Circle Interchange (P-91-259-12) Circle Interchange (P-91-259-12) Combined Design Report Combined Design Report

TABLE OF CONTENTS 5.10. Social, Economic and Environmental Effects ...... 54 VOLUME 1 OF 3 5.11. Discussion of Benefits and Costs ...... 54 1. INTRODUCTION ...... 1 5.12. Project Implementation ...... 55 1.1. Description and Location of Project ...... 1 6. COORDINATION ACTIVITIES ...... 57 1.2. History of Project ...... 1 6.1. Agency Coordination ...... 57 1.3. Design Criteria ...... 2 6.2. Stakeholder Coordination ...... 57 2. PURPOSE AND NEED FOR THE IMPROVEMENT ...... 3 6.3. Utility Coordination ...... 58 2.1. Purpose ...... 3 7. PUBLIC INVOLVEMENT ACTIVITIES ...... 59 2.2. Safety ...... 3 7.1. Project Working Group ...... 59 2.3. Mobility ...... 7 7.2. Vibration Workshop ...... 61 2.4. Facility Deficiencies ...... 8 7.3. Public Informational Meeting ...... 61 3. EXISTING CONDITIONS ...... 11 7.4. Public Hearing #1 ...... 62 3.1. Description of Project Area ...... 11 7.5. Public Hearing #2 ...... 63 3.2. Logical Termini ...... 11 7.6. Project Website ...... 64 3.3. Land Use ...... 11 8. COMMITMENTS AND SPECIAL DESIGN/CONSTRUCTION CONSIDERATIONS ...... 65 3.4. Conditions on the Existing Highway Network ...... 15 9. CONCLUSIONS AND RECOMMENDATIONS ...... 68 3.5. Existing Drainage ...... 18 9.1. Preferred Design Alternative ...... 68 3.6. Existing Utilities ...... 20 9.2. Attainment of Purpose and Need ...... 68 3.7. Existing Environmental Resources ...... 20 9.3. Design Exceptions ...... 68 4. ALTERNATIVES CONSIDERED...... 22 9.4. Project Implementation ...... 69 4.1. No-Build Alternative ...... 22 4.2. Transportation System Management (Congestion Management Process) Alternative ...... 22 4.3. Build Alternatives ...... 23 LIST OF FIGURES 4.4. Alternative Evaluation ...... 29 Figure 1.1 Original Circle Interchange Construction ...... 2 5. DESCRIPTION AND ANALYSIS OF PREFERRED ALTERNATIVE STUDIED IN DETAIL ...... 38 Figure 2.1 Crashes by Hour of Day (2006-2008) ...... 5 5.1. General Description ...... 38 Figure 2.2 Crash Rates at Circle Interchange System Ramps ...... 6 5.2. Attainment of Purpose and Need ...... 39 Figure 2.3 Typical Northbound Congestion in the PM Peak Approaching the Circle Interchange ...... 7 5.3. Traffic Service to Region ...... 47 Figure 2.4 Typical Southbound Congestion in the PM Peak Approaching the Circle ...... 8 5.4. Engineering Considerations and Aesthetics ...... 47 Figure 3.1 Existing Circle Interchange ...... 11 5.5. Proposed Structures ...... 50 Figure 3.2 Chicagoland Expressway System ...... 12 5.6. Pedestrian and Bicycle Facilities ...... 50 Figure 3.3 National Hellenic Museum ...... 13 5.7. CTA Blue Line Station Improvements ...... 51 Figure 3.4 Greek Monument ...... 13 5.8. Drainage Improvements ...... 51 Figure 3.5 University of Illinois at Chicago East Campus ...... 14 5.9. Utility Accommodation ...... 52 Figure 3.6 Rush University Medical Center ...... 14

September 2013 i September 2013 ii Circle Interchange (P-91-259-12) Circle Interchange (P-91-259-12) Combined Design Report Combined Design Report

Figure 3.7 Cermak Pump Station ...... 14 LIST OF TABLES Figure 3.8 Maxwell Street Market ...... 15 Table 2.1 Total Crashes by Injury Severity (2006-2008) ...... 3 Figure 3.9 Van Buren Street approaching Jefferson Street ...... 15 Table 2.2 Total Crashes by Collision Type (2006-2008) ...... 4 Figure 3.10 CTA Blue Line in I-290 Median ...... 17 Table 2.3 Total Crashes by Roadway Condition (2006-2008) ...... 5 Figure 3.11 UIC-Halsted Street Station ...... 17 Table 2.4 Total Crashes by Lighting Conditions (2006-2008) ...... 5 Figure 3.12 CTA Blue Line Tunnels below Congress Parkway ...... 17 Table 3.1 Existing Structure Sufficiency Ratings...... 16 Figure 3.13 CTA Bus Facility (SE Quadrant) ...... 18 Table 3.2 Bicycle and Pedestrian Accommodations (Existing Conditions) ...... 16 Figure 3.14 Cermak Pump Station ...... 18 Table 4.1 Fatal Flaw Evaluation ...... 30 Figure 3.15 IDOT Pump Station No. 5 ...... 18 Table 4.2 Purpose and Need Evaluation ...... 31 Figure 3.16 Haberdasher Square Lofts ...... 18 Table 4.3 Performance Evaluation ...... 33 Figure 5.1 Rendering of Preferred Alternative...... 38 Table 4.4 Specific Issue Evaluation ...... 34 Figure 5.2 Ramp NW/Ramp NE C-D Road Safety Issue ...... 39 Table 4.5 Alternatives Evaluation Memo ...... 36 Figure 5.3 Westbound Triple Convergence Safety Issue ...... 40 Table 5.1 I-90/94 Peak Hour Volumes (2040 Build) and Theoretical Capacity ...... 42 Figure 5.4 Eastbound Triple Divergence Safety Issue ...... 41 Table 5.2 Mobility on Ramp NW ...... 42 Figure 5.5 Northbound Convergence Safety Issue ...... 41 Table 5.3 Mobility on Ramp EN ...... 43 Figure 5.6 Artistic Rendering of Jackson Blvd...... 49 Table 5.4 Northbound Decision Points ...... 44 Figure 5.7 Artistic Rendering of Peoria Street ...... 49 Table 5.5 Southbound Decision Points ...... 44 Figure 5.8 Artistic Rendering of Halsted Street ...... 49 Table 5.6 Eastbound Decision Points ...... 45 Figure 5.9 Artistic Rendering of Des Plaines St...... 49 Table 5.7 Westbound Decision Points ...... 45 Figure 7.1 PWG Meeting #1 ...... 59 Table 5.8 Ramp Design Speeds ...... 46 Figure 7.2 PWG Meeting #2 ...... 60 Table 5.9 Weaving Areas ...... 46 Figure 7.3 PWG Meeting #3 ...... 60 Table 5.10 Travel Time Comparison ...... 47 Figure 7.4 PWG Design Charrette ...... 61 Table 5.11 Eliminated Movements and Alternative Routes ...... 47 Figure 7.5 Public Informational Meeting #1 ...... 62 Table 5.12 Cross Street Enhancements ...... 48 Figure 7.6 Project Website Home Page ...... 64 Table 5.13 Bicycle and Pedestrian Accommodations (Preferred Alternative) ...... 51

September 2013 iii September 2013 iv Circle Interchange (P-91-259-12) Circle Interchange (P-91-259-12) Combined Design Report Combined Design Report

APPENDICIES – 8.5” x 11” VOLUME 2 OF 3 Appendix A Location Map APPENDICIES – 11”x17” Appendix B Environmental Clearances Appendix J Constraints of Existing Conditions Aerial Appendix C Master Structure Reports Appendix K Traffic Volumes Appendix D Utility Coordination Appendix L Alternative Histogram Appendix E Alternatives Evaluation Memorandum Appendix M Build Alternatives Considered Appendix F FHWA Routes Requiring 16’-0” Clearance Letter (2006) Appendix N Cross Street Exhibits Appendix G Cost Estimate Review Close-Out Presentation Appendix O Existing Typical Sections Appendix H Technical Memorandums Appendix P Proposed Typical Sections i. Traffic Modeling Results Appendix Q Preferred Alternative ii. Comparison of Alternatives A-7.1C and A-15.4 Appendix R Preliminary Right-of-Way Requirements iii. Design Speed Appendix S Design Exceptions iv. Predictive Safety Analysis Appendix T Intersection Design Studies v. Ramp Northbound to Westbound (NW) Analysis Appendix U Aesthetics vi. Bicycle Checklist vii. Sustainability Practices Appendix I Approvals i. Level One Design Exceptions ii. Exception to Compliance with the Work Zone Safety and Mobility Rule iii. Transportation Management Plan iv. IDOT District One Geometric Studies Unit Approval v. Access Justification Report vi. Environmental Assessment Signature Sheet vii. Finding of No Significant Impact Signature Sheet

September 2013 v September 2013 vi Circle Interchange (P-91-259-12) Circle Interchange (P-91-259-12) Combined Design Report Combined Design Report

REPORTS UNDER SEPARATE COVER VOLUME 3 OF 3 Access Justification Report (2013)

Coordination Documents (tabbed as follows): Bridge Condition Reports (2013) Volume 3A x I-290 EB over I-90/94 (016-1029) x I-90/94 SB to Taylor Street (016-2354) x I-290 WB over I-90/94 (016-1030) x Taylor Street (016-1165) x FHWA Meetings x Congress Parkway (016-0461) x Harrison Street – East (016-1088) x Agency Coordination x Ramp NE (016-2451) x Harrison Street – West (016-1087) x Chicago Metropolitan Agency for Planning x Ramp NW (016-2449) x Van Buren Street (016-2055) x University of Illinois at Chicago x Ramp SW (016-2452) x Jackson Boulevard (016-0588) x Stakeholder Correspondence x Ramp EN (016-2448) x Adams Street (016-0589) x Elected Officials x Ramp WN (016-2453) x Lake Street (016-2052) x Media Coverage x Ramp WS (016-2450) x Peoria Street (016-2082) Volume 3B x Taylor Street to NB I-90/94 (016-2535) x Halsted Street (016-2081) x Stakeholder Involvement Plan (SIP) x Public Informational Meeting Crash Analysis of Existing Conditions (2012) x Public Hearing #1 Environmental Assessment (2013) x Public Hearing #2 Hydraulic Report, Pump Stations No. 5 & 26 (2013) x Project Working Group Workshop #1 x Project Working Group Workshop #2 Hydraulic Report, Pump Station No. 22 (2013) x Project Working Group Workshop #3 Location Drainage Study (2013) x Project Working Group Workshop #4 x Project Working Group Design Charrette Noise Analysis Study (2013) x Vibration Workshop Pavement Flooding Report (2013) x Public Comments and Responses Preliminary Environmental Site Assessment (2012) Scoping Report (2011) Transportation Management Plan (2013)

September 2013 vii September 2013 viii

Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Level One Design Exceptions - Expressway Mainline

The 45 mph design speed is based on horizontal sight distance and cannot be increased from existing because of the location of the CTA tunnels and Ramp WS-WN tie-ins with WB Congress. This segment of Congress serves as a WB Congress - Sta 5200+00 to 5221+00 60 mph 45 mph 45 mph transition from the local street network within the CBD posted at 30 mph to the east and the I-290 corridor to the west posted at 45 mph. The 50 mph design speed is based on the superelevation provided under Morgan street. The superelevation has been WB I-290 - Sta 5221+00 to West project limits (Sta Design Speed (Mainline) 60 mph 45mph 50mph improved from the existing normal crown section to a reverse crown (2.00% S.E.), but the S.E. cannot be increased 1 5230+75) (BDE 44-5.A) further due to vertical clearance constraints under the Morgan Street Bridge. The 50 mph design speed is based on the superelevation provided under Morgan street. The superelevation has been improved from the existing normal crown section to a reverse crown (2.00% S.E.), but the S.E. cannot be increased EB I-290/Congress - Sta 5125+00 to Sta 5175+56.39 60 mph 45mph 50mph further due to vertical clearance constraints under the Morgan Street Bridge. To the east of the Halsted Street bridge, the roadway transitions with a reduction in the posted speed of 30 mph to the east within the CBD.

The reduced lane widths are required for the tie-in with the roadway section through the Old Post Office, then taper WB Congress - Sta 5200+00 to Sta 5205+28 12' 9.33' 9.33' out to a wider section at the Canal entrance ramp. Widening is restricted by the existing Old Post Office building and would require significant impacts to the building. Lanes 2 & 3 on WB I-290/Congress, as well as, lane 4 coming on from Ramp SW are proposed at 11' widths in order to WB I-290/Congress - Sta 5205+28 to Sta 5236+59 12' 12' 11' increase the offset distance for Ramp NW away from the adjacent residential buildings.

Limited space restricts this section to fit between the existing CTA tracks and the UIC retaining wall. The 11' lanes are EB I-290 - 5123+03 to 5132+34.87 12' 12' 11' Lane Widths required in order to accommodate a left add lane before Racine which creates the proposed 5-lane section. 2 (BDE 44-5.A) The 11' lanes are required to tie into the existing section to the north of the project. These 11' lanes are also required SB I-90/94 - North Project Limit (Sta 6200+00) to Sta 12' 11' / 12' 11' to be maintained through the Kennedy Trench to accommodate the required number of lanes and both NB and SB C-D 6245+70 roads, as well as, through the entrance ramps from Ramp ES & WS to accommodate the EB I-290 Taylor Exit Ramp.

NB I-90/94 - Sta 6137+60.77 to North Project Limit (Sta The 11' lanes are required through the Kennedy Trench to accommodate the required number of lanes and both NB 12' 11' / 12' 11' 6174+00) and SB C-D roads. The 11' lanes are also require to tie into the existing 11' lanes on the north end of the project.

The 2.00% cross slope is used for drainage purposes of achieving a higher low pavement elevation while still providing WB I-290 - Sta 5219+79.95 to West project limits (Sta 2.50% 2.50% 2.00% adequate drainage, and also better accommodates the design for future lane accommodation. Also, helps reduce the 5250+87.94) S.E. transition lengths in and out of normal crown. The 2.00% cross slope is used for drainage purposes of achieving a higher low pavement elevation while still providing EB I-290 - Sta 5117+50 to Sta 5155+00 2.50% 2.50% 2.00% adequate drainage, and also better accommodates the design for future lane accommodation. Also, helps reduce the Through Travel Lane Cross - Slopes in S.E. transition lengths in and out of normal crown. 3 Percent (%) (BDE Manual 34-2.01(b) SB I-90/94 - North Project Limit (Sta 6200+00) to South Cross Slopes) The 2.00% cross slope is used for drainage purposes of achieving a higher low pavement elevation while still providing 2.50% 2.50% 2.00% Project Limit (Sta 6259+30): Lanes 5 & 6 adequate drainage. Also, helps reduce the S.E. transition lengths in and out of normal crown.

NB I-90/94 - Sta 6145+00 to North Project Limit (Sta The 2.00% cross slope is used for drainage purposes of achieving a higher low pavement elevation while still providing 2.50% 2.50% 2.00% 6174+00): Lanes 5 & 6 adequate drainage. Also, helps reduce the S.E. transition lengths in and out of normal crown.

AECOM 1 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

The 2' inside shoulder is required to match the existing roadway section through the Post Office and to accommodate WB Congress - Sta 5200+00 to 5212+31 10' 2' 2' the desired number of lanes on the WB Congress Bridge

WB Congress - Sta 5212+31 to 5219+31 10' 2' / 6' 4' The 4' inside shoulder is required to accommodate pier placement for Ramp NW and the existing CTA tunnels.

WB Congress - Sta 5219+31 to 5220+34 10' 2' 2' The 2' inside shoulder is required to accommodate existing CTA Pump station

WB I-290 - Sta 5220+34 to 5239+10 10' 4' / 10' 4' The 4' inside shoulder is required to accommodate existing CTA Property

WB I-290 - Sta 5246+36 to 5250+00 10' 2' / 10' 4' The 4' inside shoulder is required to accommodate existing CTA Property and Racine Bridge Pier

EB I-290 - Sta 5109+43 to 5120+35 10' 8' 8' The 8' inside shoulder is required to accommodate existing CTA Property and to tie into existing pavement section

The 2' inside shoulder is required to accommodate existing CTA Property, Racine Bridge Pier, and the left add lane to EB I-290 - Sta 5120+35 to 5124+70 Mainline Inside (Left) Paved Shoulder 10' 8' / 4' 2' create a 5-lane section Width (BDE Manual Figure 37-4.G & EB I-290 - Sta 5124+70 to 5138+00 Figure 44-5.A) 10' 4' / 10' 4' The 4' inside shoulder is required to accommodate existing CTA Property, and the desired 6-lane pavement section

EB I-290 - Sta 5138+00 to 5158+00 10' 2' / 4' 2' The 2' inside shoulder is required to accommodate existing CTA Property, and the desired 6-lane pavement section

EB Congress - Sta 5169+40 to East end of Project The 3' inside shoulder is required to accommodate the desired number of lanes through the EB Congress bridge and 10' 2' 3' (5182+75) through the Old Post Office The 2' inside shoulder is required to tie into the existing roadway section and avoid impacting the Madison Bridge and SB I-90/94 - Sta 6200+00 to 6205+30 10' 3' 2' Entrance Ramp The 2' inside shoulder is required to accommodate desired number of lanes, tie into the existing roadway section, and SB I-90/94 - Sta 6253+50 to South Project Limits (6259+30) 10' 8' / 2' 2' avoid impacting the Roosevelt Bridge NB I-90/94 - South Project Limits (Sta 6100+00) to The 2' inside shoulder is required to accommodate desired number of lanes, tie into the existing roadway section, and 10' 8' / 2' 2' 6109+20 avoid impacting the Roosevelt Bridge The 2' inside shoulder is required to accommodate desired number of lanes, tie into the existing roadway section, and NB I-90/94 - Sta 6157+15 to 6163+80 10' 4' / 2' 2' avoid impacting the Madison Entrance Ramp

The 2' outside shoulder is required to accommodate the desired number of lanes through the WB Congress bridge and WB Congress - Sta 5200+00 to 5204+07.04 10' 2' 2' to tie into the existing section through the Old Post Office The 6' outside shoulder is required to accommodate the desired number of lanes, as well as to fit with the divergence 4 WB Congress - Sta 5212+35 to 5223+35 10' 12' 6' from Ramp WN & WS and to minimize the profile grades of Ramp SE, WS, NW, and SB Taylor Exit The 4' outside shoulder is required to accommodate the desired number of lanes and fit between the CTA and the WB I-290 - Sta 5231+75 to 5240+00 10' 10' 4' Morgan street abutment and exit ramp, as well as to avoid retaining wall and roadway impacts at Tilden

WB I-290 - Sta 5247+00 to 5249+10 10' 8' 8' The 8' outside shoulder is required to fit through the existing Racine Bridge and tie into the existing pavement section

Mainline Outside (Right) Paved Shoulder The 8' outside shoulder is required to accommodate the desired number of lanes and avoid impacting the Racine Exit EB I-290 - Sta 5115+45 to 5121+90 10' 8' 8' Width (BDE Manual Figure 37-4.G & Ramp Figure 44-5.A) The 4' outside shoulder is required to accommodate the desired number of lanes and avoid impacting the Racine EB I-290 - Sta 5121+90 to 5141+80 10' 10' / 4' 4' Bridge and to fit between the CTA tracks and UIC retaining wall The 2' outside shoulder is required to accommodate the desired number of lanes and to fit between the CTA tracks and EB I-290 - Sta 5141+80 to 5145+85 10' 4' / 2' 2' UIC retaining wall The 7' outside shoulder is a result of the lanes shifting to accommodate a future lane on the left (inside) side of the EB Congress - Sta 5157+30 to 5158+30 10' 12' 7' proposed bridge. It cannot be widened because of the tie-ins from Ramp SE & NE. The 2' outside shoulder is required to accommodate the Ramp NE entrance ramp and avoid overhanging adjacent EB Congress - Sta 5160+00 to 5162+40 10' 4' 2' roadway The 2' outside shoulder is required to accommodate the desired number of lanes and to fit within the EB Congress EB Congress - Sta 5169+50 to East project limits (5182+75) 10' 4' / 2' 2' Bridge width and through the Old Post Office

AECOM 2 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification The 4' outside shoulder is required to accommodate the desired number of lanes and to fit within the cross street SB I-90/94 - Sta 6204+30 to 6220+00 10' 4' / 10' 4' bridge piers while accommodating the NB & SB C-D roads. The 4' outside shoulder is required to accommodate the desired number of lanes and to fit between the Cermak Pump SB I-90/94 - Sta 6234+00 to 6235+20 10' 6' 4' Station and the proposed Ramp WS and EB I-290 Taylor Exit Ramp. The 6' outside shoulder is required to accommodate the desired number of lanes and to fit through the existing SB I-90/94 - Sta 6253+90 to 6258+20 10' 8' 6' Roosevelt Bridge The 6' outside shoulder is required to accommodate the desired number of lanes and to fit through the existing NB I-90/94 - Sta 6114+20 to 6121+60 10' 10' / 6' 6' Mainline Outside (Right) Paved Shoulder Roosevelt Bridge Width (BDE Manual Figure 37-4.G & The 2' outside shoulder is required to accommodate the desired number of lanes, including the aux lane from Taylor NB I-90/94 - Sta 6124+00 to 6128+30 10' 8' / 4' 2' Figure 44-5.A) (cont'd) Entrance Ramp to C-D Exit Ramp and to fit between Ramp NW and the Cermak Pump Station The 2' outside shoulder is required to accommodate the desired number of lanes, the Jackson and Adams Entrance NB I-90/94 - Sta 6147+00 to 6156+50 10' 8' / 10' 2' Ramps, and the NB & SB C-D Roads The 8' outside shoulder is required to accommodate the desired number of lanes and the NB C-D Road, as well as to fit NB I-90/94 - Sta 6156+50 to 6161+70 10' 8' / 10' 8' within the existing roadway section NB I-90/94 - Sta 6164+25 to North Project Limits The 2' outside shoulder is required to accommodate the desired number of lanes, including the aux lane from the C-D 10' 8' / 10' 2' (6174+00) Entrance Ramp, as well as to fit within the existing roadway section

5 All locations meet BDE policy Horizontal Curvature

The 4.20% S.E. is sufficient for a 50mph design speed which is higher than the existing and proposed posted speed of SB I-90/94 - Curve P-KDR-SB-3 (Sta 6222+15 to 6226+43) 5.40% (BDE Fig 32-3.C) 3.50% 4.20% 45mph and is required to accommodate the 15'-0" minimum vertical clearance and to address pavement flooding reasons through the interchange. 6 Superelevation Rates The 4.40% S.E. is sufficient for a 50mph design speed which is higher than the existing and proposed posted speed of SB I-90/94 - Curve P-KDR-SB-4 (Sta 6229+40 to 6234+25) 5.40% (BDE Fig 32-3.C) 3.50% 4.40% 45mph and is required to accommodate the Ramp WS tie-in and avoid undermining the Cermak Pump Station retaining wall.

Stopping Sight Distance at Crest Vertical 7 All locations meet BDE policy Curves

50 mph D.S (L=215, This roadway will be lighted and has been designed to exceed the comfort criteria for 60 mph which requires a 205' sag NB I-90/94 - Station 6137+40 60 mph D.S. (L=360, K=136) 55 mph D.S (L=310, K=118) K=96) curve for the proposed grades and meets 70mph comfort criteria. Required to accommodate ramp tie-in grades.

45 mph D.S (L=222, This roadway will be lighted and has been designed to exceed the comfort criteria for 60 mph which requires a 218' sag SB I-90/94 - Station 6254+25 Stopping Sight Distance at Sag Vertical 60 mph D.S. (L=385, K=136) 50 mph D.S (L=280, K=100) K=79) curve for the proposed grades and meets 65mph comfort criteria. Required to tie into the existing condition. 8 Curves (BDE 33-4.E) 40 mph D.S (L=266, This roadway will be lighted and has been designed to exceed the comfort criteria for 50 mph which requires a 228' sag EB I-290 - Station 5151+55 50 mph D.S. (L=406, K=96) 45 mph D.S (L=340, K=81) K=64) curve for the proposed grades and meets 60mph comfort criteria. Required for vertical clearance. 35 mph D.S (L=230, This roadway will be lighted and has been designed to meet the comfort criteria for 50 mph which requires a 296' sag WB I-290 - Station 5221+25 50 mph D.S. (L=406, K=96) 35 mph D.S (L=300, K=55) K=55) curve for the proposed grades. Required for vertical clearance under Halsted.

AECOM 3 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Stopping Sight Distance on Inside of 9 All locations meet BDE policy Horizontal Curves

10 All locations meet BDE policy Clear Roadway Bridge Widths

11 All locations meet BDE policy Structural Capacity of Bridges

12 All locations meet BDE policy Vertical Clearance

13 All locations meet BDE policy Maximum Grades

Accessibility Criteria for Disabled 14 N/A Persons

AECOM 4 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Level One Design Exceptions - Ramps

The 35 mph design speed is required based on the maximum horizontal sight distance and the constraints of the Ramp NW 45 mph 25 mph 35 mph existing storage building, the CTA tunnels, and adjacent residential buildings. The 30 mph design speed is required based on the maximum horizontal sight distance and the constraints of the Ramp NE 45 mph 20 mph 30 mph existing storage building and the EB Congress Bridge tie-in The 35 mph design speed is required based on the maximum horizontal sight distance and the constraints of the Ramp SW 45 mph 25 mph 35 mph Halsted and Van Buren bridge abutments and the piers for Ramp NW The 25 mph design speed is required based on the maximum horizontal sight distance and the constraints of the Ramp SE 45 mph 20 mph 25 mph Halsted Bridge, Ramp WS, and the tie-in with the EB Congress bridge The 40 mph design speed is required based on the Halsted and Harrison Bridge abutments and the inclusion of the EB I- Ramp ES 45 mph 30 mph 40 mph Design Speed 290 Taylor Exit Ramp 1 (BDE 37-4.04) The 30 mph design speed is required based on the Harrison Bridge, Congress Bridge, Des Plaines Street, and existing Ramp EN 45 mph 20 mph 30 mph Pump Station 5 The 30 mph design speed is required based on the WB Congress Bridge divergence, Des Plaines Street, and the NB I- Ramp WN 45 mph 20 mph 30 mph 90/94 convergence The 25 mph design speed is required based on the WB Congress Bridge divergence, Ramp SE & SB I-90/94 Taylor Ramp Ramp WS 45 mph 20 mph 25 mph and the Halsted Bridge

SB I-90/94 Taylor Exit Ramp 40 mph N/A 25 mph The 25 mph design speed is required based on Ramp SE, WS, and the Halsted Bridge constraints

The 30 mph design speed is required based on the Ramp EN, Harrison Bridge, Des Plaines Ave, Congress Bridge Piers, NB C-D Road 40 mph N/A 30 mph and Pump Station 5 constraints

The 11' lanes are required to accommodate the required number of lanes and both NB and SB C-D roads through the Ramp SW - Sta 1300+00 to 1315+20 12' 12' 11' Kennedy Trench The 11' lanes are required to accommodate the required number of lanes and both NB and SB C-D roads through the Ramp EN - Sta 1623+75 to 1625+25 12' 16' / 12' 11' Kennedy Trench Lane Widths The 11' lanes are required in order to accommodate Ramp WS and the EB I-290 Taylor Exit and also to fit between the 2 Ramp ES - Sta 1513+70 to 1516+75 (BDE 44-5.A & 12' 12' 11' Cermak Pump Station and the UIC Recreation Facility BDE 37-4.06) The 11' lanes are required to provide a 3-lane section between the Roosevelt entrance and the Ramp NE exit and also Ramp NW - Sta 1806+00 to 1825+70 12' 12' 11' fit between the proposed NB I-90/94 mainline lanes and the existing east retaining wall The reduced lane width is required to accommodate the NB C-D Road alignment tie-into the mainline and avoid the NB C-D Road - Sta 6354+00 to 6356+00 16' N/A Varies 11' to 12' existing piers, Washington exit, and Randolph-Lake exit ramp constraints.

The 2' inside shoulder is required to provide a 3-lane section between the Roosevelt entrance and the Ramp NE exit Ramp NW - Sta 1807+00 to 1825+70 10' 4' / 6' 2' and also fit between the proposed NB I-90/94 mainline lanes and the existing east retaining wall The 4' inside shoulder is required due to the offset to the existing residential building and the resulting roadway width meets AASHTO Green Book requirements for passing a stalled vehicle as shown on table 3-29 (Case III for a two-lane, Ramp NW - Sta 1837+30 to 1840+75 10' 4' / 2' 4' one-way operation, Traffic Condition C for trucks, tangent), the minimum pavement width is 24’ with minimum 4’ shoulders (4-12-12-4), and therefore meets criteria. Inside (Left) Paved Shoulder Width The 4' shoulder is required to accommodate the required number of lanes and both NB and SB C-D roads through the Ramp SW - Sta 1300+00 to 1315+20 (BDE 37-4.06 & 44-5.A) 10' 4' 4' Kennedy Trench

Ramp ES - Sta 1505+50 to 1510+60 10' 2' / 10' 4' The 4' inside shoulder is required to accommodate the proposed Ramp EN structure and the Ramp WS Bridge Pier

Ramp EN - Sta 1616+75 to 1622+00 10' 4' 4' The 4' inside shoulder is required to accommodate the proposed Van Buren Bridge Pier and the Ramp WN tie-in

AECOM 5 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification The 4' shoulder is required to accommodate the EB I-290 Taylor Exit ramp and to avoid the UIC retaining wall and Ramp WS - Sta 1223+75 to 1232+50 10' 6' 4' building access road and Ramp ES. The 4' inside (left) shoulder is required to accommodate the impact attenuator for the Harrison bridge pier. This NB C-D Road - Sta 6323+20 to 6323+60 6' N/A 4' cannot be increased because of the Ramp NW pier placement and the CTA driveway The 4' shoulder is required to accommodate the Ramp EN exit ramp to the NB C-D Road and to avoid the Ramp WS NB C-D Road - Sta 6331+30 to 6332+75 6' N/A 4' Bridge Pier The 4' shoulder is required to accommodate the Ramp EN exit ramp to the NB C-D Road and to avoid the Jackson NB C-D Road - Sta 6333+80 to 6339+30 Inside (Left) Paved Shoulder Width 6' N/A 4' (BDE 37-4.06 & 44-5.A) Bridge Pier (cont'd) The 2' shoulder is required to accommodate the Jackson and Adams Bridge Piers and Entrance Ramps, and the Monroe NB C-D Road - Sta 6339+30 to 6353+30 6' N/A 2' and Madison Bridge Piers

NB C-D Road - Sta 6353+30 to 6354+25 4' N/A 2' The 2' shoulder is required to accommodate the Madison Bridge Pier and tie-in to NB I-90/94

The 2' outside shoulder is required to provide a 3-lane section between the Roosevelt entrance and the Ramp NE exit Ramp NW - Sta 1807+00 to 1823+10 10' 4' / 6' 2' 3 and also fit between the proposed NB I-90/94 mainline lanes and the existing east retaining wall. Ramp NW - Ramp NW-NE Impact Attenuator (Sta The 7' outside shoulder is required through the impact attenuator to accommodate the ramp divergence and structure 10' 4' / 6' 7' 1825+50) configuration required given the ROW, existing building, and NB C-D road constraints. The 4' inside shoulder is required due to the offset to the existing residential building and the resulting roadway width meets AASHTO Green Book requirements for passing a stalled vehicle as shown on table 3-29 (Case III for a two-lane, Ramp NW - Sta 1837+30 to 1842+00 10' 4' / 2' 4' one-way operation, Traffic Condition C for trucks, tangent), the minimum pavement width is 24’ with minimum 4’ shoulders (4-12-12-4), and therefore meets criteria. The 4' shoulder is required to accommodate the required number of lanes and both NB and SB C-D roads through the Ramp SW - Sta 1300+00 to 1315+20 10' 4' / 10' 4' Kennedy Trench

Ramp SW - Sta 1325+40 to 1329+00 6' 4' / 2' 4' The 4' outside shoulder is required to accommodate the Ramp NW abutment and retaining wall

The required 6' shoulder is provided on the inside (left) instead of the outside (right) to provide better sight distance Ramp SE - Sta 1403+00 to 1414+25 6' 4' 4' and a higher ramp design speed. Outside (Right) Paved Shoulder Width Ramp ES - Sta 1513+75 to 1516+80 10' 10' 4' The 4' shoulder is required to accommodate Ramp WS and the EB I-290 Taylor Exit (BDE 37-4.06 & BDE 44-5.A)

Ramp EN - Sta 1619+30 to 1623+70 10' 4' / 6' 6' The 6' shoulder is required to accommodate the NB C-D Road

Ramp EN - Sta 1623+70 to 1625+25 10' 4' / 6' 4' The 4' shoulder is required to accommodate the Jackson Bridge Pier and Entrance Ramp

The required 6' shoulder is provided on the inside (left) instead of the outside (right) to provide better sight distance Ramp WS - Sta 1207+50 to 1221+75 6' 4' / 6' 4' and a higher ramp design speed. The 4' shoulder is required to accommodate the EB I-290 Taylor Exit ramp and to avoid the UIC retaining wall and Ramp WS - Sta 1223+75 to 1233+75 10' 4' / 10' 4' building access road. The required 6' shoulder is provided on the inside (left) instead of the outside (right) to provide better sight distance SB I-90/94 Taylor Ramp - Sta 6405+00 to 6411+30 6' N/A 4' and a higher ramp design speed. The 4' shoulder is required to fit between the desired mainline section and the ROW and existing buildings to the East NB C-D Road - Sta 6320+00 to 6353+30 10' N/A 4' such as Haberdasher Lofts and to accommodate the local NB exit ramps

NB C-D Road - Sta 6353+30 to 6356+80 6' N/A 4' The 2' shoulder is required to accommodate the impact attenuator and bridge pier for the Washington Bridge

AECOM 6 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

This roadway will be lighted and has been designed to exceed the comfort criteria for 35 mph which requires a 194' sag Ramp NW - Sta 1811+05 35 mph D.S. (L=362, K=49) < 20 mph D.S 25 mph D.S (L=250, K=34) curve for the proposed grades and meets 40mph comfort criteria. Required for Peoria Street This roadway will be lighted and has been designed to exceed the comfort criteria for 30 mph which requires a 120' sag Ramp NE - Sta 1706+85 30 mph D.S. (L=228, K=37) < 20 mph D.S 25 mph D.S (L=230, K=36) curve for the proposed grades and meets 35mph comfort criteria. Required for ramp tie-in grades This roadway will be lighted and has been designed to exceed the comfort criteria for 25 mph which requires an 82' sag Ramp SE - Sta 1402+08 30 mph D.S. (L=158, K=26) < 20 mph D.S 20 mph D.S (L=120, K=20) curve for the proposed grades and meets 35mph comfort criteria. Required for Van Buren Stopping Sight Distance at Sag Vertical This roadway will be lighted and has been designed to exceed the comfort criteria for 25 mph which requires a 74' sag 4 Ramp SE - Sta 1412+05 Curves 25 mph D.S. (L=142, K=26) < 20 mph D.S 20 mph D.S (L=110, K=20) curve for the proposed grades and meets 30mph comfort criteria. Required for ramp tie-in grades (BDE 33-4.E) This roadway will be lighted and has been designed to meet comfort criteria for 30 mph which requires a 180' sag curve Ramp WN - Sta 1106+25 30 mph D.S. (L=345, K=37) < 20 mph D.S 20 mph D.S (L=200, K=22) for the proposed grades. Required for mainline tie-in grades This roadway will be lighted and has been designed to exceed the comfort criteria for 25 mph which requires a 134' sag Ramp WS - Sta 1220+00 25 mph D.S. (L=260, K=26) 20 mph D.S 20 mph D.S (L=194, K=19) curve for the proposed grades and meets 30mph comfort criteria. Required for Ramp NW This roadway will be lighted and has been designed to exceed the comfort criteria for 25 mph which requires a 76' sag SB I-90/94 Taylor Ramp - Sta 6404+40 25 mph D.S. (L=147, K=26) N/A 20 mph D.S (L=130, K=23) curve for the proposed grades and meets 30mph comfort criteria. Required for ramp tie-ins

The 6.55% downgrade is required to achieve vertical clearance over Halsted and Ramp WS and under the Peoria Street Ramp NW -6.00% -7.21% -6.55% Bridge

Ramp SE 4.00% 6.16% 7.33% The 7.33% upgrade is required to achieve vertical clearance under Van Buren and Ramp WS and over WB Congress

Ramp SE 4.00% 6.16% 4.15% The 4.15% upgrade is required to achieve vertical clearance over Congress Bridges and tie into the EB Congress Bridge

Maximum Grades 5 Ramp EN 4.00% 5.10% 5.50% The 5.50% upgrade is required to achieve vertical clearance under Halsted Street and over I-90/94 SB (BDE 37-4.08A) The 7.99% downgrade is required due to the divergence from WB Congress, vertical clearance over Des Plaines, and to Ramp WN -6.00% -7.05% -7.99% accommodate the tie-in with NB I-90/94

Ramp WS -6.00% -8.20% -6.20% The 6.20% downgrade is required due to the vertical clearance over Harrison Street and the tie-in with SB I-90/94

SB I-90/94 Taylor Ramp 4.00% N/A 6.00% The 6.00% upgrade is required to achieve vertical clearance under Van Buren over WB Congress

AECOM 7 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Level Two Design Exceptions - Mainline Note: Freeway comparison to "existing" LOS is not an apples-to-apples comparison: different road networks

NB I-90/94 south of Ramps NW/NE C-D Road (Segment) C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints

NB C-D Road to NB I-90/94 (Merge) C (BDE Fig 44-5.A) See Note D (PM) The proposed geometrics at the Circle Interchange are maximized given the project constraints

NB I-90/94 north of NB C-D Road (Segment) C (BDE Fig 44-5.A) See Note D (PM) The proposed geometrics at the Circle Interchange are maximized given the project constraints 1 Level of Service SB I-90/94 north of Ramps SW/SE (Segment) C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints

SB I-90/94 to SB C-D Road (Divergence) C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints

SB I-90/94 north of Ramp ES (Segment) C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints

A 0.50% gradient (50mph) is required because of the short tangent length between curves. This is due to the Cermak I-90/94 SB - PT Sta 6234+25 0.45% - 0.50% Superelevation transition lengths Pump Station and Ramp WS constraints 2 (BDE 32-3.F) A 0.50% gradient (50mph) is required because of the short tangent length between curves. This is due to the Cermak I-90/94 SB - PC Sta 6236+87 0.45% - 0.50% Pump Station and Ramp WS constraints

The 119' normal crown section is preferred due to less profile impacts and the ability to maintain a 67%-33% S.E. Minimum normal crown length (BDE 32- 3 WB Congress Sta 5215+48 to 5216+68 132' (2 sec at 45mph) - 119' distribution without sacrificing cross slope drainage. The 2 second travel time criteria has also been removed from the 3.06) AASHTO specifications (AASHTO Green Book 2011 pg. 3-60)

A reduced S.E. distribution is required due to the continuously rotating curve and substandard tangent length between I-90/94 SB - PT Sta 6219+60 60% - 80% - 54.13% reverse curves caused by the alignment through the Kennedy Trench and under the Congress Bridges A reduced S.E. distribution is required due to the continuously rotating curve and substandard tangent length between I-90/94 SB - PC Sta 6222+15 60% - 80% - 54.13% reverse curves caused by the alignment through the Kennedy Trench and under the Congress Bridges Superelevation distribution between 4 tangent and curve A reduced S.E. distribution is required due to the continuously rotating curve and substandard tangent length between I-90/94 SB - PT Sta 6234+25 60% - 80% - 50.05% (BDE 32-3.02C) reverse curves caused by the alignment around the Cermak Pump Station and to accommodate Ramp WS

A reduced S.E. distribution is required due to the continuously rotating curve and substandard tangent length between I-90/94 SB - PC Sta 6236+87 60% - 80% - 50.05% reverse curves caused by the alignment around the Cermak Pump Station and to accommodate Ramp WS

AECOM 8 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

170' Max vertical curve length is required due to drainage and not exceeding the maximum K value of 167. Design NB I-90/94 - Sta 6110+80 3xV = 180' - 170' speed exceeds 60 mph 150' Max vertical curve length is required due to drainage and not exceeding the maximum K value of 167. Design NB I-90/94 - Sta 6115+40 3xV = 180' - 150' Minimum length of vertical curves for speed exceeds 60 mph selected design speed 150' Max vertical curve length is required due to drainage and not exceeding the maximum K value of 167. Design 5 NB I-90/94 - Sta 6147+55 3xV = 180' - 150' (BDE 33-4.02A) speed exceeds 60 mph 150' Max vertical curve length is required due to drainage and not exceeding the maximum K value of 167. Design NB I-90/94 - Sta 6154+10 3xV = 180' - 150' speed exceeds 60 mph 160' Max vertical curve length is required due to drainage and not exceeding the maximum K value of 167. Design NB I-90/94 - Sta 6238+20 3xV = 180' - 160' speed exceeds 60 mph

The K value is exceeded due to the required design speed, but since both grades are in the positive direction drainage NB I-90/94 - Sta 6123+25 Maximum length of vertical curves K = 167 - K = 200 will not be an issue 6 (drainage of curbed facilities and Required to elevate the profile through this location to alleviate potential flooding due to 100 year storm event. The SB I-90/94 - Sta 6224+85 bridges) (BDE 33-4.01d & 33-4.02e) K = 167 - K = 199 roadway is superelevated at 4.2% though this location.

The reduced 30' length & 5' width is required due to constraints from existing and proposed piers and for profile 7' x 38' Impact attenuator reserve 5' x 30' Impact attenuator reserve Exit Terminal - SB I-90/94 / Ramp SW - development. This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers area. (BDE Fig. 38-8.E) area including the REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph. The reduced 30' length is required due to constraints from existing and proposed piers and for profile development. 7' x 38' Impact attenuator reserve 7' x 30' Impact attenuator reserve SB I-90/94 - Sta 6235+75 - This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers including the area. (BDE Fig. 38-8.E) area REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph.

The reduced 30' length & 3.8' width is required due to constraints from existing and proposed piers and for profile 7' x 38' Impact attenuator reserve 3.8' x 30' Impact attenuator Exit Terminal - NB I-90/94 / Ramp NW - development. This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers area. (BDE Fig. 38-8.E) reserve area including the REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph.

The reduced 30' length is required due to constraints from existing and proposed piers and for profile development. 7' x 38' Impact attenuator reserve 7' x 30' Impact attenuator reserve NB I-90/94 - Sta 6124+70 Deceleration criteria for impact - This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers including the 7 area. (BDE Fig. 38-8.E) area attenuators (Mainline) REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph.

The reduced 30' length & 5' width is required due to constraints from existing and proposed piers and for profile 7' x 38' Impact attenuator reserve 5' x 30' Impact attenuator reserve Exit Terminal - NB I-90/94 / NB C-D Road - development. This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers area. (BDE Fig. 38-8.E) area including the REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph.

The reduced 30' length is required due to constraints from existing and proposed piers and for profile development. 7' x 38' Impact attenuator reserve 7' x 30' Impact attenuator reserve Exit Terminal - EB I-290 / Ramp EN - This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers including the area. (BDE Fig. 38-8.E) area REACT 350 (9x36" cylinders = 27' length x 3' width) for a design speed of 62 mph.

The reduced 25' length & 4.5' width is required due to constraints from existing and proposed piers and for profile 7' x 38' Impact attenuator reserve 4.5' x 25' Impact attenuator Exit Terminal - Congress WB / Ramp WN - development. This envelope provides sufficient space to accommodate multiple impact attenuator manufacturers area. (BDE Fig. 38-8.E) reserve area including the REACT 350 (6x36" cylinders = 18' length x 3' width) for a design speed of 55 mph.

The reduced 550' length is required to avoid encroachment into CTA property and to attain 11' lane width before 8 EB I-290 Sta 5117+55 to 5123+03 Freeway lane addition (BDE Fig 44-2.M) 600' (50:1) - 550' (50:1) Racine street. The reduced 11' width means 550' results in a standard 50:1 taper rate

AECOM 9 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

The minimal distance between entrance ramp terminals is required because of the Congress divergence structural constraints, Pump Station 5, accommodation of the EN slip ramp, Jackson entrance ramp, and to maximize the taper NB I-90/94 - Sta 6146+50 Distance between successive entrance 300' - 12' rate of Ramp WN. The second entrance (Ramp EN) enters into its own lanes so the only movement requiring a merge ramp terminals (from end of taper to 2' 9 is Ramp WN. stub) (BDE 37-2.D) The minimal distance between entrance ramp terminals is required to accommodate the future lane accommodation WB I-290 - Sta 5230+50 300' - 120' for I-290. Both entrances (Ramp SW & NW) enter into their own lanes so no merging is required.

The minimal distance that results in a 3-way divergence is required because of the UIC and CTA constraints and is EB I-290/Congress - Sta 5148+20 Distance between successive exit ramp 1000' - 50' needed to navigate the necessary horizontal and vertical alignment through the interchange. Each movement (EB terminals - from 1' stub to 1' stub. Congress, Ramp EN, Ramp ES) have dedicated lanes (2+2+2=6) and will have sufficient advance signing. 10 (Freeway) (BDE 37-2.D) The minimal distance that results in a 3-way divergence is required because of the EB Congress bridge and existing W. WB Congress - Sta 5209+40 1000' - 160' Tilden street constraints and is needed to navigate the necessary horizontal and vertical alignment through the interchange.

The reduced distance is required due to the close proximity of the Taylor Street onramp to the C-D Road exit at NB I-90/94 - Sta 6123+10 to 6128+25 2000' - 450' Harrison street, and the desire to maintain all existing access in the proposed configuration Distance between successive entrance The reduced distance is required due to the close proximity of the Ramp NE entrance ramp to the Canal exit and then exit ramp terminals (weaving) - 11 EB Congress - Sta 5163+60 to 5168+00 2000' - 400' maintaining the existing EB Congress Bridge configuration and the desire to maintain all existing access in the proposed from 2' stub to 1' stub (Freeway) configuration (BDE 37-2.D) The reduced distance is required due to the close proximity of the existing Canal entrance ramp to the Ramp WS exit WB Congress - Sta 5205+15 to 5208+65 2000' - 350' terminal and maintaining the existing WB Congress Bridge configuration

AECOM 10 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Level Two Design Exceptions - Ramps Note: Freeway comparison to "existing" LOS is not an apples-to-apples comparison: different road networks

Madison Street to SB I-90/94 (Merge) C (BDE Fig 44-5.A) See Note D (AM & PM) The proposed geometrics at the Circle Interchange are maximized given the project constraints.

1 SB C-D to Adams Street (Divergence) Level of Service C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints.

SB C-D to Jackson Street (Divergence) C (BDE Fig 44-5.A) See Note D (AM) The proposed geometrics at the Circle Interchange are maximized given the project constraints.

Maximum compound curve radii ratio The larger (1600') radius is designed for superelevation reasons to match the radius and cross slope on the adjacent 2 Ramp WN - Sta 1102+80 (decreasing radii) 2:1 - 3.56:1 mainline along WB Congress. The smaller (450') radius is required to provide the proper divergence from WB Congress (BDE 37-4.07(c)) and convergence with NB I-90/94.

The 118' curve length is sufficient for proper S.E. development and is required for profile development and the Ramp WN - Sta 1101+60 to 1102+80 140' - 118' Minimum length of compound curves divergence from WB Congress. 3 (BDE Fig. 37-4.H) The 83' curve length is sufficient for proper S.E. development and is required to avoid the Harrison bridge pier and NB C-D Road - Sta 6322+78 to 6323+62 140' - 83' impact attenuator, as well as to avoid the Ramp NW piers, the CTA rest stop, and the Ramp EN structure.

The 35 mph design speed is based on sight distance provided and is required because of the close proximity of EB I- Ramp EN 40 mph - 35 mph 290/Congress and Ramp ES, as well as, to avoid the Halsted Bridge pier and attain the elevation needed to obtain the minimum vertical clearance of 15' over I-90/94.

The 35 mph design speed is based on sight distance provided and is required because of the Tilden and Ramp WN Ramp WS 40 mph - 35 mph constraints and to align properly over I-90/94 and under Ramp NW. The traffic entering this curve is coming from the local street network within the CBD east of the Old Post Office; the mainline design speed is 45 mph.

The 30 mph design speed is based on the sight distance of the second portion of a compound curve and is required due to the divergence from WB Congress and the convergence with NB I-90/94. The initial portion of the compound curve Ramp WN 40 mph - 30 mph meets the 45 mph design speed but does not meet minimum length or the 2:1 ratio requirement. The traffic entering this curve is coming from the local street network within the CBD east of the Old Post Office; the mainline design speed is 45 mph. Minimum design speed of initial exit 4 curve (BDE Fig. 37-6.G) The 25 mph design speed is required because of the divergence from Ramp SW and the divergence between Ramp SE Ramp SE 30mph - 25 mph and the SB Taylor Exit. The design speed cannot be increased due to the Van Buren bridge and SB I-90/94 constraints, and providing the profile length needed to obtain the minimum vertical clearance of 15' over WB I-290/Congress.

The 25 mph design speed is required because of the divergence from Ramp SW and the divergence between Ramp SE SB I-90/94 Taylor Exit Ramp 30mph - 25 mph and the SB Taylor Exit. The design speed cannot be increased due to the Van Buren bridge and SB I-90/94 constraints, and providing the profile length needed to obtain the minimum vertical clearance of 15' over WB I-290/Congress.

The 35 mph design speed is based on the sight distance of the second portion of a compound curve and is required to avoid the Harrison bridge pier and impact attenuator, as well as to avoid the Ramp NW piers, the CTA rest stop, and the NB C-D Road 45 mph - 35 mph Ramp EN structure. The initial portion of the compound curve meets 45 mph design speed but does not meet minimum length requirement. The 35 mph design speed is required due to the Halsted and Harrison abutments, Ramp WS, Ramp ES and to avoid EB I-290 Taylor Exit Ramp 40 mph - 35 mph ROW impacts with UIC.

AECOM 11 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

A 0.74% gradient (20mph) is required because of the short tangent length between curves. This is due to the SB I-90/94 Taylor Exit Ramp - PT Sta 6404+83.91 0.70% - 0.74% continuously rotating cross slope between reverse curves caused by the alignment through the Circle Interchange. Superelevation transition lengths (BDE 5 Fig 32-3.F) A 0.74% gradient (20mph) is required because of the short tangent length between curves. This is due to the SB I-90/94 Taylor Exit Ramp - PC Sta 6405+93.59 0.70% - 0.74% continuously rotating cross slope between reverse curves caused by the alignment through the Circle Interchange.

The 73' normal crown section is preferred due to less profile impacts and the ability to maintain a 67%-33% S.E. NB C-D Road - Sta 6331+50 to 6332+30 88' (30 mph at 2 sec) - 73' distribution without sacrificing cross slope drainage. The 2 second travel time criteria has also been removed from the Minimum normal crown length (BDE 32- AASHTO specifications (AASHTO Green Book 2011 pg. 3-60). 6 3.06) The 90' normal crown section is preferred due to less profile impacts and the ability to maintain a 67%-33% S.E. NB C-D Road - Sta 6341+60 to 6342+50 118' (40 mph at 2 sec) - 90' distribution without sacrificing cross slope drainage. The 2 second travel time criteria has also been removed from the AASHTO specifications (AASHTO Green Book 2011 pg. 3-60).

A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp NW - PT Sta 1833+95.52 60% - 80% - 50.00% accommodate the vertical clearance over Ramps WS, SE and SB I-90/94 Taylor Exit.

Ramp WS - PC Sta 1208+86.80 60% - 80% - 55.00% A reduced S.E. distribution is required to meet the existing WB I-290 mainline field conditions.

A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp SE - PT Sta 1402+63.75 60% - 80% - 54.84% accommodate the vertical clearance under Ramp WS. A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp SE - PC Sta 1404+09.00 60% - 80% - 54.84% accommodate the vertical clearance for the NW flyover ramp. A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp SE - PT Sta 1410+44.95 60% - 80% - 58.18% accommodate the vertical clearance over NB I-90/94.

A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp SE - PC Sta 1411+19.41 Superelevation distribution between 60% - 80% - 58.18% accommodate the vertical clearance for the NW flyover and to meet the existing EB I-290 mainline field conditions. 7 tangent and curve (BDE 32-3.02C) A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp EN - PC Sta 1601+85.84 60% - 80% - 50.00% accommodate the divergence of the ramp from the EB I-290 mainline. A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length SB I-90/94 Taylor Exit Ramp - PT Sta 6404+83.91 60% - 80% - 46.05% between reverse curves. A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length SB I-90/94 Taylor Exit Ramp - PC Sta 6405+93.59 60% - 80% - 46.05% between reverse curves caused by the alignment through the Circle Interchange.

EB I-290 Taylor Exit Ramp - PC Sta 7323+70.21 60% - 80% - 49.53% A reduced S.E. distribution is required to meet the existing Taylor Street field conditions.

EB I-290 Taylor Exit Ramp - PT Sta 7325+49.81 60% - 80% - 50.00% A reduced S.E. distribution is required to meet the existing Taylor Street field conditions.

A reduced S.E. distribution is required due to the continuously rotating cross slope and substandard tangent length to Ramp EN Exit to NB C-D Road - PT Sta 6505+75.67 60% - 80% - 50.00% meet in with the NB C-D Road.

AECOM 12 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Ramp EN ш0.3% - 0.16% This grade is part of a spline curve and the profile at this location is controlled by the mainline.

Ramp WN ш0.3% - -0.25% This grade is part of a spline curve and the profile at this location is controlled by the mainline. Minimum grades considering drainage 8 (BDE 33-2.03) Ramp WS ш0.3% - 0.17% This grade is part of a spline curve and the profile at this location is controlled by the mainline.

NB C-D Road ш0.3% - < varies 0.3% These grades are part of a spline curve and the profile at this location is controlled by the mainline.

Minimum length of vertical curves for The proposed curve meets the required design speed for the k-value and cannot be increased due to the closely spaced 9 Ramp ES - Sta 1504+89 3xV = 120' - 90' selected design speed (BDE 33-4.02A) sag curve required for vertical clearance.

The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 6.9' x 25' Impact attenuator Exit Terminal - Ramp EN / Ramp ES accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 5.1' x 25' Impact attenuator Exit Terminal - Ramp ES / EB I-290 Taylor Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.7' x 25' Impact attenuator Exit Terminal - Ramp WS / SB I-90/94 Taylor Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.8' x 25' Impact attenuator Exit Terminal - Ramp NW / Ramp NE accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.7' x 25' Impact attenuator Exit Terminal - Ramp EN / Slip Ramp to NB C-D Road accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.7' x 25' Impact attenuator Exit Terminal - NB C-D Road / NB Madison Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.9' x 25' Impact attenuator Exit Terminal - NB C-D Road / NB Washington Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area Deceleration criteria for impact speed of 55 mph. 10 The reduced width is required due to proposed profile development. This envelope provides sufficient space to attenuators 7' x 25' Impact attenuator reserve 5.3' x 25' Impact attenuator Exit Terminal - NB C-D Road / NB Lake - Randolph Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 5.8' x 25' Impact attenuator Exit Terminal - NB C-D Road / NB Randolph Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 5.7' x 25' Impact attenuator Exit Terminal - Ramp SW / SB Adams Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.6' x 25' Impact attenuator Exit Terminal - Ramp SW / SB Jackson Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.5' x 25' Impact attenuator Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph. The reduced 20' length is required due to proposed bridge constraints and profile development. This envelope 7' x 25' Impact attenuator reserve 6.9' x 20' Impact attenuator Exit Terminal - Ramp WN / Ramp WS provides sufficient space to accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" area. (BDE Fig. 38-8.E) reserve area cylinders = 18') for a design speed of 55 mph. The reduced width is required due to proposed profile development. This envelope provides sufficient space to 7' x 25' Impact attenuator reserve 4.3' x 25' Impact attenuator Exit Terminal - Ramp NW / WB Morgan Exit accommodate multiple impact attenuator manufacturers including the REACT 350 (6 x 36" cylinders = 18') for a design area. (BDE Fig. 38-8.E) reserve area speed of 55 mph.

AECOM 13 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Required in order to provide an auxiliary lane section between the NB Roosevelt entrance and the Ramp NE exit and 11 Ramp NW - Sta 1807+70 to 1823+10 Auxiliary lane width (BDE Fig 44-5.A) 12' - 11' also fit between the proposed NB I-90/94 mainline and the existing east retaining wall.

The 5.60% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - EB I-290 / Ramp EN 2.00% - 5.60% proximity of EB I-290 and Ramp ES, as well as to avoid the Halsted Bridge pier and attain the elevation needed to obtain vertical clearance over I-90/94.

The 5.20% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp EN / Ramp ES 2.00% - 5.20% proximity of Ramp EN, EB I-290 Taylor Exit, and UIC, as well as to avoid the Ramp WS Bridge pier and tie into SB I-90/94.

The 5.80% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp ES / EB I-290 Taylor Exit 5.00% - 5.80% proximity of Ramp ES and UIC, as well as to avoid the Ramp WS Bridge pier and to minimize UIC ROW impacts.

Maximum cross slope on exit terminal, The 4.71% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp NW / Ramp NE 2.00% - 4.71% Per BDE 37-6.A (Match mainline cross proximity of Ramp NW and the existing storage building, as well as to tie into EB Congress. slope with following maximums: The 5.20% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the 12 Exit Terminal - NB I-90/94 / NB C-D Road mainline curving to the right = 5.00%, 5.00% - 5.20% proximity of Ramp NW and NB I-90/94, as well as to avoid the Harrison Bridge Pier and Ramp EN. mainline curving to the left = 4.00%) & The 3.20% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - NB C-D Road / NB Lake - Randolph Exit Per BDE 37-6.B (2% Exit Ramp Terminal 2.00% - 3.20% with Auxiliary Lane) proximity of NB I-90/94 and the existing bridge pier configuration which is not being reconstructed. The 5.40% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit 5.00% - 5.40% proximity of Ramp SW, SE, and the SB I-90/94 Taylor Exit, as well as the Jackson Bridge and to avoid ROW impacts.

The 6.00% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp SE / SB I-90/94 Taylor Exit 5.00% - 6.00% proximity of Ramp SE, and the SB I-90/94 Taylor Exit, as well as the Van Buren Bridge and to attain required vertical clearance over WB I-290. The 5.20% cross slope is a result of S.E. attainment occurring within terminal section and is required because of the Exit Terminal - Ramp WN / Ramp WS 5.00% - 5.20% proximity of Ramp WN and WS, as well as to attain required vertical and horizontal alignment over I-90/94 and under Ramp NW.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - EB I-290 / Ramp EN 1.50% 5.16% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp EN / Ramp ES 1.50% 3.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp ES / EB I-290 Taylor Exit 1.50% 5.40% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp WS / SB I-90/94 Taylor Exit 1.50% 2.30% Exit terminal cross slope within gore area 13 slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover. (BDE 37-6.01.e) The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB I-90/94 / Ramp NW 1.50% 2.30% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp NW / Ramp NE 1.50% 4.20% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB I-90/94 / NB C-D Road 1.50% 0.10% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp EN / Slip Ramp to NB C-D Road 1.50% 4.98% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

AECOM 14 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB C-D Road / NB Madison Exit 1.50% 3.50% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB C-D Road / NB Washington Exit 1.50% 4.88% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB C-D Road / NB Lake - Randolph Exit 1.50% 2.30% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - NB C-D Road / NB Randolph Exit 1.50% 1.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - SB I-90/94 / Ramp SW 1.50% 5.20% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp SW / SB Adams Exit 1.50% 3.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover. Exit terminal cross slope within gore area 13 (BDE 37-6.01.e) (cont'd.) The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp SW / SB Jackson Exit (cont.d) 1.50% 6.63% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit 1.50% 2.18% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp SE / SB I-90/94 Taylor Exit 1.50% 4.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Congress WB / Ramp WN 1.50% 2.66% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp WN / Ramp WS 1.50% 3.20% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Exit Terminal - Ramp NW / WB Morgan Exit 1.50% 2.50% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The 4 degree taper angle is required to accommodate the EN Slip ramp while preventing vehicles crossing over to Ramp 3°7'15" ramp taper angle - 4° ramp taper angle EN from the NB C-D road and to provide sufficient space for the entrance taper for the slip ramp onto the C-D road. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit.

100' from 1' stub to physical gore 75' from 1' stub to physical gore - This distance is a result of the larger (4 degree) divergence angle. Exit Terminal - Ramp EN / Slip Ramp to NB C-D Road nose (6'-4") nose (6'-4") The smaller gore nose is a result of the 6' shoulder on Ramp EN, 4' shoulder on the EN Slip Ramp, and 4.5' for the 20' - 2 3/4" gore nose - 14.5' gore nose impact attenuator reserve area. This cannot be increased based on the constraints detailed in the shoulder portion of Standard exit ramp terminal used the design exceptions. 14 (BDE Fig. 37-6.A) 140' tangent between gore nose and Curve PC located 10.5' before the The shortened tangent and PC point location is required because of the curving Ramp EN and NB C-D road alignments. - curve PC physical gore This requires the S.E. to be developed within the terminal. The 4 degree taper angle is required to accommodate the Madison exit ramp horizontal and vertical alignments 3°7'15" ramp taper angle - 4° ramp taper angle because of the NB I-90/94, NB C-D Road, and ROW constraints. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 100' from 1' stub to physical gore 76' from 1' stub to physical gore Exit Terminal - NB C-D Road / NB Madison Exit - This distance is a result of the larger (4 degree) divergence angle. nose (6'-4") nose (6'-4") The smaller gore nose is a result of the 4' shoulder on the NB C-D road, 2' shoulder on the Madison exit ramp, and 4.75' 20' - 2 3/4" gore nose - 10.75' gore nose for the impact attenuator reserve area. This cannot be increased based on the Madison exit ramp horizontal and vertical alignments and the NB I-90/94, NB C-D Road, and ROW constraints.

AECOM 15 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

The 8 degree taper angle is required to accommodate the exit ramp horizontal and vertical alignments and because of 3°7'15" ramp taper angle 8.4° 8° ramp taper angle the NB I-90/94, NB C-D Road, ROW, and existing pier constraints.

100' from 1' stub to physical gore 36' from 1' stub to physical gore - This distance is a result of the larger (8 degree) divergence angle. nose (6'-4") nose (6'-4") Exit Terminal - NB C-D Road / NB Washington exit The smaller gore nose is a result of the 2' shoulder on the NB C-D road, 2' shoulder on the exit ramp, and 6.75' for the 20' - 2 3/4" gore nose - 10.75' gore nose impact attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and because of the NB I-90/94, NB C-D Road, ROW, and existing pier constraints. 140' tangent between gore nose and The large radius curve (3130') is required for desired alignment with the intersection, but does not require - Curve PC located at 1' gore stub curve PC superelevation.

The 6.5 degree taper angle is required to accommodate the exit ramp horizontal and vertical alignments and because of 3°7'15" ramp taper angle 8.4° 6.5° ramp taper angle the NB I-90/94, NB C-D Road, ROW, and existing pier constraints.

100' from 1' stub to physical gore 47' from 1' stub to physical gore Exit Terminal - NB Randolph exit / NB Lake exit - This distance is a result of the larger (6.5 degree) divergence angle. nose (6'-4") nose (6'-4") The smaller gore nose is a result of the 2' shoulder on the NB C-D road, 2' shoulder on the exit ramp, and 5.8' for the 20' - 2 3/4" gore nose - 9.8' gore nose impact attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and because of the NB I-90/94, NB C-D Road, ROW, and existing pier constraints. The varying taper angle is a result of maintaining a tangent Ramp EOP while the Ramp SW curves slightly to the left. This maximum 4.5 degree angle is required to accommodate the exit ramp horizontal and vertical alignments and 3°7'15" ramp taper angle - Varies 3° to 4.5° ramp taper angle because of the SB I-90/94, Ramp SW, and ROW constraints. 4.5 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 100' from 1' stub to physical gore 76' from 1' stub to physical gore - This distance is a result of the larger divergence angle. Exit Terminal - Ramp SW / SB Adams Exit nose (6'-4") nose (6'-4") Standard exit ramp terminal used The smaller gore nose is a result of the 2' shoulder on the exit ramp, the 4' shoulder on Ramp SW, and 5.70' for the 14 (BDE Fig. 37-6.A) 20' - 2 3/4" gore nose - 11.70' gore nose impact attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments (cont'd.) (cont'd.) and because of the SB I-90/94, SB C-D Road, ROW, and existing pier constraints. 140' tangent between gore nose and 135' tangent between gore nose The shortened tangent and PC point location is required in order to avoid ROW impacts and for desired intersection - curve PC and curve PC approach angle. The varying taper angle from 5.5 to 5 degrees occurs over the first 50' of the ramp taper and is the result of a Ramp SW curve to the right. A constant 5 degree taper is maintained after this point which meets the AASHTO Green Book 3°7'15" ramp taper angle - varies 5° to 5.5° ramp taper angle guidelines of 2 degrees to 5 degrees for a tapered exit. These values are required because of the close proximity of the Adams and Jackson ramps as well as Ramp SW and to avoid ROW impacts. 100' from 1' stub to physical gore 62' from 1' stub to physical gore - This distance is a result of the larger (5 degree) divergence angle. Exit Terminal - Ramp SW / SB Jackson Exit nose (6'-4") nose (6'-4") The smaller gore nose is a result of the 2' shoulder on the exit ramp, the 4' shoulder on Ramp SW, and 4.60' for the 20' - 2 3/4" gore nose - 10.6' gore nose impact attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and because of the SB I-90/94, SB C-D Road, ROW, and proposed pier constraints. 140' tangent between gore nose and Curve PC located 25' before the The shortened tangent and PC point location is required in order achieve the desired horizontal alignment and avoid - curve PC physical gore ROW and Ramp SW constraints. The 4 degree taper angle is required to accommodate the exit ramp horizontal and vertical alignments and because of 3°7'15" ramp taper angle - 4° ramp taper angle the Ramp NW, Peoria Street and ROW/residential building constraints. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 100' from 1' stub to physical gore 95' from 1' stub to physical gore - This distance is a result of the larger divergence angle. nose (6'-4") nose (6'-4") Exit Terminal - Ramp NW / WB Morgan Exit The smaller gore nose is a result of the 2' shoulder on the exit ramp, the 4' shoulder on Ramp NW, and 4.20' for the 20' - 2 3/4" gore nose - 10.2' gore nose impact attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and because of the Ramp NW, WB I-290, and ROW/residential building constraints. 140' tangent between gore nose and Curve PC located 35' before the 1' The shortened tangent and PC point location is required in order achieve the desired horizontal alignment and avoid - curve PC gore stub ROW and Ramp NW constraints, as well as achieve the desired intersection approach angle.

AECOM 16 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

243.11' from 1' stub to physical gore 79' from 1' stub to physical gore This distance is a result of no recovery area provided (exception noted elsewhere) and following the standard exit - nose (6') with recovery area nose (6'-4") - no recovery area terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose. The smaller gore nose is a result of the 4' shoulder on the exit ramp, the 12' shoulder on Ramp ES, 5.00' for the impact 27.75' gore nose (9.2' recovery, 6' - 21' gore nose attenuator reserve area, and no recovery area. This cannot be increased based on the exit ramp horizontal and vertical shld, 8.55' nose, 4' shld) alignments and because of the Ramp WS proposed pier constraints. The shortened tangent and PCC point location is required in order achieve the desired horizontal alignment and avoid Exit Terminal - Ramp ES / EB I-290 Taylor Exit Ramp 140' tangent between physical gore Curve PCC located 85' beyond the - ROW and Ramp WS constraints. The terminal occurs on Ramp ES curving to the right and is the reason a PCC point nose and curve PC physical nose (compound curve) is needed. The shortened auxiliary lane is required because of UIC and Peoria Street Bridge constraints. The lane begins before the 1500' auxiliary lane provided - 365' auxiliary lane provided overhead sign truss placed after Peoria street to allow adequate signing. 14.32:1 (4 degree) taper rate The steeper taper rate is required because of UIC and Peoria Street Bridge constraints. The 4 degree taper matches the 25:1 taper rate to begin auxiliary lane - provided exiting taper rate and allows a longer auxiliary lane distance. This increased taper rate is required because of the proximity to the existing storage building, the divergence from 4° ramp taper angle - 5° ramp taper angle Ramp NW, and the convergence with EB Congress. 5 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 243.11' from 1' stub to physical gore 60' from 1' stub to physical gore This distance is a result of a steeper taper rate, no recovery area provided (exception noted elsewhere), and following Exit Terminal - Ramp NW / Ramp NE - nose (6') with recovery area nose (6'-4") - no recovery area the standard exit terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose. The smaller gore nose is a result of the 4' shoulder on the exit ramp, the 10' shoulder on Ramp ES, 4.80' for the impact 27.75' gore nose (9.2' recovery, 6' - 18.8' gore nose attenuator reserve area, and no recovery area. This cannot be increased based on the exit ramp horizontal and vertical shld, 8.55' nose, 4' shld) alignments and because of the existing storage building and Ramp NW constraints. 243.11' from 1' stub to physical gore 76' from 1' stub to physical gore This distance is a result of no recovery area provided (exception noted elsewhere) and following the standard exit - nose (6') with recovery area nose (6'-4") - no recovery area terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose. The smaller gore nose is a result of the 1' shoulder on the exit ramp, the 2.3' shoulder on EB Congress, 5.00' for the 27.75' gore nose (9.2' recovery, 6' Exit ramp terminal with auxiliary lane - 8.3' gore nose impact attenuator reserve area, and no recovery area. This cannot be increased because the existing bridges are not 15 shld, 8.55' nose, 4' shld) used (BDE Fig. 37-6.B) being reconstructed.

Exit Terminal - Congress EB / EB Canal Exit 140' tangent between physical gore 28' from physical gore nose to PT The deficient tangent length and absence of a horizontal curve is required to maintain the existing configuration in an - nose and curve PC point area not being reconstructed.

The shortened auxiliary lane is required because the existing Congress Bridge is not being reconstructed and the limited 1500' auxiliary lane provided - 410' auxiliary lane provided space between the Ramp NE convergence and Canal Street exit. Horizontal radius used along with S.E. - PI point used The PI point is required to match the existing bridge configuration. development after gore nose 243.11' from 1' stub to physical gore 76' from 1' stub to physical gore This distance is a result of no recovery area provided (exception noted elsewhere) and following the standard exit - nose (6') with recovery area nose (6'-4") - no recovery area terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose. The smaller gore nose is a result of the 6' shoulder on WB Congress, the 4' shoulder on Ramp WN, 4.75' for the impact 27.75' gore nose (9.2' recovery, 6' Exit Terminal - Congress WB / Ramp WN - 14.75' gore nose attenuator reserve area, and no recovery area. This cannot be increased because of the divergences from Ramp WS shld, 8.55' nose, 4' shld) and WB Congress. 140' tangent between physical gore 120' tangent between physical The shortened tangent and PCC point location is required in order achieve the desired alignment. The terminal occurs - nose and curve PC gore nose and curve PCC on WB Congress curving to the right and is the reason a PCC point (compound curve) is needed.

243.11' from 1' stub to physical gore 205' from 1' stub to physical gore This distance is a result of no recovery area provided (exception noted elsewhere) and following the standard exit - nose (6') with recovery area nose (6'-4") - no recovery area terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose.

The smaller gore nose is a result of the 6' shoulder on Ramp WN, the 6' shoulder on Ramp WS, 4.9' for the impact 27.75' gore nose (9.2' recovery, 6' - 18.9' gore nose attenuator reserve area, and no recovery area. This cannot be increased because of the divergences from Ramp WN Exit Terminal - Ramp WN / Ramp WS shld, 8.55' nose, 4' shld) and the existing Tilden street constraints. 140' tangent between physical gore PC located 10.5' before physical The shortened tangent and PC point location is required because of the divergence from Ramp WN and to match the - nose and curve PC nose existing Congress Bridge width as well as to avoid vertical clearance issues over Tilden Street. The shortened auxiliary lane is required because the existing Congress Bridge is not being reconstructed and the limited 1500' auxiliary lane provided - 340' auxiliary lane space between the Ramp WS divergence and the Canal Street entrance.

AECOM 17 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification This increased taper rate is required because of the existing Madison and Washington bridge piers and abutments and 4° ramp taper angle - 6° ramp taper angle for the required horizontal and vertical alignment. 6 degrees falls only slightly outside the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit.

243.11' from 1' stub to physical gore 50' from 1' stub to physical gore This distance is a result of the increased taper rate (6 degrees), no recovery area provided (exception noted elsewhere), - Exit ramp terminal with auxiliary lane nose (6') with recovery area nose (6'-4") - no recovery area and following the standard exit terminal requirement (BDE Fig. 37-6.A) to provide a 6'-4" physical gore nose. 15 Exit Terminal - NB C-D Road / Randolph-Lake exit used (BDE Fig. 37-6.B) (cont'd.) The smaller gore nose is a result of the 2' shoulder on the NB C-D road, the 2' shoulder on the exit ramp, 5.25' for the (cont'd.) 27.75' gore nose (9.2' recovery, 6' - 9.25' gore nose impact attenuator reserve area, and no recovery area. This cannot be increased based on the exit ramp horizontal and shld, 8.55' nose, 4' shld) vertical alignments and because of the I-90/94, existing pier, and ROW constraints. 140' tangent between physical gore 95' tangent between physical gore The shortened tangent and PC point location is required because of the divergence from the NB C-D road and existing - nose and curve PC nose and curve PC pier constraints.

This increased taper rate is required because of the Ramp NW and Harrison Bridge piers, as well as to accommodate 3° ramp taper angle - 4° ramp taper angle the desired lane configuration on NB I-90/94 and to allow a 2-lane C-D road exit. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 228.97' from beginning of taper to full 172' from beginning of taper to - This distance is the result of the increased 4 degree taper. 2-lane section full 2-lane section 114.64' from beginning full 2-lane 75' from beginning full 2-lane Exit Terminal - NB I-90/94 / NB C-D Road - This distance is the result of the increased 4 degree taper. section to 6' physical nose section to 6' physical nose 30' from 6' physical nose to PC This distance is required to accommodate the necessary horizontal alignment needed to avoid structural constraints. 200' from 6' physical nose to PC point - point S.E. attainment is required within ramp terminal as documented elsewhere. The shortened auxiliary lane is required because of short distance between the NB Taylor entrance ramp and the NB C- 1500' auxiliary lane provided - 510' auxiliary lane provided D road exit. This distance cannot be increase because of the close proximity of Harrison and Taylor Street and the Two lane exit ramp terminal used (BDE requirement to maintain access. 16 Fig. 37-6.C) This increased taper rate is required because of the existing Madison Bridge pier and to avoid the proposed Monroe 3° ramp taper angle - 4° ramp taper angle Bridge pier. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit.

228.97' from beginning of taper to full 155' from beginning of taper to - This distance is the result of the increased 4 degree taper and the reduced (11') lane width noted elsewhere. 2-lane section full 2-lane section 114.64' from beginning full 2-lane 85' from beginning full 2-lane Exit Terminal - SB I-90/94 / Ramp SW - This distance is the result of the increased 4 degree taper. section to 6' physical nose section to 6' physical nose 165' from 6' physical nose to PC This distance is required to accommodate the necessary horizontal alignment needed to avoid structural constraints 200' from 6' physical nose to PC point - point and is sufficient for S.E. development for the large radius (2840') curve. The smaller gore nose is a result of the 4' shoulder on Ramp SW, the 4' shoulder on SB I-90/94, and 5.1' for the impact 22' gore nose (10' shoulder, 6' nose, 6' - 13.1' gore nose attenuator reserve area. This cannot be increased because of the proposed bridge piers, required mainline section, and shoulder) ROW constraints.

This increased taper rate is required because of the CTA, UIC, EB I-290, Halsted, and Ramp ES constraints. The exiting 83:1 ramp taper angle - 4° (14.32:1) ramp taper angle traffic has a much slower design speed and is treated as a 2-lane exit. 4 degrees falls within the AASHTO Green Book guidelines of 2 degrees to 5 degrees for a tapered exit. 1000' from beginning of taper to full 2- Two dedicated lanes are provided for the exiting movement of Ramp EN because of the large traffic volumes. There - No middle option lane provided lane section will be advance signing to warn drivers and allow them to select the proper lane. One-sided major divergence used (BDE 225' from the beginning of the 17 Fig. 37-6.P) 500' from beginning full 2-lane This distance is the result of the increased 4 degree taper and the provision of a future 12' option lane to be added to Exit Terminal - EB I-290 / Ramp EN - taper to the 18' physical nose (12' section to 6' physical nose EB I-290/Congress. future lane + 6' physical nose)

PC point located 44' before This distance is required because of the required horizontal and vertical alignment as well as structural and adjacent 200' from 6' physical nose to PC point - physical gore nose roadway constraints.

Full S.E. located 70' before gore This S.E. location is required because of the required horizontal and vertical alignment as well as structural and adjacent gore nose located at point of full S.E. - nose roadway constraints.

AECOM 18 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification 1117' radius used for parallel type The requirement to use a radius instead of a taper is because of the CTA and UIC constraints, as well as to 83:1 ramp taper angle - exit accommodate the EB I-290 Taylor Exit Ramp and to provide the necessary divergence from Ramp EN. 1000' from beginning of taper to full 2- Two dedicated lanes are provided for the exiting movement of Ramp ES because of the large traffic volumes. There will - No middle option lane provided lane section be advance signing to warn drivers and allow them to select the proper lane.

500' from beginning full 2-lane 80' from the beginning of the This distance is the result of the increased 4 degree taper and the provision of a future 12' option lane to be added to - section to 6' physical nose taper to the 6' physical nose EB I-290/Congress. Exit Terminal - Ramp EN / Ramp ES

PC point located at the beginning 200' from 6' physical nose to PC point - The PC point is the beginning of the ramp divergence caused by the 1117' radius. of the ramp terminal Full S.E. located 48' after the PC This S.E. location is required because of the desired S.E. tangent distribution and requires S.E. development before the gore nose located at point of full S.E. - point gore begins. One-sided major divergence used (BDE This reduced auxiliary lane distance is required because of the UIC, CTA and existing local street constraints, as well as 17 1500' auxiliary lane provided - 899' auxiliary lane provided Fig. 37-6.P) to accommodate the desired cross section along EB I-290. (cont'd.) (cont'd.) Varies 2° (28.65:1) to 1.64° (35:1) This increased taper rate is required because of the Roosevelt Bridge and entrance ramp constraints, as well as the 83:1 ramp taper angle - ramp taper angle used proposed pier and impact attenuator for Taylor street. 1000' from beginning of taper to full 2- 347' from beginning of taper to - This reduced length is the result of the increased taper rate. lane section full 2-lane section

500' from beginning full 2-lane 260' from the beginning of the Exit Terminal - NB I-90/94 / Ramp NW - This reduced length is the result of the increased taper rate. section to 6' physical nose taper to the 6' physical nose

150' from 6' physical nose to PCC The PCC point location is required because the mainline and resulting ramp taper is curving to the left with a large 200' from 6' physical nose to PC point - point (reverse crown) radius but still provides adequate distance for S.E. attainment. Full S.E. located 44' before the gore nose located at point of full S.E. - This S.E. location is required because of the desired S.E. tangent distribution and location of the PCC point. gore nose

28.65:1 (2°) taper angle used for The 2 degree taper angle is required to accommodate the exit ramp horizontal and vertical alignments and because of 50:1 taper angle (both sides) - center line the SB I-90/94, EB & SB Taylor Exit Ramps, and ROW constraints. 28.65:1 (2°) taper angle from The 2 degree (and resulting 4 degree) taper angle is required to accommodate the exit ramp horizontal and vertical 50:1 taper angle (both sides) - center used for right eop (4° from alignments and because of the SB I-90/94, EB & SB Taylor Exit Ramps, and ROW constraints. left eop) Taper rate based on constant left The taper rate being based on the left eop is required because of the alignment required to minimize ROW and UIC Equal taper rate off centerline - EOP impacts and to accommodate desired number of lanes and ramps. Exit Terminal - Ramp WS / SB I-90/94 Taylor Exit 350' from beginning of taper to 205' from beginning of taper to - This distance is a result of the larger (4 degree) divergence angle. physical gore nose (6') physical gore nose (6') The smaller gore nose is a result of the 2' shoulder on Ramp WS, 2' shoulder on the exit ramp, and 5.25' for the impact Minor divergence type A used (BDE Fig. 18' gore nose (6' shoulder, 6' nose, 6' 18 - 10.7' gore nose attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and 37-6.R) shoulder) because of the I-90/94, Ramp WS, and ROW constraints. PC point located at 125' from physical Curve PC located 35' before the The shortened tangent and PC point location is required in order to accommodate the horizontal alignment but - nose physical gore requires no S.E. development. 19:1 (3°) taper angle used for The 3 degree taper angle is required to avoid Jackson Bridge abutment, Van Buren Bridge piers, and to create the 50:1 taper angle (both sides) - both sides required divergence between the two ramps for required horizontal and vertical alignment. 350' from beginning of taper to 150' from beginning of taper to - This distance is a result of the larger (3 + 3 degree) divergence angle. Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit physical gore nose (6') physical gore nose (6') The smaller gore nose is a result of the 4' shoulder on Ramp SW, 8' shoulder on Ramp SE, and 4.4' for the impact 18' gore nose (6' shoulder, 6' nose, 6' - 16.4' gore nose attenuator reserve area. This cannot be increased based on the exit ramp horizontal and vertical alignments and shoulder) because of the SB I-90/94, ramp divergence, and existing pier constraints.

AECOM 19 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

19:1 (3°) taper angle used for The 3 degree taper angle is required to avoid the Van Buren Bridge piers, Ramp WS, and to obtain the horizontal and 50:1 taper angle (both sides) - both sides vertical alignment required for vertical clearance over WB I-290. 350' from beginning of taper to 205' from beginning of taper to - This distance is a result of the larger (3 + 3 degree) divergence angle. Minor divergence type B used (BDE Fig. physical gore nose (6') physical gore nose (6') 19 Exit Terminal - Ramp SE / SB I-90/94 Taylor Exit 37-6.R) PC point located at 125' from physical PC point located at 14' from The shortened tangent length is required to avoid the Van Buren Bridge piers, Ramp WS, and to obtain the horizontal - nose physical nose on Taylor SB Exit and vertical alignment required for vertical clearance over WB I-290. PC point located at 125' from physical PC point located at 55' from The shortened tangent length is required to avoid the Van Buren Bridge piers, Ramp WS, and to obtain the horizontal - nose physical nose on Ramp SE and vertical alignment required for vertical clearance over WB I-290.

Clear recovery area provided (12' The recovery area cannot be provided because of the proposed Halsted Bridge pier configuration, profile development Exit Terminal - Ramp EN / Ramp ES - No (10' shoulder) pavement width tapering 50:1) and maximum gore cross slope on Ramp EN. Clear recovery area provided (12' The recovery area cannot be provided because of the proposed Ramp WS Bridge pier configuration and required exit Exit Terminal - Ramp WS / SB I-90/94 Taylor Exit - No (12' shoulder) pavement width tapering 50:1) ramp alignment. Clear recovery area provided (12' The recovery area cannot be provided because of the required number of lanes on NB I-90/94 and the proposed Taylor Exit Terminal - NB I-90/94 / Ramp NW - No (6' shoulder) pavement width tapering 50:1) Bridge pier configuration. Clear recovery area provided (12' The recovery area cannot be provided because of the required alignments for Ramp NW (dictated by design speed, CTA Exit Terminal - Ramp NW / Ramp NE - No (10' shoulder) pavement width tapering 50:1) tunnels, I-90/94 & I-290) and Ramp NE (dictated by the CTA rest stop facility, storage building & EB Congress). Clear recovery area provided (12' Exit Terminal - Congress EB / EB Canal Exit - No (2' shoulder) Maintaining existing bridge configuration (re-decking). pavement width tapering 50:1) Clear recovery area provided (12' The recovery area cannot be provided because of the required number of lanes on NB I-90/94 and the Harrison Bridge Exit Terminal - NB I-90/94 / NB C-D Road - No (10' shoulder) pavement width tapering 50:1) pier configuration. Clear recovery area provided (12' The recovery area cannot be provided because of the Ramp EN and NB C-D Road alignment and the desire to provide a Exit Terminal - Ramp EN / Slip Ramp to NB C-D Road - No (6' shoulder) pavement width tapering 50:1) barrier separation keeping vehicles from attempting to illegally crossover. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94 and the ROW and the Exit Terminal - NB C-D Road / NB Madison Exit - No (4' shoulder) pavement width tapering 50:1) need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94 and the ROW and the Exit Terminal - NB C-D Road / NB Washington Exit - No (4' shoulder) pavement width tapering 50:1) need to develop the required exit ramp profile. Is clear recovery area available beyond Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the existing bridge pier, 20 Exit Terminal - NB C-D Road / NB Lake - Randolph Exit - No (2' shoulder) gore nose? (BDE 37-6.B) pavement width tapering 50:1) and the ROW and the need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the existing bridge pier, Exit Terminal - NB Randolph Exit / Lake Exit - No (2' shoulder) pavement width tapering 50:1) and the ROW and the need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the existing bridge pier, Exit Terminal - SB I-90/94 / Ramp SW - No (4' shoulder) pavement width tapering 50:1) and the ROW and the need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the existing bridge pier, Exit Terminal - Ramp SW / SB Adams Exit - No (4' shoulder) pavement width tapering 50:1) and the ROW and the need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the existing bridge pier, Exit Terminal - Ramp SW / SB Jackson Exit - No (4' shoulder) pavement width tapering 50:1) and the ROW and the need to develop the required exit ramp profile. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, Ramp SE/SB Exit, and the Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit - No (8' shoulder) pavement width tapering 50:1) Jackson abutment. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between NB I-90/94, the Van Buren Bridge, Exit Terminal - Ramp SE / SB I-90/94 Taylor Exit - No (8' shoulder) pavement width tapering 50:1) Ramp SW, and the required profile development. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between the WB Congress Bridge and Ramp Exit Terminal - Congress WB / Ramp WN - No (6' shoulder) pavement width tapering 50:1) WS, and is also required for profile development. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between the WB Congress Bridge, Ramp WN, Exit Terminal - Ramp WN / Ramp WS - No (6' shoulder) pavement width tapering 50:1) and Tilden Street, and is also required for profile development. Clear recovery area provided (12' The recovery area cannot be provided because of the restricted distance between WB I-290, Ramp NW, and the existing Exit Terminal - Ramp NW / WB Morgan Exit - No (4' shoulder) pavement width tapering 50:1) residential buildings, and is also required for profile development.

AECOM 20 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Exit Terminal - NB C-D Road / NB Washington Exit 3 sec travel time at 40 mph = 176' - 74' Required because of the limited space between cross street bridges and for profile development.

Exit Terminal - NB Randolph Exit / Lake Exit Physical gore nose located minimum 3 3 sec travel time at 40 mph = 176' - 132' Required because of the limited space between cross street bridges and for profile development. 21 sec travel time from edge of overhead Required because of the limited space between cross street bridges and to fit Ramp SW between the existing and Exit Terminal - SB I-90/94 / Ramp SW structure (BDE 37-6.J) 3 sec travel time at 60 mph = 264' - 146' proposed pier placement. Required because of the limited space between cross street bridges and to accommodate the Ramp SW and Ramp Exit Terminal - Ramp SW / Ramp SE-SB I-90/94 Taylor Exit 3 sec travel time at 40 mph = 176' - 90' SE/SB I-90/94 Taylor Exit divergence.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - SB I-90/94 / Ramp ES 1.50% 2.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - SB I-90/94 / Ramp WS 1.50% 5.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - NB Roosevelt Entrance / Ramp NW 1.50% 1.80% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - NB Taylor Entrance / NB I-90/94 1.50% 1.30% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp SE / EB Congress 1.50% 1.11% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp NE / EB Congress 1.50% 2.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp WN / NB I-90/94 1.50% 5.43% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

Entrance terminal cross slope within The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross 22 Entrance Terminal - Ramp EN / NB I-90/94 gore area 1.50% 4.40% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover. (BDE 37-6.01 .e)

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp EN / Slip Ramp to NB C-D Road 1.50% 4.76% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - NB Jackson Entrance / NB C-D Road 1.50% 4.00% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - NB I-90/94 / NB C-D Road 1.50% 3.30% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - SB Madison Entrance / SB I-90/94 1.50% 6.30% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - WB Canal Entrance / WB Congress 1.50% 2.40% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp WS / SB I-90/94 Taylor Exit 1.50% 2.82% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

The gore cross slope is a result of tying the terminal mainline and ramp section as required by superelevation, cross Entrance Terminal - Ramp NW / WB I-290 1.50% 6.90% slopes & vertical profile curvature. The gore cross slope is traversable and does not exceed 8% max rollover.

AECOM 21 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification 50:1 taper occurs on mainline The taper on the mainline transition from 11' lanes to 12' lanes (and resulting PI points) is required because of the UIC, Entrance Terminal - SB I-90/94 / Ramp WS 50:1 taper located on tangent - lane width transition Taylor Exit, SB I-90/94, and Cermak Pump Station constraints. The larger taper rate is required because of the profile and divergence from WB Congress, tie-in with NB I-90/94, and 50:1 ramp taper angle - 30:1 ramp taper angle the Ramp EN constraints. 100' from 4' physical gore nose to 2' 36' from 4' physical gore nose to Entrance Terminal - Ramp WN / NB I-90/94 - The shorter 36' distance is a result of the larger taper rate and shorter tangent length. stub 2' stub 200' tangent between curve PT and 20' tangent between curve PT and The shorter tangent length is required because of the profile and divergence from WB Congress, tie-in with NB I-90/94, - physical nose physical nose and the Ramp EN constraints. The larger taper rate is required because of the divergence from Ramp EN, to avoid the Jackson Bridge and entrance 50:1 ramp taper angle - 25:1 ramp taper angle ramp, and to accommodate the 2-lane NB C-D road. The increased taper rate was also used because of the lower speeds along the NB C-D road. Entrance Terminal - Ramp EN / Slip Ramp to NB C-D Road 100' from 4' physical gore nose to 2' 50' from 4' physical gore nose to Standard entrance ramp terminal used - The shorter 50' length is a result of the larger taper rate along the inside of the gore. 23 stub 2' stub (BDE Fig. 37-6.K) 200' tangent between curve PT and 167' curve section between curve The shorter curved length is required because of the Ramp EN alignment and the curved alignment of the NB C-D road. - physical nose PC and physical nose This length is sufficient for S.E. development. The larger taper rate is required because of the I-90/94, NB C-D road, and ROW constraints, as well as the proximity 50:1 ramp taper angle - 21.5:1 ramp taper angle between Adams and Jackson streets and to avoid the Adams entrance ramp. 100' from 4' physical gore nose to 2' 42' from 4' physical gore nose to Entrance Terminal - NB Jackson Entrance / NB C-D Road - The shorter 42' length is a result of the larger taper rate along the inside of the gore. stub 2' stub 200' tangent between curve PT and 70' tangent between curve PT and - The shorter tangent length is required because of the desired intersection angle and convergence with the NB C-D road. physical nose physical nose The larger taper rate is required because of the I-90/94, NB C-D road, and ROW constraints, as well as the proximity 50:1 ramp taper angle - 24:1 ramp taper angle between Adams and Monroe streets and to avoid the Monroe Bridge pier. Entrance Terminal - NB Adams Entrance / NB C-D Road 100' from 4' physical gore nose to 2' 48' from 4' physical gore nose to - The shorter 48' length is a result of the larger taper rate along the inside of the gore. stub 2' stub The steeper taper rate is required because of the Taylor Street bridge pier and abutment, as well as due to the Ramp 50:1 ramp taper angle - 38:1 ramp taper angle NW and existing retaining wall constraints. Entrance Terminal - NB Roosevelt Entrance / Ramp NW 200' tangent between curve PT and Curve PT located 70' after physical The location of the PT point is required because of the existing wall and Ramp NW constraints. The large radius curve - physical nose nose requires minimal S.E. attainment. The larger taper rate along the inside of the gore is required because of the I-90/94 and Ramp NW constraints, and also 50:1 ramp taper angle - 20:1 ramp taper angle to maximize the weaving distance between the Taylor entrance and C-D road exit. Entrance Terminal - NB Taylor Entrance / NB I-90/94 The shorter length is required because of the I-90/94 and Ramp NW constraints, and because of the short distance 1000' auxiliary lane provided - 415' auxiliary lane provided between Taylor and Harrison streets. The larger taper rate along the inside of the gore is required because of the required horizontal and vertical alignment 50:1 ramp taper angle - 25:1 ramp taper angle and the EB Congress and Ramp NE constraints. Entrance Terminal - Ramp SE / EB Congress 200' tangent between curve PT and 59' tangent between curve PT and - The location of the PT point is required because of the proposed Ramp NW Bridge pier and tie-in with EB Congress. physical nose physical nose The larger taper rate along the inside of the gore is required because of EB Congress tie-in and vertical clearance 50:1 ramp taper angle - 19:1 ramp taper angle constraints, as well as to maximize the already deficient auxiliary lane length. 200' tangent between curve PT and 90' tangent between curve PT and Entrance Terminal - Ramp NE / EB Congress - The location of the PT point is required because of the EB Congress tie-in and vertical clearance constraints. physical nose physical nose The shorter length is required because of the Ramp NE convergence and Canal exit while maintaining the existing 1000' auxiliary lane provided - 370' auxiliary lane provided Congress bridge. The steeper taper rate is required because of the I-90/94 NB & SB constraints while tying into the existing Madison 50:1 ramp taper angle - 19:1 ramp taper angle entrance ramp. 200' tangent between curve PT and 100' tangent between curve PT The shorter tangent is required because of the I-90/94 NB & SB constraints while tying into the existing Madison Entrance Terminal - SB Madison Entrance / SB I-90/94 - physical nose and physical nose entrance ramp. The shorter length is required to tie the ramp into SB I-90/94 before the Jackson Bridge and to avoid the appearance of 1000' auxiliary lane provided - 230' auxiliary lane provided having a lane addition on the inside of SB I-90/94. The steeper ramp angle is required to match the existing ramp configuration of the low speed Canal entrance ramp and 50:1 ramp taper angle - 13:1 ramp taper angle cannot be increased because of the existing Congress bridge constraints and to maximize the deficient auxiliary lane length before Ramp WS. Entrance Terminal - WB Canal Entrance / WB Congress 200' tangent between curve PT and PT Point located at 70' before A PT point is required because of the existing ramp configuration and no S.E. is developed - existing cross slopes are - physical nose physical nose maintained. The shorter length is required because of the short distance between Canal street and Des Plaines / Ramp WS 1000' auxiliary lane provided - 320' auxiliary lane provided divergence.

AECOM 22 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Entrance ramp terminal with auxiliary Entrance ramp terminal with auxiliary Cloverleaf entrance terminal used Required because of short distance between the Madison and Washington existing piers and to accommodate the - lane required (BDE Fig. 37-6.L): lane required (BDE Fig. 37-6.L) (BDE Fig. 37-3.N) divergence from the NB C-D road. 25 Entrance Terminal - NB I-90/94 / NB C-D Road Cloverleaf entrance terminal used as Lane width varies 16' to 12' from Lane width varies 16' to 11' from replacement (BDE Fig. 37-3.N) - The 11' lane width is required to tie into the proposed 11' lane widths on I-90/94. physical nose to PC point physical nose to PC point

Major convergence required (BDE Fig. Two-lane entrance ramp terminal - Terminal type required because of insufficient space to accommodate 166:1 taper and 1000' gore section 37-6.S) used (BDE Fig. 37-6.M) Taper rate is a result of the tangent ramp taper adjacent to the mainline EOP curving to the left. This situation is 67:1 ramp taper angle - Varying 0 to 15:1 taper rate used required because of the Harrison Bridge, SB I-90/94, Ramp EN, Ramp WS, and EB Taylor exit ramp constraints. No Entrance Terminal - SB I-90/94 / Ramp ES forced merge is proposed 400' from 6' physical gore nose to 160' from 6' physical gore nose to - The reduced length is a result of the steeper taper rate gore point gore point 200' tangent between curve PT and 145' tangent between curve PT The reduced tangent is required because of the Harrison Bridge, SB I-90/94, Ramp EN, Ramp WS, and EB Taylor exit - physical nose and physical nose ramp constraints. It also allows sufficient S.E. development to tie into the mainline Major convergence required (BDE Fig. Two-lane entrance ramp terminal - Terminal type required because of insufficient space to accommodate 166:1 taper and 1000' gore section 37-6.S) used (BDE Fig. 37-6.M) Varying 25:1 to 14:1 taper rate Taper rate is a result of the differing radii between the Ramp and mainline and is required because of the NB I-90/94, 67:1 ramp taper angle - used Ramp WN, Jackson Bridge and onramp and the C-D road constraints. No forced merge is proposed 400' from 6' physical gore nose to 200' from 6' physical gore nose to Entrance Terminal - Ramp EN / NB I-90/94 Two-lane entrance ramp terminal (BDE - The reduced length is a result of the steeper taper rate 26 gore point gore point Fig. 37-6.M) 200' tangent between curve PT and PT Point located 120' after PT point location is a result of the differing radii between the Ramp and mainline and is required because of the NB I- - physical nose physical nose 90/94, Ramp WN, Jackson Bridge and onramp and the C-D road constraints. The reduced auxiliary lane length is required because of the C-D road and desired I-90/94 cross section constraints, as 1500' auxiliary lane - 750' auxiliary lane provided well as to drop to the existing lane configuration for tying in. No proposed forced merge Lane transition from 12' to 11' Constant 12' lane widths - Lane transition from 12' to 11' required to tie into the proposed I-90/94 lane widths. lanes within gore Major convergence required (BDE Fig. Two-lane entrance ramp terminal - Terminal type required because of insufficient space to accommodate 166:1 taper and 1000' gore section 37-6.S) used (BDE Fig. 37-6.M) The steeper taper rate is required because of the Peoria and Morgan bridge constraints, the Morgan exit ramp 67:1 ramp taper angle - 35:1 taper rate used constraint and to accommodate the desired section and tie-in to WB I-290. No proposed forced merge Entrance Terminal - Ramp NW / WB I-290 400' from 6' physical gore nose to 200' from 6' physical gore nose to - The reduced length is a result of the steeper taper rate gore point gore point The reduced auxiliary lane length is required because of the C-D road and desired I-90/94 cross section constraints, as 1500' auxiliary lane provided - 750' auxiliary lane provided well as to drop to the existing lane configuration for tying in. No proposed forced merge

14.32:1 ramp taper angle (right This taper rate is required because of the structure width and pier placement of Ramp WS and the constraints of EB 50:1 ramp taper angle (both sides) - Entrance Terminal - SB I-90/94 Taylor Exit / EB I-290 side) Congress, Ramp EN, Ramp ES, EB Taylor Exit, and the Harrison Bridge. Taylor Exit Taper rate on right side only - The taper rate configuration is required because of the alignment required for profile development over EB-WB Equal taper rate off centerline - tangent left side Congress and to avoid a reverse curve over the Harrison Bridge. The varying tamper rate is a result of the curve on the left side of the terminal. This taper rate is required because of Varies 45:1 to 19:1 ramp taper 50:1 ramp taper angle (both sides) - the EB Taylor Exit and Ramp WS constraints, as well as to tie the Taylor exit ramps together as quickly as possible to angle (left side) Minor convergence, Type A used (BDE maximize weave length. 27 Fig. 37-6.T) 125' from 6' physical gore nose to PT PT point located 125' after the The PT location is required because of the Taylor Ramp convergence and extending the weave section. The curve has a - point physical gore nose large radius (4174') and does not require superelevation. Entrance Terminal - Ramp WS / SB I-90/94 Taylor Exit Taper rate on left side only - The taper rate configuration is required because of the EB Taylor Exit and Ramp WS constraints, as well as to tie the Equal taper rate off centerline - tangent right side Taylor exit ramps together as quickly as possible to maximize weave length.

18' gore nose (6' shoulder, 6' nose, 6' The reduced gore nose is a result of the 2' shoulder, 3' gore nose, and 2' shoulder. These are required because of the - 7' gore nose provided shoulder) Ramp WS, and EB Taylor exit alignments and ROW constraints with UIC.

AECOM 23 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

Distance between successive entrance 28 NB Jackson entrance to NB Adams entrance ramp terminals (from end of taper to 2' 300' 200' Required due to the closely spaced Jackson and Adams cross streets and for vertical clearance and profile issues. stub) (BDE 37-2.D)

NB Madison exit to NB Washington exit 800' 625' Required due to the closely spaced Washington and Madison cross streets and for vertical clearance and profile issues.

Required due to the closely spaced existing Washington and Randolph cross street bridges and pier configuration which NB Washington exit to NB Randolph-Lake exit 800' 230' are not being reconstructed and to maintain all desired NB C-D road exits. Distance between successive exit ramp Required due to the closely spaced existing Washington and Randolph cross street bridges and for vertical clearance 29 NB Randolph-Lake exit to Randolph-Lake divergence terminals - from 1' stub to 1' stub. (C-D 800' 345' and profile issues. Road) (BDE 37-2.D) SB Adams exit to SB Jackson exit 800' 475' Required due to the closely spaced Jackson and Adams cross streets and for vertical clearance and profile issues.

Required due to the closely spaced Jackson and Van Buren cross streets and to accommodate the SB I-90/94 Taylor exit SB Jackson exit to Ramp SW-SE divergence 800' 575' ramp and desired Ramp SW design speed.

Required because of the closely spaced cross street bridges and to avoid impacting the existing Madison Bridge that is SB I-90/94 - Ramp SW exit to SB Adams exit Distance between successive 800' 305' to remain in place. 30 divergences on directional ramp - from 1' Ramp SW-SE divergence to Ramp SE-SB I-90/94 Taylor exit Required due to the closely spaced Jackson and Van Buren cross streets and to accommodate the SB I-90/94 Taylor exit stub to 1' stub (BDE 37-2D) 800' 265' divergence ramp and desired Ramp SW design speed.

Required because of the short distance between Monroe Street and Madison Street and to accommodate the 2-lane NB NB Madison Exit from NB C-D Road 4.00% - 5.04% C-D road section and existing ROW constraints. Required because of the short distance between Madison and Washington Street and to accommodate the 2-lane NB C- NB Washington Exit from NB C-D Road 4.00% - 7.50% D road section and existing ROW constraints. Required because of the short distance between the Washington and Randolph cross streets and obtaining vertical NB Randolph Exit from NB C-D Road 4.00% - 5.97% clearances. Exit ramp maximum upgrade Required because of the short distance between the Washington and Randolph cross streets at divergence from the 31 NB Lake Exit from NB C-D Road 4.00% - 5.16% (BDE 37-4.08) Randolph exit ramp and obtaining vertical clearances.

SB Adams Exit from SB C-D Road 4.00% - 5.51% Required because of the short distance between the Monroe and Adams cross streets and obtaining vertical clearances.

SB Jackson Exit from SB C-D Road 4.00% - 6.00% Required because of the short distance between the Adams and Jackson cross streets and obtaining vertical clearances.

Required because of the short distance between the Peoria and Morgan cross streets as well as the Peoria abutment, WB Morgan Exit from Ramp NW 4.00% - 7.95% Ramp NW, and residential building horizontal constraints.

Required because of the short distance between the Jackson and Adams cross streets as well as the Adams entrance NB Jackson Entrance to NB C-D Road -6.00% - -8.00% ramp and NB C-D road horizontal constraints in addition to maintaining all existing access points. Entrance ramp maximum downgrade Required because of the short distance between the Adams and Monroe cross streets as well as the Monroe and 32 NB Adams Entrance to NB C-D Road -6.00% - -6.91% (BDE 37-4.08) Madison bridge piers and the NB C-D road horizontal constraints.

SB Madison Entrance to SB I-90/94 -6.00% - -7.00% Required because of the tie-into the existing ramp grade to remain in-place and for gore grading with SB I-90/94.

AECOM 24 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

SB I-90/94 Taylor Exit from Ramp WS 4' - 2' Reduced shoulder width required because of the EB I-290 Taylor exit, Ramp WS, and UIC ROW constraints.

SB I-90/94 Taylor Exit from EB I-290 Taylor Exit 4' - 2' Reduced shoulder width required because of Ramp ES, Ramp WS, and UIC ROW constraints.

NB Taylor Entrance to NB I-90/94 4' - 2' Reduced shoulder width required to tie into the existing ramp structure to remain in place.

Canal EB Exit from EB Congress 4' - 1' Reduced shoulder width required to maintain the existing ramp structure to remain in place.

Canal WB Entrance to WB Congress 4' - 1' Reduced shoulder width required to maintain the existing ramp structure to remain in place.

NB Jackson Entrance to NB C-D Road 4' - 2' Reduced shoulder width required because of the NB I-90/94 and C-D road constraints.

NB Adams Entrance to NB C-D Road 4' - 2' Reduced shoulder width required because of the NB I-90/94 and C-D road constraints. Reduced shoulder width required because of the NB C-D road and existing ROW constraints, as well as to more quickly NB Madison Exit from NB C-D Road 4' - 2' diverge from gore and enable profile development. Ramp left (inside) paved shoulder width 33 Reduced shoulder width required because of the NB C-D road and existing ROW constraints, as well as to more quickly NB Washington Exit from NB C-D Road (BDE 37-4.G) 4' - 2' diverge from gore and enable profile development. Reduced shoulder width required because of the NB C-D road and the Washington existing pier and abutment NB Randolph Exit from NB C-D Road 4' - 2' constraints. Reduced shoulder width required because of the Randolph pier and abutment constraints as well as to allow quicker NB Lake Exit from NB C-D Road 4' - 2' divergence from gore to allow profile development. Reduced shoulder width required because of the Monroe pier and abutment constraints as well as to allow quicker SB Adams Exit from SB C-D Road 4' - 2' divergence from gore to allow profile development. Reduced shoulder width required because of the SB and NB I-90/94 constraints as well as to tie into the existing ramp SB Madison Entrance to SB I-90/94 4' - 2' cross section. Reduced shoulder width required because of the Adams pier and abutment constraints as well as to allow quicker SB Jackson Exit from SB C-D Road 4' - 2' divergence from gore to allow profile development. Reduced shoulder width required because of the Peoria abutment, Ramp NW, and residential building horizontal WB Morgan Exit from Ramp NW 4' - 2' constraints, as well as to allow quicker divergence from gore to allow profile development.

SB I-90/94 Taylor Exit from Ramp WS 6' 2' Reduced shoulder width required because of the EB I-290 Taylor exit, Ramp WS, and UIC ROW constraints.

SB I-90/94 Taylor Exit from EB I-290 Taylor Exit 6' 2' Reduced shoulder width required because of Ramp ES, Ramp WS, and UIC ROW constraints.

NB Taylor Entrance to NB I-90/94 6' 4' Reduced shoulder width required to tie into the existing ramp structure to remain in place.

Canal EB Exit from EB Congress 6' 1' Reduced shoulder width required to maintain the existing ramp structure to remain in place.

Canal WB Entrance to WB Congress 6' 1' Reduced shoulder width required to maintain the existing ramp structure to remain in place.

NB Jackson Entrance to NB C-D Road 6' 2' Reduced shoulder width required because of the NB I-90/94 and C-D road constraints.

NB Adams Entrance to NB C-D Road 6' 2' Reduced shoulder width required because of the NB I-90/94 and C-D road constraints. Reduced shoulder width required because of the NB C-D road and existing ROW constraints, as well as to more quickly NB Madison Exit from NB C-D Road 6' 2' Ramp right (outside) paved shoulder diverge from gore and enable profile development. 34 Reduced shoulder width required because of the NB C-D road and existing ROW constraints, as well as to more quickly NB Washington Exit from NB C-D Road width (BDE 37-4.G) 6' 2' diverge from gore and enable profile development. Reduced shoulder width required because of the NB C-D road and the Washington existing pier and abutment NB Randolph Exit from NB C-D Road 6' 2' constraints. Reduced shoulder width required because of the Randolph pier and abutment constraints as well as to allow quicker NB Lake Exit from NB C-D Road 6' 2' divergence from gore to allow profile development. Reduced shoulder width required because of the Monroe pier and abutment constraints as well as to allow quicker SB Adams Exit from SB C-D Road 6' 2' divergence from gore to allow profile development. Reduced shoulder width required because of the SB and NB I-90/94 constraints as well as to tie into the existing ramp SB Madison Entrance to SB I-90/94 6' 2' cross section. Reduced shoulder width required because of the Adams pier and abutment constraints as well as to allow quicker SB Jackson Exit from SB C-D Road 6' 2' divergence from gore to allow profile development. Reduced shoulder width required because of the Peoria abutment, Ramp NW, and residential building horizontal WB Morgan Exit from Ramp NW 6' 2' constraints, as well as to allow quicker divergence from gore to allow profile development.

AECOM 25 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

S.E. not provided because of the proximity of the horizontal curve to the intersection and the deficient distance to NB Randolph Exit from NB C-D Road 3.00% - NC properly develop the S.E. This cannot be extended because of the existing pier and abutment constraints. Ramp superelevation rate S.E. not provided because of the proximity of the horizontal curve to the intersection and the deficient distance to 35 SB Adams Exit from SB C-D Road 2.00% - NC (BDE Fig 32-3.C) properly develop the S.E. This cannot be extended because of the existing pier and abutment constraints. S.E. not provided because of the proximity of the horizontal curve to the existing ramp cross slope. This cannot be SB Madison Entrance to SB I-90/94 3.40% - NC extended because of the existing ramp, and I-90/94 constraints.

Required to help reduce substandard ramp downgrade. The crest curve is located at the intersection with the Jackson NB Jackson Entrance to NB C-D Road 30 MPH, Crest K = 19 - 20 mph, Crest K = 8 cross street where vehicles will be traveling at a much lower speed. Required to help reduce substandard ramp downgrade. The crest curve is located at the intersection with the Adams NB Adams Entrance to NB C-D Road 30 MPH, Crest K = 19 - 25 mph, Crest K = 12 cross street where vehicles will be traveling at a much lower speed. Required to help reduce substandard ramp upgrade. The crest curve is located at the intersection with the Washington NB Washington Exit from NB C-D Road 30 MPH, Crest K = 19 - 25 mph, Crest K = 14 cross street where vehicles approach a stop-controlled intersection and will be traveling at a much lower speed. Crest vertical curve compliance with 36 selected design speed on ramp Substandard crest curve required to accommodate the Lake Street exit from the NB C-D road and achieve vertical NB Lake Exit from NB C-D Road (BDE Fig 33-4.A) 30 MPH, Crest K = 19 - 20 mph Crest K = 11 clearance under Randolph Street. Vehicles approaching the stop-controlled intersection will be traveling at a much lower speed. Required to help reduce substandard ramp upgrade. The crest curve is located at the intersection with the Jackson SB Jackson Exit from SB C-D Road 30 MPH, Crest K = 19 - 25 mph, Crest K = 14 cross street where vehicles approach a stop-controlled intersection and will be traveling at a much lower speed. Required to help reduce substandard ramp upgrade. The crest curve is located at the intersection with the Morgan WB Morgan Exit from Ramp NW 30 MPH, Crest K = 19 - 20 mph, Crest K = 9 cross street where vehicles will be traveling at a much lower speed.

The deficient sag curve is required to meet the existing profile and tie into the proposed Ramp NW. The curve length NB Roosevelt Entrance to Ramp NW 30 MPH, Sag K = 37, L = 200' - 20 mph, Sag K = 18, L = 99' (99') falls only slightly short of the required 104' length for a 30 mph comfort criteria on a lighted roadway based on proposed grades. The deficient sag curve is required to meet the existing profile and tie into the proposed Ramp NW. The curve length NB Taylor Entrance to NB I-90/94 30 MPH, Sag K = 37, L = 220' - 20 mph, Sag K = 19, L = 110' (110') falls only slightly short of the required 115' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades. The deficient sag curve is required to minimize deficient ramp grade and tie into the proposed NB C-D road. The curve NB Jackson Entrance to NB C-D Road 30 MPH, Sag K = 37, L = 314' - 15 mph, Sag K = 12, L = 100' length (100') falls slightly short of the required 115' length for a 25 mph comfort criteria on a lighted roadway for the proposed grades. The deficient sag curve is required to minimize deficient ramp grade and tie into the proposed NB C-D road. The curve NB Adams Entrance to NB C-D Road 30 MPH, Sag K = 37, L = 240' - 20 mph, Sag K = 18, L = 115' length (115') falls slightly short of the required 126' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades. The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve NB Madison Exit from NB C-D Road 30 MPH, Sag K = 37, L = 200' - 25 mph, Sag K = 28, L = 150' length (150') exceeds the required 103' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades and meets 35 mph comfort criteria. The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve NB Washington Exit from NB C-D Road 30 MPH, Sag K = 37, L = 195' - 20 mph, Sag K = 17, L = 90 length (115') falls slightly short of the required 102' length for a 30 mph comfort criteria on a lighted roadway for the Sag vertical curve compliance with proposed grades. 37 selected design speed on ramp The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve (BDE Fig 33-4.E) NB Randolph Exit from NB C-D Road 30 MPH, Sag K = 37, L = 210 - 25 mph, Sag K = 35, L = 200' length (200') exceeds the required 110' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades and meets 40 mph comfort criteria. The deficient sag curve is required to minimize deficient ramp grade and achieve vertical clearance under the Randolph NB Lake Exit from NB C-D Road 30 MPH, Sag K = 37, L = 337' - 15 mph, Sag K = 16, L = 150' Street bridge. The curve length (150') exceeds the required 122' length for a 25 mph comfort criteria on a lighted roadway for the proposed grades. The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve SB Adams Exit from SB C-D Road 30 MPH, Sag K = 37, L = 178' - 20 mph, Sag K = 23, L = 110 length (110') meets the required 93' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades.

The deficient sag curve is required to tie into the existing ramp grade and for gore grading with SB I-90/94. The curve SB Madison Entrance to SB I-90/94 30 MPH, Sag K = 37, L = 310' - 15 mph, Sag K = 8, L = 70' length (70') meets the required 70' length for a 20 mph comfort criteria on a lighted roadway for the proposed grades. The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve SB Jackson Exit from SB C-D Road 30 MPH, Sag K = 37, L = 259' - 25 mph, Sag K = 26, L = 185' length (185') exceeds the required 135' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades and meets 35 mph for comfort criteria. The deficient sag curve is required to minimize deficient ramp grade and tie into the existing intersection. The curve WB Morgan Exit from Ramp NW 30 MPH, Sag K = 37, L = 269' - 20 mph, Sag K = 19, L = 140' length (140') meets the required 140' length for a 30 mph comfort criteria on a lighted roadway for the proposed grades.

AECOM 26 of 27 7/23/2013 Circle Interchange (I-90/94 and I-290) Cook County Job No. P-91-259-12 PTB 163-001 Design Exceptions Table

No. Location Element BDE Policy Value Existing Value Proposed Value Justification

2.0% through the ramp/crossroad 4.2% through the ramp/crossroad Randolph NB Exit from NB C-D Road The existing bridge and ramp tie-in location is being maintained and cannot be improved without bridge reconstruction intersection (BDE Section 37-5.01) intersection 2.0% through the ramp/crossroad 4.2% through the ramp/crossroad Washington NB Exit from NB C-D Road The existing bridge and ramp tie-in location is being maintained and cannot be improved without bridge reconstruction intersection (BDE Section 37-5.01) intersection 2.0% through the ramp/crossroad 3.9% through the ramp/crossroad Madison NB Exit from NB C-D Road The existing bridge and ramp tie-in location is being maintained and cannot be improved without bridge reconstruction intersection (BDE Section 37-5.01) intersection 2.0% through the ramp/crossroad 4.0% through the ramp/crossroad Adams SB Exit from C-D Road The existing ramp tie-in location is being maintained and cannot be moved due to ROW and C-D road constraints Crossroad Grade through intersection is intersection (BDE Section 37-5.01) intersection 38 2% max (BDE 37-5.01) 2.0% through the ramp/crossroad 3.0% through the ramp/crossroad The ramp tie-in location is required to tie into the C-D road, and the cross street grade is required for vertical clearance Adams NB Entrance to NB C-D Road intersection (BDE Section 37-5.01) intersection reasons 2.0% through the ramp/crossroad 5.0% through the ramp/crossroad Jackson SB Exit from C-D Road The existing ramp tie-in location is being maintained and cannot be moved due to ROW and C-D road constraints intersection (BDE Section 37-5.01) intersection 2.0% through the ramp/crossroad 5.0% through the ramp/crossroad The ramp tie-in location is required to tie into the C-D road, and the cross street grade is required for vertical clearance Jackson NB Entrance to NB C-D Road intersection (BDE Section 37-5.01) intersection reasons 2.0% through the ramp/crossroad 4.4% through the ramp/crossroad The proposed ramp tie-in location is moved as far north as possible where the flatter profile exists and cannot be Morgan WB Exit from Ramp NW intersection (BDE Section 37-5.01) intersection moved further due to ROW and existing building constraints

1.5% to 2.0% for first 150' (BDE Taylor NB Entrance to NB I-90/94 -0.62% Required because of bridge re-decking, matches existing grades. Section 37-5.01) 1.5% to 2.0% for first 150' (BDE -2.00% and -8.00% 50' Curve Required because of the short distance between the Jackson and Adams cross streets as well as the Adams entrance Jackson NB Entrance to NB C-D Road Section 37-5.01) within first 150' ramp and NB C-D road horizontal constraints in addition to maintaining all existing access points. 1.5% to 2.0% for first 150' (BDE -2.00% and -6.91% 60' Curve Required because of the short distance between the Adams and Monroe cross streets as well as the Monroe and Adams NB Entrance to NB C-D Road Section 37-5.01) within first 150' Madison bridge piers and C-D road horizontal constraints. 1.5% to 2.0% for first 150' (BDE +7.09% and +1.83% 80' Curve Required because of the short distance between Madison and Washington Street and to accommodate a 2-lane NB C-D Washington NB Exit from NB C-D Road Section 37-5.01) within first 150' road section and ROW constraints. Design the first 150' to 200' of the ramp 1.5% to 2.0% for first 150' (BDE +5.97% and +2.00% 90' Curve Required because of the short distance between the Washington and Randolph cross streets and obtaining vertical 39 Randolph NB Exit from NB C-D Road with a profile grade of 1.5% to 2.0% (BDE Section 37-5.01) within first 150' clearances. 37-5.01) 1.5% to 2.0% for first 150' (BDE +5.51% and +2.00% 80' Curve Adams SB Exit from C-D Road Required because of the short distance between the Monroe and Adams cross streets and obtaining vertical clearances. Section 37-5.01) within first 150' 1.5% to 2.0% for first 150' (BDE +5.04% and +2.00% 65' Curve Required because of the short distance between Monroe and Madison cross streets and because of the NB C-D road Madison NB Exit from NB C-D Road Section 37-5.01) within first 150' and ROW constraints. 1.5% to 2.0% for first 150' (BDE +6.00% and +1.71% 60' Curve Jackson SB Exit from C-D Road Required because of the short distance between the Adams and Jackson cross streets and obtaining vertical clearances. Section 37-5.01) within first 150' 1.5% to 2.0% for first 150' (BDE +7.95% and +1.56% 60' Curve Required because of the short distance between the Peoria and Morgan cross streets as well as the Peoria abutment, Morgan WB Exit from Ramp NW Section 37-5.01) within first 150' Ramp NW, and residential building horizontal constraints.

AECOM 27 of 27 7/23/2013 CircleInterchange(IͲ90/94andIͲ290) CookCountyJobNo.PͲ91Ͳ259Ͳ12PTB163Ͳ001 DesignExceptionsTable

No. Location Element BDEPolicyValue ExistingValue ProposedValue Justification

LevelTwoDesignExceptionsͲPeoriaStreet

1 PeoriaStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

LevelOneDesignExceptionsͲHalstedStreet

15'(BDEManualFootnotesto Thisisonlyaninterimvalueandisabovethepostedclearanceof13'Ͳ6"fortheinterchange.Theproposedfinalvertical 1 RampNWunderHalstedStreetBridge VerticalClearance 13.97' 14.13'Interim Figure44Ͳ5.A) clearanceisover15'Ͳ0".ThisinterimconditionexistsonlyuntilIͲ290isconstructedinlaterstagesoftheproject.

InordertowidentheHalstedStStructurefromtheexistingwidthwhilemaintainingaconnectiontotheexistingCTA stationonthewestside,allowforproperverticalclearanceintheinterimconditions,andimprovetheprofileofthe 2 HalstedStreetBridge CrossSlope CrownedinCenter 1.50% 2.5%Slopetowest eastbound290mainlineandramps,theHalstedStStructureisrequiredtobe'superelevated'orslopedentirelytoone side. BridgestructurewidthislimitedbyexistingCTAstationandtheproposedSBIͲ90/94TaylorExitramp.Commitmentsto 3 HalstedStreet LaneWidths 11'min(BLRSFig32Ͳ2.D) 12' 10' localagenciesrequire10'sidewalksand5'bikelanes.Lanewidthsmaximizedwithinlimitsofbridgestructureand availablerightͲofͲway.

LevelTwoDesignExceptionsͲHalstedStreet HalstedStͲVanBurenStIntersectionͲNBL,NBR,SBL, WBͲ55(BLRSFig34Ͳ1.G) SU Existingintersectiongeometrybeingmaintained. EBL,EBR,WBL 1 HalstedStͲVanBurenStIntersectionͲSBR,WBR DesignVehicle WBͲ55(BLRSFig34Ͳ1.G) P Existingintersectiongeometrybeingmaintained.

Designvehiclephysicallyabletomaketurnwithencroachment;withoutencroachmentrequiresexcessiveROWand HalstedStͲHarrisonStIntersectionͲNBR,SBR,EBR,WBR WBͲ55(BLRSFig34Ͳ1.G) SU increasedpedestriancrossingdistances. HalstedStͲHarrisonStIntersectionͲSBLeftTaper 9:1(PERBLRSFIG34Ͳ3D) 8:1

HalstedStͲHarrisonStIntersectionͲSBLeftTaper 135'(PERBLRSFIG34Ͳ3B) 45'

2 HalstedStͲHarrisonStIntersectionͲSBLeft Tapers StandardTaper ChicagoStyle RequiredtokeepaconstantwidthacrosstheHalstedStreetBridge.

HalstedStͲHarrisonStIntersectionͲNBLeft 135'(PERBLRSFIG34Ͳ3B) 85'

HalstedStͲVanBurenStIntersectionͲNBLeft 9:1(PERBLRSFIG34Ͳ3D) NoneͲLaneDrop

LeftTurnLaneStorageLength 3 HalstedStͲHarrisonStIntersectionͲSBLeft 100' 50' Storagelengthlimitedbyrequirementtomaintainastraightbridgewidthwhileallowingsometaperforleftturnlane. (PERBLRSFIG34Ͳ3B)

4 HalstedStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

LevelOneDesignExceptionsͲTaylorStreet 15'(BDEManualFootnotesto Thisisonlyaninterimconditionandisabovethepostedclearanceof13'Ͳ6"fortheinterchange.Theproposedfinal 1 NBIͲ90/94underTaylorStreetBridge VerticalClearance 14.94' 14.89'Interim Figure44Ͳ5.A) verticalclearanceisover15'Ͳ0".ThisinterimconditionexistsuntilIͲ90/94isconstructedinlaterstagesoftheproject.

LevelTwoDesignExceptionsͲTaylorStreet

1 TaylorStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

AECOM 1of3 7/9/2013 CircleInterchange(IͲ90/94andIͲ290) CookCountyJobNo.PͲ91Ͳ259Ͳ12PTB163Ͳ001 DesignExceptionsTable

No. Location Element BDEPolicyValue ExistingValue ProposedValue Justification

LevelOneDesignExceptionsͲHarrisonStreet

1 HarrisonStreet DesignSpeed 30MPH 25MPH RequiredtomeettheexistingentrancetotheCermakPumpStationandmatchtheexistingconditions.

15'(BDEManualFootnotesto Thisisonlyaninterimconditionandisabovethepostedclearanceof13'Ͳ6"fortheinterchange.Theproposedfinal 2 SBIͲ90/94underHarrisonStreetBridge VerticalClearance 14.32' 14.76'Interim Figure44Ͳ5.A) verticalclearanceisover15'Ͳ0".ThisinterimconditionexistsuntilIͲ90/94isconstructedinlaterstages.

Requiredtoobtainverticalclearanceandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit Harrison Street (Sta 7807+25) 25 MPH D.S. K=26, SSD = 155' K=33 20 MPH D.S. K=21, SSD = 135'    Stopping Sight Distance at Sag             3      roadways. VerticalCurves RequiredtoobtainverticalclearanceandmeettheexistingentrancefortheCermakPumpStation.Sagcurvemeets HarrisonStreet(Sta7811+15) 25MPHD.S.K=26,SSD=155' K=15 20MPHD.S.K=18,SSD=122' comfortcriteriaforfullylitroadways. 4 HarrisonStreet LaneWidths 11'min(BLRSFig32Ͳ2.H) 10' 10' Existingintersectiongeometrybeingmaintained.

LevelTwoDesignExceptionsͲHarrisonStreetNote:IntersectionͲTypeexceptions(eg,designvehicle)placedinHalstedExceptionList HalstedStͲHarrisonStIntersectionͲEBL 100' 61' ExistingintersectionturnͲlanebeingmaintained. LeftTurnLaneStorageLength 1 RequiredtokeepaconstantwidthacrosstheHarrisonStreetBridgewithlimiteddistancebetweenbridgeand HalstedStͲHarrisonStIntersectionͲWBL (PERBLRSFIG34Ͳ3B) 100' 50' intersection. HalstedStͲHarrisonStIntersectionͲWBR 100' 50' RightTurnLaneStorageLength 2 RequiredtokeepaconstantwidthacrosstheHarrisonStreetBridge. (PERBLRSFIG34Ͳ3B) HarrisonStͲDesPlainesStIntersectionͲEBR 100' 69'

HalstedStͲHarrisonStIntersectionͲWBL 135'(PERBLRSFIG34Ͳ3B) 80'

HalstedStͲHarrisonStIntersectionͲWBL StandardTaper ChicagoStyle

HalstedStͲHarrisonStIntersectionͲWBR 135'(PERBLRSFIG34Ͳ3B) 70' RequiredtokeepaconstantwidthacrosstheHarrisonStreetBridgewithlimiteddistancebetweenbridgeand 3 Tapers intersection. HalstedStͲHarrisonStIntersectionͲEBL 135'(PERBLRSFIG34Ͳ3B) 88'

HarrisonStͲDesPlainesStIntersectionͲEBR 135'(PERBLRSFIG34Ͳ3B) 52'

HarrisonStͲDesPlainesStIntersectionͲEBR 9:1(PERBLRSFIG34Ͳ3D) 7:1

4 HarrisonStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

HarrisonStͲDesPlainesStIntersectionͲSBL,EBR WBͲ55(BLRSFig34Ͳ1.G) SU Existingintersectiongeometrybeingmaintained. 5 DesignVehicle HarrisonStͲDesPlainesStIntersectionͲSBR WBͲ55(BLRSFig34Ͳ1.G) P Existingintersectiongeometrybeingmaintained.

LevelOneDesignExceptionsͲVanBurenStreet Requiredtoobtainverticalclearanceandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit VanBurenStreet(Sta8147+50) 30MPHD.S.K=37,SSD=200' K=36 25MPHD.S.K=29,SSD=170' Stopping Sight Distance at Sag roadways. 1      VerticalCurves Requiredtoobtainverticalclearancesandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit VanBurenStreet(Sta8153+45) 30MPHD.S.K=37,SSD=200' K=40 25MPHD.S.K=33,SSD=186' roadways.

LevelTwoDesignExceptionsͲVanBurenStreetNote:IntersectionͲTypeexceptions(eg,designvehicle)placedinHalstedExceptionList

1 VanBurenStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

VanBurenStreet8146+75 Ͳ0.30% Ͳ0.13% Ͳ0.13% RequiredtotieͲintoexistinggrade. 2 MinimumGrade VanBurenStreet8154+20 Ͳ0.30% 0.01% 0.01% RequiredtotieͲintoexistinggrade.

AECOM 2of3 7/9/2013 CircleInterchange(IͲ90/94andIͲ290) CookCountyJobNo.PͲ91Ͳ259Ͳ12PTB163Ͳ001 DesignExceptionsTable

No. Location Element BDEPolicyValue ExistingValue ProposedValue Justification

LevelOneDesignExceptionsͲJacksonStreet Requiredtoobtainverticalclearancesandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit JacksonStreet(Sta8211+26) 30MPHD.S.K=37,SSD=200' K=24 20MPHD.S.K=20,SSD=131' Stopping Sight Distance at Sag roadways. 1      VerticalCurves Requiredtoobtainverticalclearancesandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit JacksonStreet(Sta8214+77) 30MPHD.S.K=37,SSD=200' K=18 20MPHD.S.K=20,SSD=131' roadways.

LevelTwoDesignExceptionsͲJacksonStreet

Toimprovepedestriansafety,arolledcurbwillbeinstalledthatmultiͲunittrucks,includingWBͲ65s,willbeableto 1 JacksonͲNBEntranceRamp IntersectionDesignVehicle WBͲ65 SU passoverfreely,butthatwillbeuncomfortableforpassengercars.Thiswillshortentheopenpavementdistancethat pedestrianswillberequiredtocross,aswellasslowingcarsdownmoretomakeatighterturn.

2 JacksonStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

LevelOneDesignExceptionsͲAdamsStreet Requiredtoobtainverticalclearanceandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit AdamsStreet(Sta8311+22) 30MPHD.S.K=37,SSD=200' K=28 20MPHD.S.K=20,SSD=131' Stopping Sight Distance at Sag roadways. 1      VerticalCurves Requiredtoobtainverticalclearanceandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit AdamsStreet(Sta8315+58) 30MPHD.S.K=37,SSD=200' K=24 20MPHD.S.K=20,SSD=131' roadways.

LevelTwoDesignExceptionsͲAdamsStreet

Toimprovepedestriansafety,arolledcurbwillbeinstalledthatmultiͲunittrucks,includingWBͲ65s,willbeableto 1 AdamsͲNBEntranceRamp IntersectionDesignVehicle WBͲ65 SU passoverfreely,butthatwillbeuncomfortableforpassengercars.Thiswillshortentheopenpavementdistancethat pedestrianswillberequiredtocross,aswellasslowingcarsdownmoretomakeatighterturn.

2 AdamsStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

LevelOneDesignExceptionsͲMonroeStreet Thisisonlyaninterimvalueandisabovethepostedclearanceof13'Ͳ6"fortheinterchange.Theproposedfinalvertical 15'(BDEManualFootnotesto 1 SBIͲ90/94underMonroeStreetBridge VerticalClearance 14.47' 14.57'Interim clearanceisover15'Ͳ0".Thedurationoftheinterimclearanceconditionisdependentonconstructionstagingand Figure44Ͳ5.A) sequencingofIͲ90/94Mainline. Thisisonlyaninterimvalueandisabovethepostedclearanceof13'Ͳ6"fortheinterchange.Theproposedfinalvertical 15'(BDEManualFootnotesto 2 NBIͲ90/94underMonroeStreetBridge VerticalClearance 14.31' 14.55'Interim clearanceisover15'Ͳ0".ThedurationoftheinterimClearanceconditionisdependentonconstructionstagingand Figure44Ͳ5.A) sequencingofIͲ90/94Mainline. Requiredtoobtainverticalclearancesandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit Monroe Street (Sta 8410+90) 30 MPH D.S. K=37, SSD = 200' K=35 20 MPH D.S. K=35, SSD = 131'    Stopping Sight Distance at Sag             3      roadways. VerticalCurves Requiredtoobtainverticalclearancesandtieintoexistingroadway.Sagcurvemeetscomfortcriteriaforfullylit MonroeStreet(Sta8214+77) 30MPHD.S.K=37,SSD=200' K=18 20MPHD.S.K=18,SSD=131' roadways.

LevelTwoDesignExceptionsͲMonroeStreet 1 MonroeStreet OutsideCurbandGutterType BͲ6.24,BͲ6.18orBͲ6.12CC&G BͲV.12CC&G CC&GTYPEBSPECIAL RequiredtomeetCityofChicagoStandards.

AECOM 3of3 7/9/2013