bus transit reflects robbery patterns, as robberiesoccur in the surrounding areas of bus stop

95percent of robberies concentrate within 400 m frombus stops

This research used exploratory spatial data analysisand logistic regression to compare and contrast streetand off-street robberies in terms of how their relation-ships with bus transit vary in space and time withrespect to the presence of bus routes, the proximity tobus stops, and the service hours of bus transit

Pearlstein and Wachs (1982) discov-ered that serious incidents on buses mostly occur inareas with high crime rates, such as downtown LosAngeles

one of thefindings is that bus transit reflects the crime pattern inits surrounding areas such that the distribution ofcrime on bus transit is similar to the distribution ofcrime outside bus transit

The public often resists public transit expansion because of fears that it will generate additionalcrime in neighborhoods

our study finds that the creation and expansion of MetroRail in Los Angeles had no impact on crime

The quasi-experimental researchJ Quant Criminol (2017) 33:277–291 279123provides limited evidence to support the idea that transit causes crime

In this paper we improve on the prior literature in four ways. First, we examine theeffect of the entire expansion of the Metro Rail transit system in Los Angeles, the secondlargest city in the United States. We are, therefore, able to assess the effect that a sub-stantial increase in access to rail transit has on crime for a major city

A number of studies find that transit stops are hot spots for crime

Additionally, tunnels, bridges, paths, and certainareas around stations have been identified as negativelyimpacting safety perceptions, necessitating innova-tive design and planning approaches

The station’s surroundings and its loca-tion are also a crucial point.

smaller sta-tions with no staff or personnel to be perceived as lesssafe, which creates a challenge for safety

hepresence of amenities like cafés, restaurants, or kiosksthat facilitate natural surveillance seems to positivelyimpact safety perceptions. Formal surveillance (person-nel in the stations or CCTV cameras) also has a posi-tive impact on the perception of security

Our results show thatwhile individual characteristics play a significant role intrain passengers’ victimisation, train passengers’ safetyperceptions are more influenced by the station’s environ-ment and surroundings

If transit environments are criminogenic orperceived as such, our mobility can become limited [60],or we may consider other alternatives for transportation

the social environment also affects safety conditions

This research isunique because it draws from survey data from 47 railwaystations across 28 selected contiguous municipalities

Local police must take precautionary measures to deal with establishedand potential criminal hot spots. If a station is placed in a pre-existingor potential hot spot, local police must take responsibility for securingand patrolling it and its surroundings to disrupt the opportunity struc-ture for committing crime.

There are some limitations associated with the current research. Likemany studies of crime, this study includes only criminal incidents re-ported to the police. The dark figure of crime, which describes theamount of crime that occurs but is not reported, could alter the results.

Crime-incident data were obtained from the Ottawa Police Service andcovered a time period from January 2006 to December 2006 – the mostrecent corresponding census data availabl

By providing a new means to travel in a short time,offenders may be drawn to commit crime in and near transit stationsas it allows them to exert little effort to seize such opportunities

xploration of Ottawa’s five O-Train stations acrosstwo offence types (commercial burglary and theft of vehicle) showedhigh levels of crime clustering in those areas with an O-Train station lo-cated within it or nearby

however, theft of vehi-cle High–High local crime clusters were statistically related to O-Trainstations, and with a high magnitude

Offendersare drawn to commit crime based on a system’s ability to triangulateopportunities and targets with little to no security and/or passengerintervention

A total of 35,092 people died in US automobile accidents in 2015, according to USDOT. That represents a 7.2 percent rise from 2014, the largest since 1966.

A person reduces his or her chance of being in an accident by more than 90 percent by taking public transit instead of commuting by car. Public transportation is ten times safer per mile, APTA says.

Finally, to some extent we should not be thinking about these effects from a quantitative perspective

Because drivers no longer had to challenge people attempting to board without paying, the argument goes, they could focus on driving the bus without worry.

assaults across the system during this period fell by 15.4 percent