WisDOT presents alternatives for US 51 (South Stoughton Road); city staff signals preference for wide boulevard

Madison — Wisconsin Department of Transportation staff on July 23 updated the Madison Transportation Commission on planning-level alternatives for the US 51 (South Stoughton Road) corridor, a 4.4-mile stretch running from Bogus Road/Terminal Drive in McFarland north to just south of Highway 30 in Madison.

The study, WisDOT said, aims to “improve safety and mobility for all modes of travel and to improve community connectivity guided by local plans and goals.” The corridor currently carries roughly 34,000–48,000 vehicles per day in different segments and includes a mix of frontage roads, interchanges and at-grade intersections.

Why it matters: US 51 is a primary north–south route on Madison’s east side that serves businesses, freight and neighborhoods. WisDOT and city staff said changes could alter whether segments function more like a city street or a higher-speed, limited-access route — with implications for safety, property access and multimodal connectivity.

Michelle Howe, major studies supervisor for WisDOT’s Southwest Region, outlined the study process and the concept alternatives under consideration. Corridor concepts presented previously range from preserving a higher-speed corridor with limited direct access to converting sections to lower-speed urban cross sections with new intersections. At the July 15 public meeting WisDOT reported more than 130 attendees; a public survey tied to the study remains open through August 15.

Alternatives and where they would be considered - Milwaukee Street and Cottage Grove Road: each location has two high-level concepts — upgrading existing interchanges for improved acceleration/deceleration and turn lanes, or converting ramps to low-speed connector roadways that tie into signalized intersections on US 51. The hybrid connector option would add signals where ramps now merge directly onto 51. - Buckeye Road and Flambeau/Flam Road: three options at Buckeye include expanding the at‑grade intersection or two hybrid options that lower US 51 under Buckeye and provide connector roadways and new bridges at Buckeye and Flam. The hybrids would remove some at‑grade conflict points and preserve Buckeye and Flam elevations via bridges. - Central segment (Buckeye to Tompkins Drive): WisDOT described a “wide boulevard” concept that would remove existing frontage roads, shift the northbound and southbound lanes outward, and create a landscaped center median/green space. Under that alternative business driveways would access 51 directly rather than using frontage roads. - Broadway and BeltLine interchange: options include an offset T or hybrid designs and, at the BeltLine, either expanding the existing interchange or converting it to a diverging diamond interchange (DDI) to improve left‑turn operations. - Voges/Terminal Drive (south end): three concepts include intersection expansion or hybrid connector designs; WisDOT said it has coordinated options with the village of McFarland.

City staff priorities and questions Liz Callan, representing City of Madison planning/transportation staff, said the city has been actively engaged with WisDOT and that staff emphasize safety for all users consistent with the city’s Vision Zero goals. Callan said city staff generally favor the wide boulevard in the central corridor because it would reduce the “interstate‑like” character of the road and better support bicycle, pedestrian and transit access, though she noted tradeoffs and the need to work through impacts.

A number of alderpersons and commission members raised questions about outreach to businesses and schools, traffic model assumptions, and how to reduce vehicle speeds. Michelle Howe said WisDOT used the MPO travel‑demand model and that detailed traffic, signal‑timing and level‑of‑service analyses would inform the final design alternatives. Howe also described available program funding for community sensitive design (landscaping/art) during construction and said more detailed alternatives will be presented at a fourth public meeting expected in late 2025 or early 2026.

Public comments and positions Two registered participants summarized public perspectives: Nicholas Davies (resident/registrant) said he opposes capacity expansion and condemnation, urged options that would allow future conversion to a city street, and favored hybrid intersections and a direct‑access boulevard or wide boulevard. Gabriel Hill (resident/registrant) urged shifting through traffic to I‑90 where feasible, designing for safer crossings, and using boulevard and signal‑timing solutions rather than adding lanes.

Clarifying details from the presentation and discussion - Study corridor length: 4.4 miles (Bogus Road/Terminal Drive in McFarland to just south of Highway 30 in Madison). - Reported existing daily volumes: roughly 34,000–48,000 vehicles per day depending on segment. - Existing posted speeds vary along the corridor; WisDOT presented concepts that assume 35–45 mph design speeds in lower‑speed alternatives (current segments near Buckeye/Flam approach 55 mph in places). - Public meeting attendance: WisDOT reported over 130 participants at the July public information meeting. - Public survey: available via WisDOT project website through August 15; WisDOT encouraged distribution. - Process timing: detailed alternatives in a public meeting late 2025/early 2026; environmental document anticipated late 2026; study completion anticipated in 2027; earliest construction of a preferred alternative anticipated in the early 2030s, contingent on funding and FHWA approvals.

What wasn’t decided No final alignment or preferred alternative was adopted at the July 23 meeting. WisDOT and city staff said feedback from the recent public meeting, comments from the Transportation Commission and additional committee input (technical advisory, local officials, citizens advisory) will inform the set of detailed alternatives to be studied next.

Next steps WisDOT will combine corridor concepts from prior November outreach with the intersection alternatives presented in July, narrow the feasible options, publish detailed alternatives at the next public meeting (late 2025/early 2026) and then identify a preferred alternative after environmental review and public hearing.

Ending Commission members and several alderpersons thanked WisDOT and city staff for the update and emphasized continued outreach to businesses, schools and residents as the detailed alternatives are developed.