Portland's choice of Alternative 2 for Hawthorne suggests it is more important to have a center turn lane than bike lanes. Why? Division doesn't have one. Belmont doesn't have one. Division has bus 2 which is twice as frequent as Hawthorne's bus 14. @JoAnnPDX @sarahforpdx

Hawthorne (at 37th) had 7974 cars/day in 2019 and Division (at 37th) had 6454 cars/day. In the morning, Division carries more car and transit traffic than Hawthorne with only two lanes and NO continuous center turn lane! @Scott_Kocher @z_a_c_h_k_a_t_z @BikePortland @schmangee

The carrying capacity of a 3-lane road is 18,000 cars/day, and a 2-lane road is 12,000. Neither Hawthorne nor Division are near their capacity. Any claim there will be traffic diversion from road-dieting Hawthorne to 2 lanes (Alt 3) is false. @Why_Not_Bikes @kiel_by_bike

Vehicular delay at Caesar Chavez and Hawthorne will be less than at Division and Belmont, which have similar traffic but are 35ft and 42ft wide, respectively, as compared to 52ft on Hawthorne. @pkoonce @enobacon

Portland has Division and Belmont -- two perfect examples of streets with similar car traffic and even higher transit traffic that are 2-lane without a continuous center turn lane. They work fine for cars and great for peds.

Now Portland has the opportunity to make a street work for bikes too, as all their plans demand, by choosing Alternative 3. But instead, they choose a center turn lane for car convenience and speed and leave bikes lanes out completely. Let's fix this.