The Brief

Spring is here and so is wedding season — but what many people consider to be the ideal wedding may be changing.

Marriages have been on the decline, with the average marrying age rising to about 30 for men and 28 for women in the United States. With shifting values on marriage, a looming recession, and the ongoing recovery from the pandemic, a three-tiered cake and hundred-name guest list no longer reflect what many couples want and value.

Enter the micro wedding.

A bride and groom hike up a mountain trail in New Hampshire as part of their micro-wedding ceremony

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Emma Thurgood

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Courtesy Emma Thurgood

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What is a micro-wedding?

A micro wedding, or elopement ceremony, usually has between 25 to 50 guests, typically just close friends and family, and does not follow the standard wedding format. They can be as small as just the couple and the officiant or as individualized as a hike up a local mountain or time spent baking cookies after exchanging vows.

“In the industry, we sort of talk about weddings in a box, or wedding factories,” said Emma Thurgood, an elopement specialist who also plans micro-weddings. “I call them manufactured weddings, where you go to a venue, and the venue helps you plan the same wedding that they do for all their other couples. Elopements and micro weddings are outside of that kind of experience.”

Thurgood said that is what can be so special about a micro wedding: Couples can create a day that represents their relationship and interests.

Thurgood said that what really matters when planning a micro wedding is that the “experience for the day feels like it’s a true reflection of the couple.”

A bride and groom get married on a cliff overlooking the ocean in California

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Courtesy Jaime Trabert

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Unusual locations

Micro-weddings also tend to take place at unconventional locations. This is due in part to conventional wedding venues requiring guest minimums that do not accommodate for the smaller scale of a micro-wedding.

But this obstacle can also be an advantage when trying to create a unique and memorable experience.

“It's kind of turned a con of not being able to find micro wedding venues into a pro, because we're really looking outside the box and saying, ‘Hey, let's get married at a bowling alley or a bookstore’,” said Jaime Trabert, co-owner and founder of Our Little Wedding, a California-based micro-wedding planning agency.

Other venues include the couple’s backyard, a favorite restaurant, or a national park.

Although micro weddings and elopement ceremonies can be cheaper than their more traditional counterparts, the main draw is to have a tailor-made experience that prioritizes the couple.

“They like the idea that they don't have to spend as much on an elopement, but then also the money they do spend, they can allocate it to things that they care more about than just feeding and entertaining a hundred people,” said Thurgood.

A new perspective on marriage

According to Shane McMurray, CEO and founder of wedding research company the Wedding Report, the number of marriages in the U.S. has been declining since 1984.

McMurray said that micro weddings have been around for a while — though they’ve just recently become more popular, in large part due to the COVID-19 pandemic requiring large gatherings to be scaled back.

“I think that it goes back to what is the true purpose and sole intent of the event for those that wanted to be married,” said Sarah Beachkofsky-Moore, Executive Director for the Center for Low Country Hospitality Education at the University South Carolina, Buford. “Especially during the pandemic, you couldn't have a group of more than 10 together. So it truly made you narrow down who did you want to have where, and when, and for what purpose.”

Beachkofsky-Moore also said that the pandemic gave people the opportunity to reflect on their relationships and ideas of marriage.

More and more couples are choosing to live together prior to marriage, and younger generations may be viewing a walk down the aisle as an unnecessary affirmation of their commitment to one another — especially one that has such a steep price tag.

A small wedding ceremony in a national park in California

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Viera Photographics/Viera Photographics

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Courtesy Jaime Trabert

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According to a survey conducted by the Thriving Center of Psychology, 73% of Gen Z and Millennials say that weddings are too expensive. The average wedding costs about $35,000, according to The Knot’s 2023 Real Wedding Study.

And, as McMurray said, the easiest way to cut down on wedding costs is to cut out wedding guests.

Still, this new trend towards smaller ceremonies and weddings that forgo the traditional aesthetic and routine may have more to do with shifting perspectives on marriage and its value in today’s society.

Perspectives around marriage, especially amongst younger Millennials and Gen Z, have been shifting away from traditional ideals for a number of years now. According to that same survey by the Thriving Center of Psychology, 84% believe that marriage is not necessary for a fulfilling relationship.

“I think people are starting to feel that this kind of traditional American wedding is really performative and micro weddings are allowing people to kind of have a day that's more authentic to them,” said Trabert. “Freeing them up from any rules and expectations.”

Inside the micro-wedding industry

Despite a growing popularity in micro weddings, the percent of weddings that fall within the 25 to 50 guest range is roughly 15%, said McMurray. And for less than 25 guests, it's about 2%. According to McMurray, many weddings are still typically anywhere from 50 to 100 guests.

Although the number of micro-weddings is still in the minority, there is a budding industry dedicated to helping couples create these intimate ceremonies.

A couple kissing at the end of their micro-wedding ceremony

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Courtesy Jaime Trabert

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Trabert and her husband started out as wedding photographers with their own company Viera Photographics. They had been doing wedding photography for more than 15 years when the pandemic hit. Since most weddings during that time moved to micro weddings, Trabert and her husband decided to start their own wedding planning company focused on these more intimate ceremonies.

“It also had been an idea that we had had for a really long time, just kind of noticing a trend of couples on these big weddings, not really enjoying themselves and not really being able to be in the moment and enjoy their day,” said Trabert.

Our Little Wedding offers all-inclusive as well as partially inclusive wedding packages.

According to McMurray, photography and videography are one wedding expense that has gone up in the last few years.

This is also true of micro weddings, which is why so many professionals in this niche sector of the industry tend to be photographers. A challenge that comes up when trying to find resources for clients, said Thurgood, an elopement specialist, micro-wedding planner, and photographer based in New England.

A couple kissing after saying their vows in a small sitting room of an inn.

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Emma L Thurgood

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Courtesy Emma Thurgood

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Because micro-weddings go against the established standards of the industry, most wedding vendors and venues do not accommodate for elopements and micro weddings. Thurgood said that most venues, make-up artists, and caterers have a minimum headcount that often doesn’t suit the micro-wedding scale.

“It's a slow tide turn, but it is starting to happen where there are more resources to help couples plan weddings like that,” Thurgood said. “That's the biggest struggle I think couples face logistically.”

One-stop shopping

That's also why businesses in the industry like Thurgood's and Trabert's are often all-encompassing.

Thurgood officiates and legalizes her couples’ marriages herself, and Our Little Wedding offers officiants, make-up artists and floral arrangements.

“And that is in essence just to keep the wedding planning as simple and streamlined as possible for our clients,” said Angelina Apilado, lead wedding planner at Our Little Wedding, who said that wedding planning can be overwhelming.

However, micro weddings also offer some flexibility that traditional ceremonies don’t — namely the diversity of possible venues.

McMurray mentioned that the biggest disrupter to the wedding industry has been the shift from traditional ballrooms and banquet halls to more interesting locations: Think tops of mountains, middle of the woods, barns, rooftops, and sometimes schools.

Trabert noted that beyond venue space, micro weddings allow couples to get married sooner. And there could be a major benefit for the wedding industry as a whole, if venues start accommodating micro weddings on weekdays.

“We're working with these bigger venues to create packages that fit for micro weddings. And we do them on a Wednesday instead of a Saturday. So it helps not only the couples, but it helps the venues and their businesses as well,” said Trabert.

Possibly the biggest hurdle the industry faces is the traditional ideals of many outside the micro-wedding space.

Helping people plan these smaller ceremonies also means helping them navigate “the interpersonal drama that might arise,” as Thurgood put it — primarily from family and friends that want the pomp and circumstance.

Apilado said that the American wedding culture puts a lot of expectations on couples getting married.

“I think the biggest thing is emphasizing to these couples is that they don't have to feel like they have to do X, Y, and Z to have this perfect wedding,” said Apilado. “It is what they want and their partner want at the end of the day.”

The Los Angeles County Department of Public Health is warning the public of a potential measles exposure from someone who traveled through Union Station in Downtown Los Angeles earlier this month.

What happened

The unvaccinated passenger arrived at Union Station on Saturday, Sept. 12, by Amtrak train just after 7 a.m. and departed about four hours later on an Amtrak Thruway bus bound for Bakersfield.

People at Union Station during the exposure window of 8 a.m. to noon may be at risk of contracting measles seven to 21 days after exposure. The last day to monitor for symptoms is Oct. 3.

State health officials say the passenger was traveling on buses and trains through L.A. and at least five other California counties before leaving the state.

"This case, along with previous measles outbreaks in California this year, serve as reminders of the importance of vaccination against measles," said Dr. Rita Nguyen, assistant state public health officer. "Measles is one of the most contagious infections that can lead to severe lifelong consequences, including permanent brain damage, and can also be fatal, especially for children."

What to watch for

Symptoms of measles include fever, red, watery eyes, and a rash that usually develops several days after other symptoms and typically starts on the face.

As of Sept. 14, a total of 59 measles cases have been reported in California this year. In most cases, patients were unvaccinated or had unknown vaccination status.

Imagine a sprawling network of roomy bike lanes, generously landscaped to calm relentless traffic. Think Amsterdam with newer buildings and fewer waterways. That’s been Long Beach’s goal anyway.

Instead of wide post-war boulevards, roads would become slower and leaner, transforming Long Beach into a top-five global cycling city, said former city traffic engineer Paul Van Dyk. “Some of that is tongue-in-cheek, but if you shoot for the moon you land in the stars.”

Long Beach has been working toward this vision since it adopted its bicycle master plan 25 years ago, now with mounting urgency as auto-related fatalities rise. The biggest project so far – the Studebaker Road Transformation Project – is bringing this vision to the doorstep of Studebaker Road residents.

It has drawn mixed reviews.

'The intent of the design is malicious'

“The intent of the design is malicious — it’s immoral,” said Joey Schilling, who drives the road six days a week and wrote a social media post criticizing the project that drew almost 1,000 comments. ”It’s people who do not use the road trying to tell other people how to use the road.”

Amid red cones and barriers, a woman and her dogs navigate the construction zones at Studebaker Road and Willow Street in Long Beach on Friday, Sept. 4, 2026. Photo by Thomas R. Cordova.The $65 million project runs over five miles from Second Street all the way up to Carson Street. It includes bike lanes, greenways and stonescape with fiber-optic cable running underneath. It is crucial to the city’s long-term plan of knitting together 300 miles of bikeways by 2040 to bring bicycle culture to Long Beach, as well as create safer streets.

The massive project funded from 13 federal, state and local agencies, gives a glimpse of what’s to come for Long Beach thoroughfares. The Clark Avenue work is in progress. Pacific Avenue and Orange Avenue “backbone” plans are on deck. Now Studebaker Road, the biggest, longest and most expensive, is well underway, spending the most dollars and, arguably, drawing the most resident anger.

Schilling, who lives near Studebaker Road actually does ride his bike to work in Seal Beach and said he is OK with bike lanes in general. However, he says the project is not practical in a community where he says most drive to work. “It’s not a reasonable solution. It’s not even for the greater good, that would be to appease the 95 percent who use their cars. The cost and the benefit do not match up. The cost is too high, the benefit too low.”

Wider lanes, sturdier medians

The Studebaker project features raised bus stops and wider bike lanes than have been seen previously. No more flimsy bollards separating bikes from cars, said Van Dyk, the city traffic engineer who helped usher in the bikeway and traffic-calming street plan before he went on to consult on other urban bike projects.

The green bollards seen on Bellflower Boulevard and Studebaker before the redo often get hit by cars and can resemble thick blades of stomped grass. “People do not like the way they look, and I agree with their frustrations,” said Van Dyk. “That’s why we moved towards those concrete medians.“ He said planners “learned a lot of lessons along the way.”

Studebaker will feature roomier bike lanes – 9 feet wide compared with the old 6-foot-across version. Wider lanes will allow riders to travel two abreast for a better ride, Van Dyk said. It also makes them easier to clean. Debris-filled lanes are a sore spot with bikers.

The old bike lane sweeper the city used to clean narrow paths was notoriously difficult to move and use. (Fourth District Councilmember Daryl Supernaw joked that sightings of the small sweepers were less frequent than Bigfoot.) But a regular street sweeper can get into the broader lanes where it can’t on Broadway and Bellflower south of Atherton. (They actually set a street sweeper in a bike lane before planning and pouring the concrete to make sure it would fit.) Still, protected bike lanes are harder to clean than lanes merely separated by paint and “swept” by passing cars.

David Raslevich, a 41-year-old cyclist who frequently rides on the new lanes on Clark, said he has noticed branches, leaves and other debris. “I feel safer riding with the traffic, because they (cars) move debris out of the way for you.”

Buses stop in traffic, not turnouts

One new component of Studebaker and the other newer lanes are raised bus stops. The new stops designed to accommodate bikes and buses are about five inches off the ground and separated from the road by a curb. Buses will stop in the No. 2 lane, halting traffic behind them, and pick up passengers, instead of easing out of a bus turnout.

Van Dyk said that change evolved from talks with Long Beach Transit, which revealed that buses would sometimes get hit when pulling into traffic. Planners reasoned it’s better to have cars waiting for a bus to pick up passengers instead of forcing a bus waiting to pull into the No. 2 lane.

“It’s math my second grader can do: What’s better, 40 people on a bus wait or four people in cars,” Van Dyke said. “Which is the greatest cost to society? The bus is going to be more efficient.” He also contends the new system is safe; there is less ambiguity as a bus will slow down in front of a car, so the car would be more likely to stop instead of zipping around a protruding bus bumper.

It is too early to know how this plan will play out – the new bus lane curbs on Clark show missing chunks already from drivers that likely didn’t see them. Raslevich said he has seen cars turn into the curb by the raised bus stop. “They don’t know that there’s an island there, so they’re hitting that island, pretty much daily.”

Councilman Supernaw, whose district encompasses the $65 million project, had reservations about the price tag before ultimately supporting it.

'All anyone asked for is a repave'

“All anyone asked for is a repave, to get rid of potholes and have a smooth surface to drive on,” Supernaw said. “Should we just forgo the bike lanes and do a straight repave? The answer was no, we wanna use the grant money for the bike lanes.”

The city saw it as a grander vision, weaving together a puzzle of state and federal grants along with $8.5 million in local sales tax money for new transit stops, sidewalks and curb ramps that improve how all people can move through the city.

“It’s not just ‘I wanna ride a bike for fun.’ People need it to get to work,” said Jocelin Padilla, a spokesperson for the city’s Public Works Department.

'Communication via spraypaint'

A series of community meetings were held in 2024, drawing limited feedback. But when residents later saw painted pavement markings showing the planned curbs and bike lines, “they got involved in a big way,” Supernaw said.

“We call this communication via spraypaint,” said Supernaw. “Constituents see lines marked out and contact the council office.”

Aside from the cost and the bus islands, some residents are frustrated by the execution. Leslie Goldman, who lives near Studebaker and Stearns, said large piles of dirt – at times higher than cars – have blocked residents from crossing the street or seeing oncoming traffic. Some concerns were addressed, including a bus shelter that was added due to feedback from residents.

“We’re not saying we don’t want construction done ever, that’s life in the big city,” she said. But Goldman contends the “assembly line” construction approach, as opposed to the work done in shorter phases, is leading to more “noise, vibration, dust, traffic, blind spots, trash, roadblocks, … All at sporadic intervals unknown to residents. It’s not just an inconvenience, it’s a hardship.”

A 'once-in-a-generation' timeline

Padilla of Public Works acknowledged the hardship, but said the benefits would outweigh the short-term pain. She said doing the work in shorter segments would increase costs and project timelines – not a good thing when it needs to be finished by the Olympics. “This is a once-in-a-generation project,” she said.

Not all residents are wary. “Studebaker is gonna be awesome when it’s done,” said Dan Olsen, who lives near Studebaker and Atherton. “It’s new, it’s fresh, the neighborhood is going to benefit. It’s been a total pothole disaster for so long. … Even though there are catches and hooks, it’s still worth it.”

Long Beach still isn't Amsterdam

Long Beach is not yet Amsterdam; it’s still a patchwork of protected lanes and unprotected ones of varying degrees of newness. But Studebaker should be done in 2027. Pacific Avenue and Orange Avenue are next. The bike lanes and streets won’t uniformly connect, but there will be more of them – Artesia Boulevard to service Jordan High, Clark Avenue near Long Beach City College and now Studebaker. “Long Beach’s cycling network is reaching critical mass,” Van Dyk said.

Van Dyk and other bike proponents say it’s a long game. Amsterdam itself was car-dominated until the 1970s when the Stop de Kindermoord movement was launched in response to the high number of child deaths. “It’s a generational effort; it took multiple generations to give us the infrastructure we have today,” he said.

Will any of this make the streets safer?

Will they help make transportation safer for cars and bikes? The city racked up 53 traffic deaths in 2025, the highest in a decade, and 32 bike/pedestrian and e-scooter deaths. This year has seen 36 traffic deaths through mid-September. The city is also trying other tools; speed cameras are being installed, and tickets will go out this fall.

It’s not yet any safer to ride through Long Beach than it was 10 years ago, “but it’s not safer to do anything in Long Beach,” said Kurt Canfield, a cyclist and organizer for Car Lite Long Beach, a bike advocacy organization. He often rides the Broadway bike path, which he considers a success despite debris in the lane and other issues.

“They wanna bike, they wanna walk, people are driving 300 horsepower crossovers. We’re in conflict for the same space,” he said. “But this infrastructure gives us the ability to be safer.”

A grand piano, hauled in on a Ford F-350, will make its way next weekend to Griffith Park.

Then, right below the Hollywood sign, the flatbed will unfold into a stage for a recital by pianist Hunter Noack, who has played everywhere from Yosemite Valley to Joshua Tree National Park.

His Sept. 26 and 27 performances are all part of In a Landscape: Classical Music in the Wild, organized in partnership with the nonprofit Trust for Public Land. (The show is sold out, but you can sign up for the waitlist.)

For a decade, Noack has hauled his Steinway — the same model used at Carnegie Hall — through rough terrain to perform in unusual places: 370 concerts and counting.

The piano has survived fire, wind and 112-degree heat

"We've had the piano lid be ripped off by the wind. We've had the piano trailer tires catch fire on Highway 1. We've almost driven off the side of Mount Bachelor. We've played in 112-degree heat and negative 2 degrees in the winter," Noack said. And the piano has come out unscathed, including after it was towed down the washboard gravel along Schweitzer Mountain in Idaho — the only thing that happened was that it went out of tune.

How the show actually works

Among the pieces on the program at Griffith Park is "Nature Boy," the song Eden Ahbez wrote while living outdoors under the first L of the Hollywood sign. The song was later made famous by Nat King Cole.

Audiences at the Griffith Park show will be provided with wireless headphones for concert-hall quality sound, he said. "Some people just set up their picnic chairs or blankets right near the stage. Other people lay down," Noack said. "When there's so much else that's happening visually ... the music kind of automatically becomes a soundtrack, and we all get to experience that together."

The philosophy behind the series' name

The series is named after "In a Landscape," a piece by John Cage, who believed any sound could be music — even "somebody crinkling on a bag of chips," Noack said.

During his first show in 2016 at the Columbia River Gorge, Noack was midway through a soft Schumann piece about a delicate flower when 40 Harley-Davidsons on a memorial ride rolled up and circled the piano.

Rather than pack it in, he answered with Frederic Rzewski's "Winnsboro Cotton Mill Blues," a piece built to mimic the aggressive clatter of a cotton mill. "It was a conversation between the piano and these roaring Harleys," he said.

California saw the largest share of immigration arrests of people from Asian countries during the first 18 months of President Trump’s second term, a new tracker shows.

More than 25% of arrests by Immigration and Customs Enforcement agents took place in California, home to the country's largest Asian population, followed by Texas and New York.

The findings come from the new Asian and Pacific Islander ICE Tracker launched by Stop AAPI Hate.

These communities are often missing from the national debate over immigration enforcement, said Cynthia Choi, co-founder of Stop AAPI Hate during a briefing on the tracker.

“Asian and Pacific Islander communities deserve better than to be an afterthought in this crisis," Choi said. With the tracker, "we are aiming to ensure we cannot be ignored any longer."

The data shows that ICE actions targeting Asian immigrants rose much faster than enforcement against groups overall between January 2025 and August 2026.

Arrests were up 436% compared to a similar time period during the Biden administration; detentions up by 512%; deportations up by more than 1,100%.

The number of arrests peaked this past July with 1,950 recorded nationwide.

In California, there have been more than 5,300 arrests of Asian immigrants and more than 11,400 detention stints, which includes separate stays at different facilities during a single detention.

As for deportations, they were not broken down by state.

The largest numbers involved people from India and China, the countries of origin for the largest Asian immigrant populations in the U.S.

Stephanie Chan, Stop AAPI Hate’s director of data and research, noted that a rise in anti-Indian rhetoric centered on H1-B visa holders and truck drivers.

"You see a lot of elected officials saying things like, 'Indians are coming to take the jobs,'" Chan said.

Researchers also found that people from smaller communities — such as those from Laos and Uzbekistan — were arrested at rates far disproportionate to their share of the Asian noncitizen population.

The tracker draws from ICE records obtained through public-records requests by the Deportation Data Project at UCLA and UC Berkeley.

Leaders at Stop AAPI Hate said the Trump administration's immigration crackdown is not only harming the people being swept up by ICE. Chan said the group’s annual survey of Asian Americans and Pacific Islanders found more than half have felt the effects.

“That includes things like fearing that their status will be questioned,” Chan said. “That they will be arrested, detained, or deported.”

Choi drew parallels with how Asian Americans were scapegoated during the COVID-19 pandemic.

U.S. Rep. Ro Khanna, a California Democrat who joined the briefing on the tracker, said the findings felt "very personal" because of the state’s large share of arrests.

A member of the Republican-led congressional China Committee focused on U.S. competition with the Chinese government, Khanna predicted Democrats would win the mid-terms and shift the tone of that panel.

"It's going to be much more about a celebration of Asian Americans — and documenting that — than the demonization of other countries," Khanna said.