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No Pitchforks as LADOT GM Seleta Reynolds Addresses West SFV Forum

LADOT General Manager Seleta Reynolds speaking at yesterday's forum. All photos Joe Linton/Streetsblog L.A.

LADOT General Manager Seleta Reynolds speaking at yesterday’s forum. All photos Joe Linton/Streetsblog L.A.

I was a little worried that there might be pitchforks at last night’s transportation town hall. The event was hosted by L.A. City Councilmember Bob Blumenfield and held at the Tarzana Recreation Center.

The main speaker was Seleta Reynolds, the new General Manager of the Los Angeles City Transportation Department (LADOT). I know that Seleta Reynolds has received a lot of praise from us here at SBLA, and from others who are excited about a walkable, bikeable, transit-oriented future… but how would she play in the suburban West San Fernando Valley?

I took the Metro Red Line subway, transferred to the Metro Orange Line Bus Rapid Transit, and bicycled the first and last mile. I locked my bike up against a playground fence, no bike parking in evidence.

While I was waiting for the event to begin, I overheard attendees talking about parking problems, and how a planned two-story school seemed too tall. When Councilmember Blumenfield touted the success of the Orange Line, the man next to me, under his breath, proclaimed it to be “a waste of money.” I responded, whispering, that “I rode it to get here.”

Councilmember Blumenfield was refreshingly multimodal in his opening remarks. He decried the West Valley’s transportation challenges, from being stuck on the 101 Freeway to too many buildings surrounded by “a sea of parking” that makes it difficult to walk or bike. His vision for the future would include grade separation for the Metro Orange Line, making the West Valley a place where millenials can “live-work-play,” and following a “more pedestrian-friendly way of planning.”

Reynolds was applauded and started in on a somewhat stock presentation, mostly focused on LADOT’s recently released strategic plan. She spoke of how previous well-intentioned strategies have drained the life out of our streets, and that now we’re thinking creatively about each street and the purpose it needs to serve.

In summarizing her department’s priorities, the GM cited two critical points: “provide choices” and “lead.”

Providing choices is, of course, a multimodal approach. DOT needs to not just move cars, but also to make walking, transit, and bicycling viable and safe.

Her second point, “lead,” is a bit more complicated. Reynolds explains that LADOT doesn’t do freeways — that’s Caltrans. LADOT doesn’t do buses and trains — that’s Metro. LADOT doesn’t even build bridges or curbs, fix potholes, or re-surface streets — that’s the city’s Public Works bureaus. LADOT does, as she puts it, “hold the bag on all these things,” so DOT needs to be a leader in partnering with these agencies to work together to make mobility seamless for people moving through the city.

Reynolds deprecated L.A.’s notoriously confusing parking signs, mentioning that she had heard from an actual rocket scientist who couldn’t figure them out. She also related that even she had already received two parking tickets since arriving in L.A. last August. She didn’t pull any strings; she paid them both. It is in her strategic plan to re-vamp these signs.

I was a little worried that Reynolds’ photos of Downtown L.A.’s Broadway Dress Rehearsal might not resonate with a suburban Tarzana audience. I was wrong. Among the audience questions were two different ones about how the Valley’s Sherman Way could be made more walkable. One asked if Sherman Way could be closed and become a “walk street like in Santa Monica.”

This man asked Seleta Reynolds if DASH service could work more like really effective circulators at Yosemite.

This man asked Seleta Reynolds if DASH service could work more like really effective circulators in Yosemite.

Also among the audience questions were concerns over improving Valley DASH service and providing places to sit at bus stops. Her response to the latter: “I want to make transit reliable, comfortable, and fun – to thank people for making that choice.”  Read more…

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A Positive End in the Conflict Between Councilman Cedillo and #Fig4All?

The most closely-watched story of 2014 for Livable Streets advocates was the ongoing battle between Councilman Gil Cedillo and the advocates themselves over the future design of North Figueroa Street. However, 2015 is a new year and the hot debate may be cooling off with the groundwork for future collaboration being laid.

Gil Cedillo campaigned in the Flying Pigeon bike shop and used a picture with the owner in his campaign billboards. Now, Josef Bray-Ali is campaigning hard for Cedillo to fulfill a campaign promise to see bike lanes on North Figueroa Boulevard as the city's Bicycle Advisory Committee calls new studies a waste of time and money. Image: Flying Pigeon

During the campaign two years ago, Cedillo (center) campaigned in the Flying Pigeon Bike Shop, owned by Josef Bray-Ali (right). Many bike advocates were disappointed in a decision to delay bicycle lanes on North Figueroa Street. A team of advocates, partially led by Bray-Ali, adopted the banner #Fig4All to rally behind. Recently, Cedillo’s office has reached out to end the bad feelings. Cedillo and the Mayor’s Office are promising progressive transportation planning for North Figueroa.

The first sign came last week.

One day after advocates rallied outside of the Councilman’s apartment building to protest comments delivered at a December City Council Meeting, the Council office met quietly with staff from the Los Angeles County Bicycle Coalition. At the meeting, staff presented some draft concepts of road improvements for the five blocks being considered for Mayor Eric Garcetti’s “Great Streets” proposal for North Figueroa.

The Mayor’s Office has long-stated that Great Streets improvements will become templates for larger improvements along L.A.’s iconic corridors.

Following the meeting, the LACBC sent a message to its Northeast Los Angeles advocacy arm, “Ride Figueroa,” that stated:

After years of outreach, stakeholder education, meetings, rides and rallies, we are delighted to report that Councilman Gil Cedillo is seriously considering project options that are true to this inclusive vision for North Figueroa. Focusing on the historic core of Highland Park from Avenue 55 to Avenue 60, Cedillo’s staff worked with LADOT to produce a series of options that included essential safety elements, such as a road diet, better sidewalks and crosswalks, transit enhancements, and physically protected or buffered bike lanes.

Later in the week, at a meeting of the Highland Park Neighborhood Council, Cedillo’s staff announced it was working with the city to remove an application for parallel parking the city was including in an application to Metro. The batch of applications had been approved by the City Council in a December meeting, where local advocates and Cedillo sparred during the public comment period. The new application to Metro, now excluding the parking changes along North Figueroa, will be heard by Council soon.

In an email to Streetsblog, Cedillo spokesperson Louis Reyes explains the reasoning behind the change. Read more…

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Pick Who You Think Will Replace Metro CEO Art Leahy

Earlier this week Metro CEO Art Leahy tendered his resignation as of April, 2015. Today, in a somewhat tongue-in-cheek way, we invite you, our readers, to pick Leahy’s successor.

The Twitter and Facebook buzz, soon after picking Senator Barbara Boxer’s successor, bubbled up a few potential candidates for Leahy’s spot. We asked a few of our friends and some seedy informants, too, and generated a list of over a dozen people who just might be able to fill his empty shoes… or something like that. Readers can vote for your favorites through the end of January.

Who will be the next head of Metro?

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No guarantee that the Metro board of directors will agree with our winner, or if these folks actually want the job, but, you never know. And we might all learn something about the next head of Metro.

Some Serious Contenders

Alex Clifford

Alex Clifford. Photo via St. Charles Reporter

Alex Clifford - Clifford is a former executive at Metro, where his portfolio at times included oversight of bus, rail, Metrolink, and more. In 2011, he left Metro to head Chicago’s transit agency Metra, where, it was hoped he would clean up a troubled agency. He didn’t quite completely clean house, so, in June 2013, Clifford resigned from Metra. Our rumor mill suggests he was “too honest” for Metra. He is currently back in California, heading Santa Cruz Metro.

Carolyn Flowers. Photo via CATS

Carolyn Flowers. Photo via CATS

Carolyn Flowers –  Another Metro alum, Flowers was a long time administrator at Metro, rising to the rank of Chief Operating Officer. She left Metro in 2009, to served as former head of Charlotte, North Carolina, transit agency CATS. She spearheaded the charge for Charlotte’s new Blue Line light rail extension. A month ago, she departed CATS to join the Federal Transit Agency.

Nathaniel P. Ford. Photo via SF Park flickr

Nathaniel P. Ford. Photo via SF Park flickr

Nathaniel P. “Nat” Ford – Ford headed Atlanta’s MARTA transit agency from 2000 to 2006. Ford then served as head of San Francisco SFMTA from 2006 to 2011, where he was honored by the S.F. Bicycle Coalition, but, overall, received mixed reviews. He currently serves as the head of Jacksonville, FL, JTA.

Keith Parker. Photo via Eyes on Atlanta

Keith Parker. Photo via Eyes on Atlanta

Keith Parker – Parker made Streetsblog USA’s 2012 list of 12 transportation visionaries, where he was described as someone who “knows what it takes to make transit work in a car-centric city.” Parker headed Charlotte’s CATS, before moving on to San Antonio, where he re-directed funding from sprawl to streetcar. In December, 2012, he became the head of Atlanta transit agency MARTA.

Jay Walder

Jay Walder. Photo via Fortunelivemedia Flickr

Jay Walder - Walder was the head of NYC MTA from 2009 to 2011. It may be too soon for him to jump ship, as he just became head of national Alta Bike Share in October 2014

Phillip A. Washington. Photo via Eno Ctr for Transportation

Phillip A. Washington. Photo via Eno Ctr for Transportation

Phillip A. “Phil” Washington – Washington is from Chicago, and had a distinguished military career before moving up the ranks to head Denver’s RTD. In Denver, Washington has overseen system expansion and public-private partnerships.

And Some Long Shots  Read more…

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Metro CEO Art Leahy Steps Down, Effective April 2015

Art Leahy riding the Metro Red Line in December 2014. Photo: Joe Linton/Streetsblog L.A.

Art Leahy riding the Metro Red Line in December 2014. Photo: Joe Linton/Streetsblog L.A.

CEO Art Leahy is leaving Metro as of April 2015.

The news broke late yesterday, via a press statement at Metro’s the Source:

Leahy, 65, who started his transportation career as a bus operator and became one of the nation’s leading transit officials, has headed Metro for six years. During that time he guided implementation of one of the largest public works programs in United States history and helped secure billions of dollars in federal and state funding to match local transit sales taxes to finance construction of dozens of transit and highway projects.

Laura Nelson’s subsequent Los Angeles Times article passes along some insider contentions that Leahy had lost the backing of the Metro Board of Directors. From the Times:

Arthur T. Leahy’s performance as chief executive has been under confidential review by the Metro board of directors for more than six months, and a majority of members were ready to let his contract expire in April, according to sources familiar with the negotiations.

After managing transit agencies in Minneapolis-St. Paul and Orange County, Leahy became head of Metro in 2009.

With his experience as a former Los Angeles bus driver (for RTD, the Southern California Rapid Transit District which later became Metro), Leahy has a reputation for focusing on the rider experience. He made sure Metro buses and trains were in good repair, running on time to the greatest extent possible, and had working wheelchair lifts.

His legacy, though, will likely be the unprecedented transportation construction boom Metro has spearheaded in recent years. Leahy became head of Metro less than a year after the 2008 passage of Measure R, a countywide transportation sales tax. Measure R kept Metro relatively flush through lean economic times that caused austerity measures elsewhere.

Measure R funding enabled Leahy’s Metro to embark on an ambitious expansion of rail lines, with five new major rail projects under construction today. There is a lot more to Measure R, too: billions in freeway projects, Bus Rapid Transit, transit capital, and much more. All this capital construction squeezed Metro operations budgets, meaning Leahy also oversaw fare increases and oversaw the passage of a Long Range Plan that promises more, regularly scheduled, fare hikes.

Read more…

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Continental Crosswalks Appear at Barrington and National

Nearly two months ago, on November 12, Mayor Eric Garcetti stood with Councilmembers Mike Bonin and Joe Buscaino and Controller Ron Galerpin at the road repaving project at Barrington Avenue and National Boulevard. The Mayor announced that, thanks to new revenue, the city would now be repaving 200 additional miles of roadway, above and beyond its regular repaving budget every year.

Photo: Damien Newton

Photo: Damien Newton

Garcetti also promised, in response to a question posed by me on behalf of Streetsblog, that the city would look at ways to streamline the process on getting paint on the ground after a road is repaved. Earlier in the same press conference, Buscaino told horror stories of how it could take weeks to get the road repainted leading to confused travelers and unsafe conditions.

This might not sound like the most difficult goal, but it requires coordination both between city departments, including Transportation (LADOT) and Public Works’ Bureau of Street Services (BSS), and outside agencies such as Big Blue Bus and Metro.

Sadly, even by the most generous of estimates, the poster-project for the new way of doing things took a slow route to repainting. The intersection of Barrington and National was repaved in mid-November 2014. It was repainted in 2015.

In mid-December I inquired to the Mayor’s office on why the intersection had not been repainted yet. They responded that even though the intersection at National and Barrington had been begun to be repaved in mid-November, the repaving phase of the project hadn’t been completed until early December.

Even if we accept that rationale, it still took a month to get the street repainted.  Read more…

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Glendale-Hyperion Bridge Political Contortions Forcing Unsafe Compromise Design

Los Angeles' latest "Option 1A" propsal for the Glendale Hyperion Bridge would preserve two sidewalks. Detail - click for full page.

Los Angeles’ latest “Option 1A” proposal for the Glendale Hyperion Bridge would preserve two sidewalks but not include the planned bike lanes. Detail – click for full page.

Last night, the Citizens Advisory Committee for the design of the new Glendale-Hyperion Bridge met to discuss the city’s latest proposal.

L.A.’s historic Glendale-Hyperion Bridge opened in 1927. It connects the Los Angeles communities of Silver Lake and Atwater Village. About ten years ago, city plans to renovate the bridge got underway. In 2013, the city proposed a dangerously high-speed highway-scale bridge design. Communities objected to the proposal. The city went back to the drawing board, and formed an Advisory Committee tasked with reviewing various possible configurations, and coming up with a better plan for the new bridge.

In August, the committee voted to move forward with Option 3 which includes bike lanes and sidewalks, and a road diet. Four existing car lanes would be reduced down to three lanes.  L.A. City Councilmember Tom LaBonge, who represents the area on one side of the bridge, rejected the committee’s selection in favor of one that preserved four traffic lanes.

Given the width of the bridge, there is not quite enough room for two sidewalks, two bike lanes, and four car lanes. LaBonge’s insistence on preserving four car lanes meant that either bike lanes or a sidewalk would be eliminated.

The project stewed internally for a few months.

At last night’s meeting, attended by LADOT General Manager Seleta Reynolds and City Engineer Gary Moore, LADOT presented a new design – called Option 1A. The new option is an attempt to preserve both sidewalks while meeting LaBonge’s insistence on four car lanes. This eliminates the bike lanes. Preserving both sidewalks (via either Option 1A or Option 3) is important. As it would be prohibitively costly to go back and add sidewalks at a later date. Lanes, whether for bicycles or cars, can be reconfigured relatively inexpensively.

The city’s Option 1A cross section labels the bridge sidewalks as “shared use path[s].” Advisory Committee members Deborah Murphy (L.A. Walks), Don Ward (Los Feliz Neighborhood Council), and Eric Bruins (L.A. County Bicycle Coalition) all commented that these are just sidewalks, not designed for shared use. For most of the bridge, Option 1A shows an 8-foot sidewalk. Under Waverly Drive, the sidewalk narrows to 5.5 feet. The bridge is sloped, which means most cyclists will travel at fairly high speeds downhill. With limited width, limited sight lines, and significant speed differences between people walking and bicycling, Bruins characterized Option 1A as a “recipe for disaster.” Read more…

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Orange Line BRT Speed Improvements Caught In Inter-Agency Delays

Metro Orange Line Stop in North Hollywood.  Photo:##http://www.flickr.com/photos/chrisyarzab/##Chris Yarzab##

Metro Orange Line passengers are waiting for improvements on the way. Photo:Chris Yarzab

I was hoping to write a couple of happy stories this week about the Metro Orange Line. The San Fernando Valley’s highly-regarded workhorse Bus Rapid Transit (BRT) opened in 2005. Lately, a new pedestrian tunnel and faster bus speeds seemed imminent. These facilities would save time for the Orange Line’s 30,000 daily riders.

Earlier this week, I reported that the tunnel, which I like, but L.A. Times architecture critic Christopher Hawthorne does not, is under construction. The construction site is not so friendly for pedestrians. Also, per Metro’s clarification, the heavily-used surface crosswalk across Lankershim Boulevard is being moved to a less convenient location. The crosswalk was at the south side of Chandler Boulevard North; in the future (and during construction, now) it will be on the north side of Chandler North. This means pedestrians will need to cross Lankershim and Chandler North, instead of just Lankershim. Perhaps, in front of the Metro station, pedestrian prioritization is called for. Perhaps include crosswalks at all the legs of the intersection? Maybe a pedestrian scramble? But that’s another story.

Today, I am disappointed to report that the bus speed improvements that appeared to be imminent seem instead to have fallen into a limbo of inter-agency delay between Metro and the Los Angeles City Transportation Department (LADOT).

The Orange Line BRT runs on its own busway: basically a bus-only street built on former railroad right-of-way. The busway runs generally east-west and, at signalized intersections, crosses numerous north-south streets. In its first few months of operation, the Orange Line ran faster than it does today. There were a handful of car-bus collisions on the route, reportedly due to drivers failing to obey traffic signals. The excuse that has been repeated is that the drivers were not used to seeing any traffic on that long-abandoned right-of-way.

After these collisions, Orange Line bus speeds were reduced. Today Orange Line buses slow to 10 mph when crossing intersections.

Now that, at least, local drivers are more aware of the presence of Orange Line buses, there is movement afoot to improve the Orange Line by bringing its buses back up to speed. 

As both the Los Angeles City Councilmember representing neighborhoods along the Orange Line and a Metro Boardmember, Paul Krekorian is uniquely situated to champion Metro Orange Line improvements. With Council colleague Bob Blumenfeld, Krekorian authored council motion 14-1352 [PDF], which instructs LADOT to work with Metro to figure out how to improve Orange Line service, including increasing speeds.

The Krekorian motion was heard at the October 22 meeting of the Los Angeles City Council Transportation Committee. During the Orange Line motion discussion (audio - at 0:40.), the following exchange took place:

Los Angeles City Councilmember Paul Krekorian: Well, maybe we can make this very easy then. Is it the city’s position that Metro can unilaterally change the speeds at intersection crossing points on the Orange Line without approval of the city?

Bill Shao, Senior Transportation Engineer, LADOT: Yes, it is.

Krekorian: Great. Less need to collaborate then, I guess. [laughter]

Shao: We – the city – we have to understand what the new speeds at crossings are so that we can align our signals to their needs.

Krekorian: Which actually becomes a bigger issue but that’s an issue that can happen after these changes take place.

Shao: That’s correct.

Krekorian: Great.

For many years, LADOT resisted increasing speeds on the Metro Orange Line BRT, as it would mean that some people in cars will sometimes experience minor delays in crossing the Orange Line. Shao’s October testimony was the first clear message that LADOT is fully on board, and now the ball is in Metro’s court to improve Orange Line speeds. My hunch is that this change can be attributed to Seleta Reynolds’ leadership.

At the October committee meeting, Metro Interim Executive Officer Jon Hillmer said that Metro was planning to increase Orange Line bus intersection speeds from 10 mph to 25 mph, which Metro expects will save cross-Valley commuters 4-8 minutes per trip. The next day, I reported that Metro Orange Line speed improvements appeared to be coming soon.

Last week, I inquired of LADOT and Metro regarding the timeline for these Orange Line speed improvements. Metro spokesperson Dave Sotero responded that he would check but that they “may be the bailiwick of LADOT.”

Read more…

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L.A. Council Approves Call for Projects List with Cedillo Snub Intact

Rendering of the proposed buffered bike lane on North Figueroa Street. Image: Flying Pigeon L.A.

Rendering of the planned buffered bike lane on North Figueroa Street. Yesterdays’ Council vote signals a further step away from a North Figueroa that would be safer for all. Image: Flying Pigeon L.A.

Yesterday, the Los Angeles City Council approved the list of projects [PDF] that the city plans to submit for Metro Call for Projects funding. Overall, the Call list includes a lot of great projects that reflect that many L.A. City elected officials and the city’s Transportation Department (LADOT) are truly pursuing greater livability and safety.

Unfortunately, the list also includes the ”North Figueroa Great Streets Corridor,” City Councilmember Gil Cedillo’s proposal to add diagonal parking to North Figueroa Street instead of bike lanes.

At yesterday’s meeting, more than half a dozen speakers urged the Council not to pursue Cedillo’s North Figueroa proposal. Speakers included a North Figueroa business owner, local residents, and livability advocates. The Los Angeles County Bicycle Coalition’s Alek Bartrosouf testified that, “It is important to ensure that as we build Great Streets across the City of Los Angeles that these streets are designed for the safety of all who travel them, and that the planning process is open and inclusive of all voices.”

The LACBC further clarified concerns in their comment letter [PDF] which urged Council President Herb Wesson to re-scope the North Figueroa project to align with the inclusive vision in the city’s bike and mobility plans.

Cedillo’s response to the public was telling. He characterized speakers as having “one percent dictate for 99 percent.” He portrayed complete streets supporters as bullies, proclaiming, “We will not be bullied.” Ultimately, Cedillo defended his North Figueroa project in Orwellian livability rhetoric, stating it includes a “multi-modal approach” and puts “safety first and foremost.”

The City Council, which generally defers to the councilmember who represents the district where a project is located, approved the Call for Projects list unanimously.

Yesterday’s vote gives LADOT staff the go-ahead to seek funding for Cedillo’s project. The project will compete with other applications for Metro funding. If project funding is approved by Metro in mid-2015, funding would be programmed beginning in FY 2019-2020. The project scope could be modified during design and environmental review processes.

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Cedillo Insults Bikes as L.A. Gears Up for Metro 2015 Call for Projects

Via the Metro Call for Projects process, yesterday Los Angeles City Councilmember Gil Cedillo revealed his plans for diagonal parking on North Figueroa Street. Photo: Joe Linton/Streetsblog L.A.

Via the Metro Call for Projects process, yesterday Los Angeles City Councilmember Gil Cedillo revealed his plans for diagonal parking on North Figueroa Street. Cedillo is pictured above at an October 2014 press event.  Photo: Joe Linton/Streetsblog L.A.

The Metro Call for Projects (the Call) competitively grants transportation funding to L.A. County cities to build various transportation projects. Metro’s next Call for Projects will take place in 2015, with cities applying in late January, and awardees announced by mid-2015. The Call takes place every other year.

In the recent past, Metro’s Call was the biggest source of funding for L.A. County bicycle and pedestrian projects, though the Call categories go far beyond just active transportation. Due to changes in federal transportation funding, a lot of the walk and bike monies have been shifted into the statewide Active Transportation Program. Nonetheless, the Call continues to shape the way local transportation capital is spent, and still includes some bike and pedestrian funding. This will be the first Call since the Metro Board of Directors adopted the agency’s Complete Streets Policy, which asserts that the agency will prioritize projects that support a breadth of modes.

Metro’s 2015 Call will include the following funding categories:

  • Regional Surface Transportation Improvements (RSTI; mostly road-widening)
  • Goods Movement Improvements
  • Signal Synchronization and Bus Speed Improvements
  • Transportation Demand Management
  • Transit Capital
  • Bicycle Improvements
  • Pedestrian Improvements

When the Call approaches, the city of L.A. embarks on an internal ranking process. Various city departments– primarily Transportation (LADOT), but also Public Works bureaus, and sometimes the port, airports, and others–submit projects internally. The Mayor and City Council have a hand in making sure departments include projects that they support and prioritize. The city then scores and ranks the projects internally, selecting a final list of recommended projects.

That entire selection process remains behind closed doors until the final city project list is brought to the City Council for approval. The first step in this approval took place yesterday, when LADOT presented its recommendations to the City Council Transportation Committee. LADOT recommendations include an explanatory cover letter [PDF] and a project list spreadsheet [PDF].

There are millions of stories in these LADOT documents, not all of which will fit in today’s article. For now, SBLA will just highlight some of the good, the bad, and the ugly.

Read more…

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Breaking: Southwest Cities Vote to Replace Pam O’Connor with Inglewood’s James Butts on Metro Board

Earlier this morning, the “Southwest Corridor” cities voted for a new official to represent them on the Metro Board of Directors, replacing Santa Monica Councilwoman Pam O’Connor with Inglewood Mayor James Butts. The vote needs to be ratified by the City Selection Committee when it meets in January.

Mayor Butts at the groundbreaking for the Crenshaw Line. Image: Metro

Mayor Butts at the groundbreaking for the Crenshaw Line. Image: Metro

Assuming he is approved by the full City Selection Committee in January, Butts will serve a four-year term that ends in January 2019. There is no term limit to serving on the Metro Board nor as Mayor of Inglewood, so Butts could be a major player for a long-time on transportation issues.

Anyone interested in reading more about the process of selecting Metro Board Members that are neither County Supervisors nor appointed by the Mayor of Los Angeles should read this 2012 article during the attempt to remove Glendale Councilmember Ara Najarian.

Butts doesn’t have quite the record that O’Connor does as a leader on transportation, but Inglewood has become a larger player in recent years. The future Crenshaw Line has two stops in Inglewood and the city earned a grant from Metro to host a CicLAvia-style open street event in the next couple of years.

O’Connor, who served as Metro Board Chair in 2007 and founded the agency’s sustainability committee, survived a close municipal election in Santa Monica last month. She will continue to serve as Chair of the Expo Construction Authority as the representative from the City of Santa Monica. Butts’ tenure as Chief of Police in Santa Monica (1991-2006) overlaps with O’Connor’s tenure on the City Council.

Before the meeting, rumors circulated at potential challengers to O’Connor which included former Beverly Hills City Councilman John Mirisch and Torrance Mayor Pat Furey. Mirisch, an opponent of the Westside Subway Extension, seconded Butts’ nomination.

The Los Angeles County City Selection Committee Southwest Corridor Sector consists of nineteen cities. Each city has a weighted vote depending on population. A list of the member cities and their total votes is below. A vote count from today’s meeting will be uploaded once it is available.

  • Torrance, 15 votes
  • Inglewood, 12 votes
  • Carson, 10 votes
  • Santa Monica, 9
  • Hawthorne, 9 votes
  • Redondo Beach, 7 votes
  • Gardena, 6 votes
  • Beverly Hills, 4 votes
  • Rancho Palos Verdes, 4 votes
  • Culver City, 4 votes
  • West Hollywood, 4 votes,
  • Manhattan Beach, 4 votes
  • Lawndale, 3 votes
  • Lomita, 2 votes
  • El Segundo, 2 votes
  • Rolling Hills Estates, 1 vote
  • Palos Verdes Estates, 1 vote
  • Rolling Hills, 1 vote