Part Iii: Prototype Design

PROTOTYPE DESIGN/INTRODUCTION
PART III: PROTOTYPE DESIGN
These concepts and guidelines described earlier were used to develop a prototype
design for an emerging suburban area located west of the City of Milwaukee.
This was done to illustrate the concept and to test how the guidelines could be
applied to a real world situation. The process of developing the prototype design
and the guidelines occurred simultaneously and there was substantial modification
of both as the project progressed. All members of the project team participated in
the design process and the result represents the collaborative effort of all
involved.
The design evolved through three stages. First, a theoretical design was
developed to attempt to illustrate how the concept of a Transit Corridor District
would look without site constraints. In the second stage, the initial prototype
design was modified to address the conditions on a specific site. Finally, in the
third stage, this design extensively critiqued and a final design was developed.
GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

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J. Theoretical Development
Theoretical Designs
Initial work on the project focused on the development of overall concepts and
preliminary design work. The basic concept that emerged was a corridor based
land use pattern following a transit route. Ideally the transit corridor would be
located parallel to a primary highway arterial, but at least 1/4 mile away to create
a zone of pedestrian access to the transit system. The starting point then simply
was a line on a piece of paper representing a transit route. A 1/4 mile stop
spacing was added along with a series of pathways to connect the stops to
surrounding areas.
A one-half mile by one mile segment was developed next. This includes a central
transit route and a local street and block pattern designed to provide direct
walking paths to the individual stops. Higher density land uses (apartment
buildings, offices, etc.) are placed directly along the transit route. At the center of
the area a school is located near thetransit stop with open space located behind it.
A shopping center is also located at the center. It is different than a typical
shopping center in that it occupies a long, narrow site. Transit-related shopping
(neighborhood stores, etc.) is located nearest the transit stop while auto-related
shopping is located along the auto arterial street. Green space is included along
the pathway system to provide some open space and to somewhat isolate the noise
of transit vehicles from surrounding areas. Four alternative street and block
patterns were used in the quadrants of the area. These were located following the
location of the pathways and reflect a desire to minimize walking by providing
diagonal pathways. Different patterns were used in each quadrant to show the
range of options that could be used.

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Local Street Patterns: Variation on a Grid
Another effort that provided some useful insight was to examine how a traditional
grid street pattern could be modified to provide a transit-sensitive land use
pattern. The basic "Milwaukee grid" was used as a starting point. This pattern is
found in the older parts of the City of Milwaukee and has 16 blocks to the mile in
the east-west direction and eight blocks per mile in the north-south. Arterial
streets are designated every one-half mile leading to an area 1/2 mile on each side
with 32 blocks. Each individual block is of a size of 660 by 330 feet (including
street rights-of-way) and can contain 20 lots if the lots are 60 feet wide. This
results in a residential density of 2560 lots per square mile or 5-10,000 persons
per square mile with single family dwelling units and typical household sizes.
Actual densities, of course, vary depending on other land uses, differences in lot
sizes, household size and the presence of multifamily housing. Such a pattern
provides a high density of land use that should be sufficient to support transit
service.
Grid street patterns have significant problems in urban areas and are avoided by
planners in modern land use design. Through traffic can be a significant problem
since it is relatively easy to take shortcuts through residential neighborhoods and
to avoid congested arterials by using parallel local streets. Residential or
commercial lots that directly front along arterial streets also cause problems for
traffic operations along the arterials because of conflicts with vehicles turning in
or out of driveways. Another problem occurs if grid streets are placed in areas
with difficult terrain. Gradients on streets become too steep as streets go up high
slopes. Furthermore it can be difficult to locate building sites along steep streets.
However, grid street patterns have some advantages when applied to transitsensitive land use design. Pedestrian pathways can be direct and high residential
densities can be developed.

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Block size and spacing seems to be quite appropriate with transit service built
around 1/4 mile walking distance and 1/4 mile block spacing. Thus it may be
possible to adapt the grid pattern to deal with some of its problems and to better
work with transit systems. Several variations on the grid were done to provide a
framework for further design.
The first variation (A) attempts to control through traffic problems by shifting the
interior streets by one-half block and closing off some connections to the arterial
streets. Connections to arterials occur at the 1/4 mile points. The transit corridor
is located 1/4 mile from the arterial street with stops located internally
approximately 1/8 mile from the arterials on the edge. The central portion of the
transit route is closed off to automobile traffic and pathways are used to provide
connections to the transit stops. Other variations on this theme could involve
more extensive use of cul-de-sacs (B) and loop streets (C). Diagonal streets could
also be used internally to provide direct walking paths (D). The configuration of
streets also depends on the general direction of the transit route relative to the
grid. A transit route running parallel to the long side of the blocks would result in
a different pattern of streets (E). In this case the transit route could be located
entirely separate from the local street system or else it could be shifted one half
block to follow the streets.
The placement of streets where two transit corridors cross presents interesting
opportunities (F). Such a place would be a natural location for concentrated
shopping and office activity. These areas could be spread along the two transit
routes and it is likely that stops would be placed close together. The restriction of
auto traffic opens up the center of the commercial area for extensive pedestrian
movement and for public space for civic activities. Parking for automobiles could
be provided along the outside of the commercial district on all sides along with
good access from the surrounding arterial streets. Further variations are possible,

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especially the introduction of curvature in the street pattern and the reduction of
symmetry. The basic structure of streets, however, should include location of the
transit corridor and stops to provide good pedestrian and bicycle access and to
control automobile movement to avoid interference with safe and efficient transit
and pedestrian circulation.

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PROTOTYPE DESIGN/SITE
K. Site Description
Selection of the Project Site

To test our guidelines and concepts a prototype design was developed for a
suburban area. The site chosen is one-half mile wide by two miles long and is
located west of the City of Milwaukee in the Township of Menomonee Falls. The
area is rural in character with little development. However, urban development
activity is occurring south and north of the site and it is likely that it will see a
transition from rural to suburban land use in the near future. It lies north of the
City of Brookfield and south of the Village of Menomonee Falls, both of which
have had substantial suburban development during the past twenty years. To the
east is an industrial district while three miles to the west is the rapidly growing
Village of Sussex.
The site chosen is parallel to Silver Spring Drive, a major east-west arterial which
connects to the U. S. Highway 45 belt freeway two-and-a-half miles east. The
comparable arterials located to the south (Capitol Drive, North Avenue, and Blue
Mound Road) have been sites of substantial commercial strip development.
The selection of this site was based on its potential for future suburban
development activity. In addition, it appeared to be a potential location of transit
services which could connect into the Milwaukee central area and provide an eastwest crosstown service into the City of Milwaukee. Because the site is relatively
undeveloped and has relatively few owners, there are opportunities to provide
concentrations of demand that could create a significant market for transit
services. Finally, the site has a mixture of rolling terrain and natural features
which could be incorporated into the design.

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Site Conditions
The site consists of gently rolling hills with no significant slopes which would
impede development. Current use is agricultural with a few scattered residences.
There is a large wetland located in the northwest corner of the site. There are
some wooded areas in the site, primarily in the form of mature fence rows with
some larger wooded tracts in the south-central and west portions of the site. Land
ownership is primarily in large parcels up to 80 acres in size. The east edge of the
site is along Pilgrim Road, a major north-south arterial in Waukesha County
which connects the Village of Menomonee Falls with a major regional
shopping/office center at Brookfield Square to the south. The next north-south
street is Marcy Road, one-and-one-half miles west. Marcy Road is two miles
long and does not directly continue across the county. Another major arterial,
Calhoun Road, a mile west of Pilgrim Road, could potentially be extended
through the site in the future.

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Transit Service
It was assumed that there would be two transit routes that would intersect in the
district. An east-west line that parallels Silver Spring Drive and a north-south
route that connects the suburban centers of Menomonee Falls and Brookfield
Square. Our primary emphasis is on the east-west line, which could be extended
westward an additional two miles before it would encounter existing development
and have to be rerouted to along Silver Spring Drive. The intersection of the two
routes presented an opportunity to create a town center for shopping and office
activity built around the transit services. No substantial shopping districts exist
nearby and this appeared to be a logical use which would work well with the
transit service.
The east-west transit route was located roughly 1/4 mile south of Silver Spring
Drive. The route was located to avoid steep gradients and to parallel fence line
wooded areas so they could be used to enhance the corridor. The north-south
route was assumed to be along a corridor that passes through open space north
and south of the site, eventually connecting with Pilgrim Road and/or Calhoun
Road. A north-south transitway intercepts this site in its "downtown" area. This
line connects the Brookfield Square/Blue Mound Road, a strong area of suburban
employment and shipping, with the growing Village of Menomonee Falls, north
of the district. Other route locations in this area which were not selected include
areas of wetlands, parks and quarries, built-up areas and areas of outstanding
natural beauty.
Transit stops were located approximately every 1/4 mile along the corridors with
a closer spacing in the town center. Generally stops were located 1/8 mile in from
crossing arterials to provide for reduced walking distances to transit. Some
modifications of stop locations were made to take advantage of site conditions.

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Part Iii: Prototype Design

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PROTOTYPE DESIGN/INTRODUCTION

PART III: PROTOTYPE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

Selection of the Project Site

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

GUIDELINES FOR TRANSIT SENSITIVE SUBURBAN LAND USE DESIGN

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