THE HIGHWAY INTERCHANGE LAND-USE PROBLEM

THE POSSIBILITIES FOR REASONABLE INTERCHANGE CONTROLS IN TERMS OF THEIR POTENTIAL EFFECTIVENESS, COST AND ADMINISTRATION ARE DISCUSSED. THE LAND-USE PROBLEM ARISES AT THE INTERCHANGES BECAUSE INTERCHANGE DESIGN IS BASED ON LAND-USE DEVELOPMENTS THAT WILL REASONABLY OCCUR IN THE AREAS. EACH INTERCHANGE IS DESIGNED IN ACCORDANCE WITH ESTABLISHED ENGINEERING AND DESIGN CRITERIA, AND EACH INTERCHANGE RAMP HAS THE GIVEN DESIGN CAPACITY. THE INTERSTATE HIGHWAY SYSTEM IS BEING DESIGNED AND BUILT TO SERVE THROUGH TRAFFIC, PRIVATE LAND USE, AND PRIVATE ENTERPRISE. IT IS TO THE ADVANTAGE OF THE PRIVATE VENTURE THAT INTERCHANGE AREAS BE DESIGNED AND LAND-USES BE APPROPRIATELY PLACED IN RELATION TO ACCESS TO FACILITIES FOR MUTUAL ECONOMIC ADVANTAGES. THE VARIOUS TYPES OF USES THAT ARE CUSTOMARILY ATTRACTED TO INTERCHANGE AREAS ARE: (1) HIGHWAY-ORIENTED CATERING TO THE MOTORIST AND HIS VEHICLE, INCLUDING FILLING STATIONS, THE RESTAURANT, THE MOTEL, AND RELATED ENTERPRISES, (2) LARGE TRAFFIC GENERATORS THAT SEEK TO HAVE READY ACCESS TO OUR MARKETS AND LABOR FORCES INCLUDING FACTORIES, SHOPPING CENTERS, AND OUTDOOR THEATRES, (3) COMMUNITY-TYPE ENTERPRISES AS INDIVIDUAL STORES, SERVICE ESTABLISHMENTS, AND SIMILAR ACTIVITIES, AND (4) OTHER TYPES OF USES SUCH AS INDIVIDUAL RESIDENCES OF SPECIAL CIRCUMSTANCES OR HISTORICAL OR ACCIDENTAL LOCATION. POSSIBLE REMEDIES ANALYZED ARE: (1) EXTENSION OF CONTROL OF ACCESS, (2) LIMITING USE OF ACCESS OPENINGS, (3) EXPANDED ENTRANCE AND EXIT CONTROL, (4) ACQUISITION OF PRIVATE ADJACENT AREAS, (5) ACQUISITION OF INTERCHANGE EASEMENTS, (6) ZONING, (7) SUBDIVISION CONTROL, (8) SETBACKS, BUILDING LINES, AND (9) SPECIAL INTERCHANGE DISTRICTS. THESE OPTIONS ARE ANALYZED FROM THE POINT OF VIEW OF DESIGN SOLUTIONS. IT IS CONCLUDED THAT THE PROBLEM OF HIGHWAY INTERCHANGE MUST BE RECOGNIZED IN TERMS OF ITS LAND-USE DEVELOPMENT.