This alternative includes a rehabilitated bridge on the Yellow Center alignment for motorized vehicles combined with a bicycle/pedestrian bridge on a separate alignment to the north. The 39-foot cross-section for the motorized vehicle bridge includes two 12-foot lanes with 6-foot shoulders to allow traffic to pull over so emergency vehicles can pass through.

The bicycle/pedestrian bridge will be 23 feet wide, with 20 feet for bicycle/pedestrian use and 1.5-foot railings. Its alignment will extend from the Springwater Trail on the east side, above the parking lot of Sellwood Riverfront Park, over the river to north of Staff Jennings, and across Highway 43 to connect to a Riverview Cemetery access road as recommended by the Bicycle/Pedestrian Working Group. Ramps from the bicycle/pedestrian bridge will also connect to the Greenway Trail on the west side.

The alternative incorporates a roundabout interchange for connection to Highway 43 because the separated bridges remove conflicts between free flow vehicle movements and bicycle/pedestrian movements.

The two bridge types that will be studied for the new bicycle/pedestrian bridge in the draft EIS (the existing bridge will be rehabilitated for automobiles so a bridge type selection was not needed):
Moderately priced Bridge Type: Stress-Ribbon
Higher-priced Bridge Type: Cable-Stayed

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This alternative is a 57-foot wide cross-section on the Yellow Center alignment, including two 11-foot lanes, two 5-foot shoulders/bicycle lanes, and two 10-foot sidewalks. It is paired with the roundabout interchange to provide a comparison of operations in a roundabout with and without bicycle/pedestrian movements (between Alternatives A and B). 

This alternative will be evaluated with a detour bridge north of the bridge, as well as with and without a Phase II seismic retrofit.

This alternative would rehabilitate the existing bridge, so no bridge type choice was required.

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This alternative includes a double-deck bridge replacement on the Yellow Center alignment. The 45-foot cross-section on the upper deck for motorized vehicles includes three 12-foot lanes with 3-foot shoulders (the minimum width in American Association of State Highway and Transportation Officials guidance). The lower deck will provide a 20-foot shared use path for bicycles and pedestrians. It is paired with the trumpet interchange because this alternative also separates bicycles and pedestrians from the interchange and avoids conflicts with free flow vehicle movements.

This alternative will be evaluated with and without a detour bridge to the north.

The following bridge type will be studied for the double-deck bridge in the draft EIS:
Higher-priced Bridge Type: Through Arch

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This alternative is a 64-foot wide cross-section on the Yellow South alignment, including two 12-foot lanes, 6-foot shoulders/bicycle lanes, and 12-foot sidewalks. It is paired with the signalized intersection.

This alternative will be evaluated for staged construction to maintain traffic across the river during construction.

The two bridge types that will be studied for this alternative in the draft EIS:
Moderately priced Bridge Type: Delta Frame
Higher-priced Bridge Type: Deck Arch

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This alternative includes a 75-foot wide cross section on the Pink/Teal hybrid alignment. The cross-section is comprised of two 12-foot travel lanes for cars and trucks and two 12-foot lanes dedicated for transit vehicles combined with an 8-foot shared use path on one side and a 16-foot shared use path on the other side. It is paired with the signalized intersection. 

The two bridge types that will be studied for this alternative in the draft EIS:
Moderately priced Bridge Type: Box Girder
Higher-priced Bridge Type: Through Arch

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State and federal regulations require the evaluation of the No Build Alternative in an environmental impact statement. The No Build Alternative provides a baseline against which to measure and compare the effects of all of the project’s Build alternatives. This baseline helps decision-makers assess what would happen to the environment in the future if nothing were done to address the problem that the project is designed to solve.

Under the No Build Alternative, the existing infrastructure would remain the same and the bridge would continue to operate as it does today. The bridge, west-side interchange configuration, and east-side bridge approach would not change. The existing bridge cross-section (31 feet wide with two 12-foot-wide travel lanes and a single narrow sidewalk with light pole constrictions) would remain.

The No Build Alternative is not hte same as taking no action at all. An estimated $54 million in repairs and maintenance is needed just to maintain the existing structure as it is for 20 more years.