The Brief

The party was winding down. Its young hosts, María Rivas Cruz and her fiancé, Raymond Olivares, had accompanied friends to their car to bid them farewell. As the couple crossed a four-lane main road back to the home they had just bought, Rivas Cruz and Olivares were struck by a car fleeing an illegal street race. The driver was going 70 in a 40-mph zone.

Despite years of pleading for a two-lane road, lower speed limits, safety islands, and more marked crosswalks, residents say the county had done little to address speeding in this unincorporated pocket of southeastern Los Angeles. Since 2012, this half-mile stretch of Avalon Boulevard had logged 396 crashes, injuring 170 and killing three.

Olivares, 27, a civil engineer for the city of Los Angeles, became the fourth fatality when he was hurled across the street, hit by a second car, and instantly killed. Rivas Cruz was transported to a hospital, where she remained in a coma for two weeks. Once awake, the elementary school teacher underwent a series of reconstructive surgeries to repair her arm, jaw, and legs.

María Rivas Cruz survived being struck by a car in southeastern Los Angeles while crossing the street in 2023 with her fiancé, Raymond Olivares, who died at the scene.

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Lauren Justice

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KFF Health News

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A memorial for Raymond Olivares outside his Los Angeles home. Olivares was fatally struck by a car while crossing the street in front of his home last year.

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Lauren Justice

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In the aftermath of the February 2023 crash, the county installed protective steel posts midway across the street. But residents, who had sought a platformed center divider and speed cameras, said that wasn’t enough.

“It’s just a band-aid on a cut. This is supposed to solve it, but it doesn’t, and that is what hurts,” said Rivas Cruz, who now at age 28 walks with a cane and lives with chronic pain. “I go to sleep, and I’m like, ‘It’s just a dream, it’s just a dream.’ And it’s not.”

The nation’s road system covers 4 million miles and is governed by a patchwork of federal, state, and local jurisdictions that often operate in silos, making systemic change difficult and expensive. But amid the highest number of pedestrians killed in decades, localities are pushing to control how speed limits are set and for more accountability on road design. This spring, New York and Michigan passed laws allowing local jurisdictions to lower speed limits. In Los Angeles, voters approved a measure that forces the city to act on its own safety improvement plan, mandating that the car-loving metropolis redesign streets, add bike lanes, and protect cyclists, transit riders, and pedestrians.

Still, there’s plenty of political resistance to speed enforcement. In California’s Statehouse, Sen. Scott Wiener (D-San Francisco) proposed requiring GPS-equipped smart devices in new cars and trucks to prevent excessive speeding. But after pushback, the state lawmaker watered down his bill to require all vehicles sold in the state starting in 2032 to have only warning systems that alert drivers when they exceed the speed limit by more than 10 mph.

Although the Biden administration is championing Vision Zero — its commitment to zero traffic deaths — and injecting more than $20 billion in funding for transportation safety programs through the Infrastructure Investment and Jobs Act, road safety advocates and some lawmakers argue that the country is still far from making streets and vehicles safe, or slowing drivers down.

“We are not showing the political will to use the proven safety tools that exist,” said Leah Shahum, founder of Vision Zero Network, a nonprofit organization advancing Vision Zero in communities across the country.

Still a crisis

The need for safer roads took on urgency during the covid pandemic. Fatalities rose even as lockdown mandates emptied streets. In 2022, more than 42,500 people died on American roads, and at least 7,522 pedestrians were fatally struck — the highest tally of pedestrian deaths in more than four decades.

Experts cite several reasons for the decline in road safety. During the lockdowns, reckless driving increased while traffic enforcement declined. SUVs and trucks have become larger and heavier, thus deadlier when they hit a pedestrian. Other factors persist as streets remain wide to accommodate vehicles, and in some states speed limits have gradually increased.

Residents want more than the yellow protective posts erected since Raymond Olivares, a pedestrian, was fatally struck by a car fleeing an illegal street race. They want reduced lanes, lower speed limits, and safety islands.

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Lauren Justice

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KFF Health News

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Safety barriers added to a crosswalk in Los Angeles have been damaged and hit by passing cars.

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Lauren Justice

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KFF Health News

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Early estimates of motor vehicle fatalities show a slight decrease from 2022 to 2023, but pedestrian fatalities are still notably above pre-pandemic numbers. “It’s an encouraging start, but the numbers still constitute a crisis,” Transportation Secretary Pete Buttigieg wrote in February of roadway deaths.

The Biden administration has directed $15.6 billion to road safety until 2026 and $5 billion in local grants to prevent roadway deaths and injuries. Under the U.S. Department of Transportation’s new “vulnerable road user” rule, states with 15% or more deaths involving pedestrians, bicyclists, or motorcyclists compared with all road deaths must match federal dollars in their safety improvement spending.

Road safety advocates argue the federal government missed an opportunity to eliminate outdated standards for setting speed limits when it revised traffic guidelines last year. The agency could have eliminated guidance recommending setting speed limits at or below how fast 85% of drivers travel on uncongested roads. Critics contend that what’s known as the 85th percentile rule encourages traffic engineers to set speed limits at levels unsafe for pedestrians.

But the Federal Highway Administration wrote in a statement that while the 85th percentile is the typical method, engineers rarely rely solely on this rule. It also noted that states and some local agencies have their own criteria for setting speed limits.

In response, grassroots efforts to curtail speeding have sprouted across communities. In April, Michigan passed legislation granting local governments authority to round down when setting speed limits.

And after four years of lobbying, New York state passed Sammy’s Law, named after 12-year-old Sammy Cohen Eckstein, who was killed by a driver in Brooklyn in 2013. The law, which will take effect in June, allows New York City to lower its speed limits to 20 mph in designated areas.

“With this legislation, I hope we can learn more children’s names because of their accomplishments, their personalities, and their spirit — not their final moments,” said Sammy’s mother, Amy Cohen.

Cindi Enamorado stands beside a memorial for her brother, Raymond Olivares, outside his Los Angeles home. Olivares died after being hit by a speeding car while crossing the street to the home he had just bought.

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Lauren Justice

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KFF Health News

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Push for pedestrian safety

Advocates would also like the federal government to factor in pedestrian safety on the five-star vehicle safety rating scale. However, the National Highway Traffic Safety Administration has proposed a separate pass/fail test that would be posted only on the agency’s website, not on labels consumers would see at the dealership.

Automakers like BMW questioned the effectiveness of a program testing pedestrian protections in vehicles arguing that in European countries that adopted such a regulation, it’s not been clear whether it led to fewer deaths and injuries. According to the campaign finance site Open Secrets, automakers spent about $49 million lobbying in 2023 compared with $2.2 million spent by advocates for highway and auto safety.

“The federal government has the biggest punch when it comes to requiring improved vehicle safety design,” said Wiener, the California state lawmaker.

Although Wiener modified his proposal to restrict excessive speeding, he has advanced companion legislation that would require Caltrans, the state transportation agency, to make improvements such as adding crosswalks and curb extensions on state-owned surface streets to better serve pedestrians, cyclists, and transit users.

When that bill was heard in a committee, opponents, including engineering firms and contractors, cautioned it would remove flexibility and hamper the state’s ability to deliver a safe and efficient transportation system. Lawmakers have until Aug. 31 to act on his bills.

María Rivas Cruz looks through a scrapbook of memories from her more than a decade-long relationship with Raymond Olivares, who died last year after the two were struck by a speeding car outside their home in southeastern Los Angeles. Rivas Cruz survived but now lives with chronic pain and walks with a cane.

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Lauren Justice

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KFF Health News

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In Los Angeles, hope for change arrived in March when voters passed Measure HLA, which requires the city to invest $3.1 billion in road safety over the next decade. Rivas Cruz’s house, however, sits eight blocks outside the jurisdiction of the city initiative.

It’s been more than a year since the crash, but Rivas Cruz finds reminders everywhere: in the mirror, when she looks at the scars left on her face after several surgeries. When she walks on the street that still lacks the infrastructure that would have protected her and Raymond.

Stories of pedestrians killed in this Latino working-class neighborhood are too common, said Rivas Cruz. In September, she attended a memorial of a 14-year-old who was killed by a reckless driver.

“There’s so much death going on,” the Los Angeles Unified School District teacher said from her mother’s living room on a spring afternoon. “The representatives have failed us. Raymond and I were giving back to the community. He was a civil engineer working for the city, and I’m a LAUSD teacher. Where is our help?”

Michael Gates, a former deputy assistant attorney general, produced a letter Friday that he said confirmed he was not fired for cause, but rather resigned from the Civil Rights Division of the federal Department of Justice.

The Orange County Register last week reported that Gates had been fired for cause, citing an anonymous DOJ source who said Gates repeatedly referred to women colleagues by derogatory and demeaning names and had complained about the department employing a pregnant woman. The Register also published a government employment form, which was undated, that they said showed that Gates was fired for cause.

Gates told LAist the allegations were “100% fabrication.” Then on Friday, he shared a screenshot of a Nov. 21 letter from John Buchko, director of operational management at the DOJ, stating that the department “has accepted your voluntary resignation” and “will remove from your personnel record any previous reference to your termination.”

LAist reached out to Natalie Baldassarre, a DOJ spokesperson, to confirm the letter, sharing that screenshot. She responded by email: “No comment on personnel matters.”

Michael Gates provided this letter. A spokesperson for the department said they would not comment on personnel matters.

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Back to Huntington Beach

Gates told LAist earlier this month that he was resigning from his job with the federal government because he missed Huntington Beach and his family. On Friday, the Huntington Beach City Council confirmed Gates has been hired back as chief assistant city attorney. He starts Monday.

Gates is both loved and loathed in politically contentious Huntington Beach. He has been an outspoken supporter of President Donald Trump and his policies and a continuous thorn in the side of Gov. Gavin Newsom, a Democrat who is one of the most prominent critics of the president.

Gates was first elected city attorney in 2014 and has won re-election twice since then, with wide margins. Huntington Beach is among a minority of cities in California that elects rather than appoints a city attorney.

Gates' track record

As city attorney, Gates sued the state over housing mandates and the right to implement voter ID. He also marshalled the city into the center of culture war battles. While he was city attorney, his office sued California over the state’s sanctuary law, as well as a law prohibiting schools from requiring teachers to inform parents of a child’s request to change pronouns or otherwise “out” them as LGBTQ.

Many Huntington Beach residents support his work. But Gates has also faced heavy criticism and legal penalties, for some of his actions. In 2021, the city paid out $2.5 million total in a settlement with one former and one current employee who alleged age discrimination while working at the city under Gates. The city did not concede to any wrongdoing under the settlement.

And last year, Gates helped broker a controversial settlement over the pandemic-era cancelation of the city’s annual airshow, which will cost Huntington Beach taxpayers millions over the coming years.

What’s next?

Gates told LAist he’s looking forward to, once again, heading up the city’s litigation, including a scheduled trial against an effort to force Huntington Beach to adopt by-district elections. He said he plans to run again for city attorney in next year’s election.

Rep. Marjorie Taylor Greene, the Georgia Republican who rose to prominence as one of President Donald Trump's biggest defenders and recently became one of his biggest critics, is leaving Congress.

Greene's announcement late Friday that she would resign effective Jan. 5, 2026, is the latest escalation of months of clashes with the president over his second term agenda — including the release of the Epstein files.

"Standing up for American women who were raped at 14, trafficked and used by rich powerful men, should not result in me being called a traitor and threatened by the President of the United States, whom I fought for," Greene wrote in a lengthy statement shared online.

The third-term Congresswoman also said it would not be fair to her northwest Georgia district, one of the most conservative in the country, to have them "endure a hurtful and hateful primary against me by the president we all fought for," while noting that "Republicans will likely lose the midterms."

Greene is one of a record 40 House members and 10 senators who have indicated they do not plan to return to their seats after the 2026 election, joining a number of lawmakers who are retiring or running for a different office.
Copyright 2025 NPR

Los Angeles County District Attorney Nathan Hochman filed a motion Friday in Superior Court to dismiss manslaughter charges against two Torrance police officers who fatally shot a Black man in possession of an air rifle in 2018.

Hochman argued in court documents that prosecutors can’t meet the legal standard of proof needed for the officers to be convicted of a crime.

The court has not yet ruled on the matter.

The details

Officers Matthew Concannon and Anthony Chavez were indicted in 2023 in connection with the killing of Christopher Deandre Mitchell, 23, who was suspected of stealing a car.

As the officers approached the car, they saw what was later revealed to be an air rifle between Mitchell’s legs. When Mitchell appeared to reach for the rifle,the officers opened fire, according to police.

The backstory

Former District Attorney Jackie Lacey declined to file charges against the officers in 2019, saying they reasonably believed Mitchell had a gun. Her successor George Gascón, elected in 2020 on a platform of police accountability, assigned a special prosecutor to review the case. The special prosecutor sought the criminal indictment.

When Hochman took office in 2024, he appointed a new special prosecutor, who recommended the charges be dropped.

“We cannot move forward in good faith with prosecuting these two officers because we cannot prove beyond a reasonable doubt with admissible evidence that the officers unreasonably believed they were in imminent danger when they saw what looked like a sawed-off shotgun or rifle between Mr. Mitchell’s legs and his hands moved toward the weapon just before the officers shot,” the statement read.

The courts

Los Angeles County Superior Court Judge Sam Ohta did not immediately make a ruling Friday on the motion to dismiss the charges, saying the state Supreme Court is also considering the case.

The state Supreme Court is considering an appeal filed by one of the officer’s attorneys after Ohta rejected an earlier motion to dismiss by the defense.

As the Palisades Fire was still burning in January, residents saw an eye-grabbing headline: the Santa Ynez reservoir, perched directly above the Palisades, was offline for repairs and empty.

The reservoir’s closure frustrated residents and spurred Gov. Gavin Newsom to announce a state investigation into whether the reservoir being full of water would have made a difference fighting the deadly fire.

After months of analysis, California agencies including the state’s EPA, Cal Fire and the Department of Water Resources issued a report confirming the explanations given by local officials and experts in the aftermath of the fire: the water supply was too slow, not too low — and even a functioning reservoir likely wouldn’t have done much in the face of an unprecedented natural disaster.

Why the hydrants stopped working

The report found that not even a full reservoir positioned uphill from the Palisades Fire could have maintained water pressure and stopped the devastation.

“The water system lost pressure, not due to a lack of water supply in the system, but because of an insufficient flow rate,” the report states.

A reservoir perched at a high elevation, such as the Santa Ynez, can serve an important role in maintaining water pressure for hydrants throughout the system. As water gets used downhill, water from the reservoir flows to towers that maintain water pressure. Because of gravity and physical limitations on flow rates, the pressure towers can't be refilled at the same pace as they are drained and eventually dry up.

In the case of the Palisades Fire, the report states, a full reservoir would have helped keep water pressure up for only a short time.

The report noted that some data points on the demand on the Los Angeles Department of Water and Power’s system were missing.

However, investigators found that based on experiences with other fires, the high demand across the system meant it was “unlikely that [the reservoir] could have helped maintain pressure for very long.”

The system’s design

The report found that the closure of the Santa Ynez Reservoir was in line with the primary purpose of L.A.’s water infrastructure: maintaining a clean drinking water supply. The reservoir repairs were prompted by a damaged cover. The repairs, the report notes, were required by federal and state laws on drinking water safety.

More broadly, municipal water systems like L.A.’s weren’t built to fight wildfires, as LAist reported in January.

“This report confirms what we and others have been saying more broadly regarding water system expectations and capabilities, but does so completely independently and with new details specific to the L.A. fires,” Greg Pierce, the director of UCLA’s Human Right to Water Solutions Lab, said in an email to LAist.

What’s next

The report makes two major recommendations: continue to follow the California Wildfire and Forest Resilience Action Plan, and make sure firefighters in the state are positioned for year-round fires.

The state stopped short of recommending any changes to L.A.’s municipal infrastructure. Water experts like Pierce say massive amounts of water and a very expensive redesign of L.A.’s water system would be needed to keep fire hydrants working during large urban conflagrations.

For their part, researchers and others have been looking into other solutions, including putting more utility lines underground and redistributing water across the system.

The report about the reservoir comes on the heels of a separate report from the Fire Safety Research Institute about the timeline leading up to and during the January firestorm. That report, which was commissioned by the California governor's office, contains a detailed account of the Palisades and Eaton fires' progressions and emergency services' responses on Jan. 7 and 8.

As for the Santa Ynez Reservoir, the repairs to fix its broken cover and make it usable again are slated to begin in June and finish by May 2027.