SOLVED: North Side Waterfall Mystery

Fans of the classic 1975 edition of Jack Grauer’s “Mount Hood: A Complete History” have memorized the many rare photos and stories found only in this unique book. For waterfall hunters, the photo on page 226 (shown above) is particularly compelling. The 1890s image is titled “Wallalute Falls on Compass Creek”, and shows the tiny figure of a man at the base of a dramatic falls.

The mystery in this caption stems from the fact that USGS maps have long shown Wallalute Falls to be the prominent cascade on the Eliot Branch, just below Cloud Cap. This huge falls is visible from Inspiration Point on the Cloud Cap Road, and is clearly not the same as the cascade shown in the Grauer book.

This article attempts to untangle the story of these waterfalls, and the confusion surrounding the names of the remarkable, mysterious group of waterfalls spread across the Eliot, Compass and Coe drainages.

The story begins in June 2010, when I posted a report at PortlandHikers.org on my first good view of the two mapped waterfalls on the Coe Branch. I had spotted them from an off-trail outcrop on the east rim of the Hood River Valley, and captured this grainy view from a very long telephoto image:

My excitement over this sighting began with the first good look at the very tall, powerful Coe Falls. Though I had explored the brink of the falls from the Timberline Trail, I had never made the rugged descent to the base of the falls. Thus, finally seeing this magnificent waterfall in its entirety was a thrill.

I watched Coe Falls for a moment through the lens, and then to my astonishment, I realized that the adjacent falls (on an unnamed tributary to the Coe Branch) was also in plain view! While Coe Falls was towering and stately, this neighboring cascade was a sprawling, graceful veil. I gave the unnamed falls the working title of “Kalakwhahtie Falls”, which is Chinook jargon for “petticoat”, and quite descriptive of the falls (and I couldn’t bring myself to add another “Bridal Veil” falls to the long list with that name!)

Wayne Harvey’s Adventures

Based on my PortlandHikers.org report and the photo schematic I provided, local waterfall adventurer Wayne Harvey was intrigued, and in July 2010 made an epic solo trip into the Coe Branch canyon to explore and document this impressive pair of waterfalls. His trip produced the first known contemporary image of Coe Falls, thundering into its huge amphitheater:

Coe Falls in 2010

Wayne also captured the first known photo of Kalakwhahtie Falls, cascading over the east wall of the Coe Falls amphitheater. Though the mid-summer stream levels in Wayne’s photo (below) were notably lower than in my grainy images from across the valley, his images captured a uniquely beautiful waterfall:

Kalakwhahtie Falls in 2010

Wayne’s photos of Coe Falls immediately raised questions about the Wallalute Falls image in the Grauer book. The resemblance was striking, and without definitive modern images of the waterfalls on Compass Creek to compare to, another possibility arose: was the falls in Jack Grauer’s book actually Coe Falls?

Further intrigued by the unfolding mystery, Wayne made a second, even more rugged solo trip into the Coe Branch canyon in July 2011, this time to explore Compass Creek and document the remaining waterfalls of Mount Hood’s north slope.

Wayne’s 2011 return trip took him across the boulder-filled floor of the Coe Branch valley, then into the dense underbrush of the remote Compass Creek canyon. His first discovery was the lower of the two mapped falls on Compass Creek to be much larger than anyone had imagined, dropping roughly 100 feet into a picturesque bowl (below).

Lower Compass Falls in 2011

The larger-than-expected lower falls also presented an obstacle for Wayne as he searched for a route upstream to the main falls. He later described a scramble up a steep chute that was “all fours in places”, and the only passable route. Beyond the scramble past the lower falls, Wayne continued upstream to an impressive view of Compass Creek Falls, dropping nearly 200 feet into a sheer amphitheater (below).

The real Wallalute Falls on Compass Creek in 2011

With this image, Wayne had solved the Wallalute Falls mystery: the falls pictured in the Grauer book is clearly the same as the falls he documented on Compass Creek. Wallalute Falls is indeed on Compass Creek, not the Eliot Branch.

Unraveling the Mapping Mystery

With Wayne Harvey’s trip report from Compass Creek in hand, it was now possible to unravel another waterfall mystery. This time, the confusion involves another historic photo from the area dating from the 1890s, and titled “Strawnahan’s Falls” (below):

1890s Stranahan Falls - known for decades as “Wallalute”

For years, waterfall hunters have recognized this falls to be the large, prominent falls on the Eliot Branch identified on maps as Wallalute Falls (shown below in its modern form). The reference to “Strawnahan” (which is clearly a misspelling of “Stranahan”, the name given to a nearby ridge in honor of area pioneers) was assumed to be either an informal name that was later replaced by “Wallalute” or simply an error on the historic photo, itself.

Stranahan Falls as it appears today, after years of recent flooding have scoured the Eliot Branch canyon

Wayne Harvey’s field documentation of the real Wallalute Falls now seems to provide definitive evidence that a map error occurred, transferring the “Wallalute” name from Compass Creek to the Eliot Branch, with the “Stranahan” name simply getting lost in the shuffle.

The following map provides the context for the USGS map error by showing the close, and potentially confusing proximity of (1) Stranahan Falls (labeled as Wallalute on USGS maps), (2) the true Wallalute Falls on Compass Creek, and (3) the lower falls on Compass Creek.

Still another twist in this saga comes from a later, more obscure edition of the Grauer book, published in 2006. In this edition, Grauer describes the work of Mount Hood pioneer Mark Weygandt building the earliest trails in the vicinity of Cloud Cap Inn:

“It was probably in this year (1900) that he built trails. One trail led from the low end of Ghost Ridge to a view of Stranahan Falls. He then extended it across Eliot Creek to Stranahan Ridge and to Wallalute Falls and Canon Balls Falls on Compass Creek, at the bottom of Adams’ Hole. Parts of this route later became part of [the] Timberline Trail. He also made a trail down Sand Creek Ridge to a viewpoint of the falls on Sand Creek, later named Polallie Creek.”

These accounts are the gold standard for Mount Hood history, partly because Grauer lived a good portion of it himself, but also because of the extensive spoken history he has documented through interviews of the historic figures, themselves.

Grauer’s description gives a name to the lower Compass Creek falls for the first time in recent memory — “Canon Ball Falls” — as well as the canyon section that encompasses both Wallalute and Canon Ball falls on Compass Creek — “Adams’ Hole”. Grauer is also definitive on the Stranahan and Wallalute names, correctly tying them to the Eliot Branch and Compass Creek, respectively.

Mapping the North Side Waterfalls

The USGS map error that created the confusion may go back more than a century, as it appears to be reflected on all USGS maps known to carry the name “Wallalute”. The follow map excerpt (below) is from 1924, and shows how the error could have occurred: note that early topographic maps didn’t always show the crosshatch used to denote waterfalls on more contemporary maps. With this omission, and the close proximity of Compass Creek and the Eliot Branch on earlier, small-scale maps, it’s easy to see how later cartographers might have been confused as to which stream Wallalute Falls was really on.

1924 USGS Map

The following USGS map excerpt (below) was published in 1962, and is the first to attach Wallalute Falls specifically to the Eliot Branch. This map appeared when the 1:24,000 topographic series was being published, and the larger scale allowed features like Wallalute Falls to be more definitively identified — or, in this case — misidentified. Though the location of Wallalute was in error on the 1962 sheets, these large-scale maps did show the the waterfalls on Compass Creek and the Coe Branch accurately for the first time.

1962 USGS Map

Pulling all of this together, the following is an oblique view of the north side region showing all of the waterfalls in context: Stranahan Falls on the Eliot Branch, Wallalute and Canon Ball falls on Compass Creek, and Kalakwhahtie and Coe falls on the Coe Branch.

(Click here for a larger map)

Also shown are a couple of unnamed tributary waterfalls in the Coe Branch canyon, and there are surely other waterfalls yet to be discovered in this seldom-visited area.

In an effort to close the chapter on this naming saga, I plan to provide the documentation from this article to the Oregon Board of Geographic Names (OBGN), in hopes that they can eventually look into the matter and perhaps correct the map error of more than a century ago.

Visiting the Waterfalls

The series of waterfalls described in this article are remote and difficult to reach. Visiting these waterfalls is only for expert explorers.

Wayne Harvey approached the Coe and Compass Creek falls from the Elk Cove Trail, dropping into the canyon just beyond the prominent Coe Canyon overlook. This required a rugged descent of nearly a thousand vertical feet, followed by challenging bushwhacks at stream level to the waterfalls.

1920s Visitors to Cloud Cap taking in the view of Stranahan Falls (just to the right of the small tree in front of the car) and Mount Hood from Inspiration Point

Stranahan Falls can be seen from Inspiration Point, but represents a potentially dangerous descent into a canyon that has been destabilized by recent floods. However, there are good views of the falls from a boot path that descends to a rocky overlook, just below Inspiration Point on the Cloud Cap Road.

One of the trail concepts in the Mount Hood National Park Campaign calls for a “low trail” paralleling the Timberline Trail. On the north side of Mount Hood, this new route would connect the dots among the string of waterfalls described in this article. Wayne Harvey’s remarkable images of the waterfalls only underscore the case for providing access to these beautiful places, hiding in plain sight.

Acknowledgements: special thanks to Wayne Harvey for the use of his images and field reports, and to both Wayne Harvey and Bryan Swan of the Northwest Waterfall Survey for their help in untangling the history of geographic names in the Eliot, Compass and Coe drainages.

ODOT lays a big Goose Egg

Lost: the historic Goose Rock Bridge (1941-2011)

For this article, I’ll stray from WyEast country a bit, if only to illustrate just why those who love the Oregon landscape ought to be distrustful of the Oregon Department of Transportation (ODOT) when it comes to respecting Oregon’s scenic and cultural legacy. Sadly, the agency simply isn’t up to the job.

Case in point: the not-quite-finished Goose Rock Bridge, located on Highway 19 where it crosses the John Day River. The site seems like a no-brainer for what is called “context sensitive design” in engineering parlance. More plainly stated, this means moving away from the 1960s highway builder’s mentality of building over-engineered, one-size-fits-all concrete monoliths that pave over the local character of a place.

(click here for a larger map)

For the engineers who designed the new Goose Rock Bridge, the evidence that something other than a miniature version of a California freeway ramp was in order was painfully obvious:

• Located in a National Monument? Check.
• Crossing the John Day, one of Oregon’s premier scenic rivers? Check.
• Located on an Oregon Scenic Byway? Check.
• Replacing a historic highway structure? Check.
• Minimal traffic volumes? Check.
• Likely to serve bicycles and pedestrians? Check.

Any of these simple checks should have sent the engineers back to the drawing board. Instead, the public received another ugly, industrial eyesore for the millions in Oregon tax dollars spent on this blunder.

Sheep Rock rises above the John Day River, just upstream from the new bridge

So, the damage is done on the John Day River at Goose Rock, and now we’re stuck with a stinker of a bridge for the next several decades: the real question is whether ODOT can stop building goose eggs like this? The answer is yes… maybe.

What’s wrong with the design?

Why is the new bridge such a stinker? To answer that question, we can reflect on the bulleted list of design considerations listed above:

Respect the location: The project is in a National Monument, along an Oregon Scenic Byway and crosses a famed, wildly popular whitewater river. As such, the bridge should have embraced National Park Service (NPS) design elements. This is a no-brainer, and there is plenty of guidance to help ODOT with the aesthetic features, had anyone thought to look. This simple step could have made the new bridge an asset to the John Day National Monument, not an eyesore.

The famed Blue Basin is a less than a mile from the new bridge

Respect the history: The new structure replaces a bridge constructed in 1941 that may have been structurally obsolete, but had plenty of charm and historic significance to complement the setting. The original structure featured graceful, fluted concrete posts anchoring ornate, painted steel balustrades and railings. The under structure was a simple pier design, but included a graceful apron of decorative concrete arches.

Had context-sensitive design been a consideration in this project, these historic details would have been a major element in the design of the new bridge. Instead, the character of the old bridge is now but a memory.

(click here for a large photo of the historic bridge)

Design for the users: The Goose Rock Bridge carries an tiny amount of traffic by urban standards — only about 300 vehicles per day, which is the equivalent of a typical suburban cul-de-sac serving just 30 homes. Just one lane of the Banfield Freeway carries this much traffic every ten minutes.

The new bridge: freeway ramp to… nowhere?

While the bridge does carry trucks, the massive design of the new structure is still wildly over-built, with freeway-scale Jersey barricades for railings that make the new bridge hostile to the cyclists, hikers and fishermen who cross this bridge while visiting the National Monument and the John Day River. Even passenger cars are punished by the new design, with the absurd concrete freeway barricades blocking views of the river for passing motorists.

Would you walk (or pedal) across this bridge?

Instead of the meager striped shoulder that supposedly serves bicycles and pedestrian, the design should have included a segregated sidewalk. This would have been a nice addition for the walkers, fishermen and less confident cyclists crossing the structure, and would have invited stopping on the bridge to admire the view — something no user would be safe doing on the new structure.

Who’s Fault is it?

Where did this simple project to replace the old bridge get off track? That’s hard to know (assuming it was ever on track). The project is one of hundreds funded through a $2 billion bridge replacement program known as the Oregon Transportation Investment Act (OTIA).

Republicans who controlled the Oregon legislature at the time OTIA was passed into law insisted that the design work for projects be sent off to private consulting firms, in this case, two firms — OTAK and Wildish Standard Paving — where the design decisions were likely made, before receiving a final approval from ODOT.

It is a poorly kept secret that the consulting firms receiving the bulk of the OTIA bridge contracts lured many of ODOT’s bridge engineers into the private sector to do the “private” work — usually with better salaries than they might have earned designing the same bridges at ODOT. While ODOT gets the bulk of the blame for accepting the lousy design of the new Goose Rock Bridge, the consultants deserve a good share of the shame, too. For its part, OTAK boasts on its website that:

Otak is the lead consulting engineer for Wildish Standard Paving on this $40 million design-build project along US395 in Eastern Oregon. Spanning nearly half the state, this project includes replacement of seven bridges along a sensitive waterway and wild and scenic corridor.

Nice words, but there is nothing in the design that suggests OTAK ever took the “sensitive waterway” and “wild and scenic corridor” into consideration when building the new bridge. It’s a firm that has done better work, elsewhere, and should have known better in this case, too.

Designed for 30,000 vehicles per day… but carrying only 300. Cyclists and pedestrians are on their own.

Another problem was probably the way in which projects were funded. Many of the bridge projects funded through OTIA followed ODOT’s “design-build” process, which combines the design, engineering and construction into a single contract.

In this case, ODOT “bundled” seven bridges scattered across the John Day country into a single ODOT contract, which unfortunately means more blunders like the Goose Rock Bridge can be expected (if they haven’t already been built). It also means that meaningful public involvement is a remote possibility, since the whole point is to speed up project delivery and cut costs wherever possible.

When will the Goose Eggs stop?

It will take a lot to pull ODOT onto a more enlightened path. This is evidenced by the $120 million the agency has already spent to devolve the design for the Columbia River Crossing to the worst conceivable option, as well as dozens of smaller eyesores built under the OTIA bridge program.

One possibility for the future is to simply remove the aesthetic design elements of project planning from the grasp of ODOT engineers, and handing this work over to architects or volunteer design panels, instead. Another is to establish a design auditor within the agency with the staffing and authority to “stop the assembly line” before construction money flows to badly designed projects.

Jersey barricades belong on the Banfield, not on John Day River bridges

Yet another option is to simply recruit and employ engineers versed in the basics of context sensitive design, and demand the same of the relatively short list of private contractors that ODOT keeps on retainer. In the long term, this is the best option, but would first take recognition by ODOT that a problem exists. Clearly, the agency isn’t there, yet, as evidenced by the Goose Rock Bridge travesty.

There are a few bright spots at ODOT, however, including several in WyEast country. These include the new Government Camp bridge over US 26 and several recent bridge replacements along I-84 in the Columbia River Gorge Scenic Area. In both cases, consistent pressure from local advocates was part of the puzzle that led to better design.

In the case of the Gorge, ODOT has adopted a comprehensive architectural guidance for engineers on all aspects of highway design has been an invaluable tool, and could be applied statewide in scenic areas, like the John Day National Monument.

Context-sensitive design from the I-84 Corridor Strategy guidelines for the Columbia Gorge

In the meantime, hold your breath. It’s nearly impossible to spot a bad project in the byzantine ODOT design process before the construction contracts are let, and another concrete eyesore appears on the landscape. We can only hope that ODOT projects currently lined up for US 26 and OR 35 along the Mount Hood Loop draw from the recent successes in the area, and not the old freeway engineer mindset that produced the Goose Rock Bridge goose egg.