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.
Wednesday, April 15, 2009
Monday, April 6, 2009
Locals answer Governors support for Peotone airport development
 Illinois Governor Pat Quinn |
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. Current headlines scream "economic decline." The airline industry reports projected losses at $4.7 billion this year. They face losses greater than what was experienced after Sept. 11, 2001. Less people and goods 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 spent tens of millions of Illinois tax dollars already for public relations work, coercing local governments into diluting their opposition, and cherry-picking information in the name of a planning process in an attempt to justify a need that doesn't exist and isn't proven.
"We refuse to sell," says Will Township Supervisor Brian Cann, the township that contains the entire airport footprint. Cann promises a fight if the state tries to condemn land. The consensus from eastern Will County governments and organizations is that land should not be purchased until nd if new airport receives federal approval, s was done with O'Hare expansion plans.
"We demand no less than what was afforded O'Hare neighbors by the City of Chicago," Cann said. "Local governments have signed a resolution calling for the state to cease and desist all land acquisition and threats of eminent domain in eastern Will County until after the Federal Aviation Administration issues a final record of decision on the necessity and viability of the proposed Peotone Airport.
"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 an organized group of the same name, consisting of 5000 members. Ochsenfeld and Cann have written to Gov. Quinn inviting him to visit eastern Will County. They want Quinn to see and hear 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.
In his recent budget address, Gov. Quinn uttered support for a new airport, but he also told his audience, "Saying no is not enough... unless you are willing to speak the truth and offer real alternatives."
The truth is there are far better alternatives to a new airport. The most obvious is to use what already exists before building what would amount to a sixth (not third) Chicago area airport. Studies 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 competition to flying.
Thursday, March 19, 2009
Pat Quinn says he supports Peotone
So, in his budget address, Illinois Gov. Pat Quinn says he supports Peotone. I can tell you, that for me, the speech was pretty surreal.
The birds were singing their frenzied mating songs and scurrying to build nests to hold their eggs. The sweet fragrance of the hyacinths danced on the swift breezes, toward me. The sound of last year's red oak leaves rustled, in their last clinging grasp to the branches before new buds swelled beneath them, setting them free. Amid all that peace and tranquility that is my front yard, here in Arkansas, the voice of Illinois Gov. Pat Quinn nearly drowned it all out, via Windows Media Player on my laptop computer.
I heard him speak honestly about the situation Illinois faces economically. He talked of solutions. They all made great sense until he spoke of the $1 billion for economic development, the smallest amount by the way, behind the billions allocated to concerns of the environment and education, and other more pressing initiatives.
Then he said, "We will build a third airport in the south suburbs of Chicago, and we will build it as fast as humanly possible." The camera panned over to a corner of the room where the black men whose faces I could not make out in the sun-drenched resolution of my computer screen. But, I can only assume they were members of the black caucus, cronies of U.S. Rep. Jesse Jackson, Jr., who were applauding wildly. Others were applauding too. The biggest surprise applause to me, came from Speaker of the House Michael Madigan, who has traditionally been an opponent of Peotone.
I can't help but think that at least some of the members of the General Assembly could have been applauding the fact that Quinn's giving verbal support to Peotone would finally shut Jackson up for a while, though probably not for long.
I'll give Jackson credit — another Illinois Governor said he supports Peotone. But is that really a big deal? Every governor since Richard Ogilvie, back when Jackson was three yeas old has said those words, with the possible exception of Dan Walker. But, none of them have done it.
Perhaps the reason it hasn't been done is because building another airport, some 40 miles from the city center is a stupid idea. Saying it means nothing. Doing it would count. But, I can't help but think this meritless scheme from 1968 just can't pass muster. There are so many better ideas.
The birds were singing their frenzied mating songs and scurrying to build nests to hold their eggs. The sweet fragrance of the hyacinths danced on the swift breezes, toward me. The sound of last year's red oak leaves rustled, in their last clinging grasp to the branches before new buds swelled beneath them, setting them free. Amid all that peace and tranquility that is my front yard, here in Arkansas, the voice of Illinois Gov. Pat Quinn nearly drowned it all out, via Windows Media Player on my laptop computer.
I heard him speak honestly about the situation Illinois faces economically. He talked of solutions. They all made great sense until he spoke of the $1 billion for economic development, the smallest amount by the way, behind the billions allocated to concerns of the environment and education, and other more pressing initiatives.
Then he said, "We will build a third airport in the south suburbs of Chicago, and we will build it as fast as humanly possible." The camera panned over to a corner of the room where the black men whose faces I could not make out in the sun-drenched resolution of my computer screen. But, I can only assume they were members of the black caucus, cronies of U.S. Rep. Jesse Jackson, Jr., who were applauding wildly. Others were applauding too. The biggest surprise applause to me, came from Speaker of the House Michael Madigan, who has traditionally been an opponent of Peotone.
I can't help but think that at least some of the members of the General Assembly could have been applauding the fact that Quinn's giving verbal support to Peotone would finally shut Jackson up for a while, though probably not for long.
I'll give Jackson credit — another Illinois Governor said he supports Peotone. But is that really a big deal? Every governor since Richard Ogilvie, back when Jackson was three yeas old has said those words, with the possible exception of Dan Walker. But, none of them have done it.
Perhaps the reason it hasn't been done is because building another airport, some 40 miles from the city center is a stupid idea. Saying it means nothing. Doing it would count. But, I can't help but think this meritless scheme from 1968 just can't pass muster. There are so many better ideas.
Tuesday, March 17, 2009
NY Times continues one-sided campaign for Peotone
Amazingly, another op-ed column has been written in the New York Times today about the Peotone Airport from a perspective that mirrors that of Jesse Jackson, Jr., by columnist Bob Herbert. This makes two in the last four days This one was entitled "Stifling an opportunity." You can read it here .
I have had a few emails alerting me to this story, but the first was from Congressman Jesse Jackson, Jr.'s e-mail distribution list at http://www.jessejacksonjr.org/distlist.htm This is the link, just in case you would like to become a subscriber. The email said the following:
Today Bob Herbert writes, “An airport is a very different public works project than a bridge or a road,” he said. “The jobs that come with the development of an airport range from construction to taxicab drivers, to the hotel and motel industry, to Avis and Hertz, which buy cars by the fleet, to Federal Express and DHL, and all those others who staff and manage the airport. Corporate head-quarters frequently locate near an airport. In terms of employment, it’s the gift that keeps on giving.”
"The goal from the beginning has been to keep the proposed airport out of the clutches of Chicago’s notorious “pay-to-play” tradition.
That is the most likely reason that this project, with its potential to unleash so many jobs, has taken so long to get off the ground."
Perhaps Mr. Jackson is trying to show support for his plan to coerce Gov. Pat Quinn. He is probably seeking an agreement to let ALANC become a co-sponsor with Illinois for the airport.
I have often been accused of being one-sided, though what I wrote was always to the best of my ability, based on facts. So, I thought I might enlighten Mr. Herbert about some of the facts he left out of his column:
Mr. Herbert,
Endling a 40-year old nightmare is hardly stifling an opportunity. Please stop doing a disservice to your readers. There is far more to the airport story than the one Jesse Jackson, Jr. tells.
As a local reporter/editor I was writing about the proposal to build an airport near Peotone since long before Jesse Jackson, Jr. went to Washington. I have written countless stories for the local paper for more than 20 years. The paper is officially opposed to the project and for years has displayed a 'no airport' logo on its masthead.
Prior to that I was a young wife and mother who had hoped to raise my two children in the beaucolic rural eastern Will County. When I heard about how building an airport larger than O'Hare, just a few miles from where I grew up, was to be a panacea for the region, I had questions. I joined with several others following an FAA meeting in our small town. We wanted answers, but were not given any. We formed a group to oppose the airport. It was 1988. Though I no longer live there, the opposition remains organized.
I'm glad you realize the proposed third airport is outside Jackson's district. By the way, it would actually be the Chicago area's sixth airport sharing with — O'Hare, Midway, Gary, Milwaukee, and Rockford. But, so is the Gary/Chicago International Airport, which is closer to Jackson's constituency than Peotone. Different county/different state – what's the difference to people who need jobs? Jackson is a U.S. Congressman who should concern himself with jobs in the country, not just the south side of Chicago, and at others' expense. If airport jobs were available, Jackson's constituents could get jobs at Gary much easier than at Peotone. But perhaps jobs really aren't his concern.
Jackson's association with the late Henry Hyde, shocked everyone because the two had opposite philosophical and political views. Yet they found one common thread, hostility toward Mayor Richard Daley and Chicago, via O'Hare International Airport. Jackson was attracted to the northwest suburbs and Hyde's long fight against Chicago's control of O'Hare. The northwest suburban officials, who have fought O'Hare expansion endlessly, simply fit Jackson's criteria. Daley was forced into the 'third airport' fray because Hyde's GOP cronies in the Illinois General Assembly tried to exclude Chicago, which has title to one of the busiest airports in the world, from studies of Chicago airport capacity, in 1985. It was ludicrous to exclude the primary airport sponsor from such a study, but like many things related to this project, Illinois officials tried.
I readily admit that O'Hare was an economic engine and magnet for jobs because it replaced Midway during a booming post-war economy, a time when aviation was growing exponentially. But O'Hare was the primary airport for the growing region. Only a fool would predict similar growth with a redundant sixth airport, especially during the current economy and condition of aviation.
Had Jackson used all the wasted energy he has devoted to this ill-conceived project, outside his congressional district, perhaps he would have been able to develop some of the brown field areas and create jobs in his own district. Or perhaps he could have put efforts into redeveloping the site of the long-defunct Dixie Square Shopping Mall in Harvey, the one destroyed during the filming of the Blue Brothers movie in 1980. Though the shopping center has been demolished, the land has yet to be redeveloped.
Or perhaps instead of trying to obliterate some of the best farmland in the country, Jackson could have examined the rail and intermodal freight potential in his own backyard. Because he ignored the obvious, that dynamic has begun moving and taking jobs with it, to the hinterlands as well. And why should another working region supported by a good farm economy suffer because of Jackson's lack of vision.
If transportation was really Jackson's focus, why did he not pursue high speed rail, which is far less invasive, cleaner, and would also produce jobs?
It is a given that airports are economic growth magnets, but only if they are successful. Mid-America Airport is another Illinois airport in the cornfields studied by the same IDOT consultants that wrote reports on Peotone. But they built it and nobody came. Billed as a reliever to St. Louis' Lambert Field, Mid-America has become nothing more than a burden on the local taxpayers who are now stuck with it. And, it has been virtually a ghost town for a decade. The same thing could happen at Peotone.
If lack of airport capacity is the problem, why isn't the Gary/Chicago International Airport being utilized? It already exists and is easily accessed from the south suburbs and downtown Chicago. It takes about 20 minutes from Homewood. If new airport capacity were a problem, Gary should be booming. If airports solved economic problems as Jackson claims, why hasn't Maywood, in close proximity to O'Hare been its beneficiary? The studies that have concluded that a new airport is needed have been done since 1985 by one chosen consultant, directed by the IDOT, which has a reputation similar to past Illinois governors who appointed them. The previous governor is under federal probe and his predecessor is serving time in the federal pententiary.
There has never been a proven need for a Peotone airport. The project has never had enough merit to stand on its own without being propped up by millions of tax-supported public relations schemes. Did you ask Jackson about that?
Numerous public officials have signed resolutions opposing the project. Thousands of residents have battled the proposal since 1988 through organized opposition. Political surveys have indicated a majority of the people of Will County are opposed. Jackson has enraged Will County officials who are now trying to garner support in the Illinois General Assembly to establish an airport authority of their own, just to counter Jackson's efforts.
There have been so many victims of this ill-fated scheme. Whole communities have been adversely affected. People have lived in limbo since this airport was proposed. Some – proud men — have died thinking they failed their families because they could no longer protect them. Stress and illness has taken its toll. And they deserve better, even from an op-ed writer in the New York Times who has written two columns in the past four days, apparently using only one sources. And that source is questionable. You might start with your paper's own archives. I was quoted by your paper 18 years ago when a NY Times reporter came to Peotone to write a balanced piece. If you would like more information about the local point of view, check my blog at chblog.ozarkattitude.com Most of content has been published. Or if you have any questions, please do not hesitate to contact me at the above email address.
Carol Henrichs
I have had a few emails alerting me to this story, but the first was from Congressman Jesse Jackson, Jr.'s e-mail distribution list at http://www.jessejacksonjr.org/distlist.htm This is the link, just in case you would like to become a subscriber. The email said the following:
Today Bob Herbert writes, “An airport is a very different public works project than a bridge or a road,” he said. “The jobs that come with the development of an airport range from construction to taxicab drivers, to the hotel and motel industry, to Avis and Hertz, which buy cars by the fleet, to Federal Express and DHL, and all those others who staff and manage the airport. Corporate head-quarters frequently locate near an airport. In terms of employment, it’s the gift that keeps on giving.”
"The goal from the beginning has been to keep the proposed airport out of the clutches of Chicago’s notorious “pay-to-play” tradition.
That is the most likely reason that this project, with its potential to unleash so many jobs, has taken so long to get off the ground."
Perhaps Mr. Jackson is trying to show support for his plan to coerce Gov. Pat Quinn. He is probably seeking an agreement to let ALANC become a co-sponsor with Illinois for the airport.
I have often been accused of being one-sided, though what I wrote was always to the best of my ability, based on facts. So, I thought I might enlighten Mr. Herbert about some of the facts he left out of his column:
Mr. Herbert,
Endling a 40-year old nightmare is hardly stifling an opportunity. Please stop doing a disservice to your readers. There is far more to the airport story than the one Jesse Jackson, Jr. tells.
As a local reporter/editor I was writing about the proposal to build an airport near Peotone since long before Jesse Jackson, Jr. went to Washington. I have written countless stories for the local paper for more than 20 years. The paper is officially opposed to the project and for years has displayed a 'no airport' logo on its masthead.
Prior to that I was a young wife and mother who had hoped to raise my two children in the beaucolic rural eastern Will County. When I heard about how building an airport larger than O'Hare, just a few miles from where I grew up, was to be a panacea for the region, I had questions. I joined with several others following an FAA meeting in our small town. We wanted answers, but were not given any. We formed a group to oppose the airport. It was 1988. Though I no longer live there, the opposition remains organized.
I'm glad you realize the proposed third airport is outside Jackson's district. By the way, it would actually be the Chicago area's sixth airport sharing with — O'Hare, Midway, Gary, Milwaukee, and Rockford. But, so is the Gary/Chicago International Airport, which is closer to Jackson's constituency than Peotone. Different county/different state – what's the difference to people who need jobs? Jackson is a U.S. Congressman who should concern himself with jobs in the country, not just the south side of Chicago, and at others' expense. If airport jobs were available, Jackson's constituents could get jobs at Gary much easier than at Peotone. But perhaps jobs really aren't his concern.
Jackson's association with the late Henry Hyde, shocked everyone because the two had opposite philosophical and political views. Yet they found one common thread, hostility toward Mayor Richard Daley and Chicago, via O'Hare International Airport. Jackson was attracted to the northwest suburbs and Hyde's long fight against Chicago's control of O'Hare. The northwest suburban officials, who have fought O'Hare expansion endlessly, simply fit Jackson's criteria. Daley was forced into the 'third airport' fray because Hyde's GOP cronies in the Illinois General Assembly tried to exclude Chicago, which has title to one of the busiest airports in the world, from studies of Chicago airport capacity, in 1985. It was ludicrous to exclude the primary airport sponsor from such a study, but like many things related to this project, Illinois officials tried.
I readily admit that O'Hare was an economic engine and magnet for jobs because it replaced Midway during a booming post-war economy, a time when aviation was growing exponentially. But O'Hare was the primary airport for the growing region. Only a fool would predict similar growth with a redundant sixth airport, especially during the current economy and condition of aviation.
Had Jackson used all the wasted energy he has devoted to this ill-conceived project, outside his congressional district, perhaps he would have been able to develop some of the brown field areas and create jobs in his own district. Or perhaps he could have put efforts into redeveloping the site of the long-defunct Dixie Square Shopping Mall in Harvey, the one destroyed during the filming of the Blue Brothers movie in 1980. Though the shopping center has been demolished, the land has yet to be redeveloped.
Or perhaps instead of trying to obliterate some of the best farmland in the country, Jackson could have examined the rail and intermodal freight potential in his own backyard. Because he ignored the obvious, that dynamic has begun moving and taking jobs with it, to the hinterlands as well. And why should another working region supported by a good farm economy suffer because of Jackson's lack of vision.
If transportation was really Jackson's focus, why did he not pursue high speed rail, which is far less invasive, cleaner, and would also produce jobs?
It is a given that airports are economic growth magnets, but only if they are successful. Mid-America Airport is another Illinois airport in the cornfields studied by the same IDOT consultants that wrote reports on Peotone. But they built it and nobody came. Billed as a reliever to St. Louis' Lambert Field, Mid-America has become nothing more than a burden on the local taxpayers who are now stuck with it. And, it has been virtually a ghost town for a decade. The same thing could happen at Peotone.
If lack of airport capacity is the problem, why isn't the Gary/Chicago International Airport being utilized? It already exists and is easily accessed from the south suburbs and downtown Chicago. It takes about 20 minutes from Homewood. If new airport capacity were a problem, Gary should be booming. If airports solved economic problems as Jackson claims, why hasn't Maywood, in close proximity to O'Hare been its beneficiary? The studies that have concluded that a new airport is needed have been done since 1985 by one chosen consultant, directed by the IDOT, which has a reputation similar to past Illinois governors who appointed them. The previous governor is under federal probe and his predecessor is serving time in the federal pententiary.
There has never been a proven need for a Peotone airport. The project has never had enough merit to stand on its own without being propped up by millions of tax-supported public relations schemes. Did you ask Jackson about that?
Numerous public officials have signed resolutions opposing the project. Thousands of residents have battled the proposal since 1988 through organized opposition. Political surveys have indicated a majority of the people of Will County are opposed. Jackson has enraged Will County officials who are now trying to garner support in the Illinois General Assembly to establish an airport authority of their own, just to counter Jackson's efforts.
There have been so many victims of this ill-fated scheme. Whole communities have been adversely affected. People have lived in limbo since this airport was proposed. Some – proud men — have died thinking they failed their families because they could no longer protect them. Stress and illness has taken its toll. And they deserve better, even from an op-ed writer in the New York Times who has written two columns in the past four days, apparently using only one sources. And that source is questionable. You might start with your paper's own archives. I was quoted by your paper 18 years ago when a NY Times reporter came to Peotone to write a balanced piece. If you would like more information about the local point of view, check my blog at chblog.ozarkattitude.com Most of content has been published. Or if you have any questions, please do not hesitate to contact me at the above email address.
Carol Henrichs
Sunday, March 15, 2009
New York Times op-ed begs rebuttal
New York Times op-ed begs rebuttal and gets it
Today's buzz is a March 13 New York Times op-ed piece entitled "Flying Blind in Chicago" by columnist Bob Herbert. The piece read like a diatribe written by Congressman Jesse Jackson, Jr. or perhaps, his aide, Rick Bryant, who doubles as the Chairman of Jackson's self-appointed airport authority. The op-ed piece contains all the similar redundant propaganda about the wonders of an airport to serve Chicago in the cornfieldst near Peotone. Herbert claims the airport would be a great project for federal stimulus funds.Trouble is, it is the same rhetoric we have been hearing out of Jackson for years about the project outside his congressional district. And, it just isn't true.
The folly of building an airport near Peotone began in 1968, more than 40 years ago. In all that time, this ill-conceived project has lacked the merit to stand on its own without being bolstered by politicians who paid for their props with tax dollars. The project faded away in the 70's, only to be revived in 1985 in the Illinois General Assembly, a place where many great ideas generally go to die. But this one — being a bad idea — has lived on, still using tax dollars to give it legs to stand.
The stimulus money is supposed to be a job-creator for shovel-ready projects. This hardly fills that bill with its imaginary, over-inflated job projections. This project is hardly shovel-ready because its need just isn't proven.
I have learned of at least two responses to this piece and have received permission to print them here.
Mr. Herbert:
I fear you have been blinded by Congressman Jackson's snow job.
You failed to include several items that are quite apparent to those of us who live here.
1. The State of Illinois is buying the land with taxpayer dollars. The plan is to lease it back to ALNAC under below market rates. Hence, it is a public subsidy for private investors. As you may have read, the State of Illinois is nearly bankrupt.
2. No airline has expressed the slightest interest in the project. What if they build an airport and no one comes?
3. There is no surrounding infrastructure to support the area. One interstate is five miles away with a single off ramp interchanges in each direction that is a nightmare under current circumstances. All the other roads in the area are either rural of barely two lanes. There is no commuter rail to the site. The nearest train station is five miles away. There is no water except well water.
4. The two firms are foreign firms that would operate under NAFTA rules. Great concern must be expressed as to whether they will abide by prevailing wage rules or use Union sub-contractors.
5. The congressman is hardly a beatific figure given his deep involvement in the scandal surrounding our recently impeached governor. A thorough investigation as to who would profit by this project must be demanded.
6. Every willing seller of the land has already sold. Condemnation proceeding and the physical removal of residents from the homes is the only option left. Less than 25% of the land necessary for "inaugural footprint" i.e., one east-west landing strip, is in the possession of the State of Illinois.
I fear you have relied upon Mr. Jackson's propaganda apparatus rather than a thorough research of the facts.
Sincerely,
Thomas M. Brislane
Beecher, Illinois
The second is from a New York City resident who is originally from Peotone.
Bob Herbert claims that because the economy is hurting, Illinois should rush an airport project that is unnecessary and will destroy the very area supporters claim it will help. As a native of Peotone, IL – the site of the proposed third Chicago airport – I can tell you that the only reason the project didn't die off years ago is because corrupt political interests have fought to keep it alive, despite all evidence against its need.
In a time when "the U.S. is in a world-class recession, hemorrhaging jobs and spending trillions of dollars trying to extricate itself from the mess," I hardly see how an ill-advised project of this magnitude would solve any problems. Travel is declining, airlines are going under, and millions of people are in danger of losing their jobs. Expansion at established regional airports (Rockford and Gary ) would be much smarter policy for the long-term health of the Chicago metro area.
Amanda Layton-Greep
Park Slope, Brooklyn
Kudos to both for fine letters. Amanda went on to say that if anyone wants to write their own letter in response to this opinion piece, that it should be no more than 150 words, should include your full name, address, and daytime/evening phone numbers (for verification purposes only), reference Bob's column in the subject line, and send it to letters@nytimes.com. She cautions that the paper's policy is that letters must be received within a week of the original piece.
Yet another response was sent to the New York Times. This, from conservative blogger Rick Moran is also well worth the read. He posted it this morning at his blog, The American Thinker.
Friday, February 27, 2009
Obama lends support to High Speed Rail
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.
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.
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.
Thursday, January 22, 2009
Will County Illinois has its own version of the "Bridge to Nowhere"
Fund request includes local version of 'Bridge to Nowhere'
As part of its $26 million federal request for roads, infrastructure, and safety projects, in advance of President Barack Obama's potential stimulus bill, Will County included a request for funding for planning for a proposed Peotone airport.The government throwing money at this ill-conceived, unlikely-to-be-completed project might be described as Will County's own version of the 'Bridge to Nowhere.'
Perhaps the project might be more aptly named, 'Flight to Nowhere.'
While there are some very worthwhile and even perhaps critical projects included in the funding request, funds for the 'Flight to Nowhere' is not among them. And perhaps the project should enjoy the same fate as the bridge.
In 2005, the U.S. Congress nixed the $398 million 'Bridge to Nowhere'. It would have served only 50 residents. The bridge was to connect Ketchikan, Alaska to the sparsely populated Gravina Island.
The project, which caused ample embarrassment to the U.S. Congress, was considered the epitome of wasteful spending.
It became the proverbial poster child for congressional earmarks, those eleventh-hour additions tacked-on to federal spending bills by individual congressmen, seeking perks for their districts, usually as a means for getting re-elected. Ever since earmarks became a household word, they have been scrutinized, even though some of those too, represented worthwhile projects. The problem is that many were not.
As is customary, Will County sends its annual request for funding to the federal government. And almost habitually, the request includes funding for the 'Flight to Nowhere.'
Not all habits are good. And this may be one case where change is needed.
With the exception of some political maneuvering, there has been no forward movement on 'Flight to Nowhere' since yet another new map was submitted to the Federal Aviation Administration last March. Who can count all the maps that have been submitted over the past 20 years that the project has been in its perpetual planning phase?
No maps, no matter how skillfully drawn; tax dollars from every level of government; or lofty rhetoric from boosters; has been able to accomplish what a successful airport requires — a federal declaration of need, airlines who will use it, and passengers who want it.
According to a Will County press release, the portion of the $26 million request includes nearly half a million dollars for airport planning. Is continued planning for this boondoggle really the best use of $500,000 of Will County funds?
The Will County release claims that funds would develop a multi-jurisdictional land-use plan that would ensure regional benefits of growth while minimizing any adverse impacts.
This habitual language in Will County's request fails to consider that legislation to establish a development district for which a multi-jurisdictional land use plan would consider, does not exist. It languishes in the rules committee of the Illinois House.
The release states that the development plan was devised by Will County along with the Villages of Beecher, Crete, Peotone, Monee, and University Park.
How long ago was that plan written? How many changes have taken place in the affected communities that have not been incorporated into the plan? Is Will County even aware that these five communities that once held regular meetings may no longer share common concerns?
The planning funds include a 6-township multi-jurisdictional land-use plan. Is that even feasible? It wasn't according to former Transportation Secretary Timothy Martin, who said the ultimate build-out of an airport larger than O'Hare would not happen in his lifetime. Even a scaled-down version looks like an impossibility.
The press release says the federally-funded plan would take into account all types of developments based on the future growth of the communities and airport.
Too bad this funding request failed to consider reality.
- There is no airport project;
- There is no enabling legislation for a development district;
- The five towns that once worked together no longer speak to one another;
- Will County, like the rest of the country, is in the midst of a recession;
- And, air travel is lower than it has been for 15 years, due to the negative economy.
So, is requesting another $500,000 to plan for an unneeded project that has failed to advance from the drawing board in its 20-year existence, a wise use of funds?
Perhaps Will County should realize its perennial request for funding is sorely outdated and represents nothing more than a 'Flight to Nowhere.'
Tuesday, January 6, 2009
Freshmen congress sworn-in
Halvorson sworn in Tuesday, To serve on ag committee
Debbie Halvorson, D-Crete was among the new members of the 111th Congress sworn in when the session convened Tuesday morning.
Toi Hutchinson appointed to the Illinois Senate
 |
| Illinois State Senator Toi Hutchinson |
Democrats name new senator in the 40th
Toi Hutchinson, 35, of Olympia Fields will fill the senate seat formerly held by Illinois Senate Majority Leader Debbie Halvorson, Crete.Hutchinson was chosen to fill the unexpired term by Democratic chairmen from Will, Kankakee, and Iroquois counties as well as committeemen from Bloom, Thornton and Rich townships in Cook County.
Just hours after Halvorson resigned from the Illinois Senate, her former chief of staff was named to replace her.
Halvorson resigned her senate seat at 10 a.m. Monday, Jan. 5. Hutchinson was chosen two hours later at a meeting at the Knights of Columbus Hall in Kankakee. She was sworn into office immediately following the vote by Appellate Court Judge Mary Kay O'Brien.
This appointment bounces the representation of the 40th Senate District, which includes Beecher, Monee, and Peotone in Will County, back to Olympia Fields in Cook County.
Halvorson's predecessor, the late Aldo DeAngelis was also from Olympia Fields. DeAngelis was a Republican; Hutchinson a Democrat. But, like DeAngelis, Hutchinson is said to favor building a new airport at Peotone.
Two other candidates were in contention. They were John Anderson, Monee, a Will County board member and John Pavich, Beecher, who ran unsuccessfully against ex-congressman Jerry Weller, the post Halvorson now holds.
Hutchinson is no stranger to politics. She waged an unsuccessfully run for Bloom Township Supervisor in 2005. Immediately following that election, she was appointed by Halvorson to serve as her chief of staff. She held that job for one year before going to work as a state lobbyist for the firm, Vincent R. Williams & Associates, of Chicago.
Hutchinson is the former village clerk at Olympia Fields, where she served one 4-year term. She is presently a second-year law student at Northern Illinois University at DeKalb. She and her husband Paul have three children.
She is the first black senator in the 40th district and the second woman.
Friday, January 2, 2009
Oh what a year...Illinois politics
Looking back at Illinois politics 2008,Predominantly partisan, rarely pretty
Politically speaking, 2008 was a year to remember.
It began and ended with anticipation of replacing an unpopular president as well as a long-serving congressman who retired under a cloud of ethical questions. With primary contests in February, and a general election in November, local, state, and federal candidates geared up early for an exciting election season.
WILL COUNTY POLITICS
Will County Republicans named a new party chairman in March. Richard Kavanagh took over for GOP Chairman Jack Partelow who stepped down after serving 12 years. Partelow had, weeks before been arrested, for driving under the influence.
The first hint of a partisan political battle in Will County began taking shape in March when the GOP began to look at how death investigations are conducted. A probe was sparked by questions surrounding the death of Kathleen Savio, the fourth wife of ex-Bolingbrook police officer Drew Peterson. Savio's death was initially ruled accidental but further investigation, including exhumation of her body, changed the cause of death to homicide.
Some county board members considered doing away with the Coroner's office, long held by Democrat Patrick O'Neil. They considered hiring a Medical Examiner instead, which was strongly supported by O'Neil's Republican opponent Chuck Lyons, former deputy coroner in O'Neil's office. The proposal was later dropped. O'Neil handily won re-election in November.
In April Will County Executive Larry Walsh was arrested for DUI. His opponent Dan Kennison called for Walsh to step down. Walsh refused. When he had his day in court, he pleaded guilty and paid a fine.
Kennison also had a part in an FBI probe into Walsh's office in October. Questions surrounded Walsh's campaign contributions from the Smith family and their relatives in the Washington D.C. law firm Smith, Dawson, and Andrews. Walsh hired the firm as lobbyists in 2006. His Chief of Staff Matt Ryan was also implicated, by claims he had worked for the firm. He denied ever receiving a paycheck from the firm.
The FBI was apparently called by Auditor Steve Weber.
The story was initially picked up by the national press because Walsh had once served with Barack Obama in the Illinois Senate. The two played poker together. If Republicans envisioned a scandal for Obama, it never materialized.
It failed to connect with Will County voters as well, since Walsh won handily. And Weber was one of two Republicans who lost the election giving the Democrats a sweep of Will County offices.
Democrats did well in November. Even the 27 to 7 county board majority was affected. With the addition of four new county board Democrats, the Republican majority was reduced to 16 to 11.
11th CONGRESSIONAL DISTRICT
By January, campaigning for the congressional seat held by Jerry Weller, R-Morris had already commenced. Like other states who wanted an early say in the presidential contest, the Illinois primary was moved up - from the first Tuesday in March to the first Tuesday in February.
Three Republican candidates - Tim Baldermann, New Lenox; Jimmy Lee, Utica; and Terry Heenan, New Lenox, were in contention.
Because of Green Party Candidate Rich Whitney's double digit showing in the previous gubernatorial race, Illinois law allowed the Green Party to be included on the November ballot. Jason Wallace, Normal ran on the Green ticket.
Plenty of interest was sparked by both parties at the mention of Weller stepping down. But, like the proverbial parting of the seas, all Democrats stepped back when Debbie Halvorson made her decision to run for the seat. She was unsure until after a meeting in Washington, D.C. with House Speaker Nancy Pelosi and accompanying promises of funding.
February brought the primary and a huge surprise for Republicans. Baldermann, won the race, but then days later dropped out. Republicans, who had been fairly confident of holding on to the congressional seat suddenly found themselves without a candidate.
A long two months later, in April a new GOP candidate was introduced. Concrete magnate Marty Ozinga was chosen to face Halvorson and Wallace in the November election.
By August, the sniping between Halvorson and Ozinga had reached a fevered pitch. She accused him of being out of touch. He accused her of being a Springfield insider. After all, she was the Senate Majority Leader. Both accused each other of having close ties to Gov. Rod Blagojevich, who was rapidly becoming public enemy number one in Illinois. Blagojevich was being accused of obstructing progress in the state, being unreasonable, and having few friends on either side of the aisle.
In November, Halvorson won handily.
Democrats increased their majority in both the House and the Senate as well.
Halvorson's election will leave a vacancy in the state senate. Party chairmen in 40th Senate district will be charged with choosing her replacement. As of this writing, she has not yet resigned her senate seat. She will resign before her swearing-in Jan. 6, however. In the running for her replacement, are John Anderson, Monee; Toi Hutchison, Chicago Heights; and John Pavich, Beecher.
ILLINOIS POLITICS
Things began to heat up in the state house in Springfield in May.
Halvorson, who had been accused of covering for Blagojevich and making Senate President Emil Jones' agenda her agenda, as she proclaimed prior to her running for congress, began distancing herself from the two. Her payback was to get bumped from the rules committee leadership.
By mid-year, the campaign season, was in full swing. Because Barack Obama was in contention for the White House, Illinois was deeply involved in the local and national elections.
In June, the Peotone airport proposal began to enter the fray.
That was when Congressman Jesse Jackson, Jr. began to accuse Halvorson of cavorting with criminals.
Jackson said SB2063 that Halvorson sponsored and pushed through the Illinois Senate creating the South Suburban Airport Authority Act, contained elements of a "pay-to-play" plan hatched by convicted felon Antoin "Tony" Rezko, a chief fundraiser for Blagojevich.
Jackson's charge was first made in a letter to the editor in a Village of Park Forest online newsletter. It was written by Jackson aide Rick Bryant. The letter and the allegations soon found their way into Halvorson's opponent's hands. The Illinois issue gained a national focus.
Bryant claimed that two years ago Jackson met with Rezko, who proposed an airport authority board with "pay-to-play" tactics, but that Jackson rejected it.
He wrote that Rezko stood in for Blagojevich at the meeting Jackson was supposed to have with the governor. Jackson said Rezko offered gubernatorial support if the governor was allowed to make key appointments to ALNAC’s board. Bryant's letter categorized that as Rezko trying to turn ALNAC into a state panel controlled by unaccountable "pay-to-play" ringleaders.
Halvorson’s response was that not only was she not directed by Rezko, but she has never even met him.
In August, Jackson was clearly moved by the Democratic National Convention that produced the first African American nomination for U.S. President.
Moved to tears, while at a breakfast of the Illinois delegation, Jackson initiated what has since been referred to as hug fest. He hugged Halvorson, Blagojevich, and longtime rival Chicago Mayor Richard Daley, all with whom he has had his differences through the years. But, all the feuding among Democrats melted away with an affectionate embrace as the Illinois Democrats celebrated their unity. Jackson even encouraged longtime adversaries Blagojevich and Speaker Michael Madigan, who are more likely to clinch fists than bodies, to partake in a hug.
December brought an early morning arrest of Gov. Rod Blagojevich on corruption charges. U.S. Attorney Patrick Fitzgerald held a news conference to explain that Blagojevich was taken into custody Dec. 9 at his north side home. Blagojevich's Chief of Staff John Harris was also arrested. He has since resigned from his job.
The charges outlined in a 76-page criminal complaint cite instances where Blagojevich allegedly tried to shake down campaign contributions in return for state jobs and contracts.
Also as part of the complaint, Blagojevich, who by law had sole authority to appoint a replacement to the U.S. Senate seat vacated by Obama, allegedly tried to sell it to the highest bidder.
U.S. Rep. Jesse Jackson, Jr., who has campaigned vigorously for the seat, was implicated in the FBI affidavit that accompanied the Blagojevich complaint.
Jackson has claimed innocence of any wrongdoing. He has even claimed he has been an informant - contacting federal authorities - about Blagojevich in the past.
Following Blagojevich's arrest, Illinois Attorney General Lisa Madigan held a press conference of her own. She asked the Illinois Supreme Court to declare Blagojevich unfit to hold his office. The court refused.
Blagojevich has claimed he will fight because he has done nothing wrong. He is continuing business as usual, despite calls for his resignation.
To prove his point, he appointed Roland Burris, former Illinois Attorney General, to fill the senate seat.
Burris, who once ran unsuccessfully for governor and many other state offices, is calling himself the Junior Senator from Illinois. Senate Democrats who have told Blagojevich they will not approve any appointment he makes because it is tainted, have vowed to block Burris' appointment.
Illinois Secretary of State Jesse White has refused to certify Burris' appointment.
In the Illinois Senate, hearings are underway to impeach Blagojevich.
AN ILLINOIS PRESIDENT
A discussion of Illinois politics in 2008 has to include the Presidential race. Illinois had little to say after the vote in February, when voters gave their nod to the U.S. Senator from Illinois, but they had a stake in seeing it through to the end. Barack Obama is from Illinois.
It wasn't long into the year that it became clear that this would be a Democratic year. Republicans were taking a hit. President George W. Bush's low approval rating brought dyer predictions for the fall election.
As primary after primary after caucus was held across the country, all eyes were focused on Democrats Barack Obama and Hillary Clinton as well as John McCain.
The Democratic moment came prior to the convention. Obama edged out Hillary Clinton, who fought hard for the nomination.
The Republican convention brought rock star status to McCain's running mate, Alaska Gov. Sarah Palin.
But it appears that as quickly as Palin's star rose, it also fell just as quickly. Her television interview with ABC's Charlie Gibson and later with CBS's Katie Couric put questions in the minds of the political pundits who just weeks prior had sung her praises.
Palin was later said to have been the downfall of John McCain's bid for the White House.
EX-GOVERNOR GEORGE RYAN
Following his 2006 conviction on multiple counts of racketeering, conspiracy, mail fraud, obstruction of justice, money laundering, and tax violations, lawyers for ex-governor George Ryan continued their effort to gain Ryan's freedom. He had begun serving his 6 1/2 year sentence in November, 2007.
In February 2008, a petition was filed with the U.S. Supreme Court seeking to overturn Ryan's conviction.
In March, Ryan was moved from a Wisconsin prison to the Terre Haute Federal Institution at Terre Haute, Ind.
In April Solicitor General Paul Clement filed a brief telling the U.S. Supreme Court that it should refuse to hear Ryan's appeal.
May brought the official rejection of Ryan's appeal by the high court.
His last hope for freedom lay with President Bush. Sen. Dick Durbin even called for Ryan's sentence to be commuted. Durbin said Ryan was in ill health and his incarceration was very difficult on his family.
Ryan issued an apology for his crimes.
Bush has signed some commutations and pardons, but Ryan's was not among them.
Politically speaking, 2008 was a year to remember.
It began and ended with anticipation of replacing an unpopular president as well as a long-serving congressman who retired under a cloud of ethical questions. With primary contests in February, and a general election in November, local, state, and federal candidates geared up early for an exciting election season.
WILL COUNTY POLITICS
Will County Republicans named a new party chairman in March. Richard Kavanagh took over for GOP Chairman Jack Partelow who stepped down after serving 12 years. Partelow had, weeks before been arrested, for driving under the influence.
The first hint of a partisan political battle in Will County began taking shape in March when the GOP began to look at how death investigations are conducted. A probe was sparked by questions surrounding the death of Kathleen Savio, the fourth wife of ex-Bolingbrook police officer Drew Peterson. Savio's death was initially ruled accidental but further investigation, including exhumation of her body, changed the cause of death to homicide.
Some county board members considered doing away with the Coroner's office, long held by Democrat Patrick O'Neil. They considered hiring a Medical Examiner instead, which was strongly supported by O'Neil's Republican opponent Chuck Lyons, former deputy coroner in O'Neil's office. The proposal was later dropped. O'Neil handily won re-election in November.
In April Will County Executive Larry Walsh was arrested for DUI. His opponent Dan Kennison called for Walsh to step down. Walsh refused. When he had his day in court, he pleaded guilty and paid a fine.
Kennison also had a part in an FBI probe into Walsh's office in October. Questions surrounded Walsh's campaign contributions from the Smith family and their relatives in the Washington D.C. law firm Smith, Dawson, and Andrews. Walsh hired the firm as lobbyists in 2006. His Chief of Staff Matt Ryan was also implicated, by claims he had worked for the firm. He denied ever receiving a paycheck from the firm.
The FBI was apparently called by Auditor Steve Weber.
The story was initially picked up by the national press because Walsh had once served with Barack Obama in the Illinois Senate. The two played poker together. If Republicans envisioned a scandal for Obama, it never materialized.
It failed to connect with Will County voters as well, since Walsh won handily. And Weber was one of two Republicans who lost the election giving the Democrats a sweep of Will County offices.
Democrats did well in November. Even the 27 to 7 county board majority was affected. With the addition of four new county board Democrats, the Republican majority was reduced to 16 to 11.
11th CONGRESSIONAL DISTRICT
By January, campaigning for the congressional seat held by Jerry Weller, R-Morris had already commenced. Like other states who wanted an early say in the presidential contest, the Illinois primary was moved up - from the first Tuesday in March to the first Tuesday in February.
Three Republican candidates - Tim Baldermann, New Lenox; Jimmy Lee, Utica; and Terry Heenan, New Lenox, were in contention.
Because of Green Party Candidate Rich Whitney's double digit showing in the previous gubernatorial race, Illinois law allowed the Green Party to be included on the November ballot. Jason Wallace, Normal ran on the Green ticket.
Plenty of interest was sparked by both parties at the mention of Weller stepping down. But, like the proverbial parting of the seas, all Democrats stepped back when Debbie Halvorson made her decision to run for the seat. She was unsure until after a meeting in Washington, D.C. with House Speaker Nancy Pelosi and accompanying promises of funding.
February brought the primary and a huge surprise for Republicans. Baldermann, won the race, but then days later dropped out. Republicans, who had been fairly confident of holding on to the congressional seat suddenly found themselves without a candidate.
A long two months later, in April a new GOP candidate was introduced. Concrete magnate Marty Ozinga was chosen to face Halvorson and Wallace in the November election.
By August, the sniping between Halvorson and Ozinga had reached a fevered pitch. She accused him of being out of touch. He accused her of being a Springfield insider. After all, she was the Senate Majority Leader. Both accused each other of having close ties to Gov. Rod Blagojevich, who was rapidly becoming public enemy number one in Illinois. Blagojevich was being accused of obstructing progress in the state, being unreasonable, and having few friends on either side of the aisle.
In November, Halvorson won handily.
Democrats increased their majority in both the House and the Senate as well.
Halvorson's election will leave a vacancy in the state senate. Party chairmen in 40th Senate district will be charged with choosing her replacement. As of this writing, she has not yet resigned her senate seat. She will resign before her swearing-in Jan. 6, however. In the running for her replacement, are John Anderson, Monee; Toi Hutchison, Chicago Heights; and John Pavich, Beecher.
ILLINOIS POLITICS
Things began to heat up in the state house in Springfield in May.
Halvorson, who had been accused of covering for Blagojevich and making Senate President Emil Jones' agenda her agenda, as she proclaimed prior to her running for congress, began distancing herself from the two. Her payback was to get bumped from the rules committee leadership.
By mid-year, the campaign season, was in full swing. Because Barack Obama was in contention for the White House, Illinois was deeply involved in the local and national elections.
In June, the Peotone airport proposal began to enter the fray.
That was when Congressman Jesse Jackson, Jr. began to accuse Halvorson of cavorting with criminals.
Jackson said SB2063 that Halvorson sponsored and pushed through the Illinois Senate creating the South Suburban Airport Authority Act, contained elements of a "pay-to-play" plan hatched by convicted felon Antoin "Tony" Rezko, a chief fundraiser for Blagojevich.
Jackson's charge was first made in a letter to the editor in a Village of Park Forest online newsletter. It was written by Jackson aide Rick Bryant. The letter and the allegations soon found their way into Halvorson's opponent's hands. The Illinois issue gained a national focus.
Bryant claimed that two years ago Jackson met with Rezko, who proposed an airport authority board with "pay-to-play" tactics, but that Jackson rejected it.
He wrote that Rezko stood in for Blagojevich at the meeting Jackson was supposed to have with the governor. Jackson said Rezko offered gubernatorial support if the governor was allowed to make key appointments to ALNAC’s board. Bryant's letter categorized that as Rezko trying to turn ALNAC into a state panel controlled by unaccountable "pay-to-play" ringleaders.
Halvorson’s response was that not only was she not directed by Rezko, but she has never even met him.
In August, Jackson was clearly moved by the Democratic National Convention that produced the first African American nomination for U.S. President.
Moved to tears, while at a breakfast of the Illinois delegation, Jackson initiated what has since been referred to as hug fest. He hugged Halvorson, Blagojevich, and longtime rival Chicago Mayor Richard Daley, all with whom he has had his differences through the years. But, all the feuding among Democrats melted away with an affectionate embrace as the Illinois Democrats celebrated their unity. Jackson even encouraged longtime adversaries Blagojevich and Speaker Michael Madigan, who are more likely to clinch fists than bodies, to partake in a hug.
December brought an early morning arrest of Gov. Rod Blagojevich on corruption charges. U.S. Attorney Patrick Fitzgerald held a news conference to explain that Blagojevich was taken into custody Dec. 9 at his north side home. Blagojevich's Chief of Staff John Harris was also arrested. He has since resigned from his job.
The charges outlined in a 76-page criminal complaint cite instances where Blagojevich allegedly tried to shake down campaign contributions in return for state jobs and contracts.
Also as part of the complaint, Blagojevich, who by law had sole authority to appoint a replacement to the U.S. Senate seat vacated by Obama, allegedly tried to sell it to the highest bidder.
U.S. Rep. Jesse Jackson, Jr., who has campaigned vigorously for the seat, was implicated in the FBI affidavit that accompanied the Blagojevich complaint.
Jackson has claimed innocence of any wrongdoing. He has even claimed he has been an informant - contacting federal authorities - about Blagojevich in the past.
Following Blagojevich's arrest, Illinois Attorney General Lisa Madigan held a press conference of her own. She asked the Illinois Supreme Court to declare Blagojevich unfit to hold his office. The court refused.
Blagojevich has claimed he will fight because he has done nothing wrong. He is continuing business as usual, despite calls for his resignation.
To prove his point, he appointed Roland Burris, former Illinois Attorney General, to fill the senate seat.
Burris, who once ran unsuccessfully for governor and many other state offices, is calling himself the Junior Senator from Illinois. Senate Democrats who have told Blagojevich they will not approve any appointment he makes because it is tainted, have vowed to block Burris' appointment.
Illinois Secretary of State Jesse White has refused to certify Burris' appointment.
In the Illinois Senate, hearings are underway to impeach Blagojevich.
AN ILLINOIS PRESIDENT
A discussion of Illinois politics in 2008 has to include the Presidential race. Illinois had little to say after the vote in February, when voters gave their nod to the U.S. Senator from Illinois, but they had a stake in seeing it through to the end. Barack Obama is from Illinois.
It wasn't long into the year that it became clear that this would be a Democratic year. Republicans were taking a hit. President George W. Bush's low approval rating brought dyer predictions for the fall election.
As primary after primary after caucus was held across the country, all eyes were focused on Democrats Barack Obama and Hillary Clinton as well as John McCain.
The Democratic moment came prior to the convention. Obama edged out Hillary Clinton, who fought hard for the nomination.
The Republican convention brought rock star status to McCain's running mate, Alaska Gov. Sarah Palin.
But it appears that as quickly as Palin's star rose, it also fell just as quickly. Her television interview with ABC's Charlie Gibson and later with CBS's Katie Couric put questions in the minds of the political pundits who just weeks prior had sung her praises.
Palin was later said to have been the downfall of John McCain's bid for the White House.
EX-GOVERNOR GEORGE RYAN
Following his 2006 conviction on multiple counts of racketeering, conspiracy, mail fraud, obstruction of justice, money laundering, and tax violations, lawyers for ex-governor George Ryan continued their effort to gain Ryan's freedom. He had begun serving his 6 1/2 year sentence in November, 2007.
In February 2008, a petition was filed with the U.S. Supreme Court seeking to overturn Ryan's conviction.
In March, Ryan was moved from a Wisconsin prison to the Terre Haute Federal Institution at Terre Haute, Ind.
In April Solicitor General Paul Clement filed a brief telling the U.S. Supreme Court that it should refuse to hear Ryan's appeal.
May brought the official rejection of Ryan's appeal by the high court.
His last hope for freedom lay with President Bush. Sen. Dick Durbin even called for Ryan's sentence to be commuted. Durbin said Ryan was in ill health and his incarceration was very difficult on his family.
Ryan issued an apology for his crimes.
Bush has signed some commutations and pardons, but Ryan's was not among them.
Friday, December 19, 2008
Van Guilder vs. Glasgow - case dismissed
Judge throws out Van Guilder civil rights suit
A federal judge threw out a lawsuit this month against Will County State’s Attorney James Glasgow.The suit was in retribution for Glasgow doing his job – as is his duty – “to investigate facts and determine whether an offense has been committed,” according to the court.
Glasgow was sued in his individual capacity. Under state law, Glasgow is considered a state official, rather than county or local official. According to the court, the Illinois State Lawsuit Immunity Act provides that the state cannot be sued unless one of a limited number of exceptions applies.
The suit was filed by Rocquin Van Guilder, of Lowell, Indiana. Van Guilder was the former property manager and ex-vice president at Hanson Professional Services, the agency contracted by the Illinois Department of Transportation for managing the state-owned property set aside for a proposed airport in eastern Will County. Prior to his working for Hanson, Van Guilder worked for Earth Tech, formerly TAMS, the IDOT’s airport consultant. Van Guilder had since 1988 been the project manager for the South Suburban Airport project.
Van Guilder attempted to sue Glasgow for malicious prosecution, because Glasgow brought charges against Van Guilder and his son, Lee, who worked for his father. The suit was filed in Chicago’s Northern District Court in April 2007; just two months after the two were acquitted in a Will County court room for a misdemeanor property damage lawsuit brought by Glasgow.
Van Guilder, who claimed he suffered monetary loss and expenses, humiliation, damage to his reputation, pain, suffering, fear and anxiety, was asking for an amount in excess of $200,000 in compensatory damages and $1,000 in punitive damages.
Van Guilder’s claim that Glasgow initiated charges against him and his son for political reasons and for public relations purposes so as to bolster his standing with his constituents just didn’t pan out.
Glasgow charged the Van Guilders after a Dec. 1, 2006 incident when, in defiance of landowner Mark Baugh, a subcontractor hired by Hanson, drove heavy equipment across Baugh’s farm field.
Glasgow’s attorney Martin W. McMannaman of Lowis & Gellen LLP, Chicago, filed a motion in June to dismiss the case because as a public official and prosecutor, Glasgow enjoys immunity from prosecution.
District Court Judge Ruben Castillo held that Glasgow was immune from prosecution.
According to the court, “Under Illinois law, the state’s attorney is vested with exclusive discretion to determine whether to initiate criminal charges, and to decide which charges to bring.”
Monday, December 15, 2008
I don't buy George Ryan's apology
Isn't it interesting that George Ryan has now apologized for his crimes against the people of Illinois? I may be living in another state now, but I was an Illinois resident and taxpayer during Ryan's tenure as Illinois governor. Weren't we foolish not to elect Glenn Poshard?
Like most Illinoisans, I am also very much opposed to the release of George Ryan for any circumstances. I reiterate — from a commentary I wrote for the local paper — George Ryan's sentence should stand.
Despite what former Gov. Jim Thompson says, and who would ever question his judgement, I can't believe Ryan has had a change of heart, or a anything remotely related to such a human component. There is however, what Ryan is all about, the political component — the save your own ass component — of potentially winning a commutation of Ryan's sentence. Perhaps a public apology was a requirement for consideration by President Bush. But the timing becomes interesting in light of the recent arrest of the current governor. Perhaps 'the apology' was in the works already and the political train en route to Ryan's freedom, was already moving. I would say that any president who would let Ryan out of jail would be a fool, but there really is no point in speculating further on that thought.
I will never forget my own dealings with Ryan. Arrogant isn't enough to describe him. From my observance, seeing "the look" from George Ryan conjured up thoughts of snakes coming out of his head because "the look" could almost turn you to stone. I recall a press conference where I asked him a question. Instead of an intelligent answer, I got "the look." And this was not an isolated event. I disagreed with George Ryan. Simply, he didn't like people who disagreed with him.
Like most Illinoisans, I am also very much opposed to the release of George Ryan for any circumstances. I reiterate — from a commentary I wrote for the local paper — George Ryan's sentence should stand.
Despite what former Gov. Jim Thompson says, and who would ever question his judgement, I can't believe Ryan has had a change of heart, or a anything remotely related to such a human component. There is however, what Ryan is all about, the political component — the save your own ass component — of potentially winning a commutation of Ryan's sentence. Perhaps a public apology was a requirement for consideration by President Bush. But the timing becomes interesting in light of the recent arrest of the current governor. Perhaps 'the apology' was in the works already and the political train en route to Ryan's freedom, was already moving. I would say that any president who would let Ryan out of jail would be a fool, but there really is no point in speculating further on that thought.
I will never forget my own dealings with Ryan. Arrogant isn't enough to describe him. From my observance, seeing "the look" from George Ryan conjured up thoughts of snakes coming out of his head because "the look" could almost turn you to stone. I recall a press conference where I asked him a question. Instead of an intelligent answer, I got "the look." And this was not an isolated event. I disagreed with George Ryan. Simply, he didn't like people who disagreed with him.
Monday, December 1, 2008
George Ryan sentence should stand
What are U.S. Sen. Dick Durbin and Gov. Rod Blagojevich thinking? Are they really considering asking President George W. Bush to commute the sentence of former Illinois Governor George Ryan?
Ryan was indicted in federal court on Dec. 17, 2003. The charges alleged that he accepted free vacations and other perks while doling out state contracts to lobbyist friends. Ryan was convicted on all counts against him April 17, 2006. On Sept. 6, he was sentenced to 6 ½ years in prison for racketeering, conspir-acy and fraud. Ryan reported to a Wisconsin prison Nov. 7, 2007. In February of this year, he was transferred to his present location -- the penitentiary in Terre Heute, Indiana.
George Ryan is not just an eld-erly man who spends idle time contemplating how he ended up behind bars, or how he could have done things differently. He is not just a loving grandpa and devoted husband, father, and brother, although he may very well be all those things.
It is what else there is about George Ryan that has put him in prison and should keep him there. He grabbed power from his position of authority and held the fate of people’s lives in his hands. He treated the responsi-bility that accompanies that power with little or no respect. I can attest that if you disagreed with George Ryan, you were treated with the utmost disdain. While he was good to his own circle of friends and those who could provide perks to him, he did not offer the same courtesy to everyone else.
George Ryan is a convicted felon, whose jail time is the re-sult of the justice system finally doing its job, despite climbing deliberately through every loop-hole available to circumvent it.
It mustn’t be forgotten that Ryan and his pro-bono legal team, led by one of the former governor boys’ club members, tried every angle to work the system in Ryan’s favor to keep him out of jail. This was despite George Ryan being the cause of pain, suffering, and even death in his routine dealings as Secre-tary of State and later as Gover-nor of the State of Illinois.
George Ryan treated Illinois as his own personal fiefdom and he has no regrets or remorse for his actions.
It seemed to take forever for Ryan to actually be sent to prison – many months after he was convicted and sentenced. To let him out of jail after serving such a short portion of his 6 ½ year sentence would, in my opin-ion, be a slap in the face of every Illinois resident. Similar senti-ments have been echoed by nu-merous newspaper editorials, surveys, commentaries and blogs. My voice is just one more in the mix.
Bush has granted 171 pardons and commuted the sentence of eight people during his eight years as president. The latest round came last month when Bush issued 14 pardons. Ryan’s name was not among them, nor should it be.
Ryan was indicted in federal court on Dec. 17, 2003. The charges alleged that he accepted free vacations and other perks while doling out state contracts to lobbyist friends. Ryan was convicted on all counts against him April 17, 2006. On Sept. 6, he was sentenced to 6 ½ years in prison for racketeering, conspir-acy and fraud. Ryan reported to a Wisconsin prison Nov. 7, 2007. In February of this year, he was transferred to his present location -- the penitentiary in Terre Heute, Indiana.
George Ryan is not just an eld-erly man who spends idle time contemplating how he ended up behind bars, or how he could have done things differently. He is not just a loving grandpa and devoted husband, father, and brother, although he may very well be all those things.
It is what else there is about George Ryan that has put him in prison and should keep him there. He grabbed power from his position of authority and held the fate of people’s lives in his hands. He treated the responsi-bility that accompanies that power with little or no respect. I can attest that if you disagreed with George Ryan, you were treated with the utmost disdain. While he was good to his own circle of friends and those who could provide perks to him, he did not offer the same courtesy to everyone else.
George Ryan is a convicted felon, whose jail time is the re-sult of the justice system finally doing its job, despite climbing deliberately through every loop-hole available to circumvent it.
It mustn’t be forgotten that Ryan and his pro-bono legal team, led by one of the former governor boys’ club members, tried every angle to work the system in Ryan’s favor to keep him out of jail. This was despite George Ryan being the cause of pain, suffering, and even death in his routine dealings as Secre-tary of State and later as Gover-nor of the State of Illinois.
George Ryan treated Illinois as his own personal fiefdom and he has no regrets or remorse for his actions.
It seemed to take forever for Ryan to actually be sent to prison – many months after he was convicted and sentenced. To let him out of jail after serving such a short portion of his 6 ½ year sentence would, in my opin-ion, be a slap in the face of every Illinois resident. Similar senti-ments have been echoed by nu-merous newspaper editorials, surveys, commentaries and blogs. My voice is just one more in the mix.
Bush has granted 171 pardons and commuted the sentence of eight people during his eight years as president. The latest round came last month when Bush issued 14 pardons. Ryan’s name was not among them, nor should it be.
Friday, August 8, 2008
Some claim health risks associated with sludge application
But some question the real cost – the long range implications of land application of sewage sludge – or biosolids.
The practice of trucking sewage sludge from municipal and city sewage treatment plants to apply onto farm fields has been going on for years. Land applications are generally made in the spring, fall, and after the wheat crop is harvested.
But, at least one eastern Will County resident, Dale Waldvogel, whose family raises animals on their Will Township farm, is concerned about the practice fearing that it is a hazard to the soil, environment, and ultimately, human health.
Waldvogel watches each year, first noticing what he describes as a “horrible smell.” Then there is the seemingly never-ending convoy of heavy trucks filled with the stuff that traverse the country roads that aren’t designed to accommodate them. But he has greater fears than those mere annoyances. He fears the safety of the practice of land application.
Waldvogel is not alone.
There are questions about the land application practice, not only in Will County, but in small rural towns across the country, as well as in Canada, Australia, Europe, and other parts of the world.
Biosolids are the solid waste by-product from municipal sewage treatment – the result of everything flushed down toilets and poured down drains. Solid waste managers claim the dried, treated sludge is safe enough to put on the strawberry patch. But is it really?
The Sierra Club and others don’t think so. While the Sierra Club is not opposed to the use of pathogen-free, pollutant-free treated waste used as fertilizer, they stipulate that to be safe, there must be a separation of human waste from industrial waste.
They classify urban sludges as “highly complex, unpredictable biologically active mixture of organic material and human pathogens, some of which are resistant to antibiotics or cannot be destroyed through composting sludge.
“It can contain thousands of industrial chemicals, including dozens of carcinogens, hormone disrupting chemicals, toxic metals, dioxins, radionuclides and other persistent bioaccumulative poisons.”
According to the Sierra Club, the Federal Clean Water Act defines sewage sludge as a pollutant and banned the practice of dumping it into the ocean in 1989.
Land application was the answer to the question of what to do with an estimated 10 to 15 million dry metric tons of sewage sludge produced each year.
In 1993, the U.S. EPA issued its land application rule for the Use and Disposal of Sewage Sludges, (40 CFR, Part 503). The new law gave sludge a bit of a makeover.
To enhance its acceptability for land application, the agency began to call it “recycling.” And if it met the newly-created EPA standards, the new term for the sludge became “biosolids”.
With the new terminology came a new classification. As recycled biosolids rather than simple sewage sludge, it was no longer considered a pollutant, which exempted it from the most stringent laws governing waste disposal.
One of the reports upon which Sierra Club based its opinion and written policy, was the 2002 National Research Council of the National Academy of Sciences. The report warned that sewage sludge standards needed a new scientific basis.
“The agency (EPA) should update its standards using improved methods for assessing health risks,” the council stated, adding that the agency should also further study whether treated sewage sludge causes health problems for workers who apply it to land and for residents who live nearby.”
The Sierra Club charges that the regulatory standards for biosolids includes only nine metals, making the U.S. land application regulations the least protective of any in the industrialized world.
In Canada for instance, land application of biosolids is permitted, according to one Ontario chapter of the Sierra Club. It added that in the U.S., the application of biosolids is actually endorsed by the EPA.
According to the Cornell Waste Management Institute 2007 study for applying sludge to farm fields, developed by nine scientists from five universities, “No sewage biosolids management method is risk free.” They advocate working to establish guidelines for the most stringent requirements, but acknowledge that the practice carries with it “a certain degree of risk that is not fully knowable or quantified.”
The study states, “The benefits of amending soils with sewage biosolids are well documented primarily linked to the fact that sewage biosolids return nutrients and organic matter to the soil. However, management practices for sewage biosolids must include an awareness of potential adverse impact on soil, animal and human health. The presence of trace elements, synthetic organic chemicals and disease-causing organisms (pathogens) places constraints on the management of sewage biosolids by land application.”
According to the Toronto Star which did a series of stories about the risks to human health and the environment by using sludge biosolids, there are other ways to treat the mounds of waste being flushed into toilets and poured into drains.
It pointed out that Europe is discontinuing land application practices in an effort to preserve its agricultural soil. Instead they are utilizing non-polluting technology to convert sewage sludge from contaminated waste to a renewable resource to create biogas, heat, power, and energy.
Alternate disposal of waste is also being eyed in New Zealand where the sludge is being used in anaerobic ponds to harvest algae which is then converted into biofuel.
The treated liquid, after clarification could then be used for truck and car washing, as an ingredient in ready-mix concrete and as non-potable water for use in washing machines, toilets, and garden hoses.
New concerns about sludge application resulted from a ruling in March of this year, by a federal judge in Augusta, Georgia who ruled in favor of a farmer – Andy McElmurray – who sued the U.S. Department of Agriculture over poisoned land. McElmurray claimed the sewage-based fertilizer poisoned his land and killed his cows by the hundreds.
U.S. District Judge Anthony Alaimo awarded the farmer compensation for the 1,730 acres of poisoned ground on which McElmurray had planned to grow corn and cotton.
The sludge that was used on McElmurray’s land was reported to “contain levels of arsenic, toxic heavy metals and PCBs two to 2,5000 times the federal health standard.”
In a 45-page ruling Alaimo said, “The EPA not only used questionable data to examine the health risk on McElmurray’s farm, but that EPA officials took extraordinary steps to quash scientific dissent questioning of EPA’s biosolids program.”
Judge Alaimo wrote that data endorsed by Agriculture and EPA officials about toxic heavy metals found in the free sludge provided by Augusta’s sewage treatment plant was ‘unreliable and incomplete, and in some cases fudged.’”
The City of Augusta, where the sludge originated recently settled a lawsuit with McElmurray for $1.5 million for the dead cows. A nearby dairy farmer, Bill Boyce also won a $550,000 court judgment against the city on a similar claim that sludge was responsible for the deaths of more than 300 of his cows.
Monday, June 30, 2008
Will County State's Attorney sued for doing his job
Attorneys for Will County State’s Attorney James Glasgow will return to federal court Monday, June 30 to defend him against charges of malicious prosecution.
A suit was filed this spring by former airport contractor Rocquin VanGuilder following an acquittal of him and his son Lee on charges of misdemeanor criminal trespassing and criminal damage to property. VanGuilder, the ex-vice president of Hanson Professional Services, which is contracted by the State of Illinois to manage the state-owned property purchased for the proposed Peotone airport, is asking for $200,000 in compensatory damages and $1,000 in punitive damages.
Glasgow’s attorney Martin W. McMannaman of Lowis & Gellen LLP, Chicago, filed a motion last Friday to dismiss the case because as a public official and a prosecutor, Glasgow is immune from prosecution.
It is Glasgow’s duty as the Will County State’s Attorney to meet with witnesses and to prosecute violators of the law.
Glasgow charged the VanGuilders after the Dec. 1, 2006 incident when, in defiance of landowner Mark Baugh, a subcontractor for the State of Illinois hired by Hanson, drove heavy equipment across Baugh’s farm field.
VanGuilder claims that Glasgow publicly stated there was insufficient evidence against him, until after meeting with representatives of the Will County Board, Will Township, and the organization STAND (Shut This Airport Nightmare Down), which caused Glasgow to have a “change of heart.”
VanGuilder claims that Glasgow initiated the charges against him and his son for political motives and for public relations purposes so as to bolster his standing with his constituents.
But this isn’t the first time that VanGuilder has been taken to task on behalf of local landowners in the proposed airport site.
In June 2003, members of STAND met with Timothy Martin, the former transportation secretary. Also in attendance were VanGuilder and Christine Cochrane, ex-airport project manager. Residents confronted the two about what they considered unfair treatment. And they complained to Martin about the treatment they had received at the hands of Hanson employees. Particularly at issue were letters threatening condemnation of their property through eminent domain.
Judy Ogalla, whose family owns a 160-acre farm in the airport site, told Martin that she was appalled that Hansen would call her the day before Christmas Eve. Ogalla said a message was left on her answering machine, so that her three young children could hear it, stating that this is her last chance to sell before the state takes their home.
Martin told the landowners that condemnation would be a last resort. He was visibly angry as he looked directly at Cochrane and VanGuilder. He scolded them as he ordered them to refrain from contact with landowners for 60 days. Further, he said that all issues related to the project must cross his desk.
A July 27, 2005 headline in the Joliet Herald News told a similar story. It read, State to address Peotone airport complaints – Footprint residents: Agents use deception, threats, intimidation to get owners to sell land.
VanGuilder was also at the center of the controversy that erupted in Aug. 7, 2006 when 14 structures were demolished in Will Township. Even State Majority Leader Debbie Halvorson suggested there was a conflict of interest when one company was expected to negotiate and buy properties, rent them, maintain them, and want to destroy them to make way for an airport.
VanGuilder was roundly criticized to the point that his firing was discussed, as he attempted to defend the decision to demolish houses he claimed were not cost effective to rent.
The case in point was the demolition of the Krygsheld house at Eagle Lake and Kedzie roads which was purchased by IDOT for $416,000, just two years after it was built. Two years later, the four-year old house was deemed uninhabitable and torn down. Such demolition flies in the face of statutes governing IDOT’s land acquisition for future rights of way, which states land acquired should be rented.
State Rep. Lisa Dugan was also incensed when VanGuilder attempted to discuss deficient electrical problems with the house. As a former licensed electrician she bristled at his comments. She said the Will County Building Department, with its tough building inspection codes, would not have approved the house for occupancy, had it not been up to code.
Prior to VanGuilder’s employment with Hanson, he was the Project Manager for TAMS, the consultant almost solely responsible for 20 years of airport study. Controversial reports produced by TAMS have been under scrutiny since the project began in 1985.
A suit was filed this spring by former airport contractor Rocquin VanGuilder following an acquittal of him and his son Lee on charges of misdemeanor criminal trespassing and criminal damage to property. VanGuilder, the ex-vice president of Hanson Professional Services, which is contracted by the State of Illinois to manage the state-owned property purchased for the proposed Peotone airport, is asking for $200,000 in compensatory damages and $1,000 in punitive damages.
Glasgow’s attorney Martin W. McMannaman of Lowis & Gellen LLP, Chicago, filed a motion last Friday to dismiss the case because as a public official and a prosecutor, Glasgow is immune from prosecution.
It is Glasgow’s duty as the Will County State’s Attorney to meet with witnesses and to prosecute violators of the law.
Glasgow charged the VanGuilders after the Dec. 1, 2006 incident when, in defiance of landowner Mark Baugh, a subcontractor for the State of Illinois hired by Hanson, drove heavy equipment across Baugh’s farm field.
VanGuilder claims that Glasgow publicly stated there was insufficient evidence against him, until after meeting with representatives of the Will County Board, Will Township, and the organization STAND (Shut This Airport Nightmare Down), which caused Glasgow to have a “change of heart.”
VanGuilder claims that Glasgow initiated the charges against him and his son for political motives and for public relations purposes so as to bolster his standing with his constituents.
But this isn’t the first time that VanGuilder has been taken to task on behalf of local landowners in the proposed airport site.
In June 2003, members of STAND met with Timothy Martin, the former transportation secretary. Also in attendance were VanGuilder and Christine Cochrane, ex-airport project manager. Residents confronted the two about what they considered unfair treatment. And they complained to Martin about the treatment they had received at the hands of Hanson employees. Particularly at issue were letters threatening condemnation of their property through eminent domain.
Judy Ogalla, whose family owns a 160-acre farm in the airport site, told Martin that she was appalled that Hansen would call her the day before Christmas Eve. Ogalla said a message was left on her answering machine, so that her three young children could hear it, stating that this is her last chance to sell before the state takes their home.
Martin told the landowners that condemnation would be a last resort. He was visibly angry as he looked directly at Cochrane and VanGuilder. He scolded them as he ordered them to refrain from contact with landowners for 60 days. Further, he said that all issues related to the project must cross his desk.
A July 27, 2005 headline in the Joliet Herald News told a similar story. It read, State to address Peotone airport complaints – Footprint residents: Agents use deception, threats, intimidation to get owners to sell land.
VanGuilder was also at the center of the controversy that erupted in Aug. 7, 2006 when 14 structures were demolished in Will Township. Even State Majority Leader Debbie Halvorson suggested there was a conflict of interest when one company was expected to negotiate and buy properties, rent them, maintain them, and want to destroy them to make way for an airport.
VanGuilder was roundly criticized to the point that his firing was discussed, as he attempted to defend the decision to demolish houses he claimed were not cost effective to rent.
The case in point was the demolition of the Krygsheld house at Eagle Lake and Kedzie roads which was purchased by IDOT for $416,000, just two years after it was built. Two years later, the four-year old house was deemed uninhabitable and torn down. Such demolition flies in the face of statutes governing IDOT’s land acquisition for future rights of way, which states land acquired should be rented.
State Rep. Lisa Dugan was also incensed when VanGuilder attempted to discuss deficient electrical problems with the house. As a former licensed electrician she bristled at his comments. She said the Will County Building Department, with its tough building inspection codes, would not have approved the house for occupancy, had it not been up to code.
Prior to VanGuilder’s employment with Hanson, he was the Project Manager for TAMS, the consultant almost solely responsible for 20 years of airport study. Controversial reports produced by TAMS have been under scrutiny since the project began in 1985.
Thursday, June 12, 2008
Does Chicagoland really need another airport?
In the May 25 Tribune transportation section special, "O'Hare: Built in a year," David Young draws a contrast between the rapid construction of O'Hare Airport a half century ago and today's protracted efforts to build public works projects. He cites the current O'Hare expansion and planning for "the region's proposed third airport near south suburban Peotone."
A little noticed advantage of long lead times is that policymakers have the opportunity to reconsider the initial premise before final decisions are literally cast in concrete. Two decades since Illinois taxpayers began footing the bill for Peotone "studies," the question remains whether there's any public benefit to paving over the farm fields of eastern Will County.
Clearly, it's wrong to describe Peotone as the "region's proposed third airport." In a 1988 report, IDOT acknowledged the state of Wisconsin's contention that Milwaukee's Mitchell Field, which serves many people from northern Illinois, is the third regional airport. In a 2008 report, IDOT acknowledged the state of Indiana's contention that Gary-Chicago Airport - a Midway-like facility that has yet to attract regularly scheduled commercial passenger service - is the region's third airport.
Does Chicagoland really need a fifth regional airport?
The Illinois General Assembly should commission an independent study that considers all local infrastructure costs, as well as actual and projected revenue losses that would result from IDOT's plans to remove up to 35 square miles of eastern Will County real estate from the tax rolls. The study should evaluate airport-related costs and benefits based on various scenarios, including an assumption that a Peotone airport would attract no daily commercial passenger service for many years, if ever.
—Patti Schoenbeck, Monee Township Supervisor, Monee
—Brian Cann, Will Township Supervisor, Peotone
—Bob Howard, Washington Township Supervisor, Beecher
A little noticed advantage of long lead times is that policymakers have the opportunity to reconsider the initial premise before final decisions are literally cast in concrete. Two decades since Illinois taxpayers began footing the bill for Peotone "studies," the question remains whether there's any public benefit to paving over the farm fields of eastern Will County.
Clearly, it's wrong to describe Peotone as the "region's proposed third airport." In a 1988 report, IDOT acknowledged the state of Wisconsin's contention that Milwaukee's Mitchell Field, which serves many people from northern Illinois, is the third regional airport. In a 2008 report, IDOT acknowledged the state of Indiana's contention that Gary-Chicago Airport - a Midway-like facility that has yet to attract regularly scheduled commercial passenger service - is the region's third airport.
Does Chicagoland really need a fifth regional airport?
The Illinois General Assembly should commission an independent study that considers all local infrastructure costs, as well as actual and projected revenue losses that would result from IDOT's plans to remove up to 35 square miles of eastern Will County real estate from the tax rolls. The study should evaluate airport-related costs and benefits based on various scenarios, including an assumption that a Peotone airport would attract no daily commercial passenger service for many years, if ever.
—Patti Schoenbeck, Monee Township Supervisor, Monee
—Brian Cann, Will Township Supervisor, Peotone
—Bob Howard, Washington Township Supervisor, Beecher
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