Redeveloping the Modern Highway Framework
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Transcript of Redeveloping the Modern Highway Framework
REDEVELOPING THE MODERN
A LOOK AT INDIANA’S HIGHWAY 37HIGHWAY FRAMEWORKKYLE E. RADER 2011KYLE E. RADER 2011
REDEVELOPING THE MODERN
A LOOK AT INDIANA’S HIGHWAY 37KYLE E. RADER DEPARTMENT OF LANDSCAPE ARCHITECTUREBALL STATE UNIVERSITY COLLEGE OF ARCHITECTURE AND PLANNING
HIGHWAY FRAMEWORKLA 404: UNDERGRADUATE COMPREHENSIVE PROJECT MAY 2011
Abstract
The current highway framework is detrimental to society. The current
system results in a million animal deaths each day and a billion dollars spent
annually in property damage from vehicle/wildlife collisions (Beko� ). Over 2.2
million acres of land are wasted as mowed medians. 14,750 interchanges tangle
through our ci� es and country sides (milesurfer). Furthermore, the current
highway system is designed for the internal combus� ble engine, which is severely
outdated. In order to progress into a be� er future, America’s highway system
needs an overhaul.
A more sensi� ve highway will bene� cially use land within the right of way.
From produc� ve medians to mul� -use interchanges, the new framework will be
more ecologically and environmentally sensi� ve. Wildlife crossings will reconnect
habitats and migratory routes. Electric vehicle infrastructure allows independence
from gasoline powered vehicles. This proposal redevelops Southern Indiana’s
highway 37 into the model for the future highway.
2 | A New Highway Framework
Acknowledgments
This project is dedicated to my professors Chris Marlow, John Motloch, and
Burcu Yigit Turan for their guidance and advice; to my advisor, Cindy McHone
for her irreplaceable advice; to my friends for their support; to my roommates
Derrek Fields and Drew Ho� man for their support and mo� va� on; to my family
for their support and for ac� ng like they understood all that I have been talking
about for the last year; and � nally, to my � ancé Charlsie Sexson for her undying
support and understanding of this � me-consuming project.
Kyle E. Rader | 3
Introduction
Review of Literature
1.1 Existing highway framework ecological and environmental impacts 1.2 Amenities and infrastructure for an electric vehicle framework 1.3 Benefi ts from a more sensitive highway framework 1.4 Guidelines for a new highway framework and highway 37
Problem and Its Setting
2.1 Problem Statement 2.2 Subproblems 2.3 Hypothesis 2.4 Delimitations 2.5 Defi nitions 2.6 Assumptions 2.7 Signifi cance 2.8 Mission Statement 2.9 Goals and Objectives
Case Studies
3.1 Highway 93 3.2 Paris Lexington Road 3.3 Parc Des Buttes Chaumont
A New Framework
4.1 Location 4.2 Right of Way Landuse 4.3 Wildlife Crossings 4.4 Driving Experience 4.5 Informative Signage
6
10
13
17
19
282828292930303131
343638
4244465254
586063646970747678828590
98100104106
110112113114116
The Interchange
5.1 Location 5.2 Site Imagery 5.3 History 5.4 Inventory 5.5 Analysis 5.6 Design Elements 5.7 Design Concepts 5.8 Procedure Diagrams 5.9 Master Plan 5.10 Perspectives 5.11 Sections 5.12 Wetland Rest Area
End Use
6.1 End Use 6.2 Deconstruction 6.3 Reconnecting Habitats 6.4 Conclusion
Appendices
7.1 A: List of Figures 7.2 B: Design Considerations 7.3 C: Schedule 7.4 D: Bibliography 7.5 E: Methodologies
TAB
LE OF C
ON
TENTS
Introduction
The current highway system is one of monotony, tangled interchanges,
and intrusion into the natural landscape. For too long, highways have been
designed in a “one size � ts all” mindset. The modern highway does not re� ect
the character of the land through which it passes. Hills are torn down and valleys
� lled to accommodate the most convenient route from each des� na� on. The
resul� ng form resembles a massive scar across the land. These highways tear
wildlife habitats and migratory routes apart, forcing wildlife to desperately cross
amidst speeding tra� c.
This proposal looks to alleviate these problems. From a more sensi� ve
highway framework can come bene� cial changes to society. From the economic
bene� ts of a billion dollars saved from human/wildlife collisions to the reclama� on
of the more than 2.2 million acres of land presently used as mowed turf medians,
incen� ves are present for a redeveloped highway framework (Beko� ). The new
framework will be one that is a visitor, rather than an intruder, to the land.
[]
I’ve seen every highway in the United States,
and they all look alike to me
– Lore� a Lynn
6 | A New Highway Framework
Figure i.i | Hills are removed to make room for highways
Figure i.ii | Interchanges take up large swaths of “unusable land”
Kyle E. Rader | 7
Review of LiteratureProblem and Its SettingCase StudiesA New FrameworkThe InterchangeEnd UseAppendices
Existing highway framework ecological and environmental impacts The current condi� on of the exis� ng highway system is one of li� le
regards to the environment. From wide, mowed turf medians to sweeping acre
consuming interchanges, the current system is subpar in its land use. For example,
of the 46,726 miles of interstate in the United States (FHWA), the average median
width is 60-90 feet (ITE 178). If urban interstates are removed from this � gure, an
es� mated 40,000 miles can be considered to have a turf median. At a conserva� ve
60 feet width, then 290,909 acres of land are currently unusable. This factor
only takes in the medians without regards to the land between the travel lanes
and the edge of the right of way. A typical right of way for a rural freeway is
200 to 250 feet (ITE 178). This includes a 40-50 foot bu� er from the edge of
pavement to edge of right of way (ITE 178). If this land is assumed to also be
mowed turf, than an addi� onal 387,878 acres can be added for a total of 678,788
acres of currently unusable land. In actuality, this number is larger due to the
irregulari� es in median and right of way widths. Freeway right of ways can reach
375 feet with 150 or greater median widths (ITE 178). Also, these � gures are only
taking federal interstates into considera� on. Divided state and federal highways
also feature mowed bu� ers and medians. For instance, there are 12,000 miles of
highways in Indiana alone (INDOT). With 1,169 of those miles being interstate,
a large por� on of highway miles are in the form of state highways (TRIP). If one
assumes just a quarter of these are divided highways, then an es� mated 65,786
acres of land in Indiana are used up in the medians and bu� ers in the right of ways
of interstates and divided highways. Of this � gure, only thirty percent is interstate
land. If this percentage is considered to be typical and then applied on a na� onal
scale, then an es� mated 2,262,627 acres of land are used up as medians and
10 | A New Highway Framework
bu� ers in the United States. This is equivalent to roughly a tenth of the total land
area of the state of Indiana (netstate). This es� mate is most likely much less than
the actual quan� ty of land consumed by turf medians and bu� ers. Nevertheless,
it a� ests to the fact that the exis� ng highway framework is in dire need of being
redesigned.
In a world that faces overcrowding and food shortages, any available
le� over space should be u� lized for u� litarian purposes. Reprogramming this
space to allow for more bene� cial land uses will be a daun� ng challenge. However,
some leaders in the � eld have begun to hypothesize ways in which these areas
can be reprogrammed for more bene� cial uses.
However, medians and bu� ers are not the major land consuming factor
in highway design. A por� on of this land is necessary for safety purposes, albeit
not in the current quan� ty. The culprit lies in the form of interchanges. There
are an es� mated 14,750 interchanges in the United States (milesurfer). Freeway
interchanges can take up a large number of acres. According to Lawrence Halprin,
a typical rural highway interchange can be as li� le as 50 acres to as large as 150
acres in size (Halprin 34). The land between o� and on ramps presents the greatest
opportunity for redevelopment. First o� , interchanges should be designed to take
up the least amount of land possible. However, there will inevitably be land that
is seemingly cut o� from the surrounding land uses. Programming these spaces
for either service or recrea� onal purposes poses the most value.
Another factor to consider in the impacts of the current highway system
is the e� ect on wildlife. Highways act as barriers between animal habitats and
migratory pa� erns. In the event of a physical confronta� on between wildlife
and vehicle, the resul� ng incident is usually fatal for the animal. In the ar� cle,
No More Road Kill, Harvard landscape ecologist Richard Forman states that even
Kyle E. Rader | 11
though roads in the United States only cover a percent of the physical landscape,
their true ecological impact is es� mated at 20 percent (Robbins 33). Every day,
one million animals are killed on the current highway system. It is es� mated
that .5 to 1.5 million deer alone are killed annually in the United States by motor
vehicles. This equates to a billion dollars spent in property damage each year from
animal/vehicular impacts. These impacts leave 200 dead annually, with another
29,000 injured (Beko� ). If the number of animals killed annually was not enough
to merit a response then the addi� on of personal injury and capital loss solidi� es
the argument warran� ng wildlife crossings.
Interstate 90 in the state of Washington has implemented several wildlife
crossings to curb the number of animals killed each year. Another example is the
Trans-Canada Highway, which intersects Ban� Na� onal Park in Alberta, Canada.
27 wildlife crossing were constructed. Since the implementa� on, a reduc� on of
80 percent in animal deaths was documented. The project spanned 27 miles and
cost 80 million dollars (Robbins 32-35). Applying this percentage to the amount
of money spent each year in property damages means that a poten� al 800 million
dollars could be spent elsewhere if wildlife crossings were implemented. The
ini� al cost of installing such crossings would be quickly negated by the fact that
hundreds of millions of dollars could be saved each year. Furthermore, the value
of lives saved, both animal and human, cannot be trivialized with a monetary
value. These � gures give credibility to the fact that the current highway system is
ecologically irresponsible and actually poses a threat to the safety and well-being
of both wildlife and humans.
Amenities and infrastructure for an electric vehicle framework
12 | A New Highway Framework
With more advoca� on for reduced dependence on oil, electric vehicles
have begun to make advances into the American car market. The thought of being
able to travel to and from work on a daily basis without using a drop of gasoline
is a promising one. However, one major hurdle in the path to a na� on of electric
vehicles is the concern of the vehicle’s range. The new highway framework,
in order to be successful and worthwhile, must look beyond gasoline powered
vehicles and foresee a future in which electric vehicles are the predominant
method of transporta� on. Therefore, in order to design a successful framework,
the infrastructure required to sustain electric vehicles must � rst be understood.
Only then can the technology be applied to the framework in an assiduous and
delicate manner.
Currently, the average range for an electric vehicle is around 100 miles
(Decker). This is perfectly suitable for day to day driving, as the average American
only drives 40 miles a day (RITA). Since electric cars can be charged at home
while the user sleeps, this cons� tutes no problem. However, the challenge comes
when one wants to exceed the 100 mile range, say on vaca� on or a long business
commute. Several op� ons such as electric vehicle quick charge sta� ons, ba� ery
swapping sta� ons, and electromagne� c induc� on have been proposed to address
this problem.
The � rst step to electric vehicle infrastructure is the charging sta� on.
There are various levels of charging sta� ons, ranging from level one to level three.
Level one charging u� lizes a common 120 volt outlet such as the ones found in
residen� al homes. This is bene� cial due to the fact that no new infrastructure
is needed in one’s home in order to u� lize this kind of charger. However, since
it is only using a 120 volt, charging � mes vary in the 8 to 14 hour range. While
an eight hour charging � me would be su� cient for one charging the vehicle
Kyle E. Rader | 13
over night, this would not be su� cient for charging sta� ons located on highways
for travelers. Wai� ng eight hours every 100 or so miles would severely hinder
traveling long distances.
In order to hasten the charging � me, a level two charger can also be used
in residen� al situa� ons. A level two charger runs o� of a 240 volt circuit. This is
the same circuit that household laundry washers use. By using this system, a full
charge can be accomplished in 4 to 6 hours, or roughly twice as fast as the level
one system. This begins to be a viable solu� on to charging the electric vehicle’s
ba� ery, as one could achieve a par� al recharge while doing some a� ernoon
shopping for a couple of hours at a shopping center. Also, if one commutes 30
miles to work and then allows the vehicle to charge during the work day at a
charging sta� on located at the business’s parking lot, that commuter will leave
work with a charged vehicle.
The third level is also referred to as quick charging. This system u� lizes
a high voltage of a 480 volt circuit. With this type of charger, a complete charge
can be achieved in a ma� er of minutes. This system shows the most poten� al for
charging sta� ons located adjacent to the na� on’s highways. Travelers can stop
and recharge their electric vehicle while grabbing a bite to eat or taking a few
minutes to stretch and stroll. The California Air Resource board has recently set
the goal for quick charging sta� ons to be able to recharge a ba� ery to 80 percent
capacity in just 10 minutes (Adams).
Another solu� on to the problem of � me consuming ba� ery charging is
to just do away with recharging and simply swap out the ba� eries at a sta� on in
less � me than it takes to re� ll a gasoline tank. Shai Agassi has created a company
called Be� er Place to develop a grid of electric vehicle ba� ery swapping sta� ons.
These will be prototyped in Israel before being extended to places such as
14 | A New Highway Framework
Australia, Denmark, and California (Squatriglia). The premise is that in addi� on to
EV quick charge sta� ons, ba� ery swapping sta� ons dot the landscape replacing
gas sta� ons. Be� er Place has developed a system in which the car, user, and
electric company engage in communica� on in order to create a smart electric
vehicle infrastructure. It all starts from residen� al chargers which communicate
with a special key chain that tells when the car is charged. Then, while driving, the
car analyzes the route and guesses the loca� on. The user responds, and the car
determines the amount of energy needed to get there. Once to the des� na� on,
the car talks to the grid and � nds nearby open parking spaces with chargers. If
one has to travel beyond the current range of the ba� ery, a swap sta� on will
be located. The whole system will be set up to mirror the cell phone payment
plan. One would choose a provider, and then purchase a mileage plan. Instead of
minutes, one pays for miles. One would pull into a stall similar to a car wash and
the ba� ery would be pulled out and replaced with a new one automa� cally. The
spent ba� eries can then be recharged and stockpiled for other customers. In this
system, the consumer does not actually own the ba� ery, but merely rents them
through the payment plan (Roth). This op� on starts to provide a feasible plan for
an electric vehicle infrastructure that would allow one to travel long distances. A
few disadvantages start to be foreseen with this system. First o� , crea� ng such
a system costs money. Secondly, if gasoline powered vehicles are being used in
tandem with this new system, then land will need to be allocated for these ba� ery
swapping sta� ons. In such a system, gas sta� ons and ba� ery swapping sta� ons
would dot the landscape. However, if these were implemented as gas sta� ons
are phased out, then exis� ng gas sta� ons could be redeveloped into swapping
sta� ons. This would negate the need for new development.
The third op� on is the most radical. The electromagne� c induc� on system
Kyle E. Rader | 15
places a high voltage cable into the roadway that recharges the car as it is driving.
In this system, one would never have to worry about running out of charge, as
the vehicle is constantly charging. Ingenieurgesellscha� Auto und Verkehr (IAV)
is an engineering company working on such a system. Below is a statement that
describes the process:
Essen� ally, a magne� c � eld created between the cable in the road and
the � oor of the car allows the energy to be transferred to the ba� ery. Therefore,
the car is able to charge without having physical contact with the cable. Besides
being in the highway, these cables could also be placed in parking lots to charge
the vehicle remotely while it is parked. With this system, highways can be more
than lanes of asphalt, but a high-tech system powering our transporta� on.
The u� liza� on of these technologies will allow electric vehicles to become
mainstream and move past just being a novelty. With consumer anxiety of
ba� ery range limits negated by the use of swapping sta� ons or electromagne� c
induc� on, the possibility of an electric America is promising. Charging sta� ons
o� er the best poten� al for quick implementa� on. These could be the main
source of infrastructure while gasoline powered vehicles are phased out. As gas
sta� ons no longer serve a purpose, then swapping sta� ons could be built at these
now vacant lots. This would begin to create a smooth transi� on between the
two technologies. Lastly, as roadways become outdated and need resurfacing,
electromagne� c induc� on cables could be placed into the highway. Programming
Through this principle, IAV is pushing towards a future where roadways would be � � ed with buried electrical conductors to generate a magne� c � eld, while the � oorpan of the electric car would be � � ed with their counterpart, a non-contac� ng induc� ve pickup. This would allow current to be induced to provide power for the vehicle while it is in mo� on, or stockpiled un� l the ba� ery is fully charged when the vehicle is parked. Electromagne� c induc� on also has the bene� ts of being insensi� ve to weather condi� ons and free of mechanical wear. (Quick)
16 | A New Highway Framework
electric vehicle infrastructure into the new highway framework is more than just
a good idea, it is a necessity.
Benefi ts from a more sensitive highway framework As was seen earlier, the current highway framework is excessive in its
land use and detrimental to wildlife. The � rst step in crea� ng a more sensi� ve
highway framework is to reprogram the right of way. Center medians do not
need to be 150 feet across, or even 60 feet (ITE 178). Bu� ers between the driving
lanes and edge of right of way can also be minimized. However, public safety
must be taken into account. With that said, u� lizing wide turf covered medians
is not the environmentally sensi� ve solu� on. No large tree should be planted
directly adjacent to the driving lanes, but at what point is it safe? No ma� er the
distance from the road that an object is placed, there is s� ll a chance of it causing
damage. Driver error is the problem, not the infrastructure. That said, one must
design with driver error in mind. However, at what point does concern for safety
severely hinder design opportuni� es? A balance must be made between the two.
Transforming exis� ng medians into bene� cial and produc� ve land uses
is promising. Abbey discusses various uses that a right of way could entail. He
envisions agricultural uses such as foresta� on, crop plan� ng, orchards, or even
grazing. Also, in larger areas such as the center of cloverleaf o� /on ramps, he
proposes placing service industries such as police or emergency sta� ons (Abbey
25-26). Using these areas for uses such as food produc� on allow highways to
bene� t society. With a billion hungry people in this world, it makes sense to boost
food produc� on (Worldhunger). This is excep� onally viable in Indiana. As can be
seen in all parts of the state, agriculture is a large part of Indiana. Orchards would
not only add to food produc� on, but also help negate the e� ects of the current
Kyle E. Rader | 17
carbon dioxide emi ng society. Apple trees are grown in all 50 states. Also, an
average apple tree produces 20 bushels of apples (Apple). For normal sized apple
trees, a tree per acre density of 60-80 can be achieved (Sarfaraz). Applying these
� gures to the es� mated acreage of medians used earlier, then 3.6 trillion bushels
of apples could be hypothe� cally grown in the exis� ng highway framework. Of
course this � gure would not be as high is reality, as various land uses will be
programmed. However, it does show that by simply reprogramming currently
useless space, the highway framework could help to curb serious problems such
as world hunger.
Also, using the non-driving lane areas of right of ways for foresta� on or
habitat restora� on is also promising. This is excep� onally viable in Indiana, as
only 4.4 million acres of the original 20 million acres of forest is le� (Our Land).
Any chance to provide addi� onal woodland in Indiana should be capitalized as
most of the original forest has been cleared for agriculture and development.
Also, plan� ng trees along the driving lanes can help to sequester the carbon
dioxide emissions from vehicles. This would allow the highway framework to
e� ec� vely help clean the environment, rather than pollute it. Through this, the
new highway framework can be more environmentally responsible.
Furthermore, redesigning the current highway framework to include
wildlife crossings creates bene� ts in the areas of decreasing wildlife and human
death, reconnec� ng habitats, and decreasing property damage. Besides crea� ng
ecological bene� ts, wildlife crossings also create economical bene� ts. With one
billion dollars spent every year repairing vehicles from collisions with wildlife,
it is logical to push for guidelines requiring wildlife crossings on interstate and
divided highways (Robbins 33). This will be especially necessary on highway 37,
as it passes through several rural areas in Monroe and Lawrence coun� es. In
18 | A New Highway Framework
a na� on with an inconceivable na� onal de� cit, losing a billion dollars annually
to something that can be, if not prevented, lessoned is unacceptable. Losing
money is one thing, but saving the lives of some of the 200 people that die a
year due to animal collisions should be reason enough (Beko� ). By designing a
new highway framework, a poten� al of 200 people would be saved and 29,000
would not be injured from vehicle/animal collisions (Beko� ). Saving humans
from injury is a great bene� t, but also saving millions of lives of wildlife should
also be considered. In a world where humans have decimated wildlife habitat
through urban sprawl and agricultural development, any chance to alleviate this
problem should be pursued. Furthermore, crea� ng wildlife crossings not only
reduces collisions, but it also reconnects habitat and migra� on routes. In this
way, humans and animals can begin to live in greater harmony, one that has not
been seen since the development of modern roadways.
These bene� ts from a redesigned highway framework are not merely
trivial, but rather provide basis for why the current highway framework needs to
be redeveloped. The ecological and environmental bene� ts are substan� al. From
saved lives, both human and animal, to the reconnec� on of habitats, the call for
a new framework is strong. If nothing else, the current highway system has been
designed for the gasoline engine. As electric vehicles and other new technologies
present themselves, the infrastructure needs to evolve. The infrastructure for
the gasoline powered automobile is not necessarily the best � t for these new
technologies. As one evolves, so should the other.
Guidelines for a new highway framework and Highway 37 With ecological, environmental, technological, and economic reasons
Kyle E. Rader | 19
for redesigning the current highway framework guidelines discussed, the next
ques� on is what form will these guidelines take? First and foremost, right of
way guidelines will need to be redeveloped. With that, highway interchange
forms that require the least amount of land will be standard. Interchanges such
as those of the diamond variety and even some par� al cloverleaf are ideal (ITE
180-181). Those of the diamond variety u� lize the smallest amount of land. A
par� al cloverleaf, with all access to one side of the secondary street, uses just
half of the land that a standard cloverleaf does. However, interchanges of the T
and Y variety should be avoided as they consume large amounts of land (ITE 182).
Furthermore, medians and bu� ers will be reprogrammed to include a variety of
land uses, from agricultural based to municipal.
Highway 93 in Montana has recently been redesigned to be a more
ecologically friendly highway with the addi� on of wildlife crossings and a more
sensi� ve layout regarding the land. Jones and Jones of Sea� le, Washington were
in charge of the design.
This idea of a “permeable highway” is very intriguing (Jones). Currently,
highways do present themselves as barriers that sec� on o� the land. By re-
envisioning the highway as not a dominate structure in the landscape, but rather
a non-intrusive and bene� cial addi� on, a sense of balance and harmony can
be achieved. For this project, Jones and Jones developed four types of wildlife
We at Jones & Jones proposed an unorthodox idea: step beyond the tradi� onal “level of service” road-building approach, which focuses on simply adding lanes. Instead, reconstruct the highway as a respec ul visitor to the land. In other words, look at the land �rst and then �nd ways to �t the road to the land. This approach would confer several bene�ts. By focusing on ways the land can shape the road, which cut a virtually straight swath through the countryside, we could respect the way of life in rural towns along its route and restore fragmented habitat corridors through a “permeable highway” (Jones).
20 | A New Highway Framework
crossings. The � rst of which is small box culvert four feet high by six feet wide
designed for rodents, amphibians, and deer. The second is a larger arch culvert 10
feet high by 22 feet wide that allows deer, elk, and bears cross under the highway.
Open spanned bridges over streams were designed with enough clearance on
either side of the water’s edge for animals to travel freely. Lastly, one over-
crossing (land bridge) was placed over the highway. This essen� ally places a lid
over the highway and is covered in na� ve vegeta� on (Jones). Wildlife crossing
such as these will be implemented in the new highway framework. Such crossings
will be located in areas where the exis� ng highway has severed wildlife habitat.
The highway was also redesigned to � t more sensibly into the land. Cut
and � ll was limited through careful horizontal and ver� cal road layout. Instead of
cu ng straight through the landscape, the highway now bends around hills and
follows the contours of the land. Where cut and � ll was necessary, slopes were
reshaped to appear natural (Jones). Learning from Jones and Jones example is
especially important for Highway 37 as the por� on through Monroe and Lawrence
coun� es features very hilly topography.
Highway 93 is a great example of what Highway 37 in southern Indiana
should emulate. With high deer popula� ons in Lawrence and Monroe County,
crea� ng these crossings will decrease mortali� es rates and reconnect habitat
routes. Furthermore, these two coun� es are hilly in nature, and the current
highway framework u� lizes cut and � ll extensively. Reshaping the highway to
the landscape will create a more sensi� ve structure that begins to become a
“permeable highway” (Jones).
As discussed earlier, the land used up by highway interchanges present
the possibility for various land uses. There is no reason why this land has to
con� nue to be unusable. Presently, the majority of these spaces is mowed turf
Kyle E. Rader | 21
areas or, at best, planted with a few trees. Why can these spaces not be adorned
with artwork, municipal features, or even wind/solar generators? Even more,
why can these spaces not become an area for one to stop and wander around
a park within these interchanges that features electric vehicle quick charging
sta� ons? Access ramps can be designed with slow enough speeds that safety is
not compromised as one is entering or exi� ng. An example of highway land being
converted into a public park is that of a highway reten� on basin in Arizona being
transformed into a dog park (Hill 112). The Cosmo Dog Park takes a mundane
municipal infrastructure and turns it into a public space with stormwater func� ons.
Therefore, learning from the precedent, it is possible to create public spaces out
of highway right of ways.
Another aspect to consider is that of the ver� cality of the right of way. If
the highway right of way is 100 feet across, does this necessarily mean that the
highway is 100 feet across 20 feet above grade? Can aspects from surrounding
land uses begin to converge on the right of way above the exis� ng framework? This
would begin to create even more permeability to the new highway framework as
di� erent structures stretch out over the right of way. In Vancouver, Jones & Jones
created a land bridge for people as they created one for animals in Montana. It is
more than just a pedestrian crossing, but rather an extension of the surrounding
landscape over the right of way. As Johnpaul Jones, partner of Jones & Jones,
states: “We grabbed the prairie and pulled it over the highway” (Enlow 91).
From this project come ques� ons. Just how can this new framework
be designed in order for highways to just not merely cut through land uses, but
instead weave in and out of adjacent uses horizontally and ver� cally? Do areas of
land start to be pulled over and lengths of highway sunk to accommodate other
uses above? Weaving the highway through, over, and below the landscape allows
22 | A New Highway Framework
this new framework to reconnect previously severed land areas. Wildlife corridors
can be reunited. Park systems can be reconnected. Waterfronts no longer have to
be disconnected from the urban centers of large ci� es. By studying these projects
that start to convey principles for a new framework, clues can be uncovered to
just what this new highway framework will entail. However, while these projects
are a step in the right direc� on, the envelope needs to be pushed farther. The
current highway system must be redesigned from the bo� om up. Only then can
a new ecologically and environmentally sensi� ve and technologically innova� ve
highway framework be designed.
Kyle E. Rader | 23
Works Cited
Abbey, Lester. Highways: an Architectural Approach. New York: Van Nostrand Reinhold, 1992. Print.
Adams, Noel. “The Reality of Fast Charging.” Evworld. 27 Mar. 2009. Web. 02 Nov. 2010.
“Apple Facts - Apples and More - University of Illinois Extension.” University of Illinois Extension-Urban Programs Resource Network - University of Illinois at Urbana-Champaign. Web. 01 Nov. 2010.
Beko� , Marc. “Animals and Cars: One Million Animals Are Killed on Our Roads Every Day |Psychology Today.” Psychology Today: Health, Help, Happiness Find a Therapist. Web. 18 Oct. 2010.
Bureau of Transporta� on Sta� s� cs . “Daily Passenger Travel.” RITA | Bureau of Transporta� on Sta� s� cs (BTS). Web. 02 Nov. 2010. Decker, Kris De. “The Status Quo of Electric Cars: Be� er Ba� eries, Same Range.” Energy Bulle� n. May 2010. Web. 29 Oct. 2010.
Enlow, Clair. “Prairie Crossing.” Landscape Architecture 99.2 (2009): 90-95. Print.
Halprin, Lawrence. Freeways. New York: Reinhold Pub., 1966. Print.
Hill, Rachel. “To the Dogs.” Landscape Architecture 98.6 (2008): 112-19. Print.
Indiana Department of Transporta� on. IN.gov: Home. Web. 17 Oct. 2010.
Indiana Geography from NETSTATE. 50 States - Capitals, Maps, Geography, State Symbols, State Facts, Songs, History, Famous People from NETSTATE. COM. Web. 17 Oct. 2010.
Ins� tute of Transporta� on Engineers. Tra� c Engineering Handbook. Fourth Edi� on. Ed. James L. Pline. Englewood Cli� s, New Jersey: Pren� ce-Hall, 1992. Print.
“Interstate Highway Trivia.” Milesurfer Home. Web. 18 Oct. 2010.
24 | A New Highway Framework
“Interstate System - Design - FHWA.” Federal Highway Administra� on: Home. Web. 17 Oct. 2010.
Jones, Grant, Cory Parker, and Charlie Sco� . “Designing America’s Wildlife Highway: Montana’s U.S. Highway 93.” EXtension - Objec� ve. Research- based. Credible. 29 Mar. 2010. Web. 02 Nov. 2010.
“Our Land, Our Literature: Environment - Deforesta� on.” Bsu.edu. Web. 21 Nov. 2010.
Quick, Darren. “Drawing Power from the Road.” Gizmag | New and Emerging Technology News. 1 Oct. 2009. Web. 29 Oct. 2010
Robbins, Elaine. “No More Road Kill?.” Planning 69.2 (2003): 32. Academic Search Premier. EBSCO. Web. 30 Sept. 2010.
Roth, Daniel. “Driven: Shai Agassi’s Audacious Plan to Put Electric Cars on the Road.” Wired News. 18 Aug. 2008. Web. 30 Oct. 2010
Sarfaraz, Irum. “How Many Apple Trees Do I Plant Per Acre? | EHow.com.” EHow | How To Do Just About Everything! | How To Videos & Ar� cles. Web. 01 Nov. 2010.
Squatriglia, Chuck. “Be� er Place Unveils an Electric Car Ba� ery Swap Sta� on.” Wired News. 13 May 2009. Web. 30 Oct. 2010.
TRIP. Web. 17 Oct. 2010.
World Hunger Educa� on Service. “Global Issues: World Hunger and Poverty Facts and Sta� s� cs 2010.” World Hunger Notes. Homepage. Web. 31 Oct. 2010.
Kyle E. Rader | 25
Review of Literature
Problem and Its SettingCase StudiesA New FrameworkThe InterchangeEnd UseAppendices
Hypothesis• The new highway framework includes reprogramming right of ways and
crea� ng wildlife crossings in order to create a more ecologically and
environmentally sensi� ve infrastructure.
• The implementa� on of wildlife crossings dras� cally reduces the amount of
related vehicle/wildlife collisions.
• The addi� on of electric vehicle infrastructure in the new highway framework
increases the use of electric vehicles.
This research explored the ecological and environmental impacts
regarding wildlife, land use, and landscape character of the current highway
framework in the United States. Focus was primarily on interstates and divided
highways in Indiana. Bene� ts of a more environmentally sensi� ve highway
framework were determined. Electric vehicle infrastructure was explored as part
of the new framework. The research developed guidelines for a new na� onal
highway framework, and applied those guidelines to a speci� c interchange of
highway 37 in southern Indiana.
SubproblemsWhat are the ecological and environmental impacts regarding wildlife, land use,
and landscape character of our exis� ng highway framework?
What ecological and environmental bene� ts can arise from a more sensi� ve
highway framework?
What ameni� es and infrastructure are needed for an electric vehicle framework?
What are the guidelines for a new highway framework?
What will this new model for highway 37 look like?
Problem Statement
28 | A New Highway Framework
Delimitations
• Guidelines will only address divided highways in Indiana
• Project will not consider future technologies beyond electric/hydrogen
vehicles and infrastructure
• Project will not provide a maintenance plan for interchange park
• Project will not move current loca� on of exis� ng highways
• Project will not include public input
Defi nitions
• Highway framework: The system of roads, u� li� es, and other infrastructure
that envelops the physical character of the right of way.
• Right of way: The physical boundaries of land that is regimented for a highway.
• Highway interchange: The area of land that contains the intersec� on of two
or more highways and the corresponding access ramps
• Electric vehicle quick charge (EVQC) system: the infrastructure required for
recharging an electric vehicle through a physical plug-in
• Ba� ery swapping sta� on: The infrastructure that removes a spent ba� ery
from an electric vehicle and replaces it with a fresh one
• Wildlife crossing: the area of land enveloping the physical infrastructure that
allows wildlife to cross over or under a highway right of way
Kyle E. Rader | 29
Assumptions
• Highway system is to be redesigned
• Interchange for project site has been cleared to be redesigned
• Funding for site is to come from INDOT and the city of Bloomington
Signifi cance
The modern highway no longer re� ects the character of the surrounding
landscape. Instead of moving with the land, hills are cut through and valleys
� lled to accommodate these rivers of asphalt. Through this, the exis� ng highway
framework also is a hindrance to our wildlife. Highways cut through natural
wildlife corridors, segrega� ng habitats and bisec� ng migra� on routes. They
are a factor in numerous human and animal deaths every year. Finally, with
modern right of ways and medians, a signi� cant amount of land is wasted that
could be allocated for more important uses. Acres and acres of land that could be
used for agriculture is being wasted as a mowed bu� er between lanes of tra� c.
Furthermore, with a push to electric vehicles, does our current highway system
re� ect the best designs for this new mode of tra� c? Perhaps our current model
is too primi� ve for this new technology. An overhaul of our tra� c framework is
needed.
30 | A New Highway Framework
Kyle E. Rader | 31
Mission Statement
Create a more ecologically and environmentally sensi� ve highway framework
that posi� vely addresses the issues of landuse, wildlife safety, and landscape character.
Site Goals and Objectives
Goal: Create a more environmentally sensi� ve highway 37
Objective: Provide land bridges for wildlife crossings
Objective: Create underpasses for wildlife where highway has � lled in
natural valleys
Objective: Incorporate produc� ve landuses in right of ways
Goal: Create a func� onal space within the land encompassing the Highway 37 and
Highway 46 interchange
Objective: Create a public park within the highway right of way
Objective: Provide parking with electric vehicle ameni� es
Objective: Create a safe, usable environment for the public that takes
inspira� on from the limestone heritage of the area
Objective: Provide mutli-modal access to the site such as pedestrian
crossings and bicycle infrastructure
Review of LiteratureProblem and Its Setting
Case StudiesA New FrameworkThe InterchangeEnd UseAppendices
34 | A New Highway Framework
Case Study | Highway 93
Location: Montana, US
Designer: Jones and Jones
The 55 mile stretch of Highway 93 in Montana was redesigned by Jones and
Jones to be a “visitor” to the land. It also features 40 wildlife crossing structures.
Elements drawn from this precedent include:
The importance of wildlife crossings on major roadways.
Wildlife crossing speci� ca� ons for various types of wildlife.
Responding to the natural terrain of the region.
Designing the highway as a “visitor” to the land rather than altering the
land for the most direct route.
Crea� ng scenic overlooks along regionally sensi� ve highways.
Figure 3.1 | Highway 93
Images courtesy of Jones and Jones www.jonesandjones.com
Kyle E. Rader | 35
Figure 3.3 | Wildlife Crossing
Figure 3.2 | Scenic Overlook
36 | A New Highway Framework
Case Study | Paris - Lexington Road
Figure 3.4 | Paris - Lexington Road
Location: Kentucky, US
Designer: Jones and Jones
This 12 mile highway from Paris to Lexington, Kentucky was designed by Jones and
Jones. The area is characterized by thoroughbred horse farms. Preserving the
local character was of the upmost priority. Elements drawn from this precedent
include:
Incorpora� ng local character into the design of the highway.
Responding to terrain by allowing the highway to rise and fall with
the rolling hills instead of cu ng and � lling to create a level run.
Incorpora� ng regional character into the design elements such as
fences, bridges, and guardrails.
Images courtesy of Jones and Jones www.jonesandjones.com
Kyle E. Rader | 37
Figure 3.5 | Paris - Lexington Road Plan
Figure 3.6 | Regional Character
38 | A New Highway Framework
Case Study | Parc Des Buttes Chaumont
Location: Paris France
Designer: Jean-Charles Adolphe Alphand
This park located in Paris, France was once a gypsum and limestone quarry.
Created in 1867, Parc des Bu� es Chaumont’s quarry remnants create a sense of
place and are displayed prominently. Elements drawn from this precedent include:
Crea� ng park space from an old quarry.
Using industrial remnants in the design of the park.
U� lizing quarried rock as key landforms that can shape and de� ne
spaces.
Celebra� ng deconstruc� on in the design of the park.
Images courtesy of bu� eschaumont.free.fr
Figure 3.7 | Temple at Buttes Chaumont
Kyle E. Rader | 39
Figure 3.8 | Bridge at Buttes Chaumont
Figure 3.9 | Waterfall at Buttes Chaumont
Review of LiteratureProblem and Its SettingCase Studies
A New FrameworkThe InterchangeEnd UseAppendices
42 | A New Highway Framework
Location
The site located for this new framework is Highway 37. The area in focus is located
in southern Indiana in the coun� es of Monroe and Lawrence. The major ci� es
that this stretch of highway passes through are Bloomington and Bedford.
Figure 4.1 | Location Map N
Kyle E. Rader | 43
Program
Create Gateway into Bloomington
Incorporate stormwater management as art installa� ons
Create social gateway
-Wildlife
-Educa� onal demonstra� on
Utilize Right of Ways
-Food produc� on
-Water management
-Environmental
Incorporate Character
-Limestone
-Wildlife
-Terrain
Create Wildlife Crossings
-Land bridges over rock cuts
-Widen setbacks along streams/rivers
-Culverts under raised por� ons
44 | A New Highway Framework
Figure 4.2 | Existing ROW Concepts
Right of Way Landuse
Existing
Food Production
Forestry/ Wildlife
Combination
Standard cross sec� on of 37, with 40 foot median featuring one large swale.
Cleared bu� ers are on either side of driving lanes. Majority of medians and
bu� ers are mowed grass. This layout hinders opportuni� es for alterna� ve uses as
many types of plant life are unable to grow in the median.
Kyle E. Rader | 45
Figure 4.3 | Modifi ed ROW Concepts
Lumber produc� on
Natural corridors
Small wildlife habitat
This model features two smaller swales with a raised por� on within the median.
This can be used when space allows as medians can be over a hundred feet wide
in some areas. This model also allows for more opportuni� es for landuse within
the right of way.
Combina� on of
di� erent uses based
on space restraints,
soil types, terrain
Wasted space
Mowed grass
Non intensive crops
Orchards
46 | A New Highway Framework
Figure 4.4 | Wildlife Crossing Analysis
Identifying Wildlife Crossings
Wildlife crossings for Highway 37 were determined using the � ve factors shown in
the � gure above and described on the adjoining page.
Kyle E. Rader | 47
Roadways
Developed Areas
Agriculture Fields
Hydrological Systems
Forested Areas
Iden� fying major roadways that create the most hindrance for wildlife is the
� rst step to iden� fying poten� al wildlife crossings. Roadways with low tra� c
volumes may not jus� fy the cost of crossing structures.
Developed areas normally deter wildlife movement. Avoiding these areas is
cri� cal to the success of any major crossing structure. Smaller culvert style
structures can work in these areas as small animals such as rabbits, raccoons,
or squirrels live in developed areas.
Agriculture provides both shelter and food for animals. With much of Indiana
covered in crop � elds, they also serve as a main corridor for wildlife movement.
Rivers and streams are vital to wildlife as they provide water to drink and
normally undisturbed corridors for movement. Crea� ng setbacks at exis� ng
bridges will allow safe travel for wildlife on either side of stream banks.
Forested areas provide habitat for a wide variety of species, especially larger
Indiana species such as deer, foxes, and coyotes. Monroe and Lawrence
coun� es s� ll retain a large por� on of woodlands. Connec� ng forested
areas that are adjacent to roadways will reconnect habitats and provide safe
movement for larger animals which have a greater chance of causing serious
injury and damage in an accident.
Bloomington
Bedford
Mitchell
48 | A New Highway Framework
See Page 49
See Page 50
See Page 51
Figure 4.5 | Master Plan
The following plans iden� fy poten� al
wildlife crossings along Highway 37 in the
coun� es of Monroe and Lawrence. Nine
loca� ons were iden� � ed with the majority
falling in the northern part of Lawrence
County.
Wildlife Crossings
Bloomington
Kyle E. Rader | 49
Figure 4.6 | Bloomington RegionN
50 | A New Highway Framework
Figure 4.7 | Lake Monroe Region
Wildife Crossings
Bedford
Mitchell
Kyle E. Rader | 51
Figure 4.8 | Bedford Region
52 | A New Highway Framework
Figure 4.9 | Limestone Heritage Wildlife Crossing
Figure 4.10 | Wildlife Character Crossing
Driving Experience
This land bridge concept is meant to appear as if it is a part of the exis� ng hillside,
mimicking the rock cut that it spans.
This land bridge playfully uses forms of wildlife that will be crossing at a par� cular
loca� on. In this instance, the form of a deer is used to signify their presence.
Kyle E. Rader | 53
Figure 4.11 | Productive Medians
Figure 4.12 | Informative Billboard
The image above shows a stretch of 37 planted with corn. Signage and Lane
closures will ensure safe plan� ng and harvest of produc� ve medians.
Signage informs public they are approaching a wildlife crossing. Informing the
public of the bene� ts of such crossings is cri� cal to their success.
Figure 4.13 | Raccoon Billboard
Informative Signage
In order to inform the public about the importance of wildlife crossings, signage
featuring animals giving their insight of the di� cul� es crossing roadways will be
used. Such signage will be placed before a wildlife crossing to inform the public
that they are approaching a crossing. Each billboard will feature an image of
an animal that will be using the crossing and a phrase from the animal. These
billboards will help to persuade the public the need for wildlife crossings. The
images on these pages represent a few examples of what these billboards will
look like.
54 | A New Highway Framework
Figure 4.14 | Worn Out Deer Billboard
Figure 4.15 | Baby Deer Billboard
Kyle E. Rader | 55
Review of LiteratureProblem and Its SettingCase StudiesA New Framework
The InterchangeEnd UseAppendices
Location
58 | A New Highway Framework
The site is located on the northwest edge of Bloomington, Indiana. The primary
land use east of the site is residen� al. Immediately West of the site is an old
limestone quarry. The land to the west of the site features agricultural plots,
woodlands, and old industrial land. New residen� al development has started on
Highway 46 just Northwest of the site.
Presently, the site is mainly unused land. Primary users of the site are vehicles
passing through on Highway 37 or 46. Some bicycle tra� c can be found on the
highways. The land is owned by the Indiana Department of Transporta� on.
Site
Residential
Residential
NewResidential
Old Quarry
Agriculture
To Bloomington
To MartinsvilleTo Ellettsville
Old Quarry
Figure 5.1 | Site Location
Figure 5.2 | Site Features
N
N
37 | 46 Interchange
Kyle E. Rader | 59
The site is located at the interchange of Highway 37 and Highway 46 in Bloomington,
Indiana. The site is approximately 60 acres in size. The site consists primarily of
mowed turf medians with a few tree plan� ngs in spaces between on/o� ramps.
Highway 37, running North/South, is the major artery of the site. It is a limited
access, four lane divided highway. The speed limit is 55 mph. Highway 46 is the
secondary artery on the site. Large mounds of quarried limestone block can be
seen immediately west of the interchange in the image above.
46
37
Figure 5.3 | InterchangeN
Site Imagery
60 | A New Highway Framework
Figure 5.4 | Site Images
A| Northwest corner from overpass
F| Southwest cloverleaf from overpass
B| Northwest corner from overpass
C| 37 looking north from overpass
E| Southeast corner from overpass
D| North cloverleaf from overpass
H| South 37 from overpass
I| Looking south at southern cloverleaf
L| Limestone remnants west of site
J| Looking west down 46
G| Southwest cloverleaf from overpass
K| Southwest corner from overpass
Kyle E. Rader | 61
Figure 5.5 | Site Images
The � gure above shows the loca� ons of the site imagery on the previous pages.
Figure 5.6 | Site Image Index
62 | A New Highway Framework
A
BC
D
EF
G
H
J
K
L
I
1 9 5 6
1 9 8 6
2 0 1 0
Highway 37 (shown in blue) and Highway
46 (red) once intersected in downtown
Bloomington.
As � me progressed, both highways were
moved to bypass the downtown area. 46
was moved to the north of the city while
37 ventured to the west. This created the
loca� on of the present day interchange in
the northwest corner of Bloomington.
The interchange became its present
self in the 2000’s as 46 was moved
accomodate more tra� c to Elle� sville.
The modern par� al cloverleaf design was
created to handle increase tra� c � ows as
Bloomington con� nues to expand.
History of Highway 37
Figure 5.7 | History of Interchange
Kyle E. Rader | 63
64 | A New Highway Framework
Figure 5.8 | Contours
Figure 5.9 | Shaded Topography
Topography
N
10 ft Contours
High Low
2 ft Contours
The image above shows that the 37/46 interchange is located at the head of
the Stouts Creek Basin watershed. This means that any stormwater runo� from
the site will directly a� ect the watershed. Any untreated hydrocarbons and oils
from automobiles could have a nega� ve e� ect on the area. Proper cleansing and
� ltering of the stormwater on site will be cri� cal for the design.
Watershed
Kyle E. Rader | 65
Figure 5.10 | Watershed
Legendimits
State Parks or Forests
rfrr und Sites
ed Development
e Grove Road Rural Historic District
Cemeteries
0 1 2 3Miles
I-II 69 EVAVV NSVIVV LII LE-EE TOTT -INII DIAII NANN POLIS, TITT EII REE 2 STUTT DU IEII SSECTITT ON 5 (F(( RFF OM SR 37 TOTT SR 39)9
PUBUU LIC INII FN ORMAMM TITT ON MEEEE TITT NII G #1Julyl 20,0 2005
NGE
RCHAHH NGE
R OVEVV REE PAPP SS
TETT REE CHAHH NGE
SR
t i Di t i t
ominii gton Nortrr htt H
South Gateway
North Gateway
The current proposal for the 69 corridor has Interstate 69 merging with Highway
37 just south of Bloomington. This merging allows for a South gateway to be
created at this intersec� on. Conversely, the North gateway will be located at the
project site. As seen in the � gure above, the areas around the site are deemed
to be in� lled with development. This presents the opportunity to a� ract people
to the site, but also creates a constraint in that development may hinder the
interchange’s ability to treat stormwater runo� before it a� ects the watershed. A
harmonious solu� on will create a func� onal and successful design.
69 Proposal
Figure 5.11 | 69 Proposal
66 | A New Highway Framework
Interchange and surroundings dis� lled to their spa� al characteris� cs.
Kyle E. Rader | 67
Figure 5.12 | Spatial Relations
Figure 5.13 | Sightlines
Highway
Residential
Industry
VehicularPedestrian
Informative Diagrams
New
D
evelopment in
previo
us
agric
ult
ure
Northern
remnant o
f
quarry t
hat
once e
xis
ted o
n
sit
e
Eastern
remnant o
f
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hat
once e
xis
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n
sit
e
Old 4
6S
outhern
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f
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hat
once e
xis
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on s
ite
Interchange
is 6
0 a
cres
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ize
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entia
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Commercia
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resid
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stil
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on t
his
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n
Grass
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n
Grass
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No
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n
India
na
Univ
eris
ty
located
just t
o t
he
East
Secondary
roadw
ay c
ompleted
whil
e r
est is
undeveloped
The
site
is 60
acr
es in
size
and
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ne q
uarr
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emna
nts
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arry
can
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seen
the
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e no
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Pre
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s de
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t lik
ely
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ush
its w
ay to
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ds th
e
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Res
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esid
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rect
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ast o
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. Fur
ther
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e, In
dian
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nive
rsity
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cate
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st o
f the
site
via
46.
68 | A New Highway Framework
Figu
re 5
.14
| In
vent
ory
Dia
gram
Inventory
N
Development
allow
s f
or
opportunit
y t
o
draw
people into
sit
e
69 p
roposal o
f
development
allow
s f
or
opportunit
y o
f
mix
ed-u
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ut
also c
onstrain
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of n
egativ
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onmental
effects
hig
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peeds o
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reate
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movement,
opportunit
y f
or
crossin
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ver
and u
nder
Bein
g a
t h
ead o
f
watershed m
eans
all s
tormw
ater
must b
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arefully
treated, presents
opportunit
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or a
rt
Bein
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ain
in
tersectio
n in
Bloomin
gton a
llow
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sit
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ay into c
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Incorporate k
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features t
hat
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orest
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esid
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and h
ighw
ay
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presents
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imestone
as h
erit
age
lin
kage
resid
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l
Connectio
n
to IU
to
brin
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people into
sit
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The
limes
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s pr
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esig
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art
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inal
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to th
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t dev
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t will
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w v
isito
rs in
to th
e sit
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rea�
ng
an e
cono
mic
ally
via
ble
desig
n.
Kyle E. Rader | 69
Figu
re 5
.15
| An
alys
is D
iagr
amN
Analysis
70 | A New Highway Framework
Design ElementsEnvironmental
Forest
Public
Heritage
Private
Wildlife
Li
mestone
SocialM
ixeduse
Gateway
Right of
Way
Interchange
Stor
mwater
Vehicular
Kyle E. Rader | 71
Figure 5.16 | Design Elements
72 | A New Highway Framework
Li
mestone
Stages
For
mation
Mule
Carts
Cutter
L o a d er
L a y e red
Weathered
Design Elements
Equipment
C rane
Conveyor
Quarried
Blocked
Smoothed
Loader
Kyle E. Rader | 73
Figure 5.17 | Design Elements
This original concept focused primarily on sensibly incorpora� ng the proposed
development from the 69 proposal. Development would take place both north
and south of the west side of the interchange (shown in purple). These would
be connected by pedestrian walkways. A central gateway feature rests at the
overpass, and a poten� al wildlife crossing is placed at the intersec� on of the stream
and Highway 46 (pink circles). Views to the site are retained by compression of
vegeta� on (yellow arrows). Stormwater is collected and moved o� site to the
exis� ng stream west of the interchange (blue arrow). Within the interchange,
blue areas are restricted from public access and green areas are available public
access. Poten� al pedestrian crossings are shown as pink arrows. This concept
was strong in providing public ameni� es, but lacked in a cohesive stormwater
management area.
74 | A New Highway Framework
Figure 5.18 | Concept A
Design Concepts
This second concept focused on merging public access with properly managing
stormwater. Development would be restricted to the north of the west side of the
interchange (shown in purple). To the south is a wetland rest area that serves to
not only � lter stormwater but also to provide a stopping area for travelers. These
would be connected by pedestrian walkways. Again the central gateway feature
rests at the overpass, and a poten� al wildlife crossing is placed at the intersec� on
of the stream and Highway 46 (pink circles). Smaller gateways are place at the
north and south entrances to the interchange (small pink circles). Views to the
site are retained (yellow arrows). Stormwater is collected and moved o� site
through the wetland rest area (blue arrow). Within the interchange, blue areas
are restricted from public access and green areas are available public access.
Poten� al pedestrian crossings are shown as pink arrows.
Kyle E. Rader | 75
Figure 5.19 | Concept B
76 | A New Highway Framework
Figure 5.20 | Public Access Diagrams
Figure 5.21 | Limestone Borders
Process Diagrams
The diagrams above show di� erent scenarios for priority of the public areas of
the site. Careful thought was given to which areas of the interchange would be
accessible.
Limestone blocks can be reused on site to create barriers between pedestrians
and vehicles, and also can create a regional iden� ty for the interchange.
Figure 5.22 | Gateway Sketch
Kyle E. Rader | 77
Figure 5.23 | Concept Plan Sketch
This early sketch shows a poten� al gateway design located at the overpass of
Highway 46. This view is from the southbound lane of 37.
The � gure above shows an early concept plan for the north por� on of the
interchange.
78 | A New Highway Framework
Figure 5.24 | Master Plan0 100
Master Plan
N
1
23
4
5
6 7
8
9
Mixed-use Development Area
Gateway Overlook
Interchange Park
Wildlife Stream Undercrossing
Pedestrian Overpass
1
2
3
4
5
A new intersec� on on 46 just west of the 46/37 interchange will provide access to
the mixed-use area and the wetland rest area. The mixed-use area also connects
into the exis� ng development area (shown in red in � gure 5.25). The mixed-use
area provides economic viability for the site, drawing in visitors which will in
turn experience the heritage and educa� onal aspects of the interchange. The
pedestrian overpass allows freedom of movement between the two public areas.
Stormwater Art Feature
Demonstra� on ROW Crop Plan� ngs
Wetland Rest and Educa� on Center
Layer Plan� ngs
6
7
8
9
Kyle E. Rader | 79
Figure 5.25 | Extended Master PlanN
The wetland area not only func� ons to � lter stormwater, but also provides a new
take on conven� onal rest areas. Travellers can take a rejuvena� ng stroll through
the wetlands or venture over to the commercial area to do some shopping. The
gateway overlook provides viewer a view of the en� re interchange and also
features the limestone educa� on center which informs visitors about the region’s
heritage. The overlook also connects the mixed-use area to the interchange
park where one can take a stroll through the limestone rich park located within
the right of way of the interchange. The southern cloverleaf features weirs that
creates an ar ul display as stormwater is � ltered as it moves towards the wetland
area. The southeast por� on of the interchange features a demonstra� on crop
area that experiments with right of way plan� ngs. Finally, masses of plan� ngs
create visual interest to both viewers from the overlook and drivers as they move
through the site.
Exploded Master Plan
80 | A New Highway Framework
Figure 5.26 | Exploded Plan
Buildings
Pedestrian Areas
Stormwater Features
Roadways
Mass Plantings
Tree Cover
Kyle E. Rader | 81
Figure 5.27 | Gateway Views
Figure 5.28 | Public Spaces
Gateways to the site are created by vegeta� on framing views of the gateway
overlook.
The interchange park (red) and
wetland rest area (blue) are placed
in direct view axis of the mixed-
use development (purple). This
creates a triangula� on of public
spaces within the site.
Design Diagrams
82 | A New Highway Framework
Interchange Park
Figure 5.29 | interchange Park
Kyle E. Rader | 83
Visitors stroll through the interchange park alongside limestone blocks that block access to the highway directly behind.
84 | A New Highway Framework
Figure 5.30 | Gateway Overlook
Figure 5.31 | Limestone Education Center
Gateway Overlook
The gateway overlook rises prominently out of the landscape as one arrives at the interchange. Vegeta� on frames views of the overlook.
The gateway overlook features the limestone educa� on center which educates visitors on the history of the quarry as well as the heritage of the region. The center also provides panoramic views of the interchange.
Kyle E. Rader | 85
Figure 5.32 | Approaching Gateway Overlook
Figure 5.33 | Section Key0 100
D
B
A C
Sections
Access to the overlook is provided from the commercial area of the mixed-use development. Stairs led visitors from street level to the third level of the shopping area. Handicap access is provided through elevators located inside the stores.
The � gure below shows the loca� ons of the sec� ons located on the following pages.
86 | A New Highway Framework
The
over
pass
con
nect
s th
e m
ixed
-use
are
a to
the
wet
land
rest
and
edu
ca� o
n ar
ea, a
llow
ing
pede
stria
ns d
irect
acc
ess
to t
hese
tw
o sp
aces
with
out
hind
ranc
e fr
om a
utom
obile
s. T
he s
uppo
rts
of t
he o
verp
ass
are
deriv
ed fr
om t
he c
rane
stru
ctur
es u
sed
in q
uarr
ying
lim
esto
ne.
hig
hw
ay
hig
hw
ay
on r
amp
plantin
gs
plantin
gs
media
n
Lim
estone B
locks
Pedestria
n O
verpass
Redbud
30’
70’
30’
20’
40’
100’
150’
Figu
re 5
.34
| Pe
dest
rian
Ove
rpas
s Se
ctio
n
A
Figu
re 5
.35
| W
etla
nd R
est
Area
Sec
tion
Kyle E. Rader | 87
Stor
mw
ater
from
the
inte
rcha
nge
is � l
tere
d an
d in
� ltr
ated
thro
ugh
a se
ries o
f wet
land
pod
s loc
ated
in th
e w
etla
nd re
st
and
educ
a� o
n ce
nter
. Vi
sitor
s ca
n w
alk
alon
g pa
ths
that
inte
rsec
t the
var
ious
pod
s an
d se
e � r
stha
nd h
ow th
e w
ater
is
clea
nsed
thro
ugh
na� v
e pl
an� n
gs.
Wetland P
ods
550’
Sycamore
Riv
er B
irch
Bluejoin
t
B
88 | A New Highway Framework
Qua
rrie
d lim
esto
ne b
lock
s th
at n
ow li
� er t
he o
ld q
uarr
y w
ill c
reat
e a
phys
ical
, visu
al, a
nd n
oise
bar
rier b
etw
een
publ
ic
spac
es a
nd d
rivin
g la
nes.
Pl
an� n
gs w
ill h
elp
to s
o� e
n th
e ba
rrie
r as
wel
l has
pro
vide
visu
al a
nd t
extu
ral i
nter
est.
Lim
esto
ne b
orde
rs w
ill v
ary
in d
esig
n fr
om b
edro
ck fo
rma�
ons
to q
uarr
ied
bloc
ks to
� ni
sh st
one.
34’
35’
15’
10’
34’
40’
Red M
aple
Lim
estone B
locks
Ornamental G
rasses
walk
blocks
plantin
gs
hig
hw
ay
hig
hw
ay
media
n
CFigu
re 5
.36
| Li
mes
tone
Bor
der
Sect
ion
Kyle E. Rader | 89
The
gate
way
ove
rlook
ext
ends
out
of t
he th
ird le
vel o
f the
mix
ed-u
se a
rea.
At t
he p
oint
of t
he o
verlo
ok si
ts th
e lim
esto
ne
educ
a� o
n ce
nter
whi
ch a
lso p
rovi
des v
iew
s of t
he e
n� re
inte
rcha
nge.
The
ove
rlook
’s fo
rm d
eriv
es fr
om th
e cr
anes
onc
e
used
to li
� lim
esto
ne b
lock
s fro
m q
uarr
ies.
The
ove
rlook
also
con
nect
s visi
tors
to th
e in
terc
hang
e pa
rk.
mix
ed u
se
plantin
gs
plantin
gs
interchange p
ark
ramp
walk
Overlook
Pin
Oak
Servic
eberry
108’
60’
20’
48’
15’
varie
s
DFigu
re 5
.37
| G
atew
ay O
verlo
ok S
ectio
n
90 | A New Highway Framework
Wetland Rest Area
Figure 5.38 | Wetland Rest Area During Wet Weather
Kyle E. Rader | 91
The wetland rest area � lters stormwater while also serving as pleasant water features through which visitors can pleasantly stroll. The experience of the rest area changes with the amount of water that is present in the wetland.
Wetland Rest Area
Figure 5.39 | Wetland Rest Area During Dry Weather
During dry weather, visitors can venture through the pods which double as areas
for strolling, playing, or even walking dogs. Permanent paths allow access during
wet weather. Na� ve plants � lter and cleanse the stormwater, but also provide
visual and textural sensory experiences to visitors.
Water � lled pits li� er the old quarry, as paths are placed between these rec� linear
pits, curved wetland pods begin to take shape.
Figure 5.40 | Wetland Shape Diagram
92 | A New Highway Framework
As the water level increasesin wetland pod, the water flows over the spillway into the adjoing wetland pod
Pods are separated by a 3’ reinforced concrete retaining wall
Figure 5.42 | Wetland Pods
Figure 5.41 | Wetland Pod Connection Detail
Placing the pods at di� erent eleva� ons allows oxygen to enter the nutrient rich
water while providing visually interes� ng water features.
Each pod connects into the others by spillways that aerate the water while also
allowing visitors to see the cleaning e� ects as later waterfalls will be clearer than
ones earlier in the cycle.Kyle E. Rader | 93
94 | A New Highway Framework
1 AR
3 TC
300 PV
Blocks
310 CA
Road
PP
150 IV
200 EP
4 CC
Path
Symbol Quantity Scientific Name Common Name Size Condition NotesAR 1 Acer rubrum Red Maple 3 " B&BCA 310 Calamagrostis acutiflora Feather Reed Grass 1 gal CGCC 4 Cercis canadensis Redbud 1.5" B&BEP 200 Echnacia purpurea Eastern Coneflower 1 gal CGIV 150 Itea virginica Sweetspire 3 gal CGPP 1800 sq ft Poa pratensis Kentucky bluegrass 1 bags 5 lb bag mixPV 300 Panicum virgatum Switchgrass 1 gal CGTC 3 Tsuga canadensis 'Bennet' Dwarf Eastern hemlock 3 gal CG
Wetland Details
Figure 5.43 | Buffer Planting Plan and Schedule
The plan� ng plan above shows a typical bu� er plan� ng that separates public
areas from driving areas. These are common in the wetland rest area as well as
the interchange park. Plants are selected primarily on visual and textural interest.
Swaths of visually interes� ng plants are planted between the driving lanes and the
limestone border to create rhythmic interest for drivers. Plants on the pedestrian
side provide both visual and textural experiences to the visitor. Na� ve plants
dominate the pale� e selected for the site.
Figure 5.45 shows a typical area of the wetland rest area parking lot. Electric
vehicle charging sta� ons allow travellers to recharge their vehicles as they
experience the site.Kyle E. Rader | 95
Figure 5.44 | Wetland Pod Spillway Detail
Figure 5.45 | Parking Lot Layout
Review of LiteratureProblem and Its SettingCase StudiesA New FrameworkThe Interchange
End UseAppendices
98 | A New Highway Framework
The following pages are a response to a midterm review by a professional inquiring
about the possible transforma� on of the interstate system.
The internal combus� ble engine has been rela� vely unchanged for the last 100
years. As world popula� on’s con� nue to increase, highways will con� nue to
become increasingly congested with more vehicles featuring inferior technology.
As oil reserves become depleted, new forms of transporta� on will poten� ally
alter the look and role of the current highway system. New technologies may
be able to use the exis� ng pavement without altera� ons while others may need
minor changes to accommodate the new mode of technology. Perhaps the new
transporta� on will no longer need the highways of America. Then, the corridors
that once devastated wildlife habitat and migra� on corridors may be able to be
reverted back to their natural state.
The � gure above shows that while our interstates may look congested to the
maximum, the actual space � lled by passengers is minimal. This shows that the
End Use
Figure 6.1 | Vehicle-Passenger Footprint at Urban Gridlock
Vehicle Footprint
Average Vehicle Occupancy: 1.11
Passenger Footprint
Kyle E. Rader | 99
current use of our transporta� on corridors is ine� cient. What other forms of
current transporta� on may have a closer vehicle to passenger footprint? The
answer lies in an already widely available form of transporta� on: the train. Trains
were once America’s primary mode of transporta� on, and can once again play
a prominent role. As the � gure below shows, trains can hold more people per
footprint than the automobile. As new space for other development shrinks,
trains can accommodate more people in a smaller area than a massive 10 lane
interstate.
Figure 6.2 | Train-Passenger Footprint
Average Car Occupancy: 108
Train Footprint Passenger Footprint
Mass transit trains will link ci� es together via the exis� ng interstate routes. Trains
can be � � ed into the medians and in bu� er areas alongside driving lanes. This
retro� ng will prevent anymore land to be used up in transporta� on corridors.
As demand for vehicles lessen, driving lanes can be removed and reverted back
to a natural state. The following pages highlight the � me frame for such an
implementa� on.
100 | A New Highway Framework
Exis� ng interstate cross sec� on. Characterized by two lanes of tra� c in either
direc� on with a mowed grass median between. Bu� ers extend on either side of
driving lanes and consist of either mowed grass or some forest.
Mass transit is placed within the median. All lanes of tra� c are s� ll in use as
demand for automobiles will s� ll be high. This allows those who s� ll want to
drive their vehicles to access the current freeways. Train sta� ons can be placed
within the boundaries of exis� ng large interchanges, or can happen underground
in urban environments.
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Deconstruction of the Interstate
Figure 6.3 | Existing Interstate
Figure 6.4 | Median Placement
2011
2030
As vehicle use on the interstates begins to diminish, one set of driving lanes is
removed. The remaining lanes are recon� gured to allow two direc� onal tra� c.
The area le� from the removal of the driving lanes is reverted to natural systems.
This begins to reverse the environmental impact of the highway system.
Eventually, vehicle use will decrease enough that all driving lanes can be removed,
leaving only the area needed for the trains. This creates two equally wide natural
corridors that reconnect wildlife habitats. Vehicle use is contained to local and
state highways as trains will connect major ci� es, but transporta� on will s� ll be
needed to reach smaller towns and country loca� ons.
Kyle E. Rader | 101
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Figure 6.5 | Median Placement 1
Figure 6.6 | Median Placement 2
2100
2150
102 | A New Highway Framework
Exis� ng interstate cross sec� on. Characterized by two lanes of tra� c in either
direc� on with a mowed grass median between. Bu� ers extend on either side of
driving lanes and consist of either mowed grass or some forest.
Mass transit is placed to one side of the current driving lanes within the right of
way bu� er. All tra� c lanes are s� ll in opera� on. Train sta� ons can now be located
at any point as driving lanes will not hinder access.
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Deconstruction of the Interstate
Figure 6.7 | Existing Interstate
Figure 6.8 | Buffer Placement
2011
2030
Kyle E. Rader | 103
As vehicle use on the interstates begins to diminish, one set of driving lanes is
removed. The remaining lanes are recon� gured to allow two direc� onal tra� c.
The area le� from the removal of the driving lanes is reverted to natural systems.
This begins to reverse the environmental impact of the highway system.
Eventually, vehicle use will decrease enough that all driving lanes can be removed,
leaving only the area needed for the trains. Vehicle use is contained to local and
state highways as trains will connect major ci� es, but transporta� on will s� ll
be needed to reach smaller towns and country loca� ons. A large undisturbed
natural corridor forms as all lanes are removed allowing for a greater impact on
reconnec� ng natural environments.
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Figure 6.9 | Buffer Placement 1
Figure 6.10 | Buffer Placement 2
2100
2150
Reconnecting Habitats
As can be seen in the � gure above, the current highway system connects
developed areas while fragmen� ng and isola� ng natural areas. Currently, the
na� on’s natural areas are lost in a network of developed areas. Highways and
Interstates cut across habitats and migra� on routes, crea� ng a physical barrier
that is detrimental to wildlife. As ci� es con� nue to expand, more and more land
that was once wildlife habitat is lost to a sea of subdivisions and strip malls. With
this expansion comes the addi� on of driving lanes to exis� ng roadways, or the
crea� on of en� rely new road systems. Both scenarios con� nue to contribute to
the loss and fragmenta� on of natural systems.
Figure 6.11 | Fragmented Habitats
104 | A New Highway Framework
Figure 6.12 | Reconnected Habitats
Kyle E. Rader | 105
A solu� on to this problem has been discussed in this sec� on, and the previous
pages demonstrated the progression of deconstruc� ng the interstates to begin
to reconnect these fragmented areas. Through doing so, these fragmented areas
will begin to create an expansive green network that extends across the na� on.
Human transporta� on corridors and wildlife corridors can work in tandem to
create a more sensi� ve environment. With the reforesta� on of the interstate
corridors, the built environment becomes the fragments (Figure 6.12). This
reforesta� on of the interstates creates a network of natural systems that stretches
from coast to coast. Just as humans can safely travel across the na� on, animals
will also be able to do so.
106 | A New Highway Framework
In its design infancy, this project set out to completely redevelop the current
highway framework from the ground up. This meant completely wiping the slate
clean and star� ng over. However, star� ng clean is not always the most sensible
or sustainable manner. Some� mes it is be� er to retro� t and remodel exis� ng
structures. This is the approach that was taken with this regional demonstra� on
highway. All driving lanes were kept in their physical loca� on. Taking them
out and replacing them with a new model would create more ecological and
environmental impact than would o� set any bene� ts.
That being said, this new framework looked to add to what is right with the current
highways and to change what is wrong. The highways have been graded in such
a way that allows for easy implementa� on of produc� ve right of ways. Our lack
of regard for wildlife corridors allows for wildlife crossings to have a great impact,
and can be implemented with rela� ve ease. The monotonous interstate system
leaves a blank slate for regional character to begin to de� ne and iden� fy regions.
The 46/37 interchange located in Bloomington, Indiana celebrates the limestone
heritage of the region. Celebra� ng this heritage is woven into the fabric of all
public spaces within the interchange. The redesigned interchange now creates
a gateway into the north side of the city. Most importantly, this interchange can
now be a precedent for other interchanges across the na� on in crea� ng public
spaces within what was once seemingly inaccessible space. This project looked
to rede� ne the limits and uses of the highway right of way, and in doing so, has
created a more bene� cial use of this land.
With the possible evolu� on of the interstate, the highway right of way now has
an end use that is both bene� cial to humans as it is to wildlife. This is very well
the most important part of the project. The best design can be rendered mute
Conclusion
Kyle E. Rader | 107
if it is not designed to last or to transform when its current use is no longer
required. The gateway interchange func� ons with a framework dominated by
gasoline powered vehicles, but also are just as successful if the framework were
dominated by electric vehicles. Furthermore, the gateway elements are designed
to transform into sta� ons for mass transit. The 46/37 interchange elements will
con� nue to be successful long a� er rail transit has replaced the asphalt driving
lanes.
This project set out create a new framework, a framework that took no� ce of
outdated rules and guidelines and set those aside in order to pursue the changes
that the modern highway framework needed. From regional scale elements
such as produc� ve medians or wildlife crossings to site speci� c aspects such as
an interchange park drawing inspira� on from the old quarry that it now stands
over, this project looked to � nd and celebrate the local and regional character of
Highway 37.
Using the guidelines set up for this highway, other highways around the
na� on can create their own unique iden� ty of place. Through each highway’s
individuality, a sense of unity can also be achieved in the highway framework.
One that celebrates the loss of a one size � ts all mentality. A model that, while
being a whole, is comprised of individual en� � es. A model that is very much alike
the individual states crea� ng a whole that is this na� on. Such is � ng for a new
highway framework.
Review of LiteratureProblem and Its SettingCase StudiesA New FrameworkThe InterchangeEnd Use
Appendices
110 | A New Highway Framework
List of Figures
Figure i.i | Hills are removed to make room for highwaysFigure i.ii | Interchanges take up large swaths of “unusable land”Figure 3.1 | Highway 93Figure 3.2 | Scenic OverlookFigure 3.3 | Wildlife CrossingFigure 3.4 | Paris - Lexington RoadFigure 3.5 | Paris - Lexington Road PlanFigure 3.6 | Regional CharacterFigure 3.7 | Temple at Buttes ChaumontFigure 3.8 | Bridge at Buttes ChaumontFigure 3.9 | Waterfall at Buttes ChaumontFigure 4.1 | Location MapFigure 4.2 | Existing ROW ConceptsFigure 4.3 | Modifi ed ROW ConceptsFigure 4.4 | Wildlife Crossing AnalysisFigure 4.5 | Master PlanFigure 4.6 | Bloomington RegionFigure 4.7 | Lake Monroe RegionFigure 4.8 | Bedford RegionFigure 4.9 | Limestone Heritage Wildlife CrossingFigure 4.10 | Wildlife Character CrossingFigure 4.11 | Productive MediansFigure 4.12 | Informative BillboardFigure 4.13 | Raccoon BillboardFigure 4.14 | Worn Out Deer BillboardFigure 4.15 | Baby Deer BillboardFigure 5.1 | Site LocationFigure 5.2 | Site FeaturesFigure 5.3 | InterchangeFigure 5.4 | Site ImagesFigure 5.5 | Site ImagesFigure 5.6 | Site Image IndexFigure 5.7 | History of InterchangeFigure 5.8 | ContoursFigure 5.9 | Shaded TopographyFigure 5.10 | WatershedFigure 5.11 | 69 ProposalFigure 5.12 | Spatial RelationsFigure 5.13 | SightlinesFigure 5.14 | Inventory DiagramFigure 5.15 | Analysis DiagramFigure 5.16 | Design Elements
77
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Kyle E. Rader | 111
Figure 5.17 | Design ElementsFigure 5.18 | Concept AFigure 5.19 | Concept BFigure 5.20 | Public Access DiagramsFigure 5.21 | Limestone BordersFigure 5.22 | Gateway SketchFigure 5.23 | Concept Plan SketchFigure 5.24 | Master PlanFigure 5.25 | Extended Master PlanFigure 5.26 | Exploded PlanFigure 5.27 | Gateway ViewsFigure 5.28 | Public SpacesFigure 5.29 | interchange ParkFigure 5.30 | Gateway OverlookFigure 5.31 | Limestone Education CenterFigure 5.32 | Approaching Gateway OverlookFigure 5.33 | Section KeyFigure 5.34 | Pedestrian Overpass SectionFigure 5.35 | Wetland Rest Area SectionFigure 5.36 | Limestone Border SectionFigure 5.37 | Gateway Overlook SectionFigure 5.38 | Wetland Rest Area During Wet WeatherFigure 5.39 | Wetland Rest Area During Dry WeatherFigure 5.40 | Wetland Shape DiagramFigure 5.41 | Wetland Pod Connection DetailFigure 5.42 | Wetland PodsFigure 5.43 | Buffer Planting Plan and ScheduleFigure 5.44 | Wetland Pod Spillway DetailFigure 5.45 | Parking Lot LayoutFigure 6.1 | Vehicle-Passenger Footprint at Urban GridlockFigure 6.2 | Train-Passenger FootprintFigure 6.3 | Existing InterstateFigure 6.4 | Median PlacementFigure 6.5 | Median Placement 1Figure 6.6 | Median Placement 2Figure 6.7 | Existing InterstateFigure 6.8 | Buffer PlacementFigure 6.9 | Buffer Placement 1Figure 6.10 | Buffer Placement 2Figure 6.11 | Fragmented HabitatsFigure 6.12 | Reconnected Habitats
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100100101101102102103103104105
Design Considerations
The major element impac� ng the redesign of the highway framework
is the highway itself. All design will be done within the right of way of the
highway. Therefore, all aspects of the design will need to be done with
considera� on of public safety. Also, in reprogramming the land use of the right
of way, considera� on for design speeds and � uidity of tra� c must carefully be
examined. Furthermore, natural systems will need to be taken into considera� on,
as highways cut across numerous land uses and landforms. Wildlife is a major
client of this redevelopment, so migratory pa� erns and wildlife corridors will play
into the outcome of the design.
Design Concerns
In the overall redesign of the highway system, the major concern is how
to reprogram right of ways in a safe but e� ec� ve manner. How can medians be
more than just mowed turf without nega� vely impac� ng human safety? At what
point do the bene� ts outweigh the risks?
Another concern is in the design of the 37 and 46 interchange. With the
park being located within the boundaries of the two highways, public safety is a
major concern. How will access within the site be controlled to insure pedestrians
do not venture out onto the travel lanes? Addi� onally, how does one access the
site? Will crosswalks with signals be su� cient, or do pedestrian overpasses need
to be created? Being located within a highway right of way, the site will be noisy.
How do design elements start to alleviate the noise from the highways? All these
factors will need to be scru� nized in order to create a func� onal yet safe place
within the highway interchange.
112 | A New Highway Framework
Schedule
Meet with advisorContinue ResearchSite VisitInventory/AnalysisConceptsSchematic Design
Break J 9 15 J 16 22 J 23 29 J 30 F 5 F 6 12 F 13 19 F 20 26 F 27 M 5
Schematic DesignConceptual PlanMaster PlanMid PresentationPresentation DrawingsDevelop PresentationPractice PresentationFi l P t tiFinal Presentation
Meet with advisorContinue ResearchSite VisitInventory/Analysis
A 24 30M 6 12 M 13 19 M 20 26 M 27 A 2 A 3 9 A 10 16 A 17 23
ConceptsSchematic DesignConceptual PlanMaster PlanMid PresentationPresentation DrawingsDevelop PresentationDevelop PresentationPractice PresentationFinal Presentation
Kyle E. Rader | 113
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Adams, Noel. “The Reality of Fast Charging.” Evworld. 27 Mar. 2009. Web. 02 Nov. 2010.
American Associa� on of State Highway and Transporta� on O� cials. A Guide for Achieving Flexibility in Highway Design. Washington, DC: AASHTO, 2004. Print.
“Apple Facts - Apples and More - University of Illinois Extension.” University of Illinois Extension-Urban Programs Resource Network - University of Illinois at Urbana-Champaign. Web. 01 Nov. 2010.
Beko� , Marc. “Animals and Cars: One Million Animals Are Killed on Our Roads Every Day | Psychology Today.” Psychology Today: Health, Help, Happiness Find a Therapist. Web. 18 Oct. 2010.
“Daily Passenger Travel.” RITA | Bureau of Transporta� on Sta� s� cs (BTS). Web. 02 Nov. 2010.
Decker, Kris De. “The Status Quo of Electric Cars: Be� er Ba� eries, Same Range.” Energy Bulle� n. 3 May 2010. Web. 29 Oct. 2010.
Enlow, Clair. “Prairie Crossing.” Landscape Architecture 99.2 2009): 90-95. Print.
Garrison, William Louis, and Jerry D. Ward. Tomorrow’s Transporta� on: Changing Ci� es, Economies, and Lives. Boston: Artech House, 2000. Print.
“Global Issues: World Hunger and Poverty Facts and Sta� s� cs 2010.” World Hunger Notes Homepage. Web. 31 Oct. 2010.
Halprin, Lawrence. Freeways. New York: Reinhold Pub., 1966. Print.
Harrison, Keith, and Stephanie Roth. “Risking Success Through Flexible Design.” Public Roads 73.4 (2010): 5. Academic Search Premier. EBSCO. Web. 16 Sept. 2010.
Hill, Rachel. “To the Dogs.” Landscape Architecture 98.6 (2008): 112-19. Print. Indiana Department of Transporta� on. IN.gov: Home. Web. 17 Oct. 2010.
114 | A New Highway Framework
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Ins� tute of Transporta� on Engineers. Tra� c Engineering Handbook. Fourth Edi� on. Ed. James L. Pline. Englewood Cli� s, New Jersey: Pren� ce-Hall, 1992. Print.
“Interstate Highway Trivia.” Milesurfer Home. Web. 18 Oct. 2010.
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Jones, Grant, Cory Parker, and Charlie Sco� . “Designing America’s Wildlife Highway: Montana’s U.S. Highway 93.” EXtension - Objec� ve. Research- based. Credible. 29 Mar. 2010. Web. 02 Nov. 2010.
Keegan, Kent Mitchell. The Integra� on of the Highway and Landform. Milwaukee, WI: Center for Architectural and Urban Planning Research, School of Architecture and Urban Planning, University of Wisconsin-- Milwaukee, 1988. Print.
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Kyle E. Rader | 115
Methodologies In order to determine the ecological and environmental impacts of the
current highway framework, primary and secondary research methods will be
employed. These sources of data come from journal ar� cles and books located
at Bracken Library on Ball State University’s campus, as well as online ar� cles and
web sites. The Tra� c Engineering Handbook by the Ins� tute of Transporta� on
Engineers provides data on standard right of way widths and design speeds.
The ar� cle “No More Road Kill” by Richard Forman provides informa� on on the
e� ects of the current highway system on wildlife. Sources such as these will
be used to determine the current ecological and environmental impacts of the
current highway system. This informa� on will then be applied to the design of
new highway framework. Furthermore, personally observing the character of
Highway 37 will provide informa� on on the rela� onship between the highway and
exis� ng character of the landscape. This will be done through notes, sketches,
and photography.
To determine the ecological and environmental bene� ts from the new
highway framework, case studies will primarily be used to learn from past examples.
Secondary data will be the main source of informa� on for this subject. Projects
such as Jones and Jones redevelopment of Highway 93 in Montana will prove
an invaluable source for the development of wildlife crossings. U� lizing Lester
Abbey’s book, Highways: An Architectural Approach, will provide informa� on for
reprogramming highway median uses. This informa� on can be found in the BSU
Architecture Library and online.
To discover the ameni� es and infrastructure for an electric vehicle
framework, primary data such as research � ndings and secondary data such as
case studies will be looked into. Journal ar� cles, both hard copy and in e-journals
will be looked at. These can be found online and in both the Architecture and
Bracken Library. Journals about electric vehicle charging, such as “The Reality of
Fast Charging” by Noel Adams, provide technical informa� on from which design
116 | A New Highway Framework
decisions can be made. Journals such as Darren Quick‘s “Drawing Power from the
Road” provide research results about emerging electric technologies. This data
will be secured by bookmarking ar� cles and prin� ng out hard copies for personal
reference.
To � nd data on crea� ng guidelines from a new highway framework,
secondary data will be used. Projects such as those done by Jones and Jones
in Washington and Montana will be studied to develop new guidelines. Ar� cles
about recent projects, such as Rachel Hill’s “To the Dogs”, will be reviewed. These
ar� cles and case studies can be found online. These ar� cles and sites will be
bookmarked, and relevant informa� on will be printed out for easy reference.
Furthermore, primary data will be u� lized in the form of GIS. GIS data from
Indiana University’s GIS database will be used to locate preferred areas for wildlife
crossings along the stretch of Highway 37 being u� lized for this project.
Kyle E. Rader | 117