DOCSLIB.ORG

Wauwatosa Life Sciences District Master Plan

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Wauwatosa Life Sciences District Master Plan Wauwatosa Life Sciences District 2018-2038 Master Plan Adopted December 18, 2018 Earlier versions of this plan were prepared by the team of GRAEF, Nelson/ Nygaard, and Sasaki. Subsequently, the plan was amended by City of Wauwatosa staff. TABLE OF CONTENTS 1. Life Sciences 2 2. History of the Vision 4 3. Community Context 13 4. Continuing the Vision 19 5. Reframing a Life Sciences District 30 Framework Plan 36 Tosa/MRMC Circulator 39 Parks & Environmental Areas 46 Watertown Plank Neighborhood 51 Westside Neighborhood 54 MRMC Campus 58 Mayfair Corridor 63 6. Implementation 68 1 1 Life Sciences 2 INTRODUCTION Exponential growth over the last 20 years in the As such, this Master Plan offers ideas and This plan will explore the history of the area and Wauwatosa Life Sciences District has yielded guidance for the areas surrounding the County the community context to set a base for a untold opportunities for healthcare innovation, Grounds and Interstate 41/US 45 from North framework plan consisting of five subareas of the but has simultaneously produced significant Avenue to Wisconsin Avenue, and from Mayfair larger Life Sciences District, leading to challenges, most notably disjointed development Road to the Village area. suggestions for implementation. The expected and traffic congestion. The rationale for this Plan time frame for realizing these plan recognizes that economic, physical, and social To develop a plan that recognized the implementation is approximately 20 years. growth will not stop. Since the 1963 freeway aforementioned pressures and assets, the construction, auto traffic and building following goals were established: construction have steadily increased to a point where the planning area and surrounding • Improve circulation and traffic; thoroughfares now require a substantive • Increase mutual trust and PLANNING AREA intervention to guide growth towards a mutually benefits; beneficial end for Wauwatosa and the region. • Protect environmental areas; This growth in the Wauwatosa Life Sciences District mirrors that of larger, national trends: the • Design integrated streets and boom in academic medical centers, buildings; agglomerative forces creating major retail nodes, accompanying demands for housing and • Provide housing and recreation, and a need to provide access for mixed-uses; and those living near and far. • Create and enhace shared The Wauwatosa Life Sciences District is currently public places. home to major critical assets for the entire metropolitan area – high-quality medical care, a substantial quantity of employment opportunities, high-end retail, an innovation campus, desirable and diverse housing, and a one-of-a-kind natural environment that historically served, and serves today, as a place of respite for thousands. In 2015, the City of Wauwatosa, in conjunction with Milwaukee County, commissioned a plan to unite multiple visions, concepts, and opportunities for the future of the area known as the County Grounds. It soon became evident that coordinated planning for this area requires looking beyond the historical boundaries of the County Grounds to tie this asset to other major assets in the community. Source: Graef 3 2 History of the Vision 4 THE COUNTY GROUNDS The Milwaukee County Grounds embodies a With the advent of the freeway in 1963, the County Understanding this heritage illuminates the proud history of providing high-quality health Grounds was split east and west, and remains so to future. The Life Sciences District’s history can care to the Milwaukee metropolitan region and, this day. This split created challenges, including provide some answers as to how the community now, the nation. Infused with a diverse and the major impact of vehicular traffic and the can diminish the area’s weaknesses and vibrant culture and identity, the County Grounds subsequent further division of the Life Sciences capitalize on its strengths in a way that is has become a unique community in Wisconsin District. At the same time, the added access has beneficial for all. This chapter looks at the with the embodied spirit of those who came dramatically increased its potential social and County Grounds’ history, development, and before, those working there now, and those to economic value. The Milwaukee Regional Medical progress and offers clues as to how past come in the next decades. Center emerged as an essential component of the practice should be reflected in the future. southeastern Wisconsin region, poised to become An uncommon good sprang from the minds of a an even greater statewide and national community committed group of 19th-century citizens, sharing asset. a belief in the power of a sanctuary for healing; 1937 Aerial Photo they viewed the County Grounds as an integral and integrated part of their communities. Over the past 160 years, that sense of community transformed a small farm to a Garden City sanctuary, and now to one of Wisconsin’s emerging major metropolitan centers. Currently, the County Grounds contains several disparate sectors. The Milwaukee Regional Medical Center (MRMC) represents the primary legacy of the social functions of healthcare and community service. The north section, between Watertown Plank Road on the south and the Underwood Creek and Railroad to the north, does not feel like a single integrated district, but nevertheless contains some of the area’s most important environmental history. Initially, Watertown Plank Road was not a divisive feature; it was, in fact, the major unifier with points of access that linked activities to the north with those to the south. Source: Milwaukee County Land Information Office and GRAEF5 Gregg Farm Purchased The Milwaukee County Board of Supervisors assumed responsibility for the County’s poor, sick, and those with mental health challenges in 1849. To fulfill its mission, County Supervisor Hendrick Gregg’s 160-acre farm was purchased for $6,000 (about $170,000 today) to establish a Poor Farm. The house and three adjacent farms sat between present-day 84th and 92nd Streets, just south of Watertown Plank Road. Asylum Built It became clear shortly after the creation of the Poor Farm that those receiving treatment for mental health problems required their own facility in which to receive treatment and should be separated from the other residents. In 1878, Milwaukee County purchased an adjoining 70- acre farm and allocated $160,000 of public funds (about $3.9 million today) to build the Milwaukee County Insane Asylum. Two years later, the Source: Milwaukee County Historical Society Asylum expanded its care and treated 200 patients. With the expansion of the North and South Division buildings, the Asylum’s capacity increased to 4,200 patients in later years. 6 Source: Milwaukee County Historical Society Hospital Rebuilt Two years after the County purchased the Gregg Farm, Poor Farm residents began receiving treatment at the first County Hospital. Between 1860 and 1880, the Hospital was expanded and increased its capacity to 41 beds, but was tragically lost in a fire that destroyed the entire building and killed two patients in February 1880. Construction began immediately on a new hospital costing the public $80,000 (about $1.9 million today). The Hospital continued to expand through the 20th century, increasing its capacity and the types of healthcare provided. As was the case with the Insane Asylum, County Hospital and its subsequent expansions incorporated natural features into its designs: • A main boulevard leading to the Hospital was landscaped with trees and flowers; • A reflecting pool on the southern edge of the Hospital provided a welcome respite for patients and their families (that green space continues to be maintained as a community asset); and • Park benches encouraged patients to rest Source: Milwaukee County Historical Society outside. Source: Milwaukee County Historical Society Source: Milwaukee County Historical Society Source: Milwaukee County Historical Society 7 Nursing Instruction Starts Milwaukee County Hospital Superintendent Dr. M.E. Connell and his wife, Dr. Anna Gregory Connell, established a class for the instruction of nursing in 1887, which was formally established as a School of Nursing by the County Board in 1888. Dependent Children Home Upon immediate purchase of the Gregg Farm by the County in 1852, farm supervisors separated the children from the other Poor Farm residents to provide dedicated care and education. At the The School of Nursing saw sustained growth and Directed by highly dedicated and talented staff, County time, the adult residents were perceived as an improvement between the year of its establishment and Hospital survived its struggles with poor hygiene and often-corruptive influence. Consequently, a the beginning of the 20th century. Under the direction lower quality care in the latter half of the 19th century of strong matrons, the program thrived. A matron and to emerge as a sought-after healthcare institution by schoolhouse was built to create an environment her class are pictured above, c. 1890s. Source: 1900. Pictured above (c. 1908), the Hospital’s team of that would allow the boys and girls to grow in a Milwaukee County Historical Society physicians grew and the surgical department became more effectively-controlled and managed ever more active. Source: Milwaukee County Historical environment. Ultimately, the Home for Society Dependent Children was formally established in 1898 to provide a permanent, structured life for the children. Nurses care for patients on a ward in County Hospital
Load more

Recommended publications
  • Display Boards for US 41 Conversion to an Interstate Public Hearing
    Interstate Hearing Objective 41 US 41 Conversion • Provide project update • Obtain public comment on preferred alternatives • Obtain public comment on the environmental document • Describe upcoming activities www.41conversion.wi.gov September 2013 Interstate Purpose & Need 41 US 41 Conversion • Purpose - to enhance economic development by converting US 41 to an Interstate highway and signing it as an Interstate • Need - based on a combination of legislation and economics, Interstate conversion helps - Business Recruitment - Job Creation - Business Retention & Expansion - Tourism - Property Values www.41conversion.wi.gov September 2013 Interstate Area Underserved 41 US 41 Conversion Legend Cities with populations over 40,000 not within 25 miles of Interstate Highway (53 cities, 6%) 41 Corridor Cities Cluster Cities with populations over 40,000 within 25 miles of Interstate Highway (819 cities, 94%) Cities in the Fox Valley stand out among peer communities nationally as being underserved by the Interstate system. Source: US Census Bureau 2010, ESRI www.41conversion.wi.gov September 2013 Interstate Strong Midwest 41 Economic Relationships US 41 Conversion Legend Fortune 100 Companies (2009) The US 41 Corridor is woven into Fortune 500 Companies (2009) the larger regional economy and Major Research Universities (R&D Expenditures of $200 Million or more) serves as a critical link in several Cross Lake Michigan Ferries Midwest industry supply chains. www.41conversion.wi.gov September 2013 Interstate Primary Connection 41 to the Nation US 41 Conversion The US 41 Corridor is within a day’s drive of Distance from Consumer all other major Midwestern and Central US Fond du Lac Population Workforce Spending metropolitan areas.
    [Show full text]
  • The Illinois State Toll Highway Authority Minutes of the Regular Board Meeting
    THE ILLINOIS STATE TOLL HIGHWAY AUTHORITY MINUTES OF THE REGULAR BOARD MEETING January 29, 2015 The Illinois State Toll Highway Authority (the “Tollway”) Board of Directors met in regular session on Thursday, January 29, 2015, in the Board Room of the Tollway’s Central Administration Building in Downers Grove, Illinois. The Meeting was held pursuant to By-Laws of the Tollway upon call and notice of the Meeting executed by Chair Paula Wolff and posted in accordance with the requirements of the Illinois Open Meetings Act. [Bolded entries indicate issues which may require follow-up to present or report to the Board.] ROLL CALL Chair Paula Wolf called the Meeting to order at approximately 9:00 a.m. and stated that this is the regularly scheduled meeting of the Board of Directors of the Tollway. She then asked the Board Secretary to call the roll. Those Directors present and absent were as follows: Present: Not Present: Chair Paula Wolff Governor Bruce Rauner, ex officio Director Jim Banks Acting Secretary Erica Borggren, ex officio Director Earl Dotson, Jr. Director Terry D’Arcy Director David Gonzalez Director James Sweeney Director Mark Peterson Director Jeff Redick Director Tom Weisner The Board Secretary declared a quorum present. Board of Directors Meeting Minutes January 29, 2015 - 1 - PUBLIC COMMENT Chair Wolff opened the floor for public comment. Mr. John Bachtler, of Joliet, addressed the Board. Mr. Bachtler’s comments were supportive of setting reasonable speed limits on the Tollway system using the 85th percentile operating speed (being the speed which no more than 15% of traffic is exceeding) as a starting point, citing research that speed variance among drivers is more contributory to fatality rates than speed.
    [Show full text]
  • Amtrak Thruway: Interstate 41 and Intercity Bus Service
    Amtrak Thruway Interstate 41 Intercity Bus Service Travelers in communities along I-41 now have ! the option of two additional round trip buses. Green Bay The service provides seamless connections with Appleton! Amtrak Hiawatha trains to and from Chicago. ! Oshkosh ! Manitowoc Fond du Lac ! ! Sheboygan Amtrak, in coordination The service will allow travelers with WisDOT, will offer Amtrak to make a same-day round Thruway bus service with two trip between the I-41 cities daily round trips between and Chicago. The new buses, Green Bay, Appleton, Oshkosh, combined with the existing #Milwaukee # Milwaukee Fond du Lac, and two stops Lamers daily round-trip bus Airport in Milwaukee; the Milwaukee service, will result in three daily # Sturtevant Intermodal Station (MIS) round-trip options along I-41. and the Milwaukee Mitchell # Train Station Adult bus-train fares Green Bay International Airport. The ! Bus Stop to Chicago are as low as $39 bus schedule is timed to New Amtrak I-41 Bus #Glenview each way. Bus-only fares Green Existing I-41/I-43 Bus give travelers an easy train Bay to Milwaukee are as low as Amtrak Rail Route #Chicago connection to Sturtevant $28 each way. and Chicago. The service: Service characteristics: • Offers convenient connections to and Amtrak Thruway enables travelers from Amtrak Hiawatha trains, expanding to work, study or relax while in transit. travel options between the I-41 cities • Guaranteed train-bus connections and Chicago. (See schedule). • At-seat plug ins and Wi-Fi service • Addresses the gap in I-41 bus service that resulted from the Greyhound • Airport service service cancellation in October 2018.
    [Show full text]
  • 2020-05-Southern-Bridge-Project
    RESOLUTION _2020-05_ TOWN OF LEDGEVIEW BROWN COUNTY, WISCONSIN RESOLUTION REAFFIRMING SUPPORT OF SOUTHERN METROPOLITAN AREA ENVIRONMENTAL IMPACT STATEMENT (EIS) DETAILED STUDY ALTERNATIVE 2 NEW FOX RIVER BRIDGE, CONNECTING ARTERIAL STREET SYSTEM, AND A NEW, FULL-ACCESS INTERTCHANGE AT INTERSTATE 41 BETWEEN ROCKLAND ROAD AND RED MAPLE/SOUTHBRIDGE ROADS WHEREAS, the 1996 Brown County Year 2020 Land Use and Transportation Plan stated that existing and projected demand for east-west travel in the southern portion of the Green Bay Metropolitan Area should be accommodated in two phases as the area develops over the next 25 years; and WHEREAS, the first phase involved replacing the deteriorating two-lane Claude Allouez Bridge (State Highway 32) in downtown De Pere with a four-lane bridge at nearly the same location, and this project was completed in 2008; and WHEREAS, the expanded Claude Allouez Bridge was expected to provide enough additional capacity to handle traffic volumes until the second phase can be implemented, which is the construction of a new Fox River bridge and connecting street system south of downtown De Pere; and WHEREAS, traffic volumes on the Claude Allouez Bridge increased significantly after the bridge was expanded in 2008, and forecasts by the Wisconsin Department of Transportation have indicated that volumes on the bridge and connecting state highways will continue to rise as development occurs; and WHEREAS, a new “Southern Bridge” and connecting arterial street system south of downtown De Pere will help to minimize traffic
    [Show full text]
  • Connecting Rural and Urban America PART3OF a SERIES
    August 2010 Transportation Reboot: Restarting America’s Most Essential Operating System The Case for Capacity: To Unlock Gridlock, Generate Jobs, Deliver Freight, and Connect Communities Connecting Rural and Urban America http://ExpandingCapacity.transportation.org PART3OF A SERIES AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS Acknowledgements Much of the material cited in this report, including the estimates of capacity increases required, is drawn from research published in May 2007 by the Transportation Research Board’s National Cooperative Highway Research Program (NCHRP). The report, Future Options for the Interstate and Defense Highway System, can be accessed at http://onlinepubs.trb.org/onlinepubs/trbnet/ acl/NCHRP_20-24_52Task10_NCHRPFinal.pdf. The objective of the research project was to develop a potential vision for the future of the U.S. Interstate Highway System. The report was prepared by a study team led by David Gehr and Steve Lockwood of PB Consult, Gary Maring of Cambridge Systematics, Inc., Kevin E. Heanue, and Alan E. Pisarski. The research was sponsored by AASHTO and the Federal Highway Administration, and was guided by a panel chaired by Harold E. Linnenkohl, Georgia DOT (retired); and included Allen D. Biehler, P.E., Secretary, Pennsylvania DOT; John F. Conrad, P.E., Washington State DOT; Dr. David J. Forkenbrock, University of Iowa; Dr. Clay McShane, Northeastern University; Debra L. Miller, Secretary, Kansas DOT; Thomas E. Norton, Colorado DOT (formerly); Kenneth Orski, Urban Mobility Corporation; Dr. Bruce E. Seely, Michigan Technological University; MG David A. Sprynczynatyk, North Dakota Army National Guard; and LTG Kenneth R. Wykle, National Defense Transportation Association. The analysis period considered in the Future Options report was the 30 years from 2005 to 2035.
    [Show full text]
  • Interstate 41 and N. Richmond St. (Highway 47)
    DEVELOPMENT LAND FOR SALE PREMIER Retail/Office Opportunity SHOVEL READY LOTS 52 ACRES N. GALAXY DRIVE W. EVERGREEN DRIVE 10 ACRES N. RICHMOND STREET Interstate 41 and N. Richmond St. (Highway 47) Appleton (Grand Chute), WI. PRICE $4/SF - $10/SF Prime commercial development land on fast growing MUNICIPALITY TOWN OF GRAND CHUTE I-41 / N. Richmond St. corridor. ACRES ( +/-) 1 - 62 With 1 - 62 acres available, this is ideal for an office/ ELECTRICITY, GAS, SEWER, UTILITIES retail development. TELEPHONE, CABLE AT STREET High traffic counts of 62,000 vehicles per day on For more information: Interstate 41. Future land use is commercial. Greg Landwehr, SIOR Neighbors include Navitus, Kwik Trip, Meijer, Unison 920.560.5037 • [email protected] Credit Union, Culver’s, and many more businesses John Roberts, SIOR under construction! 920.216.2554 • [email protected] THE INFORMATION CONTAINED HEREIN WAS OBTAINED FROM SOURCES BELIEVED RELIABLE, 200 E. Washington Street, Suite 2A HOWEVER, NAI PFEFFERLE MAKES NO GUARANTEES, WARRANTIES, OR REPRESENTATIONS AS TO THE Appleton, WI 54911 COMPLETENESS OR ACCURACY THEREOF. THE PRESENTATION OF THIS PROPERTY IS SUBMITTED 920.968.4700 SUBJECT TO ERRORS, OMISSION, CHANGE OF PRICE OR OTHER CONDITIONS, PRIOR SALE OR LEASE, OR WITHDRAWAL WITHOUT NOTICE. naipfefferle.com For Sale Richmond Street & I-41 Appleton, WI N. GALAXY DRIVE 2.5 ACRES @ $7.34/SF LOT 6 200 E. Washington Street, Suite 2A Appleton, WI 54911 920.968.4700 naipfefferle.com For Sale Richmond Street & I-41 Appleton, WI Grand Chute is located in Wisconsin’s Fox Cities region, a metropolitan area of approximately 400,000 residents.
    [Show full text]
  • South Bridge Connector, Brown County, Wisconsin, Tier I Draft
    SECTION 2 Alternatives Considered 2.1 Introduction This section describes how the Lead Agencies evaluated alternatives to meet the project purpose identified in Section 1, Purpose of and Need for the Project. The project purpose is to identify the most appropriate improvements for addressing existing east-west transportation demand and the demand generated by the planned development in the southern portion of the Green Bay metropolitan area. In each step of the evaluation, alternatives were assessed to determine whether they met the project purpose and the following needs: • Address congestion in the vicinity of the existing Fox River bridges. • Accommodate existing and planned land use and future travel demand generated by planned development. • Reduce travel time by improving east-west connectivity. • Address higher-than-average crash rates and safety issues in the vicinity of the existing Fox River bridges. This section provides an overview of the alternatives development process. Section 2.2 describes the detailed process Brown County conducted from 2006 through 2020 to identify, screen, and evaluate alternatives. Brown County initially identified and evaluated construction alternatives involving improvements to existing roads and new road construction, and non-construction alternatives. New road alternatives are described as general routes. As additional information on the routes was developed, the alternative routes were refined; those retained for detailed analysis in the EIS are described as 500-foot corridors containing a specific working alignment. Section 2.3 describes the Corridor Alternatives retained for detailed study in this Tier 1 EIS, and further explains the use of working alignments. In 2008, the Lead Agencies issued a Notice of Intent to prepare an EIS and began engineering and environmental studies as part of the NEPA process to explore how to address the need for improved east-west travel in the southern Green Bay metropolitan area and meet eligibility requirements for state and federal funding.
    [Show full text]
  • 1715 Wisconsin Ave Grafton, WI 53024 TABLE of CONTENTS
    NET LEASE INVESTMENT OFFERING GOODWILL (Milwaukee MSA) 1715 Wisconsin Ave Grafton, WI 53024 TABLE OF CONTENTS TABLE OF CONTENTS I. Executive Profile II. Location Overview III. Market & Tenant Overview Executive Summary Photographs Demographic Report Investment Highlights Site Plan Market Overview Property Overview Aerial Tenant Overview Maps NET LEASE INVESTMENT OFFERING DISCLAIMER STATEMENT DISCLAIMER The information contained in the following Offering Memorandum is proprietary and strictly confidential. It STATEMENT: is intended to be reviewed only by the party receiving it from The Boulder Group and Property Ownership and should not be made available to any other person or entity without the written consent of The Boulder Group. This Offering Memorandum has been prepared to provide summary, unverified information to prospective purchasers, and to establish only a preliminary level of interest in the subject property. The information contained herein is not a substitute for a thorough due diligence investigation. The Boulder Group and Property Ownership have not made any investigation, and make no warranty or representation. The information contained in this Offering Memorandum has been obtained from sources we believe to be reliable; however, The Boulder Group and Property Ownership have not verified, and will not verify, any of the information contained herein, nor has The Boulder Group and Property Ownership conducted any investigation regarding these matters and makes no warranty or representation whatsoever regarding the accuracy or completeness of the information provided. All potential buyers must take appropriate measures to verify all of the information set forth herein. NET LEASE INVESTMENT OFFERING EXECUTIVE SUMMARY EXECUTIVE The Boulder Group is pleased to exclusively market for sale a single tenant net leased Goodwill property located in SUMMARY: Grafton, Wisconsin, approximately 20 miles north of downtown Milwaukee.
    [Show full text]
  • Anatomy of Outagamie County: a Traffic Safety Summary
    ANATOMY OF OUTAGAMIE COUNTY: A TRAFFIC SAFETY SUMMARY DID YOU KNOW… One individual is killed or injured in a crash in Outagamie County every 6.5 hours? 1 THE PLACE Section Summary Outagamie County is the center of a metropolitan area in which over 225,000 persons reside. The principal routes in the county are I-41, STH 441, USH 45, and STH 29. Outagamie County is among the top ten counties for VMT, the number of registered vehicles, registered vehicles per VMT, urban population, and urban area. It is among the bottom ten counties for VMT per capita, miles of roads per capita, miles of state highways per capita and per VMT, and local roads per capita. Urbanization Outagamie County is the center of the Appleton metropolitan area, and it is adjacent to the Green Bay and the Oshkosh-Neenah metropolitan areas as well as the Shawano urban cluster. 75.26% of the county’s population lives in urban areas, and 10.27% of the area of the county is urban.1 The Oneida Nation of Wisconsin has a reservation in northeastern parts of the county. Road Network Interstate 41 is designated as a north-south freeway that enters the county from the south from Winnebago County and then turns east bypassing Appleton, Little Chute, and Kaukauna before turning northeast bypassing Wrightstown. I-41 carries traffic from De Pere, Ashwaubenon, and Green Bay to the north and Fox Crossing, Neenah, Oshkosh, and Fond du Lac to the south. Further on, I-41 continues southeast to Milwaukee, and the highway also carries traffic between Green Bay and points south and southwest.
    [Show full text]
  • US 41 Interchange Conversion Study, Environmental Evaluation Of
    Project Location North Project I.D. 1113-00-00 Terminus US 41 Interstate Conversion Study US 41/I-43 Interchange KEWKEWAUNEEAUNEE OUTOUTAGAMIEAGAMIE Green Bay 172 BROWNBROWN 41 North 43 LEGEND 10 441 Proposed Interstate conversion Appleton and newly designated I-41 route MANITOWOC Proposed I-41 signing added CALUMETCALUMET to existing Interstate (Designated I-41) Lake US 41 Not included in the Oshkosh Winnebago 151 designated interstate route WINNEBAGO Fond du Lac FOND DU LAC 41 To Green Bay 41 45 SHEBOYGAN 43 175 45 US 41/US 45/WIS 175 To be redesignated Interchange WIS 175 41 OZAUKEEOZAUKEE 45 DODGEDODGE 41 175 43 45 41 US 41 designation WWAASHINGTONSHINGTON to be removed removed Brookfield StadiumStadiumStadium Marquette MarquetteMarquette ZooZooZoo InterchangeInterchangeInterchange InterchangeInterchangeInterchange InterchangeInterchangeInterchange 94 94 Milwaukee Waukesha 94 Milwaukee JEFFERSONJEFFERSON 41 West Allis 94 US 41 designation to be removed WWAAUKESHAUKESHA 43 MILMILWWAUKEEAUKEE 894 43 41 Greenfield New Berlin MitchellMitchellMitchell HaleHaleHale 41 43 894 41 InterchangeInterchangeInterchangeWWAALLWORTHWORTH RACINE Racine InterchangeInterchangeInterchange 94 43 41 Greendale 41 Kenosha 45 94 KENOSHAKENOSHA Wisconsin/Illinois Franklin State Line US 41/I-94 Interchange MCHENRY LAKE South Terminus TBG040412112746MKE 0-0_US41_Project_Location_Map_ID_v7 07.24.13 sls ENVIRONMENTAL ADDENDUM A Wisconsin Department of Transportation Alternative (Selected) Interstate Designation. This alternative would designate US 41 Total Length of Center Line of as I-41 between the Zoo Interchange in Milwaukee and the US 41/I-43 interchange in Existing Roadway: 175 miles Green Bay. Between the US 41/I-94 Interchange (the south terminus) and the Zoo Length of This Alternative: 175 miles Interchange, I-41 would be signed concurrent with the existing Interstate system.
    [Show full text]
  • South Bridge Connector, Brown County, Wisconsin, Tier I Draft
    SECTION 1 Purpose of and Need for the Project This section describes the purpose of the project and why the project is needed. The purpose describes what the project is intended to accomplish, and the need explains the transportation concerns and/or deficiencies that the project would address. 1.1 Introduction 1.1.1 Project Background The study area generally comprises the area between I-41 on the west to I-43 on the east, within the City of De Pere and the Towns of Rockland, Lawrence, and Ledgeview (see Exhibit 1-1). The need for transportation system improvements was first identified in the 1968 Brown County Comprehensive Plan, which recommended a future Fox River Bridge south of De Pere in the vicinity of Rockland Road (Brown County 2007). Then in 1991, a study by the Brown County Planning Commission further evaluated a potential bridge location, comparing a crossing at Rockland and Red Maple roads to a crossing at Heritage Road and County F (Scheuring Road). The results of this study were incorporated into the Brown County 2020 Land Use and Transportation Plan (adopted in 1996) and recommended a crossing within a 0.5-mile corridor surrounding Rockland and Red Maple roads. The concept of building a new Fox River Bridge and connecting street system was then included in many local community plans and studies as an important component of future development patterns. Exhibit 1-1. Project Location Map BI1204191414MKE 1-1 SOUTH BRIDGE CONNECTOR, BROWN COUNTY, WISCONSIN, TIER 1 DRAFT ENVIRONMENTAL IMPACT STATEMENT In 2006, Brown County began early public involvement and Tiered Environmental Documents and agency coordination to explore the need for improved Fiscal Constraint east-west travel in the southern Green Bay metropolitan The Code of Federal Regulations (23 CFR 450), area.
    [Show full text]
  • Chapter 5 Transportation
    CHAPTER 5 TRANSPORTATION CHAPTER 5: TRANSPORTATION TABLE OF CONTENTS Introduction…………………………………………………………………………………………...... 5-1 Goals…………………………………………………………………………………………………… . 5-1 Key Summary Points………………………………………………………………………………….. 5-2 Inventory and Analysis………………………………………………………………………………… 5-3 Streets and Highways…………………………………………………………………………………. 5-3 Public Transportation………………………………………………………………….………………. 5-9 Non-Motorized Transportation…………………………………………………………………….... 5-10 Trucking and Freight…………………………………………………………………………………. 5-11 Air Transportation…………………………………………………………………………………….. 5-11 Railroads………………………………………………………………………………....................... 5-12 Water Transportation…………………………………………………………………....................... 5-12 Future Plans and Studies……………………………………………………………....................... 5-12 Policies and Programs…………………………………………………………………………......... 5-13 Objectives and Actions………………………………………………………………………………. 5-13 DRAFT September 2018 City of Oshkosh Comprehensive Plan Update 2040 Chapter 5: Transportation CHAPTER 5: TRANSPORTATION INTRODUCTION A safe, efficient, and well-designed transportation system can provide convenient transportation and economic benefits for the residents of the City and the surrounding area. The City’s transportation system is much more than simply looking at the road system. An assessment of the pedestrian, bicycle, transit, rail and air transportation systems all play an important part in providing transportation for goods and people. Wisconsin’s Smart Growth Legislation requires that the transportation element
    [Show full text]