Based on the results of two research projects from the Netherlands, this paper explores how street oriented persons adapt and use digital technologies by focusing on the changing commission of instrumental, economically motivated, street crime. Our findings show how social media are used by street offenders to facilitate or improve parts of the crime script of already existing criminal activities but also how street offenders are engaging in criminal activities not typically associated with the street, like phishing and fraud. Taken together, this paper documents how technology has permeated street life and contributed to the ‘hybridization’ of street offending in the Netherlands—i.e. offending that takes place in person and online, often at the same time.
Due to climate change the frequency of extreme precipitation increases. To reduce the risk of damage by flooding, municipalities will need to retrofit urban areas in a climate-resilient way. To justify this investment, they need insight in possibilities and costs of climate-resilient urban street designs. This chapter focused on how to retrofit characteristic (Dutch) typologies of urban residential areas. For ten cases alternative street layouts were designed with a determination of the life cycle costs and benefits. All designs are resilient to extreme rain events. The results show that most flat urban typologies can easily be retrofitted in a climate-resilient way without additional costs compared to the standard way of retrofitting. Climate proofing sloping areas are highly dependent on the situation downstream. When there is no space downstream to divert the water into waterways or parks, costs to provide storage easily rise above traditional levels for retrofitting. In addition to reducing flood risk, for each case one variant includes resilience to extreme heat events making use of green. The life cycle costs and benefits of the green variants showed that especially green designs in high-density urban areas result in a better value for money.
Background: The purpose of this study is to increase our understanding of environmental correlates that are associated with route choice during active transportation to school (ATS) by comparing characteristics of actual walking and cycling routes between home and school with the shortest possible route to school. Methods: Children (n = 184; 86 boys, 98 girls; age range: 8–12 years) from seven schools in suburban municipalities in the Netherlands participated in the study. Actual walking and cycling routes to school were measured with a GPS-device that children wore during an entire school week. Measurements were conducted in the period April–June 2014. Route characteristics for both actual and shortest routes between home and school were determined for a buffer of 25 m from the routes and divided into four categories: Land use (residential, commercial, recreational, traffic areas), Aesthetics (presence of greenery/natural water ways along route), Traffic (safety measures such as traffic lights, zebra crossings, speed bumps) and Type of street (pedestrian, cycling, residential streets, arterial roads). Comparison of characteristics of shortest and actual routes was performed with conditional logistic regression models. Results: Median distance of the actual walking routes was 390.1 m, whereas median distance of actual cycling routes was 673.9 m. Actual walking and cycling routes were not significantly longer than the shortest possible routes. Children mainly traveled through residential areas on their way to school (>80 % of the route). Traffic lights were found to be positively associated with route choice during ATS. Zebra crossings were less often present along the actual routes (walking: OR = 0.17, 95 % CI = 0.05–0.58; cycling: OR = 0.31, 95 % CI = 0.14–0.67), and streets with a high occurrence of accidents were less often used during cycling to school (OR = 0.57, 95 % CI = 0.43–0.76). Moreover, percentage of visible surface water along the actual route was higher compared to the shortest routes (walking: OR = 1.04, 95 % CI = 1.01–1.07; cycling: OR = 1.03, 95 % CI = 1.01–1.05). Discussion: This study showed a novel approach to examine built environmental exposure during active transport to school. Most of the results of the study suggest that children avoid to walk or cycle along busy roads on their way to school. https://doi.org/10.1186/s12966-016-0373-y