Чикаго қаласындағы Кеннеди тас жолының тарихы мен жаңғыртуы

Highway in Chicago, Illinois, US

The Kennedy was originally constructed along the route of Avondale Avenue, an existing diagonal street, and the C&NW Northwest Line corridor, in the late 1950s and completed on November 5, 1960. Originally named the Northwest Expressway for its general direction of travel, the Chicago City Council voted unanimously on November 29, 1963—one week after the assassination of President Kennedy—to rename the highway the John F. Kennedy Expressway. Until 1978, the Kennedy Expressway was marked as I 94 and Illinois Route 194 (IL 194), I 90 and I 190 replaced IL 194 and thus the Eisenhower Expressway was renamed from I 90 to I 290. The express portion of the freeway was last reconstructed from 1992 through 1994, when the existing express lanes, which previously were reversed by hand, were modernized. In addition, all aspects of the express lanes system were computerized, so that the process could be controlled at both ends from a central location. At least once a day, however, IDOT crews still examine the express lanes for debris while the lanes are closed. In 2005, the Washington Street bridge over the expressway was reconstructed, and the entrance ramps to both directions of the Kennedy were partially removed. The same was done in 2006 for the Monroe Street bridge. This left a disconnected portion of each ramp remaining on the expressway, to be removed and the existing "suicide ramps" lengths extended when funding became available. The American Recovery and Reinvestment Act of 2009 provided the necessary funding for the construction between Hubbard Street and the Circle Interchange, commencing in summer 2009. The westbound (facing north) ramps at Adams Street and Madison Street, along with the eastbound (facing south) ramps at Randolph Street and Madison Street, were lengthened by removing what remained of abandoned ramps and lengthening the entrance ramps significantly. The only remaining short, limited sight, left side suicide ramp entrance is from Lake Street to the eastbound expressway (heading south). As part of the project, eastbound (heading south) traffic patterns were adjusted. The two right most lanes were made "exit only" for Chicago Loop, Ida B. Wells Drive, and Eisenhower Expressway exits, the Adams Street and Jackson Boulevard exits were combined, certain center median walls reconstructed, lanes restriped to remove the merging of the leftmost lanes, and appropriate signage changes. For example, the changes increased the taper for the Randolph Street entrance headed eastbound from , an increase of over 3.6 time. In the westbound direction (headed north), the exit ramp to Monroe Street was permanently removed. In 2015, the American Highway Users Alliance named the 12 mile (19 km) of the Kennedy between the Circle Interchange and Edens junction the worst traffic bottleneck in the country.

The Blue Line operates in the median of the Kennedy Expressway for about 10 mile (16 km) from O'Hare International Airport to just south of Addison Street. The first section, an extension from Logan Square to Jefferson Park, opened in 1970. The second section opened between Jefferson Park and River Road (now Rosemont) in February 1983. The third and final section between River Road and O'Hare was opened in September 1984. The second distinct features of the Kennedy Expressway are its reversible express lanes where I 94 merges into I 90. The reversible lanes lie in the median of the highway from the Kennedy Expressway/Edens Expressway junction until just north of the Loop (at Ohio Street), a distance of about 8 mile (13 km). These reversible lanes, situated between the inbound lanes and the Blue Line tracks, allow two lanes of traffic to flow towards or away from the city, depending on the time of the day. The lanes are controlled by computers and verified by humans at a separate control center. Steel mesh barriers and breakaway gates prevent traffic from entering oncoming lanes. On January 25, 2014, a drunk driver broke through the safety gates and drove in the express lanes in the wrong direction, but was stopped by a snow plow; no injuries were reported. This was the first wrong way accident involving the express lanes. A third distinct feature is Hubbard's Cave, also called the Hubbard Street Tunnel, which passes under several streets and the Metra's Union Pacific West, North Central Service, Milwaukee District North, and Milwaukee District West lines (former Chicago & Northwestern and Milwaukee Road commuter lines respectively). It is named for Hubbard Street, one of the streets it passes underneath. Hubbard's Cave is a landmark frequently heard in traffic reports on radio and TV. The final distinct features are the nine exits in 2 mile (3 km) between mile markers 50 and 51, and the southbound exit to I 290 and Ida B. Wells Drive is marked as exits 51H and 51I. While the density of interchanges is quite dangerous, the hazard is partially offset by the fact that exits are 500 feet (152 m) apart on the right hand side, while entrances to the highway were 500 feet (152 m) apart, but on the left side. Known as the "suicide ramps", the entrance ramps on the left had little to no acceleration zone, and traffic on the ramps could not see mainline traffic until the last 500 feet (152 m) of the ramp. The 2009–10 reconstruction between Hubbard Street and the Circle Interchange improved safety by increasing the lengths of most entrance ramps and reduced bottlenecks by better utilizing the existing space. The Kennedy Expressway was the location of a large Magikist lips flashing sign which was a Chicago pop culture icon for many years. Located at the southeast corner where Montrose Avenue abutted the expressway, the sign was torn down in 2004.