Sick of Dangerous City Traffic? Remove Left Turns

Left turns are responsible for 61% of all car accidents at intersections. studiodr/iStock via Getty Images Plus



​By Beth Daley for The Conversation

To reduce travel times, fuel consumption and carbon emissions, in 2004, UPS changed delivery routes to minimize the left-hand turns drivers made. Although this seems like a rather modest change, the results are anything but: UPS claims that per year, eliminating left turns – specifically the time drivers sit waiting to cut across traffic – saves 10 million gallons of fuel, 20,000 tons of carbon emissions and allows them to deliver 350,000 additional packages.

If it works so well for UPS, should cities seek to eliminate left-hand turns at intersections too? My research suggests the answer is a resounding yes.

As a transportation engineering professor at Penn State, I have studied traffic flow on urban streets and transportation safety for nearly a decade. Part of my work focuses on how city streets should be organized and managed. It turns out, restricting left turns at intersections with traffic signals lets traffic move more efficiently and is safer for the public. In a recent paper, my research team and I developed a way to determine which intersections should restrict left turns to improve traffic.

Why are left-hand turns so bad?

Intersections are dangerous because they are where cars, often moving very fast and in different directions, must cross paths. Approximately 40% of all crashes occur at intersections, including 50% of crashes involving serious injuries and 20% of those involving fatalities. Traffic signals make things safer by giving vehicles instructions on when they can move. If left turns did not exist, the instructions could be very simple: For example, a north-south direction could move while the east-west direction was stopped and vice versa. When drivers make left turns, they must cross oncoming traffic, which makes intersections much more complicated.

One way to accommodate left turns is to have vehicles wait until a gap appears in oncoming traffic. However, this can be dangerous as it relies entirely on the driver to make the left turn safely. And everyone knows how frustrating it is to be stuck behind a car waiting to make a left turn on a busy road.

Another way to allow left-hand turns is to stop oncoming traffic and give cars turning left their own green arrow. This is much safer, but it shuts down the entire intersection to let left-turning vehicles go, which slows traffic considerably.

In either case, left turns are dangerous. Approximately 61% of all crashes that occur at intersections involve a left-hand turn.

How would eliminating left turns improve traffic?

Traffic researchers have proposed a variety of innovative signal strategies and complex intersection configurations to make left turns safer and more efficient. But a simpler solution might be the best: Restrict left-hand turns at intersections.

Some cities have already started limiting left turns to improve safety and traffic flow. San Francisco; Salt Lake City; Birmingham, Alabama; Wilmington, Delaware; Tuscon, Arizona; numerous locations in Michigan; and dozens of other cities in the U.S. and around the world all limit left turns in some way. It’s typically done at isolated locations to solve specific traffic and safety problems.

Of course, there is a downside. Eliminating left turns would require some vehicles to travel longer distances. For example, if you wanted to turn left off a busy street to get to your house, you might instead have to take three consecutive right turns. However, research I published in 2012 using mathematical models and in 2017 using traffic simulations showed that eliminating left turns on grid-like street networks would, on average, require people to drive only one additional block. This would be more than offset by the smoother traffic flow.

Which left turns need to go?

Getting rid of left turns would be difficult to implement across an entire city – and at some intersections, left turns don’t cause problems. But if a city did want to remove left turns from some intersections, how should it choose which ones? To answer this question, my research team and I recently developed algorithms that use traffic simulations of a city to identify where restricting left turns will improve safety and traffic flow the most.

The exact answer for each city depends on how streets are laid out, where vehicles are coming from and going to and how much traffic is on the street during the busiest times. But, according to our models, there is a general theme: Left-turn restrictions are more effective at busier intersections in the centers of towns or cities than at less busy intersections farther from the town center.

This is because the busier the intersection, the more people will benefit from smoother traffic flow. These central intersections also tend to have alternative routes available that minimize any additional distance traveled due to the restrictions. Lastly, fewer cars tend to turn left at these central intersections to begin with so the negative impact of removing left turns is relatively small.

So the next time you are sitting stuck in traffic behind someone waiting to make a left turn, know that your frustration is justified. There is a better way. In this case, the answer is simple – get rid of the left turn.

Missouri Coalition for Roadway Safety Urges Young Drivers to Wear a Seat Belt

Through the end of March, law enforcement will be monitoring the roads in Missouri to ensure everyone is wearing a seat belt. (Storyblocks image)

Wearing a seat belt could save your life.

That is the message the Missouri Coalition for Roadway Safety wants young drivers to understand.

Car crashes continue to be the number one cause for traffic fatalities, but wearing a seat belt can lower the risk of death.

Through the end of March, law enforcement will be monitoring the roads in Missouri to ensure everyone is wearing a seat belt.

According to Missouri Department of Transportation Assistant Highway Safety and Traffic Engineer Jon Nelson, nationally, 91% of all drivers use a seat belt.

The average in Missouri is lower with only 86% wearing one.

It is only 75.5% when it comes to young adults.

Here are some things to keep in mind before hitting the road:

  • Under Missouri’s Graduated License Law, permit drivers and all passengers must wear seat belts.
  • 185 young adults were killed in traffic crashes between 2017 and 2019.
  • 72% of those were not buckled up.
  • Seat belts reduce the risk of fatal injuries by 45% and moderate-to-critical injuries by 50%.

By Matt Gunn | KTVO News

More info on how you can make a difference:

Missouri has a highway safety plan called “Show-Me Zero.”

Through a collaborative effort of diverse stakeholders, Show-Me Zero takes a multi-disciplined approach to achieving safer roads through education, public policy, enforcement, engineering and emergency response. The idea is simple:  no one can do everything, but everyone can do something.

How can you help? Visit the site and download the full Show-Me Zero plan to learn more about the actions everyone can take to make Missouri roads safer. Find the ways you can help and start making a difference. From there, invite others to do their part as well.

Together, we can continue moving Missouri toward zero deaths on our roadways.

US Traffic Deaths Spike Even as Pandemic Cuts Miles Traveled

This Nov. 17, 2020, file photo shows where an Oregon man crashed a Tesla while going about 100 mph, destroying the vehicle, a power pole and starting a fire when some of the hundreds of batteries from the vehicle broke windows and landed in residences in Corvallis, Ore. (Corvallis Police Department via AP File)​
 
 

Pandemic lockdowns and stay-at-home orders kept many drivers off U.S. roads and highways last year. But those who did venture out found open lanes that only invited reckless driving, leading to a sharp increase in traffic-crash deaths across the country.

The nonprofit National Safety Council estimates in a report issued ​in March​ that 42,060 people died in vehicle crashes in 2020, an 8% increase over 2019 and the first jump in four years.

Plus, the fatality rate per 100 million miles driven spiked 24%, the largest annual percentage increase since the council began collecting data in 1923.

And even though traffic is now getting close to pre-coronavirus levels, the bad behavior on the roads is continuing, authorities say.

“It’s kind of terrifying what were seeing on our roads,” said Michael Hanson, director of the Minnesota Public Safety Department’s Office of Traffic Safety. “We’re seeing a huge increase in the amount of risk-taking behavior.”

Last year’s deaths were the most since 2007 when 43,945 people were killed in vehicle crashes. In addition, the safety council estimates that 4.8 million people were injured in crashes last year.

Federal data shows that Americans drove 13% fewer miles last year, or roughly 2.8 trillion miles, said Ken Kolosh, the safety council’s manager of statistics. Yet the number of deaths rose at an alarming rate, he said.

“The pandemic appears to be taking our eyes off the ball when it comes to traffic safety,” Kolosh said.

Of the reckless behaviors, early data from the National Highway Traffic Safety Administration show speed to be the top factor, Kolosh said. Also, tests of trauma center patients involved in traffic crashes show increased use of alcohol, marijuana and opiods, he said.

In Minnesota, traffic volumes fell 60% when stay-home orders were issued early in the pandemic last spring. Hanson said state officials expected a corresponding drop in crashes and deaths, but while crashes declined, deaths increased.

“Almost immediately the fatality rate started to go up, and go up significantly,” Hanson said, adding that his counterparts in other states saw similar increases. “It created less congestion and a lot more lane space for divers to use, and quite honestly, to abuse out there.”

In late March and early April, the number of speed-related fatalities more than doubled over the same period in 2019 in the state, Hanson said. Last year, Minnesota recorded 395 traffic deaths, up nearly 9% from 364 in 2019.

Drivers also used the empty roads to drive extreme speeds. In 2019, the Minnesota State Patrol’s 600 troopers handed out tickets to just over 500 drivers for going over 100 mph (160 kph). That number rose to 1,068 in 2020, Hanson said.

Traveling over 100 mph makes crashes far more severe, the safety council said.

The high number of speeding drivers is continuing even as traffic is starting to return to pre-pandemic levels, according to Hanson.

The safety council is calling for equitable enforcement of traffic laws, infrastructure improvements, mandatory ignition switch locks for convicted drunken drivers, reducing speed limits to match roadway designs, and laws banning cellphone use while driving, among other recommendations to stem the deaths.

The council collects fatal crash data from states on public and private roads. The numbers released on Thursday are preliminary, but every year are only slightly different from the final numbers, Kolosh said.

 
By Tom Krisher​ ​Associated Press | Police1.com​

FMCSA Clearinghouse Records More Than 56,000 Truck Driver Violations in 2020

More than 56,000 drug and alcohol violations were recorded last year in a database intended to track truck drivers’ compliance history and prevent them from job-hopping in the event of a failed drug test.

The number of driver violations reported rose by roughly 10,000 over the final two months of 2020, the first full year of operation for the Federal Motor Carrier Safety Administration’s Drug and Alcohol Clearinghouse.

According to a new summary report, just 1,203 of the total driver violations were alcohol-related. Of those, most were for drivers who tested with a blood alcohol concentration of 0.04 or greater.

Click Clearinghouse Report by Transport Topics on Scribd to see the data.

Of the 45,000 driver violators who lost their jobs due to the violations, 34,000 have not yet completed the return-to-work program — a statistic that has some in the industry concerned that those drivers may be leaving their jobs for good.

The violations overwhelmingly included drivers who tested positive for drug use, but also included those who declined to take a drug test or were suspected of cheating on a test.

“The good news is that the system is working in capturing violations by drivers and allowing employers and enforcement personnel to verify a driver’s status prior to permitting him/her [to drive],” said Duane DeBruyne, an FMCSA spokesman. “Any violation reported is a bad thing; blocking prohibited drivers from endangering themselves and the lives of the motoring public is a good thing.”

DeBruyne said the Clearinghouse is making it more difficult for prohibited drivers to circumvent the required return-to-duty process, thereby preventing them from continuing to operate large commercial motor vehicles and potentially, “endanger themselves and the lives of everyone traveling our nation’s roadways.”

Carriers, state driver licensing agencies and law enforcement officials use the Clearinghouse to check a driver’s violations.

“I believe the 56,000 drivers with violations reiterates the importance of this Clearinghouse, and shines a spotlight on a rather large loophole in the drug and alcohol testing process that has existed for many years,” said Dan Horvath, vice president of safety policy for American Trucking Associations.

Dave Osiecki, president of Scopelitis Transportation Consulting, said the return-to-work number is low. “It’s concerning, and it bears watching and tracking,” Osiecki said. “The percentage of drivers with violations who are getting evaluated, and completing the treatment process, has risen slowly over the past several months. This is a good sign, but it’s also clear that many drivers are not entering treatment, which suggests they’ve left the industry.”

Osiecki said that when FMCSA published the final Clearinghouse rule in 2016, the agency used historical industry data to provide an annual violation estimate. “FMCSA’s estimate was 53,500 drug and alcohol violations annually. Their estimate was remarkably close,” he said.

“According to our interpretation of Motor Carrier Management Information System data, there are 5,174,170 truck drivers under the authority of FMCSA,” said Norita Taylor, a spokeswoman for the Owner-Operator Independent Drivers Association. “Fifty-six thousand drivers represents 1.1% of the available driver pool.” Other trucking groups have differing estimates of the size of the driver pool.

The leading number of drug test failures — 29,500 — was for marijuana, according to the report, which summarized violations recorded since Jan. 6, 2020, when the Clearinghouse officially went into effect.

There were more than 7,940 failed tests for cocaine use, and 4,953 for amphetamines. Also included in the total were about 1,120 tests described as reasonable suspicion of attempts to cheat on a drug test, the report said.

In 2020, about 1.6 million drivers and 197,000 employers registered in the Clearinghouse. Slightly more than 67,000 of the employers registered have identified themselves as owner-operators, according to FMCSA.

During 2020, there were 136,806 full queries on the Clearinghouse, 1.4 million pre-employment queries and 2.7 million limited queries, according to the report.

Besides making pre-employment checks, employers are required by regulation to make checks on the database annually to ensure none of their employees have any drug violations.

“It’s important to note that having a drug or alcohol testing violation is not an automatic end to a driver’s career,” said ATA’s Horvath. “While there is a significant number of drivers who have not yet completed the return-to-duty testing process, that number continues to grow. With continued education about the drug and alcohol testing program, and consequences for noncompliance, we hope to see violations decrease and the number of drivers who have completed the return-to-duty process increase.”

By Eric Miller | Transport Topics https://www.ttnews.com/

Photo courtneyk/Getty Images

Attorney General William P. Barr Announces Results of Operation Legend

Attorney General William P. Barr announced the results of Operation Legend, which was first launched in Kansas City, Missouri, on July 8, 2020, and then expanded to Chicago and Albuquerque, New Mexico, on July 22, 2020; to Cleveland, Ohio, Detroit, Michigan, and Milwaukee, Wisconsin, on July 29, 2020; to St. Louis, Missouri, and Memphis, Tennessee, on August 6, 2020; and to Indianapolis, Indiana, on August 14, 2020. His announcement was made on Tuesday, December 22.

“Operation Legend removed violent criminals, domestic abusers, carjackers and drug traffickers from nine cities which were experiencing stubbornly high crime and took illegal firearms, illegal narcotics and illicit monies off the streets. By most standards, many would consider these results as a resounding success—amid a global pandemic, the results are extraordinary. I commend our federal law enforcement and prosecutors for seamlessly executing this operation in partnership with state and local law enforcement,” said Attorney General Barr. “When we launched Operation Legend, our goal was to disrupt and reduce violent crime, hold violent offenders accountable and give these communities the safety they deserve in memory of LeGend Taliferro, whose young life was claimed by violent crime, undoubtedly, we achieved it.”

Since Operation Legend’s launch on July 8, 2020, over 6,000 arrests – including approximately 467 for homicide – were made; more than 2600 firearms were seized; and more than 32 kilos of heroin, more than 17 kilos of fentanyl, more than 300 kilos of methamphetamine, more than 135 kilos of cocaine, and more than $11 million in drug and other illicit proceeds were seized.

Of the more than 6,000 individuals arrested, approximately 1,500 have been charged with federal offenses. Approximately 815 of those defendants have been charged with firearms offenses, while approximately 566 have been charged with drug-related crimes. The remaining defendants have been charged with various offenses.

The Attorney General launched the operation as a sustained, systematic and coordinated law enforcement initiative in which federal law enforcement agencies work in conjunction with state and local law enforcement officials to fight violent crime. Operation Legend is named in honor of four-year-old LeGend Taliferro, who was shot and killed while he slept early in the morning of June 29 in Kansas City.

The Office of Community Oriented Policing Services (COPS Office) provided a total of $60 million to fund 290 officers as part of Operation Legend and related efforts. Additionally, the Office of Justice Programs (OJP) awarded nearly $9 million in grant funding to support Operation Legend.

Breakdown of Operation Legend charges:

Kansas City, MO.

196 defendants have been charged with federal crimes outlined below.

  • 75 defendants have been charged with narcotics-related offenses;
  • 107 defendants have been charged with firearms-related offenses; and
  • 14 defendants have been charged with other violent crimes.

Chicago, Ill.

176 defendants have been charged with federal crimes outlined below.

  • 40 defendants have been charged with narcotics-related offenses;
  • 130 defendants have been charged with firearms-related offenses; and
  • Six defendants have been charged with other violent crimes.

Albuquerque, NM.

167 defendants have been charged with federal crimes outlined below.

  • 60 defendants have been charged with narcotics-related offenses;
  • 85 defendants have been charged with firearms-related offenses; and
  • 22 defendants have been charged with other violent crimes.

Cleveland, OH.

119 defendants have been charged with federal crimes outlined below.

  • 60 defendants have been charged with narcotics-related offenses;
  • 55 defendants have been charged with firearms-related offenses; and
  • Four defendants have been charged with other violent crimes.

Detroit, MI.

100 defendants have been charged with federal offenses outlined below.

  • 33 defendants have been charged with narcotics-related offenses;
  • 64 defendants have been charged with firearms-related offenses; and
  • Three defendants have been charged with other violent crimes.

Milwaukee, WI.

74 defendants have been charged with federal crimes, broken down as follows:

  • 34 defendants have been charged with firearm related offenses;
  • 32 defendants have been charged with narcotic related offenses;
  • Eight defendants have been charged with other violent crimes.

St. Louis, MO.

450 defendants have been charged with federal crimes.

  • 193 defendants have been charged with narcotics-related offenses;
  • 231 defendants have been charged with firearms-related offenses; and
  • 26 defendants have been charged with other violent crimes.

Memphis, Tenn.

124 defendants have been charged with federal offenses outlined below:

  • 53 defendants have been charged with narcotics-related offenses;
  • 47 defendants have been charged with firearms-related offenses; and
  • 24 defendants have been charged with other violent crimes.

Indianapolis, IN.

94 defendants have been charged with federal crimes outlined below.

  • 18 defendants have been charged with narcotics-related offenses;
  • 64 defendants have been charged with firearms-related offenses; and
  • 12 defendants have been charged with other violent crimes.

 The year 2020 marks the 150th anniversary of the Department of Justice.  Learn more about the history of our agency at www.Justice.gov/Celebrating150Years.

Opening Car Door Invalidates Stop and Leads to Suppression

Opening the door and entering the vehicle exposes more of the vehicle to view and impermissibly intrudes on the driver’s privacy expectation

UNITED STATES V. NGUMEZI, 2020 WL 6814674 (9TH CIR. 2020)

An officer saw Malik Ngumezi’s car parked at a gas station with Ngumezi in the driver’s seat. The car had no license plates. The officer approached the car from the passenger side because a gas pump blocked the driver side.

According to Ngumezi, the officer opened the passenger door, leaned into the car, and asked him for his license and registration. The officer confirmed he asked for Ngumezi’s license and registration but testified he did not remember whether he opened the door, or whether he instead spoke to Ngumezi through an open window.

Ngumezi had an identification card but not a driver’s license; he admitted his license was suspended. A backup officer ran a check and confirmed Ngumezi’s license was suspended and that he had three prior citations for driving with a suspended license.

The department policy required officers to inventory and tow a vehicle when a driver lacks a valid license and has at least one prior citation for driving without a valid license. Conducting the inventory search prior to the tow, the officers found a loaded .45 caliber handgun under Ngumezi’s seat. The officers then ran a background check and discovered Ngumezi was a convicted felon.

The trial court denied Ngumezi’s motion to suppress the firearm and the appellate court reversed. The appellate court held that officers who lack probable cause or any other particularized reasonable belief the driver poses a danger may not open the vehicle door and lean inside. Even though an officer can require vehicle occupants to get out of a vehicle during a traffic stop, opening the door and entering the vehicle exposes more of the vehicle to view and impermissibly intrudes on the driver’s privacy expectation.

Though the evidence was suppressed in this case, the court noted other decisions where officers were justified in opening vehicle doors. For example, dark tinted windows and furtive movement might justify opening a door. A truck that is raised up so that the officer cannot view the driver and occupants might justify opening the door (why not ask first?).

One might wonder about the attenuation doctrine here. Wouldn’t the officer have discovered Ngumezi’s license was suspended in the ordinary course of the traffic stop? And that he had three prior citations for the same offense? Probably so. Nonetheless, the court noted the prosecution didn’t raise that argument.

About the author

Ken Wallentine is the chief of the West Jordan (Utah) Police Department and former chief of law enforcement for the Utah Attorney General. He has served over three decades in public safety, is a legal expert and editor of Xiphos, a monthly national c​​riminal procedure newsletter. He is a member of the Board of Directors of the Institute for the Prevention of In-Custody Death and serves as a use of force consultant in state and federal criminal and civil litigation across the nation.

 
This article was featured in Lexipol’s Xiphos newsletter, a monthly legal-focused law enforcement newsletter authored by Ken Wallentine. Subscriptions are free for public safety officers, educators and public attorneys. Subscribe here!

Sheriffs Asked to Help Implement Show-Me-Zero Highway Safety Plan

Message from Jon Nelson, Assistant to the State Highway Safety and Traffic Engineer


Dear Chiefs/Sheriffs/Law Enforcement Partners:

​​As we near the end of what has surely been a challenging year, I would like to extend our gratitude for your ongoing efforts to help keep Missouri’s roadways safe. The impacts of a global pandemic on highway safety have been, in many ways, unprecedented. Unfortunately, as we approach the holiday season, we have now lost more than 930 lives in Missouri this year as the result of a traffic crash.

While we continue efforts to educate Missourians on simple actions they can take to remain safe on the roadways, we also understand this messaging must be reinforced through public policy, enforcement efforts, engineering improvements, and emergency medical services. At a time when we know resources are stretched, please know your agency’s efforts in traffic enforcement do not go unnoticed and are greatly appreciated. To that end, I encourage your continued commitment to maintain a visible presence on the roadways even as your agency may be considering operational changes during the pandemic. This continued presence will help deter the most egregious behaviors that often result in severe crashes, including excessive speeds, distracted driving, and impairment.

We encourage you to find ways to maximize the grant funding that has been made available to your agency for traffic enforcement and to concentrate efforts on roadways where these risky driving behaviors are consistently demonstrated. In doing so, we support any adjustments your agency may need to make in order to prioritize officer safety, as well as that of the general public. The link below contains some helpful recommendations from the International Association of Chiefs of Police (IACP) on ways to do this.

https://www.theiacp.org/resources/document/traffic-enforcement-during-the-covid-19-pandemic

Thank you again for your ongoing dedication to public service and safe roadways. Your agency plays a key role in moving Missouri toward zero roadway deaths, and we appreciate your help in implementing the state’s strategic highway safety plan, Show-Me Zero.

 
Jon Nelson, P.E.

Assistant to the State Highway Safety and Traffic Engineer, Missouri Department of Transportation

Central Office – Highway Safety & Traffic Division

830 MoDOT Drive, Jefferson City, MO 65109

573.751.5417

www.modot.org

Free Data-Driven Approaches to Crime and Traffic Safety Workshop Scheduled

The National Highway Traffic Safety Administration (NHTSA), along with IADLEST (International Assoc. of Directors of Law Enforcement), and the Missouri Safety Center will host a DDACTS (Data-Driven Approaches to Crime & Traffic Safety) Agency Strategic Planning Session workshop at their facility located at 1200 South Holden Street in Warrensburg, MO January 7 and 8, 2021. 

Due to COVID, masks and social distancing will be required and space for this workshop is limited.

NHTSA is funding this workshop, so there are NO tuition or registration expenses for this training.

As you may know, the DDACTS Implementation Workshops have been successfully delivered in over 120 different locations. Over 800 agencies are utilizing the guiding principles to reduce traffic crashes and crime while building trust and legitimacy in cities and towns throughout the U.S. The curriculum has been revised and reflects citizens’ and agencies’ concerns using high visibility engagement activities determined from transparent data analysis.

AGENDA

Thursday, January 7

0800 – 1000 DDACTS 101 & Participant Introductions

1000 – 1015 Break

1015 – 1100 DDACTS Analytical Concepts

1100 – 1130 DDACTS Agency Example

1130 – 1200 Summary & Review

1200 – 1300 Lunch Break

1300 – 1330 Afternoon opening & Guiding Principle #7 – Outcomes

1330 – 1355 Agency Work Teams

1355 – 1410 Report out

1410 – 1420 Break

1420 – 1440 Guiding Principle #1- Partners & Stakeholders

1440 – 1505 Agency Work teams

1505 – 1520 Report Out

1520 – 1550 Guiding Principles #2 & #3 – Data Collection & Analysis

1550 – 1610 Agency Work Teams

1610 – 1625 Report Out

1625 – 1700 Guiding Principle #4 – Strategic Operations

Friday, January 8

0800 – 0810 Welcome and Overview

0810 – 0840 Agency Work Teams for GP #4

0840 – 0900 Report Out

0900 – 0925 Guiding Principle #5 – Information Sharing & Outreach

0925 – 0945 Agency Work Teams

0945 – 1005 Report Outs

1005 – 1030 Guiding Principle #6 – Evaluation & Adjustment

1030 – 1050 Agency Work Teams

1050 – 1110 Report Outs

1110 – 1120 Guiding Principle #7 – Outcomes – Summary

1120 – 1135 Agency Work Teams

1135 – 1150 Report Outs

1150 – 1200 Final Testing, Meeting Wrap up & Evaluations

Ideally, you should send several individuals to the workshop from different facets of your agency representing: Commanders, Supervisors (Lt. or Sgt.), analysts, records, dispatch, etc. Working as a team, these individuals will learn the model and develop a plan to be used when they return to their departments.

Whether this is your first time to attend the workshop or using it as a refresher course, the IADLEST/NHTSA trainers are experts in the field who can offer ideas, methods, and operational skills that make for a better understanding of data analysis and traffic safety.

There is limited space, so contact Project Manager Peggy M. Schaefer as soon as possible if you plan to attend.  If you have any questions or concerns, contact her via email at: peggyschaefer@iadlest.org  pegmsch@aol.com

Or by phone at 910-261-5933.

Visit the DDACTS website at:  https://www.iadlest.org/training/ddacts 

Now more than ever, agencies need to justify their traffic stops and community engagement. Let DDACCTS help you reduce your crashes and crime!

Reinvesting in Traffic Safety Post 2020

Law Enforcement agencies across the country are struggling with re-establishing a normal workflow following shutdowns and social distancing recommendations resulting from the COVID-19 pandemic. Meanwhile, people continue to die on the nation’s roadways. Many agencies, out of necessity, have restricted the activity of their traffic contacts. They are forced to limit action to only critical or blatant violations. 

As recovery and the measured reopening of states across the country progress, social unrest is erupting. This has taken scarce resources away from an already diminished focus on traffic safety. Agencies respond by adjusting to a “new normal” based on their community needs. 

If lives are to be saved, traffic safety must remain a priority in the day-to-day operations of law enforcement agencies. Prior LEL Webinars focused on implementing safe and effective traffic enforcement strategies in the post-COVID world. December’s webinar takes the next logical step by suggesting an approach to resuming education and enforcement efforts.

This traffic safety outreach initiative is offered in partnership with the National Highway Traffic Safety Administration. Presentation collaborators include Ohio State Patrol Colonel Ken Morckle (ret.), Nevada Highway Patrol Colonel John O’Rourke (ret.) and Winter Park Police Chief Brett Railey (ret.), senior public safety consultant for The Digital Decision Public Safety Team. These veteran law enforcement professionals present their perspectives on a logical plan for the return of a traffic safety focus into the daily operations of law enforcement agencies.

The program will emphasize the four most critical areas of enforcement that can have the greatest impact on traffic fatalities:

  • Prioritizing enforcement of DUI
  • Speed
  • Occupant restraint
  • Pedestrian and bicycle enforcement will save lives.  
​The ​Reinvesting in Traffic Safety, Post-2020 ​webinar ​is set for 1:30 to 2:30 p.m. December 9.
 
Register now.​