In the News

Daily Herald, October 23, 2010

In Transit

They agree in theory about an independent inspector general and they agree to talking it over, but state Sen. Susan Garrett and Regional Transportation Authority directors still seem far apart on who appoints an inspector general for the RTA, Metra and Pace.

In the wake of a financial scandal at Metra, Garrett’s been pushing for the IG to be picked by a panel not affiliated with a transit agency. The RTA, which has oversight of Metra and Pace, leans toward a board-appointed watchdog.

Garrett’s proposal to put the IG selection in the hands of the region’s state’s attorneys subject to approval by the governor and Senate didn’t exactly draw raves Thursday.

RTA Chairman John Gates Jr. told the Lake Forest Democrat he took great exception to her methodology. Director William Coulson, a Glenview attorney, initially called the concept a “noble one,” then narrated how he’s had to defend clients against trumped-up accusations by inspectors general who abuse their powers. Director Jan Carlson of Elburn disagreed with giving the governor appointment authority, saying “the governor is a political animal.”

So ... unless there’s an unexpected detente, we could see dueling versions of an inspector general bill showing up in Springfield this veto session.

Flotsam and jetsam

• Speaking of the veto session, the RTA reviewed a new audit of executive compensation and perks at Metra. It pointed out abuses of authority by former Executive Director Phil Pagano and a climate where high-ranking officials were allowed to break the rules on vacation payouts, credit card use and other benefits. Audit Committee Chairman Pat Durante said he’ll be pushing for lawmakers to amend the RTA Act this fall because “it gives too much power to the executive director and not enough to the board.”
• The Illinois State Toll Highway Authority’s proposed 2011 budget includes about $10 million in cutbacks such as eliminating 106 unfilled jobs. The $680 million plan estimates revenues of $670 million from tolls and fines, $2 million from investments and $8 million from concessions and miscellaneous. Of that $680 million, $255 million goes to maintenance and operations (everything from salaries to road salt), $251 million is to pay back debt, and $174 million is allocated for renewal, replacement and improvement of tollway facilities. The capital budget (mainly funded by loans) is $279 million with the lion’s share destined to finish up the agency’s rebuilding and widening program.