the HCRH State Trail and direct freeway access to I-84. Adding new trails to the area would simply make better use of these existing amenities in addition to enhancing the camping experience at Viento State Park.

What can you do..?

If you like this proposal, there is a unique opportunity to weigh in right now and make your voice heard: share your comments with Oregon Parks & Recreation Division (OPRD), the state agency that operates Viento State Park, and the sole agency responsible for trail planning in the park.

Seldom-seen rubber boa spotted along Viento Creek

Seldom-seen rubber boa spotted along Viento Creek

Over the next year the state is conducting a long-range planning effort to scope future recreation needs in the Gorge. [url]You can weigh in with your thoughts over here.[/url] So far, the State Parks have had fairly light participation in their public outreach, so it’s important to make your views known!

Please consider including links to the Veinto Bluffs, Bridal Veil Canyon and Angels Rest Loop proposals in this blog when you comment — here are the quick links to paste into your message:

http://wyeastblog.org/2012/01/15/proposal-bridal-veil-canyon-trail/

http://wyeastblog.org/2013/08/31/angels-rest-loop-one-way-trip-to-heaven/

http://wyeastblog.org/2013/09/22/proposal-viento-bluff-trails/

And as I’ve pitched in previous articles, please consider supporting Trailkeepers of Oregon, a non-profit, grass-roots organization that offers meet-up trail stewardship projects in the Gorge and around the region (full disclosure: the author is a founding and current board member of TKO and number one fan of the organization!)

Angels Rest Loop: One Way Trip to Heaven?

August 31, 2013
Looking across the Columbia River in winter to the Silver Star Range from Angels Rest

Looking across the Columbia River in winter to the Silver Star Range from Angels Rest

The popular hike to Angel’s Rest in the Columbia River Gorge is a rite of passage for long-time Oregonians and newcomers alike, because for many of us, this beautiful trail was our first hiking experience. I first hiked the trail sometime in the 1970s, and have returned many times over the years — most memorably, on the inaugural Trailkeepers of Oregon stewardship project in April 2008.

The (formerly skinny and shaggy) author on top of Angels Rest in 1981 and an older, wiser and (and much balder) version in 2013!

The (formerly skinny and shaggy) author on top of Angels Rest in 1981 and an older, wiser and (and much balder) version in 2013!

The trail has a lot to offer, with sweeping views of the Columbia River Gorge and a brief streamside section along Coopey Creek (which cascades over a pair of waterfalls below the trail). Since the Multnomah Falls Fire of 1991, the hike has offered a close-up look at a recovering forest along the upper reaches of the trail. The 1,600 elevation gain over 2.4 miles to the top of Angels Rest is within reach for most hikers, yet challenging enough to give any hiker a thrill when reaching the rocky, often blustery summit.

The Angels Rest trail also has the distinction of being among the most accessible to Portland, with a trailhead located at a freeway interchange 30 minutes from downtown, and with enough parking to supply a small army. Add the emergence of year-round hiking on our low-elevation trails in recent years, and the unfortunate result is one of the most rapidly deteriorating trails in our region.

The Angels Rest trailhead was expanded and improved in 2000 to include stone walls and trailhead signage in the style found elsewhere along the Historic Columbia River Highway

The Angels Rest trailhead was expanded and improved in 2000 to include stone walls and trailhead signage in the style found elsewhere along the Historic Columbia River Highway

The gradual deterioration of this old trail takes many forms. Along the lower section, the once-narrow traverse across moss and fern-covered talus slopes has broken down, with the path now straddling trees (the original trail is the upper third of the tread):

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Over time, this could damage the roots of the tree in the above photo to a point where it cannot survive. This threatens not only the tree but also the trail, as tree roots are critical in holding steep, loose Gorge slopes together in a climate where annual rainfall exceeds 100 inches per year.

This badly eroded spot is the overlook above Coopey Falls, along the lower trail:

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The damage here is fairly obvious: the original trail hugged the vegetation line along the right, but the crush of hikers attempting to view the falls has stripped away both vegetation and soil on the left. Over time, this has left roots of trees clinging to edge of the cliffs below exposed and unlikely to survive, making the trees themselves less likely to survive.

Beyond the Coopey Falls viewpoint, the trail reaches the first of many sections showing the impact of year-round hiking on the trail. Here, winter hikers have worn the new path to the left of the main trail tread in an effort to avoid standing water and mud in the main trail, which has become trenched from overuse:

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Further up the trail, the path has become so wide that the edges are almost hard to determine:

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The hikers in the distance in the view above offer a clue as to how this happens: as trails widen from overuse, hikers start waking side-by-side. It’s a natural instinct, but one that the trails were never designed to accommodate.

The scene below shows another example of winter hikers wearing down the edges of the formal trail in an effort to stay out of the mud:

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While walking adjacent to the trail might work for the first few hikers along one of these sections, in the end, it just creates more mud during the wet season — and an even wider trail as hikers continue to push the edges of the trail outward.

Until a few years ago, the effects of hiking were on display to epic proportions along an upper section of trail, where an enormous mud pit formed as hikers continued to walk ever higher on the shoulders of the widening trail:

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The section shown above devolved so badly that in 2008, the [url]Trailkeepers of Oregon (TKO)[/url] worked with the U.S. Forest Service to simply bypass that segment with a new trail alignment. The following photo shows TKO volunteers constructing this new section in April 2008:

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While the new trail was built to a conventional width, the continued heavy, year-round crush of hikers has since “widened” this section to nearly double its original width in just five years:

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The upper trail includes several switchbacks, and these are traditionally the Achilles heel of any Gorge trail. Newbie hikers and kids can’t seem to resist cutting switchbacks.

Normally, this is manageable by simply blocking shortcuts to discourage the relatively small number of rogue hikers. But with the heavy foot traffic on the Angels Rest Trail, the sheer volume of switchback cutting overwhelms the trail, turning well-designed turns into a muddy, sloping mess:

AngelsRestLoop12

The above switchback was also built with the trail relocation project in 2008, and has barely survived five years of heavy travel from Angels Rest hikers.

The long-term answer to overuse at Angels Rest is to provide new, badly needed hiking alternatives in the Columbia Gorge, such as the Bridal Veil Canyon Trail proposed on this blog.

But Angel’s Rest needs help, too. One way to help this old trail survive for future generations to enjoy is to simply cut the traffic in half — not through restrictions or trail fees, but by creating a one-way hiking loop. The rest of this article outlines a proposal for making this happen.

Creating an Angels Rest Loop Trail

Winter view into the Gorge from Angels Rest

Winter view into the Gorge from Angels Rest

The concept of a one-way Angels Rest loop is simple: construct a separate, new route to Angels Rest that would form the return leg of the loop. The result would instantly cut the number of boots on the Angels Rest Trail by half, allowing the existing sections to be rehabilitated so that this old trail can last indefinitely.

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[click here for a large map]

The proposed loop trail would split from the existing route about 0.2 miles from the trailhead, just before the current route heads across the lower talus slopes (see map, above). The existing trail would continue to be 2-way for the first 0.2 miles, where the gentle terrain allows for a wider trail.

The new route would function as the downhill portion of the loop so that it could be designed with downhill travel in mind. This would include a gentle incline and minimizing the number of switchbacks compared to the current route. This could have tremendous benefits for the existing route, as a disproportionate share of trail damage to the existing route is from hikers speeding downhill.

Upper Coopey Falls would be a highlight of a connector between the new and existing trails

Upper Coopey Falls would be a highlight of a connector between the new and existing trails

The new return trail would also be designed to have a mid-point connection to the existing trail via a new bridge across Coopey Creek at Upper Coopey Falls (pictured above). The purpose of this connection is to bring hikers to the upper falls on a formal trail where several muddy boot paths have already been worn into the canyon walls by hikers seeking a view.

The mid-point connection would also allow less hardy hikers or families with small children to simply complete a lower loop of just over a mile in length, while still respecting the one-way trail system. The mid-way connector would also lead lower-loop hikers past beautiful Coopey Falls, one of the highlights of the proposed return trail.

The new trail would take hikers past the base of beautiful Coopey Falls, located on public land, but currently only reachable by crossing private property

The new trail would take hikers past the base of beautiful Coopey Falls, located on public land, but currently only reachable by crossing private property

From the summit of Angels Rest, the proposed return route would descend through the hanging valley immediately east of summit. This new route would skirt little-known Foxglove Falls, a wispy 120-foot seasonal cascade hidden in the forest, then switchback down to a basalt bench that wraps around the base of Angel’s Rest. Here, the trail passes through the fire zone, and would have broad views of the Gorge before descending in a gentle curve to the new junction at the Upper Coopey Falls connector trail.

The proposed loop trail would traverse below these cliffs on the north side of Angels Rest

The proposed loop trail would traverse below these cliffs on the north side of Angels Rest

From the Upper Coopey Falls connector, the new route would continue to descend, passing the base of Coopey Falls on a new footbridge, then traversing west, where it would reconnect with the main trail near the trailhead, completing the loop.

The new trail would have views like this of the Columbia River Gorge

The new trail would have views like this of the Columbia River Gorge

The new return trail would travel 1.7 miles in its descent, exactly the same length as the climb along the existing trail. Thus, the hike to Angel’s Rest along the new loop would retain the same mileage and elevation gain as it does today.

The Gorge viewpoints along the proposed new trail, along with stops at Foxglove Falls, Upper Coopey Falls and Coopey Falls, would be significant enhancements to the hike, making a classic trail even better. So, what would it take to realize this proposal?

An Idea within Reach…

This 1911 map shows an upper trail to Angels Rest from the long-vanished mill town of Palmer, long before the Depression-era trail we know today was constructed

This 1911 map shows an upper trail to Angels Rest from the long-vanished mill town of Palmer, long before the Depression-era trail we know today was constructed

The proposed loop trail would be built entirely on public lands, and much of the work could be done by volunteers working in partnership with the Forest Service. Beyond the actual trail, here are some of the other elements of the project, and more opportunities to involve volunteers in the work:

Footbridges: the proposed new loop trail would require two new footbridges: at Coopey Falls and Upper Coopey Falls. These could be excellent volunteer opportunities, as volunteers have helped construct other trail bridges in the Gorge in recent years

Invasive Species: like many spots in the western Gorge, the slopes of Angel’s Rest host invasive species – in particular, English ivy, Himalayan blackberry and Shiny Geranium. The new loop trail segment would actually improve the ability to control these species by providing new access to affected areas. Native plant advocates could become partners in the project in order to remove invasive plants as part of trail construction.

Even on the grayest of winter weekends, cars spill far beyond the overflow parking area at Angels Rest, lining the shoulders of the Historic Highway

Even on the grayest of winter weekends, cars spill far beyond the overflow parking area at Angels Rest, lining the shoulders of the Historic Highway

Trailhead Facilities: the existing parking area, including the large overflow area and shoulder parking along the Historic Columbia River Highway, is more than adequate to serve the proposed loop. In fact, the loop is in response to a trail that is inadequate for the parking! But the trail does not have restroom facilities, a serious deficiency with unpleasant repercussions for a site that can have as many as 100 cars on a busy weekend. The Forest Service and Oregon State Parks and Recreation could partner to address this need as part of creating the loop trail.

Ongoing Stewardship: ongoing maintenance of the trail is also well suited for volunteers, and could be a blueprint for a new, more intensive effort to keep trails in top condition, addressing trail damage before it spirals. The trailhead is close to Portland and easy to find, and the proposed loop route would be short enough for most volunteers to navigate with equipment, or when carrying out debris. The low elevation of the trail means more opportunities for volunteer work, and the beauty and close proximity to Portland would make it an attractive volunteer option.

What can you do?

Angels Rest was one of the scenic highlights along this 1938 Auto Club guide to the Historic Columbia River Highway.

Angels Rest was one of the scenic highlights along this 1938 Auto Club guide to the Historic Columbia River Highway.

If you like this proposal, there area couple of opportunities to weigh in right now and make your voice heard:

1. Send off an e-mail to the staff at the Columbia River Gorge National Scenic Area: here’s the link (you can use the feedback form at the bottom of their web page). This is the federal agency responsible for most of the trails in the gorge, and would be the lead agency in making this loop happen.

2. Weigh in with Oregon Parks & Recreation Division (OPRD), the state agency that operates the series of state parks along the Historic Columbia River Highway. While much of the proposed Angels Rest loop trail travels on U.S. Forest Service lands, the loop also crossed state parks lands. Over the next year the state is conducting a long-range planning effort to scope future recreation needs in the Gorge. You can weigh in over here, using their blog comment format to make your voice heard.

The State Parks and Forest Service national scenic area staff work together to plan and maintain trails in the Columbia River Gorge, so weighing in with the state planning effort is an opportunity to make any of your ideas on recreation needs known to both agencies. So far, the State Parks have had fairly light participation in their public outreach, so it’s important to make your views known!

Don’t be shy about including links to the Bridal Veil Canyon and Angels Rest Loop proposals in this blog, either — here are the quick links to paste into your message:

http://wyeastblog.org/2012/01/15/proposal-bridal-veil-canyon-trail/

http://wyeastblog.org/2013/08/31/angels-rest-loop-one-way-trip-to-heaven/

Finally, consider supporting Trailkeepers of Oregon (TKO), a local non-profit, grass-roots organization that offers meet-up trail stewardship projects in the Gorge and around the region (full disclosure: the author is a founding and current board member of TKO and number one fan of the organization!)

Mount Hood’s Ancient Whitebarks

August 2, 2013
Ancient Whitebark pine on Gnarl Ridge

Ancient Whitebark pine on Gnarl Ridge

If you have spent much time in Mount Hood’s alpine country, you probably already recognize the Whitebark pine. This rugged cousin to our more common Ponderosa and Lodgepole pines thrives where no other trees can, braving subzero winters and hot, dry summers at the upper extreme of timberline.

Ancient Whitebark pine grove on Lookout Mountain

Ancient Whitebark pine grove on Lookout Mountain

Whitebark pine is easy to identify on Mount Hood. True to their name, they have white bark on younger limbs, and their typically gnarled, picturesque forum is iconic in our Cascade Mountain landscape. These slow-growing patriarchs often live to 500 years or more, with some trees known to survive for more than 1,000 years.

In protected stands below the tree line, they can grow 60-70 feet tall (around Cloud Cap Inn), while in open areas, they creep along the ground, forming a “krummholz” — a low mat of branches stunted by the elements (famously, on Gnarl Ridge, which draws its name from the ancient Whitebarks that grow there).

Whitebark pines have limber branches to withstand the elements

Whitebark pines have limber branches to withstand the elements

Up close, Whitebark pine can be identified by its needles, with five per bundle (compared to two for Lodgepole and three for Ponderosa pine). Whitebark cones don’t open when dry, yet are hardly ever found intact. That’s because of the unique, mutual relationship these trees have with a bird called Clark’s nutcracker, named for William Clark, co-captain of the Lewis & Clark Corps of Discovery expedition.

Clark’s nutcracker subsists almost entirely on the large, nutritious seeds hidden in Whitebark cones. These birds have evolved with an ability to crack the cones and store the seeds in buried caches, for later consumption. The Whitebark pine, in turn, is almost completely dependent on these birds for reproduction, when young seedlings sprout from seeds cached by the nutcracker.

Clark's Nutcracker at Crater Lake (Wikimedia)

Clark’s Nutcracker at Crater Lake (Wikimedia)

In this way, the Whitebark pine is considered by scientists to be a “keystone” species at the center of a broad, highly dependent web of life. In addition to its co-mutual relationship with Clark’s nutcracker, Whitebarks also support other high-elevation species, serving as “islands” of life in otherwise barren alpine zones. These islands shelter mammals, birds and insects migrating through alpine areas and serve as permanent habitat for many mountain plant and animal species.

Whitebark pine seeds serve as a direct food source for several other species in addition to Clark’s nutcracker. The seeds are large and high in fat, and at least 12 species of birds are known to feed on them. The seeds are also a primary good source for ground squirrels living in alpine zones, where they store large quantities of seed in “middens”.

Surprisingly, Whitebark seeds are also an important food source for black bear and the grizzly bear, with both bear species raiding the middens of ground squirrels. For grizzly bears in the Greater Yellowstone Area, Whitebark pine seeds are considered so important in the their diet that the long-term viability of the bear population is linked to the survival of the Whitebark.

A Species in Trouble

Sadly, the Whitebark pine is in deep trouble. The triple threat of (1) an exotic fungal disease known as white pine blister rust, (2) mass infestations of mountain pine beetle and (3) the effects of fire suppression have weakened and killed millions of these trees across Mountain West.

Blister rust (boundary shown in red) has affected almost all Whitebark pine range (green) in North America

Blister rust (boundary shown in red) has affected almost all Whitebark pine range (green) in North America

The U.S. Fish and Wildlife Service (USFW) estimated in 2007 that 800,000 acres of Whitebarks have been lost across the west, an startling statistic given the small, rare alpine habitat that these trees need to survive.

Global warming may turn out to be the nail in the coffin for this venerable species, as less hardy tree species continue to crowd and compete for space in areas once habitable only by the Whitebark pine.

Massive Whitebark pine die-off in Yellowstone (USFWS)

Massive Whitebark pine die-off in Yellowstone (USFWS)

Several efforts to save the species are underway. In July 2011, the U.S. Fish and Wildlife Service (USFWS) determined that the Whitebark pine needed federal protection and that without it, the tree would soon be extinct within as few as two to three generations. However, the tree has not been formally listed in the United States as endangered, due to federal agency funding constraints.

In June 2012, the Canadian federal government declared Whitebark pine endangered, making it the first tree species to be declared endangered in Western Canada.

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The Whitebark Pine Ecosystem Foundation is a science-based, non-profit organization that exists to conserve and restore the Whitebark pine, but their efforts are dependent on support from the public in making the survival of this species a priority with our land management agencies.

Conservation efforts for the Whitebark focus on harvesting seeds from trees that seem to have a natural resistance to white pine blister rust and restoring the role of fire in forest management. Both strategies will require the full engagement of our federal land agencies, and thus the need for a non-profit like the Whitebark Pine Ecosystem Foundation to press the issue in our utterly dysfunctional national government. Please consider supporting them!

Lookout Mountain Sentinels

One of the best places to view ancient Whitebark pine up close is along the crest of Lookout Mountain, located due east of Mount Hood. Like most Whitebark stands around Mount Hood, the trees on Lookout Mountain are in decline, yet hundreds have (so far) survived the triple threat facing the species.

A large stand of Whitebark pine just below the main summit of Lookout Mountain provides a stark example of the die-off that is affecting the species. As shown in the photos below (1983 and 2008), scores of trees in this stand have died in recent years:

Healthy stands of Whitebark pine thrived on the south slope of Lookout Mountain in 1983

Healthy stands of Whitebark pine thrived on the south slope of Lookout Mountain in 1983

Over the past decade, almost the entire stand of Whitebark pine on the south slope has died

Over the past decade, almost the entire stand of Whitebark pine on the south slope has died

The Lookout Mountain grove is on the hot, dry south slope of the peak, so the trees here are clearly stressed by the environment, even without the blister rust and beetle attacks now affecting the species.

On the more protected east slope of the main summit, a remarkable group of ancient Whitebark pine (pictured below) is soldiering on, though some of the oldest sentinels in this group now seem to be fading fast.

Whitebark patriarch near the summit of Lookout Mountain beginning to show stress in 2002

Whitebark patriarch near the summit of Lookout Mountain beginning to show stress in 2002

By 2013, only one of the ancient tree's five trunks is still alive, though healthy younger trees are growing nearby

By 2013, only one of the ancient tree’s five trunks is still alive, though healthy younger trees are growing nearby

Some of the trees in the eastern group are truly ancient. Several were cut in 1930, when a road was built to the summit and a lookout tower constructed. Amazingly, the bleached stumps of these old trees still survive, more than 80 years later.

One of these stumps measuring about a foot across still shows its growth rings, showing that it was 280 years old when it was cut in 1930! This means the tree started life on Lookout Mountain in 1650, twenty years before the Hudson Bay Company was formed under a charter from King Charles II. This tree was already 174 years by the time Dr. John McLoughlin established his Hudson Bay Company outpost at Fort Vancouver, in 1824, and more than 200 years old before tiny Portland, Oregon was incorporated in 1851.

A particularly ancient patriarch in this grove (shown in the photo pairs above and below) grows due east of the summit, along the Divide Trail. This old survivor appears to be the oldest Whitebark pine on Lookout Mountain. While it’s age is unknown, the diameter of its multiple trunks substantially exceeds that of the nearby cut trees, so this ancient sentinel could be 300-500 years old, or more.

A profile view of the patriarch tree in 2002 shows health growth on the eastern trunk (center)

A profile view of the patriarch tree in 2002 shows health growth on the eastern trunk (center)

This profile view from 2013 shows significant dieback on the eastern trunk over the past decade (center)

This profile view from 2013 shows significant dieback on the eastern trunk over the past decade (center)

Sadly, this old veteran is fading fast, with only one living trunk surviving as of this summer. Even as the old tree succumbs to the elements, it continues to serve as a fascinating, beautiful testament to the struggle that Whitebark pines face in their preferred habitat.

A closer look at the old tree (below) shows five sprawling trunks, each more than a foot in diameter. This old survivor looks a bit like a huge, grey octopus (complete with two weathered eyes, looking back at you!).

At its center, the patriarch Whitebark sprawls like an octopus, with five major trunks, each more than a foot in diameter

At its center, the patriarch Whitebark sprawls like an octopus, with five major trunks, each more than a foot in diameter

Ancient Whitebarks at this elevation are typically a twisted tangle of living and dead trunks, and in the case of the Lookout Mountain patriarch tree, only the north and east of the five main trunks survive.

As the photos that follow illustrate, the north trunk may have seen its last summer this year, as its remaining needles suddenly died back as of early July. The surviving east trunk is in better shape, with several green boughs, but its needles obviously lack the vigor of nearby, younger Whitebarks. Clearly, the old giant is in its final years of living after centuries on this unforgiving mountain slope.

A rusty remnant from the days when a lookout tower stood on the mountain hangs on one of the living limbs of the patriarch Whitebark pine

A rusty remnant from the days when a lookout tower stood on the mountain hangs on one of the living limbs of the patriarch Whitebark pine

The bleached bones where the patriarch tree has died back can survive for decades in the arid alpine climate of Lookout Mountain

The bleached bones where the patriarch tree has died back can survive for decades in the arid alpine climate of Lookout Mountain

Yellowing needles on the remaining (east) living trunk of the patriarch Whitebark spell trouble for this old tree

Yellowing needles on the remaining (east) living trunk of the patriarch Whitebark spell trouble for this old tree

This view shows the north trunk of the Patriarch tree, thriving as recently as 2002, but now reduced to a thicket of dead shoots

This view shows the north trunk of the Patriarch tree, thriving as recently as 2002, but now reduced to a thicket of dead shoots

After centuries of growth, this dying cluster of limbs on the north trunk of the patriarch Whitebark marks the last sign of life on this trunk of the old tree, a startling reminder of how quickly our Whitebark pine forests are fading

After centuries of growth, this dying cluster of limbs on the north trunk of the patriarch Whitebark marks the last sign of life on this trunk of the old tree, a startling reminder of how quickly our Whitebark pine forests are fading

As discouraging as the plight of the Whitebark pine might be, the efforts by our federal land agencies and the Whitebark Pine Ecosystem Foundation provide at least a shot at saving the species — and the complex alpine ecosystem that it anchors.

The saga of the American bison provides some encouragement. The species numbered 60 million prior to western expansion, but was decimated to an estimated 541 animals before protection and restoration efforts began in earnest. Today, about 500,000 bison are known to exist, with about 15,000 restored as wild herds. Hopefully, a similar success story for the Whitebark pine will be recounted by future generations, thanks to our current efforts to save the tree.

Exploring Lookout Mountain

The loop hike to Lookout Mountain from High Prairie makes a fine summer outing for families. The full loop covers just 3.2 miles and climbs about 550 feet, and the sweeping summit views provide a big payoff for the moderate effort.

Though the trail is usually snow-free from late June through mid-October, the hike is best in late July and early August, long enough after snowmelt to be mostly bug-free, but early enough to enjoy some of the wildflowers that summer brings to the mountain.

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(click here for a large, printable map)

The best way to hike the loop is to start with the west leg. This is a rustic trail that immediately heads to the right from the High Prairie trailhead, gently climbing through beautiful meadows and open forests. Stay straight where boot paths appear from both sides at about 0.8 miles, and soon reach the first dramatic view along the hike: Mount Hood, framed by a brick-red slope of volcanic cinders and spires.

Red cinders frame Mount Hood from the east leg of the Lookout Mountain loop

Red cinders frame Mount Hood from the east leg of the Lookout Mountain loop

At about 1.3 miles, the west leg meets the Gumjuwac Trail on the south slope of Lookout Mountain. Turn left here, and soon reach the west summit of Lookout Mountain, with a commanding view of Mount Hood and the East Fork Hood River valley, more than 3,000 feet below.

The flat rock outcrops here make for a nice destination in their own right, but to see the old Whitebark pines, you’ll want to continue the hike. The trail now turns east, and follows the summit crest of Lookout Mountain, with several dramatic viewpoints and interesting rock outcrops along the way. A number of Whitebark pine also line the trail, though these trees are protected enough to be in an upright form. The views from the crest are into the winding canyons of the Badger Creek valley, to the south.

Mount Hood from the west summit of Lookout Mountain

Mount Hood from the west summit of Lookout Mountain

The summit crest traverse continues for about 0.3 miles before reaching the old lookout road in a saddle below the main summit. To reach the top, go right (uphill) on the old road and pass through one of the decimated Whitebark stands as you near the main summit of Lookout Mountain. You will reach the summit about 0.2 miles from the saddle, where you can see the crumbing foundations of the 1930 lookout structure and nearby garage.

From the summit, views extend far into the high deserts of Eastern Oregon, south to Mt. Jefferson and the Three Sisters and north to Mt. St. Helens, Mt. Rainier and Mt. Adams. Mount Hood dominates the western skyline. A bit closer are the meadows of High Prairie, where you started your hike, and the tiny lookout tower atop Flag Point, to the east. Badger Lake can also be seen nestled in the forested wilderness to the south.

The view east from the summit of Lookout Mountain

The view east from the summit of Lookout Mountain

To complete the east leg of the loop, simply follow the old lookout road back to the trailhead, passing through handsome mountain hemlock forests and the upper meadows of High Prairie along the way.

To visit the patriarch Whitebark pine described in this article, watch for the Divide Trail on your left as you descend from the top — just a few hundred feet from the summit. The patriarch tree is on the left, just a few yards down the Divide Trail. Use care around the tree so that future generations can enjoy its beauty — whether still living or as a bleached reminder of what once was.
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Directions to High Prairie

To reach the trailhead at High Prairie, follow Highway 35 from Hood River (or Government Camp) to the Forest Road 44 junction, where signs point to Dufur and Camp Baldwin. Drive 3.8 miles on this paved road and watch for a poorly signed, gravel Road 4410 on the right. Follow this dusty collection of washboards and potholes for 4.5 miles to High Prairie, turning right at a T-intersection in the meadow to drive the final 200 yards to the trailhead.

A Northwest Forest Pass is required to park here. Pit toilets are provided. Carry water, as no reliable sources are found on this hike.

The Ancient Rowena Oak

May 27, 2013
The Rowena Oak

The Rowena Oak

Somewhere under the heading of “hidden in plain sight” is a remarkable Oregon white oak (Quercus garryana) growing just a few yards from the Historic Columbia River Highway, near Rowena Crest. I stumbled across this old sentinel a few weeks ago while exploring the sprawling fields of arrowleaf balsamroot that Rowena is known for.

The venerable Rowena oak is not a particularly graceful tree: you won’t find it in coffee table books or on postcards. Though the gnarled trunks of these slow-growing trees are often living works of art, the Rowena oak is as much a battered monument to simple survival as it is a living sculpture. But it’s well worth a visit for anyone who loves ancient trees, and makes for a unique stop for those exploring the old highway.

Dry Canyon Bridge and McCall Point from Rowena Plateau

Dry Canyon Bridge and McCall Point from Rowena Plateau

The tree is located in a most unlikely spot, near the brink of craggy Dry Canyon, a Missoula Flood feature that is part of the Rowena Dell canyon complex.

The sheer canyon walls are a reminder that the oaks surviving the harsh Rowena climate are anchored in a very thin layer of soil, atop hundreds of feet of layered basalt. This semi-desert ecosystem has an average of just 14 inches of rain per year, with hot, dry summers and freezing winters, and our infamous Gorge winds ready to strike up at any time, year-round.

The fact that Oregon white oaks can live to be hundreds of years old in this environment is truly remarkable. Part of their secret lies in a large taproot that not only anchors the trees in this windy, hostile environment, but also provides trees access to deep groundwater stored in the layers of basalt bedrock. The main taproot in these trees is complemented by a strong lateral root system, giving our native oaks an especially impressive root structure compared to most other tree species.

Dry Canyon and Rowena Dell from the highway bridge

Dry Canyon and Rowena Dell from the highway bridge

Despite these challenges, the oak trees of the dry savannah found at Rowena are thriving, and even the ancient sentinels in these groves are blooming and producing acorns with each spring.

The Rowena Oak grows just a few yards from the historic Dry Canyon bridge, and was clearly here to witness the construction Samuel Lancaster’s Historic Columbia River Highway and Conde McCullough’s iconic highway bridge over the rocky gorge in 1921. The old tree probably stood witness to first railroads being built in the late 1800s, as well — and the rise and fall of the salmon canning industry that swept through the Gorge toward the end of the 1800s.

The Rowena Oak with the Dry Canyon Bridge in the background

The Rowena Oak with the Dry Canyon Bridge in the background

In fact, at roughly two feet in diameter, the Rowena Oak could easily pre-date the arrival of Europeans in this part of North America. An Oregon State University (OSU) study of similar Oregon white oak habitat in Southern Oregon found that trees greater than 15″ in diameter were consistently 200 years or more years in age. The oldest oak in the OSU study was a whopping 429 years old, truly a testament to survival.

The huge, cascading Rowena Oak hangs into the protected niche of Dry Canyon

The huge, cascading Rowena Oak hangs into the protected niche of Dry Canyon

The arid climate at Rowena may be tough on trees, but it also helps preserve the life history of the old giants as they gradually succumb to the elements. Their broken tops and limbs are often preserved exactly where they fell decades ago, as mute testimony to the years of hardship these ancient trees have endured.

The Rowena oak is a great example, as it is surrounded by its own debris from decades of the ice storms, relentless winds and even the occasional lightning strike that are part of survival in the Gorge. The density of Oregon White oak wood helps in the preservation, as well — the same hardness that preserves its wood in the wild is also why these trees have historically been used to make furniture, flooring and barrels.

The Rowena Oak with Sevenmile Hill in the distance

The Rowena Oak with Sevenmile Hill in the distance

The Rowena oak has huge, twin trunks, the top of each toppled long ago by the elements. Lacking a top, the tree relies on four massive, sprawling limbs to survive, highlighting another survival secret of this species: Oregon White Oak sprouts prolifically from dormant buds on stumps and along trunks when tops are cut or broken off. This ability to adapt helped the Rowena oak survive what could have been catastrophic damage for most tree species.

The eastern of the two trunks points two massive, arching limbs toward the rim of Dry Canyon, and a closer look reveals yet another survival secret of this ancient tree: a tangle of branches cascade over the cliff like a leafy waterfall, with a lush canopy protected from the worst of the Gorge weather that sweeps across the top of the plateau.

A closer look at the sprawling Rowena Oak

A closer look at the sprawling Rowena Oak

A third major limb, nearly a foot thick, snakes a surprising 50 feet from the eastern trunk, along the exposed cliff edge of the canyon. This huge limb hovers just 2-3 feet above the ground — yet doesn’t touch — thanks to the tremendous strength of its wood.

The huge, contorted limbs of the Rowena Oak have "eyes" that seem to be watching curious visitors!

The huge, contorted limbs of the Rowena Oak have “eyes” that seem to be watching curious visitors!

The western of the two main trunks has just one surviving major limb, a crooked, cracked affair that touches ground at several points, surrounded by the bleached bones of its own branches, broken off over the decades. Each of the fracture points in this broken old limb is marked with a thicket of new sprouts, showing how this old tree continues to regenerate, extending its long life.

One of the many bleached "bones" that help tell the survival story of the Rowena Oak

One of the many bleached “bones” that help tell the survival story of the Rowena Oak

While the Rowena Oak may look haggard, its growing limbs are healthy, putting out annual bursts of new leaves each spring, along with surprisingly abundant flower clusters. These will soon yield acorns, completing a reproductive cycle this tree has likely repeated since the time when Lewis and Clark passed by, if not longer.

Spring brings another flush of new leaves on the venerable Rowena Oak

Spring brings another flush of new leaves on the venerable Rowena Oak

Spring blossoms on the Rowena Oak

Spring blossoms on the Rowena Oak

Though most have been stripped by the elements or wildlife, several acorns from last year’s crop are still attached to the Rowena Oak, waiting to be dispersed. A mature Oregon white oak can produce anywhere from 20 to 50 lbs of acorns in a season, depending on growing conditions.

Acorns may look tough, but they are designed to sprout new tree seedlings as soon as moisture and warmth allow, as the seeds only remain viable for a year or so. Only a very few will sprout, and only a tiny fraction of seedlings will survive to become trees.

A few acorns from last season are still attached to the Rowena Oak

A few acorns from last season are still attached to the Rowena Oak

The thickets of younger Oregon white oak trees we see in some parts of the Gorge today may be the result of fire suppression over the past century. Studies of Oregon white oak groves in the Willamette Valley by Oregon State University suggest that pre-settlement fires regularly thinned out seedlings, allowing established oak trees to thrive without the competition of young oaks. Fire also kept other, competing tree species at bay that otherwise would have crowded out the native white oaks.

Visiting the Rowena Oak

Though the spectacular fields of yellow balsamroot and blue lupine have mostly faded, Rowena is always fascinating to explore. The Nature Conservancy owns and manages a sizeable conservation preserve covering much of the area.

Visiting the Rowena Oak

Visiting the Rowena Oak

(click here for a larger map in a new window)

A lower trail leads across the Rowena Plateau to a cliff-edge view of the Columbia River, and an upper trail climbs to McCall Point to a sweeping view of Mount Hood and the Gorge. Less adventurous hikers can still enjoy terrific views of the Gorge by simply hiking the first quarter mile or so of these trails, so there are hiking options for every ability.

The Rowena Oak is located just a few steps off the Historic Columbia River Highway, immediately west of the Dry Canyon Bridge. Roadside parking is available as you approach the bridge from Mosier. Simply walk uphill along the west edge of the canyon, and you will immediately spot the old oak from a low rise adjacent to the highway. This is an easy, rewarding stop for families with young kids, as the tree tells a fascinating story of survival.

Spectacular river views reward hikers on the Rowena Plateau trail

Spectacular river views reward hikers on the Rowena Plateau trail

The longer hikes to the Rowena Plateau and McCall Point are quite busy during April and May during the wildflower bloom, but you’ll have them to yourself later in summer and fall, when the flowers are gone but the landscape is just as impressive. While the upper trail leads to broad views of the Columbia River and Mount Hood, the lower trail has a unique pair of “kolk” lakes formed during the Missoula Floods, and equally impressive views of the river and Rowena Dell.

Springtime balsamroot atop McCall Point on the upper trail

Springtime balsamroot atop McCall Point on the upper trail

As with all eastern Gorge hikes, use caution hiking in the heat of summer, as there is little tree canopy to shade these trails. The Nature Conservancy also asks that you stay on the trails, and be aware of the triple hazard of rattlesnakes, poison oak and ticks that are standard for the eastern Gorge. The first two in this list are easy to avoid, but you should prepare for ticks, and follow more rigorous precautions (see this recent article on ticks for a few tips). Note that the trails at Rowena are closed in the winter, when they can be slick and potentially hazardous.

Highway 26: Last Chance to weigh in!

March 24, 2013
Mount Hood from the Mirror Lake Trail

Mount Hood from the Mirror Lake Trail

After several years of planning, the proposed safety projects on the Mount Hood Highway (Highway 26) are nearly a done deal, and have entered a final round of public review and comment — with comments due April 7th!

The project has been the subject of several articles on this blog, and thankfully, has been scaled-back somewhat from the original, old school “widen for safety” retread of 1950s highway mentality that dominated earlier phases in the corridor. That said, the project has simply moved from a failed grade to something like a C-minus, at best. It needs your input to be more than an eyesore for the traveling public.

Google Earth perspective on the US26 Laurel Hill Grade

Google Earth perspective on the US26 Laurel Hill Grade

The highway section in question is the Laurel Hill grade, west of Government Camp. Ever since Oregon Trial pioneers lowered their covered wagons down the infamous talus “chute” on Laurel Hill, this spot has vexed road designers.

The current highway alignment is no exception: despite blasting away a good portion of Laurel Hill, the road is still a steep, curving, often treacherous route. The need for safety improvements is on the mark, but it’s unclear if the solutions proposed by the Oregon Department of Transportation (ODOT) will deliver, as some of the best (and least expensive) recommendations from their own safety study were dropped from the project at the very start.

It’s not to late to add some of these more practical, potentially more effective solutions to the project, even if the highway engineers seem determined to widen the road and chip away more of Laurel Hill as their preferred solution. More on how you can weigh in at the conclusion of this article.

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(click here for a larger map in a new window)

But first, an overview of the ODOT final proposal is in order, starting with kudos to the agency (yes, you read that right!) for greatly improving their public involvement. Having reviewed a lot of ODOT projects over the years, I’m impressed with the effort the agency has made in this final round of outreach for Highway 26.

Though in-person open houses have continued to be limited to the Welches area (despite the fact that the vast majority of highway users — and taxpayers — live in the metro area), the web tools provided by ODOT in this round of public review are especially well done, and arguably a better format for most citizens than traditional open houses.

The Project

The following are “before-and-after” digital renderings of the major elements of the Highway 26 safety project. A link to the ODOT virtual open house is included at the end of this article, and includes these renderings at much larger scale.

The number shown on each pair of images corresponds to the map shown above (or you can click here to open a large version of the map in a new window or tab). The tour starts from the west, at the base of the Laurel Hill grade, and proceeds east toward Government Camp.

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The project begins at the west (lower) end of the Laurel Hill grade. A number of small changes are proposed along this approach, but the most notable is proposal to cut back the cliff at the “Map Curve”, the ODOT name for the wide bend in the highway where Mount Hood first looms into view — a very popular, if somewhat harrowing pullout for visitors.

The rendering above shows what the scaled-back cliff at the Map Curve would look like from the west, as you pass the familiar road cut and rock outcrop known by ODOT as “Silent Rock. As the renderings show, the scaled-back cliff would be a major undertaking. The purpose of this element of the project is to prevent rocks from falling on the highway. According to ODOT, this is safety concern in the area, and the cause of numerous crashes over the years.

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This is another before-and-after rendering of the scaled-back cliff, this time looking west from near the Map Curve toward the base of Laurel Hill. This view shows another proposed feature: a continuous concrete median, extending from just below the Map Curve to just above the Mirror Lake trailhead, for a total of about 2.5 miles.

The ODOT plans for the median call for an “aesthetic” concrete that complements natural material found in the area. The capped concrete median (installed near Bennett Pass) pictured in public outreach materials would, indeed, be a significant improvement over a standard barricade:

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Unfortunately, the design pictured in the ODOT before-and-after renderings, omit the faux cap, greatly diminishing the “aesthetic” qualities of the proposed barriers.

Other highway departments around the country are experimenting with similar “context sensitive” alternatives for concrete medians in natural or scenic environments, such as this example from CalTrans, installed in the San Luis Obispo area:

US26Comments04b

The cost of aesthetic medians will be a major driver in the ODOT final decision, but the longevity of the medians (30-40 years?) call for getting it right the first time. ODOT should be installing something special that truly enhances the Mount Hood Highway experience, not just something “less worse” than a standard freeway barricade.

The next rendering (below) is from the Map Curve, this time looking east toward Mount Hood. This view also shows the proposed median as well as the scaled-back cliff.

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It’s hard to argue with the need to reduce hazardous rock fall in the Map Curve area, except to imagine a parallel universe where foresighted engineers had tunneled through Laurel Hill when the modern highway was originally built..!

But alas, the current alignment is our reality, and based on the materials provided by ODOT, the scaled-back cliff is another least-worst solution for the problem. The engineers are proposing a steeper-than-standard cliff face when completed, but with a larger catchment at the base, thus (hopefully) reducing the number of rocks that make it to the roadway while also minimizing the amount of road widening to accommodate the catchment.

The towering road cut at the Highway 26 “Map Curve” will get taller and much longer under the ODOT safety proposal (photo: ODOT)

The towering road cut at the Highway 26 “Map Curve” will get taller and much longer under the ODOT safety proposal (photo: ODOT)

ODOT surveyed the existing cliff with the aid of a helicopter, and the scope of this element of the project is truly daunting: as shown in the image above, the man-made cliff is already very large, and making an even taller cut will be a tricky endeavor, indeed.

This element of the project appears to already be a done deal, so the best we can hope for is that the resulting scars on the landscape aren’t any more jarring than what can already be seen (and heard) from nearby recreation trails. Keep your fingers crossed.

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The next rendering (above) is from a point just beyond the Map Curve, looking back at the curve and the adjacent runaway truck ramp (a feature that dates back to the late 1970s). As with the previous views, the changes here include the scaled-back cliff section and continuous concrete median.

Next up is a before-and-after view toward the mountain from high saddle on Laurel Hill where the highway crosses from the south face to the north side of the ridge. This spot is familiar to travelers as the site of the historic Laurel Hill Chute interpretive sign and trail. The rendering shows the proposed median, road widening to 4-lanes and another substantially scaled-back cliff section to address reported rock fall hazards.

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Notably absent from this rendering is a new pullout and trailhead for the historic Laurel Hill Chute site, hopefully just an oversight by the artists. ODOT has not suggested in the written materials for the project that trail access at this point will be eliminated. This is a detail worth commenting on if visiting this fascinating remnant of the original Oregon Trail is one of your family traditions.

The next before-and-after rendering (below) is from the same section of road, also looking east, but from the bottom of an embankment on the opposite side of the highway, where the Pioneer Bridge Trail parallels the road. Here, a structural retaining wall is proposed to provide the additional roadway width needed to widen the highway to four lanes and add the center median. Kudos to ODOT for a context-sensitive solution with this retaining wall: the rendering suggests it will be constructed with faux-stone facing, thus lessening the visual blight for hikers, cyclists and equestrians using the trail, if not the overwhelming noise from highway traffic.

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The proposed widening to 4 lanes in this section is significantly scaled back from earlier incarnations of the Laurel Hill safety project. This is a welcome change to the design, as ODOT’s own safety data shows only occasional spikes in traffic volumes — on holidays and peak summer and winter weekends — that road widening would do little to resolve. Most of the time, traffic volumes on Highway 26 are far below built capacity, and the few (and arguably avoidable) traffic jams that occur don’t warrant costly widening projects.

The final before-and-after view is from opposite the Mirror Lake trailhead, looking west (downhill) toward Laurel Hill. Here, the rendering shows another proposal to cut back an existing slope to address rock fall and sight distance concerns, the upper extent of the proposed median and another section of highway proposed to be widened to 4 lanes.

The Mirror Lake trailhead is unquestionably dangerous, thanks to very heavy use and its location on a relatively steep curve. The proposed median will should eliminate the possibility of crossover crashes throughout its proposed 2.5 mile extent, but is especially warranted at this location.

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However, the median will also prevent left turns in and out of the Mirror Lake trailhead, forcing hikers approaching from Portland to continue west to Government Camp to make their return trip. With the median terminating just east of the trailhead, visitors will be tempted to make a U-turn, a potential hazard ODOT has not addressed in the proposal.

Likewise, visitors coming to Mirror Lake from Government Camp will have to drive 3.5 miles to the bottom of Laurel Hill, and presumably turn around at the Kiwanis Camp junction in order reach the trailhead.

Civil disobedience ensued in 2010 when ODOT abruptly closed the Mirror Lake trailhead to winter parking

Civil disobedience ensued in 2010 when ODOT abruptly closed the Mirror Lake trailhead to winter parking

These changes at Mirror Lake will be unwelcome news to hikers who have already chafed at the recent winter closure of the trailhead by ODOT. In the end, it’s probably a “least worst” trade-off in the interest of traffic safety, but ODOT could be doing much more to make this element a real step forward for Mirror Lake visitors.

For example, it’s hard to tell from the “after” rendering, but the Mirror Lake trailhead appears unchanged: this is a missed opportunity, as ODOT will spend tens of millions on the overall Laurel Hill safety project, and a more carefully and aesthetically designed parking area here, separated from the highway traffic, could further improve traffic safety.

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ODOT has a lot of recent experience in this area from their excellent trailhead parking improvements in the Columbia River Gorge, including Angels Rest, Horsetail Falls and Yeon State Park. These relatively new designs provide a perfect template for the Mount Hood Highway, and follow the aesthetic lead ODOT has already taken in recent years with context sensitive designs for the Multorpor overcrossing and Government Camp signage, for example.

Getting it right the first time!

The current round of projects coming to the Mount Hood Highway are the most recent in a string stretching back decades, and clearly will not be the last. Though the final designs ODOT is proposing in the interest of “safety” are less destructive than some of the initial concepts, there are still a number of missed opportunities and questionable “solutions” on the table.

1920s motorists enjoying the view from a kinder, gentler Mount Hood Highway in 1931

1920s motorists enjoying the view from a kinder, gentler Mount Hood Highway in 1931

It’s probably too late to turn back some of the more questionable elements, but there’s still time to advocate where opportunities have been missed. Here’s a rundown of some additions that could make this project more successful. Consider adding these to your own comments!

1. Retain the Laurel Hill Chute Trailhead: this important historic site has been a family stopping point for generations, and must not be lost to road widening. ODOT should propose an improved pullout for visitors at the current trailhead.

2. Make the Mirror Lake Trailhead a showpiece: ODOT should follow its own lead with new trailheads built in the Gorge, and make this trailhead more than just a dusty highway pull-off. Mirror Lake is the “gateway” trail for many first-time visitors to the mountain and the pullout and trailhead ought to be designed accordingly.

3. Use architecturally enhanced medians: the proposed exposed aggregate medians are a tiny step in the right direction, but this element of the project will be the most visible to the traveling public. Let’s aim higher with architecturally themed medians that coordinate with recent improvements to the Government Camp streetscape — and at a minimum, the capped design used at Bennett Pass.

4. Look for storm water solutions to protect Camp Creek: the project is silent about the ongoing effects of polluted Highway 26 runoff on adjacent Camp Creek, a salmon and steelhead-bearing stream. ODOT will be putting down an immense amount of asphalt and new road fill with this project, so will they also improve storm water capture in the process?

5. Don’t wait to install variable speed signs & photo radar: this is one of the least expensive solutions in ODOT’s own safety audit, but moved to the back of the line from the very start. Why wait? Install variable speed limit signs and photo radar now for use during hazardous conditions.

6. Extend the Highway 26 Safety Corridor: ODOT bravely reduced the posted speed limit to 45 MPH from Wildwood to Rhododendron in an earlier phase of the Highway 26 safety campaign. Now it’s time to extend this safety corridor to Timberline Road. It’s an inexpensive, extremely effective safety solution whose time as come — plus, reduced speeds greatly reduce noise impacts for those living along the corridor and recreating on nearby public lands, a dual benefit.

7. Develop a long-term strategy for the resorts: the dirty little secret in ODOT’s 15-year campaign to address safety in the Mount Hood corridor is that almost all of the crashes occur in winter, on a few weekends when the roads are icy. It’s not rocket science to deduce that most of this is due to the huge spikes in traffic coming from the three major ski resorts on the mountain. It’s time to manage winter resort traffic comprehensively, and give skiers real alternatives to driving to the mountain in adverse conditions (more on that in a future article…)

In the long term, the most sustainable solution for the highway is to manage it as a scenic parkway, and put an end to the constant, incremental creep toward becoming an unmanageable, unlivable urban freeway sprawling over the shoulder of iconic Mount Hood (…more on that in a future article, as well…)

Go ahead, weigh in… by April 7th!

ODOT has done a very good job assembling a “virtual open house”, so if you care about Mount Hood and want to weigh in on their plans, it really couldn’t be easier. Simply go to their project website and explore:

Highway 26 Virtual Open House

Remember, comments are due by April 7th! While it’s true that many of the project elements are likely a done deal, you can still have an impact by making your concerns known. Projects like this have a sizable “contingency” budget set aside for this very reason, and now is the time to guide how those funds (your tax dollars) are spent!

The original Laurel Hill grade in the 1920s, shortly after the Mount Hood Highway opened

The original Laurel Hill grade in the 1920s, shortly after the Mount Hood Highway opened


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For more background on this proposal, you can also read these previous WyEast Blog articles on the topic:

Highway 26 Widening: Part 1

Highway 26 Widening: Part 2

Highway 26 Widening Postscript… and Requiem?

Tollgate Maples… and the Highway

Mount Hood Loop Interpretive Signs

March 2, 2013
Original “Historic Oregon” sign at Barlow Pass in the 1940s (Wikimedia Commons)

Original “Historic Oregon” sign at Barlow Pass in the 1940s (Wikimedia Commons)

One of the unexpected discoveries in launching the Mount Hood National Park Campaign in 2004 was the surprising number of people who think our mountain and gorge are already protected as a national park!

This tragic misconception is shared by newbies and natives, alike, so my conclusion is that it comes from the “park-like” visual cues along the Mount Hood Loop: the historic lodges, rustic stone work and graceful bridges along the old highway. There is also a surprising (if disjointed) collection of interpretive signs that you might expect to find in a bona fide national park.

The new (or restored?) sign at Barlow Pass in 2010

The new (or restored?) sign at Barlow Pass in 2010

The interpretive signs around Mount Hood are an eclectic mish-mash of survivors from various public and private efforts over the years to tell the human and natural history of the area.

The oldest signs tell the story of the Barlow Road, the miserable mountain gauntlet that marked the end of the Oregon Trail. The above images show one of the best known of these early signs, a mammoth carved relief that stands at Barlow Pass (the current sign appears to be a reproduction of the original).

Less elaborate signs and monuments of assorted vintage and styles are sprinkled along the old Barlow Road route wherever it comes close to the modern loop highway: Summit Prairie, Pioneer Woman’s Gravel, Laurel Hill.

More recently, the Forest Service and Oregon State Parks have been adding much-needed interpretive signage along the Historic Columbia River Highway (as described in this article), an encouraging new trend.

Oregon State Parks interpretive panels are showing out throughout the Gorge

Oregon State Parks interpretive panels are showing out throughout the Gorge

Thus, I was thrilled when the Forest Service Center for Design and Interpretation in McCall, Idaho contacted me last year about a new series of roadside signs planned for the Mount Hood Loop. They had seen my photos online, and were looking for some very specific locations and subjects.

In the end, the project team picked eight of my images to be included on a series of four interpretive signs. The following is a preview of the signs, and some of the story behind the project. The new signs should be installed soon, and hopefully will survive at least a few seasons on the mountain!

The Signs

The first installation will be placed somewhere along the Salmon River Road, probably near the Salmon River trailhead. This sign focuses on fisheries and the role of the Sandy River system as an unimpeded spawning stream for salmon and steelhead.

This sign will appear near the Salmon River (USFS)

This sign will appear near the Salmon River (USFS)

(click here for a large view)

Part of the narrative for this sign focuses on the removal of the Marmot and Little Sandy dams, a nice milestone in connecting the network of Wild and Scenic Rivers in the Sandy watershed to the Columbia. A PGE photo of the Marmot Dam demolition in 2007 is included on the display, along with river scenes of the Sandy and Salmon. The Salmon River image on the first sign is the only one I captured specifically for the project, in early 2012. It’s a rainy winter scene along the Old Salmon River Trail.

The second sign will be placed at the Little Zigzag trailhead, located along a section of the original Mount Hood Loop highway at the base of the Laurel Hill Grade. The site already has an interpretive sign, so I’m not sure if this is an addition or replacement for the existing (and somewhat weather-worn) installation.

This sign will be located at the Little Zigzag trailhead (USFS)

This sign will be located at the Little Zigzag trailhead (USFS)

(click here for a large view)

The content of the Little Zigzag sign is unique, launching into a surprisingly scientific explanation of how the negative ions created by streams and waterfalls feed your brain to give you a natural high! Not your everyday interpretive sign..! It also includes a decent trail map describing the hike to Little Zigzag falls, as well as other trails in the area.

The Forest Service used several of my images on this sign: views of Little Zigzag Falls, the Little Zigzag River and several botanical shots are incorporated into the layout.

The Little Zigzag Falls image has a bit of a back story: the Forest Service designers couldn’t take their eyes off a log sticking up from the left tier of the falls. To them, it looked like some sort of flaw in the image. I offered to edit it out, and after much debate, they decided to go ahead and use the “improved” scene. While I was at it, I also clipped off a twig on the right tier of the falls. Both edits can be seen on the large image, below:

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(click here for a larger image)

I should note that I rarely edit features out of a photo — and only when the element in question is something ephemeral, anyway: loose branches, logs, or other debris, mostly… and sometimes the occasional hiker (or dog) that walks into a scene!

The third sign will be installed at the popular Mirror Lake trailhead, near Government Camp. Like the Little Zigzag sign, this panel has a trail map and hike description for Mirror Lake and Tom Dick and Harry Mountain.

A nice touch on Mirror Lake sign is the shout-out to the Children & Nature Network, a public-private collaborative promoting kids in the outdoors. I can’t think of a better trail for this message, as Mirror Lake has long been a “gateway” trail where countless visitors to Mount Hood have had their first real hiking experience.

This sign will be at the Mirror Lake trailhead (USFS)

This sign will be at the Mirror Lake trailhead (USFS)

(click here for a large view)

The Forest Service team used a couple of my photos in the Mirror Lake layout: a summertime shot of the lake with Tom Dick and Harry Mountain in the background, and a family at the edge of the lake, and a second “classic” view of alpenglow on Mount Hood from the lakeshore.

The fourth sign in the series focuses on geology. Surprisingly, it’s not aimed at familiar south side volcanic features like Crater Rock — a theme that was called out in some of the early materials the Forest Service sent me. Instead, this panel describes huge Newton Clark Ridge, and will apparently be installed at the Bennett Pass parking area.

This sign is planned for Bennett Pass (USFS)

This sign is planned for Bennett Pass (USFS)

(click here for a large view)

In a previous blog article, I argue Newton Clark Ridge to be a medial moraine, as opposed to currently accepted theory of a pyroclastic flow deposited on top of a glacier. The Forest Service interpretive panel mostly goes with the conventional pyroclastic flow theory, but hedges a bit, describing it as “remnant” of two glaciers… which sounds more like a medial moraine!

The Newton Clark Ridge sign also includes a description of the many debris flows that have rearranged Highway 35 over the past few decades (and will continue to). One missed opportunity is to have included some of the spectacular flood images that ODOT and Forest Service crews captured after the last event, like this 2006 photo of Highway 35 taken just east of Bennett Pass:

Missed opportunity: photo of the 2006 Newton Creek Floods (USFS)

Missed opportunity: photo of the 2006 Newton Creek Floods (USFS)

The Forest Service used two of my photos for this sign, both taken from viewpoints along the old Bennett Pass Road, about two miles south of the parking area. One wrinkle in how well this sign actually works for visitors is the fact that Newton-Clark Ridge is only partially visible from the Bennett Pass parking lot, whereas it is very prominent from the viewpoints located to the south. Maybe this was the point of using the photos?

The real Newton Clark (1837-1918)

The real Newton Clark (1837-1918)

There is also a glitch in this panel that I failed to catch during the production phase: the hyphen between “Newton” and “Clark” in the title and throughout the text. There’s a lot of confusion about this point, but it turns out that Newton Clark was one person, not two: a decorated Civil War veteran who fought at Shiloh and Vicksburg, among many prominent battles, then moved to the Hood River Valley in 1887, where he was a local surveyor, farmer and early explorer of Mount Hood’s backcountry.

Newton Clark was part of the first white party to visit (and name) Lost Lake, and today’s Newton Clark Glacier and nearby Surveyors Ridge are named for him. The confusion comes from the subsequent naming of the two major streams that flow from the Newton Clark Glacier as “Clark Creek” and “Newton Creek”, suggesting two different namesakes. Hopefully, the local Forest Service staff caught this one before the actual sign was produced!

Strange Bedfellows?

I was somewhat torn as to whether to post this article, as it goes without saying that the WyEast Blog and Mount Hood National Park Campaign are not exactly open love letters to the U.S. Forest Service. So, why did I participate in their interpretive sign project?

First, it wasn’t for the money – there wasn’t any, and I didn’t add a dime to the federal deficit! I don’t sell any of my photos, though I do regularly donate them to friendly causes. So, even though the Forest Service did offer to pay for the images, they weren’t for sale.

One that won’t be built? This sign was originally conceived for Buzzard Point, near Barlow Pass, but it’s not clear if it made the final cut (USFS)

One that won’t be built? This sign was originally conceived for Buzzard Point, near Barlow Pass, but it’s not clear if it made the final cut (USFS)

(click here for a large version)

In this case, once I understood the purpose of the project, it quickly moved into the “worthy cause” column, and I offered to donate whatever images the Forest Service could use, provided I see the context — and now you have, too, in this preview of the new signs!

I will also point out that the Forest Service project staff were terrific to work with, and very dedicated to making a positive difference. We’re fortunate to have them in public service, and that’s a genuine comment, despite my critiques of the agency, as a whole.

Here’s a little secret about the crazy-quilt-bureaucracy that is the Forest Service: within the ranks, there are a lot of professionals who are equally frustrated with the agency’s legacy of mismanagement. While I may differ on the ability of the agency to actually be reformed, I do commend their commitment to somehow making it work. I wish them well in their efforts, and when possible, I celebrate their efforts on this blog.

So you want to change the Forest Service from within..?

1960s visitors in Glacier National Park (NPS)

1960s visitors in Glacier National Park (NPS)

Given the frustrating peril of good sailors aboard a sinking ship, it turns out there are some great options for supporting those in the Forest Service ranks seeking to make a positive difference. So, I thought I would close this article by profiling a couple of non-profit advocacy organizations with a specific mission of promoting sustainable land management and improving the visitor experience on our public lands. I hope you will take a look at what they do, and consider supporting them if you’re of like mind:

USFS_Panel_7

The National Association for Interpretation (NAI) is a not-for-profit 501(c)(3) involved in the interpretation of natural and cultural heritage resources in settings such as national parks, forests, museums, nature centers and historical sites. Their membership includes more than 5,000 volunteers and professionals in over 30 countries.

Original “Historic Oregon” sign at Barlow Pass in the 1940s (Wikimedia Commons)

Original “Historic Oregon” sign at Barlow Pass in the 1940s (Wikimedia Commons)

The Forest Service has a conservation watchdog group all its own, Forest Service Employees for Environmental Ethics (FSEEE), a not-for-profit 501(c)(3) based right here in Oregon. Their mission is to protect our national forests and to reform the U.S. Forest Service by advocating environmental ethics, educating citizens, and defending whistleblowers. The FSEEE membership is made up of thousands of concerned citizens, former and present Forest Service employees, other public land resource managers, and activists working to change the Forest Service’s basic land management philosophy.

I take great comfort in simply knowing that both organizations exist, and are actively keeping an eye on the Forest Service… from within!

Alva Day and the Lost Lake Highway

February 12, 2013
Timeless classic: 1920s Postcard view of Mount Hood from Lost Lake

Timeless classic: 1920s Postcard view of Mount Hood from Lost Lake

The Hood River History blog recently featured a series that caught my eye: a local family packing up their car for a camping trip to Lost Lake. The images were from a series captured in the 1939s and early 40s by Alva Luman Day, a local photographer whose legacy as a figure in Mount Hood history is only now beginning to emerge.

As happens with most history research, digging a bit deeper into the story of Alva Day’s camping trips to Lost Lake revealed more than a few surprises. This article is the story of how the modern-day highway to Lost Lake came to be, and how the life of Alva Day is intertwined in this story.

Alva Luman Day

Alva Day was born in 1887 in Colorado and moved to Oregon by the early 1900s. Day married Io Stewart in 1908, and they gave birth to their son Carroll Stewart Day in July 1910. Sometime after arriving in Oregon, Alva spent time in Alaska, though it is unclear whether his wife and young son traveled with him. But by 1918, he was back in Hood River to stay, working for Pacific Power and Light until he retired in the 1940s.

Alva Day clamming in Ketchikan - 1917 (Source: Hood River History)

Alva Day clamming in Ketchikan – 1917 (Source: Hood River History)

The above photo from Hood River History shows a young Alva Day during his Alaska years, posing for his camera during a clam dig near Ketchikan in 1917. He was just shy of 30 years old in this photo, and about to make his permanent move to Oregon.

Alva Day was a skilled and prolific photographer. The History Museum of Hood River has more than a thousand of Day’s images in their collection. The Lost Lake series is typical of his photos, too. He had an eye for detail and composition, but with a journalist’s instinct for storytelling. He often added his own, handwritten notes to the back of his prints, gradually building a rich historic legacy that we are just beginning to appreciate today.

1920s postcard view of Lost Lake from nearby Raker Point

1920s postcard view of Lost Lake from nearby Raker Point

Alva Day’s family trips to Lost Lake by automobile were a relatively new phenomenon in the 1930s. A rough wagon road had been constructed in 1905, but soon fell into disrepair, and was never passable to automobiles. The new Lost Lake Highway had only been completed in the early 20s and was still unpaved when the Day family made their camping treks. In fact, most of the public lands around Mount Hood were still roadless at the time, as commercial logging (and its roads) would not emerge a major focus of the U.S. Forest Service until the 1950s.

Construction of the Lost Lake Highway began in 1919, spurred by construction of the new Mount Hood Loop Highway, and the excitement over the recently completed Columbia River Highway. The Lost Lake Highway was conceived as a joint venture between the U.S. Forest Service and Hood River County, climbing 14 miles from the company mill town of Dee to the lake. Roughly two-thirds the road was on county land, and the upper third inside the Oregon (later renamed Mount Hood) National Forest boundary.

Lost Lake is prominent on this 1920s map of the Mount Hood Loop (Source: The Oregonian)

Lost Lake is prominent on this 1920s map of the Mount Hood Loop (Source: The Oregonian)

The project got off to a rough start, and endured many setbacks and delays over four years of construction. From the beginning, there were worker shortages, with District Ranger Warren Cooper making trips to Hood River in September 1919 in search of men willing to join the effort:

“We are going to have the road finished for motor traffic by next summer if we can get help. We need ten men now” said Cooper at the time. But by November of that year, snow shut down road construction until the following spring of 1920.

By mid-summer of 1920, Forest Supervisor Thomas H. Sherrard had 12 workers pushing forward on the National Forest portion of the project in order to complete the final two miles to the lake. By September of that year, the Oregonian reported the construction to be “progressing fast” with the “gem of the Cascades to be open to auto travel next year.”

Hood River photographer Fred Donnerberg captured this image of the road under construction in the summer of 1920 (note the boxes of explosives in the background) (source: Hood River History)

Hood River photographer Fred Donnerberg captured this image of the road under construction in the summer of 1920 (note the boxes of explosives in the background) (source: Hood River History)

Still more delays followed, with the “finished” road rough and still impassable to most cars by the end of 1921. With the route largely in place, a gravel surface would be added in the summer of 1922, finally making it a truly durable “highway” for auto travel. The Oregonian reported the completion of the clearing and grading phase in the fall of 1921 as follows:

“When the last charge of TNT was exploded, removing the last barrier of boulders and a giant fir stump, members of the 20-man forestry crew paused on the lake’s edge and gave a huzza that echoed and re-echoed through the forest. Then they cleared away the debris, the new road was open, and one of the gems of the Oregon National Forest was made accessible to motorists of the Hood River Valley, or their visitors from Portland, over the Columbia River Highway.

“The forestry crew broke camp today, closing the new dirt grade with a barricade of felled trees as they left the district… It is planned that the new grade of approximately five miles shall be surfaced with crushed rock next summer… The cost of grading the stretch, which penetrates a district of magnificent firs and cedars, was about $18,000.”

It turns out that Alva Day had an important role in the completion of the Lost Lake Highway, too. He was an avid sportsman, and secretary of the Hood River Game Protection Association at the time, one in a series of prominent roles he played over his life advocating for hunting, fishing and wildlife conservation.

Alva Day (left) overseeing the release of hatchery fry in 1933 (source: Hood River History)

Alva Day (left) overseeing the release of hatchery fry in 1933 (source: Hood River History)

The game association was a strong advocate for the project, promoting the idea and leading critical local fund-raising efforts for the county portion of the project in 1919 and 1920 to keep construction on track.

By the mid-1920s, thousands of cars were streaming up the dusty, gravel road to Lost Lake, and Alva Day was undoubtedly among the visitors. Responding to this instant popularity, the Forest Service gave the green light to several summer cabins and a small resort in the years that followed, and later constructed the beautiful campground we know today. Lost Lake was now a major tourism destination, drawing tens of thousands of visitors each year to its postcard shoreline views of Mount Hood, framed by ancient cedars.

Day Family Trips to Lost Lake

Alva Day’s involvement in the conception and completion of the Lost Lake Highway adds new meaning to the series of photos he captured on family outings to Lost Lake in the 1930s and 40s. He loved the lake, and according to Hood River History accounts, made these annual camping excursions every summer.

The Day family ready to go camping in 1938 (Source: Hood River History)

The Day family ready to go camping in 1938 (Source: Hood River History)

The Hood River History series of Lost Lake images begins with the above photo, captured in front of the Day family home in Hood River at 420 June Street. According to the Hood River History blog discussion, the house still stands. Note the hefty trailer behind the car — as subsequent photos in the series show, this is industrial camping!

A closer view of the Day family (Source: Hood River History)

A closer view of the Day family (Source: Hood River History)

Looking at the first image in a bit more detail, we see Alva Day on the left and Io Day on the right. The Hood River History blog discussion speculates that the two young women were the Day’s daughters (Helen and Emma) and the older man next to Io Day was her father. However, I wasn’t able to confirm this in any formal records.

Instead, official records show that Alva and Io Day had just one child, their son Carroll. Carroll married a Helen Colby in 1931, so the “Helen” speculated in this photo could be his wife. Sadly, Helen (Colby) Day died just nine years later, in 1947 (Carroll Day married again in 1948 to Aline Andrew, and both lived into the 1990s).

Snow at the lake? Not unusual in early summer  (Source: Hood River History)

Snow at the lake? Not unusual in early summer (Source: Hood River History)

The next image in the Hood River History series is from an earlier trip, taken in 1933, but I’ve included it here because it wouldn’t have been unusual for early summer campers to encounter snowdrifts on the way to Lost Lake. On this earlier trip, it’s possible that Alva Day (on the left) and Io (center) were simply heading up for some early summer fishing, and not on a camping trip.

The Hood River History blog clearly identifies the man on the left in both of the previous photos as Alva Day, which raises a question: did he shoot these as self-portraits using a timer, or was someone else behind the camera? More on that in a moment…

Is this Alva and Io Day’s daughter-in-law? (Source: Hood River History)

Is this Alva and Io Day’s daughter-in-law? (Source: Hood River History)

A closer look at the 1933 photo clearly shows Io Day to be the same person as that pictured in the 1938 camping trip series. But the young woman next to her in the 1933 photo (above) also seems to be the same person standing near the stove (below) in this detailed look at the next photo in the series, captured in 1938:

Helen (Colby) Day five years later? (Source: Hood River History)

Helen (Colby) Day five years later? (Source: Hood River History)

The similarity between these images, and lack of documentation on Alva and Io Day having more than one child leads me to speculate that we’re looking at Helen (Colby) Day, first wife of Alva and Io’s son Carroll. There is no birth date available for Helen (Colby) Day, but assuming she was roughly Carroll Day’s age, they would both have been in their mid-20s when these images were captured.

A wider view of the campsite scene (below) shows the rest of the family, and the impressive array of gear that filled up that trailer behind the family car! You can see still more detail on the original Historic Hood River image, but some of the intriguing highlights include the cook stove, wooden table, what appears to be a wood pantry or food box, and of course a canvas tent in the background.

Sharp-eyed viewers of this photo in the Hood River History blog also spotted bratwurst in one of the frying pans, a pile of discarded tin cans behind the stove (did they pack them out?) and a swimsuit and towels hanging to dry on the clothes line. Alva’s boat is tied up at the lakeshore, just beyond the table.

Camping in style at Lost Lake in 1938 (Source: Hood River History)

Camping in style at Lost Lake in 1938 (Source: Hood River History)

In this wider view, Alva Day is seated to the left, and next to him a young man that I will speculate is Carroll Day. The woman toward the back is clearly Io Day, with another unidentified young woman seated next to her. If the young man in the above photo is, indeed, Carroll Day, then I will also speculate that he was behind the camera in the previous two images, as well.

The next camping image is actually from 1941, but also fits the theme. In this view, Io Day is relaxing at the base of a large cedar tree, looking quite comfortable and content. On this outing, the wood stove is still there, and a wood picnic table has appeared. Were these provided by the Forest Service? Most interesting, of course, is the portable radio sitting on the table:

Io Day relaxing at Lost Lake in 1941 (Source: Hood River History)

Io Day relaxing at Lost Lake in 1941 (Source: Hood River History)

A closer look (below) shows the radio in a bit more detail — likely a portable “farm radio” of the era, designed to run on batteries at a time when many rural areas were still without electricity, but within reach of radio broadcasts. Could they pick up Portland broadcasts at Lost Lake? Or possibly KODL 1440 in The Dalles, which began broadcasting in 1940?

Is Io listening to The Whistler? (Source: Hood River History)

Is Io listening to The Whistler? (Source: Hood River History)

Whatever the station, they would have been listening to popular suspense programs of the day like “The Whistler” and “The Shadow”, made all the more spooky by firelight in the middle of the forest!

Next in the series is another image from the 1938 outing that shows Alva Day in his unique paddleboat. The unidentified women from the previous campsite image is steering the boat and Alva is cranking the paddles. Mount Hood rises in the hazy background in this scene:

Alva Day’s boat at Lost Lake in 1938 (Source: Hood River History)

Alva Day’s boat at Lost Lake in 1938 (Source: Hood River History)

A closer look at the boat (below) shows the crank mechanism Alva is using to turn the paddles — an ingenious, if odd design!

A two man paddleboat? (Source: Hood River History)

A two man paddleboat? (Source: Hood River History)

The cedar branch in the upper corner shows this image was taken from shore — perhaps by Carroll Day… or Io? Setting up a timed self-portrait for this view would have been quite a feat, even for Alva Day.

Alva’s Lost Lake bounty (Source: Hood River History)

Alva’s Lost Lake bounty (Source: Hood River History)

The final image (above) in the Historic Hood River series shows Alva Day’s sportsman side: an even dozen trout, presumably caught while camping at Lost Lake. A fitting finale to the Lost Lake camping series!

Alva Day’s Legacy

Alva Day’s role in the creation of the Lost Lake Highway is a mostly forgotten part of his legacy. But his roles in advocating for wildlife and in photographing the unfolding history of the Hood River region are only now being rediscovered and appreciated.
For more than three decades, Alva Day was a local leader for wildlife conservation in Hood River, and later was active in the formation of the Oregon Wildlife Federation and the Western Federated Sportsmen. During this period, he was also a contributor to The Oregon Sportsman, the monthly journal of the Oregon Game Commission.

It’s easy to forget how dire the need for wildlife conservation was at the time, and especially the role that hunters and fishermen played in the movement. For a century, the developing Northwest been dumping raw sewage into its rivers, filling the air with smoke, clearing the forests, scouring mountain streams with logging “splash dam” floods and overharvesting many species of game and fish. While we are still struggling to restore our native habitats and wildlife in our time, we have come a long way, already, thanks to the pioneering efforts of people like Alva Day.

Alva Day with his Pacific Power company car in 1929 (Source: Hood River History)

Alva Day with his Pacific Power company car in 1929 (Source: Hood River History)

Alva Day’s photographic story of the Hood River area is perhaps his greatest contribution, and in time, is likely to be his most enduring legacy. The History Museum has hundreds of his prints in their collection, documenting everything from simple scenes of daily life to historic events, like the June 1927 flood that ravaged the town of Arlington, or the shameful day in May 1942, when hundreds Japanese Americans from the Hood River Valley were loaded onto trains and sent to World War II internment camps

This Hood River History blog project is now in the process of scanning many of Alva Day’s images, and using the blog to build an oral history for each image. This work allows all of us to have a window into the past and contribute to the continued documentation of our region’s history.

A Trip to Idlewild Cemetery

The Idlewild Cemetery in Hood River was established in 1894, and with more than 7,000 graves, is a treasure trove of local history. You can find Alva Day’s family here, too.

Idlewild Cemetery (source: findagrave.com)

Idlewild Cemetery (source: findagrave.com)

Alva and Io Day were both born in 1887, and both died in 1955, after nearly 47 years of marriage. Io died in early January of that year, and Alva Day followed on November 15, 1955. Both are buried at the Idlewild, along with their son Carroll Day, whose ashes joined the family plot at the age of 81 in January 1991. Carroll’s second wife, Aline Day, died in 1995, and her ashes were also placed with Carroll and his parents at Idlewild.

Alva and Io Day and son Carroll and his wife Aline are at rest in the same plot (source: findagrave.com)

Alva and Io Day and son Carroll and his wife Aline are at rest in the same plot (source: findagrave.com)

Alva Day’s parents, Emma and Charles Eugene Day, are buried at Idlewild Cemetery, too. Emma Day died in 1905 and Charles Day on May 17, 1908 — the same year that Alva and Io Day were married.

Alva Day’s parents Charles Eugene and Emma Day are also buried at Idlewild Cemetery (source: findagrave.com)

Alva Day’s parents Charles Eugene and Emma Day are also buried at Idlewild Cemetery (source: findagrave.com)

You can visit the Day family plot in Block 9, Lot 24. Idlewild Cemetery is on Tucker Road at Brookside Drive, and though located on a commercial strip, the back of the cemetery abuts orchards, so it makes for a pleasant and interesting afternoon of exploring.
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Postscript: Supporting Hood River History

Over the past couple of years, the History Museum of Hood River County has issued a series of terrific images in their Historic Hood River blog series. The history blog comes to us through the generous work of volunteers Arthur Babitz, Bill Pattison and Sally Donovan, and we are truly indebted to their efforts.

By creating this online archive of historic photos, the museum is providing an invaluable resource, free to the public. If you love history and the Mount Hood region, consider supporting the museum for their efforts. While the modest $5 museum admission fee helps support the museum, consider becoming a member to help provide ongoing support for their fine work as stewards of Hood River history.

The History Museum of Hood River County (source: History Museum)

The History Museum of Hood River County (source: History Museum)

The History Museum graciously granted permission to showcase the images included in this article, and I’m hopeful it will send a few visitors and donations in their direction.

The museum is now open after a year or major renovations. You can find it on East Port Marina Drive, accessed via Exit 64 on Interstate-84. The museum is located on the banks of the Hood River, near the prominent suspension footbridge visible from the freeway, and well worth the visit!
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Postscript: More on Alva Day from Hood River History

Arthur Babitz writes to say: “We actually have 2500 of his images, indicating an annual summer trip to Lost Lake for much of his adult life. There is an extended series showing construction of the bridge near the lodge building. He also participated in and photographed the Legion climbs of Mt. Hood for many years. We have hundreds of images he shot on those climbs. You’ll be seeing many more of them on the HHR blog.”

Thanks for all your fine work in bringing the Day photos back to life, Arthur!


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