interstate 290/90/94 circle interchange i-90/94 corridor i

A MASTER PLAN STUDY FOR THE

INTERSTATE 290/90/94 CIRCLE INTERCHANGE

I-90/94 Corridor- Existing Conditions

- Contextual Analysis

- Landscape Concept

ILLINOIS DEPARTMENT OF TRANSPORTATION

DISTRICT ONE

VOLUME 1

I-290 Corridor- Existing Conditions


- Landscape Concept

Circle Interchange- Existing Conditions


- Sustainability Concepts

- Landscape Master Plan

- Hardscape Concepts

FROM WESTERN AVENUE TO WELLS STREET; AND POLK STREET TO HUBBARD STREET SECTION: 2006-0441 CONTRACT# 60C13 JANUARY 2010

CIRCLE INTERCHANGE MASTER PLAN STUDY P. 3

ACKNOWLEDGEMENTS

The Circle Interchange Master Plan study took place over the course of 15 months, from the initial data collection and stakeholder meeting to the final Master Plan presentation on October 6, 2009. It was important for the design team to obtain the stakeholders’ input on the project corridor to be able to prepare an appropriate vision statement. Their participation in the design process was paramount to the success of this study. This Master Plan will be utilized for future improvements within the project corridor.

The consultant project team was led by Stanley Consultants, who, while responsible for overall team coordination, focused on the assessment of existing and proposed hardscape elements. DLK Civic Design, with their experience in master planning, was a key contributor in the design process and concentrated on the architectural and landscape architectural components of the study. Additional members of the team include Aero-Metric, who provided aerial mapping, Nakawatase, Wyns and Associates, who performed ground survey, and Wolff Landscape Architects, who prepared the base for the physical model and electronic 3-D models of the Circle Interchange.

A special thanks goes to the staff at the Illinois Department of Transportation, Region One, who served as liaison between the consultant team, participating local agencies, and project corridor stakeholders. They provided input on issues and opportunities that arose from this study, and reviewed the assessments, concepts and recommendations that were proposed by the team. Finally, we would like to recognize the efforts of Scott Mehaffey of the City of Chicago Mayor’s Office, and Oscar d’Angelo from the University Village Association, for their invaluable input on this project.

STAKEHOLDERS:Scott Mehaffey City of Chicago – Mayor’s OfficeJanet Attarian Chicago Department of Transporation (CDOT)Peter Fahrenwald Chicago Transit Authority (CTA)Maureen Dunn Chicago Transit Authority (CTA) Warren Chapman University of Illinois-Chicago (UIC)Jim Foerster University of Illinois-Chicago (UIC)Fernando Howell University of Illinois-Chicago (UIC)Mark Donovan University of Illinois-Chicago (UIC)Pablo Acevedo University of Illinois-Chicago (UIC)Hartwig Zakin Illinois Medical DistrictPete Negro Illinois Medical DistrictPeter Ziarno Rush University Medical CenterVince Pagone Gateway GreenMaria Finatri Gateway GreenMelissa Toops Gateway GreenJulia Plumb Gateway GreenOscar d’ Angelo University Village AssociationDennis O’Neill University Village AssociationBob O’ Neill Grant Park ConservancyBonnie Sanchez-Carlson Near South Planning Board (NSPB)Tina LaPapa WCAFrank Caputo Special Service Area #16Jay Wight Greyhound IDOT STAFF:John Fortmann Engineer of Program DevelopmentCarmen Iacullo Assistant to Region 1 EngineerAnthony J. Quigley Bureau Chief of DesignCatherine Kibble Consultant Services Engineer, Bureau of DesignBrian Kuttab Bureau of Design Consultant Services Project Manager, Bureau of DesignSteve Schilke Bureau of ProgrammingRon Zenarosa Bureau of DesignPatti Quinn Bureau of DesignRick Wanner Bureau of Maintenance Roadside Development ManagerFabiola Qurioz Bureau of MaintenanceMelissa Del Rosario Bureau of MaintenanceDennis Mahoney Bureau of Maintenance North Area Operations Manager

MASTER PLAN STUDY PREPARED BY:Stanley ConsultantsDLK Civic Design


TABLE OF CONTENTS

Acknowledgements ................................................. 3Executive Summary ................................................ 5

1. INTRODUCTION ................................................................... 8 1.1 Coordination Process 1.2 Vision Statements

2. EXISTING CONDITIONS ...................................................... 11 2.1 I-290 Corridor 2.2 I-90/94 Corridor 2.3 Circle Interchange 2.4 Existing Gateway Green Pockets

3. CONTEXTUAL ANALYSIS .................................................... 21 3.1 I-290 Corridor- East/West ‘Greenway’ Concept 3.2 I-90/94 Corridor- North/South ‘Streamway’ Concept 3.3 Circle Interchange- ‘Compass’ Concept 3.4 View Analysis

4. SIGNING ANALYSIS ............................................................ 29 4.1 Introduction 4.2 Overview 4.3 Sign Types 4.4 Results and Findings

5. MASTER PLAN RECOMMENDATIONS ................................. 35 5.1 Art, Global Stature, and Branding 5.2 Maintenance and Safety Access 5.3 Sustainability and New Technologies 5.4 Wayfinding and Community Connectivity 5.5 Landscape Concepts 5.6 Hardscape Concepts and Edge Treatments

SECTION PAGE NO.

EXHIBITS 1. Location Map 2. Bike Map 3. Chicago Transit Authority (CTA) Map 4. Contextual Analysis 5. View Analysis 6. Maintenance Vehicle Access Map 7. Circle Landscape Master Plan

APPENDICES (VOLUME 2) A – Site Analysis B – Meeting Minutes C – Stakeholder Meeting Presentations D - Stakeholder Correspondence


EXECUTIVE SUMMARYIDOT engaged Stanley Consultants to prepare a Master Plan study for the project corridors of I-290 from Western Ave. to Wells St. and I-90/94 from Polk St. to Hubbard St. that would out-line proposed concepts to improve the aesthetics of the corridors while also improving safety, maintenance, and access. The primary focus of the study was the system interchange of the I-290 and I-90/94 freeways commonly known as the Circle Interchange.

The corridor was analyzed in the following three segments:

• I-290 from Western Ave. to Wells St.• I-90/94 from Polk St. to Hubbard St.• The Circle Interchange – I-290 and I-90/94 system interchange

The Circle Interchange Master Plan Study consisted of various phases including:

• Data Gathering• Site Analysis• Contextual Analysis• Program Development• Concept Development• Initial Master Plan Development• Final Master Plan Development• Master Plan Study Report

Coordination with IDOT, City of Chicago, CTA, Gateway Green, and the project stakeholders was extremely important to the design team throughout the development of the Master Plan Study. Chapter 1.1 provides detailed information related to the coordination process.

A Consensus Building Workshop was scheduled early in the design process to engage project stakeholders and establish a series of vision statements for the project. Vision statements for the project were used as guidelines throughout the development process of the project cor-ridor. Several key items were established within the vision statements that were of particular importance to IDOT, the design team, and the stakeholders. There is a need to improve safety for both vehicles and pedestrians throughout the entire study area. The ability of the proposed design to enhance maintenance access is vital to maintain the corridor’s aesthetics. And, the project should also include “green” materials and implement sustainable methods during design and construction. Please see Chapter 1.2 for detailed information on the Vision Statements.

The design team gathered existing conditions data along the project corridors to develop site and contextual analysis diagrams. Proposed hardscape opportunities and softscape schematics were presented to stakeholders through the Contextual Analysis Diagram. A physical model containing the base conditions for the Circle Interchange was constructed by Wolff Landscape Architecture and the proposed enhancements were augmented by DLK Civic Design as the Mas-ter Plan progressed from conceptual status to the final Master Plan. The physical model was

Master Plan Report Master Plan Study of I-290\90\94 From Western Street to Wells Street and Polk Street to Hubbard Street Section: 2006-044I Contract No. 60C13

Illinois Department of Transportation District One

©Stanley Consultants 2010

Figure ES1: Aerial View of Circle Interchange

Figure ES2: Proposed Master Plan on Physical Model Figure ES3: Proposed Master Plan on Physical Model


Figure ES7: Proposed Landscape Improvements along I-90/94

Figure ES6: Proposed Overpass View I-290 Westbound

Figure ES5: Proposed Interior Circle On-Ramp View

Figure ES4: Proposed Aerial of Circle Interchange

essential in helping the stakeholders visualize the very confusing spaces created by the Circle Interchange.

Coordination with the City of Chicago was essential in the development of the Master Plan docu-ment. The City is a key stakeholder throughout the project corridors and it was very important to the design team to have City representatives involved in the review process of the site and contextual analysis, initial concepts, draft Master Plan, and Final Master Plan Report.

The CTA was consulted, as another key stakeholder, to obtain input on aesthetic treatments within the right-of-way of the CTA Blue Line. This coordination provided an opportunity to dis-cuss IDOT and CTA edge treatments thru the use proposed median planters. The design team coordinated with the CTA to establish standards for potential work including median wall barrier height and access gate locations required by the CTA.

Existing guide and regulatory signage along the corridor was evaluated as part of the study to determine if the quantity of signs could be reduced to enhance the visual aesthetics of the cor-ridors. It was determined the locations and quantity of guide and regulatory signs are in ac-cordance with the Manual of Uniform Traffic Control Devices.

The project stakeholders have been instrumental in the development of this project at each step throughout the design process. All participating stakeholders have been consulted and given an opportunity to assist in the development of the Master Plan at various stages along the way including:

• Consensus Building Workshop• Presentation of Initial Concepts• Draft Master Plan• Final Master Plan

The Master Plan Report is a culmination of the various phases of this project study and docu-ments the design process by which the study was conducted by outlining the following:

1. Vision Statements2. Existing Conditions3. Contextual Analysis and Concepts4. Signing Analysis5. Master Plan Recommendations

Please refer to Chapter 5 for the Master Plan recommendations the design team has established for the Circle Interchange Master Plan Study.


The project study corridor is located within the city of Chicago, a city that is known for its ex-tensive and extremely busy transportation system. The limits of the project are from Western Avenue to Wells Street along I-290 and from Polk Street to Hubbard Street along I-90/94. It includes the system interchange of these two busy freeways that is commonly referred to as the Circle Interchange.

Purpose and Need for Improvement:

The green spaces of the Circle Interchange and project corridors along I-290 and I-90/94 have fallen into disrepair. There are numerous erosion control and drainage issues and garbage regularly collects under bridges, behind existing guardrail and jersey barriers, and along the roadside embankments. The abutments, piers, and steel beams of the bridges and ramps have paint that is peeling and concrete that is damaged or stained.

The primary purpose of the project is to identify opportunities for softscape and hardscape im-provements within the project study limits. These improvements will greatly address the aes-thetics of the corridors and provide a more pleasing experience for the traveling public. It is a goal of the study to ensure that the recommended improvements are sustainable and that they account for their surroundings.

The project was initiated when Tim Martin, the former Secretary of Transportation for the State of Illinois recognized that there was a need to improve the aesthetics of the Circle Interchange and freeway segments approaching the interchange. These segments and the interchange are an entrance to the City and reflect the City’s image.

1.1 COORDINATION PROCESSThe Master Plan study was prepared based on utilizing a limited CSS process with public involve-ment by project stakeholders including the City of Chicago, Chicago Transit Authority, University of Illinois – Chicago, Illinois Medical District, Gateway Green, and various other local groups. This Master Plan will develop aesthetic improvements for softscape and hardscape concepts that can be incorporated into future projects within the project study corridor.

Public Involvement Activities

Stakeholder Meetings were held at key points in the Master Plan development process as indi-cated by the table below:

Meeting Date Purpose

Stakeholder Meeting #1 November 12, 2008 Consensus Building WorkshopStakeholder Meeting #2 March 18, 2008 Initial Concept PlanStakeholder Meeting #3 June 30, 2009 Draft Master Plan Stakeholder Meeting #4 October 6, 2009 Final Master Plan

The meeting minutes are located in Appendix B, the stakeholder presentations are located in Appendix C, and the stakeholder lists of invitations and correspondence are located in Appendix D of Volume 2 of the Master Plan Study.

Figure 1.1: Existing Gateway Green Pockets

Coordination with the City of Chicago

This project has been coordinated with the City of Chicago throughout the various milestones of the project including the Consensus Building Workshop; Site Analysis and Program Reviews; Initial Concept and Final Concepts; Draft and Final Master Plan Reports. Coordination was held jointly with IDOT in order to obtain comments concurrently from both agencies. Representa-tives of the Mayor’s Office and the Chicago Department of Transportation were present at stake-holder meetings and various review meetings.

The project was also presented to the Mayor’s Streetscape Committee for input on the Master Plan Study and the comments have been incorporated where possible.

Documentation of the coordination activities with the City of Chicago is located in Appendix B.

1. INTRODUCTION


Coordination with Local Groups

Representatives of the University of Illinois – Chicago, Illinois Medical District, Rush University Medical Center, Gateway Green, the University Village Association, Grant Park Conservancy, and Near South Planning Board were present at various stakeholder meetings. Their input led the design team throughout the design process. The design team’s landscape architects coordi-nated with Gateway Green, IDOT, CDOT, and Green Streets to develop an appropriate roadway plant list for the Master Plan. Gateway Green forwarded their original designs for the existing landscape beds in the project corridors and we found that the intent of the original designs of the Gateway Green ‘Pockets’ had delineated room for expansion of future plantings. It is our intention that the Landscape Master Plan unites the Gateway Green ‘Pockets’ and completes their original design intent.

Documentation with the various local group stakeholders is located in Appendix B and D.

CTA Coordination

Coordination with the CTA was performed on May 7, 2009 to garner information and approval on acceptable edge treatments that can be proposed between the IDOT and CTA right-of-ways along the I-290 corridor. Through this coordination, CTA has initiated a study to establish a plan to improve the aesthetics of their corridor. At the time of this report, the CTA has contracted with a consultant to develop proposed concepts for the CTA corridor. It is anticipated that plan will be completed in 2010, but it is not known if funding has been secured.

Constraints and limitations that were identified by the CTA, as illustrated in Exhibit 3, that will be utilized to determine the type of treatment that can be proposed along the right-of-ways was defined, and they are:

• CTA needs a minimum of 25 feet from the center line of the tracks for their operations• CTA requires access gates located approximately every 160 feet• CTA requires locations for key vehicular access areas

Figure 1.3: Proposed Barrier Wall Improvements Along I-290

Figure 1.2: Existing Barrier Wall Along I-290


1.2 VISION STATEMENTA Consensus Building Workshop was held on November 12, 2008 for the project stakeholders. With active participation and input by the stakeholders the following vision statements were developed:

1. Create a strong feeling that you are in a globally significant place2. Art and aesthetics that announce your arrival into Downtown Chicago3. Planned maintenance resulting in clean, well lit and well maintained environment4. “this gateway says Chicago”5. Progressive in sustainability and greening of urban highway environments6. For all that move through the space, they should feel (and be) calm and safe7. Improve signage, wayfinding and connectivity8. Explore and utilize new technology where intelligent and appropriate

The design team guided the entire design process from these original vision statements, from site and contextual analysis to concepts and the final master plan recommendations found later in the Master Plan document. As the design went along the vision statements started breaking down into the following themes:

Art – An aesthetic that announces your arrival into Downtown Chicago

The design team located potential places for incorporating artistic elements within the Circle In-terchange and project corridors. This includes potential locations for Gateway Sculptures simi-lar to the Leonardo Nierman sculpture, Flame of Millenium, on loan from Mexico City at the Ohio St. Feeder as part of the Sister Cities program. These sculptures are great ways to announce your arrival into Downtown. But, there will also be many other opportunities to introduce art into the design of common highway elements like the softscape green areas of the roadside embankments and hardscape items like decorative concrete barrier walls, green screens, knee walls and architectural façade walls.

Maintenance – Planned maintenance resulting in a clean, well-lit environment

Maintenance of the existing roadway is a primary concern of IDOT as well as the project stake-holders. Maintenance includes keeping the corridor clean of garbage from a visual perspective of the traveling public. But it also includes maintaining the existing roadways, ramps, bridges, roadside embankments, and infield areas within the project corridors. A primary concern for IDOT is provisions for access to roadside areas so that they can keep the corridors maintained and clean. For the design team it is important to include as many low maintenance items as possible.

Global Stature – Strong feeling that you are in a globally significant place

This will also consist of the design team locating potential places for incorporating artistic ele-ments within the Circle Interchange and project corridors. The idea is to show a visitor that you are travelling through or entering into a city that is ‘grand’ and ‘visionary’. Figure 1.5: Permeable Paver System Diagram Figure 1.6: Permeable Paver System

Figure 1.4: Olympic Sculpture Park in Seattle, WA


Sustainability – Progressive in sustainability and ‘greening’ of urban highway

The project corridors are in hard edged urban areas with an overload of traffic and traffic move-ments. With that comes the reality of multiple layers of asphalt and concrete and there is less room for green space with existing trees and plant material or incorporating sustainable, best management practices. It is the design team’s challenge to find areas within the project for sustainability.

Safety – For all that move through the space, they will feel calm and safe

Safety was the number one issue for the project stakeholders in terms of the experience of traveling through the project corridors. Safe and attractive pedestrian connections are needed over the expressways as well as improving the lighting under the bridges and ramps in the Circle Interchange. There is also the need for safety access into the green areas for maintenance vehicles.

Branding – This gateway says ‘Chicago’

It is the design team’s goal to make the project corridors reflective of the City of Chicago and it’s identity as one of the ‘greenest’ cities in America. It should also take into account surrounding neighborhoods like Greektown and the University of Illinois – Chicago to name a few.

Wayfinding – Improve signage, wayfinding, and connectivity

This vision statement was developed based on the stakeholder input that there was not suffi-cient destination signing within the project corridor. Also, there was too much signing and the motorist was not always able to visually determine where he was and where he needed to go.

New Technology – Explore and utilize new technology

Utilizing new technologies to incorporate the proposed elements into the project corridors will be explored wherever feasible by the design team. This may consist of providing alternative materials that can meet the intent of the vision statements.

Figure 1.9: Aesthetic Treatments of Medians and Infield Areas

Figure 1.7: Aesthetic Treatment on Bridges and Ramps Figure 1.8: Aesthetic Treatment of Roadside Embankments


2. EXISTING CONDITIONS

2.1 I-290 Corridor

2.2 I-90/94 Corridor

2.3 Circle Interchange

2.4 Existing Gateway Green Pockets


Figure 2.1: Existing Tree and Shrub Massings

Figure 2.3: Existing Ramp Wall

Figure 2.2: Existing Signage

Figure 2.4: Existing Off-Ramp Location

Figure 2.5: Existing Bridge Crossing I-290 Figure 2.6: Existing Roadside Embankment

The project corridor is in a highly urbanized area of Chicago that includes the major entrance to the City from the west and all of the major Loop exits to the Central Business District of Chi-cago. It is adjacent to a variety of institutional, commercial, and residential land uses and many of Chicago’s residents use the project corridor daily. I-290 has the CTA ‘blue line’ transitway located in between its eastbound and westbound vehicular traffic lanes.

The I-290 corridor carries over 185,000 vehicles a day and the I-90/94 corridor carries over 240,000 vehicles a day. These interstates are linked by the system interchange of I-290/90/94 that is commonly referred to as the Circle Interchange.

The Circle Interchange was built in the late 1950s and early 1960s, at the same time as the construction of the I-90/94 Kennedy Expressway. It is logically a stack interchange, with each of the four mainlines having a single entrance and exit serving both directions of the crossing highway. However, it does not use the quadruple-decker architecture commonly associated with such interchanges. Instead, it has a flattened layout, using the long, curving ramps to circumnavigate the crossing of the mainlines. This results in fewer tall bridges and gives the interchange its distinctive “circle” appearance.

The project corridor is an extremely visible set of roadways that are considered vital gateways to the City of Chicago.

The existing conditions were analyzed in three segments:

• I-290 Corridor from Western Avenue to Wells Street• I-90/94 Corridor from Polk Street to Hubbard Street• The Circle Interchange

2. EXISTING CONDITIONS


2.1 I-290 CORRIDOR The typical section of I-290 is mainly comprised of four lanes in each direction with the CTA ‘Blue’ line located within the middle of I-290. Roadway embankments increase in elevation to meet the existing grades of adjacent frontage roads, Van Buren to the north, and Congress Parkway to the south.

The adjacent land use is a vibrant mix of institutional, commercial, and residential develop-ments. There are a few community parks and several employment centers along this corridor. The key destinations and neighborhoods adjacent to this corridor are Malcolm X College, Illinois Medical District, University of Illinois at Chicago, Little Italy, West Loop, and Greek Town. The adjacent cross streets and frontage roads have sidewalk that provides pedestrians an bicyclists a view of the I-290 corridor below.

Within the corridor there are numerous bridges over I-290 and the CTA at the following loca-tions:

• WesternAvenue• OakleyBoulevard• LeavittStreet• DamenAvenue• OgdenAvenue• CTAPinkLine

TherearefiveinterchangesbetweenWesternAve.andtheCircleInterchangewithina1.8miledistance for an approximate interchange spacing of ½ mile. The interchanges are:

• WesternAve.–FullDiamondInterchange

• DamenAve.–FullDiamondInterchange

• PaulinaSt./AshlandAve.–FullDiamondInterchange

• RacineAve.–PartialInterchange

• MorganSt.–PartialInterchange

The Racine Avenue Interchange is a half-diamond interchange with an entrance ramp to west-boundI-290andanexitrampfromeastboundI-290.TheMorganStreetInterchangeshasonlyone ramp from westbound I-290.

These interchanges correspond with the landscape areas that would be most visible as gateways into the local neighborhoods and communities and should be the focus for any improvements along the I-290 corridor.

• PaulinaStreet• AshlandAvenue• LoomisStreet• RacineAvenue• MorganStreet• PeoriaStreet• HalstedStreet

Figure 2.7: Existing Conditions of an I-290 Gateway Green Pocket

Figure 2.8: Existing Conditions of an I-290 Gateway Green Pocket


Figure 2.11: On-going Construction along I-90/94 Figure 2.12: Gore Area

Figure 2.9: Existing I-90/94 Ramp Figure 2.10: Existing Guardrail along I-90/94 Ramp

Figure 2.15: CTA Blue Line ‘El’ stations

CTA Blue Line

The CTA Blue Line runs down the middle of the I-290 Expressway and has stops at:

• Western Ave.• Illinois Medical District (Damen and Paulina)• Racine Ave.• UIC – Halsted

Many pedestrians ride the blue line daily and view the I-290 corridor roadside embankments. There currently are a lot existing trees providing a buffer to the frontage roads, but not much of anything else. While waiting for the train at the stops, the pedestrians view the green spaces across the roadway. It is the design team’s intent to highlight these highly visible areas with landscaped garden areas.


2.2 I-90/94 CORRIDORThe typical section of I-90/94 is mainly comprised of five lanes in each direction with entrance ramps located on the left side of each direction of traffic and exit ramps located on the right side of each direction of traffic. There are seven interchanges between Van Buren St. to Hubbard St. within a distance of 0.6 miles for an approximate interchange spacing of 0.1 miles. This is a very high density of interchanges and correspond with streets in the Chicago Loop. Based on this density, there is a constant streaming of vehicles entering and exiting I-90/94. The inter-changes are:

• Jackson Blvd. – Partial Interchange • Adams St. – Partial Interchange• Monroe St. – Partial Interchange• Madison St. – Full Diamond Interchange• Washington Blvd. – Partial Interchange• Randolph St. – Full Diamond Interchange• Lake St. – Partial Interchange

Additionally, entrance ramps to I-90/94 have been partially removed at the Monroe Street and Washington Street Interchanges to improve safety as the interchanges were in close proximity to each other. In between these interchanges is the full interchange at Madison Street. There is a current construction contract that will be completed in 2010 that will remove the remainder of the ramps and lengthen existing ramps.

In addition to the cross street bridges for the interchanges, other cross road streets are Harrison St., Van Buren St. and Fulton St.

The adjacent land use is a vibrant mix of institutional, commercial, and residential develop-ments. I-90/94 provides access to Chicago neighborhoods, businesses, parks, and museums, such as Millenium Park, Grant Park, Museum Campus, Soldier Field, and the Loop. In addition to the downtown destinations, I-90/94 provides access to Greek Town, River North, West Loop, University of Illinois at Chicago, Metra Union Station and Metra Ogilvie Station. The adjacent cross streets and frontage roads have sidewalks that provide pedestrians and bicyclists a view of the I-90/94 corridor below.

Within this corridor is an accident investigation site that is commonly known as the Polk Street AIS and it is located on I-90/94 south of Harrison Street and the Circle Interchange (system interchange of I-290 and I-90/94) and north of the I-90/94 system interchange with I-55. It is located between the northbound and southbound mainline lanes of I-90/94 and it has access from both directions of traffic. The AIS is a critical component for incident management within this corridor.

At the north side of the accident investigation site is the Cermak Pump Station that straddles the median area of I-90/94. Retaining walls adjacent to I-90/94 support the pump station as shown in the picture at right. The two retaining walls have been previously painted and the painting has faded over the years.

Figure 2.6: Existing Conditions of a Gateway Green Pocket

Figure 2.16: Existing Conditions of an I-90/94 Gateway Green Pocket

Figure 2.17: Existing Conditions of an I-90/94 Gateway Green Pocket


Figure 2.18: Existing Area Behind Barrier Wall Figure 2.19: Existing Bridge Piers

Figure 2.22: Existing Security Fencing

Figure 2.20: Existing Erosion Problems

Figure 2.23: Existing Maintenance Access Difficulties

Figure 2.21: Existing Trash Collection Problems

2.3 CIRCLE INTERCHANGEThe Circle Interchange is the common name for the system interchange of I-290 and I-90/94. As is typical of a system interchange, there are flyover ramps over I-290 and I-90/94, parts of ramps on retaining walls and ground level directional ramps. It is bordered by the cross streets of Halsted Street on the west, DesPlaines Street on the east, Harrison Street on the south and Van Buren Street. All of these cross streets are overhead bridges except at DesPlaines Street in which I-290\Congress Parkway goes over DesPlaines Street.

To better illustrate the existing conditions within this interchange, please refer to the Site Analy-sis report located in Appendix A and the presentation for Stakeholder Meeting #1 located in Appendix C to view typical photos of the existing conditions for the Circle Interchange. The fol-lowing is a summary of the existing conditions.

The infield and median areas are mostly unpaved with the exception of the ramp gore areas and areas under the bridges. The slope walls of the existing bridges consist of either a concrete slope wall or a slope wall consisting of large reclaimed limestone blocks. The remainder of the infield consists of grass and trees with dirt and gravel under the bridges where there is little or no sunlight. Additionally there is high mast lighting within the interchange.

The outer quadrants of the interchange are formed between the adjacent cross streets and the interchange ramps. The southwest corner formed by Harrison Street, Halsted Street, and the eastbound I-290 to southbound I-90/94 ramp has a dense cover of trees.

Similarly, the northwest corner formed by Van Buren Street, Halsted Street, and the southbound I-90/94 to westbound I-290 ramp has a dense cover of trees with a unique Greek sculpture lo-cated at the street level of Halsted Street and Van Buren Street. The northeast corner has surface covered with grass and has few trees and it is also the location of a pump station that is enclosed by chain link fence and an informal dog park. The southeast quadrant has been converted to a CTA bus turnout and there is little landscaping or area for landscaping in this corner.

As the interchange carries a significant amount of traffic and is located in an urban area, there is limited access to maintenance vehicles. A maintenance access exhibit (Exhibit 5) was cre-ated to determine the location of the existing access points to aid in the development of the master plan for the interchange. This exhibit will be utilized in developing the Master Plan for the interchange.

While the interchange is not accessible to pedestrians or bicyclists, there are sidewalks on both sides of Halsted Street, Van Buren Street, Des Plaines Street, and Harrison Street which streets provide a view of the interchange. Additionally there is a CTA station at Halsted Street within the middle of the block between Harrison and Van Buren Street. Pedestrian traffic on these cor-ridors may be going to and from Greek Town, University of Illinois at Chicago, South Loop and the Loop (see View Analysis Exhibit 7).

As previously noted there is an existing informal dog park on IDOT property that appears to be utilized by nearby residents as there has been significant condominium development in this area include two condominium buildings located at the intersection of DesPlaines Street and Van Buren Street.


Figure 2.25: Gateway Green Pocket Figure 2.14: Existing Gateway Green Sign

2.4 EXISTING GATEWAY GREEN POCKETSThe existing roadside embankments are primarily landscaped with turf grass, trees, and existing landscape garden beds commonly referred to as Gateway Green Pockets.

Gateway Green is a non-profit organization that is dedicated to the beautification of the Chica-goland area. They prepare landscape plans that different local businesses, usually those located close to a particular on/off ramp (or ‘gateways’ to the neighborhood community) sponsor to keep maintained throughout the year. They have an Oak Leaf Logo Signage that marks each individual landscape garden bed and provides advertising space for the sponsor. The landscape garden beds are usually in areas of good visibility between the on/off ramp and the mainline of the Expressways.

The design team was provided with the original designs of the Gateway Green Pockets through-out the corridor and noticed on the landscape plans that ‘Future Enhancement Plantings’ was always noted. The original landscape designer’s intent was that these beds would one day be linked. The Circle Interchange Master Plan Study notices this as an opportunity to connect the existing Gateway Green Pockets together, making a cohesive landscape design for the project corridor and utilizing the existing landscape garden beds.

Figure 2.24: Existing Gateway Green Pocket Key Plan


3. CONTEXTUAL ANALYSIS

3.1 I-290 CORRIDOR- EAST/WEST ‘GREENWAY’ CONCEPT

3.2 I-90/94 CORRIDOR- NORTH/SOUTH ‘STREAMWAY’ CONCEPT

3.3 CIRCLE INTERCHANGE- ‘COMPASS’ CONCEPT

3.4 VIEW ANALYSIS


Figure 3.3: Section at Ashland Avenue

Figure 3.2: Section at Damen Avenue

Figure 3.1: Section at Western Avenue

A combination of understanding the existing site conditions and utilizing the vision statements of the project stakeholders led the design team during the contextual analysis phase of the de-sign process. The design team began the contextual analysis by identifying opportunities and constraints within the project limits. They then analyzed the circulation patterns and connecting neighborhoods to the project corridors. These opportunities led the design team toward appro-priate concepts for layout and design of the Circle Interchange Master Plan.

PRIORITY OPPORTUNITIES:

A. Provide clear guidance for signage to increase motorist safetyB. Increase legibility of visual hierarchy, continuity, orientation, and identityC. Introduce consistent wayfinding elements to adjacent areasD. Improve maintenance and access to maintenance

SUSTAINABILITY / GREEN OPPORTUNITIES:

A. Wind / Solar power generationB. Recycled / native / local materialsC. Stormwater BMP’s / utilize bridge drainage systemsD. Durable / salt-tolerant hardscape materialsE. Drought / salt-tolerant / winter hardy plantsF. Use no-mow / low-mow grasses

MAINTENANCE IMPROVEMENT OPPORTUNITIES:

A. Improve access for maintenanceB. Improve frequency of trash collectionC. Minimize places for trash to collectD. Prevent erosion with hardscaping or landscapingE. Use durable, salt-tolerant materialsF. Use high-branching trees; limit use of shrubs and multi-stem ornamental treesG. Use ‘mowable’ turf, native grasses, and ground cover

The three key sections of the Circle Interchange Master Plan are the I-290 corridor from West-ern Avenue to the Circle Interchange, the I-90/94 corridor from Hubbard Street to the Circle Interchange, and the Circle Interchange itself as defined by Halsted Avenue to the west, Van Buren Avenue to the north, Des Plaines Avenue to the east, and Harrison Avenue to the south.

3. CONTEXTUAL ANALYSIS


3.1 I-290 CORRIDOR- EAST/WEST ‘GREENWAY’ CONCEPT• Create sense of outdoor ‘rooms’• Intensify landscape along frontage roads• Create green massings in existing landscape areas to screen unaesthetic views of

concrete abutments and rusted fencing• Screen CTA right-of-way• Create sense of continuity to Congress Parkway• Enhance key bridge structures with lighting and wayfinding elements

The I-290 corridor is a broad expanse defined by the building facades on both the north and the south, ample but sloping landscaped areas, and a dynamic view of the Chicago Skyline. The areas between bridges easily read as ‘outdoor rooms,’ with the frontage roads and streetscap-ing contributing to a sense of ‘greenway.’ There is however a lack of noticeable identification of the neighborhoods, attractions, and institutions on either side of the corridor. Exit ramps are not always focused on the major north-south streets, and all bridges receive the same minimal treatment, so wayfinding can be challenging for the visitor. The CTA transitway is of major inter-est being located in between the eastbound and westbound lanes of vehicular traffic in the I-290 corridor. Unfortunately, it is also the greatest ‘eyesore’, being wide and visually unattractive, especially at the edge between IDOT and CTA right-of-ways with jersey barrier and rusty chain link fence.

Figure 3.4: Contextual Analysis

Design Concepts:

A. Use large shrub massings and ornamental tree groves to screen unwanted views of concrete abutments and rusted fencing and extend the view corridor to the facades of buildings. Add shade trees to the frontage road streetscapes for height.

B. Enclose the open areas under the major bridge abutments with architectural materials and add landscape with vines, new lighting, lighted wayfinding elements, and names of key neighborhoods and institutions.

C. Screen the CTA transitway with ‘headlight blades’ mounted to jersey barriers, and/or add a median planter with landscape plantings to eliminate view onto ballasted railway areas.


3.2 I-90/94 CORRIDOR – NORTH/SOUTH ‘STREAMWAY’ CONCEPT

• The traffic pattern and multiple on/off ramps in close proximity to one another create an experience for motorists that can be described visually as: braiding, swimming, weaving, waves, or ‘streaming’.

• There is no sense of outdoor ‘rooms’ because of the frequency of bridges and corresponding abutment faces or ‘walls’ making the space feel tunnel-like.

• There are no frontage roads, for the most part the views are to the backs of buildings.

• Create visual connections over east-west bridges to the Loop to reduce perceived ‘distance’ over highway.

• Use simple, native landscape massings.• Enhance bridges.• Screen abutments.

Unlike the I-290 corridor, the North/South section of I-90/94 at the Loop, feels like the back door of Chicago, with the backs of buildings defining the shape of this corridor. The corridor does not have a defined edge like the one created along I-290 with frontage roads. The IDOT right-of-way is adjacent to buildings and parking lots. The center entry and side exit ramps create a weaving or braiding pattern of traffic, as motorists jockey to their des-tination lanes. The frequency of bridge crossings reduces the perception of ‘outdoor rooms,’ and in-stead reads as a series of visual ‘walls,’ making the space feel tunnel-like. However, the bridges are critical linkages from Greek Town and new West Side to the near West and Central Loop areas, for pedestrians and cyclists as well as motorists.

Figure 3.5: Contextual Analysis

Figure 3.7: Typical North/South Section of Expressway

Figure 3.6: On-going Construction along I-90/94

Design Concepts:

A. Keep the landscape of the exit ramps very simple, using ornamental grasses and perennial beds to frame the roadways, and to create a consistent image of this North/South corridor.

B. Use pedestrian scale elements to make the east-west bridge crossings walk-able.C. At bridges, add wayfinding elements and architectural lighting to highlight the

structures, and architecturally enclose any abutments.


3.3 CIRCLE INTERCHANGE- ‘COMPASS’ CONCEPT

• The Circle Interchange serves as the vertical compass or orientation device for many tourists visiting the City of Chicago.

• Address maintenance, erosion control, and aesthetics under bridge and ramp structures.

• Light up surfaces and planes, bridge abutments, and landscape areas. • Emphasize North/South and East/West primary routes. • Provide a year round image, in good weather and bad.

The Circle Interchange is a challenge to visitors because of the amount of directional signage, need for quick decision-making, and jockeying into the destination lane. Overgrown slopes, ex-posed structures, and typical highway guard rails, etc., do not contribute to a sense that THIS is the primary gateway into the Chicago Loop.

Design Concepts:

A. Improve the focus on the North/South I-90/94 and East/West I-290 roadways, and treat the on-off ramps as secondary features.

B. Add a tall vertical orientation element(s) from grade to above the upper roadway. C. Keep the landscape of the exit ramps very simple, using ornamental grasses to frame

the roadways, and to create a consistent image of the Circle Interchange. The Circle Interchange is a challenge to visitors because of the amount of directional

signage, need for quick decision-making, and jockeying into the destination lane. Overgrown slopes, exposed structures, and typical highway guard rails, etc., do not contribute to a sense that THIS is the primary gateway into the Chicago Loop.

Design Concepts:

A. Improve the focus on the North/South I-90/94 and East/West I-290 roadways, and treat the on-off ramps as secondary features.

B. Add a tall vertical orientation element(s) from grade to above the upper roadway. C. Keep the landscape of the exit ramps very simple, using ornamental grasses to frame

the roadways, and to create a consistent image of the Circle Interchange.

Figure 3.8: Initial Concept Sketches Figure 3.10: Circle Interchange Conceptual Section

Figure 3.9: Circle Interchange Analysis of Existing Conditions

Wall Treatment

A: UPPER LEVEL - Raised Planters All

Lighting Treatement Art Treatment Landscape Treatment Erosion Control TreatmentPier Treatment

Initial Sketches

B: UPPER LEVEL - Raised Planters East / West C: UPPER LEVEL - Walls / Shields

A: GROUND LEVEL - Erosion Control and Hardscape B: GROUND LEVEL - Plantings and Lighting C: GROUND LEVEL - Walls and Planters

Circle Diagrams


Figure 3.12: Circle Interchange View Analysis

Figure 3.11: Neighborhood Map & Project Corridor

3.4 VIEW ANALYSISThe design team put together a view analysis of the I-290 and I-90/94 Corridors as well as the interior of the Circle Interchange to help with the conceptual layout of landscape and signage elements.

On the I-290 Corridor, after you pass under a bridge, a new landscape ‘room’ comes into focus and your view is framed from the CTA right-of-way to your left, the frontage road and green roadside embankment to your right, and the next bridge in front of you. The most visible area is on the roadside embankment in front of the next bridge because it provides an architectural back drop for any landscape or signage in front of it.

Within the Circle Interchange, there is an inconsistent pattern of what is visible. Each individual route and on/off ramp combination provides the driver and passengers of that vehicle with a unique view and perspective of the Circle Interchange. The view analysis helps to outline some of the better views, where certain architectural backdrops exist and where some wider view expanses open up to be viewed.


4. SIGNING ANALYSIS

4.1 Introduction

4.2 Overview

4.3 Sign Types

4.4 Results and Findings


4.3 SIGN TYPES Regulatory Signs

According to the MUTCD regulatory signs give notice of traffic laws or regulations. These signs typically have a white background with black lettering. For freeways, this category predominantly includes speed and weight limit signs, but may include truck lane restric-tions, yield, or do not enter signs. While such signs provide vital information to the driver, regulatory signing comprises a small percentage of the overall signs found along an urban freeway.

An analysis of these types of signs is not necessary for this study as these signs are re-quired.

Figure 4.1: Existing Signage

Figure 4.2: Regulatory Signage4.1 INTRODUCTIONA signing analysis was performed to determined if the existing signage was adequate based on input received from the stakeholders as well as to further develop concepts based on the vision statement of “improve signage, wayfinding and connectivity”. The input that was received was that there was not sufficient destination signing within the project corridor but that there was also too much signing such that the motorist was not able to visually determine.

4.2 OVERVIEWSigns play an important role in roadside safety and mobility along an expressway or freeway. They convey information that a driver must use in making decisions about safe operating speed, hazard avoidance, lane usage, and way finding. Permanent signs may generally be classified into three categories; regulatory, warning, and guide as defined in the Manual on Uniform Traf-fic Control Devices (MUTCD) which is the adopted manual for traffic control devices including signage by FHWA and the Illinois Department of Transportation.

The character of a roadway and its surrounding region contribute to the type and number of signs found. Rural conditions require less signage and allow information to be provided over great distances. Urban traffic conditions typically involve a higher degree of information dis-semination as entrance and exit points are more closely spaced and require a more complex navigation of traffic for the driver to reach their destination. Care must be taken though to avoid excessive use of signs as this may lead to less effective decision making or compromise safety.

Warning Signs

The MUTCD defines warning signs to be a sign that gives notice to road users of a situ-ation that may not be readily apparent. These signs typically have a yellow background with black lettering. Examples of warning signs on freeway include merging traffic signs (such as entrance ramps merging on your right), advisory exit/ramp speed signs, added lane signs and low clearance signs at overhead bridges.

An analysis of these types of signs is not necessary for this study as these signs are re-quired.

4. SIGNING ANALYSIS

Figure 4.3: Warning Signage


Tourist-Oriented Signs

Description

These signs are typically used at intersections in rural areas that advise tourists of businesses or attractions not visible from a State-maintained roadway as per IDOT’s policy for their Tour-ist Oriented Directional Signing (TODS) Program. These signs have a white legend with a blue background.

Analysis

It appears that tourist-oriented signs have been placed within the corridor limits of the project signing for US Cellular Field, Union Station, Greek Town and HARPO Studios. Please refer to Table 1 and 2 for reference of the signs and approximate location.

Emergency Management Signing

Description

These signs are used to guide and control highway traffic during an emergency. Emergency management signing is relevant to evacuation routes in an event of an emergency. These signs have a white legend with a blue background.

Guide Signs

The MUTCD defines guide signs to be a sign that shows route designations, destinations, di-rections, distances, services, points of interest, or other geographical, recreational, or cultural information. Guide signs may be subdivided into several categories including:

• Guide Signs – Conventional Roads• Guide Signs – Freeways and Expressways• Specific Service Signs and Tourist-Oriented Signs• Recreational and Cultural Interest Area Signs• Emergency Management Signing

The signs that are relevant to the project corridor are all of the above types except Special Ser-vice Signs. Specific Service Signs are typically used outside of the metropolitan area of Chi-cago. You may recognize Special Service signs as those that provide information where there is food, gas, lodging at an upcoming interchange.

We have prepared two tables (Table 1 and Table 2) that show the existing signs that are not typical guide signs. These tables were developed from IDOT’s sign logs.

Figure 4.4: Table 1

Figure 4.4: Table 2


Analysis

There are a few of these types of signs within the project corridor as indicated in Tables 1 and 2. These signs provide guidance to an accident investigation site at Polk Street and hospitals. One other sign exists that seems to apply to a situation where traffic may be congested or for any other emergency situation as the sign provides direction to the motorist that there may be a special alert when a yellow beacon that is located on the sign is flashing.

Guide Signs – Freeways and Expressways

Description

These signs should be used to provide consistent signing to approaches to interchanges and are comprised of a white legend on a green background that provide distances and exits to interchanges. This directional signage is typically mounted overhead and it may provide lane-by-lane guidance for major interchanges with dedicated lanes exiting to another interchange. A major interchange within the project study area is the Circle Interchange.

As this project is within an urban area, signing includes special sign treatments as defined in the MUTCD and it includes:

1. Use of sign spacing to the maximum extent possible2. Elimination of service signing3. Display of advance signs at distances closer to the interchange, with appropriate

adjustments in the legend • This may require two to three advance signs for an interchange (for example at 1

mile and ¼ mile before an interchange)4. Use of overhead signs on roadway structures and independent sign supports5. Frequent use of street names as the principal message in guide signs.

Analysis

The project study corridor has primarily existing overhead signing mounted on overhead bridges that provide advance signing for upcoming interchanges. This type of signing is supplemented by advance signing on sign trusses and cantilevers. These signs provide directions by utilizing street names and in other cases to another interstate (I-90/94 or I-290). These signs are re-quired and cannot be reduced in number.

In addition to these signs that utilize street names as the principal message, there is existing signing on ground mounts that provide advance signing for upcoming interchanges using a des-tination as the principal message. These signs provide direction to Greek Town, University of Illinois at Chicago, University of Illinois Medical Center\Rush University, Illinois Medical District, Jesse Brown VA Medical Center and Malcolm X College. These are all traffic generators that were noted at the Consensus Building Workshop to be needed. Contrary to the perception at the workshop, there are existing signs to let the road user know what is above them and what exit should be taken to reach their destination.

One other type of guide sign that is present is the signing of the street name of existing over-head bridges. These signs assist both emergency response and motorists in situations where they or others may need assistance relative to an accident, flat tire, car breakdown, etc.

Figure 4.5: Current Signage Figure 4.6: Current Signage

Recreational and Cultural Interest Area Signs

Description

These signs, as noted in the MUTCD, provide information to the road user of recreational or cultural interest areas that are open to the general public for the purpose of play, amusement, or relaxation. This may include such facilities as parks, museums, art galleries, and historical buildings or sites. These signs have a white legend on a brown background. An example for this type of sign is signing for the United Center, and the Art Institute of Chicago.

Analysis

There are only a couple of these types of signs within the project corridor and therefore do not warrant analysis. However it should be noted that based on the close proximity of the inter-changes within the project study area, limiting these types of signs is needed as there is already enough existing regulatory and guide signing that the road user needs to read and react to.

4.4 RESULTS AND FINDINGSBased on the review of the existing signing, the following were the results:

• Existing Signing is present for destinations and communities• IDOT uses the required amount of signs for advance signing of interchange in

accordance with the Manual of Uniform Traffic Control Devices

Based on these findings the vision statement of “Improve signage, wayfinding, and connectiv-ity” has been met.


5. MASTER PLAN RECOMMENDATIONS

5.1 Art, Global Stature, and Branding

5.2 Maintenance and Safety Access

5.3 Sustainability and New Technology

5.4 Wayfinding and Community Connectivity

5.5 Softscape Concepts

5.6 Hardscape Concepts and Edge Treatments


The following Master Plan recommendations respond to the Vision Statements provided at the Consensus Building Workshop by the project stakeholders. They also take into account the guidance of all parties involved in the design process along the way.

The recommendations that are outlined in this section are the culmination of the CSS process in which input was garnered from the stakeholders at four stakeholder meetings. The recom-mendations were based on Vision Statements (Chapter 1.2) that were agreed upon by the stakeholders at the Consensus Building Workshop, concepts that were presented at the Initial Concepts meeting, and the Draft and Final Master Plan meetings. At each stakeholder meeting, the concepts were further refined, yielding more ‘green’ concepts, and resulting in the recom-mendations outlined in this report.

Figure 5.3: Existing ‘Flame of the Mille-nium’ Sculpture located at Southbound I-90/94 at Ohio Street north of Cor-ridor limit

Figure 5.2: Polk St. Accident Investiga-tion Site- Potential Sculpture Location

Figure 5.4: Sacramento Blvd. Interchange- Potential Sculpture LocationFigure 5.1: Potential Gateway Sculpture Location Map

5. MASTER PLAN RECOMMENDATIONS


Figure 5.6: ‘Reading Cones’ by Richard Serra in Lincoln Park, Chicago, IL

Figure 5.9: ‘Wake’ by Richard Serra in Olympic Sculpture Park, Seattle, WAFigure 5.5: Proposed Icon ‘Compass’ Sculpture Location

Figure 5.7: ‘Flamingo’ by Alexander Calder in Federal Plaza, Chicago, IL

Figure 5.8: ‘I Will’ by Ellsworth Kelly in Lincoln Park, Chicago, IL

Figure 5.11: ‘The Obelisk’ by Santiago Calatrava in Madrid, Spain

Figure 5.10: ‘Eagle’ by Alexander Calder in Olympic Sculpture Park, Se-attle, WA

5.1 ART, GLOBAL STATURE, AND BRANDINGAs previously indicated, an existing gateway sculpture called the ‘Flame of the Millenium’ by Leonardo Nierman is located on southbound I-90/94 at the Ohio Street Feeder Accident Inves-tigation Site. It is on loan from Mexico City as part of the Sister Cities program. The Master Plan looks to incorporate additional gateway features at visible locations throughout the project corridors.

The contextual analysis revealed potential locations for gateway features at the Polk Street Ac-cident Investigation Site just south of the Circle Interchange along I-90/94, along eastbound I-290 at the Sacramento Boulevard Interchange, and at the center of the Circle Interchange.

The Polk Street location could become the major gateway location at the south limit of the proj-ect corridor.

The second location is on eastbound I-290 within the vicinity of the Sacramento Boulevard In-terchange. I-290 shifts to the north at this location and after the slight shift, the prominent Chicago Skyline becomes very visible in front of the motorist, making this a logical gateway to the City from the west.

The third location presented itself to the design team as highly integral to the Compass Concept within the Circle Interchange. In between I-290 and I-90/92 there is a small median area that could house a tall, vertical element that could be seen from all four directions. This could be a location for a sculpture or architectural element that would become an icon of the City of Chi-cago and provide the Art, Global Stature, and Branding talked about by the project stakeholders in the Vision Statements.

Gateway Features locations could house sculptures similar to the Flame, or they could be highly landscaped, irrigated garden areas with interesting landscape features or a combination of the two.


5.2 MAINTENANCE AND SAFETY ACCESSAccess to maintenance is currently a major problem within the Circle Interchange. A critical component of the Master Plan is to have access for maintenance vehicles to the entire Circle Interchange.

Based on field review meetings with IDOT, a maintenance access path was determined to aid in the design of the landscape plan. The entrance and exit locations are at:

• Eastbound I-290 into interior SW quadrant• Southbound I-90/94 into interior NW quadrant• Northbound I-90/94 into interior East quadrants

• Eastbound I-290 into SW corner• Southbound I-90/94 north of the Circle for NW Corner• Northbound I-90/94 for NE and SE corners

• Halsted Street for NW and SW Corners at neighborhood level• Des Plaines Avenue for NE and SE Corners at neighborhood level

The proposed landscape concept proposes a maintenance path that will incorporate re-using limestone pavers found under existing bridges and ramps, existing concrete embankments un-der bridges and ramps, and proposed turf grass that will link the maintenance paths together. The remaining area will be incorporated into the landscape plan so the maintenance path will be easily identified by maintenance vehicles.

Understanding maintenance concerns and incorporating areas for construction staging is a high priority of the design team and the concerns were considered to help guide the design of the Master Plan, not to work against it. The maintenance path will help delineate the landscape zones.

Figure 5.12: Maintenance Access Detail


5.3 SUSTAINABILITY AND NEW TECHNOLOGIESAs the City of Chicago has recently enacted a new storm water management ordinance that went into effect in 2008, it is the intent of this Master Plan Study to implement sustainable mea-sures wherever feasible. Sustainability concepts will mainly focus on storm water Best Manage-ment Practices (BMP’s).

In addition to these types of storm water sustainable measures, it is proposed that a low mainte-nance surface treatment be used in areas of maintenance access. For example, the design team would like to re-use the existing limestone pavers, add limestone screenings under bridges and ramps, utilize existing concrete embankments, and add turf grass along the maintenance path.

There will also be an opportunity to recycle the existing steel edging and other found objects from past eras of the Circle Interchange.

Irrigation will only be considered in high visibility areas of the project corridors, such as the Gateway Feature locations.

Low Maintenance Surface Treatments

There will be an opportunity to line the maintenance access path and construction staging areas with reclaimed limestone flagstones pavers that are currently under some of the Circle Inter-change’s bridges and ramps. These pavers are thought to have been installed some time in the 1970’s and it will be an improvement for the project to reclaim them and install them properly in places advantageous for the Circle Master Plan. The pavers have existing steel edging in some areas which will be recycled as part of this project.

Additionally, permeable pavers are recommended to be installed at the bus turnaround and IDOT pump station along Des Plaines Avenue. Permeable pavers are an attractive BMP that al-lows rain water to infiltrate the ground water before it is over engineered to catch basins without ever filtering and cleansing itself through the ground.

Figure 5.13: Existing Limestone Pavers

Figure 5.15: Existing Concrete Embankment

Figure 5.17: Permeable Paver System Diagram

Figure 5.14: Existing Limestone Pavers and Steel Edging

Figure 5.16: Existing Turf Grass

Figure 5.18: Permeable Pavers


The major storm water BMP that is being proposed for the Circle Interchange Landscape Master Plan is to detach the existing downspouts from the overhead bridges that are currently dis-charging directly into the IDOT storm sewer system and filter that run-off through a system of rain barrels, rain cisterns, and landscaped rain gardens. The areas under the bridges will not be landscaped, but could consist of aggregate, rip-rap, or limestone screenings.

Rain Barrels and Rain Cisterns

A rain barrel or cistern can improve the storm water quality by collecting the runoff from the existing bridge drainage systems and filtering it slowly into a rain garden before it enters the existing storm sewer system. They can be located in areas where landscaping cannot grow, such as under existing bridges and ramps within the Circle Interchange. They can be situated in the middle of a rain garden and can collect the rainwater from the existing downspouts.

The capacity of the rain barrel or cistern will be designed and based on the space limitations and the flow from the enclosed bridge drainage system. The intent is that the City of Chicago’s Stormwater Ordinance will be adhered to or as close as practically possible within the con-straints of the project area.

Rain barrels and cisterns can also be designed to be engaging, interesting, aesthetically pleas-ing objects that become icons for the sustainable measures being implemented throughout the project.

Rain Gardens

Rain gardens are proposed under the I-290 Congress Parkway bridges near Des Plaines Ave. and under two ramps on the Northwest corner of the Circle Interchange. This feature would consist of a detention bed that may be a shallow aggregate swale or ditch. A rain barrel would be located in the middle of the rain garden. The maximum depth of the rain garden is one foot.

The flow from the existing bridge drainage system would collect into the rain barrel or cistern and the overflow would enter the rain garden which would naturally cleanse the water before entering the existing storm sewer. This would allow the pollutants to be filtered before the runoff is directed into the storm sewer. It would also increase the time that the flow enters the existing storm sewer which would result in energy savings for the pump station as it would not need to be utilized as much during the peak hours of a rainfall event.

Figure 5.19: Existing Area Under Bridges

Figure 5.21: Proposed Stormwater Diagram

Figure 5.20: Existing Area Under Bridges


Figure 5.22: Sustainability Plan

Figure 5.23: Existing Downspout

Figure 5.25: Rain Garden Diagram

Figure 5.24: Example of Rain Barrel/Cistern

Rain Cistern Location

Permeable Pavement Location


Figure 5.27: Maxwell Street Market Sculpture at Des Plaines Street and Harrison Street

Figure 5.30: UIC Corner at Halsted Street and Harrison Street

Figure 5.28: Existing Bus Turn-Around at Des Plaines Street and Harrison Street

Figure 5.31: Existing I-90/94 R.O.W. at Harrison Street

Figure 5.29: Existing IDOT Pump Station at Des Plaines Street and Van Buren Street

5.4 WAYFINDING AND COMMUNITY CONNECTIVITYWithin the perimeter of the Circle Interchange and along the project corridors, there are a number of surrounding neighborhoods and institutions that could be identified with wayfinding signage or a community identifier. Gateway locations include:

Existing:

• Greek Town – the southwest corner of the Halsted and Harrison intersection with the Greek Peristyle Sculpture (Figure 5.26)

Proposed Community Connections in the Circle:

• University of Illinois – Chicago (UIC) at the northeast corner of Halsted and Harrison (figure 5.30)

• The Loop – the intersection of Des Plaines and Van Buren is the southeast corner of the Loop (Figure 5.29)

• The Maxwell Street Market – from the intersection of Des Plaines and Harrison along Des Plaines to the south (Figure 5.28)

Proposed Community Connections along I-290:

• Malcolm X College• Illinois Medical District• Rush Hospital• The United Center• The West Loop• Little Italy

Proposed Community Connections along I-90/94:

• The South Loop

The design team will add landscape garden areas at these specific gateway locations. But to further the Master Plan recommendations, the design team recommends continuing to explore wayfinding signage and gateway opportunities at these locations.

IDOT has also expressed an interest in identifying opportunities with the adjacent communities at their right-of-way limits along I-90/94. Many of them are adjacent to a parking lot or unused green space of new residential towers that have become recent additions to the Loop, West Loop, and South Loop neighborhoods. It is also an area of town in dire need of open green space for passive activities and dog parks. This is an opportunity for IDOT to work with the community to provide more open green space while cleaning up the edge treatment and reducing the area to be maintained by having the community take ownership of the maintenance activities.

Figure 5.26: Greek Peristyle at Greektown

CIRCLE INTERCHANGE MASTER PLAN STUDY P. 43Figure 5.32: Des Plaines Proposed Streetscape Plan

Figure 5.33: Existing Conditions along Des Plaines Street Figure 5.34: Example of Proposed Viaduct along Des Plaines Street

DES PLAINES STREET STREETSCAPEAn opportunity to dramatically improve the streetscape along Des Plaines Street was identified through the design process for this project. It currently is a dark area that does not give the sense that a pedestrian is calm and safe. It is a streetscape that few people walk through even though there is a Greyhound Bus turn-around area located south of the overhead bridges and the Maxwell Street Market immediately to the south, as well as the Loop and West Loop neigh-borhoods to the north and west.

Any work along this streetscape will require coordination and financial support from CDOT, as well as their commitment to see the project through. There is an opportunity for IDOT to rec-reate their R.O.W. line or edge with a new wall, trellis, or green screen and to give back some green space to the surrounding residential communities that need it. Specific locations include around the IDOT pump station on the southwest corner of the Des Plaines Street and Van Bu-ren Street intersection and at the Greyhound Bus turn-around on the northwest corner of Des Plaines Street and Harrison Street.


I-290 Corridor Landscape Concept

The landscape concept was based on utilizing existing Gateway Green pockets, expanding them and adding new pockets.

The landscape concept for the embankments along I-290 is subdivided into thirds:

• The top 1/3 of the embankment that is located adjacent to the access fence and frontage roads will have existing and proposed shade or evergreen trees.

• The middle 1/3 of the embankment will have a mulched landscape bed and will incorporate existing Gateway Green ‘Pockets’.

• The bottom 1/3 of the embankment will have low maintenance turf grass.

All three areas will have undulating lines that work well together similar to a Gateway Green Pocket. These curvilinear lines tie the I-290 Eisenhower Expressway landscape concept to ex-isting landscape plans initiated along the I-90/94 (Kennedy and Dan Ryan) Expressway. The length and duration of the curvilinear line will change with site specific conditions along the cor-ridor but landscape designers will take into account the speed limit of 55 mph and will design large, massed plantings to give the ability for passengers of vehicles to see them.

There are a considerable number of existing trees along the embankments of I-290 that will be evaluated for health, form, and desirable species. The understory, or scrub brush, underneath the existing trees will also be evaluated for health, form, and desirable species and to see if it is successfully screening undesirable views of wing walls, retaining walls, and rusted chain link fence. Any failing trees or understory will be removed, but a quick overview of the corridor proves that the majority of existing vegetation along the Eisenhower will remain. Any existing gaps or new gaps created with removals will be filled with proposed groves of shade and ever-green trees. The top third of the embankment will need the least amount of maintenance or tree inspection approximately once a year.

A Contextual Analysis of the corridor identified important ‘gateway’ ramps into the surround-ing communities at Western Avenue, Damen Avenue, Ogden Avenue, Ashland Avenue, Racine Avenue, and Morgan Avenue. A Site Analysis of the view corridors that occurs along I-290 (Eisenhower) identified areas where more detailed gateway gardens would be best viewed. The near-side of a bridge and its wing walls is more viewable along this corridor than the far-side of the bridge and therefore will have more detailed plantings. Working with existing Gateway Green ‘Pockets’ and extending them through the middle third of the embankments, especially from bridge to bridge, will link all the landscape areas of the I-290 (Eisenhower) corridor to-gether. The landscape beds will utilize the established IDOT and Gateway Green Plant Palettes to best design for salt and drought tolerance. The middle third of the embankment will need more maintenance than the top 1/3 with weeding, pruning, and plant inspection approximately three times a year in spring, summer, and fall.

The line between the turf and landscape bed will be an easily mow-able, maintainable line with no sharp angles or areas for a mower to not be able to access. The bottom third of the embankment will need the most amount of maintenance as it will need to be mowed six times a year, or once a month through the spring, summer, and fall.

Figure 5.35: Existing Gateway Green Pocket at I-290

DLKCivic Design

© DLK Architecture 2009

Existing Trees Turf

Old Bedline

paulinastreetbridge

CTA Rail Line

Van Buren St.(Frontage Road)

ashlandstreetbridge

View CorridorExisting Pocket One-Way

CTA Ballast

Figure 5.36: Proposed Expansion of Gateway Green Pocket at I-290

DLKCivic Design


idot: circle interchange improvements

Existing TreesProposed BedlineProposed Shade Tree

Turf

Proposed Kneewall with Fence Old Bedline

paulinastreetbridge

CTA Rail Line

Van Buren St.(Frontage Road)

Proposed CTA R.O.W. Planter ashlandstreetbridge

View CorridorExisting Pocket

scale: 1” = 50’-0”

i-290 landscape concept- paulina to ashland

existing gateway green ‘pocket’ incorporationseptember 3, 2009

text box legend

One-Way

CTA Ballast

DLKCivic Design


idot: circle interchange improvementsexisting gateway green ‘pocket’ incorporationseptember 3, 2009

Existing Trees

Proposed Bedline

Existing Pocket

Turf

washingtonstreetbridge

madisonstreetbridge

scale: 1” = 50’-0”

i-90/94 landscape concept- madison to washington

Madison Street Exit Ramp

text box legend

Proposed Trees

Figure 5.38: Proposed Expansion of Gateway Green Pocket at I-90/94

Figure 5.37: Existing Gateway Green Pocket at I-90/94


I-90/94 Landscape Concept

The majority of green spaces throughout the I-90/94 corridor are split in half by exit/entrance ramps onto the freeway. The landscape concept for the long, triangular spaces that remain is to split the embankments in half with a ‘ying/yang’ curvilinear bed line that separates landscape bed and turf grass.

• The top ½ of the embankment between the exit/entrance ramp and the IDOT right of way (ROW) line will have existing and proposed shade/evergreen trees.

• The bottom ½ of the embankment between the exit/entrance ramp and the IDOT ROW line will have low maintenance turf grass and a few mulched landscape beds.

• The top ½ of the embankment between the exit/entrance ramp and the freeway mainline will have a mulched landscape bed and will incorporate existing Gateway Green ‘Pockets’.

• The bottom ½ of the embankment between the exit/entrance ramp and the freeway mainline will have low maintenance turf grass.

Both areas will have undulating lines that work well together. These curvilinear lines tie the I-90/94 landscape concept to the existing landscape plans initiated along the Kenne-dy (I-90/94) to the north and the Dan Ryan (I-90/94) freeways to the south. The length and duration of the curvilinear line will change with site specific conditions along the corri-dor, but landscape designers will take into account the speed limit of 55 mph and will de-sign large, massed plantings to give the ability for passengers of vehicles to see them.

There has been recent development in this part of the city that has added a number of high-rise de-velopments\condominiums in the last ten years adjacent to the project corridor. This has resulted in a dramatic increase in the number of residents living in the area. However the area adjacent to the I-90/94 corridor is characterized by a lack of green space. IDOT has expressed a willingness to work with the ROW line in this area to see if there are opportunities for increasing green space for adjoining properties. In addition to increasing green space adjacent to the IDOT ROW, any existing gaps will be filled with proposed groves of shade and evergreen trees in the top ½ of the embank-ment between the exit/entrance ramp and the IDOT ROW line. Unaesthetic views will be screened.

The top ½ of the embankment between the ramps and the IDOT R.O.W. limits will need the least amount of maintenance, or tree inspection approximately once a year. The top ½ of the embankment between the ramps and the freeway mainline, have been identified important ‘gateway’ ramps. The near-side of a bridge and its wing walls are more viewable along this cor-ridor than the far-side of the bridge and therefore will have more detailed plantings. Working with existing Gateway Green ‘Pockets’ and extending them through the embankments, espe-cially from bridge to bridge, will link all the landscape areas of the I-90/94 corridor together. The landscape beds will use the established IDOT and Gateway Green Plant Palettes to best design for salt and drought tolerance. The top ½ of the embankment will need the second most maintenance with weeding, pruning, and plant inspection or approximately three times a year in spring, summer, and fall. The line between the turf and landscape bed will be an eas-ily mow-able, maintainable line with no sharp angles or areas for a mower to not be able to access. The bottom ½ of the embankment will need the most amount of maintenance as it will need to be mowed six times a year or once a month through the spring, summer, and fall.


Circle Interchange Landscape Plan

The landscape concept for the embankments and interior medians in the Circle Interchange incorporates design techniques from the I-290 and I-90/94 Landscape Concepts. The embank-ments on the corners of the Circle (Halsted to Des Plaines, Van Buren to Harrison) are uninter-rupted extensions of the I-290 and I-90/94 landscape master plans. The interior medians along I-290 to Congress and along I-90/94 connecting the Kennedy and Dan Ryan freeways are also extensions of those corridors landscape master plans. Maintenance access is very important throughout the Circle Interchange and affects the lay-out of the landscape concept. A preliminary path was determined for maintenance vehicles and construction staging areas (see Exhibit 6) that aided in the development of the landscape concept. The proposed treatments within this area are low-maintenance surfaces such as re-claimed limestone pavers, concrete embankments under bridges, limestone screenings and turf grass. The remainder of the green space in the Circle Interchange will be planted to delineate the use of the spaces within the Circle and to maximize the long-term effects of this Landscape Master Plan.

The Circle Interchange has numerous variations of exit/entrance ramps, at many different heights and levels, with ramps, piers, abutments, wing walls, etc. that altogether create odd shapes for the remaining interior green spaces. One of the goals of the landscape concept is to connect these green spaces with unifying elements so the experience of driving through the Interchange is aesthetically pleasing. Gateway Green size ‘Pockets’ with shrubs, ornamental grasses, and perennials will be added throughout the interior green spaces at appropriate loca-tions that are visible to vehicular passengers. Providing a backdrop to the Gateway Green size ‘Pockets’ in many areas will be a tall grass prairie mix that will fill in a lot of the odd, non-descript areas. Some unpleasant views under ramps or bridges will be screened with landscape.

Architectural walls will be utilized to screen the majority of unpleasant views and to hide some of the stormwater management best management practices. Many of these walls can be utilized for art or green space. In appropriate areas, green screens or green walls will be used. In oth-ers, under bridges or ramps for example, opaque walls will be needed. There will also be a need for ornamental metal fence where the Circle Interchange comes into contact with surrounding neighborhoods like Greek Town, UIC, West Loop and the South Loop neighborhood along Des Plaines Street.

There have been a number of residential towers constructed in the Loop, West Loop, and South Loop along the I-90/94 corridor over the last ten years, bringing with them a flood of new resi-dents. There is also a considerable lack of green space in these neighborhoods. A need has risen for dog parks and passive green space for these residents. IDOT has suggested to the de-sign team that there are opportunities to provide additional green space at the northeast corner of the Circle Interchange that contains an IDOT pump station and along Des Plaines Street from Van Buren to Harrison, under the Congress Parkway bridges. The opportunity on Des Plaines Street may be a streetscape improvement and it can be a pilot project for re-establishing IDOT right-of-way and giving some green space back to the City of Chicago. within the IDOT right of way.

Figure 5.39: Proposed Landscape Plan


Circle Interchange Preliminary Plant Palette

It was extremely important for the design team to coordinate preliminary plant palettes with IDOT, CDOT, and Green Streets. It was also important to coordinate with Gateway Green to utilize their experience on what has and hasn’t worked in similar locations along the project corridors.

It is the intent of the landscape designers to have a plant palette that uses low maintenance, salt tolerant plant material. It is important that the landscape beds have four-season interest as Chicago is known for long winters and adverse conditions. Using native plant material, par-ticularly ornamental grasses and perennials to represent the tall grass prairie ecology that the Northern Illinois region is known for is also important to the landscape design.

The plant palette will be used to highlight certain landscape areas that are visible to motorists and to screen areas that are not aesthetically pleasing.

Figure 5.40: Preliminary Plant Palette


Figure 5.42: Existing Concrete Retaining Wall at Cermak Pump Station

Figure 5.41: Existing Bridge

Figure 5.45: Existing Guardrail

Figure 5.43: Existing Jersey Barriers

Figure 5.46: Proposed Decorative Barrier Wall

Figure 5.44: Gore Treatments

5.6 HARDSCAPE CONCEPTS AND EDGE TREATMENTSIn the development of the Master Plan, several hardscape concepts and edge treatments were reviewed. The following were found to be acceptable to the project stakeholders and were fur-ther explored:

• Painting of Existing Bridges• Decorative, Concrete Barrier Wall• Existing Concrete Retaining Wall at Cermak Pump Station• Gore Treatments• Vines on Existing Retaining Walls• Knee Walls• Screen with Trellis• Ornamental Metal Fence• Opaque Walls and Architectural Panels• Lighting

Painting of Existing Bridges

Based on the existing condition of the steel beams and trusses of the overhead bridges, the design team recommends that the visible areas be painted. A similar, yet complimentary color could be chosen for the I-290 corridor versus the Circle Interchange bridges. Many of the bridges over the I-90/94 Corridor are already clad with an architectural treatment.

The existing concrete abutment faces of the existing bridges and ramps should be properly cleaned in association with work done as part of this Master Plan.


Decorative Concrete Barrier Wall

One of the main objectives of the Circle Interchange Landscape Concept is to replace the old, un-aesthetically pleasing guardrail within the Circle Interchange with a decorative concrete bar-rier wall. An opportunity that comes with the decorative concrete barrier wall is to raise the grade behind the new wall to eliminate places for trash to collect. This will make the Circle In-terchange easier to maintain. Areas include:

• southbound I-90/94 to westbound I-290• eastbound I-290 to southbound I-90/94• eastbound I-290 to northbound I-90/94 north of the Congress Parkway bridges

There are many existing erosion control problems that exist within the Circle Interchange that could be rectified with new barrier wall and raising some of the grades.

Another option is to maintain the existing grade behind the decorative concrete barrier wall as landscaping may not be able to grow in these areas. This is specific in areas adjacent to a main-tenance access path such as eastbound I-290 to northbound I-90/94 ramp under the Congress Parkway bridges in which the left side of the ramp is a maintenance access path. Existing Concrete Retaining Wall at Cermak Pump Station

At the Cermak Pump Station that is located between the Polk St. Accident Investigation Site and Harrison St. the removal of existing paint from the retaining wall will need to be performed to improve the appearance of the wall. IDOT’s Bureau of Maintenance has obtained information on treatments of the removal of paint from retaining walls and this work should be coordinated with them.

Gore Treatments

There are two gore treatments within the Circle Interchange where there is an existing mount-able curb with a stabilized median surface. The design team recommends the mountable curb and stabilized median surface be removed and replaced with stamped concrete or asphalt as approved by IDOT. Removal of the mountable curb will improve snow removal operations. Giv-ing all the gore areas similar treatments will help maintenance in the areas.

Figure 5.47: Existing Bridges and Ramps Diagram

Figure 5.48: Proposed Decorative Barrier Wall to Replace Existing Guardrail Diagram


Figure 5.51: Example of Screen with TrellisFigure 5.52: Example of Ornamental Metal Fence

Vines on Existing Retaining Walls

The design team recommends introducing climbing vines on many of the existing surfaces of the ramp retaining walls and wing walls throughout the project corridors. This will help green the roadside embankments and infield area and assist in screening some un-aesthetic concrete walls.

Knee Walls

The design team recommends the inclusion of knee walls along the I-290 frontage roads similar to the newly installed knee walls along the Dan Ryan corridor. This will help clean up the edges along the frontage roads along Van Buren to the north and Congress to the south of I-290.

Screen with Trellis

Screens with a trellis are recommended along the edges of ramps to screen un-aesthetic views such as under bridges, bridge piers and concrete abutments. The design team recommends installing this type of screen in areas where vines can grow up the trellised screen. This type of screen will help organize the views of motorists in the Circle Interchange and aid traffic move-ments by blocking views of the various traffic movements. They will not hinder sight distances in any way.

Ornamental Metal Fences

Ornamental metal fences are recommended along the edges of the IDOT right-of-way to screen un-aesthetic views such as under bridges, bridge piers and concrete abutments. They are rec-ommended for areas where there is pedestrian traffic like along Des Plaines Ave. Additionally, it can be installed under bridges where vines will not be able to grow.

Figure 5.49: Example of Existing Retaining Wall with Vines

Figure 5.50: Example of Knee Wall


Figure 5.53: Example of Opaque Wall Treatment

Figure 5.54: Example of Underpass Lighting

Opaque Walls and Architectural Panels

Opaque walls with architectural panels are recommended along the edges of the IDOT right-of-way to screen un-aesthetic views such as under bridges, bridge piers and concrete abutments. They are recommended for areas where there is pedestrian traffic like along Des Plaines Street. This wall could house information panels about the sustainable practices being initiated in the Circle Interchange Master Plan or artistic murals. These walls should be used in areas that are highly visible and that need to be screened. The architectural panels could be designed to be removed over time.

Lighting

Lighting under the Congress Parkway bridges will enhance the view for motorists and pedes-trians and will fulfill the vision statement of safety described by the project stakeholders. The design team recommends that additional underpass lighting be provided on the left and right sides of the ramps to enhance security and safety. This accent lighting can be low-energy LED that helps light up the architectural facades of the ramps and bridges throughout the project corridors.

Figure 5.55: Example of Opaque Wall with Architectural Panels


EXHIBITS

1. Location Map

2. Bike Map

3. Chicago Transit Authority (CTA) Map

4. Contextual Analysis

5. Maintenance Vehicle Access Map

6. View Analysis

7. Circle Landscape Master Plan

Study Location

IDOT Location Map Draft Master Plan Report Not to Scale

N

Exhibit 1


Exhibit 1: Location Map


Exhibit 2: Bike Map


Exhibit 3: Chicago Transit Authority (CTA) Map

EXHIBIT 3.1

EXHIBIT 3.1


EXHIBIT 3.2

EXHIBIT 3.1

Exhibit 3: Chicago Transit Authority (CTA) Map Continued


Exhibit 4: Contextual Analysis


EXHIBIT 5 Exhibit 5: Maintenance Vehicle Access Map


Exhibit 6: View Analysis Map


Exhibit 7: Circle Landscape Master Plan

interstate 290/90/94 circle interchange i-90/94 corridor i

Documents