Cycling provides individual and societal benefits, such as improved health [1], faster intra-urban commuting [2], lower C02 emissions [3] and all in all lower societal costs [4] compared to most other traffic modes. However, the national average of the cycling mode share was only around 10% in 2008 and has not increased remarkably ever since [5]. Several studies indicate that the lack of subjective safety may be a crucial reason to refuse using the bicycle [6, 7].While there is evidence on how to improve subjective safety through infrastructure on road sections [8], there is none concerning intersections or roundabouts yet. To close that gap, we investigate subjective safety at junctions depending on different infrastructure designs. [From: Introduction]

In the framework of questions like climate protection, healthy lifestyles and more livable cities it is important to increase cycle use and replace motorized traffic. Safe cycling is one of the preconditions for the growth of cycle use, especially considering the more vulnerable user groups. But how important is safety in relation to other factors influencing bicycle friendliness like comfort of the cycle path and bike parking, accessibility or communication? And how is the relation between 'objective safety' - represented by the number of recorded accidents - and 'subjective safety' as the perceived safety feeling ofthe bike users? [From: Introduction]

Objectives Although the lack of perceived safety is an important deterrent to cycling, available knowledge is not comprehensive enough. The aim of this research is to contribute to academic knowledge by exploring the role of road section attributes in perceived safety of cyclists and to develop a method to use the theoretical results in practice. Methods A stated choice survey is carried out to estimate the effects of selected infrastructure attributes on perceived safety. A multinomial logit (MNL) model is used to estimate the effects. Results are used to develop an infrastructure assessment tool by counting aggregate perceived safety utility values of road sections. Results Cyclists perceive the presence of dedicated cycling facilities and physical separation similarly important, while other attributes (traffic volume, speed reduction and adjacent car parking) turned out to be less important. The Subjective Safety Score can be consciously used to evaluate existing and planned road sections and compare different design alternatives. Conclusions The results give a strong support for using physically separated cycling facilities (cycle tracks for example) to engage people to cycling. Further research is recommended to explore the effects of intersection attributes and to include interaction effects of attributes as well.

Connected and automated vebicles (CA Vs) will shape traffic patterns in the future and greatly influence urban mobility. A particular challenge for CAVs is to anticipate the movements of other road users. This applies especially to micromobility vehicles (bicycles, smaU electric vehicles), whose traffic behaviour is difficult to predict and shaped from individual behaviour. The increasing coexistence of CAVs and other, conventionally driven modes of transport thus has a growing impact as well as multiple consequences for urban structures and public space. The following fundamental trends will shape the way people live together in cities in the coming years: 1. increasing share of CAVs and micromobility, 2. renaissance ofthe mixed and liveable city, 3. changes in mobility behaviour and the appreciation of public space ( especially due to climate change and the Covid 19-pandemic), as weil as 4. technical upgrading of infrastructure. These parallel developments will lead to both conflicts and opportunities for cities.[from Introduction]

Syftet med denna studie är att beskriva och analysera hur trygghetsaspekter integrerats i implementeringen av det strategiska dokumentet Grönare Stockholm. Dokumentet innehåller riktlinjer för hur stadens parker och naturområden skall planeras och förvaltas, med fokus på gröna frågor. Metoderna som använts för datainsamling i denna kvalitativa studie är en kombination av litteraturstudie, dokumentstudie och intervjustudie där fyra projekt inom parker, gångstråk och torg undersökts i en fallstudie. Fem tjänstepersoner på Trafikkontoret i Stockholms stad har intervjuats i syfte att erhålla deras beskrivning av hur trygghetsaspekter integrerats i dessa fyra projekt inom Grönare Stockholm. Fyra av intervjupersonerna var projektledare och den femte var verksamhetsutvecklare för Grönare Stockholm som helhet. Materialet har analyserats genom ett deduktivt angreppssätt med hjälp av första och andra generationens trygghetsprinciper som presenteras i teorin Crime Prevention Through Environmental Design (Atlas et.al, 2013; Cleveland & Saville, 2013). Resultatet visar att trygghetsprinciperna integrerats i hög grad i de projekt som studerats i fallstudien, även om det tagit sig olika uttryck beroende på respektive projekts förutsättningar. Det visade sig att sociala frågor och trygghetsfrågor haft stort fokus i samtliga projekt, vilket innebär att den praktiska tillämpningen av Grönare Stockholm inte speglar vad som framkommer i det strategiska dokumentet. / The purpose of this study is to describe and analyze how safety aspects has been integrated in the implementation of the strategic document Grönare Stockholm. The document contains guidelines regarding how the city’s parks and green areas should be planned and managed, with focus on green aspects. The methods used for data collection in this qualitative study is a combination of literature study, document study and interview study where four projects within parks, walkways and squares have been examined in a case study. Five officials at The Traffic Administration Office in the municipality of Stockholm have been interviewed in order to acquire their description of how safety aspects has been integrated in these four projects within Grönare Stockholm. Four of the interviewees were project managers and the fifth was a business developer for Grönare Stockholm overall. The material has been analyzed through a deductive approach with the first and second generation of safety principles which are presented in the theory Crime Prevention Through Environmental Design (Atlas et.al, 2013; Cleveland & Saville, 2013). The results show that the safety principles have been integrated largely in the projects that were studied within the case study, even though it has taken different forms depending on each projects prerequisites. It turned out that social and safety aspects had a big focus in all projects, which means that the practical application of Grönare Stockholm doesn’t reflect what emerges in the strategic document.