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City and consultants present federally funded South High Point Road extension; commission prefers center two‑way left turn lane and single‑lane roundabout
Summary
Engineering staff presented two cross‑section options and two intersection designs for the proposed South High Point Road extension; the team recommended a two‑way left‑turn lane and a single‑lane roundabout at the High Point–Raymond intersection.
City engineering staff and consultants presented preliminary design alternatives for a federally funded extension of South High Point Road on Madison’s far southwest side. The project provides a new connection through a currently undeveloped field, will be built within an 80‑foot public right‑of‑way, and is intended to tie to an existing residential development to the north and future regional facilities.
Two corridor cross‑section alternatives were shown: a preferred two‑way left‑turn lane (a centered “twiddle”) and an alternate raised median option. Both alternatives include a 5‑foot sidewalk on the west side and a 10‑foot multi‑use path on the east side; vehicle travel lanes were presented at 11 feet, with design staff noting flexibility to narrow lanes. The two‑way left‑turn lane was recommended for its flexibility if adjacent parcels develop and for lower long‑term maintenance costs than a planted median.
At the High Point–Raymond intersection staff presented two control options: a conventional signalized intersection (with conduit for a future signal) and a single‑lane roundabout. Due to near‑term operational needs and long‑term calming benefits staff recommended the single‑lane roundabout. Project schedule: preliminary design and environmental process continue through the summer and fall of 2025; final plans in 2026 and construction likely in 2027.
Commission discussion focused on pedestrian and bicycle safety where the multi‑use path crosses the intersection and on design choices that limit vehicle speeds. Commissioners suggested exploring narrower travel lane widths, raised crosswalks or enlarged splitter islands at the roundabout to improve crossing safety, and widening the multi‑use path to better separate bicyclists and pedestrians rather than maintaining adjacent on‑street bike lanes. Engineering staff agreed to evaluate those refinements and return with updated plans later in the summer.
Why it matters: The extension creates a collector connection that supports planned development, stormwater and utility routing, off‑street bike and pedestrian facilities and regional mobility. The design decisions (twiddle vs. median and roundabout vs. signal) steer future operating characteristics, maintenance requirements and how people on foot and bike use the corridor.
