Tag Archives: Chicago region

Building intermodal facilities to relieve traffic congestion

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After examining a new report that Chicago has some of the worst traffic bottlenecks in the country, the suggestion is made not to add lanes to the highways but rather to build more intermodal facilities:

“This is a roadway that has 1950s technology that we are using for 2011 traffic,” said Don Schaefer, executive vice president of the Mid-West Truckers Association. “Aside from a few locations on the Illinois Tollway, there are very few roadways in the Chicago area that are engineered to handle 2011 traffic volumes.”

Adding highway lanes is unlikely to produce the capacity necessary to ease congestion, experts said. A partial solution involves building more intermodal facilities where truck trailers are loaded onto flatbed train cars and transported long distance by rail, then transferred to trucks for the last segment of trips.

One such facility is the sprawling CenterPoint Intermodal Center near Joliet, on the site of the former Joliet Arsenal. But even there, truck traffic is a problem on Arsenal Road leading to Interstate Highway 55.

“The state is building a new interchange to relieve traffic, but today truck traffic trying to get off I-55 southbound is backed up on to the highway,” Schaefer said.

While adding lanes may seem like “common sense,” studies consistently show that this simply encourages more traffic. Think about places have kept adding lanes like downtown Atlanta (I-75 corridor in particular) or the Los Angeles region. Traffic is still an issue during peak times and those roads are already at six or more lanes in each direction.

Intermodal facilities are an intriguing solution. A few thoughts about these:

1. Do most Americans even know what they are? If not, they should as many of their consumer items are routed through these facilities.

2. Part of the reason this article caught my attention is that just last week I drove right by the Centerpoint Intermodal Center which is just east of I-55 and just south of the Des Plaines River. The area was an interesting one: the large facility itself is surrounded by a number of warehouses and distribution centers, including Wal-Mart. When driving a car through such places, I tend to feel out of place as everything is a little bigger: the buildings, the space, the trucks. And yes, the ramp to get on I-55 northbound at Arsenal Road had a long backup of trucks.

Here is some more information on the CenterPoint Facility that just opened in 2010:

The facility will be a central spot where train containers from California, Texas and the Pacific Rim will be delivered for pick-up by trucks moving goods to warehouses and distribution centers throughout the Midwest.

CenterPoint already has an international intermodal facility in nearby Elwood. Combined, the sites will be the country’s largest inland port. In an era of high fuel costs and declining numbers of cross-country truck drivers, the facility is expected to be a more efficient, environmentally-friendly mode of hauling.

A third CenterPoint facility also is planned for Crete.

The $2 billion Joliet development – located on 3,800 acres south of Laraway Road between Brandon and Patterson roads – is the largest construction project in Will County.  It has created about 1,000 construction jobs.

3. What would it take to build more of these? One obvious question is where to put them. This one near Joliet is just outside the Chicago region and there is not much around it: an oil refinery and the Abraham Lincoln National Cemetery. Most importantly, there are not a lot of houses nearby. If you tried to build these closer to cities, I’m sure there would be NIMBY issues. Imagine if someone wanted to build a new one near the Circle Interchange in Chicago – residents would complain and the price of land would likely be prohibitive. There are some older facilities embedded in the Chicago region; for example, there is one in Chicago just south of Midway Airport between 65th and 73rd Streets. You can see Union Pacific’s Chicago region facilities here.

But these facilities are needed, particularly in the Chicago region with its radial railroad system and many at-grade crossings. In recent years, the goal has been to relieve some of the rail traffic closer to the city which was behind the fight over whether Canadian National should be allowed to purchase the Elgin, Joliet & Eastern beltline railroad that runs around the city and on which CN wanted to run more freight trains.

Naperville, Aurora mayors among those who voted for Illinois toll increase

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Amidst news that Illinois tollway directors voted today to raise tolls for a $12 billion capital project (see my earlier thoughts here), I noticed that Naperville Mayor George Pradel is involved:

But a majority of Illinois State Toll Highway Authority leaders said the move is crucial to repair existing roads and build some new ambitious projects such as the long-delayed Elgin-O’Hare Expressway extension into O’Hare International Airport and a western bypass road around the airport. The capital plan will create about 120,000 permanent jobs and ease congestion, officials said.

“My heart goes out to those going through tough times and that have lost jobs. One side effect of this is that it will enhance the economy in northern Illinois over 15 years,” said Naperville Mayor and tollway director George Pradel, who voted for the toll increase.

The decision didn’t come quietly — one board director called the move too hasty and proposed a scaled-back version.

Director Bill Morris of Grayslake, the only dissenter in today’s vote, thinks the toll authority could carry out a 10-year capital plan with a 15-cent increase at a 40-cent toll plaza now with more hikes expected later.

You can see the profiles of the Illinois Tollway Board of Directors here. Having never looked at these profiles, I was intrigued: Pradel is joined by the current mayor of Aurora as well as well a number of businessmen and two female public servants (one from education, one from Cook County government). On the whole, it seems like the directors bought into the economic development argument: good tollways, whether that means improved roadways or new roadways, will help northeastern Illinois prosper.

But looking at the backgrounds of this group, I wonder how many also were influenced by how better roadways might help their community or business interests. While this is not necessarily bad – indeed, northeastern Illinois needs businesses and jobs – it is a different perspective than the common driver might have. (And since this is Illinois, I assume there is some political process behind this board. Still, no “citizen” members?) Take Mayor Pradel: was his vote solely for northeastern Illinois and/or is this quite beneficial for Naperville? The regional argument is interesting (and I’m sure the job and economic estimates could be debated) but I would be interested in hearing about how local interests affected this vote.

Jump in usage of food stamps in the Chicago suburbs

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The effects of the American economic crisis are also being felt in the suburbs. In the Chicago area, usage of food stamps has increased dramatically since 2006:

Since 2006, the state’s Supplemental Nutrition Assistance Program, commonly called food stamps and administered via Link cards, has seen a rise in the number of people in the program in an average month by 46 percent in Cook County, 133 percent in DuPage County, 84 percent in Lake County, 96 percent in Kane County, 168 percent in McHenry County and 74 percent in Will County.

“It’s easy to assume hunger is an urban problem,” said Lake, whose food bank serves 13 counties. “But the fact of the matter is, hunger is everywhere.”

In the suburbs, the increase in food stamps use could be the result of previously middle-income families getting caught by a tough break, said Jennifer Yonan, a vice president of the United Way of Lake County…

To qualify for food stamps, a household has to meet certain income requirements. A family of four, for example, must have a gross monthly income of less than $2,389 to qualify.

The suburbs were once considered the bastion of the wealthy but this is changing as more suburbs encounter issues that were once thought to be big city problems.

The 133% rise in DuPage County is particularly interesting. In recent decades, DuPage County was transformed from more of a bedroom county, meaning that workers lived in DuPage but commuted elsewhere for work, to a job center. In figures from the early 2000s, DuPage County had more jobs than eligible workers, meaning that the county needed outside workers to fill all of its jobs. If you look at the unemployment rate for DuPage County (not seasonally adjusted), the rate was as low as 2.7% in October 2006, as high as 9.4% in January 2010, and is now at 8.6%.

It would be interesting to see more exact data to figure who exactly has started using food stamps since 2006.

This rise in food stamp usage is a similar phenomenon to reports about the black middle class or the increase in foreclosures: when an economic crisis hits, people living on or near the economic edge will have more difficulty.

Further details on proposed Illinois toll hike; Illinois tolls rather low

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The Chicago Tribune reports today that the Illinois State Toll Highway Authority wants to raise toll rates in order to raise money for several new projects, including a reconstruction of I-90 (the Jane Addams), adding an interchange between I-294 and I-57 (one of the few places in the US where two interstates do not have an interchange), extending the Elgin-O’Hare, and undertaking several studies for possible new roads (extending Route 53, the Illiana Expressway).

But there is more to this story. While the Authority wants money to undertake these projects, there is another defense for raising rates: Illinois toll rates are lower than other states.

The council urged that tolls on the existing tollway system be raised to levels “consistent with national averages” to generate revenue for the EOWB [Elgin-O’Hare West Bypass]. Currently, Illinois Tollway users pay the equivalent of 3 cents per mile, while the national average is 7 cents per mile, officials say. Using that model could result in a systemwide doubling of the current rate, to 80 cents from 40 cents for passenger vehicles using I-PASS, and to $1.60 from 80 cents for cash customers…

The report also said tolls on the EOWB itself should be “consistent with the level of other new toll projects nationwide,” or about 20 cents a mile. This suggests that tolls on the new highway could be as much as seven times the current rate, or $2.80 for passenger vehicles using I-PASS and $5.60 for cash customers…

In addition, the council’s report recommends that future toll increases be indexed to inflation. The last time the tollway hiked car tolls was 2005, but that was the cash rate. Cars with I-PASS pay the same rate as they did in 1983, the tollway says…
The report also urges consideration of so-called congestion pricing strategies, in which vehicles pay higher tolls during peak hours or for express lanes; extending the tollway’s bond maturity term up to 40 years; and giving further study to tolling adjacent freeways. That could mean imposing tolls on I-290.

I’m guessing Chicago area residents will not like this as it makes driving more expensive (particularly with the price of gas) and there will general grumbling about how the tolls were supposed to disappear at some point. But, roads have to be paid for somehow and whether motorists pay through tolls or gas taxes, they will pay for the privilege of using roads. If anything, perhaps Chicago area residents should be surprised that tolls have stayed so low when other states have raised them. Since we can probably assume that the cost of road building has gone up like everything else, it sounds like tolls should increase.

If there is a larger issue to be concerned about, we could ask about the planning undertaken by the state. A road like the Illiana Expressway has been discussed for decades and waiting this long to undergo a major study and then go through with the construction will cost more now than it would have years ago. The Elgin-O’Hare has been a running joke for a while. Additionally, it would be interesting to see how close or far planners were in estimating the number of vehicles that would use the highways each day. The early expressways in the area, I-294 and I-290 are two examples, have seen much more traffic than was initially anticipated, driving up costs. Overall, more foresight could have saved money.

Class I railroads converge in Chicago region

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Chicago continues to be a critical transportation hub in the United States. A recent short interview in Chicago said 70% of American rail traffic moves through the Chicago area and 6 of the Class I railroads in the United States run through the region. Here is a description of Class I railroads from the Department of the Interior:

There were 554 common carrier freight railroads operating in the United States in 2002, classified into five groups.

Class I railroads are those with operating revenue of at least $272 million in 2002. Class I carriers comprise only 1 percent of the number of U.S. freight railroads, but they account for 70 percent of the industry’s mileage operated, 89 percent of its employees, and 92 percent of its freight revenue. Class I carriers typically operate in many different states and concentrate largely (though not exclusively) on long-haul, high-density intercity traffic lanes. There are seven Class I railroads ranging in size from just over 3,000 to more than 33,000 miles operated and from 2,600 to more than 46,000 employees.

Here are the seven Class I carriers: “The Burlington Northern and Santa Fe (BNSD); CSX Transportation (CSX); Grand Trunk Corporation, which consists of the U.S. operations of Canadian National (CN), including the former Grand Trunk Western (GTW), Illinois Central (IC), and Wisconsin Central; Kansas City Southern (KCS); Norfolk Southern (NS); The former Soo Line (800) owned by Canadian Pacific (CP); Union Pacific (UP).”

Of course, this can lead to a number of issues:

1. The Chicago region has a large number of at-grade crossings and long freight trains are a nuisance for many drivers, particularly in denser areas.

2. This requires a lot of space to transfer cargo. In recent years, the newer intermodal facilities have moved further out from the city of Chicago with new facilities in Rochelle (west of DeKalk, south of Rockford) and the Joliet Arsenal.

3. Freight tracks closer to the city can be congested, delaying passenger trains.

The trick for the railroads (and others?) is to remind residents of the Chicago how important railroads are for transporting goods. In recent years, there has some more advertising about this, particularly touting the greener use of fuel compared to trucking. But more could be done within the region to provide evidence that Chicago continues to be important partly because of this traffic.

Illinois redistricting also about capturing suburban voters

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Much of the press about redistricting in Illinois has highlighted how Democrats plan to increase their seats. But the Daily Herald offers an additional insight by suggesting that the redistricting is really about capturing suburban voters:

But even as political analysts poring over the new boundaries provide slightly different takes, one thing is certain: the suburbs, which saw booming growth over the last decade, were the prime meat in the proverbial fattened calf — filleted to produce congressional districts that would help assure a Democratic majority in the state’s delegation over the next 10 years…

“There’s been a shift in power,” Northern Illinois University professor Richard Greene said. “Because of the population shift, the Democratic core and the inner manufacturing suburbs are losing strength, as the outer-edge suburban communities are gaining substantially in strength.”

Democrats, political consultant Kitty Kurth said, want to continue to capitalize on their base — the largely Democratic voting bloc of Chicago, some of which has moved to the suburbs in recent years.

The new map appears to do just that, in some cases through odd-shaped districts that often start in solidly Democratic Chicago and extend into the suburbs through long, gnarled fingers. That essentially extends Democratic Chicago districts into traditionally Republican suburban ones, but not by so much as to put any Democratic majority at risk.

Traditionally, some of the suburban areas, particularly DuPage County, have been solidly Republican strongholds. While these figures are already changing somewhat, this redistricting might help push  these state offices further away from Republicans.

The article also goes on to note how the second Hispanic district in the state could be located in the southwest suburbs “centered around Aurora and Joliet.”

Such a move to control suburban votes would go along with commentary that suggests suburban voters are critical for national political outcomes.

Seeing the Chicago area’s “pre-European settlement vegetation”

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Here is a website that offers a look at the vegetation in the Chicago area before settlers really transformed the land. According to this article, the maps were created by looking at surveyor’s notes:

Nearly 200 years ago, long before global positioning systems, the land was surveyed with little more than a compass, a 66-foot-long metal chain and an ax to mark trees, said McBride. Luckily, surveyors also brought notebooks.

Surveyors’ notes slowly outlined gorgeous, ecologically diverse landscapes now largely lost. “As they divided each township into 36-square-mile sections, surveyors marked up to four ‘bearing’ trees near each section corner. They jotted down the trees’ species and other notes describing the landscape,” said McBride.

From these records, McBride painstakingly reconstructed the landscape: 65 percent prairie, 30 percent wooded, and at least 2.8 percent wetland. Trees flourished in northern townships; prairie dominated southern ones.

Things I think of when looking at this map:

1. Some of the first settlers in the Naperville area settled around the “Big Woods” area which I would guess is the big forested section on the map between Batavia and Aurora and east of the Fox River.

2. In the days before trains (with the first train line running out of Chicago through what is now Wheaton and West Chicago in 1849), the prairie land between southwestern DuPage County and Chicago could turn quite soggy. Hence, there was quite a network of plank roads in the Chicago region so that people could traverse the prairie.

3. There was quite a bit of prairie. How long did it take for most of that prairie land to disappear and be converted into farm land?

4. There was a lot of trees north of Chicago along Lake Michigan. I don’t know how much of that timber was cut down and ended up in Chicago but there were a number of timber/logging communities around Lake Michigan including in western Michigan and in Wisconsin. Perhaps the most famous of these communities is Peshtigo, Wisconsin, which suffered a tragic fire on the same day as the Great Chicago Fire in 1871.

5. In the area I am most familiar with, western DuPage County, it seems like the DuPage County Forest Preserve has grabbed some of the original timber areas. I wonder if these areas were harvested and then grew again.

6. It would be an added bonus if there was an overlay to this map of current development and vegetation. This would provide insights into how much has changed.

Update on affordable housing debate in Winnetka

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The Chicago Tribune reports on Tuesday’s meeting in Winnetka regarding a proposed affordable housing ordinance. Here is how the comments at the meeting were summarized:

Rick McQuet, a Winnetka resident, said at the meeting that the affordable housing plan is intended to help young families and recent college graduates.

“That young family was me about 15 years ago, a new degree in hand and aspirations of becoming a member of a truly great community,” he said.

Northfield resident June O’Donoghue received applause after she said she opposes the proposal because it interferes with the housing market.

“Housing is affordable to the people who can afford it. That is a simple thing,” O’Donoghue said. “I think you need a referendum for people to vote to see if they want to go through all this social engineering.”

In recent weeks, the plan’s opponents have said it amounts to “hand-outs” for people with lower income that could result in Section 8 housing, decreased property values and increased crime. Supporters have lashed out at the opposition as bigoted, arguing that the plan would allow teachers, clergy and other employees to live in the community in which they work.

Some thoughts about these comments (which may or may not represent everything that was said at the meeting):

1. The first comment I included above is interesting in that it refers to a common understanding of affordable housing in suburbs: it is not about helping the disadvantaged in society but rather “young families,” “recent college graduates,” and often elderly residents of the community. While this may be a good goal for a community (particularly if residents want their own family members in these categories to live in the community), this is a different understanding of “affordable housing.” Perhaps this is what has to be done in many suburbs order to counter the plan’s opponents who are quoted as saying this is really about helping lower-income people. But overall, there are needs for cheaper housing in society beyond people who might fit a profile of a community but simply don’t have the money.

The plan seems to play to this more suburban understanding of affordable housing:

The proposed plan would apply to new developments, in which 15 percent of owner-occupied units must be affordable to households earning at least $75,000 per year, while 15 percent of rental units would be affordable to those earning at least $45,000. Current residents and senior citizens would receive priority, the plan says.

According to the Census, the 2009 median household income was $49,777 so the part of the plan for people making at least $45,000 is still drawing from near the top 50% of American incomes.

2. “Social engineering” is always an interesting term to think about. In finishing my taxes for this year, I was reminded that our tax code is riddled with all sorts of “social engineering” in terms of promoting or incentivizing certain activities. We as Americans value homeownership so we have a home mortgage interest deduction (which some argue should be taken away). We give deductions for giving money to charities. Is all social policy “social engineering” or just policies that some people don’t like?

Daily Herald highlights “immigrants moving to suburbs”

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Focusing primarily on population growth in Aurora (read here about how Aurora is now the second largest city in Illinois), the Daily Herald says more immigrants are moving to the suburbs:

The trend of immigrants heading directly to American suburbs instead of starting in a major city intensified from 2000 to 2010 — and was one factor in Illinois’ 32.5 percent increase in Hispanic population in that period, according to recently released U.S. Census data.

Demographers say they aren’t just seeing it around Chicago. The same thing is happening around other major cities that have long been entry points for immigrants, such as New York, Los Angeles and San Francisco.

For many Hispanics in northern Illinois, Aurora supplanted Chicago as a cultural hub, and the growth has transformed smaller and smaller towns.

As I’ve noted before (see here as an example), this is quite a change for many American suburbs. In the coming years, it will be interesting to see how the residents already living in these suburbs respond. Additionally, community leaders will have to respond as well. Based on some of the comments regarding this news story, it appears that there might be some people who are unhappy with these changes.

The importance of the railroad to Will County’s projected growth

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When Will County officials look at a map of Metra commuter rail lines in the Chicago region, they see limited services for a growing region. Indeed, communities like Joliet and Plainfield are quickly growing. Will County officials came together Monday to praise a new study that will look into improving train options for this area:

Several communities have pegged developments to improved service on the Heritage Corridor. But those suburbs have been frustrated in recent years by the slow pace of adding Metra trains.

Local officials said Monday they were pinning their hopes on the Heritage Corridor to help residents get downtown now and in the future.

“I truly believe the need is there more than ever, and the consensus is we are going to see Will County in the next 20 years jump to (more than) 1 million people to become the second-most populated behind Cook,” said Will County Executive Larry Walsh.

The study will help establish the line as part of the proposed high-speed rail corridor between Chicago and St. Louis, Hannig said.

Several pieces of information are interesting:

1. Many might think that the railroad ceased to be important for suburbs around the time that interstates were built (late 1950s in the Chicago area). But these railroad lines still play an important role: they are a commuting option but also give suburbs a flow of people in and out of the downtown as well as a center for which development can be anchored. Along other Metra lines, numerous communities have built condos and mixed-use developments.

2. Will County will have more than 1 million residents in 20 years? This would require growth rates like the county has experienced since the 1950s: in every decade except the 1980s, the county has experienced at least 30% growth. I wonder what DuPage County, the current 2nd most populous county in the region, thinks of this projection.

3. There is some Metra service to Chicago but the options are limited. The article suggests that this limited service leads to limited use: this line is “Metra’s least-used line, with an average weekday ridership of 2,600 passengers.” (A little comparison with these numbers: I believe both Naperville train stations easily exceed this each weekday.) So if the rail service is improved, will this necessarily lead to more riders as the political leaders suggest? Why can’t the officials look at some commuting data to figure out how many Will County residents work in Chicago versus in other suburbs?