OBJECTIVE: The surge in popularity of electric kick scooters (e-scooters) poses new challenges for traffic planning, demanding a comprehensive understanding of route choice behavior to see how e-scooters are used, how they affect traffic flow, and where improvements can be made to the road infrastructure. Therefore, this study aimed to analyze route choices and preferences of e-scooter riders and cyclists in a quasi-experimental setup with both user groups having the same trip destinations.
METHODS: Two groups of participants (n = 52) completed a ride with either a shared e-scooter or bicycle to reach four predefined destinations in Dresden, Germany. The riders were supposed to choose their routes and subsequently reported the difficulty of decision-making and the importance of several route choice factors related to the ride.
RESULTS: E-scooter riders rated road surface and safety as significantly more important for route choice than cyclists and tended to perceive the decision-making as more difficult. Riding data revealed broad comparability between the groups, with e-scooter riders tendentially having longer routes for complex decisions (unknown destinations, scenic routes, more turns required).
CONCLUSIONS: The study suggests that the route preferences of e-scooter riders may be influenced by a combination of road surface and safety considerations, highlighting the need for high-quality cycling infrastructure. Limitations exist regarding the naturally occurring differences in riding experience in e-scooter riding versus cycling. Practical implications indicate that planning for e-scooter riders can benefit from insights drawn from activities designed for cyclists. The provision of real-time road quality information is proposed, considering its potential impact on overall road safety.
CONCLUSIONS: This study contributes to a better understanding of how e-scooter riders navigate through cities and delivers a valuable foundation for transport planners and engineers considering the rise in cycling and micro-mobility use.

Although cycling provides both individual and societal benefits, the mode share in Germany remains at a relatively low level. One reason described in literature is the lack of perceived safety due to the cycling infrastructure, especially at junctions. The study addresses the influence of junction design on cyclists\' perceived safety.
Three intersections (BS: Berlin Standard, PI: protected intersection, CbC: cycle lanes between car lanes) and one roundabout were modeled in a virtual environment. Using a bicycle simulator, n = 46 participants cycled through each junction design, followed by a qualitative interview. We conducted a structured content analysis on the interview transcripts.
Regarding the quality of statements, PI provides the highest level of perceived safety whereas CbC provides the lowest level. Both roundabout and BS provide medium to low perceived safety. Specific design features, such as continuous cycling infrastructure, physical separation and elements enhancing cyclists\' visibility improve participants\' perceived safety. On the other hand, curbs, bends, and elements obstructing visibility decrease perceived safety. Our findings also point towards a difference between overextending and manageable interactions between cars and cyclists. While manageable interactions raise attention to an appropriate extent, overextending interactions diminish the quality of the cycling experience so that some cyclists rather violate rules instead of using the designated cycling infrastructure. Furthermore, three factors influence participants\' perception of infrastructure design: comprehensibility, comfort, and perceived safety.
To provide a cycling friendly infrastructure, planners should consider cyclists\' perceived safety as well as comfort and comprehensibility. Furthermore, in contrast to isolated segments, a continuous high-quality cycling infrastructure network should be implemented. Lastly, infrastructure might focus on manageable interactions rather than cause overextending interactions.
The findings should be considered in future cycling infrastructure planning. Planners may test and modify temporary solutions to find appropriate designs for each junction.

Sleep disparities in sexual minority male (SMM) populations have received relatively little attention but they may be critical to explaining other health disparities seen among SMM, via neural or hormonal pathways. Recent research suggests that crime may be a psychosocial stressor that contributes to sleep disparities but that finding has been based on subjective measures of crime. We conducted the P18 Neighborhood Study of 250 SMM in New York City, including 211 with adequate GPS tracking data. We used the GPS tracking data to define daily path area activity spaces and tested the associations of violent crime in those activity spaces and in the subject\'s residential neighborhood, perceived neighborhood safety, and witnessing crime with a subjective measure of sleep. Using quasi-Poisson regression, adjusted for individual and neighborhood socio-demographics, we found that SMM who witnessed more types of crime experienced significantly more nights of poor sleep over the course of a month (RR: 1.16, 95%CI: 1.05-1.27, p-value: < 0.01). We did not find any associations between violent crime rates in either the activity area or residential area and sleep. Our findings support the conclusion that personal exposure to crime is associated with sleep problems and provide further evidence for the pathway between stress and sleep. The lack of association between neighborhood crime levels and sleep suggests that there must be personal experience with crime and ambient presence is insufficient to produce an effect.

At the start of the pandemic in early 2020, many cities went to complete or partial lockdown to minimize the mass transmission of COVID-19. Consequently, personal travel patterns have changed throughout the world. This study explores the transport mode preferences and associated dilemmas that commuters face in Dhaka, Bangladesh, in the post-lockdown period. We conducted in-depth semi-structured interviews of 20 young commuters residing in Dhaka. We followed a deductive reasoning approach, and the transcriptions were analyzed following thematic analysis. Findings suggest that despite the perceived high risk of COVID-19 transmission in certain modes, all commuters don\'t have the ease and flexibility to switch to their preferred safer mode, with commuters trading-off between health risk, affordability and availability of suitable modes, along with other challenges. However, the country\'s sustainable goals can still be achieved if proper actions, such as removing the challenges commuters face while switching to a sustainable and safe mode during COVID-19 are taken.

To assess the association between perceived neighbourhood safety and health services use among older adults.
The Health and Retirement Study was used to assess the association of perceived neighbourhood safety with inpatient hospital utilization, contact with a physician, home health use, and any health services utilization in the United States of America (n = 10,844). Logistic regression models were used, while controlling for a large number of potential confounders.
The odds of any contact with a physician were greater among those who perceived their neighbourhood safety to be excellent (odds ratio (OR): 1.81, 95% confidence interval (CI): 1.20, 2.72) or very good (OR: 1.56, 95% CI: 1.04, 2.32) compared with those who perceived their neighbourhood safety as fair or poor, controlling for all model covariates. The odds of any health services utilization were greater among those who perceived their neighbourhood safety to be excellent (OR: 1.95, 95% CI: 1.26, 3.00) or very good (OR: 1.63, 95% CI: 1.06, 2.50) compared with those who perceived their neighbourhood safety as fair or poor controlling for all other model covariates. The odds of inpatient care were higher among those who perceived their neighbourhood to be excellent compared with those who compared their neighbourhood to be fair/poor (OR: 1.22, 95% CI: 1.01, 1.48). Results were not statistically significant for home health utilization.
These analyses show a relationship between perceived neighbourhood safety and contact with a physician and any health services utilization among older adults and a weaker relationship between perceived neighbourhood safety and inpatient services. Future research should continue to examine this relationship between perceived neighbourhood safety and health services utilization among older adults.

The correlates of physical activity differ across domains. The authors explored the contribution of domain-specific physical activity to total physical activity and examined how different sociodemographic and social capital-related variables are associated with different physical activity domains in older adults, using nationally representative samples from six low- to middle-income countries. Activity at work and home combined plays an important role in contributing to total physical activity, while leisure-time physical activity accounted for an extremely small proportion. Some correlates of physical activity were similar across countries, such as working status and structural social capital, while other associations were country specific. Promoting structural social capital, trust, and perceived safety may confer positive benefits on older adults\' activity.

Cities and road authorities in many countries have started colouring their cycle lanes. Some road authorities choose red, some blue, and some green. The reasoning behind this choice is not clear, and it is uncertain whether some colours are superior to others. The current study aims to examine whether coloured cycle lanes are viewed more positively than uncoloured lanes, and whether one of the typically chosen colours is perceived as safer and more inviting to cyclists or more deterring to motorists. Participants were invited to respond to a web survey. Respondents (N = 560) were from the four largest cities in Norway, both genders (42.1% women), and of a wide age range (79.6% between 30 and 70). Depending on cycling frequency, respondents were categorised as either motorist (n = 354) or cyclist (n = 206). All respondents rated different cycle lanes (uncoloured, blue, green, and red) on different attributes. The uncoloured lane was consistently rated least positively, with the lowest scores on visibility, perceived safety for both motorists and cyclist and how inviting it seemed to cycle in the lane. It was also estimated to be the lane that would experience the greatest degree of violation from motorists, in terms of driving or stopping in the cycle lane. The green and red lanes were consistently rated more positively than the blue lane, but whether green or red was preferred depended on whether the respondent had lived a place with coloured cycle lanes. People familiar with coloured cycle lanes, which in Norway are red, rated the red lane more positively than the green lane, while the opposite was true for people who were not used to coloured cycle lanes. The difference in ratings between different colours were similar to, or greater than, the difference from uncoloured to coloured, which implies that it not only matters that a lane is coloured, but also which colour it has.

UNASSIGNED: A large body of research has shown that terrorism enhances fears and undermines perceived safety in a high proportion of both directly exposed individuals and individuals without any form of direct exposure (i.e. no geographical proximity to an attack). Some studies have further suggested that fear of terrorism may adversely affect health in those without direct exposure and that this may constitute an important public health burden because of the number who are indirectly exposed. Limited studies have investigated threat and safety perception after workplace terrorism and the possible consequences for employee health.
UNASSIGNED: To explore whether perceived safety and threat in employees whose workplace was subjected to a terrorist attack are associated with subsequent sick-leave.
UNASSIGNED: A longitudinal questionnaire survey on governmental employees\' perceived safety and threat at work one (T1) and two (T2) years after the 2011 terrorist attack on the Norwegian ministries was linked to registry data on doctor-certified sick-leave for two 9-month periods following T1 and T2 (N = 1703).
UNASSIGNED: There was fairly strong evidence (0.004 < p < 0.034) that higher perceived safety was associated with a close to 30% reduction in sick-leave in fully adjusted models which included terror exposure and symptom-based PTSD. There was inconclusive evidence that lower perceived threat was associated with reduced sick-leave in the full models.
UNASSIGNED: Reduced perceived safety in employees following workplace terrorism may have adverse health consequences of public health significance given how prevalent this perception seems to be. The study supports that post-terrorism response plans should include strategies on how to address the potentially large number of individuals suffering ill health after terror even if they were not directly exposed and do not meet criteria for PTSD.
Antecedentes: Una gran cuerpo de investigación ha mostrado que el terrorismo incrementa el miedo y disminuye la percepción de seguridad en gran proporción tanto en individuos directamente expuestos como también en individuos sin ninguna forma de exposición directa (es decir, sin ninguna proximidad geográfica al ataque). Algunos estudios han sugerido que el miedo al terrorismo puede afectar en forma negativa la salud de aquellos sin exposición directa y que esto puede constituir una importante carga en la salud pública, debido al número de personas expuestas indirectamente. Un limitado número de estudios han investigado la percepción de amenaza y seguridad después de terrorismo en el lugar de trabajo y sus posibles consecuencias para la salud de los empleados.Objetivo: Explorar si es que la seguridad y amenaza percibida en empleados en los cuales su lugar de trabajo fue sujeto a un acto terrorista están asociadas con permiso de ausencia por enfermedad.Método: Se conectaron los resultados de un cuestionario longitudinal sobre la seguridad y amenaza percibida en empleados gubernamentales al primer (T1) y segundo (T2) año posterior al ataque terrorista de los ministerios noruegos del año 2011 con los datos registrados de permiso de ausencia por enfermedad certificados por un médico en dos períodos de nueve meses posteriores a T1 y T2 (N=1703)Resultados: Se encontró evidencia bastante fuerte (0.004< p < 0.034) que mayor seguridad percibida se asoció con una reducción cercana al 30 por ciento en permiso por enfermedad en modelos completamente ajustados que incluían exposición al terror y TEPT basado en síntomas. Hubo evidencia poco concluyente de que menos percepción de la amenaza fue asociada con disminución en permiso por enfermedad en los modelos completos.Conclusiones: La percepción reducida de seguridad en empleados posterior a terrorismo en el lugar de trabajo puede tener consecuencias de salud adversas de relevancia para la salud pública, debido a lo prevalente que es esta percepción. Este estudio apoya la tesis de que los planes de respuesta post-terrorista debiesen incluir estrategias sobre cómo lidiar con el número potencialmente grande de personas que sufren problemas de salud después del terror, incluso si no estuvieron expuestos directamente y no cumplen con los criterios para TEPT.
背景:大量研究表明, 恐怖主义在很大一部分直接暴露或无任何直接暴露形式 (即地理上与攻击不接近) 个体中, 增加了恐惧并破坏了人们的感知安全。一些研究进一步表明, 对恐怖主义的恐惧可能会对无直接暴露者的健康产生不利影响, 并且由于间接接触的人数众多, 这可能成为一个重要的公共健康负担。有限的研究考查了工作场所恐怖主义后的威胁和安全感及其对员工健康的可能影响。目的:探讨工作场所遭受恐怖袭击的员工的感知安全和威胁是否与随后的病假有关。方法:一项关于在2011年对挪威各部的恐怖袭击后一年 (T1) 和两年 (T2) 后政府雇员在工作中的感知安全和威胁的纵向调查问卷, 与T1和T2之后医生证明的9个月病假的注册数据相关联 (N = 1703) 。结果:有相当强的证据 (0.004

UNASSIGNED: Women\'s childbirth experience is central when assessing intrapartum care quality. This study accordingly measures women\'s childbirth experience in Rwandan health facilities, focusing on own capacity and perceived safety.
METHODS: A cross-sectional health facility-based study was conducted December 2014 to January 2015 in Kigali City and the Northern Province. Childbirth experience was assessed before discharge using an overall assessment and two subscales, Own capacity and Perceived safety, of the Childbirth Experience Questionnaire, with high scores reflecting a good experience. The questionnaire was translated from English into Kinyarwanda. Reliability was tested using Cronbach\'s alpha; and mean scores between groups were compared using Mann-Whitney U test.
RESULTS: All invited women (n = 817) agreed to participate after informed consent. Mean age was 27.8 years and 63.6% were multiparous. A majority of women (82.3%) reported an overall positive childbirth experience (≥8 out of 10). Cronbach\'s alpha indicated good reliability for Own capacity (0.78) and Perceived safety (0.76). In both subscales multiparous women had higher mean scores than primiparous, married women scored higher than unmarried, older women (>35) scored higher than younger (<35), and women with higher level of education scored higher than those with lower level. Women with HIV scored lower on perceived safety.
CONCLUSIONS: A majority of the women reported a positive overall childbirth experience. Own capacity and perceived safety are important dimensions of childbirth experience and should be addressed in building high-quality intrapartum care. Further research is needed and should include exploration of specific groups.

BACKGROUND: Neighbourhood safety has repeatedly been shown to be associated with the health and well-being of the residents. Criminality is often seen as one of the key factors affecting neighbourhood safety. However, the relationship between crime, fear of crime and feelings of safety remains underexplored.
METHODS: Data on socio-demographic, health and safety perceptions was extracted from the Maastricht municipality survey (the Netherlands) (n = 9656 adults) and merged with data on official neighbourhood crime rates from the Police Registry. Pearson correlation coefficients and multilevel logistic regression models were computed to assess the association between aspects of objective and perceived criminality, individuals\' feelings of safety and health.
RESULTS: The correlation between the police recorded crime and residents\' perceptions of the neighbourhood crime rates was weak (0.14-0.38), with the exception of violent crime (0.59), which indicates that other factors contribute to the perceptions of safety. In turn, the perception of higher rates of violent crime and more nuisance (on the scale 0-10) but not other types of crime or nuisance was positively associated with feeling unsafe (OR 1.27 [1.22;1.32] and 1.39 [1.33;1.46], respectively). Lower general feelings of safety at both the individual and neighbourhood level were consistently associated with worse self-rated health. Among different indicators of safety, the general feelings of safety had the most pronounced association with health, while subjective or objective measures of crime showed limited to no direct relationship with health.
CONCLUSIONS: Public health policies targeting safety as a social determinant of health should consider prioritizing areas of violent crime and nuisance to improve general feelings of safety. Further research is needed to understand which factors aside from criminality are driving residents\' feelings of safety.