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Interstate 55

Interstate 55

Interstate 55 is an interstate highway in the central United States. Like other "interstates," it is commonly referred to as I-55. Its odd number indicates that it is primarily a north-south highway. It goes from Laplace, Louisiana (some 25 miles (40 km) west of New Orleans) at Interstate 10 to Chicago, Illinois at U.S. Highway 41 (Lake Shore Drive) next to McCormick Place. In the Chicagoland area the expressway is referred to as the Adlai E. Stevenson Expressway in honor of one of Illinois' favorite sons. The section of Interstate 55 between Chicago and St. Louis was built as a bypass for U.S. Highway 66.

Length

Major Cities Along the Route

U.S. Highway 66
- Jackson, Mississippi
- Memphis, Tennessee
- Saint Louis, Missouri
- Springfield, Illinois
- Bloomington, Illinois
- Chicago, Illinois

Intersections with other Interstates


- Interstate 10 in Laplace, Louisiana
- Interstate 12 in Hammond, Louisiana
- Interstate 20 in Jackson, Mississippi
- Interstate 40 in West Memphis, Arkansas (the two roads are joined through the city)
- Interstate 57 in Miner, Missouri
- Interstate 44 in Saint Louis, Missouri
- Interstate 64 in Saint Louis, Missouri
- Interstate 70 in Saint Louis, Missouri. They stay joined until an exit near Troy, Illinois.
- Interstate 72 in Springfield, Illinois
- Interstate 74 in Normal, Illinois
- Interstate 39 in Normal, Illinois
- Interstate 80 in Shorewood, Illinois
- Interstate 90 in Chicago, Illinois
- Interstate 94 in Chicago, Illinois

Spur Routes


- Turrell to Jonesboro, Arkansas - I-555 (future)
- Caruthersville, Missouri to Dyersburg, Tennessee - I-155
- Saint Louis, Missouri - I-255
- Spur to Peoria, Illinois - I-155
- Metropolitan Chicago, Illinois - I-355

Notes


- I-255 was a bypass around Memphis, Tennessee; it is now I-240.
- A portion of I-55 in Saint Louis County, Missouri is named the Rosa Parks Highway.
- I-755 was planned to bypass downtown St. Louis, but the freeway was never built. Currently, the city can be bypassed by I-255, I-270 or I-170, known as the Inner Belt Expressway.
- I-55 crosses the Mississippi River twice — once at Memphis, Tennessee and then again at St. Louis, Missouri.
- I-55 is often called the Mississippi Delta Highway because of its proximity to the Mississippi River.
- Law enforcement officials in Chicago have noted that Interstate 55, as well as its easterly counterpart Interstate 65, are often used to transport firearms into Chicago illegally. These weapons are purchased in southern states, where gun laws are much more lenient than in either of Illinois or Indiana. The weapons are then sold on the black market to gang members for substantial profit.
- Law enforcement authorities have also observed that the convenient intersections of I-55 and I-74 have rendered the Bloomington-Normal area an unwitting center for drug trafficking and other criminal activities.
- When the highway was being planned during the 1960s, Illinois Governor Otto Kerner made an effort to have the road redirected near the larger city of Peoria instead of the more straightforward route through the Bloomington-Normal area. This ultimately failed plan was ridiculed in the press as the "Kerner Curve". Given some of the problems noted above, some have editorialized that maybe the Kerner Curve was not such a bad idea after all.

References


- 2005 Rand McNally "The Road Atlas 2005" 55 55 55 55 55 55 55 Category:U.S. Highway 66

Interstate Highway

The Dwight D. Eisenhower National System of Interstate and Defense Highways, commonly called the Interstate Highway System, is a network of highways in the United States. The Interstate Highway System is a separate system within the larger National Highway System. With very few exceptions, Interstate highways are controlled-access freeways, allowing for safe high-speed driving when traffic permits. They are assigned a special level of funding at the federal level. Despite this federal funding, these highways are owned, designed, built and maintained by the state in which they are located, with the only exception being the federally-owned Woodrow Wilson Bridge on the Capital Beltway (I-95/I-495). The highways in the system are typically known as Interstate XX or I-XX; sometimes Interstate Highway XX (IH XX) or Interstate Route XX (IR XX) is used. In some areas the more generic Route XX or Highway XX is used. The system serves all major U.S. cities, and unlike its counterparts in most industrialized countries, often goes right through downtown areas rather than bypassing them. This facilitated the emergence of automobile-oriented postwar suburban development patterns, often pejoratively referred to as "urban sprawl". The system is prominent in the daily lives of most Americans. Virtually all goods and services are delivered via the Interstate Highways at some point. Many residents of American cities use the urban segments of the system to go to and from their jobs. Most long-distance journeys (for vacation or business) of less than 300 miles (500 km) use the interstate highway system at some point. Hawaii has several signed Interstates, but Alaska and Puerto Rico do not. The latter two do have roads designated as Interstates for funding purposes, but they are not currently or planned to be built to Interstate standards. The public controlled-access highways of Puerto Rico are the Autopistas (PR-22, PR-52, and PR-53).

History

Autopistas The interstate system was authorized by the Federal-Aid Highway Act of 1956, popularly known as the National Interstate and Defense Highways Act of 1956. It was lobbied for by major U.S. automobile manufacturers and championed by President Dwight D. Eisenhower, and was influenced by both his experiences as a young soldier crossing the country in 1919 following the route of the Lincoln Highway, and by his appreciation of the German autobahn network. Planning for a system of new superhighways began in the late 1930s, even before federal commitment to build the Interstate highway system came in the 1950s. Construction on the world's first public limited-access highway, the Bronx River Parkway, had begun in New York as early as 1907. By the 1920s, longer highways such as the New York City parkway system had been built as part of local or state highway systems. As automotive traffic increased, planners saw a need for such an interconnected national system to supplement the existing, largely non-freeway, U.S. Highway system.The General location of national system of interstate highways, including all additional routes at urban areas designated in September, 1955 maps what became the interstate system, and is informally known as the Yellow Book. Although construction on the Interstate Highway system continues, it was officially regarded as complete in 1991 (though 1.5 miles of the original planned system remain unconstructed as of 2005 [http://www.fhwa.dot.gov/programadmin/interstate.html]). The initial cost estimate for the system was $25 billion over twelve years; it ended up costing $114 billion, taking 35 years to complete. As of 2004, the system contains over 42,700 miles (68,500 km) of roads, all at least four lanes wide.

Standards

:Main article: Interstate Highway standards The American Association of State Highway and Transportation Officials (AASHTO) has defined a set of standards that all new Interstates must meet unless a waiver from the Federal Highway Administration (FHWA) is obtained. These standards have become stricter over the years. One almost absolute standard is the controlled access nature of the roads. Except for a few exceptions, traffic lights (and cross traffic in general) are limited to toll booths and ramp meters (metered flow control for lane merging during rush hours).

Speed limits

Speed limits vary according to location. By initial planning, the Interstate system was designed to provide reasonable road safety at speeds of 75 to 80 miles per hour (120 to 130 km/h) except in limited stretches (such as steep mountain passes or urban cores) where many vehicles cannot maintain such speeds. Many western states had high speed limits. Kansas, for example, had a posted limit of 80 mph (130 km/h)[http://people.smu.edu/acambre/blog/PermaLink,guid,5575625c-bbd4-47a3-be9f-9d5517d3a06f.aspx]. Some states, such as Oregon, defined the limit as whatever was "reasonable and proper", which would not be allowed today (see Montana reference below). In 1974, the federal government enacted 55 mph (90 km/h) as a gasoline conservation measure in response to the 1973 energy crisis. After the end of the embargo this restriction was continued as a safety measure. It was very unpopular, especially in western states. The 55 mph cap was relaxed in 1987 to allow 65 mph (105 km/h) speeds on rural Interstates if the states so chose. During this interim period, some roads (such as I-335 in Kansas) were specifically designated as Interstates to take advantage of this higher speed limit. Shortly thereafter, 65 mph limits were allowed on roads not numbered as interstates but which were built to interstate standards. The 55/65 mph caps were eliminated in late 1995, fully returning speed limit control to the states. Many states maintain several different limits. For example, in California, most interstates are limited to 55 mph within a major city, 65 mph (105 km/h) for most of the suburban highway stretches, and up to 70 mph (115 km/h) throughout the desert and rural stretches of the state. In some states, commercial trucks have a lower speed limit than passenger automobiles. In some mountainous regions, the condition of the roadway mandates a lower speed limit than would otherwise have applied. While some states have maintained the 65 mph limit, other states have increased the limits to 70 or 75 mph (110 or 120 km/h). Generally, the highest speed limits are found in the South and Southwest, while the lowest are found in the Northeast. Soon after the end of the National Maximum Speed Limit, the state of Montana ended daytime speed limits for automobile traffic on Interstate Highways in the state, instead instructing motorists to maintain a "reasonable and prudent" speed. A few years later, the "reasonable and prudent" law was declared unconstitutional for being too vague and a limit of 75 mph (120 km/h) was enacted in its place. Texas recently enacted a law allowing 80 MPH speed limits on certain portions of Interstates 10 and 20 in far west Texas. However, these limits are on hold pending further study by the Texas Department of Transportation.

Dual-purpose design

In addition to being designed to support automobile and heavy truck traffic, interstate highways are also designed for use in military and civil defense operations within the United States, particularly troop movements. One potential civil defense use of the Interstate Highway System is for the emergency evacuation of cities in the event of a potential nuclear war. Although this use has never happened, the Interstate Highway System has been used to facilitate evacuations in the face of hurricanes and other natural disasters. An option for maximizing throughput is to reverse the flow of traffic on one side so that all lanes become outbound lanes. This procedure is known as Contraflow, and could be seen in the evacuations of New Orleans, Louisiana and Houston, Texas prior to hurricanes Katrina and Rita, respectively. Several Interstates in the South, including I-16 in Georgia, I-40 in North Carolina, I-65 in Alabama, I-10 & I-59 in Louisiana, and I-59 in Mississippi, are equipped and signed specifically for contraflow, with crossovers inland after major interchanges to distribute much of the traffic. This is however not limited to Interstates; US 49 from Gulfport to Jackson and State Road 528, in Central Florida, have the same setup. A widespread but false urban legend states that one out of every five miles of the Interstate highway system must be built straight and flat, so as to be usable by aircraft during times of war.[http://www.tfhrc.gov/pubrds/mayjun00/onemileinfive.htm] However, the Germans in World War II used the Autobahns for just such a purpose.

Terminology

While the name implies that these highways cross state lines, many Interstates do not. Rather, it is the system of interstates that connects states. There are interstate highways in Hawaii, funded in the same way as in the other states, but entirely within the populous island of Oahu. They have the designation of H-X, and connect military bases. Similarly, both Alaska and Puerto Rico have public roads that receive funding from the Interstate program, though these routes are not signed as Interstate Highways.

Primary routes

The numbering scheme for the Interstate Highway System (as well as the U.S. Highway System) is coordinated by the American Association of State Highway and Transportation Officials (AASHTO), though their authority is occasionally trumped by a number written into Federal law. Within the continental United States, primary Interstates (also called main line Interstates or two-digit Interstates) are given one- or two-digit route numbers. Most Interstates have two numbers; there are only three one-digit Interstates in the system: I-4, I-5 and I-8. Within this category, east-west highways are assigned even numbers, and north-south highways are assigned odd-numbers. Odd route numbers increase from west to east, and even numbered routes increase from south to north. Numbers divisible by 5 are intended to be primary routes, carrying traffic long distances. For example, I-5 runs from Canada to Mexico along the west coast (the only interstate to do so) while I-95 runs from Miami north to Canada. In addition, I-10 runs from Los Angeles, California to Jacksonville, Florida while I-90 runs from Seattle to Boston. However, not all primary routes traverse long distances. I-45 runs from Galveston, Texas north to Dallas, Texas, a distance of only 284 miles. It is the only primary route that does not cross state lines (see List of intrastate Interstate Highways). It should be noted that I-50 and I-60 do not exist (and there are no even-numbered Interstates between 46 and 62), mainly because they would most likely have passed through the same states that already have US 50 and US 60. AASHTO rules discourage Interstate and US Highways with the same number to exist in the same state, although I-24 and US 24 exist at opposite ends of Illinois. Some planned Interstates do not follow this guideline - I-69 will enter Texas (which has US 69), I-74 will have a multiplex with US 74 in North Carolina, and I-41 will do the same with US 41 in Wisconsin. Several two-digit numbers are shared between two roads at opposite ends of the country, namely I-76, I-84, I-86 and I-88. Some of these were the result of a change in the numbering system in the 1970s; previously letter-suffixed numbers were used for long spurs off primary routes; for example, western I-84 was I-80N, as it went north from I-80. In the 1970s, AASHTO decided to eliminate these; some became additional two-digit routes, while others became three-digit routes (see below). Only two pairs of these exist; I-35 splits into I-35W and I-35E through both the Dallas-Fort Worth and the Minneapolis-St. Paul areas. Strict adherence to the directional nature of the system results in some amusing oddities. For a ten-mile stretch east of Wytheville, Virginia, the driver can be traveling on both North I-81 and South I-77 at the same time (and vice versa) (see also Wrong-way multiplex). For the sake of efficiency, some Interstates double up for short or sometimes long distances, as in the example above. Another notable example are Interstates I-90 and I-94, which double and then separate several times as they criss-cross the upper Midwest and Great Plains.

Three-digit Interstates

Three-digit route numbers, consisting of a single digit prefixed to the number of a primary Interstate highway, are used to designate usually short spur or loop routes from their "parent" route, either directly or via another three-digit Interstate. A route that spurs from its parent and ends at an intersection with no other Interstates is given an odd first digit; a route that returns to its parent is given an even first digit. The number given to the first digit of a route that spurs from the parent and ends at another Interstate depends on the state; some consider these routes spurs and give them odd numbers, while others consider them loop-style connectors and give them even numbers. For instance, I-90 in New York has a full set of three-digit Interstates - I-190, I-290, I-390, I-490, I-590, I-690, I-790, I-890 and I-990. Due to the large number of these routes, they can be repeated in different places along the mainline; no two three-digit Interstates in the same state can share a number. The Minneapolis-St. Paul area has a single loop around the entire Metro area. I-94 intersects the loop in two spots and runs directly through it separating it into a northern and southern half. The southern half of it is labeled I-494 while the northern half of it is labeled I-694. Charlotte, North Carolina has a single loop around the city that intersects with both I-77 and I-85, but the entire loop is known as I-485. The Baltimore-Washington metropolitan area has several spur routes off of I-95. The area has I-195, I-295, I-495, I-795 and I-895. It also has two routes numbered I-395 (in Baltimore and Washington) and two I-695s (one is signed, the other is a secret designation), as well as an unsigned route called I-595. No I-995 exists anywhere. New York City has numerous spur routes off of I-78 and I-95, but none of I-78's spur routes actually intersect with I-78. A three-digit spur off a letter-suffixed two-digit Interstate (see above) was given a number without a letter suffix, except for one case - I-184 in Idaho was I-180N.

Exceptions

:Main article: List of gaps in Interstate Highways Interstate 238 near Oakland, California is one of two major exceptions to the numbering scheme, as no Interstate 38 exists. This number exists because Interstate 238 replaced a segment of California Highway 238, and no appropriate number was available. The other exception is I-99 in Pennsylvania, which was written into law as I-99 by Pennsylvania Congressman Bud Shuster; I-99 (which is also U.S. Highway 220) is west of several Interstates that are numerically less than 99, and was the nearest available unused two-digit number. Some proposed future Interstate routes have been given similarly non-conforming designations by their legislative proponents. For example, backers of the proposed Third Infantry Division Highway, a route in Georgia and Tennessee, have suggested it be named Interstate 3, in honor of the division for which the highway is named [http://www.interstate-guide.com/i-003.html].

Other notable examples


- I-82 lies fully north of I-84, but I-84 was I-80N when I-82 got its number.
- I-85 diverts west of I-75 (intersecting it near Atlanta, Georgia) The following two-digit Interstates change signed direction from their normal (even=east-west, odd=north-south) direction:
- I-69
- I-76 (west) Two-digit interstates in Hawaii, as well as the "paper" interstates of Alaska and Puerto Rico, are numbered sequentially in order of funding, without regard to the rules on odd and even numbers. Business Loop and Business Spur Interstates are not subject to any of the Interstate standards. Their designation is simple - a Business Loop heads into a downtown area from its parent and returns to its parent; a Business Spur ends downtown, occasionally continuing from the end of the main Interstate. Business routes can split from either two- or three-digit Interstates, and can be repeated within a state. In a few cases, where an Interstate has been realigned, the old road has been designated a Business Loop because it is not up to standards.

Financing

About 72% ([http://www.fhwa.dot.gov/policy/ohim/hs03/htm/hf10.htm 2003 FHWA summary]) of the construction and maintenance costs are funded through user fees, primarily gasoline taxes, collected by states and the federal government, and tolls collected on toll roads and bridges. The rest of the costs come out of the federal budget. In the eastern United States, large sections of some Interstate Highways planned or built prior to 1956 are operated as toll roads. The taxes dedicated to the construction and maintenance of highways are often criticized as a direct subsidy from the government to promote and maintain auto-oriented development as we know it today. The dominant role of the federal government in road finance has enabled it to pass laws in areas outside of the powers enumerated in the federal Constitution. By threatening to withhold highway funds, the federal government has been able to force state legislatures to pass a variety of laws. Examples include increasing the legal drinking age to 21, for a number of years reducing the maximum speed limit to 55 miles per hour, passing Megan's Law legislation, lowering the legal intoxication level to 0.08/1000, and other laws. This has proved to be controversial. Those who support this feel that it is a way to provide an impetus to states to pass uniform legislation. Others feel that using highway dollars in this fashion upsets the balance between federal and states' rights in favor of the federal government, and effectively holds funds as ransom in order to coerce state governments into passing laws that would not have otherwised been introduced. As American suburbs push ever outward, the costs incurred of maintaining freeway infrastructure has started to catch up with the economy, leaving little in the way of funds for new interstate construction. This has led to the proliferation of the toll road (turnpike) as the new method of building limited-access highways in suburban areas. Also, some interstates are being privately maintained now (VMS in Texas, I-35) in order to cut rising costs of maintenance and allow state departments of transportation to focus on serving the fastest growing regions in their respective states. The future of the interstate system as we know it is in question. It is entirely possible that parts of the system will have to be tolled in the future to meet maintenance and expansion demands, as is done with adding toll HOV/HOT lanes in certain cities like Minneapolis, Houston, Dallas, and Washington D.C.

Non-chargeable Interstate routes

In addition to Interstate highways financed with federal funds (Chargeable Interstate routes), federal laws allow other highways to be signed as Interstates, if they meet the Interstate Highway standards and that they are logical additions or connections to the System. Called Non-Chargeable Interstate routes, these additions fall under two categories: # Routes that already meet Interstate standards. They can immediately be signed as Interstates once their proposed number is approved. # Routes designated as a future part of the system once they are upgraded to Interstate standards. Until then, it cannot be signed as an Interstate yet.

Signage

dollar Interstate Highways are signed by a number on a red, white and blue sign as shown to the right. In the original design, the state was formerly listed above the highway number, but in many states, this area is now left blank. The sign itself measures 36 inches high, and is 36 inches wide for two-digit interstates, or 45 inches for three-digit interstates. Business Loop and Business Spur Interstates use a special shield where the red and blue are replaced with green; the word BUSINESS appears instead of INTERSTATE, and the word SPUR or LOOP usually appears above the number. The majority of Interstates have exit numbers. All traffic signs and lane markings on the Interstates are supposed to be designed in compliance with the Manual on Uniform Traffic Control Devices (MUTCD). However, there are many local and regional variations in signage. The state of California is now adapting to an exit numbering system after many years as being the only state in the country that did not use such a system. In most states, the exit numbers correspond to the mileage markers on the Interstates (with an exception being I-19 in Arizona, whose length is measured in kilometers instead of miles). Many northeastern states label exit numbers sequentially, regardless of how many miles have passed between exits. On even-numbered Interstates, mileage increases to the east and decreases to the west; and on odd-numbered Interstates, mileage increases to the north and decreases to the south. In both cases, the exit numbers increase and decrease accordingly.

Interstate oddities


- Vinita, Oklahoma — A McDonalds is built over the top of Interstate 44. It goes from one side of the interstate to the other, passing over the interstate. Customers can sit inside and eat while traffic drives beneath them. It is also purported to be the "world's largest".
- Kearney, Nebraska — The Great Platte River Road Archway Museum is built over top of Interstate 80. The 1,500 ton structure spans 308 feet across the interstate and houses a museum dedicated to frontier culture.
- Reno, Nevada — A Walgreens store sits on top of a segment of Interstate 80 in downtown Reno.
- Newton, Massachusetts — A Star Market supermarket is built over the top of Interstate 90. Traffic reporters refer to this point on the highway as the "Star Market overpass".
- Newton, Massachusetts — A Sheraton hotel is built over the top of Interstate 90.
- Boston, Massachusetts — The Prudential Tower in downtown Boston is built over top of Interstate 90 as well. A less known fact about Interstate 90 is that it is built over what used to be the largest railroad corridor in New England; photos from the 1950s show huge rail yards where I-90 now comes into the city. Many of the oddities on I-90 are the result of deals struck by the Massachusetts Turnpike Authority, Perini Corporation (which constructed the majority of the highway), and existing buildings at the time of construction. In return for not obstructing the highway project, the MTA went to lengths such as preserving the aforementioned Star Market.
- Atlanta, Georgia — The Civic Center MARTA station is located over the Downtown Connector (Interstate 75/85) at West Peachtree Street, making it the only subway station built over an Interstate highway.
- Illinois — The Illinois Tollway oasis is a type of rest area which spans the top of the interstate highway it is on. There are seven of them which are on the Tri-State Tollway (Interstates 80, 94 & 294), Northwest Tollway (Interstate 90) and the Ronald Reagan Memorial Tollway (Interstate 88). Customers are able to sit inside the Oases and eat while traffic goes by beneath them. This type of development is common in the UK.
- Seattle, Washington — The [http://www.ci.seattle.wa.us/parks/parkspaces/FreewayPark.htm Seattle Freeway Park] sits on top of Interstate 5 (NB and SB, including HOV express lanes). The park is connected to the [http://www.wsctc.com Washington State Convention Center] connecting downtown to the [http://www.ci.seattle.wa.us/tour/capitol.htm Capitol Hill] and First Hill districts (locally, First Hill is also known as "Pill Hill" as this is Seattle's medical district). The park is multi-level and as such, there are areas where visitors are able to watch traffic pass by.
- Breezewood, Pennsylvania — There is a sign of a policeman pointing at you saying, "You! Slow Down!" You then have to drive a few blocks on US 30 before returning to I-70. This is a rare instance of a traffic light on an interstate.
- Jersey City, New Jersey — Interstate 78 follows a pair of one-way streets for a short distance between the Newark Bay Extension of the New Jersey Turnpike and the Holland Tunnel, which leads into New York City. Along with the aforementioned I-70, this is the only other primary interstate with traffic lights.

Criticism

In addition to the various economic issues, the system has roused criticism on aesthetic grounds. The efficiency and faster speeds of the system, made possible in part by engineering techniques that often tend to cut through the land rather than merely following it as with the older U.S. Highway, have inevitably resulted in a safer but less-scenic drive. When the cross-country I-40 was finally finished in the late 1980s, by completing the segment between Raleigh, North Carolina and Wilmington, North Carolina, Charles Kuralt stated, "It is now possible to travel from coast to coast without seeing anything!"

References

# 65 MPH Approved for Route, Wichita Eagle-Beacon, October 24, 1987 # Field, David. "On 40th birthday, interstates face expensive midlife crisis." Insight on the News, 29 July 1996, 40-42.

See also


- Autobahn
- Freeway
- Gas tax
- Highway patrol
- Non-motorized vehicle access on freeways
- List of roads and highways
- Mile-log
- Parkway
- Ramp meter
- Speed limit
- Toll road
- Traffic light
- United States highway
- National Highway System
- List of major freeway systems
- Controlled-access highway

External links


- [http://www.fhwa.dot.gov/programadmin/interstate.html Interstate Highway information]
- [http://www.fhwa.dot.gov/reports/routefinder/index.htm FHWA Route Log and Finder List]
- [http://www.tfhrc.gov/pubrds/septoct00/urban.htm FHWA Turner-Fairbank Highway Research Center] - Analysis and History of Interstate Highway System
- [http://www.kurumi.com/roads/3di/ 3-digit Interstate Highways]
- [http://www.aaroads.com/ Pictures of all Interstates]
- [http://www.ourdocuments.gov/doc.php?doc=88 One] of 100 milestone documents of American history
- Federal Highway Administration's [http://www.tfhrc.gov/pubrds/summer96/p96su10.htm article on the act]
- Fortune magazine on [http://www.fortune.com/fortune/fortune500/articles/0,15114,574088,00.html history of the Interstate Highway System]
- [http://www.geocities.com/michelleskinnerfreeway Another great Interstate Page], with facts on all 2-digit Interstates and links to their exit lists
- [http://www.ajfroggie.com/triskele Highway Heaven] Contains exit lists for most Interstate highways
- [http://www.triskele.com/fonts/index.html RoadGeek] - A complete set of TrueType fonts for simulating Interstate and other highway signage ja:ドワイト・デーヴィッド・アイゼンハワー全米州間国防高速道路網

Laplace, Louisiana

La Place (sometimes spelled LaPlace or Laplace) is a census-designated place located in St. John the Baptist Parish, Louisiana, on the East Bank of the Mississippi River. As of the 2000 census, the CDP had a total population of 27,684. It is the southern terminus of Interstate 55 highway, where it joins with Interstate 10. La Place is located 25 miles west of New Orleans.

History

LaPlace was settled as a farming village in the 18th century during Louisiana's French colonial era. It was named after early settler Basile LaPlace. The city's railroad station was established in 1883. LaPlace was the birthplace of early jazz musicians Kid Ory and Wellman Braud.

Geography

Wellman Braud Laplace is located at 30°4'30" North, 90°29'6" West (30.075025, -90.484896). According to the United States Census Bureau, the CDP has a total area of 58.8 km² (22.7 mi²). 55.7 km² (21.5 mi²) of it is land and 3.1 km² (1.2 mi²) of it is water. The total area is 5.29% water.

Demographics

As of the census of 2000, there are 27,684 people, 9,171 households, and 7,336 families residing in the CDP. The population density is 497.2/km² (1,287.8/mi²). There are 9,888 housing units at an average density of 177.6/km² (460.0/mi²). The racial makeup of the CDP is 61.06% White, 35.62% African American, 0.33% Native American, 0.70% Asian, 0.02% Pacific Islander, 1.11% from other races, and 1.17% from two or more races. 3.69% of the population are Hispanic or Latino of any race. There are 9,171 households out of which 44.9% have children under the age of 18 living with them, 60.4% are married couples living together, 14.9% have a female householder with no husband present, and 20.0% are non-families. 16.4% of all households are made up of individuals and 4.9% have someone living alone who is 65 years of age or older. The average household size is 2.97 and the average family size is 3.34. In the CDP the population is spread out with 31.2% under the age of 18, 9.4% from 18 to 24, 31.6% from 25 to 44, 21.3% from 45 to 64, and 6.5% who are 65 years of age or older. The median age is 32 years. For every 100 females there are 96.6 males. For every 100 females age 18 and over, there are 93.8 males. The median income for a household in the CDP is $45,103, and the median income for a family is $50,024. Males have a median income of $39,304 versus $23,277 for females. The per capita income for the CDP is $17,090. 12.1% of the population and 9.9% of families are below the poverty line. Out of the total population, 15.4% of those under the age of 18 and 13.0% of those 65 and older are living below the poverty line.

LaPlace Today

LaPlace is developing quickly. The exodus from the greater New Orleans area to the outlying suburbs has greatly aided LaPlace's building industry, both commercial and residential. LaPlace is an especially attractive commuter town, situated as it is only 30 miles from New Orleans. New residential developments feature homes that are larger and more expensive than any that have been previously available. Moreover, LaPlace's commercial infrastructure continues to grow, with businesses being attracted by LaPlace's increasingly affluent population.

Other information

The ZIP code of LaPlace is 70068.

External links

Category:Census-designated places in Louisiana Category:St. John the Baptist Parish, Louisiana

Interstate 10

Interstate 10 (abbreviated I-10) is the southernmost east-west, coast-to-coast interstate highway in the United States. It stretches from California State Route 1 (CA-1/Pacific Coast Highway) in Santa Monica, California ([http://maps.google.com/maps?q=Santa+Monica,+California&ll=34.012542,-118.485146&spn=0.064074,0.090019&hl=en map]) to Interstate 95 in Jacksonville, Florida ([http://maps.google.com/maps?q=Jacksonville,+Florida.&ll=30.315543,-81.682663&spn=0.066729,0.090019&hl=en map]). Jacksonville, Florida Jacksonville, Florida

Route description

Between its west terminus in Santa Monica, California and the East Los Angeles Interchange it is known as the Santa Monica Freeway. The segment between the East Los Angeles Interchange and the city of San Bernardino, California (53 miles, or 92 km long) is known as the San Bernardino Freeway. Other names exist for the freeway. For example, a sign near the western terminus of the highway announces it as "The Christopher Columbus Transcontinental Highway." It is known to a considerably lesser degree as the "Veteran's Memorial Highway" and is listed as a Blue Star Highway. A stretch in Palm Springs is signed as the "Sonny Bono Memorial Freeway" as a tribute to the late entertainer who served both as mayor and as a United States Congressman. A second stretch a few miles east in Indio is signed as the "Doctor June McCarroll Memorial Freeway." As a nurse with the Southern Pacific Railroad in the 1920s, Dr. McCarroll was alarmed at the number of head-on traffic collisions on a nearby stretch of then-new U.S. Highway 99, today known as both California State Route 111 and California State Route 86 as well as Interstate 10 which replaced it between Indio and Los Angeles. She is credited with painting a white stripe down the middle of 99 near Coachella in order to separate the two lanes of traffic — the first ever pavement marking of its kind. In Arizona, as well as Jacksonville, the highway is designated the "Pearl Harbor Memorial Highway". The portion through Phoenix is named the "Papago Freeway". In Houston, from the western suburb of Katy to downtown, I-10 is known as the "Katy Freeway" and east of downtown, it is known as the "East Freeway." In southeastern Louisiana, the final stretch of I-10 through the Mississippi state line is known as the "Stephen Ambrose Memorial Highway". The "Atchafalaya Swamp Freeway" marks the 18.2 mile elevated stretch of I-10 over the Atchafalaya River and surrounding swamp. Interstate 10 is often viewed as the "loneliest interstate highway in America," since it passes through some of the most desolate regions in the nation.

Alternate Routes

I-310 and I-510 are parts of what was slated to be I-410 and act as a southern bypass of New Orleans, Louisiana. I-610 is a shortcut from the eastern to western portion of New Orleans avoiding the I-10's detour into New Orleans' Central Business District. Interstate 12 between Baton Rouge, Louisiana and I-59 near the Louisiana/Mississippi state line is actually a shorter route than I-10 between the two adjoining points, since I-10 dips to the south to go through New Orleans. Those traveling to or from Baton Rouge who do not wish to detour into New Orleans should leave I-10 and take I-12 for its entire route until it again meets with I-10. NOTE: In the aftermath of Hurricane Katrina, the Twin Span, a portion of I-10 between New Orleans and Slidell spanning the eastern end of Lake Pontchartrain has been severely damaged, causing a break in I-10. But unlike the Escambia Bay Bridge (east of Pensacola, Florida) which is a major artery, Interstate 12 is available to bypass New Orleans. The section between Baton Rouge and New Orleans is functioning as an I-x10 spur route as a result. On October 14, 2005 at 3:00 PM, the eastbound span was reopened to two way traffic. In Mississippi, the twin spans crossing the Pascagoula River were opened on October 1 and are now operational, making that state's portion fully fuctional. I-610 is also the designation for the "loop" circling Houston, Texas. I-410 is also the desgination for the "loop" circling San Antonio, Texas.

Length

Major cities along the route

From West to East:
- Los Angeles, California
- San Bernardino, California
- Palm Springs, California
- Phoenix, Arizona
- Tucson, Arizona
- Las Cruces, New Mexico
- El Paso, Texas (Junction with Interstate 20)
- San Antonio, Texas (Junction with Interstate 35 and Interstate 37)
- Houston, Texas (Junction with Interstate 45)
- Beaumont, Texas
- Lake Charles, Louisiana
- Lafayette, Louisiana
- Baton Rouge, Louisiana
- New Orleans, Louisiana
- Gulfport, Mississippi
- Biloxi, Mississippi
- Mobile, Alabama
- Pensacola, Florida
- Crestview, Florida
- Tallahassee, Florida
- Lake City, Florida (Junction with Interstate 75)
- Jacksonville, Florida

Intersections with other Interstates


- Interstate 405 in West Los Angeles, California
- Interstate 110 and Interstate 5 southwest of downtown Los Angeles, California
- Interstate 710 in East Los Angeles, California
- Interstate 605 in El Monte/Baldwin Park, California
- Interstate 15 in Ontario, California
- Interstate 215 in San Bernardino, California
- Interstate 17 in Phoenix, Arizona
- Interstate 8 in Casa Grande, Arizona
- Interstate 19 in Tucson, Arizona
- Interstate 25 in Las Cruces, New Mexico
- Interstate 20 near Kent, Texas
- Interstate 35 and Interstate 37 in San Antonio, Texas
- Interstate 45 in Houston, Texas
- Interstate 49 in Lafayette, Louisiana
- Interstate 110 and Interstate 12 in Baton Rouge, Louisiana
- Interstate 55 in La Place, Louisiana
- Interstate 12 and Interstate 59 in Slidell, Louisiana
- Interstate 65 in Mobile, Alabama
- Interstate 110 in Pensacola, Florida
- Interstate 75 in Lake City, Florida
- Interstate 295 and Interstate 95 in Jacksonville, Florida

Spur routes

Jacksonville, Florida
- Los Angeles, California - I-110, I-210, I-710
- El Paso, Texas - I-110
- San Antonio, Texas - I-410
- Houston, Texas - I-610
- Lake Charles, Louisiana - I-210
- Baton Rouge, Louisiana - I-110
- New Orleans, Louisiana - I-310, I-510, I-610, I-910
- Spur to Biloxi, Mississippi - I-110
- Pensacola, Florida - I-110

Notes


- In August 2005, Hurricane Katrina's winds and storm surge have resulted in the complete collapse of at least part of the I-10 Twin Spans across Lake Pontchartrain linking New Orleans to Slidell. On October 14, 2005 at 3:00 PM, the eastbound span was reopened to two way traffic. The hurricane also damaged the I-10 bridge in Jackson County, Mississippi closing the road there as well. On October 1,2005, all four lanes are now open.
- In September 2004, Hurricane Ivan's storm surge pushed up and washed out part of I-10 at the causeway over Escambia Bay near Pensacola, Florida. Westbound lanes had only a couple of sections missing, while eastbound lanes are almost completely gone for a ¼-mile (400m) section. [http://www.wesh.com/news/3741143/detail.html]
- In January 1994, the I-10 overpasses over La Cienega and Venice Boulevards in Los Angeles, California collapsed during the Northridge earthquake. This section of freeway bears one of the heaviest traffic loads in California, and was reopened just 66 days later after emergency around-the-clock construction.
- The interstate's route through Phoenix was hotly contested in the 1960s and 1970s. A plan proposed by the Arizona Department of Transportation involved city block-sized 270-degree "helicoils" that would connect motorists to freeway lanes 100 feet (30 m) in the air, but voters killed it in 1973 as a result of opposition from the Arizona Republic and a growing nationwide anti-freeway sentiment. Ten years later, ADOT unveiled the current below grade plans. Despite local opposition, Interstate 10 was finally completed on August 10, 1990.
- I-610 in New Orleans and the aforementioned I-12 make I-10 one of only two interstates in the country to have two "bypasses" shorter than its normal travel. The other is I-64, which has two shorter "bypasses" in the Hampton Roads area.
- I-10 is one of the very few interstates that have at-grade intersections (roads that intersect it at a 90 degree angle, as opposed to an overpass with on and off ramps). They occur in western Texas.
- I-210 was planned as a bypass of Mobile, Alabama, but it was never completed. The highway was eventually renamed I-165.
- As of November, 2005, I-210 in California does not actually connect to either I-10 or any other I-10 spur route. This is expected to change when construction of a ten-mile connector is completed in western San Bernadino county, and SR-30 and SR-210 are redesignated as I-210. The construction is schedule for completion on or before 2010.
- Mile marker 880 (and the corresponding exit number) near Orange, Texas are the highest numbered mile marker and exit on the interstate highway system, or for that matter, on any freeway in North America.

State Law

California

Legal Definition of Route 10: [http://en.wikisource.org/wiki/California_Streets_and_Highways_Code%2C_Chapter_2%2C_Article_3%2C_Section_301-635#Route_10 California Streets and Highways Code, Chapter 2, Article 3, Section 310]

External links

California


- [http://www.westcoastroads.com/california/i-010.html WestCoastRoads - I-10]
- [http://www.cahighways.org/009-016.html#078 California Highways: I-10]
- [http://www.geocities.com/bennyp81/ca10.html The Big Highways Page: California Route 10]
- [http://www.dot.ca.gov/hq/traffops/signtech/calnexus/reports/tenwest.htm Cal-NExUS: Route 10 West]
- [http://www.dot.ca.gov/hq/traffops/signtech/calnexus/reports/teneast.htm Cal-NExUS: Route 10 East]

Arizona


- [http://www.arizonaroads.com/interstate/i10.html I-10 at arizonaroads.com]
- [http://www.arizonaroads.com/urban/papago.html Papago Freeway at arizonaroads.com]

Florida


- [http://www.dot.state.fl.us/planning/statistics/gis/default.htm FDOT] GIS data Category:Hurricane Katrina 10 10 10 10 10 10 10 10 Category:U.S. Highway 66 10

Chicago, Illinois

Chicago, colloquially known as the "Second City" and the "Windy City", is the third-largest city in population in the United States, following New York City and Los Angeles, and the largest inland city in the country. Chicago is located in the Midwestern state of Illinois along the southwestern shore of Lake Michigan. It is the largest city and the county seat of Cook County. When combined with its suburbs and eight surrounding counties, the greater metropolitan area known as Chicagoland encompasses a population greater than 9 million people. Growing from a frontier town in 1833 to one of the world's premier cities, Chicago is ranked as one of 10 "Alpha" (most influential) world cities by the Globalization and World Cities Study Group & Network. Today, Chicago is the financial, transportation, and cultural capital of the American Midwest. The city has long been known around the world as a financial, industrial, and transportation center and for its ethnic diversity. Chicago's skyscrapers, local cuisine, political traditions, and sports teams are some of the most recognized symbols of the city. A variety of colloquial nicknames reflect Chicago's unique character. A resident of Chicago is referred to as a Chicagoan. About one-third of Chicagoans are White, another third African-American, and the rest Hispanic or from other ethnic groups. Chicago also has many dozen distinct neighborhoods to match the ethnic diversity; the city is divided into 77 official community areas.

History

Early days

During the mid 1700s, the Chicago area was inhabited primarily by Potawatomis, who took the place of the Miami and Sauk and Fox who had controlled the area previously. The name Chicago originates from "Checagou" (Chick-Ah-Goo-Ah) or "Checaguar," which in the Potawatomi language means "garlic" (not "onions" or "skunk"). The area was so named because of the smell of rotting marshland wild leeks (ramps) that once covered it. The first non-native settler in Chicago was Jean-Baptiste Pointe du Sable, a Haitian of African descent, who settled on the Chicago River in the 1770s and married a local Potawatomi woman. In 1795, following the War of the Wabash Confederacy, the area of Chicago was ceded by the Native Americans in the Treaty of Greenville to the United States for a military post. In 1803, Fort Dearborn was built and remained in use until 1837, except between 1812 and 1816 when it was destroyed in the Fort Dearborn Massacre during the War of 1812.

Incorporation and growth

War of 1812 On August 12, 1833, the Town of Chicago was incorporated with a population of 350. The first boundaries of the new town were Kinzie, Desplaines, Madison, and State streets, which included an area of about three-eighths of a square mile (1 km²). Within seven years the primarily French and Native American town had a population of over 4,000. Chicago was granted a city charter by Illinois on March 4, 1837. The opening of the Illinois and Michigan Canal in 1848 allowed shipping from the Great Lakes through Chicago to the Mississippi River and on to the Gulf of Mexico. The first rail line to Chicago, the Galena & Chicago Union Railroad, was completed the same year. These projects foreshadowed Chicago's eventual development into the transportation hub of the United States. Chicago also became home to national retailers, including Montgomery Ward and Sears, Roebuck and Company, offering catalog shopping using the city's expansive transportation connections. Sears, Roebuck and Company The geography of Chicago presented early citizens with many problems. The prairie bog nature of the area provided a fertile ground for disease-carrying insects. Early on, Chicago's population and commerce growth was stymied by lack of good transportation infrastructure. During spring, Chicago was so muddy from the high water that horses would be stuck past their legs in the street. One dirt road was so hazardous that it became known as the "Slough of Despond". Comical signs proclaiming "Fastest route to China" or "No Bottom Here" were placed to warn people of the mud. To address these transportation problems, the Board of Cook County Commissioners decided to improve two country roads toward the west and southwest. The first road crossed the "dismal Nine-mile swamp" and Des Plaines River to the west, then continued southwest to Walker's Grove, now known as Plainfield. The second road headed south, but its exact route is disputed. Early Chicago was also plagued by sewer and water problems. Many people described it as the filthiest city in America. To solve the problems, the city initiated the creation of a massive sewer system. In the first phase sewage pipes were laid across the city above-ground, with gravity moving the waste. The second phase, executed in 1855, involved raising the level of the city by four to seven feet (one to two meters); this was done by jacking up buildings and placing fill in order to raise streets above the swamp and the newly-laid sewer pipes. By 1857, Chicago was the largest city in what was then known as the Northwest. In a period of 20 years, Chicago's population grew from 4,000 to over 90,000 people. The 1860 Republican National Convention in Chicago nominated home-state candidate Abraham Lincoln for U.S. president. At the election of April 23, 1875 the voters of Chicago chose to operate under the Illinois Cities and Villages Act of 1872. Chicago still operates under this act in lieu of a charter. The Cities and Villages Act has been revised several times since, and may be found in Chapter 65 of the Illinois Compiled Statutes.

Great Chicago Fire

In 1871, most of the city burned in the Great Chicago Fire. The damage from the fire was immense; 300 people died, 18,000 buildings were destroyed and nearly 100,000 of the city's 300,000 residents were left homeless. One of the factors contributing to the fire's spread was the abundance of wood; the streets, sidewalks and many buildings were built of wood. Some would say that this is what has led to the current tradition of most Chicagoans building with brick and steel. While at the time the fire damage was devastating, history has shown that it proved to be a benefit to the city and surrounding communities. It afforded city planners the opportunity to begin with a clean slate and fix the mistakes of the past. In the following years it led to a building boom that cemented the city's status as the transportation hub of America, the building of the world's first skyscraper and the adoption of the grid system. All of these factors contributed to a long term framework for robust and continued growth.

Geography

grid systemgrid system Chicago is located in northeastern Illinois at the southwestern tip of Lake Michigan. When Chicago was founded in the 1830s most of the early building began around the mouth of the Chicago River. According to the U.S. Census Bureau, Chicago has a total area of 606.1 km² (234.0 mi²), of which 588.3 km² (227.1 mi²) is land and 17.8 km² (6.9 mi²) is water. The total area is 2.94% water. The city has been built on relatively flat land; the average height of land is 579 feet (176 meters) above sea level. The city lies beside Lake Michigan and two rivers, the Chicago in downtown and the Calumet in the industrial far South Side, entirely or partially flow through Chicago. The Chicago Sanitary and Ship Canal connects the Chicago River with the Des Plaines River, which runs to the west of the city.

Climate

Chicago is known as a city of climate extremes. While winters can often be bitterly cold, extreme summer heat waves are not uncommon. Chicago has a temperate climate, typical of the U.S. Midwest, with hot summers and frigid winters, subject to extremes in both seasons (though Lake Michigan has a moderating effect close to shore). Weather typical of each season can arrive unusually early or late. For example, it has snowed in September (1942) and reached 90 °F (33 °C) in March (1982). The greatest recorded single-day temperature difference was more than 65 °F (31 °C) on (February 8, 1900). 1900 In a typical Chicago summer, average high temperatures are 72 °F to 84 °F (23 °C to 28 °C), with overnight lows averaging 62 °F (17 °C). Yearly precipitation averages about 33 inches (838 mm). Summer is the rainiest season, with short-lived rainfall and thunderstorms more common than prolonged rainy periods. On average, temperatures exceed 90 °F (33 °C) on 20 days each summer. The highest temperature reached in Chicago is an unofficial 109 °F (44 °C) on July 24, 1935. Winter in Chicago is a variable and fickle season. On average Chicago receives a total of 37.0 inches (95 cm) of snow, though total snowfall has ranged from 9.8 to 87.0 inches (25 and 223 cm). Typical snowfall accumulation is around 2 inches (5 cm), but about once a year Chicago experiences 10 to 14 inches (26 to 36 cm) of snow in one day. Temperatures can vary widely in the span of one week, and extended periods of temperatures below 32 °F (0 °C) are not uncommon in January and February. The temperature in January averages about 25 °F (-4 °C) in the afternoon and 10 °F (-12 °C) at night. Temperatures drop below 0 °F (-18 °C) an average of 15 days each winter. Although rare, the temperature can climb to 50 °F (10 °C) or higher in winter.

2004 Chicago Earthquake

An earthquake registering about 4.3 on the Richter scale shook some buildings in Chicago at 1:10 A.M. on June 28 2004. The epicenter of the earthquake was in Ottawa, Illinois and sparked worries that the New Madrid fault might become active again. An earthquake of 6 or higher in the Missouri Fault might cause moderate to high damage in Chicago.

Law and Government

New Madrid fault] The government of the City of Chicago is divided into executive and legislative branches. The mayor is the chief executive, elected by general election for a term of four years. The mayor appoints commissioners and other officials who oversee the various departments. The current mayor is Richard M. Daley, a Democrat. In addition to the mayor, Chicago's two other citywide elected officials are the clerk and the treasurer. The City Council is the legislative branch and is made up of 50 aldermen, one elected from each ward in the city. The council enacts local ordinance and approves the city budget. Government priorities and activities are established in a budget ordinance usually adopted each November. The council takes official action through the passage of ordinances and resolutions.

Politics

Former Chicago Mayor Richard J. Daley once led a political machine called the Chicago Democratic Machine. Another point of interest is the party leanings of the city. For much of the last century, Chicago has been considered one of the largest Democratic strongholds in the United States. For example, the citizens of Chicago have not elected a Republican mayor since 1927, when William Thompson was voted into office. Today only one Alderman member is Republican. Chicago's politics lean famously to the left compared to the rest of the midwest, and it is often said that Chicago is the "East Coast" of the Midwest. All precincts of the city voted for Al Gore in 2000 and John Kerry in 2004. Social liberalism is strong in the city, with a strong majority of Chicagoans supporting welfare programs and the pro-choice movement. In 2004, Mayor Richard M. Daley rejected a proposal to legalize same-sex marriage in the city. The issue was controversial especially in Illinois, since the state is arguably the most varied in terms of liberal urban areas vs conservative rural areas. In partisan elections, such as for the State Legislature and U.S. Congress, most elections are won by Democrats, such as the landslide win of Barack Obama in 2004.

Law enforcement

Barack Obama The Chicago Police Department, also known as the CPD, is the principal law enforcement agency of Chicago, under the jurisdiction of the mayor of Chicago. It is the largest police department in the U.S. Midwest and the second largest in the nation (with 13,619 sworn officers and 2,625 other employees as of 2003), and one of the oldest organized police forces in the world. Currently, the Chicago Police Department is nationally accredited by the Commission on Accreditation for Law Enforcement Agencies. There are twenty-five police districts, each led by a commander. Each commander oversees a network of administrative and operational departments that include patrol officers, detective forces, and other investigative units. Commanders report to the superintendent of police who in turn is subject to the authority of the mayor of Chicago. Related topics
- Chicago City Hall
- List of Chicago city departments
- List of mayors of Chicago
- Municipal Flag of Chicago
- Chicago City Council
- Chicago Police Department
- Chicago Fire Department
- Sister Cities of Chicago
- [http://library7.municode.com/gateway.dll/IL/illinois/7539?f=templates&fn=default.htm&npusername=13322&nppassword=MCC&npac_credentialspresent=true&vid=default Municipal Code of Chicago]

People and culture

Demographics

People living in Chicago are called "Chicagoans." The term is also sometimes applied to those living in one of the neighboring communities. As of the census of 2000, there are 2,896,016 people, 1,061,928 households, and 632,909 families residing in the city of Chicago proper. This encompasses about one-fifth of the entire population of the state of Illinois and 1% of the population of the United States. The population density is 4,923.0/km² (12,750.3/mi²). There are 1,152,868 housing units at an average density of 1,959.8/km² (5,075.8/mi²). The racial makeup of the city is 31.32% White, 36.39% Black or African American, 26.02% Hispanic or Latino, 0.15% Native American, 4.33% Asian and Pacific Islander, .15% from other races, and 1.64% from two or more races. For changes between the 1990 and 2000 census, see [http://www.chicagoneighborhoods.cc/chicago-demographics.html]. other races The city itself makes up 23.3% percent of the total population of Illinois, down from a top 44.3% in 1930. Chicago's unique culture arises from it being a melting pot, with nearly even percentages of Caucasians and African-Americans and a sizeable Hispanic minority. The main European ethnic groups in Chicago are the Irish, Germans, Italians and Polish. Chicago has a large Irish-American population on its South Side. Many of Chicago's politicians have come from this population, including the current mayor, Richard M. Daley. Chicago has the largest populaton of Swedish-Americans of any city in the US, numbering 123,000. After the Chicago fire, many Swedish carpenters helped to rebuild the city, which is why it is sometimes called the city the Swedes built. Today, Chicago has the largest ethnically Polish population outside of Poland, making it one of the most important Polonia centers. Polish food and customs have melted into the culture of the city. Chicago is also considered to be the second-largest Serbian, Lithuanian and Greek city in the world. The city also has the country's largest Assyrian population, numbering as many as 80,000 and is the location of the seat of the head of the Assyrian Church of the East, Mar Dinkha IV. The Chicago Metropolitan area is also becoming a major center for Indian Americans and South Asians. Chicago has the third largest South Asian population in the country, after New York City and San Francisco. The Devon Avenue Market on Chicago's north side is an example of this, as it is one of the largest South Asian neighborhoods in North America. There are 1,061,928 households, of which 28.9% have children under the age of 18 living with them, 35.1% are married couples living together, 18.9% have a female householder with no husband present, and 40.4% are non-families. Of all households, 32.6% are made up of individuals and 8.7% have someone living alone who is 65 years of age or older. The average household size is 2.67 and the average family size is 3.50. Of the city population, 26.2% are under the age of 18, 11.2% are from 18 to 24, 33.4% are from 25 to 44, 18.9% are from 45 to 64, and 10.3% are 65 years of age or older. The median age is 32 years. For every 100 females there are 94.2 males. For every 100 females age 18 and over, there are 91.1 males. The median income for a household in the city is $38,625, and the median income for a family is $42,724. Males have a median income of $35,907 versus $30,536 for females. The per capita income for the city is $20,175. Below the poverty line are 19.6% of the population and 16.6% of the families. Of the total population, 28.1% of those under the age of 18 and 15.5% of those 65 and older are living below the poverty line.

Museums and galleries

In 1998, the City of Chicago officially opened the Museum Campus, a 10 acre lakefront park surrounding three of the city's main museums, the Field Museum of Natural History, the Shedd Aquarium and the Adler Planetarium. The Museum Campus was constructed on the southern section of Grant Park. The construction project involved re-routing Lakeshore Drive to make room for the new park. Grant Park is also home to Chicago's other major downtown museum, the Art Institute of Chicago. Some other major museums and galleries of the Chicago area include:
- Adler Planetarium and Astronomy Museum, 1300 S. Lake Shore Dr.
- Art Institute of Chicago, 111 S. Michigan Ave. One of the premier art museums in the United States. Famous pieces include American Gothic by Grant Wood, and A Sunday Afternoon on the Island of La Grande Jatte by Georges Seurat. The Museum is partnered with The School of the Art Institute of Chicago.Georges Seurat
- Chicago Cultural Center ([http://www.ci.chi.il.us/Tourism/CultureCenterTour/ Home Page]), 78 E. Washington St. Built in 1897 as Chicago's first public library, the building now houses the city's Visitor Information Center, galleries, and exhibit halls. The ceiling of Preston Bradley Hall includes a 38-foot Tiffany glass dome.
- Field Museum of Natural History, 1400 S. Lake Shore Dr., Chicago's natural history museum. Highlights include Sue, the largest Tyrannosaurus rex skeleton in the world as well as a great, kids-friendly Egyptian exhibit.
- Mexican Fine Arts Center Museum, 1852 West 19th St., a museum dedicated to Mexican, Latino and Chicano art and culture.
- Museum of Contemporary Art, 220 E. Chicago Ave. Art of all types from around the world made since 1945.
- Museum of Science and Industry in Chicago, 5700 S. Lake Shore Dr.
- Oriental Institute, part of the University of Chicago, one of the best collections of ancient Egyptian and Near Eastern archeology in the world.
- Shedd Aquarium, 1200 S. Lake Shore Dr. Located on the Museum Campus, the Shedd Aquarium is home to a large collection of marine life from throughout the world. The Pacific Northwest–themed Oceanarium features dolphins, whales, and other animals from the region, as well as a panoramic view of Lake Michigan. The aquarium was the largest indoor aquarium in the world until the Georgia Aquarium opened in November 2005.

Performing arts

2005 Chicago is a well-known theater capital and the birthplace of improvisational comedy, where it remains extremely popular. The city is home to The Second City and ImprovOlympic, two of the largest comedy troupes in the world. Many world-famous actors and comedians are Chicagoans or came to study in the area, particularly at Northwestern University in Evanston. The form itself was invented at the University of Chicago in the 1960s by an undergraduate performance group called the Compass Players, whose members went on to found Second City. (In honor of this, Second City returns to the school on major anniversaries to perform free shows.) Since its founding in 1976 as an ensemble effort, Steppenwolf Theatre Company on the city's north side has nurtured a generation of gifted actors, directors and playwrights and grown into an internationally renowned company of thirty-five artists. Many other theatres, from new performances spaces to landmark houses like the Chicago Theatre on State and Lake, present a wide variety of plays and musicals, both touring shows and original works, such as the premiere in December 2004 of the Tony Award winner for Best Musical in 2005, Spamalot. The Lyric Opera of Chicago was founded in 1954 and performs in the Civic Opera Building, which was built in 1929 on the east bank of the Chicago River and is the second-largest opera auditorium in North America, with 3,563 seats. The Lyric Opera purchased the Civic Opera House from the building's owner in 1993. The company has reported an average of 100% sales for the past 16 years and approximately 34,000 subscribers for its six-month season.

Music

Chicago has made many significant pop-cultural contributions. In the field of music, Chicago is well-known for its Chicago blues, Chicago soul, Jazz, and Gospel. It is known as the birthplace of the House style of music, whose history is related to the development and fostering of the techno electronic style of music in nearby Detroit. The Hip-Hop scene in Chicago is also very influential, with major artists including Kanye West, R. Kelly, and Common. The rock band Chicago was named after the city, although its original name was the Chicago Transit Authority. The band's name was shortened to Chicago after the CTA threatened to sue them for unauthorized use of the original. The Chicago Symphony Orchestra, one of the nation's oldest and most respected symphony orchestras, plays its concerts at the historic Symphony Center in downtown Chicago. One of the most influential bands of the mid 1990s' alternative music era, The Smashing Pumpkins, hail from Chicago.

Cuisine

Chicago's signature foods reflect the city's ethnic and working-class roots. Chicago deep-dish pizza, popularized by Uno and Due pizzerias, is world renowned, although thin-crust and other styles of pizza are also popular throughout the city. A traditional Chicago hotdog is typically loaded with mustard, chopped onion, sliced tomato, pickle relish, celery salt and a dill pickle spear. It is somewhat taboo to put ketchup on a Chicago hotdog; there are actually some small hotdog shops and stands that will refuse service to you if you make the request. A Chicago hotdog is almost always made out of Vienna Beef, the largest provider of hot dog meat for Chicago. Chicago is also known for Italian Beef sandwiches and the Maxwell Street Polish (always served topped with grilled onions and mustard). Chicago also has a long list of world-renowned upscale dining establishments serving a wide array of cuisine from some of the most well-known chefs in the nation. Some notable destinations include [http://www.charlietrotters.com/index.asp Charlie Trotter's] (chef Charlie Trotter) on Armitage in Chicago's Lincoln Park neighborhood, Frontera Grill, a gourmet Mexican restaurant owned by Food Network star Rick Bayless, and The Everest, a new-French restaurant on the top floor of the Chicago Stock Exchange building downtown.

Media

Chicago commands the third-largest market in North America (after New York City and Los Angeles; although Mexico City has a larger population, its market does not hold such importance) and as such has many different forms of media and outlets to support its status. All of the major US television networks have subsidiaries in Chicago. Chicago's local WGN-TV, which is owned by the Tribune Company, is carried (with some programming differences) as "Superstation WGN" on cable nation-wide. There are two major daily newspapers published in Chicago, The Chicago Tribune and the Chicago Sun-Times, with the former having the larger circulation. There are also a number of regional and special-interest newspapers such as the Daily Southtown, the Chicago Defender and the Chicago Reader. Local blog sites of note are Gapersblock, [http://www.flowfeel.com FlowFeel] and Bookslut.

Crime

Despite its prosperity and reputation as a safe city, Chicago's crime situation in the latter half of the 20th century, and the early years of the 21st, has often been less than ideal. In addition to its gangland problems, starting in the late 1960s Chicago, like many other major American cities, saw a major rise in violent crime which took decades to reverse. Murders in the city peaked first in 1974, with 970 murders for the year when the city's population was over three million, resulting in a murder rate of around 28.8 per 100,000; and again in 1992, with 943 murders for the year when the city had fewer than three million people, resulting in a murder rate of 33.87 per 100,000. Following 1992, the murder count slowly petered down to 703 by 1999; by this time, it had the most murders of any big city in the country and continued to until 2004. That year, after adopting crime-fighting techniques recommended by the New York Police Department and the Los Angeles Police Department, Chicago recorded 448 homicides, the lowest total since 1965. Despite the impressive gains, however, the city's murder rate of 15.65 (going by the 2004 population estimate) is still higher than those of New York, Boston, San Francisco, and even Los Angeles. Chicago has been among the first US cities to build an integrated emergency response center to coordinate the city's response to terrorist attacks, gang violence, and natural disasters in the city. Built in 1995, the center is integrated with over 2000 cameras, a direct link to the National Counter-Terrorism Center, and communications with all levels of city government. Recently installed anti-crime cameras have been introduced and are capable of pinpointing gunshot sounds, calculating where the shots were fired, and pointing and zooming the cameras in the direction of the shots. So far early results show these new cameras to be highly effective in reducing crime within a 2 block radius. Placed in residential areas, these cameras cause some Chicagoans to feel uneasy about being so closely watched. They have prompted some calls of discrimination since these cameras are prevelant in Black and Latino communities. The FBI often does not accept crime statistics submitted by the Chicago Police Department, which tallies data differently than other cities. For instance, the police record all criminal sexual assaults as opposed to only rape, like other police departments do; and aggravated battery is counted along with the standard category of aggravated assault. As a result, Chicago is often omitted from studies like Morgan Quitno's annual "Safest/Most Dangerous City" survey.
- http://www.usatoday.com/news/nation/2005-06-06-crime-drop_x.htm?POE=NEWISVA
- http://www.cityofchicago.org/police

Economy

Morgan Quitno] Chicago has been a center for commerce in the United States for most of its modern history. Today, Chicago remains the United States' second financial center with the nation's second largest central business district and third largest gross metropolitan product. In fact, Chicago's gross metropolitan product would rank 18th in the world if it were a nation-state, at approximately 380 billion dollars. Before it was incorporated as a town in 1833, the primary industry was the fur trade. Chicago's early explosive growth led many land speculators and enterprising individuals to the area. Situated on the Great Lakes and with so many new people settling the area, Chicago became an ideal location for shipping and receiving goods. With that, many railroads started to be built from Chicago to other parts of the country, further aiding the growth of the city. Additionally, the building of the Illinois and Michigan Canal helped move goods south down the Mississippi River. In the 1840s, Chicago became the largest grain port in the world, shipping food from the Mississippi Valley region which was also growing into the largest food-producing region in the world. In 1848, Chicago built its first grain elevator, and, in 1858 there were twelve grain elevators dotting the skyline. Carl Sandburg described Chicago as a "stacker of wheat", and some would argue that the grain elevators were Chicago's first skyscrapers. In the 1850s and 1860s Chicago's pork and beef industry exploded. Great entrepreneurs such as Gustavus Swift and Philip Armour helped the area to