Editing Interstate 355 (section)

==History==

===Early history===
From 1963 to 1970, the [[Illinois Department of Transportation]] (IDOT) planned and built a new expressway north from [[Army Trail Road]] through Schaumburg to the Northwest Tollway (now the [[Jane Addams Memorial Tollway]]). After its completion, IDOT rerouted IL&nbsp;53 onto this new expressway from Rohlwing Road.<ref name="rand_mcnally_1967">{{cite map |url = http://www.broermapsonline.org/members/NorthAmerica/UnitedStates/Midwest/Illinois/Chicago/gousha_ra_1967_041.html |title = Chicago Vicinity Map |year = 1967 |author = Rand McNally & Company |location = Chicago |publisher = Rand McNally & Company |access-date = November 28, 2007 |via = Broer Maps Online }}</ref><ref>{{cite map |publisher = [[Microsoft]] |work = [[Microsoft Research Maps]] |url = http://msrmaps.com/image.aspx?T=2&S=15&Z=16&X=64&Y=725&W=1&qs=%7cchicago%7cIL |title = Chicago Area topographic map |author = United States Geological Survey |date = July 1, 1978 |access-date = January 21, 2008 }}</ref>{{#tag:ref|The 2006 National Bridge Inventory database shows the IL&nbsp;19 bridge over I-290 dated to 1971. The I-290 bridge over now I-355, and I-355 bridge over US&nbsp;20 are dated to 1970.<ref name=NBI>{{cite web |author = Staff |work = [[National Bridge Inventory]] |publisher = [[Federal Highway Administration]] |url = http://www.nationalbridges.com/ |title = Database Search |access-date = January 21, 2008 |archive-date = October 31, 2013 |archive-url = https://web.archive.org/web/20131031210639/http://nationalbridges.com/ |url-status = dead }}</ref>|group=lower-alpha}}

The original alignment of I-355 was defined in the Chicago Area Transportation Study (abbreviated CATS) Transportation Plan of April 1962. The plan called for a supplemental system of limited-access expressways to be built in the Chicago metropolitan area by 1980, and defined corridors where the expressways were to be located. Most of these corridors, including the [[Des Plaines River]] expressway, the [[Crosstown Expressway (Chicago)|Crosstown Expressway]] running north–south along the west side of Chicago, and most of a proposed northern extension of IL&nbsp;53 were scrapped because of intense local opposition.<ref name="cats_history">{{cite web |url = http://www.catsmpo.com/pub/reports/history/cats_1954-62.pdf |title = The Chicago Area Transportation Study: Creating the First Plan (1955–1962) |year = 2007 |access-date = December 21, 2007 |last = Plummer |first = Andy |url-status = dead |archive-url = https://web.archive.org/web/20080216003530/http://www.catsmpo.com/pub/reports/history/cats_1954-62.pdf |archive-date = February 16, 2008 }}</ref>

Initially, state and county officials anticipated building a freeway for the expressway south of Army Trail Road, similar to the existing freeway north of Army Trail Road. In 1979, Chicago mayor [[Jane Byrne]] canceled plans for the proposed [[Crosstown Expressway (Chicago)|Crosstown Expressway]]. Following the move, [[United States Congress|Congress]] gave the rights to half of the $200&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|200000000|1979}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) that had been [[earmark (politics)|earmarked]] for the Crosstown Expressway to DuPage County. However, county officials found this amount insufficient for construction of the new freeway. The officials then handed authority for the project over to the tollway authority, and spent the money on other projects in the county.<ref name="tribune_19850306">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF631DCAC71B6FD&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Buzzard highway |date = March 6, 1985 |author = Chicago Tribune Editorial Board |work = Chicago Tribune |access-date = January 11, 2008 |url-access=subscription }}</ref>

In June 1984, Republican minority leader of the Illinois House of Representatives [[James Philip|James "Pate" Philip]] helped push through legislation authorizing the construction of the tollway, then referred to as simply the DuPage Tollway.<ref name="tribune_19850129">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF63074C2D99424&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Sox, DuPage batting stadium idea around |author = Chicago Tribune |work = Chicago Tribune |date = January 29, 1985 |access-date = January 11, 2008 |url-access=subscription }}</ref> Officials at the [[Morton Arboretum]], one of the nation's premier woodland research centers, promptly filed a federal lawsuit to block construction of the tollway. They also promised to prevent the tollway authority from obtaining environmental approval from federal officials.<ref name="schmeltzer_1985">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF63615A371EF31&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Arboretum accepts plan for tollway |last = Schmeltzer |first = John |date = April 29, 1985 |access-date = January 11, 2008 |work = Chicago Tribune |url-access=subscription }}</ref>

In April 1985, the two agencies came to an agreement regarding construction of the new tollway. To protect the arboretum from salt spray and other pollutants caused by cars on the tollway, the tollway authority agreed to build I-355 below grade around the perimeter of the arboretum. The tollway authority would build a water collection system to divert runoff from the arboretum. In addition, they would build earthen berms along the new road, preventing salt spray from damaging arboretum plants. In exchange, the DuPage County Forest Preserve District agreed to a 99-year lease providing {{convert|189|acre|km2}} of its land to the arboretum for the development of an "urban vegetation laboratory". Under the agreement, Morton Arboretum agreed to charge DuPage County residents lower admissions one day of the week, build a bicycle path connecting the arboretum to nearby forest preserves, and begin a joint clean-streams program to improve the water quality of DuPage County's lakes and streams.<ref name="schmeltzer_1985" /> In January 1986, the tollway paid out $2.5&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|2500000|1986}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) to a trust fund as a part of the settlement to help finance the arboretum's new programs.<ref name="schmetlzer_19860129">{{cite news |title = Tollway gives $2.5 million to arboretum |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF66DF9A24634AB&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |last = Schmeltzer |first = John |work = Chicago Tribune |date = January 29, 1986 |access-date = January 11, 2008 |url-access=subscription }}</ref>

The [[U.S. Army Corps of Engineers]] released a preliminary [[environmental impact statement]] on March 13, 1986. At a public hearing a month later, arboretum executives and [[Woodridge, Illinois|Woodridge]] officials strongly criticized the report as "fatally flawed" and a repeat of tollway-provided research, including typographical errors. The opposition also cited outdated and inaccurate data regarding wetlands replacement, salt dispersion, and the lack of compensation to residents for lowered property values.<ref name="schmeltzer_19860410">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF67134D778B245&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Toll road impact report blasted |last = Schmeltzer |first = John |work = Chicago Tribune |date = April 10, 1986 |access-date = January 11, 2008 |url-access=subscription }}</ref> The tollway authority agreed to run the road below-grade at 75th&nbsp;Street instead of as a {{convert|28|ft|m|adj=mid|-high}} elevated highway. In addition, they agreed to spend an extra $1&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|1000000|1986}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) on the redesigned elevation and interchange.<ref name="schmeltzer_19860529">{{cite news |title = Tollway plans digs for answer |date = May 29, 1986 |access-date = January 11, 2008 |work = Chicago Tribune |last = Schmeltzer |first = John |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF67367C64FF28B&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref>

The Corps of Engineers issued a permit for the tollway on October 8, 1986, rejecting last-minute concerns from the [[Sierra Club]] to reroute the toll road around sections of Churchill Woods Prairie, between [[Glen Ellyn, Illinois|Glen Ellyn]] and [[Lombard, Illinois|Lombard]]. The permit allowed the first two earth moving contracts issued by the tollway authority to move forward.<ref name="schmeltzer_19861009">{{cite news |last = Schmeltzer |first = John |title = Bulldozers rev up for a tollway |access-date = January 11, 2008 |date = October 9, 1986 |work = Chicago Tribune |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF679AB9F4933BE&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> The tollway authority put the total cost of {{convert|17.7|mi|km|1}} of new pavement at $450&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|450000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}). Of the total cost, $325&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|325000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) was allocated for construction, $30&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|30000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) to alleviating environmental concerns, including moving and enlarging {{convert|117|acre|km2}} of wetlands, and $30&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|30000000|1987}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) for utility relocation. Work in 1987 consisted primarily of excavation, embankment building and land acquisition.<ref name="mehler_19870819">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF68A970FF1F96A&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Tollway work rides a wave of good luck |date = August 19, 1987 |access-date = January 11, 2008 |last = Mehler |first = Neil H. |work = Chicago Tribune |url-access=subscription }}</ref>

Because of problems with pavement on other roads in the system and anticipation of heavy traffic on the new Interstate, the tollway authority decided to pave I-355 with pavement expected to last 20&nbsp;years. Construction workers laid concrete on the tollway to a thickness of {{convert|12|in|cm|0}} over an {{convert|8|in|cm|adj=on}} sub-base. The new pavement also incorporated [[fly ash]] and less cement, allowing the pavement to achieve maximum strength faster than pure concrete.<ref name="mehler_19880426">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF7DE3D48534006&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Tollway tries to get rock-solid pavement |date = April 26, 1988 |access-date = January 11, 2008 |last = Mehler |first = Neil H. |work = Chicago Tribune |url-access=subscription }}</ref>

One of the last issues settled prior to the opening of the tollway was the highway's number. Originally, tollway officials designated the new road I-355. Early in 1988, however, the tollway administration received a letter from the [[Federal Highway Administration]] (FHWA) indicating that the highway should be designated as Interstate&nbsp;455. FHWA policy at the time dictated that auxiliary Interstate routes that join two other Interstate Highways should start with an even number. IDOT argued the highway more closely resembles a spur from I-55.<ref name="cuhry_19880730">{{cite news |last = Cuhry |first = Daniel |work = The Daily Herald |location = Arlington Heights, IL |url = https://news.google.com/archivesearch?q=%22six+months+ago+Illinois+State+Toll+&btnG=Search+Archives&num=50&lr=&as_ldate=1988&as_hdate=1988 |date = July 30, 1988 |access-date = January 24, 2008 |title = Numbers game keeps tollway nameless }}</ref> Ultimately, the tollway authority kept the I-355 designation.

Governor [[James R. Thompson]] and U.S. Secretary of Transportation [[Samuel K. Skinner]] dedicated the North–South Tollway on December 22, 1989. When it opened, officials estimated travel times from Schaumburg to Oak Brook would be reduced from 55&nbsp;minutes to 34&nbsp;minutes, and from Wheaton to [[Darien, Illinois|Darien]] from 60 to 34&nbsp;minutes. Tollway officials also estimated that 200,000&nbsp;cars per day would use I-355.<ref name="hausner_1989">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CSTB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0EB36E9125B5C3D7&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |last = Hausner |first = Les |work = Chicago Sun Times |date = December 22, 1989 |access-date = January 11, 2008 |title = Opening of I-355 will put some zip in Du Page traffic |url-access=subscription }}</ref> This figure has since been shown to be slightly optimistic, with maximum average daily traffic values approaching 170,200 only at the northern end of the Interstate. The initial length of I-355 was {{convert|20.01|mi|km|2}} from I-55 north to I-290.<ref name=t2>{{cite web|author=Illinois Technology Transfer Center |publisher=Illinois Department of Transportation |url=http://www.dot.state.il.us/gist2/select.html |title=T2 GIS Data |access-date=November 8, 2007 |year=2005 |url-status=dead |archive-url=https://web.archive.org/web/20070810103329/http://dot.state.il.us/gist2/select.html |archive-date=August 10, 2007 }}</ref>

===Opening===
[[File:I-355 at the Illinois Prairie Path.jpg|thumb|I-355 at the [[Illinois Prairie Path]], looking south towards [[Downers Grove, Illinois|Downers Grove]] in the distance]]
I-355 opened at the stroke of midnight on December 24, 1989. As a Christmas gift, the first two days of operation were free.<ref name="hausner_1989" /> Because of lower traffic counts at the north and south ends of the highway and lack of construction money, tollway officials built the road with four lanes from North Avenue ([[Illinois Route 64|IL&nbsp;64]]) to the [[Ronald Reagan Memorial Tollway]] ([[Interstate 88 (Illinois)|I-88]]) on the north end, and around I-55 on the south end. As early as 1991, tollway officials had drawn up plans to widen the highway to three lanes in each direction.<ref name="szymczak">{{cite news |work = Chicago Tribune |date = December 25, 1991 |access-date = January 11, 2008 |last = Szymczak |first = P. Davis |title = State, motorists get money's worth in North–South Tollway |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FFF0A165D70713C&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> Widening from North Avenue to Butterfield Road ([[Illinois Route 56|IL&nbsp;56]]) took place in 1995.<ref name="mills_1995">{{cite news |work = Chicago Tribune |last = Mills |first = Steve |date = December 15, 1995 |access-date = January 11, 2008 |title = I-355 work dominates toll projects |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0EB42727DF036799&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> The old lines marking the former shoulder can still be seen in the right lane as a result of the tollway authority's attempt to grind them away.

After the new road opened, congestion decreased considerably on nearby north–south arteries. The DuPage County Division of Transportation calculated that congestion had decreased on IL&nbsp;53 by 20%, and the volume of cars on nearby north–south roads IL&nbsp;53, [[Illinois Route 59|IL&nbsp;59]] and [[Illinois Route 83|IL&nbsp;83]] had decreased. On IL&nbsp;53 between Ogden Avenue and Roosevelt Road, traffic counts sank from 21,400 to 11,800&nbsp;vehicles per day. In addition, traffic on the exit ramp from the [[Tri-State Tollway]] ([[Interstate 294|I-294]]) to I-55 dropped 10&nbsp;percent in 12&nbsp;months. Drivers also reported decreases in travel time from one end of the county to the other of up to 40&nbsp;minutes.<ref name="kamin_1990">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF82A8314756914&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |work = Chicago Tribune |date = April 20, 1990 |access-date = January 11, 2008 |title = New tollway helps some, hurts some |last = Kamin |first = Blair |url-access=subscription }}</ref><ref name="washburn_1990">{{cite news |title = New tollway is surpassing expectations |date = December 17, 1990 |access-date = January 11, 2008 |last = Washburn |first = Gary |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF8328CCC72A2D1&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |work = Chicago Tribune |url-access=subscription }}</ref> However, the opening of the tollway also greatly increased congestion on I-290 near the northern terminus. A construction project in the summer months of 1990 widened I-290 just north of the tollway, at a cost of $2–2.5&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|20000000|1990}}}}–{{formatprice|{{inflation|US-GDP|25000000|1990}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}).<ref name="kamin_1990" />

In spite of the apparent success of the tollway opening, traffic counts and projected toll revenues were initially lower than projected, with an estimated 65,000&nbsp;motorists per day traveling along the tollway, generating $55,000–65,000 (equivalent to ${{formatnum:{{inflation|US-GDP|55000|1990|r=-3}}}}–{{formatnum:{{inflation|US-GDP|65000|1990|r=-3}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) in daily toll revenues. In addition, a spate of lawsuits were filed regarding the payment of contractors and subcontractors. Numerous [[lien]]s filed by subcontractors against the tollway were settled in June, 1990 at a cost of $10.1&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|10100000|1990}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}).<ref name="tribune_lien_1990">{{cite news |author = Chicago Tribune |work = Chicago Tribune |title = $10&nbsp;million released to pay for tollway |date = June 21, 1990 |access-date = January 11, 2008 |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF82C8EC99D4BC6&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref><ref name="enstad_1990">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF82AD828F23C2E&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Suits pile up on north–south Tollway |date = April 29, 1990 |access-date = January 11, 2008 |last = Enstad |first = Robert |work = Chicago Tribune |url-access=subscription }}</ref> The tollway authority released an additional $1&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|1000000|1992}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) in May 1992 to further settle claims made by the general contractor, entering arbitration soon afterwards to settle another $1.6–27&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|1600000|1992}}}}–{{formatprice|{{inflation|US-GDP|27000000|1992}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) the contractor claimed it was owed.<ref name="tribune_payout_1992">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FFEE0E601EAF11B&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = $1 million payout ok'd for toll work |date = May 29, 1992 |access-date = January 11, 2008 |author = Chicago Tribune |work = Chicago Tribune |url-access=subscription }}</ref> By 2005, average annual daily traffic values had risen to a range of 77,400 to 170,200&nbsp;vehicles per day.<ref name="t2" />

As early as 1989, the tollway authority had discussed implementing automatic toll collection across the entire system to relieve congestion caused by traffic stopping at mainline toll barriers.<ref name="washburn_19890420">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0FF786AF76A5E0C2&svc_dat=InfoWeb:aggregated5&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = State reveals traffic plan to combat area gridlock |date = April 20, 1989 |access-date = January 26, 2008 |work = Chicago Tribune |last = Washburn |first = Gary |url-access=subscription }}</ref> The tollway authority began testing [[I-Pass]], the tollway system's electronic payment method, on the entire stretch of I-355 in 1993 at various tollbooths; by September&nbsp;1994, every plaza on I-355 accepted I-Pass.<ref name=gillis_1993>{{cite news |work = Chicago Sun-Times |date = November 18, 1993 |access-date = January 11, 2008 |last = Gillis |first = Michael |title = On I-355, change is no longer a constant: New device collects tolls automatically |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CSTB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0EB42164F69DDC5B&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> By 1998, the tollway authority had installed dedicated I-Pass lanes (lanes specifically set aside for [[electronic toll collection]]s) at both mainline toll barriers.<ref name=presecky_1997>{{cite news |work = Chicago Tribune |author = Presecky, William |access-date = January 11, 2008 |date = August 13, 1997 |title = Tollbooth to nowhere put to the test: Vacant Lemont tract a proving ground for new I-Pass technology |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0EB4289D13E9D4DF&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> In 1999, I-355 became the first tollway to receive I-Pass Express Lanes (also known as [[open road tolling]], or ORT). With the installation of the express lanes, vehicles with I-Pass could be tolled at highway speeds of {{convert|55|mph|km/h}}.<ref name=mannion_1999>{{cite news |work = Chicago Tribune |access-date = January 11, 2008 |date = February 6, 1999 |title = Toll plaza gets up to speed: I-Pass express lanes debut at Boughton Road site |last = Mannion |first = Annemarie |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=0EB42A283A0A1E7A&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref> In 2005, the tollway authority widened the express lanes from two lanes to three lanes in each direction. This allowed the number of express lanes to match the number of travel lanes on the tollway.<ref name="hilkevich_200511">{{cite news |work = Chicago Tribune |title = Open-road toll lanes wait for Blagojevich |access-date = January 11, 2008 |date = November 21, 2005 |last = Hilkevitch |first = Jon |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=10E06BF6A6370520&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref>

Unlike the other tollways in the tollway system at the time, there were no [[Illinois Tollway Oasis|oases]] on the Veterans Memorial Tollway when it was opened. This is primarily due to the widespread access to food and fuel throughout the western suburbs when construction began in the late 1980s.<ref name=kemp_jan>{{cite web |url = http://www.beepcentral.com/discussions/thread.aspx?bctid=410&bcgid=13 |archive-url = https://web.archive.org/web/20071123141621/http://www.beepcentral.com/discussions/thread.aspx?bctid=410&bcgid=13 |archive-date = 2007-11-23 |last = Kemp |first = Jan |title = Why isn't there an oasis on the North–South tollway? |date = June 28, 2006 |access-date = November 15, 2007 }} Via an interview/response through the ''Daily Herald''.</ref> When the southern extension was opened in Will County in 2007, that segment of road also did not have any oases.

===Southern extension===
[[Image:Des Plaines River Valley Bridge.JPG|thumb|right|[[Des Plaines River Valley Bridge]] during Roll the Tollway opening ceremonies on November 11, 2007]]
In addition to the original alignment of I-355, the Transportation Plan of April 1962 included the concept of a route that ran from [[Bolingbrook, Illinois|Bolingbrook]] south to [[Joliet, Illinois|Joliet]]. After the northern portion of I-355 opened in 1989, the [[Illinois General Assembly]] authorized the tollway authority to begin studying the southern extension of I-355.<ref name=herald_timeline>{{cite news |title = Tollway timeline |date = November 11, 2007 |access-date = January 11, 2008 |author = The Herald News |work = The Herald News |location = Joliet, IL |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:JHNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=11D34AA8AA1B9250&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |url-access=subscription }}</ref><ref name = "rmcn"/>

The discovery of the [[Hine's Emerald Dragonfly]], an endangered species, and related concerns for the environmental health of the Des Plaines River wetlands in 1995, ignited a series of legal challenges that delayed construction of the I-355 extension for several years. The [[Sierra Club]] filed a lawsuit in 1996 to block planning of the southern extension. In January&nbsp;1997, a federal judge sided with the Sierra Club, halting construction of the southern extension while the state appealed. In 1999, the state dropped its appeal and amended the environmental impact study (EIS) to meet the Sierra Club's concerns.<ref name=herald_timeline /> The state released the supplemental EIS in 2000, and in 2002 the FHWA issued a Record of Decision, allowing construction of the tollway to proceed after six years of delays. Land acquisition and utility relocation took place in 2004. Governor [[Rod Blagojevich]]'s $5.6&nbsp;billion Congestion-Relief Program for the Illinois Tollway passed the General Assembly in September 2004, with $729.3&nbsp;million being set aside for the extension (equivalent to ${{formatprice|{{inflation|US-GDP|5600000000|2004}}}} and ${{formatprice|{{inflation|US-GDP|729300000|2004}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}, respectively).<ref name=congestion-relief>{{cite web |url = http://www.illinoistollway.com/pls/portal/url/ITEM/125BFC01743142A898A446A31484DAE1 |title = Congestion-Relief Program Summary |publisher = Illinois State Toll Highway Authority |author = Illinois State Toll Highway Authority |year = 2007 |access-date = November 15, 2007 |archive-url = https://web.archive.org/web/20071025124942/http://www.illinoistollway.com/pls/portal/url/ITEM/125BFC01743142A898A446A31484DAE1 <!--Added by H3llBot--> |archive-date = October 25, 2007 }}</ref> Bidding on an excavation contract passed on November 18, 2004 with construction beginning several days later.<ref name=tribune_may07>{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=1191C375AFE907A8&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |work = Chicago Tribune |title = Bridge to southwest around the corner |last = Ziemba |first = Stanley |access-date = January 11, 2008 |date = May 13, 2007 |url-access=subscription }}</ref>

To document and reduce the impact of construction on the dragonfly's habitat, construction crews agreed to keep carcasses of any dragonfly kills. In addition, the tollway authority funded the construction of separate habitats for the dragonfly near the Waterfall Glen Forest Preserve in [[Lemont, Illinois|Lemont]] and in two other preserves in Cook and Will counties.<ref>{{cite news |url = http://www.nbc5.com/news/11113073/detail.html |publisher = [[WMAQ-TV]] |location = Chicago |date = February 26, 2007 |access-date = March 15, 2007 |title = Endangered Dragonfly Relocated For Interstate }}</ref> In late 2005, construction began on the roadway of the {{convert|12.5|mi|km|adj=mid|-long}} southern extension of I-355 from I-55 in Bolingbrook to I-80 in New Lenox.<ref name="tollway_I355_south_extension">{{cite web|url=http://www.illinoistollway.com/portal/page?_pageid=133,1401899&_dad=portal&_schema=PORTAL |year=2007 |author=Illinois Tollway |access-date=November 17, 2007 |title=I-355 South Extension |archive-url=https://archive.today/20071107050330/http://www.illinoistollway.com/portal/page?_pageid=133,1401899&_dad=portal&_schema=PORTAL |archive-date=November 7, 2007 |url-status=dead }}</ref>

Another controversy erupted in February 2006, when the tollway authority threatened to build the tollway with no interchanges unless the suburbs through which the new extension ran contributed $20&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|20000000|2006}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) for construction of the interchanges. This marked the first time that the tollway authority had required local municipalities to contribute funds for interchange construction.<ref name=ziemba_200602>{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:CTRB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=10F9784D3100AD80&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = A tollway that has no exits? |work = Chicago Tribune |last = Ziemba |first = Stanley |date = February 5, 2006 |access-date = January 11, 2008 |url-access=subscription }}</ref> The towns of Homer Glen, Lemont, New Lenox, Lockport and Will County agreed in a June 2006 intergovernmental agreement to provide $20&nbsp;million in both cash and [[in-kind]] contributions for the interchanges.<ref name=cain_2006>{{cite news |work = Chicago Sun Times |title = County to vote on I-355 local contribution plan |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:NPSB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=115FF103C90E2D20&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |date = June 2, 2006 |access-date = January 11, 2008 |last = Cain |first = Cindy Wojdyla |url-access=subscription }}</ref>

The southern extension is expected to become an economic catalyst for municipalities located along the tollway. The Village of New Lenox estimates that it will receive an additional $12&nbsp;million in sales taxes after its two malls are built out. In Lockport, officials have announced that new [[Home Depot]] and [[SuperTarget]] stores are planned for the areas near 159th&nbsp;Street and I-355. Commercial developers are also building large warehouse facilities in areas near the Lockport interchanges.<ref name=graf200711>{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:JHNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=11D34AA8A903C568&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = I-355 extension will change travel |date = November 11, 2007 |access-date = November 12, 2007 |work = The Herald News |location = Joliet, IL |last1 = Graf |first1 = Tony |last2 = Ferrell |first2 = Patrick |url-access=subscription }}</ref>

One of "the most impressive engineering feats on the state's {{convert|274|mi|km|0|disp=sqbr}} of toll roads"<ref name="tribune_may07" /> is the [[Des Plaines River Valley Bridge]], a bridge over the Des Plaines River, the [[Chicago Sanitary and Ship Canal]], the [[Illinois and Michigan Canal]], Bluff Road, New Avenue, numerous railroads, and a major Commonwealth Edison utility corridor. The bridge is {{convert|1.3|mi|km|1}} long, and constituted $125&nbsp;million of the cost of the extension. Work on the bridge included the construction of 34&nbsp;piers and elevation of existing high-voltage electricity lines to accommodate the highway.<ref name="tollway_I355_south_extension"/> To limit the number of piers in the valley, the tollway authority built the bridge with both {{convert|170|ft|m|0|adj=on}} pre-stressed bulb tee girders and {{convert|270|ft|m|0|adj=on}} post-tensioned segmental concrete girders. This was $12&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|12000000|2007}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) cheaper than the concrete box girder design option, and $50&nbsp;million (equivalent to ${{formatprice|{{inflation|US-GDP|50000000|2007}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) less than the steel plate girder design option. A [[design-build]] clause in the original contract for the bridge, in addition to success in the design-build contracts on the 2004–07 [[Tri-State Tollway]] widening and reconstruction, allowed project managers to redesign and build the new bridge.<ref name="concrete_products">{{cite web |url = http://concreteproducts.com/mag/concrete_prairie_passage/ |title = Prairie Passage |publisher = Concrete Products |last = Marsh |first = Don |date = October 1, 2007 |access-date = November 15, 2007 |archive-url = https://web.archive.org/web/20071030093841/http://concreteproducts.com/mag/concrete_prairie_passage/ <!--Added by H3llBot--> |archive-date = October 30, 2007 }}</ref>

The tollway authority held a ribbon cutting and dedication ceremony on [[Veterans Day (United States)|Veterans Day]] (November 11), 2007, officially renaming the entire length of I-355 the Veterans Memorial Tollway.<ref name=homer-glen-PR>{{cite press release |author = Staff |url = http://www.homerglenil.org/CurrentEvents/I355TollwayOpening/I355HGCelebrationArticle.pdf |title = Homer Glen Announces Its Portion of the I-355 Grand Opening Celebrations |access-date = April 2, 2012 |publisher = City of Homer Glen |url-status = dead |archive-url = https://www.webcitation.org/68nqNzMUk?url=http://www.homerglenil.org/CurrentEvents/I355TollwayOpening/I355HGCelebrationArticle.pdf |archive-date = June 30, 2012 }}</ref> Ceremonies were held on the tollway near the 127th&nbsp;Street interchange in Lemont, at 147th&nbsp;Street in Homer Glen, and at [[U.S. Route 6 in Illinois|US&nbsp;6]] in New Lenox. In addition to the dedication, the tollway authority sponsored a Charity Walk/Run/Roll and "Roll the Tollway", a charity pre-opening bicycle ride on the highway's south extension.<ref name=i-355_news>{{cite press release |author = Staff |url = http://www.illinoistollway.com/portal/page?_pageid=133,1401626&_dad=portal&_schema=PORTAL |title = I-355 South Extension Open for Business |year = 2007 |access-date = August 29, 2007 |publisher = Illinois State Toll Highway Authority |url-status = dead |archive-url = https://web.archive.org/web/20070824163918/http://www.illinoistollway.com/portal/page?_dad=portal&_schema=PORTAL&_pageid=133,1401626 |archive-date = August 24, 2007 }}</ref> After noting the success of the festival, a tollway spokesman announced plans to repeat the event annually, including the closure of the entire southern extension.<ref name=nbc5_200711>{{cite news |url = http://www.nbc5.com/news/14566047/detail.html |publisher = WMAQ-TV |location = Chicago |author = WMAQ-TV |date = November 12, 2007 |access-date = November 12, 2007 |title = Will County Commuters Hit Open Road On I-355 }}</ref> He later clarified the tollway's position, indicating that while the extension would probably not be closed in its entirety in the future, a possible {{convert|5|mi|km|spell=in|adj=on}} ride across the Des Plaines River Valley Bridge may be held.<ref name="tridgell_20071114">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:JHNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=11D447FC82C0AE70&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Unique I-355 bike ride will not happen again |work = The Herald News |location = Joliet, IL |date = November 14, 2007 |access-date = January 11, 2008 |last = Tridgell |first = Guy |url-access=subscription }}</ref> At around 10:00&nbsp;p.m. on November 11, a group of [[Illinois State Police]] vehicles and tollway maintenance vehicles escorted the first motorists southbound along the I-355 extension, stopping at each interchange to remove barricades. By the time the maintenance crews began to remove barricades along the northbound lanes of the extension, a group of 50 to 60&nbsp;vehicles had gathered behind the crews.<ref name="obrien_20071113">{{cite news |url = http://docs.newsbank.com/openurl?ctx_ver=z39.88-2004&rft_id=info:sid/iw.newsbank.com:NewsBank:JHNB&rft_val_format=info:ofi/fmt:kev:mtx:ctx&rft_dat=11D3F5AFDDB40100&svc_dat=InfoWeb:aggregated4&req_dat=AA98CDC331574F0ABEAFF732B33DC0B2 |title = Veterans Memorial Tollway: I-355 extension traffic flowing smoothly |date = November 13, 2007 |access-date = January 11, 2008 |last = O'Brien |first = Ken |work = The Herald News |location = Joliet, IL |url-access=subscription }}</ref>

===Veterans Memorial Trail===
As part of constructing the southern extension, the tollway authority donated a {{convert|15|to(-)|20|ft|m|0|adj=mid|-wide}} corridor to local municipalities for the construction of a [[multi-use trail]], named the Veterans Memorial Trail, that will run along most of the length of the tollway from I-80 to I-55.<ref name="lafferty">{{cite news |title = I-355 Communities Hope to Connect Via Trails |first = Susan DeMar |last = Lafferty |date = June 22, 2009 |work = [[SouthtownStar]] |publisher = [[Sun-Times News Group]] |page = A3 }}</ref> Completion of the trail is expected to cost $10&nbsp;million, with funding to be provided by local communities along the path. A new construction fund for the trail was created from registration fees collected for "Roll the Tollway".<ref name=komperda_200711>{{cite news |url = http://www.dailyherald.com/story/?id=75430&src=2 |date = November 11, 2007 |access-date = November 12, 2007 |work = Daily Herald |last = Komperda |first = Jack |title = Can a Sunday bike ride get new trail started? }}</ref> The [[Active Transportation Alliance]] announced on January 29, 2008 that about $108,000 (equivalent to ${{formatnum:{{inflation|US-GDP|108000|2008|r=-3}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) was raised through "Roll the Tollway". Of this amount, $70,000 (equivalent to ${{formatnum:{{inflation|US-GDP|70000|2008|r=-3}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) was set aside for preliminary engineering studies on the {{convert|10.5|mi|km|adj=on}} bicycle trail. The remaining amount was directed towards advocacy efforts for the Chicago Bicycle Federation and other local bicycle clubs.<ref name="cbf_20080129">{{cite press release |url = http://www.biketraffic.org/content.php?id=1418_0_16_0_C |title = Roll the Tollway raises more than $100,000 for trail, bicycle advocacy |last = O'Hara |first = Margo |date = January 29, 2008 |access-date = January 30, 2008 |publisher = Chicago Bicycle Federation }}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

The initial engineering phase of the bike trail has been completed in the form of the I-355 Area Trails Master Plan, a framework created by Housel Lavigne Associates designed to distribute the work of creating and funding the trail among local communities. The [[Forest Preserve District of Will County]] has begun work on the Veterans Memorial Trail from International Parkway, [[Woodridge, Illinois|Woodridge]], to 135th&nbsp;Street, [[Romeoville]], and will then extend the trail to US&nbsp;6 in the Village of [[New Lenox, Illinois|New Lenox]]. This addition will link the trail to a number of businesses in New Lenox, including a shopping mall currently being constructed, Silver Cross Hospital, and medical offices.<ref name="lafferty"/> The Omnibus Appropriations Act included $470,000 (equivalent to ${{formatnum:{{inflation|US-GDP|470000|2010|r=-3}}}} in {{inflation-year|US-GDP}}{{inflation-fn|US-GDP}}) in federal funding for construction of the first phase of the trail.<ref>{{cite press release |author = Staff |date = May 4, 2010 |url = http://durbin.senate.gov/showRelease.cfm?releaseId=324668 |title = Durbin Announces Funding for Illinois Bike Trails |publisher = Office of Senator Durbin |access-date = October 2, 2010 |archive-url = https://web.archive.org/web/20101015034212/http://durbin.senate.gov/showRelease.cfm?releaseId=324668 |archive-date = October 15, 2010 }}</ref>