The Los Angeles Police Department has seen a significant reduction in the number of stops conducted over the past several years, even as traffic enforcement has intensified amid ongoing safety concerns and debates about policing practices. According to department data, stops dropped by 57% between 2019 and 2025, falling from approximately 713,000 to around 308,000 citywide. The decline was particularly notable in the Central, West Valley, 77th Street, and Southeast divisions.

This trend aligns with reforms and changing law enforcement strategies observed in other major U.S. cities, particularly in the wake of the COVID-19 pandemic. Shrinking department resources and increased scrutiny over "pretext stops"—traffic stops made based on minor infractions such as broken turn signals or cracked windshields used as grounds to investigate more serious crimes—have contributed to this shift. Critics, including reform advocates and some city officials, argue these stops frequently amount to fishing expeditions that disproportionately target Black and Latino communities and have led to documented abuses without clear public safety benefits.

Despite reduced overall stops, LAPD’s specialized units, such as the Metropolitan Division and anti-gang teams, have been under investigation for their use of pretext stops, often failing to adhere to required documentation or procedures. Following a 2019 investigation highlighting racial disparities in enforcement, the department implemented policy changes to curb such practices but has not eliminated the tactic entirely. A recent audit by the inspector general’s office found widespread rule violations among gang units, including lapses in activating body cameras and conducting searches without proper consent, suggesting ongoing issues with compliance.

LAPD leaders, including Chief Jim McDonnell, have resisted further restrictions, emphasizing the role of pretext stops in combating serious crime. With traffic fatalities rising, especially from speeding, department officials argue that enforcement remains necessary and that alternative safety programs require time and funding to implement effectively. In May, the Los Angeles City Council urged the Police Commission to impose tighter limits on non-moving violation stops, but commission members have deferred action pending additional inspector general audits.

Meanwhile, enforcement activity by the LAPD’s dedicated traffic bureau has increased. The number of traffic citations issued rose by 44% as of mid-2025 compared to the previous year, with a notable uptick in tickets for impaired driving and continued efforts to curtail illegal street takeovers. While reform advocates acknowledge the need to enforce violations that directly threaten public safety, they call for complementary measures such as road redesigns and education campaigns to address risky driver behavior more sustainably.

Advocates for non-police approaches to traffic safety emphasize infrastructure improvements—such as narrowing lanes and creating protected bike and pedestrian facilities—over increased enforcement alone. They point to research from other cities demonstrating that "self-enforcing" streets can significantly reduce crashes by encouraging slower, more cautious driving. The prevalence of larger vehicles, distracted driving, and speeding contribute to heightened dangers for pedestrians and cyclists in Los Angeles.

Andres Ramirez, executive director of the advocacy group People for Mobility Justice, expressed cautious optimism that plans surrounding the 2028 Olympic Games could accelerate key safety projects, especially in historically neglected communities. He stressed the importance of prioritizing infrastructure that protects vulnerable road users and supports multiple modes of transportation in making city streets safer for all.