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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Chaseedaw Giles

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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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Chaseedaw Giles

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KFF Health News

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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.

Nearly 300,000 California K-12 students experienced homelessness in the 2024-25 school year, the highest numbers ever recorded by UCLA researchers and a 10% increase from the prior peak in the 2018-19 school year.

“The sheer magnitude of how many students are experiencing homelessness and how much it's increased, that was the biggest finding for us,” said Grace Kim, study co-author and research analyst at the UCLA Center for the Transformation of Schools.

Los Angeles, Orange, Riverside, San Bernardino and Ventura counties account for half of the students experiencing homelessness in the state. About 62,000 — nearly 5% — of L.A. County students experience homelessness in the 2024-25 school year.

Researchers at UCLA’s Center for the Transformation of Schools examined data collected by the California Department of Education between the 2017-18 and 2024-25 school years, including homeless student enrollment, attendance and test scores.

Schools are required to identify students who lack stable housing and provide resources, such as transportation, so they can access the same quality of education as a housed child.

Students experiencing homelessness are more likely to frequently miss school and fall behind academically. While many students have started to score higher on the state’s standardized math and reading tests following pandemic-related declines, the percentage of students experiencing homelessness who meet the benchmarks is about 20% lower than their housed peers, the research found.

Black, American Indian and Alaska Native students experienced higher rates of homelessness than their peers of other races — about 1 in 12.

California’s most recent budget includes $116 million to help schools identify and support students experiencing homelessness. The report’s authors say while “encouraging,” more than one-time funding is needed to support students experiencing homelessness.

“Having integrated systems of support is also a super important factor,” Kim said. “The reason why we see these gaps in terms of academic achievement or chronic absenteeism … it's not [students’] fault.”

Cleanup is just beginning for a contaminated industrial site in South Gate, according to U.S. Environmental Protection Agency officials who are leading the effort.

The small southeast L.A. city was built on industry — in the early 20th century it boomed with auto, chemical and other manufacturers.

That legacy also left it with three Superfund sites, areas designated by the federal government as highly contaminated with hazardous waste.

The three sites are all clustered on a large lot framed by Southern and Rayo avenues. A residential neighborhood is nearby.

“This site is less than 50 yards away from a home, so we want to make sure that we clean it to a point where we can feel confident,” said South Gate Mayor Joshua Barron.

South Gate is home to about 90,000 people, the majority of whom are Latino. The median household income is about $74,500 and the state has identified the city and surrounding communities to be disproportionately burdened by pollution and its health effects.

This site, dubbed the Southern Avenue Industrial Area, housed a screw manufacturing business for 30 years, then a carpet adhesive plant. Both businesses are now defunct and the site was designated by the federal government as a Superfund site in 2012.

The pollution at this property was compounded by pollution from companies next door.

One of the two adjacent Superfund sites was used by Cooper Drum Co., a steel drum recycling plant. A group of Cooper Drum’s former customers, including chemical manufacturers and oil companies, are paying for part of that cleanup. The other site, previously operated by an aircraft rivet and conveyor belt manufacturer, is still in the analysis and planning stages.

At the Southern Avenue site where the EPA broke ground Tuesday, analyses commissioned by the agency found widespread lead and other toxic contamination in the soil, as well as a plume of trichloroethylene, a carcinogen, in the groundwater.

Officials say the plume has not affected the deeper aquifer South Gate and other southeast L.A. cities rely on for drinking water.

In 1986, the city closed water wells contaminated by the neighboring Cooper Drum site.

EPA project manager Kelia Liang explains the cleanup effort in South Gate on Tuesday.

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“ The water is safe to drink,” said Mike Montgomery, superfund director for the EPA. “What we're trying to do is prevent it from becoming impacted.”

EPA officials estimate soil cleanup will take about two months. Groundwater cleanup planning will start in 2027 and could take a year or more. The whole effort is estimated to cost between $45 million and $60 million, primarily through federal dollars.

The summer heat may be sweltering at the moment in Southern California, but predictions about this winter’s El Niño show it could be the strongest on record.

So the LAist newsroom wants to know: What questions do you have? (You can submit below.)

We can tell you now that El Niño is a climate pattern that happens roughly every two to seven years, and is one of the most powerful drivers of the Earth’s weather.

During an El Niño event, the central and eastern tropical Pacific Ocean off the coast of South America warms to above normal temperatures. The warm ocean adds moisture and heat to the atmosphere, influencing atmospheric circulation, temperatures and precipitation on a massive scale.

El Niño typically results in mild weather in the northern United States and wetter conditions in the southern part of the country.

In Southern California, we could start to see the effects of El Niño in the late fall or early winter. Generally, those effects include significant rain and high sea levels and the consequences that come with them, such as flooding, mudslides and coastal erosion.

Forecasters say there is a more than 90% chance of a powerful El Niño event this year, and a 70% chance that it’s record-setting.

That said, uncertainty remains around how exactly this winter’s El Niño will play out here.

So as you gear up for an El Niño winter, ask us your questions and we’ll do our best to get answers in the months ahead.

The company behind the Garden Grove hazardous waste scare earlier this year is planning to resume full operations in late September, subject to an independently monitored, court-approved safety plan.

GKN Aerospace employs 500 people at its Garden Grove facility.

What happened?

GKN Aerospace said in a news release that it had permanently decommissioned the tank that set off the hazmat scare in May and forced some 50,000 nearby residents to evacuate.

Removal of the tank is pending review and approval from state regulatory agencies, according to an emailed response from Salma Elshakre, a spokesperson for the Orange County Health Care Agency, which is overseeing the cleanup.

All of the toxic chemical, methyl methacrylate (also known as MMA), has been removed from nearby tanks as well, Elshakre said.

What about the compensation fund?

This week, the company also announced a forthcoming $100 million compensation fund for affected residents and businesses. GKN expects to release details on how to apply in the coming months.

What's next?

At least 39 lawsuits have been filed against the company in conjunction with the hazmat incident, according to a GKN webpage set up to track the fallout. The company pledged to explain the legal effect of participating in the compensation fund before it is launched.

What's the community reaction?

Garden Grove Mayor Stephanie Klopfenstein said in a statement that the city “welcome[s] this progress and will continue to expect GKN to address the broader effects on our community.”

A coalition of community groups called GKN Out of Garden Grove Coalition wants the city to shut down the GKN plant completely. The coalition plans to release a report documenting the company’s alleged history of hazardous waste failures at a news conference Tuesday at 5:30 p.m. at 11300 Stanford Ave. in Garden Grove.