Hispanic Drivers Research Articles

Reconciling Legal and Empirical Conceptions of Disparate Impact: An Analysis of Police Stops Across California

We evaluate the statistical and conceptual foundations of empirical tests for disparate impact. We begin by considering a recent, popular proposal in the economics literature that seeks to assess disparate impact via a comparison of error rates for the majority and the minority group. Building on past work, we show that this approach suffers from what is colloquially known as “the problem of inframarginality”, in turn putting it in direct conflict with legal understandings of discrimination. We then analyze two alternative proposals that quantify disparate impact either in terms of risk-adjusted disparities or by comparing existing disparities to those under a statistically optimized decision policy. Both approaches have differing, context-specific strengths and weaknesses, and we discuss how they relate to the individual elements in the legal test for disparate impact. We then turn towards assessing disparate impact of search decisions among approximately 1.5 million police stops recorded across California in 2022 pursuant to its Racial Identity and Profiling Act (RIPA). The results are suggestive of disparate impact against Black and Hispanic drivers for several large law enforcement agencies. We further propose alternative search strategies that more efficiently recover contraband while also exerting fewer racial disparities.

DOJ Intervention and the Checkpoint Shift: Profiling Hispanic Motorists under the 287 (g) Program

This research examines whether the Department of Justice's (DOJ's) investigation into the Alamance County Sheriff's Office, a 287(g) program participant, influenced the policing behavior of other 287(g)-participating agencies in North Carolina. The study reveals that these agencies increased stops of Hispanic drivers at checkpoints following the DOJ lawsuit, indicating a strategic shift in response to potential DOJ scrutiny. Our findings suggest a phenomenon where 287(g) agencies, under threat of investigation, modify their discriminatory strategies, perpetuating racial and ethnic disparities in policing. This adds to the understanding of 287(g) and its role in fostering racial profiling.

The impact of race, gender, and demeanor on receiving leniency during traffic stops

Research on racial disparities in traffic stops has produced mixed results, with some studies finding Black and Hispanic drivers are more likely to be ticketed than White drivers and others concluding they are not. However, there is limited research assessing whether the driver’s race, gender, or demeanor has the largest impact on receiving leniency. To fill this gap in the literature, I compare the effect of a driver’s race, gender, and demeanor on the probability of receiving leniency for traffic violations. Black and Hispanic drivers were less likely to receive leniency than White drivers. However, the driver’s demeanor had the largest impact on the probability of receiving leniency.

The effects of immigration enforcement on traffic stops: Changing driver or police behavior?

AbstractResearch SummaryThis research asks whether jail‐based immigration enforcement leads to the profiling of Hispanics by municipal police. I leverage a natural experiment to examine the effects of 287(g) jail partnerships on traffic stops and arrests by municipal police in North Carolina in the late 2000s. I find that stops of Hispanic drivers fell in the wake of 287(g) agreements, and show that this fall was driven by changes in Hispanic road use. While I cannot unambiguously disentangle police and driver behavior, I find no evidence that municipal police officers increased pretextual stops and arrests of Hispanic drivers.Policy ImplicationsWhile there is existing evidence of racial profiling under 287(g) agreements by sheriff's deputies, this behavior does not appear to have extended to nonsignatory municipal police agencies. Despite this, the signing of 287(g) agreements appears to have prompted Hispanic outmigration and changes in driving behavior, adding to a growing body of evidence on the ripple effects of local‐federal immigration enforcement partnerships in Hispanic communities. This serves as a reminder that changes in demographic composition of the immigrant population may mediate the effects of immigration enforcement efforts on other outcomes.

An Absolute Test of Racial Prejudice

Abstract Disparities along racial and ethnic lines persist across domains. Distinguishing among the possible sources of such disparities matters. This article introduces an absolute test for identifying prejudice in the presence of statistical discrimination. In the context of police officers deciding whether to conduct vehicle searches, the key intuition of the test is that each officer’s search decisions and search outcomes generate a point on a concave “return possibility frontier,” (RPF) whose slope equals the officer’s search cost, or personal standard of evidence for conducting a search. Variation along a RPF provides information about search costs, and a discrepancy in these costs across drivers of different races constitutes prejudice. The model and test generalize and unify the existing literature, and the test can be partially extended to the setting where officers vary in the quality of their information, or discernment. Higher discernment generates an expansion of the frontier, and a version of the test remains valid for more discerning officers. Empirically, the test finds suggestive evidence of prejudice against Hispanic drivers and of varying discernment among officers of different races and ethnicities. These results are robust to (and not well explained by) officer experience. (JEL C26, K42, J15)

Racial characteristics of areas and police decisions to arrest in traffic stops: multilevel analysis of contextual racial effects

PurposeThe present study assesses the contextual racial effects on police decisions to arrest in traffic stops.Design/methodology/approachA hierarchical logistic regression model is conducted using data collected from the Houston Police Department and US census.FindingsThe authors’ multilevel analysis indicates that the racial effect on police decision to arrest is more likely to be contextual than individual. Black and Hispanic drivers have no significant difference from White drivers in police decisions to arrest when area variations are controlled. In contrast, the concentrations of Blacks and other racial minorities in areas are significantly associated with the chance of being arrested by police in traffic stops. However, as the level of racial diversity increases in an area, the chance of being arrested is likely to decrease.Originality/valueThis study demonstrates the importance of racial characteristics of areas in the study of racial profiling and related police practice.

Qualitative study of knowledge, perception, behavior and barriers associated with cardiovascular disease risk among overweight and obese Hispanic taxi drivers of South Bronx, NYC

BackgroundTaxi drivers are prone to developing cardiovascular disease (CVD) risk factors by adopting poor health behaviors due to their work environment. The population of Hispanic taxi drivers in inner city South Bronx, NYC, have not been studied. The goal of our qualitative study is to understand the perception, knowledge, behavior and barriers that influence CVD risk in overweight and obese inner-city Hispanic drivers.MethodsA cross-sectional qualitative study was conducted among community-based taxi drivers in South Bronx, NYC. Hispanic taxi drivers with body mass index of greater than 25 kg/m2 were screened and recruited for the study. Focus groups were organized to evaluate CVD and obesity risk factors through open-ended questions. The discussions were recorded, transcribed and analyzed using standard qualitative techniques. The Health Belief Model framework was applied to understand and evaluate likelihood of promoting health behaviors in this population based on the findings from the focus groups.ResultsWe conducted 3 focus groups (N = 25) and themes that emerged were evaluated. Through the Health Belief Model framework, Hispanic taxi driver participants reported demanding and stressful work shifts, barriers to better nutrition and good health, poor support systems, and low self-efficacy in overcoming barriers to improve their risk for CVD, due to lower perceived benefits and greater perceived barriers.ConclusionsInner-city Hispanic NYC taxi drivers have several contributing factors and barriers leading to a poor CVD risk and high body weight profile. Understanding their knowledge, perception and barriers the drivers face in improving their CVD risk, underscores the importance of community outreach programs to develop a framework in empowering and improving the health of this population.

A large-scale analysis of racial disparities in police stops across the United States.

We assessed racial disparities in policing in the United States by compiling and analysing a dataset detailing nearly 100 million traffic stops conducted across the country. We found that black drivers were less likely to be stopped after sunset, when a 'veil of darkness' masks one's race, suggesting bias in stop decisions. Furthermore, by examining the rate at which stopped drivers were searched and the likelihood that searches turned up contraband, we found evidence that the bar for searching black and Hispanic drivers was lower than that for searching white drivers. Finally, we found that legalization of recreational marijuana reduced the number of searches of white, black and Hispanic drivers-but the bar for searching black and Hispanic drivers was still lower than that for white drivers post-legalization. Our results indicate that police stops and search decisions suffer from persistent racial bias and point to the value of policy interventions to mitigate these disparities.

Using change in a seat belt law to study racially-biased policing in South Carolina

Seat belt laws have increased seat belt use in the US and contributed to reduced fatalities and injuries. However, these policies provide the potential for increased discrimination. The objective of this study is to determine whether a change in seat belt use enforcement led to a differential change in the number of stops, arrests, and searches to White, Black and Hispanic drivers in one US state. We used data on 1,091,424 traffic stops conducted by state troopers in South Carolina in 2005 and 2006 to examine how the change from secondary to primary enforcement of seat belt use in December 2005 affected the number of stops, arrests, and searches to White, Black, and Hispanic drivers using quasi-Poisson and logistic regressions. We found that the policy led to a 50% increase in the number of non-speeding stops for White drivers, and that this increase was 5% larger among Black drivers [RR (95% CI) = 1.05 (1.00, 1.10)], but not larger among Hispanic drivers [1.00 (0.93, 1.08)]. The policy decreased arrests and searches among non-speeding stops, with larger decreases for Black vs. White drivers [RR searches = 0.86 (0.81, 0.91) and RR arrests = 0.90 (0.85, 0.96)]. For Hispanic drivers, effects of the policy change were also found among stops for speeding, which failed the falsification test and suggested that other changes likely affected this group. These findings may support the hypothesis of differential enforcement of seat belt policy in South Carolina for Black and White drivers.

Benchmarking Disparities in Police Stops: A Comparative Application of 2nd and 3rd Generation Techniques

This study used 2016–2017 data from San Jose, California to examine the nature, distribution, and correlates of racial/ethnic disparities in traffic stops made by the San Jose Police Department (SJPD). We employed multiple second and third generation benchmarks to assist in understanding whether drivers of color were, among other things, disproportionately stopped by the SJPD and how those findings may have differed across benchmarks. Using traffic citations as a proxy for driving behavior, we also tested the proposition that minorities, but not White drivers, may alter their driving behavior during the daytime, which could affect the validity of the Veil of Darkness approach for estimating stop disparities. Finally, we examined whether officer race may condition the assignment of fault in vehicle crash investigations and thereby bias traffic crash-based benchmarks. We found some support for both propositions – citation rates for Black and White drivers diverged during daylight hours, suggesting the Black drivers may have altered their driving behavior to avoid attention from the police, and Hispanic officers were less likely to issue citations to Hispanic drivers, although other officer-driver race dyads showed no evidence of same-race leniency. Implications of our findings for stop disparity research are discussed, and suggestions are made for future researchers to consider.

Profiling and Consent: Stops, Searches and Seizures after Soto

Following Soto v State (1999), New Jersey was among the first states to enter into a comprehensive Consent Decree with the U.S. Department of Justice to end racially selective enforcement on the state’s highways. The Consent Decree led to extensive reforms in the training and supervision of state police troopers, and the design of information technology to monitor the activities of the State Police. Compliance was assessed in part on the State’s progress toward the elimination of racial disparities in the patterns of highway stops and searches. We assess compliance by analyzing data on 257,000 vehicle stops on the New Jersey Turnpike by the state police from 2005-2007, the final months of the Consent Decree. Specifically, we exploit heterogeneity of officer and driver race to identify disparities in the probability that stops lead to a search. We assume a crime-minimizing or welfarist rationale for stops, under which race-neutral factors are equally likely to motivate stops, regardless of driver or passenger race. We also test a Fairness Presumption (Durlauf, 2006) by comparing search patterns between driver-officer pairs where the driver and officer are different races, and a set of race-neutral benchmarks where the driver and officer are the same race. Results of fixed effects logistic regressions show that Black and Hispanic drivers, when stopped, are more than twice as likely as White drivers to be searched, regardless of officer race. The results also suggest that search patterns vary significantly by officer race: Black officers are less likely to conduct a search in the course of a stop than are white drivers. We also see significant interactions between the race of officers and that of the drivers they stop: Black drivers are significantly more likely to be searched by white officers than they are by black officers; on the other hand, Hispanic drivers are significantly less likely to be searched by either black or white officers than they are by Hispanic officers. Racial disparities in the selection of stopped drivers for search suggest that despite institutional gains under the Consent Decree in management and professionalization, there were no tangible gains in distributional equity. We review the design of the Consent Decree and the accompanying oversight mechanisms to identify structural weaknesses in external monitoring and institutional design in the oversight of the State Police that compromised the pursuit of equality goals.

Traffic Enforcement Through the Lens of Race: A Sequential Analysis of Post-Stop Outcomes in San Diego, California

Research has shown that Black and Hispanic drivers are subject to disproportionate stop and post-stop outcomes compared with White drivers. Yet scholars’ understanding of how and why such disparities persist remains underdeveloped. To address this shortcoming, this article applies a sequential approach to the analysis of traffic stop data generated by San Diego Police Department officers in 2014 and 2015. Results show that despite being subject to higher rates of discretionary and nondiscretionary searches, Black drivers were less likely to be found with contraband than matched Whites and were more than twice as likely to be subjected to a field interview where no citation is issued or arrest made. Black drivers were also more likely to face any type of search, as well as high-discretion consent searches, that end in neither citation nor arrest. The article concludes with a discussion of the findings and a series of recommendations.

Prevalence of Self-Reported Prescription Drug Use in a National Sample of U.S. Drivers.

Drug-involved driving has become an increasing concern. Although the focus has been on illegal drugs, there is evidence that prescribed medications can impair driving ability. The purpose of this study was to determine the self-reported prevalence of prescription drug use, including medical and nonmedical use, among a nationally representative sample of drivers and to report related driver characteristics. As part of the 2013-2014 National Roadside Survey, drivers from 60 sites were randomly recruited and asked to complete a survey on prescription drug use. Almost 20% of drivers reported using a prescription drug within the past 2 days, with the most common drug class being sedatives (8.0%), followed by antidepressants (7.7%), narcotics (7.5%), and stimulants (3.9%). Drivers who reported prescription drug use were significantly more likely to be female, older, non-Hispanic White, and report disability. Three of four drivers who reported medication use (78.2%) said the drug was prescribed for their use; the odds of using without a prescription were significantly higher for males, Black/African American, and Hispanic drivers, and lower for older drivers. Among those with a prescription, taking more than prescribed was most common for narcotics (6.8%), followed by sedatives (4.8%), stimulants (3.8%), and antidepressants (1.5%). These findings help to identify drivers using potentially impairing prescription drugs, both medically and nonmedically, and may inform the targeting of interventions to reduce impaired driving related to medications.

Testing for Racial Discrimination in Police Searches of Motor Vehicles

In the course of conducting traffic stops, officers have discretion to search motorists for drugs, weapons, and other contraband. There is concern that these search decisions are prone to racial bias, but it has proven difficult to rigorously assess claims of discrimination. Here we develop a new statistical method --- the threshold test --- to test for racial discrimination in motor vehicle searches. We use geographic variation in stop outcomes to infer the effective race-specific standards of evidence that officers apply when deciding whom to search, an approach we formalize with a hierarchical Bayesian latent variable model. This technique mitigates the problems of omitted variables and infra-marginality associated with benchmark and outcome tests for discrimination. On a dataset of 4.5 million police stops in North Carolina, we find that the standard for searching black and Hispanic drivers is considerably lower than the standard for searching white and Asian drivers, a pattern that holds consistently across the 100 largest police departments in the state.

Racial/Ethnic Disparities in the Self-Reported Number of Drinks in 2 Hours Before Driving Becomes Impaired.

We used data on self-reported impaired driving and the number of drinks the person states he or she can have in 2 hours before impairment to evaluate predictors of individuals' impairment thresholds by race/ethnicity. Data come from the 2000, 2005, and 2010 US National Alcohol Surveys, with oversamples of Black and Hispanic populations. We estimated negative binomial models overall, by gender, and for those who reported impaired driving. Analyses focused primarily on 8553 respondents who drank alcohol and drove a car in the past year. In models that controlled for relevant available measures including body weight, sociodemographics, and drinking patterns, we found perceived impairment thresholds to be 30.3% (95% confidence interval = 23%, 38%) higher for Black drinkers and 26.3% (95% confidence interval = 18%, 35%) higher for Hispanic drinkers compared with White drinkers. The greater number of standard drinks before perceived impairment reported by Black and Hispanic drivers implies a likely relative underreport of impaired driving and potentially higher severity of impairment when driving relative to White drivers.

Improving seat belt use among teen drivers: Findings from a service-learning approach

BackgroundLow seat belt use and higher crash rates contribute to persistence of motor vehicle crashes as the leading cause of teenage death. Service-learning has been identified as an important component of public health interventions to improve health behavior. MethodologyA service-learning intervention was conducted in eleven selected high schools across the United States in the 2011–2012 school year. Direct morning and afternoon observations of seat belt use were used to obtain baseline observations during the fall semester and post-intervention observations in the spring. The Mann–Whitney U test for 2 independent samples was used to evaluate if the intervention was associated with a statistically significant change in seat belt use. We identified factors associated with seat belt use post-intervention using multivariable logistic regression. ResultsOverall seat belt use rate increased by 12.8%, from 70.4% at baseline to 83.2% post-intervention (p<0.0001). A statistically significant increase in seat belt use was noted among white, black, and Hispanic teen drivers. However, black and Hispanic drivers were still less likely to use seat belts while driving compared to white drivers. Female drivers and drivers who had passengers in their vehicle had increased odds of seat belt use. ConclusionA high school service-learning intervention was associated with improved seat belt use regardless of race, ethnicity, or gender, but did not eliminate disparities adversely affecting minority youth. Continuous incorporation of service-learning in high school curricula could benefit quality improvement evaluations aimed at disparities elimination and might improve the safety behavior of emerging youth cohorts.

Racial Disparities in Survival Among Injured Drivers

Prior studies on racial and ethnic disparities in survival after motor vehicle crashes have examined only population-based death rates or have been restricted to hospitalized patients. In the current study, we examined 3 components of crash survival by race/ethnicity: survival overall, survival to reach a hospital, and survival among those hospitalized. Nine years of data (from 2000 through 2008) from the National Automotive Sampling System Crashworthiness Data System were used to examine white non-Hispanic, black non-Hispanic, and Hispanic drivers aged ≥ 15 years with serious injuries (injury severity scores of ≥ 9). By using multivariable logistic regression, we found that a driver's race/ethnicity was not significantly associated with overall survival after being injured in a crash (for blacks, odds ratio (OR) = 0.69, 95% confidence interval (CI): 0.36, 1.32; for Hispanics, OR = 1.00, 95% CI: 0.59, 1.72), and blacks and Hispanics were equally likely to survive to be treated at a hospital compared with whites (for blacks, OR = 1.00, 95% CI: 0.52, 1.93; for Hispanics, OR = 1.13, 95% CI: 0.71, 1.79). However, among patients who were treated at a hospital, blacks were 50% less likely to survive 30 days compared with whites (OR = 0.50, 95% CI: 0.33, 0.76). The disparity in survival after serious traffic injuries among blacks appears to occur after hospitalization, not in prehospital survival.

Drinking and Driving in the United States: Comparing Results from the 2007 and 1996 National Roadside Surveys

Objectives: The objectives of this study were to (a) use data from the 2007 National Roadside Survey (NRS) to determine the characteristics of weekend nighttime drivers with positive blood alcohol concentrations (BACs) on U.S. roads in 2007; (b) determine the relationship of the driving environment and trip characteristics associated with drinking drivers; and (c) compare the findings for the 2007 NRS with those for the 1996 NRS. Methods: Like the 1996 NRS, the 2007 NRS used a stratified random national roadside survey sample of the contiguous 48 states and collected nighttime data on Fridays and Saturdays between 10 p.m. and 3 a.m. Officers directed 8384 drivers into off-road parking areas where our research team asked them to participate in the survey. Results: Of those approached, 7159 (85.4%) provided a breath test. Results revealed that 12 percent of the nighttime drivers had positive BACs, and of those, 2 percent were higher than the 0.08 BAC illegal limit in the United States. Since the 1996 NRS, we found significant reductions in the percentage of BAC-positive drivers across different demographic groups. Age was among the most significant factors associated with a weekend driver having a positive BAC. The probability that a driver would be drinking peaked in the 21- to 25-year-old age group. Male drivers were more likely than female drivers to be drinking, and Asian and Hispanic drivers were less likely than white drivers to be drinking. Drinking drivers were more likely to be driving short distances (5 or fewer miles) late at night (between 1 and 3 a.m.) and to be coming from a bar or restaurant. Finally, 26 percent of the drivers who reported that they would drive less than 5 miles on the night of the survey had positive BACs, compared to only 16 percent who indicated that they would drive between 6 and 20 miles and 10 percent who planned to drive more than 20 miles. Conclusions: The 2007 NRS provides another benchmark in the 4-decade record of drinking drivers on American roads and provides a basis for measuring progress in combating driving under the influence during the coming decade.

Validation of the Health-Promoting Lifestyle Profile II for Hispanic Male Truck Drivers in the Southwest

The aims of the study were to validate the English and Spanish Versions of the Health-Promoting Lifestyle Profile II (HPLP II) with Hispanic male truck drivers and to determine if there were any differences in drivers' responses based on driving responsibility. The methods included a descriptive correlation design, the HPLP II (English and Spanish versions), and a demographic questionnaire. Fifty-two Hispanic drivers participated in the study. There were no significant differences in long haul and short haul drivers' responses to the HPLP II. Cronbach's alpha for the Spanish version was .97 and the subscales alphas ranged from .74 to .94. The English version alpha was .92 and the subscales ranged from .68 to .84. Findings suggest the subscales of Health Responsibility, Physical Activities, Nutrition, and Spirituality Growth on the HPLP II Spanish and English versions may not adequately assess health-promoting behaviors and cultural influences for the Hispanic male population in the southwestern border region.

The Decision to Search

This manuscript examines police officer decision making during automobile stops to determine whether Black and Hispanic drivers are searched at parity with nonminorities, with particular focus on officers’ legal authority to search and controlling for other explanatory factors. Using data collected by a large Midwestern police department, we observe Blacks are overrepresented among searches overall and among searches involving greater officer discretion to search. However, neither race nor ethnic effects were observed after introducing other explanatory variables into multivariate models, suggesting factors other than minority status provide greater understanding of officers’ decision making. Results indicate minorities are differentially involved in searches because police engage minorities under characteristics consistent with searches. This suggests that it is the social context of the stop, rather than the race or ethnicity of the driver, that primarily influences searches.