Starting January 13th, road crews will close E Burnside Street from 94th Avenue to 99th Avenue during evening hours. The Portland Bureau of Transportation (PBOT) advises street users to detour around this section of E Burnside weekday nights from 9 p.m. to 5 a.m. Work will not occur on Saturday or Sunday nights. The closures will prevent drivers from using the Interstate-205 overpass, requiring motorists to cross the freeway at NE Glisan Street or via the SE Stark Washing Street couplet. The two-week traffic disruption will conclude on January 25th.
E Burnside Street at 97th Ave
I-205 Multiuse Path south of Burnside
PBOT planned this closure to minimize disruptions as crews reconstruct E Burnside Street at 97th Avenue as part of theNE 97th Avenue Phase II and Couch/Davis StreetLocal Improvement District (LID). That project uses City and property owner funds to add sidewalks and create new road segments, restoring the city street grid in an area with long uninterrupted blocks and little pedestrian infrastructure. Project planners say this work will improve streets and sidewalks for existing residents while facilitating future housing growth in the Gateway area.
Crews working with PBOT will replace 50 aging railroad ties on the TriMet MAX light rail tracks that cross the E Burnside Street and 97th Avenue intersection. Closures will disrupt bus line 20 service, preventing travel in either direction between the E Burnside & NE 94th and E Burnside & SE 99th stops. Riders can walk through the construction area to the next open stop but should consult TriMet’s website for further alerts and to plan trips around the construction. I-205 Multiuse Path users can travel through this worksite. However, they should use caution and follow detour instructions as crews work to enhance the walking and rolling corridor as it passes this segment of E Burnside.
PBOT will work to maintain local access to residences and businesses during the project. People should anticipate delays and obey instructions on signs or from the crew on site. When completed, all users of the streets in the LID project area will have access to strong roads built with nine inches of asphalt over an eight-inch aggregate base and wide sidewalks with street trees. Work in this area will continue past these closures, and people are encouraged to keep aware of work in the roadway and changing traffic patterns.
While pursuing needed home renovations to their 1955-era house at SE 80th Avenue and Harrison Street, Ellen Flint and her husband found they would need to spend all the contingency money they had budgeted on a new sidewalk. The couple knew they would need to add that missing section of pedestrian space along their property one day. Still, they had not anticipated combining it with this current accessibility project. This needed work could have stopped before it started if not for a $12,000 padding in their budget.
The Flints moved into the corner-lot home in 2013 when most of SE 80th Avenue south of their property was a gravel road. “80th South of Harrison was still unpaved, and people would literally practice dirt bike jumps. It was a rough road there, and there was no sidewalk. It was kind of sketchy,” recalled Ellen Flint. They had a sidewalk in front of their house facing SE Harrison Street. However, 100 feet of the property just had a raised concrete curb. Their large hedge along the east side of the lot allowed just enough room for people walking to exit the sidewalk north of their home and create a worn dirt path to the corner sidewalk ramp.
Design plans for the SE 80th and Mill LID showing limited improvements around the Flint home
The street is a critical connector for families with children at Bridger School, and it would soon play a significant role in the newly created 70s Greenway for people walking or rolling. In 2018, to improve the street’s condition, the Portland Bureau of Transportation (PBOT) worked with neighbors to form a Local Improvement District (LID) on SE 80th Avenue from 100 feet north of SE Grant Street to SE Market Street. It included a section of SE Mill Street from SE 80th Avenue to SE 82nd Avenue to further help families navigate to the Portland public school. Adjacent residents in a LID pool their money with the city to build the improvements, lowering the individual costs for each property. The SE 80th and Mill LID would connect to the back of Portland Community College’s Southeast campus, where the institution constructed new sidewalks a few years prior. To the Flint’s surprise, the city did not include their home in the LID, with the project focusing on adding sidewalks to the east side of SE 80th Avenue. The LID work did reshape their sidewalk corner and added Americans with Disabilities Act (ADA) compliant curb ramps.
Ellen Flint was unsure why the city excluded her home from the LID, but she appreciated the new ADA corner curb ramps because of her mobility needs. “I’m coming up on 30 years with a variation of rheumatoid arthritis. That’s why I bought a one-level home,” explained Flint, who, on bad days, has less confidence in taking tall steps. The pedestrian connectivity added by the SE 80th and Mill LID gives her hope that she can remain in this home as the years go on. “Now I can walk to the bus, and I can walk to the grocery store, and I can walk to coffee or whatever, and stay here as long as I want to rather than have to move because I can’t function,” said Flint. However, the broken sidewalk connectivity on her property was always on her mind. “One of my priorities [when improving the house] was we need to fix the sidewalk situation.”
Cement masons finishing new SE 80th Ave sidewalk on March 5th, 2024
The Flints understood that adjacent homeowners were responsible for the sidewalk repair and installation. The LID would have also required their financial investment but with a five-year loan from the city to help pay it down over time. They are not upset about paying for the hedge removal and concrete work but felt it came at an inopportune moment. The Flints 2024 house renovations built several accessibility features for their home. They created wider hallways, allowing easier ingress and egress as they adapt to changes in mobility needs over the coming decades. “We need to be able to make it easier for us to stay here and not have an accident or be forced to sell our house and move because we can’t get into the bathroom or use the kitchen,” explained Ellen Flint.
This proactive project already had a large budget with a contingency fund for unexpected cost overruns. The project’s budget is what triggered the need for sidewalk improvements. The city code states that changes to the property that are 35 percent or greater than the assessed value of all improvements on the site will surpass the Significant Alteration threshold, and those projects have to include frontage improvements, like sidewalks. Property owners must build new infrastructure as close to city standards as possible within the existing right-of-way. For some sites, that could be curb-tight sidewalks, but in this case, there is space for a small planting strip between the existing curb and the new public walkway. The “assessed value” used in the Significant Alteration threshold calculations is less than the market value of a property. For example, a home like the Flints could have an Improvement Value of $200,000. In that case, any project with a building permit valuation over $70,000 would trigger frontage improvements.
View looking south on SE 80th Ave showing the existing sidewalk continued by the newly laid concrete.
Ellen Flint maintains a positive view of sidewalk requirements as a benefit to the community. However, she wishes the city had programs to lessen the impact on people’s finances. “I’m lucky I could pay for it,” said Flint. “I think being able to create options that don’t burden people who want to do it or who need to do it [would help].” She could see having interest-free loans for sidewalks and street repair as a way the city could help homeowners take on sidewalk installation. Regardless of how people pay for public infrastructure on their property, Flint feels investing in sidewalks is in the owner’s interest. “Anybody who’s worried about paying for [sidewalks], just take up your capitalist approach to it. They increase the value of my home. The better my neighborhood is, the more my home is worth.”
The Flints’ contractors completed home renovations and frontage improvements this summer. For the last several months, pedestrians using the Greenway have enjoyed the extended sidewalk on the west side of the street. The couple have noticed more people walking by their house and are glad they could contribute to the sidewalk connectivity in the neighborhood. With the primary work done, the Flints can now tackle the street-facing elements around the new pathway, making it even more inviting for people traveling on foot. “We’ve got this blank slate there where we can put in things like trees, and I’m really jazzed about having a little Free Library there,” said Ellen Flint. As the weather improves, look for those additions along SE 80th’s newest section of sidewalk.
Update: This article was updated to remove an inaccurate example of project cost that could trigger a frontage improvement and to replace the term “cost” with building permit valuation. Montavilla News regrets that misrepresentation.
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In late December, crews returned to SE 82nd Avenue at Ash Street, constructing a new median island to prevent left turns and provide pedestrians with safer crossing infrastructure. This mid-street raised infrastructure will contain new street trees and feature water-permeable soil cover to aid tree growth in sufficiently irrigated dirt. This in-road work is the final build phase for this intersection, where workers previously updated utilities and store water management before reconstructing the corner ramps and adding rectangular rapid-flashing beacon (RRFB) signal hardware.
PBOT provided intersection design document
To install the new median, crews cut through all layers of the road in the center turn lane and excavated several feet deep. This large trench, placed to the north and south of two street-level pedestrian median cutouts, will provide space for new soil that future tree roots can expand into as they grow to maturity. Arborists working with the Portland Bureau of Transportation (PBOT) will plant and maintain trees during their early years, watering and replacing them as needed.
RRFB request buttons and connective wiring are still needed at this crossing before PBOT can activate the signal lights. When completed, pedestrians and cyclists can activate the flashing yellow lights that indicate drivers on SE 82nd Avenue should yield. The raised median island also gives crossers a safe space to wait for traffic to stop as they travel across the five-lane road. These crosswalks at SE Ash Street are closed until workers complete the mid-street construction. During the closure, people should detour to the signalized crosswalks at E Burnside Street or SE Stark Street. Contractors are on track to complete this project in early 2025, but winter weather could push some final work to later in the year.
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Within the last few months, road crews working on a Gateway District street improvement project have created a new segment of NE Davis Street between NE 97th and NE 99th Avenues. This is the first phase of a Local Improvement District (LID) that will create an urban-scale street grid, sidewalks, and other roadway amenities ahead of expected redevelopment. The new street is closed to through traffic, awaiting asphalt surfacing work and construction of the remaining unfinished sidewalks.
During construction, affected roads are closed to through traffic, and users of the Interstate-205 Multi-Use Path must detour around the E Burnside Street connection. At that intersection, path users will receive an enhanced crossing at the curved MAX light-rail tracks on the east side of I-205, permitting cyclists to cross perpendicular to the rail for added safety. Transit trains turn a corner around a sound-wall at this location, making the older street aligned crossing harder for operators and riders to see conflicts. Additionally, the thin tires of bicycles can catch in the road-surface-depressions around train tracks if bikes do not cross at close to a 90-degree angle. Crews with the Portland Bureau of Transportation (PBOT) will also rebuild the signalized crossing of E Burnside Street at 97th Avenue that Multi-Use Path users rely on for their north-south journey. Pedestrians on E Burnside Street will additionally gain a high visibility crosswalk in alignment with the I-205 Multi-Use Path west of the freeway. PBOT will install street lighting at that crossing and along the LID area.
PBOT provided graphic
Work already completed on NE 97th Avenue from East Burnside Street to the new NE Davis Street segment has changed the appearance and function of the formally curbless road. Portland engineers have long planned to vacate stub sections of NE Couch and Davis Streets west of NE 97th Avenue, which were rendered useless due to Interstate-205’s construction blocking meaningful street-grid connections on that side of the street. Cement masons have now poured a new wide and continuous sidewalk on the west side of NE 97th Avenue. It features curb ramps for crossing to sidewalk corners at the new eastward NE Couch and Davis Streets.
Most new sidewalks constructed in this project area feature regularly spaced street tree wells in the furnishing zone between the pedestrian walkway and curb. This phase of the project will add 43 new street trees with two-year watering care and support from a contractor. Future phases will add 35 new street trees along the new streets, ensuring future high-density development in this area will include a growing tree canopy.
Drivers, pedestrians, and cyclists traveling through this area should use caution and expect full road closures during work hours. The I-205 Multi-Use Path is currently closed between E Burnside Street and SE Stark Street, with a detour directing people to use SE 94th. PBOT’s project site notes the I-205 Multi-Use Path will reopen no later than December 20th.
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Update: On November 6th, the Portland Water Bureau returned to providing 100% Bull Run sourced water to Portlanders. It can take up to two weeks before the blended water works its way through the systems after a transition, depending on location.
Article originally published on October 9th, 2024
On Thursday, October 10th, Portland Water Bureau will add groundwater from the Columbia South Shore Well Field to the city’s Bull Run-sourced drinking water. Officials are making this change primarily due to prolonged dry conditions, warm temperatures, and limited precipitation in weather forecasts. This blending comes two months after a summertime test of well-field equipment.
In past years, around this time, the Portland Water Bureau will begin blending its two water sources to ensure adequate supplies until rainwater replenishes the watershed. In some years, this occurs sooner as dry springs and early summer weather can reduce Bull Run’s supply. The October 2023 to April 2024 water year had near-average rainfall and a suitable mountain snowpack that has kept Portland’s watershed supplied for a significant portion of the dry season. However, warmer weather patterns and increased water usage have made well-water sources necessary for the regional water supply. The Water Bureau recently tested its groundwater system for 20 days to ensure pumps, treatment equipment, electronic controls, and other parts were ready for activation.
Columbia South Shore Well Field. Courtesy Portland Water Bureau
Columbia South Shore Well Fields tap into deep aquifers filled with rainwater throughout the year. The Bureau assures residents that Portland’s groundwater supply meets or surpasses all federal and state drinking water regulations. However, the Bureau’s policy is to notify the public when activating groundwater sources so sensitive water users can take precautions. It can take up to two weeks before residents receive blended water. After operators revert to entirely Bull Run-sourced water, customers can expect it to take another two weeks for the lines to clear of groundwater.
Sensitive water users can sign up at the Portland Water Bureau’s website to receive notifications regarding changes to the water system. 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.
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Recently, crews with Faison Construction fenced off Berrydale Park at 9004 SE Taylor Street for a nearly year-long renovation. On October 24th, workers disassembled old play equipment so heavy equipment could regrade the site’s ground to prepare it for a new playground design and the installation of a skatepark at the southeast corner of the 1956-era park. Work will continue through Summer 2025, when Portland Parks & Recreation (PP&R) intends to unveil the new facilities, bordered by enhanced sidewalks and illuminated by new lighting.
Crews taking apart slide in Berrydale Park’s playground
During 2021 and 2022, PP&R staff worked with the community to select Berrydale Park’s new design. Parks department leaders identified this park as an ideal location for expanding skateboard facilities and designated funds collected from System Development Charges (SDC) for the park’s upgrade. This money is not part of the city’s general fund or the park’s operating budget. Developers pay into the fund when building new structures to support the creation or enhancement of public resources. It is a way to ensure that increased density does not come at the detriment of existing neighborhood infrastructure. During planning, the proposed budget doubled, with the then Parks Commissioner Carmen Rubio increasing allocated funds to $3.0 million from an original $1.5 million budget. This increased funding allowed for a significant playground update, with pathway and lighting enhancements throughout the park.
City staff used the proposed Berrydale Park project to investigate constructing adjacent sidewalks on SE Taylor Street and 89th Avenue. However, neighbor opposition to their required financial contribution to the project caused the city to focus sidewalk work on park frontages. In December 2022, the Portland City Council amended the SE 89th Ave and Taylor St Local Improvement District (LID) proposal, removing all but one private residence and significantly reducing the scope of infrastructure upgrades. The original LID included the construction of new curbs and sidewalks on both sides of SE 89th Avenue adjacent to Berrydale Park. The LID would have also added sidewalks on the south side of SE Taylor Street from 92nd Avenue to 89th Avenue.
The Berrydale Park Improvement Project’s progress can be followed at the PP&R website. Most construction activity will occur along SE 92nd Avenue, but work extends across most of the park. By next summer, the new park should reopen with modern and desirable amenities to meet community needs.
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On Thursday, October 17th, TriMet leaders and members of Oregon’s congressional delegation gathered in a warehouse on NE Columbia Boulevard to address attendees. This celebratory event marked the $69 million public investment that will transform a former industrial site into a hub for hydrogen fuel-cell electric buses that will serve 82nd Avenue. Federal funds will help TriMet purchase the organization’s first zero-emissions buses powered by hydrogen and build the support infrastructure needed to operate the environmentally friendly fleet.
The Columbia Operations Facility is a vital component of TriMet’s transition to a zero-emissions bus fleet with a capacity for 250 buses. With a targeted completion date of 2030, the former Caterpillar Power Systems dealership site will play an essential role in meeting state and regional climate goals. The public transportation provider intends to replace its diesel vehicles over the next 15 years as it strives to operate an entirely zero-emissions bus fleet by 2040. In 2022, TriMet switched to renewable diesel for all fixed-route buses and WES vehicles. Earlier this year, they began taking delivery of new battery electric buses.
Conceptual rendering of TriMet’s Columbia Operations Facility
TriMet General Manager Sam Desue Jr. explained that the transition to zero-emissions technology will significantly impact the region’s climate goals due to the region’s sizable transit usage. “Where home to more than 1.6 million people. Our region is the 23rd largest metro area in the country and the 13th highest transit ridership,” said Desue. “As Oregon’s largest consumer of diesel, TriMet’s switch to renewable diesel made the state’s transportation industry greener. And now, with TriMet adding hydrogen fuel-cell electric buses to our zero emissions bus fleet, we will help create demand for green hydrogen hubs here in the Pacific Northwest.”
Eighty-second Avenue will become an early user of the hydrogen fuel-cell electric buses as TriMet works to convert its highest ridership, line 72, to a faster system. “The federal funding we’ve received will also help purchase TriMet’s first hydrogen-powered buses that will run along our future FX or Frequent Express bus rapid transit line, which will be coming at 82nd Avenue in the years ahead. These buses will be powered by cutting-edge hydrogen technology that will emit zero pollution into the communities that we serve,” explained Desue.
Event Speakers. Left to right: TriMet General Manager Sam Desue Jr., U.S. Representative Earl Blumenauer, and U.S. Representative Suzanne Bonamici
As a longtime advocate for improving 82nd Avenue, U.S. Representative Earl Blumenauer’s remarks focused on the opportunities these investments will bring to a transforming district. He noted the road’s history as a freight and private vehicle conduit has caused harm to the surrounding communities, but this project can make needed repairs. “Legacy highways have played a critical role in Oregon and around the country but no longer serve that purpose. They don’t work well, they’re dangerous, and they don’t invite development,” said Blumenauer. “I think we have an opportunity to transform a street that divides the region into a corridor that’s going to unite us.”
Event Speakers. Left to right: TriMet General Manager Sam Desue Jr., U.S. Representative Suzanne Bonamici, and U.S. Representative Earl Blumenauer
Funds for TriMet’s Columbia operation facility upgrades and the hydrogen fuel-cell electric buses come from multiple sources. A U.S. Department of Transportation grant from the Rebuilding American Infrastructure with Sustainability and Equity (RAISE) program provided $25 million, with another $5 million from community-initiated programs and the federal budget. However, a $39 million Federal Transit Administration contribution from its Low or No Emission Grant Program provided the bulk of the $69 million public investment. U.S. Representative Suzanne Bonamici celebrated the joint effort of the Oregon Congressional Delegation in obtaining this level of federal funding for a regional transportation project. “I understand and appreciate that it is the responsibility of the federal government to provide resources when projects are so big and so critical, and the local jurisdictions just can’t do it on their own. So that’s part of our role,” said Bonamici.
Conceptual rendering of TriMet’s Columbia Operations Facility
Closing remarks at the event recognized the enormous collection of people who contributed to this milestone and celebrated the green jobs created by this project at the Columbia facility. “We will train more operators, more mechanics at this location. This site will support hundreds of family wage union jobs,” exclaimed Desue. The site will look significantly different as new buildings replace the industrial landscape with environmentally supportive infrastructure that can improve communities across the Portland Metro area. Already, road users are seeing crews building new sidewalks, traffic signals, and road improvements in front of the TriMet facility at 4421 NE Columbia Boulevard. As TriMet readies for a hydrogen-powered future, work will continue on the NE Columbia Boulevard facility and eventually along 82nd Avenue.
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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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On September 30th, contractors working for the Portland Bureau of Transportation (PBOT) began installing speed bumps on SE Harney Street, working northward towards SE Division Street. The roughly ten-day project will connect the southwest corner of Mt. Tabor Park with people walking, biking, and rolling from the South Tabor, Foster-Powell, and Mt. Scott-Arletta neighborhoods.
Brix Paving Northwest crews will work from 7 a.m. to 5 p.m. daily to construct the traffic-calming devices on the new Greenway route. Asphalt speed bump application requires outdoor temperatures above 50 degrees Fahrenheit, so construction is weather-dependent. Crews will not need to close roads during installation. However, drivers in the area may experience delays and need to follow signage instructions and flagger directions to navigate around work sites. Motorists parking along the 60s Greenway may find some curbside spaces temporarily prohibited in spaces near construction activities.
Portland Maps image with the 60s Neighborhood Greenway route shown in blue
Street painting contractors will return to the greenway next month to apply sharrows, new crosswalk striping, and bike boxes to the road surface. Crews will also install new wayfinding signage along the route to help travelers navigate this part of the Safe Routes to School network. PBOT will daylight intersections as needed by removing some parking spaces near intersections where a stored vehicle blocks visibility at crossings.
In addition to painting and signage, PBOT plans to improve seven intersections along the new greenway. Road crews will add enhanced crossing treatments along SE 67th Avenue at SE Foster Road, SE Harold Street, SE Woodstock Boulevard, and SE Duke Street. Other intersections include SE Flavel Street at SE 68th Avenue, SE Harney Street at 72nd Avenue, and SE Division Street at SE 64th Avenue. Each of the seven intersections will receive new signage and high-visibility crosswalk striping. Workers recently completed curb ramp reconstruction at the SE Duke crossing.
Temporary enhanced crossing at SE 64th and SE Division near Mt. Tabor Park multi-use path
PBOT placed temporary crossing enhancements at SE Division Street and SE 64th Avenue as part of Portland Parks & Recreation’s new paved bike path and pedestrian accessway leading to Mt. Tabor Park. Contractors working for TriMet will reconstruct this crossing at a future date with input from PBOT staff during TriMet’s Powell-Division Safety and Access to Transit project.
When complete, the 60s Neighborhood Greenway will provide a comfortable route for people to walk and bike between Mt. Tabor Park and the Springwater Corridor. Portland has more than 100 miles of neighborhood greenways throughout the city that encourage lower traffic and low speeds for non-motorists safety while still allowing local access for people living on those streets.
Article and Photos by
Jacob Loeb
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Within project maps presented in the Portland Bureau of Transportation’s (PBOT) Building a Better 82nd Avenue 2024 Online Open House are a collection of active and longer-term visionary projects that could reshape multi-modal access in the area and help reconnect communities divided by a former state highway. The four maps covering 82nd Avenue also include proposed station locations for TriMet’s FX Bus Rapid Transit (BRT) under development for the 72 line. Several projects on the map are under construction or funded and awaiting final designs. Others represent identified needs seeking funding or general project ideas collected from community feedback that require further support before moving forward.
Since the jurisdictional transfer of 82nd Avenue from the Oregon Department of Transportation to PBOT on June 1, 2022, planners have worked to implement safety improvements and address deferred maintenance along the seven-mile stretch of a roadway designed to move people across the city. Like a freeway, its pre-2022 design segmented communities and split neighborhoods. As housing around the road became more dense and businesses took root on 82nd Avenue, conflicts between motorists and neighborhood users became pronounced, leading to fatalities. Community advocacy and leadership at all levels of government helped transfer this section of 82nd Avenue to Portland with $185 million in support funding. Many projects on Open House maps include projects funded by that pool of money, but additional financial support could come from proposed transit investments and Tax increment financing (TIF).
2024 Online Open House project maps courtesy PBOT. – These maps include projects that have secured funding and are currently underway, projects that are planned and will be prioritized based on available funding, as well as longer-term visionary projects that are in the planning stages and currently lack identified funding sources.
Montavilla residents will find many nearby mapped projects underway or funded, including pedestrian and bicycle crossings of 82nd Avenue at NE Davis, SE Ash, and SE Clinton Streets. Crews recently completed a new enhanced crossing of NE Glisan at 80th Avenue, enabling a future extension of the 70’s Greenway on NE 80th Avenue north of NE Everett Street to the future mini roundabout on NE Halsey Street. Current plans also have funding for a sidewalk extension across from Portland Community College’s southeast campus between the mid-block crossing and SE Division Street.
PBOT encourages residents and street users to review the maps and other Open House materials before participating in its survey. This feedback method is the community’s latest opportunity to guide the next wave of project priorities as the Transportation Bureau seeks new funding and allocates current resources.
Disclosure: The author of this article serves on the Building a Better 82nd Community Advisory Group and serves on the 82nd Avenue Business Association board.
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