the speed limit to 45 mph affect the amount of traffic
that would use the corridor? Could it eliminate the need
for future expansion?
Most traffic using WIS 164 is local (only about 1,000
trips per day travel through the study corridor). As a
result, the ability to divert this local traffic to other
routes is negligible. The traffic study indicates that
between 10 and 33 percent of the traffic on WIS 164 may
move to other routes if the posted speed limit
corridor-wide were reduced to 45 mph. Reducing the posted
speed limit within the corridor can delay, but cannot
eliminate, the ultimate need to expand WIS 164.
to the WIS 164 corridor would only benefit trucks and
other through traffic, not local traffic.
Adding travel lanes or constructing spot improvements to
WIS 164 (like passing lanes or paved shoulders), will
benefit both local and through traffic. Comments from the
public cite the difficulty in turning left from WIS 164
against oncoming traffic Heavy volumes also make it
difficult to access WIS 164 from side roads and
The addition of passing
and/or through lanes will orient higher-speed through
traffic away from left- or right-turning vehicles. The
addition of a median will afford vehicles attempting to
join WIS 164 the opportunity to cross one direction of
traffic, wait for a gap in the other direction, and join
the highway much more safely.
reconstructing I-94 to Capitol Drive and Capitol
Drive to County VV segments by 2004 accelerate the need
for reconstructing the segments north of County VV?
No. Assuming that improvements to the south end of the
corridor will affect traffic volumes at the north end
ignores differences in traffic patterns and volumes. Only
1,000 vehicles per day travel through the entire
corridor. Major traffic volume changes along WIS 164 are
primarily due to traffic joining or leaving the highway
at several major intersections along the route. These
patterns are driven by access needs, NOT by roadway configuration.
Why was the
segment of County J between Capitol Drive and I-94 added
to this study?
Comments at earlier project meetings included suggestions
to look at alternative routings for WIS 164 south of
Capitol Drive. It became clear that a comprehensive
comparison of alternatives required looking at I-94 as a
common southern boundary for the study area. Waukesha
County had identified the need for County J between I-94
and Capitol Drive to be expanded in the near future.
WisDOT improve the critical intersections along WIS 164
and allow the highway to remain a two-lane road?
Federal guidelines determine when highways should be
expanded. WisDOT strongly believes that the long-term
travel efficiency and user safety along WIS 164 will be
compromised if the highway is not expanded when traffic
volumes exceed 13,000 vehicles per day.
intersection improvements and minor capacity improvements
as means to address safety and travel efficiency as
traffic builds toward the 13,000 threshold, but not as
Why are there
discrepancies between the Southeastern Wisconsin Regional
Planning Commission (SEWRPC)s traffic projections
First, SEWRPCs model uses average weekday traffic (AWT) volumes; WisDOT uses average daily traffic
volumes. The differences can be significant; often in
suburban areas, AWT is higher than ADT.
future year for projections is 2020; WisDOTs is
Third, SEWRPC modeled
demand based on several scenarios, including 2- or 4-lane WIS 164/County
J configurations, with and without a Power Corridor
alternative, and posted speeds along WIS 164/County J at current
limits or reduced to 45 mph corridor-wide.
When equated to ADT and
2025, SEWRPC 2-lane, existing speed limit projections
compare very favorably with WisDOT 2025 projections.
Regardless of which are
used, trends indicated by SEWRPCs study of
off-alignment alternatives are valid.
To repeat for
emphasis: no segment of WIS 164/County J will be expanded to four
lanes until or if traffic volumes exceed 13,000 Average
Daily traffic (ADT).
WisDOT and local governments improve several of the
north-south corridors into better 2-lane roads?
Wouldnt this redistribute traffic throughout the
network and preclude the need for any 4-lane roads in the
A continuous, tightly-spaced grid of parallel 2-lane
roads would provide significant additional carrying
capacity, but such roads dont exist.
This type of network works
where traffic generators (residential, commercial, industrial and recreational) are uniformly dispersed
throughout the region, like street systems in densely
populated and developed urban areas. This is not the case
in north central Waukesha County and south central
The study team has
determined that about 10 percent of the WIS 164/County J traffic is
"through" in nature; in other words, traffic
that traverses most or all of the corridor from a
starting point to its destination. Providing another 2- or
4-lane route would offer some opportunity for
through-traffic diversion. But, for the 90 percent of traffic
using WIS 164/County J for "local" trips, improving County
V, County Y, Hillside Road or WIS 83 would offer little
benefit or opportunity to avoid WIS 164/County J.
Cars entering and exiting
from abutting subdivisions, condominium complexes or
other homes must use WIS 164/County J to go to work (or to shop or eat). Businesses in the many business parks along the
route would not divert to WIS 83 (for example) as an
"If you build
it they will come." Why wouldnt constraining WIS 164/County J
to two lanes, with safety improvements at needed
locations and additional traffic signals, divert enough
traffic to remove the long-term need to expand the
The local traffic is already there, generated over the
years by rapid development. WIS 164/County J traffic has grown
between 5.7 and 7.4 percent per year between 1982/83 and
1997/98. SEWRPC has found that travel has increased in
Southeastern Wisconsin at about 2 percent per year. As long as
development increases the number of origins (homes)
and/or destinations (businesses, restaurants, gas
stations, etc.) in the area, WIS 164/County J will be an attractive
suggests that lowering the speed limit will divert
between 5 and 20 percent of the traffic that would use a
55 mph WIS 164/County J. This diversion would postpone, but not
eliminate, long-term need for expansion.
If the speed limit
can be reduced to 45 mph during US 45 construction, why
not leave it posted this way long-term?
The decision to post WIS 164/County J at a uniform 45 mph speed
limit during US 45 construction in 2000 was made solely
to discourage US 45 traffic from using WIS 164/County J as a
construction detour. This temporary change does NOT
reflect substandard or unsafe conditions along the route.
Will side streets
and driveways will be closed when the highway is improved?
WisDOT will consolidate access wherever possible, while
retaining all fronting parcels access to a public
street. Consolidating access may include the removal of
multiple driveways into single parcels, and/or minor
relocation of driveways or side streets, but WisDOT may
not land lock parcels.
How will people get
to their homes or to businesses if a median separates the
northbound and southbound lanes?
A major part of any access management effort along highly
used arterials is to provide reasonable
left-turning (median break) access, via regular spacing
of these breaks. Wherever an existing driveway will be
retained, but no median break will be provided, some
indirection of travel and "u-turning" at the
next available median break will be required.