![]() A street provides direct access to all its frontage an expressway, to none all access must be at the designed interchanges, half a mile to several miles apart. ![]() The big difference from an ordinary highway is not merely the speed and the capacity, but also the relationship to adjoining land. Between these points of interchange, no driveways enter the expressway there is no access from abutting private property.Īll this adds up to high capacity - about 5,000 vehicles per hour each way, if there are 3 lanes in each direction and high speed - well over 60 miles per hour for rural expressways, and 30 to 40 miles per hour of sustained, steady speed, without pause or check, in urban areas. Most important, these ons and offs are spaced well apart, designed into the highway when it is built, at points where major traffic arteries meet the expressway. Ons and offs are designed so that traffic entering or leaving does so at high speed without checking the through flow. It has no traffic lights, no cross streets, no pedestrians, no parking. It has a center separation between the opposite directions of traffic. Its curves are gentle, and its grades up and down are gradual. Howard on "The Express Highway: Its Industrial Development Potential," given before a group that met at the Eighth Annual Conference of the Association of State Planning and Development Agencies in 1953:The two design objectives of an express highway are high speed and high capacity. We quote here a portion of a talk by John T. To show how the expressway is something more than a super-highway, we can examine the specific features of the expressway that grow out of access limitation. Some expressway authorities permit special points of access to be built for industries and other kinds of economic interests to the extent that they are expressways in name only.) However, when a particular expressway is being referred to as an example, it cannot necessarily be assumed that it, in fact, qualifies for this definition. The term expressways as used in this report includes arterial highways with full and those with partial control of access. The Bureau of Public Roads defines an expressway as "a divided arterial highway for through traffic with full or partial control of access and generally with grade separations at intersections." (Freeways have full control of access. The principal difference, as we all know, is control and limitation of access. Does the expressway cause a kind of widened strip development similar to that which typically occurs alongside conventional highways, or does it create an entirely different kind of pattern? To answer this question we must first look at the expressway itself and see how it differs structurally and functionally from the ordinary highway. In this report we are concerned with the impact of the expressway upon undeveloped land in the rural and semi-rural fringes of urban areas. In suburban and country areas, on the other hand, they will in many cases cross over sections that have never seen pavement and whose only buildings are occasional houses and barns. In cities they will, for the most part, pass through areas whose major land use is already well established. This means that expressways and freeways will be appearing in even greater extent throughout the country. During the next ten years (if the Administration's plan for improving the nation's highways is adopted) expenditures will be over 100 billion dollars - an average annual expenditure of approximately ten billion dollars. In the ten years since the end of World War II, total annual expenditures for highways in the United States have risen from a pre-wartime peak of one and a half billion to nearly four billion dollars estimated for 1955. ![]() The Urbanizing Influence of the Expressway and the Need for Planning and Zoning ![]() Membership for Allied Professionals & CitizensĮducation, Work, and Experience Verificationġ313 EAST 60TH STREET - CHICAGO 37 ILLINOIS ![]()
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