When is antonio villaraigosa term up

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Former Mayor Antonio Villaraigosa and then-Lt. By Dakota Smith Staff Writer. The former L. He currently serves as co-chair of Mercury Public Affairs, a public strategy and lobbying firm with clients who have business before City Hall.

Asked this week if he is angling for the interim mayor post, he too declined to speculate. If Garcetti leaves before the end of his term, the City Council has the power to formally appoint an interim mayor or call a special election to choose a replacement to serve out his term.

Until an interim mayor is appointed or elected, Martinez would serve as acting mayor. Buscaino spokesman Branimir Kvartuc said neither his office nor the campaign sought legal advice on Villaraigosa.

A representative for Martinez declined to weigh in on the prospects of a Villaraigosa appointment. The L. Times holiday gift guide. Newsom returns to public eye after sudden absence sparked social media speculation.

Colonialism, power and race. Inside California ethnic studies classes. I'd want to take on the challenges. I'd want to make sure that we're rowing in the same direction to address these really big issues facing us. If Villaraigosa is chosen to be interim mayor, he would make history as the first person to lead the city twice. If given that opportunity, the former mayor said he would not be shy in taking action immediately. Share this page Follow Ballotpedia.

What's on your ballot? Jump to: navigation , search. This page was current at the end of the individual's last campaign covered by Ballotpedia. Please contact us with any updates. Antonio Villaraigosa. Democratic Party. Campaign website. Personal website. Personal Facebook.

Personal Twitter. Email editor ballotpedia. General election for Governor of California. Nonpartisan primary for Governor of California. But recent numbers confirm that not every area of the state is doing quite that well. Hollywood could not have scripted a better foil for California than President Trump. It is essentially a political press release. Adjust the gas tax. The federal gas tax should be maintained, not replaced.

It should be adjusted for inflation immediately, converted to a percentage tax on sale price, and indexed in the future. Both the inflation adjustment and future increases could be phased in incrementally. An important advantage of maintaining a gas tax is that it will incentivize fuel efficiency and lower mobile-source emissions and greenhouse gases without heavy-handed regulations on the vehicles used by individuals and companies.

Implement a vehicle-miles traveled tax. Because of their weight and frequent usage, large vehicles such as trucks are responsible for more of the wear and tear on our highway system. In the name of fairness, larger vehicles should bear more of the costs of maintaining that system, and this can be accomplished by using a tax that is based on usage and vehicle weight.

Although revenue could be collected by the federal government, it should be returned to either the states or larger local governments. These entities would use the revenue first for highway maintenance and repair and then for the implementation of policies that reduce vehicle impacts on highways, such as the expansion of public transit.

The reason revenue should be returned to larger counties or regional transportation agencies is that these entities frequently represent more population than many states.

For example, the County of Los Angeles alone is larger in population than all but eight states. Revise the federal formulas for allocating funds. The formulas currently used by the federal government to allocate transportation funding should be reformed to ensure that more revenue flows to the larger counties or regional transportation agencies.

This would eliminate the current two-step process and create better funding certainty for these jurisdictions. Relying on rational criteria, policymakers should set the population threshold for these revised allocation formulas.

Extend the authorization bill. Transportation infrastructure typically takes 10 or more years to plan, complete environmental review, procure, design and build, but the current practice is for surface transportation bills to cover six years.

Transportation bills should have a year duration with periodic extensions of time and funding. For example, an initial authorization bill could cover federal fiscal years —27, then in Congress could extend the bill through , and so on. Making this change would provide state and local governments with the funding certainty and predictability so that they can plan and deliver their transportation investments accordingly.

Approve tax credit bonds. Tax credit bonds with percent interest rate subsidies should be approved and a streamlined federal system for approving such bonds set up. This program would allow state and local governments to issue municipal bonds to pay for transportation infrastructure construction without incurring borrowing costs.

This approach encourages other government agencies to commit local funding for investments and enables entities with multiyear revenue streams such as a transportation sales tax to accelerate their programs to deliver services faster.

Because the federal subsidy is paid to bondholders in the form of a tax credit, no congressional appropriation is needed, but there still would be a federal cost in the form of reduced tax revenue. This approach has already been adopted by Congress, first in the Recovery Act, with a 35 percent subsidy for transportation-oriented Build America Bonds, but also in the precedent-setting percent subsidy for qualified school construction bonds.

Introduce congestion pricing. Congestion pricing has been used successfully in major cities such as London, Singapore and Stockholm to reduce congestion and improve traffic flow. Congress should authorize states, cities, counties and special-purpose agencies to implement cordon- and facility-congestion pricing in their jurisdictions.

Implementation of such programs would require approval of the relevant nonfederal jurisdictions involved. Federal law should mandate that all revenue from congestion pricing be used for improving the transportation system.

And there are other policy areas to consider. Environmental review. For projects requiring federal review and approval under the National Environmental Protection Act, states that have adopted equivalent or more-stringent processes, such as the California Environmental Quality Act, should be authorized to use their state process in lieu of the federal process.

Currently, in states like California, agencies complete two essentially identical yet distinct environmental reviews. This policy would authorize the Department of Transportation to evaluate state environmental processes and determine which states and their respective local governments can use their environmental review process.

This would accelerate project development and reduce the burden on federal agencies while ensuring a consistent environmental process. Local hiring. State and local government should be allowed to set local hiring requirements proportional to the nonfederal portion of project funding.

Current federal law prohibits this practice for any transportation project receiving any federal funding. This change would encourage local revenue commitments because taxpayers would know that local taxes paid for transportation construction would be returned to their community.

Transportation safety. Congress and the appropriate federal agencies should adopt common-sense safety recommendations made by the National Transportation Safety Board. For example, while the board had been calling for positive train control for 45 years, it took 25 deaths and injuries in a commuter rail-freight crash in Chatsworth, California, in to put in place a mandate for cutting-edge collision avoidance technology on all freight and commuter rail systems.

The opposition to such mandates stems from the system cost and lack of available funding in many jurisdictions and, indeed, the deadline to install the controls on all systems has been pushed back from to To help local jurisdictions quickly implement board recommendations, a federal short-term bridge funding program should be made available, followed by long-term funding through congressional authorization and appropriation.

This approach would ensure that vital safety enhancements are made as quickly as possible. Mandelman for supervisor. Eastin for governor. Any inconsistencies are attributable to the original source. California's current delegation to the United States Congress. Dianne Feinstein D. Alex Padilla D. District 1. Jared Huffman D. John Garamendi D. Tom McClintock R. Mike Thompson D.

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