A lift span inspection carried out on Nov. 20 resulted in damage to the bridge deck and span guides that must be repaired before the lift span can be raised safely. The USCG issued a Notice to Mariners about the lift span closure. Since the bridge crosses a federal waterway, the Port is obligated to take immediate and sustained actions to keep the lift span open.
HDR Engineering developed a plan to replace two damaged deck panels immediately north of the lift span as well as the two span guides, and share in the cost of repairs. The replacement deck panels have been fabricated at a cost of $13,260 and delivered, with installation to follow the repair of span guides.
Span guides are affixed to the lift span at a total of eight locations, four at each end, providing lateral stability as the span is raised. Two lower span guides on the south end were damaged and must be replaced. HDR recommended the new span guides be fabricated to include rollers to allow for smoother movement as the lift span is raised, which adds about $13,000 to the cost, but would result in smoother lift operations. Fabrication and installation of the improved span guides are estimated at $66,000.
The Port has ratified contracts for the repairs, with night work scheduled to meet commitments with the USCG for lift span operability.

An insurance claim and supporting investigations continue for the Hood River Interstate Bridge allision, with the Port of Hood River devoting a significant amount of staff time and resources to assist in identifying the responsible party.
Port representatives believe the north lift span support of the bridge was struck by a barge tow last September, resulting in damage to the concrete pier and cable connection points of the lift span. To date, engineering evaluations, a U.S. Coast Guard (USCG) investigation, and coordination with ACE, which provides insurance for the bridge, are either complete or underway.
HDR Engineering has evaluated apparent damage to the lift span and pier concrete, including a tower survey, evaluation of the lift span structural, mechanical, and electrical systems, and preparation of a Lift Span Assessment Report. Past inspections provide baseline comparisons of the bridge condition before and after the incident.
Key findings indicate there is concrete pier and lift span damage, the north tower is out of plumb, span guides are rubbing on guide rails, and there is socket slippage. Vibrations are severe at a full lift height.
David McCurry of HDR Engineering emphasized there is no danger for vehicular traffic on the bridge. Short-term actions include repair of skew controls, deck seating, expansion joint gap, span guide systems and monitoring tower alignment. Cost for these short-term actions range from $5,000-$80,000. McCurry also recommended replacement or rehabilitation of the wire ropes in the next two to five years, with an estimated to cost in the $800,000 to $1 million range.
ACE has assigned a subrogation team that includes a Portland adjustor and Seattle law and engineering firms to identify a party responsible for the damage. After contacting the USCG, the Port also took steps to aggressively pursue an investigation, retaining a law firm that hired a marine surveyor, accessed lock records, communicated with major Columbia River tow boat operators, and inspected some barges. Maritime traffic records have been obtained and closer scrutiny is underway in an attempt to identify the specific tow that may have impacted the bridge.