The Trump administration has announced a significant change in its homelessness policy, which will drastically reduce support for long-term housing initiatives. Critics warn that this shift could jeopardize the housing stability of up to 170,000 individuals who were previously homeless. The new approach reallocates billions of dollars towards short-term programs that impose work requirements, assist law enforcement in dismantling encampments, and mandate treatment for mental health or addiction issues.

This policy change is detailed in a 128-page notice from the Department of Housing and Urban Development (HUD), which will oversee more than $3.9 billion in Continuum of Care funds, the primary federal funding source for homelessness. The plan proposes cutting aid for permanent housing by two-thirds in the coming year, raising concerns about the immediate impact on vulnerable populations, particularly those with disabilities and older individuals.

Advocates for the homeless, such as Ann Oliva, CEO of the National Alliance to End Homelessness, express alarm at the prospect of displacing long-term residents from their homes. The document does not clarify alternative housing solutions for those affected. In contrast, a spokesperson for HUD stated that the department would continue to support the American public through means-tested measures aimed at promoting self-sufficiency.

Devon Kurtz, an analyst with the conservative Cicero Institute, argues that the funding shift will not necessarily lead to mass displacement, suggesting that existing programs could adapt to the new requirements. He emphasized the administration's intent to raise standards for service providers, countering claims of alarmism regarding the potential impact on the homeless population.

The funding changes come amid rising homelessness rates and public discomfort with visible encampments. President Trump has previously characterized the unsheltered homeless as a threat to urban environments, advocating for policies that prioritize treatment and enforcement over housing-first strategies. His administration's new directives favor programs that require treatment for substance abuse and impose work obligations, while significantly reducing the proportion of funding allocated to long-term housing solutions.

This shift poses a challenge to the Housing First model, which has historically received bipartisan support and focuses on providing stable housing without preconditions. Critics argue that the treatment-first approach may exacerbate the plight of those unable or unwilling to comply with new requirements, while failing to address the underlying issue of escalating housing costs.

The new rules also alter the funding structure for local grant-making groups, reducing guaranteed funding levels and increasing competition for federal resources. This change could allow the administration to redirect funds from areas with progressive policies to those with more conservative approaches. Additionally, the new guidelines may penalize local programs that have previously engaged in diversity and equity initiatives, potentially undermining their ability to serve marginalized communities effectively.

In a related public health concern, traffic fatalities in the United States have risen by 20% over the past decade, increasing from 32,744 in 2014 to an estimated 39,345 in 2024, according to the National Highway Traffic Safety Administration (NHTSA). Although there has been a decline since the peak of 43,230 deaths in 2021, current figures remain higher than those from ten years ago.

The Pew Research Center has noted a deterioration in driving habits among Americans since the COVID-19 pandemic, with increases in reckless and impaired driving, which road safety advocates describe as a public health failure. They argue that technological advancements could significantly reduce traffic fatalities, but such proposals often face resistance from the automotive industry. The previous administration emphasized the development of driverless cars as a means to enhance public safety.

In major cities like Los Angeles, San Francisco, and Houston, traffic fatalities have surpassed homicide rates. For instance, in 2024, Los Angeles reported 302 traffic deaths compared to 268 homicides, marking the second consecutive year where traffic fatalities exceeded those from violent crime. San Francisco recorded over 40 traffic deaths against 35 homicides, while Houston saw approximately 345 deaths from crashes compared to 322 from homicides.

David Harkey, president of the Insurance Institute for Highway Safety, described the situation as a "road safety emergency," noting that the U.S. ranks lowest in road safety among 29 high-income countries. Despite pledges from city leaders, including former Los Angeles Mayor Eric Garcetti, to implement the Vision Zero action plan aimed at eliminating traffic deaths by 2025, fatalities have instead increased.

An audit commissioned by the city’s administrative officer revealed a decline in enthusiasm for the Vision Zero initiative, attributing the setbacks to the pandemic, internal conflicts, and inconsistent investment in high-risk traffic areas. California state Senator Scott Wiener proposed legislation requiring new cars to include "intelligent speed assistance" technology, but the bill faced significant pushback from the auto industry and was ultimately vetoed by Governor Gavin Newsom, who cited potential disruptions to federal safety assessments.

The Alliance for Automotive Innovation, a prominent automotive lobby, has also challenged federal regulations aimed at improving vehicle safety, including a lawsuit against an automatic emergency braking rule established during the Biden administration. Meanwhile, the current administration is prioritizing the regulation of autonomous vehicles, with proposals to update safety standards that some lawmakers have criticized as potentially undermining existing protections.

Advocates emphasize the need for continued road safety regulations for conventional vehicles, warning that without such measures, factors like excessive speed and human error will persist as leading causes of fatalities. They call for collaboration across various sectors to address these issues effectively. In the aftermath of his wife's death, Kris Edwards has faced significant emotional and physical challenges, expressing a desire for her death to serve as a cautionary tale about road safety. He hopes for a future where safer streets and more cautious driving practices can prevent similar tragedies.