You can’t take the bus out of the Nicollet Mall


Another pie-in-the-sky idea for Nicollet Mall (from the 1973 Mpls People Mover Study)

Another pie-in-the-sky idea for Nicollet Mall (from the 1973 Mpls People Mover Study)

Today on I bemoan the lack of transit in the City’s plans for a Nicollet Mall redesign. Instead of a knee-jerk RFP looking for trendy urban design firms to put the same thing back where it is, only with sleek grey slate tiles instead of 90s-ish purple flagstones, they should have had a public process that asked looked realistically at how the Mall is being used (hint: primarily for transit), asked tough questions about its weaknesses (hint: too much surface-traffic interference, problematic passing at stops, rich people don’t like transit), and attempts to build on strengths (hint: it’s in the middle of downtown, there aren’t smelly dangerous cars everywhere).

I believe the outcome of such a process would have recommended a transit tunnel. Not only would that speed up buses by reducing interference (even after a number of stops were removed a few years ago, buses are still scheduled at an abysmally slow 6mph; the Mall’s speed limit, famously, is 10mph) but it would likely require an even further stop consolidation. That, in turn, if we dare to dream could allow enhanced stop facilities such as real-time displays and ticket vending machines, further increasing speeds. Of course, this alternative would allow for the maximum number of street-level pedestrian and public space amenities, maybe even the long-dreamed for high-quality north-south bikeway.

Not even I dare hope that any of this will ever remotely come true. The liberals in this town have had too much success talking about transit without ever doing much for it, and now they have the excuse of a streetcar sometime vaguely in the future to avoid real solutions for our real transit problems: gold-plated transit for some streets, miniature american flags for others. Anyway, dealing with our dysfunctional real world, I hope at the very least the design allows for buses to pass each other at stops. Buses that are ready to go but are forced to sit and wait for the bus in front of them may be the largest source of delays on Nicollet Mall (maybe behind gridlock). This could even be done with a curbless design. Of course it eliminates the possibility of a high-quality bikeway, which is why I prefer the transit tunnel. Seattle and its Pacific Rim geology got it done decades ago; why can’t we?

By the way, if it seems like I’m thumping on transit a lot, it’s because I am. I think transit is our best hope for a comprehensive transportation solution to the imminent existential threat of climate change, though of course increased opportunities to bike and walk will play a role (robot cars, not so much). The amazing thing is that we can get it done very quickly through better bus facilities; think a transformation of Twin Cities transportation in ten years (a 4T program?). What will it take to get people excited about buses? Neon undercarriages? Is there such a thing as a fixie bus?

Every street is special

If you want to ride a bike in Downtown, there’s a map for that.  If you want to catch a bus in Downtown, there’s a map for that too.  But what if you’re not sure yet if you want to bus or bike?  Wouldn’t it be useful to compare the streets where specialized facilities are dedicated to these modes (or pretendicated, in the case of Hennepin’s Green Lanes)?

Actually, if that was your goal, you might as well use Hedberg‘s amazingly comprehensive yet readable official Minneapolis Bike Map, which shows transit (although it doesn’t differentiate between Hiawatha, which is mostly separated from traffic, and a bus that runs in mixed traffic).  My goal was more theoretical – I just wanted to see at a glance which streets had been specialized for which modes.  I used Visio to alter a base map created by Public Works that was the most detailed map I could find in black & white.  Color was used to differentiate between the different modes in which the streets specialized, and line thickness was used to show degree of separation from other modes, which in Downtown conveniently corresponds to directionality (i.e. all of the separated facilities are also two-way; the old two-way bike lane on Hennepin would have been more complicated to symbolize).  I also included pedestrian specialization, which I considered to include bikes unless specifically banned (as on the typically deserted Fed plaza) or physically prevented from using the space (mostly because of stairs, like on Chicago’s connection to West River Pkwy).  Because Public Works’ attention is defaulted to car traffic, the base map included freeways in light green – luckily they are another form of specialization, but they don’t conform to my symbology.

Now that I’ve made this map of street specialization in Downtown Minneapolis, here’s some thoughts on the transportation network:

  • Downtown’s defining feature is a grid of around 20 blocks long by 10-15 blocks deep wedged into a triangular area.  Ok, that’s obvious, but you gotta start somewhere.  Also noteworthy is that the grid bends in the center-west and on the south, creating irregularities there, and is frequently interrupted along its periphery.
  • The heaviest activity is in the center of the grid, but there is intense activity throughout, with the only exceptions in an eastern area bounded by 5th & 11th Avenues and 3rd and 6th or 7th Sts, and a western area bounded by I-94, the 4th St viaduct, and I-394.
  • On average, there are ten blocks to a mile, but entry to Downtown is limited to about 12 gateways, mostly evenly distributed (about 3 to a cardinal direction) but not evenly spaced.  These gateways are created by the barrier function of the freeway ring  directly limiting access but also dividing the surrounding city into separate communities defined by freeway boundaries.  The river does something similar.
  • There is more real specialization for bikes than any other mode.  This makes sense, since people seem to like to get their bikes as close to their destination as possible rather than leave them at a central terminal and walk to their destination (people also don’t like to do that with cars, and maybe not with transit either).
  • Transit actually has more specialization than bikes if you count nominal specialization, in the form of bus stops and shelters.  There are a dizzying array of downtown streets with bus lines on them, but they aren’t really specialized because there is no advantage for transit to run there as opposed to anywhere else (a dedicated lane would be an example of an advantage).  The spread of nominally specialized transit streets is a weakness for the network, since transit benefits from clustering onto spines in order to compound frequency and increase system legibility.
  • Another caveat – looking at the map and assuming 6 lanes per freeway, there appears to be more specialized facilities for cars than for bikes.  The majority of the streets on this map also have specialized facilities for pedestrians lining them.
  • There is a huge network gap on the south end of downtown, basically from Hawthorne to Portland between 12th and 15th.  (Technically you could bike on the Loring Greenway but I rarely see that happen, maybe because you have to ride on the sidewalk to get to it.)  Do the conditions that require specialization further north not exist here, or have they just not gotten around to specializing?  The south end of Nicollet is not congested, but the high levels of transit service and use here would likely benefit from a modified transit mall, for example one that would prohibit cars from going through but allow access for parking and drop-off.  The south end of Hennepin, on the other hand, is similar to the Green Lanes segment, and the only rationale for not extending them is to allow unfettered gratification of suburbanites’ desire to drive Downtown.  In other words, Hennepin Ave south of 12th St is duplicated by 394 so there’s no good reason to continue its present prioritization of cars.  Extend the Green Lanes and enforce them.
  • Another gap basically cuts off the North Loop.  Local transit operates well there, with wide stop spacing and few stoplights, but the heavily-used transit service to the northern suburbs would benefit from exclusive lanes – I’ve mentioned before converting one of the viaducts to a two-way transitway and making the other a reversible two-lane highway.  As for bikes, the gap in the 2nd St bike lane can only be attributed to disinterest on the part of Public Works – the two blocks lacking lanes shares the same width as its neighbors with lanes.  The North Loop has actually lost bike lanes lately, as the lanes on one side of 5th Ave were converted to parking.  This neighborhood has obvious problems with street connectivity in this direction, so this lane should be restored and connected to 7th St N, maybe as part of the Interchange project.
  • The third gap is in Elliot Park, where the city is reluctant as usual to remove parking to add bike lanes.  It seems reasonable, though, to add a lane each to 7th and 8th on the stretch east of Portland where demand for turning is low.  I have also called for a transit mall on 8th St – 9th or 10th might work too.

I’d like to pin a tangential coda onto this already long-winded post.  From the above it can be gathered that there is already a great deal of specialization on Downtown streets but I’d like to add even more.  To understand why, I offer the chart below, showing that the population of Downtown as measured by the 2010 census is greater than all but 25 of the Metro’s 90-some municipalities:

Ok, so # 26 wouldn’t seem to be a big deal, except for the fact that at 2.6 sq mi Downtown is a third the size of the next smallest city on the list, Richfield.  In addition, only 5 cities on the list had a similar or higher growth rate to Downtown, which is poised to overtake Brooklyn Center, Andover, Roseville, and Richfield assuming the same growth rate in this decade.  Of course, that won’t happen, but if the first two years of this decade are any indication, it’s certain that Downtown’s growth rate will outpace all but a few of the Metro’s large municipalities.

High population in a small area means density, something that isn’t very common in the Twin Cities.  That means we should expect the transportation system to look different Downtown as well, and a reasonable response is to specialize street space so the different modes can perform their best.  Unsurprisingly I have an idea of what the ideal specialization would look like, and I’ll get around to posting that map sooner or later.

Downtown 2025: The Future is Now

King of the Urbanists Steve Berg has written the Mother of Downtown Plans, which was released last week to much copying of press release in the local media.  In this plan Berg has given us the answer to why his summer break from MinnPost turned into a forever break – the plan is an intimidating 111 pages that comprise a whopping 329 MB pdf!  Most of the pages are a disjointed but pleasant collection of HD images, so the plan ends up being a pretty quick read.  David Levinson has snarky comments on all 10 initiatives recommended in the plan, but I’m going to hold it to four.

In the future we will all be tube men

Double Downtown’s Residential Population

Sounds impressive, but Downtown is already on the way to doubling its population.  By my count, Downtown added around 5,000 units in the last decade – the DTC says 15,000 units will need to be constructed in the next 15 years to achieve a doubling of population, which would require doubling the rate of construction.  That doubling seems to be in the works, though, since around 2,000 units have been proposed or are currently under construction Downtown.

The 15,000 units needed to double Downtown’s population are “the equivalent of three large residential towers each year”, according to the plan.  But it could also take the form of low-rise buildings like the 6-story stick-built ones currently proposed in several places Downtown.  At the average unit density of recent low-rise proposals (120 units/acre), 15,000 units could fit on only 125 acres.  My long-languishing Potential Population Project found 150 acres with a high potential for development in just half of Downtown, which was as far as I got before I flaked out on the project.  So it seems likely that most developers will opt for the cheaper type of development, which is fine as long as they don’t skimp on soundproofing.

The ambitious part of this initiative is to achieve an occupancy per unit of 2.33 persons (a 35,000 person increase in population from adding 15,000 units).  That’s a lot higher than the current average household size Downtown and would require a lot more 3 bedroom units than Downtown currently has.  The plan calls for a school to be built to attract families, which seems logical, but I’m not sure developers will follow the cue.  My guess is that for larger bedroom sizes to be built, there has to be a policy incentive or direct subsidies – not surprising that the plan didn’t call for those.

Curbless Mall and Gateway Park Expansions

The issue of Downtown park development is near and dear to my heart – the Nicollet Hotel Block in particular has been a favorite of mine for years – but it’s a bit too big for this post so I’m gonna hold off for now.  I’ll only address the park expansion part of the Plan as it relates to the concept proposed for Nicollet Mall.

The Mall of All I Survey

Their concept kicks off with a map showing how the Mall will annex territory north and south, becoming the imperial capital of colonies stretching from the Sculpture Garden to the Mississippi.  There’s nothing particularly controversial about that – that was basically the idea behind the Loring Greenway – but the Plan doesn’t specify how it will leap the hurdles that prevented a Greater Mall in the past.  The first and foremost hurdle is the nightmare that is the Bottleneck – it’s tough to create a unified pedestrian corridor with a giant concrete trench running through it (a similar but lower hurdle is on the north end at Washington Ave).

But on another level, maybe a bigger problem with the concept is the scale – their proposed corridor is almost 2 miles.  Considering the differing environments of the various segments of their proposed corridors (I can think of three environments for four segments – 1. Sculpture Garden and Loring Park are Parkland 2. Loring Greenway is Residential Pedestrian Mall 3. Nicollet Mall is Commercial Transit Mall 4. Gateway Park Expansion is Parkland) it makes more sense to think of Nicollet Mall as a centerpiece of a branded pedestrian network.  Think of it as a network of Street-level Skyways, or Groundways.  The advantage to this strategy is that if anyone ever wants to improve the pedestrian realm of a block that’s not on the Downtown Council’s corridor, there will be policy support for it.

Whatever form it takes, I really like the idea of a curbless mall.  Nicollet is really more of a transit or taxi mall as it stands, with prime real estate effectively off-limits to pedestrians due to the curb barrier.  As sidewalk cafes get wider and wider, pedestrian space is shrinking, for example at Zelo, where there’s maybe 5 feet between the tables and the light poles.  You can imagine how that can get uncomfortable when there’s a convention of biker twins in town.  It would be nice to just look back to see if a bus is coming and step over if there isn’t.  Alternately, all the buses could play obnoxious chirpy music constantly.

Frequent and Free Downtown Circulator

Maybe I’m misunderstanding the plan, but it seems to me that the Downtown Circulator is the one purely terrible idea here.  So you want a vibrant street scene and robust transit options, but you want to provide a vehicle that is faster and easier than walking and sucks funding away from regular transit routes?  I guess it makes sense if the circulator goes to more outlying destinations, but even in those cases it seems to be duplicating service.  I’m not sure that fares are high enough that they are a deterrent for tourists considering transit.

The Free Ride buses seem like a reasonable compromise.  It costs nothing to run them, for one thing, since they’re a part of regular routes.  They look like regular buses, so they’re confusing enough that they’re less competitive with the simple act of walking.  The plan calls for features on the Downtown Circulator – “wide doors, roll-on features and zero emissions” –  that should be extended to all local buses anyway.  Adding Free Ride segments on Hennepin (using the 6?) and on 7th & 8th (using the 5?) would a accomplish everything that a Circulator would, without the drain on transit funds.

Most controversial element: demolishing a parking ramp

Another Nicollet Mall

A deep lonely feeling can come from spending weeks on a project that will never amount to anything.  So it is with the East-West Transit Spine Plan.  Today I finally sent my comments in, hopefully driving a nail into the coffin of my obsession with this topic.  Here is the email I sent to Anna Flintoft:

From: Alex Bauman
Subject: comments on East-West Transit Spine Plan
To: Anna.Flintoft
Cc: Cam.Gordon
Date: Tuesday, December 28, 2010, 1:48 PM


Please find below my comments for the East-West Transit Spine Plan:

As a daily transit rider, I welcome the improvements proposed in the East-West Transit Spine Plan.  But all are improvements that could be made without the plan:

  • Metro Transit has the authority to make route changes without a plan, but consolidation of routes has already been called for in the Downtown Action Plan.
  • Curb extensions are already called for by the Design Guidelines for Streets and Sidewalks, which recommend recommends sidewalks 5 to 9 feet wider than currently exist on 7th and 8th Streets.
  • Metro Transit policy recommends the installation of a shelter at stops with a minimum of 40 daily boardings, which means, as the plan notes, that every stop on 7th and 8th should have a shelter today.  The plan does not explain why that has not happened.
  • Real-time displays are a standard feature of 21st-century transit systems, but I’m not aware of a Metro Transit policy for their installation.  A policy should be developed based either on average daily boardings or junctions of Primary Transit Network routes, and certainly any policy that could be imagined would call for RTDs at the major stops along 7th and 8th Sts.

The proposal to split stops at 7th and Nicollet does not have an existing plan that supports it, but neither will it be welcomed by transit riders.  Splitting the stops will reduce the effective frequency of the spine and make it more confusing, contrary to the stated advantages of consolidating service into spines.  It would benefit the plan to go back to the drawing board on ideas for this stop.

Minneapolis has had a successful example of a transit spine operating for 40 years: the Nicollet Mall.  A transit mall would better serve the goals of the East-West Transit Spine Plan, but it was not even studied. A transit mall would be a very visible connection between Target Field and Elliot Park, and would attract investment to the parking lot fields of East Downtown (8th Street in particular shows promise in this role).  The impact on automobile traffic will be negligible if 8th or 9th Sts are selected because neither street connects to a major commuter route (Hiawatha represents a small fraction of downtown’s car commuter traffic, and has the best potential of any commuter route for converting car commuters to transit commuters).  Since the beneficial proposals in the East-West Transit Spine Plan can be implemented immediately, the plan should not be approved until a transit mall can be studied as an alternative.


Alex Bauman

I know that I should be grateful for the bones thrown to transit riders in the plan – the shelters, RTDs and curb extensions will make it less of a hassle, or even pleasurable, to wait for the bus – but I just couldn’t get past the “this is it?” feeling.  Most people, I think, can deal with most bus stops.  The stops on the E-W transit spine are some of the worst in the system, but if it’s sunny, who cares?  And if it’s cold, does a shelter really help that much?

But the reason most people don’t take the bus, I think, isn’t because it’s uncomfortable, it’s because the bus is too slow.  And the E-W Transit Spine Plan does nothing about that.  Check out this graphic from the Downtown Transit Circulation Report:

The proposals in the E-W Transit Spine Plan are about the impact of transit on other users of downtown, not the service itself.  Of the eight recommendations, only one deals with service improvements, and that’s a vague goal to increase Go-To card use.  Three of the recommendations have nothing to do with transit service at all, including one that just aims to make it easier to drive downtown!

The Downtown Transit Circulation Report, which led to the construction of the dual bus lanes on Marquette and 2nd, is explicit about what it takes to speed transit service: dedicated lanes.   It includes this illuminating chart:

Transit Lane Type  


Maximum Capacity 



Exposure to Auto 



Exposure to Bus-Bus 


Mixed flow with autos 60 High Moderate
Single-width lane 

(no passing capability)

70 None High
With-flow lane 100 Moderate Moderate
Double-width lane 180 None None

There are currently 105 buses running on the E-W transit spine every PM peak hour, at least 45 of which are the local buses that will be consolidated onto 7th and 8th Streets according to the E-W transit spine plan.  The Downtown Transit Circulation Report points out that “there will be an eventual need for two lanes” dedicated to buses in each direction.  So why does the E-W Transit Spine Plan propose that transit continue operating in mixed-flow?

That is why I cling so stubbornly to the idea of a transit mall on the E-W spine – some kind of dedicated lane is necessary for transit to function here.  When I asked Anna Flintoft about why they had not studied a transit mall, she contradicted her own report, saying “bus volumes don’t necessitate bus only lanes in the E-W corridor.”  But her answer dwelt on the impact of a transit mall on cars:

“Car traffic on 7th and 8th Streets is an important modal consideration.  These are both busy downtown streets, and vehicle traffic needs to be accommodated.  7th and 8th streets provide important access to streets outside of downtown, such as Hiawatha Avenue , 7th Street N , and I-94 to the east ( 7th Street is the main route from the 5th Street I-94 off-ramp now that we have LRT on 5th Street ).  On both streets, there are many properties that require vehicular access to off-street parking and curbside uses such as valet zones, taxi stands, loading zones, etc.

“As we design streets that support increased walking, biking, and transit use, automobile traffic will continue to be an important modal consideration.”

But she skirts the truth here too.  There is no denying that 7th and 10th Sts provide important connections to streets and highways outside of downtown.  But 8th and 9th Sts do not connect to streets outside of downtown.  Here is a snapshot of the western termini of 8th and 9th:

Despite the giant right turn access lane (which may have been removed as part of the Hennepin-1st two-way project), it is actually not easy to drive from the main segment of 9th St to the confusing remnant at the top-left of this image because you have to turn left across 1st Ave anyway.  You might as well turn at Hennepin or Marquette.  Of course, nothing is going through from 7th St to 8th St – there is a one-way in the wrong direction.  At the east end, too,  9th Street dead-ends at Elliott Park.

Ok, I fudged a little when I said that 8th and 9th do not connect to streets outside of downtown – there is a ramp from 8th Street to Hiawatha Ave.  But Hiawatha is probably one of the least important streets for people who drive downtown.  It is, however, one of the most important routes for people who work downtown and take transit.  If the city wants to increase transit’s modal share of downtown commuters, Hiawatha is an ideal place to start.

My point is that 8th and 9th Sts are not important through-streets for cars downtown, except to Hiawatha, where people should be taking the train anyway.

So how about parking?  There is a smattering of on-street parking, but with tens of thousands of off-street spaces downtown, I will not listen to arguments for keeping it.  Other curbside uses may actually benefit from a transit mall – loading can still be accommodated and trucks will face less congestion without cars on the street.  Taxis will also benefit by the increased pedestrian activity attracted by the removal of automobiles.  Valets are really not very common, and all that I’ve seen can be moved around the corner to a street that allows cars (see layout 3 below).

The benefits to a transit mall really are stellar.  Besides greatly improved bus service, many cyclists prefer dealing with only the occasional bus to dodging cars left and right.  Pedestrians would benefit tremendously – my layouts below show the sidewalks at 14.5′ at their narrowest, and often around 20.  I have yet to meet a pedestrian who doesn’t prefer a quiet, car-free street to a smoggy arterial.

But the real benefit may be the boost to development that a transit mall could provide.  There is no doubt that the construction of the Loring Greenway spurred tens of millions of dollars in investment.  Many developers will believe that the same success could be found in East Downtown.  Nicollet Mall itself is another example.  It is easily Minneapolis’ densest street, and most of it was built after the restriction of cars.

Finally, a transit mall would be an ideal connection of disparate downtown neighborhoods – it would mentally and physically connect Target Field to Elliott Park (hopefully to the developers that are salivating over the ballpark area’s possibilities).

If you’re still reading, you probably agree with me about the viability of a transit mall, so let me get started on my conceptual layouts.  I chose 8th Street because it is a more direct route, it goes through to 11th Ave, and it’s more central to the core.  9th Street might work too – but we’ll never know because it wasn’t included in the study.  First an overview scratched out in Paint:

The yellow line here is the part where personal cars would be restricted.  HCMC’s front door is on the block east of Park, and the 5, 9 and 19 turn off by then anyway, so it is less justifiable to be transit-only there.  I do, however, think that it makes sense to include pedestrian improvements from Target Field through to 11th, and brand the whole route accordingly.  The large T is the existing bus garage, which would be used by eastbound buses.  The little Ts are stops in my plan – a bit fewer than currently exist, which should help service as well.  The Ps are driveways to parking facilities, the Ls are loading zones, and the Hs are hotels (kind of like Monopoly but boringer).

And here are the layouts, block by block (in each layout, the east- and westbound bus lanes are 13′ each)

At 60′, this is the narrowest segment, so to maximize sidewalk space I moved the EB stop to the other side of Hennepin (EB buses would have stopped at Ramp A just west of here anyway).  That leaves 17′ on each side for sidewalks, a big improvement over the existing 11′.

The EB stop is on the left here because the buses should stop as close to Hennepin as possible.  As a result, WB buses may have to be restricted from using the passing lane here.  Cars in the ramp will have to cross to La Salle – that will probably mean that they’ll need a signal, but I hope not.

The hotel valet is moved around the corner – La Salle doesn’t need two northbound lanes because cars can no longer access 8th.  The hotel currently has an arcade to its door.

East of Nicollet, 8th St widens to 80′ and there is finally some breathing room for wide sidewalks.  I think it is reasonable to remove the garage ramp here because it shadows a busy sidewalk, leading to perceptions of danger and general unpleasantness.  In addition, there are two access driveways to this garage on Marquette.

There is no room for an access lane for this ramp – maybe they could use the bus lanes (it’s a small garage) but maybe they’ll have to do some serious remodeling.  Frankly, the Baker Center could use it.  I made the passing lanes 11′ but they really could be 10′.

The ramp on this block could probably be reconfigured to open onto 3rd Ave, but I put the lane here to be conservative.

There is no configuring the ramp access here – it is an underground ramp smack in the middle of the block.  The loading dock could be reconfigured to open on 4th pretty easily, but I’m sure they’ll want the city to pay.  The access lane solves that problem.  By the way, the access lanes on this block and the preceding would be one-way facing each other.

This may be the weirdest block yet.  The Centre Village ramp requires an access lane, but boarding volumes this far east make it not a huge deal to give up a passing lane.

Here we finally see what we’ve been missing by providing all those access lanes for garages:  a planted center median would give this block a park-like feeling.  Anyway that’s what we would be seeing if I wasn’t using Excel and Paint to do these layouts.  By the way, shallow curbs would allow fire trucks to get through this block, although sometimes I’d rather burn up than live in a world where we let the obesity of emergency vehicles dictate the width of our streets.

The 14.5′ sidewalks on this block are anemic compared to the rest, but still wider than the existing sidewalks.

East of Park, there could be two 11′ mixed-traffic lanes in each direction, with 15′ sidewalks.  Here are the numbers, if you’re that type:

Segment Hennepin to 1st Nicollet to Hennepin Stop E of Hennepin Stop W of Nicollet Stop E of Nicollet 4th to Nicollet Stop btw Marq & 2nd Ramp btw 2nd & 3rd Stop E of 4th Stop W of 5th Park to 4th Stop btw Portland & Park E of Park
Sidewalk 17 22.5 17.5 17.5 21.5 20 16 20 19.5 17.5 19 14.5 15.5
Driveway 0 0 0 0 0 0 0 12 0 12 0 0 0
Median 0 0 0 0 0 0 0 2 0 2 0 0 0
WB lane 13 13 13 13 13 13 13 13 13 13 13 13 11
WB pass 0 0 10 0 11 0 11 0 10 0 0 10 11
Center median 0 0 0 0 0 14 0 0 0 0 11 0
EB pass 0 0 0 10 0 0 11 0 0 0 0 10 11
Waiting median 0 0 0 0 0 0 0 0 0 0 0 0
EB lane 13 13 13 13 13 13 13 13 13 13 13 13 11
Sidewalk 17 22.5 17.5 17.5 21.5 20 16 20 19.5 17.5 19 14.5 15.5
Total 60 71 71 71 80 80 80 80 75 75 75 75 75

I think it could work, and I did this in my spare time.  Imagine what it could be if there was an engineer working full time on it.  Too bad it will never happen….