The Brief

The 40-foot-long parade float dwarfed volunteer Darlene Leyba as she attached flowers to bald spots of exposed wire mesh. As per Rose Parade rules, every inch of the float must be decorated with only natural, organic materials.

Blue waves sweep up into the tailfeathers of the design's symbolic centerpiece:

"A phoenix, rising," the 76-year-old described, looking up at the representation of the mythical bird born from ashes. "And that's how we all feel, that we're going to rise above this and rebuild and bring back our communities."

Nearly a year ago, the Eaton Fire tore through whole neighborhoods including Leyba's, leaving behind an ashy forest of chimneys not far from the parade route, just one week after the 2025 New Year's Day celebration. The grandstand was still up, covered in windblown debris as Leyba's home burned down.

"I told the kids, pack an overnight bag, we'll be back tomorrow," she remembered. "We never came back, and we never said goodbye to our home."

But she's finding her community again through work on the float, which is decorated entirely by fire survivors.

The Rose Parade is a New Year's Day tradition for millions of viewers who tune in on TV to see the creative displays of Southern California's natural bounty roll through the streets of Pasadena. For locals, it has long been a point of pride to be included among the many float crews, marching bands, and equestrian performers that have participated in the event since the first Tournament of Roses in 1890.

Darlene Leyba plans to rebuild her home, which burned in the Eaton Fire. "Altadena's home," she says. "We want to be back." In the meantime, she is honored to represent her community by working on the float.

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"I'm going, my God, I'm representing Altadena, all these people who have lost their homes and live in the community," marveled Leyba. "So, it's an honor."

"It's really kind of a living memorial of beautiful flowers and organic material, in a very LA experience that the world is watching," said Miguel Santana, CEO of California Community Foundation, a charity organization that funds wildfire recovery and sponsored the float.

Santana said many survivors are having a tough time as the anniversary of the fires approaches.

"People are really starting to feel a real mental breakdown," he said. "Folks are really struggling to navigate an insurance system that is failing them. For many people, the fact that the federal government hasn't provided the relief that it has for other natural disasters around the country, they're struggling."

In addition to reminding the nation of the ongoing need for assistance, Santana hoped the float would be a healing way to bring survivors together and create something beautiful to mark the moment.

"One person shared today that this is the first event that he's attended following the fires," Santana recalled. "He had lost his sister and was reluctant to go to anything, but because the Rose Parade is such a part of his own life being from Altadena, it felt right."

That survivor decorated one of 31 sunflowers; each represents someone who died in the fires. During construction in the float barn, the honor of installing the sunflowers was reserved for surviving friends and family, many of whom shared stories of their loved ones as they worked.

Each sunflower represents one of the 31 people who died in the Palisades and Eaton fires.

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"We're hoping that, even for just one day, when they see that float going down a street that they're all familiar with, that they know that the world does care about them, that they're not alone in their journey of grief," says Santana.

"At first, it was very taxing to be around people," said Myra Berg, a survivor of the Palisades Fire. "But when I look around me and see other people who have lost their homes or who have smoke damage, I want to help."

Berg said she liked being up high in the scaffolds, working on the phoenix.

"I enjoyed the hell out of it!"

Like many of the volunteers, it's not the only construction project she's got going on right now — she hopes to have her Malibu home rebuilt around this time next year — but the speed at which the float has come together is gratifying compared to the slow pace of permitting and rebuilding a house.

"Another reporter asked if working on the float has been therapeutic. And I thought, 'Oh, therapeutic! I'm moving forward at this point," Berg jokes.

"I think it's good for the world to know that there is something that honors the survivors and the victims. People forget that these things happen. It's a nice way to reach out and say, 'Yes, we're ok. Thank you.'"

Copyright 2026 NPR

The Los Angeles Metro Board unanimously voted Thursday to proceed with developing a 14-mile-long subway under the Santa Monica Mountains. It’s one of the first significant steps in what city and county leaders are describing as the region's most consequential transit project and perhaps one of the most important in the country.

Metro staff said in a report to its board that it has secured funding through county tax measures for about 14% of the $24.2 billion it’s preliminarily estimated to cost to build the route, which will involve extensive tunneling. They added the cost estimate would be updated as further refinements are made, but having this amount of funding secured is “not uncommon” for projects early on in development.

Still, leaders underscored that while the need for a rail link between the Valley and Westside couldn’t be overstated, staff for the countywide transportation agency should remain mindful of financial constraints and push for cost reductions through the next several years before shovels hit the ground.

“Ambition matters, dreaming big matters, but honesty matters too,” L.A. City Councilmember Katy Yaroslavsky, who also is a member of the Metro Board, said during Thursday’s meeting. “We can't afford to approve transformative projects without being clear about the path to funding and delivery.”

The price tag certainly is “eye-popping” and Metro’s “largest project to date,” as Ray Sosa, the chief planning officer for the agency, recently wrote in an op-ed about the project.

With today’s vote progressing the project, the Metro Board enthusiastically endorsed the investment, for now, in theory.

The project and selected route 

The Sepulveda Transit Corridor, as the project is known, was conceived to relieve Angelenos of the sometimes 90-minute drive between the Valley and Westside via the 405 Freeway, provide a crucial artery to connect with other regional rail and bus routes and link residential areas to job centers.

In June 2025, Metro released its draft environmental review of five different subway and monorail options. Of the more than 8,000 public comments Metro received, fewer than 70 expressed opposition to the project as a whole, according to agency staff.

Metro staff in January published its recommendation to move forward with further study of a modified version of one of the subway options.

That’s what the transportation agency’s board approved Thursday.

The route is projected to see as many as 124,000 rides per day and reduce the total amount people would otherwise travel by car by nearly 800,000 miles a day.

An end-to-end trip on the proposed route between Valley and the Westside is slated to take 20 minutes, with trains arriving every 2.5 minutes at peak times.

The 405 Freeway during rush hour March 10, 2022, in Los Angeles.

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Station locations for the proposed train would connect to the Metro D, E and East San Fernando Valley rail lines, the Metrolink stop in Van Nuys and also the G bus rapid-transit line. Crucially, the route also will stop at UCLA, which over the years had become a non-negotiable necessity among students and other advocates of the train.

“Higher education deserves to be easily accessible for everyone,” Mariela Diaz, a UCLA commuter student who described herself as low income, said at the meeting Thursday. “Future UCLA students deserve to have their first on-campus station.”

As it’s currently planned, there wouldn’t be a stop providing direct access to the Getty Center, for which the museum had been publicly campaigning.

L.A. Mayor Karen Bass, who has a seat on the Metro Board, asked Thursday that agency staff report back on “transportation alternatives to address fast and last-minute connections to the Getty Center.”

The proposed route would run from Van Nuys to the Westside.

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Report details economic benefits 

A report from the Los Angeles County Economic Development Corporation details how construction would generate as much as $40 billion in economic output and spur more than $16 billion in labor income countywide.

You can read the full report, commissioned by L.A. City Councilmember Nithya Raman’s office, here. 

Leaders urge continued engagement and not to compromise on vision 

Today’s vote directed Metro staff to focus on the proposed route for forthcoming technical and environmental analyses and clearances, as well as to further refine design and cost estimates.

There also will be continued community engagement.

Yaroslavsky amended the item the board approved Thursday to include language asking Metro staff to, among other tasks, report back on a community engagement plan focused on the communities that might be impacted by tunneling or construction and to maintain a publicly accessible outreach calendar.

Metro’s final environmental documents, which will be the culmination of the continued engagement and study, will be subject to future approval from the board.

Los Angeles City Councilmember and Metro Board member Katy Yaroslavsky advocated for continued community engagement as the countywide transportation agency pursues the Sepulveda Transit Corridor project.

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When construction starts, the focus will first be on the middle segment of the train running from the G-line stop in Van Nuys to the future D-line stop in Westwood.

The additional segments on the north and south sides of the route would be built afterward.

Councilmember Imelda Padilla, who also is on the Metro Board, urged that the full route be built as envisioned.

“Phasing is a given, but the true value of this line will not be realized until it is fully built out,” Padilla said.

The Port of Los Angeles reported another standout year in 2025, handling 10.2 million container units and being the busiest port in the country for the 26th year in a row, despite industry challenges.

“2025 was a year like no other, from accelerated dips in volume to record highs,” Gene Seroka, executive director at the Port of Los Angeles, said. “It truly was a roller coaster.”

The highlights came at the annual State of the Port in San Pedro on Thursday. It was also the first State of the Port since the Trump administration adopted its tariff and trade policies.

Seroka laid out a vision for the upcoming year that included expanding the port and reaffirming its environmental commitments

“We are moving more cargo than ever before with the lowest pollution footprint on record for every container shipped,” Seroka said.

The Port of L.A. is in an agreement with the South Coast Air Quality Management District and the Port of Long Beach to achieve zero-emission operations at both ports. The ports also adopted the Clean Air Action Plan in 2006, which has since cut overall emissions of diesel particulate matter by 90% and nitrogen oxides by 73%, according to the Port of L.A.

The past 12 months marked a volatile year for the port amid changing tariffs, according to Seroka.

“The global trade map is being redrawn," he said. "Shifting trade policies are creating uncertainty and volatility, and the maritime supply chain is at the center of it all. But here's what hasn't changed: Cargo remains the lifeblood of the US economy.”

In July, Port of L.A. officials reported import traffic jumping to 32% in June compared to the month prior. The yo-yoing volume came as many customers tried to get in as much as they could in response to the tariffs.

Seroka said to meet the demands of tomorrow, the Port of L.A. needs to build bigger, smarter and more sustainably.

Pier 500 and the Maritime Support Facility are part of the port’s plan to boost capacity and improve efficiency.

Another essential part of building smarter, Seroka added, is the Vincent Thomas Bridge.

“The bridge needs redecking to make it safer for the 50,000 vehicles that cross it daily, but here's the bigger issue,” Seroka said. “We also need to raise it or replace it to unlock our full capacity north of the bridge.”

Plans to raise the bridge during the redecking project, however, were nixed last November by the state’s transportation agency, according to the L.A. Times.

Seroka said the port was working with the governor's office and California Transportation officials to establish a formal partnership exploring all options, which could include building a new crossing.

Among other future projects, the port is looking to break ground on the Avalon Pedestrian Bridge next month to connect visitors to the new Wilmington Waterfront Promenade.

Before it passed last year, a major new California housing law that allows more apartments near public transit stops faced stiff opposition from Los Angeles politicians.

L.A. elected leaders are continuing to fight it, arguing the law jeopardizes efforts to expand local transportation infrastructure.

The latest round of resistance comes from the L.A. Metro Board of Directors, which voted Thursday to formally oppose local implementation of the law, SB 79. The only members who declined to join in opposition were L.A. County Supervisors Janice Hahn and Lindsey Horvath.

The transit agency recently published a staff report that recommended the board stand against a bill that seeks to clarify certain points on how SB 79 will be implemented.

The Metro staff report went beyond asking for technical tweaks to the legislation. One of its suggestions called for “exempting Los Angeles County from SB 79.” Another recommendation suggested “limiting the bill’s applicability to the Bay Area as a pilot project.”

‘Absolutely ridiculous’ say housing proponents

Advocates for more housing development said that seeking to override the law, which takes effect July 1, would be counterproductive for L.A.’s troubled transit agency. They said resisting new housing will reduce the number of riders living within walking distance of a Metro stop.

Azeen Khanmalek — executive director of Abundant Housing L.A., a co-sponsor of SB 79 — called the report’s recommendations “absolutely ridiculous.”

“We can't just continue this recalcitrant opposition in perpetuity,” Khanmalek said. “We really hope Metro is on board and wants more riders near their transit stations.”

But Metro’s Board of Directors is made up of elected leaders who have, in some cases, already made their positions on SB 79 clear.

Before Gov. Gavin Newsom signed the law in October, L.A. Mayor Karen Bass asked him to veto it.

Two other board members, L.A. City Councilmembers Katy Yaroslavsky and Imelda Padilla, voted with a slim majority of the council last year to oppose SB 79.

Metro says law will boost transit opposition

About three-quarters of all residential land in incorporated L.A. County is zoned for single-family homes. But under SB 79, some of those neighborhoods could now be eligible for dense apartment buildings, as long as they lie within a half-mile of a major transit stop.

The Metro staff report said SB 79 could harm the transit agency’s expansion goals by galvanizing housing opponents against new light rail stations and dedicated bus lanes.

“SB 79 has become a catalyst for local opposition to Metro’s transit projects,” the report said. “By linking increased housing density to both existing and future transit investments, the law has intensified resistance from some cities and community groups that now view new transit projects as a trigger for state-mandated upzoning.”

Asking for tweaks, or total exemption?

The report also called on state lawmakers to clarify the term “light rail transit,” which could affect how SB 79 will apply to neighborhoods around Metro’s A, C, E and K rail lines.

At an earlier Metro meeting, Board Vice Chair Jacquelyn Dupont-Walker supported calls to carve L.A. County out of the law.

“We’ve found that the effort to have one-size-fits all planning didn’t work,” she said. “It is ingenious to suggest that any modifications be tested in the Bay Area first.”

Hahn said she supported asking for more moderate amendments to the SB 79 clean-up bill, SB 677, but she did not think lawmakers would take seriously calls for a countywide exemption.

“It doesn’t feel like we’re willing to dialogue,” Hahn said. “I would just like to see some amendments that feel a little bit more realistic.”

Every Sunday, crispy waffles, breakfast “stanwiches” and a wagyu pastrami brisket on rye await you at Stanley's, a to-go window on Fountain Avenue in Hollywood.

Michelin-starred chef Michael Tang has worked in renowned kitchens like Leopardo in Los Angeles and Quince and Saison in the Bay Area. But now he’s bringing fine-dining technique to nostalgic diner fare at his new pop-up, creating food that's, as he puts it, "approachable instead of esoteric."

The self-funded operation, which is named after his father, is all about embracing constraints: a to-go format, less expensive equipment, and tighter margins. For Tang, those limitations became creative fuel.

"I'm figuring out my voice and developing a style," he said.

The food: technique meets nostalgia

Tang has been obsessed with creating the perfect waffle for two years, aiming for something "fully crispy outside, moist inside, not overly dense." The result is a hybrid that borrows from Belgian Liège-style waffles, studded with pearl sugar that caramelizes on the hot iron, while using an American-style batter rather than dough, resulting in a lighter texture.

When I tried it recently, it was sweet and eggy, with the caramelized sugar creating pockets of crunch along crispy edges. It costs $5, yet comes with French Bordier maple butter. "Why serve something that doesn't taste special?" he said.

Meanwhile, for his $13 pastrami sandwich, he makes the pastrami himself, taking on a challenge others avoid. "The fridge space is insane for pastrami production," he said — one reason most restaurants outsource to specialty purveyors.

Stanley's pastrami sandwich: eight-day Tajima Wagyu brisket on Bub and Grandma's sourdough.

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His eight-day process starts with Tajima Wagyu brisket, brined to season the meat evenly without over-curing. After brining, he applies a custom spice blend, then smokes it over California red oak and almond wood.

The effort shows. Served on Bub and Grandma's sourdough, Tang offers fatty or lean slices — I asked for both. I'm picky about pastrami in Los Angeles (it's hard to nail unless you're Langer's), but Stanley's version delivers: meaty, flavorful, with a proper fat ratio that doesn't turn greasy.

Tang also offers a vegan pastrami made from celery root, which takes four days instead of eight because vegetables are more porous. The choice wasn't random: celery root, apple, and horseradish, topped with a miso mustard that adds brightness, pairing well with the pastrami spices. I sampled it alongside the Wagyu version — it was delicious and substantial enough to satisfy anyone, vegan or not.

The sleeper hit

But the revelation came from an item Tang recommended I try: the Shumai Slam, also $13. The shrimp-and-pork croquette on a Martin's potato roll didn't initially catch my eye — until I noticed the steamed egg.

The Shumai Slam didn't initially catch my eye until Tang insisted I try it.

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As the name suggests, the shrimp-and-pork filling is an ode to Cantonese dim sum, with familiar notes of Shaoxing rice wine, soy sauce and sesame oil. That alone would be impressive, but the steamed egg elevates it entirely.

Tang steams eggs in a hotel pan until they look almost like cheese slices, then lays them across the sandwich. The result is velvety smooth and intensely eggy, elevating the entire sandwich beyond its humble components. I haven't stopped thinking about it and now I want steamed eggs on all my breakfast sandwiches.

Sourcing with purpose

Stanley's breakfast beverages.

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The housemade sodas, sourced through farmers' markets, use "seconds" — bruised peaches and imperfect fruit still good for juicing. The coffee soda, made from a local roaster, tastes more like an espresso tonic: robust, cool, refreshing. I'd order it again, despite not being a regular cold brew drinker.

On good days, Tang and business partner Ivana Ruslie pay themselves minimum wage if they hit about 55 customers per pop-up. The rest of the week, they hustle through consulting work, private dinners, and R&D projects.

It's the new chef playbook: multiple income streams instead of single paychecks, community over prestige, sustainability over stars. Tang's redefining success on his own terms — though he admits he wouldn't say no to an angel investor with brick-and-mortar dreams.