Category: Infrastructure

Infrastructure

Crews Complete 1st Half of NE Halsey Mini-roundabout

Crews recently completed half of a new mini-roundabout along NE Halsey Street as they work to reopen NE 80th and NE 81st Avenues to car traffic. Contractors working with the Portland Bureau of Transportation installed underground stormwater management pipes that connect with relocated catch basins as part of this street reconfiguration, which includes reconstructed sidewalks and curbs. NE Halsey remains open for east-west through traffic.

Map of a roundabout intersection featuring NE Halsey Street, NE 80th Street, and NE 81st Street, alongside the I-84 Eastbound off-ramp.
PBOT provided illustration showing the NE Halsey, NE 80th, and 81st junction with mini roundabout

This work is part of the NE Halsey Street (68th to 92nd Avenues) – Safety and Access to Transit Project. It builds on substantial street safety improvements undertaken in 2024, when roadwork reconfigured NE Halsey Street between 68th and 81st Avenues, removing a lane in each direction while adding painted buffered bike lanes and a center turn lane. In this section of the project, the new mini-roundabout at NE 80th Avenue and Halsey Street will address a notoriously confusing intersection, located just before one of the three NE Halsey Street freeway overpasses. Renderings posted show that people will have access to high-visibility pedestrian and bike crossings. Rebuilt and extended corners will also shorten the crossing distance, and new sidewalk segments will guide users to pathways that lead to transit connections. When contractors complete work at NE 81st Avenue, cyclists will have access to a bi-directional buffered bike track on the south side of NE Halsey Street, extending up to NE 92nd Avenue.

Construction site showing orange traffic cones, wooden forms, and marker flags in a partially paved area during sunset.
NE 80th Ave at NE Halsey looking east on January 15, 2026

PBOT chose this intersection design to reduce crashes while keeping traffic flowing. The roundabout will slow drivers and reduce conflict points, without requiring drivers to come to a complete stop unless a cyclist, pedestrian, or other vehicle has the right of way. The infrastructure should have a lower lifecycle cost because it does not rely on electric traffic signal equipment. Buses and fire trucks can easily drive through the center of the roundabout to make tight turns when needed, improving safety without impacting critical travel routes.

Construction site with heavy machinery, traffic cones, and barriers blocking the sidewalk and road.
NE 81st Ave looking northwest on January 15, 2026

The next phase of work will restore the road surface around the new raised concrete infrastructure so eastbound traffic can travel around the southern half of the mini-roundabout and access NE 80th and NE 81st Avenues. Then, contractors can build the northern half of the mini-roundabout. Crews will continue to work at the site from 7 a.m. to 6 p.m., Monday through Friday. All driveways on these blocks will remain open for people traveling to or from the worksite. However, street users should anticipate detours and follow all instructions from crews working in the area.

A construction site featuring a newly poured concrete sidewalk, traffic cones, and road construction barriers in front of a commercial building.
NE 80th Ave at NE Halsey looking east on January 23, 2026

Article and photos by

Jacob Loeb

Promotion: Check out East Portland News as it continues to advocate for and report on outer East Portland. You will find frequently updated articles and an archive of more than 5,000 stories written over the past 20+ years alongside a robust Community Calendar of events.

Infrastructure

Reconstructed Sidewalk Corners Planned on NE Glisan

Crews working with the Portland Bureau of Transportation (PBOT) will update sidewalk corners along NE Glisan Street as part of the planned NE Glisan Pave and Paint Project, which will use pavement maintenance to restripe and reconfigure the roadway from NE 82nd to 92nd avenues. Ahead of the planned summer work, contractors will begin rebuilding crossing points to Americans with Disabilities Act (ADA) compliant standards for curb ramps and updating stormwater catch basin placement to match the new ramps and better handle rainwater runoff.

A sidewalk marked with white chalk lines and symbols, resembling a hopscotch game, alongside a grassy area and a playground in the background.
Future site of mid-block curb ramp at NE 83rd Ave leading to Montavilla Park playground

Recently added pavement markings at the “T” intersection of NE Glisan Street and 83rd Avenue indicate the placement of new curb ramps at the south corners and two mid-block ramps on the north alignment for the unmarked crosswalk. Montavilla Park and the Multnomah University campus create a long, uninterrupted block on the northern edge of NE Glisan. Up to now, anyone crossing the busy east-west roadway had limited curb ramp options. PBOT will need to enhance most crossing points along the work site that are not already updated to modern standards before major roadwork takes place, as the repaving project repairs the cuts made by the sidewalk corner and stormwater system installation at the street’s edge. People can expect that work to take place this Spring.

Sidewalk with chalk markings and numbers, adjacent to a road lined with trees and shrubs.

PBOT planners anticipate that much of the in-traffic lane work will take place in the Summer of 2026, when crews use heavy equipment to grind down old asphalt and spread a new layer of aggregate bound with bitumen to create a smoother driving surface. Contractors will repaint the lane markings in a new configuration to support painted buffered-bike lanes along the curb for much of the project length. This section of NE Glisan Street implemented alternating outer lanes used for parking or an auxiliary travel lane, depending on the time of day. Collisions occurred on this street where cars were parked, but drivers may have assumed the outer lane was clear. PBOT engineers anticipate that removing that conflict point will yield significant safety improvements with minimal impact on vehicle throughput. This work will also increase safer bike and pedestrian infrastructure in the area this year, while later project work can build on the new configuration with hardened street elements for greater safety.

Proposed cross-section diagram for 80th Ave to I-205 segment, showing lane widths for vehicles and bike lanes.
Illustration of the existing four travel and one turn lane over proposed configuration from PBOT’s NE Glisan St – 82nd Avenue Multimodal Safety and Access 2028-2030 RFFA Project Factsheet. Courtesy Oregon Metro

This stretch of NE Glisan received an Oregon Metro Regional Flexible Funds Allocation grant to add physically protected bike infrastructure sometime in 2030. The work included in the Northeast Glisan St: 82nd Avenue Multimodal Safety and Access project would require lane reconfiguration and repainting. PBOT Planners feel that this 2026 road surface maintenance presents an opportunity to save public funds by reconfiguring the street during the post-asphalt-work painting process ahead of the larger safety improvement project. By doing road marking work now in the new configuration, post-repaving, PBOT can save taxpayer funds by lessening the reconfiguration costs four years later.

A suburban street view showing parked cars on both sides, with a street sign for 'E Glisan' visible. Trees and houses line the street, and a cloudy sky is overhead.
NE 83rd Ave looking south from NE Glisan

Travelers should anticipate seeing more pavement markings on the sidewalk along NE Glisan Street from NE 82nd to 92nd avenues as planners ready the area for the rebuilt pedestrian and stormwater infrastructure. People walking in the area should anticipate detours when demolition and construction work start in the spring. Drivers in the area should expect temporary outer lane closures on NE Glisan during construction, followed by permanent outer lane closures after crews paint new lane markings. Details are available on the project website.

Article and photos by

Jacob Loeb

Promotion: Check out East Portland News as it continues to advocate for and report on outer East Portland. You will find frequently updated articles and an archive of more than 5,000 stories written over the past 20+ years alongside a robust Community Calendar of events.

Infrastructure, New Business, View of Montavilla

New Pedestrian Infrastructure Opens Around Chick-fil-A

As Portland’s first free-standing Chick-fil-A restaurant prepares to open in early 2026, pedestrians traveling around the Mall 205 area in the Gateway district gain access to wider sidewalks with street furniture offering places to rest. Recently, crews removed construction fencing around the new fast food destination at 9950 SE Stark Street, fully opening the area to street users.

Concrete seating pods and newly reconstructed sidewalk along SE 99th Avenue near the upcoming Chick-fil-A location in Portland, with trees and street furniture enhancing pedestrian accessibility.
Cluster of three round concrete seating on the southeast corner of SE 99th and Stark St

Construction work at this restaurant location began last April, triggering requirements for sidewalk and curb ramp reconstruction to meet modern standards for its Civic Main Street classification on the south and north sides of the site. Improvements to the 15-foot public right-of-way feature street trees planted between the curb and pedestrian through zone, offering a buffer between the fast-paced traffic on the SE Stark Street and Washington Street couplet. Chick-fil-A contractors installed round concrete seating pods along the property’s SE 99th Avenue frontage with a cluster of three on the southeast corner of SE 99th and Stark Street. A new traffic signal pole at the northeast corner of SE 99th and Washington Street features mounting points for future mast arms to support traffic lights, replacing the antiquated cable-hung hardware at the intersection. An additional mounting bracket at the top of the pole has a place for a new street light to further illuminate this high-volume crossing, while building-hung sconces add human-scale lighting.

Close-up of a traffic signal pole with mounting points for future traffic lights and a new street light, set against a blue sky.
Mounting points on a new traffic signal pole at the northeast corner of SE 99th and Washington St. for future mast arms to support traffic lights

The Portland building code mandated many pedestrian improvements along the three frontages of this 0.78-acre property. These upgrades serve the district as a whole as it becomes less car-centric. However, this restaurant’s patrons may depend on these updates, as there is expected to be higher foot traffic here than at other Chick-fil-A stores in the area. The Portland City Council voted in 2018 to prohibit new drive-through construction within commercial zones. Although this project is a near-complete renovation of an existing building, the structure never included a drive-through service window. This project dates back to May 2022, when the national fast food chain explored development at 9950 SE Stark Street, opting to renovate the original structure to maintain its nonconforming use of the existing site for food service. The 1984-era structure previously hosted Rax Roast Beef, Tony Roma’s, and Hooters restaurants before converting to Mystic Gentlemen’s Club and later Venue Gentlemen’s Club.

Exterior view of the new Chick-fil-A at Mall 205 showing large windows, modern lighting fixtures, and sidewalk planters.
SE 99th Avenue frontage with human-scale lighting and seating

Without a drive-through window, most motorists will need to park onsite and enter the establishment for service. Other Chick-fil-A locations have been known to create traffic jams at times as drivers queue for in-vehicle sales. At this new location, people may need to park at another location and walk over for service during peak times. To help speed up orders and clear the parking lot more quickly, operators will implement digital tools for customers. “We will be offering curbside delivery as an alternative,” wrote a store social media representative on Facebook. This will require more staff time but will allow customers to remain in their vehicles. Additionally, this restaurant features a dedicated delivery driver entrance so people can order via smartphone apps and have their food brought to them.

Exterior view of the new Chick-fil-A location at 9950 SE Stark Street in Portland, featuring signs for delivery drivers, a tree, and nearby street furniture.
Delivery driver entrance

Franchise operator for this location, Austin Morrow, has worked for Chick-fil-A since 2014. In this specific franchise model, the property, building, and equipment are owned by the corporation, with individuals competing to become the location’s operator. The “Chick-fil-A Mall 205” store will be Portland’s only location within city limits since the Lloyd Center food court location closed in 2003. Community members have mixed opinions on the opening. Some are excited for the renowned chicken sandwich provider to come in and revitalize a commercial corridor that has experienced a decline in previous decades. Others worry about the increased traffic near the Interstate 205 ramps caused by this new high-demand destination. Additional perspectives oppose the company as a whole because of the ownership’s support for organizations that oppose LGBTQ rights.

A new sidewalk and landscaping along SE Stark Street near the upcoming Chick-fil-A Mall 205, featuring newly planted trees and a clear pedestrian path.
New wider sidewalk on SE Washington St. with street trees

The operator of Chick-fil-A Mall 205 has yet to announce an official opening date, but indicated it will welcome guests soon. Regardless of the restaurant’s impact on the business district and community, the renovations of this former strip club have improved the public infrastructure on this half block. The corporate endorsement of the area could also incentivize other investments along the corridor, spurring redevelopment with infrastructure improvements and denser land use, fitting the Gateway District’s Central Commercial zoning that encourages city-center-sized projects.

Update January 18, 2026: The Chick-fil-A Mall 205 location will open from 6:30 a.m. to 10 p.m., Monday through Saturday starting Thursday, January 22nd.

Article and photos by

Jacob Loeb

Promotion: Montavilla News is supported by contributions from businesses like Greg Beddor – SEO Specialist, an Oregon based digital marketing consultancy. The company markets customer’s websites and provide SEO services to grow their business. We thank them for their support.

Food and Drink, Infrastructure

Groundwater Activated in Response to Turbidity from Heavy Rain

On December 19th, Portland Water Bureau (PWB) announced a complete switch to groundwater from Portland’s Columbia South Shore Well Field in response to higher amounts of organic material suspended in the Bull Run Watershed after this week’s heavy rainstorm. City ratepayers receive water from two primary sources that utility operators can switch between or blend together based on supply and environmental conditions. Groundwater sources are often activated by PWB during the dry summer season, as the Bull Run water supply diminishes in capacity, and they try to extend its availability by mixing the two sources. However, water from wells can take over for Bull Run if that source is threatened by wildfire contamination or by turbidity from excessive rain.

A similar event occurred in November 2022, when a massive rain event increased the flow of streams feeding the Bull Run watershed, contributing to a rapid increase in organic material washed into the supply, which takes time to settle. Almost a million people depend on water supplied by the Water Bureau. Long-term investments have added well-water sources to the City’s water supply, enhancing resiliency against weather-related events. The new Bull Run filtration facility, when it comes online, should reduce the need to switch to groundwater after storms. Federal water quality regulations require PBW to activate the extra water treatment capability by September 2027. The filtration facility will remove sediment, organic material, and other contaminants, including disease-causing microorganisms that could threaten drinking water safety.

The Portland Water Bureau assures residents that the Columbia South Shore Well Field water supply meets or surpasses all federal and state drinking water regulations. However, they make it a policy to notify the public when activating groundwater sources so sensitive water users can take precautions. Ratepayers can sign up at the Portland Water Bureau’s website to receive notifications regarding changes to the water system. In 2022, that took less than 30 days. Customers with questions should call the Water Line at 503-823-7525 and watch for updates to this article when Portland’s water system returns to 100 percent Bull Run watershed-sourced water.

Update December 27, 2025: The Portland Water Bureau reactivated the Bull Run water supply after elevated turbidity from heavy rains subside. It can take up to two weeks for the system to completely clear of groundwater and deliver 100% watershed sourced water. Ratepayers may notice a tea like color in the Bull Run water as harmless fine organic matter continues to settle within the reservoirs post storm.

Article and photo by

Jacob Loeb

Promotion: Check out East Portland News as it continues to advocate for and report on outer East Portland. You will find frequently updated articles and an archive of more than 5,000 stories written over the past 20+ years alongside a robust Community Calendar of events.

Infrastructure

City Gravel Street Service Returns to Montavilla

Starting in the middle of December, Portland Bureau of Transportation (PBOT) maintenance crews will return to the Montavilla area to grade and re-gravel unpaved residential streets as part of the City’s Gravel Street Service enacted in 2018. The program rotates crews on a three-year cycle between areas of the city, working from November through February, mostly on weekdays, from 7 a.m. to 4 p.m. PBOT last restored the gravel streets in this area during the 2022-2023 season. However, this time, workers have one less street to service since contractors working for PBOT paved NE Everett Street from NE 76th Avenue to NE 78th Avenue, reopening the roadway and new sidewalks in September 2023.

Map showing unpaved residential streets marked in a Portland area, indicating locations for maintenance by the Portland Bureau of Transportation.
Portland Gravel Street Service 2025-2026 Map

Portland has over 50 miles of gravel streets, which the City is not obligated to maintain because they were never built to the required standards for transfer of responsibility. Those neglected streets are in poor condition but remain part of the public right-of-way. PBOT offers the service without cost to adjacent residents. This program aims to keep the street grid connected without forcing the costly paving of streets that often require property owners to contribute substantial funds to a Local Improvement District. The Fixing Our Streets program is funded by a voter-approved 10-cent-per-gallon gas tax that Portlanders renewed for an additional four years in the May 2024 election. Residents living along the unmaintained gravel roads will receive a letter informing them when road crews will start work. City staff will drop off door hangers and “No Parking” signs a few days before work begins. Parking in the work area may be limited, and traffic restrictions are often necessary.

A side view of a Portland Bureau of Transportation (PBOT) maintenance truck parked on a residential street.

PBOT’s Gravel Street Service crews will fill ruts and potholes or completely regrade and gravel streets to create a smoother surface. In severe cases, workers need to remove the top layer of gravel down below the potholes. Then lay and compact new gravel on the flat base just created. However, project leaders will assess each street’s need and may not place new gravel. Most segments take about two days, but could take longer depending on the length and condition of the road. Nearby residents should prepare for dust and noise at times. However, people will always have access to their homes during the project. Crews will start the 2025-2026 graveling season in the Richmond, Hosford-Abernethy, Buckman, and Sunnyside area, before moving northward to Southeast neighborhoods north of Division Street, including Montavilla.

PBOT asks residents and drivers to look for crews working in the roadway and obey instructions on signs and from flaggers while they are re-graveling. Although the project is scheduled during business hours, in some cases, they may need to do some weekend work. Despite any short-term inconvenience, the outcome is a more functional street that should hold up for another three years until crews return in 2028.

Article and phots by

Jacob Loeb

Promotion: Montavilla News is supported by contributions from businesses like Build & Paint Portland, a trusted Portland house painting and carpentry company dedicated to renewing and improving homes in Portland. Many neighborhood homes have used this local company to refresh and brighten their homes, and they want to take special care of area residents. We thank them for their support.

Construction, Infrastructure

NE Halsey Roundabout Construction

Crews began work at the site of a new mini-roundabout along NE Halsey Street on Monday, December 8th, blocking NE 80th and NE 81st Avenues to car traffic. NE Halsey remains open for east-west through traffic, with some delays while flaggers pause vehicle flow to allow heavy construction equipment to navigate the in-street job site. Contractors working with the Portland Bureau of Transportation (PBOT) are installing underground stormwater management pipes to connect with relocated catch basins as part of this street reconfiguration, which should improve the flow of rainwater runoff in the area. Work will then progress to sidewalks and curbs.

Construction site for a mini-roundabout on NE Halsey Street with heavy machinery and traffic cones, alongside an office building.

This work is part of the NE Halsey Street (68th to 92nd Avenues) – Safety and Access to Transit Project. It builds on substantial street safety improvements undertaken in 2024, when roadwork reconfigured NE Halsey Street between 68th and 81st Avenues, removing a lane in each direction while adding painted buffered bike lanes and a center turn lane. In this section of the project, the new mini-roundabout at NE 80th Avenue and Halsey Street will address a notoriously confusing intersection, located just before one of the three NE Halsey Street freeway overpasses. Renderings posted show that people will have access to high-visibility pedestrian and bike crossings. Rebuilt and extended corners will also shorten the crossing distance, and new sidewalk segments will guide users to pathways that lead to transit connections. When contractors complete work at NE 81st Avenue, cyclists will have access to a bi-directional buffered bike track on the south side of NE Halsey Street, extending up to NE 92nd Avenue.

Map layout of a new mini-roundabout at NE Halsey Street, showing traffic flow and blocked NE 80th and 81st Avenues.
PBOT provided illustration showing the NE Halsey, NE 80th, and 81st junction with mini roundabout

PBOT chose this intersection design to reduce crashes while keeping traffic flowing. The roundabout will slow drivers and reduce conflict points, without requiring drivers to come to a complete stop unless a cyclist, pedestrian, or other vehicle has the right of way. The infrastructure should have a lower lifecycle cost because it does not rely on electric traffic signal equipment. Buses and fire trucks can easily drive through the center of the roundabout to make tight turns when needed, improving safety without impacting critical travel routes.

Road closed sign at a construction site, with barricades and construction materials visible on a wet road.
NE 81st Ave closed near NE Halsey St

Project planners anticipate up to four weeks of construction during this phase, with crews working from 7 a.m. to 6 p.m., Monday through Friday. All driveways on these blocks will remain open for people traveling to or from the worksite. However, street users accustomed to accessing NE 80th and NE 81st Avenues at NE Halsey Street should anticipate detours and follow all instructions by crews working in the area.

Article and photos by

Jacob Loeb

Promotion: Montavilla News is supported by contributions from businesses like Greg Beddor – SEO Specialist, an Oregon based digital marketing consultancy. The company markets customer’s websites and provide SEO services to grow their business. We thank them for their support.

Community, Infrastructure

A Tree-Lined Walk to School

Recently, crews working with the Portland Bureau of Transportation (PBOT) added a new line of street trees along NE 82nd Avenue adjacent to Glenhaven Park’s parking area. The new plantings occupy a 600-foot-long planting strip created by shifting the formerly curb-tight sidewalk west, closer to a mature tree line on the city park’s edge. This pedestrian update will improve the daily walk many schoolchildren take on their commute to Leodis V. McDaniel High School and Roseway Heights Middle School, eventually providing them with a tree-canopy-buffered pathway along a fast-paced road.

Parents of students walking along 82nd Avenue have expressed many concerns for safety over the years. The former State Highway has several long, uninterrupted blocks near McDaniel. Those stretches include two vehicle travel lanes in each direction, with no curbside parking to buffer sidewalk users from the heavy automotive flow. Updates to the public high school completed in September 2021 added wide sidewalks with a planting strip buffer between NE 82nd Avenue’s curb and the pedestrian zone. However, the school shares part of the frontage with Portland Parks & Recreation-owned property that was not updated in 2021. It featured narrow sidewalks pushed to the edge right next to the roadway, where wind can whip off passing vehicles and tire spray soaks walkers on rainy days.

A view of NE 82nd Avenue with a speed indicator sign showing 32 mph, a red truck parked on the side, and newly planted trees in the background.
Previous sidewalk’s curb tight alignment January 2023 (Jacob Loeb)

The sidewalk’s previous location close to the street did not seem necessary, with nearly 25 feet between the road’s edge and the tree line. Portland acquired the park in 1948 as a primarily open green space without sidewalks. In 82nd Avenue’s earlier years, it supported street parking until widening and left turn safety efforts removed parking along the road in favor of two travel lanes in each direction and a center turn lane. Aerial photos up to 1978 show a visible parking strip between the sidewalk and curb. The sidewalk’s curb-tight placement likely occurred after street widening shifted the curb west.

Aerial view of Leodis V. McDaniel High School and surrounding area, showing the school building, nearby sports field, and residential neighborhoods.
December 1957 Aerial view of Madison (now McDaniel) High School under construction with park visible (City Archives)

This sidewalk replacement project rectified a decades-old deficiency in pedestrian infrastructure around a park and school where residents value safe sidewalks. The improvement work is part of the Building a Better 82nd initiative, created to address deferred maintenance issues identified after the jurisdictional transfer of 82nd Avenue from the Oregon Department of Transportation to PBOT on June 1st, 2022. People can already use the set-back sidewalks, and as the trees mature, the pedestrian space should become a more comfortable place to walk to the park or school. NE 82nd Avenue construction in this area is ongoing with lane closures for raised median installations in some sections and sidewalk corner reconstruction. During working hours, pedestrians may need to cross the street to avoid work-site blockages. Drivers will retain access to at least one lane of travel in all directions.

By

Jacob Loeb

Promotion: Montavilla News is supported by contributions from businesses like Otter Wax, a neighborhood producer of small-batch specialty goods handcrafted in Portland. Using only natural ingredients, they make modern care products that are steeped in tradition. We thank them for their support.

Construction, Infrastructure

Sidewalk Network Grows on NE Halsey

Over the last several months, crews working with the Portland Bureau of Transportation (PBOT) have created new segments of sidewalk along NE Halsey Street between NE 84th and 92nd Avenues as part of the NE Halsey Street (68th to 92nd Avenues) – Safety and Access to Transit Project. This infrastructure work aims to enhance biking and walkability on the busy roadway, which was previously made hostile to non-automotive travel due to freeway construction projects decades ago. This long-anticipated update builds upon substantial street safety improvements undertaken in 2024, when roadwork reconfigured NE Halsey Street between 68th and 81st Avenues, removing a lane in each direction while adding painted buffered bike lanes and a center turn lane.

Construction site on NE Halsey Street with workers in safety vests and traffic cones, alongside residential houses.
Contractors finishing new curb cuts leading to driveways on NE Halsey

Although currently non-contiguous, the sidewalks will soon provide a consistent pedestrian walkway along NE Halsey Street from NE 92nd to the MAX light-rail and bus transfer station at 82nd Avenue. Cyclists will gain a bidirectional pathway on the south side of the overpass, continuing up NE Halsey Street with a connection via NE Jonesmore Street to the transit junction point on NE 82nd Avenue.

An illustration showing the design of a mini-roundabout at the intersection of NE 80th and Halsey Street, including details for sidewalk construction scheduled to begin in December.
PBOT provided illustration showing the NE Halsey Jonesmore junction with new bike track
Construction site showing new sidewalk segments being developed along NE Halsey Street, with traffic cones and construction tape visible.
Cycle track east of NE 84th leading to Jonesmore St
Construction site with orange traffic cones and caution tape surrounding a newly formed sidewalk segment, featuring a dirt area and concrete curbing.
Ramp at NE Halsey and Jonesmore St

In December, PBOT anticipates that crews will begin work on installing a small roundabout at NE 80th Avenue and Halsey Street to address a notoriously confusing intersection, located just before the east-most NE Halsey Street Bridge over I-84. Posted renderings show people will have access to high-visibility crossings for pedestrians and bikes. Rebuilt and extended corners will also shorten the crossing distance, and new sidewalk segments will guide users to pathways that lead to transit connections. When contractors complete work at NE 81st Avenue, cyclists will have access to a bi-directional buffered bike track on the south side of NE Halsey Street, extending up to NE 92nd Avenue. PBOT plans to remove some parking spaces on the south side of NE Halsey Street to accommodate the bike route east of NE 86th Avenue.

Illustration of a mini-roundabout at NE 80th and Halsey Street, showing road layout and planned sidewalk construction.
PBOT provided illustration showing the NE Halsey, NE 80th, and 81st junction with mini roundabout
Intersection view showing a newly constructed roundabout at NE 80th Avenue and Halsey Street, with completed curbs and lane markings; vehicles approaching a stop sign in the foreground.
NE Halsey and 81st junction looking east from NE 80th Ave

Contractors are actively installing new sidewalks, curbs, and driveways, with lane closures in place adjacent to the work site. One lane in each direction remains open to drivers and TriMet vehicles. Riders may need to board westbound bus service on NE Halsey at 90th (Stop ID 2459) and 86th (Stop ID 2457) from the street due to construction. PBOT anticipates minimal impact on vehicle traffic, and the Interstate 84 eastbound onramp remains open for drivers. People interested in following this project can subscribe to updates on the PBOT project website. Federal money, Transportation System Development funds, General Transportation Revenue, ODOT Bridge Program funds, and Bureau of Environmental Services funds are covering the $8,646,720 project costs.

A sign indicating the NE Halsey Street project, showing project details and timeline for improvements between 68th and 92nd Avenues, with a nearby bus stop.

Article and photos by

Jacob Loeb

Promotion: Montavilla News is supported by contributions from businesses like Greg Beddor – SEO Specialist, an Oregon based digital marketing consultancy. The company markets customer’s websites and provide SEO services to grow their business. We thank them for their support.

Infrastructure

Stark and Washington Safety Project Open House

Portland transportation officials have begun public outreach and project development for the SE Stark and Washington Street Safety Project, with an expected groundbreaking in 2028. The streetscape improvement work will focus on the SE Stark and Washington one-way couplet, from 92nd to 108th Avenues, adding protected bike lanes with enhanced pedestrian crossing points and updates to transit stops. The Portland Bureau of Transportation (PBOT) also plans to upgrade traffic signal systems at six intersections. Early design ideas consider reducing travel lanes while adding more street trees and improving pedestrian space, building on the work west of this project as part of the Jade and Montavilla Multimodal Improvements Project, which is already underway. An online Open House features detailed information on potential project elements, accompanied by a survey that will remain open through November 2025.

Map illustrating the SE Stark and Washington Street Safety Project, highlighting types of improvements such as protected bike lanes, signal upgrades, and enhanced bus stops.
Project area map courtesy PBOT

According to the posted project information, PBOT states that the four lanes of one-way traffic on both SE Stark and Washington currently accommodate approximately 2,800 vehicles per hour. However, traffic volumes during peak times do not exceed 1,700 vehicles per hour, resulting in the wide roadway being at 60% utilization. City traffic engineers consider 90% utilization on a roadway as “major congestion,” meaning these streets have excess capacity even for the Bureau’s projected 5 to 15% increase in area traffic by 2045. PBOT believes that this anticipated excess capacity will enable lane reconfigurations that reduce vehicle capacity without negatively impacting drive times beyond moderate congestion during peak usage periods. The street adjustments make way for adding curbside amenities such as concrete and parking-protected bike lanes, street trees, and shorter crosswalks.

Map indicating Vision Zero crash data along SE Stark and Washington Streets, featuring markers with numerical values representing crash incidents at various intersections.
PBOT provided graphic showing the number of serious injury crashes along the corridor from 2015 to 2022

Proposed bus platforms in the project area could receive bike lane updates similar to the ones created for the SE Division FX Bus Rapid Transit system. They may implement the same bike ramp system, which allows cyclists to travel over the extended nose of the rider loading area when not in use. This design enables the platform to extend out to the bus travel lane at a nearly level boarding height, while still allowing bike riders to maintain a relatively straight path unblocked by the transit vehicle shouldered at the stop. The area may also utilize bus-only lanes to keep buses running on time and increase transit reliability.

A section of SE Stark Street featuring newly designed curb extensions, marked bike lanes, and a bus stop. The sidewalk is wide with pedestrian crossing signage and street amenities, indicative of improvements aimed at enhancing safety for cyclists and pedestrians.
SE Division St FX Bus Rapid Transit platform with bike over lane (Jacob Loeb)

The project area includes two freeway passovers, and PBOT will need to maintain and add turn lanes required for Interstate 205 access ramps while implementing new safety features. Signal updates would replace several of the remaining cable-hung traffic lights with modern pole- and mast-arm-mounted signals that also support new bike signals. Updated signal control systems would utilize “pedestrian head start” timing to give pedestrians the walk signal several seconds ahead of vehicles, thereby reducing conflicts caused by both street users trying to enter the crosswalk at the same time. New curb extensions that push out into the parking lanes of an intersection will enhance pedestrian visibility while waiting to cross and reduce on-street crossing time. Those updated sidewalk corners will include curb ramps and pedestrian push buttons that comply with the Americans with Disabilities Act (ADA) standards.

Illustration of proposed streetscape improvements for SE Stark and Washington streets, featuring enhanced bike lanes, pedestrian crossings, traffic signals, and urban landscaping.
Rendering of possible road configuration at SE Washington St and SE Stark St at 102nd Ave. Courtesy PBOT

PBOT expects the street reconfiguration to add more amenities for transit riders, pedestrians, and cyclists. However, drivers heading to destinations in the area will gain added on-street parking on SE Washington Street and SE Stark Street based on current early designs. Planners estimate that businesses could acquire approximately 47 additional parking spaces along this corridor under a Main Street configuration. Visible curbside parking and an expanded tree canopy will help attract visitors to the area and encourage property owners to reconfigure their street frontages, placing more structures closer to the sidewalk.

Map showing recommended improvements for the SE Stark and Washington Street Safety Project, including crossing, traffic safety, bike lane, and bus stop locations, along with nearby schools and parks.
Map from the July 2017 Growing Transit Communities Plan

Project funding for this work comes from multiple sources, including $5,332,000 from Metro’s Regional Flexible Fund Allocation (RFFA), $5,030,000 from Fixing Our Streets, and $727,000 from the Portland Clean Energy Community Benefits Fund (PCEF). General Transportation Revenues, primarily sourced from user-based fees, will contribute $511,629 for ADA Ramps and $200,000 from Quick Build funds.

PBOT invites individuals interested in learning more about the Stark and Washington Safety Project to visit the online Open House and then share their perspectives via the survey by the end of November 2025.

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Jacob Loeb

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Infrastructure, Transportation

New 82nd Ave Signal Allows Left onto SE Washington

Crews working with the Portland Bureau of Transportation (PBOT) activated the new left-turn signal at SE 82nd Avenue and Washington Street on November 12th, allowing left turns at this high-traffic intersection for the first time in decades. This change is part of work underway on SE 82nd Avenue around the SE Stark Washington couplet, where PBOT added center lane medians with space for street trees and raised concrete turn lane separators.

View of SE 82nd Avenue featuring road construction with orange traffic barrels, a newly activated left-turn signal, and vehicles on the road.
New SE 82nd Ave left turn lane for southbound drivers wanting to head east on SE Washington St

The newly activated traffic light permits southbound drivers on 82nd Avenue to turn eastbound at a signal-controlled intersection where they previously needed to use an unsignalized intersection further south and navigate back to SE Washington Street. Alternatively, those motorists could head westbound on the one-way SE Stark and loop a block over to the one-way SE Washington Street, which travels eastbound. This change reduced the queue depth for northbound 82nd Avenue drivers turning west to accommodate the opposing traffic’s left turn. This compromise could create a more intuitive driving experience with well-defined left turns, road elements, and minimize the prior confusion some motorists experienced when using the one-way street couplet from 82nd Avenue.

Traffic signal at the intersection of SE 82nd Avenue and Washington Street, showing a new left-turn signal for southbound drivers.

Road crews recently completed raised center lane medians on SE 82nd Avenue north of SE Stark Street and south of SE Washington Street. These new medians provide protection for the new turn lane configuration between them and block the potential wrong-way left turns on the one-way streets. Tree wells, located in the center medians, enable the planting of up to ten new trees or other vegetation along the roadway, thereby increasing the urban tree canopy and reducing summer temperatures in the area. Cement masons finished the median concrete surface between the tree wells with red coloring and a brick pattern, which delivers a cost-effective and decorative aesthetic.

Close-up view of newly installed raised center lane medians on SE 82nd Avenue, featuring a textured red concrete surface and yellow painted edges, alongside road traffic.
New SE 82nd Ave raised center median north of Stark St with brick pattern treatment

Drivers can already use the new 82nd Avenue left turn signal to drive eastbound on SE Washington Street. PBOT will implement other signal improvements at the intersection, including bike and bus lights, as well as updates to some through traffic signals for safer right turns from eastbound Washington Street, which is part of the Jade and Montavilla Multimodal Improvements Project. Look for continued work in the area, and street users should anticipate minor traffic pattern updates at impacted intersections.

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Jacob Loeb

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