PIA - A History: New Decade, Dark Clouds
Previously, we explored not only air service changes at the Peoria Municipal Airport during 1949, but also problems with mining subsidence which threatened the airfield's future. (Originally posted December 24, 2015)
In February 1950, the U. S. Air Force informed the Park Board that if its demands for improved facilities - including a 7,000-foot runway - were not met, the 169th Air National Guard unit would have to relocate to another city. The same month, a second fissure was discovered on both ANG and adjoining private property after 14 rooms mined by Edward Mohn & Sons had collapsed. This diagram, which appeared in the Peoria Star on May 25, 1950, shows the problem areas.
Airport officials agreed that the solution was to either buy out the Mohn's mineral rights or condemn the property. Lack of adequate sources of funding proved a barrier to either course. A push to create an airport authority gained support.
With a goal to hold a public vote by May 31, 1950, backers started a petition drive. By the end of March, some 5,400 signatures had been collected. This was good news, because this number was ten times the requirement for a vote. The election was set for May 26.
Although East Peoria decided not to become part of the taxing district, two major local employers there, Caterpillar Tractor Co. and Altorfer Bros. Co., decided to pay the equivalent of a tax paid to the authority. The Peoria Star promoted the airport authority idea, and a full page ad by a Citizen's Committee appeared in the paper on May 24. The next day, a Central National Bank ad urged citizens to vote "yes."
Local citizens approved the airport authority by a large margin. On June 13, five men were named as commissioners, including businessman S. V. Cain, who had been appointed committee head in March. Henry Howard was appointed as temporary head of the authority.
Unfortunately, the subsidence problem grew much worse. North-South runway 18-36 had to be closed the evening of June 16 due to discovery of a 350' settling strip. Repairs were made and the runway reopened on July 27.
On August 1, 1950, the Peoria Park Board officially transferred control of the airfield to the "Greater Peoria Airport Authority" The next day, a resolution was adopted to change the name from "Peoria Municipal Airport" to "Greater Peoria Airport."
The GPAA announced it would use railroad crossties discarded in the recently-completed Toledo Peoria & Western Railroad Farmdale line relocation to shore up four mined out rooms under airport property. Begun August 19, work was completed in September. The project prevented subsidence under NW-SE runway 12-30.
A book could be written on the issue with Edward Mohn & Sons, but I'll summarize its' conclusion here. In December 1950, the GPAA filed for a court injunction against Mohn. The court, however, ruled in favor of the mine. Talks to purchase mineral rights fell through when Mohn demanded $850,000. Mohn ceased mining operations in November 1952 and at year's end the GPAA bought its mineral rights for $450,000.
Next, I'll discuss air service changes and airfield improvements during 1950.
- David P. Jordan
In February 1950, the U. S. Air Force informed the Park Board that if its demands for improved facilities - including a 7,000-foot runway - were not met, the 169th Air National Guard unit would have to relocate to another city. The same month, a second fissure was discovered on both ANG and adjoining private property after 14 rooms mined by Edward Mohn & Sons had collapsed. This diagram, which appeared in the Peoria Star on May 25, 1950, shows the problem areas.
Airport officials agreed that the solution was to either buy out the Mohn's mineral rights or condemn the property. Lack of adequate sources of funding proved a barrier to either course. A push to create an airport authority gained support.
With a goal to hold a public vote by May 31, 1950, backers started a petition drive. By the end of March, some 5,400 signatures had been collected. This was good news, because this number was ten times the requirement for a vote. The election was set for May 26.
Although East Peoria decided not to become part of the taxing district, two major local employers there, Caterpillar Tractor Co. and Altorfer Bros. Co., decided to pay the equivalent of a tax paid to the authority. The Peoria Star promoted the airport authority idea, and a full page ad by a Citizen's Committee appeared in the paper on May 24. The next day, a Central National Bank ad urged citizens to vote "yes."
Local citizens approved the airport authority by a large margin. On June 13, five men were named as commissioners, including businessman S. V. Cain, who had been appointed committee head in March. Henry Howard was appointed as temporary head of the authority.
Unfortunately, the subsidence problem grew much worse. North-South runway 18-36 had to be closed the evening of June 16 due to discovery of a 350' settling strip. Repairs were made and the runway reopened on July 27.
On August 1, 1950, the Peoria Park Board officially transferred control of the airfield to the "Greater Peoria Airport Authority" The next day, a resolution was adopted to change the name from "Peoria Municipal Airport" to "Greater Peoria Airport."
The GPAA announced it would use railroad crossties discarded in the recently-completed Toledo Peoria & Western Railroad Farmdale line relocation to shore up four mined out rooms under airport property. Begun August 19, work was completed in September. The project prevented subsidence under NW-SE runway 12-30.
A book could be written on the issue with Edward Mohn & Sons, but I'll summarize its' conclusion here. In December 1950, the GPAA filed for a court injunction against Mohn. The court, however, ruled in favor of the mine. Talks to purchase mineral rights fell through when Mohn demanded $850,000. Mohn ceased mining operations in November 1952 and at year's end the GPAA bought its mineral rights for $450,000.
Next, I'll discuss air service changes and airfield improvements during 1950.
- David P. Jordan
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