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32-528: The bridge is officially named after William A. Bugge (1900–1992), the director of the Department of Highways from 1949 to 1963, who was a leader in the planning and construction of the bridge. The design and planning process for the Hood Canal Bridge took nearly a decade amid criticism from some engineers throughout that time. Critics questioned the use of floating pontoons over salt water, especially at

64-440: A commitment of federal emergency relief money for the project. On June 15, 1979, actual work began with the removal of the west truss and transport for storage. The state's department of transportation attempted to mitigate the impact of the disaster by redirecting traffic to US Highway 101 to drive around the 50-mile (80 km) length of Hood Canal and by reestablishing the state ferry run between Lofall and South Point across

96-609: A destination, and 32% ending in the Seattle metropolitan area . The evening westbound trips seemed to mirror the morning patterns. When asked the purpose of their trips, respondents reported that for weekend trips 21% were for recreational, 21% for social, 19% for personal, 18% for work, 6% for business, and 4% for medical reasons. For weekday trips 33% were for work, 17% for personal, 14% for business, 11% for medical, 9% for social, and 8% for recreational reasons. William A. Bugge William Adair Bugge (July 10, 1900 - November 14, 1992)

128-695: A distinguished alumnus, a status that had been granted to only 19 others in the history of the university. Bugge retired in 1973 and died in Olympia, Washington nearly two decades later. In 1977 the Hood Canal Bridge , one of the projects he oversaw in Washington, was officially renamed the "William A. Bugge Bridge" in his honor. Tse-whit-zen 48°07′49″N 123°27′42″W  /  48.1302°N 123.4618°W  / 48.1302; -123.4618 Tse-whit-zen ( č̕ixʷícən [t͡ʃʼiˈxʷit͡sən] in

160-508: A location with high tide fluctuations and the concern that the funneling effect of the Hood Canal might magnify the intensity of winds and tides. The depth of the water, however, made construction of support columns for other bridge types prohibitively expensive. The water depth below the pontoons ranges from 80 to 340 feet (25 to 105 m). In its marine environment, the bridge is exposed to tidal swings of 16.5 feet (5 m). The pontoons for

192-407: A majority of trips were by residents of communities near the bridge. The most represented communities were, in numerical order, Port Ludlow (8%), Port Townsend (7%), Port Angeles (6%), Seattle (6%), Sequim (5%), Poulsbo (5%), Bremerton (4%), Port Hadlock (2%), and Silverdale (2%). The questionnaires revealed that a majority of trips were to and/or from communities near the bridge. On

224-491: A site selection process. The Port Angeles graving dock was chosen for its accessibility to water and land as well as the work force. Before purchase, the National Historic Preservation Act required archaeologists to perform a review of the historical site. At that time, "there was no evidence of historic properties or cultural resources" (NEPA Re-evaluation Consultation, FHWA) and WSDOT was able to purchase

256-523: A total cost of $ 143 million (equivalent to $ 451 million today). The bridge reopened as a toll bridge , but a court ruled in August 1985 that the insurance settlement constituted repayment of the construction bonds, and since federal funds were used in reconstructing the bridge, the Washington State Department of Transportation (WSDOT) could not charge tolls after the bonds were retired. WSDOT

288-684: The Klallam language , meaning "inner harbor" ) is a 1,700- to 2,700-year-old village of the Lower Elwha Klallam Tribe located along the Port Angeles , Washington waterfront. It is located at the base of Ediz Hook on the Olympic Peninsula. During construction in August 2003 of a graving dock associated with replacement of the Hood Canal Bridge , the village's cemetery and other prehistoric remains were discovered. The construction project

320-501: The Lower Elwha Klallam Tribe championed the preservation of Tse-whit-zen. As a child, Smith had been warned by adults never to walk on or play on the site of Tse-whit-zen, as it was considered sacred by her people. She was also instrumental in gaining removal of the Elwha Dam and contributing to preservation of the Klallam language through creating a dictionary and written form. The site is

352-647: The Pacific Ocean . In 1953 he was recruited to fill the same position in the state of California , but declined, stating his wish to complete projects in Washington. In 1963, however, he resigned his Washington position to become the project director in charge of design and construction of the Bay Area Rapid Transit project in San Francisco, California . In 1990, William was granted an honorary bachelor's degree from Washington State University and recognized as

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384-675: The Quimper Peninsula . He grew up in Friday Harbor , Port Angeles , and finally Port Townsend, Washington , where he excelled in sports and graduated from high school. After attending Washington State College for three and a half years, in 1922 he began work with the Washington Department of Highways engineering department. After holding public sector positions in Port Townsend and Jefferson County, Washington , and working in

416-457: The 1930s. During the early 20th century, businesses owned by European Americans built a number of lumber mills on top of the village site at the waterfront during the expansion of the lumber industry. Because the ground was covered with 15 to 30 feet (4.6 to 9.1 m) of fill, the village and cemetery site was preserved through this period. Archaeological excavation has revealed possibly eight long house structures. Elder Adeline Smith of

448-503: The Hoko River on the Strait of Juan de Fuca into the present-day Hood Canal, and this was one of several villages throughout the area. The earliest confirmed settlement at the village site dates to 750 B.C., about the same time as the founding of Rome , Italy. This village site, which includes longhouse areas, ceremonial areas, places for fish and clam drying, was occupied by the Klallam until

480-608: The Tse-whit-zen site in Port Angeles and begin searching for a more suitable place to build. Many sites were considered but the best option to be found by WSDOT was in Tacoma, Wash. at Concrete Technology. Construction began on the new east-half floating pontoons at Concrete Technology in April 2006. Fourteen pontoons were built in four cycles at the site. Completed pontoons were floated out of

512-539: The bridge for the east-half replacement, the Washington State Department of Transportation conducted a five-day survey of bridge use in early June 1998 in order to assess closure impact and plan effective mitigation strategies. The survey was in three stages: A video camera count of traffic on weekdays (Tuesday and Wednesday) and a weekend (Friday through Sunday) to estimate average volume; the use of that video to record license plate numbers for vehicle registration addresses to assess which communities would be most affected; and

544-458: The bridge were fabricated in the Duwamish Waterway in Seattle ; during fabrication, two of the pontoons sank. When they were attached for the first time, and then towed into place and anchored, sea conditions in the Hood Canal were too severe and the pontoons were returned to a nearby bay until a better method of attaching could be devised. The structural engineers and the contractor decided

576-728: The canal just south of the bridge. This route had been discontinued after the 1961 bridge opening and the state needed to reacquire access to and restore operational conditions on both landings. During the course of the closure an additional ferry route was temporarily added between Edmonds and Port Townsend until February 1980, when it was replaced with additional Lofall–South Point runs. The Hood Canal Bridge re-opened to vehicular traffic on October 24, 1982. The temporary ferries, which had carried 3,100 vehicles per day, were retired within several days. The west portion replacement had been designed and constructed in less than three years using $ 100 million in federal emergency bridge replacement funds at

608-480: The design was faulty. A new contractor was hired and the design modified. It was decided to use a large rubber dam between each of the two pontoons as they were attached, clean the concrete surfaces of all marine growth, epoxy , and tension them with a number of cables welded to a variety of attachment points. This system seemed to work from when the bridge opened in 1961 until the disaster of 1979. The eastern approach span weighs more than 3,800 tons (3,400 tonnes) and

640-451: The graving dock in Tacoma and transported to Seattle for outfitting at Todd Shipyards. Outfitting included adding all electrical and mechanical parts, connecting the pontoons into sections, and building the roadway on top of the pontoons. Another three pontoons, built during the west-half bridge replacement in the early 1980s, were retrofitted in Seattle. In planning for a prolonged closure of

672-410: The mailing of a questionnaire to the registered owners of those vehicles seeking information on trip origin, destination, and purpose, and choice of travel alternatives during a bridge closure. The video count produced a weekday average of 14,915 trips/day and a weekend average of 18,759 trips/day. Peak volumes reach 20,000 vehicles on summer weekends. The vehicle registration information indicated that

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704-462: The old pontoons of the east-half to be cut away and the new pontoons floated into position, cabled together and connected by cables to large anchors on the sea floor. The transition spans and center draw span were also replaced during this closure. The bridge reopened June 3, 2009. The pontoons and anchors for the bridge could not be built at the bridge site due to space and facility limitations. WSDOT evaluated different sites at which to build during

736-475: The pontoons of the western half had broken loose and sunk, despite the drawspan being opened to relieve lateral pressure. At the time of the failure, the bridge had been closed to highway traffic and the tower crew had evacuated; no casualties resulted. Evidence points to blown-open hatches allowing flooding of the pontoons as the cause of the sinking. Efforts to repair the bridge began immediately and Washington Secretary of Transportation William A. Bulley secured

768-496: The preservation of remains and artifacts already uncovered by the construction. As a result of a legal settlement with Washington State, the tribe received the land of the village site, as well as $ 2.5 million to build a cultural center or museum at the site. The tribe intended to begin construction around 2012. The Lower Elwha Klallam Tribe occupied the village of Tse-whit-zen for more than 2,700 years, according to radiocarbon dating . Their territory extended from this area along

800-703: The private sector in Oregon and California , he was recruited by Washington Governor Arthur B. Langlie to head the state's Department of Highways. As the Director of Highways in Washington state (1949–1963) he oversaw the design and completion of some of the state's most ambitious transportation projects including the Astoria–Megler Bridge a 4-mile (6.4 km) span that crosses the Columbia River near its mouth at

832-679: The site and begin construction. Within the first two weeks of construction, artifacts were found from an ancestral burial ground from an ancient village called Tse-whit-zen . WSDOT stopped all work on the site, and a government-to-government consultation process began among the Lower Elwha Klallam Tribe , WSDOT, the Federal Highway Administration, the Army Corps of Engineers, and the State Historical Preservation Office. On August 14, 2006, WSDOT agreed to donate

864-615: The site to the Lower Elwha Klallam tribe, rebury all remains uncovered, and pay $ 2.5 million in damages. It is believed that this discovery may be documentation of the first time that Natives and non-Natives began to interact on this shore. These historical findings will be investigated thoroughly by the Lower Elwha Klallam Tribe and archaeologists. On December 21, 2004, Governor Locke and Secretary MacDonald announced that WSDOT would stop pontoon and anchor construction at

896-665: The weekend 48% of westbound trips originated on the north and central Kitsap Peninsula , with 88% of the destinations in areas near Port Ludlow, Port Townsend, Sequim, and Port Angeles. For weekday trips, nearly 55% of westbound trips originated in northern or central Kitsap County with 90% of the destinations in the Port Ludlow, Port Townsend, Sequim, and Port Angeles areas. A large number of eastbound weekday morning trips appeared to be for commuting purposes, with 92% of those trips originating in Port Ludlow, Port Townsend, Sequim, or Port Angeles, and 60% with central or northern Kitsap County as

928-452: The western approach span weighs more than 1,000 tons (907 tonnes) The Hood Canal Bridge suffered catastrophic failure in 1979 during the February 13 windstorm . During the night, the bridge had withstood sustained winds of up to 85 mph (137 km/h) and gusts estimated at 120 mph (190 km/h), and finally succumbed at about 7:30 a.m. on February 13. The western drawspan and

960-581: Was a civil engineer who played a major role in the development of the transportation infrastructure of the West Coast of the United States during the latter half of the 20th century. William A. Bugge was born in Port Hadlock, Washington to Samuel M. & Amelia (Bishop) Bugge, his father a Norwegian immigrant and his mother the daughter of immigrants from Great Britain and some of the earliest settlers on

992-519: Was abandoned at this site because of the importance of the find, as the village was intact. It is the largest pre-European contact village site excavated in Washington State. Archaeological excavation has revealed more than 10,000 artifacts and more than 335 intact skeletons. The Washington State Department of Transportation decided to halt all construction efforts related to the graving dock on December 21, 2004. Since then it has worked to ensure

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1024-441: Was ordered to stop collecting tolls on August 29. In a project that lasted from 2003 to 2009, WSDOT replaced the east-half floating portion of the bridge, the east and west approach spans, the east and west transition spans, and the west-half electrical system. The total cost of the project, about $ 471 million, was paid for by state, federal and agency funds. The project required the bridge to close to traffic for five weeks to allow

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