High speed rail could land in Illinois
President Barack Obama has lent his support to high speed rail – both through the economic stimulus package and his first budget.
The $787 billion stimulus package set aside $8 billion for high speed rail with another $5 billion in the budget.
This investment into clean, green technology is causing a rise in the excitement level of high speed rail advocates across the country. From New York to California states look to the possibility of finally developing high speed rail.
The President talked about fast trains while on the campaign trail. Spurred by high gas prices and flight delays, last summer Obama spoke of high speed rail service as a viable alternative to the gridlock on the ground and in the air.
He talked about the potential to connect Midwest cities.
According to the Midwest High Speed Rail Association, (MHSRA) the definition of "high speed rail" is varied. To some, it means trains on dedicated track that operate in excess of 150 mph.
Others consider high speed rail as 125 mph and above. A good example is Amtrak's Acela which operates between Washington, D.C., New York, and Boston. The Acela's trip of just over two- and one-half hours, and averages about 86 mph. Still, that is far less than the speed of France's TGV, Germany's ICE train or Japan's Shinkansen, which was developed 40 years ago.
The Federal Highway Administration considers trains as those that travel faster than 110 mph, the current limit under federal regulations. By that definition, trains that operated in the 1930's out of Chicago were high speed rail.
The MHSRA likens a high speed rail network as similar to a highway system, with interstates, as well as local and arterial roads. They say the Midwest needs to build both the trunks and the feeders to city centers.
In Illinois, fast trains have been talked about for as long as building another airport near Peotone. In fact, a rail connection at the airport terminal in a 1968 plan for a new airport between Beecher and Peotone was later revised to include a high speed rail connection point.
But, experts claim that implementing high speed rail to Midwest destinations would not only negate the need for new runways, it would free additional space for long point-to-point flights at existing airports. That was the opinion of Joseph Vranich who authored "Supertrains: Solution to America's Transportation Gridlock" in 1991. Vranich later went on to serve as president of the High Speed Rail Association.
Vranich was an early opponent of the Peotone Airport. He visited the Peotone area to research the airport proposal, for which he devoted a chapter in his book.
Supertrains was a call to action that compared this country's outdated rail system with the state-of-the-art technology used in other countries abroad.
Obama's investment is a step in that direction.
Vranich told the New York Times this week that rather than doling out funds piecemeal, he would like to see is an investment in one true high speed rail system — suggesting the popular Washington to New York corridor. He warned that spreading out the investment to various states would dilute the power to build a truly high speed system.
Vranich said the closest state to developing a high speed rail network is California. Voters there approved a proposition to initiate a high speed rail project last November.
Illinois does have the potential to develop a high speed system as well. While they do not meet Vranich's definition of true high speed rail, Rick Harnish, president of the MHSRA, identified three main routes in Illinois — Chicago to Detroit, Chicago to Milwaukee, and Chicago to St. Louis – that could apply for funds.
Harnish indicated that Illinois chances are good, since the President and Rahm Emanuel, his Chief of Staff are from Illinois, as is Ray LaHood, secretary of transportation, and Dick Durbin, the second in command in the U.S. Senate.
High speed rail could land in Illinois
President Barack Obama has lent his support to high speed rail – both through the economic stimulus package and his first budget.
The $787 billion stimulus package set aside $8 billion for high speed rail with another $5 billion in the budget.
This investment into clean, green technology is causing a rise in the excitement level of high speed rail advocates across the country. From New York to California states look to the possibility of finally developing high speed rail.
The President talked about fast trains while on the campaign trail. Spurred by high gas prices and flight delays, last summer Obama spoke of high speed rail service as a viable alternative to the gridlock on the ground and in the air.
He talked about the potential to connect Midwest cities.
According to the Midwest High Speed Rail Association, (MHSRA) the definition of "high speed rail" is varied. To some, it means trains on dedicated track that operate in excess of 150 mph.
Others consider high speed rail as 125 mph and above. A good example is Amtrak's Acela which operates between Washington, D.C., New York, and Boston. The Acela's trip of just over two- and one-half hours, and averages about 86 mph. Still, that is far less than the speed of France's TGV, Germany's ICE train or Japan's Shinkansen, which was developed 40 years ago.
The Federal Highway Administration considers trains as those that travel faster than 110 mph, the current limit under federal regulations. By that definition, trains that operated in the 1930's out of Chicago were high speed rail.
The MHSRA likens a high speed rail network as similar to a highway system, with interstates, as well as local and arterial roads. They say the Midwest needs to build both the trunks and the feeders to city centers.
In Illinois, fast trains have been talked about for as long as building another airport near Peotone. In fact, a rail connection at the airport terminal in a 1968 plan for a new airport between Beecher and Peotone was later revised to include a high speed rail connection point.
But, experts claim that implementing high speed rail to Midwest destinations would not only negate the need for new runways, it would free additional space for long point-to-point flights at existing airports. That was the opinion of Joseph Vranich who authored "Supertrains: Solution to America's Transportation Gridlock" in 1991. Vranich later went on to serve as president of the High Speed Rail Association.
Vranich was an early opponent of the Peotone Airport. He visited the Peotone area to research the airport proposal, for which he devoted a chapter in his book.
Supertrains was a call to action that compared this country's outdated rail system with the state-of-the-art technology used in other countries abroad.
Obama's investment is a step in that direction.
Vranich told the New York Times this week that rather than doling out funds piecemeal, he would like to see is an investment in one true high speed rail system — suggesting the popular Washington to New York corridor. He warned that spreading out the investment to various states would dilute the power to build a truly high speed system.
Vranich said the closest state to developing a high speed rail network is California. Voters there approved a proposition to initiate a high speed rail project last November.
Illinois does have the potential to develop a high speed system as well. While they do not meet Vranich's definition of true high speed rail, Rick Harnish, president of the MHSRA, identified three main routes in Illinois — Chicago to Detroit, Chicago to Milwaukee, and Chicago to St. Louis – that could apply for funds.
Harnish indicated that Illinois chances are good, since the President and Rahm Emanuel, his Chief of Staff are from Illinois, as is Ray LaHood, secretary of transportation, and Dick Durbin, the second in command in the U.S. Senate.
Friday, February 27, 2009
Tuesday, February 17, 2009
Opponents react to reauthorized airport authority bill
The more things change, the more they stay the same; at least in eastern Will County.
Despite changes: Governor, Pat Quinn; State Sen. Toi Hutchinson; U.S. Rep. Debbie Halvorson; U.S. Sen. Roland Burris; and President Barack Obama; the recurring nightmare continues for landowners whose property was designated more than forty years ago as the location for a new airport.
Even with dire economic conditions, a state swimming in red ink, political turmoil, and no interest by airlines even when times were good, the state just can't let go of the project that has barely advanced in over forty years.
A new bill was introduced in Springfield Tuesday, Feb. 10 – SB 1346 — by Sen. A. J. Wilhelmi, D-Crest Hill, Toi Hutchinson, D-Chicago Heights, and Christine Radogno, R-Lemont; to establish the South Suburban Airport Authority.
The bill is similar to that which was proposed and propelled through the Senate last year by U.S. Rep. Debbie Halvorson, D-Crete who was then Senate Majority Leader. The bill died in the House, however.
If approved, the South Suburban Airport Authority would be created. It would consist of a 7 member board. Four would be appointed by the Will County Executive, with advice and consent of the county board. One would be a resident of Crete, Green Garden, Monee, Peotone, Washington or Will townships. The county executive also would name the board chairman.
One director would be appointed by the village presidents and trustees of Beecher, Crete, Monee, Peotone and University Park. The township supervisors and trustees of Bloom, Rich, Orland and Lemont townships would appoint another director.
The last director would be appointed by the chairman of the Kankakee County Board. Board members will be paid $10,000 annually for six-year terms.
If approved, the powers of the authority could commence as soon as July 1, 2010. The date was moved back by one year from the previous version of the legislation.
The authority states that it would serve as co-sponsor of the South Suburban Airport with the Illinois Dept. of Transportation (IDOT) until the Federal Aviation Administration (FAA) issues a Record of Decision (ROD) and an Environmental Impact Statement (EIS) or until July 1, 2010, whichever is earlier.
At that time, according to the legislation, the authority shall enter into an agreement with IDOT to complete all ongoing projects, including the airport master plan. The authority would then assist the FAA with preparation of the EIS and ROD. When approved, the authority would serve as sponsor of the South Suburban Airport.
The authority would be responsible for preparing and publishing a map showing the airport's location. It shall show existing highways, property lines, and persons paying the most recent property taxes on land that will be needed for future additions.
If a map is filed with the county, landowners would be required to file a 60-day notice byregistered mail to the authority for alterations — even emergency repairs — on their property. The notice would be needed for all improvements in, upon, or under the land involved. They could not rebuild, alter, or add to an existing structure. After the notice, the Authority shall have 60 days after receipt of that notice to inform the owner of its intention to acquire all or part of the land involved; after which the Authority shall have the additional time of 120 days to acquire all or part of the land by purchase or to initiate action to acquire the land through the exercise of the power of eminent domain.
The authority will be responsible for all airport zoning, and will develop and enforce zoning regulations relative to airport hazards.
The legislation gives IDOT a green light to condemn property within the airport's inaugural boundary, "as quickly as possible," stating specifically "where acquisition is not voluntary."
And it isn't just the homeowners that live within the inaugural boundary in jeopardy. The Authority can, for a period of 10 years, control the land outside the inaugural airport boundary.
If the legislation is approved as written, most of the property in eastern Will County will be subject to restriction. For example, no property located within the ultimate airport footprint can change hands without receiving approval from the authority.
The bill assumes passage of an Eastern Will County Development District, which has not yet occurred.
If approved, the legislation makes the enacted authority the only entity authorized to develop, own, or operate the South Suburban Airport. It would supersede any local government, municipality, airport authority, or joint airport commission on that site.
The legislation is scheduled to take effect March 1, 2011.
The legislation is in direct competition with the effort by U.S. Rep. Jesse Jackson, Jr. to provide an airport authority for the airport he has named the Abraham Lincoln National Airport.
Both Jackson and Will County have been battling for years over governance of an airport void of proven need or federal approval.
George Ochsenfeld, president of STAND (Shut This Airport Nightmare Down) was astounded when he heard about another effort by legislators to establish an airport authority with broad, sweeping powers.
"It is absurd that they should waste time and energy on a project that doesn't have a prayer of happening," Ochsenfeld said, given the state of the airline industry and overall economic conditions.
He was surprised to learn that Sen. Christine Radogno, R-Lemont was one of the senators introducing the bill. He would like to remind her that she should heed her own pre-election survey that indicated the majority of people in Will County oppose a new airport.
And, about newly-appointed Sen. Toi Hutchinson, D-Chicago Heights, Ochsenfeld said he is extremely disappointed that she would push something like this without recognizing or consulting with the long held opposition expressed by a large part of her constituency. He wonders if she has even visited the airport site.
Ochsenfeld said this bill is extreme. It outlines plans for not just condemnation, but taking property "as quickly as possible."
He can't help but try to second-guess the motive for introducing the legislation to establish an airport authority.
He speculated that senators sympathetic to Will County could be simply trying to derail the efforts of U.S. Rep. Jesse Jackson, Jr. to build an airport outside his own district.
"If that is the case, we are tired of being the pawns in their corrupt political game," he said, expressing that there are better ways to stop Jackson and to stop the nightmare for eastern Will County residents at the same time.
"We had hope that a new administration would bring about change, yet it appears there is no change on the effort to continue funding the dysfunctional, ill-fated airport to nowhere," he said.
A similar perspective was echoed by landowner Jim Verduin, who has spent years involved in the struggle to protect his rural home.
"As usual our leaders are putting the cart before the horse," Verduin said. "This project is years away from any decision from the FAA, yet the three (potential) sponsors want to put huge restrictions on land use, zoning, and ownership not only for those living inside the inaugural footprint, but also the surrounding communities.
"Every municipality within 50 miles of this project should oppose this bill," Verduin said.
"I believe the main reason to propose this bill now is to stop Jesse Jackson and ALNAC from beating them to the punch. This is not reason enough for such a restrictive piece of legislation."
Despite changes: Governor, Pat Quinn; State Sen. Toi Hutchinson; U.S. Rep. Debbie Halvorson; U.S. Sen. Roland Burris; and President Barack Obama; the recurring nightmare continues for landowners whose property was designated more than forty years ago as the location for a new airport.
Even with dire economic conditions, a state swimming in red ink, political turmoil, and no interest by airlines even when times were good, the state just can't let go of the project that has barely advanced in over forty years.
A new bill was introduced in Springfield Tuesday, Feb. 10 – SB 1346 — by Sen. A. J. Wilhelmi, D-Crest Hill, Toi Hutchinson, D-Chicago Heights, and Christine Radogno, R-Lemont; to establish the South Suburban Airport Authority.
The bill is similar to that which was proposed and propelled through the Senate last year by U.S. Rep. Debbie Halvorson, D-Crete who was then Senate Majority Leader. The bill died in the House, however.
If approved, the South Suburban Airport Authority would be created. It would consist of a 7 member board. Four would be appointed by the Will County Executive, with advice and consent of the county board. One would be a resident of Crete, Green Garden, Monee, Peotone, Washington or Will townships. The county executive also would name the board chairman.
One director would be appointed by the village presidents and trustees of Beecher, Crete, Monee, Peotone and University Park. The township supervisors and trustees of Bloom, Rich, Orland and Lemont townships would appoint another director.
The last director would be appointed by the chairman of the Kankakee County Board. Board members will be paid $10,000 annually for six-year terms.
If approved, the powers of the authority could commence as soon as July 1, 2010. The date was moved back by one year from the previous version of the legislation.
The authority states that it would serve as co-sponsor of the South Suburban Airport with the Illinois Dept. of Transportation (IDOT) until the Federal Aviation Administration (FAA) issues a Record of Decision (ROD) and an Environmental Impact Statement (EIS) or until July 1, 2010, whichever is earlier.
At that time, according to the legislation, the authority shall enter into an agreement with IDOT to complete all ongoing projects, including the airport master plan. The authority would then assist the FAA with preparation of the EIS and ROD. When approved, the authority would serve as sponsor of the South Suburban Airport.
The authority would be responsible for preparing and publishing a map showing the airport's location. It shall show existing highways, property lines, and persons paying the most recent property taxes on land that will be needed for future additions.
If a map is filed with the county, landowners would be required to file a 60-day notice byregistered mail to the authority for alterations — even emergency repairs — on their property. The notice would be needed for all improvements in, upon, or under the land involved. They could not rebuild, alter, or add to an existing structure. After the notice, the Authority shall have 60 days after receipt of that notice to inform the owner of its intention to acquire all or part of the land involved; after which the Authority shall have the additional time of 120 days to acquire all or part of the land by purchase or to initiate action to acquire the land through the exercise of the power of eminent domain.
The authority will be responsible for all airport zoning, and will develop and enforce zoning regulations relative to airport hazards.
The legislation gives IDOT a green light to condemn property within the airport's inaugural boundary, "as quickly as possible," stating specifically "where acquisition is not voluntary."
And it isn't just the homeowners that live within the inaugural boundary in jeopardy. The Authority can, for a period of 10 years, control the land outside the inaugural airport boundary.
If the legislation is approved as written, most of the property in eastern Will County will be subject to restriction. For example, no property located within the ultimate airport footprint can change hands without receiving approval from the authority.
The bill assumes passage of an Eastern Will County Development District, which has not yet occurred.
If approved, the legislation makes the enacted authority the only entity authorized to develop, own, or operate the South Suburban Airport. It would supersede any local government, municipality, airport authority, or joint airport commission on that site.
The legislation is scheduled to take effect March 1, 2011.
The legislation is in direct competition with the effort by U.S. Rep. Jesse Jackson, Jr. to provide an airport authority for the airport he has named the Abraham Lincoln National Airport.
Both Jackson and Will County have been battling for years over governance of an airport void of proven need or federal approval.
George Ochsenfeld, president of STAND (Shut This Airport Nightmare Down) was astounded when he heard about another effort by legislators to establish an airport authority with broad, sweeping powers.
"It is absurd that they should waste time and energy on a project that doesn't have a prayer of happening," Ochsenfeld said, given the state of the airline industry and overall economic conditions.
He was surprised to learn that Sen. Christine Radogno, R-Lemont was one of the senators introducing the bill. He would like to remind her that she should heed her own pre-election survey that indicated the majority of people in Will County oppose a new airport.
And, about newly-appointed Sen. Toi Hutchinson, D-Chicago Heights, Ochsenfeld said he is extremely disappointed that she would push something like this without recognizing or consulting with the long held opposition expressed by a large part of her constituency. He wonders if she has even visited the airport site.
Ochsenfeld said this bill is extreme. It outlines plans for not just condemnation, but taking property "as quickly as possible."
He can't help but try to second-guess the motive for introducing the legislation to establish an airport authority.
He speculated that senators sympathetic to Will County could be simply trying to derail the efforts of U.S. Rep. Jesse Jackson, Jr. to build an airport outside his own district.
"If that is the case, we are tired of being the pawns in their corrupt political game," he said, expressing that there are better ways to stop Jackson and to stop the nightmare for eastern Will County residents at the same time.
"We had hope that a new administration would bring about change, yet it appears there is no change on the effort to continue funding the dysfunctional, ill-fated airport to nowhere," he said.
A similar perspective was echoed by landowner Jim Verduin, who has spent years involved in the struggle to protect his rural home.
"As usual our leaders are putting the cart before the horse," Verduin said. "This project is years away from any decision from the FAA, yet the three (potential) sponsors want to put huge restrictions on land use, zoning, and ownership not only for those living inside the inaugural footprint, but also the surrounding communities.
"Every municipality within 50 miles of this project should oppose this bill," Verduin said.
"I believe the main reason to propose this bill now is to stop Jesse Jackson and ALNAC from beating them to the punch. This is not reason enough for such a restrictive piece of legislation."
Thursday, February 12, 2009
More Peotone versus O'Hare
The curtain has been drawn on airport rhetoric recently. That is, at least until the potential for an influx of federal cash to aid the O'Hare Modernization program took center stage this week.
Now it is lights, camera, and action, as the U.S. Congress agrees on a $789 billion economic stimulus plan that could include funds for O'Hare.
While there is no proof that O'Hare funds did make it into the stimulus package as of this writing, it is known that Chicago Mayor Richard Daley flew to Washington, D.C. to lobby for the stimulus bill.
Daley was flanked by a host of Democratic leaders who pushed for Illinois' share of the stimulus package for myriad blue-collar workers. Daley's concerns include the CTA, community colleges, the park district, streetlights, and sewers.
Daley indicated, according to published reports, that $50 million would keep the O'Hare Modernization Plan on track. Without it, the program might fall behind the scheduled 2014 completion date, just two years before the 2016 Summer Olympics.
U.S. Rep. Dan Lipinski, D-Chicago, who felt the stimulus bill should focus on job creation, was one of the House members who voted for the initial appropriation that would have included $30 billion for highway construction, $31 billion to modernize public infrastructure, $3 billion for airport improvements, and $10 billion for public transit and rail.
U.S. Rep. Mark Kirk, R-Chicago, who initially voted against the stimulus package as did other members of the Republican Party, suggested using all the money allotted to Illinois for O'Hare expansion.
As has been consistent during the past twenty years, whenever O'Hare funds are discussed, talk about Peotone cannot be far behind.
U.S. Rep. Jesse Jackson, Jr., was not among the Illinois delegation that favors using stimulus funds for O'Hare expansion. In fact Jackson specifically stated that no stimulus funds should be used for O'Hare.
Instead, Jackson claims Peotone is a better project and can be built without stimulus money.
He claims Peotone is a better alternative to adding 100,000 flights toIllinois, and that O'Hare expansion will cost $20 billion while Peotone will cost only $500 million. And he notes that Peotone would be built with money from private investors, not taxpayers.
With the exception of the constant massaging of pie-in-the-sky projections, little is available to back up Jackson's claims, however. Jackson never mentions that the Federal Aviation Administration has not approved building his pet project. His rants are silent about efforts by what would be the hosting county -- Will County -- to provide governance if an airport is built. Will County's plans are in direct competition with Jackson's self-appointed airport authority, the Abraham Lincoln National Airport Commission. And his arguments are void of discussion about the millions of dollars that additional infrastructure would cost to access an airport in a farm community with its one-lane network of country roads.
Jackson's voice is not alone. While he is the soloist, the real music comes from the backup chorus – the long-standing opponents of O'Hare expansion, including Bensenville President John Geils and Attorney Joseph Karaganis. The latest website devoted to O'Hare expansion opposition is Stop the O'Hare Modernization Program.http://www.stop-omp.org/
But when President Obama called for an economic stimulus package that would include "shovel-ready" projects that would create jobs, the O'Hare Modernization program fills the bill.
The stimulus package approved by the House was originally $819 billion. The Senate approved an $838 billion version of the bill. The two finally settled on a compromise of $789 billion.
Now it is lights, camera, and action, as the U.S. Congress agrees on a $789 billion economic stimulus plan that could include funds for O'Hare.
While there is no proof that O'Hare funds did make it into the stimulus package as of this writing, it is known that Chicago Mayor Richard Daley flew to Washington, D.C. to lobby for the stimulus bill.
Daley was flanked by a host of Democratic leaders who pushed for Illinois' share of the stimulus package for myriad blue-collar workers. Daley's concerns include the CTA, community colleges, the park district, streetlights, and sewers.
Daley indicated, according to published reports, that $50 million would keep the O'Hare Modernization Plan on track. Without it, the program might fall behind the scheduled 2014 completion date, just two years before the 2016 Summer Olympics.
U.S. Rep. Dan Lipinski, D-Chicago, who felt the stimulus bill should focus on job creation, was one of the House members who voted for the initial appropriation that would have included $30 billion for highway construction, $31 billion to modernize public infrastructure, $3 billion for airport improvements, and $10 billion for public transit and rail.
U.S. Rep. Mark Kirk, R-Chicago, who initially voted against the stimulus package as did other members of the Republican Party, suggested using all the money allotted to Illinois for O'Hare expansion.
As has been consistent during the past twenty years, whenever O'Hare funds are discussed, talk about Peotone cannot be far behind.
U.S. Rep. Jesse Jackson, Jr., was not among the Illinois delegation that favors using stimulus funds for O'Hare expansion. In fact Jackson specifically stated that no stimulus funds should be used for O'Hare.
Instead, Jackson claims Peotone is a better project and can be built without stimulus money.
He claims Peotone is a better alternative to adding 100,000 flights toIllinois, and that O'Hare expansion will cost $20 billion while Peotone will cost only $500 million. And he notes that Peotone would be built with money from private investors, not taxpayers.
With the exception of the constant massaging of pie-in-the-sky projections, little is available to back up Jackson's claims, however. Jackson never mentions that the Federal Aviation Administration has not approved building his pet project. His rants are silent about efforts by what would be the hosting county -- Will County -- to provide governance if an airport is built. Will County's plans are in direct competition with Jackson's self-appointed airport authority, the Abraham Lincoln National Airport Commission. And his arguments are void of discussion about the millions of dollars that additional infrastructure would cost to access an airport in a farm community with its one-lane network of country roads.
Jackson's voice is not alone. While he is the soloist, the real music comes from the backup chorus – the long-standing opponents of O'Hare expansion, including Bensenville President John Geils and Attorney Joseph Karaganis. The latest website devoted to O'Hare expansion opposition is Stop the O'Hare Modernization Program.http://www.stop-omp.org/
But when President Obama called for an economic stimulus package that would include "shovel-ready" projects that would create jobs, the O'Hare Modernization program fills the bill.
The stimulus package approved by the House was originally $819 billion. The Senate approved an $838 billion version of the bill. The two finally settled on a compromise of $789 billion.
Tuesday, February 10, 2009
George Ryan's ups and downs for freedom
The road to justice has been a long and winding one – both for convicted Ex-Governor George Ryan and the people of Illinois whom he defrauded.
A serious blow came to Ryan when President George W. Bush exited the White House without granting clemency for Ryan, the man who chaired Bush's Illinois campaign for President in 2000. This was despite a plea to the Ex-President from Ryan's wife Lura Lynn. Even Illinois' senior senator, Dick Durbin and an-other beleaguered Ex-Governor, Rod Blagojevich, asked for Ryan's release from prison, sug-gesting that his sentence be satis-fied by time served.
Ryan has served one year of his six- and one-half-year sen-tence after being convicted for a litany of corruption charges.
But, expect a new string of support letters to once again head toward 1600 Pennsylvania Ave. on Ryan's behalf. Jim Thompson, another Ex-Governor who is also the high-powered attorney who fought to keep Ryan out of jail for as long as possible, says he will ask Presi-dent Barack Obama for clem-ency for his client.
Thompson told WBEZ radio recently that President Obama has known Ryan since the two worked together in Springfield for a time. Thompson is prepar-ing a new application using the argument that Ryan's continued imprisonment doesn't appear to have deterred other politicians from corrupt activities.
RYAN'S PENSION
In conjunction with Ryan's 2006 conviction, he was stripped of his pension. It amounted to about $197,000 annually.
But the appellate court over-turned the circuit court, ruling earlier this month stating that Ryan could retain the pension he earned from public service prior to his terms as Secretary of State and Governor.
Ryan had also served in the state legislature and as lieutenant governor. According to the high court, he is entitled to keep about $65,000 annually.
But Illinois Attorney General Lisa Madigan, who was the first to argue that Ryan should not receive any of his pension, plans to appeal the decision.
At the time of his conviction, she issued a detailed opinion that the convicted felon should be stripped of his pension benefits.
Cook County Circuit Judge Martin Agran agreed with her. He upheld the unanimous ruling of the General Assembly Re-tirement System board that voted to deny Ryan his annual pension.
Madigan said at the time that Ryan forfeited all of his pension benefits, not merely those that accrued during the eight years that he served as Governor and Secretary of State. She also re-quested that he receive a timely and full refund of the contribu-tions he made to the system.
NOBEL PRIZE NOMINEE
There is at least one advocate of Ryan's deeds who has been consistent in his support. Uni-versity of Illinois law professor Francis Boyle, who has long ad-vocated abolishing the death penalty, has placed Ryan's name in nomination for the Nobel Peace Prize for the seventh time.
Boyle says his continuing nomination encourages aware-ness of the issue of capital pun-ishment. Boyle said 37 execu-tions occurred in 2008, a down-ward trend that began with Ryan's death penalty morato-rium.
Ryan did away with Illinois' death row in 2003 before leaving office.
A serious blow came to Ryan when President George W. Bush exited the White House without granting clemency for Ryan, the man who chaired Bush's Illinois campaign for President in 2000. This was despite a plea to the Ex-President from Ryan's wife Lura Lynn. Even Illinois' senior senator, Dick Durbin and an-other beleaguered Ex-Governor, Rod Blagojevich, asked for Ryan's release from prison, sug-gesting that his sentence be satis-fied by time served.
Ryan has served one year of his six- and one-half-year sen-tence after being convicted for a litany of corruption charges.
But, expect a new string of support letters to once again head toward 1600 Pennsylvania Ave. on Ryan's behalf. Jim Thompson, another Ex-Governor who is also the high-powered attorney who fought to keep Ryan out of jail for as long as possible, says he will ask Presi-dent Barack Obama for clem-ency for his client.
Thompson told WBEZ radio recently that President Obama has known Ryan since the two worked together in Springfield for a time. Thompson is prepar-ing a new application using the argument that Ryan's continued imprisonment doesn't appear to have deterred other politicians from corrupt activities.
RYAN'S PENSION
In conjunction with Ryan's 2006 conviction, he was stripped of his pension. It amounted to about $197,000 annually.
But the appellate court over-turned the circuit court, ruling earlier this month stating that Ryan could retain the pension he earned from public service prior to his terms as Secretary of State and Governor.
Ryan had also served in the state legislature and as lieutenant governor. According to the high court, he is entitled to keep about $65,000 annually.
But Illinois Attorney General Lisa Madigan, who was the first to argue that Ryan should not receive any of his pension, plans to appeal the decision.
At the time of his conviction, she issued a detailed opinion that the convicted felon should be stripped of his pension benefits.
Cook County Circuit Judge Martin Agran agreed with her. He upheld the unanimous ruling of the General Assembly Re-tirement System board that voted to deny Ryan his annual pension.
Madigan said at the time that Ryan forfeited all of his pension benefits, not merely those that accrued during the eight years that he served as Governor and Secretary of State. She also re-quested that he receive a timely and full refund of the contribu-tions he made to the system.
NOBEL PRIZE NOMINEE
There is at least one advocate of Ryan's deeds who has been consistent in his support. Uni-versity of Illinois law professor Francis Boyle, who has long ad-vocated abolishing the death penalty, has placed Ryan's name in nomination for the Nobel Peace Prize for the seventh time.
Boyle says his continuing nomination encourages aware-ness of the issue of capital pun-ishment. Boyle said 37 execu-tions occurred in 2008, a down-ward trend that began with Ryan's death penalty morato-rium.
Ryan did away with Illinois' death row in 2003 before leaving office.
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