Commissioners back on‑street buffered bike lanes for 205th Avenue bridge project; staff to advance final design

Washington County staff recommended — and commissioners accepted — an on‑street buffered bike lane design with wide sidewalks as the preferred bicycle facility for the 205th Avenue Bridge Replacement Project between Gracie Lane and Catawba Road. The board reviewed two concepts on Jan. 14 and directed staff to advance the recommended alternative into final design and construction planning.

Why it matters: The project replaces a narrow, functionally obsolete bridge over Beaverton Creek, adds sidewalks and lighting, and is sized to accommodate future roadway widening. The design decision affects cyclists, pedestrians, neighborhood connectivity and right‑of‑way impacts for adjacent property owners.

Staff presented two main alternatives. The recommended option (Alternative 1) uses on‑street 7‑foot bike lanes with a 4‑foot striped buffer where pavement width allows, paired with sidewalks (6 feet on the southern approach, 8.5 feet on the bridge and north approach). The second option included a shared‑use multi‑use path on the south approach plus on‑street bike lanes across the bridge and north segment. Staff said either alternative fits the project’s available funding and that the county must balance separation, maintenance burden and continuity with adjacent corridors.

Project staff described the existing bridge as narrow and closely constrained by guardrail and floodplain conditions; the new bridge will be longer and raised above the 100‑year floodplain to improve clearance and reduce environmental impacts. The project has about $27.2 million in combined MSTIP (transportation improvement) and transportation development tax funds allocated, and staff said the project will be built so the bridge can accommodate future lane additions if additional funding and right‑of‑way become available.

Staff reported the online open house drew 116 visitors and 62 respondents; more respondents favored the on‑street buffered lane alternative. Commissioners expressed support for the recommended design. Commissioner Snyder noted the project’s role in connecting neighborhoods and regional routes and supported building the bridge to accommodate future vehicle capacity while retaining safe bicycle and pedestrian facilities. No formal vote was recorded; the board’s consensus was to proceed with the on‑street buffered bike lane alternative and continue to refine alignment and details in design.

Ending: Staff will move the recommended alternative into final design (Phase 3F), continue coordination with capital projects and ITS for lighting and drainage, and advance permitting and right‑of‑way work in preparation for construction anticipated in 2026–2027. The board asked staff to continue engagement with the neighborhood and to report back on detailed maintenance and drainage plans for the chosen cross section.