CEN/TR 14383-7:2009

SLOVENSKI STANDARD
01-november-2009
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Prevention of crime - Urban planning and building design - Part 7: Design and
management of public transport facilities
Vorbeugende Kriminalitätsbekämpfung - Stadt und Gebäudeplanung - Teil 7: Planung
und Management von Anlagen und Einrichtungen des öffentlichen Personennahverkehrs
Prévention de la malveillance - Urbanisme et conception des bâtiments - Partie 7:
Conception et gestion des espaces dédiés au transport public
Ta slovenski standard je istoveten z: CEN/TR 14383-7:2009
ICS:
03.220.01 Transport na splošno Transport in general
13.310 Varstvo pred kriminalom Protection against crime
91.020 Prostorsko planiranje. Physical planning. Town
Urbanizem planning
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CEN/TR 14383-7
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
July 2009
ICS 03.220.01; 13.310; 91.040.20
English Version
Prevention of crime - Urban planning and building design - Part
7: Design and management of public transport facilities
Prévention de la malveillance - Urbanisme et conception Vorbeugende Kriminalitätsbekämpfung - Stadt- und
des bâtiments - Partie 7: Conception et gestion des Gebäudeplanung - Teil 7: Planung und Management von
espaces dédiés au transport public Anlagen und Einrichtungen des öffentlichen
Personennahverkehrs
This Technical Report was approved by CEN on 21 March 2009. It has been drawn up by the Technical Committee CEN/TC 325.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,
Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2009 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 14383-7:2009: E
worldwide for CEN national Members.

Contents Page
Foreword .3
Introduction .4
1 Scope .7
2 Normative references .7
3 Terms and definitions .7
4 Design and management processes for transport-dedicated areas .7
4.1 General .7
4.2 Organization of the contracting authority and the stakeholders .8
4.2.1 General .8
4.2.2 Contracting authorities .8
4.2.3 Contract partners .8
4.2.4 Specialists who bring their expertise to the project .8
4.2.5 Customers, commercial partners and staff .9
4.2.6 The project managers .9
4.3 The core stages of a project .9
4.4 Creating a new location . 10
4.5 Location management . 10
5 Analysis, actions and assessment: question-asking methods . 10
5.1 General . 10
5.2 Crime, antisocial behaviour and fear of crime . 11
5.3 General principles on security-related questioning . 11
5.4 Design strategies . 12
5.4.1 General . 12
5.4.2 Anticipation on location management. 12
5.4.3 Space usage . 12
5.4.4 Legibility . 14
5.4.5 Location compatibility with security measures . 15
5.5 Management strategies . 15
5.5.1 General . 15
5.5.2 Responsive location management policy . 15
5.5.3 Regulating space usage . 16
5.5.4 Legibility and orientation . 17
5.5.5 Location compatibility with security measures . 17
Annex A (informative) Types of crime against people (including staff) and buildings . 19
A.1 Offence against person . 19
A.1.1 Assault with physical violence (without theft) . 19
A.1.2 Assault without physical violence (without theft) . 19
A.1.3 Sexual assault . 19
A.1.4 Theft against person . 19
A.2 Assault against companies, properties and plants . 19
A.2.1 Assault against properties and plants by damage and /or destruction . 19
A.2.2 Theft against companies . 19
A.2.3 Threat . 20
A.2.4 Trespass . 20
A.3 Other offence relative to public transport rules and antisocial behaviour . 20
A.3.1 Behavioural offence . 20
A.3.2 Traffic offence . 20
Annex B (informative) Summary of the process . 21

Foreword
This document (CEN/TR 14383-7:2009) has been prepared by Technical Committee CEN/TC 325 “Prevention
of crime by urban planning and building design”, the secretariat of which is held by SNV.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
The status of Technical Report (CEN/TR) was proposed to give all countries the opportunity to compare
experiences and to harmonise procedures.
This Technical Report is one of a series for the “Prevention of crime by urban planning and building design”,
that consists of the following Parts:
 Part 1: Definition of specific terms
 Part 2: Urban planning
 Part 3: Dwellings
 Part 4: Shops and offices
 Part 5: Petrol stations
 Part 8: Protection of buildings and sites against criminal attacks with vehicles
Introduction
The public transport system has to meet the citizen’s mobility needs under the most advantageous economic,
social and environmental conditions for the community. It is an instrumental factor in national unity and
solidarity, national defence, economic and social development, in balanced strategic land use planning and
sustainable development, and in driving international exchanges, particularly towards European partners.
In meeting these needs, it is equally important to comply with objectives on minimising or reducing risks,
accidents, nuisance (particularly sound pollution), pollutants and greenhouse gas emissions by implementing
measures designed to reinforce the application of the legal right of all public transport users, including
disabled or handicapped people, to move freely and to choose the means they wish to use, and to exercise
their legal entitlement to transport their property themselves or to commission the services of a company or
institution of their choice to do so.
The success if this kind of service hinges on:
− the strength of social ties in public transport areas, which are in fact a community resource (respect for
others, for community values, voluntary sharing of community resources, respect for rule of law, etc.);
− the efficiency of the production facilities (integrity of the technical and financial assets, the physical
protection provided by the transport, a regular and reliable quality service, etc.), which are by definition a
source of regular contact with the population and are thus embedded in the urban fabric.
Any unruly, aggressive or assaultive behaviour will by its very nature have a negative knock-on effect on
public trust in the service. More generally, public trust can be eroded by an environment left to degrade (dirt,
poor lighting, graffiti, etc.) and by repeated unruliness. The erosion of public trust can foster avoidance
behaviour from customers (drop in traffic) and staff (strikes, skipping ticket checks, etc.) alike. Crime often
also targets the production facilities (equipment, buildings, infrastructure, information systems, etc.), thus
causing financial losses, equipment breakdowns, service delays, malfunctioning customer service devices, or
even generating traffic safety risks (accidents, derailments, etc.).
Hence, crime, whether carried out or perceived, threatens the fundamental policy issues of any public
transport system, i.e. public trust and efficient production facilities, with significant economic and social
consequences.
Crime problems require action, on the individuals involved, on the organizations and structures that manage
community activity, and on the locations housing the activity.
Pre-planning for, or “designing-out”, crime and disorder often adds little or no additional cost to the project, but
can save large amounts of money in the long run. Returning to a location to “retro-fit” crime prevention
measures is always more expensive than designing the location properly in the first place.
All public transport systems in industrialized countries face these same issues. There are numerous examples
of where public transport companies have undertaken crime prevention actions, many of which have entailed
heavy funding. We can now draw upon a significant pool of experience and best practices. Indeed, public
transport facilities are fast developing towards intermodal services and expanding out to European scale. This
has prompted the need to draft a set of risk analysis procedures complete with guidelines.
Developments in problem orientation
Recent trends in mass transport project characteristic have to be taken in account, before identifying
appropriate recommendations for the design, the management and the planning process.
Below, four trends in mass transport project characteristic are discerned.
Trend 1: More and more huge and multifunctional mass public transport projects
Ra
...