Justice Services & Law Enforcement

This report is a compendium of promising sentencing practices that were proposed at the DWI Sentencing Summit held at the National Judicial College in March 2004.  This document is designed for judges who want to be creative and look for new ways to reach the DWI offender, when traditional sentencing options have been exhausted.  It should be noted that some of the strategies are not research based, but have promise in the jurisdictions where they have been used.  8.5" x 11", two color, 72 pages.

This manual provides assistance to law enforcement agencies in designing and implementing an effective aggressive driving enforcement program. The guide also highlights existing features, technology used, project outcomes and contact information. This information can be adopted or modified for use by any law enforcement agency.  8.5" x 11", three color, 35 pages.

This report examines the effectiveness of automated speed and red-light-running enforcement systems in reducing crashes.  All the studies included in the report examined safety outcomes in terms of crash or injury reduction. The findings suggest that enforcement type and characteristics of the enforcement site influence efficiency of automated enforcement.

Breath alcohol concentration (BAC) test refusals by suspected impaired drivers are a challenge for impaired driving enforcement and prosecution. Periodically, NHTSA gathers data on State BAC refusal rates and develops an estimated national rate. This information can be useful to States and local jurisdictions. It enables them to track changes over time and compare their rates to other States and the Nation as a whole. NHTSA developed previous estimates for 1987, 2001 and 2005.

http://www.nhtsa.gov/staticfiles/nti/pdf/Breath_Test_Refusal_Rates-811881.pdf

This report describes the design and results of a project aimed at estimating the rate that drivers refuse to submit to a legally-requested breath alcohol concentration test, and the effect of such refusals on the prosecution of DWI cases. The study found the mean refusal rate to be 21% in 39 jurisdictions providing data, a very small change from that found in prior studies. The study did not indicate a clear relationship between refusing a BAC test and the probability of conviction for DWI/DUI across five local study sites. Generally, the case studies suggested that the difference in conviction rate between refusers and compliers was quite small. Refusers who were convicted, however, consistently received greater penalties than non-refusers who were convicted.

http://www.nhtsa.gov/staticfiles/nti/pdf/811551.pdf

Research has shown that an effective way to reduce impaired driving is to increase the perceived risk of being stopped and arrested by law enforcement if driving while impaired. One of the most successful strategies for doing this is the coupling of intense and highly visible enforcement with publicity about the enforcement campaign. The term “high-visibility enforcement” (HVE) is used
to describe law enforcement efforts aimed at deterring unsafe driving behavior by increasing the public’s perception of being caught, arrested, and prosecuted.

http://www.nhtsa.gov/staticfiles/nti/pdf/811716.pdf

DUI cases have become some of the most complex in the criminal justice system. As a result, defense challenges are being raised more frequently and are more procedural and scientific in nature. These challenges range from the initial law enforcement stop of the vehicle to the testing procedures used to determine alcohol concentration in blood, breath, and urine samples to possible alternative explanations for those results. This monograph was developed to assist prosecutors and law enforcement in understanding the nature of these challenges. It will assist prosecutors in formulating effective responses to these newer challenges and defenses and include drugged driving, alternative ex-planations to breath test results, blood draws and testing, scientific uncertainty, and computer source code discovery requests.

http://www.nhtsa.gov/staticfiles/nti/pdf/811707.pdf

Children are our most precious resource.  Unfortunately, they do not have the skills to protect themselves.  Adults can, and must protect them. Most States codify this obligation in various child abuse and endangerment statutes.  Still, many States fail to statutorily recognize the relationship in the traffic safety context.  Indeed, even though virtually every State recognizes the inherent dangers of driving under the influence of alcohol r   DWI), many do not articulate special sanctions for DWI/DUI. 

This monograph addresses motor vehicle occupant protection issues concerning children.  The document discusses the dangers children face and identifies relevant laws and possible criminal prosecutions.  It identifies these incidents for what many of them truly are: important, if often overlooked forms of child abuse.

This report outlines recommendations resulting from the Criminal Justice Summit on Impaired Driving, convened November 2002, by NHTSA and the National Criminal Justice Association.  The summit was held to identify gaps, problems and challenges in the criminal justice system in the handling of impaired drivers, and to assess solutions and strategies for increasing effectiveness in the enforcement, prosecution and adjudication phases of impaired driving cases.  The summit was designed to achieve the most comprehensive and identifiable challenges facing the system as a whole and the most innovative and inclusive solutions to making the system more effective and efficient.  8.5" x 11", two color, 64 pages.

This publication gives law enforcement officers and expert witness’s guidance on what it means to be a witness, what they can likely expect, and the importance of their roles. It also gives an overview of the complexities of the criminal justice system to help explain why they may be called to testify more than once, and asked the same questions on the same subject for the same case. It helps answer some of their initial questions and concerns. Detailed answers may come from colleagues who have previously testified in court, as well as from the attorney who subpoenaed them to testify.

The National Highway Traffic Safety Admin-istration is responsible for reducing vehicle-related fatalities and injuries on our Nation’s highways. This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control. It is extensively footnoted and contains comprehen-sive information on critical impaired driving laws for all 50 States, the District of Columbia, and Puerto Rico.

http://www.nhtsa.gov/staticfiles/nti/pdf/811796.pdf

An experiment was conducted to assess proposed acceptance criteria of NHTSA’s Visual-Manual Driver Distraction Guidelines. Seventy two participants, ages 18-75 (3 age groups, balanced gender), performed secondary tasks (radio tuning, destination entry, 7-digit phone dialing, and 10-digit phone dialing) in two protocols: (1) driving a low-fidelity simulator; and (2) wearing occlusion goggles. Secondary tasks were performed using the integrated in-vehicle information and communication system of a 2010 Toyota Prius V. The Dynamic Following and Detection (DFD) driving simulator protocol combines car following with detection of visual targets presented in the roadway display during a single 3-minute drive. Performance metrics included: total eyes-off-road time (TEORT), mean glance duration, proportion of long glances, standard deviation of lane position (SDLP), car following delay, target detection accuracy (proportion correct), and target detection response time. The occlusion protocol required participants to perform 5 instances of each secondary task while wearing occlusion goggles that switched every 1.5 seconds between open and closed (occluded) states (as defined in ISO 16673). Total shutter open time (TSOT) was the performance metric.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811726.pdf

This report documents an experiment conducted to determine the extent to which alcohol impairment at various Blood Alcohol Concentration (BAC) levels impacts the driving skills of individuals of different ages, gender and drinking practice characteristics. A driving simulator was used to measure the skills of 168 subjects representative of the general driving population. Tables and graphs illustrate raw data, performance index and impairment scores for all test subjects. Two color, 8.5" x 11", 67 pages.

As with the prosecution of all other criminal cases, DUI cases have unique statutory elements and evidentiary issues.  This Handbook will provide a prosecutor with the essentials for an effective DWI prosecution.  It is vitally important that before a prosecutor begins a case analysis, they familiarize themselves with State statutes pertaining to DUI, the criminal procedure rules, local court rules, relevant case law, and which breath test instruments are used by local law enforcement agencies.  The prosecution of a DUI case involves the examination of the totality of the circumstances surrounding the incident:  operation of the motor vehicle, all visual observations of the defendant made by the police or civilian witnesses, statements made by the defendant, his performance of psychomotor tests (Standardized Field Sobriety Tests) and the result of any chemical test (i.e., breath, blood, or urine) and this document will assist in the successful prosecution of DWI cases.
   
I  This handbook will assist prosecutors with guidance and preparation for a DWI case.  The Handbook serves to continue our efforts for a criminal system approach to impaired driving by providing an outline for prosecutors as they focus on a DWI case, including all documentation prior to trial.  It may also be used by prosecutors to reinforce needed documentation by local law enforcement agencies in order to have an effective DWI prosecution.

This research study examined Minnesota's enhanced sanctions for drivers convicted with blood alcohol concentrations of .20 or higher.  8.5" x 11", two color, 56 pages.

This study evaluated two types of electrochemical sensing technologies that quantitatively detect ethyl alcohol vapor through the skin (transdermal).  Transdermal alcohol concentration measuring devices use a new technology that has the potential for monitoring whether persons who are prohibited from drinking have consumed alcohol.  The study evaluated the accuracy and precision of two devices, based on transdermal alcohol sensor technology, the Giner, Inc., Wrist Transdermal Alcohol Sensor, and the Alcohol Monitoring Systems Secure Remote Alcohol Monitor.  The two devices, in different stages of development and were designed to be used with different populations, offer different strengths and weaknesses.

I  While the technology requires improvement, transdermal alcohol concentration measuring devices do have potential for monitoring whether persons who are prohibited from drinking have consumed alcohol.  Thus, these types of devices may provide another tool for courts, probation services, and treatment providers to aid in monitoring such persons to reduce alcohol-related traffic crashes.

In 1997 Maryland, Oklahoma, and the District of Columbia upgraded their seat belt laws from secondary to primary enforcement.  The objective of this study was to evaluate the change from secondary to primary enforcement in Maryland, Oklahoma, and DC with respect to observed belt use rates, driver reactions, law enforcement practices, citations issued and race. The belt use rate went up in study locations with the implementation of a primary enforcement seat belt law.  Four color, 8.5" x 11", 35 pages.

This report examines the change in motorcycle helmet use resulting from the 1997 repeal of mandatory helmet laws for motorcycle riders in Arkansas and Texas. Prior to repeal of the law, statewide surveys indicated that helmet use was 97 percent; after repeal, use dropped to between 52 and 66 percent. Corresponding increases in head injuries and fatalities were also observed after repeal of mandatory helmet legislation in these States. Three color, 8.5" x 11", 58 pages.

This final report presents findings from the evaluation of the Click It or Ticket occupant protection selective traffic enforcement program, conducted May 2001, across the eight southeastern most States.  The program was the first time ever that a Click It or Ticket or occupant protection selective traffic enforcement program has been implemented across such a wide region of the country.  8.5" x 11", three color, 34 pages.

Between 2000 and 2003, NHTSA funded seven alcohol demonstration programs designed to reduce impaired driving through well-publicized and highly visible enforcement. These demonstration programs were not specifically designed to be research evaluation studies; instead, they were designed to reduce drinking-and-driving behavior and ultimately alcohol related crashes. The states varied widely in their enforcement methods, media methods, and their paid and earned media budgets and messages.

Four of the programs were conducted statewide or nearly statewide. Paid advertising was used in Georgia, Indiana and Michigan.  In GA, TN, IN, and PA sobriety checkpoints were conducted throughout the data collection period. In LA checkpoints were permitted part way through data collection and in Texas and Michigan, checkpoints were not permitted.  The number and types of enforcement activities varied considerably from State to State.  Georgia reported using 2,837 checkpoints. Pennsylvania used checkpoints, mobile awareness patrols, and roving patrols yielding more than 1,100 roadside enforcement actions, while Tennessee used a combination of checkpoints (535), enforcement roadblocks (approximately 270), and saturation patrols (270).  Michigan used 1,122 saturation and routine patrols and in Indiana more than 3,800 patrol hours were reported.  The number of DUI or DWI arrests varied considerably, typically varying from a few hundred to a few thousand. 

In 2006 and 2007, Iowa, Kansas, Missouri, and Nebraska participated in a program called Buckle Up in Your Truck, which consisted of a two-week, high-visibility, seat belt enforcement effort that preceded the National May (CIOT)mobilization each year. Paid media and intensified enforcement were the two key components and focused on young male occupants of pickup trucks while enforcement focused on all unbuckled vehicle occupants. Both components were followed by CIOT. An average of 5 cents per capita was spent on paid media during each phase of BUIYT and CIOT, achieving about 350 gross rating points in each of 18 media markets for each week of the program. The citation rate, averaged across the states, was 15 to 17 citations per 10,000 population. The public awareness of general messages to buckle up (80%) was greater than the public awareness of ongoing enforcement efforts (68%).  Awareness of messages to BUIYT reached levels of just under 40 percent. Observed seat belt usage increased in all four states and in all vehicle types. Two-year increases in pickup trucks ranged from 3 to 14 percentage points (an average of 8 points). These results were similar to those of previous BUIYT efforts, combined with CIOT, in NHTSA Regions 4 and 6.

The communities of Hartford, Connecticut, and Syracuse, New York implemented year-long campaigns to test whether NHTSA’s high-visibility enforcement (HVE) model could be applied to reduce two specific forms of distracted driving – driving while talking on a hand-held cell phone or texting. The HVE model applies strong laws, vigorous targeted law enforcement, extensive media that emphasizes the enforcement, and evaluation. Both sites conducted 4 waves of enforcement between April 2010 and April 2011. NHTSA developed and bought TV and radio spots featuring the tag line Phone in One Hand, Ticket in the Other. Both sites generated ample earned media. Police wrote 100 to 200 citations per 10,000 population for each wave in each site. Driver surveys showed an increase in awareness that cell phone laws were being enforced and recognition of the new slogan. Observed hand-held driver cell phone use dropped from 6.6% to 2.9% in Hartford, and from 3.7% to 2.5% in Syracuse.

Connecticut’s control area also showed a decrease in use (from 6.6% to 5.6%) but not to the same extent as Hartford. New York’s control area had similar decreases (5% to 3%), perhaps a result of separate enforcement campaigns running simultaneously in the control site. The results show that high-visibility enforcement campaigns can reduce the number of people who use hand-held cell phones while driving.

http://www.nhtsa.gov/staticfiles/nti/pdf/811635_Eval_NHTSA_Distracted_Driving_Demo_Proj_Comm_CT_and_NY.pdf

This report contains the findings of a study conducting a field evaluation of five on-site drug screening devices used by police officers to detect drug-impaired drivers. The tests were conducted in Nassau County, New York, and Houston, Texas, on 800 motorists suspected of impaired driving. Black and white, 8.5" x 11", 66 pages.

In 2011, 32,367 people died in motor vehicle traffic crashes in the United States and an estimated 2,217,000 people were injured in motor vehicle crashes. Of the motor vehicle fatalities in 2011, 31 percent occurred in an alcohol-impaired crash in which a driver or motorcycle rider had a blood alcohol concentration (BAC) of .08 grams per deciliter or more (which is illegal per se in every State in the United States).

http://www.nhtsa.gov/staticfiles/nti/pdf/811783.pdf

This manual was developed through a cooperative agreement with the National Traffic Law Center.  It is a resource guide for judges and prosecutors, that provides a clear understanding of the scientific basis and legal foundation for horizontal gaze nystagmus (HGN), as used with the NHTSA/IACP approved training for the Standardized Field Sobriety Testing (SFST) and the Drug Evaluation and Classification (DRE) programs.  This guide is intended to promote increased training, use and acceptance of the HGN test as a valid and reliable tool in detecting, prosecuting and adjudicating impaired drivers. Three color, 8.5" x 11", 122 pages.

This report examines factors related to the use and nonuse of booster seats in order to identify strategies to improve the effectiveness of booster seat laws, and summarizes results from a number of project activities. These include::

 An inventory of changes in state child occupant-protection laws since 2002.
 A literature review on the use and nonuse of booster seats.
 An observational survey of booster seat use before and after enactment of a booster seat law in Wisconsin.
 Focus groups with parents and caregivers to assess attitudes, knowledge, understanding, and use of booster seat laws.
 Focus groups with law enforcement officers to assess their attitudes, knowledge, and enforcement of booster seat laws.
 A brainstorming session with experts and law enforcement officers on the challenges facing booster seat enforcement.     

This product is for download only

Under a cooperative agreement with NHTSA, MADD held a series of ignition interlock institutes across the United States between August 2009 and October 2012. The institutes were designed to bring teams of people from different States
representing various organizations and agencies who are involved with some component of their States’ ignition interlock program system. The purpose of the institutes was to promote increased use of ignition interlocks in each participating
State and to identify improvements to strengthen its interlock programs. MADD’s report summarizes common barriers, State barriers, and potential solutions.

http://www.nhtsa.gov/staticfiles/nti/pdf/811815.pdf

This toolkit is designed to provide basic information regarding ignition interlocks and considerations for program administrators and policy makers in designing an efficient program.

The general topics in the toolkit include
• Description of an interlock device and how it works,
• Brief summary of interlock technology development,
• Ignition interlock research,
• Program implementation,
• Vendor selection and management, and
• Program costs.

In addition, the status of each State’s interlock program is provided, as are a series of frequently asked questions, sample talking points and administrative forms, and checklists to aid in program planning and implementation.

http://www.nhtsa.gov/staticfiles/nti/pdf/IgnitionInterlocks_811883.pdf

This guide is designed to help safety advocates derive maximum benefit from a standard enforcement law in their communities, towns, cities and States.  The guide gives a basic implementation framework for law enforcement, State highway safety officials and others, taking the reader step by step through the stages of a successful program implementation, whether it is conducted statewide or within a single community.  8.5" x 11", three color, 29 pages.

Drivers with prior convictions for driving while impaired (DWI) carry a higher risk of future DWI arrests and crash involvement. In response, communities have developed various strategies to address the drinking-driving problems of DWI offenders by assisting them in making positive behavioral changes to reduce their likelihood of recidivism. One program model developed to monitor offender drinking involves having an offender report twice daily to a law enforcement office for alcohol breath testing at 12-hour intervals. To date, these 24/7 sobriety programs have been used in rural States and communities; however, the program model is being considered for implementation in additional locales. The purpose of this project was to conduct a feasibility study to gather data on whether the 24/7 program model can be applied in urban locales, and if so, what changes might be necessary. In Phase 1 of the study, structured discussions were held with State and local officials in Montana; North Dakota; South Dakota; and Fremont County, Wyoming, to develop a complete description of the history of 24/7 programs in rural areas. In Phase 2, information from Phase 1 was used to conduct discussions with local officials in two urban areas—Washington, DC, and Fairfax County, Virginia—to obtain their impressions about whether and how a 24/7 program could be operated in their jurisdictions. Urban officials reserved judgment about whether such a program would affect offender drinking, impaired driving, and crashes, though most believed it would help identify those who are alcohol-dependent and assist in connecting them with needed resources. Despite potential benefits, officials were generally cautious but somewhat open to the prospects regarding program feasibility. This tempered reaction was a function of concerns about practical issues of implementation and broader concerns about the value of and need for twice-daily testing programs in urban locations.

http://www.nhtsa.gov/staticfiles/nti/pdf/811861.pdf

This document will provide guidance to law enforcement agencies on how to adequately coordinate the planning, operation, data collection, and actions of conducting low-staffing sobriety checkpoints.

This study evaluated NHTSAs 2006 National (CIOT)mobilization. This intense, short-duration, seat belt publicity and enforcement mobilization cost approximately $27 million for paid advertising that delivered an enforcement based message urging people to wear a seat belt or risk getting a citation.  Between May 22 and June 4, 2006, law enforcement agencies issued more than 697,000 seat belt citations. Public awareness of the media message was high.  Seat belt use increased in 37 of 50 States and Territories.  The number of States reporting increases in statewide seat belt use and the amount of increase has been shrinking each succeeding year since national mobilizations began in 2002.  In 2006, paid publicity decreased from levels between 2002 through 2005. The number of seat belt citations issued by law enforcement agencies also decreased in 2006.  The National Occupant Protection Usage Survey indicated the nationwide seat belt use rate did not improve between 2005 and 2006.  This report also includes results from other NHTSA demonstration programs that are searching for productive modifications to the typical CIOT process.

There is strong scientific evidence from several countries that show alcohol ignition interlocks, while in use, are effective tools to reduce drunk driving among both first and repeat offenders.1 2 For this reason, the development and implementation of a breath alcohol ignition interlock program is an essential component of a comprehensive highway safety impaired driving program in each State.

Each State has its own impaired driving laws which influence the delivery of impaired driving programs and policies. While almost all States have an ignition interlock program, they are each unique and at different stages of development. States vary in terms of the agencies involved in the delivery of interlock programs, their structures, authority, and operational practices.

Throughout this guideline, the term ignition interlock refers to breath alcohol ignition interlock devices. Ignition interlock manufacturer refers to the business entity that produces ignition interlock devices. An ignition interlock vendor refers to the business entity which distributes ignition interlocks in a State or jurisdiction. The ignition interlock service center refers to the physical structure where interlocks are installed, serviced, and removed. A technician refers to the individual who performs the installation, servicing, and removal of the ignition interlock. Driving while impaired (DWI) offenders refer to individuals who have been convicted of DWI and are required to have an ignition interlock installed in their vehicle.

http://www.nhtsa.gov/staticfiles/nti/pdf/811859.pdf

This Action Guide is the result of a series of meetings with distinguished criminal justice professionals-law enforcement leaders, prosecutors, judges, and a representative from the defense bar-and NHTSA staff, who comprised an Aggressive Driving Implementation Team.  The intent of the implementation team was to create a dynamic and easy-to-update planning guide for the States.   The team recommended strategies that States can customize to create potent "best solutions".  This Action Guide delineates recommended action strategies and is the culmination of more than 18 months of committed efforts by the implementation team.   8.5" x 11", three color, 30 pages.

In late 2004, the National Highway Traffic Safety Administration provided funds to the New Mexico Department of Transportation to demonstrate a process for implementing a comprehensive State impaired-driving system. NHTSA also contracted with the Pacific Institute for Research and Evaluation to measure the effect of that system on various factors including driving-while-impaired (DWI) crash, injury, and fatality rates; DWI arrest rates; DWI conviction rates; blood alcohol concentration (BAC) patterns; and public awareness. New Mexico’s core activities include high-visibility impaired-driving law enforcement operations, increased paid and earned media concerning New Mexico’s law enforcement efforts, and prosecutorial and enforcement training in the six counties with the highest rates of alcohol-related fatalities. Other components of the comprehensive system include the creation of a DWI Leadership Team that provides support and direction to the system and the participation of a traffic safety resource prosecutor to assist on DWI prosecution and other traffic safety law training. The five counties initially participating in the project were Bernalillo, Doña Ana, McKinley, Rio Arriba, and San Juan. Santa Fe County joined that group in 2007. NHTSA’s objective was to transfer this model to other States experiencing a high number or rate of alcohol-related traffic fatalities or both. Overall, New Mexico’s multi-faceted efforts appeared to have benefits for the State.

http://www.nhtsa.gov/staticfiles/nti/pdf/811986_NM_Comprehensive_Impaired_Driving_Program_A_Case_Study.pdf

In late 2004, the National Highway Traffic Safety Administration provided funds through a Cooperative Agreement to the New Mexico Department of Transportation to demonstrate a process for implementing a comprehensive State impaired-driving system. NHTSA also contracted with the Pacific Institute for Research and Evaluation to measure the effect of that system on various factors including driving-while-impaired (DWI) crash, injury, and fatality rates; DWI arrest rates; DWI conviction rates; blood alcohol concentration (BAC) rates; and public awareness. New Mexico’s core activities included high-visibility impaired-driving law enforcement operations, increased paid and earned media concerning New Mexico’s law enforcement efforts, and prosecutorial and enforcement training in the five counties with the highest rates of alcohol-involved fatalities. Other components of the comprehensive system include the creation of a Statewide DWI leadership team that provided support and direction to the system and the participation of a Traffic Safety Resource Prosecutor to assist on DWI and other traffic safety laws. The five counties initially participating in the project were Bernalillo, Doña Ana, McKinley, Rio Arriba, and San Juan. Santa Fe County joined that group in 2007. Alcohol-involved (those with BACs of .01 g/dL) fatal crashes decreased by 36.5% in the participating counties during the project period of 2005 to 2009. The rest of the State experienced a 31.6% reduction. Alcohol-impaired (those with a BAC of .08 g/dL or higher) fatal crashes decreased by 35.8% in the participating counties during the same period. The rest of the State experienced a 29% reduction. The decrease in the participating counties was not statistically significantly different from the decrease in the rest of the State. This was likely because there were significant Statewide anti-DWI activities during that period as well. However, overall, New Mexico’s multi-faceted efforts appeared to have benefits for the State.

http://www.nhtsa.gov/staticfiles/nti/pdf/811985_NM_Comprehensive_Impaired_Driving_Program_Crash_Data_Analysis.pdf

This publicatoin is for download only

The report summarizes information gathered in discussions with case study officials that will be useful to communities that are interested in developing and conducting a HVE program. There are suggestions on how to identify the
impaired-driving problem and assess where impaired driving stands as a public health issue in the community. Local impaired-driving or traffic safety task forces can provide the foundation and support for the HVE program. There are suggestions on how to go about combining resources with other law enforcement agencies, approaching potential barriers or opposition in the community, generating earned media, and building workable schedules. There are photographs of the programs and samples of forms and media each site used.

http://www.nhtsa.gov/staticfiles/nti/pdf/811826.pdf

This video is designed to encourage law enforcement personnel who collect data at crash scenes to thoroughly investigate these crashes and submit accurate, complete and timely crash reports.  The video, which is divided into a 15-minute comprehensive segment and an 8-minute summary version, can be used at roll calls, at basic and unit training, and in formal crash investigation training.  Full color.

Only a small fraction of the impaired drivers who are at risk for alcohol-impaired-driving crashes are arrested. These include drivers who drink regularly or occasionally to intoxication before they drive. Researchers have estimated the probability of being arrested while driving while intoxicated (DWI) with a blood alcohol concentration at or above .10 g/dL to be about 1 in 200. A similar study reported that only 23% of alcohol-positive drivers admitted to trauma units and
emergency departments following crashes are convicted of DWI.

This report provides an overview of the use of Screening and Brief Intervention (SBI) as a countermeasure for those who have displayed, or could potentially display, harmful/hazardous drinking behaviors, including drinking and driving. This report endeavors to acquaint the highway safety community with an  overview of the development of SBI, the context in which SBI is employed, the efficacy and limitations of this approach, and the policy implications for traffic safety.

http://www.nhtsa.gov/staticfiles/nti/pdf/811836.pdf

Speed-Enforcement Camera Systems Operational Guidelines provide guidance for the deployment and operation of an automated speed enforcement program.  The guidelines address the crucial components of an ASE program, from planning and startup through field operations, violation processing and adjudication, and program evaluation. 

The Speed Enforcement Program Guidelines provide guidance and information to law enforcement personnel and decision makers in establishing and maintaining a successful speed enforcement program in their communities.  Sustaining speed enforcement activities and focusing on locations identified by crash data are the essential underlying principles.  The guidelines presented in this document address program planning, operations, adjudication, marketing and media strategies, and evaluation.

http://www.google.com/url?sa=t&rct=j&q=&esrc=s&frm=1&source=web&cd=1&cad=rja&ved=0CCkQFjAA&url=http%3A%2F%2Fwww.nhtsa.gov%2FDOT%2FNHTSA%2FTraffic%2520Injury%2520Control%2FArticles%2FAssociated%2520Files%2F810915.pdf&ei=PVJAUoFf8rrgA4DfgYAF&usg=AFQjCNGxFbHrOnILZ7RjVtXJt9pqImmKDA 

This strategic initiative is intended to provide the guidance and tools that will enable State and local authorities to more effectively manage speed and reduce speeding-related fatalities.  The purpose of this strategic initiative is to galvanize the Federal effort and identify specific actions to be taken by the U.S. Department of Transportation Speed Management Team designed to effectively address managing speed and reducing speeding-related crash risk.

Speed Management is a national and far-reaching problem that is best solved through collaborative and comprehensive efforts at all levels of government. However, from road design to enforcement, the ability to implement policies designed to mitigate speed-related injuries and fatalities rests largely with State and local officials. To help local officials and community safety advocates like you take control of the speed management problem, the U.S. Department of Transportation is offering speed management training at locations across the country.

Speed Management is a national and far-reaching problem that is best solved through collaborative and comprehensive efforts at all levels of government. To help local stakeholders take control of the speed management problem, the U.S. Department of Transportation is offering speed management training for facilitators at locations across the country.

This report documents current State blood alcohol concentration (BAC) testing and reporting practices and results for drivers involved in fatal crashes. It summarizes known BAC results by State for the years 1997 to 2009 for both fatally injured and surviving drivers. It provides an overview of State practices using information obtained from telephone discussions with all States and all NHTSA Regions. It documents case studies of 9 States (Alaska, Hawaii, Indiana, Kansas, Maryland, Missouri, New Mexico, Oklahoma, and South Dakota), each of which has improved or maintained high rates of BAC testing and reporting. Successful BAC testing and reporting involves three components: high testing rates, accurate and complete reporting, and careful management. This can be accomplished through laws, policies, or practices. The process involves testing, reporting, tracking, and follow-up. The context involves education, training, and management. A summary presents good practices and strategies for States that wish to improve their BAC testing and reporting.

http://www.nhtsa.gov/staticfiles/nti/pdf/811661.pdf

The Guide was developed to assist law enforcement agencies in conducting traffic stops in a professional manner, to enhance public relations and the image of the law enforcement agency, maintain the credibility of the law enforcement agency and to minimize the number of complaints.

NHTSA sponsored research to develop a set of behavioral cues to be used by law enforcement personnel to detect motorcyclists who are operating their
vehicles while intoxicated. The researchers began by interviewing experienced patrol officers from across the country to determine what behavioral cues have
been used to detect impaired motorcyclists. A few, primarily motorcycle officers, suggested cues that reflected considerable understanding of the mental and
physical requirements of riding a motorcycle. Others believed the cues to be identical to those used to detect impaired drivers. But some officers, even those
with many years of experience, reported they believe there are no cues that can be used to distinguish DWI from unimpaired motorcycle operation.

This brochure discusses the benefits of sharing data and how that data is used among agencies such as NHTSA, the Federal Highway Administration, the Federal Motor Carrier Safety Administration, and the Research and Innovative Technology Administration. These four agencies are represented on the DOT Traffic Records Coordinating Committee. Each agency collects data from States and other stakeholders, for use in a variety of data-driven programs.

The Traffic Safety Resource Prosecutor's Manual (TSRP) is for new traffic safety resource prosecutors to assist them as they begin their new positions.  It is a compilation of the efforts of experienced TSRPs who have been in similar positions and did not have the resources at hand, so they developed their resources over a period of time.  This manual will reduce the amount of time that a new TSRP will need to work with other prosecutors, and with NHTSA, other criminal justice entities, State highway safety offices, and traffic safety groups.

Implications for Highway Safety Program Planning - Prosecutors have an intricate role in promoting highway safety through their actions at the local level.  By promoting TSRP's at the State level, the local prosecutors have the resources and technical expertise that until recently has only been available at the national level.  Having prosecutors trained earlier in their career will reduce the number of serious traffic cases that are dismissed or negotiated to lesser offenses.  This manual has been developed by veteran TSRPs and sets forth the tenets for a new TSRP as they begin their careers.  State highway safety offices can use this as a resource for new TSRP and/or for recruiting new TSRPs

Traffic Tech

The objectives of this project were to determine how extensively transdermal alcohol-monitoring devices are used and to document examples of strong and innovative programs through case studies that can be used by agencies at the State and local levels considering the use of these devices to monitor offenders.

http://www.nhtsa.gov/staticfiles/nti/pdf/811603.pdf