The project is 80% federally funded and 20% City-funded, up to the federal cost cap for the project. If that cap is exceeded, any additional cost would be 100% City-funded.

Assessments to property owners for sidewalk and driveway approach replacement in front of their property would be sent near the end of the design phase of the project. Assessments will be calculated based on the City's share of the final cost.

Please report potholes by submitting an online service request at https://city.milwaukee.gov/ReportPotholes, or using the MKE Mobile Action app (https://city.milwaukee.gov/ucc/mkemobile), or calling 414-286-CITY.

West Lisbon Avenue is generally anticipated to remain open to traffic during construction. West Lisbon Avenue may be open to one-way traffic at times and may have short term closures at other times. Turning movements at intersections may need to be restricted at times in order to facilitate construction.

Driveways may need to be closed for short-term durations or constructed in stages. Parking on West Lisbon Avenue may not be available at certain times during construction; temporary parking permits would be available for nearby streets.

Pedestrian detours would be provided where sidewalk is being reconstructed.

These details are being evaluated and will be discussed at the fourth and final public involvement meeting.

The City of Milwaukee provides the Support for Business Program (SFB) to help businesses thrive while we make improvements to the City’s infrastructure. Please see https://city.milwaukee.gov/dpw/infrastructure/supportforbusiness/Tools for more information

The project team requests that businesses provide the following information to assist in the project development:

1. Hours of operation
2. Type/size of delivery vehicles
3. Time of day for deliveries
4. Specific delivery routes/circulation on your property
5. Other relevant information

Since real estate or easement acquisition is not anticipated with the project, most improvements on private property outside the city’s right of way should be compatible with the project. However, each case may be different, so please contact the project team to discuss the specifics at your property.

Milwaukee County Transit System (MCTS) routes 66 (Burleigh Street), 76 (76th Street), and 92 (92nd Street) cross the project corridor, with bus stops at the intersections. The project team is coordinating with MCTS to determine modifications to the transit stops at these intersections. The project team will also be coordinating with MCTS for temporary stops during construction.

Trucking will not be restricted or limited with this project. West Lisbon Avenue is classified as a minor arterial route. Minor arterials play an important role in the transportation network to move people, goods, and services between higher classification roadways and local streets. This includes trucks and other vehicles moving goods. Businesses along West Lisbon Avenue also need to maintain deliveries.

There will be modifications. The complete reconstruction of the roadway offers a good opportunity for the project team to evaluate improvements, including safety, operations, and multi-modal transportation needs.

The project team evaluated traffic needs and determined that rebuilding with two travel lanes in each direction would be considered overbuilt. It also wouldn’t meet most of the project goals. Therefore, the team is proposing to rebuild W. Lisbon Avenue with one travel lane in each direction. This reconfiguration is known as a “road diet.” A similar road diet was constructed on S. 60th Street from W. Cold Spring Road to W. Kinnickinnic River Parkway.

This reconfiguration also provides room for other uses such as bicyclists. Bicycle alternatives included various on-street and off-street bicycle accommodations.

W. Lisbon Avenue is proposed to be rebuilt with one travel lane in each direction. Left turn lanes would be added in the median. This configuration would have safety benefits for motorists and other users.

Separated (raised) bike lanes would be added between the sidewalk and the new roadway curb. The bike lanes would be approximately where the existing parking lane is located. Separated bike lanes provide more comfort for bicyclists of a variety of ages and abilities, and generally provide more comfort for motorists and pedestrians as well.

Some median openings and driveways would be closed with the project, where they are too close to intersections. Some driveway aprons will be modified to better line up with driveways.

In addition to the road diet, other traffic calming and pedestrian improvements would be made such as curb extensions (bumpouts), pedestrian refuges, high visibility crosswalks, and raised pedestrian/bicycle crossings. Speed tables are also being considered.

Spot safety improvements are being evaluated, such as at the curve near N. 100th Street.

Steel monotube traffic signal poles are being proposed as a safety improvement.

Bioswales are also being evaluated to improve stormwater management. Specific locations will be determined as the project progresses.

After extensive evaluation of traffic signals and roundabouts, the project team has decided to move forward with roundabouts at the N. 92nd and N. 84th Street intersections. They would be single-lane roundabouts, which are easier for various users to navigate. A variety of factors were evaluated and compared in order to make this decision. These included, safety, traffic operations/capacity, transit accommodations, traffic calming, pedestrian and bicycle accommodations, truck turning movements, driveway/access impacts, as well as other impacts, costs, and public input.

The N. 76th Street and W. Burleigh Street intersections will have traffic signals.

For most factors evaluated, the traffic signals and roundabout alternatives were similar. The main reasons for selecting the single-lane roundabout alternatives were:

• Safety: Roundabouts are designed to help slow vehicle speeds, which in turn would reduce severe and fatal crashes. Roundabouts generally reduce crashes by approximately 35% for all crashes and 76% for injury crashes, when converted from a signalized intersection or intersection with stop signs. Single-lane roundabouts generally offer greater safety than multilane roundabouts due to fewer points of conflict.
• Multimodal needs: Roundabouts have the ability to provide shorter crossings for pedestrians and separated bike lanes for cyclists. There are also fewer conflict points between pedestrian/bicyclists and vehicles.
• Public input was mixed between support for roundabouts and signals, with slightly more support for the roundabouts.

The roundabouts are anticipated to operate acceptably for motorists at these locations.

The current posted speed is 35 mph. The new reconfigured street design is anticipated to result in some reduction in traveling speeds, and it's important that the City can evaluate how much of a speed reduction that is. Therefore, the posted speed will remain as 35 mph after construction. The speeds will be further monitored, and the posted speed can be modified later, if appropriate.

Adjacent property owners will be responsible for mowing the grass areas and removing snow and ice from sidewalks.

The City will remove the snow and ice from the separated bike lanes. The city will use smaller snow removal equipment for the bike lanes and anticipates removing the snow within up to approximately 72 hours, depending on the snowfall amount.

Some trees are anticipated to be removed, generally in the median or on the outside of the roadway near intersections.

Many new trees will be planted at the conclusion of the project, boosting the overall tree count by 40 percent.

The proposed design provides a “flex space” lane along each side of the street. In many areas, the flex space would be used for parking, as it is now. The flex space can also be used for emergency stopping, residential or business deliveries, business loading zones, and food trucks.

Some intermittent flex space will be provided along the area by the cemetery, so vehicles can pull over for emergency stopping purposes or to allow for emergency vehicles to pass.

Some parking spots will be eliminated where turn lanes are being added or where curb extensions are being added.

Minor side streets with stop signs will have minimal reconstruction right at the intersections with Lisbon Avenue.

Side streets at the major intersections (92nd, 84th, WIS 181/76th, and Burleigh streets) would have more substantial modifications extending further along the side street.

Additional stop and yield signs are not planned to be installed. Placing stop signs where they are not warranted can cause safety issues.

Each intersection needs to be evaluated based on a complex set of factors and public input to determine what is appropriate, and whether a roundabout would be safer.

Studies have shown that roundabouts reduce the number and severity of accidents compared to traditional stop signs or signalized intersections. Roundabouts are designed to help slow vehicle speeds, which in turn helps to reduce severe and fatal crashes. Roundabouts generally reduce crashes by approximately 35% for all crashes and 76% for injury crashes, when converted from a signalized intersection or intersection with stop signs. Single-lane roundabouts generally offer greater safety than multilane roundabouts due to fewer points of conflict. [Source: NCHRP 672]

Each intersection needs to be evaluated based on a complex set of factors and public input to determine what is appropriate, and whether a roundabout would reduce congestion.

According to the Wisconsin Department of Transportation (WisDOT), a study measuring traffic flow at intersections before and after conversion to roundabouts in Nevada, Kansas and Maryland found that traffic delays were reduced between 13 to 23 percent.

The W. Lisbon Avenue analysis indicates the time to drive along the corridor would be similar to today, with some times of the day being slightly longer and some times of the day slightly shorter.

The roundabouts will have separate crosswalks and paths for pedestrians and bicyclists. Pedestrians should use the marked crosswalks, while cyclists can use the newly constructed bike lanes and bike crossings. Median refuges will be included so pedestrians and bicyclists can cross one side of the street, wait in the median if needed, and then cross to the other side of the street

The roundabouts are designed for emergency vehicles. Emergency vehicle drivers are trained to navigate roundabouts safely. Motorists should yield to emergency vehicles entering the roundabouts and pull over to allow them to pass.

Roundabouts are designed with larger vehicles in mind, providing mountable aprons to accommodate the turning radius of trucks.