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Northeast Area Plan Public Review DRAFT

About: This is Northeast Area Plan Public Review DRAFT with all the content of each of the seven chapters of the Northeast Area Plan and Community Action Strategy for Burke Heights, Sandburg, and Hawthorne-Truax neighborhoods. The Planning Division is seeking public feedback prior to producing a final draft to introduce to the Common Council. 

The comment period closed on June 17, 2024. City staff is currently reviewing public comments and preparing the final DRAFT Plan. The review and approval process is expected to begin in July. 

If you have additional comments or questions please contact us at Neighborhoods@citymadison.com.

When viewing on a computer, click the "Full Screen" buttonFull screen button showing arrows in four directionsto open a larger window for viewing.

Visit the project webpage for more information about the Northeast Area Plan. 

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in reply to Matt Phair - UW Health's comment
Longterm street designs and improvement are guided by the Complete and Green Streets Typologies. In the near term, construction is planned by the Transportation Improvement Plan (TIP). Hoepker is planned as Community Connector but isn't in the TIP at this time.
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Question
Does the City have plans to improve Hoepker, beyond what the State will hopefully do to build the interchange? Has the City talked to the City of Sun Prairie about Hoepker?
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Question
Does the City have any more specific plans about how to do this - connect people through all modes of travel to the TAC? UW Health is interested in this, for our patients and staff and our certainly willing to work with the City to see transportation improvements made for better access to TAC.
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in reply to Staff_DanMcAuliffe's comment
Thanks for clarifying this potential option.
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in reply to Nicholas Davies's comment
The City's preference is no expansion. However, we know an additional lane is being considered by WisDOT. If WisDOT pursues an expansion, the City would prefer a flex lane to a full lane.
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in reply to JP's comment
Hi JP. We haven't stopped trying to build paths east of Hwy 51, but most have obstacles we are trying to work through (current design of Hwy 51, railroads, wetlands, steep slopes, interstate crossing, etc.)
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in reply to Nicholas Davies's comment
I don’t think that’s an option the state is considering. I also disagree, living in the area I see that it relieves stress from the other exits and provides the only safe east west connection across the interstate for bikes and pedestrians to the East town area. The bus also goes that way to bring people to shopping or from home to work. I do agree with most of your other bicycle related suggestions.
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Question
YES! This needs to be emphasized why did we stop building bike paths at hwy 51 and hardly any go further east? Everything east of 51 needs a safe connection to the rest of Madison’s bike paths. I94 is another barrier to cyclists from Madison east of the interstate in the 53718 area code and potentially others.
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Suggestion
This multi use path along the train tracks that Amtrack will be coming in on from Sun Prairie, Waterloo, and farther east will help NE Madison and nearby communities get to the train station safer instead of riding along East Wash and Lein where there have been recent bicycle deaths. I understand there has been pushback from the railroad in the past but the lack of multi use paths east of 51 is appalling it’s like the city just stopped building its bike network at 51 and forgot there is still Madison east of 51 and east of the i39/90/94 interstate.
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in reply to Nicholas Davies's comment
These illustrations are highly conceptual and are intended to provide an idea of how the corridor could be redeveloped according to the recommendations of this plan.
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in reply to Nicholas Davies's comment
Hi Nicholas. There is a bike map on the following page (p. 30) titled "Shared-Use Path & Bicycle Network"
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in reply to Anonymous's comment
DNL is day night average sound level. It's a cumulative measure of 24 hours of exposure. It's not comparable to a sound you hear. The FAA uses is as the basis of all sound exposure models around airports and it determines eligibility for sound mitigation.
link
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in reply to Kara McNeill 's comment
Hi Kara. While the in-the-building experience may be different, MMSD's long range facilities plan indicates Sandburg is currently at 75% capacity and expecting declines. Also, east of Zeier Road is actually the Sun Prairie school district so new housing there won't impact MMSD.

link

We are not aware of any plans for MMSD to add a school, but one could be accommodated in the east towne area under this plan.
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Suggestion
I also want to point out Lien Rd, where Joseph Solomon was killed this year. Last I heard, some safety improvements are going to be tested out here
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Question
Are Commercial Ave renderings supposed to go here?
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Suggestion
The High Crossing interchange is redundant and it would simplify I90 operations to just eliminate it
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Suggestion
The existing flex lane on the Beltline has only enabled and encouraged reckless speeding. I don't believe the city should be supporting criminal behavior and creating more burden for law enforcement
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Suggestion
17 lanes for motor vehicles and zero for bikes or peds or rail. We should not support any highways that are exclusive to motor vehicles
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Question
Is there going to be a separate bike map in the plan?
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Suggestion
Much of 51 also has excess right-of-way that could be redeveloped, if WisDOT would just lower speeds / reduce lanes
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Suggestion
It would be better for the neighborhood if more of the Fair Oaks corridor could be mixed-use, to support commercial amenities in future
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Suggestion
This area is close to BRT, the E Wash corridor, and the Starkweather bike/ped corridor. This could be a good area to increase to LMR, to support gradually densifying if property-owners choose to do so
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Question
This close to BRT and the E Wash corridor, is there a compelling reason not to show this as LMR, to support gradual densification and missing middle housing?
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Suggestion
This could be a good area to show as low-medium residential, to support gradual densification near BRT and groceries and other amenities
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Suggestion
This would be a logical place to be supportive of a mix of uses in future, to start bringing commercial amenities within walking distance of people who live towards the center of this neighborhood
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Suggestion
This is far enough from the E Wash corridor that residents of the neighborhood would benefit from having commercial amenities nearby, within walking distance. Perhaps some of this could be mixed use, to reflect flexibility in future land uses
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Suggestion
The area around E Wash (and the BRT corridor should really be shown as mixed use. It's a good place to live and to add residential density, but also a commercial corridor. We should support adding both near BRT stops
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Suggestion
This is sufficiently far from other amenities that it could make a good approximate location for allowing commercial or mixed uses and bring heterogeneity into the neighborhood. That would make the area more walkable and vibrant
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Suggestion
Portage & Hayes is the center of an area developing fast, and there could be potential for more multi-use development here--a neighborhood center or mini downtown
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Question
17 lanes is absolutely insane. Is WISDOT considering more cost effective alternatives to car transit such as rail transit?
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Question
Am I reading this correctly that these alternatives have ~4+ lanes in each direction at this intersection? Where is the alternative to remove lanes from both 51 and 151? or downgrade the section of 51 running through Madison to a regular street? I90 is just to the east of here, so having a second north/south highway in the heart of the neighborhood is really overkill (and likely to get people killed).
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Question
I don't see much mention of the WISDOT studies of highways 51 and 151. Is there any action the city can take to petition the state to make these roads less hostile to anyone outside of a car? Or potentially request the state re-route the assignment of these highways to roads further outside the city that wouldn't cut through the heart of the Northeast area neighborhood and endanger resident's lives?
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Question
I don't see how rezoning parcels in the NE Area from PD zones into more standardized equivalent zones is outside the scope of the NE Area Plan. Isn't that part of the goals of the proactive rezoning process to make the zoning make more sense?
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Suggestion
I appreciate the visual examples for each land use type. This would be great to include as standard reference material in all area plans (West Area Plan is specifically lacking in this)
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Question
what does "DNL" mean in reference to the noise exposure map? Are these levels time weighed or single instance noise level. Ex: 75dB for a few seconds every hour is very different form a consistent 75dB for several hours at a time
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Question
What is this a total of?
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Question
Has the city considered working with property owners to identify underutilized parking lots that might be good candidates for development? That could help with infill, without the cost of tearing down existing buildings.
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I LOVE the plan to remove the E Washington frontage road. It's congested, unsafe, and outdated. People don't know incoming traffic doesn't stop and there's lots of close call collisions.
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Question
With such a large re-development plan, will the city be adding another elementary school or adding additions onto current elementary schools to support the rise in population? We're already at our max as it it.
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in reply to Laura Muller's comment
Hi Laura. We agree! A lot of places within the Northeast area were built when auto-dominated policies, such as high minimum parking ratios, were in place. Many of those policies are updated to reflect a greater emphasis on pedestrians, bikes and transit users, instead of just cars. For example, the recently adopted Transit-oriented development overlay district eliminated minimum parking requirements and set more stringent parking maximums along the BRT corridor. A lot of plan recommendations are in place to transition East Washington Avenue into a design more similar to a city street than a highway. This includes a redesigned I-39/90/94 interchange that removes freeflow ramps to reduce speeds, removal of frontage roads to allow redevelopment closer to the street and the addition of a shared use path on the north side of the road.
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in reply to Diann Thumser's comment
Hi Diann. Thanks for catching this error. We updated the formatting and forgot to edit a value. We've since updated the chart so it is now accurate in this draft.
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in reply to DavidMilbradt's comment
Hi David. Planned street extensions such as this are typically built only when a property develops or redevelops. It's very unlikely the street would be built without a change to your property, given the reasons you cite as well as costs to the City. The planned street map shows connections that may make sense long-term but doesn't put a timeline on their construction. Often, these connections take years or decades before they are actually built.
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in reply to DavidMilbradt's comment
Hi David. Planned street extensions such as this are typically built only when a property develops or redevelops. It's very unlikely the street would be built without a change to your property, given the reasons you cite as well as costs to the City. The planned street map shows connections that may make sense long-term but doesn't put a timeline on their construction. Often, these connections take years or decades before they are actually built.
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in reply to DavidMilbradt's comment
Hi David. Planned street extensions such as this are typically built only when a property develops or redevelops. It's very unlikely the street would be built without a change to your property, given the reasons you cite as well as costs to the City. The planned street map shows connections that may make sense long-term but doesn't put a timeline on their construction. Often, these connections take years or decades before they are actually built.
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in reply to DavidMilbradt's comment
Hi David. Planned street extensions such as this are typically built only when a property develops or redevelops. It's very unlikely the street would be built without a change to your property, given the reasons you cite as well as costs to the City. The planned street map shows connections that may make sense long-term but doesn't put a timeline on their construction. Often, these connections take years or decades before they are actually built.
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This is a very useful short cut for people in the Mendota Street neighborhood to access the East Side commercial area. Building it does not require the demolition of any buildings and it is already working. A few improvements would create a street that would make route this safer and easier to use.
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Suggestion
We are the private owners of the property at 1206 Mendota Street and this map shows a proposed extension of Parkside Drive that would cut directly through our property. If this were built it would cut our property in half, demolish the barn, the tobacco shed, and eliminate our floral business by destroying our flower production gardens and buildings. We don’t understand why a street is needed to connect this high density residential area to an industrial area. We don’t need more industrial traffic in our neighborhood. Please find another route for this extension of don’t extend it.
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Suggestion
This is a very useful short cut for people in the Mendota Street neighborhood to access the East Side commercial area. Building it does not require the demolition of any buildings and it is already working well. A few improvements would make this safer and easier to use.
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Suggestion
We are the private owners of the property at 1206 Mendota Street and this map shows a proposed extension of Parkside Drive that would cut directly through our property. If this were built it would cut our property in half, demolish the barn, the tobacco shed, and eliminate our floral business by destroying our flower production gardens and buildings. We don’t understand why a street is needed to connect this high density residential area to an/industrial area. We don’t need more industrial traffic in our neighborhood. Please find another route for this extension of don’t extend it.
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Suggestion
We are the private owners of the property at 1206 Mendota Street and this map shows a proposed extension of Parkside Drive would cut directly through our property. If this were built it would cut our property in half, demolish the barn, the tobacco shed, and eliminate our floral business by destroying our flower production gardens and buildings. We don’t understand why a street is needed to connect this high density residential area to an/industrial area. We don’t need more industrial traffic in our neighborhood. Please find another route for this extension of don’t extend it.
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