Measure M (Los Angeles County)
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| Measure M (Los Angeles County) | |
|---|---|
| Name | Measure M (Los Angeles County) |
| Title | Los Angeles County Traffic Improvement Plan and Expenditure Program |
| Date | November 8, 2016 |
| Outcome | Passed |
| Author | Los Angeles County Metropolitan Transportation Authority |
Measure M (Los Angeles County) was a 2016 ballot measure in Los Angeles County, California that increased the countywide sales tax to fund a multi-decade transportation investment plan. The measure amended local funding by extending and expanding a half-cent sales tax and created an additional half-cent sales tax dedicated to transit, roads, and active transportation over 40 years, with administration by regional agencies.
Background and proposal
Measure M originated from deliberations within the Los Angeles County Metropolitan Transportation Authority (commonly known as Metro) and grew out of prior ballot measures including Proposition A, Measure R (2008), and the long-range planning efforts of the Southern California Association of Governments. Proponents referenced regional plans such as the Sustainable Communities Strategy and linked investments to projects prioritized in the Long Range Transportation Plan (LACMTA), the 2012 Transportation Expenditure Plan, and coordination with Metrolink and the Los Angeles Department of Transportation. The campaign involved elected officials from Eric Garcetti, Hilda Solis, and members of the Los Angeles County Board of Supervisors who negotiated allocations with municipal leaders from Santa Monica, Long Beach, Pasadena, and Inglewood. Opponents raised concerns similar to those voiced during debates over Measure R (Los Angeles County) and earlier tax measures in California such as Proposition 1A (2008), arguing about prioritization and fiscal accountability.
Funding and revenue structure
Measure M's financing mechanism relied on a countywide increase in the sales tax administered through the California Department of Tax and Fee Administration and allocated by Metro under a Transportation Expenditure Plan. The measure combined an extension of the half-cent from Measure R (Los Angeles County) with a new half-cent, producing a total increment of one cent, and created a new local return for cities and the Los Angeles County Metropolitan Transportation Authority. Revenue forecasts referenced models used by the California Legislative Analyst's Office and were informed by ridership data from LA Metro Rail and farebox recovery statistics similar to those of Bay Area Rapid Transit and Metrolink. Bonding authority allowed Metro to issue debt instruments comparable to municipal bonds used by the Metropolitan Transportation Authority (New York) and the Chicago Transit Authority to accelerate capital projects. The plan specified allocations for bus rapid transit corridors, light rail extensions, highway assisted projects like those on Interstate 405, and active transportation networks to qualify for matching funds from state initiatives such as Senate Bill 1 (2017).
Planned projects and timeline
Measure M included a prioritized project list reflecting coordination with regional plans like the Los Angeles County Long Range Transportation Plan and partnerships with agencies such as Caltrans and Southern California Association of Governments. Major projects incorporated rail extensions serving neighborhoods near San Fernando Valley, the Crenshaw/LAX Transit Project complement, and dedicated bus lanes through corridors connecting to Union Station (Los Angeles), El Segundo, and Downtown Los Angeles. Timelines projected phased delivery over 10-, 20-, and 30-year periods with acceleration options funded by bond sales, drawing comparisons to delivery schedules seen in projects like the Second Avenue Subway and the San Francisco Central Subway. The plan also earmarked funds for local street repairs in municipalities such as Burbank, Pasadena, and Torrance, and for first/last-mile connections integrating bike share programs and Metro Bike Share infrastructure.
Governance and oversight
Administration of Measure M funds fell under Metro's board, composed of officials from the Los Angeles County Board of Supervisors, municipal leaders, and transit agency appointees, aligning oversight roles similar to those in the Metropolitan Transportation Authority (New York) and Port Authority of New York and New Jersey. The measure established audit provisions and independent oversight mechanisms reminiscent of practices recommended by the Government Accountability Office and included reporting requirements to state entities like the California State Auditor. Local return formulas were codified to ensure allocations to cities and the county, with provisions enabling project-specific agreements between Metro and partners including Los Angeles World Airports, Los Angeles County Department of Public Works, and regional transit operators such as Foothill Transit.
Campaigns and public response
The Measure M campaign featured coalitions of business groups like the Los Angeles Area Chamber of Commerce, labor unions such as the Service Employees International Union, and civic organizations including the Los Angeles Business Council, which contrasted with opposition from taxpayer advocacy groups comparable to Howard Jarvis Taxpayers Association critiques. Advertising expenditures mirrored large-scale ballot measure efforts seen in California politics, with endorsements from public figures including Antonio Villaraigosa and Karen Bass and skepticism from editorial boards of newspapers like the Los Angeles Times and commentary by broadcasters affiliated with KCRW. Public forums convened by civic bodies such as the Los Angeles City Council and community groups in neighborhoods like South Los Angeles and San Pedro highlighted debates over gentrification, displacement, and environmental justice concerns raised by organizations similar to Communities for a Better Environment.
Impact and projections
Analyses of Measure M projected increased capital investment leading to expanded transit service, reduced vehicle miles traveled, and potential shifts in regional development patterns akin to outcomes observed after San Francisco Bay Area Rapid Transit expansions and the London Crossrail program. Independent studies by universities such as the University of Southern California, California State University, Los Angeles, and think tanks like the RAND Corporation modeled benefits to freight movement through ports like the Port of Los Angeles and pollutant reductions tracked by the South Coast Air Quality Management District. Critics pointed to risks documented in municipal finance literature regarding revenue volatility during economic downturns, while supporters cited successful precedents from Measure R (Los Angeles County) and international examples like the Hong Kong MTR for integrated funding and operations. Overall, Measure M reshaped capital planning for regional transportation networks and influenced subsequent policy debates in California and metropolitan regions across the United States.