Happy 21st RURAL, a personal reflection

Happy 21st Birthday RURAL, a personal reflection

Twenty-one years ago, my life took a little jog in the road. I haven't been the same since. My daughter Jenny was only 8; my son Chris was 7. I'm a grandmother now. I have found peace in retirement, in the State ofArkansas where my husband John and I moved almost five years ago. But as much as my life has changed, the steadfast resolve that grew out of that day remains unyielding.

Aug. 2, 1988 was the day RURAL (Residents United to Retain Agricultural Land) was born. That was the official day, yet the real change had taken place weeks earlier — in the spring — when John and I attended our first airport meeting. John was so angry he rarely attended another one. I on the other hand can't count the number of meetings I have attended over the years. John's anger turned into pure hatred. Mine started that way too but was tempered, unbeknownst to me at the time, by a strong desire to mother a movement.

John was incensed when state consultants Marjorie and Suhailal Chalabi, who are still with the project painting a rosy picture of a successful airport with thousands of jobs and thousands of passengers eager to shun Chicago airports just to fly out of Peotone, argued that planes would not make noise in the future. That was the first time I ever laid eyes on Aldo DeAngelis, the late state senator, the beloved Italian who charmed everyone around him, as long as you agreed with him. I didn't.

There were 13 of us at that first meeting, who were all appalled at what we had heard. We stood in the parking lot at the Beecher Community Hall where we held our own little 'after the meeting' meeting. I later learned these were necessary to de-program after such a meeting where there was always a purposeful assault to our intelligence.

On this night, I suggested we pass our phone numbers around. Brenda Thunhurst., of Crete, whipped out a tablet and pen where we all scribbled our names and numbers. She typed the list at work and sent it to all of us. I wonder where that piece of paper is now? I had all that information on another computer—on a 5 1/4" floppy disk—which is no longer compatible with today's systems. If only technology hadn't moved so quickly, I could just search my computer for it.

Hah, if only transportation technology had advanced at a similar rate we'd be taking bullet trains to get from one point to another.

Or if Illinois politics would have matured past its historical pay-to-play mentality, eastern Will County would be a very different place today.

RURAL's guiding principles, formed during those early days of the opposition to build a new airpor never wavered. Still in tact, they were transferred to STAND (Shut This Airport Nightmare Down). The overlying fact is that if something already exists — airports in Gary on the east, Milwaukee on the north, Rockford on the west, and Kankakee on the south — why build a new one?

If a farm economy is working and contributing to the region, why destroy it for an airport that could turn out like the state's white elephant Mid-America at Mascoutah? To be fair, we didn't know about Mid-America then. But once we learned about it, what a great poster child it turned out to be for what not todo.

The Peotone airport project has seen countless promoters over the years, all state-sponsored, paid by tax dollars, who have come and gone. They have taken as much from the taxpayers as they could get before they moved on, probably for more steady work or bigger paychecks. They have never looked back at the chaos they helped create or the people, property, community, and more that they have destroyed.

Even the project has changed. It has changed boundaries, size and focus. The state is searching for a winnable solution and so far, has not found one. I doubt it ever will. I have said for 21 years that an airport will not be built. I'd like to stand by that statement. But I can't. I have learned that all things are possible when the equation includes greed, power, corruption, dishonesty, and lack of responsibility, integrity, and morality. There is money and power to be amassed, so they continue.

Not only was RURAL life-changing in itself, but it also sparked my career. On Sept. 2, 1988, after never writing any more than letters to the editor, I achieved my first byline on a story published in Kankakee's Daily Journal. I was a correspondent until 1997 when I went to work full time there. That was when I convinced George Ochsenfeld to take over RURAL. I entrusted him with something I considered very special, but I had been a volunteer long enough. My kids were getting older. Money was an issue, so I voluntarily gave up RURAL to work as a journalist. My association with the Journal continued for two years. In '99 I went to work for Russell Publications, the weekly paper that covers several towns. Because of Russell's stance against the airport, I was more able to write about what I knew about the project without having to kow-tow to the multitude of official press releases that touted unsubstantiated claims about the project. I continued to report the facts.

One of the hardest things I have ever had to do was walk that fine line. But to the best of my ability I never compromised my integrity as a journalist based on my personal feelings. I did however; inject facts I knew into stories. Over time, reporters went to other papers or other jobs and the real meat of the airport story became lost in all those press releases with a few quotes thrown in from our side. The knowledge of past events that shaped today's happenings had all been lost. At that point, I became an advocacy journalist, reporting from a historical perspective.

Laid off now, I continue to write on-line and in this and other blogs. I still consult with George and STAND. And I have a lot of time for reflection. Perhaps one day I will announce a new book in this very blog.

Inaccuracies seem to follow the Peotone airport

The following story was reported in Airport Business, a blog by Editorial Director John Infanger of Airport Business magazine. Infanger's post inaccurately states that the proposed Peotone airport is located in U.S. Rep. Jesse Jackson's congressional district, (see below). Congratulations Jesse, another one fell for it! Too bad it just isn't true.

I couldn't help but add a comment, since comments are allowed. Read my comment below the story.

Flying Out of ORD …

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Posted By John F. Infanger

Editorial Director, AIRPORT BUSINESS Magazine
… the construction unfolds at O’Hare below as the airliner liftsoff. A man’s mind turns to … airports. And whatever happened toChicago’s third airport, at Peotone (or wherever)?

No sooner asked than answered by Chicago Tribune reporterJoel Hood, who relates that the State of Illinois has “set aside” $100million to get the project moving. Says the story, “For airportsupporters, the money signals that Governor Pat Quinn is serious aboutacquiring the remaining 2,000 acres needed in southern Will County tobuild a third major airport for the Chicago region. No sooner had thegovernor signed the bill than state officials began fielding calls fromlandowners near Peotone seeking to cash in, said Susan Shea, directorof aeronautics for the Illinois Department of Transportation.

“I tell them that I’ve already got appraisers ready and out lookingat properties,” Shea said. ‘All of a sudden, people are starting torealize that this is going to happen.’"

That’s significant because two major obstacles holding up Peotonewere local landowners and politics. Chicago’s third airport was put onhold in the ‘90s because Mayor Daley had come up with a new plan –rebuilding O’Hare – and opposing Peotone. President Clinton and Mr.Daley were allies.

Interestingly, Mayor Daley had previously fought hard for a thirdChicago airport, at the Lake Calumet site near Indiana. It was heavilypolluted from the steel mill era; the feds said no. A group of seriousinvestors sought to privately build Peotone, a la Branson, but neverseriously got off the ground. And Mr. Daley’s father, Mayor Richard J.,at one time pushed hard for a third Chicago airport … in Lake Michigan.

Today, President Obama’s Chicago home isn’t that far north ofPeotone, which sits in Rep. Jesse Jackson, Jr.’s (D-IL) district. Rep.Jackson is perhaps the strongest proponent of the new airport, and hisargument gets legs when one considers that the current search for jobsin Chicagoland is rough. Daley and Obama are allies, certainly; butapparently the politics don’t add up to the same result today. The fateof this project has always hinged on Washington.

If there was one thing I learned about Chicago while growing upthere, it was that the region was a transportation hub. That was itscore strength – the railroads; the airports; the highways … theinfrastructure. Driving down I-55 the other day was a ‘highway betweendistribution centers’ experience.

The third Chicago airport has always seemed like a natural progression.

Thanks for reading. jfi

 Comment:

Your story contained an error.The proposed airport is NOT in Jackson’s district. In fact, Jackson hasdeceived many, including his congressional colleagues, into believingthat, but it isn’t true. The proposed airport site lies within the 11thcongressional district, in Will County which is fighting Jacksontooth-and-nail for control.

Further, due to her track record, you should have reported that Susan Shea claimed she is fielding calls from landowners.

Pat Quinn like all the rest

With the signing of the State of Illinois' $31 billion "Illinois Jobs Now" bill Wednesday, Gov. Pat Quinn just restarted the clock on a project for which time should have long ago run out. The bill steers another $110.5million toward the third airport project, near Peotone.

Illinois Governor proves to be no different than predecessors

With the signing of the State of Illinois' $31 billion "Illinois Jobs Now" bill Wednesday, Gov. Pat Quinn just rewound the clock on a project for which time should have long ago run out. The bill steers another $110.5 million toward the third airport project.

Billed as a jobs creator, that money will go toward buying the remainder of the land the state has been unable to obtain from folks who have vowed to fight to keep their land, homes, and farms -- unwilling sellers. How does that create jobs?

The only possible explanation for throwing good money after bad for a forty-year old project void of forward progress, is that Quinn is continuing similar practices of his predecessors -- jobs for favorite supporters: lawyers who will try to push eminent domain on innocent families; consultants who will to try to hide the project's lack of need; public relations specialists who will explore every angle in an effort to paint a rosy picture of the project; and of course investors who also contribute to public officials' campaigns for promise of a piece of the action when an airport is built, if it ever is. Perhaps some of those professionals are part of the 10.3 percent of Illinois' unemployed.

Many believed Pat Quinn would be different than his predecessors -- one who is serving time in a federal penetentiary and another who awaits his day in court. It looks like nothing has changed except the names.

Remembering John Callaway

I will remember John Callaway, a quality journalist

I was saddened by the news of the death of John Callaway, one of Chicago's finest journalists.  He leaves behind an enviable legacy. He was a good and decent man who excelled at the profession he loved, which allowed him to touch countless lives of people in all walks of life. I am privileged to have been one of them.

I remember when I met him. It was during his final year of hosting Chicago Tonight, which showcases newsmakers and various and often contrasting views of issues. On March 11, 1999, I was part of an invited panel, among former mayors — Dick Benson of Peotone, and Ed Palmer of University Park as well as former Illinois Transportation Secretary Kirk Brown. The subject was Chicago's "third" airport near Peotone. It was a fair fight — two for and two against. Benson and I opposed the project while Palmer and Brown promoted it.

I recall being a bit star-struck. It was a surreal experience — as Benson and I rode the train from the southernmost stop on the Metra Electric Line at University Park to what is now Millennium Station at Chicago, a lengthy cab ride to the north side, and finally onto the show's set at WTTW. Chicago Tonight was as familiar to me as my own living room, yet being there was like seeing it for the first time through a new pair of eyes. Being interviewed by the likes of John Callaway was pretty impressive in itself. Hearing him introduce me was certainly a personal high point. But it was also the pinnacle of the early anti-airport movement. After twelve years, our voices were finally being heard.

So much about those days is locked in my mind, but remains close to the surface. That was ten years ago, and I no longer live in Illinois. And while there is no reason for me to care about what happens, I still do. Revisiting the subject not only brings back the recollection, but remains powerful enough to revive the emotion.

I remember enjoying the confrontation with Kirk Brown, instigated by Callaway.

When I learned of Callaway's death, I wanted to watch a video tape of the show, something I haven't seen since around the time it was recorded. What a fascinating historical perspective. Nothing has changed except the players!

Chicago Tonight's discussion was inspired by then newly-elected Gov. George Ryan who announced downsizing the proposed airport — from 23,000 acres to a mere 4,100 acres. Brown remarked that a scaled-down mini version was Gov. Ryan's idea because "he is a practical man, a doer, who wants results."

Callaway observed that to him Ryan's gesture was the sign of cooperation between the Republican Governor and Democratic Mayor of Chicago. Mayor Richard Daley opposes another airport.

Callaway made mention that "Peotone seems a long way (from Chicago)." He mentioned that he had recently been to the Gary Airport, remarking that it really looked like a "nice facility at Gary."

"We looked at that," Brown said. "From an environmental standpoint, you can't do it." He added that there wasn't enough acreage available. "Gary has no future. There is nothing useable for a major air carrier airport."

I became angry all over again, as I heard Brown misrepresent the potential for the Gary/Chicago International Airport again. During those days, he said it often. It all came back to me; I recall the feeling of helpless injustice that comes when representatives of the government blatantly lie to get what they want.

This might be a good time to point out that George Ryan is absolutely a doer that gets results. And, his efforts have landed him in a federal penitentiary. Kirk Brown now works for the company — Hanson Professional Services, Inc — that he hired when he was secretary — to manage the state-owned land in the airport site. Coincidence? Brown no longer holds the title of secretary. U.S. Rep. Jesse Jackson, Jr., has replaced him as chief airport booster with his own brand of airport rhetoric. He not only repeats Brown's lies, but has added a few of his own.

During the interview, Brown went on about how the airport could be completed in five years — which by my calculations — would have been 2004. He claimed that all that was needed was for the FAA to complete an environmental impact statement. That wasn't quite accurate either. Brown said the Peotone site had no environmental issues that couldn't be mitigated. When a government bureaucrat talks about mitigation, it isn't about a permanent solution to a problem. It is a more likely a temporary fix, accompanied by glowing press releases that cover up problems, usually creating new ones in the process.

So, during our discussion, Callaway asked me if I thought there were environmental concerns at the airport site. I shot back that yes, flooding was a major issue, with all of the many creeks and streams that flow through the airport site. I suggested that when it rains, the flow pattern is obvious. Today, the soil absorbs and drains the water, but that wouldn't happen if the land was paved with concrete and asphalt.

Callaway then asked if perhaps there was a need for an airport to service the southern portion of the region some time in the future. I answered that I didn't think so. I saw future technology as more likely to move toward shorter runways, not longer ones.

Benson talked about high speed rail and how it had begun making headlines. That has begun again with the election of President Barack Obama, but this time with the leadership necessary to move forward on this exciting new mode of transportation, it could become a reality. Kirk Brown's position, though he didn't discuss it on the show, was dismissive of high speed rail. Today's state decision-makers have continued Brown's notion that high speed rail should be built to connect Peotone to downtown Chicago. He refused to accept that high speed rail would serve as competition to aviation,  further negating a need for a new airport.

Callaway tried to engage Palmer in a conversation about the people who would be dislocated. Instead, he presented a scripted message about economic development for the south suburbs.

"It is coming. It is a fact that it will be here," he said. "For those dislocated, stop thinking in the past," he said.

Palmer's remarks insulted our intelligence. As a representative of the grass-roots organization Residents United to Retain Agricultural Land (RURAL), my role was to represent the views of our members, many of whom would be displaced by a new airport.  To me, thinking in the past was Palmer and Brown trying to push an idea conceived more than 40 years ago.

Watching the tape reminded me that the kind of nonsense which is still being spewed by Jackson and others, still retains the power to annoy me.

Before our introduction on Chicago Tonight, reporter Rich Samuels traveled to the Peotone area to talk to the folks most affected. Providing the balanced view was former Chicago Heights Mayor Angelo Ciambrone.

I felt a pang of homesickness as I watched the tape, remembering the frustration that was displayed on the faces of the people who I felt very close to in those days — people I am no longer in contact with since I retired and left the area.

Warren Gottwald, who years later has since moved away as well, talked about his 40-acre farm that he loved. He said that when he was a young man he thought the American Dream was to own a place with a little creek on it.

"I have that now and they want to take it away from me," he said, admitting, "I'm bitter about this unnecessary airport."

"We need an infusion of an economic giant," Ciambrone said, as he and Samuels toured the urban decay in and around Chicago Heights, a once vibrant, bustling community, rich with jobs, shopping, theaters, and clubs. Someone should have repeated to Ciambrone before he spoke, that the airport he was talking about was scaled down to just one runway and one terminal. Even if it was a smashing success, it wouldn't be an economic giant. The reality is that the airlines who oppose the project would likely continue to oppose it. Instead of a boon, it likely could be an economic drain like Illinois' other boondoggle airport, Mid-America near downstate Mascoutah which has been virtually a ghost town since it was built a decade ago.

A scaled-down airport would duplicate what is now in Gary, accessible by only tar and chip roads instead of highways that serve Gary. How has Gary's airport provided an economic benefit? For that matter, where is the economic benefit in Maywood, that isn't far from one of the busiest airports in the world — O'Hare? Sadly, an airport more than 20 miles away would likely change nothing in the south suburbs. And, it is time to admit that economic development cannot in itself change generational illiteracy, poor schools, gang crime, high murder rate, crooked cops, drug dealing, and a pathetic political structure that does nothing but make excuses.

The video portrayed the rich farm fields and wide open spaces where the airport is actually proposed. The contrast was startling. Samuels went to Peotone — which remains a quaint, little Rockwellian town with a viable downtown where people still gather to talk, shop, and frequent restaurants and saloons. While there, Samuels talked to people who said what they have been saying for the past 20 years when the project was revived by Ryan's predecessor, Gov. Jim Edgar. And they are still saying them. They want to keep their way of life, free of the airport 'dangling here,' as Mary Ann Talamontez, who works in the local doctor's office, put it.

Judi Austell, who owns the local beauty shop, said she wished the state would just make up its mind.

"Let's be fair. The people will be compensated fairly," Ciambrone said. Glenn Ginder, who farms for a living, was concerned about the cavalier attitude that folks in the path of runways can simply relocate.

"How do you put a price on food, family, or our church," he said.
Callaway wisely commented that the debate would likely continue.

I had been interviewed many times over the years. But, I was most impressed with John Callaway — for his knowledge on the subject, the questions he posed, and the understanding he held for the victims who still live with the uncertainty of this 40-year old project. His calm demeanor was capped by his keen sense of the politics involved, which was a hallmark of his stature as a journalist. Chicago has lost one of its brightest and best.

Campaign contributions and lobbying efforts influence policy

Since the late 1980's, Illinois officials have tried every available means to push a huge public works project to fruition, with a keen eye toward ensuring their own political futures and continuing cycle of self-enrichment. A successful airport can be a huge generator of economic development, bringing its sponsor untold benefits in the way of controlling jobs, concessions, and other revenue.

The project, a 23,000-acre airport three times the size of Chicago's O'Hare International Airport, one of the busiest in the world, would, if approved, be located in a small farming community north of the Village of Peotone, about forty miles south of downtown Chicago. The people most affected, including the local governments of three of the surrounding towns, several adjacent townships, and many varied organizations, have resisted the development for more than two decades. Unfortunately, their small populations and limited cash flow result in an unsophisticated political base, which has little influence on Illinois' well-funded, long-entrenched political pay-to-play power structure.

Tax dollars have funded a multitude of government lobbyists over the years that make regular trips to Washington, D.C. and Illinois' capital of Springfield to guarantee that despite its inability to gain traction on its own; this is the project that will not die. It is no coincidence that the names of supporters regularly show up on campaign contribution lists and at political fundraisers. Beyond lobbyists and campaign contributors, numerous longtime supporters have landed well-paying government jobs.

Business as usual in Illinois, which includes spending money on the Peotone effort, has landed ex-Governor George Ryan in a federal penitentiary, resulted in the recent indictment of ex-Governor Rod Blagojevich by a federal grand jury, and spurred federal and congressional investigations of Congressman Jesse Jackson, Jr., D-Chicago. Despite these statistics, replacement-governor Patrick Quinn promises to clean up government, as did his predecessor. Yet, in his first budget speech, the former Lt. Governor under Blagojevich, Quinn proposed $100 million to buy land for the airport. Land acquisition has been ongoing, thanks to Ryan who paved the way for the state to buy numerous unsold lots in an upscale subdivision belonging to a Ryan contributor. The housing development was located just outside the airport's proposed boundaries, but was close enough to cause a selling frenzy.

Together with years of badgering by threats of eminent domain, a doomed real estate market long-manipulated by the threat of an airport nearby, and the fear of what might happen, has been more than some folks, especially the elderly, could take. So they sold their land to the state. They simply gave up and moved on with their lives. After all, the first talk of an airport in the Peotone area was a headline in the local newspaper more than forty years ago, in 1968.

Many of the remaining families today are what the state calls, "unwilling sellers." They have dug in their heels, refusing to be intimidated. Undaunted, the state continues its efforts to coerce real estate sales. Some of the landowners have farmed the land for generations. Several farms have been in the same family for more than 100 years, honored as centennial farms by the same state that now wants to take them. In some cases huge state-created signs marking "Illinois centennial farm" are down the road from signs that read, "State Property No Trespassing." Many believe the only reason the state hasn't used eminent domain to take the remaining land is because a need has never been proven and the project has never been authorized by the Federal Aviation Administration. They could lose in court without a proven project.

The state owns about one-third of the land needed to build a scaled-down "starter airport," with only one runway and a terminal building. The full-scaled project would include six parallel runways. The "starter airport" would have a similar effect as buying land outside the site. It would be the first foot in the door to the ultimate field of dreams. And despite approval to expand O'Hare, the economic decline, and letters by the airlines stating they would not support a Peotone airport, the state persists.

With unending funds, tied directly to the pockets of Illinois taxpayers, the public relations work remains ongoing. Upwards of $100 million has been spent on what the state has called 'studies.' In actuality, the 'studies' are a set of organized reports, containing cherry-picked shreds of data and inaccurate assumptions, tied together in a report designed to defend the sponsor's outcome. With few exceptions, officials, consultants, lobbyists, and campaign contributors form a closed circle of airport backers.

Will County government wants jurisdiction over the airport if it is ever built. They have long been on the state's bandwagon, despite a majority of residents opposed to the project as shown through political survey questions and other means. County officials recently hired a consultant. They also employ a lobbyist.
Will County officials in more populated regions, which make up the majority of the 27-member board, support an effort to write a new law to establish governance for an airport that does not exist and would take effect before one could exist. Their aim is to thwart the efforts of Congressman Jackson who started an airport authority of his own. It consists of south suburban communities but the impetus and the funding comes from northwest suburbs of Bensenville and Elk Grove Village, neighboring communities of O'Hare. The two have long been opposed to O'Hare's expansion. The opposition was tied to building Peotone. Recent elections have brought new leadership to Bensenville. And Elk Grove Village's Mayor vowed to stop the fight against O'Hare. But that has not stopped Quinn, who still wants to spend $100 million to take land for a new airport.

Through his extensive public relations work, Jackson has convinced leaders in the beleaguered south suburbs, desperate for jobs and economic development, that that they would benefit by a one-runway airfield far from their towns. Yet, he dismisses the same benefits from the existing Gary/Chicago International Airport that already exists just minutes from the south suburbs. More than a year ago, Jackson raised money from some of the poorest towns to lobby ex-Gov. Blagojevich. He wrote op-ed pieces. He erected billboards. He demanded, albeit unsucessfully that Blagojevich turn over state-owned land to his airport authority.

Jackson came under fire from U.S. Rep. John Campbell, R-CA in 2007 when Jackson sought an earmark of $231,000 attached to a spending bill, to study the benefits of the airport. Campbell's criticism centered on the recipient - Jackson's airport authority - headed by Jackson's own congressional staffer, Rick Bryant. But what Campbell didn't know was that when Jackson argued for the funds, he lied about the location of the airport. He said it "abuts Ford Heights," one of the poorest suburbs in the country. Though that might have made a compelling argument for such a project, it just isn't true. Ford Heights is more than twenty miles from the site and is in a different county and a different congressional district. Ford Heights is a poor black urban suburb. The airport location is a white rural farming community.

Jackson has a history of misrepresenting the location of the Peotone airport. He initially listed Peotone with the other towns in his district on his campaign website. When called on it, he added a disclaimer, but to someone unfamiliar with the Illinois' landscape, it remains misleading. Jackson's claim that the airport would benefit his constituents is unproven, but that hasn't stopped him from making the claim. It may be his only justification to them for backing a public works project outside his congressional district.
For more than twenty years, an organized grass-roots group opposed to the airport, has found it difficult to gain traction against the systemic political machine in Illinois with its pay-to-play structure, built-in lobbyists, and campaign contributors. It is a never-ending cycle that must be broken.

STAND sets the record straight on Peotone Airport

Reprinted from the Park Forest eNews, STAND (Shut This Airport Nightmare Down) sets the record straight on the Peotone Airport.

Read it here .

Community leaders invite Gov. Pat Quinn to Eastern Will County

Current headlines scream "economic decline." The airline industry reports projected losses at $4.7 billion this year. They face losses greater than those experienced after Sept. 11, 2001. Fewer people and less cargo are filling Chicago airport terminals.

So why then would Gov. Patrick Quinn choose to pour another $100 million into buying land for a new airport in eastern Will County, near Peotone? The state has already spent millions of Illinois tax dollars on public relations work, coercing local governments into diluting their opposition and spreading misinformation, all in the name of a planning process to solve a problem that doesn’t exist.

Local governments in eastern Will County have signed a resolution calling for the state to cease all land acquisition and threats of eminent domain until the Federal Aviation Administration (FAA) issues a final record of decision on the necessity and viability of the proposed Peotone airport. There is a regional consensus that land should not be purchased for a project that has not received federal approval, as was done with O'Hare expansion.

 "We demand no less than what was afforded O'Hare neighbors by the City of Chicago," said Brian Cann Supervisor of Will Township. "Those of us who live in eastern Will County demand to know why the state persists in this folly," Cann said. "For decades, our lives have been disrupted. We have undergone harassment and intimidation by the state and its agents. Nearly every governor since Richard Ogilvie in 1968 has chattered about building a new airport south of Chicago. But it hasn't happened because it just isn't a good idea."

"Enough is enough. It is time for Gov. Pat Quinn to finally Shut This Airport Nightmare Down," says George Ochsenfeld, president of STAND, a citizen’s group of over 5000 members. Ochsenfeld and Cann want Quinn to visit eastern Will County — to see why building another airport is a bad idea. They would like to show Quinn that an airport just doesn't fit into eastern Will County's rural landscape.

The truth is there are far better alternatives and less costly solutions. Use what already exists before building what would amount to a sixth (not third) Chicago area airport. Studies have never examined the efficiency of using a combination of O'Hare and Midway, with the region's three under-used supplemental airports that already exist — Gary/Chicago, Chicago/Rockford, and Mitchell in Milwaukee. Another alternative to a new airport that hasn't been studied was recently articulated by President Barack Obama — high speed rail — which would offer a competitive alternative to flying.