Category: Transportation

Transportation

Transit Impact on Recreational and Historic Areas Survey

As part of the 82nd Avenue Transit Project currently under development, Oregon Metro and TriMet have launched a survey to gauge the impact of station construction on recreational and historic areas along the planned Bus Rapid Transit route. Provided details and several questions focus on work to convert the existing bus stop in front of the Montavilla Community Center, at 8219 NE Glisan Street, into an FX–Frequent Express station. Additional improvements impacting the recreational center include widening the connecting sidewalk along Montavilla Park’s NE 82nd Avenue frontage.

Mosaic artwork depicting various athletic figures on the brick wall of the Montavilla Community Center.

Transit line improvements will provide faster bus service along 82nd Avenue from the Cully
neighborhood to Clackamas Town Center through a partnership between TriMet, the Portland Bureau of Transportation, the Oregon Department of Transportation, and Metro. The project offers several components that will impact 72 bus riders and street users along the route. Draft plans will transform some sections of the pedestrian zone near stations by improving sidewalks where they connect to new boarding platforms, offering covered seating, lighting, trash cans, and digital signage similar to some FX2 stops on SE Division Street.

Expanding the sidewalk width along Montavilla Park’s western edge and creating the FX station would push the property line eastward towards a row of mature trees, making 1,300 square feet of parkland public right-of-way. Construction crews would stage materiel along the worksite using 1.37% of the adjacent park property for temporary access. TriMet expects construction work to begin in 2027 and last around two months. Visitors will retain access to the park and community center throughout the project.

Map showing the proposed improvements for the Montavilla Park and Community Center area, highlighting sidewalk widening, transit station platform, and construction impacts along the Bus Rapid Transit route.
Montavilla Park site diagram courtesy TriMet and Metro

Transit planners have asked community members to complete several surveys meant to guide the 82nd Avenue Transit Project. However, this outreach is designed to share specific information about park, recreational, and historic resources in the project corridor that pertain to federal regulations governing the transit planning process. Section 4(f) of the U.S. Department of Transportation Act prevents harm to publicly owned parks, recreation areas, and historic sites that are along this transportation project’s path. The survey documents explain that “transportation agencies must show there is no feasible and prudent alternative and that all possible measures are taken to minimize harm.”

The other federal regulation under consideration is Section 106, which requires federal agencies to consider a project’s impact on historic properties. The Milepost 5 Apartments—originally the German Baptist Old People’s Home—at 823 NE 82nd Avenue is on the National Register of Historic Places (NHRP), and designs will need to minimize impact to that site. TriMet plans to remove the bus stop and shelter in front of that property and build a new FX station 300 feet north on the same block. Historians and archaeologists will evaluate the history, setting, and characteristics of older buildings and sites to determine whether any other resources in the project area are eligible for listing on the NHRP.

Exterior view of the Milepost 5 building, showcasing a brick structure with windows and a sign displaying 'MILEPOST 5' along with 'ART HAUS' and additional text, surrounded by landscaped grass and trees.
National Register of Historic Places registered German Baptist Old People’s Home at 823 NE 82nd Avenue (now Milepost 5 Apartments)

Survey questions allow community guidance on preservation considerations and gather comments on plans that could impact recreational spaces along 82nd Avenue, which may be affected by the transit development. The survey is available until January 18th, 2026.

Article and photos by

Jacob Loeb

Disclosure: The author of this article previously served on the 82nd Avenue Transit Project Community Advisory Committee (CAC).

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.

History, Transportation

Montavilla History Questions Answered: Bicycle Usage in Early Years

Q – Was cycling popular in Montavilla’s early years?

A – Soon after the invention of the modern two-wheeler, the bicycle craze swept the country. It reached its peak in the 1890s and early 20th century. In Montavilla, there were not only local bicyclists but also Portlanders who liked to head for the countryside in east Multnomah County. A popular bicycle route, the Base Line Cycle Path, went right through Montavilla on what is now Stark Street. 

One sign of cycling’s rising popularity is the increase in bicycle sales in Portland. They grew from 2,000 in 1897 to between 14,000 and 18,000 in 1899. There was also an increase in Portland bicycle dealers: from 11 in 1895 to a high of 24 in 1899, then dwindling to 12 in 1905.

What accounts for the bicycle’s popularity? Partly, it was the thrill of riding fast and far wherever you wanted to go—at least, compared to walking. But, also, the availability of the new Safety bicycle and lower prices made bicycling less dangerous and more affordable. A new Vanguard, for instance, cost $85.00 in 1896, but by 1898, you could get a mail-order Acme for $39.50. This was still a high price for the average worker making less than $800 a year, with women, minorities, and laborers earning even less.

Portland cyclists liked to make excursions to the countryside for the fresh air, exercise, and scenery. But most roads were poorly maintained. They were also crowded with horse-drawn vehicles, whose drivers did not yield kindly to cyclists.

To solve this problem, bicycle organizations—particularly the United Wheelmen’s Association—advocated the creation of cycle paths along existing roads, like those already found in other U.S. cities. But who would pay for them? The answer was a road-poll tax on bicyclists who would use the paths. The United Wheeling Association issued tags to all its dues-paying members—1 dollar for men and 50 cents for women and minors—to help pay for bicycle paths. Then, in 1901, the Oregon legislature passed a bill requiring all those who used bicycles to pay an annual tax of $1.

Illustration of the United Wheeling Association's new tag from 1898, featuring a circular design with a radial pattern and the number '1' in the center.
The United Wheeling Association’s 1898 bicycle tag. Source: The Oregonian, August 19, 1898, page 10

One of these paths headed east from Portland and passed through Montavilla’s main commercial street on Base Line Road (now Stark Street). Multnomah County constructed four-foot-wide paths on either side of the road. By March 1900, they were completed from the Morrison Bridge to Montavilla. Later, they extended as far as Gresham.

An Oregonian reporter offered a preview of this new bicycle route in the newspaper’s March 26, 1900 edition:

“As the road is as level as any around Portland, and runs through a beautiful country, the route will no doubt be a favorite one. There is, to be sure, a stiff climb up the Mount Tabor hill, but there are no urgent reasons why the rider who is not inclined to exertion cannot get off and walk, and the view as the road swings around the north side of Mount Tabor is worth twice the climb. A dozen of the sinuous branches of Columbia Slough may be seen shining in the distance, the Peninsula country is spread before the rider, and closer at hand the cottages of Montavilla form a little city of themselves.”

The article was accompanied by a map showing the routes to the bicycle paths east of the Willamette River.

A historical map showing routes to bicycle paths in Portland, Oregon, detailing various streets and connections to the Willamette River.
“Routes to Bicycle Paths,” Morning Oregonian, March 26, 1900. North points right. The Stark St./Base Line route is the vertical line below the “R” in River at the top of the map. Source: Historic Oregon Newspapers

The Morning Oregonian of October 16, 1900, called the Base Line Road cycle path “the most popular and attractive drive out of Portland.” But what did Montavillans think of the throngs of weekend bikers whisking through their community? What did they make of those athletic wheelwomen—some undoubtedly wearing the new, shockingly “masculine” attire: bloomers, knickerbockers, and divided skirts? 

A woman in early 20th-century attire riding a vintage bicycle, showcasing the fashion and cycling style of the period.
A woman wearing knickerbockers on a lady’s bike. Such “masculine garb” marked the beginning of more functional clothing for women. Source: Maria E. Ward, Bicycling for Ladies, N. Y., Brentano’s, 1896 (Google book)

Whatever they thought of the bicyclists and the new, controversial clothing, some were definitely worried about the dangers of bicycle traffic. In 1901, 80 residents signed a petition complaining about frequent accidents involving children. The County Court sided with the petitioners and ordered bicyclists to use the middle of Base Line—rather than pathways—for three blocks in Montavilla.

Business owners who offered food and drink no doubt welcomed the weekend bicycle traffic. An article on the bicycle trend in The Oregonian of September 17, 1899, mentions farmhouses and booths along the Base Line Road bicycle route offering lunch and refreshments for bicyclists. In Montavilla, they could stop for sweet treats at Mrs. Winnie Burdett’s confectionery shop—located about where the Academy Theater is today. Or they might enjoy libations at William Grimes’ roadhouse or Captain Schneider’s beer garden, both at the corner of Base Line and 80th.

Historic photo of Grimes's 5 Mile Road House, featuring a man and woman posed outside the building on a dirt road corner with power lines in the background.
Grimes’ 5 Mile Road House at Baseline (Stark) and 80th Avenue. Photo courtesy of Bud Holland Collection

This boost to Montavilla businesses was short-lived. As the bicycle fad faded, fewer paid the bicycle license tax, so path maintenance began to slip. Still, in 1903, the Base Line path was one of the most used, even though it had not been repaired for a year. By 1906, Portland’s cycle paths were generally disappearing. The Base Line Road path continued a little longer, but it is not mentioned in newspaper accounts after 1908. 

Many Montavillans may have been happy to see the weekend bicyclists go, but soon new and faster vehicles—motorcycles and automobiles—appeared. An item in the local Beaver State Herald on February 27, 1913, described bicycle riding as a little better than walking and as requiring too much human energy. The motorcycle, on the other hand, needed only a little gasoline and some oil for the joints. “All you do is hold the reigns [sic] and do a little steering, no work, no danger of exhaustion, just like sailing.”

And then there was the automobile. In October 1902, a car traveling 35 miles per hour in Montavilla prompted locals to ask the Oregon legislature to impose speed limits on county roads. The world was changing from slow to high-speed propulsion.

Illustration of a race car with the number 23 on it, depicting a driver in action on a racetrack.
Sunday Oregonian, September 16, 1906 Source: Historic Oregon Newspapers

Title Image: “Cycle touring,” Harper’s Weekly, April 11, 1896 (artist, A. B. Frost):
Source: Library of Congress LC-USZ62-108253

By

Patricia Sanders

This is part of Montavilla History Questions Answered, a series of history related articles. If you have questions about Montavilla’s past that you’d like answered, local historian Patricia Sanders will investigate your question. Please email your questions to history@montavilla.net and we may feature it alongside Patricia Sanders’ research in a future.

Government, Transportation

ODOT Program Subsidizes Apartment and Parking-lot EV Chargers

On November 6th, the Oregon Department of Transportation (ODOT) opened its fourth round of the Community Charging Rebates (CCR) program, which subsidizes the cost of installing electric vehicle (EV) chargers for businesses, nonprofits, public entities, Tribes, EV service providers, and owners of multifamily home complexes. Large sections of Montavilla and East Portland reside within the project’s “Priority” area, and organizations that add to the charger network could receive $8,000 per Level 2 charge port installed or up to 80% of eligible expenses.

Three electric vehicle charging stations in a parking lot, with snow on the ground and signs indicating charging and parking regulations.
EV Chargers in the Portland Community College Southeast Campus parking lot

Oregon’s Department of Environmental Quality won a $197 million federal grant for its “Climate Equity and Resilience Through Action” program in 2024. From those funds, ODOT will disperse $10 million to support the installation of Level 2 vehicle chargers in priority communities by providing rebates to eligible public and private entities. Past versions of the charger program, launched in 2023, used state funds. Officials plan to fund future rounds of the program with combined state and federal money.

A Level 2 electric vehicle charging station installed in a parking structure, with a sign indicating electric vehicle parking only while charging.
EV Chargers in the Glisan Landing parking garage

The program aims to fill gaps in Oregon’s EV charging infrastructure by reducing the cost of installing charging stations in multifamily housing, public parking areas, and workplaces. People interested in the current funding round have until March 31st, 2026, to participate. However, the program reimburses eligible applicants on a first-come, first-served basis. Eligible projects can start the application process before they complete charging-station construction, as long as the unit is operational within 300 days. Otherwise, they could wait until work is complete and apply for a rebate within 90 days of installing an EV charging station.

Map showing priority and non-priority areas for EV charging installation in Oregon, with priority areas highlighted in blue.
ODOT Community Charging Rebates Program priority map showing Montavilla

Interested groups can visit ODOT’s Community Charging Rebates Program webpage or reach out to a Portland nonprofit partner, Forth, which is working with the Oregon transportation agency to provide technical assistance and support for applicants interested in installing EV charging on their property. Representatives from Forth are reachable at ODOTchargingrebates@forthmobility.org or (503) 724-8670. Residents in multifamily housing located within the priority area may want to contact building management to see if this program would incentivise building ownership to add a charger, and business owners with parking could also look into the feasibility of supporting EV charging for guests, as many area grocery stores have started offering in recent years.

Article and photos 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.

Government, Top 2025, Transportation

Traffic Citation Camera Equipment Returns to 82nd Ave

Crews recently replaced the speed and red-light enforcement cameras on 82nd Avenue after Portland City officials switched vendors this summer. The pole-mounted equipment appears inactive, with the Tuffak polycarbonate lens covers still donning its logoed protective film. However, drivers can anticipate the system’s activation, with a period of warning letters issued before the City switches to issuing citations for excessive speeds or failing to stop for a red traffic signal.

Nov 18, 2025, equipment installation on NE 82nd Ave facing E Burnside St (Weston Ruter)

Around the beginning of August 2025, crews working with the Portland Bureau of Transportation (PBOT) removed the newer intersection safety camera systems the City of Portland installed along 82nd Avenue the previous year. In summer 2024, crews installed new cameras along 82nd Avenue and in other areas of the City to deter speeding and running red lights in crash-prone areas. The camera system installed at 82nd Avenue at E Burnside Street monitored an intersection where a speeding vehicle killed an area resident in October 2023. Cameras at NE 82nd Avenue and Glisan Street monitored multiple directions of traffic where a driver hit and killed a wheelchair user in April 2023. The equipment removal was not an effort to reduce automated enforcement but instead supported a citywide effort to replace camera equipment with newer systems developed by NovoaGlobal, making that company the sole supplier and operator of the City’s speed and intersection safety camera program.

Left image shows original equipment on NE 82nd Ave near E Burnside St and then post removal condition (Jacob Loeb)

The City had 32 camera positions before the vendor switch, and the Portland Police Bureau operates two mobile Traffic Division speed enforcement vans that the City will also upgrade with NovoaGlobal equipment. For some City leaders, that is too few to reduce risky driving behavior adequately, and they advocate expanding the program. This summer, Portland City Councilor Steve Novick said in a KOIN News interview that he is interested in emulating other jurisdictions with fewer traffic fatalities per capita that have substantially more cameras in use. However, some residents oppose the automated cameras used in issuing citations. Objections voiced include concerns about excessive government surveillance, fining drivers instead of building infrastructure that encourages safety, and the inequitable distribution of cameras across the City that could penalize poorer communities.

NovoaGlobal equipment on NE 82nd Ave facing E Burnside St (Jacob Loeb)

The City will add three intersections to the safety camera network as part of the vendor switch-out work, increasing PBOT’s tools to support its goal of eliminating vehicular-related deaths and serious injuries on city streets. Those locations include southbound monitoring on NE 82nd Avenue at Fremont Street and northbound NE 82nd Avenue at Klickitat Street near Glenhaven Park and Leodis V. McDaniel High School. Other nearby network expansions will focus on SE Powell Boulevard.

PBOT notes that incidents involving speeds above posted limits are a top contributing factor to deadly crashes across the Portland region. Additionally, ignoring traffic signals causes a significant number of crashes. Some street safety advocates in favor of citation-based deterrents stress the importance of changing harmful road behavior through a variety of methods, including fines. Camera citations are not the only solution needed for safer streets. However, a majority of surveyed Portland residents support the expanded use of traffic cameras.

NovoaGlobal equipment on NE 82nd Ave facing NE Glisan St (Jacob Loeb)

Opponents of automated camera-based systems worry about privacy implications that could track drivers across Portland and the danger that city budgets will become dependent on fines, favoring revenue growth over correcting harmful behavior. Rules on camera placement and revenue use can limit the potential for misuse. PBOT’s website indicates that the program will only retain video footage not used in a citation for 30 days. Additionally, State law requires municipalities to spend the money collected from speeding tickets to cover the program’s costs or to pay for safety improvements and programs on the High Crash Network.

Drivers in Portland can expect to see up to 35 cameras operational by the end of 2025 if installation crews keep to schedule. Motorists should anticipate system activation at any time and travel cautiously.

by

Jacob Loeb

Correction: Updated to indicate Intersection safety cameras issue citations for speeding and red light running and removed yellow light running. PBOT notes that going through a yellow light in Oregon is a violation if you are able to stop prior to entering the intersection.

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, 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.

Article and phots 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, Transportation

NE 82nd Ave MAX Station Elevator Closes for a Week as Station Renovations Continue

TriMet will close the NE 82nd Ave MAX Station elevator from October 20th to the 27th for scheduled maintenance. This Monday-to-Monday closure in this location follows months of construction that require people to walk on temporary scaffolding-style stairs to access the boarding platform and, at times, clog the bus stop pullouts above the station with construction vehicles. Riders needing to use an elevator during this time can detour to the NE 60th Ave MAX Station west of the NE 82nd Avenue stop and take a shuttle bus connecting that location to the Gateway/NE 99th Ave Transit Center.

Construction workers on scaffolding above the NE 82nd Ave MAX Station elevator, with light rail tracks and traffic visible below.
Temporary scaffolding-style stairs at the NE 82nd Ave MAX Station

Since June, crews working on TriMet’s NE 82nd Ave MAX Improvements Project have made substantial progress, completely resurfacing the station’s concrete platform and rebuilding the stairs at the 82nd Avenue light rail stop. During the project, riders have used a temporary platform constructed to the west of NE 82nd Avenue and adjacent to Interstate 84. The reconstruction efforts will add a new weather shelter to the station and add a pedestal for the future art piece, which TriMet plans to install between the two shelters. The frequently used stairs connecting NE 82nd Avenue to the light rail platform will contain the same number of landings and treads. However, the project will replace the concrete railing walls with steel guardrails, enhancing the riders’ sense of openness through greater visibility. This station was part of the original MAX Blue Line and one of the most heavily used light rail stations on the system, dictating this extensive improvement project. TriMet anticipates completing this station work by the end of 2025.

Sign indicating how to access the elevator at NE 82nd Ave MAX Station, featuring tap and scan instructions for fare validation.
TriMet elevator access control reader

The week-long elevator closure is essential to keeping this mobility resource functioning through demanding and sometimes rough usage. In May, TriMet expanded its test access control program at the Hollywood Transit Center to include the NE 60th Ave and NE 82nd Ave MAX stations. People wanting to access the grade-separated platforms now need to present a valid fare to a digital reader before elevator doors open. They are not charged for the use, but need to verify paid system usage for access. This change has the potential to reduce equipment misuse and keep the assistive access devices available to riders who require them. TriMet provides a system elevator status page available for riders who have difficulty using stairs at trimet.org/elevators. People should check this page before traveling to ensure availability if they intend to use an elevator.

Update October 27, 2025: TriMet announced the elevator at its NE 82nd Ave MAX Station is back in service.

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, Transportation

Lane Striping and Sidewalk Infill Work Continues on SE Washington

Crews working with the Portland Bureau of Transportation (PBOT) will continue construction along SE Washington Street from 80th to 92nd Avenues this week with expected lane closures. Starting October 15th, contractors will apply street paint in a new configuration on SE Washington Street from SE 82nd to SE 92nd Avenues, keeping one eastbound lane open through the process. The post-repaving restripe work, scheduled to last until Friday, October 17th, will include a new bike lane and a combined bus/right turn lane. Cement masons and road crews will also continue work creating missing sidewalk sections on the south side of SE Washington Street from 80th to 82nd Avenues with new, extended accessible curb ramps for east/west traveling pedestrians.

Freshly poured concrete sidewalk with extended curb ramps for accessibility, surrounded by construction fencing and traffic cones.
New extended curb ramp and sidewalk on the southwest corner of SE Washingtons Street and SE 81st Ave

PBOT advises drivers to navigate carefully through the work site and watch for new traffic patterns as the street configuration updates create a safer space for people walking, biking, and using transit. Earlier work on this project reduced travel lanes on SE Washington Street from SE 76th to SE 82nd Avenues from two lanes to one on this one-way street, adding a new protected bike lane and reconfiguring some street parking. Similar reconfiguration work on the bidirectional SE Thorburn Street created space for a painted bike lane on the northwest traveling side of the road and a raised concrete traffic separator-protected bike lane on the southeast traveling side, with space for an on-pavement pedestrian track where missing sidewalks have previously challenged pedestrian access.

Map illustrating Montavilla improvements including types of enhancements such as ADA curb ramps, bike lanes, pedestrian crossings, and upgraded traffic signals.
Graphic courtesy PBOT

Further portions of this work —part of the Jade and Montavilla Multimodal Improvements Project— will add updated signage, red paint for parts of the bus lane, and green markings for parts of the bike lane in the coming weeks. Crews will return to the project site to install concrete traffic separators on all sections of the newly created protected bike lanes, helping to position drives in proper alignment for street parking used as part of the parking protected bike lanes positioned against the curb. The concrete traffic separators will also provide cyclists with some safety assurances while riding exposed along the fast-paced SE Washington Street.

View of a newly paved street with bicycle and pedestrian signage, surrounded by trees and residences.
SE Washington St at SE 86th Ave post repairing Aug 21

PBOT’s street design will widen in the new configuration to allow two or three lanes at 82nd and 92nd Avenues, and other major intersections. PBOT expects to complete traffic signal improvements in early 2026, which should include updates at SE 82nd Avenue and Washington Street to allow left turns eastbound.

Recently poured concrete sidewalk with accessible curb ramps and construction vehicles in the background along SE Washington Street.
New curb-tight sidewalk on the south side of SE Washingtons Street looking west from SE 81st Ave

The striping work on SE Washington Street is weather-dependent, and the schedule could change with some rain anticipated this week. All street users of this portion of SE Washington Street should expect some delays during project work hours. PBOT asks people to travel cautiously, observe all closures and directions by flaggers, and use alternate routes if possible. Crews will maintain access to residences and businesses during the project. Riders of the 15 bus line should check TriMet’s website for stop closures or other delays when traveling eastbound.

Article and photos 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.

Transportation

MAX and Bus Riders Check Schedules for Aug 24 Updates

Transit riders accustomed to specific schedules should check their route starting Sunday, August 24th. TriMet will adjust schedules for MAX lines and many buses that East Portlanders depend on. The FX2 Bus Rapid Transit line on SE Division and Line 20 bus are shifting times by up to 5 minutes to keep buses on time. This shift will not significantly impact people’s ability to arrive at destinations on time, but could cause the unprepared rider to miss a connection they have grown accustomed to. The transit agency recommends commuters check its Trip Planner on or after August 24th to confirm their travel plans. People can also preview changes at the organization’s website.

TriMet bus Line 20 with a 'BURNSIDE/STARK' destination sign driving on a street in East Portland.

Riders of MAX trains or bus Line 40, Line 53, Line 54, and Line 288 should review the upcoming changes at TriMet’s website. People should also note that the transit agency will close the Skidmore Fountain MAX Station on August 24th, after years of planning for improved light rail travel times through downtown. Commuters who use the Beaverton, Oregon City, or Tigard Transit Centers will need to learn new stop orientations as TriMet adjusts to accommodate more service or construction-related considerations.

These minor adjustments will not likely impact many riders’ overall usage of the transit system, but people should prepare themselves before heading out next week.

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, Transportation

New MAX Tracks Crossing at the Bend

Recently, crews opened access to a new pedestrian MAX tracks crossing near NE 97th Avenue and East Burnside Street. This infrastructure update relocated the crossing to the middle of a turn in the light rail path, providing pedestrians with better visibility of approaching trains while making them more visible to TriMet staff operating the transit vehicles. Prior to this update, people on the north edge of the street would cross the tracks at street level next to a bike lane. The sidewalk shift to the north also allows cyclists more room to cross the tracks at an increased angle, as thin tires prefer perpendicular track contact.

View of a new pedestrian crossing for MAX light rail tracks located near NE 97th Avenue and East Burnside Street. The image shows a green bike lane and traffic signals, along with the new track alignment allowing better visibility for pedestrians and cyclists.
Cyclists crossing angled for closer to perpendicular track contact

The new pedestrian path increases the crossing distance, diverting westbound pedestrians onto the Interstate 205 Multi-Use Path for a short distance before reaching the new crossing. Due to a grad change on the west side of the tracks, pedestrians will need to use a short switchback ramp to rejoin the East Burnside Street north sidewalk just before the freeway overpass. People will also need to navigate partial gates near the tracks, designed to alert the crosser to look both ways before entering the train zone.

View of a new pedestrian crossing for MAX light rail tracks, featuring concrete pathways, warning signs, and safety fencing. The area is designed for better visibility and accessibility for pedestrians and cyclists.
Pedestrian MAX track crossing with switchback ramp at far side

Work supporting the new crossing began in February 2024, when contractors replaced the track adjacent panels in this area. The Portland Bureau of Transportation (PBOT) continued the efforts to improve infrastructure in this part of Portland, including the new crossing, as part of the NE 97th Avenue Phase II and Couch/Davis Street Local Improvement District (LID). That project utilizes city and property owner funds to add sidewalks and create new road segments, thereby restoring the city’s street grid in an area previously developed with long, uninterrupted blocks and limited pedestrian infrastructure. Project planners say this work will improve streets and sidewalks for existing residents while facilitating future housing growth in the Gateway area.

This segment of Portland’s roadway contains many conflict points. The MAX tracks transition from running parallel to I-205 into a position at the center of East Burnside Street heading east. Bike lanes on Burnside also narrow and complicate the streetscape. Some north-south streets do not cross the tracks, creating right-turn-only infrastructure that can obscure pedestrian crossing points that do not align with vehicle movement. Signal crews working at the nearby NE 97th Avenue and East Burnside Street intersection updated lights and crossing infrastructure, making it safer for all street users. With most of the new enhancements now available, people should find this a safer intersection to use, regardless of direction and mode of travel.

Article and photos

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, Transportation

Westbound I-84 16 Hour Sunday Closure

On the start of Sunday, June 8th, drivers will need to detour around a Westbound Interstate 84 closure between Interstate 205 and Interstate 5. The closure will last 16 hours, from midnight to 4 p.m., allowing crews safe access from the Banfield Expressway to perform maintenance and graffiti removal. Eastbound I-84 users are not impacted by this work that coincides with MAX line closures related to NE 82nd Ave station work.

Crews working with TriMet will de-energize the I-84 adjacent light rail system so workers can safely construct a metal-scaffolding-style staircase west of NE 82nd Avenue leading to a new temporary MAX platform. With the tracks clear of commuter vehicles and the 750 Volt catenary wire made safe, crews with the Portland Bureau of Transportation (PBOT), TriMet, and the Oregon Department of Transportation (ODOT) have an opportunity to conduct maintenance around and over the tracks. Closing the adjacent westbound freeway lanes allows for maintenance-vehicle access and an expanded work site as crews clean, paint, and repair critical transportation infrastructure.

View of a highway overpass with a construction area for a new MAX platform underneath. Graffiti is visible on the concrete wall, and construction materials are stacked nearby. Traffic signs for East 84 and 82nd Ave can be seen above.
Space where crews will construct temporary stairs

PBOT is responsible for eight overpasses spanning I-84, and their support structures stand close to railroad and light rail tracks. Work of any length of time in this area is made difficult by trains and motorists passing, so closures are necessary for many repairs. Similarly, ODOT will use this opportunity to address maintenance hampered by the active transportation corridor, including work on lighting systems and sign repairs. ODOT crews will straighten lane barriers and replace glare shielding placed on top of separators to lessen the impact of oncoming headlights on drivers.

ODOT last closed I-84 on July 14th, 2024. This work will remove a significant amount of graffiti and accumulated roadside trash. Westbound drivers should plan for detours, and MAX riders should look for shuttle-bus information during the closures. Residents in adjacent neighborhoods can expect some level of increased traffic on their streets as drivers find alternative routes.

Article and photos by

Jacob Loeb