The Brief

Kris Edwards waited at home with friends for his wife, Erika “Tilly” Edwards, to go out to dinner, but she never made it back to the house they had purchased only four days earlier. Around 9 p.m. on June 29, a hit-and-run driver killed Tilly as she walked to her car after a fundraiser performance in Hollywood.

“I’ve just got to figure out how to keep living. And the hard part with that is not knowing why,” Edwards said of his wife’s death.

Despite local, state, and federal safety campaigns, such as the global Vision Zero initiative to eliminate traffic fatalities, such deaths are up 20% in the U.S. from a decade ago, from 32,744 in 2014 to an estimated 39,345 in 2024, according to data from the Department of Transportation’s National Highway Traffic Safety Administration. Although traffic deaths have declined since peaking at 43,230 in 2021, the number of deaths remains higher than a decade ago.

Since the covid-19 pandemic, the Pew Research Center found, Americans’ driving habits have worsened across multiple measures, from reckless driving to drunken driving, which road safety advocates call a public health failure. They say technology could dramatically reduce traffic deaths, but proposals often run up against industry resistance, and the Trump administration is focusing on driverless cars to both innovate and improve public safety.

“Every day, 20 people go out for a walk, and they don’t return home,” said Adam Snider, a spokesperson for the Governors Highway Safety Association, which represents state road safety offices.

American roads have become more dangerous than violent crimes in some cities: Los Angeles, San Francisco, and Houston are among the major cities that now report more traffic fatalities than homicides. In 2024, the Los Angeles Police Department reported an estimated 268 homicides and 302 traffic deaths, the second consecutive year that the number of people killed in collisions exceeded the number of homicide victims, according to Crosstown LA, a nonprofit community news outlet.

Kris Edwards and his cat, Rex, in the garden of the home he bought with his wife, Erika “Tilly” Edwards, only four days before her death.

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San Francisco reported more than 40 traffic deaths and 35 homicides in 2024. In Houston, approximately 345 people died in crashes and 322 from homicide.

“Simply put, the United States is in the middle of a road safety emergency,” David Harkey, president of the Insurance Institute for Highway Safety, testified during a House Energy and Commerce subcommittee hearing this summer. Out of 29 high-income countries, America ranks at the bottom in road safety, Harkey said. “This spike is not — I repeat, is not — a global trend. The U.S. is an outlier.”

In January 2017, then-Mayor Eric Garcetti joined 13 other L.A. city leaders in pledging to implement the Vision Zero action plan and eliminate traffic deaths in the city by 2025.

Instead, deaths have increased.

An audit released in April that was commissioned by the city’s administrative officer found that the level of enthusiasm for the program at City Hall has diminished and that it suffered because of “the pandemic, conflicts of personality, lack of total buy-in for implementation, disagreements over how the program should be administered, and scaling issues.” The report also cited competing interests among city departments and inconsistent investment in the city’s most dangerous traffic corridors.

Mayor Karen Bass’ office did not immediately respond to requests for comment.

A hit-and-run driver killed Tilly Edwards as she walked to her car after a fundraiser performance in Los Angeles’ Hollywood neighborhood in June.

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Last year, California state Sen. Scott Wiener proposed a bill that would have required new cars sold in the state to include “intelligent speed assistance,” software that could prevent vehicles from exceeding the speed limit by more than 10 mph. But the bill was watered down following pushback from the auto industry and opposition from some legislators who called it government overreach. It was ultimately vetoed by Democratic Gov. Gavin Newsom, who said a state mandate would disrupt ongoing federal safety assessments.

Meanwhile, the Alliance for Automotive Innovation, an influential automotive lobby, this year sued the federal government over an automatic emergency braking rule adopted during the Biden administration. The lawsuit is pending in federal court while the Department of Transportation completes a review. Even before Donald Trump was sworn in for his second term, the alliance appealed to the president-elect in a letter to support consumer choice.

Under Trump, Transportation Secretary Sean Duffy is prioritizing the development of autonomous vehicles by proposing sweeping regulatory changes to test and deploy driverless cars. “Federal Motor Vehicle Safety Standards were written for vehicles with human drivers and need to be updated for autonomous vehicles,” NHTSA Chief Counsel Peter Simshauser said in September in announcing the modernization effort, which includes repealing some safety rules. “Removing these requirements will reduce costs and enhance safety.”

Some Democratic lawmakers, however, have criticized the administration’s repeal of safety rules as misguided since new rules can be implemented without undoing existing safeguards. NHTSA officials did not respond to requests for comment about Democrats’ concerns.

Advocates worry that without continued adoption of road safety regulations for conventional vehicles, factors such as excessive speed and human error will continue to drive fatalities despite the push for driverless cars.

“We need to continue to have strong collaboration from the federal, state, local sectors, public sector, private sector, the everyday public,” Snider, of the Governors Highway Safety Association, said. “We need everyday drivers to get involved.”

Kris Edwards points to photos of his wife, Tilly. Traffic deaths across the U.S. are higher than they were a decade ago.

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It took nearly a month for police to track down the driver of a Mercedes-Benz G-Wagen allegedly involved in Tilly’s death. Authorities have charged Davontay Robins with vehicular manslaughter with gross negligence, felony hit-and-run driving, and driving with a suspended license due to a previous DUI. He has pleaded not guilty to all charges and is out on bail.

Kris Edwards now tends to the couple’s backyard garden by himself. Since his wife’s death, he has experienced sleep deprivation, fatigue, and trouble eating, and he relies on a cane to walk. His doctors attribute his ailments to the brain’s response to grief.

“I’m not alone,” he said. “But I am lonely, in this big, empty house without my partner.”

Edwards hopes for justice for his wife, though he said he’s unsure if prosecutors will get a conviction. He wants her death to mean something: safer streets, slower driving, and for pedestrians to be cautious when getting in and out of cars parked on busy streets.

“I want my wife’s death to be a warning to others who get too comfortable and let their guard down even for a moment,” he said. “That moment is all it takes.”

KFF Health News is a national newsroom that produces in-depth journalism about health issues and is one of the core operating programs at KFF—an independent source of health policy research, polling, and journalism. Learn more about KFF.Subscribe to KFF Health News' free Morning Briefing.

This article first appeared on KFF Health News and is republished here under a Creative Commons Attribution-NoDerivatives 4.0 International License.

This summer's World Cup has been a bonanza for corporate sponsors.

Hydration breaks are "powered by Powerade." Each game crowns a Michelob Ultra "superior player of the match." Even the signs announcing player substitutions have a label slapped on: Rexona deodorant, which is owned by Unilever. They're the "official personal care sponsor" of this World Cup.

This relentless branding is nothing new for major sporting events, but it has provoked outrage in Los Angeles, where protests during the tournament took aim at FIFA's corporate partners, saying they betrayed the city's values.

At a demonstration in downtown L.A. last week, advocates rallied against a number of high-profile sponsors of the tournament, including Home Depot, the official "home improvement retailer" for the 2026 World Cup.

Its signature orange branding has been splashed across tournament activations this summer, but in the L.A. area its parking lots have been the sites of high profile immigration raids. Last summer in Monrovia, a man was killed fleeing ICE activity in a Home Depot parking lot after he ran onto a freeway and was hit by a car. In another incident, federal agents jumped out of a Penske moving van at the Westlake Home Depot and detained 16 people.

" Their parking lots have been turned into hunting grounds," said Miriam Arghandiwal, an organizer with the Boycott Home Depot Coalition.

" FIFA has been intentional in allowing the people's game to become the billionaire's game, and there's no better example of this than its choice in sponsors," she said at the protest.

The group also railed against FIFA partners Hyundai and Kia, citing a 2022 report that suppliers of Hyundai and Kia had used child labor in its Alabama factories. LAist has reached out to Home Depot and the Hyundai Motor Group, which also owns Kia, for comment.

Demonstrators said they wanted FIFA to make corporate accountability a metric of accepting a sponsor.

" We know mega-events like the World Cup can only happen with the support of host communities, local infrastructure and resources, with the workers throughout various supply chains that make these events possible," said Valerie Lizárraga with the nonprofit Jobs to Move America.

The group was also gathered to demand action from the Los Angeles Sports and Entertainment Commission, which runs the L.A. World Cup Host Committee. Demonstrators said they were dissatisfied with the committee's guidance on human rights for the World Cup.

A spokesperson for that commission deferred to FIFA for comment on corporate sponsorships. FIFA did not respond to LAist's request.

Last week, a small group of climate activists also demonstrated outside SoFi Stadium against Saudi energy company Aramco, another major FIFA partner. They were calling on FIFA to drop the fossil fuel giant as a sponsor.

The World Cup is wrapped up in Los Angeles after Friday's quarterfinal match between Spain and Belgium. But advocates rallying in L.A. say they are looking toward the future.

" Things like the World Cup [and] the Olympics are events that are fueled by people," said Father Thomas Carey, a member of Clergy and Laity United for Economic Justice. "The question is, do we hold them to account to take care of and protect the people who work for them and the people who attend their games?"

Next year, Los Angeles will host the 2027 Super Bowl. And the year after that will be the Olympics.

The Trump administration is abandoning its most aggressive attempt to end gender-affirming care for youth nationally, according to an official document obtained by NPR.

The document shows that the Department of Health and Human Services will not be finalizing a proposed rule that would have blocked all Medicaid and Medicare funding for hospitals that provide pediatric gender-affirming care.

The Centers for Medicare and Medicaid Services told NPR in a statement: "CMS does not comment on future rulemaking or speculate on potential actions. The Trump Administration rejects ideologically driven surgical interventions on vulnerable children."

(Surgery is very rare among transgender people under age 18, and the rule applied to all gender-affirming care, which is mainly therapy and medications for children.)

A "victory" for trans rights, but not a "retreat" by HHS

The fact that the Trump administration is backing off from this action is "a victory for people who are defending the rights and interests of trans people," says Sam Bagenstos, a professor at Michigan Law who served as general counsel at HHS under the Biden administration. "But I don't think it indicates a more general retreat from the aggressive posture of the Trump administration."

Bagenstos notes that this type of leverage — a "conditions of participation" rule for the Medicare and Medicaid program — has historically been used by HHS to compel states and hospitals to meet basic health and safety standards. Things like "making sure that you have stockpiles of certain kinds of equipment, making sure that you have certain kinds of emergency protocols, making sure that you have certain staffing ratios," he explains.

The proposed rule was unprecedented, Bagenstos says, because it instead would have prohibited certain kinds of treatments for a certain population. He says it seemed unlawful in a variety of ways. For one, "it violates the Medicare Act, which says that Medicare and Medicaid can't be used to control the practice of medicine within the state — states get to regulate the practice of medicine," Bagenstos says.

Medical groups opposed the change

Normally, HHS would propose a rule, accept public comment for 60 days, and then finalize the rule so that it could take effect. In this case, after proposing the rule in December and receiving more than 30,000 comments, the administration is abandoning the rule. At least in the next year, it will not be finalized and will not take effect.

The American Medical Association and the Children's Hospital Association both submitted comments urging the agency to rescind or withdraw the proposed rule. Major U.S. medical groups say that puberty blockers and sex hormones are safe and can be effective for transgender young people.

Even so, gender-affirming care for youth is banned in 27 states after a flurry of laws passed over the last several years. In the remaining 23 states, many hospital clinics that offer gender-affirming care have continued to operate, while others have shuttered in the past year citing pressure from the Trump administration.

That pressure has come in the form of this proposed rule, another rule that would bar federal Medicaid reimbursement for transgender pediatric patients, and a declaration from Health Secretary Robert F. Kennedy Jr. that aimed to redefine the standard of care. (Interestingly, the press release issued when those actions were unveiled in December is now missing from the HHS website, as is the Kennedy declaration document.)

The Medicaid rule is currently in the final stage of review and appears to be on track to take effect in the coming weeks. A coalition of Democratic-led states sued over the so-called Kennedy declaration and succeeded in blocking it in federal court in Oregon. The Trump administration has not appealed that decision so far.

Protesters who are against gender-affirming care for young people gathered outside Boston Children's Hospital in September 2022.

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At the same time, the Department of Justice has issued administrative and criminal subpoenas to hospitals seeking full personal medical files for transgender youth and employment files for their medical providers, although many of those attempts have been blocked in court so far. The Trump administration has also reached settlements with hospitals in Texas and Ohio that involved establishing "detransition" clinics.

And last month, when the Supreme Court allowed states to bar young transgender girls from sports, the White House issued a press release saying that the decision "Bolsters President Trump's Push to Eliminate Transgender Insanity." The release listed actions targeting transgender people across the federal government, from passport markers to military service to research funding.

Will hospitals that ended care for trans youth restart it?

While the Trump administration does not appear to be backing down from anti-transgender actions broadly, its decision not to finalize its most aggressive healthcare rule is significant, says Katie Keith, director of the Health Policy and the Law Initiative at Georgetown University who also worked in the Biden administration. Those other efforts are not nearly as durable as a finalized rule that takes effect, she notes.

The decision of the Trump administration not to finalize this rule "should give hospitals more confidence to either resume or continue offering the care," she says. Because the rule was never in effect, "I would argue that they should have been doing this all along anyway."

Kellan Baker agrees. He's a senior adviser for health policy at the Movement Advancement Project think tank, which focuses on LGBTQ issues. "This administration may have checked itself in one of the most extreme expressions of its agenda and I think people should take solace in that," he says. "But at the same time, this administration is continuing to show that its ultimate goal is eliminating healthcare for trans people and that it is apparently prepared to use almost any means necessary to do so."

The Medicare and Medicaid rule could theoretically be revived at some point, since it has not been formally withdrawn. An entry in the Trump administration's recent unified agenda sets a final action date for the proposed rule as December 2028, just before President Trump leaves office.

Copyright 2026 NPR

Gov. Gavin Newsom has signed a new law that expands the state's mobile ID program to 60% of licensed drivers, his office announced Monday.

For the last few years, participating residents have been able to use the state-issued mobile app and store their IDs in certain phone wallets as part of a pilot program.

Where you can use it

The program works for driver's licenses and state IDs.

The mobile version is mainly valid at airport security, but use is expected to expand in the future.

TSA accepts the California DMV Wallet App, as well as Apple, Google or Samsung wallets. A small number of stores accept them for age-restricted purchases.

One big caveat: Mobile IDs are not accepted by law enforcement or most state government agencies.

That means you should still keep your physical ID or license with you, especially if you're driving. You can find a full list of accepted places on the DMV's website.

How you can apply

Access to the program was previously capped to 4.2 million drivers — now that's quadrupled to over 16 million.

You can join the pilot by downloading the CA DMV Wallet app from your phone's app store and logging into your MyDMV account.

You'll need to provide your driver's license or ID card information. The app will prompt you to scan your card, and you'll have to refresh the mobile ID every 30 days.

More than 3.5 million Californians have joined so far.