Our View: Prior to Oklahoma Attorney General Genter Drummond's official opinion earlier this year, Tim Gatz served as the Oklahoma transportation czar. Gatz was one in a long line of officials who served simultaneously as Secretary of Transportation, Oklahoma Department of Transportation Executive Director, and Oklahoma Turnpike Authority (OTA) Director. Gatz resigned his positions after the Attorney General issued his opinion, but ever-historic Governor Stitt et. al. filed suit. Gatz though remains as ODOT Executive Director.
We appreciate State Senator Mary Boren for her efforts. She requested the Attorney General's opinion that initiated this change after the OTA began eminent domain proceedings with some of her constituents. Her efforts also help our efforts. The recent associated court ruling represents a small shift in power away from a series of tone-deaf governors including Stitt.
Passenger Rail Oklahoma sees too much power vested in a single individual holding multiple non-elected state offices. Despite early indications that Gatz might support Heartland Flyer expansion from Oklahoma City to Newton, Kansas, he made a decision in past years to turn over all planning responsibilities to the Kansas Department of Transportation (KDOT).
Further, Gatz has done nothing to meet legal requirements under the Oklahoma Tourism and Passenger Rail Act of 1996 to expand service to Tulsa. Specifically this act mandates that ODOT do all things necessary to link stations in Tulsa and Oklahoma counties with points on the national passenger rail system (see title 66, section 321-325.)
Gatz of course is a mere symbol of corruption. State transportation vision comes from outside of elected government through lobbying activities supported by state paving and construction contractors. This 'roads-only' policy has manifested in 28 years of passenger rail obstruction and a revolving door policy where lobbyists become appointed officials and appointed officials retire to lobbyist firms and consulting engineering companies.
How does this work? Former ODOT officials, such as Neal McCaleb, Gary Ridley, Mike Patterson, David Streb, and John Bowman have retired from ODOT and moved on to lobbying and engineering firms that influence state transportation spending. At best, all of these individuals have done little more than pay lip service to Title 66 mandates.
This state pavement-industrial-complex covets the average $1.7 billion available for pavement and construction projects each year. In contrast, the state dedicates just $2.85 million for passenger rail operation. Amtrak consumes all but $100k of that amount for Heartland Flyer operation.
While the court ruling will not bring passenger rail service to Tulsa, it does embroil state transportation interests in controversy. Controversy spawns conversation. Conversation can represent the birth-pangs of change if channeled appropriately. Tulsans need to get busy and seize the moment.
Our View: Prior to Oklahoma Attorney General Genter Drummond's official opinion earlier this year, Tim Gatz served as the Oklahoma transportation czar. Gatz was one in a long line of officials who served simultaneously as Secretary of Transportation, Oklahoma Department of Transportation Executive Director, and Oklahoma Turnpike Authority (OTA) Director. Gatz resigned his positions after the Attorney General issued his opinion, but ever-historic Governor Stitt et. al. filed suit. Gatz though remains as ODOT Executive Director.
We appreciate State Senator Mary Boren for her efforts. She requested the Attorney General's opinion that initiated this change after the OTA began eminent domain proceedings with some of her constituents. Her efforts also help our efforts. The recent associated court ruling represents a small shift in power away from a series of tone-deaf governors including Stitt.
Passenger Rail Oklahoma sees too much power vested in a single individual holding multiple non-elected state offices. Despite early indications that Gatz might support Heartland Flyer expansion from Oklahoma City to Newton, Kansas, he made a decision in past years to turn over all planning responsibilities to the Kansas Department of Transportation (KDOT).
Further, Gatz has done nothing to meet legal requirements under the Oklahoma Tourism and Passenger Rail Act of 1996 to expand service to Tulsa. Specifically this act mandates that ODOT do all things necessary to link stations in Tulsa and Oklahoma counties with points on the national passenger rail system (see title 66, section 321-325.)
Gatz of course is a mere symbol of corruption. State transportation vision comes from outside of elected government through lobbying activities supported by state paving and construction contractors. This 'roads-only' policy has manifested in 28 years of passenger rail obstruction and a revolving door policy where lobbyists become appointed officials and appointed officials retire to lobbyist firms and consulting engineering companies.
How does this work? Former ODOT officials, such as Neal McCaleb, Gary Ridley, Mike Patterson, David Streb, and John Bowman have retired from ODOT and moved on to lobbying and engineering firms that influence state transportation spending. At best, all of these individuals have done little more than pay lip service to Title 66 mandates.
This state pavement-industrial-complex covets the average $1.7 billion available for pavement and construction projects each year. In contrast, the state dedicates just $2.85 million for passenger rail operation. Amtrak consumes all but $100k of that amount for Heartland Flyer operation.
While the court ruling will not bring passenger rail service to Tulsa, it does embroil state transportation interests in controversy. Controversy spawns conversation. Conversation can represent the birth-pangs of change if channeled appropriately. Tulsans need to get busy and seize the moment.
Evan Stair
President
Passenger Rail Oklahoma