Transportation Resources GREGOIRE GUTZEIT AND ALLEN EVERElT GEUERhL AMERICAN TRANSPORTATION COW., 135 S. LA S U E ST, CHICAGO. Iu.
.
T h i s paper discussea the transportation facilities offered by five states located in the north central region of the country. It offem pertinent statistical data and commen- on m - ~of long-distance materials hauling, including transportation by water, pipelines, trucks, rail and air, to, from, and within this geographical a m , which boats a high concentration of industry and is probably the moat important canter of far-flung transportation v a t e m .
hibited discriminatory rate differentials against gmds brought int.0 Chicago hy other than rail transportation. Also the rail rate increases granted since World War I1 had the effectof making water transportation more attractive. Lastly, the construction of oil refineries, terminals, and farm equipment factories brought other chemical companies and parts planta into the area (I). The principal commodities transported on the Waterway are crude petroleum from the Gulf Coast and coal, wheat, and gravel from within Illinois. In addition, there are sulfur, phosphates, chemicals, aluminum, and magnesium in decreasing order of volume ( 1 ) . Less than 15% of the traffic is southbound, and the expense of moving empty equipment downstream must be added to the cost to northward shippers ( 1 ) . There is, however, a considerable movement of iron and steel products and of petroleum southbound, The percentage composition of the traffic of lhe Waterway in 1948 was:
C
HOICE 01 ehrmieal plant location in B given region is dirtated primarily hy conditions such as availability of raw materials, manpower, water supplies, possibilities for economic waste disponsl, cheap power, and, last hut not least, transportation facilities. Because the Chicago area, terminal or converging point of most larger railroads, lake shipping, and airlines, is approximately the geographic center for the East North Central States, transportation opportunities are particularly ahundant, except on the outer fringes of the northernmost states under consideration. Moreover, from a general point of view, the region under discussion is strategically located, straddling the East, the West, and the South; as a result, it enjoys-particularly from a rail transportation point of view-the benefit of the rate situations of the three territories, as well LLSthe relative proximity to the most important markets and raw materials supply sources of this country.
Commodity Coal Sand and gravel Petroleum Grain Sulfur Others
The Waterway is 327 miles long, has a minimum depth of 9 feet maintained by seven locks 110 X 600 feet, and is capable of handling 10,ooO tows consisting of ten barges and a towboat (I). The Waterway reaches the Lake either through the Chicago Sanitary and Ship Canal and Chicago River or through the Sng Channel and Calumet River. Both of these routes are quite difficultespecially the Sag Channel, on which extra tariffs are chargedfor they are narrow, have sharp turns, and many bridges. On this part of the Wateraay, only two to four barge tows and small towboats may be used. Below Brandon Pool, just south of Joliet, the average tow consista of eight barges, and tawhoata have 88 much &B a600 hp. (compared with ahout 1200 hp. for those north of Brandon Pool). The largest towboata generally do not ascend the river beyond that point because of a 2 W f o a t channel, rock stream hed, and many locks (1). Because of the differing characteristics of the various portions of the Waterway, it is necessary t,o perform in many cases an operation known as “turning the taw” at the junction of two different stretches. In this operation, one or more smaller southbound towboats turn their tows over to a larger northbound boat to continue the trip downstream, while they take its tow back north to Chicago (1). The Waterway is generally open all year, though slight delays are often encountered in the winter due to floating ice. However, in 1948 and 1951, ice-hreaking operations were neceaswy, and delays of as much as 2 weeks were experienced. Lock repairs constitute an even more important cause of retardation, while congestion at the locks, fog, especially in the late fall, winter, and early spring, and high water also cause slowdowns (1). About three fourths of the tonnage on the Waterway originates
WATER TRANSPORTATION
f
Total Tonnage, % 30.1 21.5 15.5 12.0 4.0 3.1 ( I )
The five-state East North Central area ia especially rich in water transportation resources. In the first place, of course, there are the Great Lakes. These not only aRord fine transportation facilities within the district but also offer a connection with the East by way of the St. Lawrence River or the New York State Barge Canal and Hudson River. In addition, the region is joined by the Ohio River and also by the Illinois Waterway to the Mississippi River, and hence, by the Mississippi to the important raw materials source8 and developing industries of the Gulf Coast area. Thus, industries located in the five-state region can take advantage of the savings that water transportation often affords, especially in the movement of large volumes of goads. The Illinois Waterway was officially opened to traffic in 1935. It connects the Great Lakes at Chicago with the Mississippi at Graftan, above St. Louis. The volume of traffic on the Waterway has shown an almost continuous increase since its opening and had reached more than 12,ooO,OOO net tons annually hy 1951 ( 1 ) . The most rapid rise came after World War I1 when several factors combined to pmduoe a stronger concentration of industry along the northern end of the Waterway. The first of these factors was a new policy established hy the Chicago Sanitary Canal Trustees providing for the granting of long tern Ica2e3for as long as 99 yeare-on property which the) controlled adjacent to the northern reaches of the Waterway. Secondly, a 1947 Supreme Court decision against the eastern railroads prc-
497
INDUSTRIAL AND ENGINEERING CHEMISTRY
498
or terminates at docks of manufacturing companies situated on the Waterway, the remainder a t docks owned by carriers or terminal companies (1) Because of the great cost of transshipping goods, it is economical to be able to load or unload direct13 at the plant involved. This also permits longer use of the barge for storage (1). The barge industry estimates that, except in special situations, combined barge truck fares can compete successfully with rail fares only if the origin or destination of the goods is within 25 miles of the water ( 1 ) . In Chicago, with its many navigable canals, as well as the lake front, almost all sections of the city are within this distance of navigable water, and indeed most of the major industrial areas have sprung up along one of the waterrvays so that locations within them are much closer. Sctually, no major user of the Wateruag is more than 9 miles distant (I). Many of the tcrminals operated by carriers have accommodations for lake boats to permit transshipping, and also large warehouse facilities to allow the extension of the in-transit storage period. They arc also situated for access to rail lines and truck routes (1). As an example of the type of terminal facilities available at the Chicago end of the IVaterway, we may mention the tank terminal operated by General American Transportation Corp. at 68th St. and Harlem .4ve., about 15 miles from Chicago's Loop, on the Chicago Sanitary and Ship Canal. 'I his terminal has at present a total capacity of 1,250,000 barrels, and is being constantly expanded. Stoiage tanks of many sizes, ranging from 2500 to 80,000 barrels, are available. Products ariiving by barge are stored while awaiting transshipment to truck or tank car for distribution in the area. Among the principal products handled are the following: gasoline for service stations, fuel oil for retail distributors, other refined petroleum products, methanol, and caustic soda. About 90% of all the petroleum products brought into Chicago come either by barge or pipeline. Of this total, about one fourth moves by barge (1). Petroleum traffic on the Katervay doubled from 1943 t o 1950 (1). The sources of this traffic are Gulf Coast refineries and refineries in the Cast St. Louis-TT'ood River area of Illinoi~. There is also some brought in from Venezuela and the Carribean. Most of the traffir is in refined petroleum products, the crude oil moving by pipeline for the greatest part. In 1948, only 113,699 tons of crude oil reached Chicago by water as compared Rith 2,750,656 tons of refined products, and ordinarily the percentage of crude oil is even lower ( 1 ) . In general, barges are used to take up the slack in pipelines, for although the tonmile cost of baige transportation is loITer, the pipeline tariffs are generally preferable because of the more direct route. Also, pipelines permit more regular deliveig, less material loss, and require less administrative work ( 1 ) . On the other hand, river equipment represents a substantially smaller capital investment and ie more flexible ( 6 ) As an example of the relative cost of the various transportation media in moving bulk commodities, the following figures give the 1946 cost per ton-mile of petroleum transit, Carrier Truck Railroad Pipeline (gasoline) Pipeline (crude oil) Barge Tanker
Cost per Ton-Mile $0.06125 0.01696 0.00445 0.00344 0.00325 0.00082 (1)
Statistical averages of this type are inaccurate and should be considered as merely indicative, because they cannot present a complete picture of all secondary costs involved, such as maintenance and intermediate storage. The volumes that can be delivered by barge or pipeline are completely beyond the capacity of the railroads. One small petroleum barge, for example, holds 10,000 barrels, or as much as 42 tank cars. Thus an average Katerway tom, consisting of eight such barges, holds as much as 336 tank cars ( 1 ) . Kith such vol-
Val. 46, No. 3
umes, both the administrative cost, capital investment, and riinc required to transport it by railroad are excessive ( I ) . Rargc rates are subject to considerable fluctuat'ion since hulk commotlities such as petroleum are exempt'ed from ICC control ant1 :ire conveyed on a contract basis. Rates for long haul movements have varied from 2 3 Ia to 33/a mils per t,on-niile, nith those for short hauls, such as FT7ood River to Chicago, perhape a quarter of a mil higher. Rates southbound are much lower becauso of the larger number of empties traveling in that direction ( 1 ) " Although most of the traffic on the Illinois WaterlTay moves between Chicago and either other points in Illinois or point's on the lower Mississippi, there are also four other supply and markct zones of lesser importance: the Ohio River and its ports, the ports on t,he upper Mississippi, Memphis on the middle Mississippi, and the Tennessee Valley ( 11. The other significant river highway in the region is the Ohio River with its navigable tributaries, the Allegheny and Monongahela extending into Pennsylvania, the Kanawha into Kcst 1%ginia, and the Tennessee and Cumberland into Kentuc-li-j, Tcnnessee, and northern Alabama. The Ohio extends 981 niiles from Pittsburgh to its junction with the Mississippi at Cairo, 111. The volume of traffic on the Ohio exceeds that on t'he Illinois Waterway even more than in proportion t80the differencc in lengt'h. The tonnage shipped on the Ohio in 1950 v a s 48,508,000, the annual t'onnage having shown a continuous increase in the postJvar period from 33,868,000 in 1045 (10). The previous jww, the average volume of petroleum traffic on the Ohio vas 223,437 barrels per day as compared with 49,499 barrels per day on the Illinoi~Waterway (8). In that )-car therc was a total of 1452 oil barges on the Mississippi River System and the Gulf Intracoastal Wat'erway with a total carrying capacity of 13,386,475barrels (8). The Ohio River, between Pittsburgh and Cairo, has a miiiimum channel depth of 9 fect'. Bctween th t.here is a total of 46 locks. Many of the remarks made on the Illinois \Vatern-a)- hold also for the Ohio. Being farther south, traffic on the Ohio is less YUSceptible to delay in wint'er. There are, however, oft'en serious spring floods to cont,end with. There is a greater balance on the Ohio between t,raffic bound upstream and downstream. For the year 1950, for which the total tonnage has been given, the Iriilfic may be broken down direct,ionallyas follon s: Tons 11,279,000 11,154,000 19,946,000 6,219,000 (10))
Up (including through) D o m (including through) Inbound Outbound
The chief advantages of barge t'raiisportation are the same on both the Ohio and Illinois. Bargc transportation is slow and apt t'o involve schedule irregularities, particularly ae there is no alternate route if locks are closed or congestcd. Because of the great volumes possible ivith barge shipment'P, they are most profituhlc for long haul transportation of relatively low cost. bulky commodities. The terminal can be integrated wit'li plant facilities to eliminate the cost of transshipmmt (IO). Dcspite the great and growing import'ance of the rivers as tra.nsportation routes, the Great Lakes remain the most important of the inland waterways. In 1950, total receipts at Great Lakes ports amounted to 176,000,000 tons and total shipments to 193,000,000 tons. The amounts for some of the principal lake p0rt.s in the same year Jvere as follows: Port Chicago (including Water\vay) Cleveland Detroit Xiln aukee Toledo Indiana harbor
Receipt 9. Tons 15,813,000 17,375,000 21,090,000 7,357,000 4.640 000 10;355;000 I
Shipments, Tons 4,093,000 382,000 1,298,000 1,421 ,000 29.307.000 51182;OOO (10)
INDUSTRIAL A N D ENGINEERING CHEMISTRY
Maroh 19%
The volumes of petroleum traffic on the five lakes individually for the year 1949 were: Lake Michigan Lake Superior Lake Humn blre Erie
Barrels per Day 108,098 8,488 39,650
60,m
Lake Ontario
1,773 (8)
By April 1951,there were eighteen self-propelled tank vessels with a capacity of 715,3!BI barrels and nixteen bawn with a capacity of 117,509 barrals operstins on the lakes (8). By 1952, the l&e fleet had a grcm tonnage of 3,384,791 tons and a total aarrying capacity of 4,833,647tons (7). The Oreat Lakes have two outlets to the East,the New York State Barge Canal and the St. Lawrence River. In 1949, the former carried 83,597 barrels per day of petroleum products (8). At the present timethe Et. Lawrence River haa a minimum depth of 14 feet, but this will be inomad to 27 feat if and when the projected Et. Lawrence Watenvay is completed. The Detroit and St. Mary’s r i v m m e at present to limit the draft of lake v-1-t l e s t thoae which travel went of Detroit-to lese than 25 feet (7), and, in fact, most of the vessels now o p e r a k h v e a draft of lass than22 feat. These v-Is have a carryins capacity of srrmnd 12,000 tons, while those with 24-foot draft may have
nearlyzo,000tonscapacity(8). The five states under discuasion, then, enjoy water transport+ tion facilities nearly comparable to those of a ooastal district. There 838 wide opportunities for water-borne ahipmeut within the district, M well M water routen connecting with the Atlantic and Mf Cossts and also the eventual probability of heing able to reoeive ocean-going vessels through the Et. Lawrence Water-
-Resources
leum transportation and have more than doubled i4 length since 1941 (8). They may he either common carrim or may be owned by some particular oil company and used for its prod-
- - - ...
ucts only.
NORTI :ENTRC
The two chief points of entry , for petroleum coming into the district are Wood River and Chicago, Ill. An of the end of 1948, the pipelines into Wood River had 8 total capacity of 881,000barrels per day. Of thia total, 441,000 barrels per day were from Oklahoma or from Texas through Oklahoma, 100,000 barrels per day from eastern Texaa. and 110,000 barrels per day from Kansas. The total capacity into Chicago is 565,000barrels per day, of which 132,wO barrals per day is from Wood River and the remainder from Kansss. Lims,Ohio, is the third important pipeline center in the district. It diEernfromChicagoand Wood River in that it is not a refining center but merely a distribution center. The total capacity into the Lima area is 587,000barrels per day, of which 332,000 barrels per day comes from Wood River, 215,000 barrels per day from east Texaa, and 40,000barrels perdayfromChioago. Themostimportant outletfromLimaisto the Toledo area. There is also a capacity of 78,000 barrels per day to the East and other linea distributing to refineries in Central Michigan and Detroit, Cleveland, and Canton (8). The number of miles of pipelines of various kinds in the five states is (6): Truck Lines
my.
LiWD TRANSPORTATION
Pipelha. Beaidea water traneportstion, the area is a h well m d by pipelines, the other medium of large volume petroleum traneportah. F’ipelinea are generally divided into three claaaifioationrrorude oil gathering linea, crude oil truck linea, and product lines. Crude oil gathering linea are those used to transport crude oil from the producer’s tanka to a tank-line pumping st% tion. Although mme of this gathering is done by b a r e , tank truck, and tank car, moat of it utiliaea pipelines. These lines range from 2 to 6 inches in diameter generally, although some have a diameter of 8 inches or more (8).
Crude oil trunk lines range in diameter from 6 to 26 inch-. The greatest number of exinting linea are of the 8-, IO-, and 12inch sirea However, uince 1943 linea 16 inches or larger have been mnshuct&l (8). The reaeon for this ia that ayprience has shown that them large lines cau be built more economically, with lesa steel, and have lower operating’corta than a system of multiple smaller lines which would carry the Bame volume (8). For example, if, iustead of a 16inch line with 28 pumping stations and a total capacity of 150,000barrels per day, a Winch line with 10 pumping statiolls were built it would have the same capacity. Thus only one third the power cosb and one third the operating personnel would be required to move the BBme vololume with the %inch line, and the lower operating Coat would quickly amortiae the higher origiopl inveatment (8). Or again, a 1000mila ey&m of four lZinch pipes with 16 pumping statio- would q u i r e more than 3e0,oOO tons of steel and would have a capacity of ahout 235,000 barrels per day. The same capacity could he obtained with a %inch line with 10 pumping stations, which would require about 220,000tons of steel (8). F‘mdnct pipelines 838 thoee for tmwmrtmg refioed products from mining centers to marketing areaq or to water terminals for shipwnt to marketing m,or from water terminals to marketing areas. They are h o m i n g increasingly important in p e b
.
State
m.
Ind. Mich.
Ohio Wis.
Crude
oil
5026 2594 770 3031 13
Rrhed 850 440 247 700
...
Total 5876
3034 1017 3731 13
CNd? Gathenug Lines 2873
306 169 3186
..
Total 8749
3340 1186 6917 13
Trucks. Of late, truck transportation has been playing an increasingly important role in the transportation picture, especially for short hauls. I n the transportation of liquids, much of thia expansion dates from World War 11, when many tank cam were taken away from short haul service becam the submarine mensce made it necessary to supply the Eaat Coset overland. T h e e tank cam were replaced by L N C ~ , and a t the conclusion of World War 11, much of the ahort haul busiuesa remained on the highways. The reeeons for the increased use of trucks, despite their higher wst per ton-mile, are their faster turnaround time, greatm flexibility throiigh laok of dependence on train ehedulea, less complioated loading and unloading f d t i e s required,and reduced storapa facility requirements because of direct deliveriea to service stations,bypassins b u k plants (8). At preeent, the states under considerstion do not have the highly developed exprees highway system@that characterise the North- and Middle-Atlantic States. There are, however, definite p l m to build toll expmmmyn across Indiana and Ohio to link with the Pennmylvania Turnpike, so that there will be an unbroken expraaa h i i w a y from Chicago to New York. Total surfaced mileage. in the state highway systems of the five states in 1949 were: Illinois Indiana Michigan
Ohio Wisconsin
9,286 18,406 10,796
I
500
INDUSTRIAL AND ENGINEERING CHEMISTRY
The mileages of the designated federal high17 av system in the five states in the same year Rere: State Illinois Indiana Michigan Ohio Wisconsin
Primary 10,327 4,831 6.483 7,508 6,044
Secondary 7.285 8,790 12.892 12,244 13,517
Total 17,612 12,621 19,375 19,752 19.567
I n 1949, Ohio, Michigan, Illinois, Xisconsin, and Indiana ranked, in the order named, sixth, seventh, ninth, twelfth, and nineteenth in state expenditures on roads All five states are rather low in their restrictions on the maximum weight which may be carried by trucks. The maximum gross load permitted in Illinois is a reasonable 68,000 pounds, while the maximum weight per axle is 16,000 pounds. Indiana and Ohio both allow 18,000 pounds per axle. Kisconsin permits 19,000 pounds per axle, while the maximum in Michigan is 18,000 pounds with a limit of 13,500 pounds on concrete pavement and 11,700 pounds on ordinarj roads during the thaw period (March, April, and May). Lower weight allowances, and hence smaller pay loads have, of course, the effect of increasing trucking costs. In District 3, which comprises Illinois, Indiana, Ohio, and southern Michigan, there mere 483 Class I motor carriere operating in 1949. These companies owned a total of 4300 trucks, 15,795 truck tractors, 26,830 semitrailers, and 11.51 full trailers. During that year, vehicles operated by these companies covered a total distance of 1.6 billion miles. In District 5, which includes Minnesota and North and South Dakota as well as the Upper Peninsula of Michigan and Wisconsin, there were 85 Class I motor carriers in 1949. Their equipment included 1341 trucks, 2808 truck tractors, 3701 semitrailers, and 25 full trailers, and covered a distance of more than 176,000,000 miles (10). Rail Transportation. I n rail transportation, the group of states under discussion is unexcelled. Chicago is, of course, probably the world's most important railroad center; it is served by 19 truck lines that connect it directly with almost every part of the country. I t handles a volume of freight that exceeds the combined totals of New Pork and 8t. Louis. The total railnay mileages in the five states in 1949 were as follows: Illinois Indiana Michigan Ohio Kisconein
11,674 6,654 6,807 8,418 6 365 (5)
I n total railway mileage, Illinois ranks second, Ohio fourth, Michigan tenth, Indiana twelfth, and Wisconsin thirteenth among all the states. The region is connected with the East Coast by the many through lines running between Chicago and New Yorli and Kashington. It is joined with the Boutheastern part of the country by lines running southward through Cincinnati, Louisville, and Cairo. From Chicago and St. Louis, lines radiate to the Southwest and West Rail transportation offers the shipper n ide flexibility because it reaches almost every possible loading and unloading point. Also large volumes are possible with this medium of transportation, and the recent trend has been toward larger capacities per car. Nearly 70% of all freight traffic is handled by the railroads. Liquids of all types may be transported by tank car, and there is a wide variety of special types of cars for this purpose. Besides the ordinary general purpose cars, there are cars with tanks made of nickelclad steel, stainless steel, or aluminum for various types of corrosive materials or for materials which must avoid iron pickup. Development of a new chemical nickel-plating
Vol. 46, No. 3
process by General Americaii Transportation Corp. will soon allow the manufacture of car tanks coated with a thin laver of nickel-nickel phosphide, as useful but considerably cheaper than nickelclad. Other types of cars have special linings in their tanks, such as the rubber-lined cars used to carry hydrochloric or phosphoric acid. Then there are pressure cars for the transportation of liquefied gases, insulated cars to keep the lading hot enough to avoid solidification, cars equipped with heating coil5 to permit t'he liquefication and unloading of t,he mat'erial trsnsported. As of January 1, 1951, there were 8726 railroad-ovncd tank cars in the United States and 141,247 privately owned cars. Of the lat,ter, 94,825 mere in pet,roleuni service, 27,333 in chemical service, and 19,089 in vegetable oil, packing house, or miscellaneous service (3). The percent'age of liquids moved by rail has declined since World War 11. However, because of increased petroleum and chemical production, the total amount of liquid shipped has risen considerably, and the tank car fleet has I m n used a t near maximum capacity. The average length of hauis has also increased, with trucks taking over much of the short haul business. Tank cars, then, are particularly useful in long haul movements or in the traneportation of special liquids. In the transportation of solids, four types of cars are availslAe. Theee are the boxcar, gondola, and open and closed hopper car. The gondola and open-hopper cars are used to transport such t.hings as coal, certain types of ores, and sulfur, which are insoluhle and little affected by water. The open-hopper car diffeis from the gondola in that it has a bottom unloading mechanism. C'overed hopper cars have a roof with airtight loading hatchce xiid are used for particulate materials that must be kept dry duiing transit, such as sugar or silica sand for glass manufacture. For fine, low density powders such as starch and flour thc Gcnera1 .Smerican Transportation has developed two special types of covered-hopper cars, the Trans-Flo car and the Air-Slide em. These conveiances alloiv both easy and rapid unloading of the commodities through fluidization with air. Packaged goods can be safely shipped in the Geneial American-Evans D-F (damageand dunnage-free] car. This improved vehicle has a 50% greater loading capacit?, obtained through an increase in length of only 25% It is equipped with high speed balanced suspension trucks drsigned for maximum protection against vertical and lateral shocks, a special underfi ame for cushioiiing longitudinal bumping, and integral loading devices universally adaptable to secure lading positively and still utilize the full cubic capacity of the car. When shipments are made in cars that do not belong to the railroads, the latter allow the car owner a specified rate per mile, varjing with the type of car. At present the mileage allowance for tank cars is 3 cents per mile; that for covered-hopper cars, 3.2 cents per mile; and for ordinary hopper cars, 2 cents per mile. If the car is leasrd by the shipper from a leasing company, the mileage is paid to the car owner, ivho credits the lessee's account with it and reduces the rental rate by this amount, oftrn substantially. AIR TRANSPORTATION The volume of freight carried by air is, of course, extremely small. In 1950, it was only 300,000,000 ton-miles or less than 0.05% of the total number of freight ton-miles moved in the United States that year. But, though it remains small, the volume of air freight traffic is growing rapidly. Only 5 years previously, in 1945, when the total number of freight ton-miles esceeded that in 1950, the volume moved by air was only 67,000,000, or just a little more than one sixth of the 1950 total. In 19-10, the airlines moved only 14,000,000 ton-miles (5). In the shipment of relatively light merchandise, of considerable value 01 on which very rapid delivery is essential, air trancportation has a definite part to play.
March 1954
INDUSTRIAL AND ENGINEERING CHEMISTRY
In June 1952, the total number of commercial and municipal airports in the five states was: IUmois Indiana Michigan Ohio Wisconsin
146 120
203 188
150 (10)
In the same year, the total number of miles of airways in each of the states was: Illinois Indiana Michigan Ohio Wisconsin
5490
5174 4098 7015 1545 (9)
LITEXATURE CITED
.
Bedt. J. Edwin. “Commodity Oripinn. Traffic and Markets Aceeaaible to Chesgo vm the lllrnols Waterwsay.” pp 1. 5 6. 12. 17. 20, 21. 27. 28. 31, 34, 93, 94. 88. 100, 101. 141-5. 1 5 7 4 . CLcapo. Illrnoia f i v e r Csmers h a m . . 19.52 (2) Carpa of Enpin&. U. S. Army, “Transwrtati& Lines on the Great Lakes.” 1953. (1)
(3) Defense Trsnaport Adminiatrstion. Washington 25, D. C., “Tank Car Story.”
1951. (4) Dupree. M. C.. Asblsnd Oil Relining Co.. “Importance of River Transportstion to the Petroleum Industry.” presented before National Petroleum Association, Cleveland, Ohio. April 16, 1953. (5) Eastern Railroad Presidenta’ Conferenoe. N. Y.. “Yesrbook of Railroad Information.” 1951 edition, p. 5. (6) Interstate Cornmeroe Commjssion. “Statistioa of Oil Pipe Line Companies for 1951.” Wsshington 25. D. C., p. 9, 1952. (7)Lake Carriers b o i a t i o n . Annual Report. 1952. (8)Petroleum Administration for Defenae, “Transportation of Oil, PP. 12.az-.5.46.47,1951. (9) Stern. Ben. director. 05- of Aviation Information. letter to Civil Aeronautics Administration, U. S. Dept. of Cornmeroe. (101 U . 8. Deot. Commerce. “Statistical Abstract of the United
Labor and Manpower J. S. WILSON CORN PRODUCTS REFINING CO., CHICAQO 6. ILL.
Labor and manpower resources of the East North Central States have been studied with respect to age, education, occupation, and income. Current figu=w are given on employment and unemployment in each state. Bet m n 1940 and 1950 the total population in these states ins& from 26,600,000 to 30,400,000 and is still increasing. The increase in total n o n h work force ha. been far greater than the population increase might indicate. The nu&r of technically trained men and women and the extent of their unemployment are estimated. T h e effect of Koma on the amount and type of immigration fmm other s t a t r and from outnide the United States is shown. Economic statistic. on several occupatiolvl a m giVRn, am well aa statistics on the income of the general population. These states have shown a surprising ability to muster the necessary wozk force for the increase in industrial employment that each of them has experienced. FuFther major increase in the total work force appears to be dependent on an increase in the number of female workers and on additional shifting of the population.
T
HE East North Central States have a total population of over 31,000,000 of which approximately 14,000,000were employed in May 1953. Unemployment in the total area appeared to he under 2% in May 1953 and was down t o nearly 1% in some of the largest industrial centers. Most of the data in this paper were compiled from information published by the Bureau of the Census far 1950 and by the individual employment commissions of each state for the mouths of March, April, and May 1953. The people of these states are engaged in such diverse means of earning a living that few sweeping generalbations cnn be made about their occupations and wage rates. Self-employed persons, managers of large businesses, farmers, domestics, and members of the Armed Forces will not generalty be available to operate new
chemical plants. All the figures given for nonagricultural employment exclude members of the foregoing gmups.
CHARACTERISTICS OF LABOR FORCE There is much similarity io the population of all the East North Central States with respect tb the age and education of the work force. About 55% of the total population was over 14 years of age in 1950,and nearly all this group is potentially available for employment. Actually about 40% of the population over 14 years of age was included in the total work force in 1950. About 24% of the population was over 50 years of age, and 9% was past 65. Only Michigan’s population varied appreciably fmm these averages with slightly fewer persans in the last two age groups. Between 1 and 2% of the total population of these states over 25 years of age bad no formal schooling. The mediau years of education completed for adults over 25 in these states varied from 9 to 10 years. Fifty per cent of the total population under 30 years of age is still attending formal academic classes, exclusive of trade schools. The number of technically trained men and women in these state8 could not be established with satisfactory accuracy because of the wide discrepancies in the definitions used for technical training. At any rate, there is certainly no surplus. In 1950 some 13% of the total population 25 years of age and over had completed the 8th grade; an additional 13% had completed high school; another 4% had completed 1 to 3 years of college, and anot,her 3.3% had completed 4 years of college. The extent of unemployment amongthetotalworkforcereported for April in the 1950 Census varied from a low of 2.9% in Wisconsin to B high of 5.4% in Michigan. During the past 3 years the total work force in these states is estimated by the author to have increased 15%. Ohio appears to have had the greatest increase percentagewise and Wisconsin the lowest. However, unemployment in these states in April 1953 must have been under 2% which is probably the lowest over-all figure since 1944.
