Five months after the Brady Street Business Improvement District (BID) commissioned a study exploring “pedestrianization” options for the East Side street, the study—created by GRAEF and The Kubala Washatko Architects—has been released.
“Prioritizing People on Brady” contains four pedestrianization options for the eastern portion of Brady Street between Humboldt Avenue and Farwell Avenue. Options range from creating speed tables along side streets to fully closing the section of Brady to most vehicular traffic.
Find the full study HERE.
“I am thrilled to release this report,” says Rachel Taylor, BID Executive Director, in a press release. “This is a pivotal moment in our collective pursuit of a better Brady Street. The study showcases the careful research, analysis, and dedication of our team. We will continue to work hand-in-hand with local businesses, residents, and organizations to shape this cherished community.”
The options are:
OPTION 1
SLOW & SAFE: ENHANCED INTERSECTIONS
(Full Access for All Users)
Speed tables at three intersections with Brady Street, Franklin Place, Arlington Place, and Warren Avenue would serve to reduce speeding and reckless driving within the “core” of the Brady Street commercial district. Each intersection would elevate motorists to the level of pedestrians, creating a noticeable change and signaling to motorists they have entered a different type of space.
The speed tables are designed to extend north and south partially along side streets. Each of these extensions serves the dual purpose of placemaking in addition to speed reduction. The extensions of the speed tables create plaza-like spaces along each side street that can be closed for events.
Traffic, transit, and access would not change in this alternative. Full access for all vehicles is permitted. Minimal on-street parking spaces would be removed at intersections.
OPTION 2
SLOW & SAFE: ENHANCED CORRIDOR
(Full Access for All Users)
Transforming the entire stretch of Brady Street between Humboldt Avenue and Farwell Avenue creates a four-block curbless (or low curb) environment. Entry into the space from all directions includes a “speed table” element that transitions the roadway into a shared street. Redesigned parking and curb extensions would serve to constrain the roadway, further reducing travel speeds and reckless driving and expanding the amount of space entirely dedicated to pedestrians.
The curbless street is designed to extend north and south partially along side streets. Each of these extensions serves the dual purpose of placemaking in addition to speed reduction. The extensions create plaza-like spaces along each side street that can be closed for events.
Traffic, transit, and access would not change in this alternative. Full access for all vehicles is permitted. Up to 50% of on-street parking spaces would be removed along corridor.
OPTION 3
PEOPLE ONLY: ENHANCED CORRIDOR
(Two-Block Limited Access)
Limiting access along a two-block stretch of Brady Street from Franklin Place to Warren Avenue would transform the “core” of the commercial district into a holistic public place. The roadway is narrowed to the minimal space needed to provide access to transit and essential vehicles accessing properties on Brady Street nearly doubling the amount of space available to pedestrians within the “core” and nearly eliminating all potential conflicts with pedestrians and personal vehicles.
The two blocks of Brady Street east and west of the “core” would maintain access to thru traffic but include redesigned parking to expand the available pedestrian space and enhance the corridor.
Transit, loading, and emergency vehicle access would not change in this alternative.
OPTION 4
PEOPLE ONLY: HILLTOP TO LAKEFRONT
(Four-Block Limited Access)
Limiting access along a four-block stretch of Brady Street from Humboldt Avenue to Cambridge Avenue would transform this stretch of the commercial district into a holistic public place. The roadway is narrowed to the minimal space needed to provide access to transit and essential vehicles accessing properties on Brady Street nearly doubling the amount of space available to pedestrians and nearly eliminating all potential conflicts with pedestrians and personal vehicles.
The intersecting streets of Humboldt Avenue, Franklin Place, and Cambridge Avenue would remain open to cross traffic to provide access for people to be dropped off within walking distance of the core.
Transit, loading, and emergency vehicle access would not change in this alternative.
“The study imagines a transformed Brady Street, a place filled with people comfortably and safely enjoying one of Milwaukee’s great neighborhoods,” says Craig Huebner, GRAEF Planning + Urban Design Practice Team Leader, in a press release. Chris Socha, partner with The Kubala Washatko Architects, adds, “Our team was driven by a singular goal: create one of the world’s great streets.”
The study comes after a rash of hit-and-run accidents on the street, as well as years of talk of closing Brady Street to vehicular traffic. “Change will be coming, it’s just a question of what it’s going to look like,” said Alderperson Jonathan Brostoff, who represents the Brady Street neighborhood, at a meeting in early June. “The status quo is not acceptable.”
So what now? According to the press release: “The BID will use the study’s four design alternatives to engage and obtain feedback from businesses, residents, and other key stakeholders. The goal is for local residents, businesses, organizations, and officials to come together to discuss their priorities, preferences, and trade-offs between the various benefits presented in each alternative. Following community engagement this summer, the BID will work closely with the City on a final design solution.”
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