Transaction Search Form: please type in any of the fields below.
Date: April 30, 2024 Tue
Time: 12:19 am
Time: 12:19 am
Results for traffic offenses
15 results foundAuthor: Raes, Elke Title: Drug Use, Impaired Driving and Traffic Accidents Summary: This literature review provides a comprehensive report on the relationship between drug use, impaired driving and traffic accidents. It covers methodological issues, presents results of prevalence surveys among drivers and provides an overview of findings from major international epidemiological surveys published since 1999. The report also gathers evidence from experimental and field studies of the relationship between drug use, driving impairment and traffic accidents. Details: Luxembourg: Office for Official Publications of the European Communities, 2008 Source: European Monitoring Cenre for Drugs and Drug Addiction (EMCDDA) Year: 2008 Country: Luxembourg URL: Shelf Number: 113306 Keywords: Driving Under the InfluenceDrug AbuseTraffic Offenses |
Author: Brace, Charlotte Title: The Relationship Between Crime and Road Safety Summary: The aim of this project was to review the literature on the relationship between crime and road safety, to identify pertinent Victorian crime and road safety data, and discuss how such data can be utilised to examine the relationship between crime and road safety. Of specific interest was the relationship between criminal activity of individuals and the likelihood of these individuals being involved in a fatal or serious injury outcome road crash. The key findings of this research suggests that t here is a positive relationship between: general negative behaviour (e.g. involvement in antisocial behaviours) and risky driving behaviour; criminal behaviour and traffic offences (specifically violence, theft & burglary and recidivist/drink driving, driving whilst disqualified; risky traffic behaviour contributing to a crash and criminal history (particularly for violent crime, vandalism, property crime, and involvement in traffic crime), and; crash involvement, drink driving and general criminal history including theft, car theft, drug and alcohol related crimes, violence and property damage. This report documents a variety of approaches that have been adopted internationally to examine these relationships, and highlights that such work has not been undertaken in Victoria to date. Moreover, the limitations and barriers for linking crime and road safety data in Victoria are discussed and these predominantly concern privacy and ethics, matching of data, issues with data analysis and cost/resource factors. A number of recommendations are made to overcome these data limitations, and to explore more fully the relationship between crime and road safety in Victoria. Details: Victoria, Australia: Monash University, Accident Research Centre, 2009. 60p. Source: Internet Resource; Report No. 284 Year: 2009 Country: Australia URL: Shelf Number: 119337 Keywords: Alcohol Related CrimeAutomobile TheftCrime (Victoria, Australia)Drunk DrivingMotor Vehicle TheftRecidivismTraffic OffensesVandalism |
Author: Beuret, Kris Title: Offenders and Post-court Disposal Courses Summary: The Road Safety Act 2006 makes legal provision for a post-court educational intervention for four serious traffic offences. These four offences are speeding, careless and inconsiderate driving, ignoring traffic signs and using a special road contrary to scheme or regulation. For each of these offences the courses would be offered to: 1. people who attend court for the above offences and for which the court, having decided that an x number of points and a y amount of fine is imposed, puts the total endorsements on the driver’s licence at between 7 and 11 points; and 2. people who attend court for the above offences and for which the court decided that they will be disqualified from driving for at least one year. On completion of the course, offenders would be offered a reduction in their endorsement points or disqualification period. In anticipation of the possibility of these new courses, the Department for Transport commissioned this research to provide a detailed exploration of the person characteristics of likely course attendees, as well as general views of police and magistrates as to the contribution such a course could make to road safety. Details: London: Department for Transport, 2010. 75p. Source: Internet Resource: Road Safety Research Report No. 118: Accessed April 14, 2011 at: http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme2/offenderspostcourtcourses/pdf/rsrr118.pdf Year: 2010 Country: United Kingdom URL: http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme2/offenderspostcourtcourses/pdf/rsrr118.pdf Shelf Number: 121349 Keywords: Road Safety (U.K.)Traffic OffendersTraffic Offenses |
Author: Carnegie, Jon A. Title: Study of Recidivism Rates among Drivers Administratively Sanctioned by the New Jersey Motor Vehicle Commission Summary: The purpose of this study was to examine the current state of practice related to driver improvement countermeasures used in the United States and to assess the effectiveness of New Jersey’s negligent driver interventions. As part of the study, the research team conducted a national literature review and a survey of motor vehicle agency policies in other states to document the current state of practice related to driver improvement programs and the current state of knowledge regarding the effectiveness of specific countermeasures. In addition, the research team obtained and analyzed an extensive longitudinal database of driver history records to examine the effectiveness of various countermeasures used in New Jersey to address negligent driver behavior relative to violation and crash recidivism. This study provides important evidence that New Jersey’s program of negligent driver countermeasures is effective at reducing violation and crash recidivism among most negligent driver subgroups in the two-year period after Motor Vehicle Commission (MVC) intervention. Of the countermeasures used in New Jersey, the combination of license suspension with one-year probation resulted in the greatest overall reduction in both mean violation and crash rates. New Jersey’s driver re-education classes, which are accompanied by a three-point credit against accumulated demerit points and one-year probation, resulted in the lowest mean violation rate reduction. Point advisory notices, which for experienced drivers are accompanied by a concurrent assessment of negligent driver fees (MVC “insurance surcharges”), appear to be an effective early intervention, producing substantial reductions in both violation and crash recidivism among all driver subgroups except teen drivers who are not assessed negligent driver fees at the time of notice issuance. Several policy recommendations can be derived from this research. First, with regard to teen drivers, consideration should be given to whether or not a “zero-tolerance” policy for motor vehicle violations and at-fault crashes should be applied to teen drivers. It may be appropriate to impose license suspension as an earlier intervention if the reforms already enacted do not result in meaningful change in teen driver safety outcomes. Second, MVC should consider streamlining the suspension program to make it more straightforward and easier to administer. Thirdly, consideration should be given to reviewing and reforming New Jersey’s driver monitoring system and/or plea bargaining practices to ensure that repeat traffic offenders are not able to use zero-point plea bargaining to avoid corrective actions that improve safety outcomes. Details: New Brunswick, NJ: Alan M. Voorhees Transportation Center, Rutgers, The State University of New Jersey, 2009. 66p. Source: FHWA-2009-019: Internet Resource: Accessed on January 29, 2012 at Year: 2009 Country: United States URL: Shelf Number: 123870 Keywords: Evaluative StudiesNew JerseyRecidivismTraffic Offenses |
Author: International Association of Chiefs of Police, Highway Safety Committee Title: Traffic Safety in the New Millennium: Strategies for Law Enforcement A Planning Guide for Law Enforcement Executives, Administrators and Managers Summary: Traffic safety programs form an integral component of the effective, comprehensive law enforcement operation. Unfortunately, not all law enforcement executives recognize this important fact. Other law enforcement issues constantly compete with traffic safety for law enforcement’s attention, and too often traffic safety initiatives take a “back seat” to what are perceived as more important programs. Violent crime, gang violence and the proliferation of illegal narcotics are matters that, to many police executives, far outweigh the need to dedicate time to proactive traffic safety. Nothing could be farther from the truth. Many successful traffic safety initiatives have resulted not only in reductions in crashes, but in additional positive results that benefit our communities in many areas. As one might expect, there are many approaches to traffic safety presently taken by law enforcement in the United States. As we enter the new millennium, emerging trends and new technology will be of the utmost importance. This document will serve as a guidebook for law enforcement executives and their organizations; it will catalog effective strategies and address promising practices for the future. This document addresses elements and core components in human resources, management and technology issues, with a focus on effective traffic safety strategies. These individual strategies discuss background information, possible actions, benefits, and other considerations. The information contained in this document deals with both proven strategies and promising initiatives for the future. A safe and efficient transportation system will provide positive results to our society, and effective traffic safety programs and strategies will ensure success in this endeavor. This document will serve as a menu of effective programs and a roadmap for the journey into a safer millennium. Details: Washington, DC: U.S. National Highway Traffic Safety Administration, 2003. 99p. Source: Internet Resource: Accessed April 9, 2012 at: http://www.nhtsa.gov/people/injury/enforce/trafficsafety.pdf Year: 2003 Country: United States URL: http://www.nhtsa.gov/people/injury/enforce/trafficsafety.pdf Shelf Number: 124910 Keywords: Traffic EnforcementTraffic OffensesTraffic Safety (U.S.) |
Author: Kostyniuk, Lidia P. Title: Societal Costs of Traffic Crashes and Crime in Michigan: 2011 Update Summary: Cost estimates, including both monetary and nonmonetary quality-of-life costs specific to Michigan, were estimated for overall traffic crashes and index crimes by experts in the field of economics of traffic crashes and crimes. These cost estimates were applied to 2009 Michigan traffic crash and index crime incidence data to estimate dollar losses from traffic crashes and index crimes to the state and for each county within the state. Crash costs associated with alcohol-involved traffic crashes, teen-driver-involved crashes, crash-involved motorcyclists, and unrestrained occupants of passenger vehicles were also calculated. Findings indicate that in 2009, index crimes in Michigan resulted in $1.9 billion in monetary costs and $4.7 billion in total (monetary and nonmonetary quality-of-life) costs. Overall traffic crashes resulted in $4.8 billion in monetary costs and $9.1 billion in total costs. Of these costs, alcohol-involved crashes accounted for $0.8 billion in monetary costs and $1.9 billion in total costs. Crashes involving teen drivers accounted for almost $1 billion in monetary costs and $1.8 billion in total costs. Crash-involved motorcyclists accounted for $0.4 billion in monetary costs and $0.8 billion in total costs. Injury-crash involved unrestrained occupants accounted for $0.5 billion in monetary costs and $1.2 billion in total costs. Based on dollar losses to the state, the magnitude of the problem of traffic crashes exceeded that of index crimes in 2009. Details: Ann Arbor, MI: University of Michigan, Transportation Research Institute, 2011. 365p. Source: Internet Resource: UMTRI-2011-21: Accessed July 19, 2012 at: http://www.michigan.gov/documents/msp/2011_Crash_and_Crime_Final_Report_361083_7.pdf Year: 2011 Country: United States URL: http://www.michigan.gov/documents/msp/2011_Crash_and_Crime_Final_Report_361083_7.pdf Shelf Number: 125677 Keywords: Costs of Crime (Michigan)Crime StatisticsTraffic Offenses |
Author: Behm, Michael E. Title: Traffic Stops in Nebraska. A Report to the Governor and the Legislature on Data Submitted by Law Enforcement April 1, 2012 Summary: Issues of fairness and trust are critical in the administration of justice. These issues are critical for the public as well as for law enforcement. Traffic stops are one of the most common types of contact for the public. Perceptions derived from these contacts and the need for openness on the reasons for stops fit with other concerns. The Nebraska Legislature passed LB593 in 2001 to respond to possible issues relating to the way that traffic stops are made. The act specifically prohibited racial profiling and required law enforcement to implement policies prohibiting discriminatory practices as well as requiring the collection of prescribed data. Additionally, it required agencies to report to the Crime Commission all allegations of racial profiling received and the disposition of such allegations. This report includes traffic stop data from 2002 through 2011 as submitted to the Nebraska Crime Commission. One component of addressing concerns has been the training of law enforcement. Issues regarding racial profiling have been incorporated into the basic training all law enforcement officers attend for certification. Since the law took effect in 2001, and even prior to this law, students in basic training are taught that all traffic stops must be based on a legal justification and cannot be based solely upon the person’s (or driver's) race or ethnic makeup. Any stop based solely upon the person's race or ethnicity would be unconstitutional. Students fill out racial profiling report forms with each simulated traffic stop conducted while in the training academy. Data by agency and county is available at the Crime Commission's website (www.ncc.ne.gov). Proactive use of these data can assist in an agency's monitoring and adherence to legislation. They can provide opportunities to reach out to the community as well as examine processes and procedures. We strongly encourage agencies to examine their data and look at what is happening within their jurisdiction. · There were 515,390 traffic stops reported to the Crime Commission for 2011 from 179 law enforcement agencies. · Of the total traffic stops reported, over two thirds were by the Nebraska State Patrol or agencies in Douglas, Lancaster and Sarpy Counties. Overall, 42% of the stops made statewide were by the Patrol. Omaha PD made 11% and Lincoln PD made almost 8% of the statewide traffic stops. · While both population and stops were concentrated in the largest counties, the largest metropolitan agencies accounted for the most stops. The Omaha Police Department, Lincoln Police Department and the Nebraska State Patrol accounted for 61% of stops. o Given that the 2010 census included detailed data on Lincoln and Omaha we were able to better examine details of stops in those communities. · The general or census population only provides one aspect of the potential group that would be stopped by law enforcement, particularly in areas with a lot of commuters or Interstate traffic. Nonetheless, the local population provides one view of the area and is often used for these comparisons. · The breakdown of types of stops and related data by race has stayed relatively consistent throughout the reported years, with certain variations showing in searches and the dispositions of stops. · The statewide breakdown of traffic stops by race parallels the census adult population breakdown as well as the general known licensed driving population. In and of itself this does not mean that there is no racial profiling. It can be said that, on the statewide aggregate, there are not apparent disproportionalities. · However, this does not mean that there are not disparities. There are other variances that show up when looking at particular local populations or jurisdictions. Since minority populations vary greatly across Nebraska it significantly affects the contact law enforcement would have with them. · The majority of stops in Douglas County were by the Omaha Police. o Black drivers in Omaha are stopped almost twice as often by the Omaha Police Department (21.6% to 12.2%) · Lancaster County has the majority of its stops by the Lincoln Police Department. o The Lincoln Police Department stops Blacks at over twice their local adult population (7.7% to 3.3%) · Dawson County has a large Hispanic population that dramatizes the need for local examination of populations. o Hispanics, the largest minority population in Dawson County, account for 30.8% of stops countywide compared to their overall population of 26.2% o Hispanics are 53% of Lexington's adult population but account for 51.4% of the stops · Looking at the processing of stops can point to similarities and disparities. A search can be requested of the driver or cause may bring about a search. o The overall reporting by law enforcement shows that Blacks (3.0%), Hispanics (3.9%) and Native Americans (4.7%) are searched more often than overall (2.4%) or Whites (2.2%). o The Nebraska State Patrol searches at a proportion lower than those reported overall (0.9% to 2.4%). o The State Patrol does search Native Americans (2.9%) three times as often as their overall searches (0.9%). o The Douglas County Sheriff's Office conducts a larger proportion of searches on Blacks (9.1), Hispanics (11.7) and Native Americans (12.5) than overall (5.3%) o The Omaha Police Department conducts searches over three times as often on Native Americans (4.2) than overall (1.2%) o The Lincoln Police Department searched Blacks (3.5%) and Native Americans (7.1%) and Hispanics (2.7%) more frequently than general searches (1.4%) o The Dawson County Sheriff's Office searched Hispanics (4.5) almost twice as frequently as general searches (2.6%) · For 2011 the Crime Commission received seven reports from three agencies of the public making allegations of racial profiling. All the agencies involved conducted internal investigations. In all seven instances the officer was exonerated. As always. it must be noted that any observed disparities are just that: disparities. The data cannot prove bias or instances of racial profiling but they can point to areas that agencies can look at more closely. Detailed review by agencies, including specifics such as officers, locations, populations or other criteria are essential to understanding the local situation. While this data provides a good snapshot of traffic stops it must be noted that there are inherent limitations. Since only summary data is required to be collected and reported there is no way to track individual instances or get to a detailed level of analysis available in other data sets. Details: Lincoln, NE: Nebraska Commission on Law Enforcement and Criminal Justice, 2012. 46p. Source: Internet Resource: Accessed September 27, 2012 at: http://www.ncc.ne.gov/pdf/stats_and_research/2011DataFinal.pdf Year: 2012 Country: United States URL: http://www.ncc.ne.gov/pdf/stats_and_research/2011DataFinal.pdf Shelf Number: 126478 Keywords: Racial Profiling in Law EnforcementTraffic OffensesTraffic Stops (Nebraska) |
Author: Rourke, Poppy Title: Risk of Reconviction Among Offenders Who Commence the Blacktown Traffic Offender Programme Summary: Aim: To examine the profile of offenders who commenced the Blacktown Traffic Offender Program (BTOP) between 1994 and 2011 and to investigate which factors predict re-offending. Method: Descriptive statistics were used to examine the profile of program participants. Logistic regression models were used to determine which participant characteristics were associated with an increased risk of reconviction (for any offence and any traffic offence). Results: Fifteen per cent of participants committed a new offence in the 2 years following program commencement, and 11 per cent committed a further traffic offence. Being male, aged between 16 and 20 years, Indigenous, having a prior criminal record, and having 3 or more concurrent offences were all associated with an increased risk of being convicted for any further offence. Being aged between 16 and 20 years, living in more disadvantaged areas, having a prior criminal record, and having 3 or more concurrent offences were associated with an increased likelihood of being convicted for a new traffic offence. Approximately two-thirds of offenders who present with 4 or more risk factors go on to commit any new offence and one-third commit a new traffic offence. Conclusion: Results suggests that certain individual characteristics indicate an elevated risk of reconviction for any further offence, and further traffic offences in the 2 years following commencement of the BTOP. Offenders who present with multiple (4 or more) risk factors are at significantly greater risk of reconviction. Details: Sydney, Australia: NSW Bureau of Crime Statistics and Research, 2012. 8p. Source: Issue Paper No. 81: Internet Resource: Accessed January 13, 2013 at http://www.lawlink.nsw.gov.au/lawlink/bocsar/ll_bocsar.nsf/vwFiles/bb81.pdf/$file/bb81.pdf Year: 2012 Country: Australia URL: http://www.lawlink.nsw.gov.au/lawlink/bocsar/ll_bocsar.nsf/vwFiles/bb81.pdf/$file/bb81.pdf Shelf Number: 127278 Keywords: Intervention ProgramsReconvictionReoffendingTraffic OffendersTraffic Offenses |
Author: Alexander Weiss Consulting Title: Illinois Traffic Stop Study. 2011 Annual Report Summary: This is the eighth annual report of the Illinois Traffic Stop Study. Alexander Weiss Consulting, LLC prepared it for the Illinois Department of Transportation (IDOT). This report describes statewide results and related issues. A separate document includes the results from each of the reporting law enforcement agencies. This report examines several items: Reporting procedures Agency participation Stop and citation data The ratio of stops of minority drivers to the estimated minority driving population The reasons for traffic stops The duration of traffic stops The outcome of traffic stops Consent searches Details: Springfield, IL: Illinois Department of Transportation, 2012. 18p. Source: Internet Resource: Accessed March 30, 2013 at: http://www.alexanderweissconsulting.com/pdf/2011%20ITSS%20Executive%20Summary.pdf Year: 2012 Country: United States URL: http://www.alexanderweissconsulting.com/pdf/2011%20ITSS%20Executive%20Summary.pdf Shelf Number: 128167 Keywords: Police Traffic Stops (Illinois, U.S.)Stop and SearchTraffic Offenses |
Author: Strathman, James G. Title: Evaluation of the Oregon DMV Driver Improvement Program: Final Report Summary: This report provides an evaluation of the Oregon Department of Transportation-Driver and Motor Vehicle (DMV) Services Driver Improvement Program (DIP), which was substantially changed in 2002. Prior to 2002, the DIP was organized around four progressive steps involving advisory letters, warning letters, probation, and suspension. The current program is organized around two steps: restriction and suspension. The timeline to the steps in the current program have also been shortened. To evaluate the current program, driver records of persons suspended between January and July of 2004 were examined in relation to a sample of Oregon's driving population. The incidence of crashes and traffic offense convictions of DIP subjects in the 18-month period prior to suspension was compared to the incidence of these events among the driving population. A similar comparison was also made for the 18-month period following suspension. A substantial reduction in the relative incidence of crashes and convictions among DIP subjects following suspension was observed. This finding is subject to the effects of regression-to-the-mean. An approximation of regression-to-the-mean effects was made based on prior evaluations of Oregon's DIP that employed a true experimental design. A regression analysis was also undertaken using driver record information from the period prior to suspension to estimate the likelihood of post-suspension crash and traffic offense conviction involvement. The estimated likelihood of post-suspension crash involvement was significantly affected by the frequency of pre-suspension crashes, but not by the frequency of pre-suspension convictions. Conversely, the estimated likelihood of post-suspension convictions was significantly affected by the frequency of pre-suspension convictions, but not by the frequency of pre-suspension crashes. Two changes in the DIP are suggested in the concluding section of the report. The first change involves re-instituting warning letters, given their demonstrated cost effectiveness in the driver improvement literature. The second change involves the assignment of greater weight to crashes in triggering license actions, based on the regression findings. Details: Salem, OR: Oregon Department of Transportation, 2007. 122p. Source: Internet Resource: Accessed April 28, 2014 at: http://www.oregon.gov/ODOT/TD/TP_RES/docs/reports/2007/dmvdriver.pdf Year: 2007 Country: United States URL: http://www.oregon.gov/ODOT/TD/TP_RES/docs/reports/2007/dmvdriver.pdf Shelf Number: 132187 Keywords: Drivers License SuspensionTraffic Offenses |
Author: Bradford, Ben Title: Obeying the rules of the road: Procedural justice, social identity and normative compliance Summary: Why do people comply with traffic laws and regulations? Road traffic policing tends to be premised on the idea that people comply when they are presented with a credible risk of sanction in the event of non-compliance. Such an instrumental model of compliance contrasts with the normative account offered by procedural justice theory, in which compliance is encouraged by legitimate legal authorities. Comparing these two accounts, we find evidence that both instrumental and normative factors explain variance in motorists' self-reported propensity to offend. Extending the standard procedural justice account, we also find that it is social identity - not legitimacy - that forms the 'bridge' linking procedural fairness and compliance, at least according to a definition of legitimacy that combines felt obligation and moral endorsement. Fair treatment at the hands of police officers seems to enhance identification with the social group the police represent, and in turn, identification seems to motivate adherence to rules (laws) governing social behavior. These findings have implications not only for understandings of legal compliance, but also our understanding of why procedural justice motivates compliance, and the role of procedural justice in promoting social cohesion. Details: Unpublished Paper, 2014. 18p. Source: Internet Resource: Accessed December 10, 2014 at: http://www.lse.ac.uk/methodology/pdf/JonJackson/Obeying-the-rules-of-the-road-SSRN-Nov2014.pdf Year: 2014 Country: United Kingdom URL: http://www.lse.ac.uk/methodology/pdf/JonJackson/Obeying-the-rules-of-the-road-SSRN-Nov2014.pdf Shelf Number: 134297 Keywords: Procedural Justice (U.K.)Traffic Offenses |
Author: Victorian Ombudsman Title: Investigation into allegations of improper conduct by officers of VicRoads Summary: This report sets out the investigation into a protected disclosure complaint referred by IBAC to the Ombudsman in October 2014. The discloser alleged that it is 'normal practice' for VicRoads Transport Safety Services staff caught speeding in VicRoads vehicles to avoid a fine by claiming unjustifiable exemptions. In effect, the allegation was that some VicRoads staff break the road rules with impunity. Victorian road rules are clear: road users may not exceed the speed limit, unless the special exemptions for drivers of police, emergency, enforcement and escort vehicles apply. The rationale for both the road rules and the exemptions is unarguably about public safety. The investigation found that the allegation was substantiated. We found that some VicRoads enforcement officers routinely exceeded the speed limit in VicRoads vehicles without displaying lights or sirens, as required by the road rules. There must be serious doubt about whether at least some of these speeding vehicles were engaged in enforcement activity at all. Not only did some staff routinely break the rules, the process for investigating infringements and approving exemptions was seriously deficient. Exemptions were approved on no or minimal evidence, and with no or minimal rationale. Senior staff responsible for approving exemptions were not even aware that lights or sirens were necessary. The result was that VicRoads enforcement officers bore no consequences despite committing offences for which any member of the public would get a ticket and points off their licence. One of VicRoads' key aims is the safety of the road system for all road users. Yet this investigation reveals internal failures which could jeopardise the safety of both VicRoads officers and the Victorian public. The investigation also exposed a culture within a key unit of VicRoads of ignoring the legislation they are responsible for enforcing. One VicRoads enforcement officer told us they "can't do their jobs" if they did not break the law. People with the power to enforce the law and impose penalties on others must be held to the highest possible standards when it comes to their own conduct. It is a worrying state of affairs when those charged with enforcing the rules not only flout them, but have no qualm in doing so. The investigation was limited to one area of VicRoads Transport Safety Services, examining 18 of the 40 infringements recorded against VicRoads vehicles over a two-year period. Given the problems identified in this region, the lack of internal controls to monitor exemptions and the confused data, I am recommending that VicRoads review all exemptions approved in the past three years and take appropriate action in relation to any staff who either incurred or approved an exemption inappropriately. VicRoads' Chief Executive Officer has told me he is committed to addressing the issues, both cultural and specific, highlighted in this report. Concerns about this area of VicRoads have been raised by the Ombudsman before, including in my predecessor's 2013 annual report. As a result, a new leadership team was put in place, and I am advised that robust action has been and will continue to be taken to ensure high standards of good conduct. VicRoads should be leading the way on road safety, and public servants should not forget that they lead by example. This potentially dangerous and unfair practice came to light as a result of a whistleblower coming forward. Reporting wrongdoing is the first step to rooting it out. Details: Melbourne: Victorian government printer, 2015. 29p. Source: Internet Resource: Accessed July 8, 2015 at: https://www.ombudsman.vic.gov.au/getattachment/5d31ce88-4c24-4398-ba42-e740f79fdcf1//publications/parliamentary-reports/investigation-into-allegations-of-improper-con-(3).aspx Year: 2015 Country: Australia URL: https://www.ombudsman.vic.gov.au/getattachment/5d31ce88-4c24-4398-ba42-e740f79fdcf1//publications/parliamentary-reports/investigation-into-allegations-of-improper-con-(3).aspx Shelf Number: 135968 Keywords: Complaints Against PolicePolice MisconductTraffic OffensesWhistleblowing |
Author: East Bay Community Law Center Title: Stopped, Fined, Arrested: Racial Bias in Policing and Traffic Courts in California Summary: Across the country, low-income people who commit minor offenses are saddled with fines, fees and penalties that pile up, driving them deeper into poverty. What's worse, they are arrested and jailed for nonpayment, increasing the risk of losing their jobs or their homes. Stopped, Fined, Arrested - Racial Bias in Policing and Traffic Courts in California brings to light a disturbing truth that remains ever present in the lives of Californians: there are dramatic racial and socioeconomic disparities in driver's license suspensions and arrests related to unpaid traffic fines and fees. Public records from the California Department of Motor Vehicles and U.S. Census data demonstrate that in primarily Black and Latino communities, driver's license suspension rates range as high as five times the state average. Moreover, data collected from 15 police and sheriff's departments across California show that Black motorists are far more likely to be arrested for driving with a suspended license for failure to pay an infraction citation than White motorists. Never before has this volume of data been available for the public to analyze. This new data and interactive maps show: - Rates of driver's license suspensions due to a failure to appear or pay a ticket are directly correlated with poverty indicators and with race. The highest suspension rates are found in neighborhoods with high poverty rates and high percentages of Black or Latino residents. - The Bay View/Hunter's Point neighborhood in San Francisco, zip code 94124, has a relatively high rate of poverty (23.5%), the highest percentage of Black residents in San Francisco (35.8%) and a suspension rate of 6.7%, more than three times the state average. Neighboring zip code 94123, which includes the Marina District, has a substantially lower poverty rate (5.9%), a low percentage of Black residents (1.5%) and a suspension rate five times below the state average (0.4%.). - Black and Latino motorists are disproportionately arrested for driving with a suspended license and for warrants for failure to appear or pay on an infraction citation. - In the City and County of San Francisco, the population is 5.8% Black, yet 48.7% of arrests for a "failure to appear/pay" traffic court warrant are of Black drivers (over-represented by 8.4x). White people are 41.2% of San Francisco's residents, yet only 22.7% of those arrested for driving with a suspended license (underrepresented by 0.6x). - In Los Angeles County, Black people are 9.2% of the population yet 33% of those arrested for driving with a suspended license (over-represented by 3.6x). White people are 26.8% of the county's residents, yet only 14.8% of those arrested for driving with a suspended license (under-represented by 0.6x). Stopped, Fined, Arrested situates license suspensions and arrests in the broader context of systemic racial bias in policing and courts, and builds upon the findings of our first report, which showed the harsher impacts that low-income people face in California's "pay-to-play" justice system. Stopped, Fined, Arrested also highlights the immediate and long-lasting detrimental impacts of these current policies and practices on California's residents, families, communities, economy and public trust in law enforcement and the courts. From income and job loss to reduced health, psychological harm and family separation, arrests and incarceration due to unpaid infraction debt carries significant collateral consequences that burden California's economy and judicial system while doing very little to further public safety or the interests of justice. Over-policing, license suspensions and the subsequent arrests due to inability to pay come at a great cost to our state's resources, to public safety, to the fair administration of justice and, as this report documents, to people and communities across the state. These great costs demand comprehensive changes to California's court system and policing policies. Details: s.l.: East Bay Community Law Center, Bank on the Road, 2016. 52p. Source: Internet Resource: Accessed April 14, 2016 at: http://ebclc.org/wp-content/uploads/2016/04/Stopped_Fined_Arrested_BOTRCA.pdf Year: 2016 Country: United States URL: http://ebclc.org/wp-content/uploads/2016/04/Stopped_Fined_Arrested_BOTRCA.pdf Shelf Number: 138682 Keywords: Police DiscretionRacial BiasRacial DiscriminationRacial ProfilingRacial Profiling in Law EnforcementTraffic Offenses |
Author: Phelps, William Title: An Evaluation of the Idaho State Police Emphasis Patrols in Construction Zones Summary: Throughout the years, the Idaho State Police has been fortunate to receive grant funding through GARVEE bonds that fund overtime for Idaho State Troopers on various portions of Idaho roadways under road construction. These areas are then the staple for extra patrols to ensure traffic rules are being followed. Reducing crashes, DUI's, drugs on roadways, and reducing aggressive driving along with other goals was the purpose of funding overtime for Idaho's State Troopers. The thought was by increasing Trooper visibility everything above should follow. Although necessary, construction on Idaho's busy interstate and highway infrastructure can be dangerous to drivers and construction workers. Of the 332 traffic accidents in work zones throughout Idaho in 2013, 33% resulted in possible injuries and 3 fatalitiesi. The Work Zone Safety and Mobility Program of the Idaho Transportation Department states that safe and efficient Temporary Traffic Control zones are an essential part of highway construction, maintenance operations, and the management of traffic incidents. The transportation department recommends, when appropriate, the use of "law enforcement assistance to enforce traffic laws, affect driver behavior, and help maintain appropriate speeds, improve driver alertness and help address other safety and mobility issues." Thus, the Idaho State Police has received several years of funding for costs associated with non-routine work of uniformed law enforcement personnel to help protect workers and drivers and to maintain safe and efficient travel through highway work zones. Since 2008, the state police has conducted high-visibility saturation patrols in five garvee project locations in Ada and Canyon County. The focus of their efforts are almost exclusively on preventing accidents through the enforcement of related traffic offenses (e.g., speeding, distracted driving, DUI's). At the request of the Idaho State Police, the Idaho Statistical Analysis Center applied for and received a federal grant to research the relationship between enforcement of traffic laws and driver behavior. The primary purpose of this study was to determine if increased patrols changed driver behavior. Details: Meridian, ID: Idaho Statistical Analysis Center, Idaho State Police, 2015. 30p. Source: Internet Resource: Accessed August 30, 2016 at: https://www.isp.idaho.gov/pgr/inc/documents/MicrosoftWord-GarveeReport2015.pdf Year: 2015 Country: United States URL: https://www.isp.idaho.gov/pgr/inc/documents/MicrosoftWord-GarveeReport2015.pdf Shelf Number: 140090 Keywords: Distracted DrivingDriving Under the InfluenceSaturation PatrolsTraffic EnforcementTraffic Offenses |
Author: Garrett, Brandon L. Title: Driver's License Suspension in North Carolina Summary: In this Article, we analyze data concerning driver's license suspension for traffic offenses. The interest of a person in a driver's license is "substantial," and the suspension of a license by the state can result in "inconvenience and economic hardship suffered," as the U.S. Supreme Court has observed, including because a license may "essential in the pursuit of a livelihood." However, in this analysis of North Carolina data, we found that there are 1,225,000 active driver's licenses suspensions in North Carolina for non-driving related reasons, relating to failure to pay traffic fines and court courts, and failure to appear in court for traffic offenses. These suspensions constitute about 15% of all adult drivers in the state. Of those, 827,000 are for failure to appear in court, 263,000 for failure to comply with orders to pay traffic costs, fines, and fees, and 135,000 for both. These suspensions are disproportionately imposed on minority residents. Of those with driver's license suspensions, 33% of those with failure to appear suspensions are black and 24% Latinx, while 35% were white. The demographics for all North Carolina residents who are of driving age include: 65% white, 21% black, and 8% Latinx. Still more severe consequences, DWLR charges, also disproportionately fall on minority residents. We also conducted a series of mixed-model linear regressions on North Carolina driver's license suspensions from 2010-2017, analyzing the effects of race, poverty, population size, traffic court cases and traffic stops on suspensions per county. Overall, population accounts for most of the variation in suspensions: the more people in the county, the more people have suspended licenses. When we control for population, we see little evidence that traffic stops or traffic cases are driving suspensions. We find that the relationship between the number of people in poverty and the number of suspensions in a county is dependent on race. Put another way, increasing a county's population by one white individual below poverty increases the number of suspensions by a greater amount than increasing the county's population by one white above poverty. However, increasing the population by one black individual below poverty increases the number of suspensions by less than increasing the county population by one black individual above poverty. This suggests that poverty functions differently for whites than it does for blacks. We conclude by setting out questions for future research, and describing both law and policy responses to driver's license suspensions in other jurisdictions, including: constitutional challenges, restoration efforts, dismissals of charges, and legislative efforts to restore licenses and end the suspension of driver's licenses for non-driving related traffic offenses. Details: Durham, NC: Duke University School of Law, 2019. 30p. Source: Internet Resource: Accessed April 18, 2019 at: https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3355599 Year: 2019 Country: United States URL: https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3355599 Shelf Number: 155459 Keywords: Court AppearanceDrivers License SuspensionsFines and FeesPovertyRacial DisparitiesTraffic OffensesTraffic Violations |