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outdated.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


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


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


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


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)


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


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).


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


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.


“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


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.


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


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


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


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


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


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


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


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


Figure 4.7 | Lake Monroe Region

Wildife Crossings

Bedford

Mitchell

Kyle E. Rader | 51

Figure 4.8 | Bedford Region


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.


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


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


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


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


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

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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


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

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previo

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agric

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hat

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outhern

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| In

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N

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allow

s f

or

opportunit

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roposal o

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Kyle E. Rader | 69

Figu

re 5

.15

| An

alys

is D

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amN

Analysis


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


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.


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


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.


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


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


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.


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.


The

over

pass

con

nect

s th

e m

ixed

-use

are

a to

the

wet

land

rest

and

edu

ca� o

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ea, a

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irect

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ess

to t

hese

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o sp

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with

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obile

s. T

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ass

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esto

ne.

hig

hw

ay

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amp

plantin

gs

plantin

gs

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n

Lim

estone B

locks

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n O

verpass

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30’

70’

30’

20’

40’

100’

150’

Figu

re 5

.34

| Pe

dest

rian

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rpas

s Se

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n

A

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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

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g pa

ths

that

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t the

var

ious

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e � r

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ater

is

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nsed

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Wetland P

ods

550’

Sycamore

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er B

irch

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t

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at n

ow li

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uarr

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ill c

reat

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phys

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an� n

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to s

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n th

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rrie

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l has

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est.

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ne b

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rs w

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34’

35’

15’

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34’

40’

Red M

aple

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estone B

locks

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rasses

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gs

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re 5

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| Li

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der

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Kyle E. Rader | 89

The

gate

way

ove

rlook

ext

ends

out

of t

he th

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vel o

f the

mix

ed-u

se a

rea.

At t

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anes

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used

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The

ove

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rk.

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se

plantin

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gs

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ark

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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


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


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


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.


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


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


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.


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


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.


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

BibliographyAbbey, 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.

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.


“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.

“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.

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.

Kutz, Myer. Environmentally Conscious Transporta� on. Hoboken, NJ: John Wiley & Sons, 2008. Print.

“Our Land, Our Literature: Environment - Deforesta� on.” Bsu.edu. Web. 21 Nov. 2010.

Robbins, Elaine. “No More Road Kill?.” Planning 69.2 (2003): 32. Academic Search Premier. EBSCO. Web. 30 Sept. 2010.

Quick, Darren. “Drawing Power from the Road.” Gizmag | New and Emerging Technology News. 1 Oct. 2009. Web. 29 Oct. 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.

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


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

Documents

Redeveloping the Modern Highway Framework