UNIVERSITY OF 
 
 ILLINOIS LIBRARY 
 
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 ILL HIST. SURVEY 
 
Digitized by the Internet Archive 
 
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 University of Illinois Urbana-Champaign 
 
 http://www.archive.org/details/calumetareaofmetOOchic 
 
330.97731 
 
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 THE CALUMET AREA of metropolitan Chicago 
 
 INTERIM REPORT 
 
 CHICAGO PLAN COMMISSIO N^ ^ DECEMBER 
 
 k 
 
 JJHT6 
 
 
City of Chicago 
 
 Hon. Richard J. Daley 
 
 Mayor 
 
 CHICAGO PLAN COMMISSION 
 
 COMMISSIONERS 
 
 EXECUTIVE STAFF 
 
 WILLIAM M. SPENCER 
 CHAIRMAN 
 
 FRANK C RATHJE 
 VICE-CHAIRMAN 
 
 ALD WILLIAM T MURPHY 
 CHAIRMAN. CITY COUNCIL 
 COMMITTEE ON PLANNING 
 AND HOUSING 
 
 JAMES M BARKER 
 
 ALD NICHOLAS J BOHLING 
 
 JOSEPH J. CAVANAGH 
 
 ALD. DORSEY R CROWE 
 
 MAYOR RICHARD J. DALEY 
 
 GEORGE L DE MENT 
 
 ALD JOHN E EGAN 
 
 JAMES H. GATELY 
 
 JOEL GOLDBLATT 
 
 •THIS IS A STAFF REPORT. 
 
 HOWARD GOODMAN 
 VIRGIL E. GUNLOCK 
 ALD OTTO F. JANOUSEK 
 LLOYD M JOHNSON 
 ALD. THOMAS E. KEANE 
 WILLIAM J. McDILLON 
 JOHN E McNULTY 
 ANTHONY A OLIS 
 ALD. EMIL V. PACINI 
 JOHN W. ROOT 
 DANIEL RYAN 
 ALFRED SHAW 
 ALD. PAUL M SHERIDAN 
 R. SARGENT SHRIVER 
 H. STANLEY WANZER 
 
 PAUL VAN T. HEDDEN 
 EXECUTIVE DIRECTOR 
 
 HARVEY C BROWN. JR. 
 ASST EXECUTIVE DIRECTOR 
 
 JACK C SMITH 
 DIRECTOR OF PLANNING 
 
 PARTICIPATING STAFF 
 
 TECHNICAL 
 
 HOWARD E OLSON 
 
 BARBARA G. GANS 
 RICHARD E. CARTER 
 CARLA LERMAN 
 RONALD E. PETERS 
 BETTY-GENE LEE 
 BERESFORD L. HAYWARD 
 (1954) 
 
 PRODUCTION 
 
 JAMES C. MclNERNEY 
 LAURENCE T. YOUNG, JR. 
 SAMUEL MAZZONE 
 JON PHILLIPS 
 FRANK SANTORO 
 ALBERT A. WELLS 
 MARIE J. KELLEY 
 JOAN V. MILLER 
 HELEN WHITEHEAD 
 
 IN MEMORIAM 
 
 BARBARA G. GANS. 1932-1956 
 
 CHICAGO PLAN COMMISSION 
 
 STAFF MEMBER 1954-1956 
 
 IL1 ' * » ' OVTi 
 
 - 
 

 ' * It w 
 
 I 
 I 
 
 THE CALUMET A 
 
 OF METROPOI 
 
 1956 
 
 U. S. Steel Photo 
 
DEPARTMENT 
 
 Iro J Boch 
 Commissioner of Planning 
 
 OF CITY 
 
 City of Chicago 
 
 PLANNING 
 
 Hon Richord J Ooley 
 Mayor 
 
 April 15, 1957 
 
 Honorable Richard J. Daley, Mayor 
 
 and Members of the City Council 
 
 of the City of Chicago 
 City Hall 
 Chicago 2, Illinois 
 
 Gentlemen: 
 
 The attached Interim Report on the Calumet Area of Metropolitan Chicago was prepared 
 in 1956 as a part of the work program of the Chicago Plan Commission. 
 
 As you know, the new Department of City Planning came into being on January 1 , 1957. 
 Also, the Chicago Plan Commission was reorganized as of the same date. 
 
 I have reviewed the Report and find that it provides a great deal of the data needed 
 for planning in this area. It points out that completion of the St. Lawrence Seaway 
 and Calumet-Sag projects, together with the harbor facilities at Calumet Harbor, will 
 produce enormous benefits as well as problems for the Chicago Metropolitan area. The 
 Report recommends that plans be mode now in order to efficiently prepare for the tre- 
 mendous investment in new plants and public facilities that soon will be made. Also, 
 for the expanded population that will become part of the needed labor force. This 
 should include plans for housing, schools, and recreation areas. 
 
 Since the 1957 work program for the Department of City Planning includes planning 
 for this area, it can be assumed that these recommendations of the Report are already 
 being carried out . 
 
 Respectfully submitted: 
 
 Ira J4 Bach 
 
 Commissioner of City Planning 
 
 

 FILM!*: «!jpvPY 
 
 3c 
 
 FOREWORD 
 
 <f> 
 
 For the last half of 1956 the work program of the Chicago Plan 
 Commission has consisted primarily of two types of activities: 
 (1) the initiation of basic studies as a part of a long-range com- 
 prehensive planning program such as a proposed economic base 
 study of the Chicago Metropolitan Area and a land use inventory 
 of Cook County, and (2) the initiation of planning programs 
 leading to at least partial solution of several impending crises in 
 urban development. 
 
 Although a fundamental part of the comprehensive planning 
 program, the study of the Calumet Area was dictated by the 
 impending crisis in the development of the Area. In the next four 
 years the port and waterway developments in the Calumet Area 
 are likely to spur the already rapid growth in Chicago's outer 
 zone and the metropolitan ring. The aggregate impact of these 
 developments is likely to be felt in a vast area encompassing much 
 of Chicago's south side and parts of three counties. The Calumet 
 Area contains Chicago's primary industrial land reserve and is 
 one of the few remaining areas in the City where appreciable new 
 residential and industrial expansion can occur. What happens in 
 this area vitally affects the entire City — especially its tax base. 
 The suburban areas are equally affected with their periods of 
 greatest growth yet to come. 
 
 This is an interim report with many problems left undefined and 
 many questions unanswered. This report has been prepared for 
 three reasons: (1) Even on the basis of partial study, it is obvious 
 that prompt action of various types is required to alleviate 
 adverse conditions which may hamper the development of the 
 Area. The organization for the solution of these problems will 
 involve much time and effort and can proceed while the required 
 further analysis of the Area proceeds. (2) There is presently no 
 organization either for the development or effectuation of a plan 
 for the entire Area. The attempt to develop a collaborative 
 approach to the solution of metropolitan problems should begin 
 immediately. (3) There is intense public interest in the Area. 
 The Plan Commission has been deluged with requests for infor- 
 mation. The data gathered and analyzed to date is of sufficient 
 public interest to warrant publication. 
 
 The dimensions of future industrial development in the Calumet 
 Area are dependent upon a number of complex factors ranging 
 from trends in the national and regional economy to changes in 
 technology and transportation rates. The Calumet Area is so 
 irrevocably bound to the regional and national economy that 
 accurate forecasts of future industrial activity cannot be made 
 without an adequate economic base study of the Chicago Metro- 
 politan Area. Such a study involving a projection of the Chicago 
 Area's share of future national economic development by major 
 types of industrial activities has been designed as part of the 
 current work program and programmed to begin in 1957. This 
 report is not a substitute for an economic base study but does 
 include an interim analysis of some of the basic data required in 
 an economic base study. 
 
 Sections in Chapter III were contributed by Harold M. Mayer, 
 Associate Professor, Department of Geography, University of 
 Chicago, who has also acted as consultant on port planning to 
 the Chicago Plan Commission; by Elizabeth J. McLean, Traffic 
 Engineer, Bureau of Street Traffic and Parking, Department of 
 Streets and Sanitation, City of Chicago; and Frank E. Barker, 
 Traffic Engineering Assistant, Chicago Transit Authority. 
 
 Valuable assistance in compiling the materials for this report was 
 furnished by: William R. Marston, Deputy City Traffic Engineer, 
 Albert L. Forde, Associate Traffic Engineer, and Robert W. 
 Harris, Associate Traffic Engineer, Bureau of Street Traffic and 
 Parking, Department of Streets and Sanitation, City of Chicago, 
 for consultation and for furnishing men and equipment to con- 
 duct a traffic survey and for granting time to Elizabeth J. McLean 
 to assist on this study; Evan E. Olmstead, Traffic Engineer, 
 Chicago Transit Authority, for granting time to Frank E. Barker 
 to assist on this study; Arthur Longini, Chief Economist, Chicago 
 & Eastern Illinois Railroad Company, for granting the use of in- 
 dustrial information in Company files; Maxim M.Cohen, General 
 Manager, Chicago Regional Port District, for frequent con- 
 sultations and for permission to reproduce the Lake Calumet 
 Harbor Plan; DeVer Sholes, Industrial Department, Chicago 
 
 in 
 
Association of Commerce and Industry, for furnishing informa- 
 tion on industrial expansion ; Sidney B. Westby, former Manager, 
 Loren Trimble, Manager, Robert Stapleton, Irvin C. Hibbler, 
 and Edmund Hafner, Territorial Information Department, 
 Commonwealth Edison and Public Service Companies, for 
 furnishing information on vacant industrial land, trends and 
 locations; Allen K. Philbrick, formerly Assistant Professor, 
 Department of Geography, University of Chicago, for granting 
 utilization of suburban land use maps; Addison Brown, Presi- 
 dent, and Robert E. Grant, Manager of Industrial Development 
 Department, Calumet Industrial District; Thomas Bunsa, Di- 
 rector, Purdue-Calumet Foundation; Walter Isard, Wharton 
 School, University of Pennsylvania; Britton Harris, Institute for 
 Urban Studies, University of Pennsylvania; and Charles Zwick, 
 Harvard University. 
 
 The following organizations were of substantial assistance in 
 furnishing information on land use, base maps, zoning, express- 
 ways, future plans, area problems, or other particular knowledge: 
 Rezoning Program, Chicago City Council Committee on Build- 
 ings and Zoning; Bureau of Engineering, Department of Public 
 Works, City of Chicago; Cook County Department of Highways; 
 Division of Highways, Department of Public Works, State of 
 Illinois; Illinois State Toll Highway Commission; Office of the 
 District Engineer, Chicago District, U.S. Army Corps of Engi- 
 neers; United States Geological Survey; Chicago Regional 
 Planning Association; Regional Association of South Cook 
 County; Cook County Housing Authority; Welfare Council of 
 Metropolitan Chicago; Office of the City Engineer, Hammond, 
 Indiana; United Steel Workers of America; Wisconsin Steel 
 Works, International Harvester Company; United States Steel 
 Corporation; and Ford Motor Company. Photographs were 
 furnished by numerous organizations and industrial establish- 
 ments and credit is given elsewhere. 
 
 IV 
 
CONTENTS 
 
 Page 
 
 Foreword iii 
 
 List of Illustrations v 
 
 List of Tables vi 
 
 Summary viii 
 
 Bibliography 
 
 Chapter Page 
 
 I Industrial Development 1 
 
 II Port and Waterway Development 27 
 
 III Transportation Facilities 39 
 
 IV Labor Force, Population and Housing 55 
 
 72 
 
 ILLUSTRATIONS 
 
 Figure Page 
 
 1. Generalized Land Use, Greater Calumet Area, 1956 facing 6 
 
 2. Recent Locational Pattern of Manufacturing Establishments, 
 
 Chicago Metropolitan Area, January 1945-June 1956 8 
 
 3. Calumet Industrial Area Sectors 11 
 
 4. Calumet Area Total Manufacturing Employment, 1955 15 
 
 5. Primary Metal Products Employment, 1955 16 
 
 6. Petroleum and Coal Products Employment, 1955 16 
 
 7. Non-electrical Machinery Employment, 1955 16 
 
 8. Fabricated Metal Products Employment, 1955 16 
 
 9. Chemical and Allied Products Employment, 1955 17 
 
 10. Transportation Equipment Employment, 1955 17 
 
 Figure Page 
 
 11. Stone, Clay and Glass Products Employment, 1955 17 
 
 12. Food and Kindred Products Employment, 1955 17 
 
 13. Chicago Harbors and Waterway Routes 26 
 
 14. Chicago Waterways and Harbors Traffic Volume, 1955 29 
 
 15. Lake Calumet Harbor Plan, 1956 facing 36 
 
 16. Metropolitan Chicago Expressways, Existing, Under Con- 
 
 struction or Programmed, 1956 39 
 
 17. Vehicular Traffic Volumes, Lake Calumet Vicinity 49 
 
 18. Chicago Communities and Suburban Municipalities, Greater 
 
 Calumet Area, 1956 60 
 
 19. Labor Force at Place of Residence, Chicago Metropolitan 
 
 Area, 1950 63 
 
 20. Median Income of Families and Unrelated Individuals in 
 
 1949, Greater Calumet Area 64 
 
TABLES 
 
 Table Page 
 
 1. Manufacturing Establishments and Employment in Calumet 
 
 and Metropolitan Area, 1954 and 1955 1 
 
 2. Percentage Distribution of Non-agricultural Employment in 
 
 Chicago Metropolitan Area, June 1956 4 
 
 3. Change in Manufacturing Employment and Value Added by 
 
 Manufacture in Ten Leading Metropolitan Areas, 1947-54. . . 6 
 
 4. Employment in the Eight Largest Industries in the Calumet 
 
 Area, 1955 10 
 
 5. Estimated Resident Population, Labor Force, and Employ- 
 
 ment in Calumet Area, 1955 13 
 
 6. Estimated Population and Labor Force Increase in the Cal- 
 
 umet Area, 1950-1955 13 
 
 7. Estimated Total Employment and Manufacturing Employ- 
 
 ment in Calumet Area, 1955 13 
 
 8. Percentage Distribution of Manufacturing Employment in 
 
 Calumet Area by Major Industry Group and Sector, 1955 ... 19 
 
 9. Location Characteristics of the Major Industries in the Cal- 
 
 umet Area, 1955 19 
 
 10. Average Annual Per Cent Decrease in Man-hours per unit 
 
 of Output in the Basic Steel Industry and in all Manufac- 
 turing, 1919-1955 22 
 
 1 1 . Water-borne Traffic of the Port of Chicago by Harbors and 
 
 Waterways, 1946-19.55 28 
 
 12. Overseas Traffic Leading Commodities, Port of Chicago, 1955 ... 30 
 
 13. Value of Water-borne Foreign Trade for Selected United 
 
 States Ports, 1955 30 
 
 Table Page 
 
 14. Great Lakes Traffic Leading Commodities, Port of Chicago, 
 
 1955 31 
 
 15. Inland Waterway Traffic Leading Commodities, Port of Chi- 
 
 cago, 1955 32 
 
 16. Water-borne Commerce of the Port of Chicago and Harbors 
 
 in Lake County, Indiana, Cargo Tonnage, 1955. By Water- 
 ways and Harbors, 1955 33 
 
 16a Percentage Distribution of Water-borne Commerce of the 
 
 Port of Chicago, by Harbor or Waterway, 1955 33 
 
 16b Percentage Distribution of Water-borne Commerce of the 
 
 Port of Chicago, by Movement, 1955 34 
 
 17. Water-borne Commerce of the Port of Chicago, by Harbor, 
 
 Waterway and the Five Ranking Commodities by Tonnage, 
 
 1955 34 
 
 18. Vehicular Capacity and Demand at Selected Intersections in 
 
 the Vicinity of Lake Calumet, City of Chicago 50 
 
 19. Population of the Chicago Standard Metropolitan Area, City 
 
 and Metropolitan Ring, 1920 to 1980 56 
 
 20. Dwelling Unit Construction and Demolition by Permit Data, 
 
 Chicago Metropolitan Area and the City of Chicago, 1920- 
 
 1955 57 
 
 21. Population and Dwelling Unit Characteristics of the Thirty- 
 
 Minute Travel Zone from Lake Calumet, by City of Chi- 
 cago Community Areas and Suburban Municipalities 61 
 
 22. Place of Residence of Present and Estimated New Industrial 
 
 Workers Employed in the Calumet Area of the City of 
 Chicago 66 
 
 VI 
 
Calumet Studios Photo 
 
SUMMARY 
 
 THE PROBLEM 
 
 The Calumet Area is beginning a new cycle of growth. The new 
 harbor in Lake Calumet, the imminent completion of the St. 
 Lawrence Seaway Project and the widening of the Calumet-Sag 
 Channel will have the aggregate affect of increasing the present 
 tempo of industrial development. 
 
 The Calumet Area possesses some unique advantages which will 
 be significant in attracting industry in the future. These include 
 large tracts of vacant land for industrial use, unusual transporta- 
 tion advantages — especially areas accessible to both deep water 
 and barge traffic, an adequate supply of water for industrial 
 processes, potential linkages with existing industries, and location 
 in an expanding metropolitan area with a rich hinterland 
 encompassing at least five states. 
 
 From this expanding economy will result new job opportunities, 
 an improved tax base and other benefits. However, the problems 
 are likely to be as dramatic as the benefits. The Calumet Area 
 may become mired in a traffic problem so intense that the Area's 
 livability and ability to attract and integrate new industry are 
 seriously impaired. Without careful control over land use 
 throughout the Calumet Area, transportation planning could 
 become the hopeless task of attempting to build facilities for 
 mammoth land use bodies generating hordes of traffic onto a 
 pigmy street and transit skeleton. 
 
 Another critical problem will be the provision of housing for the 
 new industrial workers. The severe housing shortage has so 
 limited recruitment of the required new workers at the present 
 time that the Association of Commerce and Industry has made a 
 strong appeal for a step-up in the residential building rate to 
 house these new workers. Further, the income limitations of 
 industrial workers place definite restrictions on their choice of 
 residence. Unless some unforeseen source of low cost housing is 
 made available elsewhere, thousands of these workers will be 
 forced to reside in already overcrowded rental areas on Chicago's 
 south side with resultant pressure on "conservation areas." 
 
 Increased pressure for conversions "by use" or "informal con- 
 versions" will continue unabated. A definite need exists for a 
 realistic analysis of current redevelopment and urban renewal 
 efforts within the context of an expanding economy and labor 
 force. 
 
 The suburban side of the picture is no less gloomy. Sprawling, 
 new, suburban developments extending in one contiguous, built- 
 up area for miles beyond Chicago's boundaries are a strong 
 possibility with the opportunity lost forever of creating desirable 
 open areas between communities. Even at the present rate of 
 growth agricultural land is disappearing rapidly. 
 
 A crisis now exists in suburban Cook County because of the 
 number of municipalities in the present complex of small govern- 
 mental and taxing units which are devoid of adequate tax bases 
 for the required new schools and other facilities. The accidental 
 location of waterways, rail lines, and other factors creating choice 
 industrial land has resulted in some municipalities having very 
 adequate tax bases. Adjacent residential municipalities with 
 inadequate tax bases frequently must provide schools and other 
 services for a large proportion of the workers employed in near-by 
 "industry-rich" municipalities. This bitter contrast is likely to 
 grow worse in the future. 
 
 The serious air pollution problem in the Calumet Area has been 
 an important factor in diminishing the Area's value as an attrac- 
 tive place to live and locate new factories. Only one or two 
 municipalities in the Calumet Area have air pollution control 
 programs. 
 
 Other problems involve the large tracts of land requiring fill 
 prior to use, inadequate zoning, the "blighted" vacant land 
 suffering from tax delinquency and multiple ownership, an 
 inadequate network of local streets, utilities, and mass transit. 
 These adverse factors frequently deter heavy as well as light 
 industries from locating in the Calumet Area and, if not cor- 
 rected, are likely to result in the Area's never reaching its full 
 potential. 
 
 The Area's considerable potential can only be reached if Chicago 
 and the other municipalities realistically face up to the fact that 
 
 via 
 
there are serious developmental problems in the Calumet Area. 
 There is fortunately still enough time to rectify these conditions, 
 but prompt, vigorous action is required. Evading the issues and 
 prescribing superficial treatment will seriously impair the 
 development of the Area. 
 
 This is an interim report on the Calumet Area. A large proportion 
 of staff time has been devoted to industrial analysis — an impor- 
 tant key to the future growth of the Calumet Area. The present 
 industrial structure and potential industrial growth is considered 
 first in Chapter I and summarized in the following section. 
 Chapters 2, 3 and 4 consisting of a review of port and waterway 
 developments, transportation, and population and housing 
 problems and needs are summarized in the final sections of this 
 introduction. 
 
 I. INDUSTRIAL DEVELOPMENT 
 
 (1) The Calumet Area plays a distinctive and critical role in the 
 national as well as metropolitan economy being the nation's 
 leading steel producing area. In addition, the Calumet Area ranks 
 high nationally in the production of Petroleum and Coal Prod- 
 ucts, Chemicals, and Stone, Clay, and Glass Products. 
 
 (2) Of every 100 persons employed in manufacturing in the 
 Chicago Metropolitan Area, 20 are employed in the Calumet 
 Area. The Calumet Area accounts for 85 per cent of the Metro- 
 politan Area's total employment in the Primary Metal Industries, 
 72 per cent in Petroleum and Coal Products, 30 per cent in 
 Chemicals, 30 per cent in Stone, Clay, and Glass Products, and 
 21 per cent in Transportation Equipment. 
 
 (3) Because national and regional trends have such a large impact 
 on basic activities in the Calumet Area, an analysis of recent 
 developments has been made. Some of the more significant trends 
 are as follows : 
 
 (a) Unlike the non-manufacturing industries such as whole- 
 sale and retail trade which have grown rapidly in employ- 
 ment since World War II, the growth of manufacturing 
 employment has been concentrated largely in the period 
 of rapid expansion during World War II and the Korean 
 
 War. The current level of manufacturing employment in 
 the Metropolitan Area is only slightly higher than the 
 World War II peak and is 50,000 less than the Korean 
 War peak. However, the civilian economy has been able 
 to continue to utilize the increased production facilities 
 expanded during the war periods so as to maintain high 
 levels of employment. 
 
 (b) A gradual westward shift of industry is the result of the 
 comparatively slower rates of growth of manufacturing 
 activities in the Midwest and Northeastern parts of the 
 nation. From 1947 to 1954 manufacturing employment 
 in the 5 states of the Midwest increased only 3.4 per cent 
 and both the State of Illinois and the Chicago Metro- 
 politan Area experienced a decline of 4.1 per cent. How- 
 ever, 80 per cent of the total U.S. manufacturing 
 employment is still concentrated east of the Mississippi 
 River and almost two-thirds of this total lies east of the 
 Mississippi River and north of the Ohio River. 
 
 (c) Trends in increased industrial output using as an index 
 the value added by manufacture follows the same re- 
 gional pattern. However, the Midwest as well as Illinois 
 and the Chicago Metropolitan Area all experienced 
 healthy increases in output in sharp contrast to the 
 growth in employment. 
 
 (d) Of the ten leading metropolitan areas in the U.S., only 
 Los Angeles experienced a more rapid growth in manu- 
 facturing employment than the national average. The 
 Chicago Metropolitan Area decreased 4.1 per cent in 
 employment but experienced a healthy increase in output 
 (42.0 per cent), and the number of new firms (1229) 
 organized or attracted to the Area. These figures are 
 supported by the fact that for the previous decade the 
 Area led all other metropolitan areas in the nation in 
 both the number (501) and value ($585 million) of major 
 industrial construction contracts awarded. Reasons for 
 the lack of increase in employment are : ( 1 ) Technological 
 improvements permitting increased productivity with 
 little increase in employment; (2) Acute labor shortages 
 
 IX 
 
during the Korean War limiting potential expansion in 
 certain industries; (3) the severe housing shortage 
 limiting outside recruitment of new workers. 
 
 (e) Within the Metropolitan Area the following growth 
 patterns are evident: (1) The outlying countries of the 
 Metropolitan Area have grown more rapidly than Cook 
 and Lake County, Indiana, but these two counties still 
 contain 92 per cent of the Area's manufacturing employ- 
 ment. (2) Chicago's central area has continued to act as 
 the Metropolitan Area's incubator for new, small 
 industries. As these plants outgrow their original 
 quarters, many find new sites in less congested parts of 
 the City and Metropolitan Area. An appreciable part of 
 recent suburban industrialization has resulted from this 
 process. (3) Despite a continuing high rate of industrial 
 out-migration, 1217 new factories and factory additions 
 and 767 new warehouses and warehouse additions were 
 constructed in Chicago from 1947 to 1954. In the ten- 
 year period preceding July 1, 1956, a total of 1739 acres 
 of land were put to industrial use. 
 
 (4) Within the Calumet Area are employed 347,000 persons of 
 which 51 per cent work in manufacturing plants. The giant of the 
 Calumet Area is the steel industry employing almost 100,000 
 workers or 52 per cent of the Area total. The Primary Metal 
 Industries Group and three other groups of metal-working 
 industries account for almost three-fourths of the Area's total 
 manufacturing employment. Other important industries are 
 Petroleum and Coal Products (16,000), Chemicals (12,000), 
 Stone, Clay, and Glass Products (5,000), and Food (5,000). 
 
 (5) The core of the Calumet Area is a huge belt of heavy indus- 
 tries in south Chicago and northern Lake County, Indiana, 
 furnishing jobs for almost 150,000 persons or 78 per cent of all 
 manufacturing employees in the Calumet Area. The other 
 sections of the Calumet Area are comprised of a wider diversifica- 
 tion of light and medium as well as heavy industries. 
 
 (6) The predominant types of industries in the Calumet Area 
 have very little flexibility in location when analyzed on the basis 
 
 of required transportation facilities, size of sites, and zoning 
 requirements. Petroleum and Coal Products, Chemical, Primary 
 Metal Industries, and Stone, Clay, and Glass industries have least 
 flexibility in location. 
 
 (7) In addition to manufacturing, warehousing, wholesaling, 
 distribution and other heavy commercial operations represent a 
 major activity in the Calumet Area and can be expected to under- 
 go considerable change and expansion in the future. 
 
 (8) Although the output in many types of industries is likely to 
 expand substantially, the land and employment increases may 
 not be in direct proportion to the output increase. Technological 
 advances including recent developments in automation are too 
 new to assess their full impact on land and employment needs 
 without further study. 
 
 (9) By 1970, Chicago's part of the Calumet Area is estimated to 
 experience a growth of 35,000 new industrial jobs generating an 
 additional 60,000 "service" jobs and a population increase of 
 about 250,000 persons. 
 
 (10) The Calumet Area possesses some unique advantages which 
 will be significant in attracting industries in the future, including: 
 (a) large tracts of vacant land, (b) unusual transportation ad- 
 vantages, (c) water for industrial processes, (d) potential linkage 
 with other industries, (e) location in an expanding metropolitan 
 area, (f ) a rich hinterland consisting of at least five states. 
 
 (11) The area also suffers from a number of disadvantages 
 including: (a) tracts of land which require fill, (b) areas which are 
 inappropriately zoned, (c) large tracts of land which suffer from 
 tax delinquency, multiple ownership, obsolete platting, or rail- 
 road ownership, (d) large sections lacking a network of local 
 utilities, (e) inadequate local access, (f) inadequate mass transit 
 facilities, (g) serious air pollution problems, (h) location in a 
 metropolitan area suffering from a labor and housing shortage. 
 
 (12) A program for alleviating these conditions should include: 
 (a) the completion of a metropolitan economic base study and 
 land-use plan, (b) passage of the proposed comprehensive amend- 
 ment to the Chicago Zoning Ordinance, (c) a vigorous air 
 
pollution abatement program for the entire area, (d) the attrac- 
 tion of steel-using industries, (e) an accelerated program of 
 housing construction, (f) an integrated program of public 
 improvements, (g) an improved public transit system, (h) an 
 extensive program of providing grade separations for rail and 
 vehicular traffic. 
 
 II. PORT AND WATERWAY DEVELOPMENT 
 
 (1) Three important port and waterway projects which are 
 scheduled for completion within the next four years have focused 
 attention on the Calumet Area, where two of the projects and 
 Chicago's major existing port facilities are located. The first stage 
 of Lake Calumet Harbor development is scheduled for com- 
 pletion early in 1957, the St. Lawrence Seaway improvement in 
 early 1959, and the Calumet-Sag Channel widening in 1961. 
 
 (2) Traffic on Chicago's waterways has increased at a greater 
 rate than industrial or population growth. 
 
 (3) Bulk commodities for industry or transshipment constitute the 
 greatest volume of waterway traffic, with the Great Lakes system 
 handling about 80 per cent and the Inland Waterway about 20 
 per cent of the total tonnage. Overseas general cargo totaled less 
 than one per cent of Chicago's water-borne tonnage in 1955. 
 Calumet Area terminals handled over three-fourths of the over- 
 seas cargo in 1955. The Chicago Harbor terminals handled the 
 remainder. 
 
 (4) Chicago's position at the meeting place of the 7,000-mile 
 Inland Waterway System and the Great Lakes-St. Lawrence 
 Waterway makes Chicago and especially the Calumet Area 
 unique among Great Lakes ports. 
 
 (5) Among the advantages of the location of the initial harbor 
 development in Lake Calumet are : 
 
 (a) In the entire Metropolitan Area the Calumet Area is the 
 most appropriate area for major harbor facilities for 
 commerce and industry. 
 
 (b) The first stage of port development for the Chicago area 
 will find its most convenient site in Lake Calumet. 
 
 (c) One of the strongest assets of the Lake Calumet Harbor 
 is the potential of providing needed industrial land for 
 manufacturing, storage and transfer operations with 
 overseas, lake, and barge access. 
 
 (d) The Lake Calumet Harbor area and immediate vicinity 
 is the future prime industrial development area in the 
 Calumet Area because of a large supply of vacant 
 industrial land with deep water and barge transportation 
 and highway and rail access. 
 
 (e) Lake Calumet Harbor will aid in firmly establishing 
 Chicago as the terminus of the St. Lawrence Route. 
 
 (f) Lake Calumet Harbor will provide experience and data 
 essential in judging future harbor volume and adminis- 
 trative needs. 
 
 (g) Improved Navy Pier and other Chicago Harbor facilities 
 can be viewed as a supplement to Lake Calumet as a 
 general cargo harbor. 
 
 (6) Although Lake Calumet Harbor and other harbor and water- 
 way improvements will greatly enhance metropolitan Chicago's 
 competitive position, the following problems remain to be solved 
 in order for Chicago and the Calumet Area to maintain a strong 
 port and waterway position : 
 
 (a) The lack of coordinated harbor planning or develop- 
 ment for the Chicago Metropolitan Area. 
 
 (b) Limitations of Lake Calumet harbor development are 
 posed by the Calumet River water traffic congestion, 
 possible marine accidents, and water-land traffic conflict 
 produced by increased bridge openings. 
 
 (c) A weakened competitive position of Lake Calumet as a 
 commercial harbor development is possible if a more 
 accessible Lake Front harbor is developed on Lake 
 Michigan. 
 
 (d) Provision of adequate barge routes to harbors in Lake 
 County, Indiana. 
 
 xi 
 
(7) The following steps are recommended: 
 
 level bridges or alternative solutions. 
 
 (a) Determination of the volume and character of future 
 water-borne traffic for metropolitan Chicago after 
 appropriate analysis of its commercial and economic 
 potential. 
 
 (b) Effectuation of coordinated planning of port and 
 waterway development in metropolitan Chicago which 
 enlists the cooperation of the states of Illinois and 
 Indiana, the Chicago Regional Port District, the city of 
 Chicago, and suburban municipalities. 
 
 (c) Application for a federal interest-free loan to plan water 
 front development similar to the recent $147,000 Hous- 
 ing and Home Finance Agency loan granted Erie, 
 Pennsylvania. 
 
 (d) Evaluation of all Lake Front harbor proposals, and 
 preparation of a plan which will include the states of 
 Illinois and Indiana, such evaluation encompassing: 
 (1) examination, periodically, of the upper limits of the 
 capacity of Lake Calumet from commercial port 
 development, (2) determination of Calumet River 
 capacity to absorb future traffic and (3) examination of 
 the feasibility of the proposed eastward extension of 
 Calumet-Sag Channel to link with Lake County, Indiana 
 harbors or substitution of other means of obtaining 
 barge access from the Inland Waterway to harbors in 
 Indiana. 
 
 (e) Reservation, by the city of Chicago, of the 1,100-foot 
 Lake Michigan shore line property immediately west of 
 the Illinois-Indiana boundary for possible future Lake 
 Front harbor development. 
 
 (0 Determination of the feasibility of the full operation of 
 Navy Pier and Chicago Harbor areas to supplement 
 Lake Calumet Harbor. 
 
 (g) Investigation of the future magnitude of Calumet River 
 bridge openings and determination if undue railway and 
 highway traffic delays call for early action for more high 
 
 (h) Evaluation of public policy, including zoning, on utiliza- 
 tion of land having access to navigable waterways 
 with priority being given to water-transportation- 
 oriented industries. 
 
 (i) Integration of port and waterway planning with land 
 use planning for the Metropolitan Area. 
 
 III. TRANSPORTATION FACILITIES 
 
 (1) The efforts of at least an additional one-quarter of a million 
 people to live and work in the Calumet Area will produce tre- 
 mendous movements within an area one-half the size of the 
 Chicago Metropolitan Area. 
 
 (2) This additional movement will be imposed on a circulation 
 system already inadequate to serve present-day needs. 
 
 (3) Long-range solutions to transportation problems in the 
 Calumet Area are possible only through alteration of existing 
 land use and careful regulation of future development. 
 
 (4) A suggested program for immediate action includes (a) gen- 
 eral improvement of vehicular traffic conditions including widen- 
 ing of pavements, parking restrictions, progressive signalization 
 and redesign of main intersections, (b) four new streets to be 
 constructed in conjunction with plans for residential and indus- 
 trial development, (c) grade separations for primary rail and 
 trafficway intersections, (d) the elimination of conflict between 
 street and highway as well as railroad traffic, etc. (e) a study to 
 determine the magnitude of present and future problems involv- 
 ing the conflict between land and water traffic resulting from 
 Calumet River openings, (f) a study to determine possible 
 new alignments and/or consolidation of the existing rail network, 
 (g) a review of the boundaries of the Chicago Switching District 
 with a view toward revision and extension, (h) a review of the 
 motor trucking industry to determine needs and requirements for 
 union truck terminals, truck terminal districts, and other types 
 of facilities, (i) the development of an interim method for 
 regulating land use at the convergence of expressways and/or 
 
 xn 
 
railroads, (j) a program for providing both surface ana rapid 
 transit facilities throughout the Chicago Metropolitan Area, (k) 
 the reservation of land in the Calumet Area for an airport of 
 intercontinental classification. 
 
 IV. LABOR FORCE, POPULATION AND 
 HOUSING 
 
 (1) The industrial expansion of the Calumet Area will accentuate 
 the demand for housing on Chicago's south side and in the 
 suburban parts of the Calumet Area. This housing demand will 
 be especially marked for low and middle income rental housing. 
 
 (2) The projected population of 8,000,000 in 1980 for the 
 Chicago Metropolitan Area indicates an increase of two million 
 over 1955 population with over 1,500,000 or 80 per cent of that 
 increase residing in the suburban Metropolitan Ring. This 
 increase is-almost double the 1950 population of the Metropolitan 
 Ring. 
 
 3) Housing construction in the Metropolitan Area had a high 
 of about 380,000 dwelling units in the 1920-29 period, a low of 
 about 95,000 units from 1930-1945 and a total of 345,000 units 
 from 1946-1955. The percentage of the privately constructed 
 dwelling units in the city of Chicago classified as multiple-family 
 units decreased from 80 per cent in the I920's to 33 per cent in 
 the 1946-1955 period. During 1940-1950, over 75,000 dwelling 
 units were added to Chicago's housing supply by non-permit 
 construction. 
 
 (4) Within the Thirty-Minute Travel Zone of Lake Calumet 
 (which presently houses 95 per cent of the labor force working in 
 the industries of Chicago's portion of the Calumet Area) are 2.4 
 million persons (44 per cent of the Metropolitan Area's popula- 
 tion). This total includes 88 per cent of the Metropolitan Area's 
 nonwhite population. 
 
 (5) Over 60 per cent of the population of the Thirty-Minute 
 Travel Zone and 75 per cent of the Zone's rental units are north 
 of 79th Street within the city of Chicago. 
 
 (6) The Thirty-Minute Travel Zone is characterized by a great 
 variety in family income and in housing value and condition but 
 has decided concentrations of low income families and sub- 
 
 standard dwellings in both the city of Chicago and the suburban 
 area. 
 
 (7) The likely future place of residence of the 35,000 new workers 
 to be employed (by 1970) in industries in Chicago's part of the 
 Calumet Area is estimated to be about half in the City, half in 
 suburban Calumet. Similar to the distribution of the place of 
 residence of present employees, about one-third of the new 
 workers are estimated to be housed north of 79th Street in 
 Chicago, largely because of this area's large supply of existing 
 rental housing. 
 
 (8) Implications of housing the added labor force include (a) 
 increased pressure on existing rental housing, (b) increased 
 housing pressure on conservation areas, (c) increased pressure on 
 already crowded areas, and (d) accelerated development of 
 vacant residential land with the majority of the new homes in 
 suburban Calumet because of the shortage of vacant residential 
 land in the city of Chicago. 
 
 (9) On the basis of the analysis of the residential problems of the 
 Calumet Area, the following are considered primary develop- 
 mental needs: 
 
 (a) Adequate land use planning, including metropolitan area 
 planning, to assure the most desirable locations and 
 required community facilities for future residential areas. 
 
 (b) An increase in the supply of housing, both rental housing 
 and owner-occupied housing, for all income groups and 
 especially rental housing for low and middle income 
 groups. 
 
 (c) A realistic examination of current redevelopment and 
 urban renewal efforts within the context of an expanding 
 economy and labor force. 
 
 (d) Adequate standards for the new community facilities. 
 
 (e) Adequate transportation planning which relates trans- 
 portation facilities to the traffic load generated by resi- 
 dental land uses. 
 
 (f) A realistic examination of tax base problems that will be 
 made more critical by Calumet Area development. 
 
 Mil 
 
C.-„» Di.« 
 
I INDUSTRIAL DEVELOPMENT 
 
 Of every 100 manufacturing workers in the Chicago Metropolitan 
 Area 1 , 20 are employed in the Calumet Area 2 . In some industries 
 the degree of concentration within the Calumet Area is even 
 higher. Approximately 85 per cent of the employment in the 
 Primary Metal Industries group comprised of blast furnaces, 
 rolling mills, foundries, and related products, is concentrated 
 within the Calumet Area (Table 1). The fact that this industry is 
 the most important in the Metropolitan Area in value added by 
 manufacture and number of employees (1955 average) dramatizes 
 the key position of the Calumet Area in the Metropolitan Area's 
 economy. 
 
 'The counties included in the Chicago Metropolitan Area as defined by the 
 U.S. Bureau of the Census are: Cook, DuPage, Kane, Lake, and Will in 
 Illinois and Lake in Indiana. 
 
 2 The Calumet Area is defined as extending from 79th Street in Chicago 
 south to the Cook County line and from Joliet east to the eastern limits of 
 Gary, Indiana. 
 
 Table 1. Manufacturing Establishme 
 
 Similarly, as Table 1 shows, 72 per cent of the employees in the 
 Petroleum and Coal Products industries are employed in the 
 Calumet Area. The Chemical and the Stone, Clay and Glass 
 Products industries each employ 30 per cent of all persons in the 
 Metropolitan Area who work in these industries. Twenty-one 
 per cent of all of the Metropolitan Area's employment in the 
 Transportation Equipment industry is also concentrated within 
 the Calumet Area. These industries are important to the Metro- 
 politan Area not only in terms of producing employment and 
 purchasing materials and services but also in acting as catalysts 
 or multipliers in the metropolitan economy by creating a number 
 of additional jobs in non-basic or service industries. 
 
 The industries in the Calumet Area play a distinctive and critical 
 role in the national economy as well. For example, the steel mills 
 in the Metropolitan Area in 1955 produced an estimated 21.7 
 million tons of steel exceeding the 19.1 million tons produced by 
 the Pittsburgh Metropolitan Area. 3 This fact is confirmed by the 
 
 3 Chicago Association of Commerce, Commerce, March 1956, p. 203. 
 
 nts ar 
 
 id Employment 
 
 in Calumet Area 
 
 and Ch 
 
 cago Metropolitan Area, 1954 a 
 
 Establishme 
 
 nts 
 
 Ei 
 
 nploymenl 
 
 
 Percentaqe 
 
 Distribution 
 
 
 Number 
 
 
 
 Number 
 
 
 
 
 
 Num- 
 
 in 
 
 % Calu- 
 
 
 in 
 
 % Calu- 
 
 
 
 
 ber in 
 
 Chicago 
 
 met of 
 
 Number 
 
 Chicago 
 
 met of 
 
 Establishments 
 
 Employment 
 
 Calu- 
 
 Metro- 
 
 Metro- 
 
 in 
 
 Metro- 
 
 Metro- 
 
 
 
 
 met 
 
 politan 
 
 politan 
 
 Calumet 
 
 politan 
 
 politan 
 
 Calu- 
 
 Metro- 
 
 Calu- Metro- 
 
 Area" 
 
 Area 
 
 Area 
 
 Area" 
 
 Area c 
 
 Area 
 
 met 
 
 politan 
 
 met politan 
 
 91 
 
 1,246 
 
 7.3 
 
 4,968 
 
 101,035 
 
 4.9 
 
 10.5 
 
 9.2 
 
 2.6 10.6 
 
 
 
 NA 
 
 
 
 
 NA 
 
 
 
 
 
 7 
 
 99 
 
 7.0 
 
 584 
 
 7,341 
 
 8.0 
 
 0.8 
 
 .73 
 
 0.3 .77 
 
 22 
 
 1,081 
 
 2.0 
 
 1,785 
 
 38,591 
 
 4.6 
 
 2.5 
 
 7.9 
 
 0.9 4.8 
 
 36 
 
 366 
 
 9.8 
 
 882 
 
 7,515 
 
 11.7 
 
 4.2 
 
 2.7 
 
 0.5 .79 
 
 29 
 
 566 
 
 5.1 
 
 1,931 
 
 22,437 
 
 8.6 
 
 3.3 
 
 4.1 
 
 1.0 2.3 
 
 32 
 
 334 
 
 1.0 
 
 2,730 
 
 23,203 
 
 11.8 
 
 3.7 
 
 2.4 
 
 1.4 2.4 
 
 51 
 
 2,031 
 
 2.5 
 
 3,510 
 
 81 ,072 
 
 4.3 
 
 5.9 
 
 15.0 
 
 1.8 8.5 
 
 68 
 
 712 
 
 9.6 
 
 11,719 
 
 38,848 
 
 30.2 
 
 7.9 
 
 5.2 
 
 6.1 4.1 
 
 29 
 
 82 
 
 35.4 
 
 16,008 
 
 22,174 
 
 72.2 
 
 3.3 
 
 0.6 
 
 8.4 2.3 
 
 7 
 
 NA 
 
 
 717 
 
 NA 
 
 
 0.8 
 
 
 0.4 
 
 1 
 
 187 
 
 0.5 
 
 44 
 
 9,629 
 
 0.5 
 
 0.1 
 
 1.3 
 
 0.0 1.0 
 
 62 
 
 408 
 
 15.2 
 
 5,023 
 
 16,945 
 
 29.6 
 
 7.2 
 
 3.0 
 
 2.6 1.7 
 
 89 
 
 384 
 
 23.2 
 
 99,869 
 
 118,175 
 
 84.5 
 
 10.3 
 
 2.8 
 
 52.1 12.5 
 
 127 
 
 1,929 
 
 6.6 
 
 12,583 
 
 96,535 
 
 13.0 
 
 14.7 
 
 14.2 
 
 6.6 10.2 
 
 113 
 
 1,778 
 
 6.3 
 
 13,881 
 
 125,520 
 
 11.1 
 
 13.0 
 
 13.1 
 
 7.2 13.2 
 
 25 
 
 652 
 
 3.8 
 
 2,584 
 
 116,865 
 
 2.2 
 
 2.8 
 
 4.8 
 
 1.3 12.3 
 
 33 
 
 229 
 
 14.4 
 
 10,077 
 
 47,327 
 
 21.3 
 
 3.8 
 
 1.6 
 
 5.6 5.0 
 
 10 
 
 311 
 
 3.2 
 
 216 
 
 24,815 
 
 0.9 
 
 1.1 
 
 2 3 
 
 0.1 2-6 
 
 34 
 
 1,012 
 
 3.4 
 
 2,494 
 
 39,695 
 
 6.3 
 
 3.9 
 
 7.4 
 
 1.3 4.2 
 
 866 
 
 13,513 
 
 6.4 
 
 191,605 
 
 944,394 
 
 20.3 
 
 100 
 
 100.0 
 
 100.0 100.0 
 
 Major Industry Group 
 
 Food and kindred products 
 
 Tobacco manufactures 
 
 Textile mill products 
 
 Apparel and related products 
 
 Lumber and products except furniture 
 
 Furniture and fixtures 
 
 Paper and allied products 
 
 Printing and publishing 
 
 Chemicals and allied products 
 
 Petroleum and coal products 
 
 Rubber products 
 
 Leather and leather products 
 
 Stone, clay and glass products 
 
 Primary metal industries 
 
 Fabricated metal products 
 
 Machinery except electric 
 
 Electrical machinery 
 
 Transportation equipment 
 
 Instruments and related products 
 
 Miscellaneous manufactures 
 
 Total 
 
 "Although the Calumet survey was made in 1955 and the Census survey was taken the previous year, the data arc generally comparable. b Source: Files of the Chicago 
 and Eastern Illinois Railroad and the Chicago Plan Commission Industrial Land Use Survey. 'Source: U.S. Census of Manufacturers, Preliminary Report, 1954. 
 
Census of Manufacturers of 1954 which shows that the Chicago 
 Area leads all other metropolitan areas in the nation in value 
 added by Primary Metal Industries. Stated simply the Calumet 
 Area is now the nation's leading steel producing area. 
 
 The Chicago Metropolitan Area's Petroleum and Coal Products 
 industry ranks first among all metropolitan areas in the U.S. in 
 both employment and value added. As noted earlier almost 
 three-fourths of the Metropolitan Area employment in this 
 industry is concentrated within the Calumet Area. The Chicago 
 Metropolitan Area's Chemical industry ranks second nationally 
 in each of these indices. The Chicago Area's Stone, Clay, and 
 Glass Products industry ranks fourth nationally, and the Trans- 
 portation Equipment industry holds a fifth ranking position. 
 The Metropolitan Area's Machinery, Fabricated Metal, and 
 Food industries, which are big employers in the Calumet Area, 
 all rank first or second nationally in both employment or value 
 added by manufacture. 
 
 These figures illustrate the importance of the Calumet Area in 
 the economy of the Area and nation and, conversely, the large 
 impact of national trends on basic activities in the Calumet Area. 
 How has the Calumet Area shared in the last decade of vigorous 
 growth of the nation's economy and production capacity? 
 
 To answer this question it is necessary to examine, at least 
 briefly, metropolitan and national trends since the industrial 
 output of the Calumet Area comprises such a significant part of 
 the total output of the Chicago Metropolitan Area, and for 
 some types of industries, of the nation. 
 
 This chapter contains a review of (1) national and regional 
 employment trends including manufacturing, (2) trends in manu- 
 facturing in the Chicago Metropolitan Area, (3) the pattern of 
 industrial development within Chicago and the remainder of the 
 Metropolitan Area, (4) the general industrial characteristics of 
 the Calumet Area, (5) locational characteristics of the dominant 
 industries in the Area, (6) the outlook for industrial development 
 and (7) a recommended program of action. 
 
 NATIONAL AND METROPOLITAN 
 EMPLOYMENT TRENDS 
 
 In both the Chicago Metropolitan Area and the nation as a whole 
 employment in non-agricultural industries has experienced a 
 steady increase since 1940 except for the short period of readjust- 
 ment after World War II and the slight recessions in 1949 and 
 1954. In mid-June 1956, the number of non-agricultural em- 
 ployees in the Chicago Metropolitan Area was estimated at 
 2,613,500, an increase of 861,000 since 1940 and of 445,000 since 
 the World War II peak year of 1943. 
 
 In both the nation as a whole and the Chicago Metropolitan 
 Area the growth of manufacturing employment in the last 15 
 years has been largely concentrated in the period of rapid expan- 
 sion during World War II and the Korean War. Both wars were 
 followed by brief downturns, rapid recoveries, and a leveling off 
 at high levels of employment slightly below the preceding war 
 peaks. The civilian economy has in both instances been able to 
 continue to utilize the increased production facilities expanded 
 during the war periods. In June, 1956, manufacturing employment 
 in the Chicago Metropolitan Area was estimated at 1,027,300, 
 an increase of 53 per cent since 1940. The bulk of this expansion 
 occurred during World War II, as noted above, with a subsequent 
 minor boom during the Korean War when the current high level 
 of employment was exceeded by 40,000 workers. 
 
 Unlike manufacturing, the non-manufacturing industries such as 
 the wholesale and retail trade, service, and construction indus- 
 tries experienced only modest gains during World War II but 
 have spurted in the post-war period. Non-manufacturing employ- 
 ment increased by 506,200 or 47 per cent from 1940 to 1956, of 
 which 406,200 (38 per cent) occurred since the World War II 
 peak year of 1943. Such industries have been able to expand 
 rapidly since World War II in large part because the Area's 
 economy experienced such a vigorous permanent expansion of 
 its industrial base during World War II. The expansion of such 
 industries is also more directly proportional to population 
 growth which has been notably rapid during the last decade. 
 
Pure Oil Photo 
 
 Pure Oil Photo 
 
Other reasons cited for the tremendous post-war growth of such 
 activities as service industries are: (1) increased leisure time for 
 recreational activities, (2) increased purchasing power to devote 
 to recreational activities, and (3) the lack of labor shortages in 
 contrast to some manufacturing activities. 4 
 
 Manufacturing comprises the largest single segment of economic 
 activity in both the Metropolitan Area and the nation. In the 
 Metropolitan Area 1,027,300 persons are employed in manu- 
 facturing as contrasted with 531,000 in the next largest industry, 
 wholesale and retail trade. Forty of every 100 workers are 
 employed in manufacturing as shown in the following table: 
 
 Table 2. Percentage Distribution of 
 
 Non-Agricultural Employment in Chicago 
 
 Metropolitan Area, June, 1956' 
 
 All non-agricultural employees 100.0 
 
 Manufacturing 39.3 
 
 Wholesale and retail trade 20.3 
 
 Services and miscellaneous 12.0 
 
 Transportation, public utilities 8.7 
 
 Government 8.6 
 
 Finance 5.6 
 
 Construction 5.3 
 
 Mining and quarrying 0.2 
 
 a Source: Illinois Department of Labor, Illinois Labor Bulletin, 
 July-August, 1956 
 
 Because of its key role in the economic well-being of the Metro- 
 politan Area and, especially the Calumet Area, and in triggering 
 population and business growth, manufacturing deserves careful 
 attention. One of the primary "benchmarks" used for taking 
 stock of the Area's manufacturing economy is the Census of 
 Manufacturers. Since the war, two surveys have been made cover- 
 ing the years 1947 and 1954. The trends in the various types of 
 manufacturing from 1939 to 1947 were examined in two earlier 
 Plan Commission reports. 5 With the release of preliminary data 
 from the 1954 Census a new opportunity is presented to evaluate 
 the Area's manufacturing economy. 
 
 Illinois State Employment Service, Labor Market Trends, September, 1956. 
 
 'Chicago Plan Commission, Chicago Industrial Development, Recent Trends 
 (1951) and Chicago Industrial Study, Summary Report (1952). 
 
 TRENDS IN MANUFACTURING 
 
 In the seven year period from 1947 to 1954 manufacturing 
 employment in the United States increased by 9.6 per cent, or 
 1.4 million jobs. This was a healthy increase for a period when a 
 large proportion of the nation's productive capacity was devoted 
 to civilian needs but was markedly below the 53 per cent increase 
 experienced in the previous 8 year period during and just after 
 World War II (1939-1947). As noted earlier, the period since 
 1947 has been notable for a vigorous growth in employment in 
 non-manufacturing industries as contrasted to the modest growth 
 in employment in manufacturing industries despite the sub- 
 stantial increase in the productive capacity of the later types of 
 activities. 
 
 Because of differing rates of growth of manufacturing activity 
 in the various regions of the nation, there has been a slight shift 
 in the concentration of manufacturing employment. The regions 
 west of the Mississippi River all experienced rapid rates of growth 
 ranging from 46 per cent increase for the Pacific States to 19 per 
 cent increase for the group of seven states centering on Iowa 
 (the West North Central States). All regions west of the Missis- 
 sippi experienced rates of growth markedly more rapid than the 
 national average (9.6 per cent) while the southeastern part of the 
 United States grew only slightly more rapidly than the nation 
 as a whole. On the other hand, the rate of growth of the regions 
 east of the Mississippi and north of the Ohio River was notably 
 below the national average ranging from an increase of 4.1 per 
 cent and 3.4 per cent for the Middle Atlantic and Mid-western 
 states, respectively, to a decline of 3 per cent in the New England 
 States. 
 
 A gradual westward shift of industry is the net result of the slower 
 rates of growth in the Midwest and Northeastern parts of the 
 United States. Despite the fact that the areas west of the Missis- 
 sippi experienced the most dramatic increase in manufacturing 
 employment, 80 per cent of the nation's manufacturing employ- 
 ment lies east of the River. The bulk of the nation's manufactur- 
 ing activity is still concentrated east of the Mississippi and north 
 of the Ohio where almost two-thirds (64 per cent) of the nation's 
 manufacturing workers are employed. The industrial belt 
 
extending east from the Midwest to the Atlantic Coast constitutes 
 the nation's most highly concentrated area for both the pro- 
 duction and consumption of goods. 
 
 The five states in the Midwest clustering around Illinois, although 
 declining by 1.7 percentage points from 1947 to 1954, still 
 contains 29 per cent of the nation's manufacturing labor force, 
 the largest concentration of any region in the nation. Lying at the 
 heart of this area of high production and consumption as well as 
 straddling the transcontinental transportation routes to the 
 rapidly growing western states is Chicago in an unparalleled 
 position for the production and distribution of goods. 
 
 In terms of increased industrial output using as an index the 
 value added by manufacture (the total sales less the cost of 
 purchased materials and services), the general pattern was similar 
 to the growth of manufacturing employment. The most rapid 
 growth occurred on the Pacific Coast while the New England 
 States lagged behind the nation as a whole. Manufacturing output 
 west of the Mississippi increased 90 per cent between 1947 and 
 1954, while rising 50 per cent in the states east of the river. In the 
 Midwest the expanded output of 55 per cent about matched the 
 national pace in sharp contrast to the below average increase of 
 3 per cent in employment noted earlier. This trend was also 
 reflected in Illinois where, in spite of a slight decline in employ- 
 ment (0.2 per cent decrease), industrial output increased 44 per 
 cent from 1947 to 1954. 
 
 The Bureau of Labor Statistics of the U.S. Department of Labor 
 recently completed a study of increases in manufacturing pro- 
 ductivity relating output to man-hours. 6 Noting that increases in 
 productivity may be affected by such a wide variety of factors as 
 the rate of application of new (or old) technology, the improve- 
 ment in plant layout, work methods, and other applications of 
 management techniques as well as by changes in volume of 
 production, new products or materials, and the skill, effort, and 
 incentive of the work force, the following conclusions were made 
 as to trends in productivity in the nation: 
 
 6 Bureau of Labor Statistics, U.S. Department of Labor, B.L.S. Report 
 No. 700(1955). 
 
 (1) The rate of productivity increase during World Wars I 
 (1914-1919) and II (1939-1947) were very low in contrast 
 to the two postwar periods when rates of increase 
 improved. During the two wars major interruptions in 
 industrial activity and the subsequent reconversion to 
 peacetime production were major factors in depressing 
 productivity. 
 
 (2) Average rates of increase since World War II were sub- 
 stantially lower than in a comparable period after 
 World War I. In the 1947 to 1953 period the average 
 annual rates of increase ranged from 3.0 to 3.6 per cent 
 £ts compared with almost 7 per cent from 1919 to 1925. 
 
 (3) The period from 1947 to 1953, nevertheless, represents 
 a substantial gain over the low rate of increase of the 
 1939-47 period and is in line with the long-run average. 
 The trend for the first three years after World War II 
 appeared to be higher than average with the rate of gain 
 slowing down considerably during the Korean War. 
 
 (4) On the basis of experimental figures, the Bureau of 
 Labor Statistics suggests that the increase since 1953 has 
 been significantly higher than the previous postwar 
 average (1 947- 1953). 7 
 
 A recurrent question from many quarters has been the effect on 
 productivity of various technological changes which come under 
 the general term of automation. Relatively little is known in a 
 quantitative sense about its actual effect on the economy since 
 most available information deals with specific innovations in 
 specific plants or industries. Mr. Evan Clague, Commissioner 
 of Labor Statistics, U.S. Department of Labor, in a recent talk 
 before the National Industrial Conference Board stated that while 
 the Bureau of Labor Statistics is not yet in a position to indicate 
 whether automation was a significant factor in the substantial 
 increases in productivity since 1953, "It is probable, however, 
 that its role was minor compared to the effect on the expansion 
 
 7 Evan Clague, Trends in Productivity Since the War, January 20, 1956. 
 A talk given by the Commissioner of Labor Statistics, U.S. Department 
 of Labor before the National Industrial Conference Board. 
 
in the economy from the levels of the preceding business 
 downturn.'" 1 
 
 MANUFACTURING TRENDS IN THE 
 CHICAGO METROPOLITAN AREA 
 
 Of the ten leading metropolitan areas in the United States, only- 
 Los Angeles experienced a more rapid rate of growth in manu- 
 facturing employment than the nation as a whole. As shown in 
 Table 3, five metropolitan areas increased in manufacturing 
 employment from 1947 to 1954; five, including Chicago, declined. 
 
 Table 3. Change in Manufacturing Employment 
 
 and Value Added by Manufacture 
 
 in Ten Leading Metropolitan Areas, 1947-1954* 
 
 Ranked by Employment Value Added by 
 
 Rate of Employ- Change Manufacture 
 
 ment Increase Per Cent Change 
 
 Per Cent 
 
 Los Angeles 75.0 149 
 
 Buffalo 7.2 63 
 
 Cleveland 5.0 56 
 
 New York 2.6 40 
 
 Philadelphia 0.3 46 
 
 St. Louis —0.5 59 
 
 Boston —4.0 32 
 
 Chicago — 4.1 42 
 
 Detroit ... —11.2 62 
 
 Pittsburgh —18.1 46 
 
 United States 9.6 57 
 
 •Source: U.S. Census of Manufactures, 1947 and 1954 (Preliminary 
 Report.) 
 
 b Employment based on operating manufacturing establishments. 
 
 In evaluating recent employment trends in manufacturing, it 
 must be noted that there was a mild recession in 1954 just after 
 the end of the Korean War. The Chicago Area's slight decline 
 (4.1 per cent) is accounted for in large part by the temporary 
 impact of the post-Korean War recession. If the Census of 
 Manufactures had been taken in 1956 instead of 1953, there 
 would have been a modest increase in employment over 1947. 
 Some of Chicago's important metal-using industries were pri- 
 marily affected in 1954. These industries have since recovered 
 
 «Jbid., p. 7. 
 
 strongly from this mild business slump to approach Korean 
 War peak levels of employment. 9 
 
 In addition to the improvement in rate of productivity noted 
 earlier, enabling employers to bolster output with correspond- 
 ingly less additional manpower than previously, the labor 
 shortage has apparently been a key factor in limiting the expan- 
 sion of employment opportunities in the Chicago Metropolitan 
 Area. The previous technical Plan Commission report, Chicago 
 Industrial Development, Recent Trends published in 1951, 
 noted that the shortage of the labor supply in the Metropolitan 
 Area was a limiting factor to potential growth. Apparently this 
 has been a major factor in the recent lag in the expansion of 
 manufacturing job opportunities. The Illinois State Employment 
 Service listed a number of reasons for this condition in the three 
 central counties of the Metropolitan Area. 10 
 
 (1) Acute labor shortages during the Korean War limiting 
 expansion in certain industries. 
 
 (2) The severe housing shortage limiting outside recruitment. 
 
 (3) Technological improvements noted earlier. 
 
 The Association of Commerce and Industry recently announced 
 a manpower recruiting program to meet the industrial needs of 
 expanding industries with a strong appeal for a step up in the 
 residential building rate to house these new workers. In 1956 the 
 ratio of unemployment to the total labor force remained con- 
 sistently below the 3.0 per cent mark — the point at which the 
 U.S. Department of Labor defines a tight labor market. 11 
 
 As Table 3 shows, the increase in employment is frequently a 
 poor index of the increase manufacturing output. For example, 
 Chicago's increase in output exceeded that of the New York 
 Metropolitan Area, although New York ranked fourth in the 
 rate of growth of manufacturing employment. As noted in the 
 examination of national trends in productivity above, the period 
 
 'Illinois State Employment Service, Labor Market Trends. May, 1956. 
 '"Illinois State Employment Service, Labor Market Trends, September, 1955. 
 "Illinois State Employment Service, Labor Market Trends, January, 1957. 
 
 Figure 1 
 
GREATER CALUMET AREA 
 
 GENERALIZED 
 
 LAND 
 
 USE 
 
 19 5 6 
 
 RESIDENTIAL UNCLUOES COMMERCIAL USES, 
 SCHOOLS, ANOOTNER INSTITUTIONAL USES) 
 
 INDUSTRIAL UNCLUOES RAILROAD YARDS I 
 
 PARK AND FOREST PRESERVE 
 
 CEMETERY 
 
 GOLF COURSE AND COUNTRY CLUB 
 
 AIRPORT 
 
 1 VAC ANT (INCLUDES AGRICULTURAL 
 I AND SCATTEREO RESIDENTIAL USESI 
 
 — 1|= EXPRESSWAY AND TOLL ROAD 
 MAJOR HIGHWAY 
 
from 1947 to 1954 was apparently one of appreciable productivity 
 increase following the period of rapid increase in employment 
 but low productivity increase (per man-hour) during World War 
 II. Chicago's increase in value added by manufacture is also 
 explained by the concentration of durable goods industries here. 
 Such industries on both a metropolitan and national basis 
 expanded most between 1947 and 1954. It is these very industries 
 which are most important in the Calumet Area. Although dollar 
 increases were sometimes more impressive than the rise in 
 physical volume, value added by manufacture is a rough index 
 of appreciable rise in productivity since World War II. 12 One of 
 the best examples of increased productivity is that steel mills in 
 the Chicago Area are now producing 20 per cent more steel than 
 in 1952 with only a slight increase in work force. 
 
 In sharp contrast to the slight decline in employment since 1947, 
 the number of new manufacturing establishments increased by 
 1229 and the value added by manufacture by $2,347,901,000. 
 This expansion in manufacturing activity constitutes a 10 per 
 cent increase in number of establishments and a 42 per cent 
 increase in value added by manufacture. The value added by 
 manufacture is an excellent index of industry's economic worth 
 to the Metropolitan Area, since it indicates the value which is 
 added to the product in the process of changing raw or semi- 
 processed materials into semi-finished or finished products. 
 
 This increase in the Metropolitan Area's production capacity is 
 supported by the high volume of recent industrial construction, 
 as well as the number of plants being attracted to or organized 
 within the Area. In the decade since World War II ending June 
 30, 1956, 501 major industrial contracts were awarded (valued at 
 $100,000 or more) for a total value of $585 million. 13 In this total 
 period, as well as in the five year period of intensive plant ex- 
 pansion from July, 1951 to June, 1956 when 71 per cent of the 
 total expansion occurred, the Chicago Metropolitan Area led all 
 other metropolitan areas in the nation in both number and value 
 of contract awards. 
 
 12 Prices of manufactured goods rose about 20 per cent from 1947 to 1954, 
 and the increase in physical volume is less than the value added by manu- 
 facture indicates. 
 
 ,3 Files of the Territorial Information Department, Commonwealth Edison 
 and Public Service Companies. 
 
 Despite the fact that industrial expansion continues to be diversi- 
 fied in accordance with a long standing trend in the metro- 
 politan area, six industries constituted 82 per cent of the total 
 value of construction. These six industries leading in value of 
 construction were Primary Metals — $67.8 million; Chemicals — 
 $64.9 million; Electrical Machinery — $62.0 million; Non- 
 electrical Machinery — $49.9 million; Fabricated Metal — $48.6 
 million; and Petroleum and Coal Products — $47.4 million. Five 
 of the industries, as indicated previously, are the major employers 
 in the Calumet Area. 
 
 In the period from January, 1945 to June, 1956 over 1000 new 
 firms located in the Metropolitan Area. 14 This increase in the 
 number of new establishments in the Metropolitan Area resulted 
 from the organization of new companies, the opening of branch 
 plants, as well as the movement of industries into the Metro- 
 politan Area from other parts of the nation. These figures exclude 
 the movement of manufacturing firms within the Metropolitan 
 Area. As will be explained later, as many as 80 per cent of the 
 firms moving select new sites in another part of the Metropolitan 
 Area. 
 
 PATTERN OF INDUSTRIAL DEVELOPMENT 
 WITHIN THE CHICAGO METROPOLITAN AREA 
 
 In the seven-year period from 1947 to 1954, there have been new 
 industries attracted to the Metropolitan Area, the formation of 
 new companies and branch plants, the shifting of plants from one 
 part of the Metropolitan Area to other parts, as well as huge 
 investments to enlarge the production capacity of existing 
 industries. How have these developments affected the distribution 
 of manufacturing activity within the Metropolitan Area? 
 
 The 1229 new industrial establishments, resulting from the 
 Metropolitan Area's growth from 1947-54, were distributed in 
 the six counties of the Metropolitan Area in the following fashion : 
 
 Cook 835 Lake, Ind 78 
 
 Du Page 112 Kane 70 
 
 Lake, 111 99 Will 35 
 
 I4 Files of the Territorial Information Department, Commonwealth Edison 
 and Public Service Companies (Includes only plants with 10 or more 
 employees.) 
 
CHICAGO METROPOLITAN AREA 
 
 In spite of attracting more than two-thirds of the new plants of 
 the Metropolitan Area, Cook County grew at a less rapid rate of 
 growth in new plant formation than the outlying counties. 
 
 Both the Metropolitan Area and Cook County experienced a 
 slight decline in manufacturing employment in spite of adding 
 1229 and 835 new plants, respectively. The Metropolitan Area's 
 loss of jobs was caused by a decline of jobs in Cook County, 
 which counter-balanced the employment gains in the other 5 
 metropolitan counties. Apparently the mild business slump 
 occurring in 1954, after the termination of the Korean conflict, 
 affected primarily plants in Cook County. The new plants in 
 Cook County noted above, as well as more recent employment 
 data, indicate that this slight decline was temporary and perhaps 
 concentrated in several industries, since an annual downswing in 
 several industries can account for this much loss in employment. 15 
 
 The net result of the more rapid rates of growth in the outlying 
 counties has been a shifting of the employment center outward 
 from the core of the Metropolitan Area. This trend has been true 
 in the Chicago Metropolitan Area as well as most other Metro- 
 politan Areas for over 50 years, and is predominantly a spilling 
 over of municipal and county boundaries. However, despite the 
 long term trend, no radical shift has occurred in the concentra- 
 tion of industrial establishments or employment in the period 
 from 1947 to 1954. The great bulk of manufacturing employment 
 (82 per cent) is still concentrated in Cook County. The 767,631 
 workers in Cook County, together with the 99,258 workers in 
 Lake County, Indiana, the second most industrialized county, 
 comprise 92 per cent of all manufacturing employment in the 
 Metropolitan Area. None of the remaining four counties in the 
 Metropolitan Area individually contain as much as 3 per cent of 
 the Area's manufacturing employment. 
 
 The locational pattern of new industries attracted to the Metro- 
 politan Area, as well as industries migrating from one part of the 
 Metropolitan Area to another, provides an excellent method of 
 measuring industrial development in various parts of the Metro- 
 
 l5 For example, the Illinois State Employment Service records Non-electrical 
 Machinery, which declined by over 8,500 jobs from 1947 to 1954, increased 
 by 12,000 jobs from March, 1955 to March, 1956. 
 
 RECENT LOCATIONAL PATTERN OF 
 MANUFACTURING ESTABLISHMENTS 
 
 JANUARY 1945 -JUNE 1956 
 
 • ESTABLISHMENTS NEW TO THE METROPOLITAN AREA 
 (INCLUDES NEWLY ORGANIZED AND BRANCH ESTABLISHMENTS 
 AND ESTABLISHMENTS MOVING INTO THE METROPOLITAN AREA) 
 
politan Area. In the period from June, 1945 through June, 1956, 
 742 new plants employing 138,000 workers located in Cook 
 County. The other five counties had a total of 280 new plants, 
 employing 30,000 workers. Of the plants locating in Cook 
 County, 324 employing 66,000 workers selected sites in Chicago, 
 as contrasted to 418 plants employing 72,000 workers, which 
 located in suburban Cook County. 
 
 The locational pattern of these new plants, plus the plants 
 moving within the Metropolitan Area, is shown in Figure 2. 
 This map shows a continuation of the trend noted in an earlier 
 Chicago Plan Commission Report, Chicago Industrial Study, 
 Summary Report, in that an appreciable part of recent suburban 
 development consists of plants moving from Chicago. It is 
 notable that the settlement pattern of industries moving from 
 Chicago tended to be concentrated in the suburban ring adjacent 
 to the city of Chicago. Eighty-four per cent of these plants 
 located in suburban Cook County. 
 
 Cook County also accounted for the bulk of the Metropolitan 
 Area's industrial construction, as judged by major industrial 
 construction contracts of $100,000 or more. Of the 188 major 
 industrial contracts awarded in the Metropolitan Area in the five 
 year period ending June 30, 1956, 150 were in Cook County. 
 These contracts had a value of $280 million. Lake County, 
 Indiana had 23 contracts valued at $94 million. These two 
 primary industrial counties of the Metropolitan Area constituted 
 90 per cent of the value of contracts awarded in this five year 
 period. 
 
 CHICAGO 
 
 The 1954 census for the city of Chicago is still being tabulated so 
 that it will not be possible at this time to utilize these data to 
 evaluate recent changes in the City's industrial structure. How- 
 ever, other data indicate that Chicago's industrial base has been 
 vigorously expanded with hundreds of new manufacturing plants 
 and warehouses. In the ten year period since July 1, 1945, 289 
 major contracts were awarded for the construction of new 
 manufacturing facilities with a value of $238,610,000. In the 
 eight year period from 1947 to 1954, 1217 new factories and 
 
 factory additions and 767 new warehouses and warehouse 
 additions were constructed in the city of Chicago. In the ten 
 year period preceding July 1, 1956, a total of 1739 acres of land 
 were put to industrial use. 
 
 Of the 742 new firms locating in Cook County in the postwar 
 period, 324 firms employing 66,000 workers selected sites in 
 Chicago. However, this employment gain was almost cancelled 
 out by firms relocating from Chicago to suburban areas. A total 
 of 507 firms employing 62,000 workers relocated to the suburbs 
 leaving Chicago with a net gain in employment of only 4,000. 
 
 The above figures exclude the increase in employment resulting 
 from the expansions of hundreds of existing companies. The 
 analysis of overall changes in employment must await the release 
 of the Census of Manufactures data for Chicago. However, a 
 careful analysis of trends in Cook County indicates that the rate 
 of industrial expansion in the outlying counties has probably 
 continued to be more rapid than in Chicago. It is likely that an 
 appreciable part of the slight employment decline noted in Cook 
 County from 1947 to 1954 was within Chicago. Three of the four 
 major industries in the Metropolitan Area which declined in 
 employment are almost entirely concentrated in Chicago. Never- 
 theless, it is a certainty that the new census will show no major 
 shifts in the preponderance of manufacturing plants and employ- 
 ment now concentrated in Chicago. The above figures on indus- 
 trial construction reveal that Chicago has been vigorously 
 expanding its production capacity, in spite of perhaps compara- 
 tively little recent increase in overall employment. 
 
 THE GENERAL INDUSTRIAL 
 CHARACTERISTICS OF THE CALUMET AREA 
 
 The resident labor force of the Calumet Area is currently esti- 
 mated to be in excess of 537,000 persons. Since 1950 it is esti- 
 mated that the labor force has increased 1 6 per cent as a result of 
 the general population growth of the Calumet Area. 
 
 Of the 374,000 persons employed in the Calumet Area 191,600 
 (51 per cent) work in manufacturing plants. The proportion 
 employed in manufacturing is an excellent index of the degree of 
 industrialization of the Calumet Area since in the Metropolitan 
 
Area as a whole onlj 39 per cent of the workers are so employed. 
 Twentj percent of all manufacturing employment in the Metro- 
 politan Area is concentrated within the Calumet Area. 
 
 The giant of Calumet Area is the steel industry. The group of 
 industries falling under the census classification of "Primary 
 Metal Industries" including blast furnaces, steel mills, and 
 foundries employ almost 100,000 persons and constitute just 
 over one-half the total manufacturing employment of the area 
 (Table 4). Eighty-five per cent of the Metropolitan Area's 
 workers in this industry are employed in the Calumet Area. 
 
 The Primary Metal Industries and the seven other major industry 
 types listed in Table 4 each employing approximately 5,000 
 workers or more, constitute the Area's major employers. It is 
 significant that three of this group — Non-electrical Machinery, 
 Fabricated Metal Products and Transportation Equipment — are 
 metal working industries with an aggregate employment of 
 36,000. The Non-electrical Machinery and Fabricated Metal 
 industries rank as the third and fourth most important employers 
 in the Area. The Primary Metal Industries together with the three 
 allied metal working industries and the Electrical Machinery 
 industry have an aggregate employment of 140,000 or almost 
 three-fourths of the Calumet Area's total manufacturing employ- 
 ment. 
 
 Other important industries in the Calumet Area are the Petroleum 
 and Coal Products industry which ranks as the second largest 
 employer with 16,000 workers, or 8 per cent of the Area's total 
 employment, and Chemicals with 12,000 workers, or 6 per cent 
 of the total employment. In both cases employment is a poor 
 index of the value of these industries to the Metropolitan Area 
 since both industries are equipped with automatic production 
 processes to a high degree resulting in a high investment and high 
 productivity per employee. The Stone, Clay and Glass Products 
 industry and Food industry each with 2.6 per cent of the total 
 employment complete the list of leading employers. Other 
 industries employing at least 1000 workers are Printing, Paper 
 and Allied Products, Electrical Machinery, Miscellaneous Manu- 
 factures, Furniture, and Apparel. 
 
 Table 4. Employment in the Eight Largest 
 Industries in the Calumet Area, 1955' 
 
 (Industries are listed in order of number of employees) 
 
 Per Cent 
 of Total 
 Per Cent Metro- 
 of Total politan 
 Calumet Area 
 
 Area Employ- 
 Employ- ment, 
 Industry Number ment 1954 b 
 
 Primary Metal Industries 99,869 52.1 84.5 
 
 Petroleum and Coal Products .. . 16,008 8.4 72.2 
 
 Machinery, except Electrical 13,881 7.2 11.1 
 
 Fabricated Metal Products 12,583 6.6 13.0 
 
 Chemicals and Allied Products . . . 11,719 6.1 30.2 
 
 Transportation Equipment 10,077 5.6 21.3 
 
 Stone, Clay and Glass Products . 5,023 2.6 29.6 
 
 Food and Kindred Products 4,968 2.6 4.9 
 
 Other Industries 17,377 9.1 4.7 
 
 All Industries, Total 191,605 100.0 20.3 
 
 •'Source: Files of the Chicago and Eastern Illinois Railroad (1955) and the 
 Chicago Plan Commission Industrial Land Use Survey. 
 •'Source: U.S. Census of Manufactures, Preliminary Report, 1954. Although 
 taken a year earlier, the census data are generally comparable with the 
 Calumet data. 
 
 MANUFACTURING ANALYZED BY SECTOR 
 
 The Calumet Area has been divided into four primary sectors for 
 purposes of analysis, as shown in Figure 3. The four sectors have 
 been delineated by postal zones within Chicago and by major 
 suburban municipalities or aggregation of municipalities and 
 unincorporated area outside Chicago. Each of the four sectors is 
 somewhat unique in terms of the land use characteristics and 
 planning problems involved. Sector I encompasses the area in the 
 southern part of the city of Chicago focusing on the heavy indus- 
 trial concentrations along the Calumet River and Lake Calumet. 
 This sector further subdivides into two primary concentrations of 
 industry. Sector I-A contains a belt of industries extending from 
 Calumet Harbor at the mouth of the Calumet River on Lake 
 Michigan, southwest along the Calumet River to 122nd Street. 
 These industries are essentially water oriented, shipping large 
 commodity movements by water. As noted in Chapter II, 
 Calumet Harbor and the Calumet River together presently con- 
 
 10 
 
GREATER CALUMET AREA 
 
 CALUMET INDUSTRIAL AREA SECTORS 
 
 SECTOR BOUNDARY 
 
 LTJ.-A SECTOR NUMBER 
 
 INDUSTRIAL (INCLUDES RAILROAD TAROS) 
 - EXPRESSWAY ANO TOLL ROAD 
 MAJOR HIGHWAY 
 
stitute the principal port of the Chicago area. Industries having 
 sites along Calumet Harbor and River are accessible to lake and 
 ocean shipping as well as the smaller inland waterway barges. 
 
 Sector I-B contains those industries located south of 122nd Street 
 and in a belt extending from the western shore of Lake Calumet 
 in a northwestern and southwestern direction. These industries 
 have little dependence upon water transportation. This situation 
 can be expected to change when the harbor in Lake Calumet is 
 completed and deep water sites are available on filled land in 
 Lake Calumet. 
 
 Sector II contains the huge concentrations of heavy industry and 
 related residential development extending in a southeastern 
 direction from the city and state lines into Lake County, Indiana. 
 Lying within Sector II-A are a layer of four municipalities front- 
 ing on Lake Michigan, (Hammond, East Chicago, Whiting, 
 Gary). Within this sub-sector are two types of industries. A belt 
 of industries lying along the shores of Lake Michigan share a 
 locational characteristic with the industries of Sector I-A in that 
 they enjoy and are highly dependent upon water transportation. 
 These industries are concentrated around three lake-front 
 harbors: Indiana, Buffinton, and Gary Harbors (Figures 1 and 
 13). A second layer of industries are less dependent upon water 
 transportation. 
 
 The Lake County concentration together with Chicago's indus- 
 tries in Sector I constitute one huge industrial belt comprising the 
 broad economic base upon which rests an appreciable part of the 
 economic activity of the Metropolitan Area. These industries 
 furnish jobs for almost 150,000 persons or 78 per cent of all 
 manufacturing employees in the Calumet Area. From this 
 industrial base flows much of the population and business growth 
 of the Calumet Area. 
 
 Sector II-B, containing less than 1,000 industrial jobs, is largely a 
 residential area for workers in the industries in Sector II-A and 
 the other parts of the Calumet Area. This sub-sector contains 
 the municipalities of Highland, Griffith, East Gary, and other 
 Lake County suburbs. 
 
 Sector III consists of a large segment of southern Cook County 
 
 extending due south of Chicago. Sector III-A contains one of the 
 primary suburban spokes radiating from the city of Chicago. 
 These municipalities are primarily strung along the electrified 
 line of the Illinois Central System. In this sub-sector are a 
 moderate concentration of fairly diversified industries as well as 
 a residential population an appreciable number of whom have a 
 strong work orientation toward employment, centers outside the 
 Calumet Area. The developed areas of Sector III-B are essentially 
 residential in character but a large proportion of this area is 
 presently forest preserve and open farm land bisected by the 
 Calumet-Sag Channel. The present employment of all manu- 
 facturing plants in this zone is only 500. The completion of the 
 widening of the Calumet-Sag Channel will doubtless result in an 
 appreciable increase in industrial development in this area. Here 
 rapid future population growth can also be expected to occur as 
 a result of new industrial development as well as a process of 
 spilling over of the population from the growing communities 
 to the east. 
 
 Sector IV consists of the city of Joliet (Sector IV-A), a port on 
 the Illinois Lakes-to-Gulf Waterway, and the northeastern part 
 of Will County (Sector IV-B). Joliet with an industrial base of 
 over 13,000 workers and the remainder of this sector are tied to 
 the other parts of the Calumet Area by financial and other bonds 
 as well as the Chicago Sanitary and Ship Canal and the Calumet- 
 Sag Channel. 
 
 Of the estimated resident labor force in the Calumet Area of 
 538,000 in 1955, the greatest concentration is in south Chicago 
 (Sector I) and north Lake County, Indiana (Sector II-A) with an 
 expected decline in the resident labor force concentration in the 
 outer sectors of the Area (Table 5). However, it is estimated 
 that the population and labor force is increasing more rapidly in 
 outlying sectors in south Cook County (Sector III) and Lake 
 County (Sector II-B) as shown in Table 6. It can be anticipated 
 that a continuation of this trend will radically change the popula- 
 tion distribution within the Calumet Area with a resultant change 
 in transportation patterns. 
 
 Within the Calumet Area are an estimated 374,000 jobs in various 
 types of activities of which an estimated 192,000, or 51 per cent, 
 
 12 
 
Table 5. Estimated Resident Population, Labor 
 Force, and Employment in Calumet Area, 1955' 
 
 Table 7. Estimated Total Employment and 
 Manufacturing Employment in Calumet Area, 1955 a 
 
 
 
 
 
 
 Estim; 
 
 ited 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Total Ni 
 
 jmber 
 
 
 
 
 
 
 
 
 
 
 
 Estimated 
 
 Persons 
 
 
 
 
 
 
 Pe 
 
 r Cent 
 
 
 Estimated 
 
 Resid 
 
 ent 
 
 Emplo 
 
 yed 
 
 
 Mfg. 
 
 
 Total 
 
 
 Mfg. 
 
 of Total 
 
 
 Populat 
 
 ion 
 
 Labor F 
 
 orce 
 
 in Set 
 
 :tor 
 
 
 Employment 
 
 Employment 
 
 Employment 
 
 
 
 Per 
 
 
 Per 
 
 
 Per 
 
 
 
 Per 
 
 
 Per 
 
 
 
 Location 
 
 Number 
 
 Cent 
 
 Number 
 
 Cent 
 
 Number 
 
 Cent 
 
 
 Number 
 
 Cent 
 
 Number 
 
 Cent 
 
 
 
 Sector I 
 
 488,308 
 
 37.5 
 
 212,964 
 
 39.5 
 
 107,259 
 
 28.7 
 
 Sector I 
 
 47,777 
 
 24.9 
 
 107,259 
 
 28.7 
 
 
 44.5 
 
 A 
 
 115,731 
 
 8.9 
 
 50,119 
 
 9.3 
 
 41,118 
 
 11.0 
 
 A 
 
 27,051 
 
 14.1 
 
 41,118 
 
 11.0 
 
 
 65.8 
 
 B 
 
 372,577 
 
 28.6 
 
 162,845 
 
 30.2 
 
 66,141 
 
 17.7 
 
 B 
 
 20,726* 
 
 10.8 
 
 66,141 
 
 17.7 
 
 
 31.3 
 
 Sector II 
 
 377,537 
 
 29.0 
 
 159,407 
 
 29.6 
 
 171,049 
 
 45.7 
 
 Sector II 
 
 101,953 
 
 53.2 
 
 171,049 
 
 45.7 
 
 
 59.6 
 
 A 
 
 329,604 
 
 25.3 
 
 142,096 
 
 26.4 
 
 161,913 
 
 43.3 
 
 A 
 
 100,966 
 
 52.7 
 
 161,913 
 
 43.3 
 
 
 62.4 
 
 B 
 
 47,933 
 
 3.7 
 
 17,311 
 
 3.2 
 
 9,136 
 
 2.4 
 
 B 
 
 987 
 
 0.5 
 
 9,136 
 
 2.4 
 
 
 10.8 
 
 Sector III 
 
 312,130 
 
 24.0 
 
 116,560 
 
 21.6 
 
 57,226 
 
 15.3 
 
 Sector III 
 
 22,338 
 
 11.7 
 
 57,226 
 
 15.3 
 
 
 39.0 
 
 A 
 
 250,505 
 
 19.2 
 
 93,557 
 
 17.3 
 
 49,740 
 
 13.3 
 
 A 
 
 21 ,831 
 
 11.4 
 
 49,740 
 
 13.3 
 
 
 43.9 
 
 B 
 
 61 ,625 
 
 4.7 
 
 23,003 
 
 4.2 
 
 7,486 
 
 2.0 
 
 B 
 
 507 
 
 0.3 
 
 7,486 
 
 2.0 
 
 
 6.8 
 
 Sector IV 
 
 120,837 
 
 9.3 
 
 48,857 
 
 9.0 
 
 38,643 
 
 10.3 
 
 Sector IV 
 
 19,537 
 
 10.2 
 
 38,643 
 
 10.3 
 
 
 50.6 
 
 A 
 
 82,566 
 
 6.3 
 
 34,544 
 
 6.4 
 
 29,181 
 
 7.8 
 
 A 
 
 13,331 
 
 7.0 
 
 29,181 
 
 7.8 
 
 
 45.7 
 
 B 
 
 38,271 
 
 2.9 
 
 14,313 
 
 2.6 
 
 9,462 
 
 2.5 
 
 B 
 
 6,206 
 
 3.2 
 
 9,462 
 
 2.5 
 
 
 65.6 
 
 Total 1,298,812 100.0 537,788 100.0 374,177 
 
 a Source: Files of the Chicago and Eastern Illinois Railroad. 
 
 100.0 
 
 Total 191,605 100.0 374,177 100.0 
 
 a Source: Files of Chicago and Eastern Illinois Railroad. 
 
 51.2 
 
 Table 6. Estimated Population and Labor Force Increase in the Calumet Area, 1950-1955* 
 
 1950 
 
 Location Number 
 
 Sector 1 444,552 
 
 A 105,971 
 
 B 338,581 
 
 Sector II 323,291 
 
 A 285,437 
 
 B 37,854 
 
 Sector III 229,634 
 
 A 182,763 
 
 B 46,871 
 
 Sector IV 108,661 
 
 A 76,699 
 
 B 31 ,962 
 
 Total 1,106,385 
 
 POPULATION 
 
 
 
 LABOR 
 
 FORCE 
 
 
 1955 
 
 Change 
 
 
 
 1955 
 
 Change 
 
 Estimated 
 
 1950-1955 
 
 
 1950 
 
 Estimated 
 
 1950-1955 
 
 Number 
 
 Number Per Cent 
 
 Number 
 
 Number 
 
 Number Per Cent 
 
 488,308 
 
 43,756 
 
 9.8 
 
 194,307 
 
 212,964 
 
 18,657 
 
 9.6 
 
 115,731 
 
 9,760 
 
 9.2 
 
 45,892 
 
 50,119 
 
 4,227 
 
 9.2 
 
 372,577 
 
 33,996 
 
 10.0 
 
 148,415 
 
 162,845 
 
 14,430 
 
 9.7 
 
 377,537 
 
 54,246 
 
 16.7 
 
 137,067 
 
 159,407 
 
 22,340 
 
 16.2 
 
 329,604 
 
 44,167 
 
 15.4 
 
 123,463 
 
 142,096 
 
 18,633 
 
 15.0 
 
 47,933 
 
 10,079 
 
 26.6 
 
 13,604 
 
 17,311 
 
 3,707 
 
 27.2 
 
 312,130 
 
 82,496 
 
 35.9 
 
 88,162 
 
 116,560 
 
 28,398 
 
 32.2 
 
 250,505 
 
 67,742 
 
 37.0 
 
 70,755 
 
 93,557 
 
 22,802 
 
 24.3 
 
 61,625 
 
 14,754 
 
 31.4 
 
 17,407 
 
 23,003 
 
 5,596 
 
 32.1 
 
 120,837 
 
 12,176 
 
 11.2 
 
 44,042 
 
 48,857 
 
 4,815 
 
 10.9 
 
 82,566 
 
 5,867 
 
 7.6 
 
 32,089 
 
 34,544 
 
 2,455 
 
 7.6 
 
 38,271 
 
 6,309 
 
 19.7 
 
 11.953 
 
 14.313 
 
 2,360 
 
 19.7 
 
 1,298,812 
 
 192,274 
 
 17.3 
 
 463,578 
 
 537,788 
 
 74.210 
 
 16.0 
 
 a Sources: 
 
 U.S. Census of Population and Housing, 1950 
 Files of the Chicago and Eastern Illinois Railroad 
 
 13 
 
are employed in manufacturing (Table 7). The primary employ- 
 ment centers for all types of employment as well as manufacturing 
 are south Chicago and Lake County where almost three-fourths 
 of all jobs are concentrated. This manufacturing employment 
 concentration of nearly one-fifth of a million is already distributed 
 so that slightly over half of the workers are employed in northern 
 Lake County, Indiana, about one-fourth are employed within the 
 city of Chicago south of 79th Street, about one-tenth in south 
 Cook County suburbs and about one-tenth in Joliet and vicinity. 
 According to Table 7, of the 192,000 total manufacturing employ- 
 ment in the Calumet Area, 101,000 workers or 53 per cent are 
 employed in Sector II-A which is composed of four municipalities 
 along the Lake Michigan shore of northern Lake County, Indiana 
 (East Chicago 44,000, Gary 39,000, Hammond and Whiting 
 about 10,000 each). The second ranking area in terms of employ- 
 ment concentration is Sector I-A along the Calumet River 
 within the city of Chicago where 27,000 manufacturing workers 
 are employed. The third ranking area is Joliet, Sector IV-A, with 
 13,000 workers at the extreme southwestern extremity of the 
 Calumet Area. Local areas with medium concentrations of 
 employment are Chicago Heights, 7,500; Harvey, 6,700; and 
 northeastern Will County, 6,200. Local areas with 3,000 to 5,500 
 manufacturing employees include the remaining zones of 
 Chicago, Harvey suburbs and Blue Island. 
 
 The degree of concentration of employment in manufacturing in 
 the Calumet Area (51 per cent) is appreciably greater than the 
 Metropolitan Area average (39 per cent). All of the parts of the 
 Calumet Area exceed the Metropolitan Area average except 
 southwestern Cook County (Sector III-B) and southern Lake 
 County (Sector II-B). The most highly industrialized parts of the 
 Calumet Area are southeastern Chicago (Sector I-A), northern 
 Lake County (Sector II-A) and northeastern Will County 
 (IV-B). In each of these areas almost two-thirds of all jobs are in 
 manufacturing. 
 
 LOCATIONAL CHARACTERISTICS OF THE 
 EIGHT DOMINANT MANUFACTURING 
 INDUSTRIES 
 
 The eight dominant manufacturing industries noted in Table 4 
 
 which represent 91 per cent of the manufacturing employment in 
 the Calumet Area were selected for further analysis in order to 
 isolate factors significant in plant location. The concentration of 
 employment for all manufacturing activities in the Calumet Area 
 as well as for each of the eight leading industries is shown in 
 Figures 4 to 12. 16 The employment data is for the first quarter of 
 1955 and does not reflect increases in employment since that 
 time, especially a 40 per cent increase in the Transportation 
 Equipment industry due to a recently located automotive plant 
 in the Calumet Area. 
 
 An analysis of industrial locations in the Calumet Area (Table 8) 
 reveals at least five distinct characteristics of the industrial land 
 use pattern in the Calumet Area : 
 
 (1) The most obvious characteristic is the degree of concentration 
 of the Primary Metal Industries, principally the basic steel 
 industry, on deep water sites along Lake Michigan in Gary and 
 East Chicago and the inland extension of Lake Michigan, the 
 Calumet River in Chicago. 
 
 (2) The major petroleum refineries are located in Whiting and 
 East Chicago with direct or pipe-line access to the deep-water 
 Indiana Harbor Canal, but the industry localized there for several 
 reasons including the permissive attitude of these municipalities 
 toward heavy industry. 
 
 (3) The Calumet-Sag Channel has attracted the following types 
 of industries: petroleum refineries and storage (medium-sized), 
 Chemical, and the Stone, Clay, and Glass industries. 
 
 (4) The Transportation Equipment industry was one of the early 
 industries in the Calumet area and the concentration of such 
 activities has been increased in recent years by automotive plants 
 locating there. Advantages offered by the Calumet Area were 
 large tracts of industrial land, a variety of transportation facili- 
 ties, and the proximity of suppliers of basic steel. 
 
 (5) Industries other than the five discussed in the preceding 
 paragraphs appear to have "footloose" locational characteristics. 
 
 ,6 Data are sometimes shown totalled for more than one municipality to 
 avoid disclosure of individual establishment employment. 
 
 14 
 
TOTAL 
 
 MANUFACTURING 
 
 EMP LOYMENT 
 
 CALUMET AREA 
 
 m st. 
 
 O 
 
 N 
 
 e 
 
 ' ' ? T- 1 T 
 
 SCALE IN MILES 
 
 CHICAGO PLAN COMMISSION 
 DECEMBER 1956 
 
 ■H 
 
 O 
 
 O 
 
 SCALE IN NO OF EMPLOYEES 
 
 SOURCES CHICAGO PLAN COMMISSION, INDUSTRIAL LAND USE SURVEY 
 FILES OF CHICAGO AND EASTERN INDIANA RAILROAD 
 
 Total employment— 192,000, representing 20.3 per cent of the manufacturing employment in the Chicago Metropolitan Area. The heaviest con- 
 centration, over 50 per cent, is located in northern Lake County, Indiana, including the municipalities of East Chicago, Gary, Hammond, and 
 Whiting. The next heaviest concentration is along the Calumet River inside Chicago, about 14 per cent, followed by Joliet, 7 per cent; Chicago 
 Heights, 4 per cent; Harvey, 3.5 per cent and Will County outside of Joliet, 3 per cent. The remaining local areas all have less than 3 per cent 
 of the Calumet manufacturing employment. 
 
 Figure 4 
 
 15 
 
PRIMARY METAL PRODUCTS EMPLOYMENT 
 
 PETROLEUM 
 
 AND 
 
 COAL 
 
 PRODUCTS 
 
 EMPLOYMENT 
 
 CAIUME1 A « E 
 
 CAIUMET AREA 
 
 Figure 5 
 
 Total employment— 100,000, 52 per cent of the Calumet Area 
 manufacturing employment. Almost two-thirds of this employ- 
 ment is located in northern Lake County, Indiana, with 24 per 
 cent along the Calumet River in Chicago. Most of the remain- 
 ing employment is in the south Cook County municipalities 
 and Joliet. 
 
 Figure 6 
 
 Total employment— 16,000, 8.4 per cent of the Calumet Area 
 manufacturing employment. Highest concentration (73 per 
 cent) in Whiting and East Chicago, Indiana. Joliet contains 
 19 per cent and Blue Island 6 per cent. 
 
 NON-ELECTRICAL 
 
 FABRICATED 
 
 METAL 
 
 Figure 7 
 
 Total employment— 14,000, 7.2 per cent of the Calumet Area 
 manufacturing employment. Concentrated in areas away 
 from Primary Metal Industries, thus low concentration of 
 employment in northern Lake County, Indiana (15 per cent) 
 and along the Calumet River in Chicago. High concentration 
 in Chicago west of Lake Calumet (30 per cent), Joliet (25 per 
 cent), and the south Cook County municipalities (23 per cent). 
 
 Figure 8 
 
 Total employment — 13,000, 6.6 per cent of the Calumet Area 
 manufacturing employment. Of this employment, 60 per cent is 
 in northern Lake County, Indiana; Chicago, west of Lake 
 Calumet has 20 per cent, and south Cook County suburbs, 10 
 per cent. Closely related to the Primary Metal Industries, but 
 location is not rigidly controlled by such. 
 
 16 
 
CHEMICALS AND ALLIED PRODUCTS EMPLOYMENT 
 
 CALUMET AREA 
 
 TRANSPORTATION EQUIPMENT EMPLOYMENT 
 
 CALUMET AREA 
 
 Figure 9 
 
 Total employment— 12,000, 6.1 per cent of Calumet Area 
 manufacturing employment. Highest concentration in North- 
 ern Lake County, Indiana (29 per cent), followed by the south 
 Cook County municipalities (24 per cent), Chicago, west of 
 Lake Calumet (20 per cent), and Will County outside of Joliet 
 (19 per cent). Chemical storage and transfer is closely orien- 
 tated to water transportation, whereas chemical manufactur- 
 ing is not necessarily. 
 
 Figure 10 
 
 Total employment— 10,000, 5.6 per cent of the Calumet Area 
 manufacturing employment. Highest concentration in Chicago 
 west of Lake Calumet (48 per cent), northern Lake County, 
 Indiana (33 per cent), Evergreen Park-Oaklawn Area (16 per 
 cent). The orientation of this industry is more to rail than to 
 water transportation. 
 
 STONE, CLAY AND GLASS PRODUCTS EMPLOYMENT 
 
 FOOD 
 
 AND 
 
 KINDRED 
 
 PRODUCTS 
 
 EMPLOYMENT 
 
 CALUMET AREA 
 
 CALUMET AREA 
 
 Figure 11 
 
 Total employment— 5,023, 2.6 per cent of the Calumet Area 
 manufacturing employment. Northern Lake County, Indiana 
 has the highest concentration of manufacturing employment 
 (42 per cent), the second highest, south Cook County (25 per 
 cent), and the third highest, the Joliet area (15 per cent). This 
 industry is highly orientated to water transportation as wit- 
 nessed by its location near Lake Michigan and along the 
 Calumet-Sag Channel. 
 
 Figure 12 
 
 Total employment— 5,000, 2.6 per cent of the Calumet Area 
 manufacturing employment. Northern Lake County, Indiana 
 again has the highest concentration of employment in this 
 industry group (50 per cent). South Cook County and Chicago 
 west of Lake Calumet each have 15 per cent of this employ- 
 ment. The Calumet River area in Chicago and the Joliet area 
 each have 9 per cent of the employment. 
 
 17 
 
Areas of the Calumet not directly associated with lake or inland 
 water transportation appear to share to a limited extent in the 
 general industrial distribution within the Metropolitan Area. 
 
 A more detailed analysis of the locational characteristics of these 
 eight industries is contained in Table 9. Each industry is rated as 
 to its transportation, site size, and zoning requirements. The 
 ratings are self explanatory except in the case of zoning require- 
 ments. The non-noxious industries with high performance have 
 great flexibility in industrial location since they qualify for loca- 
 
 tion in one of several zones. Conversely, the industries with low 
 performance are relegated to the "heavy" industrial zone and so 
 have little flexibility. 
 
 The industry with least flexibility is the Petroleum and Coal 
 Products industry, followed by the Chemical, Primary Metal, 
 and Stone, Clay, and Glass Products industries. The locational 
 needs of the Non-electrical Machinery, Fabricated Metal, Food, 
 and Transportation Equipment industries are somewhat more 
 flexible. 
 
 Table 8. 
 
 Percentage Distribution of Manufacturing Employment in the Calumet Area by Major Industry Group and Sector, 1955 a 
 
 Sector 
 
 I 
 A 
 B 
 II 
 A 
 B 
 
 III 
 A 
 B 
 
 IV 
 
 INDUSTRY 
 Petro- Fabri- 
 
 Primary leum and Non- cated 
 
 Metal Coal Electrical Metal 
 
 Industries Products Machinery Products 
 
 54.2 
 87.5 
 10.8 
 63.1 
 63.0 
 67.0 
 31.2 
 32.0 
 
 13.8 
 20.3 
 
 0.7 
 
 1.1 
 
 0.1 
 
 11.4 
 
 11.5 
 
 4.2 
 4.3 
 
 15.8 
 
 7.4 
 
 33.9 
 
 8.4 
 
 A 
 B 
 Total, All 
 Sectors 52.1 
 
 a Source: Files of the Chicago and Eastern Illinois Railroad. 
 
 9.1 
 0.6 
 20.3 
 2.0 
 2.0 
 
 15.2 
 14.7 
 38.1 
 20.7 
 26.4 
 8.8 
 
 7.2 
 
 6.3 
 
 1.8 
 
 12.3 
 
 7.3 
 
 7.4 
 
 5.8 
 5.8 
 4.5 
 4.1 
 3.0 
 6.4 
 
 6.6 
 
 GROUP 
 
 Chemi- 
 cal and 
 Allied 
 Products 
 
 5.2 
 
 06 
 11.2 
 
 3.4 
 
 3.4 
 
 9.2 
 12.7 
 13.0 
 
 15.3 
 
 5.4 
 
 35.9 
 
 6.1 
 
 Trans- 
 portation 
 Equip- 
 ment 
 
 10.6 
 
 1.0 
 23.2 
 
 3.2 
 
 3.3 
 
 7.1 
 7.3 
 
 0.6 
 
 0.9 
 
 5.3 
 
 Stone, 
 Clay and 
 
 Glass 
 Products 
 
 1.0 
 
 0.3 
 
 1.9 
 
 2.1 
 
 2.1 
 
 7.4 
 
 5.7 
 
 5.7 
 
 3.9 
 
 5.7 
 
 5.6 
 
 5.8 
 
 2.6 
 
 Food and 
 
 Kindred 
 
 Products 
 
 2.5 
 1.7 
 3.6 
 2.4 
 2.4 
 
 3.5 
 3.6 
 
 2.7 
 3.0 
 2.1 
 
 2.6 
 
 Sub 
 Total 
 
 89.6 
 94.6 
 83.4 
 94 9 
 95.1 
 83.6 
 85.4 
 86.4 
 46.5 
 78.8 
 72.0 
 92.9 
 
 90.9 
 
 Total, All Industries 
 
 Per Cent 
 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 100.0 
 
 100.0 
 
 No. 
 
 47,777 
 
 27,051 
 
 20,726 
 
 101,953 
 
 100,966 
 
 987 
 
 22,338 
 
 21,831 
 
 507 
 
 19,537 
 
 13,331 
 
 6,206 
 
 191,605 
 
 Table 9. Location Characteristics of the Major Industries in the Calumet Area, 1955 
 
 Primary 
 
 Metal 
 Products 
 Pres- Fu- 
 Location Factor ent ture 
 
 Transportation Utilization 
 (3, High; 2, Medium; 1, Low; 0, None) 
 
 Lake and Ocean Waterway 3 3 
 
 Inland Waterway 1 2 
 
 Rail 3 3 
 
 Expressway 1 3 
 
 Site Size 
 
 (3, Large; 2, Medium, 1, Small) 3 3 
 
 Zoning Requirements (Performance 
 Standards) 
 
 (3, Low; 2, Medium; 1, High) 3 3 
 
 Total Points 14 17 
 
 MAJOR INDUSTRY GROUP 
 
 Petroleum Machinery Fabricated Chemicals Transpor- Stone, Clay Food and 
 and Coal (except Metal and Allied tation and Glass Kindred 
 
 Products electrical) Products Products Equipment Products Products 
 
 Pres- Fu- Pres- Fu- Pres- Fu- Pres- Fu- Pres- Fu- Pres- Fu- Pres- Fu- 
 ent ture ent ture ent ture ent ture ent ture ent ture ent ture 
 
 3 
 
 3 
 
 
 
 1 
 
 
 
 
 
 2 
 
 2 
 
 1 
 
 1 
 
 2 
 
 2 
 
 2 
 
 3 
 
 3 
 
 3 
 
 
 
 1 
 
 
 
 1 
 
 3 
 
 3 
 
 1 
 
 1 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 1 
 
 3 
 
 1 
 
 3 
 
 1 
 
 2 
 
 1 
 
 2 
 
 2 
 
 3 
 
 1 
 
 2 
 
 1 
 
 1 
 
 3 
 
 3 
 
 2 
 
 1 
 
 2 
 
 1 
 
 3 
 
 3 
 
 2 
 
 2 
 
 3 
 
 3 
 
 2 
 
 1 
 
 6 
 
 18 
 
 8 
 
 11 
 
 7 
 
 9 
 
 15 
 
 16 
 
 12 
 
 13 
 
 14 
 
 15 
 
 13 
 
 13 
 
 19 
 
WAREHOUSING, DISTRIBUTION, AND OTHER 
 HEAVY COMMERCIAL USES 
 
 Somewhere between the retail store and the industrial complex 
 lies a vast area of activity known here as "heavy commercial". 
 In the Calumet Area, its principal functions include wholesale, 
 warehousing, transfer, distribution, and freight forwarding. The 
 basic manufacture of goods and the retail sale of such items to the 
 general public is not involved. 
 
 The great diversity and almost constant change within these 
 various fields has thus far discouraged any definitive analysis of 
 the factors and trends involved. It is obvious, however, that 
 such heavy commercial activities account for a large percentage 
 of the total employment and represent a tremendous investment 
 in land and capital. Their importance must not be overlooked in 
 a realistic appraisal of the Calumet Area and its development 
 potential. 
 
 The Illinois State Employment Service estimates that in the five 
 Illinois counties of the Metropolitan Area there are 1,125 firms 
 employing 42,782 persons in trucking and warehousing activi- 
 ties. 17 Local and long distance trucking alone accounts for over 
 85 per cent of the persons employed in this group. A total of 1 19 
 firms employ 3,565 persons in services allied to transportation 
 (freight forwarding, transportation agencies, and railroad car 
 rentals). 
 
 Wholesale activities, according to the 1954 Census of Business, 
 employ 151,773 persons in 10,898 various establishments in the 
 six-county Metropolitan Area (including Lake County, Indiana). 
 
 A total of the available figures for these three major groupings 
 indicates that the Chicago Metropolitan Area contains well over 
 12,000 establishments employing 200,000 persons. A major 
 portion of this employment is linked locationally and functionally 
 with industrial activity of the Calumet Area. 
 
 Of special interest is the increasing number and magnitude of 
 transfer establishments. The unique transportation complex of 
 
 •These figures represent an average for the first six months of 1955 in the 
 Chicago Metropolitan Area excluding Lake County, Indiana. 
 
 the Calumet Area has encouraged installation of all types of 
 water transfer, water to land transfer and land transfer. For 
 example, a new installation on the Calumet River at 101st Street 
 is capable of loading coal from rail cars to lake freighters at the 
 rate of 70,000 tons per day. In 1955, the total volume of coal thus 
 transferred was in excess of 5 million tons. 
 
 Cargo transfer by the "piggy-back" system is being more widely 
 used in rail-ship transfers as well as rail-truck movements. 
 
 Increased efficiency in transfer operations as well as wholesaling 
 and warehousing activities is resulting from the use of pallet 
 loading techniques, conveyor systems, electronic devices, special- 
 ized carriers and containers, and improved methods of stacking, 
 storing, and handling. 
 
 In past years the field of heavy commercial activity has been 
 subject to considerable change and expansion. New products and 
 technology have created, eliminated, or modified scores of 
 related establishments. The consolidation and simplification of 
 processes has to a degree helped to counterbalance a progressive 
 trend toward specialization. 
 
 At this point, speculations about the heavy commercial field must 
 remain highly generalized. But it is quite safe to assume that its 
 functional inportance will remain high, that it will undergo 
 considerable change and expansion in the Calumet Area, and 
 that its tendencies toward specialization, consolidation, and 
 automation will continue at an accelerated pace. 
 
 New methods and technology in the heavy commercial field are 
 well illustrated by the Calumet Industrial District which is 
 engaged primarily in the transfer, storage, and distribution of 
 products on a large scale, high speed, low cost basis. 
 
 Huge multi-purpose warehouses have been built by the company 
 and leased to various industrial concerns. Shipments of a single 
 commodity are received by freight car load, transferred, stored, 
 and later shipped by truck or rail to all parts of the Midwest. 
 Handling costs are reduced to a minimum by efficient methods 
 and modern equipment. 
 
 Warehouses are built with "drive-in" facilities for both rail cars 
 
 20 
 
and trucks thus eliminating all unnecessary handling costs. 
 Within the warehouses, fork lift trucks and radio controlled 
 pick-up carts effect further savings in time and labor. 
 
 For less than car load outbound rail shipments, a compart- 
 mented rail car may be used. In this way several types of products 
 may be loaded in one car and shipped to the same destination. 
 Shippers (by truck, rail or barge) may use large rubber tanks for 
 movement of liquids and granular solids with a minimum of loss 
 or spoilage. Inflatable rubber warehouses are available for large- 
 scale temporary storage. 
 
 Outside the warehouse, new transfer techniques are being utilized. 
 Ship to barge, barge to rail, and barge to truck installations 
 reduce the time, labor, and damage involved in the handling of 
 all types of products. 
 
 The function of transfer and storage is not new, but the large- 
 scale application of new methods and materials will vitally affect 
 transfer and storage operations. This development foretells an 
 increasing degree of automation throughout the heavy com- 
 mercial field. Such giant service operations closely allied with 
 industry should have a good potential in the Calumet Area. 
 
 INDUSTRY'S PROSPECTS 
 
 This section contains a brief review of the outlook for the major 
 types of industries likely to locate in the Calumet Area. Studies 
 are being made of new types of industries which may choose to 
 locate in the Calumet Area as well as of each of the eight pre- 
 dominant industry groups presently in the Area. While a quanti- 
 tative determination can be made only with much more intensive 
 study, some tentative statements can be made regarding the 
 general outlook for increase in land utilization and employment. 
 Since the steel industry is the Area's predominant industry, a few 
 paragraphs are first devoted specifically to it. 
 
 As a steel producing area, the Calumet Area recently expanded 
 its capacity substantially as a result of expansion programs within 
 the past two years. The Chicago area is known as having a higher 
 steel demand than present production and is classified as a "steel 
 short" area. The Calumet steel industry enjoys the major advan- 
 
 tage of low cost lake transportation, a large immediate market, 
 a plentiful supply of cooling water, and a continual program of 
 modernizing steel producing facilities. 
 
 A key to the future land needs and expansion of employment 
 opportunities in the steel industry (as well as other industries) is 
 the recent trend in increases in productivity. For example, the 
 recent expansion of one of Chicago's steel mills was accomplished 
 with a resultant appreciable increase in steel output but with no 
 change in either employment or in the plant site area. Meanwhile 
 a study of national trends in productivity in the basic steel 
 industry has just been released and provides some insights into 
 this complex question. 18 
 
 Trends in productivity in the basic steel industry are compared 
 with like measures for all manufacturing from 1919 to 1939 and 
 from 1939 to 1953 in Table 10. In comparison with all manu- 
 facturing, the steel industry has shown a higher average annual 
 increase in productivity for both periods. The period of greatest 
 average annual increase in productivity for both the steel industry 
 and all manufacturing was from 1919 to 1929 when steel recorded 
 a 5.9 per cent average annual increase and all manufacturing 5.0 
 per cent. In the period 1939-1953, steel had an annual percentage 
 increase of 2.8 and all manufacturing 1.8. 19 
 
 Changes in the productivity are due to a variety of factors 
 including changes in technology, the rate of operation, organiza- 
 tion of the flow of materials, the labor force skill and efforts, and 
 management efficiency. One of the outstanding changes in 
 technology in steel mill operations beginning in the 1920's has 
 been the substitution of electrical power for steam power, and in 
 some cases hand power. The increased power and controls at a 
 worker's command have in turn resulted in larger and more 
 efficient equipment. The real impact of the developments of auto- 
 mation since World War II has yet to be felt in the steel and 
 other industries. 
 
 ,8 United States Department of Labor, Bureau of Labor Statistics, Man- 
 Hours per Unit of Output in the Basic Steel Industry 1939-1955, Bulletin 
 No. 1200. Washington: U.S. Government Printing Office, September, 1956. 
 19 The Bureau of Labor Statistics reports that the measures used for 1919 
 to 1939 are not strictly comparable for the later period. 
 
 21 
 
Table 10. Average Annual Per Cent Decrease in 
 
 Man-hours per Unit of Output in the Basic Steel 
 
 Industry and in All Manufacturing, 1919-1955" 
 
 Steel 
 
 All Manufacturing 
 
 
 Long 
 
 Short 
 
 Long 
 
 Short 
 
 Time Period 
 
 Period 
 
 Period 
 
 Period 
 
 Period 
 
 1919-1939 
 
 3.6 
 
 
 3.3 
 
 
 1919-1929 
 
 
 5.9 
 
 
 5.0 
 
 1929-1939 
 
 
 3.1 
 
 
 2.2 
 
 1939-1955 
 
 2.7 
 
 
 b 
 
 
 1939-1953 
 
 28 
 
 
 1.8 
 
 
 1939-1947 
 
 
 2.8 
 
 
 0.5 
 
 1947-1953 
 
 
 3.2 
 
 
 3.3 
 
 1947-1955 
 
 
 2.8 
 
 
 b 
 
 ^Source: United States Department of Labor, Bureau of Labor Statistics, 
 Man- Hours per Unit of Output in the Basic Steel Industry 1939-1955, 
 Bulletin No. 1200. Washington: U.S. Government Printing Office, Sep- 
 tember, 1956. Data for 1919-39 and 1939-55 are not strictly comparable. 
 "Data not available. 
 
 In addition to the expansion of the Primary Metal Industries the 
 Chemical industry and various elements of the Petroleum and 
 Coal industries will undoubtedly expand with an increasing 
 variety of products. Expansion of aluminum fabricating as well 
 as other metal fabricating is likely to occur in addition to steel 
 expansion. The Non-electrical Machinery industry appears to 
 have a fair potential for expansion. Perhaps one of the most 
 marked increases may occur within the Transportation Equip- 
 ment industry as exemplified by the recent expansion of the auto- 
 motive production industry. Accompanying all these potential 
 industrial expansions will be the growth of storage and transfer 
 operations which may expand more rapidly in terms of increased 
 land use than any given type of manufacturing activity. The ex- 
 pansion of power developments by conventional thermal sources, 
 as well as nuclear sources, can be expected to continue in the Area. 
 
 Types of industries that are likely to find the Calumet Area 
 particularly attractive may include meat packing, sugar refining, 
 and grain processing. In addition to the Food industry, the 
 Printing and Publishing industry may expand from its already 
 strong base in Hammond and Joliet. The impact of developments 
 in the field of nucleonics is just beginning. The Calumet Area is 
 the site for a nuclear power generator southwest of Joliet along 
 the Illinois Waterway. 
 
 Although output in many types of industries is likely to expand 
 substantially, the land and employment increases may not be in 
 direct proportion to the output increase. Technological advances 
 including recent developments in automation are too new to 
 assess their full impact on land and employment needs. Continued 
 investigation of that impact is required. 
 
 PROSPECTS FOR CHICAGO'S PART OF THE 
 CALUMET AREA 
 
 Because of the concentration of the current port and waterway 
 projects and the vast tracts of potential industrial land inside its 
 municipal boundaries as well as the necessity for developing 
 realistic public works programs for this area as soon as possible, 
 an intensive study was made of the growth potential of Chicago's 
 part of the Calumet Area. 
 
 The analysis was made within the framework of the national, 
 metropolitan, and city-wide trends reviewed previously as well 
 as the locational advantages and disadvantages of the Calumet 
 Area. In addition, the following studies were made: 
 
 (1) An analysis of the probable impact of the St. Lawrence 
 Seaway, the widened Calumet-Sag Channel, and the new harbor 
 in Lake Calumet in spurring industrial and related development 
 in the Calumet Area. 
 
 (2) A review of the comparative advantages of Chicago's part 
 of the Calumet Area. 
 
 (3) An evaluation of recent trends in industrial expansion in 
 Chicago's part of the Calumet Area. In recent years an average 
 of approximately 40 acres per year were put to industrial use. 
 
 (4) A survey of the supply of vacant land suitable for industrial 
 use in the Calumet Area and the remainder of Chicago. 
 
 (5) An evaluation of the marketability of the various tracts of 
 land in the Area. Unfortunately, because of poor accessibility, 
 drainage problems, etc., there is a wide range in the marketability 
 of the land. In collaboration with the staff of the Territorial 
 Information Department of the Commonwealth Edison and 
 Public Service Companies, all vacant land in the Area was given 
 
 22 
 
one of three following ratings which were then modified on the 
 basis of proximity to Lake Calumet Harbor and other choice 
 water-front sites: 
 
 A. A high degree of marketability. 
 
 B. A moderate degree of marketability because of poor 
 accessibility, drainage, ownership, tax delinquency, or 
 similar problems. 
 
 C. Poor marketability because of the above listed problems. 
 
 On the basis of these studies an estimate has been made as to 
 likely industrial development in Chicago's part of the Calumet 
 Area by 1970. Although this estimate is based upon the most 
 careful study made so far of the Calumet Area, it is only a 
 preliminary "best judgment" and should be used with reservation. 
 At best it constitutes a point of departure for preliminary plan- 
 ning analysis to be modified as the Calumet study and economic 
 base analysis jointly progress. 
 
 By 1970 an industrial development of 1,000 acres is estimated to 
 occur in Chicago's part of the Calumet Area. In addition, it is 
 estimated that there will be an industrial development of 500 acres 
 on filled land in Lake Calumet as a part of the port development. 
 
 On the basis of a study of existing densities of employment and 
 of trends in employment density of recently constructed industrial 
 plants, a probable employment density was assigned each parcel 
 suitable for industrial use. The aggregate of the expected employ- 
 ment on 1,500 acres is 35,000 persons. On the basis of this 
 expansion of "basic" industry an additional 60,000 jobs in related 
 "service" or "non-basic" industries can be expected to occur. 
 This total of 95,000 new jobs is likely to generate a population 
 ncrease of about 250,000 persons. 
 
 This estimate is likely to be on the conservative side. An impor- 
 tant factor will be the extent of vigorous promotion of industrial 
 development. For example, if a chemical complex chose the 
 Calumet Area for location, 200 to 500 additional acres would 
 likely be required. Certainly the estimate is extremely conservative 
 by comparison with numerous astronomical estimates which 
 have been casually tossed off, in the last two or three years of 
 
 almost frantic optimism concerning the Area's potential. How- 
 ever, the estimated 35,000 employment increase is considerably 
 greater than the present employment (27,000) in the six mile long 
 concentration of steel mills and related industries extending along 
 the Calumet River in South Chicago and is not too far below the 
 total manufacturing employment of all of Chicago's part of the 
 Calumet Area. This estimate will be modified upward or down- 
 ward on the basis of further study outlined above. 
 
 THE GENERAL OUTLOOK 
 
 The Calumet Area possesses some unique advantages which will 
 be significant in attracting industries in the future. These ad- 
 vantages include: 
 
 (1) Large tracts of comparatively inexpensive vacant land lie 
 within the Area. Such tracts are required for large industrial 
 operations as well as the joint siting of by-product industries. 
 Within Chicago's portion of the Calumet Area lie approximately 
 5,100 acres of vacant land suitable for industrial use plus an 
 estimated 10,000 additional acres in the suburban parts of the 
 Calumet Area. 
 
 (2) Coupled with the large tracts of vacant land are unusual 
 transportation advantages including a complex network of 
 railroads and a location astride the converging deep-water traffic 
 from the Great Lakes and the St. Lawrence Seaway and barge 
 traffic from the Lakes-to-Gulf Waterway. As explained in 
 Chapter II, the new harbor development in Lake Calumet plus 
 the completion of the St. Lawrence Seaway by 1959 and the 
 widening of the Calumet-Sag Channel by 1961 will greatly en- 
 hance the Area's competitive position by removing existing 
 channel bottlenecks and providing excellent water transportation 
 facilities. The expressway and toll road systems now being con- 
 structed will also improve the Calumet Area's competitive 
 position. 
 
 (3) The virtually unlimited supply of water for industrial 
 processes and cooling is a prime advantage shared with the 
 remainder of the Chicago Metropolitan Area. This factor is 
 especially significant to the Calumet Area because of the number 
 
 23 
 
of heavy industries requiring a large supply of water for 
 processing. 
 
 (4) The potential is excellent for new industries to locate in the 
 Calumet Area in order to be linked with existing Calumet 
 industries as suppliers or as users of supplies manufactured by 
 existing industries. For example, one of the primary resources of 
 the Calumet Area is the large concentration of steel mills. The 
 Metropolitan Area has participated in the nation-wide movement 
 of steel-fabricating industries to steel-producing centers to be 
 close to suppliers of this basic "raw" material. Other existing or 
 potential linkages are between the steel and cement industries 
 and between the chemical and petroleum industries. 
 
 (5) The Calumet Area is an important part of the most rapidly 
 expanding metropolitan area in the nation in terms of new 
 industrial construction and will share in future metropolitan- 
 wide growth. 
 
 (6) The market potential not only of the Chicago Metropolitan 
 Area but the rich five-state region comprising Chicago's hinter- 
 land can be listed as another special resource of the Calumet 
 Area. 
 
 In counter-balance the Calumet Area for years has suffered from 
 a number of disadvantages resulting in its being called Chicago's 
 primary industrial land use problem area. Briefly stated these 
 adverse factors are: 
 
 (1) The need for a moderate amount of fill for much of the land 
 bordering Lake Calumet and the primary waterways. 
 
 (2) Large tracts of land in the Calumet Area suffer from one or 
 more of three conditions: (a) Inappropriate zoning including 
 areas adjacent to Lake Calumet which are now zoned for residen- 
 tial use; (b) clouded-title, obsolete platting, and tax delinquency; 
 (c) extensive railroad ownership of land involving rail tonnage 
 requirements. These factors plus the cost of improving land have 
 operated especially against the small and medium-sized industry 
 locating in the Calumet Area. 
 
 (3) Large sections of the Calumet Area including large tracts in 
 the city of Chicago are lacking a network of local utilities. This 
 
 deficiency has had a hampering effect on industrial development. 
 
 (4) Many parts of the Calumet Area suffer from inadequate local 
 access to potential industrial developments. As discussed in 
 Chapter III, this results from conflict between traffic using street 
 and at-grade rail lines plus the physical interruptions created by 
 lakes, waterways, large blocks of industry, and poorly drained 
 land. 
 
 (5) With the exception of the Illinois Central and the South 
 Shore lines, which are rapid transit only in a limited sense, no 
 rapid transit is available in the Calumet Area. The existing surface 
 transit facilities are minimum and must be greatly expanded to 
 meet the traffic expected to be generated by new or expanding 
 industry. 
 
 (6) The odors, smoke, noise and other industrial nuisances 
 created by existing industry have been a strong deterrent to 
 "medium" and "light" industries as well as many "heavy" 
 industries which are unwilling to locate in the midst of such an 
 area. This is undoubtedly a major reason for the Calumet Area's 
 being so low in the number of "medium" and "light" steel- 
 fabricating industries which functionally should be located close- 
 by the steel mills. Although the prevailing wind is from the 
 southwest and carries much of the air pollution out over Lake 
 Michigan, a southwesterly wind occurs only part of the time. 
 The result is "blighted" industrial as well as residential areas. 
 The Calumet Area is the only section of the outer zone of 
 Chicago containing appreciable pockets of slum housing. Air 
 pollution, which heavy industry is by no means solely responsible 
 for, has been an important factor in diminishing the Calumet 
 Area's value as an attractive place to live and locate new factories. 
 
 (7) The Calumet Area is a part of a metropolitan area suffering 
 from a labor shortage associated in part with the housing 
 shortage as noted earlier. In addition, large parts oi the Calumet 
 Area are beyond the areas of easy accessibility of the large pool 
 of labor residing in the central part of Chicago. Labor recruitment 
 is, therefore, generally more difficult. Further, there is the wide- 
 spread but probably unwarranted opinion on the part of many 
 industries that there is a greater concentration of labor with a 
 wider range of skills residing in the northern and northwestern 
 
 24 
 
parts of Chicago and adjacent suburbs. 
 
 The result of all these factors has been a general disinterest in the 
 Calumet Area on the part of many industries which have been 
 responsible for much of the Metropolitan Area's recent industrial 
 expansion. Certainly an area as large as the Calumet Area should 
 develop as an integrated area of homes, businesses, light, and 
 medium as well as heavy industry. The future industrial potential 
 of the Area must be assessed, therefore, not only in terms of best 
 possible analysis of its economic base but also two other con- 
 siderations: (1) the ability of the city of Chicago and the other 
 municipalities in the Calumet Area to face realistically the fact 
 that there are a number of adverse factors which frequently 
 deter heavy as well as light industries and which, if not corrected 
 by a vigorous program, are likely to result in the Area never 
 reaching its full potential; (2) a concerted effort to publicize and 
 promote the Area. 
 
 RECOMMENDATIONS 
 
 The Calumet Area's much discussed new cycle of growth has 
 begun. The port and waterway improvements which are expected 
 to play a large role in triggering this expansion are nearly com- 
 plete. The recommendations that follow constitute an outline for 
 a possible program to be carried out by joint-action of the 
 municipalities involved and by private groups. 
 
 (1) The proper exploitation of the Area's considerable industrial 
 potential will require a careful allocation of land for industrial 
 use in the Greater Calumet Area. The prompt completion of the 
 proposed metropolitan economic base study is essential to 
 determine the amount of industrial land required. Paralleling this 
 study should be a continuation of the Calumet Study which 
 would conclude with a suggested plan of land use for the Area. 
 
 (2) Immediate passage of the proposed Chicago zoning ordinance 
 which contains provisions for the rezoning from residential to 
 industrial use of hundreds of acres of potential industrial land in 
 and around Lake Calumet. 
 
 (3) Prompt action is required to remove some of the stumbling- 
 blocks to industrial developed listed previously. Among the most 
 
 serious problems is air pollution. Several types of actions are 
 required: (a) An area-wide program of air pollution control 
 must be developed since air pollution is no respecter of municipal 
 boundaries, (b) Prompt passage of the proposed Chicago zoning 
 ordinance containing effective controls over air pollution as well 
 as the proposed air pollution abatement ordinance. These pro- 
 posed ordinances might be used as models by other municipal- 
 ities in the Area. 
 
 (4) A vigorous campaign should be conducted to attract steel- 
 fabricators and similar Calumet-linked light and medium indus- 
 tries. This is desirable for three reasons: (a) The siting of such 
 industries is functionally desirable since the traffic between sup- 
 plier and user will be reduced, (b) Light industry is needed to form 
 a buffer between heavy industrial areas and residential districts, 
 (c) A diversification of employment opportunities is needed. 
 
 (5) As discussed previously as well as in Chapter IV, an accel- 
 erated program of housing construction in desirable communities 
 is essential to attract and hold the labor force required for 
 industrial growth. 
 
 (6) The public works programs of Chicago and the other 
 municipalities in the Area must provide for the installation of 
 utilities on industrial land where needed to serve new industry. 
 An integrated long-range program for public improvements — 
 streets, sewers, bridges and other public improvements — is 
 needed. The program must be flexible enough to furnish utilities 
 on short notice when a new industry moves into an unserved area. 
 
 (7) Careful study must be given to the possibility of increasing 
 and extending public transportation in the Calumet Area. This 
 problem will be discussed further in Chapter III. 
 
 (8) The loss of time and money due to the delay encountered in 
 both the movement of people and goods is considerable due to 
 the conflict of rail and vehicular traffic. An extensive program of 
 providing grade separations for railroad crossings is required. 
 
 25 
 
HICAGO WATERWAY ROUTES AND HARBORS 
 
 26 
 
 ■ •• ■ . .• ROUTE 
 
 • t AND OCEAN VESSEL NAVIGATION 
 "— <^ INLAND BARGE NAVIGATION 
 (T) • -»BOR 
 
 (5) GARV HARBOR 
 @ BURNS DITCH 
 
 SOURCE : U.S. ARMY CORPS OF ENGINEERS 
 
 • 
 
 N 
 
 HI C A G 
 
 PLAN 
 
 M M I 
 Figure 13 
 
 s s 
 
 N 
 
 DECEMBER 
 
 9 5 6 
 
II PORT AND WATERWAY 
 DEVELOPMENT 
 
 Three major waterway projects currently under construction have 
 focused attention on Chicago area ports and waterways and 
 especially on the Calumet Area where two of the projects and 
 major existing port facilities are located. The prospects for the 
 improved St. Lawrence Seaway, scheduled for completion in 
 1959, have spurred port development in the entire Great Lakes 
 Area. The new Lake Calumet Harbor 324,000,000 development 
 :s scheduled for completion in April, 1957, in more than ample 
 time to receive the added St. Lawrence Seaway traffic. The newly 
 constructed grain elevators, transit sheds and other facilities 
 have already changed the Lake Calumet skyline. The widening of 
 the Calumet-Sag Channel, estimated completion date of 1961, 
 will permit a tremendous increase in the barge traffic flowing in 
 and out of the Calumet Area. 
 
 These three major projects have been dreams for a generation or 
 more and their realization within the next two to four years is 
 assured. 
 
 The two waterway projects do not provide new routes, but rather 
 improved facilities to allow more efficient utilization of the 
 existing waterway routes. The harbor development provides an 
 increase in harbor facilities with the most modern in cargo 
 handling and storage facilities and creates man-made industrial 
 land from the bed of Lake Calumet. 
 
 The impact of the three major projects on the Calumet Area will 
 be reinforced by general Metropolitan Area growth. The port 
 and waterway projects have served to focus attention on the 
 Calumet Area and to spark other developmental interests. 
 
 The basic planning significance of the three waterway and harbor 
 projects is found in (a) the strengthening of Metropolitan Chicago 
 as the commercial, industrial and distribution center of the 
 Midwest, (b) the increased efficiency and potential of the water- 
 ways, (c) the added modern harbor facilities, (d) the increased 
 acreage of industrial land created by fill, and (e) the increased 
 dockside land for both deep-water vessel and barge. These 
 
 developments will produce an increase in industrial and com- 
 mercial development and employment, water-borne traffic, land 
 traffic and all urban development. 
 
 The significance of deep-water transportation to manufacturing 
 in the Calumet Area is documented in Chapter I which reports 
 that the deep-water-oriented basic steel industry employs about 
 half of the manufacturing employees in the Calumet Area. Also 
 discussed in Chapter I are the dockside sites utilized by the 
 petroleum, chemical and other industries. 
 
 In analyzing port and waterway development, this chapter 
 discusses (a) waterway routes to Chicago, (b) water-borne traffic 
 volume and commodities, (c) the Lake Calumet Harbor Plan, 
 (d) the Calumet-Sag Channel project, (e) waterways and the 
 Calumet Area's future, and (f) port and waterway developmental 
 needs. 1 
 
 CHICAGO WATERWAY ROUTES AND 
 HARBORS 
 
 The Chicago area is served by three major waterway routes — 
 two deep-water routes and one barge route, Figure 13. World 
 ports are accessible to Chicago by the St. Lawrence-Great Lakes 
 system. United States and Canadian ports are linked with 
 Chicago by the Great Lakes waterways system. The 7,000 mile 
 Illinois Lakes-to-Gulf Waterway barge route links Chicago with 
 the Mississippi River System and the Gulf Intracoastal Waterway. 
 
 Major waterways and harbors of the Port of Chicago are shown 
 on the inset map of Figure 13. Waterways in the Chicago area 
 that normally are navigable by lake and small overseas vessels 
 include the following waterways and/or harbors: Chicago River 
 and part of the North and South Branches, the Calumet River, 
 the southern end of Lake Calumet, the Indiana Harbor Canal, 
 Buffington Harbor, and Gary Harbor. 
 
 'For additional information and analysis of ports and waterways in the 
 Chicago area see: Chicago Regional Port District. Where Two Great 
 Waterways Meet, The First Biennial Report of the Chicago Regional Port 
 District Board (Chicago, 1953), and Harold M. Mayer, '"Prospects and 
 Problems of the Port of Chicago," Economic Geography, Vol. 31, No. 2 
 (April 1955), pp. 95-125. 
 
 27 
 
Inland waterway barge routes in the Chicago area (inset map, 
 Figure 13) are (1) the Chicago Sanitary and Ship Canal which 
 joins the South Branch of the Chicago River and (2) the Calumet- 
 Sag Channel linking the Sanitary and Ship Canal with Lake 
 Calumet and the Calumet River via the Little Calumet River. 
 Immediately north of Joliet at Lockport the Sanitary and Ship 
 Canal joins the Illinois Lakes-to-Gulf Waterway. Chicago, then, 
 is the meeting place of the inland waterway traffic and the Great 
 Lakes-overseas traffic. Lake Calumet, the Calumet River, the 
 Chicago River and its South Branch are the waterway junctions. 
 
 WATER-BORNE TRAFFIC VOLUME AND 
 COMMODITIES 
 
 TRENDS 1946-1955 
 
 Spectacular increases in tonnage moving over the Sanitary and 
 Ship Canal and the Calumet-Sag Channel have occurred in the 
 past decade with both of these waterways having tripled their 
 traffic volumes to 1955 totals of 16.3 and 4.5 million tons re- 
 spectively (Table 11 and Figure 14). The Chicago River and its 
 two branches have recorded about a fifty per cent increase in 
 traffic volume in the 1946-1955 period with a 1955 tonnage of 
 almost 3 million for the Chicago River and its North Branch and 
 almost 5 million for the South Branch. 
 
 Over the past decade the two highest volume harbors, the 
 Calumet River (and Harbor) and Indiana Harbor, each have 
 doubled their total traffic volume from 1946 to 1955, Table 11. 
 Decreases in volume in 1952 and 1954 correspond with a national 
 decrease in steel production in those years which suggests the 
 role of steel industry traffic in those harbors. For data on other 
 harbors, see Table 1 1 and Figure 14. 
 
 TRAFFIC: 1955 
 
 Tabulations of the 1955 statistics 2 for Chicago-Calumet water- 
 ways and harbors are reported in Tables 12 to 16. Volume of 
 traffic and leading commodities (by tonnage) are reported for the 
 waterways and harbors of the Port of Chicago. 3 Discussion that 
 follows analyzes traffic characteristics of the waterways and 
 harbors of the Port of Chicago and the three harbors in Indiana. 
 
 2 U.S. Army Corps of Engineers, Water-borne Commerce of the United 
 States, 1955. 
 
 3 The Port of Chicago as defined by the U.S. Army Corps of Engineers 
 includes the Chicago River and its branches. Sanitary and Ship Canal, 
 Calumet-Sag Channel, Lake Calumet, the Calumet River and Harbor and 
 excludes the three harbors in Indiana. 
 
 Table 11. Water-borne 
 
 Traffic 
 
 of the Port of Chicago by Har 
 
 bors and 
 
 Waterways, 1946-1955" 
 
 
 
 
 CARGO IN SHORT TONS OF 2,000 POUNDS 
 
 
 
 
 
 
 
 
 
 
 
 Chicago 
 
 Chicago 
 
 Chicago 
 
 
 
 
 Calumet 
 
 
 
 
 
 River Main 
 
 River 
 
 Sanitary 
 
 Calumet- 
 
 
 Chicago 
 
 Harbor 
 
 Lake 
 
 Indiana 
 
 Gary 
 
 Buffing- 
 
 and North 
 
 South 
 
 and Ship 
 
 Sag 
 
 Year 
 
 Harbor 
 
 and River 
 
 Calumet 
 
 Harbor 
 
 Harbor 
 
 ton Harbor 
 
 Branch 
 
 Branch 
 
 Canal 
 
 Channel 
 
 1946 
 
 1,259,623 
 
 13,893,268 
 
 
 
 11,235,372 
 
 8,629,612 
 
 876,342 
 
 1,847,737 
 
 2,815,108 
 
 5,171,142 
 
 1 ,093,786 
 
 1947 
 
 1 ,601 ,778 
 
 19,522,703 
 
 
 
 13,151,515 
 
 8,788,128 
 
 923,909 
 
 2,180,039 
 
 3,580,908 
 
 8,082,145 
 
 1,779,921 
 
 1948 
 
 1,354,619 
 
 19,064,480 
 
 
 
 13,894,009 
 
 8,466,063 
 
 1,101,125 
 
 2,303,958 
 
 3,876,433 
 
 9,627,491 
 
 2,092,772 
 
 1949 
 
 1,358,258 
 
 17,566,370 
 
 
 
 14,042,049 
 
 8,508,045 
 
 1,111,224 
 
 2,180,504 
 
 3,670,090 
 
 9,656,485 
 
 2,775,788 
 
 1950 
 
 1,238,809 
 
 21,909,084 
 
 91 ,829 
 
 15,696,811 
 
 9,360,260 
 
 1,139,981 
 
 2,232,933 
 
 4,338,438 
 
 12,045,910 
 
 3,223,853 
 
 1951 
 
 1,210,064 
 
 23,742,151 
 
 63,693 
 
 16,133,421 
 
 9,217,717 
 
 1 ,273,896 
 
 2,307,169 
 
 3,977,481 
 
 13,474,457 
 
 3,133,507 
 
 1952 
 
 1,575,867 
 
 19,595,417 
 
 160,947 
 
 15,225,630 
 
 7,029,542 
 
 1,138,605 
 
 2,356,435 
 
 4,190,846 
 
 13,094,611 
 
 3,329,166 
 
 1953 
 
 1,796,719 
 
 23,865,973 
 
 162,604 
 
 20,044,665 
 
 9,642,907 
 
 1,410,637 
 
 2,638,905 
 
 5,076,361 
 
 14,924,536 
 
 3,575,688 
 
 1954 
 
 1 ,883,800 
 
 18,592,794 
 
 242,643 
 
 17,407,937 
 
 9,464,366 
 
 1,414,966 
 
 2,597,893 
 
 4,595,484 
 
 14,605,645 
 
 3,762,695 
 
 1955 
 
 2,187,153 
 
 24,786,387 
 
 158,740 
 
 20,674,689 
 
 10,555,400 
 
 1 ,291 ,262 
 
 2,870,328 
 
 4,898,403 
 
 16,486,494 
 
 4,599,982 
 
 •Source: U.S. Army Corps of Engineers, Annual reports on the water-borne commerce of the United States, 1946 through 1955. Data is total receipts, shipments 
 and through traffic. 
 
 28 
 

 NORTH AND MAIN BRANCH 
 CHICAGO RIVER 
 
 CHICAGO WATERWAYS 
 AND HARBORS 
 
 TOTAL TRAFFIC VOLUME * 
 
 CHICAGO HARBOR 
 
 SCALE IN MILES 
 
 CHICAGO PLAN COMMISSION 
 
 DECEMBER 1956 
 
 SCALE IN MILLIONS OF TONS 
 
 SOURCE US ARMY CORPS OF ENGINEERS - 
 
 U.S. WATERBORNE COMMERCE ANNUAL REPORT 1955 
 
 * BY TOTAL FOR LENGTH OF WATERWAY 
 
 Figure 14 
 
 29 
 
Table 12. Overseas Traffic Leading Commodities, Port of Chicago, 1955* 
 
 IMPORTS 
 
 Commodity 
 
 Building Cement 
 
 Liquors and Wines 
 
 Fruits 
 
 Sugar 
 
 Glass Products 
 
 Tools and Hardware 
 
 Total Imports 
 
 Tons 
 
 20,808 
 14,445 
 5,417 
 5,346 
 5,115 
 4,993 
 95,374 
 
 Per Cent 
 of Total 
 
 21 
 15 
 6 
 6 
 5 
 5 
 100 
 
 EXPORTS 
 
 Commodity 
 
 Animal Fats, Oils and Meats 
 
 Hides and Non-edible Animal Products 
 
 Rolled Steel 
 
 Animal Feeds 
 
 Vegetable Oils 
 
 Tons 
 
 28,690 
 
 22,250 
 
 18,766 
 
 9,380 
 
 3,209 
 
 Total Exports 118,521 
 
 Excluding the Indiana Harbors. 
 
 Source: U.S. Army Corps of Engineers, Water-borne Commerce of the United States, 1955. 
 
 Per Cent 
 of Total 
 
 24 
 19 
 16 
 
 100 
 
 In 1955 the Great Lakes Waterway accounted for almost 80 per 
 cent of the tonnage handled by Chicago area harbors and 
 waterways. Overseas traffic accounted for less than one per cent 
 of the total tonnage, and barge traffic accounted for the remaining 
 20 per cent. Lakewise receipts are dominately those destined for 
 processing by the steel industry whereas lakewise shipments are 
 dominately energy sources — rail-to-water coal and petroleum 
 from Calumet Area refineries. 
 
 About two-thirds of the Inland Waterway receipts are energy 
 sources — coal and petroleum — with sand and gravel, grains and 
 chemicals composing the remainder. Petroleum products are 
 over 40 per cent of the inland waterway shipments, steel mill 
 products 26 per cent and corn and grains about 10 per cent. 
 
 OVERSEAS TRAFFIC 
 
 Although overseas traffic volume was less than one per cent of the 
 Port of Chicago's total water-borne tonnage in 1955, the overseas 
 shipments and receipts of 213,895 tons (Table 12) were of high 
 value. The value of foreign trade (overseas and Canadian) for 
 Chicago is reported at SI 15.5 million for 1955, Table 13. Growth 
 in overseas trade has been at a rapid rate — 10,324 tons in 1946, 
 87,128 tons in 1950 and 213,895 tons in 1955. 
 
 Testifying to the cement shortage in the Chicago area, the leading 
 overseas import was building cement accounting for 21 per cent 
 
 of imports by weight in 1955, Table 12. Liquors and wines 
 ranked second with almost 15,000 tons or 15 per cent of the total 
 imports. Fruits, sugar, glass products and tools and hardware 
 each accounted for about 5 per cent of the total overseas imports. 
 
 According to Table 16a, the Calumet River terminals unloaded 
 47 per cent of the imports, and the Lake Calumet terminal and 
 Chicago Harbor each received about one-fourth of the imports. 
 The Chicago River and its North Branch received 3 per cent of 
 the imports. Calumet River terminals and the Chicago Harbor 
 had similar imports as leading commodities — cement, liquors 
 and wines and sugar (Table 17). 
 
 Table 13. Value of Water-borne Foreign Trade for 
 Selected United States Ports, 1955 a 
 
 Value in 
 Millions of Dollars 
 
 New York $7,890.4 
 
 Boston 498.8 
 
 New Orleans 1 ,448.2 
 
 Houston 664.1 
 
 San Francisco 541 .1 
 
 Seattle 126.4 
 
 Chicago 115.5 
 
 a Source: U.S. Bureau of the Census, United States Foreign Trade 1955, 
 Summary Report, Report No. FT985 (1956). 
 
 30 
 
Overseas exports slightly exceeded imports: 118,521 to 95,374 
 tons (Table 12). The Chicago Harbor's share of exports, 13 per 
 cent, was about half of its share of imports. The remainder of the 
 exports was handled by Calumet Lake and River terminals, 
 Table 16. Similar leading commodities were shipped by the three 
 overseas terminals. Animal products, rolled finished steel mill 
 products and animal feeds were among the leading commodities. 
 See Table 13 for Chicago's relative position in value of foreign 
 trade compared to several major ports. 
 
 GREAT LAKES CANADIAN TRAFFIC 
 
 Canadian traffic is bulk movement with newsprint and iron ore 
 the leading imports and bituminous coal the dominant export, 
 Table 14. The newsprint was received by the Chicago Harbor 
 and the Chicago River South Branch; the iron ore was received 
 at Indiana Harbor and the Calumet Harbor and- River, Table 17. 
 Coal was shipped from the Calumet River terminal. 
 
 GREAT LAKES DOMESTIC TRAFFIC 
 
 Shipments of iron ore, limestone and coal account for 67, 18 and 
 1 1 per cent respectively of Great Lakes Domestic traffic to the 
 Port of Chicago (Table 14), and these commodities are received 
 by the Calumet River and Harbor (Tables 1 6a and 1 7). Petroleum 
 products are the fourth ranking receipt and terminate at all 
 harbors except downtown Chicago and Lake Calumet. 
 
 Shipments are dominated by coal, 77.5 per cent, and petroleum 
 products, 11.1 per cent, Table 14. The coal is shipped from the 
 Calumet River installation, and the petroleum is shipped from 
 the Calumet-Sag Channel and the Sanitary and Ship Canal. 
 
 INLAND WATERWAY TRAFFIC 
 
 Coal, petroleum products, sand and gravel, corn and grains, 
 sulphur, industrial chemicals, and other products (Table 15) are 
 received at all the terminals of the Port of Chicago (Table 17) 
 with the Sanitary Canal receiving 55 per cent of the tonnage. 
 
 Table 14. Great Lakes Traffic Leading Commodities, Port of Chicago, 1955 a 
 
 RECEIPTS 
 
 Per Cent 
 
 Commodity Tons of Total 
 
 Iron Ore 10,790,841 67.0 
 
 Limestone 2,994,482 18.0 
 
 Coal 1,722,150 10.5 
 
 Petroleum Products 560,966 3.5 
 
 Building Cement 87,419 0.5 
 
 Total Receipts 16.266,535 100.0 
 
 DOMESTIC 
 
 SHIPMENTS 
 
 Per Cent 
 
 Commodity Tons of Total 
 
 Coal 3,965,454 77.5 
 
 Petroleum Products 569,657 11.1 
 
 Sulphur 196,339 4.0 
 
 Grains 142,759 3.0 
 
 Pig Iron 76,942 1.5 
 
 Steel Mill Products 39,656 0.8 
 
 Total Shipments 5,108,187 100.0 
 
 CANADIAN 
 
 IMPORTS 
 
 Commodity 
 
 Newsprint 
 
 Iron Ore 
 
 Grains 
 
 Steel Mill Products 
 
 Salt 
 
 Tons 
 
 222,096 
 174,125 
 30,526 
 17,416 
 14,300 
 11,255 
 477,669 
 
 Per Cent 
 of Total 
 
 45 
 37 
 
 6 
 
 3 
 
 3 
 
 2 
 100 
 
 Coal 
 
 Soybeans 
 Sulphur. . 
 
 Corn 
 
 Pig Iron. . 
 
 EXPORTS 
 
 Commodity 
 
 Iron and Steel Scrap 
 
 Total Imports 
 
 a Excluding the Indiana Harbors. Source: Corps of Engineers, U.S. Army, Water-borne Commerce of the United States, 1955. 
 
 
 Per Cent 
 
 Tons 
 
 of Total 
 
 890,778 
 
 79 
 
 116,682 
 
 10 
 
 54,358 
 
 5 
 
 48,358 
 
 4 
 
 7,557 
 
 1 
 
 Total Exports 1 ,122,160 
 
 100 
 
 31 
 
Shipments show some similarity to receipts except no coal is 
 shipped and steel mill products from the Calumet Area are 
 shipped down the waterway, Table 17. 
 
 HARBORS IN INDIANA 
 
 Gary, Indiana and Buffington Harbors differ from Illinois 
 harbors in their lack of connecting channels to the Inland 
 Waterway System and in the almost total dominance of lakewise 
 traffic. Some limited movement of barges between these harbors 
 and the mouth of the Calumet River is made over the open 
 waters of Lake Michigan only when weather conditions are ideal. 
 Harbors in Indiana have no significant overseas traffic. 
 
 Indiana Harbor ranks first in tonnage among the three and is 
 second only to Calumet River and Harbor of the Port of Chicago. 
 Of its total 20,674,689 tons in 1955, over 19 million tons were 
 lakewise traffic, 13 million in receipts and 6.3 million in ship- 
 ments, Table 16. The leading commodities received are similar to 
 lakewise receipts at the Illinois harbors: iron ore, crushed lime- 
 stone, coal, some petroleum products and chemicals. Shipments 
 from Indiana Harbor are dominated by petroleum products 
 produced by the large concentration of refineries located there. 
 
 Both Gary and Buffington harbors are privately owned facilities 
 of the industries they serve. In 1955 the Buffington cement plant 
 received over a million tons of crushed limestone and shipped 
 168,000 tons of building cement via the Great Lakes. 
 
 Gary Harbor is owned by a large steel mill and its traffic shows 
 clearly the relationship between lake shipping and the steel 
 industry. Iron ore and concentrates constitute 10 million tons or 
 nearly 80 per cent of all receipts and limestone ranks second with 
 over 2 million tons. 
 
 All three of the Indiana harbors have a similar function to that 
 of the Calumet Harbor and River — they serve directly basic 
 processing plants on waterfront sites but, unlike the Calumet 
 River terminals, they perform no transfer function. 
 
 CHICAGO HARBOR 
 
 Although the Chicago Harbor and the Chicago River and its two 
 branches are not located within the Calumet Area, their water- 
 borne traffic, especially the overseas traffic, has a relationship to 
 present and future Lake Calumet and Calumet River traffic. 
 
 In 1955 the Chicago Harbor received about the same overseas 
 
 Table 15. Inland Waterway Traffic Leading Commodities, Port of Chicago, 1955 a 
 
 RECEIPTS 
 
 Commodity Tons 
 
 Coal 4,362,605 
 
 Petroleum Products 2,558,907 
 
 Sand and Gravel 1 ,584,759 
 
 634,379 
 485,579 
 239,248 
 178,023 
 161,755 
 78,086 
 Total Receipts.. 10,775,361 
 
 Corn and Grains 
 
 Sulphur 
 
 Industrial Chemicals 
 
 Soybeans 
 
 Sugar 
 
 Molasses 
 
 % of Total 
 Receipts 
 
 40.5 
 23.3 
 14.6 
 
 5.9 
 
 4.5 
 
 2.2 
 
 1.6 
 
 1.5 
 .7 
 100 
 
 SHIPMENTS 
 
 % of Total 
 
 Tons Shipment 
 
 747,176 41.5 
 
 466,988 26.0 
 
 165,519 9.0 
 
 142,236 8.0 
 
 101,854 5.6 
 
 41,671 2.3 
 
 31,158 1.7 
 
 18,602 1.0 
 
 10,024 .6 
 
 Total Shipments.. ~..~. 1,795,654 100 
 
 Commodity 
 
 Petroleum Products 
 
 Steel Mill Products 
 
 Corn and Grains 
 
 Pig Iron 
 
 Industrial Chemicals 
 
 Phosphate Fertilizer 
 
 Soybeans 
 
 Sand and Gravel 
 
 Ferrous Castings and Forgings. 
 
 "Excluding the Indiana Harbors. Source: U.S. Army Corps of Engineers. Water-borne Commerce of the United States, 1955. 
 
 32 
 
Table 16. Water-borne Commerce of the Port of Chicago and Harbors in Lake County, Indiana, 1955* 
 
 CARGO IN THOUSANDS OF SHORT TONS OF 2,000 POUNDS 
 Port of Chicago, Illinois Harbors in Lake County, Ind. Total 
 
 Chicago Port of 
 
 River, Chicago Chicago Chicago, 
 
 Main and River Sanitary Calumet- Calumet Illinois 
 
 Chicago North South and Ship Sag Lake River and Indiana Buffington Gary and 
 
 Harbor Branch Branch Canal Channel Calumet Harbor Total Harbor Harbor Harbor Total Indiana 
 
 Overseas 
 
 Receipts 22 3 25 45 95 4 b b b b 
 
 Shipments 15 42 61 119 b b b b 
 
 Canadian 
 
 Receipts 170 14 53 .... 8 233 478 651 b b b b 
 
 Shipments 3 3 39 1 1,077 1,122 82 ° b b » 
 
 Great Lakes (Domestic) 
 
 Receipts 5 114 32 364 7 25 15,719 16,267 13,037 b b b ° 
 
 Shipments 78 432 303 14 4,281 5,108 6,304 b b b b 
 
 Inland Waterways 
 
 Receipts 128 575 1,913 5,869 773 38 1,479 10.775 178 b b b b 
 
 Shipments 7 6 83 934 81 7 678 1,796 162 b b b b 
 
 Intraport 
 
 Receipts 83 766 175 58 345 441 1 ,867 b b b b 
 
 Shipments 1 1 5 1,803 56 1,867 b b b b 
 
 Local (Receipts and Shipments 
 
 within same harbor) 371 71 47 778 44 1,311 253 b b b b 
 
 Total Shipments and Receipts c . 883 1,533 2,340 10,278 1,565 158 24,056 38,969 20,675 1,291 10,555 32,521 71,490 
 
 Cargoes in Transit 1,303 1,317 2,558 6,218 3,035 730 413 413 
 
 Total, All Traffic 2,187 2,870 4,898 16,486 4,600 159 24,786 39,382 20,675 1,291 10,555 32,521 71,903 
 
 "Source: U.S. Army Corps of Engineers, Water-borne Commerce of the United States, 1955. b Data not available. c Total also includes coastwise movement total 
 of 33,000 tons of which the Chicago River Main and North Branches handled 3,000 tons and the South Branch handled 30,000 tons. 
 
 Table 16a. Percentage Distribution of Water-borne Commerce of the Port of Chicago, by Harbor or Waterway, 1955* 
 
 HARBOR OR WATERWAY 
 
 Chicago Chicago Chicago Calumet 
 
 River, River, Sanitary Calumet- River 
 
 Chicago Main and South and Ship Sag Lake and 
 
 Movement Total Harbor No. Branch Branch Canal Channel Calumet Harbor 
 Overseas 
 
 Receipts 100 24 3 26 47 
 
 Shipments 100 13 35 52 
 
 Canadian 
 
 Receipts 100 36 3 11 1 49 
 
 Shipments 100 1 1 3-0 6 95 
 
 Great Lakes (Domestic) 
 
 Receipts 100 b 1 b 2 b b 97 
 
 Shipments 100 3 8 6 b 84 
 
 Inland Waterway 
 
 Receipts 100 1 5 17.7 55 7 0.3 14 
 
 Shipments 100 0.2 0.4 4 55 4 0.4 36 
 
 Intraport 
 
 Receipts 100 2 3 5 26 3 b 61 
 
 Shipments 100 b b b 97 3 
 
 Local (Receipts and Shipments 
 
 within same harbor) 100 27 5 4 60 4 
 
 a U.S. Army Corps of Engineers, Water-borne Commerce of the United States, 1955. b Less than one-tenth of one per cent. 
 
 33 
 
Table 16b. Percentage Distribution of Water-borne 
 Commerce by Movement, Port of Chicago, 1955 a 
 
 Cargo Tonnage 
 Percentage Distribution 
 Movement Receipts Shipments 
 
 Overseas 0.3 1.8 
 
 Canadian 1 .6 11 .2 
 
 Great Lakes (Domestic) 55.3 50.7 
 
 Inland Waterway 36.4 17.8 
 
 Intraport 6.4 18.5 
 
 Total 100 100 
 
 "Source: U.S. Corps of Engineers, Water-borne Commerce of the United 
 States, 1955. 
 
 tonnage as did the existing Lake Calumet Terminal, slightly less 
 than 25,000 tons, and about half the tonnage of the Calumet 
 River overseas tonnage, Table 17. Leading commodities were 
 similar for Chicago Harbor and Calumet River terminals — 
 liquors and wines, building cement and sugar. Overseas ship- 
 ments were three to four times greater for the Calumet terminals 
 than Chicago Harbor, but commodities again were similar — 
 animal products and finished steel mill products. 
 
 In 1955 the leading commodity by tonnage for Chicago Harbor is 
 Canadian newsprint, 170,000 tons (Table 17). 
 
 SUMMARY OF TRAFFIC: 1955 
 
 From analysis of Tables 12-17 the following findings are apparent : 
 
 (1) Over three-fourths of the overseas general cargo commodities 
 were received or shipped by the Lake Calumet and Calumet River 
 terminals with Chicago Harbor handling most of the remaining 
 one-fourth. Leading commodities imported and exported were 
 very similar for Chicago Harbor and Calumet River terminals. 
 
 (2) Bulk commodity traffic is either (a) raw materials to industry 
 for processing or as a power source, or (b) for transshipment. 
 
 (3) The volume of shipment of manufactured products is small 
 in comparison to bulk commodities but represents a movement 
 of higher value material. 
 
 Table 17. Water-borne Commerce of the Port of Chicago b| 
 
 Movement 
 
 Receipts or 
 Shipments 
 
 Overseas 
 
 Receipts 
 
 
 Shipments 
 
 Great Lakes 
 
 Receipts 
 
 (Canadian) 
 
 Shipments 
 
 Great Lakes 
 
 Receipts 
 
 (Domestic) 
 
 Shipments 
 
 Inland 
 Waterway 
 
 Receipts 
 
 (Barge) 
 
 Shipments 
 
 Intraport 
 
 Receipts 
 
 
 Shipments 
 
 Rank 
 1. 
 2. 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Total, 
 
 Chicago Harbor 
 
 Liquors and Wines 8.4 
 
 Sugar 2.5 
 
 Building Cement 2.2 
 
 Fish 1.7 
 
 Stone 1.1 
 
 All Commodities 22.3 
 
 Animal Oils and Fats 3.4 
 
 Animal Feeds 2.1 
 
 Meat and Products 2.0 
 
 Rolled Finished Stl. Mill Prod.... 1.4 
 
 Coke 7 
 
 All Commodities 15.4 
 
 Newsprint Paper 169.4 
 
 All Commodities 169.7 
 
 Pig Iron 2.8 
 
 All Commodities 2.8 
 
 Coal Tar Products 5.0 
 
 All Commodities 5.0 
 
 Pig Iron 39.5 
 
 Sulphur 19.1 
 
 Non-Metallic Minerals 12.4 
 
 Ferroalloys, Ores, Metals 5.7 
 
 Rolled Finished Stl. Mill Prod.... 1.5 
 
 All Commodities 78 
 
 Sugar 67.5 
 
 Molasses, Sugar Prod 21 .0 
 
 Pig Iron 15.6 
 
 Sulphur 6.8 
 
 Non-Metallic Minerals 4.5 
 
 All Commodities 128.1 
 
 Rolled Finished Steel 2.7 
 
 Coal Tar Products 2.2 
 
 Wood Manufactures 1.1 
 
 Paper and Manufactures 5 
 
 All Commodities 6.6 
 
 Limestone Crushed 79.4 
 
 Sand and Gravel 3.2 
 
 All Commodities 82.6 
 
 Coal Tar Products 1.3 
 
 All Commodities 1.3 
 
 HARBOR 
 
 Chicago River 
 
 North and Main Branch 
 
 Building Cement 2 
 
 Salt. 
 
 .14 
 
 14 
 
 Building Cement 8" 
 
 Salt 2( 
 
 114 
 
 Bituminous Coal 301 
 
 Sand and Gravel 221 
 
 Salt *'« 
 
 575 
 
 Paper Base Stocks 3; 
 
 Paper and Manufactures fc 
 
 e 
 
 Sand and Gravel 691 
 
 Petroleum Products 6C 
 
 Coal 1 
 
 Industrial Chemicals 1 
 
 765 
 Petroleum Products 
 
 34 
 
arbor, Waterway and the Five Ranking Commodities by Tonnage, 1955 a (Data are shown in thousands of tons) 
 
 HARBOR 
 
 Chicago Sanitary 
 Chicago River South Branch and Ship Canal Calumet Sag Channel Lake Calumet 
 
 Glass and Glass Prod 3.1 
 
 Vegetable Fibers 2.5 
 
 Tools and Basic Hardware 1.9 
 
 Plywood, Veneers 1.8 
 
 Coal Tar Products 1 .6 
 
 24.8 
 
 Animal Oils and Fats 7.8 
 
 Misc. Chemical Prod 7.2 
 
 Animal Prod. Inedible 7.2 
 
 Hides and Skins 5.3 
 
 Rolled Finished Stl. Mill Prod.... 2.6 
 
 41.6 
 wsprint Paper 52.6 Iron and Steel Semi-Fin. Prod 7.0 
 
 52.7 
 . 2.6 
 
 troleum Products. 
 
 2.6 
 .31.5 
 
 31.5 
 
 uminous Coal and Lignite. .1,441 .7 
 
 n-Metallic Minerals 228.6 
 
 per Mfrs 53.1 
 
 gar 43.3 
 
 ic Ore, Concentrates, Scrap 35.2 
 1,912.9 
 
 lied Finished Steel 47.9 
 
 leat, Oats, Corn 17.4 
 
 n and Steel, Semi-Finished .. . 8.9 
 
 lustrial Chemicals 2.8 
 
 n-Metallic Minerals 1 .4 
 
 83.2 
 
 nd and Gravel 104.1 
 
 troleum 65.8 
 
 al 5.0 
 
 174.9 
 troleum Products 5.2 
 
 5.2 
 
 Sulphur 39.0 
 
 39.0 
 
 Petroleum Products 339.1 
 
 Industrial Chemicals 25.1 
 
 364.2 
 
 Petroleum Products 266.3 
 
 Sulphur 156.8 
 
 Limestone Crushed 2.8 
 
 Industrial Chemicals 2.5 
 
 Rolled Finished Stl. Mill Prod.. . 1.7 
 
 432.1 
 Bituminous Coal and Lignite. .2,348.0 
 
 Petroleum Prod 1 ,914.7 
 
 Sand, Gravel 773.0 
 
 Industrial Chemicals 231.2 
 
 Sulphur 226.7 
 
 5,869.0 
 
 Petroleum Products 685.3 
 
 Industrial Chemicals 96.3 
 
 Corn 47.9 
 
 Fertilizer and Mat 41 .6 
 
 Rolled Finished Steel 17.9 
 
 933.9 
 
 Petroleum Products 56.4 
 
 Coal Tar Products 1 .3 
 
 57.7 
 
 Sand and Gravel 1 ,368.6 
 
 Petroleum Products 191.9 
 
 Limestone Crushed 79.4 
 
 Soybeans 78.9 
 
 Corn, Oats, Wheat 74.9 
 
 1 ,803.4 
 
 Petroleum Products 7.2 
 
 Petroleum Products. 
 
 7.2 
 
 .303.2 
 
 303.2 
 
 Petroleum Products 527.0 
 
 Sand and Gravel 197.9 
 
 Bituminous Coal 38.7 
 
 Phosphate Fert. Mat 3.7 
 
 Non-Metallic Minerals 2.7 
 
 773.4 
 Petroleum Products 81 .0 
 
 Sand and Gravel 
 
 81.0 
 314.5 
 
 Petroleum Products 
 
 30.3 
 
 
 344.8 
 55.5 
 
 7.9 
 Pig Iron 8 
 
 .8 
 Rolled Finished Stl. Mill Prod.. . .18.0 
 Pig Iron 17.0 
 
 25.0 
 
 Pig Iron 11.0 
 
 Rolled Finished Stl. Mill Prod.... 1.8 
 
 13.7 
 
 Pig Iron 28.4 
 
 Non-Metallic Minerals 4.0 
 
 Ferroalloys, Ores 2.1 
 
 Rolled Finished Steel 1 .5 
 
 Coal 8 
 
 37.8 
 
 Rolled Finished Steel 2.5 
 
 Pig Iron 2.2 
 
 Ferrous Castings and Forgings. . 1.0 
 Coal Tar Products 8 
 
 6.7 
 
 Calumet Harbor and River 
 
 Building Cement 14.8 
 
 Liquors and Wines 4.7 
 
 Fruits Canned 3.6 
 
 Sugar 2.8 
 
 Tools and Basic Hardware 2.4 
 
 45.3 
 Rolled Finished Stl. Mill Prod.. ..14.6 
 
 Animal Oils and Fats 9.6 
 
 Animal Feeds 6.6 
 
 Hides and Skins 6.6 
 
 Vegetable Prod. Inedible 2.6 
 
 61.4 
 
 Iron Ore and Concentrates 174.1 
 
 Barley and Rye 20.3 
 
 Iron and Steel Scrap 11.2 
 
 Wheat 10.1 
 
 Iron and Steel Semi-Fin. Prod... 5.2 
 232.9 
 
 Bituminous Coal Lignite 890.7 
 
 Soybeans 116.6 
 
 Corn 45.6 
 
 Sulphur 15.2 
 
 Pig Iron 3.9 
 
 1,076.7 
 Iron Ore and Concentrates... 10, 790.8 
 
 Limestone Crushed 2,994.4 
 
 Bituminous Coal and Lignite. 1,722.1 
 
 Petroleum Products 83.0 
 
 Pig Iron 58.2 
 
 15,718.6 
 Bituminous Coal and Lignite. .3,965.4 
 
 Wheat 86.0 
 
 Coke 59.4 
 
 Non-Metallic Minerals 25.4 
 
 Iron and Steel Semi-Fin. Prod. 24.5 
 
 4,280.5 
 
 Corn, Wheat, Oats 568.6 
 
 Sulphur 249.6 
 
 Bituminous Coal 227.1 
 
 Sand and Gravel 99.3 
 
 Ferroalloys, Ores 24.9 
 
 1,478.8 
 
 Rolled Finished Steel 346.9 
 
 Pig Iron 138.2 
 
 Corn, Barley, Wheat, Oats 98.7 
 
 Iron and Steel Semi-Finished... 35.0 
 
 Soybeans 20.1 
 
 677.7 
 
 Sand and Gravel 255.1 
 
 Soybeans 78.9 
 
 Corn, Oats, Wheat 74.9 
 
 440.5 
 
 55.5 
 
 "Excluding the Indiana Harbors. 
 Source: U.S. Army Corps of Engineers, Water- 
 borne Commerce of the United States, 1955. 
 
 35 
 
LAKE CALUMET HARBOR PLAN 4 
 
 A previous section of this chapter reported that the $24,000,000 
 first stage of the Lake Calumet Harbor will be completed in 
 April 1957, before completion of the St. Lawrence Seaway 
 project scheduled for the 1959 shipping season. The plan for 
 development of the entire Lake Calumet by the Chicago Regional 
 Port District shows several stages of development, and is pub- 
 lished herein for the first time, Figure 15. If needed for port and 
 industrial activities the total 2,300 acres within Lake Calumet 
 will be ultimately developed with about 1,800 acres of usable 
 land serviced by a deep-water anchorage basin and slips having 
 an area of about 500 acres. 
 
 The first stage of development of the harbor includes a 70-acre 
 ship and barge terminal, flanked by approximately 5,700 feet of 
 modern steel docks and about 125 acres of man-made land. 
 Initial depth will be 21 feet. Facilities include three covered 
 transit sheds, one warehouse and 3,500 feet of wharfage at the 
 transit sheds, designed to provide facilities for the economic 
 transfer of general and bulk cargo between barge, ship, rail and 
 truck transport. Two grain elevators of 13,000,000 bushel ca- 
 pacity are being constructed. Each of the individual operating 
 units, except the warehouse, has been leased to private business 
 concerns. The Chicago Regional Port District will manage the 
 entire harbor area. 
 
 In addition to the initial development of Lake Calumet Harbor 
 the following developments are proposed in the near future: 
 
 (a) A new program for dredging a larger area at the south 
 end of Lake Calumet. 
 
 (b) A 100-acre tank farm area at the southeastern part of 
 the lake to be separated from the other parts of the 
 harbor on three sides by water. 
 
 (c) A new slip 1,000 feet north of the grain elevators which 
 will be 3,000 feet long by 400 feet wide. 
 
 4 For a monthly progress report on Lake Calumet Harbor see DeLeuw 
 Cather & Co. Lake Calumet Harbor Progress Reports to the Chicago 
 Regional Port District. 
 
 (d) Three additional transit sheds totaling 300,000 square 
 feet. 
 
 (e) A 50-acre truck terminal. 
 
 (f) The location of several heavy industries on filled land 
 in Lake Calumet. 
 
 Lake Calumet Harbor will be an integrated port handling barge, 
 lake and overseas traffic and will be served by rail and highway 
 transportation. 
 
 CALUMET-SAG CHANNEL PROJECT 
 
 On November 2, 1955 work began on the federal project to 
 widen the 16-mile Calumet-Sag Channel from the present 60 to 
 225 feet. The initial appropriation of $4 million is to cover the 
 first 3.2 miles and the widening of the full 16.2 miles is estimated 
 to cost $102 million. The Army Engineers have set up a six-year 
 construction schedule to complete the entire project in 1961 or 
 at the earliest, 1960. The major remaining obstacle to the com- 
 pletion of this project is the rebuilding or altering of twelve 
 bridges and removing eight other bridges which cross the channel. 
 
 WATERWAYS, HARBORS AND THE 
 CALUMET AREA'S FUTURE 
 
 In the past the Calumet Area's urban development has been 
 very closely tied to the water transportation and dockside in- 
 dustrial locations available. Increasingly in the last decade general 
 Metropolitan Area growth has extended into the Calumet Area. 
 In the future both of these forces will be operating at an accel- 
 erated rate. 
 
 Lake Calumet Harbor will strengthen the Calumet Area's 
 position as an overseas port, increase greatly the storage and 
 transfer operations in the Calumet Area and provide up to 1,800 
 acres of man-made land for port and industrial activities. 
 
 Despite inadequate port facilities the Port of Chicago handled 
 214,000 tons or about 40 per cent of the 1955 overseas general 
 cargo of the Great Lakes. Over three-fourths of that cargo moved 
 
 36 
 
 Figure 15 Q 
 
PROPOSED 
 
 LAKE CALUMET HARBOR PLAN 
 
 II I // 
 
 ^ 
 
 5 Rufus Putnam, Harbor Plan of Chicago, (Chicago: Commercial Club of 
 Chicago, 1927) 
 
 X nicago Kegionai rort uisinct. op. en., pp. 0-/0. 
 "Chicago Regional Port District, Op. Cit., pp. 73-75. 
 
 37 
 
PROPOSED 
 
 LAKE CALUMET HARBOR PLAN 
 
over the docks of existing terminals along the Calumet River 
 and in Lake Calumet. An estimation of the volume of future 
 overseas traffic for the Port of Chicago and the Calumet awaits 
 determination of many variables including a determination of 
 the maximum volume of general cargo that can pass through the 
 St. Lawrence Seaway with its physical limitations and in com- 
 petition with heavy bulk movement of iron ore. Other variables 
 yet undetermined are the Seaway toll rates, future costs by al- 
 ternative forms of transportation, the availa-bility of overseas 
 cargo vessels, and future tariff policies. Trends indicate that the 
 St. Lawrence overseas general cargo traffic will increase sub- 
 stantially and that Chicago will be a leading port on the Great 
 Lakes. A continual examination of overseas traffic and all the 
 attendant variables are required to assure an adaquate estimation 
 of Chicago's ability to handle that traffic. 
 
 The widening of the Calumet-Sag Channel will permit a much 
 higher volume of barge traffic to and from the Calumet Area. 
 Another significant development will be the creation of industrial 
 sites with barge docking possibilities along the banks of the 
 Channel. 
 
 Transfer and storage operations in the Calumet Area will expand 
 substantially with the harbor and waterway development and 
 the new expressway-toll highway system. New technology in 
 transfer and storage operations requires large tracts of land with 
 access to all forms of transportation. These conditions are 
 present in the Calumet Area. 
 
 LAKE FRONT HARBOR PROPOSALS 
 FOR CALUMET AREA 
 
 Thirty years ago the Commercial Club of Chicago published the 
 Harbor Plan of Chicago 5 which suggested plans for waterway 
 improvements including a "Calumet Interstate Harbor" astride 
 the Illinois-Indiana boundary at the Lake Michigan shore. In 
 1955 at a Conference on the Port of Chicago, the City Engineer 
 of Hammond, Indiana presented a "Proposed Calumet Region 
 
 SRufus Putnam, Harbor Plan of Chicago, (Chicago: Commercial Club of 
 Chicago, 1927) 
 
 Harbor" which would be created by extending the breakwater 
 from Calumet Harbor at the mouth of the Calumet River to 
 Gary Harbor. 6 This entire area would then be suitable for barges, 
 lake and overseas vessels. About 2,000 acres of new land would 
 be added to Hammond and Whiting by fill along the Lake shore. 
 
 A third proposal for a lake front harbor in the Calumet Area is 
 the Burns Harbor proposed at Burns Ditch, eight miles east of 
 Gary. 7 Plans for this harbor would include industrial and general 
 cargo facilities. The State of Indiana has recommended this 
 harbor, and the. U.S. Army Corps of Engineers has held pre- 
 liminary hearings upon the proposal. Burns Harbor would serve 
 lake and overseas vessels but would lack suitable access for 
 barges unless the breakwater suggested by the Proposed Calumet 
 Region Harbor were extended a few more miles from Gary to 
 Burns Harbor, and this possibility has been suggested by Indiana 
 officials. 
 
 Another suggested layout for a harbor on Lake Michigan 
 utilizes the 1,100-foot strip of shoreline in the city of Chicago 
 extending from Calumet Park to the state line. 8 This harbor 
 would extend eastward of the state line and would involve both 
 Illinois and Indiana. 
 
 PORT AND WATERWAY DEVELOPMENT 
 NEEDS 
 
 Although Chicago and the Calumet Area will have certain 
 harbor and waterway improvements completed in the near future, 
 many problems remain to be solved if the Chicago area is to 
 maintain a strong port and waterway position. 
 
 THE FOLLOWING ASSETS ARE RECOGNIZED: 
 
 (1) That the Calumet Area is the most appropriate area for 
 major harbor facilities for commerce and industry in metro- 
 politan Chicago. 
 
 'Robert L. Lippman in Conference on the Port of Chicago (Chicago: 
 Foreign Trade Training Center: 1957). pp. 11-12. 
 
 'Chicago Regional Port District, op. cit., pp. 75-76. 
 "Chicago Regional Port District, Op. Cit., pp. 73-75. 
 
 37 
 
(2) That the first stage of port development for the Chicago area 
 will find its most convenient site in Lake Calumet. 
 
 (3) That one of the strongest assets of Lake Calumet Harbor is 
 the potential of providing needed industrial land for manufac- 
 turing, storage and transfer operations with overseas, lake, and 
 barge access. 
 
 (4) That the Lake Calumet Harbor area and immediate vicinity 
 is the prime future industrial development area in the Calumet 
 Area because of a large supply of vacant industrial land with deep 
 water and barge transportation. 
 
 (5) That Lake Calumet Harbor will aid in firmly establishing 
 Chicago as the terminus of the St. Lawrence Route. 
 
 (6) That Lake Calumet Harbor will provide experience and data 
 essential in gauging future harbor volume and administration 
 needs. 
 
 (7) That an improved Navy Pier and other Chicago Harbor 
 facilities be revived as a useful supplement to Lake Calumet as 
 general cargo harbor. 
 
 THE FOLLOWING PROBLEMS EXIST: 
 
 (1) No coordinated harbor planning or development for the 
 Chicago Metropolitan Area. 
 
 (2) Limitation of Lake Calumet commercial harbor development 
 posed by Calumet River water traffic congestion, possible 
 marine accident, and water-land traffic conflict produced by 
 increased bridge openings. 
 
 (3) Competitive position of Lake Calumet as a commercial 
 harbor development may be weakened if a more accessible Lake 
 Front harbor is developed on Lake Michigan. 
 
 (4) Provision of adequate barge routes to harbors in Lake County, 
 Indiana. 
 
 THE FOLLOWING NEEDS ARE EVIDENT: 
 
 (1) Determination of the magnitude of future water-borne 
 traffic for metropolitan Chicago by an appropriate analysis of 
 
 metropolitan Chicago's potential economic growth and of 
 variables affecting water transportation. 
 
 (2) Effectuation of coordinated planning of port and waterway 
 development in metropolitan Chicago which enlists the co- 
 operation of the States of Illinois and Indiana, the Chicago 
 Regional Port District, the city of Chicago, and suburban 
 municipalities. 
 
 (3) Application for federal interest-free loan to plan water front 
 development similar to recent $147,000 Housing and Home 
 Finance Agency loan granted Erie, Pennsylvania. 
 
 (4) Evaluation of all Lake Front harbor proposals and prepara- 
 tion of a plan which will include the Illinois and Indiana area . . . 
 such an evaluation to include (a) an examination, periodically, 
 of upper limits of the capacity of Lake Calumet for commercial 
 port development, (b) a determination of Calumet River capacity 
 to absorb future traffic and (c) a solution to problem of barge 
 movement from the Inland Waterway to harbors in Indiana. 
 
 (5) Reservation, by the city of Chicago, of the 1,100-foot Lake 
 Michigan shore line property immediately west of the Illinois- 
 Indiana boundary for a possible future Lake Front harbor. 
 
 (6) Investigation of the future magnitude of Calumet River 
 bridge openings and determination if undue railway and highway 
 traffic delays call for early action for more high level bridges or 
 alternative solutions. 
 
 (7) Determination of the feasibility of full operation of Navy 
 Pier and the Chicago Harbor area as a supplement to a Calumet 
 Area harbor. 
 
 (8) Evaluation of public policy, including zoning, on utilization 
 of land with access to navigable waterways with priority system 
 for water transportation oriented industries. 
 
 (9) Integration of port and waterway planning with land use 
 planning for the Metropolitan Area. 
 
 38 
 
Ill TRANSPORTATION 
 FACILITIES 
 
 This chapter considers the transportation facilities of the Calumet 
 Area and includes discussion of (a) these facilities within the 
 Metropolitan Area framework including recent expressway and 
 toll highway developments, (b) the relationship of the transpor- 
 tation facilities and land use, (c) a study of existing and probable 
 future vehicular traffic in the vicinity of Lake Calumet, (d) mass 
 transit, (e) air transportation and (f) transportation needs in the 
 Calumet Area. >■„ 
 
 CALUMET AREA WITHIN THE METROPOLITAN 
 AREA TRANSPORTATION PATTERN 
 
 The Calumet Area has been and will continue to be the land 
 transportation corridor curving around the south end of Lake 
 Michigan linking the most highly developed parts of the Chicago 
 Metropolitan Area with the major population and industrial 
 centers of the eastern United States. The numerous major rail- 
 road lines, highways and the recently constructed toll highway 
 system from Chicago to New York all emphasize the Calumet O 
 Area's strategic land transportation position. 
 
 CHICAGO METROPOLITAN AREA 
 EXPRESSWAY SYSTEM 
 
 Ol^ake forest 
 
 INTERSTATE EXPRESSWAY 
 
 toll roa: 
 
 TOLL BRIDGE 
 
 ARLINGTON 
 HEIGHTS O 
 
 O'HARE^ 
 FIELD 
 
 QEVANSTON 
 
 * T »WESr 
 
 ELMHURST O I 
 WHEAT0N * I 
 
 B 
 
 SCALE- IN MILES 
 
 CHICAGO PLAN COMMISSION 
 OCTOBER 1956 
 
 OAK 
 PARK O i 
 
 CONGRESS EXPRESSWAY 
 C 
 
 The Calumet Area has a number of distinctive differences from 
 the other parts of the city of hj^^. ^£~~ L "»°« ' 
 
 Chicago and the Chicago Metro- e* sV 
 
 politan Area. From a land transportation viewpoint the Calumet 
 Area has several significant characteristics including (1) physical 
 interruptions such as Lake Calumet, Wolf Lake, the Calumet 
 River and its tributaries, the Calumet-Sag Channel, and poorly 
 drained land; (2) large industrial sites such as steel mills, pe- 
 troleum refineries, petroleum storage areas, and large vacant 
 industrial tracts, unusually dense concentration of major railroad 
 lines and yards; and (3) urban development less contiguous than 
 many other parts of the Metropolitan Area. 
 
 The previously listed characteristics of the Calumet Area com- 
 bined with the Area's partial development have resulted in sharp 
 contrasts in accessibility by land transport. ( 
 
 EXPRESSWAYS 
 
 Recent expressway developments have provided new S^ 
 accessibility to parts of the Calumet Area. Expressways *°* 
 and toll highways completed or programed in the Greater 
 Calumet Area are shown on the land use map. Figure 1. The 
 Metropolitan Area expressways and toll highways are mapped 
 in Figure 16. The estimated dates of completion of the 
 express roadways are listed in the following table. 
 
 DOWNERS- 
 GROVE o 
 
 \ so" v 
 
 CALUMET SKYWAY 
 
 oM-1* NA r OH-«OAo 
 HAMMOND '■*■— — "**^ 
 GARYO 
 
 KINGERY EXPRESSWAY 
 
 PARK 
 FOREST 
 
Route 
 Calumet Expressway 
 Indiana Toll Highway 
 Congress Street Expressway 
 
 Kingery (Tri-State) Expressway 
 
 Calumet Skyway Toll Bridge 
 Illinois Tri-State Toll Highways 
 Northwest Expressway 
 South Expressway 
 Southwest Expressway 
 
 STREETS 
 
 Estimated Date of Completion ' 
 
 1956 (completed) 
 
 1956 (completed) 
 
 1956-1959 
 
 (80 per cent complete in 1956) 
 
 1956-1958 
 
 (completed except eastern 
 
 connection with 
 
 Indiana Toll Highway) 
 
 1957 
 
 1959 
 
 1959 
 
 1960 
 
 1960-1964 
 
 The interconnecting network of streets characteristic of most of 
 the Metropolitan Area is lacking in the Calumet Area. The 
 interruptions to land transportation listed previously in this 
 chapter and the many governmental jurisdictions in the Calumet 
 Area have produced difficult problems of street construction. 
 Following sections of this chapter discuss the street needs in the 
 Calumet Area with special reference to area near Lake Calumet 
 in the city of Chicago. 
 
 RAILROADS 
 
 Major railroad routes in the Greater Calumet Area are shown in 
 Figure 1 and the significance of rail transport to the Calumet 
 Area is noted in Chapter I and in the following section of this 
 chapter. Similar to most of the Metropolitan Area, the Calumet 
 Area is traversed by major rail lines and yards. Main line eastern 
 railroad routes are located in the eastern part of the Calumet 
 Area, main line southwestern and western railroads are located 
 in the western part of the Calumet Area, and main line southern 
 railroad routes are located in the central part of the Calumet 
 
 ■Sources: City of Chicago Department of Public Works, Cook County 
 Department of Highways, Illinois Toll Highway Commission, Indiana Toll 
 Road Commission. 
 
 Area. The Chicago Switching District provides exchange of 
 railroad freight between the various railroads in most of the 
 developed parts of the Calumet Area, but some limitations of the 
 District boundaries are discussed in a following section of this 
 chapter. 
 
 PUBLIC TRANSIT 
 
 The Calumet Area is served by a combination of three systems 
 of public transit. The Chicago Transit Authority (CTA) provides 
 service within the city of Chicago at the southeastern end of the 
 CTA network. Suburban bus lines serve suburban Calumet and 
 have destinations within the city of Chicago. Major commuter 
 railroad lines serve both the City and suburbs. One electrified 
 line serves the Indiana area from South Bend and Gary to 
 Chicago's Central Business District. Another electrified line 
 extends from the village of Richton Park near Cook County's 
 southern boundary to Chicago's Central Business District with 
 an east branch extending to the industrial area near the Calumet 
 river and 95th Street in Chicago and a west branch extending to 
 the village of Blue Island near the southwest boundary of 
 Chicago. Diesel powered railroad service is provided from Joliet 
 to Chicago's Central Business District. Other non-electrified 
 railroad service is available on less frequently scheduled runs 
 than the previously mentioned services. Unlike some parts of 
 the northern and the western suburban area of Chicago, suburban 
 Calumet has no CTA rapid transit service. The nearest such 
 service to the Calumet Area is 63rd Street in Chicago, but pending 
 studies of an extension of this service are noted in a following 
 section of this chapter. 
 
 AIRPORTS 
 
 The generalized land use map, Figure I, shows location of air- 
 ports in the Greater Calumet Area. Chicago's Midway Airport 
 is about ten miles northwest of Lake Calumet, and the Gary 
 Municipal Airport is about eight miles southeast of Lake 
 Calumet. The new O'Hare Field Chicago International Airport 
 is about fifteen miles northwest of Midway Airport. A following 
 section of this chapter outlines the area's air transportation needs. 
 
 40 
 
WATERWAYS 
 
 Previous chapters have documented the unique waterway 
 characteristics of the Calumet Area in comparison with the 
 remainder of the Metropolitan Area. These waterways have 
 allowed the Calumet Area its heavy industrial development and 
 will provide improved future facilities for Calumet industries. 
 These same waterways have given the Calumet Area problems 
 of land transportation development. 
 
 TRANSPORTATION FACILITIES AND 
 RELATION TO LAND DEVELOPMENT 2 
 
 INDUSTRIAL DEVELOPMENT 
 
 Although the existing railroad access, and the existing and 
 prospective highway access through the Calumet Area are 
 excellent insofar as connections to other cities and to other 
 sections of the Chicago Metropolitan Area are concerned, the 
 Area suffers from inadequate local access to many of the poten- 
 tial industrial developments. 
 
 One of the principal sources of inadequacy is the conflict between 
 street and highway traffic on the one hand and railroad traffic on 
 the other due to the fact that a high proportion of the railroad 
 trackage is at grade. This necessitates scores of grade crossings. 
 Since the preponderance of railroad lines are primarily for local 
 switching to and from the industrial establishments within the 
 Calumet Area, long delays to highway traffic are quite common. 
 With the completion of the expressways now under construction, 
 much of the long-distance highway traffic will be freed from such 
 delays, but many arterial streets, primarily carrying commuter 
 automobile and bus traffic within the district, will continue to 
 be subjected to such delays and reduction of capacity due to 
 grade crossings, as well as to hazardous conditions, unless a 
 comprehensive program of grade separation is begun in the near 
 future. Fortunately, some funds will be potentially available for 
 that purpose in connection with the new federal program. 
 
 2 This section was prepared by Harold M. Mayer, Associate Professor of 
 Geography, University of Chicago and consultant to the Chicago Plan 
 Commission. 
 
 The Calumet Area contains one of the most dense concentrations 
 of railroads to be found anywhere. The convergence of lines from 
 the east and southeast around the southern end of Lake Michigan 
 has produced a radial pattern of main lines, carrying heavy 
 volumes of through freight in the Indiana portion of the district. 
 In the Illinois portion, the pattern is also basically radial, with 
 lines traversing the western portion of the Calumet area from 
 south, and from southwest. In addition, most of the major belt 
 lines, circumferential to central Chicago, intersect the radial 
 trunk lines in the Calumet Area. These lines — the Indiana Harbor 
 Belt, Baltimore & Ohio Chicago Terminal, Belt Railway of 
 Chicago, and the Chicago Outer Belt Line (Elgin, Joliet & 
 Eastern) — provide interchange service to and from all radial 
 lines serving metropolitan Chicago, so that an industry on any 
 of the belt lines is, in effect, on all of the Chicago railroads. On 
 most intercity movements, switching charges are absorbed by 
 the line-haul carriers. Therefore, industries on belt lines have the 
 advantages of the same rates as if on direct trunk lines, and in 
 addition, have neutral switching facilities, not being dependent 
 upon any one trunk line for service. 
 
 On the other hand, the eastern and southern boundaries of the 
 Chicago Switching District pass through the Calumet Area, so 
 that the outer portions of the Area do not receive full advantage 
 of the Chicago rates, and additional switching costs, as well as 
 delays, are incurred. Within the Switching District, uniformity of 
 rates is adhered to; outside the District switching is subject to 
 additional costs. This is largely because additional crews are 
 necessary for movements across the Switching District boundary. 
 The boundary of the Switching District was established many 
 years ago, when virtually all of the industries of metropolitan 
 Chicago were much closer to the heart of the City, so that the 
 objective of a unified metropolitan switching district was 
 achieved. Since then, industrial development outside of the 
 District, especially in the Calumet Area, has been tremendous, 
 but the District boundary has not been appreciably extended. 
 The original intent in the establishment of the Chicago Switching 
 District has been in part impaired by the fact that a fragmentation 
 of the Metropolitan Area has resulted from expansion of indus- 
 trial activity beyond the district boundary. Gary, for example. 
 
 41 
 
is outside of the Switching District. The result has been a rather 
 artificial force tending to hold industrial development closer to 
 the central part of the Metropolitan Area than perhaps would be 
 the case if the industries were freed of the necessity to share in 
 the advantages of location within the present rather confined 
 switching district. A review of the boundaries of the Chicago 
 Switching District, therefore, with a view toward their revision 
 and extension, is prerequisite to a comprehensive plan for the 
 industrial development of the entire Calumet Area. With an 
 extension of the Switching District boundary, industries located 
 to the south and east of the present boundary would be freed 
 from their present handicap of higher freight rates on certain 
 line-haul movements, and would share in the advantages of 
 uniform switching rates and practices within the district. With 
 such revision, therefore, the other forces tending toward expan- 
 sion and deconcentration of industry in the Calumet Area would 
 be allowed freer play. 
 
 Because of the density of the existing rail network in the Calumet 
 Area, no major extensions may be expected, but relatively short 
 spurs into new industrial developments must be planned inte- 
 grally with the site plans for such developments. In this con- 
 nection, the location of access roads is important. Such roads 
 should not be closely parallel to rail lines, since, in order to 
 reach industrial areas on the opposite side of the road from the 
 rail line, the railroad spurs must cross the road, necessitating 
 either very expensive grade separations, or, more commonly, 
 road crossings at grade with consequent delay to road traffic. 
 Ideally, parallel roads and railroads should be separated by 600 
 to 1,000 feet, permitting the development of industrial sites 
 between, with no conflict of road and rail traffic. 
 
 The present common practice of placing new expressways closely 
 parallel to railroad rights-of-way, while perhaps facilitating land 
 acquisition, has the detrimental effect of cutting off potential 
 industrial land across the expressway from direct rail access. 
 
 Rail access to the port areas, especially in Lake Calumet, is not 
 ideal, in spite of the fact that the port is located near a large 
 number of rail routes. Grade separations across the nearby 
 highways, particularly Doty Avenue, are urgently needed. A rail 
 
 line giving access to the eastern side of Lake Calumet should 
 definitely be committed to serve the industries which will locate 
 there. 
 
 Particularly important is the provision of neutral rail access to 
 the port area of Lake Calumet. At present the west and south 
 sides of Lake Calumet are served by the Chicago, Rock Island & 
 Pacific Railroad, through its subsidiary, the Pullman Railroad, 
 along whose lines are located the various facilities of the Chicago 
 Regional Port District. The east side of the lake is not now served 
 directly, although the New York, Chicago & St. Louis Railroad 
 (Nickel Plate Road) main line is a few hundred yards to the east 
 and no special problems would be involved in extending spurs 
 into the port terminals and industries to be located along and 
 near the east side of Lake Calumet. There are, however, ad- 
 vantages in neutral access to a port terminal facility, by means 
 of a belt or switching line, in that service, including spotting of 
 cars, would thus be available without preferential treatment for 
 shipments received from or delivered to any particular line haul 
 carrier. Several railroads, in addition to the Rock Island which 
 now serves the area, have applied to the regulatory authorities 
 for permission to provide access and switching services in the 
 Lake Calumet port area, and an early decision is imperative if 
 the full potentialities of the port development are to be realized. 
 
 Not only will the new and prospective toll roads and expressways 
 facilitate the industrial development of areas which are now 
 partially developed by giving better access to the remaining 
 vacant areas adjacent to existing industries, but they will also 
 open for prospective industrial development extensive areas 
 beyond the present concentrated industrial districts in many 
 parts of the Calumet Area. Among the major areas which may 
 be expected to develop industrially within the near future are 
 extensive presently agricultural or unused areas along the follow- 
 ing new or prospective highways: (1) the Indiana Toll Road, 
 between the east end of Gary and LaPorte, Indiana, where 
 intermittent industrial development may be expected to take 
 place, in part independent of railroad lines, extending, in effect 
 from the eastern limits of the Calumet Area and the Chicago 
 Metropolitan Area eastward for nearly fifty miles; (2) the Calu- 
 met Expressway, from 95th Street southward to the Cook County 
 
 42 
 
boundary, where are available not only extensive industrial lands 
 in the vicinity of Lake Calumet but also southward of the 
 junction with the Kingery Expressway; and (3) at various points 
 along the Tri-State Toll-Way southwest of the city of Chicago, 
 and especially in and near the communities of Thornton, Mark- 
 ham, Blue Island, Alsip, and Chicago Ridge. Relatively little 
 development of industry can be expected along the Kingery 
 Expressway because of the rapid development of residential 
 areas along that route in the past few years. Additional major 
 highway routes may be expected, at undetermined routes, within 
 the Calumet Area as a result of the large federal program which 
 was authorized by the Highway Act of 1956, and in each case 
 careful consideration should be given to the selection of routes 
 which will provide convenient access to prospective industrial 
 areas. 
 
 Since the development of modern limited-access expressways is 
 relatively new everywhere, and since there is as yet no example 
 of an integrated, inter-connected system in any metropolitan 
 area, it is difficult for most people to realize the tremendous 
 potential effects of such a system upon the pattern and extent of 
 development of both industrial and residential areas. Already, in 
 many places throughout the country, examples of de-concentrated 
 industrial and commercial areas exist, and the accelerating 
 spread of residential development into the peripheries of Metro- 
 politan Areas is becoming a familiar phenomenon. New con- 
 ceptions of freight transportation by highway are arising, and 
 several important nation-wide trends will have important impacts 
 upon the pattern of industrial development in the Calumet Area, 
 as elsewhere. Many types of industries are no longer, as in the 
 past, dependent upon railroads for the major part of the inbound 
 and outbound freight movements. In 1955, for the first time, 
 the railroads of the United States carried slightly under half of 
 the total ton-miles of freight movement. This represents a sub- 
 stantial decline from the situation several decades ago, when they 
 carried over three-fourths of the total freight movement. 3 In 
 terms of general freight, such as manufactured goods, which 
 
 3 Despite this decline in the proportion of total freight movement, the current 
 rail traffic does not show a conspicuous decline because of the increasing 
 amount of all kinds of freight movement. 
 
 represent high value in proportion to bulk and consequently 
 take relatively high freight rates, the motor trucks have made 
 even more substantial inroads into railroad traffic. With the 
 accelerated rate of construction of modern high-speed express- 
 ways, the motor truck is in even a more favorable competitive 
 position. This places even greater stress than before upon the 
 provision of good local access streets and highways, for express- 
 ways, by their very nature, cannot provide access. The local 
 street patterns must be considered in detail as essential parts of 
 any new industrial development. Furthermore, the increasing 
 proportion of movement by motor truck necessitates increases 
 in the areas within industrial plant sites for maneuver and for 
 off-street loading and unloading. Indeed, most modern zoning 
 ordinances make provision of off-street trucking facilities man- 
 datory. This increases the amount of land required, and conse- 
 quently results in a lower density of development. Whereas the 
 typical railroad box car has a capacity of fifty tons, the average 
 over-the-road truck has a capacity of ten tons. This increases the 
 flexibility of freight service and concomitantly necessitates ade- 
 quate provision in the design of plants and industrial districts for 
 freight access. 
 
 The railroads will undoubtedly continue to be the basic haulers 
 of bulk raw materials and commodities and will retain a share of 
 the general freight movements. Trucking on the other hand may 
 be expected to continue to increase in relative importance. 
 Among the considerations which must be included for motor 
 trucking in planning for such a prospective increase in industrial 
 activity as may be expected in the Calumet Area are the follow- 
 ing: (1) union truck terminals, and truck terminal districts for 
 the consolidation and sorting of general freight between over- 
 the-road common carriers and the smaller trucks for local pickup 
 and delivery, to avoid the excessive mileages now involved in 
 trucking to and from the scattered existing truck terminals, 
 particularly on freight interchanged among carriers; the latter 
 represents over one-third of the total trucking by common-carrier 
 in metropolitan Chicago; (2) "piggy-back" terminals for transfer 
 of truck-trailers and containers between highway and railroad 
 carriers, such terminals to be located preferably with convenient 
 access to expressways and to major access streets at several 
 
 43 
 

 localities within the Calumet Area; (3) convenient lay-over 
 terminals, convenient to expressways and especial|ry to circum- 
 ferential routes, to be provided with restaurants, hotels for 
 truckers, communications, and other facilities designed to reduce 
 the amourit of truck movement through the local area of freight 
 not originating or terminating within the area. ; 
 
 The development of the new expressway systems, together with 
 changes in the technology of both transportation and industrial 
 production, may be expected to produce significant changes in 
 the pattern crTrfdustrial/location, as well as in general plant 
 requirements, winch must be considered in relation to the 
 Calumet Areaj ^W 
 
 In the first place, there are potentially, and to some ^extent 
 actually, two distinct trends in industrial site requirements with 
 relation to transportation. On the one hand, many industries 
 are freed from the requirement of trackside location in order to 
 be reachable by sidings and spurs for switching of railroad cars, 
 and are seeking locations with primary consideration being 
 given to highway access, particularly with reference to local 
 access streets leading to expressways. On the other hand, other 
 industries, particularly those receiving or shipping bulk materials, 
 require, more than ever, because of the increasing labor costs 
 involved in transshipment, locations served directly by either 
 waterways or railroads, or, preferably, both. In both instances, 
 the requirements are for ever-more-extensive sites, but for the 
 former the number and size of such sites is increased tremen- 
 dously by the flexibility of highway transportation, whereas for 
 the latter, since waterway extensions are expensive and limited 
 in possibility while railroad extensions are, in most instances, 
 virtually out of the question, sites have become scarce, and will 
 in all probability become increasingly so. 
 
 While there are in the Calumet Area as much as 15,000 acres of 
 land potentially available for industrial development, competition 
 for sites, particularly for major heavy industries is very keen. The 
 1,800 acres being created in Lake Calumet, at the present rate of 
 demand may be expected to be fully utilized within a few years, 
 but the demand for waterfront sites will not then be satisfied, 
 and further expansion of the industrial port area may be antici- 
 
 pated. The potential sites along the Calumet-Sag Channel, to the 
 west of Lake Calumet and potentially later to the east, will have 
 the advantage of barge access, but they will lack access by deep- 
 draft lake and ocean vessels. The eastward extension of the 
 Calumet-Sag Channel is, in any event, not in prospect for some 
 time in the future, and its economic justification should be 
 carefully re-examined in the light of the experience with the 
 westward improvement, the emerging patterns of industrial 
 location following the opening of the Seaway, and the possibility 
 of providing alternative routes, such as the extension of the 
 Calumet Breakwater eastward into the Indiana portion of the 
 ke Michigan shoreline. 
 
 The rapid extension of residential development in the Calumet 
 Area has resulted in a sustained demand for residential land, and 
 many new housing developments are taking place along railroad 
 lines, to the exclusion of prospective industries which could well 
 use the increasingly scarce trackside land. Modern industries, 
 even of the so-called "heavy" or "basic" types, such as the 
 primary metal producers and the chemical plants, require ever- 
 increasing amounts of land to accommodate the lower employ- 
 ment densities as the proportion of capital plant to labor costs in 
 production increase, and as additional space is required for 
 employee parking and for truck handling facilities within the 
 plants. With the anticipated expansion of the metropolitan 
 population by over two millions in the next two decades, and 
 with the increasingly favorable situation of Chicago as the node 
 of waterway and highway access to the entire mid-continent 
 area, the increase in the demand for industrial sites may be 
 expected to outpace even the spectacular prospective increases 
 in population. In spite of transportation improvements, it is not 
 advantageous for industries to locate on the outer fringes of the 
 Metropolitan Area in many instances, for linkages exist with 
 established industries and service facilities in the existing con- 
 centrations, and increasing distance still adds to the cost of doing 
 business. Therefore, a maximum demand may be anticipated for 
 extensive sites for large-scale industries within and adjacent to 
 existing industrial areas, whereas smaller industries of secondary 
 and tertiary type, such as fabricators of small products, and 
 manufacturers serving regional markets, may locate farther out 
 
 44 
 
without as great a cost penalty. Labor recruitment, in both 
 instances, is an increasingly serious problem, and in spite of the 
 peripheral movement of residential development and, conse- 
 quently, of the metropolitan labor force, there is still a decided 
 advantage in maximizing accessibility to labor, such as can 
 result from sites not too far from earlier developments. The 
 factor of inertia of existing patterns cannot be disregarded. 
 
 Picture thus the dilemma of, on the one hand, a trend toward 
 spreading out of the industrial development in the Calumet Area, 
 and on the other hand, a desire on the part of many industries, 
 and expecially the larger ones, to locate as close as possible to 
 existing concentrations. It may be expected that Calumet-linked 
 industries will seek locations as far east as La Porte, Indiana, and 
 as far west as the upper Illinois Valley west of Joliet, as well as 
 to the south, especially along the Calumet Expressway and the 
 two parallel belt lines — the Michigan Central and the Outer Belt 
 Line — connecting the east end of the Calumet Area with Joliet 
 through southern Cook County communities such as Chicago 
 Heights and Park Forest. The extent of the Calumet Area, in 
 terms of industrial development, therefore, may be expected to 
 expand considerably as a result of the transportation improve- 
 ments and the changing industrial technology, but, except for a 
 small amount of scattering of "light" fabricating and assembly 
 plants, the majority of the prospective industries may be expected 
 to seek locations in mutual proximity. There may therefore be 
 developed new industrial concentrations at transportation nodes, 
 involving convergence of railroads, or highways, or both. Among 
 the prospective railroad nodes having outstanding possibilities 
 for industrial expansion may be mentioned the Blue Island area — 
 which also will, in part be accessible for barges in the Calumet- 
 Sag Channel, the railroad node at Griffith, Indiana, conveniently 
 located in the Calumet Area but not so far intensively developed, 
 and the strip between the two belt lines and also served in part 
 by north-south radial lines, including the western portion of 
 Chicago Heights, northern Park Forest, and Richton Park. 
 Highway nodes include the four-way intersection of the Calumet 
 and Kingery expressways and the Tri-State Toll-Way a short 
 distance south of the Lake Calumet port area, and numerous 
 areas along the Indiana Toll Road between Gary and La Porte. 
 
 The Calumet Expressway and existing railroad lines offer good 
 possibilities for major industrial development in the area between 
 Highland, Indiana, and the Chicago-Hammond Airport, in- 
 cluding the airport site itself. And, finally, the very controversial 
 Burns Ditch area, on the Lake Michigan shoreline eight miles 
 east of downtown Gary offers both trunk line and belt line rail- 
 road access in addition to good highway access via the Indiana 
 Toll Road, as well as potential access by lake and ocean ships. 
 
 Most of the potential sites for industrial development in the 
 Calumet Area outside of the remaining vacant areas within 
 existing industrial concentrations present problems of conflict 
 between industrial, agricultural and residential use. In promoting 
 and facilitating industrial development of the Calumet Area, it 
 must not be forgotten that the amenity values of the region for 
 residence for the labor force is important. This means that 
 industrial development must not be in such large, continuous 
 areas as to preclude easy access for the labor force, nor must 
 industry intrude into potential residential areas everywhere 
 within the region. Parks, forest preserves, and other open space 
 must also be provided, and they compete, in some instances, with 
 industry for sites provided with good transportation access. A 
 noteworthy example of such unresolved conflict is the Burns 
 Ditch area, where a prospective large industrial and harbor 
 development will impair the nearby high grade suburban resi- 
 dential areas and seriously reduce the attractiveness of the last 
 remaining scenic shoreline and park reserve along Lake Michigan 
 in the entire Calumet Area. Suburban residential areas and parks, 
 as much as industries, depend upon good highway, and in some 
 instances, rail access. 
 
 RESIDENTIAL DEVELOPMENT 
 
 Next is the consideration of the relations of residential areas and 
 their development to industrial areas, in terms of the transpor- 
 tation requirements for moving people to and from their jobs. 
 Since both industrial and residential areas share common require- 
 ments for transportation access, they are in some instances in 
 direct competition for sites, having scarcity value, where such 
 access is now or potentially good. 
 
 45 
 
The majority of the labor force will commute between home and 
 work by automobile, although mass transportation also must 
 receive attention. The integration of the two forms of transpor- 
 tation should receive concentrated attention. 
 
 The automobile will be the principal form of travel between home 
 and work in the Calumet Area for several reasons. First, the 
 trend in virtually every metropolitan area has been toward a 
 decline in the use of mass transportation and increased use of 
 private automobiles. The automobile, including its possession 
 and its display, has become a symbol of status and success, and 
 there appears little liklihood of a reversal in the trend toward 
 almost universal automobile ownership. Once ownership of an 
 automobile has been attained, the overhead costs of its mainte- 
 nance necessitate its maximum utilization, since the out-of- 
 pocket costs of any particular trip represent only a portion of the 
 total costs, and with car-pools the cost per passenger-mile reach 
 competitive levels with mass transportation. Furthermore, with 
 the trend toward reduced density of both residential and indus- 
 trial development, the average length of the journey to and from 
 work is considerably longer than has heretofore been the case. 
 Part of the increasing distance is due to the vast extent of the 
 industrial areas, such as parts of the Calumet Area, where as 
 much as several square miles may be solidly devoted to industry 
 with no inclusion of residential area whatever. Just reaching 
 parts of the industrial areas from the nearest residences involves 
 rather lengthy trips in some instances. 
 
 Mass transportation by rail, whether in the form of suburban 
 railroad service or rail rapid transit service, involves very sub- 
 stantial costs of construction and maintenance of rights-of-way, 
 justifiable only where very heavy traffic densities exist. With the 
 deconcentration of both industries and residences, not only are 
 the origins and destinations of the passenger movements less 
 concentrated than formerly, but the traffic densities along given 
 routes are also less, because of the greater diversity of cross- 
 routes resulting from urban dispersion. Only in rare instances 
 does traffic density exist sufficiently to justify mass transporta- 
 tion of local and commuter passengers by rail. At present three 
 railroads supply commuter service through the Indiana portion 
 of the Calumet Area, and two additional ones supply service in 
 
 the Illinois portion. With one exception, each of the railroads 
 has consistently, in recent years, sought higher fares, reductions 
 in the frequency of service, and, in several instances, complete 
 abandonment of their local passenger services. It would be 
 counter to the nation-wide trend, and quite improbable, that any 
 major extensions of railroad passenger service would occur in the 
 Calumet Area. 
 
 There are, however, four railroad routes which continue to have 
 relatively good passenger service in the Calumet Area, and which 
 can reasonably be expected to form the main lines of mass 
 passenger transportation in the area. These are the three electri- 
 fied lines of the Illinois Central system, and the South Shore Line 
 electric railroad. These services differ from typical railroad 
 commuter services in that they are performed with multiple-unit 
 electric trains, and their frequency approaches that of urban 
 rapid transit rather than of typical suburban commuter railroads. 
 Modernization of equipment and stations on the Illinois Central, 
 as has already taken place on the South Shore Line, should 
 stimulate additional traffic on its local services, thereby to some 
 extent relieving the traffic loads on the parallel highways. All 
 four lines connect downtown Chicago, residential areas on the 
 South Side, and major employment centers both in southern 
 Chicago and in satellite communities, with heavy potential as 
 well as actual traffic. Other railroads, such as the New York 
 Central, Pennsylvania, and Rock Island, could perhaps experi- 
 ment with modern equipment, notably the rail diesel car operated 
 in multiple unit, although such experiments elsewhere have not 
 uniformly met with success in arresting the decline of commuter 
 passenger traffic. Other experiments offering promise lie in the 
 direction of more attractive stations, and especially the provision 
 of adequate automobile parking in the vicinities of the stations 
 so that, in effect, the automobile can serve as a feeder to the rail 
 lines, gathering and dispersing the rather diffused traffic between 
 homes and stations, with the rail lines carrying the passengers 
 directly to and from stations located within major concentrations 
 of employment. Some additional stations will be required, as, 
 for example, a facility on the South Shore Line immediately 
 adjacent to the Lake Calumet port area, which its line skirts. 
 Although such efforts could perhaps slow up the decline in local 
 
 46 
 
passenger traffic, it is improbable that the downward trend can 
 sharply be reversed, and we cannot look to the railroads to supply 
 any major portion of the potentially larger transportation serv- 
 ices that will be required with the anticipated industrial and 
 residential growth of the Calumet Area. 
 
 Somewhat different in detail, although not in essence, is the 
 prospect for rapid transit services by rail. At present, with the 
 exception of the Illinois Central and South Shore Line services, 
 which are rapid transit only in a limited sense, there is no rapid 
 transit by rail available in the Calumet Area. The Chicago Transit 
 Authority system does not extend closer than 63rd Street, several 
 miles north of the Calumet. Studies should be made in the near 
 future of the economic and physical feasibility of linking the 
 CTA transit system with one or more of the electrified or diesel- 
 operated railroad lines connecting the central business district 
 and South Side of Chicago with the Calumet Area. One of the 
 immediate difficulties is that CTA is not authorized to operate 
 outside of Illinois. Studies of the possibility of an interstate 
 transit operation, similar to those under study in connection 
 with the Hudson River crossings to New York and the Delaware 
 River crossings to Philadelphia from New Jersey, could well 
 produce significant proposals for interstate transit in the Calumet 
 Area. It is problematical whether the potential traffic along any 
 one route between Chicago and northern Indiana would justify 
 rail rapid transit in addition to that now provided by the South 
 Shore Line. The importance of the problem justifies serious 
 investigation of possible need. 
 
 Quite another matter is the possibility of rapid transit by motor 
 coach on the new and potential expressways. The completion of 
 the end-to-end expressway route represented by the South 
 Expressway and the Calumet Skyway in Chicago together with 
 the Indiana Toll Highway represents a facility with significant 
 possibilities for high-speed motor coach operation between the 
 industrial concentrations of the Calumet Area and their major 
 existing areas of labor supply, on the south side of Chicago. Since 
 motor coaches could share traffic lanes with automobiles and 
 trucks, relatively little capital cost would result from provision 
 of express motor coach services, aside from the costs of the 
 
 vehicles themselves — which are rapidly amortized in comparison 
 with rail lines and rail rolling stock — and the few requisite 
 maintenance shops. 
 
 It was formerly believed that rail rapid transit had inherently 
 greater capacity per track as compared with buses, measured in 
 the number of passengers that could be moved per hour by each 
 means. But there is no known example of motor coach rapid 
 transit service, operating for fairly long distances on especially 
 reserved lanes in expressways. It is quite probable that, using 
 standard buses with close headway, the capacity of an expressway 
 lane would compare very favorably with the capacity of a rapid 
 transit track. Such operation has several potential advantages 
 over rapid transit rail operation. In the first place, buses, being 
 smaller vehicles than trains, have greater flexibility, and could 
 serve a greater number of origins, destinations, and feeder routes 
 beyond the expressways themselves, than could trains, and at 
 the same time the passengers would save the delays and incon- 
 venience of transfers between trains and feeder buses. Further- 
 more, the buses would represent far less annual capital cost, 
 even with rapid amortization, than would comparable capacities 
 in tracks, switches, signalling equipment and rail rolling stock. 
 Such an operation would have the flexibility of making available 
 the lanes reserved exclusively for bus rapid transit in peak hours 
 for other vehicular traffic in off-peak hours, including weekends. 
 The latter is particularly important in terms of joint costs and 
 use of facilities in the Calumet region, for a tremendous volume 
 of weekend automobile traffic rounds the southern end of Lake 
 Michigan through the Calumet Area. It is suggested, therefore, 
 that a study be made of the feasibility of providing for rapid 
 transit motor coach service to, from, and within the Calumet 
 Area on the expressways now under construction, planned, or 
 contemplated. As in the case of potential rapid transit by rail, 
 the form of organization of an integrated interstate operation 
 would be a major question to be decided, should provision of 
 such service appear otherwise to be feasible. 
 
 In the recent past, the planning of major expressways in the 
 Chicago Region, both in Illinois and in Indiana, has been 
 marked, especially in the case of the toll roads, by a conspicuous 
 lack of integration with other aspects of regional development. 
 
 47 
 
The routes have been selected and alignments determined 
 primarily with relation to the maximization of revenues, and 
 hence the encouragement of maximum traffic generation, to- 
 gether with minimum costs of land acquisition and construction, 
 regardless of the effects of the new highways upon the develop- 
 ment patterns of the regions through which they are to pass. 
 With new federal highway assistance potentially available, it 
 now appears less likely that new toll roads, in addition to those 
 already authorized and committed, will be constructed in the 
 Calumet Area. Thus the obligation to maximize revenues in 
 order to amortize toll road bonds, a major consideration which 
 has made integration of highway plans with general regional 
 plans difficult in the recent past, will no longer exist, and the 
 highway agencies, therefore, have the obligation to integrate their 
 routes and alignments more closely with general regional develop- 
 ment as their primary obligation. It is hoped that more realistic 
 patterns of highways will result, and that all forms of trans- 
 portation, including rapid transit by both rail and bus, will be 
 considered along with highways as the elements of a complete 
 regional transportation system. 
 
 In this connection, several specific problems are already evident, 
 not only in the Chicago region, but elsewhere as well, relative to 
 the planning of modern express highways. The locations of the 
 "interchanges" or access and egress facilities, are especially 
 critical, and must be related, not only to the capacities of the 
 arterial and feeder roads with which they are to connect, but also 
 to the character of the local communities and land uses in their 
 vicinities. Interchanges should be closely integrated with the 
 locations of existing and prospective concentrations of land uses 
 which will generate heavy traffic, such as major industrial areas, 
 large shopping centers, port developments, and high density 
 apartment areas. The land uses in the immediate vicinities of the 
 interchanges are particularly critical, for there are instances 
 outside the Calumet Area where access to the expressways is 
 restricted by poor land use development on the access roads 
 leading to and from the interchanges, thereby severely reducing 
 the attractiveness, in terms of efficient traffic flow and safety, of 
 the use of the expressways because of awkward access. Inter- 
 changes and their vicinities are premium sites, somewhat analo- 
 
 gous to the street-car transfer points of the past generation, where 
 competition among land uses, often including some which are 
 mutually incompatible, reaches a maximum. The planning of 
 land uses, and the implimentation of such planning by good 
 zoning and other controls, in the vicinities of expressway inter- 
 changes and access roads, is an especially critical problem. 
 
 STREET TRAFFIC STUDY FOR 
 LAKE CALUMET AREA 4 
 
 The southeast side of Chicago, including the Lake Calumet area, 
 is served with few major trafficways, and most of these have low 
 vehicle capacity. This has presented no extreme problems in the 
 past since the traffic demand has been relatively low. However, 
 the proposed comprehensive development of the Lake Calumet 
 area will undoubtedly increase all activities in southeast Chicago 
 including traffic demand. Since the area has limited traffic 
 facilities it is necessary to give detailed attention to traffic 
 problems which will result from increased industrial activities in 
 the Lake Calumet area. 
 
 METHOD OF STUDY 
 
 The area around Lake Calumet was cordoned for purposes of 
 the traffic study; the cordon area is bounded by 95th Street, 
 Cottage Grove Avenue, 110th Street, and Torrence Avenue. 
 Within this area data were gathered concerning the existing 
 trafficways. 
 
 The existing right-of-way and roadway widths of the major traffic 
 arteries in the area were used for calculating the existing vehicular 
 capacities. These capacities are illustrated in Figure 17. Field 
 surveys were made to determine the existing traffic demand 
 in the area. The results of these surveys are shown in Figure 17. 
 
 4 The traffic survey contained in this section was conducted with the coopera- 
 tion of the City of Chicago Bureau of Street Traffic and Parking and was 
 directed by Frank E. Barker, formerly Traffic Planner, Chicago Plan Com- 
 mission, presently, Traffic Engineering Assistant, Chicago Transit Author- 
 ity. This section was written by Elizabeth J. McLean, Traffic Engineer, 
 Bureau of Street Traffic and Parking, Department of Streets and Sanitation 
 City of Chicago, in collaboration with Frank E. Barker. 
 
 48 
 
E 9 5 TM S 
 
 E 103 RO ST 
 
 E M5TH ST 
 
 E 130 TM ST 
 
 Figure 17 
 
 LAKE CALUMET VICINITY 
 
 VEHICULAR TRAFFIC VOLUMES 
 
 EXISTING VEHICLE FLOW 
 
 'EXISTING POSSIBLE VEHICLE FLOW 
 
 ESTIMATED DEMAND TO BE ADDED BY INDUSTRIAL WORKERS BY I970 
 
 ESTIMATED DEMAND TO BE ADDED BY SERVICE WORKERS BY I970 
 
 ESTIMATED DEMAND TO BE ADDED BY TRUCKS BY I970 
 
 FROM SURVEYS OH JULY 27 TH AND 29TH 195 4 BY 
 BUREAU OF STREET TRAFFIC AND PARKING. DEPARTMENT OF 
 STREETS AND SANITATION , CITY OF CHICAGO. 
 
 2 0ETERMINEO FROM CHARTS PRESENTEO IN "HIGHWAY CAPACITY MANUAL* BY 
 THE BUREAU OF PUBLIC ROADS. 
 
 D«00 
 
 I la oo 
 
 I I ' 200 
 
 ^1600 
 
 I 12 OO0 
 
 P , , 1 2400 
 
 SCALE OF VEHICLES PER HOUR 
 
 N 
 
 e 
 
 lOOO o 
 
 SCALE 0* 
 
 000 WOO soo o 
 
 MAP IN fit T 
 
 49 
 
 CHICAGO PLAN COMMISSION OECEMBER 1956 
 
From estimates presented elsewhere in this report concerning 
 numbers of employees, number of service workers, and residence 
 location of these workers, the future traffic demand was estimated 
 for the year 1970. Existing industries were questioned regarding 
 truck traffic, and these data were extrapolated to obtain the 
 estimated truck traffic demand for the year 1970. These estimates 
 were assigned to traffic-ways and the results are shown in Figure 
 17. 
 
 The accumulation of present demand plus the three elements of 
 the estimated future demand gives the estimated total demand 
 for 1970 in the cordon area. This estimated total demand, which 
 is shown in Figure 17, must be provided with trafficways by 1970. 
 
 By comparing the existing trafficway vehicular capacity with the 
 estimated 1970 demand, the deficiencies in capacity were ob- 
 
 tained. These deficiencies indicate the additional capacity which 
 must be added to the existing traffic system by 1970 for the 
 Calumet Area development. 
 
 The numerical results of the study are shown on Table 18. The 
 figures under "C" are the excess capacities, or existing capacity 
 minus estimated total 1970 demand; in most cases a minus sign 
 ( — ) appears before the number indicating a deficiency in capacity. 
 The numbers followed by the symbol ( b ) are the estimated 
 maximum capacity deficiencies on each of the major streets in 
 the cordon area by 1970. These, then, are the design values. An 
 accumulation of these deficiencies shows a total capacity defi- 
 ciency of 13,139 vehicles per hour (one way) in the east-west 
 direction, and 15,942 vehicles per hour (one way) in the north- 
 south direction during the peak hour in the year 1970. 
 
 Table 18. 
 Vehicular Capacity and Demand at Selected Intersections in the Vicinity of Lake Calumet, City of Chicago 3 
 
 D 
 
 Existing Demand, 
 1954 
 
 Intersection N. S. E. W. 
 
 Cottage Grove 4 95th (West) 205 429 722 1219 
 
 Cottage Grove 4 95th (East) 272 747 1018 
 
 Doty & 95th 1395 1283 895 747 
 
 Jeffery 4 95th 489 440 694 639 
 
 Torrence & 95th 984 356. 413 601 
 
 Torrence & 100th 605 428 212 745 
 
 Torrence 4 103rd 1234 605 230 
 
 Torrence & 104th 1015 524 26 151 
 
 Torrence 4 106th 788 505 98 529 
 
 Torrence 4 130th 198 629 332 509 
 
 Doty 4 130th 997 1830 355 680 
 
 Doty 4 103rd 1358 1446 320 765 
 
 Cottage Grove 4 103rd 176 169 287 785 
 
 Cottage Grove 4 111th 243 223 261 544 
 
 Doty4111th 1310 1606 284 
 
 Cottage Grove 4 115th 197 521 326 
 
 Doty4115th 1361 1432 366 
 
 a All data are peak hour, one-way volumes in vehicles per hour. 
 
 b Design quantities. 
 
 Estimated Total 
 
 
 K 
 
 
 
 E 
 
 xcess Capacity 
 
 
 D 
 
 eman 
 
 d, 1970 
 
 Exi 
 
 sting ( 
 
 Capac 
 
 ity 
 
 
 C = K-(D + D<) 
 
 
 N. 
 
 S. 
 
 E. 
 
 W. 
 
 N. 
 
 S. 
 
 E. 
 
 W. 
 
 N. 
 
 S. 
 
 E. 
 
 W. 
 
 
 
 
 
 858 
 
 3129 
 
 390 
 
 290 
 
 1160 
 
 1260 
 
 185 
 
 - 139 
 
 - 420 
 
 -3088 b 
 
 1221 
 
 
 
 596 
 
 1908 
 
 290 
 
 
 
 1090 
 
 1430 
 
 -1203 
 
 
 
 - 253 
 
 -1496 
 
 9275 
 
 560 
 
 2258 
 
 237 
 
 1860 
 
 1940 
 
 660 
 
 760 
 
 -8810 b 
 
 97 
 
 -2493 
 
 - 224 
 
 
 
 
 
 1634 
 
 348 
 
 560 
 
 640 
 
 630 
 
 850 
 
 71 
 
 200 
 
 -1698 
 
 - 137 
 
 4841 
 
 
 
 1634 
 
 204 
 
 560 
 
 640 
 
 630 
 
 850 
 
 -5265 
 
 284 
 
 -1417 
 
 45 
 
 4841 
 
 208 
 
 
 
 
 
 730 
 
 830 
 
 880 
 
 870 
 
 -4716 
 
 194 
 
 668 
 
 125 b 
 
 5346 
 
 208 
 
 3293 
 
 
 
 1060 
 
 1250 
 
 250 
 
 
 
 -5520 
 
 437 
 
 -3273 b 
 
 
 
 5346 
 
 3501 
 
 
 
 
 
 1490 
 
 1120 
 
 380 
 
 210 
 
 -4871 
 
 -2905 
 
 354 
 
 59 
 
 4668 
 
 3764 
 
 790 
 
 1350 
 
 1030 
 
 1050 
 
 350 
 
 310 
 
 -4426 
 
 -3219 
 
 - 538" 
 
 1569 
 
 
 
 5477 
 
 4196 
 
 2069 
 
 500 
 
 420 
 
 690 
 
 710 
 
 302 
 
 -5686" 
 
 -3838 
 
 -1868 
 
 
 
 6262 
 
 
 
 5503 
 
 1620 
 
 1750 
 
 170 
 
 550 
 
 623 
 
 -6342 
 
 - 185 
 
 -5633 b 
 
 7517 
 
 3343 
 
 
 
 1381 
 
 2360 
 
 2340 
 
 430 
 
 450 
 
 -6515 
 
 -2449 
 
 110 
 
 -1696 
 
 1440 
 
 790 
 
 
 
 1034 
 
 170 
 
 250 
 
 880 
 
 950 
 
 -1446 b 
 
 - 709 
 
 593 
 
 - 869 
 
 611 
 
 568 
 
 
 
 720 
 
 420 
 
 340 
 
 800 
 
 980 
 
 - 434 
 
 - 451 
 
 539 
 
 - 284 b 
 
 3874 
 
 1771 
 
 127 
 
 
 
 2770 
 
 2880 
 
 320 
 
 
 
 -2414 
 
 - 497 
 
 - 91 
 
 
 
 
 
 442 
 
 
 
 1769 
 
 
 
 320 
 
 760 
 
 770 
 
 
 
 - 319 
 
 239 
 
 1325 
 
 5643 
 
 1898 
 
 442 
 
 
 
 2540 
 
 2720 
 
 360 
 
 
 
 -4464 
 
 - 610 
 
 - 448 b 
 
 
 
 50 
 
CONCLUSIONS AND PROPOSALS 
 
 The traffic study has indicated that the expected increased 
 industrial activity resulting from the Lake Calumet Harbor and 
 industrial development will effect large traffic demand increases. 
 By 1970 it is estimated that additional capacity, over and above 
 that currently available in the cordon area, must be provided for 
 more than 13,000 vehicles per hour (one way) in the peak hour 
 in the east-west direction and nearly 16,000 vehicles per hour 
 (one way) in the peak hour in the north-south direction. 
 
 A traffic capacity of 16,000 vehicles is over eight times the highest 
 volume of 1,830 reported carried by Doty Avenue, Table 18. 
 Provision of suitable trafficways to serve the added demand is 
 extremely important to the welfare of the proposed Lake Calumet 
 Harbor development, for congested street traffic conditions might 
 well impair use of the Harbor facilities and hamper the industrial 
 development of the city of Chicago's last remaining supply of 
 vacant industrial land. 
 
 It cannot be assumed that expressway-type facilities such as the 
 South Route, Calumet Skyway, Calumet-Kingery Expressway, 
 Stony Island Improvement, and the toll roads (all of which are 
 scheduled for completion before 1970), will solve the traffic 
 problems arising from the increased traffic demand because: 
 
 (1) These facilities, themselves, will generate traffic. They 
 will likely operate at capacity regardless of the Lake 
 Calumet Harbor development. 
 
 (2) Expressways are designed to carry a type of traffic 
 different from that desiring major street service. Major 
 streets serve the intercommunity traffic. The estimated 
 traffic demands presented in this study are demands 
 destinating within the cordon area. 
 
 (3) The estimated increase in traffic is that generated by 
 probable new industrial and port development around 
 Lake Calumet only within the city of Chicago and does 
 not include the even greater increase due to suburban 
 industrial and general residential growth. 
 
 It also should not be assumed that it will be necessary to construct 
 new trafficways to serve all the additional traffic demand in the 
 area. There are various means by which additional traffic capacity 
 can be provided for the area. It is important, however, that these 
 means be established as soon as possible so that improvements 
 can be scheduled to avoid serious traffic congestion problems. 
 
 Traffic improvements in the area might be staged so that there 
 would be a gradual traffic capacity increase to meet the gradual 
 traffic demand increase. The immediate treatment might be 
 improving the major streets within the existing rights-of-way. 
 This would involve some pavement widening, parking restric- 
 tions, progressive signalization, and intersectional treatment. 
 
 Figure 17, "Existing Capacity", shows that all the major streets 
 in the cordoned area have a much larger mid-block capacity 
 than intersection capacity. Improved signalization and inter- 
 sectional treatment would increase the intersection capacities. 
 In some cases turning lanes and channelization would be sufficient 
 improvement, but in some cases the construction of through-lane 
 overpasses would be feasible. 
 
 The next stage of traffic improvement in the Lake Calumet Area 
 might be the widening of major street rights-of-way. Comprehen- 
 sive planning is necessary to accomplish this because new con- 
 struction must be located so that the street can be increased at 
 minimum cost. 
 
 However, these improvements will not be sufficient to serve the 
 entire expected excess demand. It will be necessary to construct 
 new facilities to adequately serve the area. Determining alignment 
 of these new facilities requires careful planning of the entire area 
 as well as the Metropolitan Area. These alignments should be 
 determined in the initial stages of the Calumet development so 
 that alignment is reserved when industrial construction occurs, 
 though construction of the traffic facilities might come in a 
 later stage. 
 
 General alignment of new streets might be as follows: 
 
 (1) Extension of 1 1 1th Street to the east. 
 
 UNIVERSITY Of 
 ILLINOIS LIBRARY 
 
 51 
 
1 2) Construction of two other east-west streets between 
 1 1 Ith Street and 130th Street. 
 
 (3) Extension of Cottage Grove Avenue to the south. 
 
 (4) Construction of another north-south street in the vicinity 
 of the eastern shore line of Lake Calumet. 
 
 These new facilities plus the improved existing facilities will 
 provide only a mini mum service to the expected traffic demand. 
 Every other developed area in the Chicago area is served with 
 major trafficways at least as often as every one-half mile. For 
 example the area bounded by 35th Street, State Street, 71st 
 Street, and Damen Avenue, which is approximately the same size 
 as the cordoned Calumet area, is served by 10 east-west and 6 
 north-south major streets and has a through-traffic volume per 
 hour, one-way in the peak hour of only 4,400 vehicles in the 
 north-south direction and 6,000 vehicles in the east-west di- 
 rection. s The estimated total traffic demand in the Lake Calumet 
 area is about 18,000 vehicles per hour, one-way in each direction 
 and the area is served by only 3 east-west and 3 north-south 
 major streets. Therefore, proposed additions to the major streets 
 in the Lake Calumet area are clearly necessary. 
 
 The importance of comprehensive planning of the traffic facilities 
 for the Calumet Area cannot be over-emphasized. Traffic im- 
 provements will be necessary; if they are planned and started 
 now, costs will be minimized; if they are neglected until the area 
 is densely populated with industrial development, the cost will 
 be prohibitive and resulting traffic congestion will be detrimental 
 to the Calumet Area development. 
 
 MASS TRANSIT 6 
 
 Present conditions confronting mass transit operations in the 
 Calumet Area are very similar to those described in the section of 
 this report dealing with trafficways. Very few plants have been 
 
 'Calculated from traffic counts made by the Bureau of Street Traffic and 
 Parking. 
 
 6 This section was prepared by Frank E. Baker, Traffic Engineering Assist- 
 ant, Chicago Transit Authority. 
 
 established in the area and those that are in the area are, for the 
 most part, isolated and generally of low employee density. This 
 inadequacy of roadways and transit facilities has undoubtedly 
 contributed to the slow industrial growth of the area. As addi- 
 tional plants are established, mass transportation service will 
 undoubtedly be improved, commensurate with the demand. 
 
 Studies are presently underway to determine the practicability of 
 providing railbound rapid transit in the median strip of the South 
 Route Expressway. While this expressway does not intimately 
 serve the entire Calumet Area, conceivably rapid transit could 
 not be justified in the industrial area proper, due to the multi- 
 plicity of destinations for comparatively small numbers of 
 employees. This condition does not preclude the possibility of 
 the establishment of a rapid transit terminal with adequate 
 facilities for feeder buses readiating from this terminal in all 
 directions. Initially, it appears that this might be the most 
 efficient method of serving the traffic demand of this area and 
 also alleviate the strangulating traffic picture described elsewhere 
 in this report. The study, previously mentioned, will undoubtedly 
 provide the answer to this and other questions regarding mass 
 transportation for this section of the city. 
 
 The potential availability of the Illinois Central Railroad 
 suburban service and the Chicago, South Shore and South Bend 
 Railroad, as major passenger carriers for the Calumet Area, 
 should not be ignored. This section of this report dealing with 
 the potential places of residence of new industrial employees 
 indicates that some of the areas of residence are along the rights- 
 of-way of these two railroads. Once again it will be necessary to 
 provide feeder bus service between the stations and places of 
 employment and possibly additional stations may have to be 
 established. The foregoing are merely assumptions and their 
 justification will be subject to feasibility studies. 
 
 Considering the magnitude of the potential Calumet industrial 
 development, it is strongly urged that mass transit (surface and 
 rapid transit) be considered in all planning and construction by 
 private interests and all governmental agencies involved in this 
 area. If vehicular traffic estimates contained in this report, 
 coupled with inadequate roadways and roadway capacity, are 
 
 52 
 
partially correct, it is difficult to see how this area can operate 
 without heavy emphasis on mass transportation. 
 
 AIR TRANSPORTATION 
 
 Critical review of U.S. Civil Air Traffic Forecasts 7 indicates 
 clearly that in view of expected growth in the Chicago Metro- 
 politan Area the establishment of an efficient nuisance-free and 
 economical airport of intercontinental classification will be a 
 necessity in the very near future. In order that an inter-belt of 
 major airports surrounding the central city can be completed, a 
 third site (complementary to O'Hare Field on the North and 
 Midway Airport to the west of the city) needs to be reserved in 
 the Greater Calumet Area to the south of Lake Calumet. 
 
 Municipalities such as Chicago and its suburban cities must, by 
 acting in concert, anticipate the dynamic pattern of air transpor- 
 tation growth. Planning of airport installations is a metropolitan 
 problem and therefore can only be solved on a metropolitan 
 basis. To do so, the following suggestions are offered as a 
 minimum approach in order that serious problems might be 
 avoided. 
 
 (1) The cities of metropolitan Chicago must be prepared to 
 finance their share of the total cost. This means basically re- 
 studying the whole problem of financing metropolitan facilities. 
 
 (2) At the risk of over-stating the obvious, the purchasing of new 
 land should be accomplished considerably before balanced 
 saturation is reached at existing airport installations. If this is 
 not done, the purchase cost is not only greatly increased but an 
 opportunity to protect a desirable site and contiguous land is 
 correspondingly diminished. Also, total land requirements for 
 new sites must be determined by competent planning in order to 
 avoid the serious mistakes of having to meet additional needs by 
 purchasing more land at a later date at exorbitant prices. 
 
 (3) Every effort needs to be made to integrate air and ground 
 transportation. Without over-all coordinated transportation 
 
 7 Civil Aeronautics Administration, U.S. Civil Air Traffic Forecasts, 1960- 
 1965, prepared by Office of Planning, Research and Development (Wash- 
 ington, D.C., 1955). 
 
 planning as an integral part of metropolitan planning, one of 
 the serious deterrents to the future development of transport 
 aviation will continue to be the inadequacy of a metropolitan 
 road network. 
 
 (4) Airports and their runways should be planned so that all 
 approach and holding patterns minimize the necessity for a large 
 number of flights over densely settled areas. 
 
 Chicago can easily become a world leader in the air transport 
 field. Only a lack of well-planned, balanced facilities will prevent 
 the expected growth from materializing. 
 
 TRANSPORTATION NEEDS IN THE 
 CALUMET AREA 
 
 In a few years, the efforts of at least an additional one-quarter of 
 a million people to live and work will produce tremendous 
 movement within an area one-half the size of the Chicago Metro- 
 politan Area. All of this will be imposed on a circulation system 
 already inadequate to serve present day needs. An understanding 
 of the urban economy and concommitantly the nature of the 
 movement of people, goods and vehicles is certainly basic if the 
 effective functioning of this movement is to be insured. Therefore, 
 a thorough study of the land transportation needs of the Illinois 
 part of the Chicago Metropolitan Area is currently in progress 
 by the Chicago Area Transportation Study with four sponsoring 
 agencies; the city of Chicago, Cook County, the state of Illinois, 
 and the United States Bureau of Public Roads. Most of the 
 recommendations in this section will require a thorough review 
 after the Chicago Area Transportation Study is completed. 
 
 The proposals in this section are primarily concerned with current 
 and future transportation needs and as such exhibit two general 
 characteristics: (a) They deal with specific changes which could 
 be undertaken immediately in an area involving several stages, 
 (b) They embody broader principles of transportation planning 
 which must be brought about through alteration of existing land 
 use and regulation of future development. 
 
 53 
 
IMMEDIATE ACTION 
 
 (1) There is an immediate need for general improvement of 
 vehicular traffic conditions. This will involve widening of pave- 
 ments, parking restrictions, progressive signalization and re- 
 design of major intersections. 
 
 (2) Four new streets need to be constructed in conjunction with 
 plans for residential and industrial development. 
 
 (3) Grade separations must be built for primary rail and major 
 trafficway intersections. 
 
 (4) Conflicts between street and highway traffic as well as railroad 
 traffic need to be eliminated. 
 
 (5) There should be a study conducted before specific transpor- 
 tation improvements are made in the vicinity of the Calumet 
 River, to determine the magnitude of present and future problems 
 arising from Calumet River bridge openings to allow lake and 
 ocean vessel passage to destinations along the River or in Lake 
 Calumet. With the accelerated industrial and residential develop- 
 ment anticipated for the Calumet Area, the prospect of increased 
 Calumet River traffic and increased vehicular and rail traffic 
 poses a problem of substantial delays by either land or water 
 traffic. Such delays reduce the desirability of Lake Calumet 
 Harbor development and discourage full land development of a 
 sizeable part of the Calumet Area. 
 
 (6) The density of the existing rail network in the Calumet Area 
 necessitates careful study for possible new alignments and/or 
 consolidation. For example: (a) A rail line giving access to the 
 eastern side of Lake Calumet is definitely needed to serve new 
 industries; and (b) Neutral rail access to the port area of Lake 
 Calumet would simplify rail operations and provide the port 
 area with direct trans-continental rail services. 
 
 (7) There is a need for review of the boundaries of the Chicago 
 Switching District, with a view toward revision and extension. 
 This is a prerequisite to a comprehensive plan for the industrial 
 development of the entire Calumet Area. 
 
 (8) New concepts of freight transportation via highways necessi- 
 
 tate a complete review of motor trucking. Union truck terminals, 
 truck terminal districts, "piggy-back" and convenient lay-over 
 terminals are all part of a complex industrial transportation 
 pattern for which the needs and requirements must be determined 
 before the first phase of land planning can be initiated. 
 
 (9) A method for regulating land use at transportation nodes, 
 involving the convergence of expressways and/or railroads, 
 should be developed and adopted as an interim measure prior 
 to the adoption of a comprehensive land use plan. 
 
 (10) Practically every effort to slow up the decline in local 
 passenger traffic by railroads has failed in the past and probably 
 will continue to do so in the immediate future. Therefore, it is 
 imperative that in view of the potentially larger transportation 
 services necessary as a result of the anticipated industrial and 
 residential growth, every effort by made by private interests and 
 governmental agencies to develop a workable plan to provide 
 mass transit (surface and rapid transit) facilities throughout the 
 Chicago Metropolitan Area. 
 
 (11) Land should be reserved for an airport of intercontinental 
 classification. 
 
 54 
 
IV LABOR FORCE, POPULATION 
 AND HOUSING 
 
 EFFECTS OF INDUSTRIAL EXPANSION ON 
 RESIDENTIAL DEVELOPMENT 
 
 As a result of the industrial expansion of the Calumet Area and 
 the Chicago Metropolitan Area, the Calumet Area will witness 
 more growth in labor force, population and housing than in its 
 previous history. Some of the impact of industrial expansion is 
 already in evidence as noted in the November, 1956, release by 
 a Chicago real estate company located in the Calumet Area. 
 
 "Rents are going up for south side Chicago apartments 
 — now and in the spring. 
 
 "The construction of an average of more than 1,000 
 living units per month in Chicago proper during the 
 first 11 months of 1956 has not been sufficient to keep 
 pace with the increasing demand resulting from the 
 city's constantly growing population of highly paid 
 Negro industrial workers and their families. 
 
 "One effect of the steady enlargement of plant capacity 
 in this area and the expansion of almost every type of 
 manufacturing industry here is a scarcity of labor in 
 many fields. As a consequence the higher wages now 
 being paid workers become a stimulus to immigration 
 from other less favored areas, immigration which causes 
 an immediate need for living space. 
 
 "The growing class of able-to-pay families produces an 
 exuberant effect on local home sales but the influx also 
 squeezes the already small vacancy ratio in Chicago 
 apartments — pushing rents upward as the number of 
 prospective tenants increases faster than new living 
 quarters become available to them. 
 
 "There is at the present time a dearth of four, five and 
 six room apartments for rent on the south side. The 
 most recent issue of the leading Sunday newspaper offers 
 only 42 advertisements of apartments to rent on the 
 south side and nine on the southwest side. (In the north 
 and northwest sections respectively there were about 
 five times as many advertisers.) 
 
 "Even new apartment buildings offering small rooms 
 
 and smaller closets at a monthly rate of about $40 to $45 
 per room are being snapped up, and the older buildings 
 where commodious quarters rent for around $25 per 
 room per month are fully occupied. And in areas where 
 multiple family occupancy is becoming an accepted 
 practice, the rent asked is no real consideration." 1 
 
 Not only does expanding industry create an impact on labor 
 force, population and housing, but industrial expansion can be 
 hampered by the unavailability of labor force and housing. In 
 discussing a manpower recruitment program to fill the estimated 
 new jobs in the Chicago area's expanding economy Thomas H. 
 Coulter, Chief Executive Officer of the Chicago Association of 
 Commerce and Industry, noted the relationship of labor force, 
 housing and industrial expansion. 
 
 "Unless there are qualified workers here to meet 
 industry's needs, this growth might well be choked off, 
 he said. 
 
 "Coulter said, 'The mortgage bankers here have been 
 advised to immediately find money to step up the 
 residential building rate from the 54,000 new units this 
 year to at least 75,000 units in 1957. 
 
 " 'We can't continue to grow without these people, 
 and we can't get the people unless we are prepared to 
 have housing, schools, and other facilities for them,' 
 he said." 2 
 
 That the Chicago Metropolitan Area has a period of strong 
 growth ahead is well recognized. Industrial expansion, waterway 
 improvements, and transportation developments all indicate a 
 strengthening of Chicago's already strong position of an indus- 
 trial-transportation-distribution center for the greater Chicago 
 region. To assess the future residential growth possibilities and 
 resulting developmental problems in the Calumet Area, this 
 chapter discusses (1) population projections of the Chicago 
 Standard Metropolitan Area, (2) Calumet Area growth as a part 
 of that Metropolitan Area growth; (3) residential characteristics 
 of the Calumet Area significant in housing an increased labor 
 force; (4) likely future place of residence of the added industrial 
 
 'Charles A Ringer Company, The Survey: A Review of Real Estate De- 
 velopment for the Month (Chicago, November, 1956), p. 1. 
 2 Chicago Daily News, November 9, 1956, p. 23. 
 
 55 
 
workers in the Calumet Area and (5) residential developmental 
 needs in the Calumet Area. 
 
 METROPOLITAN AREA GROWTH: 1920-1980 
 
 Calumet Area residential growth will be a part of the growth of 
 the entire Chicago Metropolitan Area. Some Calumet residential 
 expansion will result from Calumet industries expanding and the 
 added workers residing in the Calumet Area; some will result 
 from general Metropolitan Area residential growth extending 
 into new residential areas. 
 
 POPULATION 
 
 Projections of the population for the Chicago Standard Metro- 
 politan Area, the city of Chicago and the Metropolitan Ring have 
 been calculated by five-year increments to 1980, Table 19. 
 According to these reports by the Chicago Community Inventory 
 to the Chicago Plan Commission, by 1980 an increase of about 
 2,000,000 persons over 1955 is projected for the six-county 
 
 Metropolitan Area. 34 According to the "medium" projections, 
 the suburban area or Metropolitan Ring will have 81 per cent or 
 1.55 million of the 1.91 million Metropolitan Area increase; the 
 city of Chicago, about 19 per cent or 0.36 million. The suburban 
 area's growth is projected to be four times that of the city of 
 Chicago for the 1955 to 1980 period. By 1980 the suburban area 
 population will be double its 1950 total, and suburban population 
 of 3.8 million will be slightly less than Chicago's 4.1 million. 
 
 Under conditions of optimum growth and if the Chicago Metro- 
 politan Area reaches the "high" projected total of 8.4 million 
 
 3 Philip M. Hauser and Gerald S. Newman, Projection of Population for the 
 Chicago Standard Metropolitan Area to 1980, a report by the Chicago 
 Community Inventory, University of Chicago to the Chicago Plan Com- 
 mission and the Office of the Housing and Redevelopment Coordinator 
 (August, 1955). 
 
 4 Donald J. Bogue, An Estimate of Metropolitan Chicago's Future Population: 
 1955 to 1965, a report to the Chicago Plan Commission and the Office of the 
 Housing and Redevelopment Coordinator. (Published by Chicago Commu- 
 nity Inventory, University of Chicago and Scripps Foundation, Miami 
 University, Ohio, 1955). 
 
 Table 19. Population of the Chicago Standard Metropolitan Area City and Metropolitan Ring, 1920 to 1980" 
 
 Population in Thousands 
 
 Per Ceni Distribution 
 
 Per Cent Increase from 
 
 
 
 
 
 
 
 
 
 Previous Date 
 
 
 
 
 Chicago 
 
 
 
 Chicago 
 
 
 
 Chicago 
 
 
 
 
 
 Standard 
 
 
 
 Standard 
 
 
 
 Standard 
 
 
 
 
 
 Metro- 
 
 
 Metro- 
 
 Metro- 
 
 
 Metro- 
 
 Metro- 
 
 
 Metro- 
 
 
 
 politan 
 
 City of 
 
 politan 
 
 politan 
 
 City of 
 
 politan 
 
 politan 
 
 City of 
 
 politan 
 
 
 Year 
 
 Area 
 
 Chicago 
 
 Ring 
 
 Area 
 
 Chicago 
 
 Ring 
 
 Area 
 
 Chicago 
 
 Ring 
 
 Projected 
 
 
 
 
 
 
 
 
 
 
 
 Medium Estimate 
 
 
 
 
 
 
 
 
 
 
 
 
 1980 
 
 7,898 
 
 4,146 
 
 3,752 
 
 100 
 
 52.5 
 
 47.5 
 
 4.9 
 
 0.9 
 
 9.7 
 
 
 1975 
 
 7,528 
 
 4,109 
 
 3,419 
 
 100 
 
 54.6 
 
 45.4 
 
 4.7 
 
 0.8 
 
 9.7 
 
 
 1970 
 
 7,190 
 
 4,073 
 
 3,117 
 
 100 
 
 56.5 
 
 43.4 
 
 6.3 
 
 2.7 
 
 11.6 
 
 
 1965 
 
 6,762 
 
 3,968 
 
 2,794 
 
 100 
 
 58.7 
 
 41.3 
 
 6.6 
 
 3.1 
 
 12.2 
 
 
 1960 
 
 6,341 
 
 3,850 
 
 2,491 
 
 100 
 
 60.7 
 
 39.3 
 
 5.9 
 
 1.6 
 
 13.3 
 
 
 1955 
 
 5,988 
 
 3,789 
 
 2,199 
 
 100 
 
 63.3 
 
 36.7 
 
 9.0 
 
 4.6 
 
 17.3 
 
 Census 
 
 
 
 
 
 
 
 
 
 
 
 
 1950 
 
 5,495 
 
 3,621 
 
 1,874 
 
 100 
 
 69.5 
 
 34.1 
 
 13.9 
 
 6.6 
 
 31.2 
 
 
 1940 
 
 4,826 
 
 3,397 
 
 1,429 
 
 100 
 
 70.4 
 
 29.6 
 
 3.2 
 
 0.6 
 
 9.9 
 
 
 1930 
 
 4,676 
 
 3,376 
 
 1,299 
 
 100 
 
 72.2 
 
 27.8 
 
 32.8 
 
 25.0 
 
 58.5 
 
 
 1920 
 
 3,522 
 
 2,702 
 
 820 
 
 100 
 
 76.7 
 
 23.3 
 
 27.9 
 
 23.6 
 
 44.5 
 
 •'Sources: 1920 through 1950, Philip M. Hauser and Evelyn M. Kitagawa 
 (editors). Local Community Fact Book for Chicago 1950 (Chicago Commu- 
 nity Inventory, University of Chicago, 1953), p. 2. 
 
 1955 through 1965, Donald J. Bogue, An Estimate of Metropolitan Chicago's 
 Future Population: 1955 to 1965. A report to the Chicago Plan Commission 
 and the Office of the Housing and Redevelopment Coordinator (Published 
 
 by Chicago Community Inventory, University of Chicago and Scripps 
 Foundation, Miami University, Ohio, 1955), Table I. 
 
 1970 through 1980, Philip M. Hauser and Gerald S. Newman, Projection 
 of Population for the Chicago Standard Metropolitan Area to 1980. A report 
 by the Chicago Community Inventory, University of Chicago to the 
 Chicago Plan Commission and the Office of the Housing and Redevelop- 
 ment Coordinator (August 1955), Table 1. 
 
 56 
 
in 1980, the Metropolitan Ring's population would be 4.2 
 million or approximately the same as Chicago's population at 
 that date. If growth is less rapid and the Metropolitan Area 
 achieves the "low" estimate of 7.3 million in 1980, the City's 
 population of 4.1 million will exceed the Ring's population of 3.2 
 million. 
 
 Translation of these population increases into needed facilities 
 to serve the population is available in a recent publication by the 
 Chicago Plan Commission 5 and in a newsletter of the American 
 Society of Planning Officials. 6 
 
 HOUSING 
 
 The projected two million population increase in the Chicago 
 Metropolitan Area by 1980 will require a high rate of housing 
 construction. Obsolete and substandard dwellings need replace- 
 ment or rehabilitation by urban renewal programs. Dwellings 
 demolished and replaced by public works such as expressways 
 and parking lots create additional need for housing. The total 
 need for added dwelling units in the Metropolitan Area is a 
 
 5 Chicago Plan Commission, "When Chicago Metropolitan Area Hits 
 8,000,000 . . .", Plans and Progress (June 1956), pp. 1-4. 
 6 Dennis O'Harrow, "One Hundred Families", ASPO Newsletter (Chicago: 
 American Society of Planning Officials, April 1955), p. 1. 
 
 complex question involving the previously suggested items and 
 also such considerations as an adequate vacancy ratio, changing 
 land use from residential to non-residential uses, housing and 
 building code enforcement, and zoning enforcement. 
 
 The rate of housing construction has fluctuated greatly in sharp 
 response to economic cycles, times of war, material and financing 
 availability and other variables. This has been true in the city of 
 Chicago and the Metropolitan Area and three periods of fluctua- 
 tion from 1920 to 1955 are summarized in Table 20. Of the total 
 821,257 dwelling unit permits issued in the Metropolitan Area 
 during the 36-year period from 1920 to 1955, 46 per cent of the 
 total are reported for the 10-year period of 1920-1929, 12 per 
 cent for the 16 years 1930-1945, and 42 per cent for the 10 years 
 1946-1955. In terms of average number of permits issued per year 
 the average for the 1920's is 10 per cent higher than the post 
 World War II average and over six times the average for 1930 to 
 1945 during the depression and World War II when the low of 
 293 dwelling unit permits was reported for 1933. 
 
 The city of Chicago's percentage of the Metropolitan Area's 
 dwelling unit permits was about 75 per cent for 1920-1929, 
 dropping to 45 per cent for 1930-1945 and 31 per cent for 1946- 
 1955. Within the city of Chicago multiple family dwelling units 
 accounted for 80 per cent of the total number of privately con- 
 
 Table 20. 
 Dwelling Unit Construction and Demolition by Permit Data, Chicago Metropolitan Area and City of Chicago, 1920-1955 J 
 
 1920-1929 
 
 Average 
 Total Per Year 
 CHICAGO METROPOLITAN AREA 381,409 38,141 
 
 CITY OF CHICAGO 
 
 Total, all Dwelling Units 284,337 28,434 
 
 Single Family 58,268 5,827 
 
 Multiple Family 226,069 22,607 
 
 Public 
 
 Private, all types 284,337 28,434 
 
 Demolitions 12,978 2,163 
 
 a Source: Office of Housing and Redevelopment Coordinator, City of 
 Chicago, 1955 Residential Construction and Related Data, Tables 2 and 8. 
 This average applies only to 1936 and the years following. 
 
 1930-1945 
 
 1946-1955 
 
 1920-1955 
 
 
 Average 
 
 
 Average 
 
 
 Average 
 
 Total 
 
 Per Year 
 
 Total 
 
 Per Year 
 
 Total 
 
 Per Year 
 
 94,501 
 
 5,906 
 
 345,347 
 
 34,535 
 
 821 ,257 
 
 22,812 
 
 42,812 
 
 2,676 
 
 108,670 
 
 10,867 
 
 435,819 
 
 12,106 
 
 24,625 
 
 1,476 
 
 64,292 
 
 6,429 
 
 147,185 
 
 4,088 
 
 18,187 
 
 1,137 
 
 44,378 
 
 4,438 
 
 288,634 
 
 8,017 
 
 8,191 
 
 81 9" 
 
 7,858 
 
 786 
 
 16,049 
 
 802 b 
 
 34,621 
 
 2,164 
 
 100,812 
 
 10,081 
 
 419,770 
 
 1 1 ,660 
 
 43,749 
 
 2,743 
 
 13,307 
 
 1,331 
 
 70,034 
 
 2,188 
 
 c For the years 1920, 1921, 1922, and 1924, there is no record of demolitions. 
 The averages apply only to the years for which demolitions are recorded. 
 Number of dwelling units demolished is estimated for structure demolitions 
 reported. 
 
 57 
 
structed dwelling units during the 1920's and only 33 per cent 
 since World War II. Apparently the housing demand not met by 
 new construction from 1940 to 1950 was met by over 75,000 
 dwelling units which the U.S. 1950 Census of Housing and 
 Chicago Community Inventory reports added to the housing 
 supply from 1940 to 1950 by means other than permit con- 
 struction and which probably represents conversions not re- 
 corded by permit data. 7 
 
 CALUMET AREA GROWTH 
 
 In discussing population and housing growth in the Calumet 
 Area an early question is that of drawing boundaries around a 
 "Calumet Area". In the chapter discussing industrial develop- 
 ment, the "Calumet Industrial Area" was denned as that area of 
 Chicago and Cook County that is south of 79th Street and 
 extending from Joliet in Will County on the west to the eastern 
 boundary of Gary, Indiana, on the east. However, a discussion 
 of the place of residence of the labor force presently employed 
 and likely to be employed in Calumet industries poses another 
 question of area definition. To answer this question, a "Chicago 
 Calumet labor force area" was delimited which had as its focus 
 the industrial area in Chicago along the Calumet River and in 
 the vicinity of Lake Calumet. This area was determined by map- 
 ping several travel time zones for all modes of transportation 
 within the area. The thirty-minute time zone was selected as a 
 reasonable maximum journey-to-work time and this zone also 
 included 95 per cent of the residences of this study's sample of 
 present manufacturing employees of Chicago Calumet industries. 
 The Calumet Industrial Area is shown in Figure 3, the "Chicago 
 Calumet labor force area" or "Thirty- Minute Travel Zone" is 
 shown in Figure 18. 
 
 In 1950 the population of the Calumet Industrial Area was 1.1 
 million or 20 per cent of the Metropolitan Area's 5.5 million 
 (Table 6); the Thirty-Minute Zone had a population of 2.4 
 
 'Chicago Community Inventory, Census Statistics on Housing for Chicago; 
 7050, 1940, a report by the Chicago Community Inventory, University of 
 Chicago, to the Chicago Plan Commission and to the Office of the Housing 
 and Redevelopment Coordinator (1954), p. iii. 
 
 million or 44 per cent of the Metropolitan Area's population 
 (Table 21). 
 
 According to population estimates for 1955 contained in Table 
 6, the Calumet Industrial Area's population increased 17 per 
 cent from 1950 to 1955, which is the same percentage increase as 
 the Metropolitan Ring. However, the suburban area of south 
 Cook County is growing at twice the rate as the Metropolitan 
 Ring. 
 
 Growth indicated by dwelling unit permits issued for 1950-1955 
 shows a similar rate for the Thirty-Minute Zone and the total 
 Metropolitan Area. Again southern Cook County shows a 
 growth rate substantially above the Metropolitan Ring, 44 per 
 cent to 31 per cent. 
 
 A set of projections of future population growth of either of the 
 "Calumet Areas" is beyond the scope of this interim report, but, 
 as an example of future growth, a projection of future industrial 
 job opportunities and resulting population growth is presented 
 in preceding chapters and will be discussed in following sections 
 of this chapter. 
 
 NEW INDUSTRIAL JOBS 
 
 As discussed in previous chapters of this report the 35,000 new 
 industrial jobs estimated to be created in Chicago's portion of the 
 Calumet Area by 1970 will act as a generating force to produce 
 60,000 additional "service" jobs and a population increase of 
 about 250,000 persons. 
 
 In addition to the 35,000 new industrial jobs in Chicago's portion 
 of the Calumet Area, development of the suburban parts of the 
 Calumet Area will bring additional new industrial jobs and an 
 added population increase. An estimate of the likely suburban 
 industrial development awaits a Metropolitan Area economic 
 base study, but present suburban industrial development is well 
 documented in Chapter I of this report. 
 
 The estimated 250,000 population increase resulting from de- 
 velopment of Chicago's Calumet Area by 1970 is about one-fifth 
 of the total 1,202,000 population increase projected for the 
 Chicago Metropolitan Area by 1970, Table 19. The one-quarter 
 
 58 
 
million estimated population increase will be somewhat dispersed 
 throughout parts of the Metropolitan Area but dominately con- 
 centrated within the Thirty-Minute Travel Zone from Lake 
 Calumet. 
 
 MEANING OF 35,000 NEW INDUSTRIAL JOBS 
 
 The projection of 35,000 new industrial jobs in the Calumet Area 
 within Chicago by 1970 is a 70 per cent increase over the present 
 50,000 industrial employment in the Chicago Calumet. In terms 
 of the population generated and the urban development necessary 
 to house and serve the needs of that population, a comparison 
 with an existing urban development may sharpen the visual image. 
 
 The Cook County portion of the Thirty-Minute Travel Zone from 
 Lake Calumet includes 19 municipalities of 2,500 or more 
 population which had, in 1950, a total resident labor force of 
 25,670 in manufacturing and a total population of 159,091. This 
 group of suburban municipalities is an urban development which 
 houses only about 75 per cent as many manufacturing employees 
 as the 35,000 employees estimated to be added by the industrial 
 development of the Chicago portion of the Calumet Area. 
 
 RESIDENTIAL CHARACTERISTICS OF THE 
 CALUMET AREA 
 
 The residential characteristics of the Calumet Area are essential 
 information in understanding the Area's potential to house the 
 estimated 35,000 new industrial employees. 
 
 RESIDENTIAL LAND USE DISTRIBUTION 
 
 The outline of incorporated areas, Figure 18, shows suburban 
 municipalities contiguous with the city of Chicago along the east, 
 south and southwest boundaries of Chicago. On the east the 
 municipalities include all the northern portion of Lake County, 
 Indiana. To the south a line of suburbs is oriented along the 
 Illinois Central electrified railroad extending to Richton Park 
 and Park Forest on the south line of Cook County. A less intense 
 suburban development is southwest from Chicago, with some 
 suburbs located along the Rock Island R.R. commuter-line. 
 Farther west along the inland waterway are Lemont, Lockport 
 
 and Joliet. 
 
 Residential land use, Figure 1, shows a less continuous pattern 
 than that shown by the incorporated area outlines because of 
 industrial land use, railroad yards, water bodies and undeveloped 
 land. Although most residential land use is located within incor- 
 porated areas, there is an increasing residential development in 
 the unincorporated area. 
 
 Residential densities are not shown directly on a map in this 
 report, but a general view may be obtained from study of Figure 
 19 which shows the number of persons in the total labor force by 
 Chicago Community Areas and by suburban municipalities. 
 
 POPULATION AND HOUSING CHARACTERISTICS 
 
 As a place of residence, the Calumet Area has several distinct 
 characteristics. The present concentration of manufacturing 
 industries in the Calumet Area has resulted in a much greater 
 concentration of manufacturing workers in the population of the 
 Calumet Area than in the remainder of the Chicago Metropolitan 
 Area, Figure 19. Also the Calumet Area contains great diversity 
 in income with some of the lowest income areas of the City and 
 suburbs, Figure 20. 
 
 In order to study and analyze the characteristics of the Thirty- 
 Minute Travel Zone, it was divided into four Areas: Area I is the 
 Chicago Community Areas north of 79th Street; Area II is the 
 Chicago Community Areas south of 79th Street; Area III is the 
 municipalities in Illinois outside of Chicago; and Area IV is the 
 municipalities in Lake County, Indiana. Tabulations for Areas 
 I-IV appear in Table 21. Chicago Community Areas and sub- 
 urban municipalities within the Thirty-Minute Zone are shown 
 in Figure 18. 
 
 The 1950 total population of the incorporated parts of the Thirty- 
 Minute Zone was 2.4 million with Area I reporting 62 per cent of 
 the Zone's population; Area II, 17 per cent; Area III, 8 per cent; 
 and Area IV, 13 per cent. The city of Chicago, Areas I and II, 
 had 79 per cent of the Zone's population; the suburban area. 
 Areas III and IV, had 21 per cent. 
 
 In percentage increase in population from 1940 to 1950 there is a 
 
 59 
 
' f GROVE i p^p^ I. 
 
 M | MADISON ST 
 
 GREATER CALUMET AREA 
 
 CHICAGO COMMUNITIES 
 
 SUBURBAN MUNICIPALITIES 
 
 THIRTY-MINUTE TRAVEL ZONE FROM LAKE COLUME1 
 
 7^1 HOLLAND. V_#V^ ! / 
 
 ' i t, r" r^i i 
 
 I HAZELCREST ! | / 
 
 1 ) ' I"' THORNTuN <^ ,J LAN 
 
 1 V* 
 
 s 
 
 . r> 
 
 NEW LENOX 
 
 MOKE MA 
 
 
 
 I— J 
 
 
 FRANKFORT 
 
 L_J 
 
 I 
 
 HOMEWOOO ' L 
 
 - J -^-T. ! r-i 
 
 FLOSSMOOR L-, ( | _ lj 
 
 i PI V-, w l 1 GlENWOOD 
 
 fir*: I 
 
 i„ '-; | ^ CHICAGO | 
 
 a.«P»«ios ^_, ME1GMIS . 
 
 t — r— r 1 - r— T— i ' 
 
 ,/! I FOREST | ICHICAG0~~1 
 
 ICTON PARK f»^ f TsTEGE«7 
 
 1 EAST 
 r J (CHICAGO 
 
 l7 m 
 
 COOK 
 
 WILL 
 
 SING 
 
 
 ^'1 
 
 *""* 
 
 
 MUNSTER 
 
 V) 
 
 5 
 
 z 
 
 3 
 
 z 
 
 J 
 
 i 
 
 L — , 
 
 r^" 
 
 COUNTY 
 COUNTY 
 
 I SCHERERVILLE ' 
 
 >Cl-i 
 
 60 
 
 Figure 18 
 
Table 21 . Population and Dwelling Unit Characteristics of the Thirty-Minute Travel Zone from 
 Lake Calumet, by City of Chicago Community Areas and Suburban Municipalities 
 
 POPULATION 
 
 Total Population 
 
 City of Chicago 
 Community Areas 
 
 1950 
 
 No. Name 
 Area I (north of 79th Street) 
 
 8 Near North Side 89,196 
 
 28 Near West Side 160,362 
 
 30 South Lawndale 66,977 
 
 31 Lower West Side 53,991 
 
 32 The Loop 7,018 
 
 33 Near South Side 11,317 
 
 34 Armour Square 23,294 
 
 35 Douglas 78,745 
 
 36 Oakland 24,464 
 
 37 Fuller Park 17,174 
 
 38 Grand Boulevard 114,557 
 
 39 Kenwood 35,705 
 
 40 Washington Park 58,856 
 
 41 Hyde Park 55,206 
 
 42 Woodlawn 80,699 
 
 43 South Shore 79,336 
 
 56 Garfield Ridge 12,900 
 
 57 Archer Heights 8,675 
 
 58 Brighton Park 41,345 
 
 59 McKinley Park 18,813 
 
 60 Bridgeport 46,070 
 
 61 New City 75,917 
 
 62 West Elsdon 7,728 
 
 63 Gage Park 30,149 
 
 64 Clearing 10,591 
 
 65 West Lawn 14,460 
 
 66 Chicago Lawn 50,211 
 
 67 West Englewood 62,842 
 
 68 Englewood 94,134 
 
 69 Greater Grand Cross 61,753 
 
 Total Area 1 1,492,562 
 
 Area II (south of 79th Street) 
 
 44 Chatham 40,845 
 
 45 Avalon Park 11,358 
 
 46 South Chicago 55,715 
 
 47 Burnside 3,551 
 
 48 Calumet Heights 9,349 
 
 49 Roseland 56,705 
 
 50 Pullman 8,899 
 
 51 South Deering 17,476 
 
 52 East Side 21,619 
 
 53 West Pullman 29,265 
 
 54 Riverdale 9,790 
 
 55 Hegewisch 7,142 
 
 70 Ashburn 7,472 
 
 71 Auburn Gresham 60,978 
 
 72 Beverly 20,186 
 
 73 Washington Heights 24,488 
 
 74 Mt. Greenwood 12,331 
 
 75 Morgan Park 22,618 
 
 Total Area II 419,789 
 
 1940 
 
 76,954 
 
 136,518 
 
 70,915 
 
 57,908 
 
 6,221 
 
 7,306 
 
 18,472 
 
 53,124 
 
 14,500 
 
 15,094 
 
 103,256 
 
 29,611 
 
 52,736 
 
 50,550 
 
 71 ,685 
 
 79,593 
 
 6,813 
 
 8,216 
 
 45,030 
 
 20,429 
 
 46,109 
 
 80,72b 
 
 3,255 
 
 30,343 
 
 6,068 
 
 10,289 
 
 49,291 
 
 64,171 
 
 92,849 
 
 61 ,554 
 
 1,395,206 
 
 37,788 
 
 10,464 
 
 55,090 
 
 3,567 
 
 7,417 
 
 44,009 
 
 6,523 
 
 9,662 
 
 16,513 
 
 27,834 
 
 1,509 
 
 7,509 
 
 731 
 
 57,293 
 
 15,910 
 
 19,370 
 
 4,390 
 
 15,645 
 
 341 ,224 
 
 Labor Force, 
 
 
 Non- 
 
 1950 b 
 
 
 white 
 
 
 In 
 
 
 Per 
 
 
 Manu- 
 
 
 Cent 
 
 
 factur- 
 
 Median 
 
 of 1950 
 
 
 ing 
 
 Income 
 
 Total 
 
 Total 
 
 Per 
 
 1949 
 
 Popu- 
 
 No. 
 
 Cent 
 
 (Dollars) 
 
 lation 
 
 42,928 
 
 27.5 
 
 2403 
 
 23.5 
 
 59,464 
 
 41.1 
 
 2132 
 
 41.5 
 
 29,913 
 
 55.0 
 
 3488 
 
 2.1 
 
 24,066 
 
 51.1 
 
 3154 
 
 .3 
 
 3,134 
 
 16.6 
 
 1867 
 
 5.3 
 
 4,488 
 
 31.9 
 
 1699 
 
 69.6 
 
 7,917 
 
 37.3 
 
 2415 
 
 52.4 
 
 27,060 
 
 35.6 
 
 1697 
 
 97.3 
 
 9,573 
 
 36.2 
 
 2173 
 
 82.3 
 
 6,433 
 
 40.1 
 
 2737 
 
 49.8 
 
 48,286 
 
 34.3 
 
 2096 
 
 99.0 
 
 16,892 
 
 26.1 
 
 2960 
 
 15.3 
 
 25,607 
 
 30.9 
 
 2243 
 
 98.9 
 
 26,168 
 
 18.8 
 
 3370 
 
 5.1 
 
 40,171 
 
 25.7 
 
 2741 
 
 40.1 
 
 36,470 
 
 23.7 
 
 4608 
 
 .2 
 
 5,575 
 
 57.0 
 
 4228 
 
 
 4,088 
 
 56.4 
 
 4195 
 
 0.1 
 
 19,317 
 
 52.0 
 
 3812 
 
 0.1 
 
 8,269 
 
 47.7 
 
 3563 
 
 
 19,346 
 
 44.4 
 
 3457 
 
 
 32,410 
 
 48.4 
 
 3393 
 
 0.1 
 
 3,447 
 
 50.2 
 
 4278 
 
 0.1 
 
 14,068 
 
 47.5 
 
 4253 
 
 
 4,691 
 
 52.5 
 
 4228 
 
 0.1 
 
 6,304 
 
 44.4 
 
 4304 
 
 0.1 
 
 23,021 
 
 38.5 
 
 4111 
 
 
 26,940 
 
 36.7 
 
 3770 
 
 6.1 
 
 40,661 
 
 32.0 
 
 3380 
 
 10.6 
 
 26,947 
 
 27.8 
 
 3819 
 
 5.9 
 
 643,654 
 
 36.4 
 
 
 29.6 
 
 18,470 
 
 26.8 
 
 4655 
 
 0.9 
 
 4,651 
 
 29.6 
 
 4538 
 
 0.1 
 
 23,745 
 
 52.4 
 
 3627 
 
 4.8 
 
 1,457 
 
 45.3 
 
 3790 
 
 0.2 
 
 4,129 
 
 41.3 
 
 4380 
 
 0.1 
 
 23,364 
 
 37.4 
 
 3969 
 
 18.4 
 
 3,796 
 
 47.2 
 
 3997 
 
 
 6,316 
 
 44.0 
 
 4208 
 
 0.1 
 
 9,050 
 
 54.2 
 
 4091 
 
 0.1 
 
 12,476 
 
 50.4 
 
 3873 
 
 0.3 
 
 1,898 
 
 49.1 
 
 2657 
 
 84.2 
 
 3,066 
 
 61.2 
 
 3741 
 
 
 2,594 
 
 38.1 
 
 4402 
 
 5.3 
 
 26,752 
 
 27.1 
 
 4263 
 
 
 7,643 
 
 26.9 
 
 6355 
 
 0.1 
 
 10,135 
 
 28.7 
 
 4764 
 
 0.3 
 
 4,367 
 
 39.1 
 
 4237 
 
 
 8,371 
 
 32.1 
 
 3789 
 
 39.8 
 
 172,550 
 
 38.3 
 
 
 7.4 
 
 
 DWELLING UNITS 
 
 
 
 Renter 
 
 
 
 
 
 Occu- 
 
 
 
 
 
 pied, 
 
 
 Per 
 
 Resi- 
 
 
 1950 
 
 Per 
 
 Cent 
 
 dential 
 
 
 Per 
 
 Cent 
 
 Sub- 
 
 Building 
 
 Total 
 
 Cent 
 
 Built 
 
 stand- 
 
 Permits 
 
 No. 
 
 of 
 
 Before 
 
 ard 
 
 1950-1955 
 
 1950 
 
 Total 
 
 1920 
 
 1950 
 
 All Units 3 
 
 27,248 
 
 87.5 
 
 70.5 
 
 44.6 
 
 3,437 
 
 41,164 
 
 84.9 
 
 90.7 
 
 62.0 
 
 2,646 
 
 20,495 
 
 59.6 
 
 87.6 
 
 24.7 
 
 48 
 
 17,242 
 
 74.0 
 
 97.3 
 
 65.3 
 
 10 
 
 150 
 
 82.7 
 
 45.0 
 
 47.3 
 
 2 
 
 2,875 
 
 93.1 
 
 98.5 
 
 77.9 
 
 883 
 
 5,927 
 
 79.4 
 
 76.6 
 
 52.7 
 
 148 
 
 21 ,474 
 
 89.9 
 
 84.0 
 
 72.6 
 
 2,495 
 
 7,869 
 
 91.9 
 
 77.6 
 
 56.7 
 
 412 
 
 4,147 
 
 67.8 
 
 94.4 
 
 40.1 
 
 72 
 
 31 ,598 
 
 90.9 
 
 86.8 
 
 60.5 
 
 258 
 
 12,771 
 
 87.4 
 
 74.8 
 
 26.7 
 
 1,217 
 
 16,477 
 
 92.1 
 
 86.2 
 
 46.3 
 
 219 
 
 19,928 
 
 87.5 
 
 63.8 
 
 15.8 
 
 473 
 
 27,624 
 
 87.7 
 
 75.9 
 
 36.8 
 
 900 
 
 27,930 
 
 76.8 
 
 33.7 
 
 2.7 
 
 1,012 
 
 3,545 
 
 20.6 
 
 16.9 
 
 10.5 
 
 4,873 
 
 2,467 
 
 41.1 
 
 25.1 
 
 9.8 
 
 489 
 
 12,133 
 
 55.1 
 
 56.4 
 
 15.4 
 
 143 
 
 5,348 
 
 54.8 
 
 88.5 
 
 31.0 
 
 12 
 
 13,469 
 
 66.4 
 
 90.9 
 
 50.0 
 
 49 
 
 21,116 
 
 63.3 
 
 91.8 
 
 41.2 
 
 102 
 
 2,117 
 
 16.7 
 
 15.7 
 
 7.0 
 
 1,211 
 
 8,645 
 
 38.3 
 
 36.2 
 
 7.3 
 
 271 
 
 2,910 
 
 35.2 
 
 18.5 
 
 8.5 
 
 952 
 
 4,004 
 
 25.9 
 
 16.5 
 
 6.5 
 
 3,033 
 
 15,014 
 
 48.5 
 
 16.9 
 
 2.2 
 
 1,642 
 
 17,732 
 
 48.8 
 
 75.9 
 
 7.7 
 
 158 
 
 28,059 
 
 70.5 
 
 84.0 
 
 21.2 
 
 103 
 
 18,786 
 
 63.4 
 
 58.5 
 
 10.8 
 
 877 
 
 440,264 
 
 73.9 
 
 
 35.24 
 
 28,146 
 
 13,162 
 
 64.4 
 
 15.8 
 
 2.6 
 
 869 
 
 3,335 
 
 31.9 
 
 13.5 
 
 2.5 
 
 418 
 
 14,931 
 
 60.1 
 
 58.5 
 
 30.8 
 
 573 
 
 869 
 
 38.9 
 
 76.1 
 
 13.1 
 
 90 
 
 2,651 
 
 33.8 
 
 31.3 
 
 8.1 
 
 2,121 
 
 16,066 
 
 41.9 
 
 42.9 
 
 7.5 
 
 1,674 
 
 2,430 
 
 36.2 
 
 64.2 
 
 25.1 
 
 181 
 
 4,488 
 
 30.2 
 
 25.8 
 
 10.4 
 
 344 
 
 5,909 
 
 37.4 
 
 55.1 
 
 10.4 
 
 481 
 
 8,285 
 
 41.4 
 
 62.8 
 
 13.5 
 
 1,941 
 
 2,017 
 
 85.2 
 
 14.2 
 
 12.7 
 
 468 
 
 1,899 
 
 44.8 
 
 64.3 
 
 16.5 
 
 266 
 
 1,984 
 
 29.6 
 
 3.4 
 
 1.6 
 
 5,690 
 
 17,758 
 
 49.4 
 
 29.0 
 
 2.7 
 
 1,149 
 
 5,808 
 
 16.1 
 
 23.5 
 
 1.3 
 
 1,337 
 
 6,947 
 
 29.2 
 
 20.2 
 
 3.1 
 
 1,211 
 
 3,203 
 
 9.8 
 
 10.0 
 
 5.5 
 
 1,768 
 
 6,053 
 
 30.9 
 
 27.3 
 
 15.0 
 
 1,487 
 
 117,795 
 
 43.6 
 
 
 10.02 
 
 22,068 
 
 61 
 
 TABLE 21 Contd. 
 
TABLE 21 Contd. 
 
 POPULATION 
 
 DWELLING UNITS 
 
 62 
 
 Suburban 
 Municipalities 
 
 Area III (Cook 
 County, Illinois) 
 
 Alsip 
 
 Blue Island 
 
 Burnham 
 
 Calumet City 
 
 Calumet Park 
 
 Chicago Heights 
 
 Dixmoor 
 
 Dolton 
 
 East Chicago Heights 
 
 East Hazel Crest 
 
 Evergreen Park 
 
 Flossmoor 
 
 Harvey 
 
 Hazel Crest 
 
 Homewood 
 
 Lansing 
 
 Markham 
 
 Matteson 
 
 Merrionette Park 
 
 Midlothian 
 
 Oak Forest 
 
 Oaklawn 
 
 Park Forest 
 
 Phoenix 
 
 Posen 
 
 Riverdale 
 
 Robbins 
 
 South Chicago Heights 
 
 South Holland 
 
 Steger 
 
 Stickney 
 
 Thornton 
 Tinley Park 
 Worth 
 
 Total Area III 
 
 Area IV (Lake 
 County, Indiana) 
 East Chicago 
 East Gary 
 Gary 
 Griffith 
 Hammond 
 Highland 
 Hobart 
 Munster 
 Whiting 
 Total Area IV 
 
 Total Population 
 
 Special 
 1950 1940 Census 3 
 
 1,228 
 
 16,908 
 1,331 
 
 15,799 
 2,500 
 
 24,551 
 1,327 
 5,558 
 1,548 
 1,066 
 
 10,531 
 1,804 
 
 20,683 
 2,129 
 5,887 
 8,682 
 2,753 
 1,211 
 1,101 
 3,216 
 1,856 
 8,751 
 8,138 
 3,606 
 1,795 
 5,840 
 4,766 
 2,129 
 3,247 
 4,358 
 3,317 
 1,217 
 2,326 
 1,472 
 182,631 
 
 54,263 
 
 5,635 
 
 133,911 
 
 4,470 
 
 87,594 
 5,878 
 
 10,244 
 
 4,753 
 
 9,669 
 
 316,417 
 
 Total for Areas l-IV 2,411,479 
 
 541 
 
 16,638 
 
 865 
 
 13,241 
 
 1,593 
 
 22,461 
 
 1,022 
 
 3,068 
 
 754 
 3,313 
 1,270 
 17,878 
 1,299 
 4,078 
 4,462 
 1,388 
 
 819 
 
 2,430 
 
 3,483 
 
 2,875 
 1,386 
 2,865 
 1,349 
 1,837 
 2,272 
 3,369 
 2,446 
 1,101 
 1,136 
 702 
 121,941 
 
 54,637 
 
 3,401 
 
 111,719 
 
 2,116 
 
 70,184 
 2,723 
 7,166 
 1,751 
 
 10,307 
 264,004 
 
 2,122,375 
 
 2,814 s 
 
 19.066 4 
 5,476 5 
 
 9,328 s 
 
 19,732 s 
 3,889 s 
 
 23,714 s 
 4,810 s 
 
 10.613 3 
 
 3,950 s 
 
 2,330 s 
 
 4,344 4 
 
 2,347 s 
 
 13.332 3 
 
 23,715 s 
 
 2,265 s 
 8.125 3 
 
 3,020 s 
 4,546 s 
 
 4,594 3 
 1 ,443 s 
 3,579 4 
 4,493 s 
 
 8,078 s 
 
 6,864 s 
 
 9,01 V 
 
 15,423 s 
 
 6,548 s 
 
 Labor F 
 
 orce, 
 
 
 Non- 
 
 1950" 
 
 
 white 
 
 
 In 
 
 
 Per 
 
 
 Manu- 
 
 
 Cent 
 
 
 factur- 
 
 Median 
 
 of 1950 
 
 
 ing 
 
 Income 
 
 Total 
 
 Total 
 
 Per 
 
 1949 
 
 Popu- 
 
 No. 
 
 Cent 
 
 (Dollars) 
 
 lation 
 
 1.7 
 
 7,444 
 
 30.3 
 
 3841 
 
 0.2 
 
 6,578 
 
 47.0 
 
 4064 
 
 0.2 
 
 936 
 
 52.0 
 
 3705 
 
 1.5 
 
 9,845 
 
 49.1 
 
 3362 
 
 16.7 
 21.5 
 
 2,075 
 
 39.1 
 
 4207 
 
 36.7 
 6.5 
 
 3,746 
 
 34.0 
 
 4717 
 
 
 8,610 
 
 42.4 
 
 3793 
 
 4.9 
 
 2,306 
 
 31.2 
 
 4463 
 
 
 2,118 
 
 67.0 
 
 4268 
 
 
 950 
 
 40.0 
 
 4222 
 
 2.4 
 
 Renter 
 Occu- 
 
 1,173 37.0 
 
 3,393 
 2,463 
 1,367 
 
 2,315 
 1,190 
 
 1,156 
 1,675 
 1,407 
 
 23,056 
 2,000 
 
 53,943 
 1,525 
 
 35,363 
 2,072 
 3,629 
 1,748 
 4,214 
 127,550 
 
 1,004,501 
 
 35.3 
 38.7 
 49.5 
 
 40.0 
 36.8 
 
 35.4 
 55.0 
 53.7 
 
 60,747 42.2 
 
 65.6 
 59.4 
 55.0 
 50.3 
 51.1 
 48.5 
 47.1 
 42.8 
 63.5 
 55.6 
 
 39.5 
 
 3979 
 
 4608 
 5332 
 3237 
 
 4688 
 2095 
 
 3530 
 3432 
 3741 
 
 0.1 
 
 40.7 
 
 99.2 
 
 0.4 
 
 6.8 
 
 3374 
 
 18.6 
 
 3745 
 
 
 3328 
 
 29.3 
 
 4306 
 
 
 3976 
 
 1.3 
 
 4072 
 
 
 3757 
 
 0.4 
 
 5063 
 
 
 4096 
 
 
 
 16.0 
 
 
 22.2 
 
 
 pied, 
 
 
 Per 
 
 Resi- 
 
 
 1950 
 
 Per 
 
 Cent 
 
 dential 
 
 
 Per 
 
 Cent 
 
 Sub- 
 
 Building 
 
 Total 
 
 Cent 
 
 Built 
 
 stand- 
 
 Permits 
 
 No. 
 
 of 
 
 Before 
 
 ard 
 
 1950-1955 
 
 1950 
 
 Total 1920 1950 c All Units" 
 
 344 
 
 11.0 
 
 
 13.3 
 
 
 5,097 
 
 38.2 
 
 61.4 
 
 13.7 
 
 535 
 
 289 
 
 23.1 
 
 
 8.9 
 
 
 4,693 
 
 37.5 
 
 38.7 
 
 19.1 
 
 1,557 
 
 643 
 
 29.5 
 
 22.5 
 
 24.2 
 
 413 
 
 7,054 
 
 50.4 
 
 63.1 
 
 33.0 
 
 846 
 
 331 
 
 46.2 
 
 
 36.8 
 
 
 1,639 
 
 20.0 
 
 37.1 
 
 15.2 
 
 1,308 
 
 408 
 
 30.8 
 
 
 85.4 
 
 
 264 
 
 31.4 
 
 
 46.5 
 
 13 
 
 2,801 
 
 9.8 
 
 3.2 
 
 4.3 
 
 2,223 
 
 535 
 
 17.7 
 
 
 1.1 
 
 525 
 
 6,066 
 
 40.3 
 
 48.3 
 
 19.5 
 
 1,090 
 
 640 
 
 17.8 
 
 
 8.5 
 
 934 
 
 1,771 
 
 16.8 
 
 18.1 
 
 9.7 
 
 1,999 
 
 2,410 
 
 15.8 
 
 16.3 
 
 8.9 
 
 1,771 
 
 735 
 
 9.2 
 
 2.7 
 
 18.0 
 
 630 
 
 378 
 
 23.0 
 
 
 8.4 
 
 
 322 
 
 5.2 
 
 
 46.4 
 
 250 
 
 848 
 
 9.9 
 
 5.9 
 
 6.6 
 
 479 
 
 541 
 
 18.2 
 
 
 22.6 
 
 
 2,534 
 
 8.3 
 
 6.7 
 
 14.0 
 
 2,311 
 
 2,705 
 
 84.9 
 
 0.0 
 
 0.6 
 
 3,812 
 
 986 
 
 44.1 
 
 54.5 
 
 51.5 
 
 
 488 
 
 31.7 
 
 
 19.3 
 
 98 
 
 1,675 
 
 18.9 
 
 18.7 
 
 7.1 
 
 1,213 
 
 1,143 
 
 33.9 
 
 8.8 
 
 85.6 
 
 
 629 
 
 38.6 
 
 
 26.8 
 
 
 923 
 
 26.3 
 
 34.0 
 
 29.1 
 
 298 
 
 1,193 
 
 28.9 
 
 50.9 
 
 37.3 
 
 
 948 
 
 24.6 
 
 13.9 
 
 16.4 
 
 116 
 
 344 
 
 29.3 
 
 
 22.1 
 
 
 727 
 
 14.8 
 
 
 1.5 
 
 519 
 
 443 
 
 
 
 28.3 
 
 727 
 
 52,547 
 
 33.0 
 
 
 20.05 
 
 23,143 
 
 14,677 
 
 61.5 
 
 46.2 
 
 30.9 
 
 563 
 
 1,585 
 
 19.8 
 
 7.1 
 
 30.9 
 
 690 
 
 38,283 
 
 46.0 
 
 29.5 
 
 24.5 
 
 8,414 
 
 1,170 
 
 14.1 
 
 11.5 
 
 40.0 
 
 773 
 
 25,745 
 
 36.6 
 
 33.5 
 
 16.0 
 
 5,319 
 
 1,677 
 
 14.4 
 
 5.9 
 
 17.2 
 
 1,297 
 
 3,157 
 
 21.1 
 
 27.7 
 
 24.4 
 
 1,234 
 
 1,400 
 
 12.2 
 
 6.1 
 
 8.5 
 
 668 
 
 2,729 
 
 52.6 
 
 76.1 
 
 11.6 
 
 45 
 
 90,423 
 
 43.6 
 
 
 22.6 
 
 19,003 
 
 W .029 
 
 61.8 
 
 
 28.25 
 
 92,360 
 
 J Vear of special census indicated by number next to population figure which represents last digit of date; i.e., population 4399 3 indicates 1953 as the date of the census. 
 "Number of persons reporting major industry group (about 99 per cent of total employed labor force). Data are not reported for municipalities of less than 2,500 popu- 
 lation in 1950 and this limitation makes incomplete totals for Area III and Areas I-IV. 
 
 'Substandard dwelling units are defined as those units that were reported as dilapidated or lacking the following plumbing facilities; flush toilet and bath inside the struc- 
 ture for the unit's exclusive use, or hot running water. 
 "Permit reports are not complete for all municipalities and the totals for Area III and Areas I-IV are incomplete. 
 
 SOURCES: U. S. Census of Population and Housing, 1950 Chicago Community Inventory Local Community Fact Book for Chicago, 1950 Office of Housing & Rede- 
 velopment Coordinator, City of Chicago Bell Savings & Loan Association 
 
CHICAGO METROPOLITAN AREA 
 
 LABOR FORCE AT 
 PLACE OF RESIDENCE 1950* 
 
 NUMBER IN LABOR FORCE AND 
 PER CENT IN MANUFACTURING 
 
 TOTflL 
 
 NUMBER 
 
 IN LABOR FORCE 
 
 • 
 
 1,000 
 
 • 
 
 10,000 
 
 • 
 
 25,000 
 
 • 
 
 40,000 
 
 • 
 
 55,000 
 
 m 
 
 70,000 
 
 PER CENT OF TOTAL 
 LABOR FORCE IN 
 MANUFACTURING 
 
 L'Zll 15-25 
 L'.Zj 25-3 5 
 £§M3 35-45 
 Z 1 "Z 45-55 
 3 55-65 
 
 BY CHICAGO COMMUNITY AREAS AS DEFINED BY THE 
 
 U.S. BUREAU OF THE CENSUS 
 
 AND BY SUBURBAN MUNICIPALITIES. 
 
 SOU fCES: US. CENSUS OF POPULATION, 19 50 
 LOCAL COMMUNITY FACT BOOK FOR 
 CHICAGO. 1950 
 
 u u 
 
 ±±3° 
 
 CHICAGO PLAN COMMISSION 
 DECEMBER 1956 
 
 pBiBl 
 
 l_-,_j 
 
 n 
 u 
 
 ±ls!sLi3gjS.coo!i * ' 
 
 ' ' WILL 
 
 63 
 
 n 
 
#6i 
 
 LOMBARD pflRK El mhuRStI 
 
 NAPERVILLE 
 
 DU PAGE 
 
 WILL 
 
 64 
 
 DOWNERS 
 GROVE 
 
 YJlemont 
 
 COOK 
 
 WILL 
 
 £ 
 
 GREATER CALUMET AREA 
 
 MEDIAN INCOME 
 
 OF FAMILIES AND 
 UNRELATED INDIVIDUALS IN 1949 
 
 BY CENSUS TRACT* 
 
 $5000 OR MORE 
 
 54501 TO $5000 
 
 |j $4001 TO $4500 
 
 ^2 $3501 TO $4000 
 
 ""] $3001 TO $3500 
 
 &000 OR LESS 
 
 "I NO POPULATION ; OR 
 TOTAL NUMBER OF 
 FAMILIES AND UNRELATED INDIVIDUALS 
 REPORTING IN CENSUS TRACT IS LESS 
 THAN 500 THIS APPLIES ONLY TO 
 INCORPORATED AREAS 
 
 STATE BOUNDARY 
 COUNTY BOUNDARY 
 INCORPORATED AREA 
 
 CHICAGO 
 HEIGHTS 
 
 PARK FORES 
 
 Figure 20 
 
 MUNSTER 
 >- HIGHLAND 
 
 
marked difference among the Areas. Area I had an increase from 
 1940 to 1950 of 6.9 per cent; Area II, 23.0 per cent, Area III, 
 49.7 per cent, Area IV, 19.8 per cent. The relative importance of 
 these increases can be seen by comparing them with the 13.9 per 
 cent increase that was seen for the Metropolitan Area in the 
 same period, or by comparing them with the 31.9 per cent 
 increase in the Metropolitan Ring in the same period. 
 
 In 1950 the racial composition of the population of the Metro- 
 politan Area compared to the Thirty-Minute Zone was 1 1.0 per 
 cent nonwhite in the Metropolitan Area, 22.0 per cent nonwhite 
 in the Thirty-Minute Zone. Although the Thirty-Minute Zone 
 had 43.8 per cent of the total population of the Metropolitan 
 Area in 1950 it had 88.8 per cent of the Metropolitan Area's 
 nonwhite population. 
 
 An analysis of the characteristics of dwelling units for the four 
 Areas shows that Area I contains 75 per cent of the renter occu- 
 pied dwelling units of the Thirty-Minute Zone. The median rent 
 range is lowest in Area I, Chicago Community Areas north of 
 79th Street. This Area has over three times the population of any 
 of the other Areas, has the lowest median income, has some 
 Community Areas with as many as 98.5 per cent of the dwelling 
 units built before 1920; and eight Community Areas with 50 to 
 78 per cent of the dwellings classified in 1950 as substandard. 
 In suburban Calumet in Areas III and IV, the southern part of 
 Cook County and Lake County, Indiana, the percentage of sub- 
 standard housing is 22 per cent compared to 19 per cent for the 
 total Metropolitan Ring. 
 
 The municipalities in Southern Cook County, Area III, have 
 been growing at a very rapid rate. In the six years from 1950 to 
 1955 the number of dwelling units has increased 44 per cent. 
 This is more than double the increase for any of the other Areas. 
 Although in 1 950 Area III had only 7.5 per cent of the population 
 of the Calumet Area, in the five years between 1950 and 1955 it 
 experienced 25 per cent of the residential building in the Thirty- 
 Minute Zone. Of the dwelling units built from 1950 to 1955 in 
 suburban Areas III and IV only 2.3 per cent are in multiple 
 family dwelling units, while in Chicago Areas I and II the private 
 multiple family dwelling units amounted to 14.4 per cent of the 
 
 new construction. 
 
 The signifiance of the population and housing characteristics of 
 the Thirty-Minute Zone is found in formulating an answer to the 
 question of where the added industrial workers will live. 
 
 FUTURE PLACE OF RESIDENCE OF 35.000 
 NEW INDUSTRIAL WORKERS 
 
 To obtain an adequate view which would enable realistic planning 
 of residential areas with needed services and facilities and to 
 ascertain what residential problems will probably appear within 
 the next 1 5 years, a study was made to estimate the likely place of 
 residence of the future industrial labor force. 
 
 The estimation of the likely place of residence of future employees 
 yields several significant developmental considerations: (1) a 
 valuable estimate of likely origins and destinations for a traffic 
 analysis, (2) the demand for additional housing, (3) an indication 
 of future community problems, the need for new schools and 
 other new or increased local services in new growth areas, (4) 
 the impact on existing housing and (5) the magnitude of con- 
 servation or redevelopment problems in existing residential areas. 
 
 PRESENT PLACE OF RESIDENCE 
 
 Data relating to the present place of residence of Chicago 
 Calumet Area employees were obtained from a thesis by Barbara 
 Gans 8 and from information furnished the Chicago Plan Com- 
 mission by several major employers. These data show that about 
 one-third of the present labor force resides in the densely popu- 
 lated rental areas north of 79th Street extending to Chicago's 
 Central Business District. Another third of the present labor 
 force lives in the City of Chicago south of 79th Street in Commu- 
 nities number 46, 47, 48, 50, 51, 52 and 55, near the industries 
 located in the vicinity of the Calumet River and Lake Calumet, 
 Figure 18. The remaining third of the labor force is dispersed in 
 the residential areas several miles west of Lake Calumet in the 
 city of Chicago, in south Cook County suburbs, and in northern 
 Lake County, Indiana. 
 
 8 Barbara Gans, "Residential Land Use in the Calumet Area of Chicago" 
 (Unpublished Master's thesis, Department of Geography, University of 
 Chicago, 1954), pp. 61-66. 
 
 65 
 
The third of the labor force living north of 79th Street comes with governmental agencies, industrial establishments, labor 
 
 from predominately rental areas relatively low in proportion of unions, housing contractors and private organizations to obtain 
 
 manufacturing workers, low in income, but high in the number of information regarding the previously listed five considerations, 
 
 persons in the total labor force and in concentration of nonwhite an estimated future place of residence for the added 35,000 
 
 population. This is also the area which contains the highest industrial workers was formulated as reported in Table 22. This 
 
 percentages of substandard housing and dwelling units with 1.51 Table also reports the present place of workers residence from 
 
 persons or more per room. From Figures 19 and 20 it is apparent three sources. The industrial plants listed, present or future, are 
 
 that the third of the labor force living near the Lake Calumet- within the city of Chicago portion of the Calumet Area. 
 
 Calumet River industrial area live in communities high in pro- _ . . , _ , , _„ . ,. , . , .„ „ , 
 
 c r i j • xl j- In brief, Table 22 indicates that about half of the new workers 
 
 portion of manufacturing workers and in areas with medium .„ , , , . , _. , _ . . , , ,_ . 
 
 . ,„.„ r _, ___ . c . ,__ _., will be housed in the City of Chicago and about half in the 
 
 annual incomes, in 1949 varying from $3,000 to $4,500. The , , ^, . . ... „,».., , , 
 
 , . - .. , . . .. , suburbs. This is very similar to Plant A which presently has 59 
 
 remaining third of the labor force lives in areas to the west, , . ,,..., _. . .: . 
 
 . . .. fiii-i uu c per cent of its workers living in the City and 41 per cent in the 
 
 south and south-east of Lake Calumet, which are areas of ..,».„. , .,..., i >■ t t 
 
 . , . . . . , . ., ., . x suburbs. Plant B is a very long established plant which has 89 per 
 
 relatively low population density, but considerable variety in „ . , . . , , . , , , 
 
 , • r , c cent of its workers in the city and 1 1 per cent in the suburbs, 
 
 income and in proportion of workers in manufacturing. _ ... , , . . 
 
 The seven manufacturing plants total show 81 per cent of the 
 
 future place of residence workers in the city and 19 per cent in the suburbs. 
 
 To obtain a picture of the likely future distribution of the place The estimated distribution is based on a continuation of existing 
 
 of residence of the 35,000 new industrial workers several variables trends of development and occupancy. These trends show an 
 
 were isolated. A subsequent report will discuss more thoroughly extremely low per cent of the new construction being rental units 
 
 the subject of this section, but for the purpose of this interim and hence the industrial worker must seek rental housing in 
 
 report the significant considerations appear to be: (1) the journey existing rental areas which accounts for the high proportion 
 
 to work, (2) the income of the new worker, (3) new worker's race (30-35 per cent) in Chicago north of 79th Street. Workers who 
 
 or ethnic group, (4) vacant land for residential development, (5) are in a position to purchase single family homes that are being 
 
 supply of existing housing for the various income, occupational constructed in the suburban area will undoubtedly continue such 
 
 and minority groups, including the supply of owner-occupied or a practice and account for the residences estimated for the 
 
 rental units. After analysis of published data and consultation suburban areas. 
 
 Table 22. Place of Residence of Present and Estimated New Industrial Workers Employed 
 
 in the Calumet Area of the City of Chicago 
 
 Present Place of Residence Estimated Distribution 
 
 of Residences of 
 
 Area Per cent Distribution New Industrial Workers 
 
 Seven Mfg. Plants 3 Plant A b Plant B b Percent No. 
 
 I. Chicago: north of 79th Street 26 35 47 30-35 11,000-12,000 
 
 II A. Chicago: east of Lake Calumet, south of 79th Street 44 5 32 6-10 2,000-3,500 
 
 MB. Chicago: west of Lake Calumet, south of 79th Street 11 19 10 15-20 5,000-7,000 
 
 III. South Cook County 11 21 9 25-30 9,000-11,000 
 
 IV. Lake County, Indiana 8 20 2 15-20 5,000-7,000 
 
 Total 100 100 100 100 35,000 
 
 a Source, Barbara Gans, "Residential Land Use in the Calumet Area of Chicago" (Unpublished Masters thesis, Department of Geography, University of Chicago, 1954), 
 pp. 61-66. "Source, Correspondence with plants "A" and "B". 
 
IMPLICATIONS OF FUTURE PLACE OF RESIDENCE 
 
 locations for future residential areas. 
 
 In the city of Chicago the consequences of the added labor force 
 in the Calumet Area will be more pressure on conservation areas 
 and on already overcrowded areas. This is the usual development 
 with the expansion of the economic base of any community with 
 increased pressure on the available rental housing. Also for the 
 city of Chicago the increased housing demand would mean the 
 total development of available vacant residential land in the 
 Chicago portion of the Calumet Area. For the suburban area the 
 Calumet development means an accelerated increase in new 
 residential subdivisions. 
 
 RESIDENTIAL DEVELOPMENTAL NEEDS 
 IN THE CALUMET AREA 
 
 As indicated in the previous sections of this chapter the Calumet 
 Area has some of the most intense problems of substandard 
 residential development in the entire Chicago Metropolitan Area. 
 The Calumet Area also will have its greatest growth in the future. 
 For portions of the Calumet Area in the city of Chicago the 
 solution of the residential problems requires full utilization of all 
 the tools of city planning yet devised and some tools that require 
 invention. In suburban Calumet there is a healthy .supply of 
 adequate housing but the proportion of substandard housing 
 poses difficult problems to be solved. The large supply of vacant 
 land suitable for residential development in suburban Calumet 
 and the expected high volume of growth indicate that future 
 development will largely determine suburban Calumet's future 
 character. 
 
 Although many of the residential problems of the Calumet Area 
 have partial solutions through full utilization of city planning 
 tools, the total solution of the many problems requires a total 
 effort which would include governmental action, programs of 
 private institutions, and active participation by individual citizens. 
 
 After analysis and consideration of the residential problems of 
 the Calumet Area, the following developmental needs appear 
 significant: 
 
 (1) Adequate land use planning to assure the most desirable 
 
 (2) An increase in the supply of housing, both rental housing 
 and owner-occupied housing, for all income groups. 
 
 (3) A realistic examination of redevelopment efforts, urban 
 renewal efforts and possible rehabilitation programs. 
 
 (4) Adequate standards for the new community development 
 to provide necessary schools and other community fa- 
 cilities and to help prevent the creation of future slums. 
 
 (5) Residential development planned with relationship to 
 transportation facilities. 
 
 (6) An appraisal of tax base problems that will be accel- 
 erated by Calumet Area development. 
 
 The Calumet Area's greatest growth will be in the future, and 
 there is still time to do adequate land use planning and to 
 establish adequate developmental standards. Other planning 
 needs suggest modification of the existing situation to more 
 adequately deal with the problems. 
 
 LAND USE PLANNING 
 
 One of the most marked developmental needs in the Calumet 
 Area is that of land use planning for the entire area. Presently 
 each municipality does its own planning and writes its own zoning 
 ordinance. Cook County has had a zoning ordinance since 1940 
 but has no planning agency. Lake County, Indiana, has written 
 a zoning ordinance and has a county planning commission. 
 However, a need exists for coordination of the planning and 
 zoning activities of the individual municipalities and counties. 
 This need can be solved by the establishment of a metropolitan 
 planning organization. Presently sixteen municipalities of south 
 Cook County have formed the Regional Association of South 
 Cook County and have started a program to coordinate activities 
 of most of the suburbs in south Cook County. This organization 
 is limited by lack of funds and consequently lack of staff. Also 
 many of the problems faced by south Cook County are part of 
 the Chicago Metropolitan Area problems. 
 
 The idea of metropolitan planning for the Chicago area is not 
 
 67 
 
new. A half century ago the Burnham Plan suggested metro- 
 politan planning and in 1923 the City Club of Chicago held a 
 regional planning conference. 9 
 
 The outlook for solving the problem of providing metropolitan 
 area planning appears brighter now than at any previous period. 
 Many governmental organizations, civic organizations, news- 
 paper editors, and citizens are seriously considering or supporting 
 the idea of Chicago Metropolitan Area planning. Problems of 
 local governmental services are being studied by the Northeastern 
 Illinois Metropolitan Area Local Governmental Services Com- 
 mission (Randolph Commission) established by the Illinois 
 Legislature in 1955 with Representative Paul J. Randolph as. 
 Chairman. The Commission's first report containing an analysis 
 of several metropolitan area problems has been issued. 10 In a 
 hearing before the Randolph Commission, the Metropolitan 
 Housing and Planning Council of Chicago presented a proposal 
 to create a Chicago Metropolitan Area Planning Commission. 
 The Council included the Indiana area for several reasons . . . 
 
 "Our interdependence from the standpoint of industry 
 — and in particular the steel industry which involves 
 both states in the Chicago region — and the need for a 
 careful examination of our port requirements, par- 
 ticularly in view of the St. Lawrence Seaway."" 
 
 The Business Executive's Research Committee and the North- 
 western University Faculty Committee in their recent report on 
 metropolitan growth lists among their recommendations the 
 creation of a Metropolitan Area plan commission. Their report 
 states : 
 
 "The Chicago metropolitan area is one of the few areas 
 in the nation that does not have a metropolitan planning 
 agency. The success of such groups in Detroit, Toronto, 
 Los Angeles, and the efforts being made by other large 
 
 'Daniel H. Burnham, Jr., and Robert Kingery, Planning the Region of 
 Chicago (Chicago Regional Planning Association, 1956), p. 20. 
 
 '"Northeastern Illinois Metropolitan Area Local Governmental Services 
 Commission, Metropolitan Area Problems in Northeastern Illinois, Part I — 
 Analysis, Section A (1956). 
 
 "Leonard Spacek representing the Metropolitan Housing and Planning 
 Council, Chicago Daily Construction News, September 27, 1956. 
 
 areas to attain intercommunity cooperation should 
 provide the impetus to establish a Chicago Metropolitan 
 Plan Commission." 12 
 
 Adequate sites need to be reserved for future industrial expansion 
 in the Calumet and especially sites with available water trans- 
 portation. Presently there is competition between residential 
 developers and industrial developers, often for the same piece of 
 land in South Cook County. The odds are good that a parcel of 
 land is not suitable for both uses and hence adequate planning 
 analysis is required to establish the appropriate land use. Some 
 industrial uses require surrounding buffer areas if objectionable 
 effects on non-industrial uses are to be eliminated. Without a 
 metropolitan planning organization and without a Metropolitan 
 Area economic base study tremendous chaos can be created in 
 the future reservation and development of land in the Calumet 
 Area. Too much or too little land in inappropriate locations may 
 be allocated for industrial, residential or recreational uses without 
 any overall metropolitan planning coordination. 
 
 INCREASED HOUSING SUPPLY 
 
 The need for an acceleration in the construction of housing units 
 is directly associated with the expansion of the economy of an 
 area. This is noted in statements by the Charles A. Ringer 
 Company and the Chicago Association of Commerce and In- 
 dustry quoted in the first section of this chapter. The Calumet 
 Area has the difficult problems of replacing or rehabilitating 
 existing substandard housing and also providing new housing. 
 The Calumet Area has a very marked part of the housing problem 
 of the entire Metropolitan Area. 
 
 The Business Executive's Research Committee and the North- 
 western University Faculty Committee in their recent report 
 summarized the city of Chicago's housing problem: 
 
 "The City's building program of the past 25 years has 
 not only lagged behind the population increase, but has 
 failed by a wide margin to provide the needed replace- 
 
 l2 Business Executive's Research Committee and Northwestern University 
 Faculty Committee, Chicago Metropolitan Growth, Pattern, Problems, 
 Prospects (School of Commerce, Northwestern University, Evanston, Illi- 
 nois, 1956), p. 13. 
 
merits for demolished and obsolete dwelling units. 
 
 "The decline in the construction of multiple dwelling 
 units and the increased tendency to construct single 
 family units in Chicago have added to the housing 
 shortage." 13 
 
 The Citizens Committee to Fight Slums also recognized the 
 need for "increasing the housing supply" in their 1954 report. 
 The Committee report states : 
 
 "A basic obstacle to the elimination and prevention of 
 slums is the lack of sufficient standard housing readily 
 available to Chicago's growing number of lower and 
 middle income families. Standard units rapidly become 
 blighted when they are overcrowded. Substandard units 
 remain in use because their occupants have no other 
 place to go. 
 
 "Effective law enforcements, slum clearance and 
 rehabilitation can all be stymied unless the total 
 housing supply is increased to accommodate those who 
 should move from substandard housing. While new 
 relocation units are highly necessary, the fact is that 
 any addition to the total standard housing supply helps 
 to relieve the population pressures that are a factor in 
 producing slums. 
 
 "Slums will continue to flourish so long as they provide 
 the only source of living space for a large proportion of 
 our families. They will continue to be profitable so long 
 as decent accommodations are not available to the 
 slum dweller, for whatever reason." 14 
 
 Although no complete statistics are available on the present 
 vacancy rate of dwelling units in the city of Chicago and probably 
 will not be available until the completion of the National Housing 
 Inventory on a sample basis in 1957, the 1950 U.S. Census of 
 Housing reported only 9,126 dwelling units were vacant, non- 
 seasonal, not dilapidated, for rent or sale, or 0.8 of 1 per cent of 
 the total 1,106,119 dwelling units in the City of Chicago. 15 
 
 "Ibid., p. 16. 
 
 l4 Citizens Committee to Fight Slums, Housing Action Report of 1954 to 
 
 Mayor Martin H. Kennelly (Chicago, 1954), p. 18. 
 
 "U.S. Bureau of the Census, 1950 Census of Housing, Chicago, Illinois, 
 Block Statistics, Bulletin H-E35 (Washington: Government Printing 
 Office. 1952), p. 3. 
 
 Another aspect of the housing supply question is that of available 
 housing for particular groups of people. The premium prices 
 paid for either purchased housing or rental housing by some 
 minority groups accelerates the deterioration of residential areas. 
 Such premium prices lead to increased occupancy, often a 
 doubling or tripling of previous occupancy. Such a spiral of 
 deterioration is endless unless a sufficient housing supply is 
 available to all groups. 
 
 An experimental house designed by George L. Ramsey, Chicago 
 Building Commissioner, may aid in solving the problem of 
 providing adequate housing for lower or middle income families. 
 Ramsey's three-bedroom house has a total living area of 1,170 
 square feet and was built at the approximate cost of $12,000 or 
 about $10 per square foot. The Chicago Daily Construction News 
 reports: "According to Ramsey, if an experienced contractor 
 were to build 100 of these homes, he could finish the first in 30 
 days and complete another every day after that. Ramsey ex- 
 pressed his willingness to give his plans to the building industry, 
 providing he could be convinced that they would be used to 
 relieve the housing shortage." 15 
 
 In addition to the possibilities of lower cost housing the income 
 level of the Calumet Area workers is highest in the manufacturing 
 groups according to Illinois Department of Labor reports. Top 
 paying among the industries is the Petroleum and Coal Products 
 industry with average weekly earnings in August, 1956, of 
 $113.00 or $2.62 per hour. In second place is the Primary Metal 
 Industries with $101.00 weekly or $2.53 per hour. The Trans- 
 portation Equipment industry and Non-electrical Machinery 
 
 industry are both reported about $95.00 per week average earn- 
 ings, or about $2.30 per hour. The next group around $90.00 
 per week, or about $2.20 per hour, are the Stone-Clay and Glass 
 Products industry, and the Fabricated Metal industry, the 
 Chemicals and Allied Products industry. Food and Kindred 
 Products rates the lowest of the eight industry groups in the 
 Calumet with average weekly earnings of $81.45, hourly earnings 
 of $2.02. The pay scale of workers that make up almost 90 per 
 
 i6 Chicago Daily Construction News, November 14, 1956, p. 4. 
 
 69 
 
cent of the manufacturing employees in the Calumet Area ranged 
 from S88 to SI 13 average weekly earnings in August, 1956. 
 
 The problem of providing an increased supply of housing and 
 especially rental units has been recognized by many civic groups. 
 Employers in the Calumet Area are also showing marked interest 
 in the housing questions as shown by the organization of the 
 Purdue-Calumet Foundation of East Chicago, Indiana. The 
 demand for rental housing in the Calumet Area will be more 
 intense than in other parts of the Metropolitan Area because of 
 the characteristics of the labor force peculiar to the Calumet Area. 
 
 URBAN RECONSTRUCTION 
 
 A definite need exists for a realistic examination of redevelopment 
 efforts, urban renewal efforts and possible rehabilitation pro- 
 grams. Redevelopment efforts that demolish housing without 
 adequately providing replacement of the lost number of dwelling 
 units in some other area cuts down on the housing supply of the 
 City and Metropolitan Area. As long as the housing supply is 
 extremely limited the increased pressure for conversions "by use" 
 or "informal conversions" will continue unabated. Complete 
 enforcement of the newly enacted Chicago Housing Code would 
 mean additional pressure on existing housing. All of this pressure 
 coupled with an expanding labor force creates tremendous strain 
 on all areas of residences in the entire Metropolitan Area. This 
 impact is felt with extreme vigor in conservation areas. Conser- 
 vation efforts, urban renewal efforts, redevelopment efforts, will 
 fall short of their mark unless an adequate supply of standard 
 housing is available for all people at all income levels. 
 
 In a recent publication, Catherine Bauer notes the different con- 
 ditions that prevail in the 1950's from the 1930's when "slum 
 clearance" was legislatively given status. 
 
 "During most of the 1930's, the vacancy rate in slum 
 areas and elsewhere was quite high, property prices were 
 extraordinarily low as were building costs, and any and 
 all forms of building activity were desirable to counter 
 unemployment. It would have been the ideal time to 
 engage in wholesale clearance and reconstruction. 
 
 "But now — and indeed, ever since wartime — every one 
 of these conditions is reversed, with the result that any 
 
 former argument for a vast program of civic betterment 
 geared almost exclusively to clearance operations is 
 immeasurably weakened. No wonder it is so difficult! 
 And no wonder it tends to produce some strange results. 
 
 "For now we have a housing shortage that bids fair to 
 be chronic, and automatically cancels most of the 
 social arguments for slum clearance until the supply of 
 low-rent homes available elsewhere has been enor- 
 mously increased. Slums are full and profitable, which 
 means that they are expensive and difficult to acquire." 17 
 
 The hope of solving the problems that urban renewal, redevelop- 
 ment or conservation programs have set out to solve would 
 appear to depend in a large measure upon a comprehensive view 
 of what is required and what priority be given in solving what 
 problems. With an expanding economy and expanding labor 
 force the question of the size of the supply of standard housing 
 for all income groups appears a very significant consideration if 
 a city is not to destroy some neighborhoods while trying to 
 rebuild others. 
 
 DEVELOPMENTAL CONTROLS 
 
 Adequate controls of new community developments are essential 
 to provide the necessary schools and other community facilities 
 and to help prevent the creation of future slums. Uncontrolled 
 marginal developments can lead to economic bankruptcy of a 
 municipality and can strike a hard blow at the desirability of the 
 entire Chicago area as a place for new industries and residents. 
 The industries attracted to a particular area consider the housing 
 and community facilities available for the labor force as one of 
 their locational determinants. Adequate controls of new housing 
 development to provide the necessary community facilities is a 
 local governmental problem in addition to being a metropolitan, 
 state, and federal problem. 
 
 ■'Catherine Bauer, "Redevelopment: A Misfit in the Fifties", The Future 
 of Cities and Urban Redevelopment, ed. Coleman Woodbury (Chicago: 
 University of Chicago Press, 1953), p. 13. 
 
TRANSPORTATION AND RESIDENTIAL 
 DEVELOPMENT PLANNING 
 
 Residential densities must be planned with relationship to trans- 
 portation facilities. As has been cited in previous paragraphs the 
 decided need for rental housing that exists indicates that well 
 designed and organized rental areas are required to house the 
 increased labor force. This higher density development should be 
 well placed with respect to transportation facilities enabling the 
 least friction in the journey to work and other trips. The planning 
 of appropriate residential densities will probably depend con- 
 siderably upon the exchange of information between the various 
 municipalities concerned and this may be done perhaps best 
 through a metropolitan area planning agency and with full 
 utilization of the findings of the current Chicago Area Transpor- 
 tation Study. 
 
 TAX BASE 
 
 The provision of an adequate tax base for municipalities, school 
 districts and other taxing jurisdictions presents a special problem 
 in the Calumet Area. A large municipality, such as the city of 
 Chicago, with a broad industrial and commercial tax base does 
 not face the extremely severe problems that the smaller munici- 
 pality faces on the tax base question. Within the Calumet Area 
 the accidental location of waterways has blessed some areas with 
 choice industrial land. The accident of location of rail lines, 
 expressways and toll roads has also brought certain logical 
 industrial areas in some municipalities but not in others. The 
 purely residential taxing district of high income and high valua- 
 tion housing is able to meet its tax load for local governmental 
 services. However, the taxing district that is dominantly resi- 
 dential and has moderate value residences will find difficult 
 problems in meeting the local tax load. It would appear that the 
 accidents of location of choice industrial land and also the need 
 for moderate and low cost housing creates a situation which 
 cannot be solved by the existing local real estate tax base. 
 Increased demands for state aid, and in some cases federal aid, 
 to help municipalities solve their tax problems is well known. 
 Unless the tax base problem is realistically appraised local 
 governmental services of many jurisdictions in the Calumet Area 
 
 will find difficulty in meeting minimum requirements. The solu- 
 tion to the tax base problem will undoubtedly be a continuing 
 struggle. However, before solutions are sought an adequate 
 understanding of the problem is essential. This understanding is 
 being obtained "nightly" by many local government officials 
 throughout the entire Chicago Metropolitan Area. 
 
 71 
 
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 73 
 
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