While the Nordics have long acted as champions of gender equality, there is still a need for a more nuanced understanding of gendered differences in safety and well-being. A large body of research on masculinity and fear has found men to express fear in public space to a lesser extent than women, perpetuating a notion of men as ‘fearless’. In this study, we challenge this notion by seeking a better understanding of men's overall fear of victimization as well as how fear impacts their behavior where they live, in relation to places, people, and everyday routines. Using statistical methods, chi-square analysis and binary logistic regression, we investigate the nature of men's fear and the effect fear has on their lives using 20,781 answers from the 2020 Stockholm Safety Survey. Findings indicate that while men are generally less fearful than women, intersections between respondents' gender, income level, and ethnic background show a complementary picture. Foreign-born and low-income resident men expressed similar or even higher levels of neighborhood fear than women. Additionally, the drivers of men's general fear of crime and neighborhood-related fear were found to differ, where results for Swedish-born and foreign-born men show opposing patterns for each measure. Men who live in neighborhoods with more physical disorder and low social cohesion are also more likely to avoid places and engagement with people where they live, as well as changing routine activities. The paper finishes with recommendations for future research.

Objectives: This study examines how different lighting scenarios, involving variations in intensity and/or colour, influence safety perceptions on metro station platforms and in passages.

Methods: Physical filters were applied to the station’s lighting to create different scenarios, which were compared to baseline conditions using MANOVA, correlation, and regression models. The experiment involved 92 participants—67 university students and 25 older individuals with visual impairments. After informed consent and a visual performance assessment, participants experienced each lighting condition in two sequences, including wash-outs.

Results: “Safety” is associated with “comfort” and “pleasantness” and less with “colour” related emotional responses. On platforms, dimmed neutral lighting does not lower safety perceptions compared to the neutral baseline. In passages, the reduction in safety scores under treated lighting passages remains significant even after controlling for participants’ gender, crime exposure, disabilities, and test order. Participants with visual impairments consistently reported lower perceived safety, particularly in passages with reduced, coloured lighting. The study underscores the importance of inclusive lighting design and calls for further experimental CPTED research on minimum lighting thresholds, emphasising the need to disentangle the effects of colour from intensity when assessing lighting’s impact on safety.

Background: Observational studies have shown that selective serotonin reuptake inhibitors are associated with an increased risk of bone fractures, but the association can be confounded by indication and other sources of systematic bias that can be minimized in randomized controlled trials (RCTs). Aim: Our aim was to report the rate, site, context, and predictors of fractures after stroke, and whether the fractures modified the effect of fluoxetine on modified Rankin scale (mRS) at 6 months in an individual patient data meta-analysis of 5907 patients enrolled in three RCTs of fluoxetine (20 mg for 6 months) for stroke recovery. Methods: We classified fractures by treatment allocation, site (and thus likelihood of osteoporosis), and context, then performed multivariable analyses to explore the independent predictors of fractures. We explored whether the trend toward a poorer mRS at 6 months was explained by a fracture excess. Risk of bias was assessed using GRADE. Results: Among 5907 patients randomized at a mean of 6.6 days (SD 3.6) post-stroke onset and followed for 6 months, the number of fractures at 6 months was 93 (3.15%) in the fluoxetine group versus 41 (1.39%) in the control group (difference 1.76, 95% CI 0.10-2.51). However, 128 patients with fractures were suitable for further analyses. Of these, 102 (80%) were in sites typically affected by osteoporosis; 115 (90%) were associated with falls and 1 (1%) with a seizure. Independent fracture risk factors were female sex (hazard ratio (HR) 1.96; 95% CI 1.37-2.81, p = 0.0002), age > 70 years (HR 2.30, 95% CI 1.52-3.49, p < 0.001), previous fractures (HR 0.63 for no previous fractures, 95% CI 0.42-0.94, p = 0.0227), and randomized treatment (fluoxetine) (HR 2.39; 95% CI 1.64-3.49, p < 0.001). The common odds ratio for the effect of fluoxetine on mRS at 6 months was unchanged after excluding fracture patients. Risk of bias was high for imprecision. Conclusion: Fractures were more common in the fluoxetine group but the absolute risk of fractures was small and risk estimates were imprecise. Most fractures occurred with a fall, and in osteoporotic locations. Fractures did not modify the effect of fluoxetine on functional outcome.

Perceived neighborhood safety significantly affects the quality of life and social cohesion of communities. However, the perspectives of non-residents are often neglected, despite their potential influence on local views. This study addresses this gap by examining how locals (residents and frequent visitors) and outsiders (non-visitors) perceive safety in the largely stigmatized Stockholm district of Järva. We use a digital participatory mapping tool that allows citizens to share safety perceptions and experiences of victimization interactively. Surveying 592 respondents and using a mixed-methods approach, the study investigates the environmental, social, and emotional factors shaping these perceptions. Findings highlight how stigma, place attachment, and familiarity play an important role in moderating safety concerns, as even minor first-hand experience with Järva was linked to improved neighborhood perception. The study concludes by reflecting upon the importance of addressing territorial stigma and promoting local engagement to improve local and outsider safety perceptions.

This article investigates what causes an urban environment to be perceived as safe using Stockholm, the capital of Sweden, as the study area. The study integrates AI-generated safety scores from street view images, image segmentation techniques and conventional and crowdsourced data using Geographical Information Systems (GIS) and regression models. After accounting for income, crime and other area characteristics, the models reveal that areas with lower safety scores primarily consist of areas with a relatively large percentage of roads in industrial and/or interstitial mixed residential areas. Conversely, higher safety scores are found in large but distinct combinations of buildings, vegetation and open sky, from detached single-family housing to inner city high-density built areas. To enhance safety in an area, good contextual knowledge of the area is fundamental to prioritize interventions in interstitial mixed residential zones where roads and highways may be the dominant features.

The aim of this study was to describe gender-related differences in characteristics and mortality in heart failure (HF) patients managed in primary care (PC). We included 1802 hF patients aged 77.5 ± 8.8 years (47% women) with ejection fraction (EF) ≥ 40% from the Swedish Heart Failure (SwedeHF) registry. The patients were divided by gender, and by heart failure with mildly reduced ejection fraction (HFmrEF; EF 40–49%) or heart failure with preserved ejection fraction (HFpEF; EF ≥ 50%). Men included in the study were younger (mean-age 76.4 vs 78.7 years, p < 0.0001) and showed a higher age-adjusted mortality (p < 0.0001). Men more often showed ischemic heart disease, 49% vs. 38% (p < 0.0001), atrial fibrillation, 56% vs. 50%, and diabetes, 25% vs. 17% (both p < 0.01). Women had higher blood pressure compared to men (p < 0.01), more commonly had kidney dysfunction (p < 0.01), and a worse functional capacity (p < 0.01). Cardiovascular diseases were the dominating causes of death in men and women (60% and 56%) but were less dominating in individuals with EF ≥ 50%, especially among women (56% in men vs. 46% in women). Among women with EF ≥ 50%, the mortality was dominated of mixed and unspecified diseases. Other important causes of death were cancer (15%) and chronic obstructive pulmonary disease (13%). Men managed in PC with HF and EF ≥ 40% have a higher age-adjusted mortality than women. Cardiovascular disease is the dominating cause of death in both genders. Other frequent causes of death were malignant tumors and respiratory diseases, illustrating the need to carefully diagnose and treat all associated comorbidities.

This article aims to compare the pattern of responses obtained by a web-based anda paper-based survey used to investigate the transit safety of travellers in railwaystations in Sweden. This aim is achieved by evaluating whether the response andthe completion rates change as the surveys progress, assessing the effect of the surveymode on respondents’ answers (after controlling for the surveys’ internal consistencyand differences in the samples), and the potential impact of the order ofalternatives in multiple-choice questions on the responses. To carry out the study, asample of 500 responses was taken from each population and later compared usinga series of statistical tests. Findings indicate that despite the surveys’ high internalconsistency, the prevalence of victimisation, fear of crime, and precautions detectedin the web survey was higher than those found in the paper survey. The web surveyshows a major drop just after the initial questions, while the paper survey showsa more stable pattern of responses, but was also affected by a single compulsoryquestion that pushed the completion rate down. Finally, the order of alternatives inmultiple-choice questions (fixed or random) did not affect the answers given by therespondents, providing a solid base for safety interventions in transit environments,regardless of survey mode. The article concludes by making suggestions for bothresearch and practice.

OBJECTIVE To explore the associations among mannose, indexes of insulin resistance (IR) and secretion, and long-term cardiovascular outcomes. RESEARCH DESIGN AND METHODS Fasting mannose was assayed in 1,403 participants, one-half of which had a first myocardial infarction (MI) with either normal glucose tolerance (n = 1,045) or newly detected dysglycemia (i.e., impaired glucose tolerance or type 2 diabetes; n = 358). Regression models were used to explore mannose associations with surrogate indexes of IR/insulin secretion. Multivariate Cox models were used to investigate the independent association between high (higher quartile) versus low (lower three quartiles) mannose and major adverse cardiac events (MACE) (n = 163) during the 10-year follow-up. RESULTS Mannose was independently associated with IR indexes (all P £ 0.001). High versus low mannose was independently associated with MACE (hazard ratio 1.54, 95% CI 1.07–2.20) in the overall population. CONCLUSIONS Mannose might represent a new biomarker able to track early, potentially detrimental glucometabolic alterations independently of glycemic state.

Background: Three large randomized controlled trials of fluoxetine for stroke recovery have been performed. We performed an individual patient data meta-analysis (IPDM) on the combined data. Methods: Fixed effects meta-analyses were performed on the combined data set, for the primary outcome (modified Rankin scale (mRS) at 6 months), and secondary outcomes common to the individual trials. As a sensitivity analysis, summary statistics from each trial were created and combined. Findings: The three trials recruited a combined total of 5907 people (mean age 69.5 years (SD 12.3), 2256 (38%) females, 2–15 days post-stroke) from Australia, New Zealand, United Kingdom, Sweden, and Vietnam; and randomized them to fluoxetine 20 mg daily or matching placebo for 6 months. Data on 5833 (98.75%) were available at 6 months. The adjusted ordinal comparison of mRS was similar in the two groups (common OR 0.96, 95% CI 0.87 to 1.05, p = 0.37). There were no statistically significant interactions between the minimization variables (baseline probability of being alive and independent at 6 months, time to treatment, motor deficit, or aphasia) and pre-specified subgroups (including age, pathological type, inability to assess mood, proxy or patient consent, baseline depression, country). Fluoxetine increased seizure risk (2.64% vs 1.8%, p = 0.03), falls with injury (6.26% vs 4.51%, p = 0.03), fractures (3.15% vs 1.39%, p < 0.0001) and hyponatremia (1.22% vs 0.61%, p = 0.01) but reduced new depression (10.05% vs 13.42%, p < 0.0001). At 12 months, there was no difference in adjusted mRS (n = 5760; common OR 0.98, 95% CI 0.89 to 1.07). Sensitivity analyses gave the same results. Interpretation: Fluoxetine 20 mg daily for 6 months did not improve functional recovery. It increased seizures, falls with injury, and bone fractures but reduced depression frequency at 6 months.

Att investera i ett tryggt kollektivtrafiksystem innebär att främja tillgänglighet som en grundlägganderättighet för alla. Ljusförhållanden är avgörande för att göra kollektivtrafik tillgänglig, eftersom depåverkar en individernas syn och upplevelse av trygghet. Dock saknar vi fortfarande en djupareförståelse för hur ljusförhållanden, dvs belysningen på en plats, påverkar individuell trygghet påoffentliga platser som tunnelbanestationer. Denna studie undersöker belysningens påverkan påindividuell uppfattning av trygghet på två olika stationstyper: plattformar och passager. Studien fokuserarpå förändringar i ljusförhållanden (intensitet och färg) genom experiment vid Fridhemsplanstunnelbanestation i Stockholm samt i virtuella verklighetsscenarier (VR-scenarier) som speglar denverkliga stationen. Basscenarier jämförs med två alternativa ljusscenarier, och 92 deltagare deltog iexperimentet—67 universitetsstudenter och 25 äldre personer med synnedsättning—i både stationsochVR-miljöerna. Resultaten visar att ljusets färg påverkar trygghetsupplevelsen negativt, där blått ochorange ljus resulterade i lägre upplevd trygghet jämfört med Basscenarierna där ljuset var vitt. Någotintressant är att dämpat ljus (reducerat med 39%) på plattformen inte hade någon signifikant påverkanpå trygghetsupplevelsen i stationsexperimentet. Deltagarna tenderade att associera högre värden tillordet ’trygghet’ än till ’säkerhet’ vid frågorna under identiska ljusförhållanden. I kontrast bedömdestrygghet och säkerhet i passager generellt lägre än på plattformarna. Trygghet och säkerhet relateradesoftare till faktorer som komfort, bekvämlighet, ljusstyrka och öppenhet, snarare än till färg eller värme ibåde stations- och VR-experimenten. I VR-modellen påverkades upplevelsen av trygghet mer avindividuella faktorer (t.ex. synnedsättning eller tidigare erfarenheter som brottsoffer) än istationsexperimentet. Trots dessa skillnader var resultaten från både VR- och fältexperiment överlagöverensstämmande, där deltagarna noterade större skillnader mellan ljusscenarierna i VR än påstationen. Plattformens trygghet bedömdes som högre i VR än i stationen, medan passager upplevdessom tryggare i stationen än i VR-miljön. Ytterligare analyser krävs för att bättre förstå de potentiellasambanden mellan VR-resultaten och resultaten från fältexperimentet. Ett viktigt resultat är att personermed synnedsättning rapporterade lägre trygghetsupplevelse i alla scenarier än de utan synnedsättning,vilket understryker vikten av att beakta belysning som en central tillgänglighetsfråga för personer medsynnedsättning i tunnelbana. Ett annat viktigt fynd är att dämpat ljus på plattformen inte påverkadedeltagarnas uppfattning om trygghet. Detta tyder på att lägre belysningsnivåer (i vårt fall: 110 lux pågolvet, med en max luminans på 600 cd/m2, i neutralt vitt ljus på 4000 Kelvin1) kan användas för attspara energi på stationer med liknande plattformdesign utan att avsevärt påverka resenärernasupplevda trygghet. Det är nödvändigt att i framtida studier undersöka tröskelnivåerna för belysningtillsammans ljusfördelning (kontrast, reflektivitet, perspektiv) för att säkerställa att ljusförhållandenafungerar för alla typer av resenärer, inklusive de med synnedsättning. Rapporten avslutas medytterligare rekommendationer för forskning och praktisk tillämpning, inklusive med användning av VRscenarier.

Investing in a safe public transport system means promoting accessibility as a fundamental right for allcity users. Lighting conditions are crucial in making public transportation accessible to everyone, as theyimpact an individual’s vision and safety perceptions. However, a deeper understanding of how lightingconditions (illumination in a particular place) affect an individual’s safety perceptions in subway stationsis still lacking. This study examines the effect of lighting on passengers' safety perceptions in two distinctstation environments: platforms and passages. The research focuses on changes in lighting conditions(intensity and colour) through experiments conducted at Fridhemsplan station in Stockholm, Sweden,and in virtual reality (VR) scenarios that mirrored the actual station. Baseline scenarios are comparedwith two alternative lighting scenarios, with 92 participants involved in the experiment—67 universitystudents and 25 elderly individuals with visual impairments—participating in the station and VRenvironments. The results show that the colour of the light negatively affects the perception of safety,with blue and orange light resulting in lower perceived safety compared to the baseline scenarios. Moreinterestingly, dimmed light (reduced by 39%) on the platform did not significantly impact safetyperception in the station experiment. Participants generally associated higher scores with the word'safety' than 'security' when prompted with questions under identical lighting conditions. In contrast,safety and security in passages were generally rated lower scores than in platform scenarios. Safetyand security were more frequently linked to factors such as comfort, convenience, brightness, andopenness rather than colour or warmth in the station and VR experiments. In the VR model, safetyperception was more influenced by individual factors (e.g., visual impairments or prior experiences ascrime victims) than in the station experiment. Despite these differences, the results from VR and fieldexperiments in the station were generally aligned, showing a strong correlation. Participants noted morepronounced differences in the lighting scenarios within the VR environment compared to the station.Platform safety was rated higher in VR than in the station, whereas passages were perceived as saferin the station than in the VR environment. Further analysis is needed to better understand the potentialconnections between the VR results and those from the field experiment. An important finding is thatpeople with visual impairments reported lower safety perceptions across all scenarios than those withoutimpairments (including in the VR experiment), emphasizing the need to consider lighting as a keyaccessibility issue for individuals with visual impairments in public transport. Another key finding is thatdimmed light on the platform did not significantly affect participants' safety perceptions compared to thebaseline lighting conditions. This suggests that lower lighting levels (in our case: 110 lux on the floor,with max luminance of 600 cd/m2, in neutral white light of 4000 K2) could be used in similar platforms tosave energy in stations without significantly affecting passengers’ safety perceptions. Future studiesmust examine lighting threshold levels together with distribution (contrast, reflection, view angle) toensure lighting conditions work for all passengers, including those with visual impairments. The reportconcludes with further recommendations for research and practice, including pilot tests in VR.