Tag Archives: Chicago region

The Chicago suburbs soon to be home to the country’s biggest truck stop

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I would not expect the biggest truck stop in the United States to be in the Chicago suburbs. But it will soon open:

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Outpost, an Austin, Texas-based company, is transforming 30 acres at 70 Airport Road into a location where 1,000 semi trucks can park in a safe, secure setting, said Trent Cameron, the company’s co-founder and CEO…

When it opens Oct. 1, the number of parking spaces will exceed the 900 available at the Iowa 80 Truckstop in Walcott, Iowa, which bills itself as the world’s largest truck stop, in part because of the restaurants, stores, truck dealership, movie theater, repair shop and other service businesses spread out over its 220 acres, according to its website.

As Cameron noted, there’s a need for more truck parking. A report done by the American Trucking Association found there is one parking space for every 11 trucks on the road and many drivers spend nearly an hour every day trying to find a place where they can stop, resulting in about 12% lost pay annually.

Beyond that, truck drivers waste a lot of fuel searching for parking and often are forced to park in unsafe and unauthorized locations, the association report said.

Suburbs are not often home to truck stops as these tend to be located further outside of big cities. Developers may see land as more profitable for other uses. Companies may want cheaper land and more of it. As noted later in the article, suburban residents often do not like lots of trucks on local streets and as neighbors.

However, local and long-term trucking is essential to everyday life. Suburbanites may not like trucks on their roads but they would not like it if their local grocery store or big box store did not have what they want. For people to receive their deliveries from Internet orders, the goods have to get to warehouses first and then have to make it to their addresses.

Additionally, Chicago is an important trucking and transportation hub, serving both the large metropolitan area and a lot of traffic passing through to other places. Many trucks make their way into and out of the region with many warehouses, retail facilities, and communities.

Will large suburban truck stops become more and more common? Will this push residents and communities to make certain choices about land and locations?

Mapping religious diversity and what it shows for the Chicago region

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Analyzing data from the 2020 U.S. Religion Census shows interesting patterns in religious diversity in the United States and the Chicago region. First, a map of religious diversity across all groups:

There is a good amount of diversity across counties with this measure. The Chicago area is in the middle, leaning toward less diversity by this measure.

Second, putting together all of the Christian traditions under one umbrella leads to a different map of diversity:

The Chicago region is now more diverse with the metropolitan counties generally on the side of more diversity.

Third, a map of different religious traditions:

This helps show the ways the Chicago region is diverse with a number of religious traditions present. Find county by county findings here.

The article has a summary of the larger patterns across the United States:

But if we regard Christianity as a single monolith — lumping all the Catholics, Presbyterians, Methodists, Lutherans and whatnot in one big sacramental wine jug — we find that the most religiously diverse places in America are generally the big cities. The urban Northeast leads the pack.

That’s because if America has a Quran Belt, a Torah Belt or a Bhagavad Gita belt, greater New York City forms its buckle. Almost half of America’s Jews, by synagogue adherence, live in either New York or New Jersey — which also happen to be the second and third most Islamic states, after Illinois. And they’re in the top three for Hindu Americans (along with Delaware). The Buddhists stick to the West Coast (and D.C.).

In other words, religious diversity varies quite a bit by county in the United States with metropolitan regions tending to be more diverse. The Chicago region is in the middle and has a large presence of Catholics.

“We need to make the case for public transit to the general public”

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According to one elected official, hearings held by the Illinois State Senate regarding the possibility of merging multiple Chicago region transit agencies include this task:

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“Our No. 1 priority is we need to make the case for public transit to the general public,” said state Sen. Ram Villivalam, the committee’s chair. “We need to make sure that we’re building a transit system for the year 2050 and not just plugging a hole.”

This could be a difficult sell throughout a metropolitan region for multiple reasons. Here are a few issues suburban residents might raise:

  1. Those with the ability to do so would often choose to drive.
  2. Will mass transit be on time and what happens if it is not?
  3. Does this mean the money that goes to mass transit will be taken away from roadways?
  4. Who will be using mass transit?
  5. Will we see the money we contribute in taxes in services we will use?

These are broad issues on top of the particular issues the Chicago area and Illinois face, including budget issues, residential segregation, a history of separate agencies, and wrangling between different levels of government.

That said, a sustained case made for Chicago area mass transit would be interesting to see and hear. Would suburbanites pay more attention if mass transit could limit traffic and congestion? How about if it provided cost savings compared to driving (time, gas, maintenance, insurance)? How about transit opening up other local amenities (such as transit-oriented development to help address housing concerns)? Efficiencies in government operation? The ways mass transit can enrich the entire region? I do not know if such campaigns have been tried in the past but starting now could help provide for a healthier region decades down the road.

Who is tackling the issue of growing Chicago traffic?

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What long-term answers do leaders and residents have to the issue of more traffic in the Chicago region?

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Chicago is one of the most congested cities in the country, ranking second only to New York City last year for the severity of traffic, a recently released annual study found.

The region also had one of the biggest jumps in traffic congestion in 2023 compared with pre-pandemic, according to the new report from mobility analytics firm Inrix, made public Tuesday. Traffic was up 18% over 2019 levels, tying for the highest growth among the cities studied…

Chicago’s traffic woes could be exacerbated by construction, or by drivers taking more trips at the same time, Pishue said. Inrix found traffic around Chicago, like in other cities nationwide, no longer revolves around peak morning and evening rush hours, but instead can tick up around midday and through the evening.

And adding to the traffic is continued low transit ridership, he said.

Addressing the growing traffic requires a comprehensive approach tackling multiple issues at once. This includes:

  1. Online shopping deliveries.
  2. Truck and freight traffic within the region and through the region.
  3. Getting more people to use mass transit (trains, buses, etc.).
  4. Planning for changing work schedules, whether is more work from home or more people returning to the office or more flexible hours in the office.
  5. Ride sharing.
  6. Alternative modes of transportation, including walking and biking.
  7. Shifts in population and business centers throughout the region.

This involves numerous municipalities, counties, the state, the federal government, and private actors throughout the region. Would the local government actors rather fight over whether the mass transit agencies should merge? Would suburbanites prefer someone else tackle these issues and leave them – and their tax monies – out of it? How many people will be willing to budge from driving when they want to help address the larger issues?

The time to address traffic is now so that the problem does not become worse.

Moving toward Illinois legislation to merge metropolitan transit agencies

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Limited budgets. Lots of traffic. Multiple regional actors, including city and suburban officials. A legislative process plus backroom conversations. All of these are involved in developing a proposal for merging Chicago area transit agencies:

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The proposal is part of a broader look at transit funding, as the region’s public transit agencies face a combined $730 million budget hole once federal COVID-19 relief funding starts running out, which could be as soon as 2025. Transit agencies have warned failure to plug the financial hole could lead to catastrophic service cuts and fare increases, and the Chicago Metropolitan Agency for Planning was tasked by the Illinois General Assembly with developing recommendations to overhaul transit, which were delivered to lawmakers in December.

The decision to introduce legislation is a signal of how some lawmakers and civic organizations want to proceed. Already, the transit agencies have sought more state funding, while the civic organizations and lawmakers say funding must be linked to changes to the way transit is overseen. But debate about consolidating the transit agencies and funding could prove thorny in Springfield.

Still, merging the transit agencies has garnered some support. The Civic Federation, a business-backed Chicago watchdog group, recently endorsed the idea, and Cook County Board President Toni Preckwinkle also previously expressed her support for the concept…

The proposal set to be introduced this week in Springfield is expected to replace the Regional Transportation Authority, which coordinates financing for the agencies, with a new Metropolitan Mobility Authority. The new agency would oversee the operation of buses, trains and paratransit, rather than having the CTA, Metra and Pace each operate their own services.

The proposal would revamp the number of board members on the new agency and who appoints them. The current system is complex and layered, regional planners have pointed out, with 47 board members across the agencies appointed by 21 elected officials. That has given nearly two dozen state, suburban and city officials varying levels of influence on the transit boards.

There is a lot to be worked out. No one community can address this issue. Even if the big city in a region has a great system, that city does not stand alone as people and business moves throughout the region. Indeed, in many regions, many of the jobs and much of the activity takes place in the suburbs where driving is even more prominent. Thus, I am in favor of this if it can improve transit options, create budget efficiencies, and help the region plan for the future.

One outcome is consistent in postwar era in the United States: we tend to get more roads and increasing traffic. In many regions, there are multiple competing interests regarding transportation. Do suburbanites want mass transit lines? What infrastructure already exists? Who controls the budgets? What political processes do ideas and plans need to work through? In a country devoted to driving, it can be hard to promote alternative options.

Want goods delivered quickly? There are numerous local impacts

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An overview of warehouse construction in southwest Chicago and southwest suburbs highlights a current conundrum in American life: people want cheap goods delivered quickly to their home or business. But, making this happen has consequences for neighborhoods and communities. Here is how the article ends:

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Whatever the outcome, Archer Heights and Joliet already illustrate one of the stark lessons of Chicago’s warehouse boom — that Americans can’t expect to enjoy the benefits of rapid, ever-growing freight shipments without paying for the necessary infrastructure and without encountering increasingly sophisticated demands from the towns being smothered by trucks.

Some of the listed negative consequences of all this trucking and shipping: traffic, noise, air pollution, extra stress on roads, and industrial neighbors for residents.

The primary positive consequences for a community: money from the land use and local jobs. The indirect consequence for many inside and outside the community: goods get to them faster.

Is it worth it? Would it work better to have giant shipping and trucking zones outside metropolitan areas where the pollution and noise and traffic could be minimized for nearby communities? This would require both foresight and resources. It reminds me of airports that are now surrounded by development or other major necessary infrastructure that is now folded into metropolitan landscapes.

Could one city or region figure this out? Imagine a special trucking and train zone outside of the metro region. The transportation actors get some tax breaks to locate there. The revenues from the land use are shared throughout the metropolitan region. Some current facilities are relocated to the new area.

Trucking may be essential to the American economy but it does not necessarily have to conflict with goals local residents and leaders have for their communities. It would require acting creatively and quickly to move shipping facilities away from people.

Tax breaks and Chicago suburban locations standing in for other locations in films and TV shows

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The state of Illinois offers tax breaks for filming in the state. This means the Chicago suburbs can stand in for numerous other locations:

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The state’s film production tax credit allows qualified productions to receive a 30% transferable tax break on most production costs and certain salaries. Producers can also receive 15% more for hiring workers living in “economically disadvantaged areas.” In return, these productions generate jobs and draw business from outside the region.

According to a new report commissioned by Dudley’s group, the state’s film incentive is the biggest box office draw for Hollywood. A survey of producers included in the report indicates more than 90% of the productions shot in Illinois would not have occurred without the incentive…

Producers of the television series “Fargo” used Elgin and other suburban locales as a stand-in for Kansas City a few years ago. Acclaimed director David Fincher turned downtown St. Charles into upstate New York for his recent Netflix film, “The Killer.” And parts of Warrenville and Lockport are used as substitutes for Manhattan, Kansas, in the HBO series “Somebody, Somewhere.”…

This commonly happens in movies and television shows: a filming location stands in for another place. This could include filming on a backlot or in another city or community.

Yet, it still is a strange experience to see a location you recognize on-screen that is supposed to be somewhere else. Imagine you live in a suburb listed above. These communities have their own history roughly 30-40 miles outside of Chicago. They exist alongside dozens of other suburbs. But, you could be watching what is supposed to be Kansas City and you recognize this suburb. Or, Manhattan, Kansas is on-screen and it happens to look like Lockport. Do these geographic switches make the on-screen presentation less real? How many people notice the disconnects?

The article also emphasizes the role of finances: tax breaks help drive where filming takes place. I assume there are also efforts to try to make sure the stand-in location looks similar to what is supposed to be depicted. Do certain suburbs make good stand-ins for all suburbs or are particular metropolitan regions good to offering the variety of locations studios might want?

Highlighting “suburbanites” at a Bulls game

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I could not tell exactly what was happening because I caught this recently on TV but I was still interested to see what was on the scoreboard at the United Center during a Bulls game:

Was this a cheering contest between Chicago residents and suburbanites? Some camera shots on the big screen? A trivia contest?

Given the population of the Chicago region, there were probably a lot of suburbanites at the game. In 2020, Chicago had 2.74 million residents and the region had 9.61 million residents. This puts the suburban population at 6.87 million. This means over 71% of people in the region live in the suburbs.

The Chicago Bulls tend to have good attendance, even if the team is not doing great. This year, the team is under .500 and the team is second in the league in home attendance. (They also have one of the largest arenas.)

Suburbanites have ideas about Chicago and its residents and vice versa. Does identifying the two groups at a Bulls game exacerbate these differences or help bring them together around their common Bulls fandom? (I am guessing it is the second as Bulls games usually are good experiences, even if the home team is not great.)

The optimal weather for infrastructure is probably not Chicago’s

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Imagine the best weather for infrastructure. It is probably not the four seasons of weather in the Chicago region:

From the State Climatologist Office in Illinois:

Chicago lies midway between the Continental Divide and the Atlantic Ocean, and is 900 miles north of the Gulf of Mexico. Chicago’s climate is typically continental with cold winters, warm summers, and frequent short fluctuations in temperature, humidity, cloudiness, and wind direction. Many consider the more moderate temperatures of spring and fall to be the most pleasant. Lake Michigan provides a moderating influence on temperature while boosting the amount of snowfall received in the city.

Such fluctuations in the Chicago region lead to potholes, closures of airports and roads plus delays, flooding, and pressure on systems at both the hot and cold ends of the temperature spectrum. Coming out of a major snow storm and heading into several days of subzero temperatures, some of everyday activity is disrupted but mostly life goes on. Humans have developed systems and practices that make it possible to live in many different conditions.

What might be ideal? How about a place with more consistent temperatures, few storms, and no flooding? I am sure there are locations in the United States that meet this more than others. Everywhere else, people and systems adapt.

Modern infrastructure that makes everyday life possible is remarkable enough in addition to adaptability to different climates and making repairs when local conditions make it difficult.

Chicago area suburbs passing ordinances to not allow long-term stays by migrants

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The Chicago suburb of Oak Park is devoting resources to helping migrants while other suburbs are trying to keep migrants from having long-term stays in their community:

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Unlike their counterparts in Schaumburg and Rosemont, Elk Grove Village officials aren’t yet taxing long-term hotel stays, but have crafted a local ordinance of their own to prevent migrants from coming back to town.

The new village rules bar hotel and motel owners from providing a room to anyone without certified medical documentation verifying that the individual is free of contagious diseases, such as malaria or tuberculosis, over the last 60 days. That certification can only come from a board-certified infectious disease physician, according to the ordinance. The requirement doesn’t apply to anyone who has been living in the United States for at least a year.

The ordinance also aims to prevent warehouse owners in Elk Grove Village’s sprawling industrial park, or the owners of vacant shopping centers, from turning their buildings into temporary housing. Property owners would have to get a village license and meet certain zoning and health and safety requirements, such as providing a complete bathroom including flush toilet, sink, bath or shower in each sleeping unit…

The former La Quinta Inn at 1900 Oakton St. in Elk Grove Village — since purchased and demolished by the village — was among the first suburban locations to host migrants in September 2022.

Elk Grove’s board was set to consider the new regulations Thursday, but moved up approval to a Nov. 20 special meeting once officials received a spreadsheet purporting to show suburban hotel locations being eyed to host new migrant arrivals. The list came from a restaurateur who was asked to provide meals for migrants, Johnson said.

The idea seems to be that by limiting sites where migrants can stay, a suburb can keep migrants out and/or discourage other actors from making arrangements for migrants to stay in a suburb.

It would be interesting to compare these suburban efforts to those that might be taking place in other suburbs in the Chicago region and in other metropolitan regions. Some suburbs have hotels or industrial properties while others do not. These conditions are the result of decades of planning and zoning decisions.

Furthermore, do suburban residents as a whole feel migrants should be temporarily housed in their communities and do their opinions differ from city or rural residents? One reason Americans like suburbs is the accessible local government and I would guess the ordinances in the suburbs mentioned above came, at least in part, do to input from local residents and business owners.