Business
In 'generational moment,' Port of L.A. faces shifting winds in business and politics

The Port of Los Angeles has long been the single busiest seaport in the Western Hemisphere, employing thousands of Southern Californians and playing a critical role in the vast supply chain that underpins both the California economy and that of the United States as a whole.
Together with neighboring Port of Long Beach in the San Pedro Bay, it handles a whopping 40% of all the container traffic from continental Asia.
But today, as Port of Los Angeles director Gene Seroka puts it, this important but largely anonymous institution faces a “generational moment,” a set of challenges crucial for the regional economy and the well-being of many Americans.
Seroka has been leading the seaport since 2014. He recently sat down with the L.A. Times to discuss key issues involving the port.
We’ve been getting signs of slowing consumer spending. How busy have you been so far this year, and what do you see ahead?
It’s been an extraordinary year. For the first six months of the year, our business is up more than 14%, driven mainly by the strength of the U.S. We also have a dock workers’ negotiation on the East Coast, a drought in the Panama Canal and security issues in the Red Sea leading up to the Suez Canal. Many importers and exporters have told me that fractionally, they’ve shifted some of their allocation our way to hedge against any worsening in those three areas.
You’ve made many trips to Washington, including for three meetings with President Biden. What might changes in the White House and Congress mean for future funding and support?
Well, that remains to be a pretty big question mark. We’ve had unprecedented progress in the area of focus on ports, and a lot of it was brought to light because of the supply chain crunch that we saw during COVID. We saw the bipartisan Infrastructure Investment and Jobs Act that was passed, the Inflation Reduction Act, and now the Environmental Protection Agency call for applications on the Clean Ports Program, which should be announced sometime in the fourth quarter of this year.
What I’ve seen so far is that in the last three years, we’ve submitted applications for more than $1 billion in [federal and state] grant money, and we’ve earned over $380 million. That’s probably our best three-year period that I can recall.
Depending on what happens in November, can things shift?
The infrastructure law runs through ’26, but based on my own experience, yes. I think we could see more of the same type and better support, or we could see a complete reverse.
What would create that?
Changing policy, changing focus away from the state of California. I don’t want to speculate, but I have seen what it looked like — the lack of access, the lack of any meaningful legislation like the infrastructure act. So, again, I don’t want to speculate, but we’ve had a pretty good run here. This industry, still to this day, even with all the technology and the global trade, it’s still a relationship-based business. And it still is relationships that carry us in Washington and Sacramento today.
And how was your access to and relationship with the Trump administration?
It was very limited, if nonexistent.
What about tariffs? Biden recently increased tariffs on a wider array of Chinese goods — steel, EV cars, solar cells. And there’s potential for even higher, broader tariffs to come, especially if Trump wins.
Dating back to 2018, the previous administration implemented tariffs on a variety of goods originating from China. Those tariffs were met with retaliatory tariffs that really were very impactful on a negative side for a number of American companies, including the agricultural sector. Flash forward, the most recent tariffs that the Biden administration put in were on $18 billion worth of goods. It’s a very narrow, targeted approach to tariffs. So I don’t see that impacting the Port of Los Angeles. What we’ve seen with tariffs policy, and in some cases rhetoric, is that here at the Port of Los Angeles, the portfolio with China is now down to about 45% [from 57% three years ago].
How much potential do other countries around the Pacific Rim have for becoming alternatives to China in terms of manufacturing?
No one can replace China as a manufacturing hub. But we’ve made up that difference by capturing cargo from other markets, and specifically Southeast Asia – Vietnam, Indonesia, Thailand, to name three. We’ve also seen growth in manufacturing in Mexico. And while some folks would say, OK, you’re building up more products in Mexico to come across the border by truck or rail, but we’re also feeding components into the maquiladora areas like Mexicali here in Baja, California. So there’s still a market for us to be a strong player, especially as Mexico continues to shine in the manufacturing community.
What about India, which seems to be rising in terms of manufacturing in the global economy?
It is. And I was just in India back in January. I had an opportunity to visit with Ambassador Eric Garcetti. What I can tell you is in the most recent full calendar year, China exported some 260 million 20-foot equivalent units of cargo. India exported 17 million. So while what we see there is opportunity and there is great talent, manufacturing in the same vein that we see in Asia may not happen overnight.
In the early months of the pandemic there were, at one time, more than a hundred cargo ships stuck at sea waiting to berth. What’s to prevent something like that happening again in San Pedro Bay?
Well, that’s job No. 1, in my view. What we did learn with the benefit of history is that this port must remain as a transit facility and not as a warehouse. Unfortunately, back in 2021 and 2022, a number of large importers used this port to store containers. Unbeknownst to us, they had deals with shipping lines to make sure that they could hold their containers here at the port for little to no charge. Once we diagnosed that by doing some data mining through our own system, the Port Optimizer, we were able to start moving cargo again.
No one was trying to hurt us, nothing sinister was taking place. The American consumer was simply buying at a pace that we’ve never witnessed. And importers had to get as much cargo here as quickly as possible, and it was just clogging up the works.
So now the next thing is going to be, how do we make sure that we can anticipate what’s going to take place next in the supply chain? A lot of that comes with data. I’ve been to Asia five times this year so far, and I’ve been to Europe once. I’m spending a lot of my energy talking to importers and exporters, service providers, leadership at the C-suite level to try to make sure I anticipate as much as possible, what’s happening now and what we can expect in the future.
More recently, we all read about the accident in Baltimore last March when a large container ship crashed into the Francis Scott Key Bridge. What’s the potential for such a mishap here, and what have you done to reduce the risk?
Well, we work hard every day at this, led by our head of public safety, Port Police Chief Tom Gazsi. And while vessel engine failures happen, it’s about how we create protocol to prevent that from going any further. We put a minimum of two tugboats on every ship that comes into this port. And for the larger ones, those workhorse vessels, you’ll likely see four tugs tied to a ship in the event of a power failure or engine failure. Those tugs go into action, put the rear thrusters on, slow down and stop that ship as it’s moving.
Also, our bridge has its legs on land. We’ve got rock formation under the channel near the stanchions to prevent a ship from getting anywhere close to it.
What is the longer-term impact of automation and AI at the port? Do you see that as threatening jobs?
Here in Southern California, out of our 13 marine terminals right now, we have three that are automated, and there may be more in the future. The automation or robotics that we see on our marine terminals today really is comprised of the land-side equipment, whether it’s to move containers onto truck chassis or onto rail cars, or for retrieval when the truckers come into the terminals to pick up their imports or drop off their exports.
But it’s our belief that while technology is moving faster than ever, we cannot leave the workforce behind. And that’s part of the motivation of why we just cut the ribbon on a new mechanics training facility on Terminal Island. That’s going to up-skill and re-skill longshoremen members so they can work on newer and greener equipment, and in some cases, automated machines.
Secondly, we have designated 20 acres of property here for the nation’s first workforce training campus dealing with goods movement — to bring people in who need training on trucking, warehousing, even coding [and] technology such as artificial intelligence that will be important to this port in the future.
What are the biggest environmental challenges at the Port of L.A.?
There’s nothing more that we want to see than for ourselves, the Port of Long Beach and others to reach this aspiration of a zero-emission port operation. But there are a lot of things that have to take place. We’ve got to be able to accelerate the technology, make it affordable for small businesses to be able to join.
Please know that of the 20,000 trucks that are registered to do business at the port, more than half are small businesses. We’ve got to make the barriers to entry as plausible as possible. We also have to support them by creating the infrastructure necessary to run these new and cleanest trucks that are possible.
For example, there are 7,500 gasoline stations in the state of California. There are only 46 hydrogen fueling stations. And according to their oversight board, they only work about half the time. There are only 92 high-speed heavy duty truck chargers in the country, less than two per state.
Now, we’ve also been working closely with the shipping industry for the past several years on cleaner and renewable fuels. We call this our green shipping corridor strategy. If we could reduce the emissions from ships moving from our largest trading partner in China, from Shanghai to the ports of L.A. and Long Beach, if we can reduce that emissions by 10%, that would be the equivalent of all the emissions in the Port of Los Angeles for an entire year.
Finally, let me ask you about jobs at the port. What kinds of skills do you look for now and will be looking for in the future?
The interesting thing about this port complex is there are a variety of jobs and skill sets that are always in demand. For example, we talk a lot about the people that actually move the cargo — the longshoremen, the marine clerks, the truck drivers and warehouse folks, the mechanics are all vital to this port. And that’s part of the motivation for us setting up that mechanic center as well as the broader goods movement training campus that I spoke of on the 20 acres of property at the Port of Los Angeles.
The other piece is that you’ve got a growing community here in this harbor enclave. There are 260,000 residents, a lot of young kids going through school that see this port every day and want to be a part of it. We need engineers, naval architects and others that have expertise [who can] design, build and create for our industrial sector of marine terminals and other cargo moving interests.
And the next big thing obviously will be to put an even deeper emphasis on folks with information technology capabilities, whether it’s a young kid who knows technology because they play video games or those who have taken interest in coding, all the way to folks who are going now to college and grad school studying the sciences to be more involved in technology.

Business
Palisades Village to reopen with Elyse Walker rebuilding flagship store

Elyse Walker made a bet in 1999: that residents of Pacific Palisades and Brentwood would rather shop for designer fashions in their neighborhood than drive to Beverly Hills.
Her eponymous boutique, initially just 800 square feet, became the cornerstone of a retail empire that now stretches from Tribeca to Newport Beach, drawing celebrities such as Jennifer Garner and Kate Hudson. It also propelled a renewal of downtown Palisades, with new restaurants and boutiques moving in.
That all changed on Jan. 7, when the Palisades fire leveled Walker’s flagship store and thousands of homes and other businesses.
A man rides a scooter past a burning business in Palisades Village on Jan. 8.
(Brian van der Brug / Los Angeles Times)
On Wednesday, Walker proudly announced her next bet on the neighborhood where she raised her two sons.
In downtown Palisades, she and developer Rick Caruso revealed that Caruso’s Palisades Village shopping center will reopen in mid-2026 and that her flagship store, elysewalker, will become its newest marquee tenant.
“I hope that this serves as the catalyst for other retailers and brands and big businesses and small businesses to come back to the Palisades, Malibu, Altadena and Pasadena,” Walker said in an interview. “Twenty-five years ago, we planted seeds in this community, and now we are doing it again.”
Caruso told The Times that later this year, he plans to resume the Palisades Village annual Christmas tree and menorah lighting. He said he will also underwrite the cost of new landscaping and sidewalks in the streets around the shopping center.
The goal, he said, is to create a visible anchor to a town in the midst of a massive recovery and to accelerate the return of a vibrant, bustling community.
“This is a really big deal,” Caruso said. “When a retailer like Elyse opens a store in a community, that’s a powerful voice of confidence that there’s a bright future here. I really do believe with her and our organization, the rebirth of the Palisades is going to be unstoppable.”

The location of Fashion designer Elyse Walker’s former flagship store in Pacific Palisades that was destroyed in the Palisades fire on Jan. 7.
(Myung J. Chun/Los Angeles Times)
The news came during a frustrating and uncertain period as Palisades residents recover from the devastation of the wildfire and grapple with the mass displacement of their community. Thousands have relocated to disparate parts of Southern California or are scattered across the U.S.
“The fact that we have this hub in the middle of town is a ray of hope that we can get back sooner,” said Chris Feil, a Palisades native who moved six times after the fire before settling in a rental in Manhattan Beach. His wife, Mia Feil, said she gets emotional thinking of what was lost in the blaze. The couple is now in the early stages of rebuilding.
“We’re all sort of traumatized by the loss of our community,” she said, listing the impromptu gathering at restaurants, Saturday baseball games, the annual Christmas tree lighting and the Fourth of July parade. “Having all those things back is truly the lifeline and joy in the neighborhood — that’s what makes the Palisades so special. It’s a small town in a big city.”
Walker chose to open her shop on Antioch Street more than 25 years ago so that she could easily walk to her sons’ school.
“We were between three churches, two coffee shops and five schools — it had nothing to do with co-tenancy yet,” Walker said. “We just knew this was a place where people would be walking around.”

Fashion designer Elyse Walker said she trusts Rick Caruso, right, as she announced the reopening of her flagship store at the Palisades Village on Wednesday.
(Myung J. Chun/Los Angeles Times)
Her shop drew well-heeled women from across the region, and she expanded the store’s footprint six times, reaching nearly 6,500 square feet. Her store generated $5,000 per square foot in sales — among the highest in American multi-brand retail. She developed a team of private shoppers and stylists that visited clients in their homes for curated fashions.
Along the way, Walker became an ambassador of sorts to would-be retailers and business owners in the Palisades, such as Cafe Vida, Lemon Nails and Caruso’s Palisades Village, which opened in 2018 and brought a movie theater, Erewhon and Chanel.
“People who live in the Palisades don’t want to leave. It’s a magical place — they nestle into the mountains right by the ocean,” Walker said.
On Jan. 7, Caruso relied on a fleet of private firefighters to prevent the flames from destroying Palisades Village and some nearby properties.
But Walker’s shop was reduced to rubble, the merchandise incinerated by the inferno.
The store had about 30 employees, and Walker said she has been in “sink or swim mode,” trying to keep her staff employed, serve local customers through her shops in Calabasas and Newport Beach and trudge through the arduous task of dealing with insurance.
“The first thing I said to my team: there’s no four walls that can define me, and there’s no four walls that define the magic,” she said.
She recalled the couples who met in the store, the women who learned they were pregnant there, and the local resident whose 3-year-old son had died and who needed a dress for the funeral.
“So much happened in the dressing room of that store, and none of that is gone — those relationships and friendships and trust are still there,” Walker said.
With Walker’s shop opening inside Palisades Village in the spring or summer of 2026, and with new trees, streetscapes and upgraded sidewalks coming to the downtown, Caruso said he hopes the area will be a cradle of redevelopment and a beacon for those vacillating about rebuilding.
“Hopefully, that spurs other landlords to invest in their buildings and spurs other retailers to open up,” he said. “We’re going to be roaring back and before you know it, it’s going to be full of families. These neighborhoods are going to flourish.”
Business
Six Flags to cut 135 jobs at Knott’s, Magic Mountain and other California parks

Six Flags Entertainment Corp. has laid off the presidents of Knott’s Berry Farm and Six Flags Magic Mountain and will cut scores of other jobs in California as part of a major shake-up at the theme park giant.
The company, which operates 42 amusement parks across North America, plans to reduce its staff by 10% in the coming weeks. The cuts will include the president positions at many of its parks, Six Flags spokesperson Sara Gorgon said Tuesday.
In all, the company will eliminate about 135 jobs across its California parks by the end of June. The California parks include Knott’s in Buena Park, Magic Mountain in Valencia, Six Flags Discovery Kingdom in Vallejo and California’s Great America in Santa Clara.
The cost-cutting follows last year’s $8-billion merger of Six Flags with Cedar Fair, making it the largest amusement park operator in North America.
The cuts come during a challenging period for Six Flags and others in the tourism business. The company posted a net loss of $220 million in the first quarter of this year, citing weather variability and economic uncertainty.
State and local tourism officials are projecting a slowdown in travel to California due to Trump’s trade war and deportation policies.
Additionally, smaller theme park operators such as Six Flags struggle to compete with bigger industry players Disney and Universal, which also boast more diverse portfolios with streaming and other media.
The Orange County Register first reported that Knott’s President Jon Storbeck and Magic Mountain President Jeff Harris were among those affected by the layoffs.
Storbeck served as vice president of Disneyland before he joined Knott’s in 2016. Harris had held multiple positions at Six Flags before taking over the president role at Magic Mountain in 2023.
The Charlotte, N.C.-based company said the changes reflect its move toward a regional operating structure, rather than individual parks having their own presidents. Some park presidents will be absorbed into other roles at the company, Gorgon said.
In an earnings call earlier this month, Six Flags Chief Executive Richard Zimmerman had warned the company would significantly restructure and pare down its workforce this year. He said the company remained “firmly on track” to achieve its goal of $120 million in reduced expenses by the end of the year.
Former Cedar Fair CEO Matt Ouimet, who previously led Disneyland, lamented what he called a “parade of departures” from Six Flags in a post on LinkedIn last week. Ouimet said he had chosen to retire before having to vote on the merger because he feared the fallout.
“I recognized that I wasn’t up to watching talented colleagues being asked to exit in order to achieve the cost synergies that were promised to investors,” Ouimet wrote. “This die was cast when the merger agreement was signed.”
Also this month, Six Flags announced it would close its theme park and Hurricane Harbor water park in Bowie, Md., after the 2025 operating season.
Six Flag shares closed at $35.06, up nearly 3% on Tuesday.
Business
Louis Vuitton bets big on Rodeo Drive with new Frank Gehry-designed store

Louis Vuitton is gearing up to go over the top again in Beverly Hills.
With plans for an ultra-opulent hotel on Rodeo Drive stymied by voters two years ago, the Paris fashion house’s owners are back with a proposal for a theatrical flagship store designed by architect Frank Gehry that would anchor the north end of the famous retail corridor.
Luxury goods stores on Rodeo Drive are growing larger as top-shelf retailers increasingly up the ante to dazzle shoppers, and the vision from Louis Vuitton owner LVMH is one of the biggest stores yet with restaurants, rooftop gardens and exhibition space.
Set to open in 2029 pending city approval, the store will stretch through the block from Rodeo Drive to Beverly Drive along South Santa Monica Boulevard. It will be one continuous structure connected across an alley by two pedestrian bridges and a tunnel.
Louis Vuitton said its new store will contain 45,000 square feet on the retail side fronting on Rodeo Drive and an additional 55,000 square feet on the hospitality-focused side of the building off Beverly Drive.
“The new location will take visitors into a full Louis Vuitton lifestyle experience showcasing its diverse universes of products and one-of-a-kind client experiences,” the company said in a statement.
The retail entrance will be on Rodeo Drive, with three floors dedicated to product categories such as women’s and men’s collections, travel, watches and Jewelry, beauty and fragrance. A rooftop level will have private spaces for clients and a garden.
Pedestrians walk past a building at the intersection of Rodeo Drive and Santa Monica Boulevard in Beverly Hills.
(Mel Melcon/Los Angeles Times)
Visitors entering from Beverly Drive will find a cafe and exhibition lobby on the ground floor, two more floors of exhibition space and a rooftop with a restaurant and open-air terrace.
Louis Vuitton representatives declined to offer more details about the exhibitions or the building, but the brand perhaps best known for its signature monogrammed handbags and luggage also has made a reputation promoting art and culture.
In 2014 it opened the Fondation Louis Vuitton in Paris in a building designed by Gehry. The Fondation has art exhibits, concerts, dance performances and organized family activities such as art classes for children.
Gehry has also also collaborated with Louis Vuitton on a collection of handbags reflecting his architectural style, which is known for flowing, curvilinear sculptural forms.
In downtown Los Angeles, Gehry designed the Walt Disney Concert Hall, the Grand L.A. mixed-use complex across the street and the nearby Colburn School performing arts center under construction.
The interior of Luis Vuitton’s Beverly Hills flagship is being designed by another well-known architect, Peter Marino, who designed the existing Louis Vuitton store on Rodeo Drive and the ill-fated Cheval Blanc Beverly Hills hotel intended for the Rodeo Drive site now selected for Louis Vuitton’s new flagship.
New York-based Marino was described by Architectural Digest as “a leading architect for the carriage trade, and the architect for fashion brands.”
Marino once said the Chevel Blanc hotel, which was approved by the city before being vetoed by voters, would improve the pedestrian experience on the northern edge of Rodeo Drive’s famed shopping district, where “people get to the end, shrug their shoulders and walk back.”
The parcels intended for the hotel and now Louis Vuitton are owned by LVMH and were formerly occupied by Brooks Bros. and the Paley Center for Media. The existing unoccupied structures will be razed to make way for the new store.
Merchants on the famous three-block stretch of Rodeo Drive constantly strive to find new ways to call attention to themselves and polish their brand’s image, said real estate broker Jay Luchs of Newmark Pacific, who works on sales and leases of high-end retail properties.
“It’s competitive among brands to always be the best they can be, and they’re not sitting on spaces keeping them stale,” he said. “They’re all always reinventing themselves.”
The expensive changes to their stores are “very obvious,” Luchs said. “It’s almost like an art. The street has different top designers who have made these stores spectacular one after the other.”
Even though retail rents on Rodeo Drive are some of the highest in the country, stores are also getting bigger, the property broker said.
Fifteen years ago, stores on the street were typically 25 feet wide, he said, then gradually many became 50 feet wide, he said. “Now you’re seeing stores 100 feet wide” that may have two different landlords.
A 50-foot lot is “very big,” Luchs said, and can hold a store with 5,000 square feet on each level and may go three stories tall for a total of 15,000 square feet in the store.
The fashion house is also growing in New York, where its flagship store is being replaced with a building that will nearly double its footprint on 57th Street at 5th Avenue, the Architects Newspaper said. Construction has been concealed with a facade that looks like a giant stack of distinctive Louis Vuitton trunks.
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