Editing Interstate 355 (section)

===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>