In July 2019, the Metropolitan Police Department (MPD) implemented new data collection methods that enabled officers to collect more comprehensive information about each police stop in an aggregated manner. More specifically, these changes have allowed for more detailed data collection on stops, protective pat down (PPDs), searches, and arrests. (For a complete list of terms, see the glossary on page 2.) These changes support data collection requirements in the Neighborhood Engagement Achieves Results Amendment Act of 2016 (NEAR Act).The accompanying data cover all MPD stops including vehicle, pedestrian, bicycle, and harbor stops for the period from July 22, 2019 to December 31, 2022. A stop may involve a ticket (actual or warning), investigatory stop, protective pat down, search, or arrest.If the final outcome of a stop results in an actual or warning ticket, the ticket serves as the official documentation for the stop. The information provided in the ticket include the subject’s name, race, gender, reason for the stop, and duration. All stops resulting in additional law enforcement actions (e.g., pat down, search, or arrest) are documented in MPD’s Record Management System (RMS). This dataset includes records pulled from both the ticket (District of Columbia Department of Motor Vehicles [DMV]) and RMS sources. Data variables not applicable to a particular stop are indicated as “NULL.” For example, if the stop type (“stop_type” field) is a “ticket stop,” then the fields: “stop_reason_nonticket” and “stop_reason_harbor” will be “NULL.” Each row in the data represents an individual stop of a single person, and that row reveals any and all recorded outcomes of that stop (including information about any actual or warning tickets issued, searches conducted, arrests made, etc.). A single traffic stop may generate multiple tickets, including actual, warning, and/or voided tickets. Additionally, an individual who is stopped and receives a traffic ticket may also be stopped for investigatory purposes, patted down, searched, and/or arrested. If any of these situations occur, the “stop_type” field would be labeled “Ticket and Non-Ticket Stop.” If an individual is searched, MPD differentiates between person and property searches. The “stop_location_block” field represents the block-level location of the stop and/or a street name. The age of the person being stopped is calculated based on the time between the person’s date ofbirth and the date of the stop.There are certain locations that have a high prevalence of non-ticket stops. These can be attributed to some centralized processing locations. Additionally, there is a time lag for data on some ticket stops as roughly 20 percent of tickets are handwritten. In these instances, the handwritten traffic tickets are delivered by MPD to the DMV, and then entered into data systems by DMV contractors. On August 1, 2021, MPD transitioned to a new version of its current records management system, Mark43 RMS.Due to this transition, the data collection and structures for the period between August 1, 2021 – December 31, 2021 were changed. The list below provides explanatory notes to consider when using this dataset.New fields for data collection resulted in an increase of outliers in stop duration (affecting 0.98% of stops). In order to mitigate the disruption of outliers on any analysis, these values have been set to null as consistent with past practices.Due to changes to the data structure that occurred after August 1, 2021, six attributes pertaining to reasons for searches of property and person are only available for the first seven months of 2021. These attributes are: Individual’s Actions, Information Obtained from Law Enforcement Sources, Information Obtained from Witnesses or Informants, Characteristics of an Armed Individual, Nature of the Alleged Crime, Prior Knowledge. These data structure changes have been updated to include these attributes going forward (as of April 23, 2022).Out of the four attributes for types of property search, warrant property search is only available for the first seven months of 2021. Data structure changes were made to include this type of property search in future datasets.The following chart shows how certain property search fields were aligned prior to and after August 1, 2021. A glossary is also provided following the chart. As of August 2, 2022, these fields have reverted to the original alignment.https://mpdc.dc.gov/sites/default/files/dc/sites/mpdc/publication/attachments/Explanatory%20Notes%202021%20Data.pdfIn October 2022 several fields were added to the dataset to provide additional clarity differentiating NOIs issued to bicycles (including Personal Mobility Devices, aka stand-on scooters), pedestrians, and vehicles as well as stops related specifically to MPD’s Harbor Patrol Unit and stops of an investigative nature where a police report was written. Please refer to the Data Dictionary for field definitions.In March 2023 an indicator was added to the data which reflects stops related to traffic enforcement and/or traffic violations. This indicator will be 1 if a stop originated as a traffic stop (including both stops where only a ticket was issued as well as stops that ultimately resulted in police action such as a search or arrest), involved an arrest for a traffic violation, and/or if the reason for the stop was Response to Crash, Observed Moving Violation, Observed Equipment Violation, or Traffic Violation.Between November 2021 and February 2022 several fields pertaining to items seized during searches of a person were not available for officers to use, leading to the data showing that no objects were seized pursuant to person searches during this time period. Finally, MPD is conducting on-going data audits on all data for thorough and complete information. For more information regarding police stops, please see: https://mpdc.dc.gov/stopdataFigures are subject to change due to delayed reporting, on-going data quality audits, and data improvement processes.

This dataset contains point locations for all publicly identified sites and office locations including headquarters, station, field office and investigative unit locations. This dataset was created as part of the DC Geographic Information System (DC GIS) for the D.C. Office of the Chief Technology Officer (OCTO), MPD and participating D.C. government agencies. Facilities and offices were obtained from MPD's Office of Corporate Communications, through interviews with MPD's Criminal Intelligence, and Tactical Crime Analysis Unit and through site surveys conducted by DC GIS staff.

In July 2019, the Metropolitan Police Department (MPD) implemented new data collection methods that enabled officers to collect more comprehensive information about each police stop in an aggregated manner. More specifically, these changes have allowed for more detailed data collection on stops, protective pat down (PPDs), searches, and arrests. (For a complete list of terms, see the glossary in the metadata.) These changes support data collection requirements in the Neighborhood Engagement Achieves Results Amendment Act of 2016 (NEAR Act).If the final outcome of a stop results in an actual or warning ticket, the ticket serves as the official documentation for the stop. The information provided in the ticket include the subject’s name, race, gender, reason for the stop, and duration. All stops resulting in additional law enforcement actions (e.g., pat down, search, or arrest) are documented in MPD’s Record Management System (RMS). This dataset includes records pulled from both the ticket (District of Columbia Department of Motor Vehicles [DMV]) and RMS sources. Data variables not applicable to a particular stop are indicated as “NULL.” For example, if the stop type (“stop_type” field) is a “ticket stop,” then the fields: “stop_reason_nonticket” and “stop_reason_harbor” will be “NULL.” Each row in the data represents an individual stop of a single person, and that row reveals any and all recorded outcomes of that stop (including information about any actual or warning tickets issued, searches conducted, arrests made, etc.). A single traffic stop may generate multiple tickets, including actual, warning, and/or voided tickets. Additionally, an individual who is stopped and receives a traffic ticket may also be stopped for investigatory purposes, patted down, searched, and/or arrested. If any of these situations occur, the “stop_type” field would be labeled “Ticket and Non-Ticket Stop.” If an individual is searched, MPD differentiates between person and property searches. The “stop_location_block” field represents the block-level location of the stop and/or a street name. The age of the person being stopped is calculated based on the time between the person’s date of birth and the date of the stop.There are certain locations that have a high prevalence of non-ticket stops. These can be attributed to some centralized processing locations. Additionally, there is a time lag for data on some ticket stops as roughly 20 percent of tickets are handwritten. In these instances, the handwritten traffic tickets are delivered by MPD to the DMV, and then entered into data systems by DMV contractors. Finally, MPD is conducting on-going data audits on all data for thorough and complete information. https://mpdc.dc.gov/stopdata

The accompanying data cover all MPD stops including vehicle, pedestrian, bicycle, and harbor stops for the period from January 1, 2023 – December 31, 2024. A stop may involve a ticket (actual or warning), investigatory stop, protective pat down, search, or arrest. If the final outcome of a stop results in an actual or warning ticket, the ticket serves as the official documentation for the stop. The information provided in the ticket include the subject’s name, race, gender, reason for the stop, and duration. All stops resulting in additional law enforcement actions (e.g., pat down, search, or arrest) are documented in MPD’s Record Management System (RMS). This dataset includes records pulled from both the ticket (District of Columbia Department of Motor Vehicles [DMV]) and RMS sources. Data variables not applicable to a particular stop are indicated as “NULL.” For example, if the stop type (“stop_type” field) is a “ticket stop,” then the fields: “stop_reason_nonticket” and “stop_reason_harbor” will be “NULL.” Each row in the data represents an individual stop of a single person, and that row reveals any and all recorded outcomes of that stop (including information about any actual or warning tickets issued, searches conducted, arrests made, etc.). A single traffic stop may generate multiple tickets, including actual, warning, and/or voided tickets. Additionally, an individual who is stopped and receives a traffic ticket may also be stopped for investigatory purposes, patted down, searched, and/or arrested. If any of these situations occur, the “stop_type” field would be labeled “Ticket and Non-Ticket Stop.” If an individual is searched, MPD differentiates between person and property searches. Please note that the term property in this context refers to a person’s belongings and not a physical building. The “stop_location_block” field represents the block-level location of the stop and/or a street name. The age of the person being stopped is calculated based on the time between the person’s date of birth and the date of the stop. There are certain locations that have a high prevalence of non-ticket stops. These can be attributed to some centralized processing locations. Additionally, there is a time lag for data on some ticket stops as roughly 20 percent of tickets are handwritten. In these instances, the handwritten traffic tickets are delivered by MPD to the DMV, and then entered into data systems by DMV contractors. On August 1, 2021, MPD transitioned to a new version of its current records management system, Mark43 RMS. Beginning January 1, 2023, fields pertaining to the bureau, division, unit, and PSA (if applicable) of the officers involved in events where a stop was conducted were added to the dataset. MPD’s Records Management System (RMS) captures all members associated with the event but cannot isolate which officer (if multiple) conducted the stop itself. Assignments are captured by cross-referencing officers’ CAD ID with MPD’s Timesheet Manager Application. These fields reflect the assignment of the officer issuing the Notice of Infraction (NOIs) and/or the responding officer(s), assisting officer(s), and/or arresting officer(s) (if an investigative stop) as of the end of the two-week pay period for January 1 – June 30, 2023 and as of the date of the stop for July 1, 2023 and forward. The values are comma-separated if multiple officers were listed in the report. For Stop Type = Harbor and Stop Type = Ticket Only, the officer assignment information will be in the NOI_Officer fields. For Stop Type = Ticket and Non-Ticket the officer assignments will be in both NOI Officer (for the officer that issued the NOI) and RMS_Officer fields (for any other officer involved in the event, which may also be the officer who issued the NOI). For Stop Type = Non-Ticket, the officer assignment information will be in the RMS_Officer fields. Null values in officer assignment fields reflect either Reserve Corps members, who’s assignments are not captured in the Timesheet Manager Application, or members who separated from MPD between the time of the stop and the time of the data extraction. Finally, MPD is conducting on-going data audits on all data for thorough and complete information. Figures are subject to change due to delayed reporting, on-going data quality audits, and data improvement processes.

Traffic Stations. The dataset contains locations and attributes of Permanent Count stations and Weigh In Motion stations, created as part of the District of Columbia, Department of Transportation (DDOT) Street Spatial Database (SSD). A database provided by the District of Columbia, Department of Transportation identified Permanent Count stations.

The dataset contains location and attributes of traffic controls located at each intersection in the District of Columbia. All traffic poles, pavement markings, traffic cabinets and cameras located within 10 meters of curb face intersections are collected. Poles must support traffic control devices in order to be collected. This includes traffic control signs, traffic signals, traffic arms and cameras. The data set does not include poles supporting only name plate signs and parking enforcement signs.

The Automated Safety Cameras (ASC) is a division of the District Department of Transportation (DDOT) that uses photo enforcement cameras as a traffic calming measure to enforce traffic laws, and to reduce violations on DC’s streets and most intersections. ATE is currently enforcing Posted Speed Limit (Speed), Stop Sign (Failure to come to a complete STOP), Red-Light (Running Red-Light), Bus Lane, Bus Zone, School Bus Stop-Arm, and Truck Restriction routes.This version of ASC data includes devices with no coordinates and because of that, the data is in table format. Data can be mapped using Lat/Lon or X/Y MD State Plane (Meters) but there will be records with null coordinate values.

The Automated Safety Cameras (ASC) is a division of the District Department of Transportation (DDOT) that uses photo enforcement cameras as a traffic calming measure to enforce traffic laws, and to reduce violations on DC’s streets and most intersections.ASC is currently enforcing Posted Speed Limit (Speed), Stop Sign (Failure to come to a complete STOP), Red-Light (Running Red-Light), Bus Lane, Bus Zone, School Bus Stop-Arm, and Truck Restriction routes.

The Travel Monitoring Analysis System (TMAS) - Stations dataset was compiled on December 31, 2023 and was published on July 22, 2024 from the Federal Highway Administration (FHWA), and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). Geospatial station data from the FHWA TMAS database contains latitude and longitude data from over 7,000 permanent (temporal data representing each time period) traffic monitoring sites in all 50 states plus DC. Data from these stations are submitted to FHWA every month and is a result of a long standing partnership between FHWA and the state DOTs.

This point shapefile contains the locations of travel monitoring station sin the United States. The attributes for these databases have been intentionally limited to location referencing attributes since the core station description attribute data are contained within the Station Description Tables (SDT). There is a separate SDT for each of the station types. The attributes in the SDT correspond with the Station Description Record found in Chapter 6 of the latest Traffic Monitoring Guide. The SDT contains the most recent stations available for each state and station type. This table was derived from files provided UTCTR by FHWA. The SDT can be linked to the station shapefile via the STNNKEY field. Some stations were not located in the United States and were beyond available geographic extents causing display problems. These were moved to Latitude and Longitude 0,0. This is in recognition that the locations of these stations where in error, but were moved to a less obtusive area. This layer is part of the 2014 National Transportation Atlas Database.