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This paper aims to explore the relationship between adjustments in parking regulations in major American cities in response to the 2019 novel coronavirus and vehicle thefts.

Vehicle theft data from the 25 most populous American cities were collected between 2019 and 2020. Information was also collected on the type, severity and number of changes to parking enforcement regulations made in March and April 2020 in response to the outbreak of the coronavirus in the USA.

This analysis shows that the relaxation of parking regulations is associated with a significant increase in the number of vehicle thefts in major metropolitan areas.

Although this research cannot prove a cause and effect relationship, statistical analysis of the data shows that policy change and vehicle thefts are related variables.

Guide for future policies-increase awareness; promote safety; promote accountability.

The comparison of increased vehicle thefts to parking enforcement policies; to policymakers, the general public.

Interrupted time series methodology (ARIMA) is utilized to assess the effectiveness of a police initiated stolen vehicle investigative task force. Police from four municipalities in two New Jersey counties created a multi‐jurisdictional task force in response to growing incidents of auto thefts in downtown (urban) areas. The task force uses a unique investigative approach where they focus their investigations on the vehicle recovery site. Police theorize that vehicle thieves abandon their stolen vehicles close to home or near the location of their next target.

The purpose of this paper is to combine both Crime Prevention Through Environmental Design (CPTED) and space syntax for the more detailed and overall analysis of built environment in terms of crime. The author is aiming to verify the designed research methodology by its application in cities that are similar in terms of size and population, and are very different in culture and location: New Haven (USA) and Kaunas (Lithuania).

Based on CPTED strategies the factors of urban environment are analyzed, such as topological depth from private space to a public space, density of entrances and windows, street’s constitutedness, inter-visibility, land use, blind walls, segment’s accessibility, greenery, lighting, objects of small architecture, graffiti. Space syntax method is applied for the analysis of the following topological properties of urban spaces: integration, choice, depth, connectivity.

The combination of both methods revels that choice and depth of urban spaces are related to robberies, and connectivity and depth are related to thefts from motor vehicles in New Haven. Integration and depth are related to thefts from motor vehicles in Kaunas. According to the correlation analysis results, in Kaunas more robberies happen in common use areas, and more thefts from cars happen in the spaces with blind walls and dense abandoned greenery. In New Haven more thefts from motor vehicles happen in spaces with blind walls. In both cities with the increase of the topological depth the thefts from motor vehicles increase too.

Based on the research results recommendations on urban planning and design are developed. The implementation of the recommendations might make New Haven and Kaunas safer.

The purpose of this paper is to examine the patterns of reported cargo thefts at non-secure parking facilities in Europe, the Middle East, and Africa (EMEA) with respect to stolen value, frequency, incident category, and modi operandi.

This study is based on a system-theoretical approach that emphasizes on a holistic rather than an atomistic view. The research method used in this paper is deductive; the analysis is based on data obtained from the incident information service (IIS), a database of transport-related crimes from the Transported Asset Protection Association (TAPA) in the EMEA region. The results are analysed and discussed within a frame of reference based on supply chain risk management (SCRM) and criminology theories.

We found that 97 per cent of all attacks during a stop occur at non-secure parking locations. Cargo thefts at these locations are more of a volume crime than high-value thefts. Seasonal variations were seen in these thefts, and the most common type was an intrusion on weekdays during winter.

This study is limited by the content of and the classifications within the TAPA EMEA IIS database.

This paper is directly relevant to the current EU discussions regarding the creation of a large number of secure parking facilities in the region.

This is one of the first papers in the field of SCRM that utilizes actual crime statistics reported by the industry to analyse the occurrence of cargo theft by focusing on the non-secure parking aspect in the transport chain.

This paper aims to examine the effects of transformations of the levels of visual and functional permeability and the types of uses on the ground floors of buildings on the perception of security and the occurrence of residential burglary, theft in residence, pedestrian mugging, vehicle robbery, vehicle theft and theft of items inside a vehicle on selected blocks.

Nine blocks divided into three groups were selected in Capão da Canoa, a Brazilian city that has been undergoing morphological transformations, including the replacement of buildings with residences and shops on the ground floor, with doors and windows facing the street, by buildings with a predominance of garage doors and blind walls on the ground floors. Data were collected through the application of questionnaires and interviews.

The results reveal, for example, that perception of greater security is related to the blocks with a greater number of functional and visual connections between the ground floor interfaces of the buildings and the open public spaces. In addition, the night period records the higher number of criminal occurrences, even on blocks with higher rates of visual and functional connections between the ground floor interfaces and the public open space and higher rates of residential and commercial uses on the ground floor of the buildings.

It is expected that the results of this paper will allow for greater knowledge and the revision of many urban guidelines regarding the effects of the transformations of ground floor interfaces from traditional to contemporary buildings in the perception of security and the occurrence of crimes in public open spaces and in neighbouring residential units. It is further evidenced the need to recognize the ground floor interface as an element of public interest, even if it belongs to a private property. Nonetheless, further research is needed on the relationships between the quantifications of the levels of visual and functional permeability, the different types of uses on the ground floor of buildings, movement of people and crimes in open spaces and buildings in different periods of the day.

The aim of this paper is to analyze and explain why cargo theft continues to occur in the transport network despite all implemented countermeasures.

The research is based on a logical deductive hypothesis using theories from several scientific fields. This hypothesis is then tested empirically. Credibility is substantiated with the use of several independent official statistical sources and verified with both open‐ended qualitative interviews and a quantitative, comparative, geographically controlled survey.

Theft risk arises from different theft opportunities that will always be present in the transport network. The theory of crime displacement provides one likely explanation as to why the absolute reduction, instead of a theft pattern alteration, is very difficult to achieve. The result in this paper substantiates research results in criminology that indicate that causality in crime displacement is hard to establish.

This research is limited by the lack of reliable information sources about criminal activities against logistics business. Secondary sources, like official crime statistics, are at best untrustworthy but more likely filled with large parts of hidden statistics.

The common‐sense feeling about the crime displacement theory that exists in the logistics business needs to be modified. This paper maintains that the understanding of the relationship between potential perpetrators and theft preventing measures is a key issue to reduce theft problems within the transport network.

This paper is a step towards bringing theories from criminology into the scientific field of logistics and supply chain risk management.

Identifying and managing supply chain risk is crucial for the competitiveness of a company. However, research focused on the risks of supply chain operations in Brazil is scarce. The purpose of this study is to analyze and assess the risk of cargo theft in the country. The methodology adopted is deductive and based on an analysis of historical data from January 2015 to November 2017, aiming to evaluate risk based on probability and impact. The findings unveil a scenario of criminality of transporting goods in Brazil, where the use of force, violence, and threats to steal goods is most likely to occur en route or when parked in key locations on the way to the distribution center. On the other hand, the higher impact cargo crimes are concentrated en route to the customer. This chapter provides a better understanding of the risks of transporting goods by road in Brazil and contributes to a more efficient supply chain design by identifying the risks and assessing the primary locations of the crimes along with their modi operandi and the period of the day during which the crime occurs.

This paper reports the main findings of an evaluation of an intensive four‐week policing operation along a single bus corridor, aimed at reducing the extent of crime along the bus route. The evaluation, which adopts a mixture of quantitative evaluation techniques, demonstrates that the operation was successful both in increasing officer arrest rates (up to four times for the officers who worked on the scheme), and also in reducing crime levels for particular crime types, namely assault and theft from vehicle, up to 400m from the route. A conceptual discussion is provided as to how to measure the effectiveness of an operation with no geographically predefined action area and to define the relationship between action areas and displacement or diffusion zones. Consequently, this evaluation examines both the influence of the scheme within a predefined distance from the route, and also proposes a method for determining the likely range of influence of the scheme in terms of physical distance.

Crime increased in Spain during the period of 2017–2019 after a decade of decline. This coincides with severe housing deprivation multiplying by three in just four years, affecting 3.4% of the population in 2020. However, no research has been found that analyzes whether this deterioration of the physical conditions of housing and its environmental elements has impacted the level of crime in Spain. This study aims to analyze how housing deprivation affects crime in the Spanish context.

For this purpose, different items that are considered by Eurostat as elements of housing deprivation are used. The difference generalized method of moments estimator is used for 16 Spanish regions that comprises the period from 2013 to 2019.

The results suggest that certain structural and environmental elements of housing are positively associated with crime: space (0.5% and 0.4%) and high housing expenditure (0.4% and 0.5%) are positively correlated with the two dependent variables; the lack of light and overcrowding stand out as they establish a positive and statistically significant association with four out of the six analyzed crime categories; the absence of lighting effect reaches up to 1.8% and 1.7% in the case of violent robberies and vehicle theft, respectively. Finally, pollution is negatively associated with robbery with violence (−1.9%), theft (−0.7%) and robbery with force (−0.5%).

To the best of the author’s knowledge, this is the first study that examines whether this deterioration of the physical conditions of housing has impacted the level of crime in Spain. It is also pioneering at the European level by using nonmonetary dimensions of inequality such as housing.

The purpose of this paper is to describe how the Philadelphia Police Department instituted a large‐scale randomized controlled trial of foot patrol as a policing strategy and experienced 23 percent fewer violent crimes during the treatment period. The authors examine whether activities patrol officers were conducting might have produced the crime reduction. The activities of foot and car patrol officers research takes a closer look at what types are examined separately and differences between car patrol activities pre‐intervention and during the intervention are explored. Activities of foot versus car patrol officers during the study period are compared across treatment and control areas.

Official data on police officer activity are used to compare activities conducted by foot patrol officers with those by car patrol officers in 60 treatment (foot beat) and 60 control areas consisting of violent crime hot spots. Activities of car patrol officers are described pre‐intervention and during the intervention. Foot patrol officers’ activities are described within treatment and control areas during the treatment phase of the experiment. Car patrol officers’ activities are reported separately. The statistical significance of changes in car patrol activity pre and during intervention is evaluated using a series of mixed model ANOVAs.

There were noticeable differences in the activities conducted by foot and car patrol. Foot patrol officers spent most of their time initiating pedestrian stops and addressing disorder incidents, while car patrol officers handled the vast majority of reported crime incidents. Car patrol activity declined in both treatment and control areas during the intervention but there was no statistically significant difference between the treatment and the control areas.

The major limitation of this study is the restricted set of data describing officer activity that is captured by official records. Future studies should include a more robust ethnographic component to better understand the broad spectrum of police activity in order to more effectively gauge the ways in which foot patrol and car‐based officers’ activities interact to address community safety. This understanding can help extend the literature on “co‐production” by highlighting the safety partnerships that may develop organically across individual units within a police organization.

The study provides evidence that individual policing strategies undertaken by agencies impact one another. When implementing and evaluating new programs, it would be beneficial for police managers and researchers to consider the impact on activities of the dominant patrol style, as necessary, to understand how a specific intervention might have achieved its goal or why it might have failed to show an effect.

The research contributes to the understanding of the separate and joint effects of foot and car patrol on crime. In addition, it provides police managers with a clearer picture of the ways in which foot patrol police and car‐based officers work to co‐produce community safety in violent inner‐city areas.