Take theft 1, which is a hypothetical example in
Figure 2. If a theft victim starts their journey on the
Victoria Line at King’s Cross St. Pancras station, and
discovers their purse missing at Oxford Circus station,
then, their journey involves a start station (King’s Cross
St. Pancras), three intervening line segments, and an end
station (Oxford Circus). Interpolating the risk of theft between
these five settings, namely, two stations and three
segments, generates a probability value of 0.2 at each of
the five possible settings along the victim’s journey. However,
a further possibility is Theft 2 (Figure 2), where a
passenger starts at Kings Cross, changes at Euston, and
discovers the theft at Warren Street. Here there are again
five possible locations of theft, three stations, including
one interchange, and two segments. This methodology
was repeated for all journeys on the network to give a cumulative
probability risk for each station and each route
segment (Figure 2). This analysis assumes there is an equal
likelihood of theft at a station or interchange or on a carriage
between stations. Potential limitations of this will be
discussed later.
Take theft 1, which is a hypothetical example in
Figure 2. If a theft victim starts their journey on the
Victoria Line at King’s Cross St. Pancras station, and
discovers their purse missing at Oxford Circus station,
then, their journey involves a start station (King’s Cross
St. Pancras), three intervening line segments, and an end
station (Oxford Circus). Interpolating the risk of theft between
these five settings, namely, two stations and three
segments, generates a probability value of 0.2 at each of
the five possible settings along the victim’s journey. However,
a further possibility is Theft 2 (Figure 2), where a
passenger starts at Kings Cross, changes at Euston, and
discovers the theft at Warren Street. Here there are again
five possible locations of theft, three stations, including
one interchange, and two segments. This methodology
was repeated for all journeys on the network to give a cumulative
probability risk for each station and each route
segment (Figure 2). This analysis assumes there is an equal
likelihood of theft at a station or interchange or on a carriage
between stations. Potential limitations of this will be
discussed later.
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