Connect with us

News

Trump administration aims to slash funds that preserve the nation’s rich architectural and cultural history

Published

on

Trump administration
The iconic ‘Walking Man’ Hawkes sign in Westbrook, Maine, was added to the National Register of Historic Places in 2019.
Ben McCanna/Portland Portland Press Herald via Getty Images

Michael R. Allen, West Virginia University

President Donald Trump’s proposed fiscal year 2026 discretionary budget is called a “skinny budget” because it’s short on line-by-line details.

But historic preservation efforts in the U.S. did get a mention – and they might as well be skinned to the bone.

Trump has proposed to slash funding for the federal Historic Preservation Fund to only $11 million, which is $158 million less than the fund’s previous reauthorization in 2024. The presidential discretionary budget, however, always heads to Congress for appropriation. And Congress always makes changes.

That said, the Trump administration hasn’t even released the $188 million that Congress appropriated for the fund for the 2025 fiscal year, essentially impounding the funding stream that Congress created in 1976 for historic preservation activities across the nation.

I’m a scholar of historic preservation who’s worked to secure historic designations for buildings and entire neighborhoods. I’ve worked on projects that range from making distressed neighborhoods in St. Louis eligible for historic tax credits to surveying Cold War-era hangars and buildings on seven U.S. Air Force bases.

I’ve seen the ways in which the Historic Preservation Fund helps local communities maintain and rehabilitate their rich architectural history, sparing it from deterioration, the wrecking ball or the pressures of the private market.

A rare, deficit-neutral funding model

Most Americans probably don’t realize that the task of historic preservation largely falls to individual states and Native American tribes.

The National Historic Preservation Act that President Lyndon B. Johnson signed into law in 1966 requires states and tribes to handle everything from identifying potential historic sites to reviewing the impact of interstate highway projects on archaeological sites and historic buildings. States and tribes are also responsible for reviewing nominations of sites in the National Register of Historic Places, the nation’s official list of properties deemed worthy of preservation.

However, many states and tribes didn’t have the capacity to adequately tackle the mandates of the 1966 act. So the Historic Preservation Fund was formed a decade later to alleviate these costs by funneling federal resources into these efforts.

The fund is actually the product of a conservative, limited-government approach.

Advertisement
Get More From A Face Cleanser And Spa-like Massage

Created during Gerald Ford’s administration, it has a revenue-neutral model, meaning that no tax dollars pay for the program. Instead, it’s funded by private lease royalties from the Outer Continental Shelf oil and gas reserves.

Most of these reserves are located in federal waters in the Gulf of Mexico and off the coast of Alaska. Private companies that receive a permit to extract from them must agree to a lease with the federal government. Royalties from their oil and gas sales accrue in federally controlled accounts under the terms of these leases. The Office of Natural Resources Revenue then directs 1.5% of the total royalties to the Historic Preservation Fund.

Congress must continually reauthorize the amount of funding reserved for the Historic Preservation Fund, or it goes unfunded.

A plaque honoring Fenway Park is displayed on an easel on a baseball field.
Boston’s Fenway Park was added to the National Register of Historic Places in 2012, making it eligible for preservation grants and federal tax incentives.
Winslow Townson/Getty Images

Despite bipartisan support, the fund has been threatened in the past. President Ronald Reagan attempted to do exactly what Trump is doing now by making no request for funding at all in his 1983 budget. Yet the fund has nonetheless been reauthorized six times since its inception, with terms ranging from five to 10 years.

The program is a crucial source of funding, particularly in small towns and rural America, where privately raised cultural heritage funds are harder to come by. It provides grants for the preservation of buildings and geographical areas that hold historical, cultural or spiritual significance in underrepresented communities. And it’s even involved in projects tied to the nation’s 250th birthday in 2026, such as the rehabilitation of the home in New Jersey where George Washington was stationed during the winter of 1778-79 and the restoration of Rhode Island’s Old State House.

Filling financial gaps

I’ve witnessed the fund’s impact firsthand in small communities across the nation.

Edwardsville, Illinois, a suburb of St. Louis, is home to the Leclaire Historic District. In the 1970s, it was added to the National Register of Historic Places. The national designation recognized the historic significance of the district, protecting it against any adverse impacts from federal infrastructure funding. It also made tax credits available to the town. Edwardsville then designated LeClaire a local historic district so that it could legally protect the indelible architectural features of its homes, from original decorative details to the layouts of front porches.

Despite the designation, however, there was no clear inventory of the hundreds of houses in the district. A few paid staffers and a volunteer citizen commission not only had to review proposed renovations and demolitions, but they also had to figure out which buildings even contributed to LeClaire’s significance and which ones did not – and thus did not need to be tied up in red tape.

Black and white photo of family standing in front of their home.
The Allen House is one of approximately 415 single-family homes in the Leclaire neighborhood in Edwardsville, Ill.
Friends of Leclaire

Edwardsville was able to secure a grant through the Illinois State Historic Preservation Office thanks to a funding match enabled by money disbursed to Illinois via the Historic Preservation Fund.

In 2013, my team created an updated inventory of the historic district, making it easier for the local commission to determine which houses should be reviewed carefully and which ones don’t need to be reviewed at all.

Oil money better than no money

The historic preservation field, not surprisingly, has come out strongly against Trump’s proposal to defund the Historic Preservation Fund.

Nonetheless, there have been debates within the field over the fund’s dependence on the fossil fuel industry, which was the trade-off that preservationists made decades ago when they crafted the funding model.

Advertisement
Get More From A Face Cleanser And Spa-like Massage

In the 1970s, amid the national energy crisis, conservation of existing buildings was seen as a worthy ecological goal, since demolition and new construction required fossil fuels. To preservationists, diverting federal carbon royalties seemed like a power play.

But with the effects of climate change becoming impossible to ignore, some preservationists are starting to more openly critique both the ethics and the wisdom of tapping into a pool of money created through the profits of the oil and gas industry. I’ve recently wondered myself if continued depletion of fossil fuels means that preservationists won’t be able to count on the Historic Preservation Fund as a long-term source of funding.

That said, you’d be hard-pressed to find a preservationist who thinks that destroying the Historic Preservation Fund would be a good first step in shaping a more visionary policy.

For now, Trump’s administration has only sown chaos in the field of historic preservation. Already, Ohio has laid off one-third of the staffers in its State Historic Preservation Office due to the impoundment of federal funds. More state preservation offices may follow suit. The National Council of State Historic Preservation Officers predicts that states soon could be unable to perform their federally mandated duties.

Unfortunately, many people advocating for places important to their towns and neighborhoods may end up learning the hard way just what the Historic Preservation Fund does.

Michael R. Allen, Visiting Assistant Professor of History, West Virginia University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

Advertisement
Get More From A Face Cleanser And Spa-like Massage

Daily News

Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line

LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.

Published

on

After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.

Major construction is beginning on LA Metro’s 6.7-mile East San Fernando Valley light-rail line, which is targeted for completion in early 2032.
AI rendering depicting East San Fernando Valley LRT construction in the center of Van Nuys Boulevard. By: Daily News Staff

LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.

Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.

https://stmdailynews.com/la-metro-locks-in-vermont-brt-funding-as-world-cup-results-point-toward-2028/

This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.

From utility work to a new rail corridor

The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.

When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.

The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.

Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.

The opening target has moved to 2032

Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.

The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.

That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.

Rail returns to Van Nuys Boulevard

The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.

Advertisement
Get More From A Face Cleanser And Spa-like Massage

The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.

The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.

For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.

That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.

Primary sources

This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow

Continue Reading

City

Santa Monica Pier Sign Heads to Las Vegas for Historic Restoration

Published

on

For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.

Santa Monica Pier sign is heading to Las Vegas for restoration during bridge replacement. Find out why it’s leaving and when it will return.
A harbor entrance sign of in Santa Monica Pier California

Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.

The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.

https://stmdailynews.com/la-metro-locks-in-vermont-brt-funding-as-world-cup-results-point-toward-2028/

YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.

Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.

Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.

Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.

For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.

Source: City of Santa Monica — October 19, 2026 announcement

Related Links

Follow more Southern California stories at STM Daily News.

Continue Reading

Automotive

Slate Truck Gets Real: First Experience Center Opens Ahead of Planned Deliveries

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

Published

on

Slate Auto’s new Chicago location gives prospective buyers a permanent place to see the minimalist electric pickup, explore customization options and learn about demo opportunities—but it is not yet proof that customer deliveries have begun.

CHICAGO — October 20, 2026 — The Slate Truck is moving out of computer renderings and temporary roadshow stops and into a permanent retail setting. Slate Auto opened its first Experience Center on October 15 at 1053 W. Grand Avenue in Chicago, giving consumers a year-round location to get an up-close look at the company’s highly anticipated electric pickup.

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

The Near West Side facility occupies a former Tesla location and includes showroom, retail and garage space, along with electric-vehicle charging infrastructure. For Slate, the opening represents an important step in turning strong online interest into a more tangible buying experience as the startup works toward launching its first vehicle.

Visitors can examine the truck’s compact dimensions, deliberately simple cabin and accessory-driven design in person. The center also showcases Slate’s personalization strategy, including exterior wraps, add-on accessories and digital design tools intended to let owners configure the truck around their needs.

https://stmdailynews.com/jeep-goes-back-to-1945-with-the-2027-wrangler-jl-2a/

Slate has also promoted demonstration opportunities connected with the location, although availability may be limited or appointment-based as the company continues to prepare its fleet. Early media access included passenger rides rather than unrestricted customer test drives, so prospective visitors should confirm current availability before making a special trip.

Why the Chicago opening matters

Until now, most consumers have encountered the Slate Truck through online reservations, media coverage or temporary appearances. A permanent showroom gives buyers a chance to judge details that are difficult to evaluate on a screen, including seating position, bed access, cabin materials and the overall size of the vehicle.

That is especially important for a product built around an unconventional value proposition. Slate is promoting a basic two-seat, two-door electric truck with manual crank windows and no factory-installed infotainment screen or stereo. The company’s strategy is to keep the starting price low and let buyers add features later through accessories and conversion kits.

The physical location also gives Slate a place to explain that approach directly. Rather than presenting the truck as an unfinished vehicle, the company can demonstrate how its modular accessories, wraps and planned SUV-style conversion components are meant to expand the vehicle’s usefulness over time.

Chicago is a logical first market for that effort. The city offers access to a large Midwestern customer base and is within the broader region of Slate’s planned manufacturing operation in Warsaw, Indiana. Reusing a former Tesla store also gives the startup a space already suited to displaying and servicing electric vehicles.

The roadshow continues beyond Chicago

The Experience Center is opening as Slate expands its public demonstration schedule. The company’s events calendar lists a Boston-area demo ride event from October 21 through October 25 at The Shops at Chestnut Hill, followed by an appearance at RADwood in Alameda, California, on October 24 and a New Jersey demo ride event in Freehold from October 28 through October 31.

Slate also lists future stops in Washington, D.C., Raleigh, Atlanta, Miami and Orlando. Together, the permanent Chicago center and the traveling events suggest the company is moving into a broader customer-education phase ahead of planned deliveries.

What has—and has not—changed

The showroom opening does not change Slate’s headline pricing or range claims. The truck is still advertised with a base price of $24,950 before taxes, registration and destination charges. With the currently listed $1,450 destination fee, the entry price would be approximately $26,400 before other costs or optional equipment.

Advertisement
Get More From A Face Cleanser And Spa-like Massage

Slate also continues to advertise an estimated range of up to 205 miles. That figure remains an estimate rather than a final EPA-certified rating.

Most importantly, Slate has not publicly confirmed that regular customer production has started or that the first retail deliveries have occurred. Limited deliveries have been reported as possible before the end of December 2026, while many reservation holders may receive later delivery windows in 2027. The Chicago opening is therefore a commercialization milestone, not a manufacturing milestone.

For customers and industry observers, the next major signals will be the start of production at the Warsaw factory, final specifications and EPA range ratings, and confirmed handoffs to paying buyers.

The bottom line

Slate Auto now has a permanent place where consumers can see and evaluate its unusually simple electric truck. That makes the product feel more real and gives the company a platform to explain a customization-heavy business model that may be unfamiliar to traditional truck buyers.

Still, the biggest questions remain unanswered. Opening a showroom demonstrates progress in marketing and customer engagement; producing vehicles at scale, holding the promised price and delivering a 205-mile truck to reservation holders will determine whether Slate can convert enthusiasm into a viable automotive business.

Sources and more information

Category: Consumer Corner / Automotive

Continue Reading

Trending