INDUSTRIAL/COMMERCIAL FACILITIES AIRPORT INTERSTATE BRIDGE MARINA

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1 Port of Hood River Providing for the region's economic future. INDUSTRIAL/COMMERCIAL FACILITIES AIRPORT INTERSTATE BRIDGE MARINA 1000 E. Port Marina Drive Hood River, OR (541) Fax: (541) portofhoodriver.com Joint Interim Committee on Transportation Preservation and Modernization 900 Court Street NE, Room 453 Salem, OR Michael McElwee, Executive Director Port of Hood River 1000 E. Port Marina Way Hood River, OR RE: June 13, 2016 Public Hearing To the Honorable House and Senate Representatives serving on this Committee: Thank you for the substantial effort each of you are making to travel around the state in the coming weeks to hear from local stakeholders about transportation priorities in each region; and for the opportunity to provide this public testimony during your hearing on June 13, The Port of Hood River has owned and operated the Hood River/While Salmon Interstate Bridge since The Bridge is a critical facility providing the only Columbia River crossing within a 40 mile radius of the city of Hood River; linking three National Highway System corridors: Interstate 84, Oregon Hwy 35, and Washington State Route 14. However, the 92 year old steel truss bridge is structurally deficient, functionally obsolete, and nearing the end of its serviceable life. Because the bridge is a locally owned and operated "off-system" facility that was only recently designated an NHS facility, the Hood River Bridge is not included in state transportation system modernization planning or planning for catastrophic events such as the recent oil train derailment in Mosier and the resulting freeway closure. During the approximate 12-hour closure of lnterstate-84, all eastbound freeway traffic was detoured over the Hood River Bridge, and westbound traffic routed to Washington State Route 14 in The Dalles also caused heavy use on the bridge as motorists attempted to return westbound on 1-84 at the Hood River on-ramp at MP 64. Approximately 10,500 vehicles crossed the bridge during the incident, including emergency responders from both states. Originally built in 1924, the steel deck bridge is structurally deficient for vehicle freight crossings, with only two very narrow (9' 4.75"wide), shoulder-less lanes. The bridge is weight restricted to 80,000 lbs. The extremely narrow lane widths of the bridge adversely affect emergency response times and public safety during transportation emergencies like these - occurring on average once per year for the past 5 years. Since 1950, the Port of Hood River has operated, maintained, and performed upgrades on the bridge, funded primarily through toll revenue as well as federal and state grants. As the bridge nears the end of its serviceable life, it has become all the more clear that the potential failure or closure of the bridge would have severe social and economic impacts on the interdependent, bi-state communities of the Columbia River Gorge National Scenic Area and to Oregon as a whole.

2 Port of Hood River Providing for the region's economic future. The Port has begun a process to complete the final pre-construction activities for construction of a new, replacement interstate bridge. These steps include completion of the Final EIS, Right of Way Acquisitions, Permitting, and Engineering & Design. Replacement of the Hood River/White Salmon Interstate Bridge has been identified as a number one priority in the Mid-Columbia Economic Development District's Comprehensive Economic Development Strategy, and is identified as a top priority by the Columbia River Gorge Commission, Hood River and Klickitat Counties, the Southwest Washington Regional Transportation Council, and others. As an NHS facility located in a rural area within a federally designated National Scenic Area and spanning a federal waterway, the Hood River Bridge Replacement Project is an ideal candidate for FASTLane funding. The Port is now working to develop the local and state level partnerships that will be needed to secure this funding. Conservative estimates put the total future project costs at over $297 million, with $1.8 million already expended in a multi-jurisdictional effort that began in 1999 by lead agencies Southwest Washington Regional Transportation Council (RTC), the Oregon Department of Transportation (ODOT), the Washington State Department of Transportation (WSDOT), and Federal Highway Administration (FHWA). This multi-year study effort included the involvement of local counties, cities, ports, Columbia River Gorge Commission, businesses and citizens as participants on a Local Advisory Committee. The Port seeks to establish new partnerships with both states to address this critical need in the Mid Columbia. We need the buy-in from the States; we need to development public/private partnerships with affected industry stakeholders like inland marine barge companies; aviation technology and advance manufacturing companies like lnsitu, an affiliate of Boeing; fruit and forest product freight haulers; and emergency responders. Our hope is that the Joint Interim Committee on Transportation Preservation and Modernization will recommend to the Oregon Transportation Commission and to ODOT that the bridges of the Columbia River Gorge be included in the significant investments that must be made to ensure that the Columbia river, road and rail corridor's transportation system is resilient to a seismic event, sufficient to accommodate current and future freight, commuter, and multi-modal demands, and in-line with the state's transportation system modernization efforts. Respectfully, Port of Hood River Cc: Rep. Mark Johnson Senator Chuck Thomsen

3 the columbia gorge Two Essential The Columbia River Bridges Gorge Providing safe, cross-river connections for people to ports and places Thousands of commuters. Millions of tourists. Tens of millions of dollars of goods and services. Hood River, Klickitat, and Skamania counties. What is the connection between all of these? Why, bridges, of course. Without these man-made structures, there would be far less commerce, access and enjoyment of our incredibly beautiful and diverse region. INVESTING IN THE FUTURE Keeping both bridges in good working order is becoming increasingly more difficult. While short-term capital improvements can extend the life of bridge components, ultimately both bridges are functionally obsolete and must be replaced to avoid: Corrosion Deck weld cracking Seismic vulnerability Steel and concrete deterioration Fortunately, bridge safety and viability assessments like the SR-35 Columbia River Crossing Study have been completed. Continued planning for bridge replacement is imperative, however, especially determining a path forward for new, seismically sound connectors. numbers BY THE THE HOOD RIVER-WHITE SALMON INTERSTATE BRIDGE Truss bridge with a vertical lift spanning the Columbia River between Hood River, Oregon and White Salmon-Bingen, Washington, connecting I-84/U.S. 30 to Washington s SR 14. Completed construction: 1924 Owned and operated by the Port of Hood River since 1950 Annual transport: $75 million in goods Annual traffic: 3.6 million vehicle crossings Horizontal clearance: 246 ft Lanes: Two lanes, each 9 ft 4 in wide Length: 4,418 ft Lift span closed: 67 ft (water level dependent) Lift span full open: 148 ft (water level dependent) Max deck clearance: 14 ft Maximum weight: 80,000 lb bridges THE BRIDGE OF THE GODS Steel truss cantilever bridge spanning the Columbia River to connect Cascade Locks, Oregon with the Washington communities of Stevenson and North Bonneville. Completed construction: 1926 Owned and operated by the Port of Cascade Locks since 1961 Annual transport: $35 million in goods Annual traffic: 1.6 million vehicle crossings Height above water: 140 ft Horizontal clearance: 655 ft Lanes: Two lanes, each 12 ft wide Length: 1,858 ft Max deck clearance: 14 ft 6 in Maximum weight: 80,000 lb

4 GORGE COMMUNITY ECONOMY FUTURE the columbia gorge Two Essential Bridges Public Safety, Economic Vitality, Easy Access The bridges of the Columbia River Gorge are not nice-to-have optional connectors. Both bridges are functionally obsolete and are essential transportation links that connect a shared workforce, and provide much-needed access to retail and public services. PROVIDES CROSS-RIVER ACCESS TO WASHINGTON AND OREGON The majority of regional employment is located in Oregon. Commuters make an average of percent of daily trips. 20.4% percent of workers living in Klickitat County commute to Oregon s Wasco and Hood River counties. Six percent of workers living in Hood River County commute to Klickitat County. Several Oregon-based businesses estimate that percent of their employees commute from Washington. SUPPORTS THE REGIONAL ECONOMY The Dalles and Hood River are recognized as the regional economic centers. As an economic region, people travel the region extensively, using the bridges to get to work, play and pleasure. Hood River is the economic center of the region. Per-capita retail sales in Klickitat County are only about one-fourth of Hood River County s, and the City of Hood River accounts for 90 percent of the estimated $260 million in retail sales occuring in White Salmon, Bingen and Hood River combined (2007). Because the majority of retail and other services are located in Hood River County, Washington residents depend on the bridges for access to shops and businesses. The bridges connections limit the miles commuters must drive, helping to lower pollution in the region. ENABLES INTERSTATE TRANSPORT OF GOODS AND SERVICES The majority of freight goods crossing the bridges are wood products and fruit. Because the bridges facilitate easy cross-river freight movement, manufacturers and producers can choose regional businesses for their material processing. Some percent of manufactured products and fruit grown here cross the bridges, at a value $35-$75 million annually (based on business-provided estimates, 2007). OPENS UP ACCESS TO RECREATION AND TOURISM Visitors rely on the bridges for access to attractions and recreational opportunities on both sides of the river, including the growing wine industry. If one bridge is closed, visitors must drive nearly 60 miles to travel to another community that is located directly across the river. The bridges also provide access to the many retail services and accommodations available primarily in Hood River, encouraging lodging stays on both sides of the river. The bridges offer visitors a direct connection between the main tourism centers, preventing the inconvenience of traveling miles to the next-nearest river crossing. SUPPLIES EMERGENCY SERVICES ACCESS The bridges allow local emergency service providers the opportunity to combine resources. Inter-local agreements among regional fire services promote mutual aide on 911 emergencies as well as shared resources, such as personnel, funding and equipment. The bridges enable quicker emergency response time to Portland-area hospitals and trauma centers. bridges THEN & NOW Since the 1920s, the Hood River-White Salmon Interstate Bridge and the Bridge of the Gods in Cascade Locks have enabled countless journeys and untold commerce. They have been essential to economic vitality and quality of life in the region. Throughout their lifetime, both bridges have been well maintained, keeping them safe, albeit functionally obsolete, going into their ninth decade. Neither bridge, however, can continue to safely keep pace with modern-day transport needs and increasing demands. Neither bridge can maintain structural capacity indefinitely. We represent the public, private and non-profit sectors coming together to advocate for regional needs that are foundational to a strong and sustainable Gorge economy ONE community, ONE economy, ONE future.

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