Friday, March 26, 2010
Speed bumps may impact Indiana's new Illiana Expressway law in the form of the communities most impacted by it.
Earlier this month, Lowell, IN councilmen opposed the project even before the ink on the legislation had dried. Lowell councilmen voted not to support the plan until more is known about the route the road will take.
Lowell is situated east and slightly south of Beecher.
Tuesday officials in Lowell drafted a letter to Gov. Mitch Daniels, state senators and representatives citing a need for additional information on the project. They noted lack of local input into its planning.
Michael Jordan, a Lowell-area developer, who opposes the Illiana Expressway, wants to see Lowell officials have an audience with legislators to express their concerns. Jordan believes that supporters, who refuse to pinpoint the exact route of the Illiana Expressway, are using a "divide and conquer" strategy.
He indicated the move is designed to divide landowners who oppose the road, segregating them from others who live along a different route. It would be easier to defeat three unconnected small groups than one large group with momentum on its side.
Jordan suggests the strategy may have come about after the northern route of the Illiana into Porter County was met with tremendous opposition. He explained that when Indiana Gov. Mitch Daniels saw how intense the opposition was, he dropped the plan.
"It was a single route," Jordan said.
Strategy is nothing new
A similar strategy has been used before, and by some of the same people.
In the early 1990's the proposal to build a new regional airport near Peotone was buried among five sites being eyed for development. Many believed that the Peotone site was always the favored location by decision-makers.
One of the most vocal supporters then and now for the proposed airport at Peotone is the South Suburban Mayors and Managers Association. At that time, Barbara Sloan was the SSMMA's transportation director. Today, she is behind the Illiana Feasibility Study, by Cambridge Systematics.
Possibly more dissention
In another Indiana town – Cedar Lake, east of Crete – there are also some concerns about a lack of input into the project's planning. Once solidly in favor of the project, Cedar Lake officials may be starting to have some doubts.
Council members were recently put on the spot when a resident, Sharon Pacific of Hanover Township, polled them about their support for the road.
Pacific lives on 10 acres that one of the proposed routes could impact. Pacific not only has a stake in the plan, but she questions the merits of the road.
According to the Northwest Indiana Times, Cedar Lake Council President Dennis Wilkening indicated that the council's sentiments may have shifted.
The Illiana Feasibility Study identified three potential routes. One is north of Cedar Lake. Another is between Cedar Lake and Lowell. The connection in Illinois for both of those routes would be between Crete and Beecher. A third route is between Route 2 and the Kankakee River. In Illinois that translates to south of Beecher.
The Illiana has been billed as a reliever for truck traffic on the Borman Expressway or Interstate 80/94, but Lowell officials are among many who question whether truck drivers will travel an estimated 55 miles more and pay additional tolls to drive on it.
With regard to the previous post in CHBlog, Illinois contingency asks Gov. Quinn to abandon South Suburban Airport, about officials from the Rockford area calling Illinois Gov. Quinn's plan for Peotone development "wasteful."
What is most revealing are the insightful comments that follow.
Thursday, March 25, 2010
It is no wonder the Peotone Airport and Illiana Expressway have been so intrinsically linked. Not only was the Illiana a part of the early studies on the Peotone Airport, but the players remain the same. I thought I was watching an airport meeting. Barbara Sloan was the former Transportation Director for the South Suburban Mayors and Managers Association. Randy Blankenhorn was a former IDOT employee.
Tuesday, March 23, 2010
U.S. Congressman calls South Suburban Airport plans 'wasteful'
U.S. Congressman, Don Manzullo, (R-IL) along with several Illinois state senators and representatives wrote a letter to Illinois Gov. Pat Quinn yesterday, urging him to stop wasting state funds on a new airport at Peotone in eastern Will County.
Advocating for a new airport has been long and costly for Illinois taxpayers
Despite Illinois' budget crisis, Quinn recently allocated another $100 million to the Peotone project.
Illinois taxpayers have shouldered the burden for ongoing feasilibity studies for a new airport since 1985 when a concept plan from twenty years prior, were envisioned. The latest allocation of taxpayer funds would include just the purchase of additional land. The state owns only about half of what would be needed to build a new airfield.
The estimated $5 billion project does not include any of the infrastructure that would be needed to turn a farming community into a metropolis, what would be needed to make an airport viable. The present landscape of the area proposed to house the Peotone airport contains farmsteads and historic farmsteads, which use well and septic systems. Tar and chip roads are far from that which could accommodate airport traffic or even heavy construction traffic.
Nearby towns and townships have long been on-the-record as being opposed to the construction of a new airport. Residents have fought the proposal since 1987.
In addition to opposition from the people who would live with a new airport, all of the major airlines have said they would not use an airport at Peotone.
Congressman Manzullo tells it like it is
"We believe it is unconscionable for the State of Illinois to continue to waste precious taxpayer resources on this unnecessary project as the state struggles with record budget deficits and debt," Manzullo wrote.
Citing last week's agreement between the major airlines and the City of Chicago to move forward on the O'Hare Modernization Program, the Rockford congressman said, "it is even more egregious and unnecessary for the state of Illinois to continue to spend scare taxpayer dollars on the South Suburban Airport (Peotone Airport) that the airlines have said they do not want or need."
Manzullo named Rockford as an alternative airport to Chicago's O'Hare and Midway airports. He reiterated the statement by the Illinois Department of Transportation, the same agency pushing the Peotone project, that the Chicago-Rockford International Airport, "RFD is the airport with the greatest potential for development of passenger service and the ability to maintain passenger service."
The existing RFD is the alternative to development at Peotone, he said, pointing out that RFD offers passenger air service now handles one million passengers. It can easily serve five million passengers per year.
While Peotone remains in the study phase, unapproved by the federal government , RFD has made more than $150 million in federally-funded capital improvements, including the construction of a 10,000-foot runway, net international terminal, and Category-III Instrument Landing System capable of accommodating any plan that flies.
In conclusion, Manzullo and state signatories—Sens. Dave Syverson, Tim Bivins, and Christine Johnson, along with State Reps. Jim Sacia, Joe Sosnowski, Dave Winters, and Robert Pritchard—asked Gov. Quinn to "abandon these wasteful plans at Peotone." They invited Quinn and Illinois Secretary of Transportation Gary Hannig to meet with them at RFD to see first-hand the potential that exists there.
Friday, January 22, 2010
Last week, the MidAmerica St. Louis Airport in downstate St. Clair County was showcased on the NBC Nightly News with Brian Williams. For the third time since it was built, MidAmerica
was featured on "The Fleecing of America," a news segment meant to highlight wasteful government spending.Called the glass palace on the prairie, MidAmerica St. Louis Airport, as it is now being called, is visible from miles away, as it rises above the flat land of Mississippi River country.
Twelve years after it opened, there has been some use, but nothing like the glowing predictions that sold a sleepy southern Illinois community. MidAmerica St. Louis remains largely empty.
The modern, two-story glass and steel terminal is impressive. But don't look for a place to buy a ticket to any destination. Not only are there no ticket agents, no tickets, but neither are there any destinations. The baggage conveyor is idle, void of luggage. Restrooms are spotless, virtually unused. The terrazo floors still shine like the day they were installed.
There are occasional aircraft on the runway, mostly military planes destined for the adjacent Scott Air Force Base. But if Illinois officials envisioned a "build it and they will come" scenario, it didn't work here. Few came. And those who did didn't stay.MidAmerica was billed as a reliever airport for Lambert-St. Louis International, just across the river in Missouri.
MidAmerica never achieved crystal ball predictions, dubbed 'Gateway to Nowhere'.
When proposed MidAmerica was estimated to cost $220 million.
It was to bring economic prosperity to southern Illinois and eastern Missouri by employing 600 people during its first year. Passenger predictions from the day forecast that 1.1 million passengers would be served by MidAmerica by the year 2000. But in actuality, the cost was approximately $307.5 million. And there were ancillary costs as well, such as the 8.6-mile extension of the MetroLink light rail system from Belleville Area Community College to MidAmerica that cost $88 million.
The entrance roads, parking lots, final landscaping and pavement markings needed an additional $3.5 million. Wetland mitigation cost $1.8 million and $13.3 million was needed to connect MidAmerica to Scott Air Force Base.
In January' 98, Tom Brokaw of the NBC Nightly News highlighted the MidAmerica Airport in his "Fleecing of America" feature for the first time. Brokaw called the airport the “Gateway to Nowhere.”
Finally, in the spring of 1998, MidAmerica got its first paying customer. Langa Air, an aircraft fueling and maintenance company began a small operation there, but it was short-lived. The company later relocated back to Lambert International at St. Louis. By summer, three Trans World Airlines jets had landed at MidAmerica bringing about $80 in landing fees each time. MidAmerica was the alternative during bad weather for TWA traffic. Lambert was its hub. But that arrangement ended when TWA was acquired by American Airlines in 2001.
In September, of ‘98, after learning that Lambert was planning a $2.6 million expansion program, State Rep. Tom Holbrook, D-Belleville, a member of the General Assembly filed a complaint with the FAA. He had hoped to block the expansion, by stating that MidAmerica should be used to relieve air traffic congestion.
Other legislators came on board. Holbrook’s actions were applauded by the residents of Missouri who opposed the expansion. They would be most affected by additional air traffic.
Ironically, despite MidAmerica being touted by then Gov. Jim Edgar in previous years, he was said to favored the expansion of Lambert. He said MidAmerica was meant as a reliever for Lambert, not a replacement.
The next month, the expansion was approved. It was billed as the largest public works project in St. Louis’ history.
Expenses continue to climb
As MidAmerica celebrated its first birthday, it had seen about 3,000 take-offs and landings, though most of those were military planes. There was little fanfare.
In the summer of '99 ex-Gov. George Ryan signed a bill to create an enterprise zone around MidAmerica Airport and to offer tax breaks to companies that would move to the area and to create jobs.
Even without regular business at the airfield, the costs for Mid America continued to rise. There was a request for $2.5 million in improvements for 2000. They included a fence to keep deer off the runway, and about $50,000 to replace runway lights, which were too short to meet federal requirements.
Local taxpayers would pay $756,000; the state contributed $852,000 with the balance paid by the federal government.
The annual operating budget at MidAmerica was $2.2 million. In 1999 it was increased to $3.4 million, with a million for salaries of security guards, maintenance workers, managers and other personnel. Part of that expense included marketing costs of $161,000 to four companies.
Today, operating costs have risen to $4.7 million and includes 14 full time and two part time employees. That includes a director, assistant, and workers in resources, operations, planning and engineering, maintenance, and ground services. The budget is overseen by the St. Clair County Public Building Commission.
In August, 2000 a restructured Pan American Airlines began flying out of MidAmerica. Its first flight, Aug. 16, was to the Gary/Chicago International Airport. But as luck would have it, the return trip, that was supposed to be 45 minutes long, was delayed. The pilot was forced into a holding pattern for five hours and was later directed to land at Lambert in St. Louis.
Three months after September 11, 2001 Pan Am suspended its flights at MidAmerica and soon thereafter closed up shop for good.
For a time, charter flights were offered to the Caribbean. But that didn't last long either.
Little changed at MidAmerica until June 2005. Eight years after it opened, MidAmerica celebrated its 10,000th passenger. That was about 980,000 passengers shy of the predicted goal expected five years earlier in 2000.
Then Allegiant Air took flight each week to Las Vegas and Orlando, Fl. airport supporters remained optimistic. Then Allegiant Air cut its Florida business because it was unable to compete with the low fairs offered by Southwest Airlines at Lambert.
Even the longtime St. Clair County board member Craig Hubbard, R-O'Fallon, admitted that building the airport may not have been a good idea.
Acknowledging that MidAmerica never achieved its goals, he said he doubts he would do it all over again, if given the chance.
Michael Boyd, a longtime Colorado-based aviation consultant warned officials about the potential for MidAmerica twelve years ago. He feared it would not be successful.
Supporters are now interested in turning the airport into a cargo facility. They think that idea could turn things around at MidAmerica.
They point to weekly flights that began in 2008 to import flowers from South America.
Boyd recently told them there is nothing to turn around, because they have built something that simply isn’t needed.
MidAmerica has never even approached the inflated expectations of its aggressive marketing campaign.
MidAmerica story, Peotone tale oddly similar
To people in eastern Will County, the MidAmerica saga and the state's proposal to build another airport in the farm fields near Peotone are eerily similar, even down to the cast of characters who have used the same playbook.
IDOT's consultant, TAMS, was responsible for both projects' highly-criticized pie-in-the-sky projections of users, operations, enplanements and job creation. Both projects were started by Gov. Jim Edgar. One project came to fruition under his administration while the other still has not. But there may be a second chance since Edgar's chief of staff, Kirk Dillard, who helped his boss do some of the political heavy lifting in those days, happens to be running for governor in the Republican primary.
But the biggest commonality between MidAmerica and the proposed Peotone project is how they both have bled Illinois taxpayers.
Many claim that Peotone would be just another MidAmerica
Critics of Peotone issue the reminder from a 19th century philosopher, "Those who cannot learn from history are doomed to repeat it."
Wednesday, January 13, 2010
To Indiana legislators, building the Illiana Expressway is a jobs-creator. It would do that on the Illinois side and so much more.
Instead of it merely connecting Interstate 57 and I-65, as proposed, the legislation refers to the extention of the Illiana west to I-55 near Joliet.
The Indiana legislation is a dream come true for Illinois officials who have long envisioned building a southern leg to I-355, passing by the proposed Peotone airport which would then connect it to intermodal traffic at Elwood and Joliet.
Illiana Expressway was once the South Suburban Expressway
The Illiana has been talked about in Illinois for as long as the proposed Peotone-area airport – since around 1968.
Indiana became involved two years ago when Gov. Mitch Daniels decided to fast-track an ambitious road-building plan. Daniels proposed the Illiana run north and east into Lake and Porter counties. He withdrew the extension plan, however, because of public opposition.
Daniels' predecessors – the late Gov. Frank O'Bannon and former Gov. Evan Bayh – opposed the Illiana Expressway. They recognized the new roadway as a way to bolster Illinois' efforts to gain support for a new South Suburban Airport, (SSA) near Peotone, which was in a direct competition with the existing Gary/Chicago Regional Airport.
The Illiana Expressway, at one time was part of the airport layout plan. The plan included the location of the northernmost connector road to the facility. Since the airport has been downsized, the expressway is no longer part of the plan, however, its association remains.
Illiana Expressway, Peotone airport; both mired in politics
Just a few months ago Gov. Pat Quinn, who received an endorsement in his bid for re-election by organized labor, voiced strong support for the Illiana. He even referred to it as his future "legacy."
Kirk Dillard, a Hinsdale Republican who is still fighting to become the Republican nominee to challenge Quinn for Governor, also endorsed the project at a recent gathering at the operating engineers' local headquarters in Wilmington.
U.S. Rep. Debbie Halvorson, D-Crete has weighed in with strong support of the plan. Will County officials support it too.
Locally, the battle for governance over the airport, which has yet to receive FAA approval, between Chicago's south suburbs and Will County, is well-documented.
But dreams to build the Illiana is not without sticking points. Quinn's potential legacy may not enjoy smooth sailing. His most recent endorsement has come from U.S. Rep. Jesse Jackson, Jr., who initially was critical of Quinn's interest in the Illiana.
Jackson favors the airport over the roadway. On his congressional website he noted that progress in planning for the road lags far behind what has already been accomplished with the airport.
"There will be no groundbreaking for the Illiana Expressway under a Quinn administration," Jackson said, "no matter how many terms he wins."
Wednesday, January 6, 2010
It is now 2010. This was was supposed to have been an aviation milestone, according to long-ago predictions.
By 2010 the number of people traveling by air was supposed to be equal in all parts of the Chicagoland region. That prediction was made in 1987 and was known as the equal propensity to travel theory.
Equal Propensity to Travel Theory
This illusive theory appeared with no explanation of its origin, yet was alluded to throughout the pages of the Chicago Airport Capacity Study, by Illinois Department of Transportation consultants Peat, Marwick and Main.
The theory was derived by sub-consultants, the al Chalabi Group, Ltd., the husband and wife consulting team – Margery and Suhail al Chalabi – who have worked for the State of Illinois on the 'third airport' project since its inception.
The equal propensity to travel theory was used to exaggerate a trend of population, income, and jobs south of the city which contributed to a justification that a new airport should be built south of Chicago.
One asssumption, then another, and another, ...
The initial assumption that there would be an equal propensity to travel throughout the Chicago region by 2010 was merely a planning tool, one of many assumptions built into the computer model from which other predictions were generated. That assumption helped generate other forecasts, such as: the number of passengers that would use a new airport; the number of aircraft operations that would be served; as well as how many direct, indirect, or induced jobs the project would create. It just so happened that the first crystal ball was aimed at 2010.
The equal propensity to travel theory did generate some controversy. One of the members of the technical committee, which might be considered a 'stakeholder,' in today's terms, called the theory, "false."
Members of the Chicago Association of Commerce and Industry, which later became the Chicago Chamber of Commerce explained, "The recent growth patterns in the Chicago region have increased travel propensity in the areas closer to O'Hare, not led to equal travel propensity."
The equal propsensity to travel theory was a prediction that is very different from today's reality, where some south suburban communities are considered to be among the poorest in the state.
It is ironic that the state's early prognostications that point to a need for a new airport to serve a burgeoning south suburban population stand in stark contrast to both the reality and the claims being made today by south suburban leaders. They claim that what is needed are the jobs and economic development that a new airport would provide.
The loudest voice of support for an airport near Peotone has come from U.S. Rep. Jesse Jackson, Jr. who may have never even heard of the equal propensity to travel theory. After all, when it was being written into the fabric of 'third' airport history, Jackson was in college in North Carolina. It wasn't until long after, around 1993, that Jackson became interested in the project. It wasn't until two years later that he was elected to Congress.
Your tax dollars at work
The al Chalabi Group, Ltd. who first derived the 2010 prediction, remains on the state's payroll as they have for the past 23 years. They have a contract with the state transportation department at least until December 2011. The consultants continue to make predictions for the Peotone project. Their latest, done in 2007, extrapolates figures into 2030.
They state that by 2030 there will be 4.5 million passengers using the South Suburban Airport. That prediction doesn't seem possible either, since the project is not yet approved by the Federal Aviation Administration.
The late State Sen. Aldo DeAngelis explained at the time, that the main goal in getting the report approved was so the process could move forward to the next study. DeAngelis, who was once considered the Godfather of the third airport, was one of the decision-makers that approved the report despite its criticisms.
The equal propensity to travel theory was never discussed again in subsequent airport studies.