University-provided transit and crime in an urban neighborhood

Assessing the Impact of Ferry Transit on Urban Crime

“…Estimates range from about ± 5 % for aggregated crime at the districts surrounding stations. Shifts in crime are often significant and measurable even when the scope of the transportation network change is modest (Weber 2014; Heywood and Weber 2019; Herrmann, Maroko, and Taniguchi 2021; Jackson and Owens 2011). This is not a guarantee of impact in all cases, however, some networks have large changes and little regional effect can be found (Sedelmaier 2014).…”

“…On the other hand, one might emphasize that these waterborne trips are encapsulated for long durations and dropped off at relatively few end destinations compared to bus or subway stops. One might also argue that these trips serve as a complement to an already overworked transit system, and reduce overall walking time for commuters who might otherwise be vulnerable while walking to further away bus or subway stations (Heywood and Weber 2019). Previous work highlights an association between subway station closures, drunk driving, and assaults on those stations (Jackson and Owens 2011).…”

A political-economy analysis of the provision of urban anti-crime technologies in a model with three cities

“…This means that policies designed to reduce crime can serve the purpose of an economic development tool "but only in certain neighborhoods facing specific circumstances" (p. 154). Finally, Heywood and Weber (2019) examine the marginal contribution to urban safety in the city of Milwaukee, Wisconsin, provided by a university bus service when a so called "safe ride program" already exists in this city. The analysis undertaken by these researchers shows that the novel "eyes on the street" along the bus route along with increased transit use overall, that is, the sum of the safe rides and the new bus service rides, more than compensates for any potential effect of substitution away from the safe ride program.…”