Tag Archives: Chicago region

Decrease in young people in Illinois; how might suburbs be different with less children?

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The Chicago Tribune leads today with a story of demographic change in Illinois: along with some other states, Illinois has experienced a drop in its young population.

Demographers have long known that the baby boom of the 1950s was giving way to a baby bust nationwide. Now Illinois and the Chicago area are providing a vivid example of the trend: According to data from the U.S. Census Bureau, from 2000 to 2010, Illinois had a 6.2 percent drop in children under 10, among the biggest declines in the country.

The impact is being felt in declining school enrollments and refashioned youth programs, officials say. In coming years, it will be felt in a workforce with fewer workers to replace retirees and help replenish pension coffers.

Changes in the youth population are especially pronounced in Chicago, which lost one-fifth of its young residents, particularly along parts of the lakefront, in Hispanic neighborhoods and in places where public housing high-rises once stood. But the trend is also under way in suburbs in Cook and DuPage counties…

Even suburbs such as Naperville and Winnetka — traditionally magnets for families — saw relatively sharp declines in their populations of children.

The impact of this could last for quite a while. I’m most interested in the bits about suburban communities. Since the post-World War II suburban boom, suburbs have been generally regarded as the best setting for children. With more space and good schools, kids could be safe and experience the middle-class life. This image coincided with a baby boom where lots of young families, including those of military veterans who had returned from the war, moved to the suburbs. So how would suburbs be different without as many children?

To start, as the article suggests, this would have a big influence on school districts. Communities that once had to build multiple schools to keep up with new developments might now have to contract schools. What will happen to the old buildings? Might this lead to smaller school district budgets which could then lead to less money from property tax bills going to school districts? I imagine a number of suburban residents would be happy at the thought that schools would cost less. Even as communities like Naperville were expanding, some existing residents were pushing for fewer houses so that their tax bills wouldn’t increase.

Going beyond schools, this could lead to changes for other taxing bodies such as park districts and libraries. But, even more broadly, this could change the character of many suburbs. Without as many children, the main focus of suburbs might change from familialism to something else. One big trend in American life today is the rise of single-person households, which could also become the plurality in the suburbs. There have also been rumblings about older suburbanites whose kids are growing up or have already left the house wanting to move to denser areas. Neighborhoods and communities that once revolved around children and their activities would have to shift their focus elsewhere. Imagine a Chicago suburb that becomes known as a haven for the 50+ crowd. Or a suburb where young professionals have a hopping cultural and entertainment scene.

Highlights from the “Illinois’s 33%” poverty report

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A new report from the Social Impact Research Center, “Illinois’s 33%,”  looks at poverty in Illinois. Here are a few highlights:

1. Something I did not realize: the preamble to the Illinois Constitution mentions “eliminat[ing] poverty” (p.1).

“We, the People of the State of Illinois…in order to provide for the health, safety and welfare of the people; maintain a representative and orderly government; eliminate poverty and inequality; assure legal, social and economic justice; provide opportunity for the fullest development of the individual; ensure domestic tranquility; provide for the common defense; and secure the blessings of freedom and liberty to ourselves and our posterity—do ordain and establish this Constitution for the State of Illinois.”

2. The report is not just about poverty; it is also about people in near-poverty. The income thresholds for this are here (p.5):

This methodology of measuring people with low incomes or near poverty seems to be growing. The Census reports the median household income in Illinois is $56,576.

3. There is definitely some geographic disparity in these figures. Here are the numbers for the Chicago region which clearly shows wealthier and less wealthy counties and Chicago neighborhoods (p.7):

I did not see any calls for metropolitan approaches to poverty. In the Chicago region, it would be difficult to deal with a particular problem, say affordable housing, in just Chicago or a few of its neighborhoods without cooperation and input from others in the region.

4. The report has more figures and possible solutions in five areas that could help people move out of poverty: employment, education, housing, health & nutrition, and assets (p.3-4, 15-17).

The danger of railroad crossing accidents in the Chicago region

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The Chicago region is a railroad hub. While this may be good for business, it is not great for accidents between trains, vehicles, and pedestrians. Here are figures on the number of accidents from recent years and what might be done to reduce them:

From 2006 through 2011 in the Chicago region, there were 641 collisions with trains involving vehicles or pedestrians, a Daily Herald analysis found. A total of 253 people in the six-county area died coming into contact with trains in that time period and an additional 267 were injured, according to Illinois Commerce Commission data…

A total of 9.5 million people live in Chicago and the suburbs, where nearly 500 freight and 700 Metra trains chug through daily. But the design of some crossings and stations makes that coexistence treacherous, expert Ian Savage explained.

Mid-platform pedestrian crossings at train stations, angled streets intersecting with tracks so drivers “can easily come around the gates,” and platforms transitioning into streets are everyday hazards, he said.

“Some of the designs of the stations are strange and bizarre,” said Savage, a Northwestern University economics and transportation professor. For example, “when you have the street merge with the platform, it signals to people that ‘you can just stroll around aimlessly.'”

As the article notes, there are a number of solutions to this problem. The most effective would be to limit the number of at-grade crossings, of which the Chicago region has many. Of course, this is an expensive option:

The ultimate protection comes in the form of grade separations — overpasses or underpasses that keep the public and railways apart. Chicago and some older communities such as Naperville boast such structures that were built decades ago.

But constructing a grade separation is an exorbitant proposition. One structure dedicated in Downers Grove this fall on the BNSF Railway cost about $60 million. Another planned for West Chicago at Roosevelt Road and the Union Pacific Railway will cost $26 million.

The solution to this is likely a long-term one since new devices cost both money and time. Communities that took care of some of this far in the past are quite fortunate. The article mentions underpasses in Naperville. The suburb has two underpasses, one at Washington Street and one at Mill Road. Both are nearly a century old and were probably easier to construct even then because both of the crossings are away from the downtown and denser areas, an issue for many suburban communities. For example, Wheaton has had multiple discussions in the past about an overpass or underpass in the downtown but such a structure would overwhelm the quaint core.

I wonder if one possible solution to this issue would be to run fewer trains through the denser areas of the Chicago region and route more along the outer edges. This has been an issue in recent years as regional planners and others have looked for ways to move freight through or around the region more quickly. What if this was also promoted as a safety issue?

Elgin-O’Hare highway project to take 12 years to complete

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I saw the news that the Elgin-O’Hare highway extension just received the final approval from the federal government. But, one piece of information in the story stunned me:

The action, which was expected, allows the Illinois Tollway to proceed with the $3.6 billion project, which will take an estimated 12 years to complete.

Twelve years? Chicagoans are used to a lot of construction but this seems like a really long time. Here is a brief schedule according to the Elgin O’Hare West Bypass FAQ page:

Construction of the Elgin O’Hare West Bypass project could be initiated by the Illinois Tollway as soon as 2013, and would extend through 2025. While the staging plan will be refined as the Tollway advances project design, the general sequencing described in the Tollway’s Move Illinois Program includes: widening of the existing Elgin-O’Hare expressway and upgrading the I-90/Elmhurst interchange to full access, followed by the extension of the Elgin O’Hare Expressway. When the Elgin O’Hare construction is complete construction would begin on the south leg of the west bypass, with the final piece being the north leg of the west bypass. The phasing of the improvements is intended to provide the most benefit to the public as early as possible while complementing other Tollway improvements on adjacent facilities such as I-90 and I-294.

In fact, this might be the best argument I have heard for constructing highways earlier rather than latter. In addition to costs which continue to grow over time, it can often be quicker to build when there is less development.

The issues involved in solving the railroad traffic bottleneck in Chicago

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The Chicago region is an important city for America’s railroad traffic but it is also a bottleneck:

Six of the nation’s seven biggest railroads pass through the city, a testament to Chicago’s economic might when the rail lines were laid from the 1800s on. Today, a quarter of all rail traffic in the nation touches Chicago. Nearly half of what is known as intermodal rail traffic, the big steel boxes that can be carried aboard ships, trains or trucks, roll by or through this city…

Now, federal, state, local and industry officials are completing the early stages of a $3.2 billion project to untangle Chicago’s rail system — not just for its residents, who suffer commuter train delays and long waits in their cars at grade crossings, but for the rest of the nation as well.

The program, called Create (an acronym for Chicago Region Environmental and Transportation Efficiency Program), is intended to replace 25 rail intersections with overpasses and underpasses that will smooth the flow of traffic for the 1,300 freight and passenger trains that muscle through the city each day, and to separate tracks now shared by freight and passenger trains at critical spots. Fifty miles of new track will link yards and create a second east-west route across the city, building redundancy into the overburdened system.

Fourteen of the 70 projects have been completed so far, and 12 more are under way, including the $140 million “Englewood flyover,” or overpass.

This is a massive infrastructure issue involving a whole region. Some of the issues involved (several of which are pointed out by the article):

1. Paying for all of this. How much should the railroad industry itself chip in for this? We’ve also seen some of these issues with passenger lines. For example, the STAR Line would provide a circumferential commuter line between Joliet and O’Hare Airport but it has been on the drawing board for years without funding. And there hasn’t exactly been immediate funding for high speed rail in the Midwest region.

2. Geography: railroad traffic bunches in the area southwest of Lake Michigan. There is one way around this that railroad companies have been using now for some years: push facilities further out from the city to take advantage of more space. For example, Union Pacific built an intermodal facility in Rochelle, Illinois roughly 80 miles west of Chicago’s Loop. Additionally, there are large shipping facilities southwest of the city near the intersection of I-80 and I-55 (see CenterPoint Intermodal Center, “the largest master-planned inland port in North America,” see Union Pacific’s facility here) which could lead to the construction of a new interstate.

3. Lots of at-grade crossings in the Chicago region. These cause traffic issues for trains and cars. Plus, numerous commentators have pointed out the safety issues. Even when these crossings are fixed, they take a lot of time, can involve acquiring and utilizing pieces of land,  and limit car and pedestrian options in the meantime.

4. Tracks that are also used by commuter trains.

5. Suburban communities generally don’t want more railroad traffic. This was illustrated by the fight several years ago over whether Canadian National should be able to purchase and then run more freight trains along the Elgin, Joliet, and Eastern tracks. The suburbs which would see a reduction in traffic because more trains would be routed around the city were in favor while those along the railroad line were not. Thus, local governments often get involved in negotiations with the railroads and they have their own interests.

6. A public which is generally unaware of the importance of railroad lines to the American economy. Yes, railroad traffic may sometimes be inconvenient and noisy but a tremendous amount of traffic is involved.

This could be a great opportunity for regional cooperation.

New public relations campaign to convince Chicago area residents that congestion pricing is the way to go

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The Chicago Metropolitan Agency for Planning launched a campaign today intended to raise support for congestion pricing on Chicago area highways:

Would driving a steady 55 mph the entire way be worth the price, say, of a latte, particularly on days when you are crunched for time?

Officials at the Chicago Metropolitan Agency for Planning think drivers will see value in a congestion-pricing plan that the agency is recommending be implemented on new highway lanes planned on six major existing and future roadways across the six-county area. Under congestion pricing, drivers who opt to use free-flowing express lanes pay a fee, or an extra toll on the Illinois Tollway, during peak traffic periods. The price goes down when fewer vehicles are on the roads…

In the proposal, the amount would be 5 cents to 31 cents per mile during rush hours, depending on the specific roadway. That comes out to $2.76 in the Stevenson scenario and $3.41 on the Eisenhower…

CMAP officials said their goal is to get congestion pricing up and running within three or four years, starting on the Addams. A widening project is slated to begin on the I-90 corridor next year, and the tollway has previously identified it for a possible congestion-pricing experiment.

I will be interested to see how people respond and what this public relations campaign looks like. It seems that certain highway solutions in the Chicago area, such as adding more lanes and increasing traffic capacity, are reaching an end or have run their course. Just how many lanes can you add anyway – and it really doesn’t help as this tends to attract drivers. There have been some plans in place to extend mass transit, such as through the delayed STAR Line, but money is lacking. High occupancy vehicle lanes have been discussed but haven’t really gone anywhere. Thus, congestion pricing might kill two birds with one stone: reduce highway traffic (or at least stabilize it) while raising some money that can be reapplied to highways. Of course, this will strike some as unfair, particularly coming after a toll hike (that hasn’t limited tollway traffic much), but no one is being forced to use the express lanes…

Illinois’ Kendall County the fastest growing US county between 2000 and 2010

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While digging through some 2010 US Census reports, I came across this table of the most populous and fastest growing counties between 2000 and 2010 (page 9 of this PDF):

Two thoughts came to mind at seeing this list of the fastest growing counties:

1. Kendall and Loudoun are the only two counties in the top ten not in the Sunbelt. While this isn’t a complete list of counties, it does suggest that the most rapid growth continues to take place in the Sunbelt. Similarly, look at the list of the most populous counties: the three non-Sunbelt counties barely grew or even lost population while some of the Sunbelt counties gained quite a few people.

2. Kendall County is at the far southwest edge of the Chicago region and thus, we should not be surprised that it is growing. Just to the east is Plainfield, a rapidly growing suburb. Just to the north is Aurora, now the second largest city in Illinois at nearly 200,000 residents. Additionally, there are three nearby interstates, I-88, I-55, and I-80 that can help residents get to other places.

Oddity of Illinois Home Rule allows municipalities to get into a lot of debt

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The Chicago Tribune has an interesting piece of how the Illinois oddity of granting Home Rule powers to municipalities starting in 1970 can lead to overborrowing:

The state used to cap how much towns could borrow on the backs of taxpayers. Even for loans under the cap, the state forced cities and villages to put many “general obligation” borrowing deals before voters. The intent was to protect taxpayers from massive debt.

But local officials complained they needed easier ways to borrow. Chicago’s first Mayor Richard Daley led the charge for municipalities to set their own rules. The result was the 1970 Illinois Constitution and a concept that transformed how the city and suburbs are governed: home rule.

It has let towns borrow as much as they want, and raise many taxes, all without direct voter input. Any town with at least 25,000 residents gets the power. Smaller towns can vote it in via a referendum measure…

The vast majority of states — including all of the largest ones — do not offer municipalities such blank checks.

Ken Small of the Florida League of Cities said he would worry if his state had Illinois’ loose rules.

Read on for details on how several Chicago suburbs have accumulated massive amounts of debt.

I don’t think I’ve ever seen any municipal leaders denounce or reject Home Rule powers. Indeed, they tend to accentuate the positive sides of the powers as they allow municipalities more local control and the ability to finance projects on their own rather than having to rely on outside funding. And this would seem to fit with what many suburban residents tend to want as well: more local control, meaning that “big government” doesn’t control everything.

But, as this article suggests, local government officials aren’t necessarily any better at handling financing and borrowing. I was struck by reading this piece and an earlier one featuring the plight of Bridgeview, Illinois that a number of these borrowing situations arose when smaller communities wanted to jumpstart economic development. Struggling to do things on their own, they borrowed lots of money for retail, residential, and entertainment projects intended to bring in more tax dollars through property and sales taxes. A number of these projects didn’t pan out, possibly because of unrealistic hopes and also because the economic crisis made it difficult even for established and more financially stable communities to pursue larger developments. The lesson here? Perhaps slow and steady really is better here as big change for small communities is difficult to attain.

Another issue: the article suggests Chicago led the way to get the 1970 legislative act passed. Were some communities opposed to this or did they get behind Chicago as this could also benefit them?

ProCure proton therapy: you are not “close to downtown Chicago”

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I’ve heard plenty of radio commercials for the ProCure proton therapy facility in Warrenville, Illinois and one thing gets me every time: the ad claims the center is “close to downtown Chicago.” A few thoughts about this:

1. The actual distance from Chicago to the facility is 30 miles. While the drive is relatively simple (Eisenhower to I-88 and then about 0.6 miles off the Winfield Road exit), this is not “close.” It probably wouldn’t even qualify as nearby. In no traffic, this drive would take at least 35-40 minutes and during the day would be longer. In my world, 10 miles or less would be close to downtown Chicago.

2. I’m not sure why the facility was built in Warrenville: the land is conveniently located near an interstate, close to Central DuPage Hospital (CDH), I assume the land was cheaper than in or near Chicago, and was able to be put up in “record time.” And there was competition: Northern Illinois University wanted to build a proton therapy facility in West Chicago and CDH filed a lawsuit against NIU that was withdrawn when a regulatory board gave the go ahead to the Warrenville facility.

3. One reason they might make this claim is because not too many people have heard of Warrenville. Going to Warrenville, a small community, doesn’t sound as good as going to somewhere “close to Chicago.”

4. Another reason they may have made this claim is that they want to win market share in the Chicago region. The ProCure facility has teamed with CDH which provides care to western DuPage County and has designs on a larger healthcare footprint (with a recent merger with Delnor Hospital) but may not be familiar to all of Chicagoland. Perhaps the claim of being close to Chicago is more about winning the PR battle against Chicago hospitals such as University of Chicago, Northwestern, Rush, and Loyola.

Working with old Nike missile sites in the Chicago suburbs

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If one looks closely, there are still a few remnants of the Cold War in the Chicago suburbs: old Nike missile sites. One such site is being cleaned up in Vernon Hills:

The weapons and the equipment needed to fire them were removed decades ago, but the hatches and the concrete pad — and the bunkerlike magazine buried deep beneath them — remain…The Chicago area was home to more than a dozen Nike bases. They could be found in the city and in Addison, Arlington Heights, Naperville, Palatine and other communities, as well as at Fort Sheridan near Highland Park.

The Vernon Hills base included six underground missile magazines, a barracks, a headquarters building and other facilities, all surrounded by what was then cornfields.

Along with the other Chicago-area bases, the site represented a last-ditch effort to destroy any enemy bombers targeting the Windy City. Coastal defenses and air-to-air combat efforts would already have failed to stop invading planes.

Here is a list of the 265 Nike bases across the United States and the website for the Nike Historical Society.

The site in Naperville has since been remade into Nike Park. I suspect some younger residents might think this is named after the shoe company instead of anti-aircraft missiles. At the time of its use, this plot of land was outside of town though it is now clearly part of the I-88 corridor.

I wonder how much interest many communities would have in cleaning up and displaying these sites. Indeed, the Daily Herald article says the “the nation’s only restored Nike base, complete with a museum and public tours” is located in the Golden Gate National Recreation Area in San Francisco. In addition to the money this would require, these sites are decades old and they aren’t exactly conducive to the idyllic image many suburbs and communities would like to display. It is one thing to let someone else take care of the history in a museum somewhere and another to remind residents that there was once a military base in their sleepy community.