Micro-mobility use, such as electric scooters (e-scooters), offers convenience and environmental benefits (Christoforou et al., 2021; Vestri, 2021) and it has increased over the last five years following the introduction of shared e-scooter schemes in the United States in 2017 (Christoforou et al., 2021 ). Following the introduction of shared e-scooters there has been an observed increase in the number of people choosing to use personal devices (Haworth et al., 2021). E-scooters are typically used more for transport (Sanders et al., 2020), often replacing active travel modes than motor vehicle use (Sanders et al., 2020) although that is location-dependent (Wang et al., 2022). The use of shared and personal e-scooters is primarily associated with travel time and money savings, as well as the enjoyability of the transport mode (Christoforou et al., 2021 ). Perceived lack of safety has been shown to influence consumer acceptance (Kopplin et al., 2021). E-scooter riders have been shown to be at risk of trauma to the head and extremities (Bauer et al., 2020), although little is known about the events leading to trauma (e.g., fall as a result of rough terrain, collision with a vehicle). Protective equipment can reduce the risk of incidents (e.g., improving visibility of vulnerable road users) or lessen the risk of injury (e.g., helmets). Generally, little is known regarding the use of helmets and other protective equipment by e-scooter riders, except when injuries occur. Trauma studies have reported low ( 4.4%; Trivedi et al., 2019) to moderate (46%; Mitchell et al., 2019) use of helmets. While the majority of e-scooter presentations occur during evenings (Vemon et al., 2020), little is known about the use of reflective equipment by scooter riders. The aim of this paper is to explore factors that influence the use of protective equipment, including helmets and reflective equipment, by e-scooter riders. [From: Introduction]

Eine Möglichkeit, Produktions- und Dienstleistungsprozesse in virtuellen Unternehmen effizient abzuwickeln, ist die Bildung firmenübergreifender Mitarbeiterteams. Verschiedene Autoren konzeptualisieren deshalb virtuelle Unternehmen als eine teambasierte Organisations- bzw. Kooperationsform (z. B. Krystek; Redel; Reppegather 1997/Schräder 1996). Im Zentrum dieses Verständnisses steht die Idee, dass entsprechend der zu erbringenden Leistungen nicht nur Unternehmen, sondern insbesondere die Mitarbeiter dieser Unternehmen zu einem interorganisationalen Team temporär zusammengeführt werden. Nach der Leistungserfüllung lösen sich der Unternehmensverbund als auch das Team wieder auf.

Many studies have examined the level of risk perceived by cyclists when they are being passed by motor vehicles (e.g., Beck et al., 2021; Rasch et al., 2022) and others have reported that drivers with negative attitudes towards cyclists self-report higher levels of driver aggression towards cyclists (e.g., Delbosc et al., 2019; Fruhen & Flin, 2015; Haworth et al., 2018). However, self-reported behaviours may not reflect a driver's observable behaviour (Fruhen et al., 2019). Lamondia and Duthie (2012) proposed that LPD is an indicator of the driver's degree of respect for a cyclist but other driver factors may also be important. Little is known about how accurately drivers canjudge lateral passing distance (Haworth et al., 2018) or whether some unsafe passes could simply reflect poor driver understanding of cyclist needs when sharing roadways. The general finding that LPDs are lower when there are parked cars or oncoming vehicles (Rubie et al., 2020), suggests that drivers may leave inadequate LPDs if they perceive that moving into the opposite side of the road poses a risk to themselves or their vehicle. Rasch et al. (2022) is one of the few studies to measure drivers' perceptions of the risk to themselves in overtaking cyclists. Some studies have examined how different motor vehicle speeds influence perceived risk of the passing motor vehicle for cyclists (Apasnore et al., 2017; Garcia et al., 2020; Llorca et al., 2017; Rasch et al., 2022) or drivers (Rasch et al., 2022), generally finding that cyclists perceive higher motor vehicle speeds are more hazardous. This paper examines (1) whether negative attitudes towards cyclists influence perceptions ofrisk: to the cyclist in passing events, (2) the factors associated with driver perceptions of the risk to themselves, and (3) if increases in motor vehicle speed are associated with higher levels of perceived risk to the cyclist and driver in the passing event. [From: Introduction]

Eine Möglichkeit, Produktions- und Dienstleistungsprozesse in virtuellen Unternehmen effizient abzuwickeln, ist die Bildung firmenübergreifender Mitarbeiterteams. Verschiedene Autoren konzeptualisieren deshalb virtuelle Unternehmen als eine teambasierte Organisations- bzw. Kooperationsform (z. B. Krystek; Redel; Reppegather 1997/Schräder 1996). Im Zentrum dieses Verständnisses steht die Idee, dass entsprechend der zu erbringenden Leistungen nicht nur Unternehmen, sondern insbesondere die Mitarbeiter dieser Unternehmen zu einem interorganisationalen Team temporär zusammengeführt werden. Nach der Leistungserfüllung lösen sich der Unternehmensverbund als auch das Team wieder auf.