Who Speaks for You at City Hall? Is Anybody Listening?

DEEGAN ON LA-Many attempts have been made over the decades to empower the voice of communities, often with some success through Homeowner Associations (HOA.) That community voice was organized and amplified fifteen years ago with the creation, through Charter reform, of the Neighborhood Council (NC) system. There are now 96 NC’s with 1,800 board members, representing every area of the city, and there are also countless HOA’s ranging from coalitions of a few members to huge alliances of multiple HOAs. The NC’s often work closely with the HOA’s, and some even share board members. 

Every voice in these NCs and HOAs is important as the city experiences a growth spurt unseen since the end of World War II, when LA’s population exploded and the city went through massive densification. 

Post World War II, it became evident that Los Angeles was experiencing a population boom, and that the formerly quiet neighborhoods would expand, and outlying areas, such as the San Fernando Valley, would also grow. Homeowners began to voice concerns that their well-manicured and sometimes “non-inclusionary neighborhoods” (i.e. neighborhoods in which covenants and conditions, now illegal, were attached to land deeds spelling out “who” could own property) would either be invaded by growth or bypassed for attention as newer communities sprang up to house a growing population. 

In a reaction to this, city officials made a series of attempts over the next twenty-five years to empower communities, starting in the 1950s when the County Department of Community Services created “community coordinating councils” as a way to identify specific neighborhoods, in effect giving them a “pedigree” separate from the “new growth” areas. It also created a system to coordinate county services to those community councils. Significantly, those “councils” were not activist initiators of change, but rather, passive receptors of services who were not called on for advice. 

Following the Watts Riots of 1965, the school board created a system of “neighborhood advisory councils,” to serve as a platform for public calming and give voice to distressed communities after that epochal upheaval. This was more like a super-PTA than an advisory body. 

It was not until 1969 that there was any attempt to add teeth to the empowering of neighborhood communities when Mayor Sam Yorty tried to change the City Charter to create specific neighborhoods that would have what he called “elected neighbormen” to act as local governments. Not surprisingly, because this would cut into their jurisdictions, the City Council vetoed this. 

In 1977, City Planning Director Calvin Hamilton created thirty-five “citizens advisory committees” to be a type of participatory democracy to help develop community plans that would eventually become a new master plan for the city’s growth. The City Council retired the idea, and its originator, leaving a vacuum for how to deal with growth issues. That vacuum was filled by developers who began working directly with councilmembers to get what they wanted. 

The most successful scheme to encourage participatory involvement of communities in city government has been the Neighborhood Council system, now in its fifteenth year, now with 95 NC’s that come under the direction of the City’s Department of Neighborhood Empowerment. DONE is led by General Manager Grayce Liu on its mission of “leading the EmpowerLA team as they support Neighborhood Councils in engaging the community and make government more responsive to local needs.” 

What then is the difference between a homeowner’s association (HOA) and a Neighborhood Council (NC), if both are dedicated to advocating for their respective communities and often work in tandem to meet those goals? In a word: training. 

Every fall, EmpowerLA (the Department of Neighborhood Empowerment) hosts a Congress of Neighborhood Councils that focuses on training board members to be more expert in land use, transportation, public safety and a host of other topics, including many administrative trainings to help NC’s function. On Saturday, September 24, 2016, the annual Congress of Neighborhoods was in session at City Hall, where nearly 1,000 neighborhood council board members assembled. They met first in council chambers and then attended a series of workshops that focused on specific community issues as well as topics addressing how to administratively run an NC. 

The very well attended workshops included “Meet Your City Officials,” “Planning and Land Use 101 and 102,” “How To Make A Difference at City Hall (Lobby Like a Pro),” “Community Partnerships for Better Outcomes,” “Unlocking the Traffic Grid,” “Public Safety in LA,” “The Future of the Neighborhood Council Movement,” “Code Enforcement-Solving Code Violation Problems,” “Persuasion in a Nutshell,” “LA 2040-Our City, Our General Plan, Our Future,” and “Emergency Preparedness.” 

While advisory only, NC board members are elected in City Clerk-run elections, and must meet the same kind of ethics and financial training standards as all city employees. Workshops like “Ethics,” “Leadership Skills,” “Parliamentary Procedures,” “How to Run a Successful Meeting,” “NC’s and the City Attorney's Office,” “Outreach and Events,” and “Board Basics 101,” all provided a basic training curriculum to strengthen the skills of NC board members. 

What differentiates the two groups (NC’s and HOA’s) is the holistic approach to neighborhood and community concerns taken by the NCs -- they look at the bigger community picture with multiple issues that go beyond the traditional concerns of preserving property values. (That’s how HOAs started and it’s still a valuable function of these organizations that often do additional helpful work for their members.) The workshops at the Congress provide valuable training and tools to people who are newly empowered (through election by their community to board seats) but arrive in office often unprepared to deal with the complicated details of land use, public safety, transportation, and education issues. Votes can be squandered by board members who do not take the time to be trained -- one of the truly great advantages of attending the Congress. 

The Congress this year was a success. According to Cindy Cleghorn, Chair of the Neighborhood Council Congress 2016, “…803 registrations and 150 walk-ins signed in. Attendance exceeded 850 throughout the day. Most all workshops were at capacity. This is the sixth consecutive Congress for NCs. There have been others but not consistent. We are anxious for feedback and making the NC Congress better each year.” 

Empower LA General Manager Grayce Liu added, "I love the Congress of Neighborhoods because it brings together all of our amazing Neighborhood Council volunteers across the City to share their successes and to learn how to overcome the obstacles they are facing in their work. It is this type of collaboration that has made LA's Neighborhood Council system so successful and is a big part of the reason why we'll still be here to celebrate the 15th year anniversary for the first Neighborhood Councils in December." 

Looking at the arc of the past six decades since WWII, and the various attempts to bring communities to the table, it’s apparent that having a seat is not the same as having a voice. Having a voice is not the same as having a trained voice. This is the critical advancement of the NC system: it brings professionalism to bear. 

What can you do? Start attending your Neighborhood Council meetings and make public comment. Join a board committee as a stakeholder. Run for a board seat. And become one of the people in the community with the loudest, trained voice.

 

(Tim Deegan is a long-time resident and community leader in the Miracle Mile, who has served as board chair at the Mid City West Community Council and on the board of the Miracle Mile Civic Coalition. Tim can be reached at [email protected].) Edited for CityWatch by Linda Abrams.

There is Integrity in that LA Initiative

HOW IT’S DONE AT CITY HALL--Is the so-called Neighborhood Integrity Initiative really something to be feared?

I think it could be a great advancement for the city of Los Angeles. But business people seem to view the possibility that it will pass in the March 7 election with much the same kind of dread that 14th century Europeans looked upon the arrival of the bubonic plague in the nearby village.

At least, at a Sept. 22 politically oriented luncheon held by the Greater San Fernando Valley Chamber of Commerce, denunciations of the initiative got hearty applause, such as when Los Angeles City Councilmember Nury Martinez said, “This initiative is dangerous.”

What’s more, what’s been called the broadest coalition in LA history to fight an initiative has formed to oppose the Neighborhood Integrity Initiative. It is made up of chambers of commerce, developers and other business interests, but also labor groups, affordable housing proponents, a few city councilmembers and others. Billionaire philanthropist Eli Broad is among the contributors.

Yes, lots of folks – not just business people – hate the Neighborhood Integrity Initiative.

Why the wrath? It’s mainly because the initiative calls for a two-year moratorium on most major construction in the city of Los Angeles. Well, either two years or until the city updates its general zoning plan, whichever comes first. Opponents say it is nigh onto impossible to accomplish such a mammoth task in less than two years. So, realistically, construction will seize up for that span.

Opponents also imply that the entire initiative is cynical because it was started and bankrolled out of self-interest by Michael Weinstein, the head of the AIDS Healthcare Foundation and an unrepentant gadfly. (He’s the guy behind the successful initiative requiring condoms on porn movie sets.) Weinstein is irked because the 28-story Palladium Residences towers are going up next to his Hollywood office, blocking the view from his 21st floor window, and that makes his new initiative a selfish and petulant attack against the city, some believe.

Well, maybe so. But Weinstein experienced the same fury and frustration that thousands of powerless Angelenos feel when they wake up one morning to see a tower under construction next door on land that wasn’t supposed to allow such structures. If they investigate, they likely discover that – surprise! – a deal was cut in City Hall.

Indeed, that’s how development is done in Los Angeles. Deals are cut, one by one, in City Hall. Since the city’s zoning map is woefully outdated (intentionally so, the initiative’s backers claim), that means developers must get a variance, an exception to the zoning code, whenever they want to build much of anything substantive. To get that variance – guess what? – they must schmooze the appropriate city councilmember to get his or her sign-off. Weinstein’s group claims city councilmembers and the mayor have gotten $6 million from developers since 2000, and that’s just in campaign contributions. Has anything other than campaign contributions been forked over? Well, I’ll leave that up to you to guess.

By the way, if a business did what the city is doing, that business could be charged with running an extortion racket. And rightfully so.

I agree with the proponents in this regard: The city must be forced, bludgeoned if necessary, to meaningfully update its zoning codes. It needs to come up with a realistic and transparent set of rules to guide what kind of city we want built. That way, citizens and businesses would be forewarned about the type and scale of development that may go up around them. And once the codes are set and understood – and provided they are realistic – developers could simply get routine permits and wave to the elected folks as they walk by their offices. They would no longer have to stop and pay, ahem, homage.

Sorry to be cynical, but this points out why several city councilmembers hate the initiative. If it passes, it would derail their gravy train.

Having said all that, I agree with the initiative’s opponents in this regard: That two-year moratorium is a killer. It is simply unrealistic to presume a meaningful general plan and all that goes with it (think public hearings in every neighborhood) can be done quickly. As a result, we would be stuck with a two-year hiatus for most construction throughout Los Angeles, and that makes the initiative lethally flawed.

Doesn’t this feel like prime time for a compromise? A statesman is needed to come forward. (Former Mayor Richard Riordan, who supports the initiative, pops to mind, but surely there are other candidates.) Someone needs to work with the Weinstein group to help them achieve their goals but not with that two-year prohibition on construction. Perhaps there can be a waiting period of two or three years before the hammer of that punitive construction moratorium comes down, which would provide time and a deadline for the city to come up with a new general plan. Call it a moratorium for the moratorium if you wish, but a compromise of some type is needed.

If that type of solution were figured out, then we’d have the chance to achieve something truly meaningful: a transparent general plan that creates rational building patterns and doesn’t virtually require a shakedown of developers. And it could be done without a two-year construction moratorium.

That would be something not to be feared by businesses. Indeed, it would be embraced by the grateful arms of a relieved city.

(Charles Crumpley is editor of the Los Angeles Business Journal. This perspective was posted most recently at Fox and Hounds.) 

-cw

The Trump Anchor in California

POLITICS-Even before the Washington Post reported the videotape revealing Donald Trump’s lewd comments about women, the Republican candidate was proving to be an anchor weighing down Republicans in California. Campaign pollsters say that Republicans running for assembly and senate seats that were doing well suffered a drop in numbers after a barrage of negative hit pieces tying them to Trump—whether the local candidate supported Trump or not.

Post debate, it appears many Republican voters will hang with Trump despite Trump’s braggadocio on the videotape. According to a Politico Poll taken after the tape was made public (but before the debate), Republican voters that supported Trump were sticking by him. The debate won’t change that. In fact, his debate performance might have lessened the bleeding his campaign was experiencing among some Republicans. 

The attacks and counter punches were there last night. Hillary Clinton was either the devil (according to Trump) or acting like Abe Lincoln (according to Clinton.) But its unlikely few minds were changed by the debate performances.

In California there are fewer and fewer Republicans as the latest figures from the Secretary of State’s office reveals. While a number of Republicans stick with Trump, it is less certain that independent voters will come his way and that could hurt down-ticket Republicans even if, as Congressional candidate Scott Jones has done, candidates announce they will not vote for Trump.

Of course, the Trump tape is not the first time that sexual misconduct has been an issue in a presidential campaign.

Go back to the beginning of the Republic when disaffected Thomas Jefferson supporter turned political journalist, James T. Callender, put in print the long rumored story that Jefferson had several children with a slave named Sally.

Another episode was Grover Cleveland’s child out of wedlock and the tale concocted by his aides to put the blame on the child’s mother. And, of course, more recently, there was Bill Clinton’s history that Trump brought up during the debate and with his pre-debate press conference featuring some of Bill Clinton’s accusers.

It should be noted that all three candidates painted with the brush of scandal won the White House.

Tying down-ticket Republican candidates to Trump in deep blue California could well lead to supermajorities for the Democrats in both houses of the state legislature. Could Trump’s anchor bring the number of Democrats to a large enough supermajority to offset some moderate Democrats abandoning legislative leaders on certain issues?

Turnout is the key. If this latest episode with Trump solidifies Clinton’s standing through Election Day, her California supporters may see no need to vote, which would help down-ticket Republicans. Or could the revelation that Hillary Clinton is speaking out of both sides of her mouth on issues important to Bernie Sanders progressives reduce the Democratic vote in California? Both scenarios could counter the Trump anchor effect that has shown up in state polling.

(Joel Fox is the Editor of Fox & Hounds  … where this perspective was first posted … and President of the Small Business Action Committee.)

-cw

Say ‘No’ to HHH: Homeless Ballot Initiative is Just ‘Bad Math’

SKID ROW- “Bad math,” “bad leadership” and “bad direction” or “BBB” is how Angelenos should respond to Measure HHH. 

“Bad math” because with Los Angeles Homeless Services Authority’s Homeless Count of almost 50,000 homeless individuals in LA County, why would voters generate 1.2 billion dollars to house only 10,000, leaving a whopping 40,000 all over our streets and still visibly present throughout our communities? Over a billion dollars to support a so-called solution that only accounts for one fifth of all the homeless, leaving four fifths stranded on the street? All this with no follow-up solutions in place? Wow. 

Read more ...

Profile: It’s No Longer Your Grandfather’s Metrolink, Thanks to the Good Work of CEO Art Leahy

THE PLANNING REPORT-“Metrolink moves a lot of folks in Southern California -- 60 percent of them across county lines.” -- Art Leahy 

In April 2015, Arthur Leahy assumed leadership of Metrolink, Southern California's second-busiest transit provider based on passenger miles. Leahy, a longtime regional public transportation leader, took the reigns of an agency with serious issues of declining ridership and financial transparency. Speaking to the Transit Coalition in late August, Leahy provided an overview of his priorities at Metrolink as he looks to lead the regional transportation agency into a new era of ridership. He spoke about his efforts to recruit young talent, find common-sense solutions to fiscal and organizational hurdles, and rebrand Metrolink as the region’s most effective way to cut freeway congestion. 

TPR is pleased to present an excerpt of Leahy's remarks.  

Art Leahy: “When I came to Metrolink, not only did we have a board that was ready to break up, but within the management staff, we had a culture of avoidance, deferral, and concealment or denial. 

“Let me tell a few anecdotes to illustrate the culture in the organization at that time. 

“I remember once, the then-CFO wrote a board report that was devoid of content. When I asked him why he didn’t include more real content, his answer was: ‘If we do, they’ll just ask more questions.’ 

“That’s exactly backward. Another time, shortly after I arrived, we were about to rehab a bunch of old locomotives. I realized that in the long run, it would be cheaper to buy new ones that had better fuel economy, higher horsepower, and lower emissions. On every dimension, it made more sense to buy new ones.  

“But when I went to fellow who had made the decision and said, ‘It makes more sense to buy new ones,’ he said, ‘I know -- but the advisory committee said not to.’ I said to him, ‘We must make the business case. We must talk about dollars and cents and outcomes and results. We cannot make recommendations based on this person liking it and that person not liking it.’ In a matter of a couple months, we had all five counties in line to buy new locomotives. 

“Now, we’re rebuilding the organization for the future. We have a new deputy CEO, new deputy COO, new communications director, new chief financial officer, new government affairs manager, and other new leaders. These folks are all very smart and very committed, and we’re going to focus on the classic values of safety and service.  

“We’re very pleased to be among the first in the country to have positive train control (PTC), which we’ve had in effect for about 14 months. We’re working closely with the Federal Railroad Administration on that. We’re also among the first in the world to have Tier 4 locomotives. We recently got our first one; it’s in testing. I look forward to beginning to release the rest in a month or two. We’ve done a great deal of work on our locomotives, and the old ones are in the process of being replaced over the next year or two. 

“In the 16 months I’ve been here, one of our tasks has been to rebuild our relationships with the five counties. In the past, we were not forthcoming with them. But they are the stockholders; they pay the bills. And if we’re not honest with them, they’re not going to trust us. It’s okay to make a mistake, but we have to confront it, we have to tell the counties and the Board, and we have to fix it. A year and a half ago, we could not give our county stakeholders any financial reports on expenditures, accounts receivable, accounts payable, etc. You can imagine the level of distrust that this created. 

“Now, we’re doing regular financials. Our new CFO talks to the county CFOs and the technical advisory committee. Our financial situation has improved significantly, including our reserves. There’s no rocket science here: We’re talking to the stakeholders about our status and accomplishments.

The JPA with the counties is now much stronger. We still have some issues to work out, but we’re not in crisis; we’re making progress on it. 

“Another area where we’ve had big issues in making progress is project delivery and keeping projects on schedule. Metro, our major funder, has had a great deal of concern about this. They wanted to know: “Why are we giving you more money for projects when you haven’t delivered the old projects?” Fair enough; it’s hard to argue with that. But I’m pleased to say that we’re making some progress, and have also become more forthright in communicating with the Metro Board. 

“I do want to comment on the Raymer to Bernson Double Track -- a double-tracking project in the San Fernando Valley. Everything that was said is accurate about a small group of people blocking the track. I think the messaging done by Metro was perhaps more. Metro’s justification for the project was that it would allow them to carry additional trains. The neighborhood’s not crazy about that. The bulk of the area along that line going out to Chatsworth is industrial and commercial. There’s one short segment that’s residential. If there’s one area that might be sensitive, it’s right there. Now, we’re going back to Metro and trying to figure out how to reinvigorate this discussion. We’re having a parallel discussion on the San Bernardino line. Much of that line is single-track. As a consequence, the on-time performance is not very good. 

“We’re not trying to do double-tracking in order to increase capacity. We want to do it so that we can reduce the time that trains have to stand idly while they’re waiting for another train to pass. In this case, there is a community benefit to double-tracking. And if we link double-tracking to quiet zones, and maybe sound walls, we can begin to put together a partnership among Metro, Metrolink, and the host cities. 

“We had an issue with the joint powers authority with the Los Angeles-San Diego-San Luis Obispo Rail Corridor (LOSSAN). I was back in Orange County 12 or 13 years ago when the idea of empowering the LOSSAN board occurred to me. I was in Oceanside, and I saw a Metrolink train and a COASTER train standing right next to each other, both waiting to depart with their engines running. As I’m sure you know, buses, trains, and airplanes cost money by the minute. To have two trains standing there while they reverse directions is just not a good use of public resources. The real charge of LOSSAN should be to generate synergy among Metrolink, Amtrak, and COASTER commuter trains. 

“Citizens could care less about the difference between Metrolink and Amtrak. All they want to do is get where they’re going. To have institutional rivalries between two organizations is not productive from the taxpayer’s point of view. 

“This is particularly acute because the taxpayers of California pay for the Amtrak services, and the taxpayers of Southern California pay for the Metrolink service. In other words, it’s the same people. We ought to be creating synergy among one another, not rivalry and competition. That synergy manifests itself in our customer experience. For example, I think our Metrolink service shuts down way too early. Here we are, the second biggest city in the country, with plays and concerts, and the train shuts down so early you can’t even go to a Dodger game. I hope to work with LOSSAN and the counties to get later-night train service. 

“I was COO when Metro opened the Blue Line back in 1990, and I learned a good lesson about later-night train service. Because construction was not yet done when the line opened, the last southbound departure was at around 7:00 in the evening. That train was always dead, but all the trains before it were very busy. When we added an 8:00 train, it was dead -- but the 7:00 pm train got busy. And when we opened up the 9:00 train, the 8:00 train got busy. The lesson is this: The last train is the insurance train. If we open later-night service, we’ll get more riders on the earlier trains. 

“We have an issue with maintenance of our track.  

“There are significant segments of the track that have not been maintained properly. There are ties that are rotting, there is some track that is worn on curves that needs to be replaced, and there are some short bridges that need some work. We’re redoing our messaging to the counties so that we can show in detail what we need.  

“At the moment, our engineers will come forward and say, ‘We need to place some ties between Milepost 12 and Milepost 19 on the Antelope Valley line.’ As accurate as it may be, it sounds like these areas are distant and irrelevant to daily life. 

“I’m telling them, ‘Say something like: Between Burbank Airport and Van Nuys, the ties are no good! Show them photographs and take them out there to look at it, tell them what you’re going to do, and tell them what it’s going to cost. You have to put some meat on the bones. “Milepost 12” doesn’t mean a thing to anybody except us.’ I’m critical of our overall messaging as well -- how we’ve described our role and our benefit to the region, and how we’re positioned in the market. 

“For example, we say, ‘We carry 403,000 people a day.’ Metro says, ‘Well, we carry a million and a half.’ It’s easy to see that Metrolink’s ridership is very small. Now, we’re trying to re-message that. We’re positioning Metrolink in the region to show why it’s a good investment and what the benefits are. Our conclusion is that Metrolink is the best investment to reduce traffic and clean the air. 

“It’s true that in boardings, our ridership is small. But our trip length is 10-15 times longer than other agencies. In terms of passenger miles, we’re one of the busiest carriers in SoCal -- after Metro, but ahead of Riverside and Orange Co. combined. Metrolink moves a lot of folks in SoCal -- 60 percent across county lines. 

“Another benefit is that Metrolink takes cars off the road. The demographics of Metrolink riders are different from bus riders or Metro train riders: Their per capita income is higher. While many Metro and CTA riders are transit-dependent, Metrolink riders, more often than not, have access to cars. What this means is that almost on a one-to-one basis, a Metrolink passenger is a car off the freeway. 

“Metrolink relieves the 5, the 91, the 60, the 10, the 134, the Hollywood, and more. Our fare-box return is higher than other transit agencies in the area, at about 43 percent. Metro’s is 25 percent -- and dropping -- and so is OCTA’s. This is powerful: Because our fares are high, and our trips are long, our subsidy per passenger mile is the second lowest of any carriers in Southern California. It’s cheaper by far than Metro’s or OCTA’s. (AVTA runs express buses on the freeway, so theirs is very low.) In other words, Metrolink is the best investment. 

“I’ll close by talking about the need for new people at Metrolink. I’m seeking to hire people who are very intense, very intelligent, and very willing to learn and understand the railroad business, as well as Southern California. I very strongly hope that, in a few years, somebody who works at Metrolink will succeed me, so that they understand the service area, the service requirements, and the politics and the complex issues that we have to deal with. At Metrolink, in addition to addressing the right-now problems of budgets and maintenance and things like that, we’re building an organization.” 

Audience Question: “Driverless technology is developing much more rapidly than analysts expected. Uber is going to have a fleet of driverless cars in the next few months. Elon Musk says he’ll have them by 2019. That’s going to be quite a disruptive new element to public transportation, given that a lot of these will be cars on-demand. Do you figure this eventuality into your strategies?” 

Art Leahy: “We are working on agreements with Lyft and Uber. Union Station is a major destination for people taking Lyft -- and they’re coming to take Metrolink or Amtrak. They won’t take Lyft or Uber 80 miles, but they’ll take it five miles to get to the train station, which can take them 80 miles for a fraction of the cost. I think the disruption will be a bigger issue for shorter-distance carriers; it’s a market niche. We had some objections on the Metrolink Board to such an agreement, but I think we’ll get past them. These things are happening; we’ve got to get used to it. Our executive staff needs to understand the business. The business is not in the headquarters building; the business is out in the field. And you’ve got to get out there and see it. That’s why about once a month, Metrolink has an executive staff meeting on a train.  

“That happens to be fun, but there’s a dismal aspect to this, as well: I’ve told our deputy CEO that she must visit some scenes of fatal accidents. I said, ‘I’m sorry for saying that to you, but you have to understand that safety is not just a technical or financial issue. When you see what happens -- the awful consequences of one moment of bad decision-making -- you become a believer in safety.’ The first fatal I had to go to was in 1981 -- 35 years ago -- off of York and Armadale in Highland Park. I can still see it. But if you’re going to be in transit, you’ve got to understand profoundly how committed you must be to safety.” 

(The Planning Report is published by Abel and Associates. This piece appeared in the September 2016 issue.) Prepped for CityWatch by Linda Abrams.

 

Measure ‘M’ Stands for Moving Forward and Making Amends … Together

ELECTION 2016--After seeing the last presidential debate and witnessing the last 48 hours of insanity and hypocrisy take over the nation with respect to "who owes whom an apology", it struck me that--in a different but very real way--this traffic-plagued, overtaxed County of the Angels has been harmed not only by past misdeeds but by the need to dwell on them.

I won't get into any presidential politics (not now, at least), but I will say that there are times to talk, and to debate, and to apologize, and then there are times to ACT:

1) There are a few reasons why, until recently, I was on the fence for Measure M--but no longer.  In a nutshell, the ultimate factor in my decision was the amazingly popular response and increase in ridership from the far-flung Westside and San Gabriel Valley regions, which now each have their own light rail lines.

2) The openings of these lines were followed by a loud outcry from the San Fernando Valley and South Bay Cities about how long it would take for them to get an Orange Busway-to-Rail Line conversion and a South Bay Green Line Extension.

3) And I learned from attending key Eastside Light Rail meetings that those regions wanted inclusion into the Metro Rail Network.  Apparently, ditto for the Southeast Los Angeles Cities.

It is certainly easier (and tempting!) to tell the civic leaders of the San Fernando Valley, South Bay, and Southeast Cities that they OWE their own constituents and the rest of the county a bevy of apologies for their misbehavior:

1) After  witnessing the cowardice of the political leaders of the San Fernando Valley fail to repeal the Robbins Bill, and allow the Orange Line to be built as a light rail the first time, it would be tempting--yet self-defeating--to tell that region to go pound sand.

2) After witnessing how a few small-minded South Bay leaders (and they know who they are!) obstruct and prevent the South Bay Green Line Extension from being prioritized for years, it would be tempting--yet self-defeating--to "punish" and tell that region to wait.

3) Aftering witnessing how a few conflicted Southeast/Gateway Cities leaders (conflicted as in ambivalent, while others were conflicted as in conflicts of interest) led their region on a quixotic quest to make the Santa Ana Rail Right of Way a MagLev high speed rail line, it would also be tempting--yet self-defeating--to "punish" that region and making them wait.

Because it's the old adage of "when you point one finger at someone else, there are three fingers pointing back at you".  

Because there is plenty of baggage and bad history with the Expo Line and Gold Line Construction Authorities...and their leaders are so guilty of past bad behavior that whether it's human nature, the nature of politics, or just dumb luck that the Mid-City, Westside, and San Fernando Valley got their rail lines first, it's pointless to trot out old regional missteps.

Because we have a Metro Long Range Transportation Plan that ranks the different rail lines (and freeway projects, too!!!) in terms of cost-effectiveness, and that is only tangentially related to Measure M, the half-cent sales tax which extends funding for transportation for decades to come.

If Measure M is to be passed Tuesday, November 8th, then it is entirely reasonable and appropriate to demand that certain battles and changes take place on Wednesday, November 9th:

1) For example, I very much DO want the Orange Line Busway to be converted into a light rail...and sooner, not later.  And I am not alone.

2) I very much DO want a South Bay Green Line Extension to Torrance, with a Major Investment Study, to boot, of linking the Green Line to San Pedro and the Blue Line.  And I am not alone.

3) I very much DO want a Southeast/Gateway Cities rail line to connect that portion of the county with the Green Line and Union Station, with a Major Investment Study, to boot, of revisiting the Green Line Eastern Extension to the Norwalk Metrolink Station. And I am not alone.

In my last CityWatch article, I mentioned a "domino effect" of regions wanting "in" to the budding county passenger rail network that would be established once Metro Rail connected to LAX, and once the MetroRail system became a logical network with the Downtown Light Rail Connector.

Well, that's going to happen by 2022-24.  Perhaps it's the Olympics bid, perhaps it's a host of other factors, but that's going to happen.

But the system established by the Metro Long Range Transportation Plan requires a hard, tough prioritizing of projects that forces the regions of our large and balkanized county to work together.  In other words, if YOU want something for YOUR region, you had better be prepared to put up your dukes for the other regions' projects.

Because until those higher-ranked projects have to be paid for before YOUR project will be properly funded and constructed.

Right now we've got major parts of the county (particularly from the south and east) who want their own rail lines, and their major complaint about Measure M is that it doesn't go FAR enough to guarantee and expedite each region's rail lines.

Which sounds like there are quite a few battles and changes to be made on November 9th...but they can ONLY be fought until Measure M passes!

So while it would certainly be a fine and timely idea to have Mayor Garcetti, Westside Councilmember Mike Bonin, and other Metro leaders demand an expedited South Bay Cities Green Line, and an expedited Southeast Cities Light Rail Line ...

... and while it would certainly be a fine and timely idea to make those two rail lines a major talking point in the Hahn/Napolitano county supervisor race...

... it behooves our county to pass Measure M and let old screwups remain in the irrelevant dustbin of past failed ideas and misguided efforts.

... and on the day AFTER a passed Measure M, we can ALL put up our dukes together to demand federal and state matching grants to build the rest of our countywide rail network, after we've shown Washington,DC and Sacramento that we're willing to put our money where our collective mouth is.

 

(Ken Alpern is a Westside Village Zone Director and Board member of the Mar Vista Community Council (MVCC), previously co-chaired its Planning and Outreach Committees, and currently is Co-Chair of its MVCC Transportation/Infrastructure Committee. He is co-chair of the CD11Transportation Advisory Committee and chairs the nonprofit Transit Coalition, and can be reached at  [email protected]. He also co-chairs the grassroots Friends of the Green Line at www.fogl.us. The views expressed in this article are solely those of Mr. Alpern.)

-cw

 

 

 

 

 

 

 

 

 

Is California’s New Accountability Plan "Gobbledygook"?

EDUCATION POLITICS-Joe Mathews of KCRW's Zocalo thinks so. I listened to Mathews complain about California's new accountability plan today on Los Angeles' NPR affiliate. He said the new program, which gives feedback on multiple measures rather than API, is confusing and lacks coherence. 

He's missing the purpose of this shift. 

“People want simplicity (that test scores provide) but simplicity hasn’t gotten us very far,” said former State Superintendent of Public Instruction Bill Honig, in an Edsource interview.  “We really have to look at the breadth of what is going on.” 

If we encourage parents to choose a school based on a Yelp-like rating, we're encouraging a superficial look -- usually based on test scores. 

The new accountability plan aims to give parents a picture of many aspects of a school. That's important, because more and more research shows that test scores are a result of a lot that is beyond a school's control. 

Encouraging parents to look at the many aspects of the school is a good thing. 

Through most of the years of my children's education, schools were reduced to a single number. That meant that schools that were well-resourced, with students who were well supported at home and easy to teach, scored high, while those schools that served needier students scored lower.

Should I look only at schools with one type of student? No. Diversity is better than division.

Walgrove Elementary school in my neighborhood of Venice has had a stellar special education program whose families are embraced by the whole school community. It's a large part of the culture of the school. Consequently, special ed students come from all over. But this impacted the school's overall test scores for a while, making it look like there was a problem. One parent tried repeatedly to get the rating website GreatSchools.org to broaden its criteria, to no avail. I told LA Times columnist Steve Lopez about it, hoping he'd write about it. But he found it hard to believe that many parents really picked schools based on online ratings. (Isn't that almost sweet?) 

The new accountability plan gives a school like this a better chance of continuing to do its good work because it provides some context to parents. 

There's another reason the broader focus is better. The obsession with test scores pushed too many schools to narrow class offerings to what is tested. 

We want to help parents navigate, but we don't want to be overly simplistic. It's important we get it right, too. 

"All across the country people are paying attention to what California is doing,” Stanford's Linda Darling-Hammond recently said. 

What do you think? You can leave comments on Joe Mathew's story here: KCRW Zocalo

 

(Karen Wolfe is a public school parent, the Executive Director of PS Connect and an occasional contributor to CityWatch.) Prepped for CityWatch by Linda Abrams.

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