Attachment D to the 2022 Safe Oakland Streets Informational Report OPD Stop Data Analysis
OPD provides OakDOT with data on all non-intel traffic stops, the data for 2022 is analyzed and reported in charts and graphs in this attachment.
Safe Oakland Streets
Traffic Safety Initiative:
OPD Stop Analysis, 2022
A Comprehensive, Interdepartmental Set of Strategies
to Save Lives and Advance Traffic Safety and Equity
Safe Oakland Streets Initiative: Goals
● Prevent severe and fatal crashes and related disparities impacting Black, Indigenous, and People of Color (BIPOC) communities, persons with disabilities, seniors, and low -income populations; ● Eliminate severe and fatal injury inequities including racial disparities impacting BIPOC communities that exist today in Oakland; and ● Inform effective and equitable safety strategies that prevent injury and injury inequities, and do not have adverse equity impacts on BIPOC communities, seniors, and low -income populations 3 KEY
Priority
NeighborhoodDesignation:
High
Medium-High
Medium
Low-Medium
Low
No Data
High Injury Network
Source: High Injury Network: 2012-2016 Data from SWITRS (Statewide Integrated Traffic Records System) prepared by Fehr & Peers.
Severe and Fatal Crashes are Highly,
and Disproportionately, Concentrated
6% of Oakland’s Streets account
for 60% of severe and fatal crashes
These are the City’s High Injury
Network (HIN)
95% of the HIN is in Medium
to High Priority Equity
Neighborhoods
4 Most Dangerous Driving Behaviors
That Account for 80% of Severe
and Fatal Crashes
Crashes Causes
(Primary Collision Factors)
Percent of Crashes Resulting in
People Being Killed or Severely
Injured (69%)
Unsafe speed 18%
Failure to yield 19%
Disobeying Traffic Signals and
Signs 18%
Impaired Driving 10%
Unsafe Turning (especially left
turns) 15%
SWITRS 2020-2022*
*2020, 2021 and 2022 SWITRS Data are considered provisional and subject to change 5 Oakland Police Dept. Initiatives
SOS Enforcement Strategies
• 6.2 DOT and OPD to collaborate on data sharing to guide traffic enforcement to be more operationally focused,
and data driven.
• 6.3 OPD to pilot high visibility enforcement focused on dangerous driving behaviors within the high injury
corridors, as feasible.
• 6.4 OPD to develop guidance for reducing the racial
disparity between non-dispatch traffic stops and
crashes.
• 6.5 OPD to add focused traffic violations as a special section within the annual OPD Stop Data report.
6 Traffic Stops Over Time
Non-Dispatch Non-Intel Led Stops, 2017-2022, OPD
20,071
12,120
7798 5,987 2,870
4,010
0 5,000
10,000
15,000
20,000
25,000
2017 2018 2019 2020 2021 2022
7 Stops increased markedly with return
of traffic company (Q4, 2022)
Non-Dispatch Non-Intel Led Stops, 2022, OPD
0 500
1000
1500
2000
2500
Q1 2021 Q2 2021 Q3 2021 Q4 2021 Q1 2022 Q2 2022 Q3 2022 Q4 2022 8 Traffic Stops Are More Focused on HIN
and Most Dangerous Moving Violations
• Traffic Stops on the HIN*
- 2019: 61%
- 2022: 69%
• Traffic Stops for Most Dangerous Behaviors
- 2019: 40%
- 2022: 72%
*within 500 ft of HIN
Non-Dispatch, Non-Intelligence-Led Stops, 2019 -2022, OPD 9 Traffic Stops Are More Focused on
Moving Violations in 2022
Non-Dispatch, Non-Intelligence-Led Stops, 2019-2022, OPD 2019 2020 2021 2022
Moving Violation 80% 7,280 88% 5,279 93% 2,661 95% 3,813 Equipment Violation 13% 1,212 8% 456 4% 113 2% 74
Non-Moving Violation,
Including Registration 7% 627 4% 251 3% 96 3% 123
Null 0% 1 0% 1 0% 0 0% 0
Grand Total 100% 9,120 100% 5,987 100% 2,870 100% 4,010 10 Monitoring Moving Violations by Race
Non-Dispatch, Non-Intelligence-Led Stops, 2019-2022 OPD • Higher proportion of moving
violations
• Variation across racial groups is
decreasing
2019 2020 2021 2022
Black/African American 80% 88% 93% 95%
Hispanic 81% 92% 93% 95%
White 85% 91% 94% 96%
Asian 83% 93% 96% 98%
Other 86% 88% 94% 96%
11 And The Most Dangerous Behaviors
Non-Dispatch, Non-Intelligence-Led Stops, 2019 -2022, OPD 40%
72%
80%
12 Traffic Stop Locations 2022
Mapped Non-Dispatch Traffic Stops, 2022 OPD
*within 500 ft of HIN
**High and Highest Priority Equity Neighborhoods
in Geographic Equity Tool
• Over half of traffic
stops are on both
the High Injury
Network and in a
High Priority
Equity Neighborho
od
• 68% of the HIN is in
High Priority
Neighborhoods
• 74% of traffic stops
were on the HIN
Occurred in Priority
Equity
Neighborhoods**
Occurred Outside
Priority Equity
Neighborhood
Occurred on High
Injury* Network
[54%]
2024
[20%]
740
Occurred outside of
High Injury Network
[17%]
638
[9%]
350
13 OPD Traffic Enforcement is less reliant
on grant funds
Non-Dispatch, Non-Intelligence-Led Stops, 2020-2022, OPD 2020 2021 2022
Regular Shift 60% (3,618) 38% (1,094) 76% (3,064)
Overtime
Assignment
5% (270) 6% (292) 3% (137)
OTS Grant
Overtime
35% (2099) 52% (1484) 20% (809)
Total 100% (5,987) 100% (2,870) 100% (4,010)
14 Racial Disparities in Traffic Stops
• OPD has reduced racial disparities in stops since 2016 • Still, more stops are conducted on Black and Latiné Drivers than crashes involving Black and Latiné drivers (our best proxy for who is driving on local streets) – comprising 77% of stops and 68% of crashes
Non-Dispatch, Non-Intelligence-Led Stops, 2022 OPD
TIMS 2020-2022 (Provisional)
15 Racial Disparities in Traffic Stops Over
Time
Non-Dispatch, Non-Intelligence-Led Stops, 2019-2022
16 Responsive Action
• OPD Regularly assesses traffic violation stops
• OPD holds monthly meetings risk
management meetings
• Commanders are expected to ensure that
officers actions are lawful, effective and
responsive
• Where disparity is evident, supervisors and
command work to determine causes and
potential mitigations*
*The Department identified an increase in the proportion of Latiné non-dispatch stops over the past few years. The Department included their analyses and findings on this topic in their January 2023 Case Management Conference submission.