Page 175 - TransportationPlanUsetsGuide

Table 3�16: Enhanced Bikeways in Urban Washington County
Approximate Extent
Road Jurisdiction From To Type of Facility
(centerline miles)
SW 155th Ave City of Beaverton Rigert Rd Sexton Mountain Dr Raised cycle tracks 0.3
Westview High
NW 185th Ave Washington County West Union Rd Buffered bike lanes 0.6
School
Evergreen
NE Brookwood Pkwy Washington County Cornell Rd Multi-use paths 1.6
Pkwy
NW Evergreen Rd Washington County 25th Ave Brookwood Pkwy Buffered bike lanes 1.8
Oregon Highway 47 ODOT Pacific Ave B St Multi-use path 2.0
SW Scholls Ferry Rd Washington County Roy Rogers Rd Teal/Horizon Blvds Buffered bike lanes 1.3
SW Tualatin- Washington County Baler Way Teton Ave Buffered bike lanes 3.0
Sherwood Rd
NE Veterans Dr City of Hillsboro 28th Ave Brookwood Pkwy Raised cycle tracks 0.8
Total 11�4

Table 3�17: Arterial/Collector Bikeway Coverage, Rural Washington County
Lane miles: % of rural Washington County
Rural area area total Maintained
Bike lanes on both sides of road 6 1% 0
Bike lane on one side of road 0 0% 1
Shoulder suitable for bikes (both sides) 134 19% 66
Shoulder suitable for bikes (one side) 9 3% 2
No separated bikeway facilities 532 77% 466
Total mileage of arterials/collectors 681 100% 545

Bikeway Facility Needs
Bicyclists are very sensitive to the distance between destinations, so
strategies that reduce the distance between origins and destinations can
make bicycling more attractive. Mixing compatible land uses can make
biking more attractive for errands, and the creation of more direct routes
to job centers and schools can reduce the travel time between those
places by bicycle. Providing a safe, well-connected system of bicycle and
pedestrian routes, as well as other bicycle facilities, can significantly
increase bicycling. The National Bicycling and Walking Study found that
“cities with higher levels of bicycle commuting have on average 70 per-
cent more bikeways per roadway mile and six times more bike lanes per
arterial mile.” Equally important is how well connected available bikeways and bike lanes are. Gaps in the system of bicycle
routes, and obstacles such as tunnels and bridges, can make bicycling much less feasible.

The County’s major streets evolved from “farm-to-market” roads at a time when principal markets and employment centers
were located in Portland. The resulting system primarily serves east-west travel needs. This historic trend, as well as topo-
graphic conditions, has resulted in a street pattern that, for the most part, has not developed into an interconnected, grid pat-
tern. Grid pattern street systems provide multiple routes for bicycle travel on parallel roadways, some of which typically carry
lower traffic volumes with lower travel speeds, making them particularly suitable for bicycle travel. Although the County has
undertaken an ambitious program to improve the road system in recent years, it continues to lack adequate peak-hour capac-
ity, and includes many substandard roadways that are more costly to maintain than roads built to County and city design stan-
dards. Because of the lack of north-south routes, the County’s road system does not serve demand for north-south travel well.

PART 3: TRANSPORTATION MODAL ELEMENTS 155
Effective November 27, 2015 • Updated December, 15 2016