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He didn't see her.' And it was astonishing to me because, I thought, that's the definition of negligence." And the jury literally said: 'He wasn't negligent.
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"I've seen come out and acquit a bus driver who ran over a pedestrian and crushed her brain, which exploded out of her head because he turned left into the crosswalk while she was crossing the street. Josh Cohen, a personal injury attorney who specializes in crashes involving cyclists, told me: That includes our justice system and how drivers are held accountable when they injure or kill someone with their car. is a car-centric city, and that affects how traffic violence is seen and addressed (or not) by people who hold power at every level. Roughly half of those charges led to convictions- though a few dozen were the result of plea deals for a lesser charge. According to data provided by the Los Angeles City Attorney's Office, they filed nearly 200 misdemeanor charges for vehicular manslaughter from 2010 through 2019. Information on misdemeanor prosecutions was nominally clearer. The answer was an opaque: "The stats are the stats."
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I asked if the D.A.'s office had a 100% conviction rate prosecuting felony vehicular manslaughter in those 10 years. Ruth Low, a county deputy D.A., listed: 2,996 convictions, the same as charges.
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I also requested a breakdown of how many of those vehicular manslaughter charges led to a conviction. County DA's office nor City Attorney's office currently track charges based on the victim, so it's unclear how often drivers face felony or misdemeanor charges for killing pedestrians. Traffic deaths in which the driver at fault is killed (such as a single-vehicle crash) wouldn't be prosecutable.A fatal collision could happen on a certain date, but some drivers aren't charged until months or even years later.In that same time frame, more than 6,730 people died in traffic crashes countywide, according to collision data collected by the California Highway Patrol. Marrero did not show up for her arraignment this past November and a warrant was issued for her arrest, though as of this publication, she has not been arrested.Īccording to the Los Angeles County District Attorney's Office, 2,996 charges of vehicular manslaughter were filed between 20.
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(I explained in my full story why she wasn't charged with a felony.) The maximum sentences for those charges are a year in county jail and 180 days in county jail, respectively. Marrero was eventually charged with vehicular manslaughter without gross negligence and driving without a license, both filed as misdemeanors. Police said she cooperated with the investigation and was allowed to leave the scene.
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Indira Marrero, the woman who killed Alessa, was not. Those figures make it clear that the vast majority of drivers who kill someone with their car are not arrested. streets, according to city and state data, and nearly half were pedestrians. In the same time frame, 2,109 people were killed in traffic collisions on L.A. I looked at LAPD arrest data from 2010 through 2019, which showed 158 people were booked on a charge of vehicular manslaughter in that 10-year period. I tried for many months to understand how often drivers face charges for killing pedestrians. compared to the resources committed in other U.S. (I've reported previously on the lack of street safety funding in L.A. Reynold said she's "always going to make the case that, in the long run, it will save the taxpayers of Los Angeles untold millions of dollars if we invest the money we have in making our streets safer."īut she said that doesn't always win the funding battle at City Hall. In addition, if a SRTS project overlaps with a zone slated for Vision Zero improvements, program money might be used.ĭespite all those potential funding sources and a long-identified need, money for safety upgrades proposed for the surrounding streets was denied in 2018. It can also receive money from Prop C proceeds and the city's redevelopment authority, according to LADOT spox Colin Sweeney. That means funding for Safe Routes comes primarily from state and federal transportation grants. City officials say the program is "a fundamental supporting strategy for Vision Zero," yet it's not technically part of Vision Zero. There's also plenty of bureaucratic murkiness to go around.įor example, the intersection where Alessa died is within a project zone that's slated for safety improvements through LADOT's Safe Routes to School (SRTS) program. leaders and their press releases: "Safety is our top priority." But in reality, safety is just one of the priorities "competing on the same battlefield," Reynolds told me. There's a common phrase you'll hear from L.A.
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