Research methods in criminal justice

Criminal Justice Research

Field Observation: A City Train Station

Much of criminal investigation is centered on observation. The successful criminologist will refine the skills of evidence-gathering by conducting field observations. These are intended to familiarize one with the process of recognizing patterns within the context, of distilling abnormal behaviors from normal behaviors, of identifying determinant environmental features and of keying in on small and distinguishing details. Additionally, as the field observation here will show, there is a certain experience that comes with the process of observation that one must harness in order to be an objective and keenly eyed scene investigator.

My practical field observation would be conducted in a local train station. An above-ground depot located in the downtown area of my city, the train station would prove an excellent location within which to conduct this observation. Indeed, this would be rife with challenges given the diverse spectrum of people that come through the train station over the course of just an hour and the wide range of activities that take place there.

The station is a mid-level hub that thousands of commuters pass through every weekday. During my preliminary observation, which occurred during a non-peak time between 2 and 3 PM on a Tuesday afternoon, I took note of my surroundings. The station was built as a single open hall with high vaulted ceilings. A rectangular room about 75 yards wide and 40 yards long, it contained four flights of stairs descending from each corner to the track below. The station is positioned between 15th and 14th Avenue in the city. Exits and entrances to15th and 14th Ave. are located along each of the width-sides of the structure. Each side has two double doors, an exit and entrance. These slide open automatically. Each side also has a turnstile that allows for simultaneous exit and entry.

The two flights of stairs on each side are alternately labeled North and South, indicating the side of the track to which each leads. The long ways of the corridor are lined with various shops and kiosks: on the North side a Dunkin Donuts, a Subway restaurant, a flower shop, a shoe repair shop and a newsstand; on the South side a Starbucks, a sports bar, a souvenir shop, a vehicle rental service and a Taco Bell. The middle of the corridor was lined with benches and potted trees. The small spaces separating the stores also contained benches. A small kiosk in the center of the room sold cell phones.

The main display for arriving and departing trains descended from the ceiling and was placed in the dead center of the room. The display indicated tracks for trains soon arriving or departing, listed general schedules and indicated whether trains were on time or delayed, and if the latter, by how long. The information would refresh approximately every 5 minutes, releasing updates regarding tracks for arrivals and departures. Many passengers, upon anticipation of the display of information indicating the track for their departure, would stand beneath the display awaiting this detail. Once new information posted indicating the arrival of an anticipated train, a large flood of people would move toward the corresponding flight of stairs.

I sat on a bench toward the center of the room and observed this occurrence 3 times during my hour of note-taking. I noted that people moved with a sort of latent aggression, walking briskly and sidling up on one another as they funneled into an orderly single file line to move down the stairs. This is a compelling process to observe as many passengers appear almost passively competitive about being filing into this line, perhaps denoting the expectation that seating will be limited on the approaching train. Indeed, during my second observation, which would occur during peak commuter hours, between 7:30 and 8:30 AM on a Thursday, I would see this process repeated 7 times. Trains would run more frequently and crowds would be thicker during this time. Where I estimated roughly 40 people at the most at any one time during my preliminary observation, the same station contained what I estimated to be 400 to 500 people at this time.

There was a sort of convergence of informal and formal behavior, with individuals tending to display pointed self-interest when descending to the train tracks and, conversely, tending to organize around the collective goal of descending in an orderly and safe manner. Indeed, all commuters appeared to know this process well and to actively engage it at their own respective paces.

I also noted that individuals all tended to carry items which pointed to their purpose. Most women carried purses as was expected. Some also carried valises indicating professional purposes. Students and younger travelers carrying knapsacks. Many men and some women carried briefcases indicating work purposes. Many others still carried all many of luggage, from wheeled suitcases with extending handles to army duffle bags. At one point, in fact, during my observation, five young men dressed in full military uniforms emerged from the South 15th flight of stairs. They proceeded to the sports bar.

This points to two phenomena which are interesting to observe while at the train station. The first denotes that roughly 30 seconds of peak population which occur each train pulls into the station. Here, an audible sound of the train squealing into the station can be heard. Seconds later, a stream of people will appear in a stairwell, with most immediately choosing and moving toward an exit. Some, like the soldiers, will break off toward one of the many consumer destinations within the station. These denote the second phenomenon which is the variance of activities which individuals engage to pass time while waiting for trains. Some read newspapers or nap on benches. Some drink in the bar. Some wander the corridors on their cell phones. Others appear to aimlessly pass from one store to the next, grabbing a coffee here, a magazine there, a snack at yet a third place.