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The Quad-State National Defense Causeway Act

BACKGROUND AND PROBLEM

Since the 1800’s, Lake Michigan’s cutting down into the Mid Atlantic region of our country has been a boon for mariners but a bane to all land travelers. It has been too wide and too long to do much of anything in terms of non-boat transportation.

Because of the above situation, travel has been two to seven times longer than if one would be able to make a straight line across Lake Michigan. This fact has been an inconvenience at best – and a great inefficiency in our country at worst.

But as time has gone on, the problem has grown exponentially. The “natural bottleneck” at the south tip of Lake Michigan for all forms of land transportation (i.e. rail, auto, and truck) has become a nightmare. Road congestion has greatly increased the hazards of travel – and such congestion can make even PRIOR, long travel times double or more from what they even were before. At this point in time, one can never be assured of estimating travel times around the southern points. It’s always a gamble depending upon traffic accidents, downtown Chicago events happening, and other factors that either pop up or the traveler was unaware of at the start of their journey.

All of the above problems are cause enough to energetically seek better alternatives. But now we have one more, extremely important one: The threat of Terrorist Attack.

Terrorists can easily use the natural bottleneck of the southern Lake Michigan tip to tie up, and immobilize, the entire Great Lakes region. Because so many of the major east/west highways and rail lines understandably pass just a few miles away from one another at the southern most point, a carefully located biological or nuclear bomb could effectively cut off all the major east/west regional travel routes in the area. There would be no way to then traverse except many miles around Chicago – greatly increasing the already horrendous travel times and further crippling things since the same traffic would have to be funneled on fewer and smaller roads.

Yes…terrorists would find that our Mid-Atlantic/Chicagoland area would be the EASIEST region to paralyze traffic of anywhere in the United States.

ANALYSIS AND SOLUTION

We need not allow ourselves to be laid so vulnerable. And we need not also allow our economy to languish with the utter inefficiencies we live with today with the “natural bottleneck” Lake Michigan has posed to us for the past two centuries. We can build a solution.

This solution is a cross-lake causeway that would come to be known as the Quad-State National Defense Causeway. This causeway would be a combination of several linkages.

1) Two Passenger/Freight Rail Lines

2) A four lane highway (that would later be expanded to eight)

3) High tension electric lines

4) Natural gas line

All of the above would be along this causeway’s route. The natural gas line and two freight/passenger lines would be located in the center with two lanes on each side of that (expanded later to four lanes on each side via having pylons that were planned for such expansion). `

This causeway would be patterned after the 17.4 miles long Chesapeake Bay Causeway as well as the Key West Highway 1 already in existence. It would, closely paralleling the technology/ideas of the Chesapeake Bay project, have several man made islands, tunnels, and overhead bridges which would allow for reasonable maritime navigation of North and South Lake Michigan to continue unabated and minimize terrorist threats to this new public work.

Four potential routes could be considered. It is here envisioned by the creator of this idea that perhaps of the four studied routes below, Option 2 would be implemented now. Later, a longer and more northerly causeway could also be constructed. But going this route would involve lesser expense and still yield great benefits. Candidate Ken Arnold did not pick the very shortest route for reasons later specified within this paper. And, depending upon project cost and fund availability at that time, the longer route suggested for later development would be Option # 4. These options, with their direct distances to traverse, are as follows:

Option Starts Ends Causeway Length

1 Around Burnside, IL and the intersection of Routes 41 and 12 south of Chicago Between Michigan City, Indiana and Beverly Shores, Indiana 35 miles
2 North Side of Evanston, IL Between Michigan City, Indiana and Beverly Shores, Indiana 48 miles
3 North Side of Waukegan, Illinois Between Michigan City, Indiana and Beverly Shores, Indiana 68 miles
4 North Side of Waukegan, Illinois Benton Harbor, Michigan 72 miles

ADVANTAGES OF THIS CAUSEWAY PROJECT

Candidate Arnold does not simply specify the benefits of this project to be in the jobs created and the boost from the project itself that it gives to the area economy; he points to the ongoing transportation efficiencies in time and money that the entire Mid-Atlantic region will garner. This surely justifies this project several times over. The Quad State Causeway is one of those grand, public works that people will wonder why it took so long to even conceive.

Much in the way of time and money will be saved. Pipeline transporters will get natural gas to Detroit, and major Canadian cities (and perhaps FROM Canada as well). Railroads such as Canadian Pacific Railroad who traverse the bottleneck every day adding many hours and miles to their travels will also benefit. And truckers and private citizens who sit in traffic for hours on end looping around the lake (a task that has come to almost preclude doing so in a weekend’s venture) will also greatly benefit both economically and in their quality of life by this project.

But the benefits don’t stop there. There is a dire need, as earlier described, to end this natural bottleneck for our very own security – and perhaps our very lives. As mentioned, should nuclear or biological attack occur that cuts off the rail and highways that traverse thru this relatively narrow area, routes of evacuation from an entire area could be cut off? In the Chicago area, land travel evacuation – by definition – can only be by going North, South, or West. East is an entirely precluded escape direction because of Lake Michigan. But with a causeway, such an evacuation could take place. With a causeway, the vital transportation routes need not even be completely severed if a terrorist attack would occur. This route would be a physically and geographically separate route and provide a backup to any such calamity.

Even the route closest to downtown Chicago, and lowest cost to build (i.e. Option 1) lies 15 miles from downtown Chicago. Any central city nuclear blast would not affect it since a radius of 10 miles is where the most damage occurs in such nuclear explosion. However: this option was only second in choice because of two items (in order of importance): a) Prevailing northwest wind would likely contaminate the area while not destroying the structures; and, b) A more northerly starting point, while being a longer/more costly causeway, would eliminate nuclear/biological fallout concerns and provide even greater economic efficiencies from saved time and travel resources most affected by the bottleneck (i.e. more northern residents).

CONCLUSION

The Quad-State National Defense Causeway is a vital economic -- and national security project -- whose time has come. The technology is there…the concept is used successfully elsewhere in areas such as Key West Florida and the Chesapeake Bay area. And these other already completed projects are in depths much greater than the 60 to 200 feet deep waters we’re talking about here. Lastly, proper installation of such a causeway will not materially affect maritime shipping or our environment.

For our economy, our quality of life, for our very lives – this is an idea whose time has come.

Ken Arnold, Republican Candidate
U.S. Congress – 8th District
2034 Liberty Lane
Gurnee, IL 60031-6305
Telephone: 847-207-1167
ArnoldforCongress@comcast.net
www.ArnoldforCongress.com

Date: March 13, 2005

ARNOLD for Congress

“ Strong . . . Creative Leadership for the 21st Century ! “

Labels: 8th Congressional District, Causeway, Ken Arnold

The “One Bite at the Apple” Act

BACKGROUND AND PROBLEM:

Increasingly, Chicagoland is a congested and difficult place to traverse. Travel times are growing exponentially and unpredictably vary. This situation, moreover, not only degrades our living environment; but, our ecological and economic environment with the added pollution of automobiles stalled in traffic and inefficient transportation of goods and people across the region.

Much has been discussed about enhancing our ability for travel throughout the suburban Chicagoland area. It’s a given that travel times, and the predictability of them, have already grown intolerably. Many, including Candidate Ken Arnold, believe government needs to project forward 15 to 20 years down the road any such needs construction road construction. Because of inflation and the lack of precise predictions: It is far better to build bridges and highways a little before they’re critically needed -- than far afterward . . .

Admittedly, area citizens need to apply a holistic approach to this entire regional transportation problem. One needs to look not only at one mode of transportation, but all. And one also needs to view the traffic patterns across the entire Chicagoland megatropolis. Motor vehicle, air, and train transport must all be weaved into an entire, integrated picture. Our region has little time to start in earnest on such projects – we already are playing “catch up” with the problems already upon us.

Ken Arnold has several creative and badly need road projects conceptualized. They include not only a creative application of the Federal government regarding the Route 53 Extension project – but even a proposal he calls “The Quad State National Defense Causeway” which would span Lake Michigan from East to West. But most road miles nowadays are not Federal interstate highways – they’re State and local roads. And in these areas, all participating governments must be forced to PLAN AHEAD and not timidly “baby step” their way to expansion.

Far too many times, locally, it has been observed by Candidate Arnold that politicians have “baby stepped” badly needed projects everyone KNEW needed the full solution – NOW. The Route 22 expansion from two to four lanes quickly comes to mind. But there are many other such “incremental projects” that are done out of political fear – but cost the taxpayers at ALL levels dearly!

The Route 22 expansion was a horrendous waste of taxpayer money. All citizens know that Route 22, and most all major east/west thoroughfares, need to become FOUR laned! There is simply too much traffic to otherwise be handled by this former two lane streets and highways. But in the case of Route 22 expansion:

1) Our government officials first put in three lanes (i.e. still having two lanes but with a center turn lane). This caused much in the way of traffic tie ups and delays as well as required a complete rework of sewer, street light, and traffic light construction.

2) THEN, approximately seven or eight years later, they tear a lot of that up again – once again disrupting traffic – and put in the FOUR lanes (plus a new and wider bridge) they should have established in the first place but for the political timidity with Lincolnshire and their “Not In My Back Yard (NIMBY) syndrome!

The above two-step/”baby step” process cost taxpayers TWICE what they should have paid for only once. And citizens really paid twice each time: Once in their tax dollars and once in the traffic disruptions they were forced to endure.

It is easy for timid and spineless political officials to baby step projects such as these under the “foot in the door technique”. Do a first step and let things settle down…then do the second step you knew you’d have to do all along. But should the taxpayers at all levels have to pay for this timidity? Candidate Ken Arnold absolutely says: “NO!”. Consequently, he proposes an initiative that will greatly reduce such regrettable expenses and inefficiencies forever.

SOLUTION:

With many State road projects, and a number of more local roads, some share of the expense is paid for via Federal tax dollars. Under such circumstances, the Federal government can establish an operating policy that not only protects its highway dollars from the squandering earlier outlined – but provides the ready EXCUSE for local politicians to stand firm and “do it right the first time” when it comes to all such highway projects.

The Federal government, under initiative and legislation proposal of then Congressman Ken Arnold, shall enact the following:

“In the payment of matching funds or other cost shares to any State Government or lower governmental entity for the purpose of construction - or modification - of any highway or other thoroughfare, the Federal Government shall pay only ONCE toward any such activity in any ten (10) consecutive year period.”

ADVANTAGES:

The above simple, and therefore perhaps elegant, initiative at the Federal level will greatly diminish – if not put an end – to such tax dollar wasting, weak-kneed, timid actions in road building on the part of all State and local officials. If such officials wish Federal government participation, they would henceforth know they only have “one bite at the apple” every ten years.

This new road building environment does two things locally:

1) It forces State and local officials to have planning horizons, and concrete construction plans, that will be projected to meet all needs for a minimum of ten years.

2) It allows those local officials in need of spine transplants to gladly make the Federal government “the bad guy” in their dealings with the most local of residents and public officials. They could even go so far as to say: “If it was me, I would do differently…but the Federal government is forcing us to do this whole project now!”

Lastly, on a global basis across the citizens and taxpayers at the Federal, State, and local level, this initiative will save sizeable amounts of taxpayer dollars from such “redo” projects. And this says nothing about disrupting traffic ONCE instead of two or three times.

Let’s stop abusing the taxpayers AND the motoring public from timid, short-sighted politicians. Let’s enact the “One Bit at the Apple” Act – NOW!

Written: January, 2006

By: Ken Arnold, Republican Candidate
U.S. Congress – 8th District of Illinois
847-207-1167
ArnoldforCongress@comcast.net
www.ArnoldforCongress.com

ARNOLD for Congress

“ Strong . . . Creative Leadership for the 21st Century ! “

Labels: 8th Congressional District, Ken Arnold, Roads

The “PAY FOR ROADS – NOT CONSTRUCTION” ACT

THE BACKGROUND AND PROBLEM:

Americans are besieged with roadway potholes. These road hazards put at physical risk everyone who travels our roadways; costs countless hundreds of millions a year in suspension / tire / and other auto repairs; and, adds to our commute times because of slower traffic and vehicles that are broke down.

This problem of poor highway condition has been a long and growing one. Such roadway conditions affect local, State, and Interstate highways throughout the nation – but most notably in northern climates having frequent “freeze/thaw” cycles. And Illinois is perhaps one of the most affected States in this “freeze/thaw” cycle problem.

The problems of roadway conditions will only get worse due to the continuing age of our roadways along with our current budgetary constraints. Since the burst of the Interstate Highway System primarily built from the late 1950s until the early 1970s, these roadways are now between 35 and 50 years old. And while government conducts repaving/rebuilding efforts on a limited basis relative to the total miles of paved roads, it all too often appears to be not of high and long lasting quality. All too often, in just three or four years, potholes once again appear on our resurfaced roads.

THE ANALYSIS AND SOLUTION:

In roadway resurfacing/repaving, State and Federal governments get deeply involved in the TECHNOLOGY and PROCESS used for such road reconstruction/repaving. It is part of their bidding process. Government bureaucrats specify whether it should be asphalt or cement, what texture of asphalt should be used, how deep, and other items to the minutest detail. Government, when doing so, can easily get stuck in the mode of not being incented to innovate and to reward the firms that they have most used over many years. In short…conducting the same old business.

With the problems of road and bridge conditions becoming acute, and the inability for States simply to raise tax revenues to pay for the status quo manner of road maintenance/reconstruction, there requires a new thought – a “third way” to performing this vital task.

Candidate Ken Arnold proposes just such innovative, “third way” to this problem. It is an innovation that’s been started recently in very limited fashion elsewhere – but must be applied quickly and in large scale before our entire roadway infrastructure disrepair gets away from us and even more serious problems result.

The solution is to step back and ask:

“What are citizens really wanting and willing to pay for in roadways?”

The answer is that citizens aren’t asking to use this material, or that technique, etc…they are asking to have smooth roadways that are safe and efficient to travel upon.

Asking and answering the question above: Should we not employ the marvelous mechanisms of the free and competitive market to help supply the specified demand citizens have for our roadways? Should we not unleash such private sector firms to satisfy our real desire and do so in the most innovative and cost-effective manners possible?

The answer to the above question is obviously: “YES!” Taxpayers should unleash the private sector to provide the REAL product that citizens demand – smooth and safe roads. How can that be done? By enacting at the Federal level, for Interstate Highways and highways having any Federal cost shares, legislation that would do the following:

1) Structure road repair/resurfacing/renovation contracts to not so much specify the detailed material and technology to be applied but to allow the private sector companies to innovate and determine what technologies they wish to employ on a particular project given the contractual objectives.

2) Specify within every contract that the road surfaces are to be free from any potholes for X years and only have, 10 potholes every Y miles at Z years after the project’s completion. (Items X, Y, and Z can be determined and specified by government road builders).

3) Such successful bidders would be required - at the time of winning the bid - to have an escrow amount equal to 15% of all monies otherwise owed them at the completion of all work set aside. These monies would be used to defray any costs taken on by government to promptly repair such roadway should there be a failure in the roadway earlier than contractually agreed upon that the bidder fails to promptly repair.

4) At the initial period of “no potholes” (i.e. X years after completion of the project), the bidder receives 5% of the initial bid amount held in escrow with interest as specified in the escrow account. Should there be potholes, no such remittance is made and all funds continue to be held until the end period of the contract (i.e. Z years after project completion).

5) During the entire contractual time period (to period Z), the costs of all pothole repairs not promptly performed by the original bidder goes against the escrow account’s balance.

6) At the end of the contract period (i.e. at point Z), all NET proceeds are then remitted to the bidder.

THE ADVANTAGES:

The above initiative interjects the private sector’s marvelous ability to innovate and employ the latest technology. The private sector’s intent is to maximize their profit by minimizing their costs (in this case, not the cost of mere materials and labor – but the costs of having a safe and smooth roadway for the life of the entire contract, likely between 15 and 20 years). It eliminates bureaucratic behaviors of “playing it safe”, “doing what we’ve always done”, and “rewarding our long established providers” who keep practicing the status quo of road repair and resurfacing.

In addition to the above, such innovations will help our physical safety and economic system by greatly enhancing the quality of our roadway systems. It will do so by reducing traffic deaths, avoiding traffic tie ups from blockages and lane closures to avoid such hazards, and speeding traffic along for both convenience and commerce. And the innovations may have additional and unexpected payoffs. One example is a road building technique used in Europe of using ground up auto tires within the asphalt mixture laid down. Not only does it greatly increase the life of the roadway (due to the road surface being more pliable in the “freeze/thaw cycle” of roads) – but it is found to significantly cuts down on roadway noise. And all that benefit in addition to avoiding such auto tires finding their way to landfills! This is one such innovation that can be applied by the private sector.

The same old ways of laying asphalt every few years (if you’re lucky) must end. Motorists have no interest in how often asphalt is laid – they simply wish to have a smooth and safe roadway! And citizen’s pocketbooks can no longer afford such mindless activity that ends up more benefiting the politically connected few, rather than the traveling many. We must escape bureaucratic stagnation and unleash the private sector upon our roadway systems. Doing so will save lives, save time, add to our economy, and save taxpayer monies.

It truly an idea whose time has surely come…

Ken Arnold – Republican Candidate
U.S. Congress – 8th District of Illinois
Ken@Arnoldforyou.com

March 14, 2006

ARNOLD FOR CONGRESS

“ Strong, Creative Leadership . . . for the 21 st Century ! “

Labels: 8th Congressional District, Kden Arnold

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“The Des Plaines Spillway Act (DSA)”

BRIEF BACKGROUND AND HISTORY:

The DesPlaines River has had a profound history relative to the development, and enjoyment, of the Chicagoland area. In the first settlements of this area in the early 1800s, this river was extensively used for the transportation of both people and goods. And the abundant beavers that inhabited the river were an attractant to further development of the area.

Over time, the original functions of this river were displaced by the recreational aspects. Today, the river runs thru many forest preserve areas throughout its course and has – among some of its course – excellent and scenic bike trails and walking paths.

Des Plaines River Factoids Starts in Southeastern Wisconsin and heads south -- generally parallel to the Lake Michigan shoreline. Has as one of its shortest distances from Lake Michigan (i.e. 5.3 miles) an area starting just north of Gurnee, IL and ending just north of Waukegan, IL. Has a total length of 110 miles and is one of the two longest rivers in the northeastern Illinois area. In Lake County alone, the Des Plaines runs over 31 miles in length. Is likely the longest, flood prone river to traverse the length of a major, urbanized area in all of the United States. Ultimately drains into the Mississippi River, not Lake Michigan, via combining with the Kankakee River Southwest of Joliet, Illinois to form the Illinois River which then empties into the Mississippi River further south.

In today’s modern world, the Des Plaines, as is the case with many other rivers, has various dykes, dams, and other constructions to regulate its flow and help stem flooding. However: In some cases, these efforts have arguably increased the problem of flooding in various areas this river traverses.

Massive urbanization of the Des Plaines watershed area has also sprung up in the 20^th century and beyond. Due to this development, the area of permeable ground that water can be held in has materially been reduced as roads, sidewalks, driveways, and buildings have been erected and water has had to be channeled off of these structures and into our drainage systems and waterways.

Because of all of the above factors, the flooding events which occur along the DesPlaines have increased in both their frequency and severity. Already, in the last seven (7) years, there have now been three major flooding events. As reported by The Pioneer Press in a September 6, 2007, article entitled “Mayors Urge Anti-Flood Work”, the Army Corps of Engineers in 2004 estimated that direct economic damage from DesPlaines floods comes to $25.2 million per year – essentially $252 million per decade! And this does not even account for the human suffering or risk to life – especially in these post 9/11 times. Ken Arnold’s hometown of Gurnee, Illinois, lastly, has been one of the hardest hit communities during each of these events.

THE ANALYSIS AND SOLUTION:

Current thought among many in government is to minimize potential destruction and related costs via zoning. This approach precludes building development in floodplains as well as certain government buyouts of property owners already having such structures in these type areas. However: In an already well developed and urbanized area such as the DesPlaines river basin, such approach – while wise to minimize additional future damage – cannot address the level of damage from existing development. Government could not possibly have the funds to buy out all floodplain properties -- even if it wished to.

Obviously, part of the solution to such flooding problems in a metropolitan area is to encourage the use of permeable substances for any surfaces in the urban area. Use of gravel, sand, brick, and grassy areas - where cement or asphalt would have otherwise been laid - is surely to be encouraged. [NOTE: The writer himself, in 2005, converted his own driveway and sidewalks to brick in part for just such consideration.] However: Given the already well developed nature of the DesPlaines River basin, it will take many years for such changeover to take place. And, even then, it will likely not fully resolve flood issues during the heaviest of rainfall. The increasing development of the area as well as the uncertainties of global warming makes flooding an even more assured and continuing problem.

While pursuing some of the above means to reduce the amount of water flowing into the Des Plaines River, there IS a time-honored means of reducing the devastation and flooding that result once water is within a river. This time-honored means is to partially divert the flow of the river during such times.

Ken Arnold, when conceiving of this idea after the flood events of this past month along the Des Plaines, went about the task of doing preliminary analysis and detailed surveying of the task as he conceived it. Determining what were the points of the Des Plaines River that lie closest to Lake Michigan, as well as where there appeared to be the least development, he has come up with two tentative right-of-way options for such spillway. (See map below).

Ken Arnold determined that, clearly, the most advantageous option of the two was the “Southern Route”. Why? Because not only is it the shortest distance…but he discovered when personally surveying the right of way and topography that throughout its entire length lies the Exelon/Commonwealth Edison high tension wire right-of-way! An additional bonus to using this “Southern Route” option is that it leaves unchanged various Park District lands that would be partially used in the “Northern Route” option. For all of these reasons, Ken Arnold strongly recommends the “Southern Route” option he has plotted out – and it is this option he focused on in most detail.

As providence would have it, Mr. Arnold discovered on his personally surveying the right of way that there would be no need to buy out residential or commercial developments when constructing the spillway along the proposed, “Southern Route”. The right-of-way for the spillway would be had at either no cost or very modest cost from the public utility who caused such area to ALREADY be free of any buildings and development! The right-of-way already existing for high tension wires for the Waukegan, IL electrical power plant is a near perfect strait line between the shortest distances between the Des Plaines River and Lake Michigan of anywhere along this river’s course!

The Des Plaines Spillway project, of course, will require further engineering and environmental studies on its details. However: After personally surveying the right of way and studying the topography, etc.: Candidate Ken Arnold believes that this project could entail merely placing one pumping station and a series of open canals and conduits using gravity feed throughout the rest of the system. These canals, moreover, would normally be dry and grassy except for such flood emergencies. A holding pond, moreover, could be considered about 60% of the way to Lake Michigan - if desired. Lastly, the spillway would start just east of Route 41 along the DesPlaines River and would head almost due east. It would end just south of the Electrical Power plant in Waukegan in what is now vacant land. A travel log of the “Southern Route” right of way follows:

	PHOTO 1: The origin of the Des Plaines River Spillway. Photo is along U.S. Highway 41 and the farthest west point looking east…several hundred yards from the River. Area is approximately 688 ft. above sea level which is approximately 108 ft. above the final terminus of the Spillway and Lake Michigan. Note the high tension line right of way.
	PHOTO 2: The west end of “Southern Route” right of way looking westward. Des Plaines River lies approximately halfway between point of photograph and water tower in the distance. Note the undeveloped and usable land that can be used for conduits, pipelines and canals as required. Topography gradually goes from 688 ft. up to 720 ft above sea level around Johns Manville Ave. area. This is the highest point along route and requires elevating water approx. 32 feet in height via conduit and pumping.
	PHOTO 3: Looking eastward toward Lake Michigan from the same location as photo 2, above. Highest point along Spillway route is in the distance.
	PHOTO 4: Photo is looking westward at a point closer to Lake Michigan along the Spillway’s right of way. Photo location is within the Waukegan city limits on the north side of that city approximately 1 ½ miles from its downtown. Within this section topography slightly rises again from 710 to 720 feet above sea level. Can either place secondary pumping station there or, the likely better alternative, place conduits 15 feet or more below ground at this point so as to continue the gravity feed of the water.
	PHOTO 5: Taken at the same location in Waukegan as photo 4 but looking eastward close to Lake Michigan. Note the smokestack in the distance. This is the electrical generating station which lies along Lake Michigan and 580 feet above sea level. Spillway would slightly curve close to the power plant and travel along its south side into Lake Michigan.

Environmental Considerations:

On environmental issues, the water of the Des Plaines is essentially no different than many other rivers which flow into Lake Michigan today. And, relative to the huge volume of fresh water held by Lake Michigan, any waters from this project would only add a minute amount of water to that body’s water level – so small as to not even be recordable. This added water, moreover, would be on a temporary emergency basis only.

One additional note on the environment is worth being made: The flooding events themselves must surely be major environmental disasters in and of themselves. Fuel oil, gas, and kerosene storage tanks in homes and elsewhere start leaking into flood waters as well as all sorts of contaminants (including sewage) get washed into the flood. Even debris from buildings contribute to the fouling our water. These items, moreover, say nothing of the consequent landfill caused by the multitude of water damaged goods and ruined homes that will be prevented. Arguably, constructing the Des Plaines Spillway in our large, urban area would be an environmental boon in preventing such pollution in the future.

ADVANTAGES TO THE PROJECT

1) The Des Plaines Spillway Act would directly, substantially, and immediately mitigate any future flooding potentials by the diverting of a majority of the Des Plaines river in such times from further heading southward in its normal course to emptying into Lake Michigan.

2) In a smart and low cost fashion, the project uses already existing right of way which, as luck and analysis may have it, ALSO is the shortest distance between the Des Plaines River and Lake Michigan of anywhere in Illinois. It is inherently the least disruptive, lowest cost alternative given its short distance, already adequate right of way requiring no building structures to be purchased and torn down, and favorable topography requiring only one pumping station and gravity feed throughout most of the 5.3 mile Spillway. And such project surely would cost but a fraction of the cost of damage from the perennial floods the area continues to suffer from.

3) Because the water is diverted just north of where the Des Plaines River crosses U.S. Route 41 (a major federal highway), it literally guarantees that this transportation highway will always be open for use (normal and evacuation) and not totally submerged just south of that (as has been the case 2-3 times before) regardless of the severity of any rainfall.

4) By having the ability to literally drain up to 75% of the water of the river at the proposed start point of the spillway; it is much less likely that heavy rainfall will ever be a problem at points south of this spillway within the Chicago metropolitan area. Such rainfall would in most cases likely only bring the river back up to water levels which are BELOW flood stage at points south due to the material water diversion further upstream. Additionally: Waters upstream from the Spillway would move more swiftly and allow drainage more quickly…somewhat relieving flooding tendencies even further upstream on the Des Plaines.

5) Having the diversion so far up North along the Des Plaines River ensures that the cleanest possible water is temporarily diverted into Lake Michigan. Such water has not traversed thru industrial and major urban areas yet nor picked up the consequent runoffs and pollution related to such settings. It is, basically, normal water runoff which already flows into Lake Michigan. All the project does is temporarily fix what nature previously designated should flow into the Mississippi River to then flow into Lake Michigan.

6) This initiative efficiently solves several subject matter problems our area citizens have, and/or potentially could, suffer from. It solves a transportation as well as homeland defense problem with U.S. 41 flooding and being cutoff, greatly aids in reducing the costs of area flood damage and the human suffering within the area; and, lastly, greatly reduces the prospect of both water and land pollution caused by such flood events.

CONCLUSION

It was man’s decision to so intensely populate the metropolis we call the Chicagoland area. Yet nature placed through this long path of urban development a river running throughout its length that would do what rivers do – periodically flood. Chicago is cursed with being the largest metropolitan area in the U.S. that has a flood prone river that traverses throughout its length and urbanized area. It is time for our Nation, and State, to remedy this flood problem of increasing frequency and severity.

Time currently is of the essence for such project which is neither a Republican or Democrat issue – but a human one. Given the increasing frequency/severity of such flood occurrences, the continuing threat of terrorist incidences requiring a potential metropolitan evacuation, and the progressive development of the area placing even more structures in harms way from potential flooding; we cannot start too soon on such spillway.

Ken Arnold demands that Federal and State government immediately commit to promptly starting the process of funding and construction of this spillway. He is highly confident, moreover, that with the multiple of Congressmen and Federal agencies naturally interested in this spillway project, it should gain quick and material support in the Congress. If citizens wish to greatly decrease the frequency as well as severity of their disruptions and economic loss from such floods, and additionally decrease the risk of being unable to evacuate the area if struck by a terrorist event, they are strongly advised to similarly demand action - - NOW.

The Chicagoland area should not continue to wait any longer for government to act!

Ken Arnold – Republican Candidate

U.S. Congress – 8^th District of Illinois

Ken@Arnoldforyou.com

www.ArnoldforCongress.com

September 9, 2007

Labels: 8th Congressional District, Des Plaines River, Des Plaines Spillway, Ken Arnold

September 29th Training School Agenda

8:30-9:00AM	BREAKFAST & REGISTRATION
9:00-9:15	Introduction & Overview
9:15-10:00	Campaign Strategy/Planning
	Learn how to plan and strategize for your campaign by setting benchmarks, utilizing resources, and developing a strategy to win.
10:00-10:45	Recruiting & Motivating Volunteers
	Transform your “one-time” volunteer into a “returning” volunteer! Learn the techniques necessary to recruit and motivate “returning” volunteers invested in your campaign or cause.
10:45-11:00	Break
11:00-11:45	Voter ID & Targeting
	Time, talent, and treasure are extremely valuable commodities to campaigns. Learn from the experts how to determine where you will most efficiently and effectively direct your voter contact resources.
11:45-12:30PM	Developing a Persuasive Message
12:30-1:30PM	LUNCH
1:30-2:15	Voter Contact: Door to Door
	The Leadership Institute’s gold standard for voter contact. Learn how to use the most interactive method of campaigning to increase voter turnout.
2:15-3:00	Voter Contact: Phones
	This often underutilized campaign tool can be used effectively to contact large numbers of people, for a variety of purposes (voter contact, polling, fundraising, GOTV, etc.).
3:00-3:15	BREAK
3:15-4:00	Fundraising: Finance Plan and Budget
	Don’t run out of steam before the election is over. Learn to develop and stick to your campaign plan and budget that will fund all your activities.
4:00-4:45	Building Coalitions
	Identify potentially supportive groups for your campaign or organization and unite them around a common interest to persuade voters to be favorable to your candidate or cause.
5:00	COMMENTS & ADJOURNMENT

Labels: Campaign Seminar, Campaign Workshop, United Republican Fund, URF

Below are the last comments as of Friday, September 13, 2007, on my Illinoize article entitled, " So Much Heat Over RTA Sales Tax Hike Plan from a Typo."

You can read the rest of the comments below the article here.

At 3:36 AM Pat Ryan said...

How can Chicago run the Olympics if it can't run a World Class transit system?

We keep on focusing on more money, which is a current reality BUT we have not yet talked about (or Daley and Blagojevich have not yet talked about):

1. Patronage at the CTA, lots of hacks in painting, administration, construction including convicts or ex convicts, people fired from the city, political

2. A politically appointed hack board.

3. Contract cronyism at the CTA, remember that Victor Reyes stole the contract from Gery Chico to represent the French design company of the euro-chique yet expensive CTA waiting stations downtown that Daley like--lobbying for them WHILE HE WAS ON THE BOARD!!!! lots of other contracts too

4. Pensions that are sky high and you could never find in the private sector.

5. Drivers and other employees (admittedly you can get some tough passengers too) who are rude, bad drivers, ignorant etc.

6. The elimination of service that made no sense. There were cuts in Hispanic areas where an illegal probably para transit jitney system exists that you can find by going to 26th Street at starting about 4 AM and seeing people from 4AM to 7 AM riding vans with other people going to work--it exists elswhere too. When I lived in Washington DC the El Salvadorians had their own non government regulated "bus" and cab system. For all the Mexicans working at night and weekends, and yes not to stereotype--but maids, janitors, chefs, busboys, waiters, dishwashers, nannies, construction--who work nights and weekends--public transit was the way to go--they a lost a lot of ridership.

7. Too much money spent on new downtown stations, and beautification of downtown and north-south lakefront lines

8. No people who know transit.
Isn't former Alderman Mike Wojcik--the guy who didn't finish his Physical Education degree from UIC or Northwestern have a 6 figure job in Public Affairs--maybe his grammatically correct press releases--or IT--he probably took a lot of computer classes in PE major.
Fire Mike Wojcik before you talk about money.

9. WHAT DOES RON HUBERMAN KNOW ABOUT THE CTA OR MASS TRANSIT????!!!!!!!
Why is he so brilkiant again???!!!!
Was he the one who cleaned up the City???!!!!
Was he the one that cleaned up the Police force???!!!
What is his resume???!!!!!

10. Cal, didn't you serve with Sam Panyototayovic in the State House--wasn't he known as Edward Vrdolyak's guy?? I think he was even a Republican State Rep until Clem Balanoff beat him.
How was his wife qualified to be on the CTA board???!!!!
Did she know transportation??
or finance???
or mass transit???
or computers

11. There is no VISION, NO PLAN, NO PHILOSOPHY, NO MISSION STATEMENT

12. Daley likes to go to other countries--what can we learn from other countries with good trains and buses

13. Can we privatize anything???

14. With gross mismanagement, patronage jobs, idiots like Mike Wojcik, 11th ward hacks, Victor Reyes on the board, State Reps wives on the boards (these boards make $35,000 a year with pension, and health benefits--hell--I would do it for FREE just for the PENSION AND HEALTH!!!!)

So the workers are political.

The board is political.

The contracts are fixed and political.

The jobs are political.

The pensions are huge.

AND THEY WANT MORE TAXPAYER MONEY!!!

I agree with Mass Transit--I agree that low income people should have a way to get to work--WORK IS GOOD--TRAINS AND BUSES ARE GOOD--I think less gas, less cars on roads, less traffic, less congestion, less air pollution--ALL GOOD

WHAT IS BAD IS

• WASTEFUL PATRONAGE
• BAD PEOPLE IN JOBS
• LOTS OF WASTE
• IDIOTS IN JOBS
• POLITICS RUNNING EVERYTHING
• CRONYISM IN CONTRACTS
• BAD CHOICES TO SPEND MONEY
• HUGE PENSIONS
• BAD EMPLOYEES
• OUTDATED TECHNOLOGY
• AND ALWAYS WANTING TAXPAYER BAILOUTS
• OR HIGHER FARES

We need to get to the root causes. Not always just ask for money or put on a show.

At 4:50 AM, Anonymous said...

47W,

You indicated that the Hamos Bill had "bi-partisan support".

While there was no publiched roll call, reports indicated that only 5 House R's supported the bill when it came before the Illinois House.

This is not to suggest that no more than 5 may actually support it either now; or in the future, but when given the best opportunity to demonstrate their support, it would seem an overwhelming number of the House R's refused to do so. On its face, that does not seem to be very "bi-partisan", but rather just the opposite.

The measure when served up alone; and defeated as it was, seems to be nothing but partisan, by both D's and R's.

The R's seemed to have determined that you will not "get yours" until we "get ours" also, and they simply helped to defeat the measure as a means to a more comprehensive "bipartisan solution" to a broader range of issues.

I think what Cal is suggesting in a referendum, is that both the R's, and the D's might be surprised to find that there could be considerable opposition to the bill from average citizens that lean either way politically but are not entrenched in the system.

It looks to me however like the measure as proposed only has "bi-partisan support" as part of a larger budget compromise, and does not enjoy "bi-partisan" support on its own.

Not only that, but given the Senate's cancelled session, it appears as though it does not even have unanimous support from the D's in that chamber, which would be sufficient to send it back to the House. Instead of the absence of "bi-partisanship" there, the objections would seem to be geographic, rather than political ideology.

In essence you could say then that this measure not only falls short of bi-partisan support, but also doesn't have sufficient "partisan support" even from a veto proof majority partisan group.

Without one; "let them eat cake"

It looks to me

Labels: Chicago Transit Authority, CTA, RTA Referendum, RTA Sales Tax

Thursday, September 13th, 2007 in Sunshine Activists, Illinois open records

This week’s Sunshine Activist interview is with Cal Skinner of the McHenry County Blog in Illinois. Cal has long experience at promoting greater knowledge of what local units of government are up to through determined, diligent and effective use of Illinois open records laws.

We really, really appreciate the willingness of all the terrific Sunshine Activists out there to patiently answer our questions. At the end of the year, we believe this growing resource will be a source of edification and inspiration for novice and seasoned FOIAers alike.

And thank you, Cal, for this week’s interview.

1. What year did you file your first open records request?

Decades ago. Can’t remember.

2. What documents were you looking for?

Let me pick one. I filed one with the US CDC (Centers for Disease Control) in about 1991 for anything it had on the almost $500,000 study which studied the transmission of HIV within Illinois prisons.

3. Did you get those documents?

I received a one-page poster posted in the international AIDS conference in Italy which revealed that one-third of one percent of Illinois inmates became HIV-infected during the first year they were incarcerated. That doesn’t sound like much, but if the Illinois HIV transmission rate were one-third of one percent, all of the HIV infections in the history of the epidemic would have occurred in one year.

4. Charles Davis of the National Freedom of Information Coalition has talked about having “a FOI moment”. Have you had “a FOI moment” and can you describe it?

I guess it was figuring out that the CDC FOI wanted to suppress the quite important, but not-too-stunning finding that HIV is spread within prisons. (Think rape in prison, tattoos, sharing needles.) If you remember the CDC’s TV condom campaign of the late 1980’s, it cost about what this study cost. In other works, the prison study was a significant expenditure. I could not believe this so-called public health agency would not want to shout the finding from the house tops. It had policy implications. The only way I got a study written by the CDC was to contact every Illinois congressman and senator, a fair number I knew from being state representative, and asking them to help pry one out. Even then, the guy who wrote it minimized how bad the situation was. And the CDC refused to publish it. I am convinced that was because the CDC did not get the results it expected and wanted. The policy implications were clear. If prisoners were infecting other prisoners, then the infected inmates should be housed separately. That, of course, was not politically correct and still has not been implemented. (If I sound bitter at the incompetence of the CDC, I am. How many uninfected inmates were infected while prison officials sat by and did nothing to protect the uninfected?)

5. What is the worst (or funniest or most obstructionist or most outrageous) reply you’ve ever received?

It came from McHenry County College. The college told me I could not have a consultant’s study for which it paid $70,000 and with which it justified borrowing $35 million. The reason? It was proprietary information. The college even cited a section of the Illinois Freedom of Information Act.

6. How quickly do you generally receive replies to a request?

Usually, the maximum amount of time is taken.

7. About how many open records requests have you filed?

Dozens, scores.

8. How do you let your friends, neighbors or the local media know about the documents you get?

I often write articles about them on McHenry County Blog unless I use what I get from one government to give me clues of what to ask from another one.

9. Have you run into any trouble as the result of filing open records requests?

With McHenry County College and the City of Crystal Lake I have about the same project. The idea of putting a minor league baseball stadium on the campus of McHenry County College originated with the city manager. Staffs of the two governments communicated for over two years, but neither would provide any information. One even denied it existed.

10. What’s the most significant political outcome that has resulted from the work you do?

McHenry County Blog articles on the college’s proposed baseball stadium have raised the issue of whether the minor league baseball team’s revenues are capable of repaying the $35 million to be borrowed. So far, no newspaper has even raised the question.

11. Has your local newspaper ever commented on the work you do? Favorably or unfavorably?

Yes. Both daily papers, reporters for the Daily Herald (the 3rd largest in Illinois) and the Northwest Herald (the dominant paper in McHenry County with about 50% penetration) picked up on the county board’s attempt to punish me for taking pictures of the board members in what unknowingly were a series of flash photographs by proposing a rule to prohibit flash photography and force photographers to the back corners of the county board room.

A series of articles and editorials resulted in mentioning the name of my blog, which undoubtedly increased readership.
* To the Back of the Bus, Er, Room, with Your Camera
* Focus on Photos - Part 3 [commenting on NW Herald article that put my photo on its front page]
* Focus on Photos - Part 4 [commenting on the story with photo being at the top of the Daily Herald’s front page]

Another First Amendment issue made the Northwest Herald as well. I went
to a meeting of the Prairie Grove School District near Crystal Lake. The board had apparently approved a contract for its superintendent, but in a secret meeting. It was meeting that night–election night–to rectify the previous dubiously legal action. A number attending the meeting were outside in the hall. As is the case with most public bodies who go into executive session when I am around, I try to take photos of those behind closed doors. I did so and when one of a seemingly “nice” older lady board member started acting very unladylike, shaking her fist and yelling at the top of her voice I tried to get a picture of that. Then I started laughing. I found it hilarious. An administrator came out and walked across the hall into the gym. About 10-15 minutes later he came down the hall with a police officer, who proceeded to evict me, even though prior to his appearance no one had asked me to leave.

If you want the blow-by-blow, it’s here:
* Threatened with Arrest
* Northwest Herald Headline: “Board calls police on political blogger” And fellow Crystal Lake blogger Alan Showalter even created a “Wanted” poster
* Caught Laughing Loudly Again

12. What’s your best advice for other “Sunshine Activists”?

Be persistent. Act the question in different ways. Let reporters know what you are not getting that they might be interested in.

13. What do you know now that you wish you had known when you started?

I already knew some public officials prefer the darkness, but I suspect many people want to think the best of their public officials and that is not always a warranted opinion.

14. If you could change your state’s open records law just one way, what would that change be?

A Cook County Appellate Court decision has gutted the Freedom of Information Act in Illinois. I would be happy to share the court opinion and the devastating footnote with you. Please ask separately.

15. Do you participate in any formal way in organizations that promote the freedom of information cause?

No.

16. Are you willing to have other “sunshine activists” from your state get in touch with you?

Sure.

Thank you, Cal, for taking the time to share your story with our readers.

If you are interested in contacting Cal Skinner you may do so via his blog or by email.

Last week’s Sunshine Activist, Joey Dauben.

Nominate a Sunshine Activist.

Labels: Freedom of Information Act

There are the comments posted below my article on the RTA sales being considered in Springfield:

21 Comments:

At 10:51 PM, Levois said...

Heh, I saw once that a monthly pass cost $88 a few years back. $84 is still better than what it was back in the day.

I can understand the arguments against giving the CTA more funding. Especially if the issues are mostly money management. Still it's too bad that the CTA had to increase their fares becaues the state can't make up their mind whether to increase CTA funding or even increase a sales tax.

At 1:19 AM, 47th Ward said...

Last Tuesday you said it would cost McHenry County taxpayers $200 per year. Now you say it will cost them $200 per month.

Which is it, Cal? And was it an honest typo or a Fox News typo? Or simply more BS from you on the goofy "tax/benefit" meme you've been misrepresenting for 30 years?

Let's make it simple Cal, what is your preferred McHenry county tax contribution for public transit in NE IL? You realize that McHenry County is part of northeastern Illinois' economy, right? How much should they pay for transit?

At 7:41 AM, Rich Miller said...

$200 a month? At 0.5 percent, that would be $40,000 a month in taxable purchases. I hghly doubt that. THis should be corrected immediately.

At 9:12 AM, crash-dev said...

1) And half of that money goes straight to your roads.

2) My Federal dollars are subsidizing somewhere between 1 and 14 dollars per gallon (probably a lot more than that now depending on your opinion on the war) 1998 report

3) The interesting propaganda at CTA stations. Anyone else see the farebox return ration on display at various stations putting the CTA as getting the least help from the government. Well a more complete list can be found on wikipedia and as you can see, CTA falls right in the middle. I am curious about how much the surrounding areas get taxed in those places/where the public money comes from. Anyone know?

Does Cal want the farebox recovery ration to be 100%? or does he want local dollars to be kept local? I assume it is the later. And I don't really have a good counter argument except for that fact that our federal government is HUGE and money never stays local. I wish this wasn't the case. That is why I have been voting democratic at the federal level.

4) The CTA did what has been asked, it laid off workers and renegotiated its pension contract. But apparently But apparently the notion of compromise is lost on the republicans once again.

At 9:13 AM, fedup dem said...

Hey Skinner, there's a #20 Madison bus leaving the Loop for the West Side... be under it!

(I admit that sounds a trifle juvenile, but so does your anti-Chicago and anti-mass transit rantings.)

At 10:04 AM, JB Powers said...

Living in the suburbs, I incur a significant amount more lawn mowing expense than my citified cousins. I am forced to use wasteful small-hp lawnmowing equipment or just let my yard go to seed. This does not seem fair to me.

Couldn't the State develop a giant monopoly of lawn mowers that would erraticaly service the suburbs with dangerous and dirty yard care?

Why should I be forced to pay for my own yardcare? Shouldn't city residents be forced to pay so that can enjoy my garden?

JBP

At 10:57 AM, JSFan said...

shorter JBP:

Sarcastic non-sequiturs are easier than salient arguments.

At 11:13 AM, Skeeter said...

JBP,
Does the growth of your lawn contribute to the economic well-being of the region?

Does your lawn make it possible for people unable to find decent jobs in their own neighborhood to find work in other areas?

Would you rather they just stopped working and went on welfare?

There are arguments to be made that the CTA/RTA are poorly managed. I raised those arguments myself today over at CapFax. However, they are clearly necessary to the economic safety of the region.

At 11:52 AM, Anonymous said...

If you guys don't pay up, we're all going to quit our jobs, go on welfare, and move to McHenry County.

At 12:16 PM, Skeeter said...

Great Anon.

Laugh at poor people.

That's funnny.

Let me guess -- you consider yourself pro-life?

At 1:01 PM, Anonymous said...

Whats wrong with laughing at poor people? Liberals have been doing it for years. Poor rural folks are always the target of their jokes.

At 1:03 PM, Anonymous said...

I'm pro-choice. You choose to live the city, you pay the extra costs.

At 2:20 PM, Huh? said...

no matter how you want to argue the issue, even with an increased fare, public transportation is still the best bargain in town.

Where else can you commute to work for $88 per month. Even driving a Honda Civic that gets anywhere from 33-37 mpg, I still pay about $50/week for my commute.

At 3:01 PM, JB Powers said...

Sk,

*sarc*

My lawn and the lawns of my neighboring 5 Million suburbanite process over 200 Tons of Greenhouse gasses per day, nullifying the ill effects of driving to work.

Yes, our yards provide jobs, build strong moral fiber, and help promote dental hygiene, all we need is more government management to make it work.

If we could just bring in the great minds that bunch buses (two double-length vacatn buses chasing each other on Sheridan today) into empty caravans, use a different size train between Chicago and Evanston (and Skokie and Wilmette), don't stop at Addison on Cub night games, eliminated the express run to O'Hare, don't have luggage racks on O'Hare trips, spend hundreds of $millions in "capital" improvements, while not having enough funds to run the Blue Line Spur...then we could be the lawn care the suburbs deserve.

The way I see it, the State would confiscate all private lawn care entitites, eliminating unhealthy competition, and tax the wealthy urbanites that gain so much our yards without paying their fair share for the enjoyment. Only then will we have a system that is equittable to all, and not just the skyscraper dwellers in a very wealthy City.


JBP

At 3:49 PM, Skeeter said...

JBP,
There is a pretty big difference between "this government enterprise is badly run" and "government should not be in this business."

At 4:04 PM, JB Powers said...

sk,

But when this government enterprise is badly run for generations, there are multiple private alternatives, and the taxpayers are tired of paying for something they cannot use, it becomes fairly clear that governmnet should not be in this business.

JBP

At 5:27 PM, Skeeter said...

Privately run alternatives?

First, you ought to take a look at Chicago history and see what happened when the trains were run by non-government.

Second, I am the first to note that some bus routes should be cut, but how in the world would a private bus company replace the CTA?

At 5:42 PM, JB Powers said...

Yes,

Pre confiscation, El transportation was profitable, and decreased fairs regularly, resulting in a very angry Harold Ickes who thought that his political enemies should be punished with his management skills, resulting in the mess we have today.

Maybe a private bus company would have a smaller bus to run on routes that no one rides. Or perhaps stop running a caravan of empty buses around town, and just have 1 rather full bus instead. Just a couple thoughts.

JBP

At 6:56 PM, Dick Ogilvie said...

The CTA had VICTOR REYES as one of it's members on the Board while he was representing a HALF A BILLION of interests before the Board as a lobbyist with Girls Gone Wild law firm and Jack Abramoffs law firm GREENBERG TRAURIG including the French firm JCDeceaux hundreds of millions CTA stops. Richard M. Daley the Mayor appointed Victor Reyes to the CTA board--that is called a conflict of interest.

The CTA Board also included the wife of now indicted fast Eddie Vrdolyak gopher Sam Panaytovich.

How did Gil Valadez (a convicted drug dealer and informant) end up at the CTA after getting terminated by Julia Stasch (and resigned) at the City?

With all the jobs and contracts at the CTA and the gross misanagement of the CTA by big pension arrogant Frank Kruesi it is hard to have sympathy.
I do have sympathy on the riders.

At 6:57 PM, Larry "the Beaver" Diaz said...

How can Howard Brookins run as an outsider and reformer if he has Michael "Don't touch the Hair" Noonan?

Michael Noonan is at the Roosevelt Group with VICTOR "the Hog" REYES.

Victor Reyes is the as of yet unindicted co-schemer A on the Al "the troll" Sanchez the former Head of Streets and Sanitation who associated with drug dealers, gang bangers, took money for jobs, had people mow his lawns, sex for jobs with Maria Nino, threatened people, violated Shakman, and loads of other fun.

Victor Reyes took over HDO (the Hispanic Democratic Organization) after Tim Degnan founded it to control Hispanics. One member, who donated at the same time he got a promotion, George Prado (who also works with the brother and dad of Senator and former Two Six gang member Tony Munoz) who plead guilty and convicted of running a major 8 man heroin deal connected to the Columbian Cartel right out of the Department of Water Management. This is not rumor or allegation but a GUILTY PLEA and CONVICTION.

HDO members Angelo Torres--the gang member who was in charge of the Hired Trucks program--the one that gave no bid trucking contracts that laid off union and city workers with a living wage and retirement benefits to hire mafia trucking companies who did nothing and slept on the job. Angelo Torres plead guilty and is a family member through baptism to Senator Munoz and used to drive Victor "the Hog" Reyes, Tim "Slim" Mitchell of the Park District (now dealing with the Olympics, and Al "the Troll" Sanchez around. Again, this is not rumor, innuendo, or allegation: Angelo Torres plead GUILTY and was convicted and there have been numerous Federal pleadings, paperwork and hearings and an award winning series of articles by investigative journalist Tim Novak of the Sun Times on what is now called Hired Trucks. HDO which Victor Reyes is still the head of and Michael Kasper (the lawyer for Venezuelan vote fraud company Sequouia) are still running HDO and received lots of money from these Hired Truck companies many associated with the mafia as seen in the recent "Family Secrets" Federal criminal trial.

Resa also plead guilty to fixing jobs and lying to the FBI.

Al "the Troll" Sanchez is under indictment and Victor Reyes took 140,000 or so to pay Tom Breen the criminal attorney for mafioso Marcello for Sanchez and Reyes.

Michael Noonan was also the lying moutpiece for Todd "the toddler" Stroger in his racist and hatemongering campaign of claiming that Tony Peraica would cut services, close clinics, lay off nurses and cut jobs as the mean Republican. Everything that Noonan said during the 2006 campaign for County Board President came out the opposite.

Tobaggon slides and pools are still closed, Award winning nurses quit or are fired. Clinics are closed. Immigrants are beat up and denied care.

Strogers friends and relatives still get contracts and jobs.

How could anyone in the media or any voters have any confidence or trust at all in Noonan.

Noonan's law and lobbying partner is involved in DRUG DEALING, GANG MEMBERS, HIRED TRUCKS, CROOKED INSIDE DEALS, MAFIOSOS, ORGANIZED CRIME---How could a candidate for State's Attorney want a campaign manager connected to this level of criminality and sleaze?

People are tired of appointments of relatives. The lying about the health condition of John Stroger. The lying about the health condition of Todd Stroger. Possible falsification of signatures. Cutting front line services for the most vulnerable which is what Democrats are supposedly about. Cousins, wives, friends, convicted felons get jobs--while a lot of other people suffer.
Will Howard Brookins investigate the County?

Will Howard Brookins investigate Victor Reyes and HDO or be beholden to them?

Will Howard Brookins investigate Todd Stroger if that is where the evidence will lead?

What kind of people are Howard Brookins surrounding himself with?

If it is Mike Noonan--than he lost my vote and probably every serious law enforcement and editorial page too.

At 9:27 PM, Cal Skinner said...

It's $200 a year, not $200 a month.

The article to which it was linked explains that.

Correction will be made.

Labels: Chicago Transit Authority, RTA Sales Tax