Starting the week of October 7th, crews working for NW Natural cut through the sidewalk on the west side of SE 76th Avenue at SE Morrison Street to install new gas regulators. The utility company will place the natural gas equipment below ground in protective enclosures consistent with City of Portland requirements.
This work will replace an existing natural gas vault on the north side of SE Morrison Street across SE 76th Avenue from the work site. The older equipment is located in the planting strip between the sidewalk and the curb at the base of a mature tree. The project underway will update the existing gas distribution infrastructure in the area, providing a modern and reliable fuel delivery system.
This work will involve demolishing the sidewalk in select areas and excavating a pit deep enough to contain equipment. Crews will install access ports for maintenance and pour new concrete to restore the sidewalk. Some in-road work may occur as workers connect the new regulators to gas lines and decommission the older equipment. Pedestrians walking in the area should use the east side of SE 76th Avenue until NW Natural completes work. Motorists and cyclists may need to navigate around heavy equipment working in the roadway at times during the project.
Sidewalk markings for a gas regulator painted on the west side of SE 76th Ave in October 2022
Update October 25th, 2024: NW Natural crews staged new gas regulator assemblies next to the open trench along the west side of SE 76th Avenue at SE Morrison Street. The two cement vaults are sitting below street level awaiting placement of the new gas main piping.
Update November 8th, 2024: NW Natural crews installed new gas regulator assemblies into their vaults. Soon they will place the concrete vault lids and reconstruct the surrounding sidewalk.
Update December 16th, 2024: Cement masons have completed sidewalk reconstruction over the new NW Natural gas regulator vaults on the west side of SE 76th Avenue at SE Morrison Street.
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A group of 43 residents of the North Tabor neighborhood signed their names in opposition to the 2020 zoning change that has ushered in several apartment projects without off-street parking. The group feels the street parking congestion will create unsafe conditions for pedestrians and cyclists using the east/west greenway running through the neighborhood. Representatives of the neighbors addressed the Portland City Council on September 25th, and the North Tabor Neighborhood Association Board penned an open letter to city officials. The letter called for a pause of development in the North Tabor neighborhood and to prioritize their listed safety concerns. However, during a July 10th Public Meeting, resident comments about the 32-unit apartment building in question surfaced concerns other than vehicle storage. Additionally, curbside parking space is not yet at capacity in the area.
The existing three houses to be demolished looking southeast from NE 57th Ave and Flanders St
Kent Family Holdings plans to demolish three 100-year-old homes and one modern accessory dwelling unit (ADU) along NE 57th Avenue to construct an apartment complex offering 32 one-bedroom units split between two buildings. The three-story structures share a central courtyard area. The apartment complex features a ground-floor common room, leasing office, secure bike storage area, and trash room. People will access eight units from the main level, with the northern four having doors opening onto NE Flanders Street. Residents will access the upper 24 units by two courtyard stairwells attached to the southern structure. The buildings have dual walkway bridges linking each building’s open-air hallways on the second and third floors. All apartments have washers and dryers in the unit.
The Kent Family Trust began purchasing homes on this block in 2018, with the 1904-built corner home at 332 NE 57th Avenue. In 2020, they bought 320 NE 57th Avenue, which was nearly 100 years old but included a 2015-era detached ADU in the back. By 2021, they owned the 1910-built single-family home at 312 NE 57th Avenue. Then, in August 2023, the property owners requested an Early Assistance meeting with the city seeking guidance on a proposal to demolish three existing structures and build a 28-unit apartment building. The initial design included a courtyard, community room, and a tuck under parking lot.
Ground floor sitemap from Land Use 24-040947 Adjustment request
A year after consulting with the city, Kent Family Holdings submitted building permit applications for a development with four more units than first proposed and no onsite parking. This change to forgo on-property parking aligns with Portland’s goals to maximize housing in increased-density zoned areas with access to transit, bikeways, and resources within walkable range of people’s homes. However, some area residents rallied around a shared concern over street parking conditions. City staff upsized the zoning in this section of Portland to Residential Multi-Dwelling 1 (RM1) several years ago. This classification allows for low-scale multi-dwelling development up to three stories tall but smaller in scale than the Commercial Mixed Use 2 (CM2) zoning to the north and south of the property on NE Glisan and E Burnside Streets. The housing density recently built in response to the nearby CM2 zoned areas lacks onsite parking and has added hundreds of apartment units within a mile radius of the site. Residents have observed more vehicles parked on side streets as buildings fill with new tenants. The neighborhood group opposed to continued apartment development between the CM2 zones says that rapid growth in housing density has impacted livability and safety through constrained on-street parking. They expressed concern over their narrow streets and fear that cars will hurt non-motorists in this densely parked environment.
Portland Maps image showing site outlined in red on a zoning map
Parking issues often surround new housing developments when they deliver density at any size. Infill development will sometimes remove garages and driveways in favor of adding more residences to a lot, requiring street parking to meet residents’ needs. Recent changes to Oregon and Portland rules around zoning have removed many of the onsite parking requirements for housing and allowed multiunit construction on almost every residential property. As legislators intended, these changes have sparked new homes built in yards of existing houses. It has also incentivized the demolition of smaller structures to make way for new multiunit housing that uses more of the available land. Governments have limited ability to build new housing and rely on zoning code changes to convince private investment to create more inventory where planners feel the environment can support it. In Oregon, where regulations limit urban growth, cities must accommodate population growth through redevelopment instead of wider expansion. A prolonged housing shortage in Portland and constrained expansion have led to these zoning updates at a speed greater than some residents feel comfortable with.
NE 57th Ave and Flanders St looking south to apartments on E Burnside
Personal vehicle storage is often the first conflict experienced in rising density as it is a tangible concern for people to focus on. Navigating Portland without a car is more accessible than many places in the country. Still, it is not without challenges, and having access to a vehicle helps people secure better employment opportunities away from transit lines and facilitates the multistop trips families with young children of ten make. However, parking alone is not the only concern people have with redevelopment, and street parking in many Eastside neighborhoods is not at capacity. Some of the NE 57th and Flanders project’s online Public Meeting participants expressed other concerns besides parking. Some attendees said they preferred row housing because that would have created “family-sized” housing similar to what is already there. Another meeting attendee expressed his opinion that the renters of these apartments would not be members of the community, only living there for a few years and moving on. The national average for apartment turnover among renters is around two years, according to some estimates, but that varies by city and does not account for people who relocate within the same neighborhood. Also, community contribution is not definable by the duration of residency.
The group attending the meeting challenged the profit motive of the developer who is building a market-rate complex. The development team acknowledged the motive and noted that for-profit projects create the majority of new housing in Portland and are the primary builders of improved sidewalk infrastructure. The lack of an adequate sidewalk network was one of the community’s safety concerns. The builders also explained that this project will meet Portland’s Inclusionary Housing requirements with a percentage of units reserved as affordable to people earning below 80% or 60% of the Median family income (MFI). The city bases the number of units reserved on the income cap percentage a developer selects. A developer reserves 20% of units at 80% MFI or 10% of units at 60% MFI.
NE 57th Ave and Flanders St looking north to apartments on NE Glisan St
Although recent neighborhood efforts have targeted this 32-unit apartment project, they acknowledge this is just one of many developments contributing to their angst. The combined number of units constructed and planned in their area has some people in this neighborhood feeling like they are facing an undue burden as the city addresses the housing crisis. The neighbors hope to change the zoning to its previous level or, as one meeting participant put it, pay him a million dollars to move elsewhere. Many other Portland residents share his sentiment as they see property values rise and neighborhoods change, creating more redevelopment opportunities as they sell. The zoning changes in Portland do not force people to redevelop their property. However, their neighbors can and often do for the financial benefit it brings. Zoning can reduce the conflict between adjacent property owners who have different objectives for their properties, but planners do not intend zoning to be static; changes will happen as demand in the city calls for new density. The real estate market and property owners decide how fast the neighborhood redevelops to meet the new zoning standards.
NE Glisan St at 56th Ave with several newer multiunit developments
Frustration over changing parking conditions is understandable, particularly when people can no longer reliably park in front of their homes and have to walk a block or more. People often own cars and need to park them on the street if that is their only option. However, congested parking on streets is not necessarily unsafe. Narrow roads encourage drivers to travel slower, reducing the dangers for people walking and biking in the area. Some commuters cut through smaller streets to save time when heavy traffic jams primary routes. However, narrow and crowded side streets are less appealing to them because the slower speeds needed to navigate car-lined streets negate the value of the shortcut. Reducing through traffic in an area can increase safety.
This tension between residents and land use changes is a product of the transitional times cities face. Population growth demands new housing, and environmental goals have depreciated the value personal vehicles bring to society. Additionally, alternative transportation does not meet enough travel needs for all Portlanders, making cars a continued part of people’s lives. It is unknown if the North Tabor neighborhood’s call for a pause to development will find support in City Hall. Many of the concerns expressed have not occurred yet. As the zoning stands, builders in this area have permission to create the residential density officials are asking for as city leaders try to stabilize rising rents through rightsized housing inventory.
Article and photos by
Jacob Loeb
Main article rendering from Land Use 24-040947 Adjustment request documents
In mid-August, residents began moving into the newly completed Montavilla 80 Apartments at 241 SE 80th Avenue. This three-story, 11-unit multifamily building is the tallest residential building in the surrounding blocks and offers convenient access to the historic Montavilla downtown. The modern-styled building features a double-gabled roof evenly split over conjoined rectangles framing the second and third floors. Designers of this structure worked to create housing density that architecturally responds to the nearby two-story single-family homes while providing a warm home with communal space for residents.
Main floor hallway with Portland posters on display
This apartment building is the first multifamily development over five units for the out-of-state developer. Consequentially, the building avoids the institutional bland features sometimes seen other midsized apartment buildings. The leasing agent, Eseta Taufoou with KJK Properties, explained the property owner wanted a building that reflected Portland through the color pallet he used in public spaces and artwork hanging in the hallways. He chose natural woodgrain cabinetry that reflects the Pacific Northwest character and installed pet-friendly flooring in each unit’s living rooms. Although fitting 11 units on a single lot required designers to use modest floor plans, the owner built the property with stacked laundry facilities in each unit, and designers placed additional storage wherever possible.
Secure bike, storage, and mail room
Residents can reserve secure lockers in a main-level room for extra storage capacity. That room doubles as the building’s mailroom. A keypad-protected external door allows postal workers and delivery people to drop packages in this safe location for added parcel security. Some of the steel cages in the room include wall-mounted bike hangers, making this one of the most secure communal bike storage rooms in the area. Quality bike parking is ideal for this apartment building located on the new 70s Greenway that extends along 80th Avenue as a priority pathway for pedestrians and cyclists.
The three ground-floor units have external entrances accessed from each side of the building, with one having additional access to the internal hallway. Ground units are accessible for people with special mobility needs, and under-sink cabinet doors are removable for wheelchair access. The front door opens onto a hallway that leads halfway back to a staircase used by residents of the upper levels. The second and third floors share a similar floor plan. Each upper story contains a pair of single-bedroom and a pair of two-bedroom apartments. The top floor units have vaulted ceilings. Each unit has a mini-split heating and air conditioning unit for the main room and Cadet Wall Heaters for bedroom heating.
Eseta Taufoou said that the development team did an excellent job placing windows in places with decent views that avoid looking into neighboring buildings. Many early renters have gravitated to the back units with views looking west. She believes it is primarily to avoid the street view but noted that the church across the street offers free showers and food for the houseless. Taufoou always discloses neighboring land use to potential renters but says most Portlanders looking at the units seem accepting and have not voiced concern.
Building residents can access a shared backyard with seating and a small covered porch. Landscapers will return to plant grass and add string patio lights to the secluded outdoor space. Building trash and recycling are stored in an externally accessible locked room, keeping smells contained and people from picking through containers.
This building is the most recent development taking advantage of the Residential Multi-Dwelling 2 (RM2) zoning near the SE Stark Street commercial corridor. That designation encourages three to four floors of housing built to an urban scale but blending in with smaller-scale zoning. The Montavilla 80 Apartments stand as a prime example of housing density that meets Portland’s goals for efficient land use that also responds to the existing built environment. It is next to smaller apartments built decades ago along a street that was once part of Portland’s streetcar network, where this type of density naturally occurred. KJK Properties is running leasing promotions this fall, and Eseta Taufoou hosts reoccurring open house viewings on Saturdays. You can reach her by text or phone at 503-734-7881 to schedule a viewing or hear about available units. She speaks English, Spanish, Greek, and Tongan.
Central stairway with mustard colored accent walls and natural light
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On September 23rd, Sunshine on Glisan Coin Laundry & Cleaners closed for a multi-week renovation. Crews removed several old machines and used jackhammers to break up interior concrete at 7914 NE Glisan Street. Over the last year, the business’s new owner, Nader Fakhry, replaced aging machines and other systems to improve operations and upgraded washer capacity for the patrons who rely on this business for household washing needs.
Fakhry purchased the laundromat on NE Glisan Street in 2023 after several years running Alpine 24 Hour Laundromat on N Lombard Street. He registered both businesses under the Splash and Relax Laundromat name. However, Fakhry has no plans to change the name because he believes that it is essential that customers continue to see the traditional name of their trusted laundry facility. He wants people to feel confident returning to his business and has taken a paced approach to upgrades. Over the last year, customers have seen systems swapped out and payment options expanded. During the business’s transition to new equipment, customers would use one of several cashless payment systems, including the in-store loyalty program Fastcard, the Speed Queen app, or credit cards, depending on the machines available. The business owner’s gradual upgrades have created some inconsistency between units using old or new payment options, but those should dissipate when renovations are complete. The move to all Speed Queen equipment will enable people to use smartphone apps to track washer progress and not need to wait inside the laundromat.
When Fakhry took over the Sunshine Laundry, most machines were 20-pound capacity washers, similar in size to units found in people’s homes. Previous owners installed those shorter units on a large concrete platform in the center of the building that put washers at an ergonomically advantageous height for loading. The business owner is transitioning to new, larger capacity machines, some of which they installed during a March refresh, and others will be part of this latest renovation. The modern Speed Queen equipment supports loads ranging in capacity from 40, 60, 80, and 100 pounds. The larger equipment sits higher off the ground and will not work on the old raised platform.
Consequently, demolition crews are removing the concrete island in the center of the floor. Fakhry explained that this lowers the taller washers back to a reasonable height and allows patrons better movement between the washers and dryers without traveling the length of the laundromat to navigate around the podium. With the floor open, crews can upgrade the existing drainage system to higher capacity pipes needed for the bigger washers. Cement masons will need to increase the floor slab’s thickness in areas to support the heavier 100-pound equipment. Those are some of the largest capacity washers in Portland, and they can process five times the clothes as a home-sized unit.
Renovations at this nearly 100-year-old building were inevitable as the past owners retrofitted it for this use decades ago. MacMarr grocery stores built this storefront in 1930 under the old street numbering system. The City originally addressed the building as 1979 E. Glisan Street before the great renumbering of Portland. A few years later, before 1935, Safeway purchased the MacMarr Stores chain. It remained a Safeway store into the 1950s. Around 1961, the property’s owner converted the building to support a coin-operated laundry. At one point in the late 1970s, the laundry’s name was “Laudrymat Village” before other owners changed it to modern variations of the current business’s name.
With the laundromat’s long history of serving residents who need access to washers and dryers, its temporary closure will likely disrupt people’s lives and require them to visit other locations. However, these renovations will enable this business to grow to meet modern laundry needs while supporting programs people depend on. The pre-existing Fastcard system will remain with new, more secure cards, giving people $22 in credit for every $20 loaded on the card. Future equipment upgrades will also allow mobile tap-to-pay and direct credit card payments. Larger machines allow for more efficient service for all users, and they can also attract customers who have at-home machines but need larger capacity for bulky items or faster washing. Nader Fakhry plans future updates to expand his business’s wash and fold service and continue his equipment modernization efforts. Construction could take two to three weeks for contractors to complete work. Watch this article for updates on the reopening of this affordable neighborhood laundromat.
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On Tuesday, September 3rd, Portland Parks & Recreation (PP&R) will begin repairs to the Mt. Tabor Dog Off-Leash Area to address erosion concerns. This approximately three-week project requires crews to temporarily close portions of the canine recreation area as they install erosion control measures near the SE 68th Avenue entrance. PP&R anticipates crews can maintain visitor access to the eastern portion of the dog off-leash area during construction but encourages people to follow posted signs regarding access.
SE 68th Avenue entrance
The September project will address ongoing erosion and instability issues and revegetate the center portion of the off-leash area. Crews must remove debris that slid down the hillside, piling up against the southern fence and impacting the SE 68th Avenue entrance accessed by the public street in the center of Warner Pacific University’s campus. New fencing will protect the dog off-leash area and preserve the hillside by improving stormwater handling while maintaining the health and stability of the park’s ecosystem.
Eastern Off-Leash Area entrance
PP&R timed this work ahead of the rainy season in hopes it will prevent further erosion and improve conditions for the dogs and people using this park resource through the winter. At the end of the project, parkgoers should see enhanced access to the Mt. Tabor Dog Off-Leash Area and enjoy improved conditions within its fenced boundary. People with dogs can access the eastern Off-Leash Area entrance from SE 70th Avenue. A pathway through the park guides visitors to the gated entryway. City staff ask for the public’s assistance during construction to keep people and pets safe. They instruct visitors to follow directions on all posted closure notices, keep pets under their control, and stay clear of construction areas.
Correction: An earlier version of this article misidentified the eastern entrance
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BW Construction plans to add three sub-1,100-square-foot townhomes behind the small 1953-era home at 7820 SE Salmon Street. The father-daughter development and construction team purchased the 638-square-foot home in May 2023 and will create a four-home condominium property, preserving the original north-facing building. Each rear row home will face east, and residents will access the houses from a walkway running along the side of the tree-lined yard.
Jennifer Kosta Walsdorf is the registered owner of the property, and James Kosta’s BW Construction company manages building activities. Each new home will offer three bedrooms with a stacked laundry closet and a full bathroom on the second floor. The main level will contain a half-bathroom, along with an open-concept kitchen and living room. This project is similar to James Kosta’s other planned development for the 9144 SE Alder Street corner lot on SE 92nd Avenue.
Overhead image of 7820 SE Salmon Street from Portland Maps
Seven years ago, Kosta’s daughter began working with him. Their company often utilizes Portland’s affordable housing program that offers builder tax abatement incentives to create new homes priced in the middle of the housing market. The developers will sell units to buyers earning at or below the median family income (MFI) level for a four-person household, which is $116,900 as of April 2024. The income restriction will adjust upward for larger families. The program also caps townhome prices at $455,000 as of 2024. However, units can sell for less based on market interest from qualifying home buyers. Income limits and the sale price cap adjust annually based on median home sales and Portland Metropolitan area income reports evaluated by the US Department of Housing and Urban Development.
Kosta anticipates construction starting in October, but schedules rely on permit processing times. The front single-bedroom home will remain much as it has for the last 70 years, while its ample backyard will support additional dwellings. People should expect the new housing to come on the market sometime in 2025.
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On August 22nd, officials and invited guests gathered for the 82nd Avenue Major Maintenance Project groundbreaking ceremony. Speakers looked toward the future of the former state highway while acknowledging the decades-long work needed to achieve that vision. This collection of improvement projects along 2.5 miles of 82nd Avenue will invest $55 million towards repairs needed to increase safety and improve road conditions. Work now underway represents a significant portion of the $185 million allocated to updates along the commercial corridor, and the community has an opportunity to shape the next wave of project priorities through a survey.
PBOT provided rendering of potential 82nd Avenue streetscape after years of development and improvements to transit
Projects currently underway or entering the construction phase will deliver 14 new pedestrian crossings and eight new traffic signals. Road crews will repave four miles of 82nd Avenue, and workers will upgrade street lighting for better visibility on both sides of the street. People can expect sidewalk reconstruction in limited areas, with upgraded curb ramps to meet modern accessibility standards and stormwater handling improvements along the road’s edge. Mid-street medians and left-turn controlling infrastructure in specific locations will address safety needs while allowing customers access to businesses. In an effort to increase the tree canopy, contractors will plant trees and other foliage in medians and along sidewalks where street width and underground utility obstructions allow space.
From left to right Zachary Lauritzen, JJ Kunsevi, Jacob Loeb, Commissioner Mingus Mapps, and Rep. Khanh Pham (photo by Nancy Chapin)
The Portland Bureau of Transportation (PBOT) is hosting an online Open House to help people learn more about these projects and future enhancements planned on and around 82nd Avenue. Raimore Construction is leading work along the corridor, which will extend through Fall 2026. The current 82nd Avenue Major Maintenance Construction Schedule is available online.
Disclosure: The author of this article serves on the Building a Better 82nd Community Advisory Groupand spoke at the August 22nd groundbreaking.
Speakers seen in main photo from right to left: PBOT Director Millicent Williams, State Representative Khanh Pham, Jacob Loeb – 82nd Avenue Business Association, JJ Kunsevi – Student Representative to the Portland Public Schools Board of Education and a Senior at McDaniel High School, Jeff Moreland Sr. – Raimore Construction, and Zachary Lauritzen – Oregon Walks. Photo by Nancy Chapin
This week, crews with Raimore Construction are wrapping up work on a new, safer crossing of NE Glisan Street at 80th Avenue. Due to stormwater management concerns, traffic engineers adjusted preliminary designs for extended sidewalk corners at this location with an innovative design that could save the city money and time if used in more places. This pedestrian and bicycle infrastructure enhancement project moved from inception to construction at an increased pace thanks to the Oregon Department of Transportation’s “Safe Routes to School” rapid response grant. It funded a large portion of the work without many of the application bottlenecks that often slow government projects.
Draft design image provide courtesy PBOT
The NE Glisan Street and 80th Avenue reconstruction features several safety improvements that will help schoolchildren, pedestrians, and cyclists cross a busy roadway that is wider than most in the area. NE Glisan supported one of East Portland’s longest-running streetcar lines, and that transit use required a more significant width to support the rail tracks and other adjacent traffic. A century later, with faster-moving cars on the street, long crosswalk distances now pose an increased risk to people walking or rolling through the intersections. Children walking to Vestal School frequently use this crossing, and it will soon become part of a bicycle and pedestrian Greenway realignment that extends along NE 80th to NE Halsey Street. To improve conditions, traffic engineers looked to shorten the crossing distance with two road features that provide people outside vehicles a safer place to wait for cars to yield. Crews will install two pedestrian refuge islands in the turning lane of NE Glisan Street, allowing people to cross in two phases and only focus on one direction of cross traffic at a time. These islands provide a stopping point mid-crosswalk while also forcing turning cars to remain in the travel lanes. This street design prevents other drivers from going around turning vehicles while their view of the intersection is blocked by the motorists turning right or left.
Portland Bureau of Transportation (PBOT) staff designed the western crossing with curb extensions on the sidewalk corners to shorten pedestrian crossing distances further. These are bulbous concrete structures extending the corners into the parking lane so people trying to cross are more visible to the cars in the travel lanes. However, several topography issues threatened to remove or significantly reduce the safer sidewalk corners. A tight turning radius created by the proposed curb extensions on the northwest corner caused engineers to reduce its size. The built infrastructure on that corner now only extends two-feet into the parking lane of NE Glisan.
Northwest corner with shorter extension
The southwest corner had even more issues. Some of which dates back to Portland’s streetcar past. The NE Glisan Street rail line branched off the main track with the “Montavilla Spur” heading south to SE Stark Street. That track is still under the street in many places, and the curved rail lines run under this worksite. Removing old tracks is costly and time-consuming, and city staff try to avoid disturbing them whenever possible. That alone would not prevent the extension of a corner, but rainwater management was another concern. The city builds streets with higher centers, so water flows away from traffic and into the gutters at the road’s edge. Sidewalks also angle slightly to move water away from adjacent buildings toward the curb. When a sidewalk corner extends into the street and onto the sloped road, it has the potential to direct water back from the curb toward the building. Making the sidewalk higher often fixes this problem. However, the business’s front door leading onto this corner prevents that increase in sidewalk height. Consequentially, city engineers built the extended curb with a wide rainwater channel along the traditional gutter line, allowing rainwater to flow to the existing stormwater inlet. They then created an at-grade cutout for the crosswalk similar in design to the pedestrian refuge islands.
Southwest corner showing business front door in relation to extended curb height
The disconnected protruding sidewalk corner is relatively new on Portland streets, but its success could make safety updates less costly and easier to install. Whenever PBOT wants to extend a sidewalk corner, it currently takes complete corner reconstruction at the city’s or a developer’s expense. That work also requires crews to relocate stormwater inlets to meet the new shape of the curb. Some intersections also have underground utility lines at the street’s edge that prevent extended corners without significant expense. The disconnected protruding sidewalk corner accomplishes the same concrete protections as a traditional sidewalk, but crews can pour them on top of the road surface without disturbing below-ground obstacles. The curb ramp remains at the primary sidewalk corner, while designers placed the Truncated Domes that assist low-vision pedestrians at the edge of the extended corner. This positions all people waiting to cross in a visible spot beyond the parking lane and protected from traffic.
The new, safer crossing of NE Glisan Street at 80th Avenue could be a model for efficient infrastructure improvements. Its fast funding source is open to specific grant applications year-round, and its administrators are empowered to make quick decisions regarding an application. City staff’s creative workaround could open up more locations for safer infrastructure. If the newer pedestrian protecting design seen at the southwest corner works to keep rainwater moving in the right direction without clogging, Portland may begin using these designs in more places where cost or under-road conditions prevented them. Regardless of the citywide impact of this intersection’s design, families traveling to Vestal school, biking on the realigned greenway, and pedestrians will all enjoy a better crossing. Look for crews to complete construction in the coming weeks.
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Road crews have reduced travel lanes on SE 82nd Avenue as workers reconstruct the southbound segment of the street. This work at SE Ash Street at 82nd Avenue supports a new signalized crossing and traffic pattern change underway. Recently, utility workers and cement masons have gradually moved this project forward, completing new eastern sidewalk corners and northbound repaving earlier this year. Work will now focus on westside corner reconstruction and the installation of a more durable support base layer and curb.
Contractors working for the Portland Bureau of Transportation (PBOT) cut through the road surface at this intersection, where a gravel-supported outer lane compacted over time. They removed the existing pedestrian refuge island and paved over the center turn lane so it could act as a travel lane as crews shifted traffic away from the work zone. The new mid-street structure will offer pedestrian cutouts for at-grade crossings from both corners of SE Ash Street but prevent drivers from turning left and prohibit cars from traveling through the intersection on SE Ash Street.
PBOT provided design document
This project is part of the “82nd Avenue Critical Fixes” collection of safety improvements underway across 82nd Avenue. PBOT expects work to conclude in 2026, but crews will likely complete this segment ahead of other locations included in this package of critical fixes. This project will create planter space for street trees or other vegetation in the raised concrete median, and updated stormwater inlets will improve rainwater management at this intersection.
Drivers should be cautious when traveling past the worksite and expect to encounter roadblocks when attempting to cross SE 82nd Avenue on SE Ash Street. Pedestrians may want to cross at E Burnside Street or SE Stark Street until PBOT crews complete this new signalized crossing.
Article and Photos by
Jacob Loeb
Disclosure: The author of this article serves on the Building a Better 82nd Community Advisory Group
On September 7th, the Belmont Library at 1038 SE Cesar Estrada Chavez Boulevard closes for renovations that will more than double its size with a two-story addition to the original 1924 brick building. Demolition crews will remove portions of the building added in previous updates, clearing the way for the modern amenities seen at other voter-approved library expansions. Starting August 31st, patrons will only receive at-door service from library staff as they prepare the space for construction.
Draft renderings of Belmont Library courtesy of Bora Architecture and Interiors
Belmont Library is one of several options for Montavilla residents. Despite its modest 5,420-square-foot capacity, this branch is one of the busiest locations in the entire Multnomah County Library system. During the closure, people can visit a temporary branch at 3557 SE Hawthorne Boulevard starting Monday, September 9th. Limited services at this storefront will include holds-pick-up, Lucky Day items, all-hours book returns, and free wireless printing. Patrons can also use the recently refreshed Gregory Heights Library at 7921 NE Sandy Boulevard or the new two-story Holgate Library at 7905 SE Holgate Boulevard.
Draft renderings of Belmont Library courtesy of Bora Architecture and Interiors
Crews will create dedicated areas during the Belmont Library remodel that offer more to do than read, similar to what staff revealed last month at the Holgate Library. Children and their caregivers will find an ample interior educational play space with books, games, and other age-appropriate learning tools. Community groups will gain flexible meeting spaces with updated technology and internet throughout the facility. A teen area will provide space for homework and creative expression with access to modern technology. As with other recent library investments, new community-reflecting art will adorn the expanded building.
Draft renderings of Belmont Library courtesy of Bora Architecture and Interiors
Bora Architecture and Interiors led the design efforts for this $28 million project that will deliver an approximately 15,000-square-foot modern library. People should expect a year of construction starting next month. The builder anticipates the Belmont Library will reopen around spring 2026.
Update: A previous version of this article said the Belmont Library would reopen in late 2025 or early 2026. That timeline was updated to spring 2026.
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Neighborhood news site focused on buildings and changing businesses
