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.

The COVID-19 pandemic posed risks to the psychosocial development of children and adolescents in the digital age. Under such a background, this study aims to examine the effects of pandemic stress on cyberbullying perpetration and victimization among Chinese adolescents, and to explore the mediator of perceived safety and the moderator of family cohesion underlying this association, during China\'s outbreak of Omicron. A sample of 822 adolescents was obtained from Taizhou in Zhejiang Province, China, based on a multistage cluster random sampling method. The results showed that pandemic stress was positively associated with cyberbullying perpetration and victimization. Moreover, pandemic stress negatively predicted perceived safety, which in turn, increased the probability of cyberbullying perpetration and victimization. Furthermore, family cohesion moderated the effects of pandemic stress on cyberbullying perpetration and victimization. This study contributes to practical implications for policy making and social work practices regarding how to protect adolescents from cyberbullying during the pandemic.

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.

This study examined how trust in the information about COVID-19 from social media and official media as well as how the information was disseminated affect public\'s wellbeing directly and indirectly through perceived safety over time.
Two online surveys were conducted in China, with the first survey (Time1, N = 22,718) being at the early stage of the pandemic outbreak and the second one (Time 2, N = 2,901) two and a half years later during the zero-COVID policy lockdown period. Key measured variables include trust in official media and social media, perceived rapid dissemination and transparency of COVID-19-related information, perceived safety, and emotional responses toward the pandemic. Data analysis includes descriptive statistical analysis, independent samples t-test, Pearson correlations, and structural equation modeling.
Trust in official media, perceived rapid dissemination and transparency of COVID-19-related information, perceived safety, as well as positive emotional response toward COVID-19 increased over time, while trust in social media and depressive response decreased over time. Trust in social media and official media played different roles in affecting public\'s wellbeing over time. Trust in social media was positively associated with depressive emotions and negatively associated with positive emotion directly and indirectly through decreased perceived safety at Time 1. However, the negative effect of trust in social media on public\'s wellbeing was largely decreased at Time 2. In contrast, trust in official media was linked to reduced depressive response and increased positive response directly and indirectly through perceived safety at both times. Rapid dissemination and transparency of COVID-19 information contributed to enhanced trust in official media at both times.
The findings highlight the important role of fostering public trust in official media through rapid dissemination and transparency of information in mitigating the negative impact of COVID-19 infodemic on public\'s wellbeing over time.

The present study surveyed actual extensive users of SAE Level 2 partially automated cars to investigate how driver’s characteristics (i.e., socio-demographics, driving experience, personality), system performance, perceived safety, and trust in partial automation influence use of partial automation. 81% of respondents stated that they use their automated car with speed (ACC) and steering assist (LKA) at least 1–2 times a week, and 84 and 92% activate LKA and ACC at least occasionally. Respondents positively rated the performance of Adaptive Cruise Control (ACC) and Lane Keeping Assistance (LKA). ACC was rated higher than LKA and detection of lead vehicles and lane markings was rated higher than smooth control for ACC and LKA, respectively. Respondents reported to primarily disengage (i.e., turn off) partial automation due to a lack of trust in the system and when driving is fun. They rarely disengaged the system when they noticed they become bored or sleepy. Structural equation modelling revealed that trust had a positive effect on driver’s propensity for secondary task engagement during partially automated driving, while the effect of perceived safety was not significant. Regarding driver’s characteristics, we did not find a significant effect of age on perceived safety and trust in partial automation. Neuroticism negatively correlated with perceived safety and trust, while extraversion did not impact perceived safety and trust. The remaining three personality dimensions ‘openness’, ‘conscientiousness’, and ‘agreeableness’ did not form valid and reliable scales in the confirmatory factor analysis, and could thus not be subjected to the structural equation modelling analysis. Future research should re-assess the suitability of the short 10-item scale as measure of the Big-Five personality traits, and investigate the impact on perceived safety, trust, use and use of automation.

The current study sought to determine whether public perceptions of other vaccines and diseases than COVID-19 have been impacted by the COVID-19 pandemic. We longitudinally examined whether there had been a change from before the COVID-19 pandemic to during the pandemic in: (a) influenza vaccination behaviour and intentions; (b) the perceived benefit of childhood vaccines and influenza vaccines; (c) the perceived safety of childhood vaccines and influenza vaccines; (d) the perceived severity of measles and influenza; and (e) trust in healthcare professionals in two samples of Finnish adults (N = 205 in Study 1 and N = 197 in Study 2). The findings showed that during the pandemic, more people than before had received or wanted to receive the influenza vaccine. The respondents also believed that influenza was more dangerous during the pandemic and that vaccinations were safer and more beneficial. On the other hand, for childhood vaccines only perceived safety increased. Finally, in one of the studies, people had more confidence in medical professionals during the pandemic than they had before. Together, these findings imply a spillover of the COVID-19 pandemic on how people view other vaccines and illnesses.

A bicycle street is a mixed traffic street where motor vehicles are forced to adapt their speed to bicycle traffic, for example by encouraging cycling in the middle of the street using centered bicycle lanes. The objective safety of cyclists increases with lower vehicle speeds and fewer motor vehicles. Despite this, cyclists\' perception of their safety is often reduced in mixed traffic streets. Subjective unsafety and risk constitute a major barrier to increased cycling. This study investigates how the design of the micro-environment of bicycle streets can improve cyclists\' perceived safety in mixed traffic. A quasi-experimental survey in which 371 participants rated their perceived safety in photo-manipulated bicycle streets was conducted. 52% of the participants were male, the mean age was 43 (20-77) years, and 76% reported that they cycle 4-5 days a week or more. The focus was on evaluating micro-environmental factors such as different designs of centered bicycle lanes, road markings, signs, traffic volume, and parked cars. It is concluded that the micro-environment has important effects on the perceived safety of cyclists. Important gains in subjective safety can be achieved with fairly simple design efforts. Many participants felt safe when there were clearly demarcated red-colored bicycle lanes in the center of the street accompanied by road markings for cyclists. The strongest effect, however, comes from reducing traffic volume. Most participants felt safe in micro-environments in which the traffic volume had been reduced, including those where no design changes had been made. Important differences between different groups of cyclists were also found.

Despite the well-known health benefits of regular physical activity, inactivity remains a major public health concern. Understanding how the built environment can encourage physical activity is therefore important to inform current policy strategies for creating activity-friendly neighborhoods. This study aimed to examine whether neighborhood walkability and greenness were associated with physical activity, and if perceived safety moderated any such relations, among adult citizens in Norway.
This cross-sectional study included a sample of 5670 adults aged ≥ 18 years living in urban areas of Stavanger. Information on physical activity (PA) levels, perceived neighborhood safety, and socio-demography were obtained from questionnaire data collected in the Norwegian county public health survey of Rogaland. Geographic information systems were utilized to compute walkability, vegetation scores and proportion of green space within postcode areas, which subsequently were linked to the survey data. Hierarchical linear regression models were fitted to examine associations between walkability, amount of vegetation, proportion of green space and weekly minutes of PA, and to estimate main and interaction effects of perceived safety on these relationships.
The adults were on average physically active 148.3 min/week. The amount of green vegetation in the neighborhood was positively related to physical activity when adjusting for potential confounders. No such relations were observed for proportion of green space and walkability. Perceived neighborhood safety was significantly related to increased levels of physical activity, but no moderating role of perceived safety was observed.
Although our findings should be interpreted with caution, the results point towards the importance of policymakers, planners, and public health professionals to advocate for safe environments with green vegetation for physical activity in the neighborhood.

Future user acceptance will be a requirement for the AVs to accomplish their estimated safety benefits, highlighting the importance of acceptable driving behaviour. This study aims to investigate the parameters that affect the acceptability of highly automated overtaking. 237 respondents participated in a video based online survey, rating different motorway flying overtaking scenarios based on their preferences. The scores were analysed using a variety of methods (statistical tests, Principal Component Analysis, Linear Mixed Models). Long pull-out distances and manoeuvre duration values, as well as lower speeds were preferred by the participants, with some limited impact of the driving situation. Overall, behaviour simulating an average, cautious human driver is likely to positively influence acceptability and suggests the value of further research on context-adaptive automated driving to account for subjective risk perception. These findings can contribute towards user-centred systems that assist or autonomously perform overtaking manoeuvres, supporting their uptake and thus the realisation of their safety benefits.

Improved safety and traffic efficiency are among the proclaimed benefits of automated driving functions. In many scenarios, traffic safety and efficiency can be somewhat contradictory, especially in the perception of a user. In order for potential users to accept the automated system, it is necessary to find the optimal system configuration. Therefore, it is important to understand how the factors underlying acceptance develop and interact. In this study, seven safety distances of an automated parking system were implemented resulting in parking manoeuvres of varying efficiency (in terms of required moves). Participants experienced each configuration twice and rated their perceived safety and perceived usefulness. The results show that maximizing safety distances results in high perceived safety, yet also a diminished perceived usefulness due to reduced efficiency. On the other hand, maximum efficiency leads to a lower perceived safety and thus, a reduced rating of perceived usefulness. Furthermore, in some participants, perceived safety increased gradually, while for others, a threshold effect could be observed. The results demonstrate that the specification of a sole system characteristic can have multiple effects. These have to be considered to maximize acceptance.