UTEP- SJPD Traffic and Ped Stop Study Flashcards
After removing cases with missing, irrelevant (truancy or “other” call types) or logically inconsistent data, the UTEP research team analyzed 53,337 traffic stops that took place over a 30 month period (September 1, 2013 through March 31, 2016) for patterns of racial disparity.
SJPD traffic stops were compared to the racial composition of at-fault and not-at-fault drivers involved in two vehicle collisions, and the racial composition of drivers stopped during the day (when driver race/ethnicity is most readily observable) was compared against the racial composition of drivers stopped at night.
After removing cases with missing, irrelevant (truancy or “other” call types) or logically inconsistent data, the UTEP research team analyzed 25,033 pedestrian stops that took place over a 30 month period (September 1, 2013 through March 31, 2016) for patterns of racial disparity. The research team employed two primary strategies for comparing the racial composition of pedestrians stopped by the SJPD to an estimate of the population of pedestrians available or expected to be stopped.
First, pedestrian stops were compared city-wide and by police district to the racial composition of suspects in violent crimes reported by citizens to the SJPD. Second, pedestrian stops were compared to the racial composition of suspects reported by citizens who called 911 for selected types of crimes or community concerns – prostitution, narcotics/drug-related complaints, suspicious persons, and disturbances.
The most common reason for both traffic and pedestrian stops was a vehicle code violation.
🙄
The most common reason given for a limited detention was “safety concerns” by the officer (60% of stops resulting in a limited detention).
🙄
Specifically, Black citizens were less likely to be issued a traffic citation compared to White citizens after considering other potential factors including the reason for the stop, officer characteristics, and district characteristics. A traffic citation was more likely to occur when the vehicle stop was initiated due to a vehicle or municipal code violation.
🙄
Across the study period, the Foothill and Western Divisions recorded the most stops, and at the district level, the C district and L district had the most stops.
🤔
DC and DL were training districts. DS and DM were 3 and 4.
DC: 12.7% or 10,600
DL: 12.4% or 10,342
DC/Dl/DS/DM: 45.6%
Dense area/a lot of immigrants not accounted in the census.
DL and DC have very low income level: DC lowest and DL third lowest. (Poverty).
The most common reason for both traffic and pedestrian stops was a vehicle code violation. Overall, 63% of stops resulted in the citizen being released with no action taken.
Note: In addition, 8.7% of traffic stops resulted in a criminal citation, and 2.6% resulted in an arrest. For pedestrian stops, 7.6% resulted in a criminal citation, and 5.5% resulted in an arrest.
In most cases, a citizen who was stopped was not subjected to a further limited detention such as being handcuffed or made to sit on a curb (83.6%).
🤔
Table 6-1 shows the racial/ethnic composition of motorists stopped by the SJPD. Approximately 57% of drivers stopped were Hispanic, 16.8% were White, and 12.6% were Asian. Black motorists comprised 8.1% of those stopped.
🤔
DC: 65.8% Hispanic/38% white/25.7% Asian/ 2.6% black
DL: 42.6% Hispanic/34.7% white/41.7% Asian/3.2% black
DM: 55.4% hispanic/32.3% white/34.4 Asian/2.6% black
DS: 41.6% Hispanic/59.8% white/25.1% white
Districts that recorded the fewest number of stops include the T, N, and A districts.
Predominantly white population.
8.7%
districts in Foothill Division (C & M) had the highest concentration of Hispanic motorists stopped (more than 70%) while District E in the Central Division showed the highest concentration of Black motorists stopped (13.5%). Stops of White motorists were highest in the Southern Division districts of A and T. Stops of Asian motorists were highest in District P (Foothill Division) and District R (Central Division).
🤔
